W. C. Standerwick Ltd - Fleet History W. C. Standerwick Ltd - Coach Fleet List

CONTENTS W. C. Standerwick Ltd - Fleet History 1911-1974.. W. C. Standerwick Ltd - Coach Fleet List 1911-1974.. Page 3 Page 9 Cover Illustration: No. 18 (SFV414) was a 1960 Leyland Atlantean PDR1/1 with Weymann 50-seat double-deck coach bodywork, primarily used on express services to London. (LTHL collection). First Published 2016 by The Local Transport History Library. The Local Transport History Library 2016. (www.lthlibrary.org.uk) For personal use only. No part of this publication may be reproduced, stored in a retrieval system, transmitted or distributed in any form or by any means, electronic, mechanical or otherwise for commercial gain without the express written permission of the publisher. In all cases this notice must remain intact. All rights reserved. PDF-082-1 2

In 1904 Walter Clinton Standerwick was already operating a carriage business from a Mews Stable in Coronation Street, Blackpool. By 1906 he had acquired the licensed horse-charabanc of R. Strickland, a former horse omnibus proprietor, and in 1907 he had the charabanc stand re-located to a position outside the Central Drive Livery Stables, which, by now, was his operating base. Although Walter Standerwick had watched with interest the debate on the issuing of licences to motor charabancs, it was his younger brother Edward who persuaded him to purchase one. In 1911 the first motorbus, a Karrier (FR530) was delivered and on 25th August 1911 one of the first licences to run motorised charabancs was issued to Walter Standerwick. In 1912 a second vehicle, built by the Leicester firm of Alldays and Onions, joined the fleet. By 1919, the horse charabanc had been withdrawn and Standerwick was now operating four motor charabancs, the business being relatively untroubled by the passage of the Great War. By the early twenties, however, Blackpool Watch Committee was becoming increasingly alarmed at the rise in the numbers of coaching businesses operating from the town's streets. The Committee subsequently announced that from 1921 no street stands would be permitted and that all operators would be required to use off-road sites for standing coaches. Despite this Standerwick was able to continue to operate from two sites considered private land, which were close enough to the visiting tourists to enable them to be persuaded to board his vehicles. 3

The business was incorporated on the 15th May 1925 as W. C. Standerwick Ltd., with Walter and his wife holding the majority of shares. His younger brother, Edward held the balance. By the late twenties the company was running seven-day tours to London and weekend excursions to several of the nearby Lancashire towns, such as Accrington, Blackburn, Burnley and Manchester. There were also a number of Lancia all-weather coaches on tours to Anglesey, Harrogate, Scarborough and York. At the same time regular express services to Manchester and Liverpool were inaugurated. However, when a joint consortium of Ribble, North Western and Lancashire United commenced a half-hourly service on these two routes in the summer of 1927, the smaller operators slowly dropped by the wayside. Standerwick ceased running on these two routes in 1928, the same year that, following the acquisition of land on the corner of Bethesda Road and Kent Road, a new garage for the increasing coach fleet was opened, the upper floor being leased to a Working Men's Club. In 1929 the Company was hit by a major tragedy when Walter Standerwick died at the relatively early age of 56. Edward Standerwick had already been responsible for the day to day running of the business and with the late Walter's shareholding passing to his wife Elizabeth, the Company continued as before. By 1932, however, Elizabeth indicated that she no longer wished to continue, leaving Edward Standerwick, as the minor 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 they considered that the Standerwick concern would make an excellent acquisition. Since 4

coaching businesses operated on lower wage scales and the labour was largely non-union, a total take-over might mean that implementing Ribble agreed scales and union labour could remove the competitive edge. Consequently the decision was made to operate the Standerwick concern as an 'arms length' subsidiary of Ribble Motor Services, although initially both the North Western Road Car Company and the Birmingham and Midland Omnibus Company took a shareholding in the concern. At the same time there was alarm amongst the Blackpool coaching firms following the sale of Standerwick. There were several that feared the strength of the three major companies (who had formed a combine to operate the lucrative London routes) and both Bracewells and Wood Bros. offered to sell out also. By 1933 both companies had been 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 three of the newly acquired businesses were in need of financial assistance to update the respective fleets, with new coaches on order and with several of the coaches in need of refurbishment. A number of duplicated routes were reduced in frequency, enabling some of the older vehicles to be withdrawn. In 1934, it was agreed by the combine companies that the ownership of the three Blackpool operators should be vested solely in Ribble Motor Services, and by February 1935, the transfer of shareholdings had taken place. As a result, Ribble executives were able to look at the rationalisation of the coaching businesses. It was proposed that Standerwicks should be the retained coach fleetname and that all the excursion work within Ribble territory should be placed under the Standerwick name. In December 1935 approval was received to transfer the licences held by Bracewells and Wood Bros. to Standerwick and during 5

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 the Standerwick fleet. The onset of World War II in 1939 brought a temporary halt to the expansion of the Standerwick business. Many coaches were requisitioned by the War Department whilst Ribble made use of a number of vehicles. After the cessation of hostilities, however, Standerwick, which had previously maintained a degree of independence from Ribble Motor Services found its vehicle policies integrated with those of its parent company. Future deliveries were to be parts of much larger Ribble orders, although minor differences in some specifications were to be found. One of the first postwar deliveries was part of a Ribble order for 62 Burlingham-bodied Leyland Tiger PS1/1 coaches, of which 48 were destined for the Standerwick fleet. Delivered over a two-year period between 1947 and 1949, they all had 31-seat coachwork and sliding sunshine roofs and were numbered 62-109. With the onset of postwar prosperity the travelling habits of the general public changed, many more enjoyed the greater freedom provided by the private motor car and coach travel declined. Consequently it was thought necessary to rationalise the coaching operations. In April 1955 the Fylde Coast Pool was formed consisting of Yelloway Motor Services, North Western Road Car Company, Lancashire United Transport, Ribble Motor Services and Standerwick, with each partner contributing 6

services to the pool. This enabled coaches to be re-routed when necessary onto other pool 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 were involved. On the 8th October, Britain's first stretch of motorway was opened and Standerwick was at the forefront of developments to maximise the potential of these new roads. As a result the 'Gay Hostess' concept was introduced - double-deck coaches equipped with toilets and refreshment facilities providing a fast and comfortable journey on the long distance routes to London. The prototype vehicle was Ribble No. 1251 (MCK812), a Leyland Atlantean PDR1/1 with Weymann bodywork on a MCCW shell, seating 50 passengers in comfort and was tested throughout 1959. Motorway express services started officially in April 1960. Ten 'Gay Hostess' doubledeck coaches were delivered to Standerwick in 1960 and a further 12 in 1961. By 1963 all of the former Ribble double-deck coaches had been transferred from the parent company, although some went to another subsidiary Scout Motor Services of Preston, who operated the service jointly with Standerwick. In 1968 the vehicles and licences of Scout Motor Services were absorbed into the parent company, with several vehicles and routes coming to Standerwick, a move which left them in sole control of the London express services. A replacement vehicle for the 'Gay Hostess' Atlanteans appeared in 1968. Exhibited at the 1968 Commercial Motor Show, it had 60-seat ECW bodywork on a Bristol VRL/LH chassis, but unfortunately proved troublesome and was never really reliable for high-speed motorway travel. 7

By the early 1970's the National Bus Company was embarking on a policy of centralisation and rationalisation of its operations. Following the sale of the stage carriage services of the North Western Road Car Company to SELNEC PTE in 1972, it was left with just express services and excursions. The Central Activities Group of the NBC turned its attentions to coaching operations and proposed a link up between the North Western Road Car Company and Standerwick. Consequently on 31st December 1972, Standerwick became a subsidiary of the North Western Road Car Company. In less than twelve months on the 1st October 1973, responsibility for express operations passed to National Travel and services were operated initially by North Western and Standerwick on contract to National Travel. In February 1974 North Western became National Travel (North West) Ltd., and responsibility for the express services passed to the new company, which also acquired the entire Standerwick fleet in April 1974. Although vehicles continued to appear under the North Western and Standerwick names 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 to National Travel (West). The North Western and Standerwick trading names were subsequently 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 (North West) and effectively ceased to be a separate operating unit - even though coaches appeared with Standerwick fleetnames after this date they were actually owned by National Travel (North West) and are outside the scope of this history and are thus omitted from the fleet listing. 8

Coach Fleet List 1911-1974 W. C. Standerwick Ltd. 1911-1974 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. 9

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). W. C. Standerwick Ltd. 1911-1974 10

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). 11

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]). 12

1931 W. C. Standerwick Ltd. 1911-1974 - ; 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]). 13

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

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 20-22 respectively 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] to War Department), 1950 (FV5731-5734, FV5737, FV5739, FV5742 [28-34]). 15

1936 W. C. Standerwick Ltd. 1911-1974 - ; 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 16

1936 (continued) W. C. Standerwick Ltd. 1911-1974 - ; 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 (new 1929, 1930, 1930, 1930, 1931, 1931, 1931, 1931, 1931, 1932, 1932, 1933, 1933 respectively). 17

1936 (continued) W. C. Standerwick Ltd. 1911-1974 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, 11 respectively in 1936. HG995 and HG2759 re-numbered 11, 25 respectively in 1946. FR9794, FV360, FV1550, FV1837-1838, FV2358 numbered 23-28 respectively in 1936. FV678, FV925, FV1125, FV1500-1501, FV1689, FV1690-1691, FV1840, FV1859-1860, FV2385-2386, FV3093, FV3167, FV3394-3395, FV3396 numbered 41-58 respectively in 1936. FV3093, FV3167, FV3394-3396 re-numbered 13, 14, 17, 18, 15 in 1946. FV1859-1860, FV2385 re-bodied by Brush to OC32C and re-numbered 4-6 respectively in 1939. FV6847-6850 numbered 87-90 respectively in 1936 and re-numbered 35-38 respectively in 1946. Re-bodied to C31F by Duple in 1951. LV2311 ex-ribble MS (No. 1471, new 1933) numbered 91 in 1936. Re-seated to C28C 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]). 18

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

1937 W. C. Standerwick Ltd. 1911-1974 - ; 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 20

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, 14-17 respectively in 1936. RN7778, RN7783-7785, RN7787, RN8000 re-numbered 40-45 respectively 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]). 21

1939 96-101; RN8515-8520; Leyland TS8; 300255-60; Duple; C31F 102-113; RN8521-32; AEC Regal II; 862084-95; Burlingham; C31F 114-123; RN8649-8658; AEC Regal II; 862103-12; Burlingham; C31F Nos. 96-101, 107, 109, 111, 114, 115, 119-123 re-numbered 46-55, 61, 56-60 respectively 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; C31F 68-77; ARN210-219; Leyland PS1/1; 46241/472-74/2020/31-35; Burlingham; C31F 78-79; ARN220-221; Leyland PS1/1; 462350-51; Burlingham; C31F Withdrawn 1961 (62-79). 22

1948 26; WH7684; AEC Regal; 6621784; Watson; C32C 27; KMG593; AEC Regal; 06623375; Burlingham; C31F 28; WH6578; Leyland TS6; 5689; Duple; C32F 29; WH6477; Leyland TS6; 5867; Duple; C32F 30-32; WH7575-7577; Leyland TS7; 9558/427/28; Duple; C32F 33-34; WH7578-7579; Leyland TS7; 8556/59; Duple; C32F 80-91; CFV701-712; Leyland PS1/1; 471966/67/2389/80/478-81/506-09; Burlingham; C31F 94-96; CFV715-717; Leyland PS1/1; 472588-90; Burlingham; C31F 99-101; CFV720-722; Leyland PS1/1; 472593-95; Burlingham; C31F 104-106; CFV725-727; Leyland PS1/1; 472648-50; Burlingham; C31F 108-109; CFV729-730; Leyland PS1/1; 472652-53; Burlingham; C31F Nos. 26, 27, 28, 29, 30-32, 33-34 ex-ribble MS (Nos. 2034, 2380, 2021-27 respectively, 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). 23

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

1949 W. C. Standerwick Ltd. 1911-1974 92-93; CFV713-714; Leyland PS1/1; 491351/528; Burlingham; C31F 97-98; CFV718-719; Leyland PS1/1; 491529-30; Burlingham; C31F 102-103; CFV723-724; Leyland PS1/1; 491592/2023; Burlingham; C31F 107; CFV728; Leyland PS1/1; 492024; Burlingham; C31F 110-112; DFR699-701; Bedford OB; 94999/5937/6827; Duple; C29F 113-116; DFR702-705; Bedford OB; 98544/69/763/100005; Duple; C29F 117-119; 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; C41F 123-125; EFV148-150; Leyland PSU1/15; 510586-87/511063; Duple; C41F 126-131; EFV617-622; Leyland PSU1/15; 511216/40/47/345/246/15; Leyland; C41C 132-135; 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). 25

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

1952 136-145; FFR355-364; Leyland PSU1/15; 515044/47/51/50/48/45/46/ 52/49/53; Leyland; C41C 146-155; 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) in 1964 (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). 27

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

1956 W. C. Standerwick Ltd. 1911-1974 43; RN8788; Leyland TS8; 301602 ; Duple; C31F 161-165; 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; C41F 14-15; NFR961-962; Leyland PSUC1/2T; 577270/576998; Burlingham; C41F Nos. 8-12, 14-15 transferred to Ribble MS (Nos. 1062-1068) 3.67 Withdrawn 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) 3.70 Withdrawn 1971 (16, 18-23, 25). 29

No. 14 (NFR961) sporting Burlingham Seagull 41-seat coachwork was a 1958 Leyland PSUC1/2T. It was transferred to Ribble in 1967 where it became No. 1067. (LTHL collection).

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; CH34/16F 39-48; NRN601-610; Leyland PDR1/1; 592411/366/466/13/355/384-86/403/28; Weymann; CH34/16F 729S-730S; TRN729-730; Leyland PSU3/3RT; L02200/489; Plaxton; C49F 731S-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 transferred to Ribble (Nos. 731, 733, 735, 737) 3.74 Nos. 732S, 734S, 736S, 738S [5, 7, 9, 11] to National Travel (North West) 4.74. Withdrawn 1969 (38), 1971 (39-48). 31

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).

1965 795S-796S; ARN795-796C; Leyland PSU3/3RT; L23975-76; Plaxton; C49F 797S-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 in 1971. 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; C44F 844S-849S; CRN844-849D; Leyland PSU3/4R; L44129/5045-56/4369/533/ 055; Plaxton; C44F 950S; 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). 33

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

1967 W. C. Standerwick Ltd. 1911-1974 876S-880S; ECK876-880E; Leyland PSU3/4R; L65123/22/4996/5366/65; Plaxton; C49F 881S-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; CH42/18C 934S-941S; FCK934-941F; Leyland PSU3/4R; 703656/55/37/57/58/774/ 849/775; Plaxton; C49F 1-3; TCK63-65; Leyland PSU3/3R; L00065/66/73; Harrington; C49F 12; NRN611; Leyland PDR1/1; 592628; Weymann; CH34/16F 14-15; NRN612-613; Leyland PDR1/1; 592629-30; Weymann; CH34/16F 49; NRN614; Leyland PDR1/1; 592644; Weymann; CH34/16F 61-64; TRN739-742; Leyland PSU3/3RT; L02886/447/3139/40; Plaxton; C49F 74-77; ARN804-807C; Leyland PSU3/3RT; L24155/57/56/205; Plaxton; C49F 35

1968 (continued) 86-89; CRN850-853D; Leyland PSU3/4R; L60310/31/69/70; Plaxton; C44F 100; ECK889E; Leyland PSU3/4R; 700036; Plaxton; C44F 109-112; 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, S942-945 respectively) 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 to National 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). 36

No. 74 (ARN804C) was ex-scout Motor Services in 1968. It was a 1965 Leyland PSUC3/3RT with Plaxton 49-seat coachwork. It was re-numbered 26 in 1971 and passed to National Travel (North West) in April 1974 with the remaining Standerwick vehicles. (LTHL collection).

1970 113; SCK866; Leyland PSU3/3RT; 621466; Duple; C40F 114-116; SCK868-870; Leyland PSU3/3RT; 621512/13/49; Duple; C40F 51-61; 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; CH42/18CT 117-119; 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. 38

No. 116 (SCK870) was a 1962 Duple bodied Leyland PSUC3/3RT that was transferred to Standerwick in 1970 from 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. In the event they proved unsuitable and this vehicle was transferred to National Travel (North West) in 1974. (LTHL collection).

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. 41

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