Old Bus Photos

Premier Travel – AEC Reliance – 85 UME – 72

Premier Travel - AEC Reliance - 85 UME - 72

Premier Travel (Cambridge)
1959
AEC Reliance 2MU3RV
Burlingham Seagull C41F

The final Mk. VII incarnation of the classic Burlingham Seagull coach body is generally considered by most to be something of a travesty, compared to the earlier versions. With its squared off side panel and slight nod towards tail fins – becoming popular at the time on cars – and longer and fewer side windows attempting to vie with Plaxton’s first Panoramas, it just didn’t work and soon afterwards a complete redesign resulted in the introduction of the Seagull 70 which seemed to some degree to be inspired by the ‘new classic’ – the Harrington Cavalier.
85 UME had been new to Valliant of London W5 in 1959 but had later passed with others to Premier Travel, along with similar examples from Yelloway, joining a further one which Premier had bought new and resulting in probably the largest number of Mk. VII’s in any one fleet.
It is seen here on an enthusiasts’ tour in 1971.

Photograph and Copy contributed by John Stringer


30/06/16 – 06:38

John, I agree absolutely with your comments about this final version of the classic Seagull design but strangely the angle of the photograph in your posting makes this one look really rather nice. I’m intrigued though, about those dividing strips in the side windows, it seems very odd to have panoramic windows and then divide them into smaller panes.

Chris Barker


30/06/16 – 08:05

The Seagull never seemed to look right without the centre sliding door. It was fundamental to the original design and the later front entrance versions always seemed to me to be something of a ‘lash-up’.

Philip Halstead


01/07/16 – 06:14

I’ve never seen a picture of this one when it was new, but I suspect that the window dividers were a later addition. Quite a few of the Seagull Mk VII bodies needed remedial work as Burlingham’s designers had been rather optimistic about the load-bearing strength of the original window pillars! As far as I know this was never a problem with the Plaxton Panorama of the late 1950s (or any of its successors), but the problem did re-occur at the Blackpool factory – by then Duple (Northern) – in the 1960s with the original Viceroy. Several of those rolled on to their backs resulting in window pillar collapse and crushed passengers.

Neville Mercer


01/07/16 – 06:15

The stenghtheners between the window pillars seem to run inside the glazing, and my guess is they were put in at recertification as the Mk VII had a reputation for flexibility…

Stephen Allcroft


01/07/16 – 06:16

Strangely, despite editing the photo for submission, I’d failed to notice those dividing strips. I’m going to have to search for a photo showing it (or similar ones) with Valliant to see if they were built like that, or whether it was a Premier Travel modification.
I agree, Philip, that the original centre-entrance version was by far the the best looking, but I think the front-entrance Mk.IV’s and V’s still looked pretty decent too. I think the worst looking Seagulls were the Mk.VI with flat windscreens and little bus-type windows (though they were undoubtedly a more practical proposition from Ribble’s point of view), and the downright ugly 1959 season model for the Bedford SB.

John Stringer


01/07/16 – 16:18

Setting aside the possible involvement of the Safety Elf or his predecessors, could it be that the centre-door version was more "coach" as used by one’s local holiday tours firm, and the front/forward entrance one was more "express bus" as used by North Western, Ribble, etc?

Pete Davies


04/07/16 – 15:58

Here is a picture of 86 UME without the strengthening in the middle of the windows (at least on the offside): www.sct61.org.uk/

Stephen Allcroft


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

Whieldons (Green Bus Co) – Guy LUF – 500 URF

Whieldons (Green Bus Co) - Guy LUF - 500 URF

Whieldons (The Green Bus Co. Ltd)
1958
Guy LUF
Burlingham Seagull C37F

From the beginning of November 1973 Whieldons o/w The Green Bus Service was taken over by the National Bus Co with Midland Red continuing much of the network although three Uttoxeter services passed to PMT o/w the Potteries Motor Services. Mr C J Whieldon had commenced bus operation in May 1927. By chance, I had a few rides in the spring of 1972 by catching an early Saturday journey out of Rugeley for Uttoxeter via Drointon returning direct via Abbotts Bromley. I still have a faded Setright ticket which might have been a return. The latter service was always a newish Seddon Pennine IV bus which continued on to Cannock but the Drointon service was an older coach no doubt as it wandered the country lanes. On one occasion I caught a Ford 570E with Duple Yeoman body i.e. it looked and sounded like a Bedford SB with a seat next to the driver.
Once I enjoyed a ride on 500 URF, a Guy LUF with Burlingham Seagull coachwork which the company had bought new in 1958. The first passenger boarded somewhere in the lanes and the opportunity was taken for a photograph.

Photograph and Copy contributed by Keith Newton


24/06/16 – 05:58

Oh dear, Keith; the mention of the excellent Guy Arab LUF in the same paragraph as the Seddon Pennine IV illustrates the decline of Green Bus from the sublime to the ridiculous. The Pennine IV was an abomination. Guy offered an underfloor engined chassis, initially the Arab UF, and then from 1953, the the lighter LUF, between 1950 and 1959, after which date the manufacturer chose to place all its eggs in the one ill fated basket called the Wulfrunian. It is rather curious that the Tilling group depended heavily upon Gardner engined underfloor engined chassis, yet the BET, municipal and independent sectors had limited choices of Gardner powered UF models. Atkinson, Daimler and Guy all produced Gardner engined underfloor chassis, but orders were never large. Daimler offered epicyclic transmission as standard, which was an option with Guy, but otherwise the gearbox in Atkinson and Guy models was of the constant mesh variety. The decidedly heavy Daimler Freeline was additionally suspect by virtue of its high pressure hydraulics until an air pressure variant became available. North Western Road Car sought to recreate Bristol simplicity and reliability in the rugged Atkinson chassis, but the heavy hand of BET central control stopped this project in its tracks, and Atkinson never really made much of an impression thereafter. Guy were generally more successful, but the real problem lay in the availability of the AEC Reliance, which, with its light steering and excellent synchromesh gearbox, was a driver’s dream. Even when the shortcomings of the AEC wet liner engines began to emerge, the sales scenario did not alter materially, though Leyland picked up customers with the introduction of the Leopard. I have often wondered if the availability of a decent synchromesh gearbox to the smaller makers might have influenced the situation in their favour. Perhaps the ideal would have been a Gardner powered Reliance. One is surely allowed to dream!

Roger Cox


27/06/16 – 05:53

I get the impression that BET’s central purchasing policy was more about bulk discounts, and cost generally, than anything else. Guys were almost certainly more expensive than Leylands and AECs, and the company might not have been able to handle the quantities required to allow bulk discounts.

Peter Williamson


29/06/16 – 06:11

Perhaps it’s just the angles of the photo, or maybe 500 URF was simply way past her best by then, but this might just about be the ugliest and most downtrodden Seagull I have ever seen.
Were the glorious, beautiful Seagull bodies different for each type of chassis ?

Stuart C


29/06/16 – 16:11

I am not a Seagull expert but this I believe is the later version with the front entrance body and I believe has a higher waist line. IMHO the best derivative was the centre entrance version on the 8ft wide chassis as on Tiger Cubs and some Reliances.
I also had a soft spot for the Ribble/Standerwick domed versions as they looked like a purposeful express coach.

Roger Burdett


29/06/16 – 16:12

This is a very late example of a Seagull Mk V body, but incorporates many non-standard features, most notably the straight moulding at skirt panel level. Burlingham had already moved on to the Mk VI (with window pans as supplied to Ribble and others) and the Mk VII (with "panoramic windows"), so I suspect that these later Mk V bodies were made from whatever bits were left over. These "Meccano Kit" bodies (both from Burlingham and other body-builders) tended to end up on low-volume chassis at the end of their production runs.

Neville Mercer


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

Bournemouth Corporation – Leyland Royal Tiger – NLJ 272 – 94

Bournemouth Corporation - Leyland Royal Tiger - NLJ 272 - 262

Bournemouth Corporation
1954
Leyland Royal Tiger PSU1/13
Burlingham B42F

NLJ 272 is a Leyland Royal Tiger PSU1/13 with Burlingham B42F body, new to Bournemouth Corporation in 1954. She is seen on Southampton Common, while taking part in the Southampton City Transport Centenary rally on 6 May 1979.

Bournemouth Corporation - Leyland Royal Tiger - NLJ 272 - 262

This second view is a close one of the Royal Tiger badge. Compare the Tiger with the ‘fleetname’ on the Ellen Smith Leopard published a while ago! See it at this link

Photograph and Copy contributed by Pete Davies


27/05/16 – 06:20

That brings back many memories. These buses were regulars on our ‘school dinner run’ through Winton, in the early 1960s, between two schools. They were a brighter bus than the Park Royal bodied ‘RRU’ versions, but they could be rather warm on hot sunny days, in slow-moving traffic, as the rooflights had no means of shading.

Grahame Arnold


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

All rights to the design and layout of this website are reserved     Old Bus Photos does not set or use Cookies but Google Analytics will set four see this

Old Bus Photos from Saturday 25th April 2009 to Tuesday 28th March 2017