Yelloway Motor Services Ltd. 1912 - 1988 · Yelloway Motor Services Ltd. 1912 - 1988 4 April 1919, although in practice it was operated as a subsidiary of Holt Bros (Rochdale) Ltd

Yelloway Motor Services Ltd. 1912 - 1988

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First Published 2017 by The Local Transport History Library.

With thanks to Eric Fielding, Stuart Buckley, Douglas Neal, John Evans, John Law andJohn Milnes for illustrations.

© The Local Transport History Library 2017. (www.lthlibrary.org.uk)For personal use only. No part of this publication may be reproduced, stored in aretrieval system, transmitted or distributed in any form or by any means, electronic,mechanical or otherwise for commercial gain without the express written permissionof the publisher. In all cases this notice must remain intact. All rights reserved.

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CONTENTSYelloway Motor Services Ltd. - Fleet History 1912-1988.…….….….….……….

Yelloway Motor Services Ltd. - Coach Fleet List 1912-1988….….….….……..

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Page 17

Cover Illustration: CDK172L, was a 1973 Plaxton 49-seat bodied AEC Reliance. (LTHLcollection).

http://www.lthlibrary.org.uk


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The history of Yelloway Motor Services can be traced back to around 1908, whenRobert Holt commenced a parcels delivery service in the Rochdale area, using a ponyand cart. As the business prospered, not only were additional ponies and cartspurchased, but also steam and motor lorries. In an attempt to earn additional revenuewhen the lorries would otherwise be idle, interchangeable charabanc bodies werepurchased to enable the lorries to be converted for use on Sundays for transportingthe Rochdale public on outings. The first vehicle so treated was a Foden steam lorry,which was used with a convertible body from 1912. The following year the first purposebuilt motorbus entered service, sporting a yellow livery. This was a 28-seat Dennischarabanc, followed in 1914 by three similar vehicles. Halley and Belsize chassis wereadded as the coaching business grew. On the 24th November 1915, the company wasincorporated as Holt Bros (Rochdale) Ltd.

The onset of World War I meant that passenger operations were virtually at astandstill, although the haulage side of the business prospered. Following the end ofhostilities, a number of Dennis chassis were acquired, most of which carriedinterchangeable bodies at some time and were used as either charabanc or lorry whenrequired. At least one of these is known to have carried a double-deck body.

The company extended its operations into Manchester by opening a depot on QueensRoad, Cheetham, although moves into Oldham were hampered by the Council'sopinion that a Rochdale company was not local. As a result licences were notforthcoming, so a separate company, Holts of Oldham Ltd, was registered on 22nd


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April 1919, although in practice it was operated as a subsidiary of Holt Bros (Rochdale)Ltd. A depot was established at the Mumps, where the Oldham fleet was housed.

Situated amongst the mill towns of the North West of England, the coaching businesswas found to be particularly seasonal, dependent mainly upon the annual 'WakesWeek' holidays, which differed from town to town. Tours and excursions were limitedmainly to summer Sundays because of the demands of the mill owners, which requiredtheir staff to work a long six-day week. As a result, the Company resorted to 'pirating'tactics common amongst operators of the period. Although legitimately licensed foroperations out of Oldham, Rochdale and Manchester, the Company targeted departingpassengers from the surrounding towns by descending in force at the commencementof the local Wakes Week hoping to entice holidaymakers aboard their charabancs. Inaddition, local agencies were set up which helped to fill the coaches with pre-bookedpassengers. This sort of operation was, understandably, not popular with thelegitimate local operators, but made up a good proportion of the Company's businessin the early years.

The limitations of 'pirate' tactics were soon realised by Robert Holt, who decided toexpand into stage carriage services. In April 1921, he applied for licences to run astage carriage service from Rochdale Town Hall to Wardle, via Hollingworth Lake.Although refused by Rochdale Corporation, there is evidence that a service of sortswas run, although probably as an excursion, and it is likely that the double-deckDennis vehicle was used. Holt Bros was, by now, known locally as the 'Yellow Buses'.


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At a meeting of Saddleworth UDC in April 1923, Robert Holt applied for licences to runa stage carriage service between County End, Lees and Grains Bar connecting the UDCwith Oldham trams. Saddleworth did not see the necessity of issuing licences but gavethe service its blessing. The service had commenced by July 1923, although it was nowoperating to Waterhead instead of Grains Bar as agreed. By the end of 1923 thefollowing routes would appear to have been in operation; High Crompton to New Hey,via Shaw and Ogden; Denshaw to Mytholmroyd; Waterhead to Denshaw; New Hey toDenshaw, and Shaw to Delph, some of the mileage being in the West Riding of Yorkshire.

The following year, however, the North Western Road Car Company was grantedlicences to operate in competition with Holt Bros in Saddleworth. Problems withcontinued licensing and pressure from the local councils caused Holt Bros to cease theirservice. North Western also gained licences to run against the service through HighCrompton and this too ceased, although not until the spring of 1925, by which timeHolt Bros had withdrawn from stage carriage services altogether.

By this time, the fleet was beginning to show signs of wear and tear and with the lossof the stage carriage services more reliance was now placed on tours and excursionsfrom Rochdale. In 1926 the Company took delivery of its first 'luxury' coaches. Basedon the Reo 'Major' chassis, they were bodied by Lewis & Crabtree of Heywood. FurtherReo's arrived in 1927 and 1928, by which time the fleetname 'Yelloway Services' hadappeared for the first time.

In the autumn of 1927 premises at Weir Street, in the centre of Rochdale, wereacquired, which were used as a garage and departure station. On the 26th November


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1927 an express service between Rochdale and Manchester was introduced, incompetition with Rochdale and Manchester Corporations. At the same time licences foran express service to Blackpool were sought and a new depot and terminus on CentralDrive was opened.

On the 1st October 1928 an ambitious express service linking Blackpool with Londoncommenced, but the lightweight Reo's were considered unsuitable for the arduousschedules and a number of Tilling-Stevens chassis were purchased. In later years theLondon route was served by a network of 'feeder' coaches enabling connections withmany Lancashire towns.

A new express route to Devon was introduced on 18th May 1929 to cater for the peaksummer holiday traffic, although it had to be suspended in October for the winter, eventhough attempts were made to continue a weekly service to Torquay.

In 1930 the Transport Act came into force, regulating bus and coach operations for thefirst time. In order to be granted licences for the services each operator was runningit was necessary to provide evidence that the services were indeed run and thatpassengers were carried. It was perhaps an unfortunate time to introduce suchlegislation for an economic slump took place in the same year, steering a vast numberof operators perilously close to extinction. Holt Bros purchased the goodwill ofManchester General Travel Bookings from Stephen Wade in 1930, who subsequentlyre-commenced operations from a new address in July of the same year, although theservices he operated seemed to have ceased by August. The acquisition of the agencybrought with it premises in Mosley Street, Manchester and from thereon London and


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Blackpool bound coaches called here and also at the Peter Street premises Holt Broshad opened the previous year. When the Torquay route re-commenced it too calledhere.

Throughout 1930 every effort was made by the company to attract business, butfinancial returns continued to fall short of expectations. In order to save costs theplacement of nationwide advertising ceased and the two Manchester offices wereclosed. The creditors involved in hire purchase arrangements with the coach fleet werepressing for payment and a Receiver was appointed. Many of the vehicles werere-possessed leaving the Company with a motley assortment of vehicles. On the 28thNovember 1930, a meeting proposed that the Company should be placed intovoluntary liquidation, but the resolution was not passed and for the time being theCompany soldiered on.

By 1931 there were signs that it may be possible to purchase the Company back fromthe creditors and in March a deal was struck enabling the creditors to be paid back andthe Company re-purchased. The shares of Robert Holt and his wife were acquired bya consortium of Maurice Edwards (a director of local company Bromilow & Edwards),John Barlow, an associate of Edwards, and Herbert Allen. The new Board immediatelyset about putting the company back on its feet again. The first priority was tore-purchase as many of the vehicles as necessary that had been re-possessed, andaccordingly several of these were back in service by the summer of 1931. The newowners still faced an uncertain future as the regulations introduced under the 1930Road Traffic Act were implemented by the Traffic Commissioners.


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On the 9th April 1932, the company was officially re-named Yelloway Motor ServicesLimited, starting a new chapter in the company's history.

An interesting feature of this period was the variety of liveries employed. A Tilling-Stevens coach received a chocolate brown and burnt sienna livery; an AEC Regal wasfinished in an all-orange livery with cream relief; another AEC Regal carried a navy andlight blue livery with cream relief, as did two subsequent Leyland TS4's and the onlydelivery of the following year, a Leyland Cub. It was not until 1935 that the Companymade a return to the orange and cream livery that was to form the basic livery for theremainder of its independent life.

The next major obstacle to the company came in the Traffic Courts. The introductionof the 1930 Road Traffic Act took licensing out of the hands of local authorities andplaced them with the Traffic Commissioners, who had the task of deciding whichoperators were entitled to run which route. This led to many strange decisions, andannoyance amongst some of the more established undertakings when licences weredenied. Yelloway had been granted licences to operate their London service from theFylde Coast and from Manchester (with a connecting feeder service from Rochdale viaShaw, Oldham and Hollinwood), but licences were not approved for the section viaBlackburn, Accrington and Rossendale. Eventually, however, through the persistenceof their directors, most of the former pick-up points were licensed.

Yelloway was also granted operating licences for the service to Torquay, which weredenied the large combine operators. As a result they were approached by NorthWestern Road Car Company over a possible sale, but terms could not be agreed and


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the company remained independent. Subsequently both Red & White and Ribbleoffered to purchase the company, but once again terms could not be agreed.

In 1932, approval was given for the continued operation of the Rochdale to Manchesterexpress that had started in November 1927, although certain protective fares had tobe applied and Chadderton had to be dropped as a stopping place.

By 1937, Yelloway was providing travel facilities for passengers from West Yorkshireto destinations in the southwest, connecting services being provided by Ripponden &District through Halifax, Sowerby Bridge and Ripponden to Oldham where they joinedthe Devon bound coaches.

The onset of World War II caused the curtailment of a number of services, includingthe London express, which was suspended for the duration. Contract work wasundertaken to the A. V. Roe works in Chadderton and resulted in a number ofadditional vehicles being drafted into the fleet, including a Daimler CWG double-decker, used on the Rochdale to Manchester service, which continued to runthroughout the war. Due to extra wartime traffic, this route proved to be moreprofitable now than it had been in prewar years. The Traffic Commissionerstemporarily approved additional stopping places, including Chadderton, which hadbeen denied in the 1932 licensing.

In 1944, one of the board members, Maurice Edwards, who had helped to finance therestructuring of the new company, indicated his desire to dispose of his stake. In orderthat no additional borrowing was undertaken, which may have put the company into


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debt; it was decided to dispose of the Manchester to Rochdale service. On the 18thJune 1944, the service was sold to Manchester, Rochdale and Oldham Corporations,along with a number of vehicles.

Yelloway Motor Services now awaited the cessation of hostilities and the opportunityto concentrate on the nationwide express network it had built up.

Following the onset of peacetime, Yelloway found itself coping with the demands offamilies re-united for the first time in years and seeking the pleasures of the coastalresorts and the countryside. A postwar travel boom followed, leaving many operators,Yelloway included, ill equipped to deal with it. Yelloway was one of the consortium ofoperators that formed Trans-United Ltd, to act as a central purchaser and supplier forthe members. An offshoot of this company was Trans-United Coachcraft Ltd, whichwas to construct new coach bodies, initially for members of the consortium, but laterfor other operators, until demand fell in the 1960's and the business closed. A thirdcompany Trans-United Travel Agency Ltd was set up to deal with the administration ofthe member companies.

New vehicles were in short supply and Yelloway had to resort to re-bodying a numberof vehicles to improve their appearance. It was 1947 before new vehicles began toarrive. Eight Leyland PS1's and four Bedford OB coaches were added to the fleet, withsimilar vehicles arriving over the next few years. By 1954 AEC had become thefavoured chassis, and remained the standard for over 15 years.


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In 1947, Yelloway acquired the Creams (Lancashire) Ltd operation of Brierley Brothers,which was based in Rochdale, along with the tours and excursions licences and anexpress route to North Wales from Rochdale and Oldham. Creams remained asubsidiary of Yelloway for a number of years. The North Western Road Car Companymade another approach to the company about its possible purchase, but once againterms could not be agreed and subsequently Yelloway was accepted as a majorexpress operator in its own right. In 1955 Holts of Oldham Ltd was purchased. Thisbusiness had been set up by the original founders of Holt Bros (Rochdale) Ltd becauseof licensing difficulties in Oldham and, although at one time it had been planned tomerge the two operations this had never been done and the Oldham company hadcontinued to trade separately. Blue Bird Tours of Hollinwood was also acquired,including excursions licences from the Oldham area and a number of express services,including a Hyde to Cleveleys route, which was retained, although the Oldham toMarket Drayton service was sold to the North Western Road Car Company. During thesame year Yelloway was involved with Ribble, North Western, Standerwick andLancashire United in setting up the Fylde Coast Services Pool. These arrangementsenabled a greater utilisation of the coaches of Pool members and better facilities forpassengers.

In 1959 Yelloway acquired three more operators, taking over the businesses of theRossendale Division Carriage Company, Johnston Bros (Middleton) Ltd, and MerriwayTours Ltd. Among the licences acquired were those for a summer weekends onlyexpress service to North Wales and the operation of coaches for Burnley FC homematches from Bacup to the Turf Moor ground.


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Towards the end of the 1960's vehicle policy had standardised on the AEC Reliancechassis with Burlingham Seagull bodywork, although the acquisition of Burlingham byDuple in 1959 saw Yelloway order the Donnington-style bodywork on the next fourcoaches, but these did not find favour with the company and they switched toHarrington with the next order of coaches.

In 1961 Yelloway acquired the excursion licences of Turner Brothers (Todmorden) Ltd,and in 1964 the excursion licences of Holt & Sons, of Whitworth were acquired. Novehicles were involved in either case and both operators continued in the coachingbusiness. Kershaws Luxury Tours of Rochdale was acquired in 1967 and operated asa subsidiary until 1971, when it was merged with Yelloway. The Creams subsidiary hadbeen merged into the parent company in 1970. In 1968 the associated businesses ofMakinson (Manchester) Ltd., and North Manchester Motor Coaches Ltd., wereacquired. North Manchester held a licence for a Middleton and North Manchesterexpress service to North Wales and this was transferred to Yelloway for inclusion in theFylde Coast Pool. Both companies were operated as subsidiaries for a time but theywere finally merged into the Yelloway fleet in 1973 and 1975 respectively.

National Travel made an approach to purchase the company in 1975, but yet again thecompany remained independent. In 1976 an agreement was formulated betweenNational Travel and Yelloway whereby the latter relinquished its London express routesand in return National Travel's interests in the Fylde Coast Pool were handed over toYelloway, which became the sole operator on the routes. A number of joint operationsto Devon were also relinquished in favour of Yelloway. Other services passed from


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Yelloway to National Travel and this helped to concentrate the Yelloway operations intodistinct areas. This rationalisation helped to maintain the profitability of Yelloway in theface of falling passenger numbers due to cheap foreign holidays and the continued riseof the private motorcar.

In 1980, now that production of the AEC Reliance had ceased, Yelloway were forced tofind alternative chassis. A number of Leyland Leopard chassis were purchased over thenext two years, but experiments with demonstration vehicles continued in an effort tofind a new standard coach for the eighties. In 1982 two of the new Leyland Tigermodels were purchased.

On the 5th July 1985, following the retirement of Managing Director Mr. Hubert Allen,who had been with the company for nearly 58 years, Yelloway was sold to Carlton PSVSales Ltd, the UK agents for Neoplan. This marked the beginning of the decline andfinal demise of the company.

Following de-regulation in 1986, Yelloway registered several stage carriage services inthe Greater Manchester area and won contracts from the PTE. As a result anassortment of ageing second-hand double-deckers joined the fleet.

In 1987, ATL Holdings, the parent company of Carlton PSV Sales, purchased NationalTravel (East) and by early 1988 most of the Yelloway coach fleet had been transferredto the new acquisition along with the relevant operations. In return another motleycollection of second-hand vehicles came to Yelloway with which to operate the stagecarriage services that had been registered following de-regulation in October 1986. By


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late 1988 Yelloway Motor Services had become a run down local service operator.Eventually maintenance problems with the ageing fleet caused the Company to suffera series of prohibitions on its vehicles. Greater Manchester PTE cancelled contracts onseveral services because of poor performance. West Yorkshire PTE also cancelledcontracts for the same reason and, on the 24th November 1988 it was placed underthe control of Crosville Motor Services, which had just been purchased by ATLHoldings, along with the remaining contracts. The Weir Street depot was closed andsold for redevelopment and Yelloway Motor Services passed into transport history, avictim of de-regulation greed and mismanagement in little under three years, despitea long and illustrious history. Most of the remaining Yelloway fleet went for scrap, apartfrom four new Metroriders, which were transferred to Crosville. Sadly Crosville MotorServices was to tread the same path shortly afterwards.

The Yelloway fleetname, ‘sunburst’ logo and livery was revived some 20 years later byCourtesy Coaches, but the new company has no historical connection with the originalYelloway company, despite claims to the contrary.


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Yelloway-Trathen Express Ltd

In September 1985, Trathens of Plymouth went into liquidation, the National ExpressRapide work being bought by the then owners of Yelloway, Carlton PSV, a subsidiaryof ATL Holdings. They acquired an existing company from the administrators calledTrathens Rapide Ltd, renamed it briefly Trathens Express Ltd and then renamed it againto Yelloway-Trathen Express Ltd. The company didn't have a licence at the time butone was applied for and coaches carried Yelloway Trathen as a fleetname. In themeantime, Yelloway itself maintained the services for the first few months.The initial fleet consisted mainly of former Trathens’ Skyliners – Yelloway took tenex-Trathens coaches, including all seven Skyliners and an Astromega. These weresupplemented by a further Skyliners from Yelloway’s own fleet. Owners Carlton PSVbeing the UK Neoplan importer meant that a fleet standardised on that make wasalways going to be very likely.

At least one new Skyliner appeared every year, along with various second-handcoaches, usually more Neoplans, and including a couple of single-decks - a Citylinerand a Jetliner. The Yelloway relationship soon meant that Yelloway-Trathen Expressvehicles started running up-country too, as well as on the West Country – London runsand this would set the scene for many years. To augment the Plymouth fleet, a batchof four-year old, one-time National Travel (East) Volvos with Jonckheere bodies wastransferred in.


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When ATL Holdings got into financial difficulties themselves in 1989, the group wastaken-over by National Express and Yelloway-Trathens found itself becoming a jointventure between National Express and the Trathen brothers. National Express wasquite keen on joint venture companies at that time, having already set-up DurhamTravel Services and Dorset Travel Services. More would soon follow. Accordingly,Yelloway-Trathen Express Ltd was renamed Trathens Travel Services Ltd. The fleet atthis point numbered 17, consisting of ten Neoplan Skyliners and seven of theVolvo/Jonckheeres. The Volvos didn’t last much longer, being seen off as the fleet wasupdated with new Skyliners and some nearly new Volvos with Plaxton Paramountbodies acquired from Parks of Hamilton.

Note: Coaches owned and operated under the Plymouth-based Yelloway-TrathenExpress company are outside the scope of this fleet history and as such are not included.


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Bus Fleet List1912-1988

This listing is in the format - Reg. No; Chassis; Chassis No; Body; Seating.

1912

M2602; Foden Steam; ? ; ? ; Ch35

M2602 was a lorry (new 1910) with convertible 35-seat charabanc bodywork.Withdrawn 1916.

1913

? ; Dennis; ? ; ? ; Ch28

Withdrawn 1914 (to War Department).


M2602 was a 1910 Foden steam lorry that was fitted with this precariously balanced 35-seat coveredcharabanc body for weekend outings. (LTHL collection).


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1914

? ; Dennis; ? ; ? ; Ch28 ? ; Dennis; ? ; ? ; Ch28 ? ; Dennis; ? ; ? ; Ch33

Withdrawn 1914 (to War Department).

1915

?-? ; Halley; ? ; ? ; Ch28 ?-? ; Belsize; ? ; ? ; Ch14

There were 4 Halley chassis in total and 2 Belsize chassis.Withdrawn c.1919 (all).


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1916-1921

? ; Dennis; ? ; ? ; Ch??DK335; Dennis; ? ; ? ; Ch28DK336?; Dennis; ? ; ? ; Ch28DK990; Dennis; ? ; ? ; Ch28DK1086-1087; Dennis; 12752/10139; ? ; Ch28DK1275; Dennis; 11957; ? ; Ch28DK1303; Vulcan; 1209; ? ; Ch18DK1306; Dennis; 13606; ? ; Ch28DK1329; Karrier; ? ; ? ; Ch??DK1535; Dennis; ? ; ? ; Ch28DK2314; Karrier; ? ; ? ; Ch??DK2728; Dennis; ? ; ? ; Ch28

All these vehicles (except DK1303) were lorry chassis with convertible charabancbodies.DK335 was later converted to O??/??R.DK1086, DK1275, DK1306 re-bodied by Lewis & Crabtree to C32? at an unknowndate.Withdrawn unknown (unknown Dennis, DK335-336, DK1086, DK1275, DK1329,DK2314), 1924 (DK1287), 1929 (DK1303, DK1535), 1931 (DK990, DK1087,DK1306, DK2728).


DK335 with 28-seat charabanc body about to depart on a day trip c. 1917. It later received a double-deckbody as shown on the following page. (LTHL collection).


DK335 with double-deck bodywork, looking superficially different from the photo on the previous page. Theregistration plate is obscured so positive identification is not possible, however records suggest that this isDK335 as the chassis was the only one to receive a double-deck body. (LTHL collection).


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1923

LU9357; AEC; ? ; ? ; O??/??RLU9816; AEC; ? ; ? ; O??/??RLU9847; AEC; ? ; ? ; O??/??R

LU9357, LU9816, LU9847 ex-Midland Railway (via War Office).Withdrawn 1931 (LU9816, LU9847), 1932 (LU9357).

1926

DK1300; Reo Major; ? ; Lewis & Crabtree; C20DDK1483; Reo Major; 1989; Lewis & Crabtree; C20DDK3742; Reo Major; W2312; Lewis & Crabtree; C20D

Withdrawn unknown (DK1300), 1931 (DK1483, DK3742).

1927

DK4206-4208; Reo Major; ? ; Lewis & Crabtree; C20DDK4349; Reo Major; ? ; Santus; C20D?DK4376-4378; Reo Major; ? ; Davidson; C20D?DK4409-4410; Reo Major; W3286/65; Lewis & Crabtree; C20D

Withdrawn 1931 (DK4206-4208, DK4349, DK4376-4378, DK4409-4410).


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1928

DK4699; Reo Pullman; GB251; Lewis & Crabtree; C26?DK4948-4952; Reo Pullman; GB254/?/?/?/?; Lewis & Crabtree; C26?DK5092-5094; Reo Pullman; GB377/27/258; Lewis & Crabtree; C26?DK5106-5108; Reo Pullman; GB292/80/94; Lewis & Crabtree; C26?DK5310; Tilling-Stevens; 5859; Lewis & Crabtree; C28?

Withdrawn unknown (DK5106), 1932 (DK4948, DK4950--4951, DK5092-5093,DK5107), 1934 (DK4699), 1935 (DK4949, DK4952, DK5094), 1936 (DK5108), 1944(DK5310).

1929

DK5482; Gilford 166OT; 10631; Lewis & Crabtree; C32FDK5552; Tilling-Stevens B10A2; ? ; Warwicks; C30?DK5553; Gilford 166OT; 10731; Massey; B30?DK5773-5775; Tilling-Stevens; 6429-31; Warwicks; C32DDK5820-5822; Tilling-Stevens; ?/?/? ; Massey; C32?DK5824-5827; Gilford 166OT; ?/?/10868/?; Lewis & Crabtree; C30FDK5913-5914; Tilling-Stevens; 6508/07; Warwicks; C32?DK5931-5932; Gilford 166OT; 10928/22; Lewis & Crabtree; C30F

Withdrawn 1930 (DK5482, DK5553, DK5824-5827, DK5931-5932), 1939 (DK5774),1941 (DK5820, DK5822), 1944 (DK5552, DK5775), 1945 (DK5913-5914), 1951(DK5773), 1956 (DK5821[converted to lorry at earlier date]).


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1930

BU94; Dennis; 12818; Lewis & Crabtree; C??BU193; Dennis; 12513; Lewis & Crabtree; C??

BU94, BU193 ex-Holts of Oldham (new 1919).Withdrawn 1930 (BU94, BU193).

1931

DK7250; Vulcan Prince; VWLB63; Vulcan?; C32?DK7378-7381; Leyland TS1; 61877-80; Burlingham; C28FDK7396; AEC Regal; 662586; Burlingham; C30F

DK7378-7379 re-bodied by Burlingham to C32R in 1939.DK7396 was re-bodied as shown in 1942 (original body unknown).Withdrawn 1943 (DK7250), 1944 (DK7378-7381, DK7396).


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1932

DK7516; Tilling-Stevens; 6929; Bromilow & Edwards; FC32?DK7792; AEC Regal; 6621302; Bromilow & Edwards; C30FDK7874; AEC Regal; 6621307; Bromilow & Edwards; C30RDK7884; AEC Regal; 6621301; Bromilow & Edwards; C30FDK7943; Leyland TS4; 956; Bromilow & Edwards; C30FDK7984; Leyland TS4; 4955; Bromilow & Edwards; C32F

DK7792, DK7874, DK7884 re-bodied by Burlingham to C32F in 1939.DK7943 re-bodied by Trans-United to C30F in 1947.DK7984 re-bodied in 1942 and by Burlingham to C32F in 1947.Withdrawn 1941 (DK7516), 1947 (DK7792, DK7884), 1950 (DK7874, DK7943,DK7984).

1933

DK8586; Leyland SKP2; 1312; Bromilow & Edwards; C26F

Withdrawn 1945.


DK7984 dating from 1934 was a Leyland TS4 with Bromilow & Edwards 32-seat coachwork. It was re-bodieda further two times before withdrawal in 1950. (LTHL collection).


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1935

DK9879; Leyland TS7; 6059; Burlingham; C32RADK80; Leyland TS7; 6238; Burlingham; C32RADK161; Leyland TS7; 6240; Burlingham; C32RADK189; Leyland TS7; 6239; Burlingham; C32R

ADK161 re-bodied by Burlingham to C32F in 1939.Withdrawn 1950 (DK9879, ADK80, ADK161), 1954 (ADK189).

1936

ADK810; Bedford WTB; 110211; Duple; C25FADK873; Bedford WTB; 110277; Duple; C25FBDK184-185; Bedford WTB; ?/110616; Duple; C25F

Withdrawn 1938 (ADK810, ADK873, BDK184-185).


Bedford WTB ADK873 with Duple 25-seat coachwork was new in 1936. It did not remain in the fleet longbeing withdrawn from service in 1938. (LTHL collection).


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1937

BDK990-991; Leyland TS7; 13839-40; Burlingham; C32RBDK992; Leyland TS7; 13841; Burlingham; FC32FCDK7-8; Bedford WTB; 111099-100; Duple; C25FCDK280-281; Bedford WTB; ?/111357; Duple; C25F

BDK990-991 re-bodied by Trans-United in 1951.Withdrawn 1943 (CDK7-8, CDK280-281), 1949 (BDK992), 1954 (BDK990-991).

1938

DDK256-257; Leyland TD5; 300673-74; Leyland; H30/26RDDK441; Leyland TD5; 301444; Burlingham; H30/26R

Withdrawn 1944 (DDK256-257, DDK441).

1939

EDK23-25; Leyland LZ; 201385/447-48; Burlingham; C35?

Withdrawn 1943 (EDK23, EDK25), 1947 (EDK24).


DDK256 en route to Manchester in the summer of 1938. It was a Leyland TD5, new the same year, withLeyland 56-seat bodywork. (Eric Fielding).


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1942

EDK726; Leyland TS11; 307624; Burlingham; U32FEDK740; Leyland TS11; 307785; Burlingham; U32F

EDK725 was re-bodied by Burlingham to C32F in 1947.EDK740 was re-bodied by Trans-United to C32F in 1947.Withdrawn 1949 (EDK726), 1953 (EDK740).

1943

JD1381; AEC Regal; 0662956; Beadle; C30FGN7299; AEC Regal; ? ; ? ; C29?CK4728-4729; Leyland TS6; 2670-71; Leyland; C31R

JD1381, GN7299, CK4728-4729 came via Ministry of Supply (new 1931, ?, 1933,1933 respectively).GN7299 re-bodied by Burlingham in 1947.Withdrawn 1944 (JD1381), 1947 (CK4728-4729), 1951 (GN7299).

1944

EDK835; Daimler CWA6; 11580; Duple; H30/26R

EDK835 probably not operated in service.Withdrawn 1944.


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1945

HL6371-6372; Leyland TS6; 4363/65; Roe; B32F

HL6371-6372 ex-Evans, Leeds (new 1934).Withdrawn 1946 (HL6371-6372).

1947

FDK566-567; Leyland PS1; 461067/2110; Burlingham; C33FFDK568; Leyland PS1; 461059; Trans-United; C32FFDK569; Leyland PS1; 470205; Trans-United; C29FFDK570-573; Bedford OB; 40551/2089/8551/55480; Duple; C27FFDK908; Leyland PS1; 471885; Burlingham; C33FGDK9-11; Leyland PS1; 471886/2052/282; Burlingham; C33F

Withdrawn 1949 (FDK566-567, FDK573), 1950 (FDK570-572), 1951 (FDK569), 1954(FDK568), 1956 (FDK908), 1957 (GDK9), 1959 (GDK10-11).


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1948

GDK128; Leyland PS1; 473428; Burlingham; C33FGDK301; Leyland PS1; 481589; Trans-United; C33FGDK302-303; Leyland PS1; 481588/90; Burlingham; C33FGDK317; Bedford OB; 80933; Duple; C27FGDK564; Bedford OB; 94818; Duple; C27F

Withdrawn 1950 (GDK317, GDK564), 1958 (GDK301), 1959 (GDK128, GDK302-303).

1949

GDK726-728; AEC Regal; 662988/338/994; Trans-United; C33FGDK852; Bedford OB; 111124; Duple; C27FGDK901; AEC Regal; 9621E802; Trans-United; C33FHDK14; Leyland PS2/3; 494463; Trans-United; C33FHDK15; Bedford OB; 118082; Duple; C27F

Withdrawn 1951 (GDK852, HDK15), 1953 (GDK726-728), 1959 (GDK901, HDK14).


GDK727 was a 1949 AEC Regal with Trans-United 33-seat coachwork. (Eric Fielding).


36

1950

HDK271-273; AEC Regal; 621E920-21/1002; Trans-United; C33FHDK274-275; Leyland PS2/3; 494936/5830; Trans-United; C33FHDK337; Bedford OB; 137019; Duple; C27FHDK419-420; Leyland PS2/3; 500199/269; Trans-United; C33FHDK542; Bedford OB; 142698; Duple; C27F

Withdrawn 1952 (HDK337, HDK542), 1959 (HDK274-275), 1960 (HDK271), 1961(HDK272-273, HDK419-420).

1951

HDK801-802; Leyland PS2/7; 500444/1252; Burlingham; FC37FHDK803; AEC Regal IV; 9821E232; Trans-United; C39CHDK804-806; Leyland PSU1/15; 505537/10159/535; Trans-United; C39CJDK12; Leyland PSU1/15; 510389; Trans-United; C39C

Withdrawn 1953 (JDK12), 1961 (HDK803, HDK805-806), 1962 (HDK804).

1952

JDK320-325; AEC Regal IV; 9821E1254-55/442/44/43/41; Burlingham; C41CJDK326; Leyland PSU1/15; 520263; Burlingham; C41C

Withdrawn 1962 (JDK320-326).


HDK805 sporting one of Trans-United’s less attractive coach bodies was a 1951 Leyland PSU1/15. (EricFielding).


38

1953

KDK61-63; Leyland PSU1/15; 530484/5/617; Burlingham; C41C

Withdrawn 1961 (KDK61-63).

1954

LDK35-37; AEC Regal IV; 9821E1684-86; Burlingham; C41CLDK380-382; AEC Regal IV; 9821E1762-64; Burlingham; C41C

Withdrawn 1957 (LDK382), 1964 (LDK35), 1965 (LDK36-37, LDK380-381).

1955

MDK916-919; AEC Reliance; MU3RV012-13/385/681; Burlingham; C41F

Withdrawn 1965 (MDK916-919).

1956

ODK770-773; AEC Reliance; MU3RV941-44; Burlingham; C41F

Withdrawn 1967 (ODK770-773).

1958

SDK827-829; AEC Reliance; MU3RV2007-09; Burlingham; C41F

Withdrawn 1967 (SDK827-829).


SDK827 was a 1958 AEC Reliance with Burlingham ‘Seagull’ 41-seat coachwork, with Yelloway double sidedestination indicators that were a standard feature for a number of years. (Eric Fielding).


40

1959

MTE73; Maudslay Marathon; 38/79519; Burlingham; FC37FUDK311-314; AEC Reliance; MU3RA2426-29; Burlingham; C41F

MTE73 ex-Rossendale Division Carriage Co. (new 1951).Withdrawn 1951 (MTE73), 1964 (UDK313-314), 1965 (UDK311-312).

1960

WDK950-953; AEC Reliance; 2MU3RA2926-29; Duple; C41F

Withdrawn 1969 (WDK950-953).

1961

YDK585-590; AEC Reliance; 2MU3RA3561-66; Harrington; C37FYDK591; Ford Thames; 510E60170; Duple; C41F

Withdrawn 1962 (YDK591), 1968 (YDK587), 1970 (YDK588-590), 1971 (YDK586),1972 (YDK585).


Yelloway standardised on the AEC Reliance chassis and in 1960 purchased four of these 41-seat Duplecoach-bodied 2MU3RA examples, which were to last 9 years in the fleet. (LTHL collection).


YDK591 was a solitary 41-seat Duple bodied Ford Thames chassis, new in 1961. It lasted just 12 months inthe fleet being withdrawn from service in 1962. (Stuart Buckley).


43

1962

2803-2804DK; Bedford SB5; 89670/90364; Plaxton; C41F2921-2927DK; AEC Reliance; 4MU3RA3950-51/55/4143-46; Harrington; C45F

Withdrawn 1962 (2803DK), 1965 (2804DK), 1971 (2921-2923DK, 2925DK), 1972(2924DK, 2926-2927DK).

1963

4229-4330DK; Bedford SB5; 91354/66; Duple; C41F4638-4643DK; AEC Reliance; ZU3RA4692/91/93-96; Harrington; C45F

Withdrawn 1964 (4229-4330DK), 1972 (4638-4643DK).

1964

6475-6476DK; Bedford SB5; 93482/625; Duple; C41F6693-6694DK; Bedford VAL14; 1375/80; Plaxton; C52F7071-7076DK; AEC Reliance; 4U3RA5206-11; Harrington; C45F

Withdrawn 1965 (6475-6476DK, 6693-6694DK), 1971 (7071DK), 1974 (7072-7076DK).


4639DK was a 1963 Harrington 45-seat bodied AEC Reliance ZU3RA. (LTHL collection).


45

1965

BDK704-05C; Bedford SB5; 96360/435; Plaxton; C41FCDK408-10C; Bedford VAL14; 1649/81/90; Harrington; C49FCDK853-58C; AEC Reliance; 4U3RA5733-38; Harrington; C45F

Withdrawn 1966 (BDK704-705C, CDK408-410C), 1969 (CDK853C), 1974(CDK854C), 1975 (CDK855-858C).

1966

EDK389-91D; Bedford VAL14; 6810582/23886/9248; Plaxton; C52FEDK656-57D; Bedford VAM5; 6821628/3456; Plaxton; C45FFDK415-20D; AEC Reliance; 2U3RA6437-42; Plaxton; C45F

Withdrawn 1967 (EDK389-391D, EDK656-657D), 1971 (FDK420D), 1976 (FDK415-419D).

1967

HDK44-45E; Bedford VAL14; 6866016/24522; Plaxton; C49FHDK507-12E; AEC Reliance; 6U3ZR6855-60; Plaxton; C45F

HDK510E was C49F.Withdrawn 1968 (HDK44E), 1970 (HDK45E), 1971 (HDK511E), 1976 (HDK507-509E), 1977 (HDK510E, HDK512E).


Yelloway purchased a number of the twin-steering Bedford VAL chassis in the 1960’s. This is CDK410C withHarrington coachwork seating 49, new in 1965. (LTHL collection).


47

1968

KDK547F; Bedford VAL14; 450751; Plaxton; C49FKDK800-05F; AEC Reliance; 6U3ZR6607-12; Plaxton; C45F

KDK800F was C49F.Withdrawn 1970 (KDK547F), 1971 (KDK801F), 1978 KDK802-805F), 1979(KDK800F).

1969

MDK994G; Bedford VAM70; 465759; Plaxton; C45FNDK164-69G; AEC Reliance; 6U3ZR6754-59; Plaxton; C49F

Withdrawn 1970 (MDK994G), 1979 (NDK167-169G), 1980 (NDK164-166G).

1970

ODK993H; AEC Reliance; 6MU3ZR7360; Plaxton; C49FPDK458-63H; AEC Reliance; 6MU3ZR7304-09; Plaxton; C49F

PDK462-463H were C45F.Withdrawn 1971 (PDK462H), 1972 (PDK463H), 1979 (ODK993H), 1980 (PDK460H),1981 (PDK458H), 1982 (PDK459H, PDK461H).


PDK461H, a 1970 AEC Reliance 6MU3ZR with Plaxton 49-seat coachwork, seen here en route to Torquaywhen almost new. (LTHL collection).


49

1971

7071DK; AEC Reliance; 4U3RA5206; Harrington; C45FCDK853C; AEC Reliance; 4U3RA5733; Harrington; C45FTDK684-90J; AEC Reliance; 6U3ZR7766-71/697; Plaxton; C49F

7071DK, CDK853C ex-Kershaws, Rochdale (new 1964, 1965 respectively;transferred from Yelloway fleet in 1971, 1969 respectively).Withdrawn 1974 (7071DK), 1975 (CDK853C), 1980 (TDK688J, TDK690J), 1982(TDK684J, TDK687J, TDK689J).

1972

WDK645-50K; AEC Reliance; 6U3ZR7965-70; Plaxton; C49F

WDK649-650 were C45F.Withdrawn 1984 (WDK645-650K).

1973

CDK171-76L; AEC Reliance; 6U3ZR23652/54/714/18/800/43; Plaxton; C49F

CDK171L was C45F.Withdrawn 1986 (CDK171-176L).


1971 AEC Reliance 6U3ZR TDK688J with Plaxton 49-seat coachwork. (Douglas Neal).


51

1974

RDK428M; AEC Reliance; 6U3ZR22777; Plaxton; C53F

Withdrawn 1986 (RDK428M).

1975

FDK420D; AEC Reliance; 2U3RA6442; Plaxton; C45FHDK511E; AEC Reliance; 6U3ZR6859; Plaxton; C49FHVU243-48N; AEC Reliance; 6U3ZR29872/791/801/30011/447/501; Plaxton; C49FKDK801F; AEC Reliance; 6U3ZR6608; Plaxton; C45FPDK462-63H; AEC Reliance; 6U3ZR7308-09; Plaxton; C45F

HVU243 was C53F.HVU248N was C45F.FDK420D, HDK511E, KDK801F, PDK462-463H ex-North Manchester, Rochdale (new1966, 1967, 1968, 1970, 1970 respectively; transferred from Yelloway in 1971,1971, 1971, 1971, 1972 respectively).Withdrawn 1976 (FDK420D), 1977 (HDK511E), 1978 (KDK801F, PDK463H), 1979(PDK462H), by 1987 (HVU243-248N).


52

1976

NNC850P; AEC Reliance; 6U3ZR33456; Duple; C45FNNC851-54P; AEC Reliance; 6U3ZR33462/66/69/79; Plaxton; C49FNNC855P; AEC Reliance; 6U3ZR33482; Duple; C49F

Withdrawn by 1987 (NNC850-855P).

1977

SBU301-06R; AEC Reliance; 6U3ZR34347/93/405/12/46/504; Plaxton; C49F

SBU301R was C45F.Withdrawn by 1987 (SBU303R, SBU305R), 1988 (SBU301-302R, SBU304R,SBU306R).

1978

XNE185-90S; AEC Reliance; 6U3ZR36432/38/45/513/18/22; Plaxton; C49F

Withdrawn by 1987 (XNE185-186S, XNE188S), 1988 (XNE187S, XNE189-190S).


XNE189S, was another AEC Reliance 6U3ZR new in 1978 it carried Plaxton 49-seat coachwork. It waswithdrawn from service in 1988. (LTHL collection).


54

1979

WDK561-65T; AEC Reliance; 6U3ZR38210/12/20/24/39; Plaxton; C49F

Withdrawn by 1987 (WDK561-562T, WDK565T), 1988 (WDK563-564T).

1980

CTD131-34V; Leyland PSU5D/5R; 8030208/304/05/47; Plaxton; C49F

CTD131V was PSU3F/5R.Withdrawn 1988 (CTD131-134V).

1981

FCB660W; Leyland PSU3F/5R; 8030663; Plaxton; C49FMRJ100-02W; Leyland PSU5D/5R; 8030612/729/848; Plaxton; C49F

MRJ101W was PSU3F/5R.Withdrawn by 1987 (MRJ100W, MRJ102W), 1988 (FCB660W, MRK101W).


MRJ102W was a 1981 Leyland PSU5D/5R with Plaxton 49-seat coachwork. It was withdrawn in 1987. (JohnEvans).


56

1982

SND710-11X; Leyland TRCT11/3R; 8103196-97; Plaxton; C53F

Withdrawn 1985 (SND710-711X).

1983

FWH37-38Y; Leyland TRCTL11/3R; 8200748/1105; Plaxton; C49FFWH39-41Y; Leyland TRCTL11/3R; 8200843/1003/588; Plaxton; C49FA578-80KVU; Leyland TRCTL11/3R; 8201720/8300289/314; Plaxton; C53FA67-68GBN; Leyland TRCTL11/3R; 8301542/44; Plaxton; C53F

Withdrawn 1985 (FWH37038Y, FWH39-41Y, A578-580KVU, A67-68GBN).


A580KVU was one of a number of Leyland Leopard TRCTL11/3R with Plaxton 53-seat coachwork purchasedin 1983. (John Law).


58

In July 1985, Carlton PSV Sales, a subsidiary of ATL Holdings, acquiredYelloway MS. Subsequently vehicle interchanges between subsidiaries of ATLHoldings became complex and only the vehicles so far confirmed as being inthe ownership of Yelloway Motor Services are included below, as a result thislist may not be complete.Vehicles on loan to Yelloway are not recorded.

1985

SPY372-73X; Leyland PSU5C/4R; 8030056/60; Plaxton; C49FTTWG561Y; Auwaerter N116; 838843; Auwaerter; C53FLES295X; Auwaerter N122/3; 828596; Auwaerter; CH53/18CTLES667X; Auwaerter N122/3; 817639; Auwaerter; CH52/18CTB668DVL; Auwaerter N122/3; 8510728; Auwaerter; CH57/20CT

LES295X, LES667X ex-Stagecoach, Perth (new 1982, 1981 respectively, Nos. N1,N10 respectively).SPY372-373X ex-Martindale Coaches, Ferryhill (new 1982).TWG561Y ex-Excelsior Coaches, Dinnington (new 1983).Withdrawn 1987 (LES295X, LES667X), 1988 (SPY372-373X, TWG561Y, B668DVL).


59

1986

ECS58V; Dennis Dominator; DD120B/162; East Lancs; H45/29DEOF289L; Daimler CRG6; 67525; MCW; H43/33FMLH313L; Daimler CRG6LXB; 66472; MCW; H44/27FRXA52J; Daimler CRL6; 64674; Alexander; H49/31FTHM521M; Daimler CRL6; 67009; MCW; H44/27FTHM651M; Daimler CRL6; 67399; MCW; H44/27FTGX848M; Daimler CRL6; 67285; Park Royal; H44/29FTKU470K; Leyland PDR2/1; 7101754; Alexander; H47/29DUWA305L; Leyland AN68; 7301515; Alexander; H43/31FVRS145L; Daimler CRL6/30; 66664; Alexander; H45/36FVRU127J; Daimler CRG6LXB; 64659; Roe; H43/31FVRU129J; Daimler CRG6LXB; 64661; Roe; H43/31FXJA507L; Leyland AN68; 7202180; Park Royal; H43/32FXWK7X; Volvo B10M-61; 3418; Plaxton; C49FTA237XGC; Auwaerter N122/3; 838800; Auwaerter; CH56/20CTC173-74KET; Auwaerter N122/3; 8510781/8510785; Auwaerter; CH56/20CTC178KET; Auwaerter N216H; 8512046; Auwaerter; C51FTC179KET; Auwaerter N116; 8510709; Auwaerter; C51FTC182KET; Auwaerter N122/3; 8510786; Auwaerter; CH57/20CT


60

1986 (continued)

ECS58V ex-A1, Ardrossan (new 1980).EOF289L ex-West Midlands PTE (No. 2489, new 1973).MLH313L, THM521M, THM651M, TGX848M ex-London Transport (DMS1313,DMS1521, DMS1651, DMS848 new 1972, 1973, 1974, 1974 respectively).TKU470K ex-West Yorkshire PTE (No. 2470, new 1971).UWA305L ex-South Yorkshire (No. 305, new 1973).RXA52J, VRS145L ex-Fife Scottish Omnibuses (Nos. FRF52, FRF72 respectively; new1971, 1973 respectively).VRU127J, VRU129J ex-Wilts & Dorset (Nos. 1904, 1906, both new 1971).XJA507L ex-Greater Manchester PTE (No. 7116, new 1972).XWK7X ex-Shaw, Bedworth (new 1982).A237XGC ex-Stagecoach, Perth (No. N7, new 1983).Withdrawn 1987 (MLH313L, RXA52J, TGX848M, THM521M, THM651M, TKU470K,UWA305L, VRU127J, VRU129J, XJA507L, A237XGC, C173-174KET, C178-179KET,C182KET), 1988 (ECS85V, EOF289L, VRS145L, XWK7X).


By 1986 Yelloway had been reduced to a local service operator, with most of the coaches dispersed elsewhere.A number of secondhand vehicles were drafted in including THM521M an ex-London Transport Daimler CRL,which had been new in 1973. (LTHL collection).


62

1987

BT322T; Leyland PSU3E/4R; 7805667; Plaxton; C49FBVP792-93V; Leyland PSU3E/4R; 7930074/81; Willowbrook; C53FBVP795V; Leyland PSU3E/4R; 7930083; Willowbrook; C53FETC662J; Leyland PSU4A/2R; 7003112; East Lancs; B46FJOX439-40P; Damler CRG6LX; 67777-78; ECW; H43/31FMOD573P; Bristol VRT/SL3/6LXB; VRT/SL3/307; ECW; H43/32FOJD126R; Leyland FE30ALR; 7600067; Park Royal; H45/34FOUC27-28R; Leyland FE30ALR; 7601630-31; MCW; H45/34FOUC31R; Leyland FE30ALR; 7601634; MCW; H45/34FPRR119-126L; Bristol VRT/SL6G; VRT/SL2/434-35/84-85/91/93/554-55; ECW; H39/31FXRR127M; Bristol VRT/SL6G; VRT/SL2/632; ECW; H39/31FA305-11XHE; Volvo B10M-61; 6205-09/12/13/850-52; Jonckheere; C49FA312-14XHE; Volvo B10M-61; 6850-52; Jonckheere; C53FA340-41YDT; Volvo B10M-61; 7701-02; Jonckheere; C53F

BJT322T ex-Pilgrim Coaches, Southampton (new 1979).BVP792-793V, BVP795V ex-Midland Red (North) (No. 792-93, 795, all new 1980).ETC662J ex-SUT (new 1971 to Rossendale BC, No. 62).JOX439-440P ex-SUT (new in 1976 to Midland Red, No. 439-440).MOD573P ex-Western National (No. 573, new 1976).


63

1987 (continued)

OJD126R, OUC27-28R, OUC31R ex-London Transport (DMS2121, DMS2027-28, DMS2031, all new 1976).PRR119-126L, XRR127M ex-SUT (all new to East Midland MS in 1973, Nos. 119-126,127 respectively).A305-314XHE ex-National Travel (East) (all new 1984).A340-341YDT ex-NTE Coaches (new 1984 to National Travel East).Withdrawn 1987 (ETC662J, JOX439-440P, OUC27R, OUC31R), 1988 (BJT322T,BVP792-793V, BVP795, MOD573P, OJD126R, OUC28R, PRR119-126L, XRR127M,A305-314XHE, A340-41YDT).


PRR126L was a 14-year old Bristol VRT which had been new to East Midland Motor Services in 1973 draftedin to maintain stage services. (John Milnes).


65

1988

JEH187K; Bristol RESL6L; RESL-8-298; ECW; B44FLTG35L; Bristol RESL6L; RESL-8-377; ECW; B44FLTG41L; Bristol RESL6L; RESL-8-383; ECW; B44FNHA298M; Leyland National 1151/1R; 01249; Leyland; B51FNHB188M; Bristol RESL6G; RESL-8-400; ECW; B47FXEH249M; Leyland National 1051/1R; 00833; Leyland; B41FYCW837N; Leyland National 10351/1R; 01522; Leyland; B44FYCW841N; Leyland National 10351/1R; 01533; Leyland; B44FF91-94CWG; MCW Metrorider; MB990-91/93/95; MCW; B25F

JEH187K ex-Excelsior Coaches, Dinnington( new 1971 to Potteries Motor Traction,No. 187).LTG35L, LTG41L ex- Excelsior Coaches, Dinnington (new 1972 to Aberdare UDC,Nos. 35, 41).NHB188M ex-Excelsior Coaches, Dinnington (new in 1973 to Merthyr Tydfil, No.188).NHA298M ex-SUT (new 1974 to Midland Red (North), No. 298).XEH249M ex-SUT (new to PMT in 1973, No. 249).YCW837N, YCW841N ex-SUT (new 1974 to Burnley & Pendle Nos. 137, 141).Withdrawn 1988 (JEH187K, LTG35L, LTG41L, NHA298M, NHB188M, XEH249M,YCW837N, YCW841N, F91-94CWG).

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Yelloway Motor Services Ltd. 1912 - 1988 · Yelloway Motor Services Ltd. 1912 - 1988 4 April 1919, although in practice it was operated as a subsidiary of Holt Bros (Rochdale) Ltd