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Ulsterbus 1977 to 1982 (by Shane Conway)

Last updated on 13 August 2024

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1967-1972 1973-1976 1977-1982 1983-1988 1989-2011

By 1978 Ulsterbus had been in existence for eleven years, and in that period had placed a total of around 920 new buses and coaches into service. Of these, only 40 were double deckers, and up to the end of 1977 eight of them (or 20%) had already been lost in fires. Applying a statistic like this across the fleet gives some idea of the pressure that was regularly inflicted on Northern Ireland's buses and bus-workers in those times. To offset the losses, secondhand buses were acquired from U. K. operators, mainly ex Southdown and Ribble Leyland Leopards, although Ulsterbus also received some of the ex London AEC Swifts and Merlins.

As the 1970s drew to a close, so too did the former U. T. A. fleet. The last examples of Tiger Cubs and AEC Reliances were withdrawn in 1981, and this co-incided with the withdrawal of the last Bedford VAM14s, dating from 1967. 1980 also saw the last half cab to be withdrawn from active use, this being a 1947 Leyland PS1 which had served as a towbus in Armagh for many years. Its replacement was the last of the six UTA built 1965 Leopards, this however didn't last long, as March 26th 1982 saw what was one of the worst single attacks on the company when 26 buses (including the towbus) in Armagh depot were destroyed in one night.

Surprisingly, given the almost 100% single deck fleet, further double deckers were acquired in the 1980s, mostly for school workings, following reports of concerns of overcrowding on single deckers on some runs. 25 Leyland AN68s arrived from Strathclyde between 1982 and 1984, to be followed by similar buses from Lothian in 1985 and 1986.

By this time too, the last Leopards were being built in Alexander's plant in Mallusk, and the very last one of all, 339, entered service in March 1984, carrying the final unit of almost 1500 examples of what had been the standard Belfast built Ulsterbus body design since 1968. As the 1980s progressed other operators bought withdrawn Leopards, Bristols and Bedfords for further service, Bus Eireann and Lough Swilly being the two largest buyers.

1977

Bedford YLQ 1855 was one of 21 vehicles sold to Bus Eireann for school transport services after 1990. This bus, which also featured in Bedford publicity when new, is seen in Broadstone alongside buses which were to be replaced by these vehicles.(Photo copyright Shane Conway)

1993 was one of ten Duple Dominant Mk2s in the fleet and they were initially used on tours workings, as depicted on November 17th 1984.(Photo copyright Shane Conway)

Ex Ulsterbus 2129 on April 29th 1992, having just left Drogheda bus station on a school service. (Photo copyright Shane Conway)

2174, seen at Bangor station on April 25th 1987, was one of the very few REs to work for Ulsterbus, Citybus and Bus Eireann.(Photo copyright Shane Conway)

1978

1978 Leopard 107 was painted to advertise the Ballymena Tower Centre, as seen in Bangor on April 26th 1986. Note that the number plate has been moved from above the bumper to below it.(Photo copyright Shane Conway)

Preserved 1591 seen in Dublin's Phoenix Park on June 27th 1992 while attending the Dublin Bay rally. The other buses are ex UTA AEC Reliance 234 and Bristol LH 1629.(Photo copyright Shane Conway)

Rebodied vehicles:/P>

1979

Duple Dominant bodied 152 seen in CIE's Broadstone garage on June 29th 1983, preparing to leave for Busaras and return to Ulster on an express service, in the pre-Goldliner days.(Photo copyright Shane Conway)

1979 Duple bodied 155 was one of a few coaches painted in this special livery for the Airbus service. This view, taken on November 17th 1984, shows that most of the side chrome strips have been removed to make way for the signwriting. (Photo copyright Shane Conway)

Of the batch of 25 F registered Southdown Leopards (170 to 194), Ulsterbus acquired 22 of them. One of the three escapees was KCD 179F which instead made its way to County Kilkenny in 1979 to become Suir Valley's 772 BIP, and was photographed in Waterford on October 13th 1984.(Photo copyright Shane Conway)

One of four Atlanteans acquired from British Airways in 1979, LYF 315D has Alexander styled MCW bodywork. Note the emergency door ahead of the rear axle, as originally these vehicles had a luggage compartment at the back of the lower saloon.(Photo copyright Shane Conway)

Rebodied vehicles:

1980

Leopard 179 was modified briefly in 1982 in connection with a University based aerodynamics research project. It was seen at the ITT rally on May 1st at Carrickfergus.(Photo copyright Shane Conway)

Great Victoria Street in February 1994 and Leopard 181 is in the revised livery with blue above the windscreen and the fleetname above the windows.(Photo copyright Shane Conway)

566 was one of three 12 metre Plaxton Elites acquired in 1980 from UK operators. Just visible alongside is a later example of a Plaxton Supreme bodied Leopard. This photo was taken on November 17th 1984. (Photo copyright Shane Conway)

Following withdrawal by Ulsterbus, acquired coach 568 was sold to Price Coaches in Celbridge, County Kildare where it was photographed on May 25th 1991.(Photo copyright Shane Conway)

1981

244 was new in 1981 and was visually very similar to the first batch of Leopards, which were new in 1968. 244 was taking part in the 1990 ITT rally on April 28th.(Photo copyright Shane Conway)

1982

259 is half of the entire fleet of Wrights bodied Leopards in the Ulsterbus fleet, and was pictured passing the Abbeycentre on April 29th 1995.(Photo copyright Shane Conway)

277 dates from 1982 and was photographed at Bangor Castle Park grounds on April 25th 1992.(Photo copyright Shane Conway)

286 was one of 30 standard Leopards with AXI registrations, and the last batch of 20 had BXI marks before deliveries of Leyland Tigers started. This wintry view was taken in Oxford Street on November 17th 1984.(Photo copyright Shane Conway)

And finally, here's a summary of what vehicles received the original numbers from all the Leopards which were re-registered by Ulsterbus. The apparent overlap where the same registration number was on two different vehicles at the same time was due to delays with the Northern Ireland Vehicle Licensing Authority.

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