Transport - Trams 1898-1950The

Contents

Bradford Tramways & Omnibus Co Ltd 1882-1902 -History Fleet Page 3 Bradford Tramways & Omnibus Co Ltd Fleet -1882-1902 Tram List Page 6 Bradford Shelf& Tramways Co Ltd 1884-1902 -History Fleet Page 16 Bradford Shelf& Tramways Co Ltd Fleet -1884-1902 Tram List Page 19 Bradford Corporation Tramways - Fleet 1898-1950 History Page 24 Bradford Corporation Tramways - Tram Fleet 1898-1950 List Page 35

CoverIllustration: CarNo. 104builtin1925 was rescuedforpreservation and resides now in Industrialthe (JohnBradford Museum. Pitts).

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Page 2 Bradford City Transport - The Trams 1898-1950

Bradford Tramways Company Ltd Bradford Tramways & Omnibus Company Ltd 1882-1902

Although the construction of tramways within the (Bradford did not become a city until 9 June 1897 but for convenience is always referred to as such here) had been proposed on a number of occasions (notably by the Bradford District Tramways Company and the Bradford Tramways Company), the Corporation's insistence on financial guarantees to be paid before they would allow work to proceed did not find favour with the private companies and the projects were abandoned. By 1880, however, the Corporation had gained Parliamentary approval under the Bradford Corporation Tramways Order to construct its own tramway system within the city. In September 1881, construction of the first section of single-line track on Manningham Lane began. When finished, the line ran from Rawson Square in the city centre, along North Parade, Manningham Lane, Oak Lane (where the Company had their depot), St. Mary's Road and North Park Road to Gates. At the time, local councils were not allowed to operate their own tramway system and so the line was leased to the Bradford Tramways Company (later the Bradford Tramways and Omnibus Company Limited).

Page 3 Bradford City Transport - The Trams 1898-1950

Following a Board of Trade inspection, which took place on the 31 January 1882, the line was opened to the public. The company commenced the first service at 8am on the 2 February 1882, using a fleet of six horse-drawn open-top 38-seat double-deck tramcars (nos. 1-6), built by Ashbury of Manchester to Eades' reversible patent and liveried in nut brown and yellow. On the 8 August 1882 the first additional line was opened. This time steam traction was used because of the gradients involved. It ran along Road to and was followed soon afterwards by other radial lines to Cemetery, Allerton via Four Lane Ends and an extension of the horse line from Manningham to Undercliffe. The steam engines were built by Kitson of Leeds and were liveried in maroon and cream and housed in a new depot at Lee Row. An extension to the city's boundaries later in 1882, which included the districts of Heaton and Allerton and the smaller hamlets of Thornbury and saw more routes opened and additional engines and trailers were required. The depot at Lee Row proved too small and so additional accomodation was sought. A new depot at Thornbury terminus was opened in 1887 and the Lee Row depot sold. In 1884 the Bradford Tramways & Omnibus Company was offered first refusal on new tramways to be constructed in Bolton Road and Manchester Road, but surprisingly failed to show sufficient interest. The routes were put out

Page 4 Bradford City Transport - The Trams 1898-1950 to tender and won by the Bradford and Shelf Tramway Company, who were granted a lease that expired on the 31 January 1903, the same day as those of the Bradford Tramways & Omnibus Company. In 1896 an Act of Parliament removed the prohibition on local authorities operating their own tramways and Bradford Council decided to construct and operate its own electric tramway. On the 30 July 1898 an electrified line was opened to Bolton Junction, and, on 27 August 1898 a further line to came into service. Further tracks were laid in preparation for the large-scale expansion of the tramway, although a comprehensive system could not be developed until the expiry of the Bradford Tramways and Omnibus Company's leases in 1903. However, such was the Corporation's determination to improve the system, statutory powers were obtained to terminate the leases before their expiry date, and, on 1 February 1902 they were purchased outright, the Bradford Tramway & Omnibus Company subsequently going into liquidation

Page 5 Bradford City Transport - The Trams 1898-1950

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).

Page 6 Bradford City Transport - The Trams 1898-1950

Horse car No. 4 at Lister Park Gates terminus in 1885. It was built by the Ashbury Carriage and Wagon Company in 1882 to the Eades reversible design. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1885 16-17 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 18/16 18-19 Double-deck open-top 4-wheel Ashbury Carriage & Wagon Co 18/16 Nos. 16-19 were of the Eades reversible design and had vestibuled top deck 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 8 Bradford City Transport - The Trams 1898-1950

Locomotives This listing is in the format - Year into stock; Fleet No; Builder. 1882 1-6 Kitson 1883 7 Green 1884 8 Kitson 1885 7 Green 1885 9-11 Green 1887 12 Green 1888 13-22 Green 1889 23-24 Green 1890 25-26 Green 1891 27 Green 1893 28-34 Green 1894 35 Green 1896 36 Bradford Tramways & Omnibus Co 1900 37-40 ?

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

Page 9 Bradford City Transport - The Trams 1898-1950

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 20/18 11-13 Double-deck open-top 4-wheel ? 20/18 Nos. 7-10 were of the Eades reversible design; Nos. 7-13 had glazed canopy at the leading end to protect passengers from emissions; the top-deck seating was knifeboard until 1887 when they were re-seated with garden seats. 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).

Page 10 Bradford City Transport - The Trams 1898-1950

An unidentified Kitson locomotive hauling Ashbury trailer car No. 7, showing the glazed end vestibule. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1885 20-23 Double-deck fully-enclosed bogie ? 28/26 Withdrawn by 1902 (20-23).

1887 24-25 Double-deck fully-enclosed bogie George Milnes & Co 30/26 Withdrawn by 1902 (24-25).

1888 26-33 Double-deck fully-enclosed bogie George Milnes & Co 30/26 Withdrawn by 1902 (26-33).

1889 34-35 Double-deck fully-enclosed bogie George Milnes & Co 30/28 Withdrawn by 1902 (34-35).

Page 12 Bradford City Transport - The Trams 1898-1950

Thomas Green locomotive No. 21 and Milnes fully-enclosed trailer car 27, both dating from 1888 at an unidentified location. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1890 38 Double-deck fully-enclosed bogie Ashbury Carriage & Wagon Co 34/33 41 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 42-45 Double-deck fully-enclosed bogie George Milnes & Co 30/28 Withdrawn by 1902 (42-45). 1895 18-19 Double-deck fully-enclosed bogie George Milnes & Co? 28/31 Withdrawn by 1902 (18-19). 1900 49-50 Double-deck fully-enclosed bogie ? 38/28 Nos. 49-50 acquired second-hand possibly from the North Staffordshire Tramways Company. Withdrawn by 1902 (49-50).

Page 14 Bradford City Transport - The Trams 1898-1950

1901 48 Double-deck fully-enclosed bogie George Milnes & Co? 28/31 51-52 Double-deck fully-enclosed bogie ? 31/28 Nos. 51-52 acquired second-hand possibly from the North Staffordshire Tramways Company. Withdrawn by 1902 (48, 51-52).

Page 15 Bradford City Transport - The Trams 1898-1950

Bradford & Shelf Tramways Company 1884-1902

In 1884 Bradford offered the Bradford Tramways & Omnibus Company 'first refusal' on new lines to be constructed along Bolton Road and Manchester Road, but they failed to show sufficient interest, so the routes were put out to tender. The Bolton Road route was through a thinly populated area and showed no worthwhile interest but the Manchester Road route was won by a new company, the Bradford & Shelf Tramways Company. The lease was for 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 company opted for a terminus outside Bradford Town Hall where they circled the statue of Sir Titus Salt and from there the line ran double-track until Hope Street and then single-line with passing loops to the boundary at Bank Foot. The company's depot was situated at Rathmell Street near the Bank Foot terminus. Services commenced with five Thomas Green engines (Nos. 1-5) and six trailer cars (Nos. 1-6) liveried in Prussian blue and ivory (although from 1892 the livery became chocolate and cream), built by the Starbuck company. The ten-minute service was well patronised from the outset and more cars were soon needed. In 1885 seven more 18-seat single-deck cars (Nos. 7-14) were purchased from Starbuck and a single

Page 16 Bradford City Transport - The Trams 1898-1950 engine (No. 7) from Thomas Green. It was planned to attach the single-deck cars to the double-deck cars at busy times (although this was in contravention of Board of Trade regulations!). Bradford Corporation was not pleased with this practice, although the Company continued to attach cars together into long 'trains', sometimes necessitating two engines to haul them! Following a fatality in 1885 the practice was banned altogether by the Board of Trade and the small single-deckers fell into disuse. They were later spliced together to form larger trailer cars. On 11 June 1886 an extension from Bank Foot to Shelf was opened and on 24 January 1893 the Company opened a line to , constructed by a subsidiary (the Bradford & Wike Tramway Company) and subsequently purchased by North Bierley Local Board, who leased the line back to the Bradford & Shelf Company for 10 years from 1892. The new route was single-track throughout with passing loops and operated from the Company's terminus at the Salt monument, although this incurred the displeasure of Bradford Corporation, who were of the opinion that the Manchester Road route, along which the cars travelled was not designed to carry such heavy traffic. To serve the new route the fleet was increased by the purchase of 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 a result expenditure was reduced to a minumum, although standards were not allowed to fall.

Page 17 Bradford City Transport - The Trams 1898-1950

In 1896 an Act of Parliament allowed local authorities to operate their own tram service instead of merely leasing their tracks to private companies and by 1897 Bradford was already planning its own services. On the 30 July 1898 Bradford Corporation opened an electrified line to Bolton Junction, and, on 27 August 1898 a further line to Great Horton came into service. Further tracks were laid in preparation for the large-scale expansion of the tramway, although a comprehensive system could not be developed until the expiry of the Bradford & Shelf Tramways Company's leases in 1903. However, such was the Corporation's determination to improve the system, statutory powers were obtained to terminate the leases before their expiry date, and, on 1 February 1902 they were purchased outright, the Company subsequently going into liquidation on 17 March 1902. The steam services, however, continued to be operated while the electric lines were constructed, the last steam tram running on 1 September 1903.

Page 18 Bradford City Transport - The Trams 1898-1950

Tram Fleet List 1884-1902 Locomotives This listing is in the format - Year into stock; Fleet No; Builder. 1884 1-4 Green 1885 5-7 Green 1886 5 Green 1886 8-10 Green 1887 1 Green 1887 3-4 Green 1887 11 Burrell 1890 2 Green 1891 11 Green 1893 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 in 1886 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).

Page 19 Bradford City Transport - The Trams 1898-1950

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). Bradford City Transport - The Trams 1898-1950

Thomas Green engine No. 10 dating from 1886 and 1885 Starbuck bogie trailer car No. 6 poses with driver and conductor at an unknown location in the 1890’s. (Ashley Birch Collection). Bradford City Transport - The Trams 1898-1950

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 30/28 7-11 Single-deck 4-wheel Starbuck Car & Wagon Co Ltd 18 12 Double-deck bogie Starbuck Car & Wagon Co Ltd 30/28 13-14 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 30/28 8-9 Single-deck bogie Starbuck Car & Wagon Co Ltd 40 13 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 to Bradford Corporation as their No. 229 in 1903. Withdrawn 1893 (7), 1902 (8-9, 13[10]).

Page 22 Bradford City Transport - The Trams 1898-1950

1893 7 Double-deck bogie George F Milnes & Co Ltd 30/28 12-13 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 23 Bradford City Transport - The Trams 1898-1950

Bradford Corporation Tramways 1898-1950

Although the construction of tramways within the city of Bradford (Bradford did not become a city until 9 June 1897 but for convenience is always referred to as such here) had been proposed on a number of occasions (notably by the Bradford District Tramways Company and the Bradford Tramways Company), the Corporation's insistence on financial guarantees to be paid before they would allow work to proceed did not find favour with the private companies and the projects were abandoned. By 1880, however, the Corporation had gained Parliamentary approval under the Bradford Corporation Tramways Order to construct its own tramway system within the city. In September 1881, construction of the first section of single-line track on Manningham Lane began. When finished, the line ran from Rawson Square in the city centre, along North Parade, Manningham Lane, Oak Lane, St. Mary's Road and North Park Road to Lister Park Gates. At the time, local councils were not allowed to operate their own tramway system and so the line was leased to the Bradford Tramways Company (later the Bradford Tramways and Omnibus Company Limited) and public services commenced on 2 February 1882.

Page 24 Bradford City Transport - The Trams 1898-1950

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 horse tram line. All these lines, constructed by the Corporation, were leased to the Bradford Tramways Company. In 1884 a line to Bankfoot from the Town Hall along Manchester Road was constructed and opened on 5 September 1884, but this time leased to a new Company - the Bradford & Shelf Tramways Company after the Bradford Tramways Company failed to show sufficient interest. The leases for both companies expired in 1903. The line was subsequently extended in 1886 to Wyke via with a branch line running from Odsal via Halifax Road through to the village of Shelf, halfway between Bradford and Halifax. In 1896 an Act of Parliament removed the prohibition on local authorities operating their own tramways and Bradford Council decided to construct and operate its own electric tramway. On the 30 July 1898 an electrified line was opened to Bolton Junction, and, on 27 August 1898 a further line to Great Horton came into service. 24 open-top double-deck cars had been ordered from the Brush Electrical Engineering Company of Loughborough and duly arrived for the opening of the system. They were liveried in Prussian blue and white, numbered 1-24 and bore the legend ‘Bradford City Tramways’. Further tracks were laid in preparation for the large-scale expansion of the tramway, although a comprehensive system could not be developed until

Page 25 Bradford City Transport - The Trams 1898-1950 the expiry of the two Bradford company’s leases in 1903. However, such was the Corporation's determination to improve the system, statutory powers were obtained to terminate the leases before their expiry date, and, on 1 February 1902 they were purchased outright, although the Corporation was obliged to hire some of the steam engines and cars from the former tramway companies until the electric system was fully operational. In 1899 the city boundary had been enlarged and encompassed a number of smaller authorities, all of whom were eager to get their own tram service. One of them, Eccleshill UDC even obtained their own Tramway Order allowing the Bolton route to be extended to Stoney Lane in Eccleshill and opened on 21 February 1899. The speed of the tramway construction continued apace. In 1900 four new routes were opened. The first ran to Lidget Green along Thornton Road to the terminus in Cemetery Road outside the ‘Second West Hotel’ and opened on 31 August 1900. The next route served the densely populated area of White Abbey and opened in November followed by a third double-tracked route from the Thornbury tram terminus through the outskirts of and Farsley UDC’s to Stanningley in Urban District, which opened on 16 November. Finally on 18 December 1900 the final route was to Ashfield Road in Thornton from Four Lane Ends. On 10 September 1901 further routes serving and Idle opened.

Page 26 Bradford City Transport - The Trams 1898-1950

As construction of new routes and electrification of the old steam tram routes continued the steam trams were still to be seen plying along some of the routes; 9 cars were required to work the to Undercliffe route; 5 cars worked from Norfolk Street to Tong Cemetery and 5 cars from the Mechanics Institute to Thornbury; 1 car provided a service from the Town Hall to Shelf, whilst another 2 operated a shuttle service between Bankfoot and Wyke. On 15 May 1902 the Saltaire route was opened to electric cars and the steam cars retired. During April 1902 new track was laid from Bankfoot to Odsal with the steam lines to Wyke being retained for the electric cars and the line opened for service on 3 May 1902 and on 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 Allerton section which had not yet been completed although by 5 June 1902 the service had been taken over by one of the electric cars and the steam tram era was over. An additional 100 cars had been ordered for delivery in 1902-1903 to cope with the expansion of the system. The fleet strength already stood at 128 cars all manufactured by the Brush company, however the tender for the new cars was awarded to George Milnes & Company of Birkenhead and these cars (numbered 129-228) duly arrived throughout 1902 and 1903.

Page 27 Bradford City Transport - The Trams 1898-1950

In 1901 the British Electric Traction [BET] Company had obtained an order authorising the construction of tracks from Tingley via Morley, Bruntc- liffe and Drighlington to Tong Cemetery unless Bradford had reached Drighlington by the end of 1903 and another order had also authorised the BET to construct tracks to Birkenshaw within the same time frame. Bradford rose to the challenge, opening the electric line to Drighlington on 30 June 1903 and to Birkenshaw on 30 September, thereby thwarting the BET’s expansion plans. At Birkenshaw the Bradford trams met those of the Woollen District Company but the differing gauges meant that through running was impossible. Had Bradford Corporation been amenable to Company trams the Yorkshire Woollen District Company would have laid the tracks to Birkenshaw to Bradford’s 4ft gauge and eventual running through to Dewsbury would have been possible, but the city’s refusal to accommodate private tram operators on its tracks meant that the Company tracks were laid to standard 4ft 8½ins gauge. Through fares between Bradford and Dewsbury were, however, agreed, although passengers had to change 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 Albert Bailey, the depot foreman at Thornbury, and unofficially bearing his name, they were all in place by October 1904. Construction of a short branch line from Manchester Road to Gaythorne Road commenced on 21 December 1903 and opened on 1 April 1904.

Page 28 Bradford City Transport - The Trams 1898-1950

On 30 April 1904 Bradford acquired the Mid-Yorkshire Tramway Company, which had been operating in Shipley, along with ten trams, which entered the fleet as Nos. 230-239. On 12 October 1904 an extension of the Allerton tramway to serve the isolated village of Sandy Lane was opened, although on the same day an inspection of the newly constructed line from Undercliffe to Greengates found that a low bridge at Eccleshill Station provided inadequate clearance for double-deck cars and permission to operate the route was refused. Single-deck car No. 229 was called upon to provide a shuttle service until cars with sufficient clearance could be found. Eventually it was discovered that the clearance provided by the ex-Mid-Yorkshire cars was sufficient and they were drafted in from 31 October and the route fully opened. The Leeds and Bradford trams both curtailed their service at Stanningley. With both cities using differing gauges it was necessary to change trams here and Town Street was congested daily with passengers exchanging trams. On 5 January 1906 Leeds suggested that a third rail be laid so that both Leeds and Bradford trams could run through, although this would require 18 miles of extra rail, with countless points and crossings. Instead Bradford’s foreman engineer, John Dawson, came up with an ingenious plan. He devised a system whereby the wheels of the trams would slide along the axles, using a tapering section of rail, enabling them to adjust to the

Page 29 Bradford City Transport - The Trams 1898-1950 gauge of each track. Experiments were conducted at Bradford depot and eventually a section of tapering track was constructed at Stanningley linking 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 Trade agreed to a months trial and on 22 April 1907 passengers were able to travel through for the first time. Following the succesful completion of trials 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 into Pudsey, constructing a new tapered double track at the Pudsey/Farsley boundary, where the line met Bradford tracks; the line to Pudsey leaving the main track here. On 8 June 1909 a new Bradford-Leeds through service commenced with six cars from each city providing a 15 minute morning service and 10 minute afternoon and evening service. The former Bradford to Leeds route via Stanningley was truncated and Bradford cars now operated to Stanningley only. In May 1910 the Manager was authorised to construct two new car bodies to replace Nos. 210 (which had been written off in an accident) and single-deck No. 229 (which had been out of use for sometime), although it was not until 1912 that the two new cars appeared, taking the numbers of the two earlier cars. Suitably impressed the Tramways Committee agreed

Page 30 Bradford City Transport - The Trams 1898-1950 to the construction of a further 12 cars and from here onwards Bradford continued to produce tramcar bodies for its fleet. Work had commenced on an extension of the Wyke route as far as Bailiff Bridge crossroads in August 1912 where it met the Halifax system, again due to different gauges through running was not possible and public services commenced, after an inaugural run, on the 17 March 1913. Bradford began to construct a new route through and to 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 as a temporary terminus at Ann Street, the remaining section was not completed and opened until 13 October 1914, by which time the First World War had broken out and staff were already enlisting. A planned extension to had to be postponed until hostilities ended. When the War ceased Bradford’s rolling-stock and track were in a very neglected state and from a fleet of over 250 cars only around 100 were fit for service. There was an urgent need for new trams, which was far in excess of the Bradford workshops’ capacity. As a result orders were placed with English Electric for 46 car bodies and 113 21E trucks for delivery in 1919-1920; the first of these entering service on 20 October 1919.

Page 31 Bradford City Transport - The Trams 1898-1950

Requests for extensions of the tramway system to Bingley and Baildon, which had been postponed because of the War, were renewed. The service to Bingley was considered to be unremunerative so they were offered a service instead, whilst a private bus service from Baildon Bridge removed the need for a tramway extension. Track repairs and replacements continued throughout the 1920’s, but when it came to the tracks from Bolton Junction to the Tramways Committee voted, on 6 June 1925, by a single vote to replace the trams with at just 50% of the cost of replacing the worn out rails. However after many remonstrations the decision was reversed and the track from Bolton Junction to Four Lane Ends was relaid. In 1925 the West Riding Automobile Company, who had been operating a bus service from Wakefield to Drighlington tram terminus, wished to extend the service into Bradford, but the Corporation steadfastly refused to issue licences despite threats of legal action from the Ministry of Transport. Private operators in the city would have a potentially detrimental effect on its tramways and Bradford was keen to protect its revenue. However, in May 1926, the General Strike changed everything. When the trams ceased to run private operators jumped in to provide services and when the strike ended remained and could not be dislodged. The Ministry of Transport compelled Bradford to issue licences for the services and every one ran along a tram route!

Page 32 Bradford City Transport - The Trams 1898-1950

On 26 June 1926 the Tramways Committee voted to substitute trolleybuses on the Allerton route rather than relay a new track and on 26 September the trams on the Lidget Green route were joined by trolleybuses, who shared the overhead as far as Clayton. On 14 November 1927 the Council voted to promote a bill that would allow them to operate motorbuses outside the city and to replace trams and trolleybuses with motorbuses if desired. The following year, on 12 November 1928, motorbuses replaced trams on the Undercliffe to Greengates route and the long decline of the tramways had begun. Trolleybuses replaced trams on the Thackley and Saltaire service on 30 March 1930 and the passing of the Corporation’s Trolley Vehicle Order the same year formally authorised the abandonment of the tramways. On 20 March 1931 the Greengates via Idle service was replaced by trolleybuses. When on the 5 May 1932 the Tramways Committee proposed that motorbuses should replace trams on unprofitable outermost sections of the tramway including the Bingley to Crossflatts service it was thwarted by the refusal of the Traffic Commissioners to issue a licence for the bus service and so the trams survived. Route closures continued. In 1935 the Heaton and Undercliffe services both ceased on 7 April 1935; on 29 October buses replaced the Birkenshaw trams and on 4 February 1936 the Baildon Bridge service ceased.

Page 33 Bradford City Transport - The Trams 1898-1950

On 15 July 1935 the Tramway Committee approved a proposal that the name of the undertaking be changed to Bradford Corporation Passenger Transport Department to reflect the different forms of transport. By 1939 much of the tramway system had closed and it was planned to complete the abandonment within the next few years, but the onset of World War II delayed the plans and it was not until 6th May 1950 that the last Bradford tramcar (No. 104) returned to Bankfoot depot for the final time.

Page 34 Bradford City Transport - The Trams 1898-1950

Bradford Corporation Tramways Tram 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 29/22 8-16 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 high canopy top covers, balconies and reversed stairs increasing seating capacity to 38/22; No. 1 re-numbered 16 in 1927; No. 2 fitted with English Electric 21E truck in 1924. Nos. 4, 5, 7 had balconies extended in 1906; Nos. 4, 7 rebuilt with high canopy top covers, balconies and reversed stairs increasing seating capacity to 38/22; Nos. 4, 5 fitted with Hurst Nelson trucks in 1914 and 1924 respectively; No. 7 fitted with English Electric truck in 1924.

Page 35 Bradford City Transport - The Trams 1898-1950

1898 (continued) Nos. 8, 12, 13, 15 rebuilt with extended balconies increasing seating capacity 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 S4W truck in 1924. Nos. 8, 11-14, 16 rebuilt with high canopy tops, balconies and reversed stairs 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 platform vestibules in 1916 increasing seating capacity to 43/22; later fitted with 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).

Page 36 Bradford City Transport - The Trams 1898-1950

No. 2 was an 1898 Brush built 4-wheel car on Peckham trucks seating 51, as illustrated in an 1898 advert for Brush. It later received a canopy top cover and was withdrawn in 1922. (Graces Guide). Bradford City Transport - The Trams 1898-1950

1899 17-24 Open-top double-deck 4-wheel Peckham B9 Brush 29/22 25-28 Open-top double-deck trailer cars Peckham B9 Brush 20/20 Nos. 18-19 rebuilt with extended balconies increasing seating capacity to 38/22. Nos. 20-24 fitted with Bailey top covers in 1904. Nos. 17-20, 22-24 fitted with high canopy top covers, balconies and reversed stairs between 1909 and 1912 increasing seating capacity to 38/22; No. 21 rebuilt with medium height canopy top cover and reversed stairs increasing seating capacity to 38/22; Nos. 17-20, 23 received English Electric 21E trucks in 1922; Nos. 21, 24 received Hurst Nelson 21E trucks at a later date; No. 18 received Hurst Nelson 21E truck in 1926; No. 22 received Boving 21E truck at a later date. Nos. 25-28 were motorised in 1900; Nos. 25-26, 28 fitted with Brush AA trucks and rebuilt with extended balconies and reversed stairs in 1905 increasing seating capacity to 33/20. No. 27 served as the pay car from 1910. Withdrawn 1910 (27), 1921 (21, 24), 1923 (17, 19), 1924 (26), 1926 (25), 1927 (28), 1928 (20, 23), 1929 (20, 22), 1930 (18).

Page 38 Bradford City Transport - The Trams 1898-1950

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, increasing seating capacity to 38/22. Nos. 49, 50, 52 received medium height canopy top-covers between 1910 and 1915 increasing the seating capacity to 38/22. No. 30 received Brush A truck in 1919; No. 39 received Hurst Nelson S4W truck in 1921; Nos. 29, 48, 53 received Hurst Nelson 21E trucks at a later date; 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 39 Bradford City Transport - The Trams 1898-1950

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. 61 later fitted with high canopy top cover; No. 54 rebuilt with high canopy top-cover, direct stairs, lengthened platform and vestibules in 1916 increasing 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 seating capacity 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) or 1919 (55) increasing seating capacity to 38/22. Nos. 69, 81-83, 90, 91, 94, 97, 99 fitted with Bailey top-covers in 1903-1905. Nos. 67, 68, 69 re-numbered 57, 83 and 59 respectively in 1919; No. 68 re-numbered 58 in 1920; No. 69 re-numbered 83 in 1920. Nos. 70-90, 92-98 fitted with high canopy top-covers in 1908-1920 increasing 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. 70 re-numbered 62 in 1920. No. 97 converted back to open top c.1917 reverting to 28/22 seating capacity.

Page 40 Bradford City Transport - The Trams 1898-1950

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 41 Bradford City Transport - The Trams 1898-1950

1902 100-128 Open-top double-deck 4-wheel Peckham B9 Brush 28/22 129-164 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 fitted with 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-covers between 1907 and 1917 increasing seating capacity to 38/22; No. 108 re-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 high canopy tops and reversed stairs between 1910 and 1920 with increased seating 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 Brush 21E trucks at a later date; No. 161 fitted with a Boving 21E truck at a later 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 received Hurst 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, 163 re-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 42 Bradford City Transport - The Trams 1898-1950

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-numbered again 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]).

Page 43 Bradford City Transport - The Trams 1898-1950

Bradford No. 129, a 1902 Milnes built 4-wheel double-deck car on a Brush A truck and seating 51, in original open top condition. It was withdrawn in 1918 and replaced by a Bradford built car in 1919 that took its number. (The Bus Archive). Bradford City Transport - The Trams 1898-1950

1903 165-228 Open-top double-deck 4-wheel Brush A Milnes 29/22 229 Single-deck bogie Brush D Starbuck/BCT* 40 *No. 229 was rebuilt by the Bradford & Shelf Tramway Company from 1885 Starbuck 4-wheel single-deck steam trailers as a bogie single-decker by splicing two bodies together. It was taken over by BCT in 1902 converted and electrically equipped for service. Nos. 171, 172, 182, 190-216, 218-219, 221-228 fitted with Bailey top-covers in 1903-1904; Nos. 181, 183, 184, 186-188 fitted with converted Milnes top-covers in 1903 increasing seating capacity to 30/22. Nos. 165-167, 172, 174-175, 177, 181, 183-184, 208, 217 received high canopy 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 substantial rebuild 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. 217 and 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 45 Bradford City Transport - The Trams 1898-1950

1903 (continued) Nos. 168-169, 176, 181, 186, 216, 219, 220, 224 received Peckham B9 trucks ex-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]).

Page 46 Bradford City Transport - The Trams 1898-1950

No. 172, originally a 1903 Milnes-built open top car but substantially rebuilt by Bradford c.1920 and fitted with Bradford built top cover and vestibule as shown. It was withdrawn in 1935. (LTHL collection). Bradford City Transport - The Trams 1898-1950

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 [but not re-numbered consecutively by BCT] new 1903). Nos. 230, 233, 236 fitted with balconies increasing seating capacity to 37/22 c.1911. Nos. 230, 231, 237 fitted with balconies (231, 237), top-covers and reversed stairs c.1911 increasing seating capacity to 38/22 (231, 237) or reducing seating capacity to 37/20 (230). No. 239 rebuilt with canopy top and reversed stairs, increasing seating capacity 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 respectively in 1920. Withdrawn 1913 (239), 1919 (230, 232, 235, 237[27]), 1920 (231, 238[230]), 1921 (234[222]), 1923 (236[31]), 1926 (233[30]).

Page 48 Bradford City Transport - The Trams 1898-1950

1912 210 Top-covered double-deck 4-wheel Brush 21E BCT 38/22 229 Top-covered double-deck 4-wheel Brush 21E BCT 38/22 242 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 1921 or 1930 respectively; received upholstered seats in 1930 reducing seating capacity 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 38/22 243 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 seating capacity to 33/19. Withdrawn 1935 (240[140], 241[141], 243[143]).

Page 49 Bradford City Transport - The Trams 1898-1950

1914 244 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 44/26 245-248 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 42/26 249 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 38/22 250-252 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 by 1919. Between 1930 and 1935 Nos. 245-252 received upholstered seats reducing 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 50 Bradford City Transport - The Trams 1898-1950

1915 131 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 173 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 190-191 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 200 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 202 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 206-207 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 211 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 223 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 Nos. 173, 190 received upholstered seating at a later date reducing seating 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 51 Bradford City Transport - The Trams 1898-1950

1916 182 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 209 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 212 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 213 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 228 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 Nos. 182, 209 received upholstered seating at a later date reducing seating 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 later date reducing seating capacity to 33/19. No. 228 re-numbered 136 in 1921; fitted with new medium height canopy top in 1926. Withdrawn 1935 (182), 1936 (212), 1937 (213[142]), 1938 (228[136]), 1939 (209).

Page 52 Bradford City Transport - The Trams 1898-1950

At Thornbury depot some time in 1930 is No. 182, built in 1916 on a Hurst Nelson 21E truck and seating 65. The seats were upholstered later and reduced the capacity to 51. The car was withdrawn in 1935. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1917 185 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 193 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 205 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22

Nos. 185, 193 received upholstered seating at a later date reducing seating capacity to 33/19. No. 205 re-numbered 156 in 1921; received upholstered seating at a later date 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 43/22 214 Top-covered double-deck 4-wheel Boving 21E BCT 43/22 No. 197 received upholstered seating at a later date reducing the seating capacity to 33/19; fitted with Boving 21E truck in 1932. No. 214 received upholstered seating at a later date reducing the seating capacity to 33/19; re-numbered 155 in 1920. Withdrawn 1937 (197), 1939 (214[155]).

Page 54 Bradford City Tramways 1898-1950

No. 156 en route to Heaton was built in 1917 as No. 205 but was re-numbered 156 in 1921 and withdrawn in 1935. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1919 63 Top-covered double-deck 4-wheel Boving 21E BCT 43/22 64-69 Top-covered double-deck 4-wheel Boving 21E BCT 43/22 113 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 129 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 192 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 194 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 196 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 199 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 201 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 210 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 218 Top-covered double-deck 4-wheel Boving 21E BCT 43/22 233-247 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 21E trucks at a later date; No. 69 re-numbered 222 in 1936. Nos. 113, 192 fitted with Boving 21E truck in 1935; No. 192 received upholstered seating at an unknown date reducing seating capacity to 33/19. No. 129 re-numbered 159 in 1921 Nos. 63, 64-69, 129 received upholstered seating at a later date reducing seating capacity to 33/19. Nos. 194, 201 received upholstered seating at an unknown date reducing

Page 56 Bradford City Transport - The Trams 1898-1950

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 seating capacity to 33/19; fitted with Hurst Nelson 21E truck in 1935; re-numbered 154 in 1920. Nos. 233-247 received upholstered seats at a later date reducing seating capacity 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]).

Page 57 Bradford City Transport - The Trams 1898-1950

No. 194 built by Bradford in 1919 with high canopy top and vestibule on a Hurst Nelson 21E 7ft wheelbase truck, seen here in March 1938, just 12 months before it was withdrawn from service. (H. B. Priestley). Bradford City Transport - The Trams 1898-1950

No. 236 was built in 1919 by the English Electric Company on their own 21E truck and is seen here on the Bingley service. It was withdrawn in 1945. (W. A. Camwell). Bradford City Transport - The Trams 1898-1950

1920 118 Top-covered double-deck 4-wheel Boving 21E BCT 40/22 170-171 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 179 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 203 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 204 Top-covered double-deck 4-wheel Boving 21E BCT 43/22 226-227 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 43/22 248-258 Top-covered double-deck 4-wheel English Electric 21E EE 43/22 No. 118 re-numbered 107 in 1920; received upholstered seating c.1935 reducing seating capacity to 33/19; received English Electric 21E truck in 1938. No. 171 received upholstered seating at an unknown date reducing seating capacity 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 reducing seating capacity to 43/19. No. 254 received upholstered seats at a later date 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 60 Bradford City Transport - The Trams 1898-1950

1921 21 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 24 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 56 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 70 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 74 Top-covered double-deck 4-wheel English Electric 21E BCT 43/22 86 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 158 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 160 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 40/22 163 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 164 Top-covered double-deck 4-wheel Boving 21E BCT 40/22 213-232 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] received upholstered 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 21E truck in 1949.

Page 61 Bradford City Transport - The Trams 1898-1950

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 the seating 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).

Page 62 Bradford City Transport - The Trams 1898-1950

No. 86 built in 1921, originally with wooden seating it was upholstered later and fitted with a Boving 21E truck in 1935 and an English Electric truck in 1945. It survived until the end of the system in 1950. (LTHL collection). Bradford City Transport - The Trams 1898-1950

1922 50 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 52 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 57-58 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 77 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 Hurst Nelson 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 Nelson 21E 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 date reducing seating capacity to 33/19. No. 52 was re-seated with upholstered seating to 43/19 in 1933. Withdrawn 1947 (50), 1948 (58[241]), 1949 (57), 1950 (52, 77).

Page 64 Bradford City Transport - The Trams 1898-1950

Car No. 52 travelling down a near deserted Bradford street, was built at Thornbury works in 1922 and apart from being fitted with upholstered seats remained largely unaltered until it was withdrawn in 1950. (A. D. Packer). Bradford City Transport - The Trams 1898-1950

1923 4 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 6 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 34-35 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 47 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 97 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 195 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 later date 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).

Page 66 Bradford City Transport - The Trams 1898-1950

Travelling along cobbled roads on its way to Odsal is No. 35, built in 1923, it was withdrawn from service in 1949, just before the final demise of the system. (H. B. Priestley). Bradford City Transport - The Trams 1898-1950

1924 19 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 70 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 71 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 72 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 73-75 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 83 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 95 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 102 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 date reducing seating capacity to 33/19 (19, 70-71, 73-75, 83, 95, 102) or 37/19 (72). Withdrawn 1945 (95), 1948 (71, 83), 1949 (19[119], 72-75), 1950 (70, 102).

Page 68 Bradford City Transport - The Trams 1898-1950

Car 102 was built in 1924 by Bradford on English Electric 21E trucks, seen here loading for Odsal it remained in service until the end of the system in 1950. (John Pitts). Bradford City Transport - The Trams 1898-1950

1925 3 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 12-13 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 26 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 27 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 31 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 37 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 40 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 43 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 45 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 104 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 130 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 189 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 received upholstered 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) or 1939 (3); Nos. 3, 12, 13 received the trucks from, and were re-numbered as 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).

Page 70 Bradford City Transport - The Trams 1898-1950

No. 45, a 4-wheel top-covered car built at the Thornbury works in 1925 by Bradford on English Electric trucks. It was re-numbered 145 in 1949 and withdrawn in 1950. (A. D. Packer). Bradford City Transport - The Trams 1898-1950

1926 1 Fully enclosed single-deck bogie Bradford equal-wheel BCT 34 8 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 15 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 30 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 42 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 48 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 89 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 99 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 108 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 111 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 119 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 Nos. 8, 15 received trucks from, and re-numbered as, 240, 253 respectively in 1939. Nos. 8, 15, 30, 42, 48, 89, 99, 108, 111, 119 received upholstered seats at a later date reducing seating capacity to 33/19 (8, 42, 99, 111) or 37/19 (15, 30, 48, 89, 108, 119). Nos. 15, 42, 48, 119 re-seated to 43/19 in 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).

Page 72 Bradford City Transport - The Trams 1898-1950

Bradford’s experimental single-deck fully enclosed bogie car of 1926. It was equipped with Bradford built equal wheel bogies and seated 34. Sadly it was not a success and was withdrawn in 1930 and scrapped the following year. (The Bus Archive). Bradford City Transport - The Trams 1898-1950

1927 5 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 16 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 29 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 51 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 79 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 93 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 94 Top-covered double-deck 4-wheel English Electric 21E BCT 40/22 103 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 105 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 196 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 reducing seating capacity to 33/19 (5, 29, 94) or 37/19 (51, 79). No. 79 received upholstered seating in 1935 increasing seating capacity to 43/19. Nos. 5, 16 received English Electric 21E trucks from, and were re-numbered as, 230 and 254 in 1939. No. 29 re-numbered 129 in 1949. Nos. 103, 105, 196 were fitted with upholstered seats from new; No. 103 had upholstery renewed in 1943 and seating increased to 43/19; No. 105 had 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 74 Bradford City Transport - The Trams 1898-1950

1928 28 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 44 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 49 Top-covered double-deck 4-wheel English Electric 21E BCT 37/22 53 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 80 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 90 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 92 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 109 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 to 37/19; re-numbered 149 in 1949. No. 53 received upholstered seats in 1935 increasing seating capacity to 43/19. Nos. 80, 90, 92 were lowheight cars; No. 92 received upholstered seats in 1935 increasing seating capacity to 43/19. No. 109 received upholstered seats in 1929 reducing seating capacity to to 33/19. Withdrawn 1949 (44[144], 53, 90, 92), 1950 (28[128], 49[149], 80, 109).

Page 75 Bradford City Transport - The Trams 1898-1950

Bradford Corporation car No. 109, seen here in Thornbury depot, was built in 1928 and survived until 1950. (James Copland). Bradford City Transport - The Trams 1898-1950

1929 2 Top-covered double-deck 4-wheel English Electric 21E BCT 33/19 7 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 17 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 20 Top-covered double-deck 4-wheel English Electric 21E BCT 33/19 23 Top-covered double-deck 4-wheel Boving 21E BCT 37/19 55 Top-covered double-deck 4-wheel Boving 21E BCT 37/19 61 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 125 Top-covered double-deck 4-wheel English Electric 21E BCT 33/19 178 Top-covered double-deck 4-wheel English Electric 21E BCT 37/19 181 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 were re-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]).

Page 77 Bradford City Transport - The Trams 1898-1950

Bradford-built car No. 61 en route to Odsal in 1950. Built in 1929, it seated 56 passengers on English Electric 21E trucks. (James Copland). Bradford City Transport - The Trams 1898-1950

1930 33 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/19 41 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/19 54 Top-covered double-deck 4-wheel Boving 21E BCT 33/19 60 Top-covered double-deck 4-wheel Boving 21E BCT 33/19 81-82 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/19 87 Top-covered double-deck 4-wheel Boving 21E BCT 33/19 88 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-numbered as, 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]).

Page 79 Bradford City Transport - The Trams 1898-1950

Bradford built cars Nos. 229 (right) and 104. Car 229 (originally No. 82) was built in 1930 by 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). Bradford City Transport - The Trams 1898-1950

1931 14 Top-covered double-deck 4-wheel Hurst Nelson 21E BCT 33/19 205 Top-covered double-deck 4-wheel Boving 21E BCT 33/19 Nos. 14, 205 received trucks from, and were re-numbered as, 227, 225 respectively in 1935. Withdrawn 1950 (14[227], 205[225]).

Page 81 © 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 following publications: Bradford Corporation Tramways, Stanley King, Venture Publications, 1998; The Directory of British Tramways, Keith Turner, Patrick Stephens Ltd, 1996; PSV Circle Fleet History, 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])