W. C. Standerwick Ltd. 1911 - 1974

W. C. Standerwick Ltd. 1911 - 1974

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CONTENTSW. C. Standerwick Ltd - Fleet History 1911-1974.…………………………………….

W. C. Standerwick Ltd - Coach Fleet List 1911-1974…….………………………….

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Cover Illustration: No. 18 (SFV414) was a 1960 Leyland Atlantean PDR1/1 withWeymann 50-seat double-deck coach bodywork, primarily used on express services toLondon. (LTHL collection).

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In 1904 Walter Clinton Standerwick was already operating a carriage business from aMews Stable in Coronation Street, Blackpool. By 1906 he had acquired the licensedhorse-charabanc of R. Strickland, a former horse omnibus proprietor, and in 1907 hehad the charabanc stand re-located to a position outside the Central Drive LiveryStables, which, by now, was his operating base.

Although Walter Standerwick had watched with interest the debate on the issuing oflicences to motor charabancs, it was his younger brother Edward who persuaded himto purchase one. In 1911 the first motorbus, a Karrier (FR530) was delivered and on25th August 1911 one of the first licences to run motorised charabancs was issued toWalter Standerwick. In 1912 a second vehicle, built by the Leicester firm of Alldaysand Onions, joined the fleet. By 1919, the horse charabanc had been withdrawn andStanderwick was now operating four motor charabancs, the business being relativelyuntroubled by the passage of the Great War.

By the early twenties, however, Blackpool Watch Committee was becomingincreasingly alarmed at the rise in the numbers of coaching businesses operating fromthe town's streets. The Committee subsequently announced that from 1921 no streetstands would be permitted and that all operators would be required to use off-roadsites for standing coaches. Despite this Standerwick was able to continue to operatefrom two sites considered private land, which were close enough to the visiting touriststo enable them to be persuaded to board his vehicles.


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The business was incorporated on the 15th May 1925 as W. C. Standerwick Ltd., withWalter and his wife holding the majority of shares. His younger brother, Edward heldthe balance.

By the late twenties the company was running seven-day tours to London andweekend excursions to several of the nearby Lancashire towns, such as Accrington,Blackburn, Burnley and Manchester. There were also a number of Lancia all-weathercoaches on tours to Anglesey, Harrogate, Scarborough and York. At the same timeregular express services to Manchester and Liverpool were inaugurated. However,when a joint consortium of Ribble, North Western and Lancashire United commenceda half-hourly service on these two routes in the summer of 1927, the smaller operatorsslowly dropped by the wayside. Standerwick ceased running on these two routes in1928, the same year that, following the acquisition of land on the corner of BethesdaRoad and Kent Road, a new garage for the increasing coach fleet was opened, theupper floor being leased to a Working Men's Club.

In 1929 the Company was hit by a major tragedy when Walter Standerwick died at therelatively early age of 56. Edward Standerwick had already been responsible for theday to day running of the business and with the late Walter's shareholding passing tohis wife Elizabeth, the Company continued as before. By 1932, however, Elizabethindicated that she no longer wished to continue, leaving Edward Standerwick, as theminor shareholder, with little option but to agree to the sale of the business.

When news of the sale reached the ears of Ribble Motor Services executives theyconsidered that the Standerwick concern would make an excellent acquisition. Since


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coaching businesses operated on lower wage scales and the labour was largelynon-union, a total take-over might mean that implementing Ribble agreed scales andunion labour could remove the competitive edge. Consequently the decision was madeto operate the Standerwick concern as an 'arms length' subsidiary of Ribble MotorServices, although initially both the North Western Road Car Company and theBirmingham and Midland Omnibus Company took a shareholding in the concern.

At the same time there was alarm amongst the Blackpool coaching firms following thesale of Standerwick. There were several that feared the strength of the three majorcompanies (who had formed a combine to operate the lucrative London routes) andboth Bracewells and Wood Bros. offered to sell out also. By 1933 both companies hadbeen purchased by the combine and were placed under Standerwick's management,although for the time being they continued to operate under their own names. All threeof the newly acquired businesses were in need of financial assistance to update therespective fleets, with new coaches on order and with several of the coaches in needof refurbishment. A number of duplicated routes were reduced in frequency, enablingsome of the older vehicles to be withdrawn. In 1934, it was agreed by the combinecompanies that the ownership of the three Blackpool operators should be vested solelyin Ribble Motor Services, and by February 1935, the transfer of shareholdings hadtaken place. As a result, Ribble executives were able to look at the rationalisation ofthe coaching businesses. It was proposed that Standerwicks should be the retainedcoach fleetname and that all the excursion work within Ribble territory should beplaced under the Standerwick name. In December 1935 approval was received totransfer the licences held by Bracewells and Wood Bros. to Standerwick and during


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1936 the vehicles operated by both concerns were absorbed into the Standerwick fleet.The following year another Ribble coaching subsidiary, William Salisbury and Sons,who had been trading as Pride of the North Motors, was also amalgamated with theStanderwick fleet.

The onset of World War II in 1939 brought a temporary halt to the expansion of theStanderwick business. Many coaches were requisitioned by the War Department whilstRibble made use of a number of vehicles. After the cessation of hostilities, however,Standerwick, which had previously maintained a degree of independence from RibbleMotor Services found its vehicle policies integrated with those of its parent company.Future deliveries were to be parts of much larger Ribble orders, although minordifferences in some specifications were to be found. One of the first postwar deliverieswas part of a Ribble order for 62 Burlingham-bodied Leyland Tiger PS1/1 coaches, ofwhich 48 were destined for the Standerwick fleet. Delivered over a two-year periodbetween 1947 and 1949, they all had 31-seat coachwork and sliding sunshine roofsand were numbered 62-109.

With the onset of postwar prosperity the travelling habits of the general publicchanged, many more enjoyed the greater freedom provided by the private motor carand coach travel declined. Consequently it was thought necessary to rationalise thecoaching operations. In April 1955 the Fylde Coast Pool was formed consisting ofYelloway Motor Services, North Western Road Car Company, Lancashire UnitedTransport, Ribble Motor Services and Standerwick, with each partner contributing


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services to the pool. This enabled coaches to be re-routed when necessary onto otherpool routes and proved to be of great financial benefit.

In 1958 Standerwick purchased the business of George Moore & Sons of Lytham St.Annes, the only licensed excursion operator in the town, although no vehicles wereinvolved. On the 8th October, Britain's first stretch of motorway was opened andStanderwick was at the forefront of developments to maximise the potential of thesenew roads. As a result the 'Gay Hostess' concept was introduced - double-deckcoaches equipped with toilets and refreshment facilities providing a fast andcomfortable journey on the long distance routes to London. The prototype vehicle wasRibble No. 1251 (MCK812), a Leyland Atlantean PDR1/1 with Weymann bodywork ona MCCW shell, seating 50 passengers in comfort and was tested throughout 1959.Motorway express services started officially in April 1960. Ten 'Gay Hostess' double-deck coaches were delivered to Standerwick in 1960 and a further 12 in 1961. By 1963all of the former Ribble double-deck coaches had been transferred from the parentcompany, although some went to another subsidiary Scout Motor Services of Preston,who operated the service jointly with Standerwick. In 1968 the vehicles and licencesof Scout Motor Services were absorbed into the parent company, with several vehiclesand routes coming to Standerwick, a move which left them in sole control of theLondon express services. A replacement vehicle for the 'Gay Hostess' Atlanteansappeared in 1968. Exhibited at the 1968 Commercial Motor Show, it had 60-seat ECWbodywork on a Bristol VRL/LH chassis, but unfortunately proved troublesome and wasnever really reliable for high-speed motorway travel.


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By the early 1970's the National Bus Company was embarking on a policy ofcentralisation and rationalisation of its operations. Following the sale of the stagecarriage services of the North Western Road Car Company to SELNEC PTE in 1972, itwas left with just express services and excursions. The Central Activities Group of theNBC turned its attentions to coaching operations and proposed a link up between theNorth Western Road Car Company and Standerwick. Consequently on 31st December1972, Standerwick became a subsidiary of the North Western Road Car Company. Inless than twelve months on the 1st October 1973, responsibility for express operationspassed to National Travel and services were operated initially by North Western andStanderwick on contract to National Travel. In February 1974 North Western becameNational Travel (North West) Ltd., and responsibility for the express services passedto the new company, which also acquired the entire Standerwick fleet in April 1974.Although vehicles continued to appear under the North Western and Standerwicknames for a time, a further re-organisation brought part of National Travel (Midlands)under the control of National Travel (North West) and the name was again changed toNational Travel (West). The North Western and Standerwick trading names weresubsequently dropped, effectively ending just over 60 years of Standerwick operations.

Note: This history covers the period to April 1974 when Standerwick was acquired by National Travel (NorthWest) and effectively ceased to be a separate operating unit - even though coaches appeared withStanderwick fleetnames after this date they were actually owned by National Travel (North West) and areoutside the scope of this history and are thus omitted from the fleet listing.


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Coach Fleet List1911-1974

This listing is in the format - Fleet No; Reg. No; Chassis; Chassis No; Body; Seating.

1911

- ; FR530; Karrier; ? ; ? ; Ch23

Withdrawn c.1915.

1912

- ; FR621; Alldays & Onions; ? ; ? ; Ch29 - ; ????? ; ? ; ? ; ? ; Ch??

Withdrawn c.1915 (FR621), c.1920 (?????).

1915

- ; FR1416; Tilling-Stevens; ? ; ? ; Ch??

Withdrawn c.1920.


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C.1919

- ; FR2613-2615; Tilling-Stevens; ? ; ? ; Ch??

Withdrawn c.1925.

1922

- ; FR4731; Tilling-Stevens; ? ; ? ; Ch?? - ; FR4751; Tilling-Stevens; ? ; ? ; Ch?? - ; NB3503; Leyland; ? ; ? ; Ch??

NB3503 acquired second-hand (new 1920).Withdrawn c.1925 (FR4731, FR4751, NB3503).

1924

- ; AJ9664; Lancia; ? ; ? ; Ch23

AJ9664 ex-Robinsons, Scarborough (new 1923).Withdrawn 1925.

1925

- ; FR6372; Lancia; ? ; ? ; Ch?? - ; FR6525; Leyland C9; ? ; Burlingham; C20D

Withdrawn c.1929 (FR6372, FR6525).


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1926

- ; FR7329; Albion PN26; ? ; ? ; C???

Withdrawn c.1932.

1927

- ; FR8015-8016; Albion PFB26; ? ; ? ; C24?

Withdrawn 1930.

1928

- ; FR8973; Leyland PLC1; ? ; ? ; C26? - ; FR9106-9107; Tilling-Stevens B10B2; ? ; Burlingham; C26D

Withdrawn 1929 (FR8973), 1931 (FR9106-9107).


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1929

- ; FR9827; Tilling-Stevens B10B2; ? ; ? ; C26? - ; FR9916; Tilling-Stevens B10B2; ? ; ? ; C26? - ; FV47; Albion PNC26; ? ; Burlingham; C26D - ; FV115; Tilling-Stevens B10B2; ? ; ? ; C26? - ; FV328; Tilling-Stevens B10B2; ? ; ? ; C26? - ; FV374; Tilling-Stevens B10B2; ? ; ? ; C26?

Withdrawn 1932 (FR9827, FR9916, FV47, FV115, FV328, FV374).

1930

- ; FV270; Leyland TS1; 60815; Burlingham; C26D -; FV993; Reo GE; ? ; ? ; C20? - ; FV1060; Tilling-Stevens B10B2; ? ; ? ; C24D - ; FV1071; Leyland TS1; 60983; Burlingham; C26D

FV270, FV1071 numbered 59, 60 respectively in 1936.Withdrawn 1932 (FV993), 1935 (FV1060), 1938 (FV270 as [59], FV1071 [60]).


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1931

- ; FR7896; Reo; ? ; ? ; C26? - ; FV1498-1499; Leyland TS2; 61418/417; Burlingham; C26D - ; FV1679-1681; Leyland TS2; 61469-71; ? ; C26D - ; FV2041; AEC Regal; 662834; Duple; C28R

FR7896 acquired second-hand (new 1927).FV1680 is also quoted as C32D.FV1498-99, FV1679-81, FV2041 numbered 61-66 respectively in 1936.FV1679-1681 rebuilt by Brush to OC32C in 1939 and re-numbered 1-3.Withdrawn 1931 (FR7896), 1938 (FV1498-1499 as [61-62]), 1939 (FV2041 [66]),1952 (FV1679-1681 [1-3]).

1932

- ; FV2512; Leyland TS4; 197; Burlingham; C28R - ; FV2513-2514; Leyland TS4; 198-99; Duple; C28R - ; FV3145; Leyland TS4; 1901; Duple; C28R - ; KJ2911; Tilling-Stevens C60A7; 9004; Duple; C28R

KJ2911 ex-Tilling-Stevens demonstrator (new 1931).FV2512-2514, KJ2911, FV3145 numbered 67-71 respectively in 1936.FV2512-2514, FV3145 re-numbered 7-9, 19 respectively in 1946.Withdrawn 1938 (KJ2911 as [70]), 1947 (FV2512-2514 [7-9], FV3145 [19]).


KJ2911 was a 1931 Tilling-Stevens C60A7 demonstrator that was acquired by Standerwick in 1932. It carriedDuple 28-seat coachwork - it became number 70 in 1936 and was withdrawn in 1938. (LTHL collection).


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1933

- ; FV3170; Leyland TS4; 1902; English Electric; C28R - ; FV3446-3447; Leyland TS4; 1900/2086; Duple; C28R

FV3170, FV3446-3447 numbered 72-74 respectively in 1936 and re-numbered 20-22respectively in 1946.Withdrawn 1947 (FV3170 as [20]), 1949 (FV3446-3447 [21-22]).

1935

- ; FV5731-5742; Leyland TS7; 6677/78/83/85/703/05/26-31; English Electric; C31F

FV5731-5742 numbered 75-86 respectively in 1936.FV5731-5734, FV5737, FV5739, FV5742 re-numbered 28-34 respectively in 1946.Withdrawn 1940 (FV5735-5736, FV5738, FV5740-5741 as [79, 80, 82, 84-85] toWar Department), 1950 (FV5731-5734, FV5737, FV5739, FV5742 [28-34]).


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1936

- ; CK3841; Leyland PLC1; ? ; Burlingham; C??R - ; CW7102; Leyland PLC1; ? ; Burlingham; C26R - ; CW7206; Leyland PLC1; ? ; Burlingham; C28R - ; CW7496; Leyland PLC1; ? ; Burlingham; C26? - ; CW8442; Leyland PLC1; ? ; Burlingham; C29? - ; CW9144; Leyland PLC1; ? ; Burlingham; C26? - ; FR9794; Leyland TS1; 60140; ? ; C30? - ; FV360; Leyland TS1; 60541; ? ; C26? - ; FV678; Leyland TS2; 60721; Burlingham; C26D - ; FV925; Leyland TS2; 60720; Burlingham; C26? - ; FV1125; Leyland TS2; 60889; ? ; C26? - ; FV1500-1501; AEC Regal; 662609/41; Burlingham; C25? - ; FV1550; Leyland TS2; 61276; ? ; C25? - ; FV1689; Leyland TS2; 61456; Burlingham; C25? - ; FV1690-1691; AEC Regal; 662611/40; ? ; C32? - ; FV1837-1838; Leyland TS2; 61275/433; ? ; C26? - ; FV1840; AEC Regal 4; 642004; Burlingham; C26F - ; FV1859-1860; Leyland TS2; 61459/58; Brush; C25R - ; FV2358; Maudslay ML6; 5030; Burlingham; C26R - ; FV2385-2386; Leyland TS2; 61884/90; Brush; C26R- ; FV3093; AEC Regal; 6621396; Duple; C28R


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1936 (continued)

- ; FV3167; AEC Regal; 6621378; Burlingham; C28R - ; FV3394-3395; Leyland TS4; 2089-90; Burlingham; C28F - ; FV3396; AEC Regal; 6621449; Burlingham; C28F - ; FV6847-6850; Leyland TS7; 8991/9001/04/06; Duple; C28F - ; HG608-610; AEC Regal; 662927-29; Burlingham; C32R - ; HG995; AEC Regal; 6621253; Burlingham; C32R - ; HG1760; Bedford WLB; 108892; Duple; C20F - ; HG2368; Bedford WLB; 109335; ? ; C20F - ; HG2758-2759; Leyland TS6; 4852-53; English Electric; C31R - ; LV2311; Leyland TS4; 1877; Duple; C25C - ; TD8897; Leyland PLC1; ? ; ? ; C??R

CK3841, CW7102, CW7206, CW7496, CW8442, CW9144, HG608-610, HG995,HG1760, HG2368, HG2758-2759, TD8897 ex-Wright Bros., (new 1927, 1926, 1927,1927, 1928, 1928, 1931, 1932, 1933, 1934, 1934, 1927 respectively).FR9794, FV360, FV1550, FV1837-1838, FV2358 ex-Bracewell, (new 1929, 1929,1931, 1931, 1931 respectively).FV678, FV925, FV1125, FV1500-1501, FV1689, FV1690-1691, FV1840, FV1859-1860, FV2385-2386, FV3093, FV3167, FV3394-3395, FV3396 ex-Wood Bros (new1929, 1930, 1930, 1930, 1931, 1931, 1931, 1931, 1931, 1932, 1932, 1933, 1933respectively).


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1936 (continued)

CK3841, CW7102, CW7206, CW8442, HG608-610, HG995, HG1760, HG2368,HG2758-2759, TD8897 numbered 12, 9, 10, 14, 16, 15, 17, 18, 19, 20, 21-22, 11respectively in 1936. HG995 and HG2759 re-numbered 11, 25 respectively in 1946.FR9794, FV360, FV1550, FV1837-1838, FV2358 numbered 23-28 respectively in1936.FV678, FV925, FV1125, FV1500-1501, FV1689, FV1690-1691, FV1840, FV1859-1860, FV2385-2386, FV3093, FV3167, FV3394-3395, FV3396 numbered 41-58respectively in 1936. FV3093, FV3167, FV3394-3396 re-numbered 13, 14, 17, 18, 15in 1946.FV1859-1860, FV2385 re-bodied by Brush to OC32C and re-numbered 4-6respectively in 1939.FV6847-6850 numbered 87-90 respectively in 1936 and re-numbered 35-38respectively in 1946. Re-bodied to C31F by Duple in 1951.LV2311 ex-Ribble MS (No. 1471, new 1933) numbered 91 in 1936. Re-seated toC28C at a later date.Withdrawn 1936 (CW7496, CW9144), 1937 (FR9794 [23], FV360 [24], FV1500-1501[44-45], FV1689 [46], FV2358 [28], FV2386 [53]), 1938 (FV678 [41], FV925 [42],FV1125 [43], FV1550 [25], FV1690-1691 [47-48], FV1837-1838 [26-27], FV1840[49], LV2311 [91]), 1947 (FV3093 [13], FV3167 [14], FV3394-3395 [17-18]), 1948(FV3396 [15]), 1952 (FV1859-1860 [4-5], FV2385 [6]), 1961 (FV6847-6850 [35-38]).


No. 35 (FV6847) was a 1936 Leyland TS7 with Duple 28-seat coachwork - it was originally numbered 87 andwas re-bodied by Duple in 1951 with the 31-seat body seen here, which enabled it to survive for another 10years before finally being withdrawn in 1961. (LTHL collection).


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1937

- ; FV1662-1667; AEC Regal; 662671/69/63/64/62/70; Burlingham; C26R - ; FV2681; Leyland TS4; 1062; Burlingham; C28R - ; FV2920; AEC Regal; 6621380; Burlingham; C32R - ; FV3455; Leyland TS4; 1673; Burlingham; C32R - ; FV3655; Albion Valiant; 11506L; Burlingham; C32R - ; FV4483; AEC Regal; 6621560; Beadle; C32R - ; FV4548-4549; AEC Regal; 6621547-48; Beadle; C32R - ; FV4910-4911; Albion Victor; 25001I/K; Burlingham; C24R - ; FV7606; Albion Victor; 25008C; Plaxton; C26C - ; RN7775-7777; Leyland TS7; 9100/049/102; Duple; C31F - ; RN7778; Leyland TS7; 9103; Duple; C28F - ; RN7779; Leyland TS7; 9098; Duple; C31F - ; RN7781-7782; Leyland TS7; 9104-05; Duple; C31F - ; RN7783; Leyland TS7; 9097; Duple; C28F - ; RN7784; Leyland TS7; 9109; Duple; C31F - ; RN7785; Leyland TS7; 9114; Duple; C28F - ; RN7786; Leyland TS7; 9112; Duple; C31F - ; RN7787; Leyland TS7; 9111; Duple; C28F - ; RN7996-8000; Leyland TS7; 10750-54; Duple; C31F

FV1662-1667, FV2681, FV2920, FV3455, FV3655, FV4483, FV4548-4549, FV4910-4911 ex-Salisbury (new 1931, 1932, 1932, 1933, 1933, 1934, 1934, 1934


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1937 (continued)

respectively). Numbered 29-37, 92, 38-40, 93-94 respectively in 1936.FV2681, FV2920, FV3455, FV4549 re-numbered 10, 12, 16, 24 respectively in 1946.FV7606 numbered 95 in 1936 and re-numbered 39 in 1946.RN7775-7779, RN7781-7787, RN7996-8000 ex-Ribble MS (Nos. 1525-1529, 1531-1537, 1652-1656, new 1936, but bodies new 1937) numbered 1-12, 013, 14-17respectively in 1936. RN7778, RN7783-7785, RN7787, RN8000 re-numbered 40-45respectively in 1946.Withdrawn 1940 (RN7775-7777 [1-3], RN7779-7782 [5-7], RN7786 [11], RN7996[013], RN7997-7999 [14-16] to War Department), by 1940 (FV1662-1667 [29-34]),1946 (FV3655 [92], FV4910-4911 [93-94]), 1947 (FV2681 [10], FV2920 [12],FV3455 [16]), 1948 (FV4549 [24]), 1951 (FV7606 [39]), 1956 (RN7783 [41],RN7785 [43]), 1961 (RN7778 [40], RN7784 [42], RN7787 [44], RN8000 [45]).


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1939

96-101; RN8515-8520; Leyland TS8; 300255-60; Duple; C31F102-113; RN8521-32; AEC Regal II; 862084-95; Burlingham; C31F114-123; RN8649-8658; AEC Regal II; 862103-12; Burlingham; C31F

Nos. 96-101, 107, 109, 111, 114, 115, 119-123 re-numbered 46-55, 61, 56-60respectively in 1946.Withdrawn 1940 (102-106, 108, 110, 112-113, 116-118 to War Department), 1950(107 [52], 111 [54], 119-120 [56-57], 122 [59]), 1951 (109 [53], 114 [55], 115[61], 121 [58], 123 [60]), 1954 (96-101 [46-51]).

1947

62-67; ARN204-209; Leyland PS1/1; 461075/89/90/177/78/240; Burlingham; C31F68-77; ARN210-219; Leyland PS1/1; 46241/472-74/2020/31-35; Burlingham; C31F78-79; ARN220-221; Leyland PS1/1; 462350-51; Burlingham; C31F

Withdrawn 1961 (62-79).


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1948

26; WH7684; AEC Regal; 6621784; Watson; C32C27; KMG593; AEC Regal; 06623375; Burlingham; C31F28; WH6578; Leyland TS6; 5689; Duple; C32F29; WH6477; Leyland TS6; 5867; Duple; C32F30-32; WH7575-7577; Leyland TS7; 9558/427/28; Duple; C32F33-34; WH7578-7579; Leyland TS7; 8556/59; Duple; C32F80-91; CFV701-712; Leyland PS1/1; 471966/67/2389/80/478-81/506-09; Burlingham; C31F94-96; CFV715-717; Leyland PS1/1; 472588-90; Burlingham; C31F99-101; CFV720-722; Leyland PS1/1; 472593-95; Burlingham; C31F104-106; CFV725-727; Leyland PS1/1; 472648-50; Burlingham; C31F108-109; CFV729-730; Leyland PS1/1; 472652-53; Burlingham; C31F

Nos. 26, 27, 28, 29, 30-32, 33-34 ex-Ribble MS (Nos. 2034, 2380, 2021-27respectively, new 1936, 1940, 1935, 1935, 1936, 1936 respectively).Withdrawn 1950 (26, 28-30), 1951 (31-34), 1953 (27), 1961 (80-91, 94-96, 99-101, 104-106, 108-109).


No. 106 (CFV726) was a 1948 Leyland PS1/1 with Burlingham 31-seat coachwork. It was withdrawn in 1961.(LTHL collection).


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1949

92-93; CFV713-714; Leyland PS1/1; 491351/528; Burlingham; C31F97-98; CFV718-719; Leyland PS1/1; 491529-30; Burlingham; C31F102-103; CFV723-724; Leyland PS1/1; 491592/2023; Burlingham; C31F107; CFV728; Leyland PS1/1; 492024; Burlingham; C31F110-112; DFR699-701; Bedford OB; 94999/5937/6827; Duple; C29F113-116; DFR702-705; Bedford OB; 98544/69/763/100005; Duple; C29F117-119; DFR706-708; Bedford OB; 97420/100347/969; Duple; C29F

Withdrawn 1955 (110-119), 1961 (92-93, 97-98, 102-103, 107).

1951

120-122; EFV145-147; Leyland PSU1/15; 505903/510434-45; Duple; C41F123-125; EFV148-150; Leyland PSU1/15; 510586-87/511063; Duple; C41F126-131; EFV617-622; Leyland PSU1/15; 511216/40/47/345/246/15; Leyland; C41C132-135; EFV623-626; Leyland PSU1/15; 511348/213/242/49; Leyland; C41C

Nos. 120-125 transferred to Ribble MS (Nos. 1054-1059) 3.63.Withdrawn 1963 (126-127, 129, 132-133), 1965 (134), 1966 (128, 130-131, 135).


No. 120 (EFV145), a 1951 Leyland PSU1/15 with Duple Roadmaster 41-seat coachwork. It was transferredto the Ribble fleet in 1963 where it became No. 1054. (LTHL collection).


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1952

136-145; FFR355-364; Leyland PSU1/15; 515044/47/51/50/48/45/46/ 52/49/53; Leyland; C41C146-155; FFR690-699; Leyland PSU1/15; 521143/41/42/49/45/48/44/ 230/151/50; Leyland; C41C

No. 144 re-bodied by Burlingham to C41C in 1954 following accident.Nos. 141, 146, 147 transferred to Ribble MS (Nos. 1077, 1062, 1078 respectively) in1964 (146) or 1965.Withdrawn 1963 (137-138, 140, 148-150, 152, 154-155), 1965 (136, 139, 142-143,145, 151), 1966 (144, 153).

1954

156-160; HFR601-605; Leyland PSUC1/2; 543192/91/203-05; Burlingham; C41F

Withdrawn 1966 (159-160), 1967 (157-158), 1968 (156).


1952 Leyland PSU1/15 No. 145 (FFR364) with Leyland 41-seat centre entrance coachwork. (LTHL collection).


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1956

43; RN8788; Leyland TS8; 301602 ; Duple; C31F161-165; LFR570-574; Leyland PSUC1/2; 564841-45; Burlingham; C41F

The chassis of RN8788 (ex-Ribble MS) was fitted with the body from former No. 43(RN7785), assuming its identity.Withdrawn 1961 (43), 1968 (161-165).

1958

1-12; NFR949-960; Leyland PSUC1/2T; 577048/240-42/268-69; Burlingham; C41F14-15; NFR961-962; Leyland PSUC1/2T; 577270/576998; Burlingham; C41F

Nos. 8-12, 14-15 transferred to Ribble MS (Nos. 1062-1068) 3.67Withdrawn 1968 (1-7).

1960

16-25; SFV412-421; Leyland PDR1/1; 592426/04/12/02/365/64/54/56/ 427/643; Weymann; CH34/16F

Nos. 17, 24 transferred to Ribble MS (Nos. 1288-1289) 3.70Withdrawn 1971 (16, 18-23, 25).


No. 14 (NFR961) sporting Burlingham ‘Seagull’ 41-seat coachwork was a 1958 Leyland PSUC1/2T. It wastransferred to Ribble in 1967 where it became No. 1067. (LTHL collection).


31

1961

26-37; VFR368-379; Leyland PDR1/1; 610401/691/92/707-08/67-68/ 93-94/802-04; Weymann; CH34/16F

Withdrawn 1972 (26-37).

1963

38; MCK812; Leyland PDR1/1; 583940; MCCW-Weymann; CH34/16F39-48; NRN601-610; Leyland PDR1/1; 592411/366/466/13/355/384- 86/403/28; Weymann; CH34/16F729S-730S; TRN729-730; Leyland PSU3/3RT; L02200/489; Plaxton; C49F731S-738S; TRN731-738; Leyland PSU3/3RT; L02490-92/307-09/680-81; Plaxton; C49F

No. 38 ex-Ribble MS (No. 1251, new 1959).No. 39-48 ex-Ribble MS (Nos. 1252-1261, new 1960).Nos. 729-730S transferred to Ribble MS (Nos. 729-730) 1.68.Nos. 731S-738S re-numbered 4-11 respectively in 1968. Nos. 4, 6, 8, 10 transferredto Ribble (Nos. 731, 733, 735, 737) 3.74Nos. 732S, 734S, 736S, 738S [5, 7, 9, 11] to National Travel (North West) 4.74.Withdrawn 1969 (38), 1971 (39-48).


No. 731S (TRN731), a Leyland PSU3/3RT with Plaxton 49-seat coachwork. It became No. 4 in 1968 and No.731 in March 1974 when it was transferred into the Ribble fleet. (LTHL collection).


33

1965

795S-796S; ARN795-796C; Leyland PSU3/3RT; L23975-76; Plaxton; C49F797S-803S; ARN797-803C; Leyland PSU3/3RT; L23851/996-97/4033/34/ 36/4154; Plaxton; C49F

Nos. 795S-803S re-numbered 65-73 in 1968 and re-numbered again to 17-25 in1971. Nos. 17-18 transferred to Ribble MS (Nos. 795-796) 12.72.Nos. 797S-803s [19-25] to National Travel (North West) 4.74.

1966

842S-843S; CRN842-843D; Leyland PSU3/4R; L44827/26; Plaxton; C44F844S-849S; CRN844-849D; Leyland PSU3/4R; L44129/5045-56/4369/533/ 055; Plaxton; C44F950S; GCK285; Leyland PSUC1/2; 543104; Burlingham; C41C

Nos. 842S-849S re-numbered 78-85 in 1968. Nos. 78-79 re-numbered again to 30-31 in 1971.No. 950S ex-Ribble MS (No. 950, new 1954).Nos. 842S-849S [30-31, 80-85] to National Travel (North West) 4.74.Withdrawn 1967 (950S).


No. 844S (CRD844D) was a 1966 Leyland PSU3/4R with Plaxton ‘Panorama’ 44-seat coachwork. It wasre-numbered 80 in 1968. It passed to National Travel (North West) in April 1974. (LTHL collection).


35

1967

876S-880S; ECK876-880E; Leyland PSU3/4R; L65123/22/4996/5366/65; Plaxton; C49F881S-885S; ECK881-885E; Leyland PSU3/4R; L65364/700013/65367/ 700015/37; Plaxton; C44F

Nos. 876S-885S re-numbered 90-99 in 1968. Nos. 90-92 transferred to Ribble MS(Nos. 876-888) 1.72.Nos. 879S-88S [93-99] to National Travel (North West) 4.74.

1968

50S; FCK450G; Bristol VRL/LH6L; VRL/LH/68/102; ECW; CH42/18C934S-941S; FCK934-941F; Leyland PSU3/4R; 703656/55/37/57/58/774/ 849/775; Plaxton; C49F1-3; TCK63-65; Leyland PSU3/3R; L00065/66/73; Harrington; C49F12; NRN611; Leyland PDR1/1; 592628; Weymann; CH34/16F14-15; NRN612-613; Leyland PDR1/1; 592629-30; Weymann; CH34/16F49; NRN614; Leyland PDR1/1; 592644; Weymann; CH34/16F61-64; TRN739-742; Leyland PSU3/3RT; L02886/447/3139/40; Plaxton; C49F74-77; ARN804-807C; Leyland PSU3/3RT; L24155/57/56/205; Plaxton; C49F


36

1968 (continued)

86-89; CRN850-853D; Leyland PSU3/4R; L60310/31/69/70; Plaxton; C44F100; ECK889E; Leyland PSU3/4R; 700036; Plaxton; C44F109-112; FCK942-945F; Leyland PSU3/4R; 800003/703850/636/800002; Plaxton; C44F

No. 50S re-numbered 50 in 1968.Nos. 934S-941S re-numbered 101-108 in 1968.Nos. 1-3, 12, 14-15, 49, 61-64, 74-77, 86-89, 100, 109-112 ex-Scout MS (Nos.S63-65, S66, S67-68, S69, S739-742, S804-807, S850-853, S889, S942-945respectively) 10.68.Nos. 61-64, 74-77 re-numbered 12, 14-16, 26-29 respectively in 1971.Nos. 50S [50], 934S-941S [101-108], 2, 74-77 [26-29], 86-89, 100, 109-112 toNational Travel (North West) 4.74.Nos. 14-15 transferred to Ribble MS (Nos. 1286-1287) 3.70.Nos. 61-64 [12, 14-16] transferred to Ribble MS (Nos. 739-742) 3.74.Withdrawn 1970 (12, 49), 1972 (1, 3).


No. 74 (ARN804C) was ex-Scout Motor Services in 1968. It was a 1965 Leyland PSUC3/3RT with Plaxton49-seat coachwork. It was re-numbered 26 in 1971 and passed to National Travel (North West) in April 1974with the remaining Standerwick vehicles. (LTHL collection).


38

1970

113; SCK866; Leyland PSU3/3RT; 621466; Duple; C40F114-116; SCK868-870; Leyland PSU3/3RT; 621512/13/49; Duple; C40F51-61; LRN51-61J; Bristol VRL/LH6L; VRL/LH2/127-137; ECW; CH42/18C

Nos. 113-116 ex-Ribble MS (Nos. 701, 703-705 new 1962).Nos. 51-61 to National Travel (North West) 4.74.Withdrawn 1971 (113-116).

1971

62-71; OCK62-71K; Bristol VRL/LH6L; VRL/LH2/138-147; ECW; CH42/18CT

Nos. 62-71 to National Travel (North West) 4.74.

1972

72-79; PRN72-79K; Bristol VRL/LH6L; VRL/LH2/148-155; ECW; CH42/18CT117-119; NCK102-104J; Leyland PSU4B/4R; 7100638/85/39; Plaxton; C43F

Nos. 117-119 ex-Ribble MS (Nos. 1002-1004, new 1971).Nos. 72-79, 117-119 to National Travel (North West) 4.74.


No. 116 (SCK870) was a 1962 Duple bodied Leyland PSUC3/3RT that was transferred to Standerwick in 1970from the Ribble fleet where it had been numbered 705. It was withdrawn the following year. (LTHL collection).


No. 74 (PRN74K) was a 1972 ECW bodied Bristol VRL/LH, a chassis intended for use on express services. Inthe event they proved unsuitable and this vehicle was transferred to National Travel (North West) in 1974.(LTHL collection).


41

1973

32-40; XTF815-823L; Leyland PSU3B/4R; 7300829/27/936/35/1037/ 0933/1036/38/0937; Duple; C49F

Nos. 32-40 to National Travel (North West) 4.74.

© Local Transport History Library 2016

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W. C. Standerwick Ltd. 1911 - 1974