sunderland ct 1900-1973sunderland corporation transport 1900-1973 3 the sunderland tramways company...

Sunderland Corporation Transport 1900-1973

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First Published 2015 by the Local Transport History Library. Second Edition 2018.

With thanks to Donald Hudson and John Huddlestone for illustrations.

© The Local Transport History Library 2018. (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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CONTENTS

Sunderland Corporation Transport - Fleet History 1900-1973......….…………Sunderland Corporation Transport- Tram Fleet List 1900-1954...….………….Sunderland Corporation Transport- Bus Fleet list 1929-1973...….……….……

Cover Illustration: No. 16 was originally an open-top double-deck car built by theElectric Railway and Tramway Carriage Works of Preston in 1900, becoming fullyenclosed by 1922. (LTHL collection).

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The Sunderland Tramways Company operated horse trams in Sunderland from 28thApril 1879, under the authority granted by the Sunderland Tramways Order of 1878.The first route was a short section from the Royal Hotel in Monkwearmouth alongRoker Avenue to Roker itself, which was supplemented on the 11th June 1879 by twoadditional routes. The first route was a continuation of the original line, which travelledacross the river via North Bridge Street, Bridge Street, Fawcett Street and BurdonRoad to Christ Church, before turning east along Gray Road to Tatham Street, thenturning north to rejoin Fawcett Street. The second route was a short branch linenorthwards from Tatham Street, via Nicholson Street and Cousin Street, terminatingin Adelaide Street in the docks area. The total length of the tramway was 3½ miles,principally of single-track line. The initial rolling stock consisted of three single-deckcars, which were joined by two double-deck cars when the extensions to the systemwere opened.

Sunderland Corporation constructed further extensions to the tramway system in 1880-1881, leasing them to the Company. The lines served Southwick, via Southwick Road,from North Bridge Street, with two branch lines running along High Street East andNew Durham Road to the south. At the same time an experiment using three steamtrams took place, although it was abandoned after just seven months.

By 1894 the fleet had grown to 33 tramcars and extensions to the system, which hadremained unaltered since 1881, were contemplated and permission was sought by theCompany for the expansion, along with a request for a new lease. Although Sunderland


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Council actually drew up a new agreement, it was never signed, and, eventually,Sunderland Corporation obtained authority (under the Sunderland Corporation Act1899) to operate its own tramways and purchased the Company on 26th March 1900.

Immediately, Sunderland Corporation set about electrifying the lines, closing down theformer horse-drawn tram routes as reconstruction progressed. The first route operatedby electric traction opened in August 1900, from Roker to Christ Church, with otherlines following. By 1904, routes to Southwick, via Sunderland Road and SouthwickRoad; to Seaburn from Roker via Whitburn Road; and via Gladstone Road and FulwellLane, were all operating, along with a line to Grangetown, via Bridge Street andRyehope Road; a new line to the docks; and a circular route via Hylton Road andChester Road. Subsequently there was little further expansion of the system and itremained substantially unaltered for the next twenty years.

The tramcar fleet consisted initially of Nos. 1-12, 56-seat, open-top, double-deck carsfrom the Electric Railway and Tramway Carriage Works of Preston, and Nos. 13-18,64-seat, double-deck, bogie open-top cars from the same manufacturer. Later, in1901, ERTCW supplied Nos. 19-26, 26-seat single-deck tramcars and Nos. 27-50,more 56-seat, open-top, double-deck cars.

On the 3rd January 1921, through running to Houghton-le-Spring, via Grangetowncommenced, jointly with the Sunderland District Electric Tramways, who had operatedthe tramway since 1905. The line ran south from Grangetown to Ryhope, then west


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through Tunstall, Silksworth, East and West Herrington to New Herrington, where itturned south again through Philadelphia (where the Company had their depot) andNewbottle to Houghton-le-Spring.

A new route to Barnes Park, via Durham Road was opened on 2nd December 1925 andfurther extended on 4th August 1929 to serve the new estate at Humbledon Hill. Bythis time the Corporation had been authorised (under the Sunderland Corporation Actof 1927) to operate motorbuses and the first service, a tram replacement route servingthe docks area, commenced on 6th February 1928. Interestingly, the service wasoperated on the Corporation's behalf by the Northern General Transport Company, aswas the second service, introduced on 7th May 1928 between Sea Lane and Humble-don. It was not until May 1929 that Sunderland Corporation took delivery of its firstmotorbuses, a batch of 12 Leyland Lion LT1's (Nos. 1-12), with Leyland B32Fbodywork, which replaced the Northern General buses on the docks route.

Throughout the 1930's the motorbus network continued to expand, with the newestates built at Ford, Marley Potts, Plains Farm, Pallion, Fulwell and Seaburn beingserved by new bus routes. Early purchases for the bus fleet consisted of Leylandsingle-deckers and Dennis and Daimler double-deckers. In 1937 the name of theundertaking was changed to Sunderland Corporation Transport.

Although motorbuses had been introduced, the tramway system continued to beextended. On the 10th May 1937 the Fulwell Lane route was extended east to Seaburn,


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via Dykelands Road and on the 21st February 1948 the Durham Road line wasextended along a central reservation to Grindon Lane, and then subsequently toThorney Close Road the following year, to serve the new housing estates there.However, the decision had already been taken to abandon the tramway system infavour of motorbuses and on 5th November 1950 the Villette Road-Suffolk Road loopline was closed and on 30th November the following year, the Southwick route closed.The remaining routes survived until 1954 before they were gradually run down overthe year, the system finally closing, amidst much ceremony, with the last tram (No.86) running on 1st October 1954.

Sunderland's first 8ft wide buses were delivered in 1951. Numbered 116-127 theywere Daimler CVG6 chassis with Roe H31/25R bodywork.

Route numbers were introduced for bus services in 1953 and experiments withone-man operation were carried out that paved the way for its later introduction onother services. Eight more Daimler's (Nos. 140-147), this time with CVG5 chassis weredelivered in 1953, again with Roe bodywork. They sported a new green and creamlivery, which replaced the hitherto red and cream livery applied to both buses andtrams, although the original livery had been chocolate and cream until the 1930's. In1954 the antiquated Bell Punch ticket system was replaced by the Setright Speedsystem and 61 new buses were delivered to speed up the tramway abandonmentprogramme.


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Two specially manufactured vehicles were purchased in 1956 and 1957, from AtkinsonVehicles. Nos. 30 and 31 were specifically built to Sunderland Corporation's require-ments, of lightweight construction with Roe 41-seat forward entrance bodywork, andwere the only such vehicles built by Atkinson.

In 1962 Sunderland Corporation took delivery of their first new double-decker for fouryears. No. 250, a Daimler Fleetline CRG6LX, was the first rear-engined vehicle in thefleet and carried a Roe H39/31F body. It was followed later in the year by a furtherfive similar vehicles.

Three Atkinson single-deckers (Nos. 46-48) with Marshall B45D bodywork weredelivered at the end of 1963 and early 1964. The PL746HF chassis were notable in thatthey were the very last Atkinson passenger chassis placed in service in the UnitedKingdom and could be seen operating on a new route introduced on the 17th August1964 (route No. 25) to Carley Hill, via Newcastle Road.

From the 5th September 1966 several of the established services were converted toone-man operation, necessitating the purchase of a number of new single-deckvehicles. Nos. 52-84 were Leyland PSUR1/1R's with Strachan B47D bodywork, whilst85-87 were Daimler SRC6 Roadliners with similar bodywork. Subsequent purchaseswere all single-deck vehicles equipped for one-man operation as the Corporationcommitted itself to this type of operation. In 1969 a new one-man operated service


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commenced to Doxford Park, Sunderland's newest estate, using the new Central BusStation.

By the early 1970's Sunderland Corporation was faced with rising operational costs andheavy financial losses. Consequently the undertaking was passed to the TynesidePassenger Transport Executive on 1st April 1973, some twelve months before theformation of the Tyne and Wear county, which would have included SunderlandCorporation in an extended passenger transport area from the 1st April 1974, underthe auspices of the Tyne and Wear Passenger Transport Executive. At 11.00pm on the31st March 1973, the last buses were ceremoniously 'whistled off' from Crowtree RoadBus Station by the Mayor, bringing to an end 73 years of municipal operations inSunderland.


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Tram Fleet List1900-1954

This listing is in the format - Fleet No; Type; Trucks; Body; Seating.

1900

1-12; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 34/2213-18; Double-deck open-top bogie; Brill 22E; ERTCW; 38/2619-26; Single-deck 4-wheel; Brill 21E; ERTCW; 28

Nos. 1-12 fitted with top covers between 1904 and 1916.No. 6 fitted with Peckham P22 truck in 1936; re-numbered 46 in 1938.No. 8 re-numbered 42 in 1938.Nos. 13-18 fitted with Brill 21E 4-wheel trucks in 1901; fully-enclosed between 1920and 1922, re-seated to 40/26 and re-trucked with Brill Radiax trucks.Nos. 13-15, 17-18 rebuilt and re-trucked with Maley & Taunton (13), Peckham P22(14, 18), Brush P22 (15) and EEC (17) trucks in 1932 -1933, re-seated to 36/22.No. 16 re-trucked in 1930 with P22 truck and re-seated to 38/22.Withdrawn 1914 (22), 1916 (10), 1925 (23-25), 1930 (19-21, 26), 1933 (5), 1934(1), 1935 (2, 9), 1936 (3, 11), 1937 (4, 12), 1938 (7, 8[42]), 1939 (6[46]), 1952(14), 1953 (15-18), 1954 (13).


Sunderland Corporation No. 26, a 1900 ERTCW-built single-deck 4-wheel car on Brill 21E trucks with seatsfor 28. (LTHL collection).


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1901

27-50; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 34/22

Nos. 27-50 fitted with top covers between 1904 and 1916.Nos. 31-32 rebuilt as totally enclosed cars in 1926. No. 32 fitted with P22 truck in1927, with an EMB truck in 1930, and with a P22 truck in 1938; re-numbered 43 in1938.No. 44 rebuilt as totally enclosed, re-seated to 32/22 and re-trucked with EMB truckin 1930.Withdrawn 1933 (27, 38), 1934 (28, 39, 42), 1935 (35, 40), 1936 (36, 41), 1937(37, 43, 46), 1938 (29-31, 33-34, 45, 47-50), 1951 (32[43]), 1953 (44).


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1902

52-55; Single-deck combination 4-wheel; Brill 21E; ERTCW; 3456-65; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 34/22

Nos. 52-55 fully enclosed in 1904.Nos. 56-60, 65 fully enclosed between 1926 and 1929; re-trucked with P22 trucks ata later date.No. 56 re-trucked with EMB truck in 1932.No. 61 partially top-covered and re-seated to 28/22 c. 1934.Nos. 62-64 fully enclosed in 1933 (63, 64) and 1934 (62) and re-seated to 32/22; No.62 was re-trucked with P22 truck and Nos. 63-64 re-trucked with EEC trucks.Withdrawn 1930 (52-55), 1938 (58-59), 1940 (65), 1951 (62), 1953 (56-57, 60-61,64), 1954 (63).


Car No. 61 was originally open-top but was partially top-covered c. 1934. It earned the nickname 'TheIcebox' for obvious reasons! (LTHL collection).


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1906

66-71; Double-deck top-covered 4-wheel; Mountain & Gibson Radial; Brush;40/26

Nos. 66-71 fully enclosed and re-seated to 36/22 between 1931 and 1933;re-trucked with Brush P35 (66), P22 (67, 69), EEC (68), Brill 21E (70) or EMB Light-weight (71) trucks.Withdrawn 1953 (66-70), 1954 (71).

1918

10; Double-deck top-covered 4-wheel; Brill 21E; UEC; 34/22

No. 10 received a P22 truck in 1936.Withdrawn 1941 (10).


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1921

72-73; Double-deck fully enclosed 4-wheel; Peckham P22; English Electric;38/20

Nos. 72-73 later re-seated to 36/24; fitted with EMB trucks in 1931.Withdrawn 1953 (73), 1954 (72).

1922

74-83; Double-deck fully enclosed 4-wheel; Peckham P22; English Electric;38/20

Nos. 74-83 re-trucked between 1929 and 1931 with EMB swing-axle trucks (74-76,78-80, 82-83) or Brush P35 trucks (77, 81).Withdrawn 1953 (74-77, 79, 81-82), 1954 (78, 80, 83).


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1925

22-23; Double-deck fully enclosed 4-wheel; Peckham P22; Sunderland CT;42/28

25; Double-deck fully enclosed 4-wheel; Peckham P22; Sunderland CT;42/28

84; Double-deck fully enclosed 4-wheel; Brill 21E; Sunderland CT; 34/22

Nos. 22 and 25 re-trucked with Maley & Taunton swing-link trucks by 1934.No. 23 was re-trucked with an EMB hornless truck by 1934.No. 84 was ex-Sunderland & District Electric Tramway Co. (No. 33, built 1908),originally with Brush bodywork; it was re-trucked in 1932 with an EMB truck.Withdrawn 1953 (84), 1954 (22-23, 25).

1931

19-20; Double-deck fully enclosed 4-wheel; Brush P22RB; Brush Lowbuild;28/22

85; Single-deck fully enclosed bogie; Brush Max. Traction; Brush; 50

Nos. 19-20 ex-Accrington Corporation (Nos. 42-43, new 1926).Withdrawn 1939 (85), 1953 (19-20).


No. 85 was a 1931 fully-enclosed single-deck bogie car built by Brush on maximum traction trucks seating50. (LTHL collection).


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1932

86; Double-deck fully enclosed 4-wheel; EMB Hornless; Sunderland CT;36/26

No. 86 was built to low height.Withdrawn 1954 (86).

1933



Nos. 21, 24 rebuilt from ex-Mansfield District (Nos. 27-28, new 1925), originally withEnglish Electric bodywork.Withdrawn 1953 (21), 1954 (24).


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1934

87-95; Double-deck fully enclosed 4-wheel; EMB Hornless; English Electric;36/28

96-98; Double-deck fully enclosed 4-wheel; EMB Hornless; Sunderland CT;36/28

Withdrawn 1954 (87-98).

1935

26-28; Double-deck fully enclosed 4-wheel; EMB Lightweight; Sunderland CT; 36/2899; Double-deck fully enclosed bogie; EEC Equal-wheel; English Electric;

44/32

Withdrawn 1951 (99), 1953 (26-28).


No. 99 was a 1935-built double-deck fully enclosed bogie car on English Electric trucks with English Electricbodywork, seen here in 1936 when almost new. (LTHL collection).


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1936

52; Double-deck fully enclosed 4-wheel; Peckham cantilever; Portsmouth CT; 35/2353; Double-deck fully enclosed 4-wheel; EEC; Sunderland CT; 36/2454; Double-deck fully enclosed 4-wheel; Maley & Taunton; Sunderland CT;

36/2455; Double-deck fully enclosed 4-wheel; Maley & Taunton; Brush; 36/24

No. 52 ex-Portsmouth Corporation (No. 1, built 1930); re-trucked with EMB truck in1938; re-numbered 45 in 1940.Withdrawn 1953 (52[45], 54), 1954 (53, 55).

1937

100; Double-deck fully enclosed bogie; UCC equal-wheel; UCC; 42/28

No. 100 ex-London Passenger Transport Board (No. 2168, new 1929 to MetropolitanElectric Tramways [No. 331]).Withdrawn 1951 (100).


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1938

2-9; Double-deck fully enclosed 4-wheel; Brush P22; Brush; 34/2629; Double-deck fully enclosed 4-wheel; Maley & Taunton; English Electric;

40/2030-35; Double-deck fully enclosed 4-wheel; Maley & Taunton; English Electric; 36/2036; Double-deck fully enclosed 4-wheel; Maley & Taunton; English Electric;

40/2049-51; Double-deck fully enclosed 4-wheel; EEC; Sunderland CT; 36/24

Nos. 2-9 ex-London Passenger Transport Board (Nos. 33-40, new 1932 to Ilford Cor-poration [33-40]); re-trucked with Maley & Taunton trucks between 1946 and 1948.Nos. 29-36 ex-Huddersfield Corporation (Nos. 144, 141, 138, 142, 137, 140, 139,143 respectively, new 1931 or 1932 [144, 143]).Withdrawn 1953 (29, 50-51), 1954 (2-9, 30-36, 49).

1940

52; Double-deck fully enclosed 4-wheel; EEC; Sunderland CT; 36/24

Withdrawn 1954 (52).


No. 51 was a fully-enclosed ‘streamlined’ car, seating 60, built in 1938 by Sunderland Corporation. (LTHLcollection).


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1946

48; Double-deck fully enclosed 4-wheel; Maley & Taunton; EEC; 36/24

No. 48 ex-South Shields Corporation (No. 52, new 1936).Withdrawn 1954 (48).

1947

37-42; Double-deck fully enclosed 4-wheel; Peckham P35; Manchester CT;40/22

Nos. 37-42 ex-Manchester Corporation (Nos. 510, 503, 163, 176, 380, 131 respec-tively, new 1930 [163, 131], 1931 [503, 176, 380] or 1932 [510]).Withdrawn 1953 (39-40), 1954 (37-38, 41-42).

1948

85; Double-deck fully enclosed 4-wheel; EMB; Bury CT; 34/22

No. 85 ex-Bury Corporation (No. 30, new 1905).Withdrawn 1954 (85).


No. 39 was a double-deck 4-wheel car that was purchased second-hand from Manchester. It had aManchester Corporation fully-enclosed body seating 62. (LTHL collection).


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Bus Fleet List1929-1973

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

1929

1-12; BR7131-42; Leyland LT1; 50380-81/79/82-90; Leyland; B32F13; TY4418; Thornycroft LB; 13462; ? ; B26F

No. 13 ex-Ankers, Winlaton (new 1928); re-seated to B29F in 1935.Withdrawn 1934 (2), 1935 (1, 4, 6, 12), 1938 (3, 5, 8-9, 11), 1943 (7, 10), 1945(13).


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1930

14-19; BR8001-06; Leyland LT2; 51124-29; Roe; B32F20-21; BR8007-08; Leyland TS2; 61232-33; Roe; B32F22; PG6564; Dennis HS; 90094; Massey; H24/24R23-25; BR8293-95; Dennis HV; 95003/06-07; Massey; H24/24RNo. 22 ex-Dennis Bros., Guildford (new 1929); prototype for Dennis HV and is alsoquoted with chassis no. 95000.Withdrawn 1935 (22-23, 25), 1936 (24), 1943 (15, 17-19), 1944 (14, 16, 20-21).

1934

26-27; GR1189-90; Daimler COG5; 9246-47; Roe; H26/22C - ; GR1156-57; Guy Wolf; CFP10796/923; Guy; T20

GR1156-57 re-bodied to B20F by ACB in 1947 and numbered 1-2 respectively.Withdrawn 1952 (26-27), 1953 (GR1156-1157[1-2]).


No. 16 (BR8003) was a 1930 Leyland 'Lion' LT2 with Roe 32-seat bodywork. It is seen here when new andgave 13 years service before being withdrawn in 1943. (LTHL collection).


GR1157 was a 1934 Guy Wolf originally with 20-seat 'toastrack' bodywork. It was re-bodied in 1947 byAssociated Coachbuilders with a 20-seat bus body as shown and numbered 2. (LTHL collection).


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1935

28-30; GR2085-87; Daimler COG5; 9513-9515; Roe; H26/22C31-32; GR2385-86; Daimler COG5; 9536-37; Roe; H26/22C - ; GR1774-75; Guy Wolf; CFP11257/63; Guy; T20

GR1774-1775 re-bodied to B20F by Blagg in 1938 and numbered 3-4 respectively.Withdrawn 1950 (3-4, 30, 32), 1953 (28-29, 31).

1936

33; GR2781; Daimler COG5; 9710; Roe; H26/22C34-35; GR3038-39; Daimler COG5; 9711-12; Roe; H26/22C36-37; GR3525-26; Daimler COG5; 9863-64; Roe; H26/22C

Withdrawn 1953 (33, 35-36), 1954 (34, 37).


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1937

24-25; GR3739-40; Crossley Mancunian; 92290-91; English Electric; FH25/23C38-41; GR3881-84; Daimler COG5; 10105-07/04; Roe; H26/22C42; GR4713; Daimler COG5; 10168; Roe; H26/22C

Nos. 24-25 rebuilt to half-cab design c.1939.Withdrawn 1946 (25), 1951 (24), 1954 (38-39, 41-42), 1956 (40).

1938

43-49; GR5214-20; Daimler COG5; 10380-86; Roe; H26/22C50-53; GR6073-76; Daimler COG5; 10524/660-62; Roe; H26/22C

Withdrawn 1953 (53), 1954 (43-46, 48-52), 1957 (47).

1939

22-23; GR7100-01; Crossley Alpha; 91946-47; Blagg; B32F54-55; GR7102-03; Daimler COG5; 10935-36; Roe; H26/22C

Withdrawn 1954 (22-23, 54-55).


A line-up of Sunderland buses showing 1934 Daimler COG5 No. 26 (GR1189) with Roe H26/22C bodywork(right rear) with 1935 Daimler COG5 No. 32 (GR2386) with Roe H26/22C bodywork alongside No. 64(GR7739) a 1943 Guy Arab II with Massey H30/26R bodywork. (LTHL collection).


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1942

56-57; GR7499-500; Leyland TD7; 307779/893; Roe; H26/22C58; GR7501; Leyland TD7; 307055; Leyland; H30/26R

Withdrawn 1954 (56), 1955 (57), 1957 (58).

1943

59; GR7692; Guy Arab I; FD25709; Roe; H26/22C60-61; GR7707-08; Daimler CWG5; 11334/47; Massey; H30/26R62-63; GR7722-23; Guy Arab II; FD26069/97; Massey; H30/26R64-66; GR7739-41; Guy Arab II; FD26201/16/307; Massey; H30/26R67-68; GR7742-43; Guy Arab II; FD26314/16; Pickering; H30/26R69-70; GR7744-45; Guy Arab II; FD26382/90; Massey; H30/26R71-73; GR7746-48; Daimler CWA6; 11458/92-93; Duple; H30/26R

Nos. 59, 63, 67 re-bodied to H33/28R by Roe in 1954.Nos. 65, 68-69, 72 re-seated to H32/26R between 1953 and 1955.Nos. 68, 72 rebuilt to O32/26R in 1958.Nos. 59, 67, 72 re-numbered 237-239 respectively in 1966.Withdrawn 1955 (73), 1956 (61), 1958 (60, 62, 64, 66, 70), 1959 (71), 1963 (65,69), 1964 (68), 1966 (63), 1972 (59[237], 67[238], 72[239]).


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1944

74-79; GR7770-75; Guy Arab II; FD26537/49/700-01/34/39; Massey; H30/26R80-81; GR7806-07; Guy Arab II; FD26972/77; Massey; H30/26RNo. 74 re-seated to H32/26R in 1954.Nos. 78-79, 81 re-bodied to H33/28R by Roe in 1954.Nos. 79, 81 re-numbered 240-241 respectively in 1966.Withdrawn 1957 (74), 1958 (75-77, 80), 1966 (78), 1969 (79[240], 81[241]).

1946

15-18; GR8097-100; Daimler CWD6; 13247-50; Massey; H30/26R19-21; GR8250-52; Crossley DD42/3; 93239/48/47; Cravens; H30/26R

Withdrawn 1958 (15-18), 1961 (20), 1962 (19), 1963 (21).


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1947

9-14; GR9003-08; Crossley DD42/3; 93866/48/86/57/93/92; Crossley; H30/26R82-87; GR9113-18; AEC Regent III; 0961850-55; Roe; H31/25R

Nos. 82-87 re-seated to H33/25R in 1957.Withdrawn 1960 (83-87), 1961 (9-11, 82), 1962 (12-14).

1948

5-6; ABV866-67; Guy Arab I; FD25773/72; Pickering; H30/26R88-99; GR9920-31; Daimler CVG6; 14536-47; Massey; H30/26R

Nos. 5-6 ex-Blackburn Corporation (Nos. 56-57, new 1943).Nos. 88, 91-97, 99 re-seated to H32/26R between 1956 and 1961.No. 96 received the body from No. 98 in 1960.Withdrawn 1955 (5-6), 1959 (98), 1960 (90), 1961 (89), 1962 (91, 93-95, 97),1963 (99), 1964 (88, 92), 1966 (96).


No. 94 (GR9926) was a 1948 Daimler CVG6 with Massey 56-seat bodywork, withdrawn in 1962. (LTHLcollection).


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1949

100-105; ABR433-38; Crossley DD42/7C; 94838-43; Crossley; H32/26R

Withdrawn 1962 (100), 1963 (101-105).

1950

7-8; AGR667-68; Guy Arab III; FD70350/59; Roe; B35F25; EUP881; Leyland TD7; 397897; Roe; H26/22C106-109; AGR456-59; Daimler CVG6; 16939-42; Roe; H31/25R110-115; BBR353-58; Daimler CVG6; 17663-68; Roe; H31/25R

No. 25 ex-Stockton Corporation (No.85, new 1942).Nos. 106-115 re-seated to H33/25R in 1955.Withdrawn 1957 (25), 1964 (106-11, 113, 115), 1965 (7-8), 1966 (112, 114).

1951

116-127; BGR416-27; Daimler CVG6; 17973-84; Roe; H31/25R

Nos. 116-127 re-seated to H33/25R in 1956.Withdrawn 1966 (116-127).


1950 Guy Arab III No. 8 (AGR668) with Roe 35-seat bus bodywork. (LTHL collection).


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1952

128-139; CBR528-39; Guy Arab III; FD71425/44-45/82-84/503-06/51-52; Roe; H33/25R

No. 139 re-numbered to 242 in 1968.Withdrawn 1966 (128-138), 1972 (139[242]).

1953

140-147; DBR40-47; Daimler CVG5; 18490-97; Roe; H33/25R

Withdrawn 1966 (140-143), 1967 (144-147).


1952 Guy Arab III No. 128 (CBR528) with Roe 58-seat bodywork. It was withdrawn in 1966. (LTHL collection).


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1954

26-29; EBR226-29; Guy Arab LUF; LUF72296-99; Burlingham; B42D148-167; DBR648-67; Daimler CVG5; 18538-44/46-57/62; Roe; H33/25R168-172; DBR668-72; Daimler CVG5; 18545/58-61; ACB; H33/25R173-184; DBR673-84; Guy Arab III; FD71988-89/91/93-94/2000/06-11; Crossley; H33/25R185-196; EBR185-96; Guy Arab III; FD72270/72-74/76-83; Crossley; H32/26R197-201; EBR197-201; Daimler CVG5; 18655-59; Roe; H32/26R202; EBR202; Daimler CVG5; 18660; Roe; H35/28R203-208; EBR203-08; Daimler CVG5; 18661-66; Roe; H32/26R

Nos. 148-167, 197-208 had Roe bodies on Park Royal frames; re-seated to H35/28Rin 1955 (148-167) or H35/28R (198-201, 203-208) or H37/28R (202) in 1954-55.Nos. 173-184 re-seated to H32/26R in 1954 and H35/28R in 1956.Nos. 185-196 re-seated to H35/28R in 1956.Withdrawn 1966 (173-176), 1967 (148-154, 166, 177-184), 1968 (26-29, 155-165,167-170, 172, 185-192, 194-200, 202-208), 1972 (171, 193, 201).


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1956

30; GGR230; Atkinson L644LWEXL; FC4385; Roe; B41F

Withdrawn 1966 (30).

1957

31; JBR631; Atkinson L644LWEXL; FC5106; Roe; B41D209-216; HGR209-16; Daimler CVG5; 19241-48; Roe; H35/28R

Nos. 209-212, 214 to Tyneside Passenger Transport Executive 4/73.Withdrawn 1966 (31), 1970 (216), 1972 (213, 215).


No. 30 (GGR230) was an Atkinson L644LWEXL with extended chassis and Roe 41-seat bodywork, purchasedin 1956. A similar vehicle (No. 31) was delivered the following year, but both had been withdrawn by 1966.(LTHL collection).


44

1958

217-224; JGR217-24; Daimler CVG5; 19452-59; Northern Counties; H35/28R225-230; JGR625-30; Daimler CVG5; 19485-90; Roe; H35/28R231-236; JGR631-36; Guy Arab IV; FD74030-35; Roe; H35/28R

Nos. 225-231 to Tyneside PTE 4/73.Withdrawn 1970 (217-214), 1971 (232-236).

1961

32-34; PGR332-34; AEC Reliance 2MU3RV; 2906/56/3036; Roe; B41D35-41; RGR35-41; AEC Reliance 2MU3RV; 3724-30; Willowbrook; B41D

Nos. 32, 34, 38, 39 to Tyneside PTE 4/73.Withdrawn 1971 (35, 41), 1972 (33, 36-37, 40).


1961 AEC Reliance No, 41 (RGR41) with a Willowbrook 41-seat dual entrance body. It was withdrawn in1971. (LTHL collection).


46

1962

42-45; TBR442-45; AEC Reliance 2MU3RV; 4318-21; Willowbrook; B41D250; SGR250; Daimler CRG6LX; 60014; Roe; H39/31F251; TGR551; Daimler CRG6LX; 60174; Roe; H39/31F252-255; TGR852-55; Daimler CRG6LX; 60175-78; Roe; H39/31F

Nos. 42, 44-45, 250-255 to Tyneside PTE 4/73.Withdrawn 1968 (43[fire damage]), 1972 (42).

1963

46; WBR246; Atkinson PL746H; FC9054; Marshall; B45D256-264; UGR256-64; Daimler CRG6LX; 60179-83/326-29; Roe; H44/33F

Nos. 46, 256-264 to Tyneside PTE 4/73.


47

1964

47-48; WBR247-48; Atkinson PL746H; FC9055-56; Marshall; B45D265-270; XGR865-70; Daimler CRG6LX; 60790-95; Roe; H44/33F271-276; ABR271-76B; Daimler CRG6LX; 60796-99/900-01; Roe; H44/33F

No. 269 rebuilt to H44/30D in 1965.Nos. 47-48, 265-276 to Tyneside PTE 4/73.

1965

49-51; BBR49-51C; Leyland Panther Cub; L33623/78-79; Marshall; B45D

Nos. 49-51 to Tyneside PTE 4/73.


No. 270 (XGR870) was a Daimler CRG6LX with Roe 77-seat bodywork, dating from 1964. (John Huddlestone).


49

1966

52-60; FBR52-60D; Leyland PSUR1/1R; L61091/207/101/206/94/- 95/434/530-31; Strachan; B47D61-68; FBR61-68D; Leyland PSUR1/1R; L61586-87/662-63/810-11/931- 32; Strachan; B47D69-76; FBR69-76D; Leyland PSUR1/1R; L61969-70/2075/221-22/401- 02/634; Strachan; B47D77-84; FBR77-84D; Leyland PSUR1/1R; L62682-83/875-76/955-56/93-94; Strachan; B47D85-87; FBR85-87D; Daimler SRC6; 36083-85; Strachan; B47D277-278; DGR89-90D; Daimler CRG6LW; 61193-94; Roe; H44/33F279; DGR79D; Daimler CRG6LW; 61195; Roe; H44/33F280-288; DGR80-88D; Daimler CRG6LX; 61196-204; Roe; H44/33F

Nos. 52-87, 277-288 to Tyneside PTE 4/73.


No. 74 (FBR74D) was a 1966 Leyland PSUR1/1R ‘Panther’ with Strachan 47-seat dual entrance bodywork.(John Huddlestone).


51

1967

88-97; GGR88-97E; Leyland PSUR1/1R; 700845-47/1095-97/211-14; Strachan; B47D


1968

98-107; JBR98-107F; Bristol RELL6G; [RELL-3-]140-49; MCW; B47D108-115; KGR508-15G; Leyland PSUR1/1R; 703478-79/526-27/627- 28/785-86; Strachan; B47D116-127; KGR516-27D; Leyland PSUR1/1R; 703890-91/800048-49/216- 19/77-80; Strachan; B47D128-131; KGR528-31G; Leyland PSUR1/1R; 800318-21; Strachan; B47D132-141; KGR532-41G; AEC Swift; MP2R148-57; Strachan; B47D



52

1970

142-150; PBR142-50J; Leyland PSUR1A/1R; 7002150-51/232-35/48-50; Marshall; B47D



No. 148 (PBR148J) was a 1970 Leyland PSUR1A/1R Leopard with Marshall B47D, the last batch of busesdelivered to Sunderland Corporation. It was transferred to Tyneside PTE in April 1973 with the rest of thefleet. (Donald Hudson).

© Local Transport History Library 2018

Additional information, corrections and photographs are always welcome.Our general email address is: [email protected].

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