Corporation Transport Department - The Buses 1906-1969

CONTENTS

Manchester Corporation - Bus Fleet History 1906-1969……………………….. Page 3

Manchester Corporation - Part 3: Bus Fleet List 1951-1969.………………… Page 11

No. 2150 (JND791) is a preserved all-Crossley DD42/8 built in 1949. (Paul Haywood).

First Published 2016 by The Local Transport History Library.

With thanks to Paul Haywood and John Kaye for illustrations.

© The Local Transport History Library 2016. (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 or by any means, electronic, mechanical or otherwise for commercial gain without the express written permission of the publisher. In all cases this notice must remain intact. All rights reserved.

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2 Manchester Corporation Transport Department - The Buses 1906-1969

Although Manchester experimented early with the motorbus, it was not until July 1906 that the first Manchester Corporation bus route, between the tram terminus at West Didsbury and the Church Inn at Northenden, began operating, replacing the horse buses that had previously plied the route. Three vehicles (Nos. 1-3) were ordered from the local firm of Crossley Brothers, although the chassis were obtained from the Lancashire Steam Motor Company of Leyland (the predecessor of ) and bodied by Dick Kerr of Preston. A further service to Cheadle from West Didsbury was introduced shortly afterwards, and another vehicle, this time a Ryknield (No.4), again with Dick Kerr bodywork, was purchased. However, not everyone appreciated the new bus services, especially the residents of West Didsbury who voiced their complaints over the noise and fumes of the buses. In September 1908 the Tramways Committee decided to dispense with them and return to the horse buses, but the plans were not carried out and buses continued to operate in West Didsbury until the advent of the First World War. In 1913 four new Daimlers were purchased as replacements for the existing fleet, taking the newly vacant numbers (Nos. 1-4), and a further four (Nos. 5-8) ordered for the commencement of the Chorlton to Barton Bridge route. Six of these vehicles had a very short life with Manchester Corporation, Nos. 2, 4, 5-8 being requisitioned by the War Department in 1914 on the outbreak of war. The bodies (whether they were built by Dodson or Brush has never satisfactorily been resolved) were removed and stored for use later. The motorbus routes were returned to horse bus operation for the duration of the War, much to the relief of the West Didsbury residents.

3 Manchester Corporation Transport Department - The Buses 1906-1969

In 1917 three Daimler's were delivered and each received one of the stored bodies. The new vehicles were un-numbered, and the use of fleet numbers for Corporation buses ceased until 1927. Between 1919 and 1921 a further 11 vehicles were purchased, making it possible to open more bus routes. In April 1922 West Didsbury was connected to Sale Moor, further extended to Brooklands in October, and in July 1922 the West Didsbury to Reddish route commenced. In 1923 more bus routes were introduced; Blackley to Crescent Road; Halliwell Lane to Rochdale Road; and Levenshulme to Droylsden. In 1921 the Corporation, jointly with Ashton Corporation and Stalybridge Joint Board, took over the working of the Oldham, Ashton and Hyde Tramway on the expiry of its lease, making it possible for Manchester trams to work the Ashton via Guide Bridge section. Two years later, in 1923, the Middleton Electric Traction Company was acquired jointly by Middleton, Chadderton and Rochdale. Middleton granted Manchester a 30-year lease on the ex-company tracks on condition they were connected to neighbouring lines, which they duly were, enabling Corporation trams to run through to Rochdale. Ten of the twelve ex-Middleton Electric Traction Company cars were retained by Manchester and were the only second-hand cars operated by the Corporation. Along with the ten tramcars the Corporation acquired three more buses, two AEC YC's and a Daimler Y, none of which were in particularly good condition, although the Daimler survived until 1927, by which time it was numbered 38.

4 Manchester Corporation Transport Department - The Buses 1906-1969

In order to develop connecting suburban services a number of one-man operated motorbus routes were proposed. In December 1922 a single Karrier CL4 arrived on trial, which was apparently a success, for the following year two more orders for a total of ten Karriers were placed. The influx of buses, which included Vulcan and Bristol vehicles allowed more developments to the bus network, including a route along Rochdale Road to Moston, and the extension of the Levenshulme service to West Didsbury, as well as allowing sufficient spare vehicles for the proper maintenance of the bus fleet. By 1924 some of the earlier double-deck vehicles were in need of replacement and the Corporation opted for ten AEC 'S'-type chassis, similar to those operating in London at the time. In 1925, along with the ten tramcars from the Middleton Electric Traction Company, the Corporation acquired three more buses, two AEC YC's and a Daimler Y, none of which were in particularly good condition, although the Daimler survived until 1927, by which time it was numbered 38.

The first purpose-built bus garage was opened at Parrs Wood, East Didsbury on 23rd March 1926 and the bus fleet, which had previously operated from the various tram depots was moved there. The depot was extended in 1932. Towards the end of the 1920's, Manchester, in common with most other municipal authorities, was experiencing an increase in private competition to its tram services. Most of the private companies were operating inter-town services and Manchester Corporation, who was responsible for issuing the operating licences at the time,

5 Manchester Corporation Transport Department - The Buses 1906-1969 reasoned that if they too provided these services then this would be sufficient grounds for refusing new service applications from the private sector. The Tramways Department, with the co-operation of the surrounding local authorities, began to set up a network of local express bus services, the first of which ran from Cheadle a distance of some 15 miles through the city centre to Heywood and commenced operation on the 11th April 1927. It was an immediate success, prompting more services to be inaugurated. By the end of the decade there were 27 inter-town express services, which effectively stifled the private competition. In order to operate these services Manchester found it necessary to increase the size of its single-deck fleet, which meant that the use of registration numbers as a means of identification was becoming a little unwieldy and so fleet numbers were re-introduced early in 1927. Subsequently it became Manchester Corporation practice to allocate fleet numbers to batches of vehicles when they were ordered, not when they were delivered, which meant that some future deliveries bore fleet numbers out of sequence. To help implement the new express services Manchester was in urgent need of extra vehicles and, in April 1928, they acquired a fleet of fourteen, second-hand Bristol 4-ton chassis, which had been purchased new in 1924 by the Sunderland District Omnibus Company. In 1929 a new General Manager, Mr. Stuart Pilcher, was appointed following the unexpected death of the previous incumbent. The new Manager was very much a 'bus' man, as opposed to the previous manager, Mr. Mattinson, who was a 'tram' man. This meant a radical change in the Corporation's policies over the next few years, including

6 Manchester Corporation Transport Department - The Buses 1906-1969 the gradual abandonment of the tramway system in favour of buses. His first recommendation was the purchase of an additional 90 buses, which enabled the first tram route to be converted to buses. In the event the order was amended by the city council to include a larger order than originally planned from the local firm of Crossley Brothers, a gesture supporting local industry during the trade recession. This led to an involvement with Crossley's that was to last for almost two decades. This year also saw the change of name from Manchester Corporation Tramways to Manchester Corporation Transport. On 6th April 1930 the route from Cheetham Hill to Stretford Road was abandoned to the motorbus, of which Manchester now had a fleet of over 100. It was the first major conversion of an intensively used tram route to buses in the , and with revenue increasing after conversion, Pilcher had gone someway to convincing the doubters that tramway conversion was the way forward. Subsequently, the demand for capital expenditure on new infrastructure was the trigger for abandonment of the line. In June 1931 trams were withdrawn from the Altrincham service when it was proposed that large sums would have to be spent in upgrading the line due to a bridge-widening scheme; it was replaced by motorbuses. The Sale Moor service ceased in July of the same year and the abandonment of the Middleton section, in 1932, was precipitated by a road-widening scheme. Rochdale Corporation's abandonment of trams on the Rochdale to Manchester route led to the Corporation agreeing to replace their trams by motorbuses and the route closed on 12th November 1932, just one month after the last new tramcar (No. 676) entered service.

7 Manchester Corporation Transport Department - The Buses 1906-1969

In 1933 the 'Standard' Manchester Corporation bodywork was introduced, and became a feature of future deliveries. It was based on an all-metal body, which at the time was relatively untried, and replaced the outdated 'piano-front' design, last seen on the 1932 deliveries. Constructed by Crossley Brothers on Metro-Cammell framework, it was another method of giving employment to local firms and became a regular feature of Manchester's transport policy until the war years. The timber framed 'piano-front' vehicles were mostly re-bodied with standard design bodies in the 1930's, although some of the older bodies were in good enough condition to be overhauled and temporarily fitted to vehicles whilst they awaited re-bodying. During 1936 and 1937 Manchester introduced the 'Streamliner', an innovative design, which utilised the all-metal bodywork of the 'Standard' but with gentle curves instead of the previous harsh lines. The interior was to a higher specification than previously, and many new safety features were incorporated. Crossley even produced a new style radiator shell designed specifically for the 'Streamliners', which, when transferred to the 'Standard' design when spares became short during the war, looked totally out of place. 1944 saw the emergence of the prototype double-deck Crossley DD42/1 chassis, on loan to Manchester as No. 1217, although the prototype body was uncompleted when it was delivered. As a result a 'streamline' body from No. 1211 was fitted, the vehicle eventually being purchased by Manchester Corporation in 1947. On 20th June 1944, the Manchester-Chadderton-Rochdale limited stop service of Yelloway Motor Services was purchased (jointly with Oldham and Rochdale Corporations), together with the

8 Manchester Corporation Transport Department - The Buses 1906-1969 vehicles that operated it. Manchester received two TS1's and a single Leyland TD5 as their share. Following the end of the Second World War, Ringway Airport was re-opened to commercial traffic and Manchester Corporation introduced an improved airport service, using eight of the 1938 Leyland Tiger TS8's, which were rebuilt as airport coaches with high-backed seats, sliding doors and large luggage boots. They were given a smart blue and cream livery and continued to operate this service until 1953, when Leyland Royal Tigers replaced them. The Ministry of Transport authorised the use of 8-ft wide buses in 1946, and the Corporation adopted this as standard for future orders. 1949 saw the first one-man operated bus route (to Dane Bank) introduced, using a modified Leyland Tiger, and in 1950, external advertising first appeared. By 1953, new buses were standard manufacturers' models with minor adaptations to Manchester Corporation design based on Leyland and Daimler chassis and including the Orion body, newly introduced by MCW. Hyde Road Car Works was completely rebuilt in 1954 to allow easier overhaul of buses and fibreglass began to be used for body components. Chorlton Street Bus Station was opened in 1958, with the newly rebuilt Piccadilly Bus Station opening on December 4th of the same year.

9 Manchester Corporation Transport Department - The Buses 1906-1969

An experimental City Circle service commenced in 1961, linking the principal shopping and business areas with the railway stations, but was never a commercial success and was withdrawn in 1965. Although an order had been placed for the Leyland Atlantean in 1959, the early rear-engined buses proved troublesome and so orders reverted to the more reliable PD2, but in 1964 a move back to rear-engined vehicles was made. In 1965 it was proposed to make one-man operation of all routes the standard, using double-deckers where possible, and by August 1967, conversion had started. The last of Manchester Corporation's innovative designs was the Mancunian double- decker, which made an appearance in April 1968, along with the American-style Johnson fare boxes later in the same year, which did away with the need for tickets. Just over one year later, on the 1st November 1969, the undertaking was merged with several other local operators to form the South East Lancashire and North East Cheshire Passenger Transport Executive and Manchester Corporation Transport passed into history after almost 70 years of municipal operations.

10 Manchester Corporation Transport Department - The Buses 1906-1969

Bus Fleet List 1906-1969 Part 3C: 1951-1969

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

1951 3200-3226; JND601-627; Leyland PD2/3; 502991-98/4205-10/418/513- 18/712-17; MCCW; H32/26R 3227-3239; JND628-640; Leyland PD2/3; 504814/629/816-17/24-25/893- 96/950-52; MCCW; H32/26R 3240-3247; JND641-648; Leyland PD2/3; 505895-96/945-46/10081-82/ 224-25; MCCW; H32/26R 3248-3264; JND649-665; Leyland PD2/3; 510309/11/10/43/509-10/1187- 89/369-72/2525-28; MCCW; H32/26R 4140-4149; JND741-750; Daimler CVG6K; 14845-54; MCCW; H32/26R 4150-4189; KND911-950; Daimler CVG6K; 17076-115; MCCW H32/26R Nos. 3200-3223, 3225-3264, 4140-4148, 4150-4174, 4176-4189 to SELNEC PTE 11/69 retaining same fleet numbers. Withdrawn 1966 (4149), 1969 (3224, 4175).

11 Manchester Corporation Transport Department - The Buses 1906-1969

No. 3254 (JND655) at Heaton Park in 1956. It was a 1951 Leyland PD2/3 with MCCW 58-seat bodywork. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1953 1-8; NNB101-108; Leyland PSU1/13; 524822/530144/43/49/48/89-90/ 221; Northern Counties; B42R 9-18; NNB109-118; Leyland PSU1/13; 530581-82/72/222/615/14/571/ 627/25/26; Northern Counties; B42R 20-23; NNB120-123; Leyland PSUC1/13; 530628/34-35/33; Northern Counties; B43F 24-25; NNB124-125; Leyland PSU1/13; 530666/65; Northern Counties; B33C 30-35; NNB130-135; Leyland PSU1/13; 530076-78/73-75; Burlingham; RC41F 3300-3311; NNB140-151; Leyland PD2/12; 530830/58-59/77-78/903-05/ 23-24/50-51; Northern Counties; H32/28R 3312-3322; NNB152-162; Leyland PD2/12; 530966-68/81-83/1035-36/ 343-44/52; Northern Counties; H32/28R 3323-3325; NNB163-165; Leyland PD2/12; 531353/510-11; Northern Counties; H33/28R 3326; NNB166; Leyland PD2/12; 531526; Northern Counties; H32/28R 3327-3329; NNB167-169; Leyland PD2/12; 531527/38-39; Northern Counties; H33/28R 3330-3339; NNB170-179; Leyland PD2/12; 531270/75/73/334/277/333/ 37/35/36/39; Leyland; H32/28R

13 Manchester Corporation Transport Department - The Buses 1906-1969

1953 (continued) 3340-3349; NNB180-189; Leyland PD2/12; 531338/272/71/76/372-73/ 32/75/274/374; Leyland; H32/28R 3350-3359; NNB190-199; Leyland PD2/12; 531376-77/422/80/24/26/ 425/77/76/78; Leyland; H32/28R 3360-3369; NNB200-209; Leyland PD2/12; 531518/479/81/520/19/21- 24/423; Leyland; H32/28R 4400-4417; NNB210-227; Daimler CVG6K; 18394/79/81/83-87/90-91/93/ 96-98/401-04; MCCW; H32/28R Nos. 24-25 re-seated to B41C in 1959. Nos. 30-32 had bodies by Bond on Burlingham frames. Nos. 3323, 3331-3332, 3334, 3337, 3339-3340, 3342, 3345-3347, 3350-3352, 3354, 3356-3360, 3364, 4400-4417 to SELNEC PTE 11/69 retaining same fleet numbers. Withdrawn 1966 (3, 10, 24-25, 35, 3363), 1967 (1-2, 4-7, 9, 11, 13-14, 30-32), 1968 (8, 12, 15-18, 20-23, 33-34, 3301, 3311, 3330, 3333, 3335-3336, 3338, 3341, 3343-3344, 3348-3349, 3353, 3355, 3361-3362, 3365-3369), 1969 (3300, 3302-3310, 3312-3322, 3324-3329).

14 Manchester Corporation Transport Department - The Buses 1906-1969

No. 35 (NNB135) on the Airport Service from St. Ann’s Square in 1959 was a Burlingham 41-seat bodied PSU1/13 of 1953. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1954 4418-4436; NNB228-246; Daimler CVG6K; 18405/08-17/20-21/25/27/ 388/407/22-23; MCCW; H32/28R 4437-4447; NNB247-257; Daimler CVG6K; 18430-31/34-36/40/382/89/ 400/41/399; MCCW; H32/28R 4448-4462; NNB258-272; Daimler CVG6K; 18418/42-43/45-51/53/392/ 406/37/54; MCCW; H32/28R 4463-4479; NNB273-289; Daimler CVG6K; 18457-59/61-63/65-66/44/67- 68/52/60/39/55-56/64; MCCW; H32/28R Nos. 4418-4479 to SELNEC PTE 11/69 retaining same fleet numbers.

1955 4480-4489; NNB290-299; Daimler CVG6K; 18380/95/419/24/26/28-29/ 32-33/38; MCCW; H33/28R 4490; PND490; Daimler CLG5K; 18741; MCCW; H36/28R 4491-4509; PND491-509; Daimler CVG5K; 18742-60; MCCW; H36/28R Nos. 4480-4509 to SELNEC PTE 11/69 retaining same fleet numbers.

16 Manchester Corporation Transport Department - The Buses 1906-1969

No. 4429 (NNB239) was a 1954 Daimler CVG6K with MCCW 60-seat bodywork. It passed to SELNEC PTE in 1969 retaining its fleet number. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1956 36-39; NNB136-139; Leyland PSUC1/1; 564762-65; Burlingham; C41F 3411-3423; PND411-423; Leyland PD2/12; 551328-30/36-37/98-400/18- 19/507-08/25; MCCW; H36/30R 3424-3445; PND424-445; Leyland PD2/12; 551526/63-64/71-72/633-38/ 58-63/720-24; MCCW; H36/30R 3446-3470; PND346-370; Leyland PD2/12; 551847-51/97-99/941-44/82- 86/97-99/2122-23/40-42; MCCW; H36/30R 4530-4549; RND530-549; Daimler CVG5K; 18914-33; Northern Counties; H36/28R Nos. 3411-3470, 4530-4549 to SELNEC PTE 11/69 retaining same fleet numbers. Withdrawn 1969 (36-39).

1957 4510-4529; RND510-529; Daimler CVG5K; 18894-913; Northern Counties; H36/28R 4550-4579; TNA550-579; Daimler CVG5K; 19270-99; Burlingham; H37/28R Nos. 4510-4529, 4550-4579 to SELNEC PTE 11/69 retaining same fleet numbers.

18 Manchester Corporation Transport Department - The Buses 1906-1969

No. 4552 (TNA552), a 1957 Daimler CVG5K with Burlingham 65-seat bodywork on a short working to Heaton Chapel in 1957. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1958 40-45; UXJ240-245; Albion MR11L; 82509C/D/H/J/K/L; Seddon; B42F 3471-3514; TNA471-514; Leyland PD2/40; 572401-40; Burlingham; H37/28R 3515-3520; TNA515-520; Leyland PD2/34; 572445-50; Burlingham; H37/28R 3521-3568; UNB521-568; Leyland PD2/40; 580001-48; MCCW; H37/28R No. 3494 received the 1953 Leyland H32/28R body from 3363 in 1966. Nos. 3471-3568 to SELNEC PTE 11/69 retaining same fleet numbers. Withdrawn 1968 (40-45). 1959 3569-3620; UNB569-620; Leyland PD2/40; 580049-100; MCCW; H37/28R Nos. 3569-3620 to SELNEC PTE 11/69 retaining same fleet numbers. 1960 3621-3630; UNB621-630; Leyland PDR1/1; 580101-10; MCCW; H44/33F Nos. 3621-3628, 3630 re-seated to H43/34F in 1960. No. 3629 re-seated to H43/33F in 1960. Nos. 3621-3630 to SELNEC PTE 11/69 retaining same fleet numbers.

20 Manchester Corporation Transport Department - The Buses 1906-1969

1958 Leyland PD2/40 No. 3521 (UNB521) with MCCW 65-seat bodywork in Cannon Street waiting to depart on service 17 to Rochdale when nearly new. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

No. 3626 (UNB626) with MCCW 77-seat bodywork was part of an order for 110 Leyland PD2/40’s, which Manchester revised - the last 10 being changed to Leyland Atlantean PDR1/1’s. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1961 46-50; 9746-9750NA; Leyland PSUC1/2; 606518/799/800/20-21; Park Royal; DP40F 3631-3638; 9831-9838NA; Leyland PD2/37; 603376/628-29/36/10048/ 50-52; MCCW; H37/28R 3639-3654; 9839-9854NA; Leyland PD2/37; 610161-64/301-04/643-46/ 963-66; MCCW; H37/28R 3655-3670; 9855-9870NA; Leyland PD2/37; 611263-68/812-14/34-36/ 970-73; MCCW; H37/28R 4580-4587; 9580-9587NA; Daimler CVG6K; 19777-84; MCCW; H37/28R 4588-4589; 9588-9589NA; Daimler CVG6K-D; 19785-86; MCCW; H37/28R Nos. 46-50 converted to B40F in 1965. Nos. 46-50, 3631-3670, 4580-4589 to SELNEC PTE 11/69 retaining same fleet numbers. 1962 51-54; 3651-3654NE; Leyland PSUC1/12; 625019-22; Park Royal; C36F 55-60; 3655-3660NE; Leyland PSUC1/12; 625073-74/94-95/117-18; Park Royal; DP38D 4590-4609; 4590-4609NE; Daimler CRG6LX; 60066-85; MCCW; H43/33F Nos. 51-54 converted to DP40F in 1963. Nos. 51-60, 4590-4609 to SELNEC PTE 11/69 retaining same fleet numbers.

23 Manchester Corporation Transport Department - The Buses 1906-1969

No. 58 (3658NE), in airport livery, was a 1962 Leyland PSUC1/12 Tiger Cub with Park Royal bodywork. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1963 3671-3695; 3671-3695NE; Leyland PD2/37; 620671-95; MCCW; H37/28R 4610-4629; 4610-4629VM; Daimler CRG6LX; 60330-49; MCCW; H43/33F 4630-4649; 4630-4649VM; Daimler CVG6K; 19970-89; MCCW; H37/28R 4650-4654; 4650-4654VM; Daimler CCG6K; 19990-94; MCCW; H37/28R Nos. 3671-3695, 4610-4654 to SELNEC PTE 11/69 retaining same fleet numbers.

1964 61-62; ANF161-62B; Leyland PSRC1/1; L30661-62; Park Royal; B43D 3696; 889VU; Leyland PD2/37; L02696; MCCW; H37/28R 3697-3720; 3697-3720VM; Leyland PD2/37; L02697-2720; MCCW; H37/28R 4655-4684; ANA655-84B; Daimler CRG6LX; 60723-52; MCCW; H43/33F Nos. 61-62, 3696-3720, 4655-4684 to SELNEC PTE 11/69 retaining same fleet numbers.

25 Manchester Corporation Transport Department - The Buses 1906-1969

One of the last batch of rear-entrance vehicles delivered to Manchester was No. 3705 (3705VM), a 1964 Leyland PD2/37 with MCCW bodywork. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1965 63-80; BND863-80C; Leyland PSRC1/1; L30663-80; Park Royal; B43D 3721-3792; BND721-92C; Leyland PDR1/2; L20721-92; MCCW; H43/33F 4701-4730; DNF701-30C; Daimler CRG6LX; 61366-95; MCCW; H43/33F No. 71 re-seated to B36D in 1967. No. 74 re-seated to B42D in 1967. Nos. 63-80, 3721-3792, 4701-4730 to SELNEC PTE 11/69 retaining same fleet numbers.

1966 201; GNB516D; Bedford VAL14; 6876806; Plaxton; C47F 203; GNB517D; Bedford VAL14; 7812038; Plaxton; C45F 205; GNB518D; Bedford VAL14; 7806015; Plaxton; C47F 3801-3860; END801-60D; Leyland PDR1/2; L60801-60; MCCW; H43/33F 4731-4740; FNE731-40D; Daimler CRG6LX; 61396-405; MCCW; H43/33F Nos. 3801-3860, 4731-4740 re-seated to H43/32F in 1967. Nos. 201, 203, 205, 3801-3860, 4731-4740 to SELNEC PTE 11/69 retaining same fleet numbers.

27 Manchester Corporation Transport Department - The Buses 1906-1969

No. 3762 (BND762C), a 1965 Leyland PDR1/2 with MCCW 76-seat bodywork, seen here in Piccadilly in 1970 shortly after the SELNEC take-over. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1967 81-99; GND81-99E; Leyland PSUR1/1; L62081-99; MCCW; B44D 101-110; GND101-10E; Leyland PSUR1/1; L62101-10; MCCW; B44D 202; GND111E; Bedford VAL14; 7813407; Plaxton; C47F 204; GND112E; Bedford VAL14; 7813140; Plaxton; C47F 206; GND113E; Bedford VAL14; 7810430; Plaxton; C47F 4741-4760; FNE741-60D; Daimler CRG6LX; 61406-25; MCCW; H43/33F No. 100 (GND100E) destroyed by fire at MCCW works before delivery. Nos. 4741-4760 re-seated to H43/32F in 1967. Nos. 81-99, 101-110, 202, 204, 206, 4741-4760 to SELNEC PTE 11/69 retaining same fleet numbers.

29 Manchester Corporation Transport Department - The Buses 1906-1969

1968 207-212; JND207-12F; Bedford VAL70; 452407/64/3283/289/958/635; Plaxton; C52F 1001-1011; HVM901-11F; Leyland PDR1/1; 701997/2363/64/509-10/20- 22/57-58/69; Park Royal; H45/28D 1012-1021; HVM912-21F; Leyland PDR1/1; 702570/673-75/91-92/794- 96/870-71; Park Royal; H45/28D 1022-1035; HVM922-35F; Leyland PDR1/1; 703251-53/87-88/360-62/91- 93/470-71; Park Royal; H45/28D 1036-1048; HVM936-48F; Leyland PDR1/1; 703564-68/93-95/615-16/52- 54; Park Royal; H45/28D 2001-2048; HVM801-48F; Daimler CRG6LX; 62065-112; Park Royal; H45/28D Nos. 207-212, 1001-1043, 1045-1048, 2001-2048 to SELNEC PTE 11/69 retaining same fleet numbers. Withdrawn 1969 (1044 [accident damage]).

30 Manchester Corporation Transport Department - The Buses 1906-1969

Typical of the ‘Mancunian’ design is No. 2089 (LNA289G) a 1969 Daimler CRG6LX Fleetline with Park Royal 73-seat dual entrance bodywork, seen in Parker Street in 1970. (John Kaye). Manchester Corporation Transport Department - The Buses 1906-1969

1969 213-214; MND213-14G; Bedford VAL70; 466175/46; Plaxton; C52F 1051-1060; LNA151-60G; Leyland PDR2/1; 703946/800405-07/958-63; Park Royal; H47/29D 1061-1076; LNA161-76G; Leyland PDR2/1; 801075-77/124-27/179/276- 77/288-93; Park Royal; H47/29D 1077-1086; LNA177-86G; Leyland PDR2/1; 801389-90/404-05/549-51/ 639-41; Park Royal; H47/29D 1087-1097; LNA187-97G; Leyland PDR2/1; 801726-29/956-58/2185-88; Park Royal; H47/29D 2051-2092; LNA251-92G; Daimler CRG6LX; 62664-705; Park Royal; H47/28D 2093-2097; LNA293-97G; Daimler CRG6LXB; 62706-10; Park Royal; H47/28D Nos. 213-214, 1051-1097, 2051-2097 to SELNEC PTE 11/69 retaining same fleet numbers.

32 © Local Transport History Library 2016

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