PDF-057-1 - Local Transport History Society

CONTENTS
Sunderland Corporation Transport - Fleet History 1900-1973......….…………
Page 3
Sunderland Corporation Transport- Tram Fleet List 1900-1954...….………….
Page 9
Sunderland Corporation Transport- Bus Fleet list 1929-1973...….……….……
Page 22
Cover Illustration: Sunderland Corporation Tramways No.16 was built as an open-top tramcar by Dick,
Kerr & Co., Preston, in 1900, forming with her five sister trams the batch 13-18. As with many other
tramway undertakings, Sunderland fitted its early vehicles with top covers, and most of its fleet was so dealt
with by 1916. However, No.16 and the others of the same class had to wait until after the Great War to
receive this treatment. Many other modifications followed in the 1920s and 1930s: new trucks, new
staircases, alterations to the seating, and the substitution of a bow collector in place of the trolley pole. It
is now preserved at Beamish Open-air Museum.
First Published 2015. This edition 2015.
No part of this publication may be reproduced, stored in a retrieval system or transmitted in any
form or by any means, electronic, mechanical or otherwise without the prior permission of the
publisher.
Published by the Local Transport History Society. (http://lths.lutsociety.org.uk)
All rights reserved.
PDF Booklet: 057-1
The Sunderland Tramways Company operated horse trams in Sunderland from 28th
April 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 along
Roker Avenue to Roker itself, which was supplemented on the 11th June 1879 by two
additional routes. The first route was a continuation of the original line, which travelled
across the river via North Bridge Street, Bridge Street, Fawcett Street and Burdon
Road to Christ Church, before turning east along Gray Road to Tatham Street, then
turning north to rejoin Fawcett Street. The second route was a short branch line
northwards from Tatham Street, via Nicholson Street and Cousin Street, terminating
in 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-deck
cars, which were joined by two double-deck cars when the extensions to the system
were 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 and
New Durham Road to the south. At the same time an experiment using three steam
trams 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 had
remained unaltered since 1881, were contemplated and permission was sought by the
Company for the expansion, along with a request for a new lease. Although Sunderland
Council actually drew up a new agreement, it was never signed, and, eventually,
Sunderland Corporation obtained authority (under the Sunderland Corporation Act
1899) to operate its own tramways and purchased the Company on 26th March 1900.
Immediately, Sunderland Corporation set about electrifying the lines, closing down the
former horse-drawn tram routes as reconstruction progressed. The first route operated
by electric traction opened in August 1900, from Roker to Christ Church, with other
lines following. By 1904, routes to Southwick, via Sunderland Road and Southwick
Road; to Seaburn from Roker via Whitburn Road; and via Gladstone Road and Fulwell
Lane, were all operating, along with a line to Grangetown, via Bridge Street and
Ryehope Road; a new line to the docks; and a circular route via Hylton Road and
Chester Road. Subsequently there was little further expansion of the system and it
remained substantially unaltered for the next twenty years.
The tramcar fleet consisted initially of Nos. 1-12, 56-seat, open-top, double-deck cars
from 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, in
1901, 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 Grangetown
commenced, jointly with the Sunderland District Electric Tramways, who had operated
the tramway since 1905. The line ran south from Grangetown to Ryhope, then west
through Tunstall, Silksworth, East and West Herrington to New Herrington, where it
turned south again through Philadelphia (where the Company had their depot) and
Newbottle to Houghton-le-Spring.
A new route to Barnes Park, via Durham Road was opened on 2nd December 1925 and
further extended on 4th August 1929 to serve the new estate at Humbledon Hill. By
this time the Corporation had been authorised (under the Sunderland Corporation Act
of 1927) to operate motorbuses and the first service, a tram replacement route serving
the docks area, commenced on 6th February 1928. Interestingly, the service was
operated on the Corporation's behalf by the Northern General Transport Company, as
was the second service, introduced on 7th May 1928 between Sea Lane and Humbledon. It was not until May 1929 that Sunderland Corporation took delivery of its first
motorbuses, a batch of 12 Leyland Lion LT1's (Nos. 1-12), with Leyland B32F
bodywork, which replaced the Northern General buses on the docks route.
Throughout the 1930's the motorbus network continued to expand, with the new
estates built at Ford, Marley Potts, Plains Farm, Pallion, Fulwell and Seaburn being
served by new bus routes. Early purchases for the bus fleet consisted of Leyland
single-deckers and Dennis and Daimler double-deckers. In 1937 the name of the
undertaking was changed to Sunderland Corporation Transport.
Although motorbuses had been introduced, the tramway system continued to be
extended. On the 10th May 1937 the Fulwell Lane route was extended east to Seaburn,
via Dykelands Road and on the 21st February 1948 the Durham Road line was
extended along a central reservation to Grindon Lane, and then subsequently to
Thorney Close Road the following year, to serve the new housing estates there.
However, the decision had already been taken to abandon the tramway system in
favour of motorbuses and on 5th November 1950 the Villette Road-Suffolk Road loop
line 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 over
the 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 they
were Daimler CVG6 chassis with Roe H31/25R bodywork.
Route numbers were introduced for bus services in 1953 and experiments with
one-man operation were carried out that paved the way for its later introduction on
other services. Eight more Daimler's (Nos. 140-147), this time with CVG5 chassis were
delivered in 1953, again with Roe bodywork. They sported a new green and cream
livery, which replaced the hitherto red and cream livery applied to both buses and
trams, although the original livery had been chocolate and cream until the 1930's. In
1954 the antiquated Bell Punch ticket system was replaced by the Setright Speed
system and 61 new buses were delivered to speed up the tramway abandonment
programme.
Two specially manufactured vehicles were purchased in 1956 and 1957, from Atkinson
Vehicles. Nos. 30 and 31 were specifically built to Sunderland Corporation's requirements, of lightweight construction with Roe 41-seat forward entrance bodywork, and
were the only such vehicles built by Atkinson.
In 1962 Sunderland Corporation took delivery of their first new double-decker for four
years. No. 250, a Daimler Fleetline CRG6LX, was the first rear-engined vehicle in the
fleet and carried a Roe H39/31F body. It was followed later in the year by a further
five similar vehicles.
Three Atkinson single-deckers (Nos. 46-48) with Marshall B45D bodywork were
delivered at the end of 1963 and early 1964. The PL746HF chassis were notable in that
they were the very last Atkinson passenger chassis placed in service in the United
Kingdom and could be seen operating on a new route introduced on the 17th August
1964 (route No. 25) to Carley Hill, via Newcastle Road.
From the 5th September 1966 several of the established services were converted to
one-man operation, necessitating the purchase of a number of new single-deck
vehicles. Nos. 52-84 were Leyland PSUR1/1R's with Strachan B47D bodywork, whilst
85-87 were Daimler SRC6 Roadliners with similar bodywork. Subsequent purchases
were all single-deck vehicles equipped for one-man operation as the Corporation
committed itself to this type of operation. In 1969 a new one-man operated service
commenced to Doxford Park, Sunderland's newest estate, using the new Central Bus
Station.
By the early 1970's Sunderland Corporation was faced with rising operational costs
and heavy financial losses. Consequently the undertaking was passed to the Tyneside
Passenger Transport Executive on 1st April 1973, some twelve months before the
formation of the Tyne and Wear county, which would have included Sunderland
Corporation in an extended passenger transport area from the 1st April 1974, under
the auspices of the Tyne and Wear Passenger Transport Executive. At 11.00pm on the
31st March 1973, the last buses were ceremoniously 'whistled off' from Crowtree Road
Bus Station by the Mayor, bringing to an end 73 years of municipal operations in
Sunderland.
Tram Fleet List
1900-1954
This listing is in the format - Fleet No; Type; Trucks; Body; Seating.
1900
1-12; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 34/22
13-18; Double-deck open-top bogie; Brill 22E; ERTCW; 38/26
19-26; 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 1920
and 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 seats for 28.
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 in
1927, with an EMB truck in 1930, and with a P22 truck in 1938; re-numbered 43 in
1938.
No. 44 rebuilt as totally enclosed, re-seated to 32/22 and re-trucked with EMB truck
in 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).
1902
52-55; Single-deck combination 4-wheel; Brill 21E; ERTCW; 34
56-65; 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 at
a 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).
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 Lightweight (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).
Car No. 61 was originally open-top but was partially top-covered c.1934. It
earned the nickname 'The Icebox' for obvious reasons!
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).
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 4-wheel; Brush Max. Traction; Brush; 50
Nos. 19-20 ex-Accrington Corporation (Nos. 42-43, new 1926).
Withdrawn 1939 (85), 1953 (19-20).
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
21; Double-deck fully enclosed 4-wheel; EMB Hornless; Sunderland CT;
40/24
24; Double-deck fully enclosed 4-wheel; EMB Hornless; Sunderland CT;
40/26
Nos. 21, 24 rebuilt from ex-Mansfield District (Nos. 27-28, new 1925), originally with
English Electric bodywork.
Withdrawn 1953 (21), 1954 (24).
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; 36/28
99; Double-deck fully enclosed bogie; EEC Equal-wheel; English Electric;
44/32C
Withdrawn 1951 (99), 1953 (26-28).
No. 99 was a 1935-built double-deck fully enclosed bogie car on EEC trucks
with English Electric bodywork.
1936
52; Double-deck fully enclosed 4-wheel; Peckham cantilever;
Portsmouth CT; 35/23
53; Double-deck fully enclosed 4-wheel; EEC; Sunderland CT; 36/24C
54; Double-deck fully enclosed 4-wheel; Maley & Taunton; Sunderland CT;
36/24C
55; Double-deck fully enclosed 4-wheel; Maley & Taunton; Brush; 36/24C
No. 52 ex-Portsmouth Corporation (No. 1, built 1930); re-trucked with EMB truck in
1938; re-numbered 45 in 1940.
Withdrawn 1953 (52[45], 54), 1954 (53, 55).
1937
100; Double-deck fully enclosed bogie; UCC Equal-wheel; UCC; 42/28C
No. 100 ex-London Passenger Transport Board (No. 2168, new 1929 to Metropolitan
Electric Tramways [No. 331]).
Withdrawn 1951 (100).
1938
2-9; Double-deck fully enclosed 4-wheel; Brush P22; Brush; 34/26
29; Double-deck fully enclosed 4-wheel; Maley & Taunton; English Electric;
40/20
30-35; Double-deck fully enclosed 4-wheel; Maley & Taunton;
English Electric; 36/20
36; Double-deck fully enclosed 4-wheel; Maley & Taunton; English Electric;
40/20
49-51; Double-deck fully enclosed 4-wheel; EEC; Sunderland CT; 36/24C
Nos. 2-9 ex-London Passenger Transport Board (Nos. 33-40, new 1932 to Ilford Corporation [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; 36/24C
Withdrawn 1954 (52).
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 respectively, 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).
Bus Fleet List
1929-1973
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; B32F
13; 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).
1930
14-19; BR8001-06; Leyland LT2; 51124-29; Roe; B32F
20-21; BR8007-08; Leyland TS2; 61232-33; Roe; B32F
22; PG6564; Dennis HS; 90094; Massey; H24/24R
23-25; BR8293-95; Dennis HV; 95003/06-07; Massey; H24/24R
No. 22 ex-Dennis Bros., Guildford (new 1929); prototype for Dennis HV and is also
quoted 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]).
1935
28-30; GR2085-87; Daimler COG5; 9513-9515; Roe; H26/22C
31-32; 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).
No. 16 (BR8003) was a 1930 Leyland 'Lion' LT2 with Roe 32-seat bodywork. It is seen
here when new and gave 13 years service before being withdrawn in 1943.
GR1157 was a 1934 Guy Wolf originally with 20-seat 'toastrack' bodywork. It was
re-bodied in 1947 by Associated Coach Builders with a 20-seat bus body as shown and
numbered 2.
1936
33; GR2781; Daimler COG5; 9710; Roe; H26/22C
34-35; GR3038-39; Daimler COG5; 9711-12; Roe; H26/22C
36-37; GR3525-26; Daimler COG5; 9863-64; Roe; H26/22C
Withdrawn 1953 (33, 35-36), 1954 (34, 37).
1937
24-25; GR3739-40; Crossley Mancunian; 92290-91; English Electric;
FH25/23C
38-41; GR3881-84; Daimler COG5; 10105-07/04; Roe; H26/22C
42; 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; H26/22C
50-53; 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; B32F
54-55; GR7102-03; Daimler COG5; 10935-36; Roe; H26/22C
Withdrawn 1954 (22-23, 54-55).
1942
56-57; GR7499-500; Leyland TD7; 307779/893; Roe; H26/22C
58; GR7501; Leyland TD7; 307055; Leyland; H30/26R
Withdrawn 1954 (56), 1955 (57), 1957 (58).
A line-up
H26/22C
H26/22C
H30/26R
of Sunderland buses showing 1934 Daimler COG5 No. 26 (GR1189) with Roe
bodywork (right rear) with 1935 Daimler COG5 No. 32 (GR2386) with Roe
bodywork alongside No. 64 (GR7739) a 1943 Guy Arab II with Massey
bodywork.
1943
59; GR7692; Guy Arab I; FD25709; Roe; H26/22C
60-61; GR7707-08; Daimler CWG5; 11334/47; Massey; H30/26R
62-63; GR7722-23; Guy Arab II; FD26069/97; Massey; H30/26R
64-66; GR7739-41; Guy Arab II; FD26201/16/307; Massey; H30/26R
67-68; GR7742-43; Guy Arab II; FD26314/16; Pickering; H30/26R
69-70; GR7744-45; Guy Arab II; FD26382/90; Massey; H30/26R
71-73; 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]).
1944
74-79; GR7770-75; Guy Arab II; FD26537/49/700-01/34/39; Massey;
H30/26R
80-81; GR7806-07; Guy Arab II; FD26972/77; Massey; H30/26R
No. 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; H30/26R
19-21; GR8250-52; Crossley DD42/3; 93239/48/47; Cravens; H30/26R
Withdrawn 1958 (15-18), 1961 (20), 1962 (19), 1963 (21).
1947
9-14; GR9003-08; Crossley DD42/3; 93866/48/86/57/93/92; Crossley;
H30/26R
82-87; 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; H30/26R
88-99; 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).
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; B35F
25; EUP881; Leyland TD7; 397897; Roe; H26/22C
106-109; AGR456-59; Daimler CVG6; 16939-42; Roe; H31/25R
110-115; 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).
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]).
1950 Guy Arab III No. 8 (AGR668) with Roe 35-seat bus bodywork.
1952 Guy Arab III No. 128 (CBR528) with Roe 58-seat bodywork. It was withdrawn in 1966.
1953
140-147; DBR40-47; Daimler CVG5; 18490-97; Roe; H33/25R
Withdrawn 1966 (140-143), 1967 (144-147).
1954
26-29; EBR226-29; Guy Arab LUF; LUF72296-99; Burlingham; B42D
148-167; DBR648-67; Daimler CVG5; 18538-44/46-57/62; Roe; H33/25R
168-172; DBR668-72; Daimler CVG5; 18545/58-61; ACB; H33/25R
173-184; DBR673-84; Guy Arab III; FD71988-89/91/93-94/2000/06-11;
Crossley; H33/25R
185-196; EBR185-96; Guy Arab III; FD72270/72-74/76-83; Crossley;
H32/26R
197-201; EBR197-201; Daimler CVG5; 18655-59; Roe; H32/26R
202; EBR202; Daimler CVG5; 18660; Roe; H35/28R
203-208; EBR203-08; Daimler CVG5; 18661-66; Roe; H32/26R
Nos. 148-167, 197-208 had Roe bodies on Park Royal frames; re-seated to H35/28R
in 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).
1956
30; GGR230; Atkinson L644LWEXL; FC4385; Roe; B41F
Withdrawn 1966 (30).
1957
31; JBR631; Atkinson L644LWEXL; FC5106; Roe; B41D
209-216; 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, purchased in 1956. A similar vehicle (No. 31) was delivered the following
year, but both had been withdrawn by 1966.
1958
217-224; JGR217-24; Daimler CVG5; 19452-59; Northern Counties;
H35/28R
225-230; JGR625-30; Daimler CVG5; 19485-90; Roe; H35/28R
231-236; 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; B41D
35-41; RGR35-41; AEC Reliance 2MU3RV; 3724-30; Willowbrook; B41D
Nos. 32, 34, 36-41 to Tyneside PTE 4/73.
Withdrawn 1971 (35, 41), 1972 (33, 36-37, 40).
1962
42-45; TBR442-45; AEC Reliance 2MU3RV; 4318-21; Willowbrook; B41D
250; SGR250; Daimler CRG6LX; 60014; Roe; H39/31F
251; TGR551; Daimler CRG6LX; 60174; Roe; H39/31F
252-255; 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; B45D
256-264; UGR256-64; Daimler CRG6LX; 60179-83/326-29; Roe; H44/33F
Nos. 46, 256-264 to Tyneside PTE 4/73.
1964
47-48; WBR247-48; Atkinson PL746H; FC9055-56; Marshall; B45D
265-270; XGR865-70; Daimler CRG6LX; 60790-95; Roe; H44/33F
271-276; 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.
1966
52-60; FBR52-60D; Leyland PSUR1/1R; L61091/207/101/206/94/95/434/530-31; Strachan; B47D
61-68; FBR61-68D; Leyland PSUR1/1R; L61586-87/662-63/810-11/93132; Strachan; B47D
69-76; FBR69-76D; Leyland PSUR1/1R; L61969-70/2075/221-22/40102/634; Strachan; B47D
77-84; FBR77-84D; Leyland PSUR1/1R; L62682-83/875-76/955-56/93-94;
Strachan; B47D
85-87; FBR85-87D; Daimler SRC6; 36083-85; Strachan; B47D
277-278; DGR89-90D; Daimler CRG6LW; 61193-94; Roe; H44/33F
279; DGR79D; Daimler CRG6LW; 61195; Roe; H44/33F
280-288; DGR80-88D; Daimler CRG6LX; 61196-204; Roe; H44/33F
Nos. 52-87, 277-288 to Tyneside PTE 4/73.
1967
88-97; GGR88-97E; Leyland PSUR1/1R; 700845-47/1095-97/211-14;
Strachan; B47D
Nos. 88-97 to Tyneside PTE 4/73.
1968
98-107; JBR98-107F; Bristol RELL6G; [RELL-3-]140-49; MCW; B47D
108-115; KGR508-15G; Leyland PSUR1/1R; 703478-79/526-27/62728/785-86; Strachan; B47D
116-127; KGR516-27D; Leyland PSUR1/1R; 703890-91/800048-49/21619/77-80; Strachan; B47D
128-131; KGR528-31G; Leyland PSUR1/1R; 800318-21; Strachan; B47D
132-141; KGR532-41G; AEC Swift; MP2R148-57; Strachan; B47D
Nos. 98-141 to Tyneside PTE 4/73.
1970
142-150; PBR142-50J; Leyland PSUR1A/1R; 7002150-51/232-35/48-50;
Marshall; B47D
Nos. 142-150 to Tyneside PTE 4/73.
No. 148 (PBR148J) was a 1970 Leyland PSUR1A/1R Leopard with Marshall B47D, the last
batch of buses delivered to Sunderland Corporation. It was transferred to Tyneside PTE
in April 1973 with the rest of the fleet. (Donald Hudson)
Sunderland Corporation No. 13 (GR9007) is a beautifully preserved 1947 all-Crossley DD42/3.
First Published 2015. This edition 2015. © Local Transport History Society