Bus and Coach builders STRACHAN (and BROWN) England UK




Strachans, at one time known as Strachan and Brown, was a significant supplier of bus and coach bodies from the ‘Twenties through to the late ‘Sixties. After that they appear to have quit the PSV market but continued to trade as a supplier to the Ministry of Defense. Based for many years in North Acton, London they moved to premises on Hamble Airfield in Hampshire around 1960. The last date I have where any activity is recorded is 1984.

1900 Strachans Coachworks, logo

Their products were particularly prominent before WW2 with many London operators using them, while during the War they were a supplier of “Utility” bodywork. Post-War they were particularly associated with Aldershot and District, but seemed to go into a decline in the late ‘Fifties. The ‘Sixties saw a minor resurgence when they bodied a number of rear-engined single decker chassis including the London Transport XMS class, and provided the coachwork on the only five Dodge chassis sold in the UK.

Surprisingly I have been unable to trace more than passing references to this company anywhere on the web, so a group to record its existence seems appropriate.


    1. 1865 Birth of James Marshall Strachan [pronounced Strawn] at Medians, near Aberdeen, Scotland.
    • 1867 Birth of Walter Ernest Brown.
    • 1881 W E Brown is apprenticed to coachbuilders Laurie and Marner (Oxford Street, London).
    • 1894 W E Brown starts his own business at Shepherds Bush.
    • 1896 W E Brown partners with S A Hughes [full name and dates?] as Brown and Hughes (Kensington).
    • 1907 J M Strachan joins the partnership: Brown, Hughes and Strachan, with a large factory at Park Royal.
    • 1915 J M Strachan and W E Brown establish a new partnership as Strachan and Brown Ltd, based at the former Brown and Hughes premises (Holland Gate Garage, High Street, Kensington).
    • 1921 Strachan and Brown move to Wales Farm Road, Acton.
    • 1928 Strachan and Brown partnership dissolved; J M Strachan continues as Strachans Ltd; W E Brown and sons Dennis and Reginald become directors of Duple Bodies and Motors; the rest is WKC history.
    • 1929 Death of J M Strachan; Strachans is renamed Strachans (Acton) Ltd.
    • 1934 Strachans (Acton) is renamed Strachans Successors Ltd.
    • 1944 Death of W E Brown.
    • 1962 Strachans Successors is sold to Giltspur but continues to operate as Strachans (Coachbuilders) Ltd based at Hamble-le-Rice, Hampshire.
        1976 Strachans (Coachbuilders) ceases production.
    • * This info comes from Mrs Jacky Mackenzie, great grand daughter of Walter Ernest Brown

1920-31 Midland Red A177 (OH 1206) Tilling-Stevens TS3 Strachan and Brown B29F


1926 OC1 Strachan Brown of Acton Daimler CF6 W L


1927 AEC OC14 Strachan + Brown of Acton


1928 0827MoTr-Strac1929 OC14 Strachan of Acton on Berliet


1930 HX 1388 A E C Regent Strachans H2624R


1930 Leyland LT2 with a Strachan B32R body


1932 Leyland TS4 originally with Harrington body rebodied in 1949 with this Strachan C33F body


1933 Gilford Zeus Strachan H24-24R 079-XM


1936 AEC Regent, originally with L.P.T.B. H30-26R rebodied in May 1956 with the 1947 Strachan L27-28R body, rebodied by Roe


1939 AEC-Strachan double decker 125, BHJ195


1939 AEC-Strachan double decker 129, BHJ199


1939 AEC-Strachan double decker 129, BHJ199a


1943 Bradford Guy Arab 1, Fleet No 467, Reg No DKY 467.


1943 Guy Arab had a Strachan L27-28R body


1943 Strachan utility L27-28R body so extensively rebuilt by Silcox by 1956 into the condition shown that it is no longer recognisable as of Strachan origins


1944 Bristol K5G Strachan ex Hants & Dorset GLJ971


1944 Guy Arab II rebodied 1960 Massey L57R & 2005 GYL984 1945 Guy Arab II rebodied 1955 Strachan L56R


1944 Guy Arab II with a Strachan L27-28R body


1945 Barton 443, GNN704, was a Guy Arab II with a Strachans L27-28R body


1945 Bristol K6A - Stranchan.


Originally bodied Weymann L55R. Acquired by Moores from Birch Bros. 1952.


1945 Guy Arab II with a Strachan L27-28R (8'0 wide) body


1945 Guy Arab II with a Strachan L27-28R body


1945 Guy Arab II with Strachan H56R body


1945 Guy Arab II with Strachan L27-28RD utility body


1945 Guy Arab II with Strachan lowbridge body


1945 Guy Arab ll Strachan


1947 33 JDE426 Bristol L5G Strachan DP35F


1947 56 was a Strachan L27-28R bodied Albion CX19 whilst 81 was the Roe L27-26RD rebodied single-deck Albion CX39N chassis


1947 AEC Regent with Strachan L27-28R body a


1947 AEC Regent with Strachan L27-28R body


1947 Dennis J3 Lancet with a Strachan C32R body


1947 Guy Arab III with a Strachan L27-28R body


My beautiful picture


1947 Leyland PS1-1s with Strachans C33F bodi


1947 Maudslay Marathon III Strachans FC33F , new with Enterprise Coaches of Kenton , Middlesex


1947 Strachans Coachworks, advert1948 38 JDE 431 Bristol L5G Strachans


1948 AEC Regal III Strachans B35R JFM575 Crosville


1948 AEC Regal III with Strachan B35R body a



1948 AEC Regal III with Strachan B35R body


1948 AEC Regal III-Strachan TA5


1948 Bristol L5G Strachan DP35F


1948 Guy Arab 114, NEV609 with a Strachan L27-26R body


1948 Guy Arab III single decker with Strachans B34F body


1949 AEC Regal III with Strachan B36F body


1949 Crossley DD42-3 which was fitted from new with this Strachans FC33F body


1949 Daimler CVD6 with Strachans bodywork


1949 Guy Arab III with a Strachan L27-28R


1949 Guy Arab III with Strachan L27-28R bodywork


1949 Guy Arab III with Strachans L55R body


1949 Strachan C35F bodied Guy Arab III


1950 A.E.C. 9612A Regent III with a Strachans L27-28R body


1950 A.E.C. 9621E Regal III with a Strachan C33F body


1950 Albion Venturer CX37S with a Strachan L55R


1950 Dennis J10 Lancet with Strachan B38R body


1950 Dennis J10 Lancets with Strachan B38R bodies 175, HOU901


1950 Dennis Lancet 3 with Strachan B38R body


1950 Dennis Lancet III Strachan B38R Guildford Onslow Street


1950 Guy Arab III with a Strachan L27-28R body


1950 Guy Arab III with Strachan C35F body


1950 Guy Arab IV with uncommon Strachans FL31-26RD bodywork



1950 Leyland CPO1 Comet with a Strachan C37F body



1950 Leyland Tiger PS2-1 Strachan B34R



1950 Strachan C35F bodied Guy Arab III



1950 Strachans coach and bus bodies, advert, c19501950 Trojan Diesel with a Strachans 14 seat coach body1951 Crossley DD42-8 with a Strachan H31-28RD body


1951 Dennis Dominant with a Strachans B41C body



1951 Guy Arab III with a Strachan B38F body





1951 Guy Arab III with Strachan B38F body a



1951 Guy Arab III with Strachan B38F body



1951 Guy Arab III with Strachan FL31-26RD body




1951 Leyland Motors Ltd Leyland UK Ad Dublin Ireland Double-Decker Bus1951 Leyland Royal Tiger PSU 1-15 Strachan C4K GVN-952



1952 Ad1953 Bedford Strachans Bus Photo Yugoslavia



1953 Dennis Lancet J10C with Strachan C38F body



1953 Strachan H31-28RD bodied A.E.C. 9613S Regent III



1954 AEC MU3RV Reliances with Strachan 'Everest' C41C bodies a



1954 AEC MU3RV Strachan C41C at Aldershot Garage



1954 AEC MU3RV Strachan C41C in Hampton Court Station Goods Yard



1954 AEC Reliance MU3RV with a Strachan C41C body a



1954 AEC Reliance MU3RV with a Strachan C41C body





1954 AEC Reliance MU3RV with Strachan Everest C41C bodywork



1954 Dennis Falcon LOU65 with Strachan bodywork



1954 Dennis P5 Falcons with Strachan B30F bodies



1954 Leyland PSUC1-2 Tiger Cubs with Strachans Everest C41C bodies



1954 Leyland PSUC1-2 with Strachans C41C body



1954 Leyland PSUC1-2T Tiger Cub with Strachan Everest C41C body



1954 Strachan bodied AEC Reliance



1954 Strachan bodied AEC Reliant



1954 Strachan Everest C41C bodied AEC Reliance



1954 Trojan DT Strachans C15F.



1955 AEC MU3RV Reliances with Strachan 'Everest' C41C bodies



1955 AEC Reliance Strachan C41C



1955 Commer Strachans Everest Transit Bus Brochure1955 Dennis Lancet UFs with Strachan DP41F bodies



1955 Guy Arab IV with a Strachan L27-28R body



1955 Guy Arab IV with Strachans L28-28R body



1955 OC1 Strachans Successors Ltd of Acton on AEC Reliance for Fales Coaches of Bath 1955



1955 Strachan Everest C41C bodywork on its AEC Reliance chassis



1955 Valliant XHN574 AEC Reliance Strachans C41C




1956 Dennis Falcon Strachan B30F in Aldershot Garage yard


1956 Dennis Falcon with Strachan B30F body a


1956 Dennis Falcon with Strachan B30F body


1956 Dennis Falcons with Strachan B30F bodies


1956 Dennis P5 Falcon 275, POR421, with a Strachan B30F body


1956 Strachan bodied Dennis Falcon POR428 at Stokes Bay


1956 Trojan with a Strachan C13F body


 1958 Strachans bodied batch of Seddons


1959 Ford 611E - Strachan BxxF


1962 Albion Nimbus NS3N with Strachan DP31F body


1962 Barton 442 GNN703 Strachan bodied Guy Arab II


1962 Guy Arab IV Strachans H72R


1962 Strachan H37-32RD bodied Guy Arab IV


1962 Strachans bodied Bedford VAL


1962 Strachans bodied Bedford VAL14s


1963 AEC Regent V - Stranchan


1963 AEC Regent V One of a trio delivered to members of the co-operative all carried this unusual and rare Strachans bodywork


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs a


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs b


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs


1963 OC14 Strachans Dartford Tun Bus 1963-5


1963 OC14 Strachans Dartford Tunnel Bus


1963 OC14 Strachens Successors Ltd. of Hamble on Ford Thames Trader for London Transport Country Buses Dartford Tunnel Service only


1963 Hutchings & Cornelius Strachans bodied Dennis Lancet TYC 319 lays over after running in from its South Petherton home while CYC 669C, a Bedford SB5-Strachans


1963 Leyland Titan PD2A-30 - Strachans H61Rd d


1963 Leyland Titan PD2A-30 - Strachans H61Rd


1964 Bedford VAL14 Strachan B52F


1964 Bedford VAL14 with unusual low-height Strachan B52F bodywork a


1964 Bedford VAL14 with unusual low-height Strachan B52F bodywork


1964 Daimler 92, DCP836, passing Guy Arab V demonstrator 888DUK on trial with the corporation


1964 Dodge S307 Strachans C42F by the Kings Arms at Hampton Court


1964 Dodge S307 Strachans C42F in Hampton Court Station Goods Yard


1964 Dodge S307-190T Strachan C42F AYV-94B


1964 Guy Arab V demonstrator 888DUK on trial with Halifax Corporation in summer 1964. It carried a Strachan front entrance body


1964 Guy demonstrator 888DUK with Halifax Corporation in June 1964. It carried a Strachan front entrance body.


1964 Leyland Leopard L1 Strachan B45D


1964 Leyland Leopard L1 with Strachans B45D bodywork


1964 Leyland Leopard L1, had bodywork by Strachan


1964 Leyland Leopards in 1964 with unusual but very neat Strachan dual entrance bodywork seating 45


1964 Leyland PD2A-30 with Strachan H35-28RD bodywork


1964 Strachan DP49F bodied AEC 2U3RA Reliance


1964 Strachans bodied Dodge S307-190T coaches


1964 Strachans Low Bridge bodied Guy Arab IV 53DHK


1965 AEC Reliance Leyland Lepard Strachans Bus Brochure 1965 Austin Strachans Bus Sales Brochure 1965 Bedford SB Strachan Pacesaver B--F demonstrator parked at Sandown Park Race Course, Esher, Surrey


1965 Bedford SB Strachan Pacesaver B--F in Windsor


1965 Bedford SP Strachans Paysaver Transit Bus Brochure 1965 Bedford VAS Strachans 30 Seat Bus Brochure 1965 Bournemouth Transport Bedford VAS Strachan M4

1965-bournemouth-transport-bedford-vas-strachan-m4 © Richard Godfray

1965 Dodge BMC Scammell Strachans Bus Brochure 1965 Ford Strachan


1965 Guy Arab V 6LW built in 1965 with Strachans H41-31F bodywork


1965 Leyland Leopard Strachans Transit Bus Brochure 1965 Strachans Eiger 63 Bus Brochure England 1965 Strachans Transit Bus Sales Brochure England 1966 AEC Merlin P2R Strachan B25D originally London Transport XMS4


1966 AEC Merlin P2R Strachan B25D


1966 AEC Reliance Strachan B39F


1966 FBR 53D Leyland Panther-Strachans ex Sunderland, Metro Centre


1966 Ford R192 NPT306D with Strachans B44F bodywork


1966 Ford R192 with Strachan B44F bodywork


1966 Ford R226 with Strachan B52D bodywork


1966 Leyland demonstrator YTB771D on test with Halifax Corporation, a Leyland PSRC1-1 Panther Cub with a Strachans B43D body


1966 Leyland Panther PSUR1-1R Strachan 53 FBR53D Sunderland Corporation


1966 Leyland Panther PSUR1-1R with Strachans B47+19D bodywork


1966 Leyland PSU3-1R-Strachans


1966 MBS15, the only Strachans AEC Merlin


1966 Strachans AEC Merlin


1966 WMPTE 3661 - Ford R192 with Strachans body ex Birmingham City Transport


1967 A E C Swift MP2R with Strachan B54D bodywork


1967 A E C Swift MP2R with Strachans B58F bodywork


1967 AEC Reliance Strachan B39F


1967 AEC XMS1 Strachan (JLA51D) from Gillingham Street Garage on Red Arrow Route 500 in Park Lane


1967 Bedford SB Strachans J33643


1967 Bedford VAM14 with Strachan B33D+25 bodi


1967 Bristol RELL6G Strachan B34D + 218 SRD18 1959 AEC Reliance 2MU3RV Burlimgham B34D


1967 Bristol RELL6G with Strachans B34D body


1967 Daimler Roadliner SRC6 Strachan B54D in Victoria Square Bus Station


1967 Ford Strachans bus 1967 Guy Arab V with Strachan H41-31F body


1967 Leyland Panther 88, GBR88E, with Strachans bodywork FBR53D


1967 Leyland Panther 88, GBR88E, with Strachans bodywork


1967 Leyland Panther, Strachan,


1967 Strachan bodied AEC Reliance ex Aldershot & District 273 MOR604


1967 Strachan-bodied Ford R192


1967 Two Strachan bodied Guy Arabs are closest - 152N in cream-blue ansd not then yet withrawn, alongside 216N


1968 AEC Swift MP2R Strachan B47D at Portswood Garage


1968 AEC Swift MP2R Strachan B47D originally Southampton Corporation 4 in Guildford Farnham Road Bus Station


1968 AEC Swift MP2R with Strachan B47D bodywork


1968 EYO 885J - Another Bedford VAS Strachans (this one with high backed coach seats)


1968 Ford R226 with Strachans 53-seater body


1968 Ford R226 with Strachans bodywork


1968 Leyland Panther Cub Demonstrator with Strachans body at the Earls Court Motor Show


1968 Leyland Panther Cub PSRC1-1 with Strachan 43 seat bodywork


1968 Leyland Panther Cub PSRC1-1 with Strachan B43F body


1968 Leyland Panther PSUR1-1R with Strachan B45F bodywork a


1968 Leyland Panther PSUR1-1R with Strachan B45F bodywork


1968nAEC Swift MP2R Strachan B47D MTR-420F

1968 aec-swift-mp2r-strachan-b47d-mtr-420f

1969 Bedford VAS 3 Strachan body Ex-MoD


1970 Ford Transit with Strachan B16F body


1972 Ford Transit Strachan DP16F


1975 The last Strachan - DDA149C,


That’s it, it’s enough

ENGLISH ELECTRIC Busbodybuilders and lots more

English Electric

The English Electric Company Limited
Fate Merged with
General Electric Company plc
Successors General Electric Company plc
British Aircraft Corporation
International Computers Limited
Founded 1918
Defunct 1968
Headquarters Strand, London
Subsidiaries Napier & Son (1942–)
The Marconi Company(1948–)
Vulcan Foundry (1955–)
Robert Stephenson and Hawthorns (1955–)
English Electric Aviation (1958–)
English Electric Leo Marconi(1964–)

English Electric was a 20th-century British industrial manufacturer, initially of electric motors, and expanding to include railway locomotives and aviation, before becoming part of The General Electric Company GEC.

1918 The English Electric Company was formed as a public company, chaired by Sir Charles Ellis, who was also chairman of John Brown and Co. The company acquired: Coventry Ordnance Works and Phoenix Dynamo Manufacturing Co of Bradford.

1919 English Electric acquired Dick, Kerr and Co of Preston, which owned:

Dick, Kerr and Co‘s traction activities were concentrated in Preston and continued there until 1930.

English Electric also bought the Stafford works of Siemens Brothers Dynamo Works.

1920 10,000 employees .

1920 Working arrangement with Siemens Brothers and Co to reduce sales costs.

1921 Formalised the sales arrangement with Siemens Brothers and Co in the form of a joint venture English Electric and Siemens Supplies Ltd which had taken over the sales activities of the company and some of those activities of Siemens.

1924 Siemens Brothers and Co was a substantial shareholder in English Electric Co, as a consequence of the purchase of the dynamo works at Stafford.

1924 tram 57, one of a batch of six 70 seaters built by English Electric

1924 tram 57, one of a batch of six 70 seaters built by English Electric

1925 Had worldwide experience with the Fullagar diesel engine which the company had developed for land use and was proving to be a very reliable means of driving electricity generators

1926 EYB-EE3

1926 Some of the constituent companies, Phoenix Dynamo Manufacturing Co and Dick, Kerr and Co, had built flying boats during WWI. The aircraft department closed after the last English Electric Kingstonflying boat was built.

1927 See Aberconway for information on the company and its history.

1927 Also see Aberconway for information on the company and its history.

1927 One of the UK’s major electrical-machinery and plant manufacturers, others beings GEC, BTH,Metropolitan-Vickers, and C. A. Parsons and Co .

Late 1920s EE was in a parlous financial state. A complex financial reorganisation, apparently backed by American Westinghouse interests, was needed to save it.

1930 The manufacture of electrical equipment was moved to Bradford. Tramcar, bus body, and rolling stock production stayed at Preston.

1930 The man most associated with EE, George Nelson, became managing director.

1930s EE supplied equipment for the electrification of the English Southern Railway system, which gave it a strong position in the traction market.

1931 AEC Regal built with English Electric

1931 AEC Regal built with English Electric1931 AEC Regal with single deck English Electric 30 seat body

1931 AEC Regal with single deck English Electric 30 seat body

1931 AEC Regal-English Electric single deckers 203 (front, JN823) and 204 (back, JN824) thss203d


1931 AEC Regals 204, JN824 with English Electric body


1931 Daimler with English Electric B30D body ss203a


1931 v151-p294 1931 Veteran Southend AEC Regal 203, JN823 English Electric body


1933 EnV156-p626 1933.Double Deck Trolley Bus AEC and E. E. C.

1934. Tram Blackpool 249. Exhibit at Crich Tramway Museum.

1934. Tram Blackpool 249. Exhibit at Crich Tramway Museum.

1935 AEC 661T with English Electric H26-24R body


1935 Leyland TD4 as 115 with an English Electric H26-24R body


1935 Leyland TD4 as 117 with an English Electric H26-24R body.


1935 Leyland TD4 with an English Electric O26-24R body


1935 Leyland TD4 with English Electric body


1935 Leyland TS7 with English Electric C31F body


1935-vintage English Electric-bodied Leyland TD4


1935-vintage English Electric-bodied Leyland TD4a


1936 Leyland Tiger TS7 with English Electric B35C


1936 Leyland TS7 with an English Electric C32F body.


1936 Leyland TS7 with English Electric body


1936 Samuel Ledgard CUG841 seen here at Yeadon is a Leyland TS7 with an English Electric C32F body


1937 British Industries Fair Advert for domestic electrical goods; fuse gear and fuse fittings. Electric Cookers, fires, Water Heaters, Washing Machines, Iron, F.H.P. Motors. High Rupturing Capacity Industrial Fuse Gear. Distribution Boards, Fuse Switchgear, Overhead Busbar System. sub-station Fuse Gear. Rural Distribution Fuse Fittings. Cartridge Fuses. (Electricity: Industrial and Domestic Section – Stand No. Cb.609)

1937 AEC Regents with English Electric L27-26R body


1938 SOS SON with English Electric B38F body


1938 SOS SON f with English Electric B38F body


1938 Leyland TD6c which with an M.C.C.W. H28-24R body


1938 EnV165-p114 1937 Leyland TS8 with English Electric B35C body


1937 English Electric B35C bodied Leyland TS7


1937 AEC-English Electric double decker


1939 Thornes, Bubwith operated this ex-Northern General SE4, CPT921 with English Electric B40F body

1939 Thornes, Bubwith operated this ex-Northern General SE4, CPT921 with English Electric B40F body

1939 Acquired Samlesbury Aerodrome in Lancashire and starts construction of the Handley Page Hampden and Handley Page Halifax.

1940 Daimler COG5 - English Electric H28-26R

1940 Daimler COG5 – English Electric H28-26R1940 Daimler COG5 with English Electric H28-26R body

1940 Daimler COG5 with English Electric H28-26R body

1940 Leyland TB5 - English Electric H28-26R

1940 Leyland TB5 – English Electric H28-26R

WWII: development in the Guided Missiles Division at Luton on analog computers, based on thermionic valve technology and intended for military applications. The machine resulting from this development was code-named the Luton Analogue Computing Engine (LACE).

1942 The company took over Napier and Son, an aero-engine company, and this helped establish the company’s aircraft division. Company factories were converted to build the Handley Page Halifax heavy bomber.

1944 Producing 180 bhp engines for rail cars at the old Willans Works at Rugby.

1945 and after: EE invested heavily in aircraft design. W. E. W. Petter, the chief designer at Westland moved to English Electric to set up the new aircraft division, leading to major successes in the 1950s with the English Electric Lightning interceptor aircraft and the Canberra tactical bomber, which was still flying in 2005 in reconnaissance and other roles with many air forces, including the Royal Air Force.

1946 English Electric Co acquired the holding of Cable and Wireless in Marconi’s Wireless Telegraph Co. This reflected an intention to diversify the business from heavy electrical engineering to (what was seen as) the new field of electronics. As well as the whole of the share capital in Marconi’s Wireless Telegraph Co, this also gave EE 42% of Marconi International Marine Co and the entirety of Marconi Instruments Ltd. Established English Electric Valve Co to hold the ex-Marconi valve business.

1949 the National Physical Laboratory chose the English Electric Co as industrial partner in computer development, following its Automatic Computing Engine (ACE) project; industry was seen to be needed to improve reliability and performance of the machine. The new computer was called the Digital Electronic Universal Computing Engine (DEUCE).

1952 The Nelson Industrial Estate at Kidsgrove, Staffordshire was begun with construction of a building for electrical engineering on West Avenue which was the “main works” of English Electric

1953 Manufacturer of TV sets

1954 Production of the LACE computer was transferred to Kidsgrove but cut short by the increasing competition of digital computers.

1955 the first version of DEUCE was released, built at Kidsgrove.

1955 EE took over the Vulcan Foundry and Robert Stephenson and Hawthorns, both with substantial railway engineering pedigrees. EE also made steam turbines.

1955 Four industrial groups formed to exploit the information being made available by UKAEA on design of nuclear power “furnaces” – Industrial Atomic Energy Group involving AEI and John Thompson with electrical generating expertise from Metropolitan-Vickers and BTH; English Electric Co and Babcock and Wilcox; C. A. Parsons and Co and Head, Wrightson and Co; GEC and Simon-Carves Ltd.

1958 EE’s aviation business was set up separately, as English Electric Aviation Ltd.

1958 Establishment of a joint company with Automatic Telephone and Electric Co and Ericsson Telephones to develop and manufacture transistors in greater quantities called Associated Transistors.

1960 EE tried to take over one of the other major British electrical companies, GEC.

1960 Rights issue, to fund developments in electric power, EE’s share in the purchase of Hunting Aircraft and establishment of Associated Transistors; English Electric Valve Co‘s interests in transistors had been merged into that company also.

Early 1960s Under government pressure EE rationalised its aircraft division, which later became part of the new British Aircraft Corporation (BAC), English Electric having a 40% stake in BAC.

1961 Group with 22 subsidiaries. Employed 84,200 persons in the group

1961 English Electric Co acquired W. H. Dorman and Co.

1962 New wholly-owned subsidiary formed: English Electric Traction to bring all railway related activities under one management. These included The Vulcan Foundry, Robert Stephenson and Hawthorns and W. G. Bagnall.

1962 The Luton factory was closed; computer production was relocated to Stevenage, later to become part of ICL.

1963 New wholly-owned subsidiary formed: English Electric Diesel Engines to bring under central control all of its interests in diesel engines, including those in W. G. Bagnall and the Deltic division of D. Napier and Son .

1963 English Electric’s guided weapons division was taken over by BAC.

1963 LEO Computers was merged into a joint venture with English Electric which was named theEnglish Electric LEO Co.

1964 English Electric LEO Co became a wholly owned subsidiary of the English Electric Co. English Electric’s Marconi computer operations were merged with it, forming English Electric Leo Marconi.

1964 English Electric wash machine 1964 IMG 9474

1964 English Electric wash machine

1966 Acquired Ruston and Hornsby and Davey, Paxman and Co to become part of English Electric Diesel Engines Ltd

1966/7 Acquired J. G. Statter and Co, a small company involved in transformers and switchgear.

1967 English Electric took over transformer and switchgear company Combined Electrical Manufacturers Ltd, at the same time as AEI was also acquiring a company involved in transformers.

1967 Supplied the turbine generators for Retford power station.

1967 in the first deal arranged by the Industrial Reorganization Corporation, English Electric Co took over Elliott Automation to form the leading European group in computing and process control.

1967-1968 Failed bid for EE by Plessey Co.

1968 Details of their Mechanical Engineering Laboratory at Whetstone.

1968 Announce agreement to develop hydraulic turbo-machinery.

1968 English Electric Leo Marconi was merged with International Computers and Tabulators (ICT) and others to form International Computers Limited (ICL).

1968 English Electric Diesel Engines Ltd was renamed English Electric Diesels Ltd, which includedDavey, Paxman and Co, Dorman (Stafford), Napier, Kelvin (Glasgow), and English Electric.

1968 GEC took over English Electric Co

1968 One of the 2 new companies formed to design and build nuclear power stations was namedBalfour English Electric Nuclear

1969 Balfour English Electric Nuclear was renamed British Nuclear Design and Construction.

 Royal Air Force 1939-1945- Bomber Command C1180Royal Air Force 1939-1945- Bomber Command C1180
 Two Hampden bombers 9 April 1940

 Napier Deltic EngineNapier Deltic engine, cut away for display

 De Havilland Vampire T11 (DH-115) Point Cook Vabre

de Havilland Vampire T11


EKD EN80 (5)

 Preserved 1927 EN80 English Electric tram, the last example of a fleet of 20 once used by the Warsaw Commuter Railway

English Electric Canberra PR.9 of the RAF, 2006



English Electric Lightning F6, UK - Air Force AN1564287 Lightning arrowLightning diamondEnglish Electric Lightning formation Ysterplaat Airshow-2006-09-231930 London Post Office Railway 1930 Stock1930 London Post Office Railway Stock

1964 English Electric wash machine 1964 IMG 9474

1964 English Electric wash machine



 British Rail Class 83 E3035 on display at Doncaster Works open day on 27 July 2003.
50035 'Ark Royal' at Doncaster Works
 British Rail Class 50 50035 Ark Royal at Doncaster Works on 27 July 2003.
NZR EO class locomotive 03
Tgr za bell bay
Tasmanian Government Railways Za class locomotive at Bell Bay  in February 1978
1986 C1702 Busselton, 1986
There is so much more, but to much for this blog.
I Finish

Buses Bodybuilders, Carriage and Wagon Company Limited, CRAVENS Sheffield, UK

Myn Transport Blog

CRAVENS Buses Carriage and Wagon Company Limited, Sheffield, UK

011931 OC1 Cravens of Sheffield KarrierRoRaileratthefactoryofCravensafterthefittingofthebodywork

OC1 Cravens of Sheffield Karrier RoRailer at the factory of Cravens after the fitting of the bodywork


1932 Cravens 27-38 Ro-Railer-1932

1932 Karrier Cravens 27-38 Ro-Railer

1932 Karrier Cravens 860

1932 Karrier Cravens 860

1932 Karrier Cravens LMS Ro_Railer51932 Karrier Cravens LMS_Ro-Railer41932 Karrier Cravens new_Ro_Railer1932 Karrier Cravens new_Ro_Railer_1

1932 Karrier Cravens LMS_Ro-Railer4

1935 Cravens bodied Leylan Lion 92 Central Stn

1935 Cravens bodied Leyland Lion 92 Central Stn

Cravens Carriage and Wagon Company Limited produced high class railway coaches and carriages for orders all over the world.  The works occupied a large site on Staniforth Road, Darnall, Sheffield and employed hundreds of men (and women) from the local area.  A form of sprayed (blue) asbestos was used in the construction of the railway coaches and sadly this industry, despite its world class reputation at the time, has left a deadly legacy in the Sheffield area. 

1936 AEC 661T with Cravens H26-26R body a1936 AEC 661T with Cravens H26-26R body

1936 AEC 661T with Cravens H26-26R body

We have had the sad privilege of representing many former employees, from senior management to cleaning staff.  No one…

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BOND Brothers busbodybuilders Lancashire England UK

BOND Brothers



England UK

a small firm Lancashire firm

1953 Bond RC 41 F body on Leyland PD2 75


1953 dac85-BUT with Bond Bodywork


1953 Leyland PSU1-13 with Bond RC41F body


1954 Leyland PD2-20s with rare Bond L53R bodywork


1955 OWR265, a Leyland PD2-20 with a Bond L27-26RD body


1955 small firm Lancashire firm of Bond Brothers to build a pair of Leyland Titans in 1955


1956 Ashton XTC 854 was Guy Arab  IV with Bond H32-28R Bodywork


1956 Ashton XTC 855 was Guy Arab  IV with Bond H32-28R Bodywork NBU-508 a


1956 Ashton XTC 855 was Guy Arab  IV with Bond H32-28R Bodywork NBU-508


1956 Bond B43F body on its Leyland PSU1-14 Royal Tiger chassis


1956 BUT 9612T with Bond H33-28R bodywork


1956 BUT 9612T with Bond H61R body UK


1956 BUT9612T with Bond H61R body a


1956 BUT9612T with Bond H61R body b


Bond Brothers AEC Reliance Plaxton HGL278N

bond-brothers-aec-reliance-plaxton-hgl278n (doubt)

bond brothers AEC Reliance Plaxton PPT57D

bond-brothers-aec-reliance-plaxton-ppt57d (doubt)

Bond Brothers Bristol LH-ECW DTL547T

bond-brothers-bristol-lh-ecw-dtl547t (doubt)

(could be the bus firm Bond Bros)

Guy Arab III MK 3 Zodiac Bond Bros FT-6572_lr



AEC Bond Brothers Bodywork

Lancaster Corporation – Daimler CWG5 – FTD 70 – 70 Bond Bros


Lancaster Corporation AEC Regal III KTF581_lr_thumb






Thats all I know about Bond Brothers.

CARPENTER Body Company Indiana USA 1919-2001

Carpenter logo used on some late '80s and early '90s buses.

Carpenter Body Company

Carpenter Industries, Inc.
Industry Vehicle Manufacturing
Fate Dissolved by parent company
Founded 1919
Founders Ralph H. Carpenter
Defunct 2001
Headquarters Mitchell, Indiana (1919-1995)
Richmond, Indiana (1995-2001)
Area served North America
Products School buses
Transit buses
Step vans
Employees 700+ (1997)
Parent Spartan Motors (1998-2001)
Website http://crownbycarpenter.com/(archived version)

Carpenter Body Company, also known over the years as the Ralph H. Carpenter Body Company, Carpenter Body Works, Inc., Carpenter Manufacturing Company, Carpenter Industries, Inc., and Crown By Carpenter, was a bus body manufacturer based in Mitchell, IndianaUnited States. The majority of Carpenter bodies were used for school buses.

Founded in 1919, Carpenter produced its first bus in 1923. Carpenter’s post-World War II success would lead it to become one of the “Big Six” major manufacturers of school buses in North America. After years of declining market share, Carpenter was closed in 2001 by its parent company, Spartan Motors.




1955 Carpenter school bus

1955 Carpenter school bus with GMC chassis.

Carpenter was founded in Mitchell, Indiana in 1919 by Ralph H. Carpenter, a blacksmith by trade. He began his career building hauling wagons for two cement factories located near his southern Indiana hometown of Bloomington. As his business grew, he began to expand into building horse-drawn “kid hacks” with wooden benches to transport children to school. As horse-drawn wagons became obsolete, he adapted wagon bodies for automobile chassis. Carpenter’s first true school bus was built in 1923. The first stop arms used on these buses were in the shape of a clenched fist with the index finger painted red. A combination of steel and wood replaced all-wood construction, and in 1935, a change to all-steel construction was made.

1950s-1980: Reconstruction and Expansion

1960 Schoolbus and some tulips

 1960s Carpenter school bus with GMC chassis.

On March 12, 1956, a fire broke out inside Carpenter’s Mitchell manufacturing plant. The plant was mostly destroyed. With the help of factory workers, the factory was rebuilt and expanded in just 89 days. During the reconstruction, some workers worked without pay until later compensated.

Throughout the next twenty years, the business prospered and Carpenter became one of the “big six” major school bus body builders in the United States, competing directly against Blue Bird, Superior, Thomas, Ward, and Wayne.

1980s-1995: Bankruptcy and Dr. Beurt SerVaas

Laidlaw schoolbus

 An early 1990s Carpenter Classic conventional school bus with Ford chassis.
SchoolBus Carpenter Ledgemere Transportation
A mid-1990s Carpenter Classic conventional school bus with International 3800 chassis.

As the 1970s turned into the 1980s, a critical factor affecting school bus manufacturing was declining student populations; the baby boomer generation that had attended schools for the past 25 years were now on the verge of all completing their secondary education. Overcapacity and lowered demand in an bus manufacturing industry was coupled with the unstable economy of the time. The company unsuccessfully attempted to diversify into the small transit bus market. By mid-decade, Carpenter had entered into Chapter 11 bankruptcy. Salvation came to the company in the form of an Indianapolis-based industrialist, Dr. Beurt SerVaas, who led a refinancing and revitalization program to attempt to restore the role of Carpenter in the national school bus market. Major concessions came from the labor force and production of school buses continued.

During the 1980s, Carpenter would also make major updates to its product lineup. Carpenter’s conventional-style school bus (the Classic) underwent body revisions in 1984 and 1986. While the Cadet Type B was one of the first small school buses (introduced in 1969), it was not until mid-decade that the company developed a Type A school bus (the Clipper, later the Classmate), the last among major manufacturers. The Corsair transit-style school bus, in production since the 1960s, was retired and replaced with the Cavalier. In 1991, the Cavalier was replaced by the Counselor FE and the Coach RE; the latter marked the beginning of the relationship of Carpenter with Spartan Motors.

Early in the 1990s, the company gained an additional Type A bus as Carpenter began to distribute single rear-wheel buses manufactured by Quebec-based manufacturer Les Enterprises Michel Corbeil.

Crown Coach acquisition

Crown Supercoach II

Crown Supercoach II, a design acquired by Carpenter.
Crown by carpenter logo

In May 1991, Carpenter purchased the tooling and product rights of Crown Coach, a California-based manufacturer that had closed its doors two months prior. The original intent of the company was to restart production of the Crown Supercoach Series II under the Carpenter name, but the complexity of its unibody construction proved too expensive for mass production. Introduced in 1989, the Series II had been the most updated bus from Crown Coach in 40 years.

While Carpenter would shelve the Supercoach II as a whole, it did not go unnoticed. A number of elements were carried over for the bus that was brought to market in its place. Introduced for 1992, the Carpenter Coach RE (Rear Engine) also served as the replacement for the long-running Corsair. Far more modern than its predecessor, the Coach featured a Spartan Motors chassis. In 1994, the Coach was replaced by a rear-engined version of Counselor.

1996-1999: Crown By Carpenter

First Student 132 International

CrownInternational by Carpenter Conventional

Crown by Carpenter business logo

As part of the 1991 purchase of the Crown Coach intellectual property, Carpenter inherited the rights to the Crown brand name. While the Crown-influenced Coach RE was not a success (its production lasting from 1992 to 1993), Carpenter used the Crown brand name in the late 1990s in an attempt to re-brand itself. Starting in 1996, all Carpenter buses were sold under the brand “Crown by Carpenter”.

In 1996, Carpenter leased the former Wayne plant at Richmond, Indiana, relocating from its aged facilities in Mitchell. During this transition, Carpenter revised the body design of all of its buses. The changes included a new roof design with single-piece roof bows and revised rubrails (full-length upper rubrails). The Wayne Lifeguard would donate some of its parts to the Crown Classic, including its windshield, entry door, and driver’s switch panel.

Crown By Carpenter sold a lineup of two Type A buses (Classmate SW/DW), one Type B bus (the Cadet), one Type C bus (the Classic), and two Type D buses (FE/RE, dropping the Counselor name).

At the new location, Carpenter had the advantage of an established team. Both the leadership and workforce based at Richmond included a number of veterans of the former Wayne operations. As such, they brought considerable experience and knowledge of the plant and industry to the effort. In adapting to the equipment at the Richmond plant, a change to the techniques of welding the roof joints from the procedures used before at Mitchell would later prove vital in excluding Crown by Carpenter products from containing a crucial structural flaw. That situation was not envisioned by anyone then and would only become an issue nearly a decade in the future.

One innovation that Carpenter introduced during this period was a change to the design of its “Crown RE”, mounted on a Spartan Motors chassis. The Crown RE was the first rear-engine school bus to feature an option of a conventional rear emergency door instead of an emergency exit window typical on rear-engine school buses. To make this possible, the floor was slanted up in the last few rows in order to gain height over the engine compartment. Crown by Carpenter also produced a delivery truck loosely derived from its “Cadet” Type B school bus line.

In 1998, Carpenter was sold to Spartan Motors, a Michigan-based manufacturer of chassis for fire apparatus and high-end recreational vehicles. Starting in the early 1990s with the Coach RE, Spartan had gained entry into the school bus industry through Carpenter; a prototype built for Wayne Wheeled Vehicles never saw production. Nevertheless, major outside forces still to be faced were a supply of suitable chassis and the overcapacity of the body industry.

1999-2001: Carpenter’s name revision and final years

Carpenter bus logo from Carpenter Classic 2000 or Carpenter Chancellor

Final Carpenter logo (late 1999-2001)

After four years, Carpenter had decided to phase out the Crown name in favor of a return to just Carpenter. The company pared the product line from six buses down to two, as the company decided to focus its energy on full-size buses.

In late 1999, Carpenter unveiled a new model series to their line called Classic 2000. The Classic 2000 series, a Type C conventional, featured an overall body redesign, including an entirely new driver’s area (based even more upon the Wayne Lifeguard), as well as new rub rail mounts, a fully vertical rear body, larger rear emergency exit doors, and new roof caps. The Chancellor FE, a front-engine transit, featured all of the structural changes of the Classic 2000.

Carpenter Chancellor RE

Intended as the flagship of the new Carpenter product lineup, the 2001 Chancellor RE rear-engine Type D (transit-style) school bus was built on a Spartan Motors chassis. Its chassis featured full air-ride suspension and double frame rails for a ride similar to a motorcoach; a flat floor inside the bus was created from the double frame as well as from the fitment of smaller-diameter wheels (19″ vs. the standard 22.5″). Unlike its Crown RE predecessor, the Chancellor RE did not feature an option for a rear emergency door, opting instead for a window emergency exit traditionally seen on rear-engine school buses.

The combination of the Spartan Motors chassis with the Carpenter Chancellor body resembled (in some aspects) the massive workhorses built in California by Crown and Gillig in years past, many of which stayed in served for 25 years or longer. Only a single prototype was completed with a second bare chassis intended for display purposes. From all reports, the Chancellor was well-received, incorporating many components and features long desired by school bus operating and maintenance personnel.

In the context of the school bus industry, the Spartan Motors chassis was in reality a premium option, incorporating many of the features long sought in a school bus. However, there were several downsides to this approach which proved fatal to the effort. As one might reasonably anticipate, the extra durability came with added cost. Also, Spartan had been serving lower quantity and higher margin markets for similar products used for high-end Class A motor homes as well as fire and rescue apparatus. Although Spartan had entered the school bus market through supplying Carpenter (for nearly a decade), their production facilities were not geared up to produce a large volume under low pricing pressures, even though their products would have proved more durable in the long run. As such, Carpenter was no longer able to compete with AmTran, Blue Bird, or Thomas on price.

This was a familiar dilemma, the same one which earlier had helped seal the fate of the Crown and Gillig coaches on the West Coast, as well as the entry of competitor Blue Bird into the mass-transit market during the 1970s. It was also similar to the situation which faced HARSCO BMY (parent company of Wayne Wheeled Vehicles) operation some years earlier, where a lesser quantity of higher quality products (at a correspondingly higher price) had also been the plant’s historical output.


2000 Carpenter Classic bus

 A Carpenter “Classic 2000” conventional school bus viewed close up

Carpenter had been struggling for almost 20 years when it ended school bus production in 2001. During the economic times around the millennium, lower initial capital costs seemed to trump longevity as a selling factor. When it was time for purchasing decisions, financially pressed districts and contractors tended to select lower-cost products with shorter life cycles. Spartan Motors, by then the owner of the company, did not see a solution to the market dilemma and felt the projected continued losses would exceed the value to their business plan, voted to end its venture.

Epilogue: Structural Issues

Carpenter New Life Christian Fellowship Biddeford

A late 1980s Carpenter school bus on an International chassis, now in use as a church bus.

On March 20, 2003 in Alachua County, Florida, an 83-passenger Carpenter school bus rolled over onto its roof, causing the roof to collapse down to the seat level. At the time, no passengers were on board and the driver survived the accident. Later inspection of the vehicle revealed numerous broken and defective welds in the roof and pillar structure.

Inspections of Carpenter school buses in various parts of the country revealed cracked and broken welds in the roof structures. The problem was not confined to Florida where it was first found. It was determined that the defective welds could cause the roof to collapse in the event of a rollover. Not all Carpenter buses had the broken or cracked welds. The problem was confined to buses built at the Mitchell plant prior to its closing in late 1995.

Normally, the National Highway Traffic Safety Administration (NHTSA) would have conducted a full-scale investigation and if a defect determination were made, would have ordered the manufacturer to conduct a safety recall. However, since Carpenter was no longer in business, there was no one that NHTSA could hold accountable to develop a remedy for this problem.

However, NHTSA was concerned about this problem, and issued several advisories regarding certain Carpenter buses. NHTSA has indicated that virtually all of the production of Carpenter and Crown branded products from the Mitchell plant could potentially have the same flaw. Due to differences in construction techniques, Crown by Carpenter and Carpenter buses built at the Richmond plant from 1996 to 2001 were not included in several advisories issued. The School Bus Information Council offered additional information about Carpenter buses and the NHSTA advisory.


Carpenter produced a product lineup of both small and full-size buses. Like other school bus manufacturers, the company also produced commercial, shuttle, and transit bus derivatives of their school bus designs. The Carpenter Cadet, introduced in 1969, was one of the first Type B school buses; during the Crown by Carpenter era, a modified version of the Cadet was marketed as a delivery van.

With the exception of “Classic”, its Type C conventional and “Coach”, its Type D rear-engine transit style (influenced by Crown Coach), most Carpenter school buses derived their model names from themes in education (Classmate, Cadet, Counselor, Chancellor) while many transit-style Carpenters derived their model names from common team names (Corsair, Cavalier).

Carpenter Bus at Smithsonian Institution

1936 Carpenter Bus at Smithsonian Institution Antique Dodge Schoolbus 1936 Carpenter-Dodge Bus A 1936 Carpenter school bus, built on a Dodge chassis, on display at the National Museum of American History.

The Smithsonian Institution‘s National Museum of American History in Washington, DC has a thirty-six passenger school bus built by Carpenter Body Works in 1936 on a chassis made by Dodge in 1939. The bus carried students to the grade school in Martinsburg, Indiana from 1940 to 1946, and was owned and driven by Russell Bishop during that period. It was later used as a traveling grocery store until 1962.

The bus has a streamlined steel body painted double-deep or “Omaha” orange with black trim. It was restored by Carpenter in the early 1980s under the supervision of Ollie Eager, who was Carpenter’s plant manager in 1936, and John Foddrill, who worked in the Carpenter plant in 1936. The bus has replacement seats that do not match the originals exactly. The originals were black upholstery.

1920 Carpenters E 1920s Durham 1920 Carpenters S 1920s Durham

1920 Carpenters E Durham

1936 L UTE Carpenter 1946 R Ford Mulder 1936 1940s Carpenter Conventionals Carpenter Cadet school bus with a Ford logo in the grill. Carpenter Coach Carpenter GMC Cuba Carpenter Mack Costa Rica Carpenter -Studebaker Bus Carpenter_body_works_logo carpenter_bus_logo SchoolCarpenter

Buses BARNABY England UK

Busbodybuilder BARNABY

England United Kingdom

1935-1946 Leyland TD3, had a Leyland L27-24R body. It was rebodied with a Barnaby L27-28R body during the war

1935-1946 Leyland TD3, had a Leyland L27-24R body. It was rebodied with a Barnaby L27-28R body during the war

1936 Samuel Ledgard DUB82, a 1936 Leyland Cheetah LZ with delightfully traditional Barnaby bodywork.

1936 Samuel Ledgard DUB82, a 1936 Leyland Cheetah LZ with delightfully traditional Barnaby bodywork.

1937 Leyland TS8 with Barnaby C32F body new to Bullock & Sons in 1938 Barnaby C32F body

1937 Leyland TS8 with Barnaby C32F body new to Bullock & Sons in 1938 Barnaby C32F body

1940 Leyland TS11 with Barnaby B32F body

1940 Leyland TS11 with Barnaby B32F body

1946 Leyland PS1-1 Barnaby 34 seat body

1946 Leyland PS1-1 Barnaby 34 seat body

1946 Leyland TS8 Barnaby

1946 Leyland TS8 Barnaby

1947 AEC Regal IIIs with Barnaby body

1947 AEC Regal IIIs with Barnaby body

1947 leyland Tiger PS1 FWX779 Barnaby C35F

1947 leyland Tiger PS1 FWX779 Barnaby C35F

1947 Leyland Tiger PS1 with Barnaby B35F body

1947 Leyland Tiger PS1 with Barnaby B35F body

1947 Leyland Tiger PS-1 with Barnaby B35F body

1947 Leyland Tiger PS-1 with Barnaby B35F body

1949 Guy Arab III 6DC with a Barnaby H30-26R body

1949 Guy Arab III 6DC with a Barnaby H30-26R body

1950 Barnaby bodied Leyland PS1 AHL694

1950 Barnaby bodied Leyland PS1 AHL694

1950 Barnaby C37C bodied AEC 9822E Regal IV

1950 Barnaby C37C bodied AEC 9822E Regal IV

1950 Daimler Barnavy EVY710_lr_2

1950 Daimler Barnavy EVY710

1950 Daimler CVD6 with a coach-like Barnaby B35F body

1950 Daimler CVD6 with a coach-like Barnaby B35F body

1950 Guy Arab III JWR184 with a Barnaby H31-25R body

1950 Guy Arab III JWR184 with a Barnaby H31-25R body

1950 Leyland Comet Barnaby 33 seat bodywork

1950 Leyland Comet Barnaby 33 seat bodywork

1950 Leyland Tiger PS1 with a 35 seat Barnaby body, AHL694

1950 Leyland Tiger PS1 with a 35 seat Barnaby body, AHL694

1951 Reliance JWX261 Barnaby bodied Leyland Comet

1951 Reliance JWX261 Barnaby bodied Leyland Comet

1952 KWF761, one of the two Barnaby C37C bodied AEC 9822E Regal IVs

1952 KWF761, one of the two Barnaby C37C bodied AEC 9822E Regal IVs

1952 KWF762 was a Barnaby C37C bodied AEC 9822E Regal IV

1952 KWF762 was a Barnaby C37C bodied AEC 9822E Regal IV

1953 Leyland PD2-12 with a Barnaby H31-28R body

1953 Leyland PD2-12 with a Barnaby H31-28R body

1954 AEC Regal III 66, JVY516, a 1954 example with bodywork by Barnaby

1954 AEC Regal III 66, JVY516 example with bodywork by Barnaby

1954 AEC Regal III Barnaby B39F

1954 AEC Regal III Barnaby B39F

1954 AEC Regal III Barnaby

1954 AEC Regal III Barnaby B39F

AEC 9.6ltr+crashbox in Bronte Bus Co's Regal Mk 111-Barnaby C33F,

AEC 9.6ltr+crashbox in Bronte Bus Co’s Regal Mk 111-Barnaby C33F,

Barnaby bodied AEC Regal IV coaches

Barnaby bodied AEC Regal IV coaches

official Barnaby photo of the only Maudslay ML6 Evringham_BT4886_lr

official Barnaby photo of the only Maudslay ML6 Evringham BT4886 lr

UOO337L Bedford SB3 Barnaby (1972) M.S.S. Derby Library Bus

Bedford SB3 Barnaby (1972) M.S.S. Derby Library Bus

York Pullman EDN 92 Austin CXB - Barnaby

York Pullman EDN 92 Austin CXB – Barnaby © PM Photogrphy PO Box 157 GU15 9GJ

York Pullman EVY 732 Dennis Lancet J3 - Barnaby

york-pullman-evy-732-dennis-lancet-j3-barnaby © PM Photogrphy PO Box 157 GU15 9GJ

That’s it

SMIT Buses Joure Friesland The Netherlands 1921-1999

Smit Joure

 1964 ZWH-bus 75, Scania-Vabis-Smit JoureZWH-bus 75, Scania-Vabis/Smit Joure, uit 1964

1968 LAB-bus 17, DAF-Smit Joure

 LAB-bus 17, DAF/Smit Joure, uit 1968
Smit Orion Scania bus
Smit Orion touringcar in Oekraïne
Smit DAF Mercurius 3
 Smit Daf Mercurius

Smit Joure te Joure was een Nederlands bedrijf dat van 1921 tot 1999 carrosserieën voor autobussen en andere bedrijfswagens heeft vervaardigd. Er heeft nooit een relatie bestaan met de vroegere busbouwer Smit Appingedam.


Eerste jaren

Smit’s Rijtuig- en Wagenmakerij in Joure werd gesticht in 1917 door Jan Alexander Smit, die het failliete bedrijf van een familielid overnam. Aanvankelijk hield Smit zich vooral bezig met het vervaardigen en verkopen van houten boerenkarren en bakfietsen. In 1921 werd ook de bouw van carrosserieën voor automobielen ter hand genomen en dankzij de uitbreiding met een smederij werd het vanaf 1926 mogelijk ook opleggersen aanhangwagens te gaan bouwen. Door de handel in wagenwielen, een omvangrijke nevenactiviteit, kwam eigenaar Smit in de streek bekend te staan als “Jan Wiel”.

Het bedrijf breidde zich gestaag uit en had in 1937, toen de naam werd gewijzigd in Smit’s Wagen- en Carrosseriefabriek, een grote klantenkring inFriesland en daarbuiten opgebouwd. Tijdens de Tweede Wereldoorlog moest Smit noodgedwongen terugvallen op de handel in niet-gemotoriseerde voertuigen, zoals tot boerenwagen verbouwde vrachtwagens, maar ook werden gasgeneratoren vervaardigd.

Na de oorlog

Na de bevrijding werd begonnen met de fabricage van verhuiswagens, cabines voor vrachtwagens (op chassis van onder meer Kromhout) en ‘dental cars’ (rijdende tandartsspreekkamers). De eerste “echte” autobus bouwde Smit in 1948. Dit werd gaandeweg de belangrijkste activiteit. Daarnaast werden grote orders ontvangen van de Koninklijke Landmacht en de Koninklijke Luchtmacht, waardoor een nieuwe fabriek nodig was, die in 1951 werd geopend. Smit was nu in staat steeds grotere aantallen buscarrosserieën te bouwen, op allerlei chassismerken, maar vooralBedford en DAF.

Ook de vormgeving maakte in de jaren vijftig een snelle ontwikkeling door, waarbij karakteristieke Smit Joure-modellen ontstonden met namen alsRoyal Coach en Victoria Coach. Dankzij een grote order van een Zweedse reisorganisatie was Smit aan het eind van de jaren vijftig de grootste exporteur van touringcars in Nederland. Daarnaast zijn de Friese streekvervoerders LAB en ZWH altijd goede klanten geweest.

DAF SMIT nashultabolagen ESKILSTUNA d-800 SWEDEN DAF SMIT nashultabolagen ESKILSTUNA dom-450 SWEDEN1958 DAF SMIT nashultabolagen ESKILSTUNA dom-450 SWEDEN

De grootste doorbraak kwam in 1960 met het type Eldorado, dat tien jaar in productie is gebleven en waarvan de vormgeving, met grote gebogen panoramische zijruiten, opzien baarde. De Duitse fabrikant Gottlob Auwärter – producent van de met soortgelijke ruiten uitgeruste Neoplan bussen – beschuldigde Smit van plagiaat, maar verloor de rechtszaak. In samenwerking met diverse fabrikanten, maar vooral DAF die diverse chassistypen kon leveren, werden er meer dan 650 Eldorado’s gebouwd.

In de jaren zeventig voerde Smit een verregaande stroomlijning door in het productieproces, waarbij steeds meer bussen in serie werden gebouwd. De samenwerking met DAF werd geïntensiveerd, maar daarnaast werden ook Magirus-Deutz bussen opgebouwd. De opvolger van de Eldorado, de Comfortliner, werd op zijn beurt weer opgevolgd door de Euroliner en de met een verhoogde carrosserie uitgeruste Eurohiliner. Een geheel nieuw model had in 1983 de Smit Orion Liner, die in vele soorten en maten kon worden geleverd, met varianten als de Orion Highliner en de Mercurius.

Ook succes had Smit met de bouw van rijdende winkels, eerst op basis van Citroën HY-techniek, later o.a. de bekende SRV-wagens. Hiervoor werd een aparte fabriekshal gebouwd.


Smit had nog steeds een groot deel van de touringcarmarkt in handen, als fabrikant en ook als wereldwijd handelaar, maar om te kunnen overleven in een veranderende markt, waarbij ook steeds hogere eisen werden gesteld aan het productieproces, werd aansluiting gezocht bij DAF Bus. Dat kocht Smit Joure in 1996, waarna de leiding werd overgenomen door de VDL Groep, eigenaar van DAF Bus. Kort nadat in 1998 nog het nieuwe model Smit Stratos was geïntroduceerd, werd de productie overgebracht naar de Berkhof-vestigingen in Valkenswaard en Heerenveen. Deze laatste was de opvolger van carrosseriefabriek Hainje, die in Friesland altijd Smit’s grote concurrent was geweest. Daarmee kwam in 1999 een einde aan de activiteiten van Smit Joure.


Uit de as van Smit richtte een aantal oud-medewerkers in mei 2001 het carrosserie- en wagenbouwbedrijf FCB (Friesland Coach Builders) op. Dit voert reparatie-en onderhoudswerkzaamheden uit, aanvankelijk vooral aan Smit-bussen, maar inmiddels aan bussen van allerlei producenten. Men wilde ook nieuwe bussen bouwen, maar vanwege het beperkte budget is dat niet van de grond gekomen.


1964 DAF B1100, Dutch licence registration XB-79-76 P Kapitein Schagen

DAF B1100 Smit Eldorado uit 1964 van Kapitein te Schagen

Omdat Smit Joure tot laat in de jaren negentig nog bussen gebouwd heeft, zijn nog regelmatig producten van deze fabriek op de weg aan te treffen. Drie echte oldtimers zijn bewaard gebleven, alle drie van het model Smit Eldorado:

  • In de collectie van het Nationaal Bus Museum in Hoogezand bevindt zich de vroegere LAB-bus 17, een DAF B1300 uit 1968.
  • Touringcarbedrijf Kapitein, nu automuseum, te Schagen beschikt over een DAF B1100 uit 1964.
  • Touringcarbedrijf Bergerhof te Mierlo bewaart een DAF MB200 uit 1966.

1946 White LAB Smit Joure B-31746 1946 White LAB Smit Joure B-31746a

1946White Smit Joure

1947 B-6887 Jan Smit, Joure, gemeente Haskerland. Afgegeven 16-8-1923

1947 Daf Smit

1950 Ford V8 Frankrijk carr. Smit Joure B-3927 1954 Austin CXD, carrosserie Smit, Joure. Bouwjaar 1954 B-7164 Nederland 1954 B-7164 Austin CXD with rather flamboyant body by Smit of Joure 1956 Bus-10-Smit-Apingedam-uit-1956-1 1956 Bus-14-Smit-Joure-1 1956 DAF B1300 - Smit Appingedam-Moorman 5 1956 Daf carr.Smit Appingedam Moorman 5 1956 Daf, B1300 P468 Smit Appingedam 1958 DAF SMIT nashultabolagen ESKILSTUNA d-800 SWEDEN 1958 DAF SMIT nashultabolagen ESKILSTUNA dom-450 SWEDEN 1959 Cadillac.Fleetwood.AD5957.SmitJoure.DeVriesAssen.ext.bw 1959 DAF B1500 DL580 Smit Starreveld Zaandam TB-35-42 1959 Volvo B615-Smit Joure tourwagen met 49 zitp Schutte 1960 Ford-transit met een tweede karrosserie van Smit-Joure 1961 Volvo B615-Smit Joure met 47 zitplaatsen Schutte31 1962 Büssing White Cars Heerlensmit-70 1964 DAF B1100, Dutch licence registration XB-79-76 P Kapitein Schagen 1964 OM Tigrotto-Smit Joure nr.2, in 1972 vernummerd in 25 1964 ZWH-bus 75, Scania-Vabis-Smit Joure 1965 23 DAF Smit Joure 1965 DAF TB 160 DD 530, 6 cylinder, 83kW Smit 1965 DAF-bus DAM 154 met carrosserie van Smit Appingedam. 1966 DAF TB160DD530 met een carrosserie van Smit Appingedam gado155exdamtegroningenqy8 1966 Mignon 25 DAF Smit Joure ex Labeto 51 1967 DAF Smit Joure Ex Mignon. 27 1967 VOLVO SMIT ARKE 7 1968 LAB-bus 17, DAF-Smit Joure 1971 lindbergh 25 Fiat Smit garage waterland 1973 DAF Arke DAF+Smit 1977 DAF 1602DH605+Smit, te Doetinchem 1978 1988 SMIT Orion (RAI) (2) 1988 SMIT Orion (RAI) 1989 SMIT 'Riet ter GB-33-89' 1990 SMIT Orion Economy (6-11-120) 1996 SMIT ORION (1) RAI 1996 SMIT ORION (2) RAI 1996 SMIT ORION (3) RAI Arke-Smit-DAF (PR Smit) AUSTIN SMIT JOURE TRAVO 4 TS-72-09 Bus-14-Smit-Joure-2 DAF B1300 - Smit Appingedam-Moorman 5 DAF B1300 - Smit Appingedam-Moorman 5a DAF smit 6 AB-59-69 DAF SMIT 126-3-ret-tours DAF SMIT ARKE 2 ZN-75-44 DAF SMIT ARKE 15 UB-92-21 DAF Smit Joure esa 147 DAF Smit Joure esa 150 DAF SMIT JOURE GEBR. ZOET ELBURG BB-BD-75 DAF SMIT JOURE KOOPMANS-JUBBEGA 2 PB-70-08 DAF SMIT JOURE OORTWIJN 22 OUDE PEKELA ZB-89-71 DAF SMIT JOURE OORTWIJN 26 ALMELO DS-90-02 DAF SMIT JOURE RTM 89 AB-01-56 DAF SMIT JOURE SMIT 17 82-ZB-38 DAF SMIT JOURE TER-RIET 11 BUSSUMS BLOEI VN-39-96 DAF SMIT LABO 7 ZB-75-92 DAF SMIT NAM 6 BD-LV-55 a DAF SMIT NAM 6 BD-LV-55 DAF SMIT ONOG 76 VB-74-DK DAF SMIT VAN HEMPEN 24 BG-ZR-31 ESA 95 DAF B1527 Smit Appingedam (Ex Veenstra ) ESA 100-1. Mercedes Benz. OP 3500 Smit Appingedam gado154exdam154tegroninvv9 Lindbergh bus 25 Smit Joure Muijs 120 ex ESA 158133-2 DAF SB3000-DKSB585L Smit Joure novio 800 smit-joure-daf-sb225 VT-20-HT Scania Vabis Carros. SMIT Joure Ned

Scania Vabis CarrosSeriefabriek Smit NV Joure

smit 6 Smit DAF Mercurius 3 Smit Euroliner+DAF (1) Smit Eurolioner+DAF (2) SMIT JOURE 101 ESA149 arch JHarmsen 1DAF SB1600 DS 470 ESA SMIT Joure 102 ESA150 voor gemeentehuis Marum arch JHarmsen 2150 DAF SB1600-DS 605 ESA. SMIT JOURE SCHUTTE 4 ZWOLLE PB-10-13

Ford Smit Joure