Company History
1947 - Current Day
The southern section of the large county of Lincolnshire was known as the Holland division for administration and identification purposes. Appropriately named as the one time extensive marshlands were drained by Dutch inspired civil engineering to give access to huge acreage’s of rich arable land. Further association with the Netherlands can be found around Spalding with the largest tulip bulb producing area in the country.
To the east of Spalding is the small town of Holbeach which is only seven miles from the (The Wash) but does not derive its name from the traditional beach. Research reveals the make up to be from “hollow beck”, a slight ridge with a number of streams draining away. Some nine miles due south of the town of Holbeach lies the village of Holbeach Drove, once connected by a near straight track used to herd cattle, now the B1168. Any livestock movements are now provided by powerful modern cattle trucks capable of transport to markets in distant towns.
Similarly the conveyance of people has undergone major changes with the advancement of vehicle design and radically improved road networks. Fifty years ago road surfaces had deteriorated after five years of economies because of World War II but severe restrictions had reduced movements to essential traffic only. The cessation of hostilities found a travel hungry public anxious to sample the freedom of travel but car ownership was very low. Men with motor engineering knowledge and an eye to a good business proposition stood to benefit from the situation. One such man was William Fowler who successfully applied for a PSV operator’s licence and purchased his first coach in October 1947.
The pioneer vehicle was a normal control Leyland Cub powered by a 4.4 litre petrol engine and fitted with Willowbrook 24 seat coachwork. Although new to Skills Motor Coaches of Nottingham, the coach was purchased from local operator Nightingales of Spalding for the princely sum of £400. The gamble paid off as a year later a second vehicle was planned to cope with the healthy diary of work. Bill Fowler’s initiation into the world PSV world had been with Fred Rose of Holbeach Drove, legally driving buses when only 18 years old, this was thwarted when new regulations raised the minimum age to 21. This setback forced Bill into alternative employment working in a local bake house plus part time work on his brother’s farm, particularly during the potato harvesting periods.
The second coach was a real trend setter as a NEW forward control, petrol engine Austin with 31 seat coachwork by Mann Egerton of Norwich was ordered. This was completed in 1949 at a cost of £2,200. Lettered “Silverline” on the front and rear glasses, it was the only member of the fleet to carry this fleet name. Operated for twelve years the stalwart was finally written off in an accident. Inevitably for an operator in Rural East Anglia one of the ubiquitous Bedford OB models was acquired early on 1950-it took thirty four years to eliminate the marque from the fleet!
Another major milestone in the vehicular intake was acquired for the new school year in 1962 in the form of the first double-decker. The intake was in interesting1939 Bristol K5G with 1950 Highbridge Bristol bodywork. Originally new to the Bristol omnibus co. it had spent three years with Eastern Counties on Norwich City services. The battleship grey disposal livery was retained during its eighteen month stay in Lincolnshire when the old stalwart was replaced by an all Leyland ex-Salford City which rapidly lost its municipal green for Post Office red paintwork.
The advent of double-deckers was overshadowed and intensified by the acquisition of C J Towler (Emneth) Ltd business assets that operated to the North West of Wisbech, in March 1963. The deal included four road services, the majority terminating at Wisbech Old Market; four coaches plus a double-decker; and a garage at Holbeach Drove, then valued at £500, conveniently situated opposite Cherrington Villa the home, office and up to that period the operational yard of W H Fowler’s buses and coaches.
Towler’s operations had been the result of even earlier buyouts: The business of F W Spriggs of Parson Drove was acquired in January 1944 with three vehicles, this provided a Parson Drove to Wisbech service. The acquisition of Fred Rose’s buses (Bill Fowler’s one time employee) in March 1948 provided a Gedney Hill via Holbeach Drove to Spalding service which was linked with the ex-Spriggs route via a previously un-served Fenland road to provide a Wisbech via Holbeach Drove run to Spalding.
Fowler’s entry into stage carriage services prompted the purchase of single-deck buses. The first of which was a pair of Bristol L5Gs with half-cab ECW bodies which had been modified for one-man operation by Bristol Omnibus Co with a diagonal window on the nearside of the drivers cab to aid fare collection. The next was a purpose built Leyland Tiger Cub with a useful 44 seat Weymann bus body. This was supplemented by an even newer Bedford VAM70 with Willowbrook bus body ex-Gibson of Barlestone in 1972. The introduction of the New Bus Grant in September 1968 was utilised for new deliveries from 1973 to 1981. The most unusual coach to qualify was a 1975 Bedford VAS5 with a Duple Dominant 1 C29F body which was gainfully employed on the services that strayed from the main Wisbech to Spalding route.
The luxury side of the business was not neglected by the service commitments. A brand new Bedford VAM5 with a Duple Bella Venturer 45 seat coach body supplied in April 1966 was delivered in time to enter the 12th British Coach Rally at Brighton; Fowler’s first venture into the event. The following year came the chance to acquire the sole vehicle of A J Cater of Newton, Wisbech which had been an entrant in the 10th Coach Rally at Brighton in1964. Named the “Fenland Queen” the coach was a Bedford VAL14 with Duple Vega Major bodywork fitted with only 39 seats instead of the customary 52. The work for the coach was generated from a small travel office at Nene Quay in Wisbech. Registered HEB 333 a mark previously on a 1958 Bedford SB3/Burlingham C36F but transferred to the replacement in December 1963. A very early example of a true cherished registration retention and change over to a newer PSV. This trail-blazer was the first Fowler coach to venture abroad.
As the fleet grew to a dozen vehicles a larger operational base was sought, this materialised as a two acre site in nearby Dog Drove. The ideally situated land, then covered with a host of golden daffodils was purchased for only £500. By February 1971 a 40ft wide by 100ft long steel framed workshop complete with pits had been constructed. In 1977 an even larger bus garage was constructed in order to park the operational fleet under cover. The approach to both buildings was via concrete aprons which were a vast improvement on the original yard’s hard standing.
By the early eighties the fleet had grown to 16, a significant new coach was a 1972 Leyland Leopard with a Plaxton Elite Express body, this qualified for New Bus Grant and was the first 53 seater to join the fleet. A second identical vehicle was ordered but cancelled before completion and diverted to Morris of Bromyard in Herefordshire as AVJ 100L in a blue livery. Two years later another design advancement joined the school bus/stage service strength by the acquisition of a Leyland Atlantean/Alexander, originally new to Newcastle, which became the first rear engined double-decker operated.
Sadly Bill Fowler passed away on 13th September 1975. Apart from being the proprietor of an established bus and coach operation Bill had been well known in the steam world as the owner of a Clayton and Shuttleworth traction engine built in Lincoln in 1922. In the sixties BD 5483 appeared at various rallies and carnivals regularly towing a showman’s caravan. The latter was normally parked in the field adjoining the original bus yard guarded by an over friendly donkey!
Control of the business was transferred to Lily Fowler, John Fowler and Barrie Fowler (trading as W H Fowler & Sons). A further change took place in 1977 when the business was transferred to John Fowler and Barrie Fowler (trading as W H Fowler & Sons). Later that year the present limited company, W H Fowler & Sons (coaches) Ltd, was formed, with effect from 14 October 1977.
An interesting aspect of the business developed from 1974 through to 1978 when a steady stream of ex-major operator’s vehicles visited Dog Drove. The stock belonged to Paul Sykes, then one of the largest PSV dealers in the renowned Barnsley, Yorkshire bus breaking area. The vehicles ranged from Park Royal bodied AEC’s from East Kent, Black and White Bristol REs, and large numbers of Midland Red Fords through to the famed ex-Southdown Leyland PD3 “Queen Mary’s”. At the peak, four a week were offered up by two fitters dedicated to preparing the PSVs for new Certificates of Fitness issued by Ministry of Transport vehicle examiners who were regular visitors to the site during the period. In the intervening years the chance was taken to add selected vehicles to the home fleet, among them UBN 913-915 Leyland PD3 double-deckers with modern full-front MCW bodies new to Bolton, and a pair of Leyland Leopards with BET standard style Marshall bus bodies ex-Ribble.
1987 was to prove eventful on most of the bus service operations of the business. The retirement of Tom Rose, based in nearby Holbeach St John, early in the year presented the opportunity to integrate some of the services provided into the Fowler network. There was no need to acquire any of the Rose fleet of six Bedford and Ford coaches which were sold of individually. On the 20th April advantage was of the deregulation of local bus services by introducing a rival weekday service from Holbeach to Spalding in competition with Lincolnshire Road Car route 505. This was operated free during the first week using bus-grant coaches including VDO 335L, CDO 402V, JDO 241w and 805AFC (previously JKE107L). The gratis facility was so well used that relief was required which involved a newly acquired Plaxton Paramount coach being utilised. Even after fares were introduced patronage was so good the route was extended to King’s Lynn on 14th December with assured boldness.
In May 1987 the Geest fruit packaging factory in Spalding cancelled the six staff transport buses that Fowlers had provided for 27 years and the following year Turner Turkeys at Sutton Bridge withdrew their two contracts. Dow Mac Construction (now part of Costains) at Tallington similarly cut out the need for three works contracts in 1992 leaving only Tinsley Foods still requiring staff transport in 1997.
1989 was even more momentous as the Road Car closed Holbeach depot on 19th of August. The premises and entire workings on the Spalding to Kings Lynn route became Fowlers responsibility from 21st august, three new Scania K93s with attractive Plaxton Derwent bus bodies were based at the new outstation depot. These, plus a new Scania N113/Alexander double-decker displaced a pair of ex Brighton & Hove Leyland Leopards and a trio of Leyland Tigers formerly with London & Country which had regularly worked the “main road” before the new influx took over.
With the consistent influx of heavyweight chassised coaches into the fleet from 1972 extended tours were undertaken with confidence. An in house holiday programme was offered prior to 1988, but in subsequent years the work has been performed for private parties. A considerable variety of private hire is undertaken with the modern coaches, particularly in the triangle formed by Wisbech, Spalding and Peterborough.
After 57 years service to the populace of the Fens, Fowlers business is very much an integral part of the South Lincolnshire transport structure.
Text Courtesy of Geoff Mills
SERVING THE COMMUNITY SINCE 1947