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Ulsterbus 1967 to 1972 (by Shane Conway)

Page last updated on 7th October 2022

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Northern Ireland menu:

Belfast Corporation diesel buses   Belfast Corporation trolleybuses   H M S Catherwood Ltd.   Citybus   Great Northern Railway Lough Swilly   NIRTB 1935 - 39   NIRTB 1940 - 48  

Sureline, Lurgan 1966 - 87   UTA 1948 - 56   UTA 1957 - 61   UTA 1962 - 66   U'bus 1967 - 72   U'bus 1973 - 76   U'bus 1977 - 82   U'bus 1983 - 88   U'bus 1989 - 2012

Ulsterbus Ltd. came into existence in April 1967, as part of the restructuring of public transport services in Northern Ireland, taking over the bus and coach services previously operated by the Ulster Transport Authority. The new company inherited a mixed fleet of AEC Reliances, Leyland Titans (of both highbridge and lowbridge design), Tigers, Leopards, Royal Tigers, Olympics and Tiger Cubs, Albion Aberdonians, Bedford SB5s, VAS1s, a solitary VAL14, and three Austin 20 seaters. The oldest buses dated back to 1946, and the newest had entered service in 1966.

Ulsterbus initially settled on a policy of new single deckers, either built by Leyland, or failing that, fitted with Leyland engines. The first to arrive were thirteen Leopards (seven bodied by Potter and six by Plaxton) and 70 Bedford VAM14s, fitted with Duple Northern dual purpose bodies. These were to be the only new front engined buses placed in service until the onset of Mercedes and MCW midi buses some twenty years later. However, an ex Stockholm Scania Citybus was also tried out in service, these being made available as Sweden had just changed from right hand drive to left hand drive vehicles. No orders were placed for these vehicles though.

In 1968 twenty Bristol RELLs were placed in service on city services in Derry, the precursors of an eventual 620 strong fleet which would become synonymous with Northern Ireland's bus services up to the 1990s. Ten Bristol LH vehicles were also placed in service in 1968, and by 1969 the last lowbridge double deckers had been withdrawn. 1969 also saw the onset of the civil rights marches and what became known as the troubles. Unfortunately buses (and sometimes the employees too) were to become targets of rioters over the years, with several hundred buses being destroyed by fire over the years, some after only a short time in service.

Despite these setbacks (virtually unknown to other European bus companies) Ulsterbus did all they could to maintain services. Vehicles nearing the end of their lives were retained as a reserve fleet to cover losses, while services which were likely to have a higher risk of vehicle loss also tended to be operated by the older members of the fleet, albeit sometimes only on a temporary basis.

New Leyland Leopards were placed in service every year from 1967 onwards, mostly with Potter or Alexander bodywork for service work. A small number however were bodied by Plaxton for use on tours, the six mentioned above being joined by a further batch of six in 1971, this time with Plaxton Panorama Elite bodywork.

By 1972, the final half cab buses had been withdrawn from service, and with them, the last conductors as well. 40 new Leyland Atlanteans were in course of delivery at the time, but otherwise the double deck fleet comprised full front Leyland PD3s with U. T. A bodywork, known locally for some reason as bulk deckers. A not entirely successful attempt was made to adapt these for driver only use in the early 1970s. These Atlanteans became known as jumbos. Mainly on security grounds, the fleet renewal was to favour single deckers, it being easier to check one floor (as opposed to two) for suspicious packages. Nevertheless, the double decker fleet, although small in number, would continue to play a (decreasing) part in Ulsterbus up to the end of the century.

It was the takeover of Belfast Corporation Transport in 1973 that provided the solution to replacement of the Titans. As new Bristol RELLs were placed in service by Citybus after 1975, surviving ex B. C. T. Fleetlines and Atlanteans were transferred to Ulsterbus to oust the PD3s, and by 1979 only a handful of the latter remained, mostly as driver trainers.

1967

Note: Nos. 9201 - 9270 were renumbered 1201 - 1270 in 1968.

1968

Preserved 1969 RE 1058 seen at Drogheda Bus Station on June 20th 1987, on its way back from the 2nd Dublin Bay rally.

Preserved 1337 seen at Busaras in Dublin on an Irish Transport Trust excursion on November 2nd 1986. Sadly this bus was subsequently destroyed by fire, and the I.T.T. acquired 1591 as a replacement.

1969

1970

KEV 953J was one of a number of consecutively registered Ford R192 demonstraters, each with a different body design. This one had a Willowbrook body and was painted in Ulsterbus livery for a 17 month loan to the company. The body was similar (apart from the doors) to the 1967 batch of Bedford VAMs. Although this and another example were tried out, no new Fords were ever placed in service by Ulsterbus. Photo reproduced from an early 1970s Ford brochure.

1971

One of a batch of 40 Leyland Atlanteans bought by Ulsterbus in the early 1970s, 919 is now the only survivor of these Alexander bodied 85 seater vehicles. This bus is preserved by Charles Begley of Lisburn.

1441 seen in Great Victoria Street depot on December 7th 1985. New in September 1971, this bus was destroyed by fire after two months, and was then rebodied and returned to service in February 1973.

1972

Seen in Newtownabbey depot in February 1994 was shortened Manx (i.e. no tail) Leopard towbus 9512. Originally bus 1512, it was renumbered to avoid a clash with a newer Volvo B10M.

Newry on August 6th 1983 and 1542 is seen alongside the Ulster canal which flows through the centre of the town.

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