KENEX Coachworks Ltd England UK

Kenex Coachworks Ltd

151 Austin K8CVC - Kenex

Austin K8CVC – Kenex © PM Photogrphy PO Box 157 GH15 9GJ

The Kenex company offered two models which complied with current PSV regulations the Kenebus 12 seater and the Kenecoach for 11 passengers. The Kenebus had longitudinal seats and a bar type separator for the driver’s compartment, while the Kenecoach used transverse seating and had a panelled divider to keep the passengers from bothering the driver. Kenex also offered their own version of the ordinary 12 seater light bus without PSV certificate of fitness, this being the Kenebrake if supplied with upholstered seats, or the Yeoman if fitted with wood slat type seating. From a distance, the Kenex PSV types are distinguishable by their lifeguards, which are made up of solid panels as opposed to the slat type of Martin Walter models.

286 Austin K8CVC - Kenex

286 Austin K8CVC – Kenex © PM Photogrphy PO Box 157 GH15 9GJ

Kenex Offer 12-seat Bus

1950 Austin CXD Kenex C32F originally Fountain, Cowes, IOW on Derrington premises, London Road, Kingston on Thames

1950 Austin CXD Kenex C32F originally Fountain, Cowes, IOW on Derrington premises, London Road, Kingston on Thames

AVAILABLE on the Austin 152. Morris J2 and Thames 15-cwt. chassis, the Kenecoaeh, the latest conversion offered by Kenex Coachwork, Ltd., 54-56 Castle Street, Dover, Kent, is stated to be the only bodywork of its type complying with the requirements of the amended Conditions of Fitness Regulations.

1950 Austin K8 Mini Bus 2199cc S4 OHV a Kenex

1950 Austin K8 Mini Bus 2199cc S4 OHV Kenex

1950 Austin K8 Mini Bus 2199cc S4 OHV a Kenex

children. Specifications include tubular steel luxury seating with Latex foam upholstery, three windows on each side (the rear units having sliding sections), and embossed Kenite interior panel lining.

1950 Austin K8, with a 12-seater Kenex body
1950 Austin K8, with a 12-seater Kenex body

The seating plan provides for a seat next to the driver, two single seats on the near side and two double seats on the offside arranged laterally, and two doublefacing seats at the rear. fixed rear step. al4 The corrugated-steel floor is covered with linoleum, and a fixed step is provided at the rear. A wide range of external colour schemes is available, as well as a choice of upholstery colours.

1950 Kenex Coachworks 32 Seat Austin Coach outside their Eastmead Works, Ashford, Kent. 1950

1950 Kenex Coachworks 32 Seat Austin Coach outside their Eastmead Works, Ashford, Kent

Cost of the conversion is £348 5s. for the Austin and Morris chassis (for which hinged cab doors need to be fitted, and not the sliding type), and £340 for the Thames, making a total of £850 -in each case. Two-colour exterior finish schemes cost £5 extra.

1951 Austin CXB  Kenex FC32F Coach

1951 Austin CXB Kenex FC32F Coach

1951 Cox`s Streamline Austin Kenex


1951 Kenex C32F bodied Austin CXD


1952 austin cxd hada kenex c32f body


1953 Kenex C33F bodied Commer 23A Avenger


1955 Austin Morris Kenex Van Conversion




1957 Kenex Aristocrat Original advert

1957 Kenex Aristocrat Original advert1958 Martin Walter Austin 152 Omnivan Workobus 12 Seater Conversion brochure Aug Kenex

1958 Martin Walter Austin 152 Omnivan Workobus 12 Seater Conversion brochure Aug Kenex

1961 Austin LDO registered 923 MYC, had (I believe) started life in Somerset with Blagdon Lioness Coaches Kenex Conversion 14 seater


1962 Commer 1500 with a 12 seated Kenex body


Bedford Martin Walker Kenex a Bedford Martin Walker Kenex

Bedford Martin Walker Kenex

1964 Ford Thames 400E minibus kenex conversion


1965 Austin K8-CVC with a Kenex C15F body


Atlas Standard This is a 948 cc Standard Atlas Kenebrake 12 seater built by the Kenex company


Bedford CA Kenex Brochure 1


Cox, Maidstone NKL 904 Austin K4CWA - Kenex

cox-maidstone-nkl-904-austin-k4cwa-kenex © PM Photogrphy PO Box 157 GH15 9GJ

Ford 400 E minibus 12 seater, 6 aside 'head banger' special, drives into a Silver City Bristol freighter  Kenex 12 seater crew bus


Ford Thames Trader L30B with a Kenex-Martin Walter B21F body


K8-Kenex National Blood Transfusion Service


Kenex bodied Austin DRL357 on the Isles of Scilly


Kenex bodied Austin LD 14-seaters


Kenex conversion of a Bedford van a


Kenex conversion of a Bedford van b


Kenex conversion of a Bedford van


Kenex conversions ad


Kenex-converted Commer 12 seater


Morris J2 Kenex Conversion


Morris J2 Kenex Plaxton Conversion


PLAXTON Scarborough England UK


1907 Plaxton model T Charabanc


is a builder of bus and coach vehicle bodies based in Scarborough, England. The Plaxton of today is the successor to a business founded in Scarborough in 1907 by Frederick William Plaxton. It became a subsidiary of Alexander Dennis in 2007.



The business was founded as a joinery workshop, and expanded into building contracting. As a building contractor, Plaxtons built a number of notable buildings in Scarborough. Soon after World War I Plaxtons diversified and began to build charabanc bodies on Ford Model T chassis. Of more importance at the time was the construction of automobile bodywork. This included bodywork for Rolls-Royce, Sunbeam and Daimler, but principally for Crossley car chassis. This activity continued through the 1920s, but the depression of 1929-1933 created difficulties for manufacture of luxury automobiles. As a result, the manufacture of charabanc, and later coach bodies became more important through the late 1920s and early 1930s. Customers during this time tended to be local to the Scarborough area, Scarborough being a popular seaside resort.

1930. 37 Seater Bus-Coach Type A3


Coaches of the 1930s

By 1936 the company felt justified in construction of a large new manufacturing facility in Seamer Road, Scarborough. This allowed increased production, and Plaxtons became popular with many independent operators throughout Northern England. Many of these operators purchased their vehicles through independent dealers, rather than directly from the factory. In this regard, Plaxton’s sales were through Lancashire Motor Traders Ltd of Manchester and Arlington Motor Co Ltd of London. The company became known as F.W. Plaxton & Son by 1937, as the founder’s son, also named Frederick William joined the company at the age of 18. FW Plaxton junior was to be known as Eric to avoid confusion with his father.

Plaxton cars

Plaxtons built a number of different coach designs through the 1930s, until settling on a distinctive house style. The style typically consisted of a very rounded front profile at the windscreen area with side windows that sloped backwards at the front, were upright at the centre, and sloped forward at the back. Bodywork for the Bedford WTB chassis was particularly distinctive, sloping severally from the bottom of the front wheel arch to the roofline, leaving the “bullnose” radiator grille protruding. The rear also sloped prominently. The WTB chassis was very popular choice for operators at that time, together with the Dodge RBF and SBF. Leyland and AEC chassis were also popular for larger coaches, notably the Leyland Tiger and AEC Regal.

On the outbreak of World War II in 1939, coach production halted and the factory was turned into a munitions factory under the control of the Ministry of Aircraft Production. Many records from the early years were lost when an incendiary bomb set fire to the Seamer Rd factory in 1943 causing much damage. As the factory was under control of the Ministry of Works, production continued in the open air whilst a replacement was constructed. Some adjacent land was loaned by a market gardener who subsequently joined the board years later.

1946 Leyland Tiger Plaxton body



Production restarted at the end of 1945, and in 1951 the business was registered for the first time as a private company, Plaxtons (Scarborough) Ltd.

Two new models were exhibited at the 1950 Commercial Motor Show, with names instead of model codes for the first time. The Envoy was for traditional front-engined chassis, and featured a full-front cab with a vee-pattern windscreen, and aluminium trim across the lower part of the radiator grill extending round squared-off front corners to the wheel arches. The Crusader, which could be built on front-engined or the new underfloor-engined chassis, had a more upright front profile, with curved glass panels at the windscreen corners, and in most cases an enlarged side window with sloping pillars between this and the entrance. On front-engined chassis the Crusader employed the Envoy’s front trim. Both Envoy and Crusader were produced to the new maximum dimensions of 30 ft (9.1 m) by 8 ft (2.4 m), and many examples were originally fitted with rear wheel spats.

1948 AEC Regal lll 9621E418 Plaxton ha324z


The Envoy was short-lived, perhaps partly because of the obsolescence of most of the chassis types for which it was intended, while the Crusader was rapidly overtaken by a further new underfloor-engined model – the Venturer. The Venturer combined the front of the Crusader with more restrained and conservative styling, and proved so popular that it wasn’t long before a version was produced for front-engined chassis (mostly lightweight Bedfords and Commers) with a rather more raked frontal appearance. By the time the Mark II version appeared at the 1952 show, the Venturer was Plaxton’s standard model.

1949 Plaxton Sentinel-2


The Venturer II had a common front profile for all models, together with a standard dash panel featuring a four-part radiator grille with a central cross within an oval outline which also embraced the headlamps. A rear-end revision marked the launch of the Venturer III in 1954, and the following year a version was produced for underfloor-engined chassis with the entrance ahead of the front axle. This required a return to a more vertical front profile, and meant that there were now three variants of the Venturer – front engined, underfloor-engined with a centre entrance and underfloor-engined with a front entrance. This three-variant approach, established with the Venturer, continued throughout the life of the succeeding Consort model and into the Embassy era, although the relative importance of the three versions varied significantly over the years.

1950 Bedford OB ETL221, Plaxton 29 seater coach with 28HP petrol engine


The Consort was first shown at the 1956 Commercial Motor Show. It was a development of the Venturer, but in place of the previous oval the four-part grill was now enclosed by a near-trapezoidal outline (though actually hexagonal), wider at the top than the bottom, with the headlamps outside. Trim was revised to be much squarer in outline, featuring ribbed brightwork, and the curved rear quarter lights, first standardised on the Venturer III, were now incorporated into the main window line. However, a year later the Consort II was announced, re-introducing the oval grill outline of the Venturer – but now surrounding a plainer grill with chrome flash across the middle – while the trim lines so recently squared up were softened once again. The evident popularity of the oval- shaped grill then ensured its survival as a Plaxton hallmark for many years to come.

1952 Bussen Commer Avenger built in 1952 with Plaxton Envoy bodywork


In 1957 the founder of the company, F.W. Plaxton Senior, died, and was succeeded as Chairman by his son Frederick Jnr, though known as Eric.

In 1958 Plaxtons were approached by Sheffield United Tours (SUT) with a requirement for a new crisper design of coach body. The result was the first Panorama body. The main feature of the Panorama design was the large, fixed rectangular side windows. A vertical front from the contemporary Consort II design was used, with the door ahead of the front axle. The 1958 Panorama was entered into the British and the Nice coach rallies, winning top awards at both events. The first six Panoramas, designated “Panorama Pioneer” by SUT, were built on AEC Reliance chassis and seated 36 passengers.

1956 plaxton consort bus brochure Bedford


The production version of the Panorama, with 41 seats as standard, was introduced at the 1958 Commercial Motor Show, as an addition to the existing range, available in one form only – on underfloor-engined chassis with the entrance ahead of the front axle. In common with the new Consort III and IV, it had a new silver-effect dished oval grill with a chrome flash through the middle, and a curved windscreen with a central division. The original Panorama’s short window immediately behind the entrance door was removed and encapsulated into the first bay, and the difference in level between the waistline and the rear window was accommodated by a stylish “kick-up” at the rear. The design then received minor modifications over the next two years.

1957 AEC Reliance Plaxton Consort C41C bodied


Consort IV variants with the entrance further back, together with the smaller Consort III, were able to use a windscreen with even greater curvature, but it was the Panorama which was the trend-setter, becoming a strong influence on the development of British coach styling for years to come.

1960s and 1970s

Plaxton became a public company in January 1961.

For the 1961 coaching season the Consort IV evolved into the Embassy, the main change being that the windows now tapered inwards towards the roof rather than being vertical. At the same time a new version of the Panorama was created, using the same shell as the Embassy but with fewer window pillars.

The new Panorama boasted a completely new front, featuring a slight peak overhang above the windscreen (which was now optionally undivided), a small grill at the bottom of the front panel, and for the first time double headlights. Embassy bodies on underfloor-engined chassis shared some or all of these features, depending on the entrance position. However, because the standard offering in the underfloor-engined sector was now the Panorama, most Embassy bodies were built on lightweight front-engined chassis – particularly the Thames 570E and Bedford SB. In this form, with the entrance behind the front axle, the Embassy retained the dished oval grill and wrap-around windscreen of the Consort IV. The rear of both Panorama and Embassy comprised a two-piece curved glass window that wrapped around to meet the rearmost side pillars, and the lights were contained in a single unit with a fin-like top rather like the rear of the Ford Anglia 105E saloon.

36-foot (11 m) versions of both models were introduced, on Leyland Leopard and AEC Reliance chassis, as soon as legislation allowed, and were 8 feet 2.5 inches (2.502 m) wide. The first 36-foot coach in Britain was a Panorama delivered to SUT in 1961. However, while the extra length gave a real boost to the Panorama’s appearance – with the falling roofline making the vehicle look even longer than it actually was – the extension of the Embassy by two additional window bays was less satisfactory. So much so that when a “multi-windowed” Embassy II, in the livery of Bloomfields Coaches of London, appeared on the newly introduced Bedford VAL 36-foot chassis at the 1962 Commercial Motor Show, the reaction was so negative than no more of this type were built.

Alongside the Bloomfields VAL on the Plaxton stand was a further revised Panorama. This was an altogether much larger looking vehicle than before, with deeper windows all round, the waistline curvature radically reduced to a point where it was almost straight, a new rear window interchangeable with the windscreen, and a reduction in the number of window pillars on 36-foot versions. Because of the adverse reaction to the “multi-windowed” Embassy, from 1963 all 36-foot Plaxton coach bodies used the new Panorama shell, with windows of large size whether fixed or opening, although, as previously, the Panorama name was restricted to underfloor-engined coaches with fixed glazing and entrance ahead of the front axle. Of the non-Panoramas, by far the most popular model was the new production body on the Bedford VAL chassis, which retained the large oval grill because of the front-mounted radiator, and was simply named Val.

The Embassy name was now being used for what were effectively two separate models. For underfloor-engined chassis there was a 36-foot body using the Panorama shell (built mainly for the Wallace Arnold Group), and for 30-foot (9.1 m) and shorter front-engined chassis the original short-windowed body was updated with a pronounced reverse-rake peak over the windscreen as the Embassy II. For the 1964 season the latter was substantially redesigned as the Embassy III, catching up in several respects with the development of the Panorama, but introducing a new near-rectangular grill which signalled the beginning of the end for the familiar Plaxton oval.

02 1970 Dons_Tour_Brochure_photo_1970

1965 Plaxton Panorama on Bedford VAL chassis

The Plaxton coach range which appeared at the 1964 Commercial Motor Show had been extensively revised with assistance from the Ogle design consultancy. Waistrails were virtually straight, and rooflines distinctly shallower. On the new Panorama (later to become Panorama I), a wide chrome trim band wrapped around the front and encompassed the first window bay on either side. The trim then swept upwards to the roof line and neatly terminated on the air scoop at the roof line. The window pillar on the first bay was noticeably thicker than the others and gave the impression of size that managed to enhance the appearance of the whole vehicle. The front grill was revised and basically split in two horizontally. Twin headlights were on each side of a panel that contained ventilation louvres at the top with the lower part being the actual grill that spanned the width of the vehicle. This grill was to become standard with little change until the Supreme IV of 1978. Again a bit of a Plaxton that was instantly recognisable and a familiar sight throughout Britain. The rear featured two large 9″ circular rear lights each side arranged vertically, and the entrance door was now the forward in-swinging type.

For the first time the Panorama was offered on all chassis types, including Ford R226 and Bedford VAL, looking particularly well-suited to the latter, where the chrome trim on the first window bay harmonised with the twin steering axles below. There was even a Panorama for the Bedford SB and Ford Thames 570E, although here the thickened window pillar was absent, and the chrome trim did not extend across the front of the vehicle.

In addition to the Panoramas, a more basic series of models was offered, with windows of similar size, but with simpler trim and top sliding vent windows instead of forced air vents. Initially these were built on Bedford and Ford chassis only and named variously as Val, Vam (on the new Bedford VAM chassis) or Embassy IV. However, when the Panorama was renamed Panorama I for the 1967 season, the less expensive “bread and butter” models became available on all chassis types as the Panorama II. The Panorama I in particular sold extremely well.

03 Mobile_cinema

Plaxton Panorama cab on a Bedford SB3 chassis mobile cinema unit

The Panorama cab was used in 1967 on a government commission of seven Bedford SB3 chassis mobile cinema units. With the height of these units being nearly 13 ft (4.0 m) the roof of the cab opens up into a very unusual looking perspex dome extension, somewhat altering the usual sleek lines of Plaxton’s Panorama. One of the seven units still remains in preservation, having been restored as a vintage mobile cinema.

1957 Albion Aberdonian with Plaxton B45F body , one of two delivered to Armstrongs of Ebchester


Plaxton launched a new design – the Panorama Elite – at the 1968 Commercial Motor Show in London. This essentially set the basic design of British coaches for the next 14 years. The design was stylish, with long sleek lines and gentle curve in the vertical plane. The windows were gasket glazed and the glass gently curved in the vertical plane to suit the body curve. The rear again used the large soup plate lights of the Panorama I, and the front grill was also from the Panorama I.

1957 Plaxton Consort bodied Bedford SB YWE 388


The Panorama II was still available until 1970 with a large batch built for Midland Red

The interior of The new Panorama Elite was to the usual high standard that everyone had come to expect from a leading coachbuilder like Plaxton. It made more use of laminate than before but this was tastefully specified & well balanced. The interior skirt panels, racks and front cabinet made extensive use of this easily worked & easy to maintain material. The analogue clock in the front dome was flanked either side by small square controllable air vents. The dashboard was improved and made use of a panel of rocker switches in front of the driver with each switch designation lighting for night time operation. Previous dashboards hid the switches in places inaccessible whilst moving. Ventilation was again improved though using the same design of moulded air output & light assembly as the final version of the Panorama I. The racks were trimmed with laminate instead of using vinyl like material from the previous design.

1958 Albion Aberdonian Plaxton Consort II C41F


The first major update of the Panorama Elite was unveiled at the 1970 Commercial Motor Show at Earls Court London. The changes though relatively subtle were very relevant to a product that had so far enjoyed wide acclaim and sale.

The Panorama Elite II range built on the success of the Panorama I and Panorama Elite. The front grill was squared up although it still used the same twin headlight layout. The first bay on the near side was tidied up so the top of the window was in line with all the other side windows. Parcel racks were redesigned so the supply of fresh air and light output was more readily available. The service units were now mounted front to back instead of side to side and were much slimmer to maximize on headroom when leaving the seats. Crash padding was provided along the inner side of the racks in the form of black PVC squares filled with padding. The dashboard was again improved as was the front cabinet. The rear of the vehicle still used the soup plates from the previous range.

1961 AEC 2MU3RV Reliance with Plaxton Highway DP41F body


The Panorama Elite III was the last in the Elite series. Improvements continued to the basic Elite design; this included rear lighting, rear emergency door and subtle changes to the front grill. The rear emergency door was brought about by changes in legislation and did improve the offside appearance of the Elite, however some early MkIIIs were completed with front emergency doors. The rear lights abandoned the soup plates in favour of tall lozenge shaped lights and the name badges were re-located from between the side bright metal strips at the back to the front just behind the front door.

1961 AEC 4MU3RA Reliance with Plaxton Panorama C44F body


All three marques of the Elite range were available with bus grant specification front doors and interiors, although this option was late for Panorama Elite and only a few built. It was however a very popular option for the MkII and MkIII. To complement this destination blinds were also available in both the front grille and on the roof or front dome for front radiator chassis. This became known as “the Bristol Dome” due to the popularity of orders from the National Bus Company for coaches on Bristol RELH and REMH chassis.

1961 Bedford J4 Plaxton Consort999-PPL


The major competitor for the Panorama Elite III was the Duple Dominant launched at the 1972 Commercial Motor Show in London. The Duple was of all steel design and built at Duple’s Blackpool factory. The Dominant had many of the design cues of the Panorama Elite and that could be because the managing director at that time was an ex Plaxton employee. The Dominant sold well but never caught up with the Elite. The mere fact that at the 1972 Commercial Motor Show only one Dominant was available due to a long strike at the Blackpool factory couldn’t have helped much. The launch of the Dominant was at Lake Guarda in Italy and was Duple’s most important launch for years.

By the time the final version of the Panorama Elite III was built around 6,000 of the Elite series bodies had been produced.

1961 Ford Thames 570E, Plaxton C41F coachwork was carried by 335, 335BWB


Development of a new coach range to supersede the Panorama Elite commenced in 1974 and was to be called Panorama Supreme, however the Panorama part was dropped in favour of simple Supreme. This series of bodies was to have a long development process as both the factory and work force wasn’t equipped for all-steel production at this stage.

1961 Ford Thames Trader57OE TRJ731 Plaxton C41F


At first the Supreme was designed to replace the ageing Panorama IV that was produced on the Bedford VAS and SB chassis for up to 41 passengers. The design for that coach went back to the Embassy body developed in the early 1960s. It had been re-vamped in the early 1970s and given an upright front and rear like the Elite III. Being front engined it had a centre door and still retained the Panorama I–style square cornered flat glass windows.

1962 Bussen Commer Commando Plaxton C30F seats


The Supreme was to herald (nearly) all steel construction. Wood fillets still held the panels in place and in some areas wood was sandwiched in “U” shaped steel. It would be 1978 before true all-steel construction was achieved.

Some early MkIII Supremes were all-metal. The body number of the all-metal versions had the final letters AM standing for “all-metal”. Many of the AM bodies were exported to Holland and Denmark, a fact supported by the 1977 Supreme brochure and the 1982 centenary book Plaxtons The Great British Coachbuilders.

1962 Plaxton bodied AEC Reliance 326


There was to be six marques of Supreme (Seven including Mini Supreme). Development was protracted as the builder was careful not to compromise their market leading position. Supreme I was a 29-seat coach on a Bedford VAS chassis with a standard Plaxton in-swing door located behind the front axle. Supreme II was on the 35 seat Bristol LHS chassis powered by a Leyland 400 series engine. The door located forward of the front axle in the usual place. Supreme III was the first full size coach although there seemed to be some development confusion and the actual marque of the initial standard length coaches is not clear however most of the late P and earlier R-reg bodies seemed to be the Mk III. There were no identifying numbers added to the badging.

1963 Bedford J2SZ10 with Plaxton Embassy 20 seat


As styling development commenced it was realised that to design another coach to match the success of the Panorama Elite series was to be a challenge. Looking at the existing range of Panorama Elite III it was decided to use the Elite’s most striking feature, notably the size of the windows and the curves that departed in every direction. The front of the coach was to follow closely with Elite by utilising the same double headlights with a panel between them (although the centre panel depended on the chassis requirements). The slats again horizontal but were fewer in number and thicker. The sides of the grill were squared up and were of stainless steel and not aluminium. A chrome bumper with 5 mph (8.0 km/h) overriders at the bottom with two steps to allow access to the windscreen. Pantograph wipers with speed control were added. The dome was slatted on the early models but was not popular so was removed and simplified from Supreme IV. The side profile again had angles going in all directions although the main change to the side was that the windows curved into the cant rail almost like the Mercedes O302 bodies. The effect was to catch the light and highlighted the whole coach at roof level. The rear was like Panorama Elite with vertical lozenge shaped lights but the units themselves were slightly bigger, squared, more definite.

1963 Bedford VAL14 BMX296A with Plaxton Val C52F body


The interior had been updated with a new dashboard and a driver’s locker, non-reflective laminates and a re-designed front cabinet. The lift up roof vents and light clusters containing the speakers were almost like those of the final Panorama Elite III. Some very early Supremes had wood interior domes like Panorama Elite however this was changed from wood surrounding the clock to having ABS mouldings in black. The ceiling was of laminate that was bordered by chrome trim.

The racks though went through several important stages before the final design that would see Supreme through to the series.

1963 Plaxton Panorama Bedford VAL14


Rack design on Panorama Elite, II and III contained window demisters. Those racks were joined to the cant rail and laminate was used as trim to connect the window edge to the rack. On Supreme the first versions used the same technique but the racks were swaddled in crash protection on each side of the passenger service unit that was fitted front to back. The service unit used were the same as the Panorama Elite, two controllable vents and a reading light with a rocker switch. The cushioning had a four pointed star engraved into it at intervals. From the Mk III the racks had flatter sides that had no connection to the cant rail. The demisters were located on the edge of the rack within a laminate strip. The PVC or maybe ABS material that coated the underneath of the rack was usually black. This was the final design of rack and saw Supreme through to the end of the series. Those racks utilized flatter service units with eyeball vents and a flat lens on the reading light.


1963 bedford val-plaxton-panorama-uk

The Supreme Mk IV was introduced to the market at the International Motor Show at Birmingham in 1978. The main update was that construction was now all steel, frontal design was completely different from the past 14 years. The headlights were now rectangular and mounted above each other with side lights and indicators in the same cluster. The grill was not so prominent and various options were available as a package. So now the range consisted of Supreme IV, Supreme IV Express and Supreme IV GT. The GT option ushered in a distinctive grill design with a smart dual chrome flash, tinted windows and better sound system and soft trim to the ceiling to name a few “standard” extras.

1965 batch of Leyland Leopards with WA's specified centre-entrance Plaxton Panorama bodies


Supreme V had a completely different rear design showing the styling of the next range that was probably under development. Tall heavily featured light clusters that were tinted to look dark were fitted vertically between the boot lid. The rear window was a one piece design. The seat backs were no longer visible from outside the coach. The rear nearside had been tidied by removing the smaller windows. The improvements were also copied onto the high floor Viewmaster model with the exception of the shallow rear window.

1965 Bedford Val with Plaxton body


The Supreme was also manufactured as a semi-integral on a DAF chassis. Around 20 were built. They were rear engined and the rear panel design was different from the Supreme V as it has vents and had odd shaped moulding around the rear window. As a semi-integral the body was required to support the full weight as there were no chassis members to support the body. Opening the side lockers luggage could be piled in one side and extracted from the other as nothing was in the way so it was very cutting edge technology. It is said that 2 of these survive today. The bulk of the 20 were exported, mainly to the Netherlands, the left hand drive version had a tapered front to meet Dutch swept turning-circle requirements.

1965 Ford Thames 570E with Plaxton C41F bodywork purchased UK


Final Supreme offering was the Supreme VII and sometimes referred to as Jubilee Supreme. This model was the least successful Supreme being an option for one season alongside the Supreme V. The panoramic windows had been replaced by a higher window line that was better suited to the long distance market. Around 100 were built. The actual idea of the high window design was possibly in reaction to the Duple Dominant III that had shallow trapezoidal windows like an Austin Princess headlight of the mid-1970s.



The Supreme series like the Panorama I and Panorama Elite were simply a success from the outset winning many orders from small, national, and some international operators. It entered most fleets in large multiples. The export market was addressed with left hand drive versions, some modified for the Dutch market and at least one was built on Deutz chassis. The dynamic approach of Plaxtons relationship with their customers requirements was a huge factor in the success of the Supreme.

The Paramount era

Main article: Plaxton Paramount
04 Plaxton35004000

Plaxton Paramount 4000 and Paramount 3500

By the end of the 1970s the British coach scene was dominated by two similar vehicles – the Plaxton Supreme and the Duple Dominant. In the early 1980s coach services over 30 miles were deregulated and there was an increasing attempt by some operators to compete with the railways and airlines for express and intercity travel. As a result there was a move away from light-weight chassis by Bedford and Ford to heavier-duty chassis from Leyland and Volvo, and an emphasis on improved comfort and amenities. There was also a growing interest from operators in imports from Europe due to their stylish eye-catching designs that attracted passengers. In particular, designs from Neoplan and Van Hool received much attention.



In response, Plaxton returned to Ogle Design to create a new look for their coach products. The result was the Plaxton Paramount, which appeared at the 1982 British Motor Show. The Paramount was a squarer design than the Supreme, with cleaner lines, a flatter roof line and a distinctive “feature window” just behind the front wheelarch. The use of the “feature window” was a return to a trump card played by the Ogle-inspired Panorama/Panorama I first seen in 1964. From there the waistline sloped down to meet the deeper windscreen. Initially there were two versions, the Paramount 3200 (available in 8, 10, 11 and 12-metre lengths) and the high-floor Paramount 3500 (available in 11 and 12 metre lengths) to replace the successful Viewmaster. Around 30% of Mark I Paramounts were the 3500 high-floor option, a greater proportion than had been anticipated. The rear of both versions were similar to Supreme V and VI but all else was new.

1967 Bedford J2SZ10 with Plaxton C20F bodywork


In 1984 the design was adapted to produce the Paramount 4000 double-decker coach, initially built on Neoplan underframes. The design later appeared on chassis by Volvo, Scania and DAF.



The Paramount II launched for the 1985 season brought a tidier frontal appearance. (See the picture with the Paramount 4000) Gone was the black plastic moulding below the windscreen and the “hole” like appearance of the centre of the grille between the lights. The rectangular headlights were retained within a bright silver like surround. Other modifications included deeper parcel racks that were capable of supporting air conditioning. A tweed like material was used to cover the interior skirt and a large part of the racks.


1969 Bedford-VAL-plaxton-panorama-ii-uk

A “low driver” option was available for the 3200. This was useful for touring however the driver lost the commanding view of the road ahead. The driver sat low in the body so the passengers have a better view ahead. The windscreen from the 3500 was used on this version of the 3200, the headlights being lower to the road than usual.

1986 saw the final and most elegant version of Paramount, the MkIII. According to brochures it was even stronger than the Paramount II. The sloping front window was gone and in its place a stepped front window that formed the first bay. In the glass Plaxton’s “castle” logo was etched, the rear window contained a blind like decal at the base with a castle badge in the centre. The dashboard consisted of a moulded cabinet, ceasing the use of wood and formica of earlier versions of Plaxton coaches since the Panorama’s. In the centre of the black finished cabinet was a large castle logo. Airline-style locker doors were now available on the parcel racks to further give a sleek appearance like a 747.

1970 Bedford Val Plaxton Dons Tour Brochure photo


In 1989 Plaxton responded to a request from the privatised National Express for a further version of Paramount III to be leased to its contractors by a joint venture of Plaxton, National Westminster Bank and National Express. The Paramount Expressliner was created from the MkIII Paramount on a Volvo chassis and was tailored to NBC’s specific requirements. NBC specification included a closed back with the double N logo etched into the fibre glass rear moulding. This period of coach design seemed to introduce the windowless rear as a design feature for most coaches.

Henlys and a new beginning

The mid-1980s brought difficult times for Plaxton. A decline in orders due to the economic climate was compounded by management and production problems. The seasonal nature of coach production made recruiting difficult. In March 1987 Plaxton was taken over by Kirkby Bus & Coach, who were Plaxton’s largest dealer. Kirkby soon invested in modernising the Scarborough factory and addressed some industrial relations problems. Kirkby also marketed the Hungarian Ikarus buses in the United Kingdom.

1970 Ford R226 with Plaxton Panorama Elite C49F bodywork


In 1989 Plaxtons bought Henlys, a company that included motor dealers and Coleman Milne, makers of hearses and limousines. The name of the company was changed to Plaxton Group PLC.

1970 PLAXTONS Pennine IV op SEDDON


In July 1989 Plaxton bought the manufacturing rights for the coach products of its main domestic competitor, Duple for £4 million. This included the jigs for the Duple 300 and the Duple 425 integral. Duple Services Ltd., the spares and repair business, was also purchased. The 320 was re-worked by Plaxtons at Scarborough later in 1989 and 25 were built and sold as the Plaxton 321. Many components from the Paramount were used both internally and externally. Identifying traits being the squared up wheel arches and Paramount side mouldings. The 321 was around £6,000 cheaper than a comparable Paramount III. Further batches were considered but it is not known if they were actually built. The 321 was only available from Kirkby. The 340 with the higher floor was considered but none were built. A modified version of the 425 design was introduced in 1991 and was built by Carrosserie Lorraine, a French coachbuilder Plaxton had recently purchased from Iveco. Only 12 vehicles were manufactured, and Carrosserie Lorraine was subsequently closed in 1992.

05 Arriva Guildford&West Surrey 3091 P291 FPK

The Dennis Dart, released in 1989, had been a runaway success, so in 1991 the Plaxton Pointer midibus was announced, this was quite a utilitarian, square body. This was followed by the Plaxton Verde, which Plaxton hoped would match the success of its smaller sister, but it failed to capture the market quite as much as the Pointer, and it was clear that the bus industry wasn’t buying 12m single-deckers in as large numbers any more. Later that year new coach bodies, the Plaxton Premiere and Plaxton Excalibur, were launched.

1971 AEC 6U3ZR Reliance with Plaxton Panorama Elite C30F body


In May 1992, after a management shake-up, the company was renamed Henlys Group PLC.

Henlys pursued a strategy of diversification and expansion through the 1990s. The established bus bodybuilder Northern Counties was bought in 1995 for £10 million. The UK bus and coach manufacturing business, trading under the Plaxton brand, continued to produce a range of bus and coach bodywork. It also owned one of the largest UK coach dealers, Kirkby, and provided after-sales services to coach and bus operators.


A Plaxton Premiere.

In August 2000 a joint venture was formed with Mayflower, owners of the Dennis and Alexander brands. The joint venture, known as TransBus International, included only the United Kingdom bus manufacturing operations of both companies, including Plaxton and Northern Counties. Henlys held a 30% stake in the joint venture, which employed 3,300 employees at seven locations. The traditional brands of Alexander, Dennis and Plaxton were replaced by TransBus International. In 2004 Mayflower Group failed, and TransBus International went into receivership. An initial offer from the Plaxton management to buy the coach segment of the company was rejected by the receiver, but was later accepted when a senior TransBus manager and a consortium from Scotland composed of Brian Souter, owner of Stagecoach Group, his sister Ann Gloag, David Murray and Noble Grossart, agreed to buy the Alexander Dennis portion of the company.

Independent again

Thus the new company, Plaxton Limited, re-emerged as an independent company, employing almost 300 people at its main coach plant in Scarborough and a further 59 at its facility in Anston, which builds small buses and coaches such as the Beaver and Cheetah.



In May 2005 Plaxton announced its return to the service bus market, launching the Centro, a low-floor single-deck vehicle initially to be offered on VDL SB120 chassis, in 10.7 m length, with the first bus completed in February 2006. The Centro is now available on the VDL SB180, VDL SB200, MAN 14.220 and Volvo B7RLE chassis, with 10.2 m and 12 m lengths also offered.

1972 AEC 6U3ZR Reliances with Plaxton Panorama Elite II C49D bodies


The company also revealed the Primo, a 28 seat low-floor minibus, in September 2005. This 7.9 m long vehicle is powered by the Cummins ISBe Euro III engine, mounted transversely at the rear. The Primo frame is assembled in Hungary by Enterprise Bus, effectively a conventional chassis in most respects but one which extends up to cantrail level, before being shipped to Scarborough for completion.

Purchase by Alexander Dennis

In May 2007 Plaxton was purchased by Alexander Dennis. But as of late 2008, the Centro bodywork remained in production alongside with Alexander Dennis’s Enviro200 Dart and Enviro300.

1972 Plaxton Malta Valletta


In 2008 the new Plaxton Elite was launched at Birmingham Euro Bus Expo and by 2011 had delivered 100 Elites. Originally based on the Volvo B12B chassis, it was later developed to suit the Volvo B9R and B13R chassis.



(All coach bodies unless noted)

  • Type A
  • D Series
  • Type F (full fronted)
  • Type J (half cab)
  • K Series
  • L Series
  • M Series
  • Q2
  • Envoy
  • Venturer I, II, III
  • Crusader Mk I, Mk II
  • Consort Mk I, Mk II, Mk III, Mk IV
  • Highway – (single deck bus)
  • Panorama
  • Embassy I, II, III, IV
  • Panorama I and Panorama II
  • Panorama Elite, Elite Express
  • Panorama Elite II, Elite Express II
  • Panorama Elite III, Elite Express III
  • Panorama IV (For Bedford SB and VAS)
  • Derwent, Derwent II (single deck bus)
  • Supreme I, II, III, IV, V, VI (1st version of Supreme for *Bristol LHS & Bedford PJK was to be known as Panorama Supreme)
  • Viewmaster (Britain’s first 3.5M coach)
  • Bustler – (single deck bus)
  • Paramount 3200, 3500, 4000, Mk I, Mk II, Mk III including low driving position option



  • Elite (12.6m and 14m)
  • Panther (12.8m and 15m) – for Volvo B8R, B9R, B10M, B11R, B12M, B12B and B13R, Dennis R-Series, MAN 18.310, Irisbus EuroRider and Scania K-series
  • Leopard – for Volvo B9R and Volvo B8R


1972 Plaxton Malta Valletta EPSON scanner image 29 seat Mercedes Plaxton Cheetah 33 seat Mercedes Plaxton Cheetah 1907 Plaxton model T Charabanc 1930. 37 Seater Bus-Coach Type A3 1946 Leyland Tiger Plaxton body 1948 AEC Regal lll 9621E418 Plaxton ha324z 1949 Plaxton Sentinel-2 1950 Bedford OB ETL221, Plaxton 29 seater coach with 28HP petrol engine 1952 Bussen Commer Avenger built in 1952 with Plaxton Envoy bodywork 1956 plaxton consort bus brochure Bedford 1957 AEC Reliance Plaxton Consort C41C bodied 1957 Albion Aberdonian with Plaxton B45F body , one of two delivered to Armstrongs of Ebchester 1957 Plaxton Consort bodied Bedford SB YWE 388 1958 Albion Aberdonian Plaxton Consort II C41F 1961 AEC 2MU3RV Reliance with Plaxton Highway DP41F body 1961 AEC 4MU3RA Reliance with Plaxton Panorama C44F body 1961 Bedford J4 Plaxton Consort999-PPL 1961 Ford Thames 570E, Plaxton C41F coachwork was carried by 335, 335BWB 1961 Ford Thames Trader57OE TRJ731 Plaxton C41F 1962 Bussen Commer Commando Plaxton C30F seats 1962 Plaxton bodied AEC Reliance 326 1963 Bedford J2SZ10 with Plaxton Embassy 20 seat 1963 Bedford VAL14 BMX296A with Plaxton Val C52F body 1963 Plaxton Panorama Bedford VAL14 OLYMPUS DIGITAL CAMERA 1965 batch of Leyland Leopards with WA's specified centre-entrance Plaxton Panorama bodies 1965 Bedford Val with Plaxton body 1965 Ford Thames 570E with Plaxton C41F bodywork purchased UK 1965-bedford--panorama-bus-3 1966-bussen-commer-plaxton-venturer 1967 Bedford J2SZ10 with Plaxton C20F bodywork 1968-bedford--panorama-bus-2 OLYMPUS DIGITAL CAMERA 1970 Bedford Val Plaxton Dons Tour Brochure photo 1970 Ford R226 with Plaxton Panorama Elite C49F bodywork 1970 PLAXTONS Pennine IV op SEDDON 1971 AEC 6U3ZR Reliance with Plaxton Panorama Elite C30F body OLYMPUS DIGITAL CAMERA 1972 AEC 6U3ZR Reliances with Plaxton Panorama Elite II C49D bodies 1972 Plaxton Malta Valletta 1972 Plaxton Malta OLYMPUS DIGITAL CAMERA 1972 Plaxton Panorama Leyland Malta 1973 Plaxton Panorama Bedford Malta 1974 Plaxton Bedford Malta 1974 Plaxton Panorama Bedford Malta 1974 Plaxton Panorama Elite Malta OLYMPUS DIGITAL CAMERA 1975 Plaxton Panorama Elite Bedford Malta OLYMPUS DIGITAL CAMERA 1975 Plaxton Supreme GB OLYMPUS DIGITAL CAMERA 1976 Plaxton Bedford Malta 1976 Plaxton Derwent Malta OLYMPUS DIGITAL CAMERA 1976 Plaxton Panorama UK 1977 PLAXTONS Supreme 80 1977 PLAXTONS Supreme Series 1977 PLAXTONS Supreme 1977 PLAXTONS Viewmaster 1978 Plaxton Malta 1978 Plaxton Panorama Ford Malta 1980 Plaxton Panorama Ford Malta OLYMPUS DIGITAL CAMERA FOT1118113 1986 Plaxton Leyland UK 1989 Plaxton UK 1990 Plaxton Volvo F 1997 Plaxton Panorama  Bedford Malta 2002 Plaxton Paragon London 2005 Mercedes Vario Plaxton Beaver 2 SF05 FNW EPSON scanner image 2008 PlaxtonElite_061108_2 2009 Plaxton Panther London OLYMPUS DIGITAL CAMERA 2012 Plaxton Elite i AEC 6U3ZR Reliance with a Plaxton Panorama Elite C45F body AEC 6U3ZR Reliance with Plaxton Panorama Elite II C49D body Arriva Guildford&West Surrey 3091 P291 FPK Bedford 20 seat Plaxton Embassy SONY DSC Bedford J2 Coach Bedford SBG with Plaxton Consort Bedford Val 14 Plaxton Panorama Coach Bedford VAS Plaxton Embassy coach ETC 760B SONY DSC OLYMPUS DIGITAL CAMERA Ford R192 with Plaxton Derwent 23 seat coach body Ford R1014 Plaxton Derwent of Alder Valley Leyland Leopard Plaxton OLYMPUS DIGITAL CAMERA Mobile cinema Plaxton 3500 4000 Plaxton Beaver 1 Plaxton bodied Leyland Leopards KAU564V, RVO657L & RVO668L Barton Plaxton C45F SWJ-395F Plaxton cars Plaxton Consort C41C AEC Plaxton DBY451 Malta Plaxton Derwent 3000 1 Plaxton Elite YN10 FKM Selwyns National Express Plaxton Mercedes BeaverTreloar's Plaxton 'Panorama' bodied Bedford VAL BNW640C. Plaxton Panorama body, which preceded the Panorama Elite, had flat side windows Plaxton Panorama Elite II bodywork on a Bedford VAL chassis. Plaxton Paragon demonstrator Plaxton Paragon National Express route 561 Plaxton Pointer Plaxton Pointer-bodied Dennis Dart SLF Plaxton Premiere National Express old livery OLYMPUS DIGITAL CAMERA Plaxton President Plaxton Profile CA06GHA-1-CHESTER BE PLAXTONS Paramount 3500 Tilling Stevens Express, the body seems to be a Plaxton D2 SONY DSC UVE 593K Bedford J2 Plaxton Volvo Plaxton B7R coach Engeland


Northern Counties Motor and Engineering Company

00a 1972 GreaterManchester7214A 1972 example of the SELNEC standard body shown in later GMT livery

Northern Counties Motor and Engineering Company was a manufacturer of bus bodywork located in Wigan Lane, Wigan, in North West England.


Traditionally buses in Britain have consisted of a chassis upon which a separate body was constructed, typically by a different manufacturer. This allowed operators to specify a vehicle that suited their particular requirements. Chassis manufacturers in Britain included LeylandDaimlerAEC, and Guy (all now defunct). Having selected a chassis, an operator would also specify a particular engine and this assemblage would be transported to a bodybuilder to manufacture the bodywork. Northern Counties was a mid-size bodybuilder with a strong reputation and loyal client base. It was bought out and subsequently closed in 2005 by Alexander Dennis.


00b Cardiff_Bus_Volvo_Alisa_B55_408_NDW_408XVolvo Ailsa formerly of Cardiff Busbodied by Northern Counties

Northern Counties Motor and Engineering Company Limited was founded in Wigan in 1919 by Henry Lewis. The Lewis family remained owners of the company until it was bought out over seventy years later. As was common at the time, early products were bodywork for private automobiles. By the early 1920s the private automobile work had ceased and the manufacture of bodywork for service buses commenced. Bodywork was for both single-deck and double-deck vehicles. Very few coaches were produced.

During the Second World War, Northern Counties was authorized by the government to produce bus bodies to a utility specification, mainly using steel-framed construction.

Northern Counties established a loyal client base and reputation for quality construction in the post-war years. Notable clients included local operators SHMD Board, Manchester Corporation, and Lancashire United. Further afield, Barton Transport and Southdown Motor Services were among a number of regular customers.

In 1967 another bus body builder, Massey Brothers Ltd, located in nearby Pemberton, was acquired and became a part of the Northern Counties operations. The Massey factory was retained and used as a paint-shop and for final completion of bodywork assembled at Wigan Lane.

The Transport Act of 1968 merged the municipal corporations of ManchesterSalfordBoltonOldhamStockportRochdaleBury and Stalybridge, Hyde, Mossley and Dukinfield Joint Board (SHMD Board). The resulting conglomerate was known as the Southeast Lancashire Northeast Cheshire Passenger Transport Authority, commonly known as SELNEC. SELNEC was faced with a fleet of 2500 vehicles consisting of a wide variety of types and manufacturers, reflecting the preferences of their former municipal owners. Northern Counties worked closely with SELNEC to develop a standard bus for fleet replacement.

The Local Government Act 1972 came into effect on 1 April 1974. This reorganization added Wigan Corporation Transport to SELNEC to create the Greater Manchester Passenger Transport Executive. Greater Manchester PTE was the largest bus operator outside of London until privatization in the late 1980s. A large proportion of Northern Counties production after this time was for the Greater Manchester fleet.

00c Foden-NC

The Foden-NC delivered to Potteries Motor Traction in 1978

In 1975 the company collaborated with Foden Ltd, a well-known manufacturer of commercial vehicles, to produce a semi-integral double-deck vehicle intended to compete with chassis manufacturer Leyland. Leyland had merged with traditional rival Daimler and was experiencing production and quality problems. In the event, only seven Foden-NCs were produced, going to Greater Manchester PTEWest Midlands PTE,West Yorkshire PTEDerby City Transport and Potteries Motor Traction.

The 1980s and 1990s were challenging years for the British bus industry, with the privatization of publicly owned operators, deregulation of routes and the reduction and subsequent elimination of the Bus Grant, a Government grant that paid for a large proportion of the cost of new vehicles. As a result, the purchase of new bus vehicles fell sharply as operators contended with the brave new world of competition, and mini-buses became the vogue. This fall in orders was combined with increased competition from overseas manufacturers.

00d GNE_Palatine_II_bus

A 1998 Palatine II bodied Volvo Olympian of Go North East

Northern Counties reputation and engineering skills saw it survive these difficult times and become a major supplier once again as demand picked up in the mid-1990s. In May 1995, it was purchased for £10 million by the Henlys group, owner of Plaxton. The Northern Counties name was dropped in 1999 and vehicles were badged as Plaxton.

In 2001 Henlys became part of a joint venture with the Mayflower group, owner of bodybuilder Alexander and chassis manufacturer Dennis. The joint venture was known as TransBus, and vehicles were badged using the TransBus name.

After the failure of the Mayflower Group in 2004, TransBus was sold to a private group of investors and became Alexander Dennis. The former Northern Counties facility was closed by Alexander Dennis in January 2005.


Plaxton (Northern County) Prestige

Plaxton Prestige
Northern Counties Prestige

Plaxton Prestige-bodied DAF SB220
00f PP_INT

An Arriva North West Plaxton Prestige interior
Manufacturer Northern Counties
Body and chassis
Doors 1 or 2 doors
Floor type Low floor
Chassis DAF SB220
Volvo B10BLE
Engine DAF LT1160
Transmission ZF
Length Option
Width Option

The Plaxton Prestige is a low-floor single-deck bus body built by Plaxton at the Wigan factory of its Northern Counties subsidiary, and at its main Scarborough factory, during the latter half of the 1990s.

The Prestige was mostly built on DAF SB220 chassis, although small numbers were built on Volvo B10BLE chassis. Several of the DAF vehicles were LPG-powered; gas tanks were located on the roof. Arriva was a major purchaser of the Prestige, with a number for London and for provincial areas, all on DAF chassis. It was only a short term affair, however, being in favour of its sister, the Pointer.

In Plaxton’s body numbering system, the letter H identified the Prestige, although not all Prestiges received a Plaxton body number (early examples being numbered in the Northern Counties series).

At one stage, the Prestige was provisionally given the name Paladin LF. Northern Counties’ contemporary step-entrance single-deck body was the Paladin, and LF would have stood for low floor. However, the name Prestige (which had earlier been briefly used for an export variant of the Plaxton Excalibur) was given to the model instead.


Northern Counties Palatine

Northern Counties Palatine
01 Warrington Olympian NCME 1

Warrington Borough Transport bus with Northern Counties Palatine bodywork.

Lower Saloon of a Northern Counties Palatine Leyland Olympian
Manufacturer Northern Counties
Body and chassis
Doors 1 or 2 door
Floor type Step entrance
Engine Cummins & Gardner
Transmission Voith & ZF

The Northern Counties Palatine is a step-entrance double-decker bus body built by Northern Counties of Wigan, UK. It was built mainly onLeyland Olympian and Volvo Olympian chassis, although some were also built on DAFVolvo B10M Citybus and Scania chassis. Two variants existed, the Palatine I (known as “Palatine” before 1992) which had a flatter windscreen, and the Palatine II (launched in 1993) which had a curved windscreen resembling that of the single-decker Northern Counties Paladin.

MTL were a notable buyer, a batch of high-specification Palatine IIs entered service in 1996 on the ‘Cross River’ services through the Mersey Tunnels. Another batch of 22, branded as ‘The Millennium Fleet’ began operating on Merseyside in 1998.

It was superseded by the Plaxton President body.


Buses + more COMMER 1905-1979 Luton England

Buses COMMER 1905-1979 Luton England(Trucks + Ambulances + Hearses)

01 1962 Bussen COMMER Avenger

Bussen COMMER Avenger 1962

02 1907 Commer bus reg EC 634 1907

Commer bus reg EC 634 1909

03 1909 Widnes Commer covered top double decker 1909

1909 Widnes Commer covered top double decker

04 1910 Bussen Commer around 1910 - 1915 crosville

Bussen Commer around 1910 – 1915 Crosville

 05 1912 One of the single deck Commers No5 or 6 Widnes 1912

1912 One of the single deck Commers No5 or 6 Widnes

06 1913 Commer WP3

1913 Commer WP3 ©


1913 Oxford bus museum 8-3-09 1913 Commer Charabanc

08 1914 commer-bus


09 1937 L Chrysler CA 1934 M Commer 14 seater bus 1937 R Chrysler 1928

1937 L Chrysler CA 1934 M Commer 14 seater bus 1937 R Chrysler 1928

10 1952 Bussen Commer brochure 1

Commer 1952 brochure

 11 1963 Bussen Commer Beetles 1963

Commer Beetles 1963

12 1964 Bussen Commer built in 1964 with Harrington B12 bodywork

Commer built in 1964 with Harrington B12 bodywork

13 Bussen Commer Busje

Commer Camper Busje

14 Bussen Commer Camper

Commer Camper

15 Bussen Commer Catalogue

Commer Catalogue © slammedsixty

16 commers posing

Commers Buses posing

17 Commer-Coaster-Dormobile-Conversion


18 commer-bus-01 olympic

Commer-bus- Olympic

 19 commer-1500-2500-Motor Manuel

Commer-1500-2500-Motor Manuel

20 Bussen Commer Bus White

Commer Bus White

21 Commer FC .75 ton Van Hearse

 Commer FC .75 ton Van Hearse

21 Commer First World War ambulance

Commer First World War ambulance

22 commer horse ambulance - disc wheel type

Commer Horse Ambulance – disc wheel type

 23 1968 Commer FC Ambulance Bus 75T

1968 Commer FC Ambulance Bus 75T

24 1962-Commer-van ambulance Australia web

1962-Commer-van ambulance Australia web

25 Warrnambool's Commer Van Ambulance Australia 1962

Warrnambool’s Commer Van Ambulance Australia 1962

26 Ambulance-Sluiskil Commer

Ambulance-Sluiskil NL Commer © Ron Doppegieter

27 Commer Ambulance Bus

Commer Ambulance Bus



29 Ambulance Centre MID6 Branch Coventry Commer

Ambulance Centre MID6 Branch Coventry Commer

30 Commer 1939

Commer 1939

31 Classic Commer Ambulance at Manheim

Classic Commer Ambulance at Manheim

32 Commer Ambulance sloop

Sloop Commer Ambulance

33 Commer WKV 2

Commer WKV 2

34 584STN A 1960 Commer Superpoise ambulance from Newcastle

1960 Commer Superpoise ambulance from Newcastle © Firearch

35 1947 SARRMS Commer Commando used on SA Airways services

SARRMS Commer Commando used on SA Airways services

36 1947 Bussen Commer Commando Crew Bus RAF commando 1947

Commer Commando Crew Bus RAF commando 1947

37 1949 Bussen Commer Avenger 1 1949

Commer Avenger  1949

 38 1950 Bussen Commer Avenger 1, fitted with a Harrington C16F body 1950

Commer Avenger 1, fitted with a Harrington C16F body 1950

39 Bussen Commer - Duple

Commer – Duple

40 1948 Bussen Commer Avenger Passenger Model 32-35seat 1948

Commer Avenger Passenger Model 32-35seat 1948

41 1959 Commer BF Coach PFR727 1959

Commer BF Coach PFR727 1959

42 1957 Bussen Commer Beadle WKJ787, a 1957 ex Demonstrater Beadle coach with 41 seat body

Commer Beadle WKJ787, a 1957 ex Demonstrater Beadle coach with 41 seat body

 43 Bussen Commer carrozados por Gerónimo Gnecco a

Commer Carrozados por Gerónimo Gnecco

44 Bussen Commer carrozados por Gerónimo Gnecco b

 Commer Carrozados por Gerónimo Gnecco

45 1962 Bussen Commer Commando Plaxton C30F seats 1946 - 1962

Commer Commando Plaxton C30F seats 1946 – 1962

46 commer-ad


47 1962 Bussen Commer Avenger IV with Harrington Crusader C41F body 1962

Commer Avenger IV with Harrington Crusader C41F body 1962

48 Commer Griekenland

Commer Griekenland

48 House Watlington Commer OFC489 John Bristow

House Watlington Commer OFC489 John Bristow

49 1947 Commer-bus-03a

Commer-bus © THL/Les Pivnic

 50 1947 Commer-bus-03

Commer-bus © THL/Les Pivnic

51 Commer Walk Thru Bus

Commer Walk Thru Bus

52 Commer TS3 Don Everall Tours VJW 882

Commer TS3 Don Everall Tours VJW

54 Commer' truck-based armoured car, 1950s

Commer truck-based armoured car, 1950s

55 1952 Bussen Commer Avenger built in 1952 with Plaxton Envoy bodywork

Commer Avenger built in 1952 with Plaxton Envoy bodywork

56 1954 Bussen Commer Avenger bus, available with TS4 power in 1954

Commer Avenger bus, available with TS4 power in 1954

57 1959 Bussen Commer Avenger IV built in 1959 with Duple Vega C41F bodywork.

Commer Avenger IV built in 1959 with Duple Vega C41F bodywork

59 Commer Postbus

Commer Postbus

60 1946 Bussen Commer Commandos, built in 1946-47 with Park Royal one and a half decker 20-seat coach bodies

Commer Commandos, built in 1946-47 with Park Royal one and a half decker 20-seat coach bodies

61 Commer ACE Bus Australia

Commer ACE Bus Australia

62 1955 Bussen Commer Q4 (P6 engined)Heaver LPU691, believed to show one of only two single deckers still in City livery in 1955

Commer Q4 (P6 engined)Heaver LPU691, believed to show one of only two single deckers still in City livery in 1955

63 1957 Bussen Commer-Beadle Integral coach, TUK255, of 1957

Commer-Beadle Integral coach, TUK255, of 1957

64 1939 Bussen Commer Leyland Barbara (1939) Malta

Commer Leyland Barbara (1939) Malta

65 1946 Bussen Van Hool Commer-Chassis 1946

Van Hool Commer-Chassis 1946 NL

66 Bussen Commer Plaxton Venturer

 Commer Plaxton Venturer

67 1947 Bussen Commer Commando with Perkins P6 engine and Heaver B33F body new in February 1948, one of a batch of 7 new in 1947

 Commer Commando with Perkins P6 engine and Heaver B33F body new in February 1948, one of a batch of 7 new in 1947

68 1955 Bussen Commer Avenger TS3 with Duple Corinthian (Vega) C41F body of 1955

Commer Avenger TS3 with Duple Corinthian (Vega) C41F body of 1955

69 Commer Roadmaster Australia

Commer Roadmaster Australia

 70 Commer Superpoise

Commer Superpoise

 71 Commer bus in Cyprus

Commer bus in Cyprus

72 1955 Bussen Commer-Beadle TS3 from 1955 with Beadle bodywork.

Commer-Beadle TS3 from 1955 with Beadle bodywork

1939 Commer Bus Valetta Malta

1939 Commer Bus Valetta Malta

1946 Bussen Commer, formerly C5, KTW247, was new in 1946 Mulliner body

1946 Bussen Commer, formerly C5, KTW247, was new in 1946 Mulliner body

1949 Bussen Commer Avenger FO5727 with Plaxton C33F body of Matthews, Churchdown dating from 1949

1949 Bussen Commer Avenger FO5727 with Plaxton C33F body of Matthews, Churchdown

1950 Bussen Commer Avenger I built in 1950 with Plaxton C33F bodywork

Commer Avenger I built in 1950 with Plaxton C33F bodywork

1950 Bussen Commer Q4 with a Scottish Aviation C33F body, new to Summers of Glasgow in 1950

Commer Q4 with a Scottish Aviation C33F body, new to Summers of Glasgow in 1950

1951 Bussen Commer Avenger 1 1951

Commer Avenger 1 1951

1951 Bussen Commer Avenger I with a Saro C33F body had been new in 1951

Commer Avenger I with a Saro C33F body had been new in 1951

1951 Bussen Commer Avenger with Harrington C33F body new in 1951 to Nash of Ventnor

Commer Avenger with Harrington C33F body new in 1951 to Nash of Ventnor

1951Bussen Commer Avenger NKN 650 1951

Commer Avenger NKN 650 1951

1953 Commer Avenger 1953

Commer Avenger 1953

1960 Bussen Commer Avenger IV with Yeates C41F body, new to Moores in 1960

Commer Avenger IV with Yeates C41F body, new to Moores in 1960

1960 Bussen Commer Avenger XUF52 1960s

Commer Avenger XUF52 1960s


© Al Richardson Collection 004

Bussen Commer


Commer Coach a

Commer Coach


Commer Bus


Commer bus met zonnedak

CHW Commer Ambulance

CHW Commer Ambulance

Commer Ambu

Commer Ambu

Commer Brandweer Ambulance

Commer Brandweer Ambulance

Commer Bus of Fire Engine

Commer Bus of Fire Engine

Commer schoolbus Australië

Australian Commer Schoolbus © Petekane

COMMER Schoolbus

COMMER Schoolbus © Ian N Lynas

That’s it

Buses AEC Associated Equipment Company Ltd England UK

Bussen AEC

AEC Regal IV 9822E 1953
AEC Reliance new in 1957 Plaxton Consort C41C bodied

Nu een fantastisch en groot hoofdstuk over een enorme busfabrikant.

AEC 1927 autocar
AEC buses and coaches, advert, 1947
AEC – Den Oudsten en zn, Woerden 1956
AEC 2MU3RV Reliance with Plaxton Highway DP41F body was new in 1961
AEC  Regal 0662
AEC 4U3RA Reliances Duple Northern Dragonfly C48C body.
AEC Regal III with Mann Egerton B31F body 1948
aec matador articulated bus australië 10581
AEC 661T with an English Electric H60R body, altered to H58R about 1936, and was rebodied with an NCB H30-26R body in 1946
AEC 1921 MoTr- AEC2
AEC RT 115 pk 1945
AEC Reliance with Alexander bodywork 1959
AEC Regal MkIII AEC A217 carr Verheul GTW 340 1951
AEC Reliance with Willowbrook Viking C41F bodywork of 1958
AEC Regent V 2D3RA 6208-KWMetro Cammell H40-30F 1964
AEC-van Twist Regal Mark IV 9831 E Verheul Waddinxveen 1955

Het gaat over AEC, Associated Equipment Company Ltd.  (autobus- en vrachtwagenmerk) In Engeland een bus en vrachtwagenfabrikant, in Amerika alleen stond AEC voor Amerikaans Electric Car, een fusie tussen Argo, Broc en Borland in 1916, maar een lang leven hadden ze niet en in 1919 sloot het bedrijf haar poorten al. Pas de laatste 10 jaar word er weer uitgebreid gekeken of electrische auto’s echt iets van een vervanging kunnen betekenen, maar meer vanwege de dure olie en het feit dat dit vaak bij spanningen tot machtsmiddel gemaakt word. Ook in Nederland hebben talloze AEC bussen en vrachtwagens rondgereden. Vaak met een Nederlandse opbouw, vaak van Verheul, den Oudsten en dergelijke. Bij de foto’s zal ik voor zover mogelijk en bekend die bouwer ook noemen. De kwaliteit van sommige foto’s is niet best, maar vergeet niet dat ze soms stammen uit het begin van de vorige eeuw. Ook AEC vrachtwagens hebben hier rondgereden, maar die komen bij het hoofdstuk Trucks uitgebreid terug. Wel hebben er hier na de tweede wereldoorlog betrekkelijk veel AEC’s rondgereden. Voor de rest ga ik niet meer foto’s invoegen. Wil je meer AEC’s zien moet je even naar  https://