Bradford City Transport -The Trams 1898-1950

Bradford City Transport - The Trams 1898-1950

Page 2

Contents

Bradford Tramways & Omnibus Co Ltd - Fleet History 1882-1902Bradford Tramways & Omnibus Co Ltd - Tram Fleet List 1882-1902Bradford & Shelf Tramways Co Ltd - Fleet History 1884-1902Bradford & Shelf Tramways Co Ltd - Tram Fleet List 1884-1902Bradford Corporation Tramways - Fleet History 1898-1950Bradford Corporation Tramways - Tram Fleet List 1898-1950

© The Local Transport History Library 2020. (www.lthlibrary.org.uk)For personal use only. No part of this publication may be reproduced,stored in a retrieval system, transmitted or distributed in any form orby any means, electronic, mechanical or otherwise without the expresswritten permission of the publisher. In all cases this notice must remainintact. All rights reserved. First Published 2020.

PDF-186-1

Cover Illustration: Car No. 104 built in 1925 was rescued for preservationand now resides in the Bradford Industrial Museum. (John Pitts).

Page 3Page 6Page 16Page 19Page 24Page 35

http://www.lthlibrary.org.uk


Page 3

Bradford Tramways Company LtdBradford Tramways & Omnibus Company Ltd

1882-1902

Although the construction of tramways within the city of Bradford(Bradford did not become a city until 9 June 1897 but for convenience isalways referred to as such here) had been proposed on a number ofoccasions (notably by the Bradford District Tramways Company and theBradford Tramways Company), the Corporation's insistence on financialguarantees to be paid before they would allow work to proceed did not findfavour with the private companies and the projects were abandoned. By1880, however, the Corporation had gained Parliamentary approval underthe Bradford Corporation Tramways Order to construct its own tramwaysystem within the city. In September 1881, construction of the firstsection of single-line track on Manningham Lane began. When finished, theline ran from Rawson Square in the city centre, along North Parade,Manningham Lane, Oak Lane (where the Company had their depot), St. Mary'sRoad and North Park Road to Lister Park Gates. At the time, local councilswere not allowed to operate their own tramway system and so the line wasleased to the Bradford Tramways Company (later the Bradford Tramways andOmnibus Company Limited).


Page 4

Following a Board of Trade inspection, which took place on the 31 January1882, the line was opened to the public. The company commenced the firstservice at 8am on the 2 February 1882, using a fleet of six horse-drawnopen-top 38-seat double-deck tramcars (nos. 1-6), built by Ashbury ofManchester to Eades' reversible patent and liveried in nut brown andyellow.

On the 8 August 1882 the first additional line was opened. This time steamtraction was used because of the gradients involved. It ran along LeedsRoad to Stanningley and was followed soon afterwards by other radial linesto Tong Cemetery, Allerton via Four Lane Ends and an extension of thehorse line from Manningham to Undercliffe. The steam engines were builtby Kitson of Leeds and were liveried in maroon and cream and housed in anew depot at Lee Row.

An extension to the city's boundaries later in 1882, which included thedistricts of Heaton and Allerton and the smaller hamlets of Thornbury andTyersal saw more routes opened and additional engines and trailers wererequired. The depot at Lee Row proved too small and so additionalaccomodation was sought. A new depot at Thornbury terminus was opened in1887 and the Lee Row depot sold.

In 1884 the Bradford Tramways & Omnibus Company was offered first refusalon new tramways to be constructed in Bolton Road and Manchester Road, butsurprisingly failed to show sufficient interest. The routes were put out


Page 5

to tender and won by the Bradford and Shelf Tramway Company, who weregranted a lease that expired on the 31 January 1903, the same day as thoseof the Bradford Tramways & Omnibus Company.

In 1896 an Act of Parliament removed the prohibition on local authoritiesoperating their own tramways and Bradford Council decided to constructand operate its own electric tramway. On the 30 July 1898 an electrifiedline was opened to Bolton Junction, and, on 27 August 1898 a further lineto Great Horton came into service. Further tracks were laid in preparationfor the large-scale expansion of the tramway, although a comprehensivesystem could not be developed until the expiry of the Bradford Tramwaysand Omnibus Company's leases in 1903. However, such was the Corporation'sdetermination to improve the system, statutory powers were obtained toterminate the leases before their expiry date, and, on 1 February 1902they were purchased outright, the Bradford Tramway & Omnibus Companysubsequently going into liquidation


Page 6

Tram Fleet List

1882-1902

Horse Cars

This listing is in the format - Year into stock; Fleet No; Type; Body;Seating.

1882

1-6 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 20/18

Nos. 1-6 were of the Eades reversible design.Withdrawn by 1902 (1-6).


Horse car No. 4 at Lister Park Gates terminus in 1885. It was built by the Ashbury Carriageand Wagon Company in 1882 to the Eades reversible design. (LTHL collection).


Page 8

1885

16-17 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 18/1618-19 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 18/16

Nos. 16-19 were of the Eades reversible design and had vestibuled topdeck at the leading end.Withdrawn c. 1890 (16-19).

1890

36-37 Single-deck saloon 4-wheel ? 16

Withdrawn by 1902 (36-37).

1892

39-40 Single-deck saloon 4-wheel ? 18

Nos. 39-40 ex-Bradford & District Tramways Company (Shipley tramways).Withdrawn by 1902 (39-40).

1893

46-47 Single-deck open toastrack 4-wheel ? 24

Nos. 46-47 later fitted with canopy covers.Withdrawn by 1902 (46-47).


Page 9

Locomotives

This listing is in the format - Year into stock; Fleet No; Builder.

1882 1-6 Kitson1883 7 Green1884 8 Kitson1885 7 Green1885 9-11 Green1887 12 Green1888 13-22 Green1889 23-24 Green1890 25-26 Green1891 27 Green1893 28-34 Green1894 35 Green1896 36 Bradford Tramways & Omnibus Co1900 37-40 ?

No. 7 (of 1883) was of the Wilkinson patent design and was on loan fromThomas Green during the year.Nos. 37-40 acquired second-hand possibly from the North StaffordshireTramways Company.Withdrawn 1883 (7), by 1902 (1-40).


Page 10

Trailer Cars

This listing is in the format - Year into stock; Fleet No; Type; Body;Seating.

1882

7-10 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 20/1811-13 Double-deck open-top 4-wheel ? 20/18

Nos. 7-10 were of the Eades reversible design; Nos. 7-13 had glazed canopyat the leading end to protect passengers from emissions; the top-deckseating was knifeboard until 1887 when they were re-seated with gardenseats.Withdrawn by 1902 (7-13).

1884

14-15 Double-deck open-top 4-wheel ? 24/22

Nos. 14-15 had glazed end vestibules with connecting roof and open sides;rebuilt c. 1888 as 6-wheel trailers with a single bogie at one end.Withdrawn by 1902 (14-15).


An unidentified Kitson locomotive hauling Ashbury trailer car No. 7, showing the glazed endvestibule. (LTHL collection).


Page 12

1885

20-23 Double-deck fully-enclosed bogie ? 28/26


1887

24-25 Double-deck fully-enclosed bogie George Milnes & Co 30/26


1888



1889




Thomas Green locomotive No. 21 and Milnes fully-enclosed trailer car 27, both dating from1888 at an unidentified location. (LTHL collection).


Page 14

1890

38 Double-deck fully-enclosed bogie Ashbury Carriage & Wagon Co 34/3341 Double-deck fully-enclosed bogie Ashbury Carriage & Wagon Co 34/33

No. 38 was rebuilt from Ashbury horse cars Nos. 16 and 17 spliced together.No. 41 was rebuilt from Ashbury horse cars Nos. 18 and 19 spliced together.Withdrawn by 1902 (38, 41).

1893



1895

18-19 Double-deck fully-enclosed bogie George Milnes & Co? 28/31


1900

49-50 Double-deck fully-enclosed bogie ? 38/28

Nos. 49-50 acquired second-hand possibly from the North StaffordshireTramways Company.Withdrawn by 1902 (49-50).


Page 15

1901

48 Double-deck fully-enclosed bogie George Milnes & Co? 28/3151-52 Double-deck fully-enclosed bogie ? 31/28

Nos. 51-52 acquired second-hand possibly from the North StaffordshireTramways Company.Withdrawn by 1902 (48, 51-52).


Page 16

Bradford & Shelf Tramways Company1884-1902

In 1884 Bradford offered the Bradford Tramways & Omnibus Company 'firstrefusal' on new lines to be constructed along Bolton Road and ManchesterRoad, but they failed to show sufficient interest, so the routes were putout to tender. The Bolton Road route was through a thinly populated areaand showed no worthwhile interest but the Manchester Road route was wonby a new company, the Bradford & Shelf Tramways Company. The lease wasfor 19 years and expired on the same day as that of the Bradford Omnibus& Tramways Company on 31 January 1903.

On the 6 September 1884 the first section of track opened. The companyopted for a terminus outside Bradford Town Hall where they circled thestatue of Sir Titus Salt and from there the line ran double-track untilHope Street and then single-line with passing loops to the boundary atBank Foot. The company's depot was situated at Rathmell Street near theBank Foot terminus. Services commenced with five Thomas Green engines(Nos. 1-5) and six trailer cars (Nos. 1-6) liveried in Prussian blue andivory (although from 1892 the livery became chocolate and cream), builtby the Starbuck company. The ten-minute service was well patronised fromthe outset and more cars were soon needed. In 1885 seven more 18-seatsingle-deck cars (Nos. 7-14) were purchased from Starbuck and a single


Page 17

engine (No. 7) from Thomas Green. It was planned to attach the single-deckcars to the double-deck cars at busy times (although this was incontravention of Board of Trade regulations!). Bradford Corporation wasnot pleased with this practice, although the Company continued to attachcars together into long 'trains', sometimes necessitating two engines tohaul them! Following a fatality in 1885 the practice was banned altogetherby the Board of Trade and the small single-deckers fell into disuse. Theywere later spliced together to form larger trailer cars.

On 11 June 1886 an extension from Bank Foot to Shelf was opened and on 24January 1893 the Company opened a line to Wyke, constructed by asubsidiary (the Bradford & Wike Tramway Company) and subsequentlypurchased by North Bierley Local Board, who leased the line back to theBradford & Shelf Company for 10 years from 1892. The new route wassingle-track throughout with passing loops and operated from the Company'sterminus at the Salt monument, although this incurred the displeasure ofBradford Corporation, who were of the opinion that the Manchester Roadroute, along which the cars travelled was not designed to carry such heavytraffic. To serve the new route the fleet was increased by the purchaseof another three Thomas Green engines and four Milnes bogie cars.

By the mid-1890's the end of the Company's leases were in sight and as aresult expenditure was reduced to a minumum, although standards were notallowed to fall.


Page 18

In 1896 an Act of Parliament allowed local authorities to operate theirown tram service instead of merely leasing their tracks to privatecompanies and by 1897 Bradford was already planning its own services. Onthe 30 July 1898 Bradford Corporation opened an electrified line to BoltonJunction, and, on 27 August 1898 a further line to Great Horton came intoservice. Further tracks were laid in preparation for the large-scaleexpansion of the tramway, although a comprehensive system could not bedeveloped until the expiry of the Bradford & Shelf Tramways Company'sleases in 1903. However, such was the Corporation's determination toimprove the system, statutory powers were obtained to terminate the leasesbefore their expiry date, and, on 1 February 1902 they were purchasedoutright, the Company subsequently going into liquidation on 17 March1902. The steam services, however, continued to be operated while theelectric lines were constructed, the last steam tram running on 1September 1903.


Page 19

Tram Fleet List1884-1902

Locomotives

This listing is in the format - Year into stock; Fleet No; Builder.

1884 1-4 Green1885 5-7 Green1886 5 Green1886 8-10 Green1887 1 Green1887 3-4 Green1887 11 Burrell1890 2 Green1891 11 Green1893 12-14 Green

No. 2 of 1881 part-exchanged for No. 2 of 1890.No. 5 (of 1885) was damaged in an accident 1885; returned to service in1886 and re-numbered 8.Withdrawn 1887 (1,3,4 [of 1884]), 1890 (2 of 1884]), 1891 (11 [of 1887]),1902 (1-4, 5[8], 5-7, 9-10), 1903 (11-14).


Outside the Bottomley’s Arms at Shelf in the latter days of the system is Green engine No.3 of 1887 and 1894 Milnes trailer car No. 14. (LTHL collection).


Thomas Green engine No. 10 dating from 1886 and 1885 Starbuck bogie trailer car No. 6 poseswith driver and conductor at an unknown location in the 1890’s. (Ashley Birch Collection).


Page 22

Trailer Cars

This listing is in the format Year into stock; Fleet No; Type; Body;Seating.

1884

1-5 Double-deck bogie Starbuck Car & Wagon Co Ltd 30/28

Withdrawn 1902 (1-5)

1885

6 Double-deck bogie Starbuck Car & Wagon Co Ltd 30/287-11 Single-deck 4-wheel Starbuck Car & Wagon Co Ltd 1812 Double-deck bogie Starbuck Car & Wagon Co Ltd 30/2813-14 Single-deck 4-wheel Starbuck Car & Wagon Co Ltd 18

Withdrawn 1886 (7-11, 13-14), 1893 (12), 1902 (6).

1887

7 Double-deck bogie George F Milnes & Co Ltd 30/288-9 Single-deck bogie Starbuck Car & Wagon Co Ltd 4013 Single-deck bogie Starbuck Car & Wagon Co Ltd 40

Nos. 8-9, 13 rebuilt from Nos. 7-11, 13-14 of 1885, spliced together; No.13 re-numbered 10 in 1891; one (number unknown) of these passed toBradford Corporation as their No. 229 in 1903.Withdrawn 1893 (7), 1902 (8-9, 13[10]).


Page 23

1893

7 Double-deck bogie George F Milnes & Co Ltd 30/2812-13 Double-deck bogie George F Milnes & Co Ltd 30/28

No. 13 also quoted as built by Ashbury Carriage & Wagon Co.Withdrawn 1902 (13), 1903 (7, 12).

1894

14 Double-deck bogie George F Milnes & Co Ltd 30/28

Withdrawn 1903 (14).


Page 24

Bradford Corporation Tramways1898-1950

Although the construction of tramways within the city of Bradford(Bradford did not become a city until 9 June 1897 but for convenience isalways referred to as such here) had been proposed on a number ofoccasions (notably by the Bradford District Tramways Company and theBradford Tramways Company), the Corporation's insistence on financialguarantees to be paid before they would allow work to proceed did not findfavour with the private companies and the projects were abandoned.

By 1880, however, the Corporation had gained Parliamentary approval underthe Bradford Corporation Tramways Order to construct its own tramwaysystem within the city. In September 1881, construction of the firstsection of single-line track on Manningham Lane began. When finished, theline ran from Rawson Square in the city centre, along North Parade,Manningham Lane, Oak Lane, St. Mary's Road and North Park Road to ListerPark Gates.

At the time, local councils were not allowed to operate their own tramwaysystem and so the line was leased to the Bradford Tramways Company (laterthe Bradford Tramways and Omnibus Company Limited) and public servicescommenced on 2 February 1882.


Page 25

On 8 August 1882 a line to Stanningley along Leeds Road was opened,followed by other lines to Tong Cemetery; to Allerton via Four Lane Ends;and from Manningham to Allerton, which was an extension of the first horsetram line. All these lines, constructed by the Corporation, were leasedto the Bradford Tramways Company.

In 1884 a line to Bankfoot from the Town Hall along Manchester Road wasconstructed and opened on 5 September 1884, but this time leased to a newCompany - the Bradford & Shelf Tramways Company after the BradfordTramways Company failed to show sufficient interest. The leases for bothcompanies expired in 1903. The line was subsequently extended in 1886 toWyke via Odsal with a branch line running from Odsal via Halifax Roadthrough to the village of Shelf, halfway between Bradford and Halifax.

In 1896 an Act of Parliament removed the prohibition on local authoritiesoperating their own tramways and Bradford Council decided to constructand operate its own electric tramway. On the 30 July 1898 an electrifiedline was opened to Bolton Junction, and, on 27 August 1898 a further lineto Great Horton came into service. 24 open-top double-deck cars had beenordered from the Brush Electrical Engineering Company of Loughborough andduly arrived for the opening of the system. They were liveried in Prussianblue and white, numbered 1-24 and bore the legend ‘Bradford City Tramways’.

Further tracks were laid in preparation for the large-scale expansion ofthe tramway, although a comprehensive system could not be developed until


Page 26

the expiry of the two Bradford company’s leases in 1903. However, suchwas the Corporation's determination to improve the system, statutorypowers were obtained to terminate the leases before their expiry date,and, on 1 February 1902 they were purchased outright, although theCorporation was obliged to hire some of the steam engines and cars fromthe former tramway companies until the electric system was fullyoperational.

In 1899 the city boundary had been enlarged and encompassed a number ofsmaller authorities, all of whom were eager to get their own tram service.One of them, Eccleshill UDC even obtained their own Tramway Order allowingthe Bolton route to be extended to Stoney Lane in Eccleshill and openedon 21 February 1899.

The speed of the tramway construction continued apace. In 1900 four newroutes were opened. The first ran to Lidget Green along Thornton Road tothe terminus in Cemetery Road outside the ‘Second West Hotel’ and openedon 31 August 1900. The next route served the densely populated area ofWhite Abbey and opened in November followed by a third double-trackedroute from the Thornbury tram terminus through the outskirts of Calverleyand Farsley UDC’s to Stanningley in Pudsey Urban District, which openedon 16 November. Finally on 18 December 1900 the final route was toAshfield Road in Thornton from Four Lane Ends. On 10 September 1901further routes serving Thackley and Idle opened.


Page 27

As construction of new routes and electrification of the old steam tramroutes continued the steam trams were still to be seen plying along someof the routes; 9 cars were required to work the Saltaire to Underclifferoute; 5 cars worked from Norfolk Street to Tong Cemetery and 5 cars fromthe Mechanics Institute to Thornbury; 1 car provided a service from theTown Hall to Shelf, whilst another 2 operated a shuttle service betweenBankfoot and Wyke. On 15 May 1902 the Saltaire route was opened toelectric cars and the steam cars retired. During April 1902 new track waslaid from Bankfoot to Odsal with the steam lines to Wyke being retainedfor the electric cars and the line opened for service on 3 May 1902 andon 15 May the line from Tong Cemetery to Norfolk Street was electrified.The Undercliffe route was fully operational to electric cars on 28 June.That left only a single steam car to cover the Four Lane Ends to Allertonsection which had not yet been completed although by 5 June 1902 theservice had been taken over by one of the electric cars and the steam tramera was over.

An additional 100 cars had been ordered for delivery in 1902-1903 to copewith the expansion of the system. The fleet strength already stood at 128cars all manufactured by the Brush company, however the tender for thenew cars was awarded to George Milnes & Company of Birkenhead and thesecars (numbered 129-228) duly arrived throughout 1902 and 1903.


Page 28

In 1901 the British Electric Traction [BET] Company had obtained an orderauthorising the construction of tracks from Tingley via Morley, Bruntc-liffe and Drighlington to Tong Cemetery unless Bradford had reachedDrighlington by the end of 1903 and another order had also authorised theBET to construct tracks to Birkenshaw within the same time frame. Bradfordrose to the challenge, opening the electric line to Drighlington on 30June 1903 and to Birkenshaw on 30 September, thereby thwarting the BET’sexpansion plans. At Birkenshaw the Bradford trams met those of theYorkshire Woollen District Company but the differing gauges meant thatthrough running was impossible. Had Bradford Corporation been amenableto Company trams the Yorkshire Woollen District Company would have laidthe tracks to Birkenshaw to Bradford’s 4ft gauge and eventual runningthrough to Dewsbury would have been possible, but the city’s refusal toaccommodate private tram operators on its tracks meant that the Companytracks were laid to standard 4ft 8½ins gauge. Through fares betweenBradford and Dewsbury were, however, agreed, although passengers had tochange trams at Birkenshaw.

On 7 September 1903 the Tramways Committee approved the fitting of 93‘Bailey’ top covers to some of the open top cars. Designed by AlbertBailey, the depot foreman at Thornbury, and unofficially bearing his name,they were all in place by October 1904. Construction of a short branchline from Manchester Road to Gaythorne Road commenced on 21 December 1903and opened on 1 April 1904.


Page 29

On 30 April 1904 Bradford acquired the Mid-Yorkshire Tramway Company,which had been operating in Shipley, along with ten trams, which enteredthe fleet as Nos. 230-239.

On 12 October 1904 an extension of the Allerton tramway to serve theisolated village of Sandy Lane was opened, although on the same day aninspection of the newly constructed line from Undercliffe to Greengatesfound that a low bridge at Eccleshill Station provided inadequateclearance for double-deck cars and permission to operate the route wasrefused. Single-deck car No. 229 was called upon to provide a shuttleservice until cars with sufficient clearance could be found. Eventuallyit was discovered that the clearance provided by the ex-Mid-Yorkshire carswas sufficient and they were drafted in from 31 October and the routefully opened.

The Leeds and Bradford trams both curtailed their service at Stanningley.With both cities using differing gauges it was necessary to change tramshere and Town Street was congested daily with passengers exchanging trams.On 5 January 1906 Leeds suggested that a third rail be laid so that bothLeeds and Bradford trams could run through, although this would require18 miles of extra rail, with countless points and crossings. InsteadBradford’s foreman engineer, John Dawson, came up with an ingenious plan.He devised a system whereby the wheels of the trams would slide along theaxles, using a tapering section of rail, enabling them to adjust to the


Page 30

gauge of each track. Experiments were conducted at Bradford depot andeventually a section of tapering track was constructed at Stanningleylinking the Leeds and Bradford tracks and on 22 January 1907 car No. 124,especially adapted for the purpose, travelled along the tapered tracks,adjusting gauge as it went, and onto Leeds tracks. The Board of Tradeagreed to a months trial and on 22 April 1907 passengers were able totravel through for the first time. Following the succesful completion oftrials on 21 May 1907 the Board of Trade permitted the practice and No.124 commenced a through, if somewhat solitary, service from 23 September.

In 1908 Leeds commenced construction of an extension from Stanningley intoPudsey, constructing a new tapered double track at the Pudsey/Farsleyboundary, where the line met Bradford tracks; the line to Pudsey leavingthe main track here. On 8 June 1909 a new Bradford-Leeds through servicecommenced with six cars from each city providing a 15 minute morningservice and 10 minute afternoon and evening service. The former Bradfordto Leeds route via Stanningley was truncated and Bradford cars nowoperated to Stanningley only.

In May 1910 the Manager was authorised to construct two new car bodies toreplace Nos. 210 (which had been written off in an accident) andsingle-deck No. 229 (which had been out of use for sometime), although itwas not until 1912 that the two new cars appeared, taking the numbers ofthe two earlier cars. Suitably impressed the Tramways Committee agreed


Page 31

to the construction of a further 12 cars and from here onwards Bradfordcontinued to produce tramcar bodies for its fleet.

Work had commenced on an extension of the Wyke route as far as BailiffBridge crossroads in August 1912 where it met the Halifax system, againdue to different gauges through running was not possible and publicservices commenced, after an inaugural run, on the 17 March 1913.

Bradford began to construct a new route through Bingley and Crossflattsto Morton Lane, under the Bingley Tramways Order of 1912, in May 1913,although by the end of the year the track was only operational as far asa temporary terminus at Ann Street, the remaining section was notcompleted and opened until 13 October 1914, by which time the First WorldWar had broken out and staff were already enlisting. A planned extensionto Baildon had to be postponed until hostilities ended.

When the War ceased Bradford’s rolling-stock and track were in a veryneglected state and from a fleet of over 250 cars only around 100 werefit for service. There was an urgent need for new trams, which was farin excess of the Bradford workshops’ capacity. As a result orders wereplaced with English Electric for 46 car bodies and 113 21E trucks fordelivery in 1919-1920; the first of these entering service on 20 October1919.


Page 32

Requests for extensions of the tramway system to Bingley and Baildon,which had been postponed because of the War, were renewed. The service toBingley was considered to be unremunerative so they were offered atrolleybus service instead, whilst a private bus service from BaildonBridge removed the need for a tramway extension.

Track repairs and replacements continued throughout the 1920’s, but whenit came to the tracks from Bolton Junction to Idle and Thackley theTramways Committee voted, on 6 June 1925, by a single vote to replace thetrams with trolleybuses at just 50% of the cost of replacing the worn outrails. However after many remonstrations the decision was reversed andthe track from Bolton Junction to Four Lane Ends was relaid.

In 1925 the West Riding Automobile Company, who had been operating a busservice from Wakefield to Drighlington tram terminus, wished to extendthe service into Bradford, but the Corporation steadfastly refused toissue licences despite threats of legal action from the Ministry ofTransport. Private operators in the city would have a potentiallydetrimental effect on its tramways and Bradford was keen to protect itsrevenue. However, in May 1926, the General Strike changed everything.When the trams ceased to run private operators jumped in to provideservices and when the strike ended remained and could not be dislodged.The Ministry of Transport compelled Bradford to issue licences for theservices and every one ran along a tram route!


Page 33

On 26 June 1926 the Tramways Committee voted to substitute trolleybuseson the Allerton route rather than relay a new track and on 26 Septemberthe trams on the Lidget Green route were joined by trolleybuses, whoshared the overhead as far as Clayton.

On 14 November 1927 the Council voted to promote a bill that would allowthem to operate motorbuses outside the city and to replace trams andtrolleybuses with motorbuses if desired. The following year, on 12November 1928, motorbuses replaced trams on the Undercliffe to Greengatesroute and the long decline of the tramways had begun.

Trolleybuses replaced trams on the Thackley and Saltaire service on 30March 1930 and the passing of the Corporation’s Trolley Vehicle Order thesame year formally authorised the abandonment of the tramways. On 20 March1931 the Greengates via Idle service was replaced by trolleybuses. Whenon the 5 May 1932 the Tramways Committee proposed that motorbuses shouldreplace trams on unprofitable outermost sections of the tramway includingthe Bingley to Crossflatts service it was thwarted by the refusal of theTraffic Commissioners to issue a licence for the bus service and so thetrams survived.

Route closures continued. In 1935 the Heaton and Undercliffe services bothceased on 7 April 1935; on 29 October buses replaced the Birkenshaw tramsand on 4 February 1936 the Baildon Bridge service ceased.


Page 34

On 15 July 1935 the Tramway Committee approved a proposal that the nameof the undertaking be changed to Bradford Corporation Passenger TransportDepartment to reflect the different forms of transport.

By 1939 much of the tramway system had closed and it was planned tocomplete the abandonment within the next few years, but the onset of WorldWar II delayed the plans and it was not until 6th May 1950 that the lastBradford tramcar (No. 104) returned to Bankfoot depot for the final time.


Page 35

Bradford Corporation TramwaysTram Fleet List

1898-1950

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

1898

1-7 Double-deck open-top 4-wheel Peckham B9 Brush 29/228-16 Double-deck open-top 4-wheel Peckham B9 Brush 29/22

Nos. 1-3, 6 fitted with Bailey top covers in 1903/04; rebuilt with highcanopy top covers, balconies and reversed stairs increasing seatingcapacity to 38/22; No. 1 re-numbered 16 in 1927; No. 2 fitted with EnglishElectric 21E truck in 1924.Nos. 4, 5, 7 had balconies extended in 1906; Nos. 4, 7 rebuilt with highcanopy top covers, balconies and reversed stairs increasing seatingcapacity to 38/22; Nos. 4, 5 fitted with Hurst Nelson trucks in 1914 and1924 respectively; No. 7 fitted with English Electric truck in 1924.


Page 36

1898 (continued)

Nos. 8, 12, 13, 15 rebuilt with extended balconies increasing seatingcapacity to 37/22; No. 8 fitted with English Electric 21E truck in 1922;No. 12 re-seated to 38/22 in 1919; No. 15 fitted with Hurst Nelson S4Wtruck in 1924.Nos. 8, 11-14, 16 rebuilt with high canopy tops, balconies and reversedstairs increasing seating capacity to 37/22 (8, 12-13) or 38/22 (11, 14,16); Nos 8, 14 fitted with English Electric 21E trucks in 1922; Nos. 13,16 fitted with Hurst Nelson 21E trucks in 1919.No. 9 rebuilt with high canopy top, balcony, reversed stairs and platformvestibules in 1916 increasing seating capacity to 43/22; later fittedwith Hurst Nelson 21E truck.Withdrawn 1921 (10), 1922 (4, 6, 11), 1924 (12), 1925 (3, 8, 13), 1926(5, 15-16), 1927 (1[16]), 1928 (2, 7), 1929 (14), 1930 (9).


No. 2 was an 1898 Brush built 4-wheel car on Peckham trucks seating 51, as illustrated inan 1898 advert for Brush. It later received a canopy top cover and was withdrawn in 1922.(Graces Guide).


Page 38

1899

17-24 Open-top double-deck 4-wheel Peckham B9 Brush 29/2225-28 Open-top double-deck trailer cars Peckham B9 Brush 20/20

Nos. 18-19 rebuilt with extended balconies increasing seating capacity to38/22.Nos. 20-24 fitted with Bailey top covers in 1904.Nos. 17-20, 22-24 fitted with high canopy top covers, balconies andreversed stairs between 1909 and 1912 increasing seating capacity to38/22; No. 21 rebuilt with medium height canopy top cover and reversedstairs increasing seating capacity to 38/22; Nos. 17-20, 23 receivedEnglish Electric 21E trucks in 1922; Nos. 21, 24 received Hurst Nelson21E trucks at a later date; No. 18 received Hurst Nelson 21E truck in1926; No. 22 received Boving 21E truck at a later date.Nos. 25-28 were motorised in 1900; Nos. 25-26, 28 fitted with Brush AAtrucks and rebuilt with extended balconies and reversed stairs in 1905increasing seating capacity to 33/20. No. 27 served as the pay car from1910.Withdrawn 1910 (27), 1921 (21, 24), 1923 (17, 19), 1924 (26), 1926 (25),1927 (28), 1928 (20, 23), 1929 (20, 22), 1930 (18).


Page 39

1900

29-53 Open-top double-deck 4-wheel Peckham B9 Brush 29/22

Nos. 35, 41, 44, 53 later fitted with high canopy top-covers, increasingseating capacity to 38/22.Nos. 49, 50, 52 received medium height canopy top-covers between 1910 and1915 increasing the seating capacity to 38/22.No. 30 received Brush A truck in 1919; No. 39 received Hurst Nelson S4Wtruck in 1921; Nos. 29, 48, 53 received Hurst Nelson 21E trucks at a laterdate; Nos. 40, 51 received English Electric 21E trucks at a later date.No. 32 re-numbered 27 in 1920.No. 37 re-numbered 45 in 1925.Withdrawn 1919 (31, 46, 53), 1920 (30, 47), 1921 (50, 52), 1922 (34, 36),1923 (35, 38, 39), 1925 (32[27], 37[45], 40, 42, 43, 45), 1926 (29, 48,51), 1928 (44, 49), 1929 (33, 41).


Page 40

1901

54-99 Open-top double-deck 4-wheel Peckham B9 Brush 28/22

Nos. 54-61, 63, 65-68 fitted with Bailey top-covers in 1903-1905; No. 61later fitted with high canopy top cover; No. 54 rebuilt with high canopytop-cover, direct stairs, lengthened platform and vestibules in 1916increasing seating capacity to 43/22.Nos. 61 and 65 re-numbered 53 in 1920 and 227 in 1919 respectively.Nos. 62, 64 fitted with high canopy top covers in 1914 increasing seatingcapacity to 38/22.No. 66 re-numbered 62 in 1919 then 47 in 1920.Nos. 55, 67 fitted with medium height canopy top-covers in 1914 (67) or1919 (55) increasing seating capacity to 38/22.Nos. 69, 81-83, 90, 91, 94, 97, 99 fitted with Bailey top-covers in1903-1905.Nos. 67, 68, 69 re-numbered 57, 83 and 59 respectively in 1919; No. 68re-numbered 58 in 1920; No. 69 re-numbered 83 in 1920.Nos. 70-90, 92-98 fitted with high canopy top-covers in 1908-1920increasing seating capacity to 38/22; Nos. 70-73, 75-77, 79-81, 87-90,92, 93, 96-98 received Hurst Nelson 21E trucks at a later date; No. 70re-numbered 62 in 1920.No. 97 converted back to open top c.1917 reverting to 28/22 seatingcapacity.


Page 41

1901 (continued)

Nos. 71, 73, 75 re-numbered 17, 38, 180 in 1923.No. 76 re-numbered 142 in 1914 and 99 in 1919.No. 78 re-numbered 161 in 1912.Nos. 76 and 78 received Brush A trucks in 1905 and 1913 respectively.Withdrawn 1914 (91), 1915 (99), 1916 (72), 1918 (62, 86, 88) 1919 (57-59,63-64, 74, 78[161], 83, 85), 1920 (60, 65[227], 76[142], 80), 1921 (56,68[58], 69[83], 77), 1922 (66[47], 67[57]), 1923 (95, 97), 1926 (89, 93),1927 (79, 90, 94), 1928 (55, 61[53], 71[17], 92), 1929 (54, 70[62], 81,82, 87, 96), 1930 (73[38], 75[180], 84), 1932 (98).


Page 42

1902

100-128 Open-top double-deck 4-wheel Peckham B9 Brush 28/22129-164 Open-top double-deck 4-wheel Brush A Milnes 29/22

Nos. 101-105, 120, 121, 123, 124, 133, 141, 142, 151, 152, 157-160 fittedwith Bailey top-covers in 1903-1904 increasing seating capacity to 30/22.Nos. 100, 106-119, 121-128, 138, 161 fitted with high canopy top-coversbetween 1907 and 1917 increasing seating capacity to 38/22; No. 108re-seated to 36/22 c. 1920; No. 100 fitted with Brush AA truck in 1905;fitted with Hurst Nelson 21E truck at a later date.Nos. 132-136, 138-140, 142, 143, 148, 153, 157-162, 164 rebuilt with highcanopy tops and reversed stairs between 1910 and 1920 with increasedseating capacity 35/22 (No. 157), 36/22 (Nos. 139, 142), 37/22 (158),38/22 (remainder); Nos. 145 (in 1921), 157, 160, 162 fitted with Brush21E trucks at a later date; No. 161 fitted with a Boving 21E truck at alater date.No. 104 received Mountain & Gibson truck c. 1910.Nos. 106-109, 111, 113, 115, 117, 119, 123, 125, 127, 128, 131-136,138-140, 142, 143, 147, 149, 151, 153, 155-159, 160, 162-164 receivedHurst Nelson 21E trucks at a later date.Nos. 107, 157 re-numbered 61, 179 in 1920.Nos. 108, 114, 115, 117, 121, 123, 126-128, 153-156, 158-160, 162, 163re-numbered 59, 76, 91, 104, 60, 99, 85, 80, 72, 121, 108, 123, 112, 169,129, 118, 205, 113 respectively in 1919 (163) or 1921 remainder.


Page 43

1902 (continued)

No. 110 re-numbered 136 in 1912; re-numbered again to 102 in 1921.No. 122 fitted with Brush A truck in 1903.Nos. 140, 141, 143-148, 150-152 re-numbered 186, 91, 86, 88, 10, 46, 192,178, 120, 72, 122 respectively in 1919; No. 141 may have been re-numberedagain to 199 in 1919; No. 143[86] re-numbered again to 117 in 1921. No.151[72] re-numbered again to 170 in 1920.No. 142 re-numbered 76 in 1914; re-numbered again to 114 in 1921.No. 144 received English Electric 21E truck in 1921.No. 149 re-numbered either 116 or 124.No. 154 received Peckham B9 truck c. 1910.No. 155 re-numbered 123 in 1921.No. 164 re-numbered 101 in 1921.Withdrawn 1914 (116, 124), 1915 (131), 1916 (120), 1918 (129), 1919 (113,118, 122), 1920 (104, 105), 1921 (101-103, 112), 1922 (149), 1923(110[102], 130), 1924 (128[72]), 1925 (111, 117[104], 154[108]), 1926(109, 119, 123[99]), 1927 (127[80]), 1928 (107[61], 148[178]), 1929(121[60], 125, 144[88], 149[as124?], 162[205]), 1930 (100, 106, 108[59],115[91], 126[85]), 1931 (137, 145[10], 146[46], 150[120], 152[122]), 1932(114[76], 138, 143[117], 157[179], 159[129], 161[78]), 1933 (133, 135,139, 142[114], 153[121], 155[123]), 1934 (140[186], 164[101]), 1935 (132,134, 136[110], 149[as116?], 151[170], 156[112], 158[169], 160[118]), 1938(141[91or199?}, 163[113]), 1939 (147[192]).


Bradford No. 129, a 1902 Milnes built 4-wheel double-deck car on a Brush A truck and seating51, in original open top condition. It was withdrawn in 1918 and replaced by a Bradfordbuilt car in 1919 that took its number. (The Bus Archive).


Page 45

1903

165-228 Open-top double-deck 4-wheel Brush A Milnes 29/22229 Single-deck bogie Brush D Starbuck/BCT* 40

*No. 229 was rebuilt by the Bradford & Shelf Tramway Company from 1885Starbuck 4-wheel single-deck steam trailers as a bogie single-decker bysplicing two bodies together. It was taken over by BCT in 1902 convertedand electrically equipped for service.Nos. 171, 172, 182, 190-216, 218-219, 221-228 fitted with Baileytop-covers in 1903-1904; Nos. 181, 183, 184, 186-188 fitted with convertedMilnes top-covers in 1903 increasing seating capacity to 30/22.Nos. 165-167, 172, 174-175, 177, 181, 183-184, 208, 217 received highcanopy tops, increasing seating capacity to 38/22.Nos. 171, 173, 182, 185, 190-191, 193-194, 196-197, 200-204, 206-207,209-212, 223, 226, 227-228 received high canopy tops and substantialrebuild between 1910-1920, increasing seating capacity to 35/22 (175,184) or 38/22 (remainder).Nos. 170, 180, 187, 201, 217 received Mountain & Gibson trucks c.1911.Nos. 165-167, 171, 173-176, 182, 185, 188, 190, 193, 194, 196-199, 217,218, 221, 228 received Hurst Nelson 21E trucks at a later date; No. 217and No. 226 received Conaty & Lycett trucks later.No. 189 received Hurst Nelson S4W truck in 1920.No. 176 received English Electric 21E truck in 1922.


Page 46

1903 (continued)

Nos. 168-169, 176, 181, 186, 216, 219, 220, 224 received Peckham B9 trucksex-Brush cars by 1910.No. 224 fitted with experimental Barber 6-wheel truck in 1910.No. 225 re-numbered 107 in 1920.Nos 188, 198 substantially rebuilt by BCT in 1913.Nos. 170, 224 re-numbered 72, 107 respectively in 1920; No. 170[72]re-numbered again to 103 in 1921.Nos. 215, 217, 220, 221, re-numbered to 104, 126, 105, 127 in 1921.Withdrawn 1907 (210, 229), 1913 (198), 1914 (173, 188, 190), 1915 (191,200, 202, 206, 207, 209, 211, 212, 213, 214, 219, 222, 223), 1916 (228),1917 (193, 197, 199, 205), 1918 (201, 218), 1919 (169, 171, 178-179, 186,192, 194, 196, 203, 204, 227), 1920 (183, (215[104]), 216, 224[107],225[107], 226, 227), 1922 (195), 1923 (180), 1925 (189), 1927 (170[103],220[105]), 1929 (165, 176, 181), 1930 (187, 208), 1931 (168), 1933 (167,175, 184, 217[126]), 1934 (164[101], 166, 174), 1935 (172, 177, 221[127]).


No. 172, originally a 1903 Milnes-built open top car but substantially rebuilt by Bradfordc.1920 and fitted with Bradford built top cover and vestibule as shown. It was withdrawnin 1935. (LTHL collection).


Page 48

1904

230-239 Open-top double-deck 4-wheel Hurst Nelson S4W Hurst Nelson 24/22

Nos. 230-239 ex-Mid-Yorkshire Tramways Company, Shipley (Nos. 1-10 [butnot re-numbered consecutively by BCT] new 1903).Nos. 230, 233, 236 fitted with balconies increasing seating capacity to37/22 c.1911.Nos. 230, 231, 237 fitted with balconies (231, 237), top-covers andreversed stairs c.1911 increasing seating capacity to 38/22 (231, 237) orreducing seating capacity to 37/20 (230).No. 239 rebuilt with canopy top and reversed stairs, increasing seatingcapacity to 38/22. It received a Hurst Nelson 21E truck in 1930.Nos. 233, 234, 236-239 re-numbered 232, 222, 31, 27, 230, 219 in 1919.Nos. 233[232] and 239[219] re-numbered again to 30 and 32 respectivelyin 1920.Withdrawn 1913 (239), 1919 (230, 232, 235, 237[27]), 1920 (231, 238[230]),1921 (234[222]), 1923 (236[31]), 1926 (233[30]).


Page 49

1912

210 Top-covered double-deck 4-wheel Brush 21E BCT 38/22229 Top-covered double-deck 4-wheel Brush 21E BCT 38/22242 Top-covered double-deck 4-wheel Brush 21E BCT 38/22

Nos. 210, 229 re-numbered 161, 162 in 1920 and 1921 respectively.No. 242 re-numbered 142 in 1919; re-numbered again to 115 in 1921.Received Boving (210[161]) or Hurst Nelson 21E (229[162]) trucks in 1921or 1930 respectively; received upholstered seats in 1930 reducing seatingcapacity to 33/19.Withdrawn 1929 (242[115]), 1935 (229[162]), 1937 (210[161]).

1913

240-241 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 38/22243 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 38/22

Nos. 240, 241, 243 re-numbered 140, 141, 143 respectively in 1919.Nos. 240, 241, 243 received upholstered seats c. 1930 reducing seatingcapacity to 33/19.Withdrawn 1935 (240[140], 241[141], 243[143]).


Page 50

1914

244 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 44/26245-248 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 42/26249 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 38/22250-252 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 44/26

Nos. 244-252 re-numbered 144-152 in 1919.No. 247 received Boving 21E truck c.1927.No. 250 re-seated to 36/22 in 1920. Nos. 251-252 re-seated to 43/22 by1919. Between 1930 and 1935 Nos. 245-252 received upholstered seatsreducing seating capacity to 33/19; No. 246 re-seated to 43/19.Withdrawn 1926 (244[144]), 1935 (245-249[145-149]), 1936 (252[152]), 1937(250-251[150-151]).


Page 51

1915

131 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22173 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22190-191 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22200 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22202 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22206-207 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22211 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22223 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22

Nos. 173, 190 received upholstered seating at a later date reducingseating capacity to 33/19.No. 223 re-numbered 128 in 1920.Withdrawn 1935 (131, 190-191, 200, 223[128]), 1936 (206), 1937 (173),1938 (202, 207, 211)


Page 52

1916

182 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22209 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22212 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22213 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22228 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22

Nos. 182, 209 received upholstered seating at a later date reducingseating capacity to 33/19; No. 209 fitted with Boving 21E truck in 1931.No. 213 re-numbered 142 in 1921. Received upholstered seats at a laterdate reducing seating capacity to 33/19.No. 228 re-numbered 136 in 1921; fitted with new medium height canopy topin 1926.Withdrawn 1935 (182), 1936 (212), 1937 (213[142]), 1938 (228[136]), 1939(209).


At Thornbury depot some time in 1930 is No.182, built in 1916 on a Hurst Nelson 21E truckand seating 65. The seats were upholsteredlater and reduced the capacity to 51. The carwas withdrawn in 1935. (LTHL collection).


Page 54

1917

185 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22193 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22205 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22

Nos. 185, 193 received upholstered seating at a later date reducingseating capacity to 33/19.No. 205 re-numbered 156 in 1921; received upholstered seating at a laterdate reducing seating capacity to 33/19.Withdrawn 1935 (205[156]), 1937 (185), 1938 (193).

1918

197 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22214 Top-covered double-deck 4-wheel Boving 21E BCT 43/22

No. 197 received upholstered seating at a later date reducing the seatingcapacity to 33/19; fitted with Boving 21E truck in 1932.No. 214 received upholstered seating at a later date reducing the seatingcapacity to 33/19; re-numbered 155 in 1920.Withdrawn 1937 (197), 1939 (214[155]).

Bradford City Tramways 1898-1950

No. 156 en route to Heaton was built in1917 as No. 205 but was re-numbered 156 in1921 and withdrawn in 1935. (LTHLcollection).


Page 56

1919

63 Top-covered double-deck 4-wheel Boving 21E BCT 43/2264-69 Top-covered double-deck 4-wheel Boving 21E BCT 43/22113 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22129 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22192 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22194 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22196 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22199 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22201 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22210 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22218 Top-covered double-deck 4-wheel Boving 21E BCT 43/22233-247 Top-covered double-deck 4-wheel English Electric 21E EE 43/22

No. 63 re-numbered 223 in 1936.Nos. 64-69 were lowheight cars; Nos. 65, 66, 69 received Hurst Nelson 21Etrucks at a later date; No. 69 re-numbered 222 in 1936.Nos. 113, 192 fitted with Boving 21E truck in 1935; No. 192 receivedupholstered seating at an unknown date reducing seating capacity to 33/19.No. 129 re-numbered 159 in 1921Nos. 63, 64-69, 129 received upholstered seating at a later date reducingseating capacity to 33/19.Nos. 194, 201 received upholstered seating at an unknown date reducing


Page 57

1919 (continued)

seating capacity to 33/19; No. 201 fitted with Boving 21E truck 1930.No. 218 received upholstered seating at a later date reducing seatingcapacity to 33/19; fitted with Hurst Nelson 21E truck in 1935; re-numbered154 in 1920.Nos. 233-247 received upholstered seats at a later date reducing seatingcapacity to 37/19 (233), 43/19 (234, 236, 237, 238, 242, 243, 244, 246),or 33/19 (235, 239, 240, 241, 245, 247).Withdrawn 1926 (196), 1934 (67), 1935 (129[159], 235), 1936 (239, 247),1938 (113, 210, 241), 1939 (64-66, 68, 192, 194, 201, 214[155], 218[154],233, 240, 244, 245), 1942 (237, 242, 243, 246), 1944 (234), 1945 (236,238), 1948 (63[223], 69[222]).


No. 194 built by Bradford in 1919 with high canopy top and vestibule on a Hurst Nelson 21E7ft wheelbase truck, seen here in March 1938, just 12 months before it was withdrawn fromservice. (H. B. Priestley).


No. 236 was built in 1919 by the English Electric Company on their own 21E truck and is seenhere on the Bingley service. It was withdrawn in 1945. (W. A. Camwell).


Page 60

1920

118 Top-covered double-deck 4-wheel Boving 21E BCT 40/22170-171 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22179 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22203 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22204 Top-covered double-deck 4-wheel Boving 21E BCT 43/22226-227 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22248-258 Top-covered double-deck 4-wheel English Electric 21E EE 43/22

No. 118 re-numbered 107 in 1920; received upholstered seating c.1935reducing seating capacity to 33/19; received English Electric 21E truckin 1938.No. 171 received upholstered seating at an unknown date reducing seatingcapacity to 33/19.No. 179 re-numbered 157 in 1920; received Hurst Nelson truck in 1935;received upholstered seating c.1935 reducing seating capacity to 33/19.Nos. 226-227 re-numbered 198, 183 respectively in 1921, 1920 respectively.Nos. 251-253, 255-258 received upholstered seats at a later date reducingseating capacity to 43/19. No. 254 received upholstered seats at a laterdate reducing seating capacity to 37/19.Withdrawn 1935 (170, 203, 227[183], 249, 250, 252, 255), 1936 (248), 1938(171, 204, 226[198]), 1939 (179[157], 244, 245, 253, 254), 1942 (251,257), 1945 (256, 258), 1949 (118[107]).


Page 61

1921

21 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/2224 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/2256 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2270 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2274 Top-covered double-deck 4-wheel English Electric 21E BCT 43/2286 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22158 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22160 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22163 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22164 Top-covered double-deck 4-wheel Boving 21E BCT 40/22213-232 Top-covered double-deck 4-wheel English Electric 21E EE 43/22

No. 21 re-numbered 248 in 1936.No. 70 re-numbered 11 in 1923; re-numbered 247 in 1936.No. 74 was re-numbered 39 in 1923; re-numbered 228 in 1936.No. 158 re-numbered 239 in 1936.No. 164 re-numbered 232 in 1936.No. 221 received the truck from, and was re-numbered as, 125 in 1938.Nos. 21[248], 24, 56, 86, 158[239], 160, 163, 164[232] receivedupholstered seating at a later date reducing seating capacity to 33/19.Nos. 24 and 56 received Hurst Nelson 21E trucks in 1935.No. 86 received a Boving 21E truck in 1935 and an English Electric 21Etruck in 1949.


Page 62

1921 (continued)

Nos. 158[239], 163 received Hurst Nelson 21E trucks in 1927.No. 163 received Boving 21E truck in 1935.Nos. 213-232 received upholstered seats at a later date reducing theseating capacity to 33/19 (213, 216, 221-223, 225-230, 232), 37/19 (231)or 43/19 (214-215, 217-220, 224).Withdrawn 1935 (225, 227, 229), 1936 (222, 223, 228, 232), 1938 (221[125],163), 1939 (160, 213, 218, 226, 230, 231), 1942 (214-217, 219), 1944(164[232]), 1945 (220, 224), 1948 (24, 74[228], 158[239]), 1949 (56),1950 (21[248], 70[247], 86).


No. 86 built in 1921, originally with wooden seating it was upholstered later and fittedwith a Boving 21E truck in 1935 and an English Electric truck in 1945. It survived untilthe end of the system in 1950. (LTHL collection).


Page 64

1922

50 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2252 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2257-58 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2277 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22

No. 50 received Boving 21E truck in 1932 and a Hurst Nelson truck in 1935.No. 57 received Hurst Nelson 21E truck in 1927 and a replacement HurstNelson truck (ex-156[112]) in 1935.No. 58 received a Hurst Nelson truck in 1927 and an English Electric truck(ex-241) in 1938, when it was also re-numbered as 241.No. 77 received Hurst Nelson 21E truck in 1927, a replacement Hurst Nelson21E truck (ex-82) in 1935 and an English Electric truck (ex-234) in 1944.Nos. 50, 52, 57, 58, 77 received upholstered seats at a later datereducing seating capacity to 33/19. No. 52 was re-seated with upholsteredseating to 43/19 in 1933.Withdrawn 1947 (50), 1948 (58[241]), 1949 (57), 1950 (52, 77).


Car No. 52 travelling down a near deserted Bradford street, was built at Thornbury worksin 1922 and apart from being fitted with upholstered seats remained largely unaltered untilit was withdrawn in 1950. (A. D. Packer).


Page 66

1923

4 Top-covered double-deck 4-wheel English Electric 21E BCT 40/226 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2234-35 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2247 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2297 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22195 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22

Nos. 4, 6, 34-35, 47, 97, 195 received upholstered seating at a laterdate reducing seating capacity to 33/19 (4, 34-35, 47, 97, 195) or 37/19(6).Nos. 4, 6 received English Electric trucks from, and were re-numbered as,226 and 231 respectively in 1939.Nos. 34, 35 re-numbered 134, 135 in 1949.Withdrawn 1945 (6[231]), 1947 (47), 1948 (97), 1949 (4[226], 35[135]),1950 (34[134], 195).


Travelling along cobbled roads on its way to Odsal is No. 35, built in 1923, it was withdrawnfrom service in 1949, just before the final demise of the system. (H. B. Priestley).


Page 68

1924

19 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2270 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2271 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2272 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2273-75 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2283 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2295 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22102 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22

No. 19 re-numbered 119 in 1949.No. 71-75 were a lowheight cars.Nos. 19, 70-75, 83, 95, 102 received upholstered seats at a later datereducing seating capacity to 33/19 (19, 70-71, 73-75, 83, 95, 102) or37/19 (72).Withdrawn 1945 (95), 1948 (71, 83), 1949 (19[119], 72-75), 1950 (70, 102).


Car 102 was built in 1924 by Bradford on English Electric 21E trucks, seen here loading forOdsal it remained in service until the end of the system in 1950. (John Pitts).


Page 70

1925

3 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2212-13 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2226 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2227 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2231 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2237 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2240 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2243 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2245 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22104 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22130 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22189 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22

Nos. 3, 12-13, 26, 27, 31, 37, 40, 43, 45, 104, 130, 189 receivedupholstered seats at a later date reducing seating capacity to 37/19 (3,26, 37) or 33/19 (12-13, 27, 31, 40, 43, 45, 104, 130, 189); Nos. 3, 12,26, 104 re-upholstered and re-seated to 43/19 in 1936 (12, 26, 104) or1939 (3); Nos. 3, 12, 13 received the trucks from, and were re-numberedas 218, 244, 245 respectively in 1939.Nos. 27, 37, 40, 43, 45 re-numbered 127, 137, 140, 143, 145 in 1949.Withdrawn 1945 (13[245]), 1948 (12[244], 26, 31), 1949 (37[137], 130,189), 1950 (3[218], 27[127], 40[140], 43[143], 45[145], 104).


No. 45, a 4-wheel top-covered car built at the Thornbury works in 1925 by Bradford on EnglishElectric trucks. It was re-numbered 145 in 1949 and withdrawn in 1950. (A. D. Packer).


Page 72

1926

1 Fully enclosed single-deck bogie Bradford equal-wheel BCT 348 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2215 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2230 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2242 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2248 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2289 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2299 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22108 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22111 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22119 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22

Nos. 8, 15 received trucks from, and re-numbered as, 240, 253 respectivelyin 1939.Nos. 8, 15, 30, 42, 48, 89, 99, 108, 111, 119 received upholstered seatsat a later date reducing seating capacity to 33/19 (8, 42, 99, 111) or37/19 (15, 30, 48, 89, 108, 119). Nos. 15, 42, 48, 119 re-seated to 43/19in 1936 (15, 42), 1935 (48) and 1937 (119) respectively.Nos. 42, 48 re-numbered 142, 148 in 1949.Withdrawn 1930 (1), 1944 (119), 1948 (89, 99), 1949 8[240], 15[253], 30,111), 1950 (42[142], 48[148], 108).


Bradford’s experimental single-deck fully enclosed bogie car of 1926. It was equipped withBradford built equal wheel bogies and seated 34. Sadly it was not a success and was withdrawnin 1930 and scrapped the following year. (The Bus Archive).


Page 74

1927

5 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2216 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1929 Top-covered double-deck 4-wheel English Electric 21E BCT 40/2251 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2279 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2293 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1994 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22103 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19105 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19196 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19

Nos. 5, 29, 51, 79, 94 received upholstered seats at a later date reducingseating capacity to 33/19 (5, 29, 94) or 37/19 (51, 79). No. 79 receivedupholstered seating in 1935 increasing seating capacity to 43/19.Nos. 5, 16 received English Electric 21E trucks from, and were re-numberedas, 230 and 254 in 1939.No. 29 re-numbered 129 in 1949.Nos. 103, 105, 196 were fitted with upholstered seats from new; No. 103had upholstery renewed in 1943 and seating increased to 43/19; No. 105had upholsterey renewed at a later date and re-seated to 33/19.Withdrawn 1948 (94), 1949 5[230], 16[254], 29[129], 93), 1950 (51, 79,103, 105, 196).


Page 75

1928

28 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1944 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1949 Top-covered double-deck 4-wheel English Electric 21E BCT 37/2253 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1980 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1990 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1992 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19109 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19

Nos. 28, 44 re-numbered 128, 144 in 1949.No. 49 received upholstered seats in 1935 reducing seating capacity to37/19; re-numbered 149 in 1949.No. 53 received upholstered seats in 1935 increasing seating capacity to43/19.Nos. 80, 90, 92 were lowheight cars; No. 92 received upholstered seats in1935 increasing seating capacity to 43/19.No. 109 received upholstered seats in 1929 reducing seating capacity toto 33/19.Withdrawn 1949 (44[144], 53, 90, 92), 1950 (28[128], 49[149], 80, 109).


Bradford Corporation car No. 109, seen here in Thornbury depot, was built in 1928 andsurvived until 1950. (James Copland).


Page 77

1929

2 Top-covered double-deck 4-wheel English Electric 21E BCT 33/197 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1917 Top-covered double-deck 4-wheel English Electric 21E BCT 37/1920 Top-covered double-deck 4-wheel English Electric 21E BCT 33/1923 Top-covered double-deck 4-wheel Boving 21E BCT 37/1955 Top-covered double-deck 4-wheel Boving 21E BCT 37/1961 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19125 Top-covered double-deck 4-wheel English Electric 21E BCT 33/19178 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19181 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19

All these cars were upholstered from new.Nos. 2, 7, 125 received the English Electric trucks from, and werere-numbered as, 213, 233, 221 respectively in 1938 (125) or 1939.No. 23 re-upholstered and re-seated to 43/19 in 1935.No. 55 re-upholstered and re-seated to 43/19 in 1937.No. 181 re-upholstered and re-seated to 43/19 in 1948.Nos. 17, 20, 23 re-numbered 117, 120, 123 in 1949.Withdrawn 1949 (2[213], 7[233], 17[117], 55, 178, 181), 1950 (20[120],23[123], 61, 125[221]).


Bradford-built car No. 61 en route to Odsal in 1950. Built in 1929, it seated 56 passengerson English Electric 21E trucks. (James Copland).


Page 79

1930

33 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/1941 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/1954 Top-covered double-deck 4-wheel Boving 21E BCT 33/1960 Top-covered double-deck 4-wheel Boving 21E BCT 33/1981-82 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/1987 Top-covered double-deck 4-wheel Boving 21E BCT 33/1988 Top-covered double-deck 4-wheel English Electric 21E BCT 33/19

All cars upholstered from new.Nos. 33, 41, 54, 60, 82, 87 received trucks from, and were re-numberedas, 252, 250, 255, 249, 229, 235 respectively in 1935.No. 81 received English Electric truck in 1948.Withdrawn 1949 (33[252], 41[250], 60[249], 88), 1950 (54[255], 81,82[229], 87[235]).


Bradford built cars Nos. 229 (right) and 104. Car 229 (originally No. 82) was built in 1930by Bradford taking the English Electric 21E truck and fleet number from the previous No.229 withdrawn that year. Car 104, built in 1925, survives in preservation. (LTHL collection).


Page 81

1931

14 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/19205 Top-covered double-deck 4-wheel Boving 21E BCT 33/19

Nos. 14, 205 received trucks from, and were re-numbered as, 227, 225respectively in 1935.Withdrawn 1950 (14[227], 205[225]).

© Local Transport History Library 2020

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

In preparing this history and fleet listings reference has been made to the followingpublications: Bradford Corporation Tramways, Stanley King, Venture Publications, 1998; TheDirectory of British Tramways, Keith Turner, Patrick Stephens Ltd, 1996; PSV Circle FleetHistory, PB28, 1993.

Photographs courtesy John Pitts, Graces Guide, The Bus Archive, Ashley Birch, James Copland,A. D. Packer, W. A. Camwell and H. B. Priestley.

Series Editor: Peter Gould ([email protected])

Documents

Bradford City Transport -The Trams 1898-1950