W. C. Standerwick Ltd
1963
Leyland Leopard PSU3/3R
Plaxton C49F

After the renumbering from a plain consecutive series (2777 seems to have been the highest reached) in September 1950, Ribble adopted a numbering system whereby numbers were reused. Those of the Standerwick subsidiary were in the 1-200 group. This policy was changed again after the acquisition of Scout Motor Services, whose vehicles kept their old fleet numbers, with ‘S’ prefix until the 1963 coach deliveries, when the common number series was adopted. Ribble had just the number (744, for example) but Scout had the prefix (S751, for example) while Standerwick had a (suffix, 731S), as we see above. TRN 747, in the Ribble fleet, reached Morecambe depot late in 1963 and was stored for the winter, entering service early in 1964.

TRN 731 pictured above is a Leyland Leopard PSU3/3R (though I have seen some references to PSU3/3RT chassis for this batch) with a Plaxton C49F body. We see it in North Albert Street, Fleetwood, arriving for Tram Sunday on 18 July 1999. For more precise ‘placing’ of the shot, the fire escape of the North Euston Hotel is in view top left!

Photograph and Copy contributed by Pete Davies

30/11/16 – 09:22

I remember travelling on one of these on a Keswick-Manchester relief. It rode very nicely,but at Kendal depot the driver disappeared into the workshops. He reappeared muttering to us all (only about10) "Well we are going home without top gear". I had not noticed any problem, but the roads in the Lakes were not conducive to speed. As we were all going to Manchester we went on the M6. I am not certain what gearbox was in these vehicles, but the driver had no problems and the run was smooth and quiet. Somewhere along the M6 insult was added to injury when we were overtaken by one of the original Ribble group 36 footers, a Leopard/Duple that had been ordered by Scout.

Andrew Gosling

01/12/16 – 06:50

Andrew, The expression "ouch!" springs to mind.

Pete Davies

01/12/16 – 06:51

I remember this fine coach when with Ingleby York

Ken Wragg

01/12/16 – 09:09

Not having thought about"real Plaxton" bodies recently I have looked at the different models again. The design of the above is really quite simple, but to my mind is the smartest that Plaxton produced. It has a sleek business-like look. Much the same can be said of the Alexander Y type.
Please note: other makes of coach are available.

Andrew Gosling

02/12/16 – 07:14

As far as I can recall, the highest fleet number reached by a Ribble vehicle was 2797, the batch 2778-97 (CRN 978-97) comprising Burlingham bus-bodied Leyland PS2s which became 228-47 in the 1950 renumbering. I don’t remember any vehicles numbered 2798 or higher, but anyone with access to a copy of the publication ’52 Years of Ribble’, produced by the Ribble Enthusiasts Club, should be able to immediately confirm or deny whether there were such vehicles.
An interesting aspect of the 2778-97 batch was that, intentionally or otherwise, there was a last two digit match between fleet numbers and registrations, Ribble vehicles not having three-digit matching registrations until 1963. A few batches of vehicles did have a last-digit fleet/registration number match, but, prior to 1963 the only other batches I can recall with even a two-digit match were Atlanteans 1656-1700 (NRN 556-600) and 1801-14 (RRN 401-14).

David Call

Western Welsh
1969
Leyland Leopard PSU3A/4RT
Plaxton C49F

Western Welsh buses ran in a maroon livery however this smart blue and ivory was applied to coaches for a period. OUH 177G is a preserved example of the Leyland PSU3A/4RT (900597) with Plaxton Panorama Elite C49F coachwork (693263). The batch of six delivered in April 1969 were fitted with a five-speed semi-automatic gearbox and two-speed rear axle. This one is seen at the 2016 Swansea Bus Museum Running Day.

Photograph and Copy contributed by Les Dickinson

25/04/16 – 18:05

I’m surprised nobody else has commented, Les. Very nice view, and thanks for posting. I’ve been doing battle with my computer system [going back to a Windows machine from an Apple] otherwise I would have commented before.
I’m still not finished and am currently trying to get some backup copies restored by my local photographic dealer. (Most have copied happily, some have been reluctant to do all their contents and a few won’t do anything!)
It’s very pleasant to see a Western Welsh coach in "proper" colours rather than the white paint carried by her sister 176G, which I had published one these pages some while ago.

Pete Davies

28/04/16 – 07:10

I have attached a photo of Western Welsh WKG 138, an AEC Reliance 470 with a Weymann C39F body new in May 1961. It was on hire to PMT in May 1970 along with several others of the batch and is pictured outside Stoke No 1 Garage. I think this body style was unique to Western Welsh and (to my mind) could hardly be described as attractive. Hope this is of interest.

(A rather younger version of IW is in the driving seat!!!)

Ian Wild

29/04/16 – 06:13

Ian, you described the looks of WKG 138 very tactfully, although it does have its charms despite (to my eyes) looking somewhat like a frog wearing safety goggles. It must be admitted that 177 certainly leaves it standing in the beauty stakes though. The Plaxton coachwork looks simply stunning in Western Welsh’s cream and blue livery. Interesting that the Company chose blue rather than red or maroon for the coach livery. I wonder what the reasoning behind it was.

Brendan Smith

29/04/16 – 07:55

Its a shame that they had to bend the windscreen panels to fit them in.

Joe

02/05/16 – 06:43

Brendan, I believe that "powder blue" was the livery of WWOC’s predecessor South Wales Commercial Motors – although why WWOC decided to adopt it as their coach livery . . .

Philip Rushworth

02/05/16 – 14:03

Brendan’s description "a frog wearing safety goggles" is brilliant ! I can see exactly what he means.

John Stringer

02/05/16 – 14:04

Thanks for the information Philip. It’s certainly an attractive shade, especially when matched with cream/ivory.

Brendan Smith

07/05/16 – 17:31

I was never lucky enough to drive an Elite like this – when I started PSV driving in 1979 it was Supremes that we had at Salopia and then Shearings.
But when I did my HGV training at Bassetts at Stone in the 1990s they still had a few Elites older than this one (ISTR a "D" registered one at least) running around on schools contracts. I asked if they would sell me one but they said "no" on the grounds that with them being 45 instead of 53 seats, they were easier to turn into school driveways.
But out of interest, where would anyone go (apart from eBay) to find something like this for sale these days. I’d love to have my own old "Plackie" to go on day trips out.

Eric Hall

08/05/16 – 05:58

Eric – your best option is probably to buy a copy of "Bus & Coach Preservation" and keep an eye on the adverts section. It is published monthly, and I think that Plaxton Elites come up occasionally (I cannot see any in the current issue). To the best of my knowledge, the earliest Elites were G-suffix registrations. I’m not an expert, but my understanding is that the structure is not always as good as the vehicle might look – and certainly not as solid as an ECW body!
The Western Welsh blue and royal ivory coach and DP livery was actually quite short lived. It first appeared in 1965, and all new coaches and DPs delivered from 1965 to 1971 were delivered in it, as well as the 1972 coaches. Older vehicles were repainted in the blue/ivory during that period, but by 1972, the company had reverted to dark red and cream for DPs. Towards the end of the period, the fleetname was replaced with a large block lettered variety. I seem to recall reading that the shade of blue was known as "peacock".

Nigel Frampton

09/05/16 – 16:49

I have just bought a J reg Elite. Certainly they were renowned for drooping behind the rear axle and mine was no different. 60 man hours and some steel later all sorted and MoT obtained.

Roger Burdett

10/05/16 – 06:47

When you refer to the solidity of ECW body designs, Nigel, I assume that you do not include the B51 in that description, though much of the blame lay with Leyland. The B51 was designed for the RE, but Leyland decided to fit it to underfloor engined chassis with no proper rear chassis support for the boot area.

Roger Cox

11/05/16 – 06:27

Well, Roger, I was thinking more of contemporaries to this Western Welsh vehicle, for example the first style of coach body on a Bristol RELH chassis. Those were definitely solid!
Unfortunately, under Leyland’s influence, and possibly a more general pressure to cut costs, the quality deteriorated in later years, and I have read somewhere that, for example, the second type of RELH coach body was also not as solid as its predecessor. But I agree, the B51 was poor – perhaps, the exception that proves the rule!

Nigel Frampton

11/05/16 – 06:28

The Elite is most correctly described as the ‘Panorama Elite’ although as time went by the ‘Panorama’ was dropped in everyday speak. The earliest examples were G-reg, restyling seeing the introduction of the Panorama Elite II and Panorama Elite III, the final examples being P-registered. When grant doors etc were specified, the word ‘Express’ was added to the body designation eg: Plaxton Panorama Elite II Express, which probably accounts for the general term ‘Elite’!

Philip Lamb

Ribble Motor Services
1961
Leyland Leopard L2T
Harrington Cavalier C32F

This Leyland Leopard L2 with Harrington Cavalier C32F body was new to Ribble in 1961. The low seating capacity means it was one of the touring fleet. I do have a query about the chassis designation, because some of my sources mention a twin-speed rear axle, meaning it would be L2T. Any thoughts, please, folks? The coach is seen at the Harrington event at Amberley on 3 June 2012.

Here we have an interior view of the vehicle which was taken courtesy of the owner.

Photograph and Copy contributed by Pete Davies

24/03/16 – 05:58

Primrose Valley Coaches of Filey had PCK 616. I enjoyed driving it and its two speed axle, and only 32 luxury seats.

Ken Wragg

24/03/16 – 17:03

I became misty eyed looking at this photo as an avid admirer of Harrington’s Cavalier and Grenadier designs and there is a tantalising glimpse of one of Southdown’s near identical extended tour Leopards alongside, these were definitely L2Ts.The main differences were the 27 reclining seats in 2+1 layout and the glazed cove panels and they too were a delight to drive although I only drove them after they were up seated for normal coach duties. My drooling at least won’t show on an e-mail.

Diesel Dave

25/03/16 – 14:22

Thank you, Dave and Ken, for confirming the L2T version. Dave, the adjacent Southdown was 2722 CD and the blue and cream one parked back-to-back with PCK 618 was Hawkey’s 100 VRL. I have views of both, if you’d like me to forward via Peter.

Pete Davies

26/03/16 – 05:18

PMT acquired three of this batch in 1972 as Roadliner replacements, PCK601, 602 and 605. These were C41F as acquired. They did four seasons with PMT before withdrawal in 1976. I remember them as very sound, reliable coaches. Does anyone have photos of them in PMT service?

Mr Anon

26/03/16 – 05:19

Pete, Like Diesel Dave I tend to glaze over and dribble when a Harrington appears . . they truly are icons of an age when these machines shouted style and quality, sadly missed. I for one would appreciate a peek at your shots of 2722 CD and 100 VRL.

Nigel Edwards

26/03/16 – 16:54

Here is PCK on coaching duties with PMT www.flickr.com/photos/

Stephen Bloomfield

27/03/16 – 07:33

Nigel Edwards comments that he would like to see views of 2722 CD and  100 VRL.

Pete Davies

27/03/16 – 09:58

These photos only reinforce my long-held view that Harrington’s Cavalier/Grenadier bodies seemed to look stylish in virtually ANY livery!

Chris Hebbron

27/03/16 – 17:39

Many thanks to Pete Davies for posting the three extra photos of 2722 CD and 100 VRL as looking at them made me all misty eyed and nostalgic and quite weak at the knees.
It is also good to see 2722 CD in the original livery with the cream roof unfortunately this only lasted 2 or 3 years before being painted green this was long before it was reseated as it is now. The armchair reclining seats from these and the later 1800-44 Leopard PSU3’s were distributed to the various staff canteens and rest rooms for the benefit of drivers numb parts and were much appreciated.

Diesel Dave