WESTERCROFT COACHES 45 YEARS OF SERVICE

by K.A.Jenkinson

Bus Fayre magazine Vol.16 No7. (January 1994)

Those who have participated on the various  'Bus Fayre Transport Weekends' in recent years whilst having become familiar with the orange & cream-liveried coaches of Queensbury-based operator, Westercroft's, perhaps, however, know little of the company's history or its foundations. It may therefore be of some interest to look back in time and trace the developments which have taken place since the late 'forties when the company made its first appearance.

Formed towards the end of 1948 by J.F. Tunstall, C. Bottomley,  F. Smith and N. Davies, the company took its name from the area in which it began its operations, this being at Westercroft, Northowram, on the outskirts of Halifax. An application was made to the Yorkshire Area Traffic Commissioner for an excursions licence from the Shoulder of Mutton Hotel,  Shelf to Scarborough, Bridlington, Whitby, Blackpool and various other destinations in the autumn of that year with a maximum vehicle allowance of two per day, but this was refused on 3 December following objections from other established operators in the area and as a result all the new company's efforts had to be concentrated on private hire work. A second application made in 1949 was more successful, however and enabled the partnership to begin excursions on a small scale with a maximum daily vehicle allowance of one. Finding this was not particularly successful and proving to be extremely restrictive, the decision was taken towards the end of 1949 to sell the business.

Meanwhile, George Feather of Mountain, near Queensbury who already operated lorries on B licences, had resolved to expand into coaching and hearing of the availability of the Northowram-based business, felt that this would give him the start he had been seeking and provide him with a platform upon which he could build. Thus, in January 1950 he acquired Westercroft Coaches together with it solitary excursion licence and its two coaches - a re-registered Leyland Cheetah with Duple 33-seat coach body and a 25-seat Dodge which dated from 1937. Although George Feather operated his lorries from his home at Micklemoss Farm, Mountain, the entrance to these premises was unsuitable for larger vehicles and as a result, his two newly-acquired coaches were parked at Bracewells Garage, close to the centre of Queensbury. Each of the vehicles retained their existing orange & cream livery and Westercroft Coaches fleet name, both of which were ultimately adopted by their new owner and, following modifications to the gateway and approach to Micklemoss Farm at the start of 1951, both were then moved to this address from their previous 'temporary' accommodation.The Leyland Cheetah, which saw little use, did not survive long enough to reach Micklemoss farm, however, and was replaced in June 1950 by a four year old 29-seat Duple-bodied Bedford OB purchased from Yelloway of Rochdale. Seeking a larger capacity, and more modem vehicle, the Dodge was in March 1951 traded in for a 1950 AEC Regal in fitted with full-fronted 33-seat Burlingham coachwork and at the same time, the fleet was increased from two to three vehicles with the purchase of a 1943 Bedford OWB with Mulliner bus bodywork complete with wooden slatted seats. 1951 was a monumental year in several ways, for not only was the fleet increased in size, but also Westercroft gained the first excursion licences in its own name following a hearing by the Traffic Commissioner on 18 June. This allowed a maximum of one vehicle per day to operate to a wide variety of destinations starting at Micklemoss Farm and enabling passengers to be additionally picked up at Speake Institute, Mountain and Chapel Street, Queensbury. Early in 1952 George Feather purchased a small garage in Oxford Road, Ambler Thorn, about half a mile from Micklemoss Farm and subsequently moved his small coaching fleet to these new premises. Previously occupied by a local joiner, the buildings had during World War II been used for the construction of bodies for army lorries. Comprising three separate, but interconnected garages, one of which had a pit, this allowed greater ease of maintenance for both the coaches and lorries (although the latter remained housed at Micklemoss Farm at that time) and additionally provided an area in which spares could be stored.

No further fleet changes were made until February 1953 when the Bedford OB was replaced by a five year old AEC Regal III with Scottish Aviation 33-seat body, the total of three coaches still being maintained. At the start of the following year, George Feather vacated Micklemoss Farm and moved to 2A, Moorclose Lane, Ambler Thorn, not far away from his garage to which his small lorry fleet was also moved. These vehicles were employed on a variety of duties, one of which was under contract to the local council during the winter months of each year for use, when required by weather conditions, for snow ploughing and gritting duties.

Following the withdrawal of the Bedford OWB in March 1954, the fleet was reduced to two vehicles, remaining thus for some eighteen months. During this period of time, Westercroft purchased its first underfloor-engined coach (in April 1955), this being a 37-seat centre entrance Burlingham Seagull-bodied AEC Regal IV of 1951 vintage which had previously given service to Mason of Scawsby and replaced the Scottish Aviation-bodied Regal. In September of that year, the fleet was, however, increased again to three with the purchase of a 1950 Guy Vixen with 29-seat Universal bodywork. This enjoyed but a brief stay and was sold in April 1956 in exchange for an Appleyard-bodied 33-seat AEC Regal HI acquired from Home James of Liverpool.

The first coach to be purchased brand new made its debut in March 1957 in the form of Bedford SBG with Duple Vega 41-seat bodywork and its arrival signalled the start of a move towards standardisation on lightweight vehicles. A second-hand Bedford was added to the fleet in each of the years 1958 and 1959 and in the latter, a brand new Harrington-bodied Bedford SB1 was also bought. The fleet total still remained at three, however,  the  newcomers progressively replacing the AECs. In addition to operating excursions during the summer months, Westercroft’s had by now built up a good private hire business and it was unusual to find any of the fleet standing idle except during the depths of winter. All maintenance was done *in-house', which in addition to keeping costs to a minimum, also ensured that the coaches were available, in first class condition, whenever they were required.

After standardising on the lightweight Bedford, it came as something of a surprise in September 1960 when a 1949 Yeates-bodied Crossley SD42/7 was purchased to increase the fleet to four, although in February 1961 a return was made to Bedford with the addition of a 1954 SBG with Duple Vega bodywork. Two months later, a new Duple Super Vega-bodied Bedford SB1 was bought to bring the fleet up to six coaches, the highest number that has ever been operated throughout the company's entire history. This was to be maintained for less than a year. however, and by the spring of 1962 it had been reduced to five following the departure of one of the Bedford’s, decreasing further to four in August upon the sale of the Crossley. Apart from the purchase of a Silicon-bodied Leyland PS 1/1 in 1964 and an AEC Reliance two years later, all the other coaches purchased during the remaining years of the decade were Bedford’s of the SB5 or VAM types and throughout the period 1963 to 1970 the fleet size remained constant at four coaches. At the start of 1969, George Feather moved house once again, this time to a property adjacent to the garage in Oxford Road and in which he and his wife continue to reside to this day.

February 1971 marked the start of a new era for Westercroft’s when the first of a long line of Fords was purchased and except for a Bedford SB5 acquired in 1973, all the additions to the fleet until 1987 were of this make. All were obtained second-hand, albeit some being less than two years of age when they joined the fleet, and with either Duple or Plaxton bodywork, these gave yeoman service and were found to be extremely reliable. Although most stayed with the company for less than five years before being replaced by newer variants, one, WHN657M purchased from Browning, Darlington in September 1975, remained in the fleet until November 1984 to become the longest serving coach ever owned. During this period, Westercroft undertook its first and only venture into stage carriage operation when, on Friday 13 October 1977 as a result of a strike by West Yorkshire PTE Bradford district employees, it hired two coaches to Ross Tours of Bradford in order to provide an emergency service - funded by the Bradford Chamber of Trade - on the Queensbury to Bradford section of the PTE's 576 route. The Queensbury to Halifax part of the 576 continued to operate normally due to the PTE's Halifax district not being involved in the strike, although they refused to operate through to Bradford (as they normally did) in support of their colleagues. The emergency service operated at a two-hourly frequency between 9.0am and 4.0pm and no fares were charged. Although this operation was repeated on Saturday 14 October, Westercroft was not involved due to its commitments on previously booked private hire work and in its place G & D Coaches provided a Bedford YMT and Boyes of Low Moor used a former Yorkshire Woollen District Leyland PD3A/1.

Taking the decision to retire in 1982, George Feather passed the business to his son, Saville Kershaw who although having for many years worked in the family business, had always been involved with the lorries rather than the coaches. Despite lacking knowledge of passenger vehicle operation, Saville Kershaw was a highly experienced mechanic and thus was able to continue the tradition of 'in-house* maintenance whilst at first being guided by his father on the day to day running of four coaches.

By this time, partly as a result of the reorganisation of the local authorities and the associated decline in them contracting out such duties as snow ploughing and gritting, coaching had become Westercroft’s main source of income and in consequence, the last of the wagons was sold in order to enable total concentration to be given to the company's passenger-carrying activities.

During the autumn of 1986, Saville Kershaw additionally helped his brother George to set up in the coach business and undertook the maintenance of his Duple-bodied Bedford YLQ which he operated under the name of Hebble Travel from his home in Halifax. This coach was exchanged for a newer Plaxton-bodied Bedford in 1988 and a year later a Mercedes Benz L207D was added. Although today there is still a bond between the two operators, George (whose fleet now comprises two Caetano-bodied Bedford YNV's) undertakes his own maintenance at his base in Halifax and only occasionally calls upon his brother's help.

Following the announcement by Ford that it was ceasing to build passenger vehicle chassis, Westercroft took the decision to gradually replace its coaches of this make (which had been the mainstay of the fleet since the early 'seventies) before the availability of spares became difficult and reduced their value on sale. Still preferring lightweight vehicles, Bedford became the obvious choice and in April 1987 a B-registered YNT with Plaxton Paramount 3200 bodywork was purchased from Kirkham of Oswaldthwistle. This was joined a year later by a C-registered Duple 320-bodied YNT previously operated by Meredith of Malpas and the task of Ford replacement had now reached the half way stage. Saville Kershaw had, however, for a number of years dreamed of one day operating a Volvo and, when the next of the Fords was due for replacement, set about looking for a coach of this make. In the event, the new arrival (in April 1989) proved not to be a Volvo, but an E-registered DAF MB230LB fitted with a Plaxton Paramount 3500 body, thus introducing a completely new make to the fleet.

Meanwhile, the remaining Ford - a Plaxton-bodied W-registered Rill 4 -soldiered on until March 1990 when it was replaced by a C-registered Plaxton 3200-bodied 12m Bedford YNV with air suspension. Later that year, a Plaxton 3200-bodied Dennis Javelin demonstrator was borrowed for three days and so impressive did it prove during its brief stay that a new coach of this combination was purchased in November and placed in service in January of 1991. This was the first brand new vehicle to be bought since 1965. By now, of course, Bedford had also announced that it was withdrawing from the passenger vehicle market and thus, Westercroft was once again faced with the problem of operating what would quickly become obsolete models. With the British market being starved of a lightweight vehicle manufacturer, there appeared to be little option but to turn towards heavyweights and thus, following the departure in October 1992 of the penultimate Bedford, a search was commenced for its replacement. This materialised in December as the long dreamed of Volvo, an F-registered B10M with Plaxton 3500 bodywork which had previously served with Wallace Arnold in its Devon fleet.

The garage in Oxford Road, however, whilst suitable for smaller coaches was unable to accommodate high-floor models such as the Plaxton 3500 and thus, in 1989 its roof had to be raised and doorways made higher for this purpose. At this same time, new roller shutter doors were fitted and a second pit was dug to assist the continuing maintenance programme. Built in two adjacent parts, the garage can only accommodate three vehicles, the fourth having to park outside in the small yard, and due to the location of existing surrounding properties, entry and exit to both the yard and garages is a skilful task, particularly when cars are parked outside several of the local terraced houses.

Further updating of the fleet took place at the end of the 1993 summer season when the last remaining Bedford - the Duple 320-bodied YNT - was sold to Worth Valley Coaches of Keighley who had acquired Westercroft's last Ford some three years earlier. The Bedford's replacement has not yet been purchased, but will most likely be either another Dennis Javelin or a Volvo B10M, this being dependent on what is available at the right price. Unlike many small operators, Westercroft has always purchased its vehicles outright and has never leased them or acquired them under hire purchase agreements. Some have been bought at auctions, some from dealers and others direct from their previous operator whilst sales have always been conducted privately or have been to dealers under part exchange arrangements.

In more recent years, private hire work has been the main source of Westercroft’s business, although a few excursions are still operated from Queensbury at local holiday times as are a small number of extended tours and although school contracts to local swimming baths and sports centres etc. have been undertaken for several years, it was not until 1992 that the first contract for the daily transportation of children to and from school was gained. Whilst this effectively ties up one coach from Monday to Friday each week during school terms, it is far less detrimental than might be imagined as the vehicle is still available for the swimming and sports contracts and for schools daytime outings as well as being able to carry out evening private hire duties. Additionally, in common with most small  coach  operators, Westercroft occasionally hires vehicles in to provide additional capacity when necessary  or undertakes work for other local concerns when they find themselves in a similar position. Until the early 'nineties, only two full time drivers were employed in addition to Saville Kershaw who himself drove each day, the other coach being in the hands of various part time staff, but more recently the number of full time drivers has been increased to three (one of whom is also an experienced mechanic), each of whom keep the same coach except on occasions when it is under maintenance or required for a specific duty. As drivers are also responsible for the internal and external cleanliness of their vehicle, staying with the same coach for a complete season gives them that little extra pride which in turn pays dividends to their owner who is always assured that the fleet will be turned out in pristine condition.

Operating in a village between Bradford and Queensbury has resulted in Westercroft’s having to be extremely price conscious and yet maintain a modem fleet in order to survive, but quite obviously this has been achieved with the business still continuing to thrive after more than forty years. During this time, local competition has come........ and gone, proving that Westercroft’s standards of customer care, reliable vehicles and affordable prices still pay dividends even in the ever-changing age of the 1990s. As for 'Bus Fayre'. we will again be using a coach from Westercroft's fleet for our 1994 Transport Weekends, thus continuing our connection with the Queensbury-based operator whose support towards our events is always greatly appreciated.

Fleet list