buseshistory

In July 1929, the decision was taken by Blackburn Tramways Committee to introduce omnibuses by the Corporation to supplement tramway operations, and the Blackburn Corporation Act (1929) was passed. Authorisation had originally been granted in 1908, but this was allowed to elapse.

At the same time the Borough Engineer was requested to prepare plans and an estimate for the erection of a building to adjoin the tram depot at Intack to accommodate the omnibus fleet.

The plans for the new depot were put before the Committee in August and were
approved:

Cost of garage:
To accommodate 40 omnibuses including heating and lighting equipment,
fitting Shop, Body Shop, Paint shop and offices....£15,750
Cost of machinery and tools for garage...................................£2,000

The first buses had been ordered in August from Leyland Motors Limited and on November 1st the six routes commenced operations:

Boulevard to Wensley Fold
Boulevard to Little Harwood
Circular via Arterial Road
Boulevard to London Road
Boulevard to Whitebirk
Boulevard to Accrington (Limited Stop)

The vehicles purchased were six single-deck, 30-seat Leyland Tigers TS1's No.'s 1-6, costing £1,402.10s. 0d. each and six double-deck, 48-seat Leyland Titan Lowbridge TD's No.'s 7-12 costing £1,650. 0s. 0d. each. At first the bus fleet was house in the Permanent Way Depot (the old steam tram depot) at Intack.

In November and December 1930, the Corporation sought powers, by means of a Parliamentary notice and a public notice, to operate trolley buses. All tramway routes would be abandoned and replaced by trolley buses, certain bus routes would also be taken over by trolley buses. The notice empowered the Corporation to work and maintain trolley buses along streets in the Borough and in the Urban districts of Oswaldtwistle and Church, and to provide the necessary turning points and connecting routes, as well as standards, wires, brackets and other related apparatus. Also in the notice, permission was sought to prohibit or restrict the running of omnibuses in competition with any of the Corporation's tram, trolley bus or omnibus services.

No further information on this subject has come to light. Whether parliamentary powers were not granted or that the Corporation went off the idea is not known. Certainly what is known is that trolley buses were never operated in Blackburn and all future investment into public transport was directed towards the trams and the acquisition and the building up of the bus fleet.

The Darwen (Limited Stop) service was started on 13th November, 1930, jointly operated with Darwen Corporation. The Arterial Road service, however, showed poor receipts and was discontinued on 31st December, 1930.

During 1931 the Corporation purchased twelve new buses which enabled them to take over the local routes of the Ribble Motor Company. The first route to be taken over was that to Mosley Street from 31st January, 1931 and the remaining Ribble services to Pleckgate, Revidge, Guide and Lower Darwen on 31st May, 1931. Further expansion took place with the complete acquisition of the routes and vehicles of the Blackburn Bus Company (B.B.C.).

The buses purchased by the Corporation during 1931 were all supplied by Leyland Motors Limited and consisted of No.'s 13-18 TD1 Highbridge double-decks, No.'s 19-22 TS3 single-decks and No.'s 33 & 34 TD1 Highbridge double-decks. The TS3's anticipated developments which were not to occur until over 35 years later, in that they were designed with a view to one-man-operation, having driver operated doors. However, these vehicles were never operated without a conductor, and the door mechanisms were later removed

In addition the vehicles acquired by the take over of B.B.C. Limited were eight Leyland 'G' type single-decks, numbered 23-30 in the Corporation fleet and two Leyland Lion single-decks numbered 31 & 32

Eight new buses were purchased during 1932 to replace the ex-B.B.C. Leyland 'G' type vehicles, which were scrapped. These new vehicles were No.'s 25-27 Leyland single-deck TS4's and No.'s 28-32 Leyland double-deck TD2's Highbridge.

The Mosley Street service was extended to Pilmuir Road in August 1933

The Tramways Committee of the Blackburn Town Council was re designated as Tramways & Omnibus Committee under the Chairmanship of Councilor J Charnley JP.

Towards the end of 1934 the Tramways & Omnibus Committee looked into the running costs of the Audley section and decided that it would be better financially to replace the route with omnibuses, and so an application was sent to the Traffic Commissioners Office to make the change-over from tram operation, this was duly granted, and on February 13th, this was undertaken and thus the first tramway closure in Blackburn took place. This route had always returned low receipts and the closure was more a case of good management rather than a lack of belief in the trams. The journey from the Boulevard to Queen's Park could not be achieved in less than 15 minutes due to the amount of single track and passing loops along the route, buses were more adaptable to increase the revenue. The total bus fleet at this time amount to 36 vehicles, thus enabling the Corporation to extend the Audley route.

A route extension was introduced to serve residents of Feniscowles and workers at Star Paper Mill, by extending some Green Lane services along Livesey Branch Road from 18th April, 1935. The children's fare structure was revised in 1935 to grant free travel to children up to 5 years of age instead of 3 years of age, and to extend half-fare concessions to children up to 14 yeas of age instead of 12 years of age.

The 1935 purchase of omnibuses were No.'s 35 & 36 Leyland TD4c's double-deck, with 'English Electric' bodies and No. 37 Leyland bodied TD4 double-deck. The TD4c vehicles being the first diesel engine buses, which showed an improved fuel consumption over the petrol engined fleet, providing and average 9m.p.g. This figure contrasted with existing petrol-engined fleet of just over 5m.p.g. These buses were also fitted with torque-convertors instead of the conventional gearboxes.

The financial year 1934/1935 was the first of many years in which a net surplus was achieved on bus operation.

Ticket issuing machines were brought into operation during 1935/36, pre-printed tickets being issued prior to this time.

Two more Leyland double-deck TD4 buses were purchased during 1936, these vehicles were numbered 38 & 39.

Four new Leyland-bodied TD5 double-deck buses were purchased in 1937 and were given the numbers 40-43. The Torque Convertors fitted to the English Electric bodies Leyland TD4c No.' 35 and 36 were proving un-satisfactory, and so it was decided to fit conventional gear-boxes. No. 35 went into the workshops in December for the work to be carried out.

This year also saw the retirement of the General Manager, Mr Cowell, and Mr Potts was appointed as Transport Manager.

In the early part of the year the Tramways & Omnibus Committee was re designated again and became the Transport Committee, and all repaints carried the legend 'Blackburn Corporation Transport'.

The Transport Offices were moved from 65, Church Street to 15/17 Railway Road, alterations to the latter premises to accommodate the Department cost £3,550. At the same time the number of telephone lines issued to the department was increased to three, the numbers being 4321, 4322 and 4323.

An additional twelve vehicles were acquired during 1938 and 1939. No.'s 44-53 were a further batch of Leyland TD5's and No.'s 54 and 55 being AEC Regents. These latter buses not only being the first non-Leyland vehicles, they were also the first buses to have bodywork by East Lancashire Coachbuilders. 1939 also saw the remaining Leyland Lion buses acquired from the Blackburn Bus Company withdrawn, these were converted to water-carriers for use by the Auxiliary Fire Service.

The Government Budget this year saw extra tax being levied on petrol, but despite this, and the fact that this would cost the department and extra £1041 a year, Blackburn Transport introduced several new schemes for fares for both the tram and omnibus services, designed to 'woo' more passengers. From April 1938 for a six month experimental period, a bargain 6d. ticket was introduced, for Sunday’s only, which would allow unlimited travel on any route operated within the Borough. For children between the ages of five and twelve, this fare would be 3d. The period for which ordinary return tickets on all routes was available was extended from the day of issue to three months.

In July 1938 English Electric bodied Leyland TD4c No. 36 was fitted with a conventional gearbox, replacing it's original Torque-Convertor

A new service to Shadsworth Hall was introduced on 4th February, 1939 and an agreement with Farnworth's Motor Services resulted in the purchase of the Blackburn-Hoddlesden service by the Corporation for the sum of £400.

It became necessary with the new service to Shadsworth Hall to reduce the frequency after six months because of poor loading. An agreement with Farnworth's Motor Services in July 1939 resulted in the purchase of the Blackburn - Hoddlesden service by the Corporation for the sum of £400.

Under the tramway abandonment plans, 1939 saw the second tram route closure, when on March 31st, the Cherry Tree route was closed to the trams. and buses took over the following day.

Wartime restrictions, shortages of fuel etc, caused the curtailment of all services except the Guide section, where many special journeys were required for workpeople going to the Royal Ordnance Factory.

At the start of the war several members of the transport department staff volunteered for emergency work with the fire department in the event of an air-raid. The transport department converted the two Ex-Blackburn Bus Company Leyland Lion single deck vehiclesNo.'s 23 [31] and 24 [32] to Water Carrier Vehicles and they were donated to the Auxilary fire service in October 1939.

Intack depot was set up as a volunteer ambulance unit and several drivers and conductors volunteered to help out both at Intack and at other ambulance units around the town. Buses were allocated for use during and after an air-raid and a procedure was introduced in the event of an air-raid warning:

Procedure to be followed when an air raid warning is sounded

1st If a warning is sounded during service hours, omnibus drivers who have a single-deck bus in service will first proceed tot he nearest public shelter and decant passengers - after which they will proceed to Intack depot with all possible speed and await instructions.

2nd If the warning is sounded out of service hours, those traffic drivers who have volunteered and have been allocated to stations other than Intack Depot will proceed as quickly as possible to such stations and await instructions

3rd Depot Drivers and Attendants will report at the bus depot whether on duty or not

4th Drivers. On receiving instructions they will proceed to make the way clear for all single-deck omnibuses to leave the depot - then start up all single-deck omnibuses and prepare then to leave at a moment's notice

5th Attendants. On receiving instructions, attendants will equip all single-deck omnibuses with four stretchers each and place same on the top of the seat backs. Two blankets must be placed on each of these stretchers

6th All drivers and attendants will then be allowed to their respective buses and will stand by for any emergency which may arise

7th As this volunteer unit is under the supervision of the Medical Officer of Health, it is expected that after leaving the depot members will obey the orders issued by the Medical Officer or his appointed deputies.

A minimum of 2 hours pay will be allowed to all men who, being off duty, report for an emergency.

Staffing problems were eased in 1940, by the employment of conductresses for the first time on the buses, though women had been previously employed on the trams during the First World War.

In early February 1941 an experimental speaker and microphone system was fitted to one the Corporation's double deck buses so that the driver could call out the stopping places during the blackout periods. The microphone, fitted into the drivers cab, was wired to an amplifier and speaker on either deck. The Northern Daily Telegraph reported that "..after announcing the stop, the driver can turn off the mic, so that it cuts out the sound of the engine, and he can still keep his opinions of other road-users to himself!"

Despite all the wartime restrictions, during 1941 the fitting of diesel engines to three of the petrol engine fleet was made possible. These were three of the Leyland TS2 1932 batch No.'s 27, 32 and 33 (ex-28)

Only nine vehicles were purchased during the war, these being two Guy Arab 5LW No.'s 56 and 57 in 1943 and seven Guy Arab 6LW No.'s 58-64 in 1944 (two further vehicles of this batch No.'s 65 and 66 were acquired in November 1945) all with wartime Utility bodies. Also during the war two of the original 1929 vehicles, TS2 No.1 and TD1 No.11 had to be withdrawn and scrapped and a further vehicle, No.30, was withdrawn after over-turning on the Lower Darwen service, though this bus was later converted to a training vehicle.

In June 1945 a further Leyland TS2 was fitted with a diesel engine, this being No. 25

The 'Replacement of Tramways' policy, suspended during the war, was re-instated as soon as the war ended and under this policy the Preston New Road route was converted to bus operations from 7th January 1946.

The early post-war period were difficult ones with staffing problems and a shortage of vehicles to meet the demand built-up over the previous six years. Services gradually reverted to pre-war levels and on 28th December. 1946 the Mosley Street service was extended to Laxey Road.

Six further vehicles entered service during 1946, these being Leyland PD1 double-deck No.'s 67-72, but during 1947 a total of fifty-two new buses were delivered as part of a Tramway Replacement fleet. Twelve were Guy Arab 6LW's with 56-seat Northern Coach Builders double-deck bodies, No.'s 73-84. To replace the ageing Leyland TS2 single-deck vehicles of 1929, five Leyland PS1's were delivered No.'s 1-5. Ten Leyland PD1A,No.' 85-94 were also obtained and a further batch of Leyland PD1's No.'s 95-104, but with Crossley bodies. Three of these 'new' buses No.'s 102-104, did not enter service until January 1st 1949, although having arrived in June and July 1947, along with No.'s 95-101, they were not put into service for a further 18 months. This was due to the whole batch having high bodies which wouldn't fit under the bridges where there were tram wires, so the Department decided only to operate seven of the batch until tram routes with bridges had been abandoned, this enabled the Department to save money in not having to licence the vehicles.

No.'s 56 and 57, the two Utility bodied Guy Arab 5LW, were sold to Sunderland Corporation in August 1947, their five-cylinder engines had proved unsuccessful on many of Blackburn's more hilly routes

Buses replaced trams on the Wilpshire route after 21st December 1947. For the new bus service to Wilpshire several of the TRAM stops were withdrawn, these being at: Penny Street, Cinder Pad, Poplar Street, Crystal Terrace, Two Gates and Beech Mount.

The revised stopping places were:

INWARD			OUTWARD
Salford		Wilpshire
1.	Regent Street	1.	Bull's Head
	(opposite Post Office)		(Pole No. 105)
2.	Brookhouse	2.	The Bungalows
	(Pole No. 24)		(Pole No. 99A)
3.	Bastwell	3.	Brownhill
	(Pole No. 34)		(No. 718 Whalley New Road)
4.	Seven Trees	4.	Fern Bank
	(Pole No. 51)		(Pole No. 82)
5.	Hawthorne Street	5.	Roe Lee
	(Pole No. 51)		(Pole No. 73)
6.	Cemetery	6.	Cemetery
	(Pole No. 62)		(Pole No. 62)
7.	Roe Lee	7.	Skew Bridge
	(Pole No. 72)		(Pole No. 54)
8.	Fern Bank	8.	Seven Trees
	(Pole No. 83)		(No. 196 Whalley New Road)
9.	Brownhill	9.	Bastwell
	(Pole No. 91)		(Corner of Ash Street)
10.	The Bungalows	10.	Brookhouse
	(Pole No. 99)		(No. 24 Whalley New Road)
11.	Bull's Head	11.	Regent Street
	(Pole No. 107)		(Opposite No.12)
	Wilpshire	12.	Junction of Ainsworth Street and Richmond Terrace
			Salford

Further Leyland PD1A's arrived in late 1947 early 1948, these being No.'s 105-119, and also in 1948 an additional batch of Leyland PS1 single-deck buses arrived, No.'s 6-10 which allowed for the withdrawal of the remaining TS1 and TS2 vehicles

The last 'Tramway Replacement' vehicles arrived in 1949 in the form of twenty Guy Arab 6LW's with Crossley bodies and were allocated No.'s 120-139, these were the last buses to be lined out from new. With the acquisitions of these buses many of the petrol engined vehicles could finally be withdrawn.

With the large influx of new buses to the Corporation during the late 1940's, there was no necessity to purchase any new vehicles for several years, and so a policy of withdrawing the older buses was begun, and plans for the long term replacement of the current fleet was put into operation.

Many changes took place in 1949 including the total replacement of tramways services. The Church to Intack section being replaced on 17th January and the Darwen Borough Boundary route on 3rd July, and on this route a through service from Blackburn to Darwen was introduced, operated jointly with Darwen Corporation. The last Blackburn Corporation Tram operated on 3rd
September and buses took over this route the following day.

Modifications to the tram depot for the garaging of buses had started in 1947, and was completed after the end of tramway operations. A new fitting shop was built by covering in a section of the tram shed yard.

The last petrol engined vehicles in the fleet were withdrawn in late 1949, these being the Leyland Titan TD1's No.'s 14-18, also withdrawn in 1949 were the two English Electric bodies Leyland TD4c's No.' 35 & 36, these were sold to M.E.Blair of Moss Side, Manchester in March 1950. In April 1950 Leyland TS2 No. 26 was fitted with a diesel engine, thus completing the change-over from petrol to diesel.

After discussions with Accrington Corporation and with the employees the two services operated over this route were replaced with one joint through service from 4th September 1950.

1951 saw the peak of the number of passengers carried, annual returns showing that during this year 43 million passengers traveled on the buses. But at the same time the rapid rise in costs of operation, particularly the fuel tax increase of 9d per gallon, caused the undertaking to revise its fares from 12th February, 1951 for the first time since pre-war days. Further severe increases in this tax during the next 12 months necessitated changes mainly in return fares from 20th April, 1952 including the abolition of dinner-time returns.

The re-construction of the Boulevard began in July 1954, the old tram shelters were taken down and the tracks were asphalted over. During this work, as a temporary measure, several services were terminated at Salford, Bridge Street and the Adelphi Hotel.

INSTRUCTIONS
FOR NEW CONDUCTORS

The following notes are intended to assist new entrants to the departments and contain information which at various times has been displayed in the Notice case

If at any time a new conductor is in doubt regarding any matter concerning fares, running times, duty schedules, etc., he/she should consult an inspector who will render the assistance required

REPORTING FOR DUTY

Any employee who is late for duty on arrival at work must first report to the inspector on duty, in order that it can be arranged for he/she to pick up their own duties
An employee who fails to report for a morning duty must report personally to the Inspector on duty before 8-0a.m. if he/she wishes to pick up the remainder of their duty for that day, otherwise the duty will be covered. To return to duty after sickness, an employee must report personally to the Schedules Office or to the Inspector on duty before 11-0a.m. in order to start work the following day. (before 11-0a.m. on Saturday to commence work the following Monday)
All messages given or sent to the Railway Road oofices should give definite details and must not leave any doubt as to whether the employee will report for duty, and notify the office as soon as possible whenever you are unable to report for duty. Do not delay notification until the lst minute.

PERSONAL APPEARANCE

It is the duty of all employees when on duty to be clean, tidy and properly dressed, displaying their badge in a prominent place on the front of the tunic

TIMEKEEPING

Conductors are equally responsible with the Drivers that their vehicles leave the termini at the correct time. In all cases the time as indicated by the Departmental clocks is to be taken as the correct time unless otherwise instructed by Inspector on duty.
Along the line of route, Conductors are responsible for keeping their vehicles moving, in order to maintain a regular frequency of service.

PASSENGERS BOARDING OR LEAVING A VEHICLE

Conductors are responsible for the safety of passengers when boarding or leaving the vehicle, and must pay particular attention to seeing that he platform is clear BEFORE signaling the Driver to proceed.
Children, elderly and infirm people require special attention and every effort should be made to assist them when boarding or alighting from the vehicle.
No person should be allowed to leave a vehicle whilst in motion, and particularly they should be warned against this practice when the vehicle is held up temporarily by traffic lights, police, etc.

BREAKDOWNS AND SERIOUS ACCIDENTS

In the event of a breakdown, delay to the service or a serious accident involving the bus, it is imperative that the Transport Office be informed at once, and as much information as possible given.

BELL SIGNALS TO THE DRIVER

Bell signals to be given to the driver are:-
1 Ring – to stop at the next stopping place
2 Rings – to proceed on the journey after stopping
3 Rings – signifying a full load
5 Rings – Emergency ring for the Driver to stop the vehicle IMMEDIATLEY

Distinct signals should be given to the Driver in order that he will not misunderstand your intention.

COLLECTING FARES

Whilst standing at the terminus awaiting departure time, it is to the Conductor’s advantage to collect as many fares as possible before the vehicle leaves. This greatly assists in maintaining a regular service.
When leaving a terminus, the Conductor must always signal from the rear platform when ringing his driver to start.
At all times a sharp lookout must be kept for any intending passengers.
After passing each stage a check on all fares should be made, and excess fares charged where necessary.

SMOKING

Smoking is NOT allowed during waiting times at the Town Termini.

CHILDREN

When two children are traveling together and ONE is under 5 years of age there are two alternatives:-
(a) both children to pay the ordinary CHILD’S Fare or
(b) the older child to pay the ordinary ADULT Far and take the younger child free.

Children under FIVE years of age are allowed to travel free when accompanied by an ADULT fare paying passenger, and only ONE child is covered by ONE adult ticket. If a passenger is traveling with two children under five, then one must be paid for.

TICKET ISSUE MACHINES

When using a Ticket Issue Machine the handle should turn quite freely and it is not necessary to force the handle round.
Should the handle become hard to turn do not attempt to force it round and thereby damage the machine. Put the machine away and use Emergency Tickets.
Examine your machine before commencing duty and if there is any defect visible, report the mater. Above all – DO NOT TAMPER with any part of the machine.

PRE-PAID TICKETS

When using pre-printed tickets, do not remove the pins from a complete bundle of tickets, or snip a number of tickets in advance. Use them only as required.

CASH BILLS AND JOURNEY WAYBILLS

Conductors should complete all cash bills and journey waybills correctly, paying particular attention to Bus numbers and the time of any Bus change-over

FREE PASSES

Any passenger allowed to travel FREE will have in their possession a pass (signed by the General Manager) giving details of the route they are allowed to travel. Employees of the Transport Department are allowed to travel free TO and FROM Duty, and non-uniformed staff are issued with passes.
Blind persons and Disabled Ex-Servicemen are in possession of passes which permit them of travel FREE according to conditions stated on the pass. The passes for blind persons expire on December 31st each year, and those for Disabled Ex-Servicemen on March 31st each year.
Conductors should examine all free passes tendered tot hem, and check that they are in order and valid for the current year.
Apart from the above, no-one is allowed to travel Free. Postmen, Policemen, Corporation employees who are traveling on duty will produce tickets to cover their fare, otherwise the ordinary fare must be charged. The tickets tendered by the above passengers, must be cancelled.
NO UNAUTHORISED Person is allowed to travel on the platform of any vehicle, and only ONE authorised person is allowed to travel on the platform at any time.
Employees are not allowed to ride or from Depot on the ACCRINGTON EXPRESS BUS, unless instructed to do so by the Inspector on duty.

REPORTS

All reports, whether accident reports, workmen compensation reports, non payment of fares, tendering of incorrect tickets or explanation forms must be made out IN INK.
All reports must be submitted to the office before 10-0a.m. on the day following the accident or incident, and explanation forms returned the day following receipt.
A box attached to the wall in the cellar of the Railway Road Office is provided for the receipt of all reports.

ACCIDENT REPORTS

Should an accident occur to any passenger, no matter how trivial it may seem, it must be reported in full. If a passenger falls when attempting to board or leave a moving vehicle, the emergency signal (5 rings on the bell) must be given to the Driver at once.
The Conductor should then ascertain the injured person’s name and address, and particulars of any injury caused. As many witnesses as possible should be obtained. The time and place of the accident, condition of the steps of the vehicle, and any other relevant particulars should be noted, and all details submitted on an Accident Report Form available in the Inspectors’ room.
Always include in your report:-
(a) Time of journey and where the bus was going;
(b) Place of accident; and
(c) Condition of steps or platform of the vehicle

TENDERING OF INCORRECT TICKET FOR CANCELLATION

On no account should a passenger be compelled to leave the vehicle for non-payment of a fare if they have given their name and address to the Conductor.
If a passenger has not the required money, or tenders a £1 or 10/- note, or any other currency which the Conductor cannot change, the passenger’s name and address should be taken, and a report submitted stating the “fare owing”

P.I.E. REPORTS

Below is a copy of the Notice concerning the procedure to be adopted in respect of tickets which are printed in error. No matter whether the ticket is the wrong price, wrong denomination or wrong stage number, the following procedure must be adopted and all wrong tickets handed in on a P.I.E. Form

(COPY)
NOTICE TO CONDUCTORS
PROCEDURE TO BE ADOPTED IN
RESPECT OF TICKETS PRINTED OR
PUNCHED IN ERROR

Conductors are hereby instructed as to the procedure to be adopted in respect of T.I.M or pre-printed tickets being printed or punched in error

ON NO ACCOUNT MUST TICKETS WHICH HAVE BEEN PRINTED IN ERROR BE ISSUED TO ANOTHER PASSENGER, NEITHER MUST CONDUCTORS MARK SUCH TICKETS IN ANY WAY
A “PRINTED-IN-ERROR” FORM must be obtained from the Cash Office, Parcels Office or Intack Depot. This form must be completed by the Conductor and the Ticket or Tickets printed or punched in error attached thereto. The Form must then be handed in at the Cash Office for attention.
Any Conductor found guilty of re-issuing Ticket or Tickets which have been printed or punched in error, will be liable to instant dismissal and prosecution.
By Order.

A copy of the above notice is given to each new Conductor during his training period and the seriousness of re-issuing a ticket printed in error will be realised

LOST PROPERTY

Any article found on a bus by a passenger and handed to the Conductor, or any article found by the Conductor, must be handed in at the Parcels Office for recording purposes

The General Manager, Mr Potts, retired in 1955 and he was succeeded by Mr Harrison, who had been Rolling Stock Superintendent with the trams.

Between July 1954 and May 1956 eight of the Wartime Utility bodied Guy Arab vehicles, No.'s 59-66 were re-bodied at East Lancashire Coach Builders. On returning to service they received a new lighter shade of green livery and also for the first time, lining out was omitted from the livery, a practice that was to be established on all subsequent new vehicles and re-paints of older buses.

On 16th May, 1955, a new service was introduced to the Shadsworth Estate, and from 5th November, 1956, an improved frequency was introduced when the Intack service was extended and integrated with the estate service, all journeys operating via Intack. The outer terminus of the service was Ballantrae Road/Rothesay Road.

The 'Suez Crisis' of late 1956 had a tremendous financial effect on the undertaking and in particular the services, as was the case with all transport operates. In Blackburn a 5% fuel saving was accomplished by the reduction of off-peak services. A 5% fuel tax of 1s. per gallon meant that fares had to be increased as of January 1st, 1957. A review of all fares was considered in the Spring of the same year involved further increases and the last link with the trams was severed with the withdrawal of the 'return fare', from 14th April, 1957.

Between January and April 1957 ten new buses entered service and were double-deck Guy Arab 6LW Chassis vehicles with East Lancashire Coach Builders 58-seat bodies, similar to the style of the re-builds, and were allocated No.'s 140-149. The introduction of these buses enabled the withdrawal of five of the Leyland TD5's No.'s 46, 47, 50, 51 and 53.

To help finance the purchase of new buses, and to prevent the need to borrow, a policy of an annual contribution to a 'bus renewal fund' was adopted.

Eight further Guy Arab's arrived in 1958, No.'s 150-157, and the rest of the No.'s 40-53 batch of TD5's were withdrawn.

Also in 1958 the outer terminus for the Shadsworth estate service was extended to Largs Road/Rothesay Road.

No more vehicles arrived until 1961, when the first 8ft. wide buses entered service. These were twelve Guy Arab 6LW's, numbered 158-169, with East Lancashire 63-seat double-deck bodies.

The 'bus renewal fund', adopted in 1957, was used to purchase these vehicles. But despite this, the deficit in the 1960/1961 financial year dictated a ½d increase in the fares from July 2nd 1961.

On 25th March, 1963 the Higher Croft service was altered to operate mainly as a circular. The route was extended from the Scarborough Road terminus via Roman Road, Old Bank Lane, Haslingden Road and along the Queen's Park Hospital route back to the Boulevard.

For the next batch of new buses a return to Leyland chassis was made and twenty-four Leyland PD2A vehicles arrived, No.'s 21-32 in 1962/63 and No.'s 33-44 in 1964, all with East Lancs 63-seat bodies, almost identical to the 1961 Guy Arabs. Half of these buses were fitted with fluorescent lighting giving a much-improved interior lighting. These purchases allowed for the complete withdrawal of No.'s 59-66, 67-72 and 73-84.

In 1964 all the fare stages were re-adjusted and new 'simplified fare scales' were put into operation, amongst these alterations was the abandonment of the ½d. graduation.

Fare concessions for older people were introduced from May 1965. The principle adopted by the Town Council was that holders of a pass could travel at a fare of 1d. per journey at off-peak times Monday to Friday and up to 10pm on Sunday. Later in 1965, severe economic pressures on the undertaking resulted from substantial wage increases to staff and a nationally agreed service bonus for drivers and conductors. Consequentially an application to increase fares was granted with effect from 12th December, 1965.

At this time the oldest buses in the fleet were the Leyland PS1 single-deck vehicles No.'s 1-4 of 1947 vintage and it was decided these should be the next vehicles to be replaced. This was achieved in 1967, with the introduction of eight Leyland PSCU1/13 Tiger Cub single-deck buses with front entrance East Lancashire 45-seat bodies, equipped for One-Man-Operation, and were the first buses with under-floor engines. They all carried a new style livery whereby the ivory became the predominant colour. One-Man-Operation began on March 6th, 1967 on the Revidge route followed in January 1968 on the Queen's Park service.

July 1968 saw the first introduction of the rear-engined Leyland PDR1/1 'Atlantean' when No.'s 45-54 arrived with 76-seat East Lancashire bodies again in the new livery.

1969 saw an improvement to the general appearance of the vehicles when a Ultrasonic Vehicle Washing Machine was installed at Intack depot.

Eight of the No.'s 85-94 batch of 1947 Leyland PD1A's were withdrawn between 1968 and 1970 and to replace these vehicles twelve further Leyland PSCU1A/13 Tiger Cubs, No.'s 55-66 entered service in the middle of 1969. The last of the 1948 single-deck buses were withdrawn later that year. In June 1969 Mr Oak took over as General Manager from Mr Harrison.

A further eight Leyland PDR1/1 'Atlantean' buses No.'s 73-80 entered service in 1971 as well as six new single deck vehicles, these being No.'s 67-72, Seddon Pennine RU single-deck vehicles with East Lancashire 45-seat bodies. Seddon single-deck No.69 was fitted with coach seats, reducing the capacity to 42 and was also given a revised livery with the green band at the bottom of the side panels. In 1972 Leyland Atlantean AN68 No.'s 81-92 were purchased, again with East Lancashire 76-seat double-deck bodies. These vehicles also carried the new revised livery.

At this point in time several of the Leyland PD2A vehicles were also re-painted into the revised, predominantly cream livery and at the same time had their twin destination boxes replaced with single ones.

The last of the 'Tramway Replacement' buses No.'s 120-139 Guy Arabs were withdrawn, though most had only been used as 'extras' for some time prior to this.

No more buses were ever purchased by Blackburn Corporation as the local Government re-organisation of 1974 saw the amalgamation of Blackburn and Darwen into the Borough of Blackburn, and a new era in public transport in Blackburn began.