Portsmouth Corporation Transport 1901-1986

CONTENTS

Portsmouth Corporation Transport - Fleet History 1901-1986……………………. Page 3 Portsmouth Corporation Transport - Tram Fleet List 1901-1936………………… Page 13 Portsmouth Corporation Transport - Trolleybus Fleet List - 1934-1963…….. Page 19 Portsmouth Corporation Transport - Bus Fleet List 1919-1986.…………………. Page 26

Cover Illustration: No. 118 (ORV993) a 1958 Leyland PD2/40 with Metro-Cammell 56-seat bodywork. (LTHL collection).

First Published 2016 by The Local Transport History Library.

With thanks to Mike Beamish and Brian Pask 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 Portsmouth Corporation Transport 1901-1986

The first recorded instance of public transport in Portsmouth would appear to be a horse-bus service that commenced plying for hire in 1840. It ran between Southsea and North End via a circuitous route through Old Portsmouth and the Hard, the fare being 6d (2½p), a considerable sum in those days. By 1857 horse-bus services operated from Grove Road to Portsea and Landport hourly, and from Portland Street to the Railway Station connecting with each scheduled train, and by the end of the decade routes from the Thatched House to the Cambridge Hotel, and from the Dockyard to the Royal Marine Artillery Barracks at Eastney were operating. In May 1865 the Landport & Southsea Tramways Company opened a single-track line (using step rails, replaced in 1875 with grooved rails) from the joint London & South Western Railway and the London, Brighton and South Coast Railway station at Landport, via the town centre, to Clarence Pier at Southsea, Britain's first statutory street tramway. The line was originally intended to provide a connection with the Isle of Wight ferries and the unusual gauge (4ft 7¾in) was chosen to permit the through working of railway wagons, which, in the event, never seems to have taken place, although it did determine the gauge of the tramways that followed. The original rolling stock probably consisted of just two, two-horse single-deck tramcars, sufficient to work the one-mile route. In September 1874, the Portsmouth Street Tramways Company opened a much longer single-track route from North End (where the Company had a depot), via Kingston Crescent and Commercial Road to Landport Station, from there it ran parallel to the

3 Portsmouth Corporation Transport 1901-1986

Landport & Southsea line via Cambridge Street, High Street and Broad Street terminating at the Point (where the Company had a second depot). Another Company, the General Tramways Company of Portsmouth, opened its first line on 18th March 1878. It ran from High Street along Alexandra Road to the Landport & Southsea line, which it then joined to run along Kings Terrace, Jubilee Terrace as far as the Pier Hotel, where it branched off along Southsea Terrace, Castle Road and Osbourne Road to the Queens Hotel. By 1883 the Provincial Tramways Company Ltd. (established in London in 1872), who already owned the Portsmouth Street Tramways Company, had purchased the other two competing companies and amalgamated them into one single company, under the PST name. The system was extended throughout the following years and by 1890 the tramway reached Hard by the Harbour, East Southsea, Fratton, Buckland and Cosham. Although details of the rolling stock are sketchy, it would appear that, by 1894, the fleet had reached number 69, and at least one Lifu steam tram was operated. Manufactured by the Liquid Fuel Engineering Co., of East Cowes, it was a large top-covered (but with no upper-deck glazing), oil-fired, tramcar, which operated from 1896 to 1901. Whilst the network of tramway lines was being constructed and expanded, a number of horse-bus services flourished. The Portsmouth Street Tramway Company itself operated a number of services, as did Andrews Safety Buses, a Cardiff concern, which ran on a route between Kingston Road and Havelock Park amongst others, but was eventually purchased by the PST in 1888. Routes worked by single-horse vehicles

4 Portsmouth Corporation Transport 1901-1986 included North End to Cosham, prior to the construction of the tramway; Cambridge Junction to Havelock Park, and Edinburgh Road to the Dockyard. Two-horse buses worked from Cambridge Junction to Eastney Barracks, via Elm Grove and Albert Road, and between the Dockyard and Beach Mansions, as well as assisting with traffic on the Edinburgh Road to the Dockyard route when required. Some of the routes were subsequently combined to give a service between Edinburgh Road, the Dockyard and Eastney, a route largely followed by the first Corporation motorbus in 1919, although the horse-bus route had ceased operation by 1904. The Portsmouth Corporation Tramway Act of 1898 empowered the Corporation to purchase the lines of the Portsmouth Street Tramways Company that lay within the borough. On the 1st January 1901 Portsmouth Corporation exercised its option, leaving the Company with just a short stretch of track from the boundary at Hilsea to Cosham. Preparations had been made for this event and the parent company (the Provincial Tramways Company) had obtained an order to extend the system from this point. The Portsdown & Horndean Light Railway formally opened on 2nd March 1902, running between Cosham and Horndean, via Portsdown Hill, Widley, Purbrook, Waterlooville and Cowplain (where the depot was sited). The overhead electric line was mainly single-track and services commenced with Nos. 1-9, British Electric Car, open-top, double-deck, tramcars, joined later by five similar vehicles (Nos. 10-14). Portsmouth Corporation was given the running powers over the first mile of the nearly six-mile route, although the Company had no reciprocal rights and it was not until 1924 that they first ran into Portsmouth.

5 Portsmouth Corporation Transport 1901-1986

The official opening of Portsmouth Corporation's system took place on the 24th September 1901, after extensive reconstruction and conversion to electric traction. The basic routes remained those worked by the PST's horse trams (which continued to work the Hilsea to Cosham section until May 1903) with one or two minor alterations; the first electric tram route opened being between North End, the Town Hall and Clarence Pier. Extensions to the system were opened in 1909 and 1913. The initial order for 80 tramcars (Nos. 1-80) was placed with the Electric Railway and Tramway Carriage Works (ERTCW) and these were delivered during 1901 and 1902. In 1904 Portsmouth Corporation rebuilt four (Nos. 81-84) of the former horse cars purchased from the Portsmouth Street Tramways Company, which had been new in 1880, for further service. One of these (No. 84) still survives in preservation. Further new cars were added in 1907, when 15 open-top balcony cars (Nos. 85-100) were delivered, and in 1920 when 12 totally enclosed English Electric cars (Nos. 105-116) were purchased. Although there had been attempts to establish the motorbus in Portsmouth, including a short-lived service operated by small 'waggonettes' between the Hard and Fratton Road early in the 1900's and an attempt by the Isle of Wight Motor Bus Company to establish several routes using Milnes-Daimler vehicles in 1906, none of these schemes came to fruition and were eventually abandoned. A proposal had been put before Portsmouth Corporation in 1906 to augment the existing tram services with motorbuses, and was revived again in 1911, but, on both occasions, the Council, wary of other ventures in the town that had failed, decided that the economics of bus

6 Portsmouth Corporation Transport 1901-1986 operation did not justify their introduction. In 1919, however, the Council again turned its attention to the use of buses as feeder services for the trams and an initial order for ten Thornycroft J chassis was authorised. They were delivered in the summer of 1919 and commenced operation on a new service between Devonshire Avenue and St. Mary's Road on August 11th of that year. They carried Wadham open-top, double- deck, 34-seat bodywork and were numbered 1-10. At the same time private operators, such as the Portsmouth & District Motor Services Ltd., which commenced a service between Eastney and Cosham, and the Southsea Tourist Company, which ran a town service from North End to Clarence Pier, attempted to establish themselves in the area. It was competition such as this that persuaded the Corporation to conclude an agreement with the Provincial Tramways Company in 1924 to allow their tramcars to run through to the Town Hall from 1st August, which was later extended to include Clarence Pier and eventually South Parade Pier. Up until then the Corporation bus fleet had remained static at ten vehicles, but in the summer of 1924, twelve more vehicles arrived. Five (Nos. 11-15) were Guy J chassis with 'toastrack'-style bodywork by Wadham, with seats for 15, purchased after a visit to Bournemouth where a successful seafront service using similar vehicles was in operation. They were used for summer duties along the Esplanade, a function they performed until 1939. The remaining vehicles were on Dennis 50-cwt chassis (Nos. 16-22) with Strachan & Brown bodywork. They operated on a new route, initially as a temporary measure whilst the Council considered a new tramway link, but eventually ran permanently, connecting South Parade and Cosham. The following year twelve more Dennis 50-cwt chassis (Nos. 23-34) were purchased, this time with Dennis

7 Portsmouth Corporation Transport 1901-1986 bodywork, originally with the intention of operating as one-man vehicles, but subsequently conductors were used. The original route from Devonshire Avenue to St. Mary's Road was extended to Winter Road at one end and to Tangier Road at the other end. A further extension to Great Salterns was deemed uneconomical, but was later revived. The route between the South Parade Pier and Cosham was extended in July 1925 to Drayton at the borough boundary and extended from the Pier via Guildhall and North End, returning to Drayton via Cosham. Southdown Motor Services already worked the section of the route beyond Cosham, and the Corporation fare undercut that of the Company. As a result Southdown retaliated by increasing the number of journeys into Portsmouth, putting pressure on Corporation trams. On July 18th 1927 an agreement came into force imposing a protective fare on Company vehicles south of Cosham, whilst the Corporation withdrew the Cosham to Drayton section. Although Portsmouth Corporation was empowered under the 1920 Act to run buses to its own boundaries, this agreement inhibited future development of its services, and applications to the Traffic Commissioners to extend services beyond Cosham (invariably opposed by Southdown) were refused, creating an anomaly that continued until wartime relaxations. Portsmouth was elevated to city status in 1927 and the new version of the coat-of- arms began to appear on the sides of buses and trams from 1929, accompanied by a change of livery from the previous scarlet lake and Oxford ochre to a brighter shade of red and white by 1931. This was the year that saw a turning point in the transport

8 Portsmouth Corporation Transport 1901-1986 department's development, with financial losses being largely attributed to the tramway system. Until this time the undertaking had been primarily a tramway supported by buses, but now the roles were about to be reversed. The Transport Manager had recommended that the tramway system be replaced by trolleybuses, and this was accepted by the Transport Committee in preference to a rise in fares, the first conversion taking place on the 4th August 1934 when trolleybuses replaced trams on the Cosham to South Parade Pier route, although the tram rebuilding programme, introduced in 1929, still continued. Just over two years later, on the 10th November 1936, the last tram (No. 106) ran between Guildhall and Eastney, leading a procession of three other trams, amidst much celebration, bringing the tramway era in Portsmouth to an end. By the end of 1937 the trolleybus fleet stood at 100 vehicles, mainly of AEC 661T manufacture, although it was to be some 13 years before any more trolleybuses were added to the fleet. The onset of World War II had an immediate effect on Portsmouth and its transport undertaking. The population dropped by around one-third as people were evacuated. Many of the platform staff were called up and almost 500 women had to be recruited as replacements. Services also suffered, many stops were eliminated and frequency reduced, especially on routes that could be served by trolleybuses; summer services along the seafront were suspended altogether. A single raid in 1941 destroyed eleven buses and damaged many others, which were hardly replaced by the wartime intake

9 Portsmouth Corporation Transport 1901-1986 of 19 vehicles. When peace returned some of the cuts and services were restored, whilst some services remained curtailed from their pre-war termini. One feature of post-war services was the agreement between the Corporation and Southdown Motor Services over joint running on various services, which came into force on 1st July 1946 and saw the operators pooling mileage and receipts in an agreed proportion (originally 57% to the Corporation and 43% to Southdown). This enabled each partner to run mileage for the other partner that may otherwise have been lost, resulting in Southdown vehicles appearing on erstwhile Portsmouth Corporation routes and vice versa. Post-war orders were for 25 new double-deckers, Nos. 1-4 and 180-200 being Leyland PD1 and PD1A chassis, whilst the remaining chassis (Nos. 11-14) were Crossley DD42/5T's with local Reading bodywork. They were delivered late in 1947 and early 1948. Although, because of fuel restrictions, maximum use was still made of the trolleybuses, on May 29th 1949 a service extension to the new Leigh Park housing estate that was currently under construction, was instigated with buses temporarily replacing trolleybuses pending extension of the overhead. In the event, the use of buses proved permanent and became the first replacement of a trolleybus route with buses, a portent of things to come. Even so plans were still made for extensions to the trolleybus system to Paulsgrove and Farlington and provisional powers obtained. Fifteen new BUT trolleybuses were purchased (Nos. 301-315) in the early fifties.

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On September 30th 1951, the Copnor to Floating Bridge trolleybus route became the next casualty, being covered by diverting existing bus services along the route. At the same time, however, new overhead was erected between Milton, Copnor and Hilsea, enabling certain service extensions to be worked by trolleybuses. Although the Transport Manager had recommended abandonment of the trolleybus system in favour of motorbuses because of the substantial expenditure that would be required to replace the ageing vehicles and infrastructure, it was not until 1958 that the Council approved his recommendations and the gradual abandonment of the trolleybus system began. On 27th July 1963, the final day of trolleybus operation was marked without ceremony, as the last vehicle (No. 313, a 1951 BUT 9611T), completed the final journey on the Dockyard-South Parade Pier-Eastney-Copnor-Cosham route and the depot doors closed on another chapter in Portsmouth's transport history. In the meantime the bus fleet had been supplemented by the addition of new vehicles and many of the pre-war vehicles were rebuilt in the Corporation's workshops. More Crossley chassis were purchased in 1949, and in 1952 there was a return to Leyland vehicles with the purchase of 25 Leyland-bodied PD2/10 chassis. In 1958 one-man operation was introduced when the wartime Bedford OWB's had their folding doors converted to lever operation. They were used initially to replace some of the less well-loaded journeys between Hilsea and Paulsgrove, which was primarily a double-deck operated route. Dual-door single-deck vehicles made their appearance in 1960, again for one-man operation, but with facilities for standee passengers, increasing their capacity.

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A vehicle renewals fund was established in 1961 that proved to be adequate in supplying the necessary finance for new buses, especially with the introduction of the New Bus Grant in 1968, which provided a grant towards the cost of new vehicles that met certain criteria. The fleet continued to be updated with the introduction of front-entrance Leyland Atlanteans in 1963, suitable for one-man operation, and the continuing purchase of standee dual-door single-deckers. By the middle of the 1970's however, in common with most other operators, passenger numbers had dwindled to almost 50% of those carried in the 1950's, resulting in a deficit, which was accompanied by the inevitable fares increases and service reductions in a continuous spiral. Between 1980 and 1982, vehicles purchased included dual-purpose chassis, suitable for private hire work, which was undertaken to provide extra income, and was subsequently expanded. The first coach in the fleet was purchased in April 1986, a second-hand Leyland Leopard with Duple C57F bodywork (No. 101). On the 26th October 1986, under Government legislation, the undertaking became Portsmouth City Transport Limited, an 'arms-length' limited company, effectively ending municipal transport in the city, although Portsmouth Council retained all the shares. On the 8th June 1988 the Company was sold to a consortium in which the shares were jointly held by Southampton Citybus (75%) and Portsmouth City Transport employees (25%), finally removing the last vestige of Council involvement and bringing to an end over 80 years of municipal transport in Portsmouth.

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Tram Fleet List 1901-1936

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

1901 Note: 58 horse-drawn tramcars were acquired from the Portsmouth Street Tramways Company on 1st January 1901, details unknown. All were withdrawn by 1903. 1-44; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 33/22 No. 1 re-numbered 53 in 1930. Withdrawn 1935 (1[53], 2, 4-5, 8, 14-16, 25-28, 31, 37, 39, 42), 1936 (3, 6-7, 9- 13, 17-24, 29-30, 32-36, 38, 40-41, 43-44). 1902 45-80; Double-deck open-top 4-wheel; Brill 21E; ERTCW; 33/22 No. 80 fitted with top cover over the mid section only in 1904. It was removed in 1907. Withdrawn 1930 (53), 1933 (58, 63), 1935 (47, 54, 59, 65, 67, 70-71, 74-75, 77, 79), 1936 (45-46, 48-52, 55-57, 60-62, 64, 66, 68-69, 72-73, 76, 78, 80).

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Portsmouth No. 44 was the last of the 1901 intake and was a 4-wheel open-top double-deck car built by the Electric Railway and Tramway Carriage Works of Preston on Brill trucks. It seated 55 and remained open-top throughout its life, being withdrawn in 1936. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1904 81-84; Double-deck open-top 4-wheel; Brill 21E; Portsmouth CT/Milnes; 26/20 Nos. 81-84 were rebuilt from ex-Portsmouth Street Tramways (Nos. 70-73) horse- car bodies (new 1880 to North Metropolitan Tramway Co. Ltd., London). Withdrawn by 1936 (81-84).

1907 85-100; Double-deck open-top 4-wheel; Brill 21E; Dick Kerr; 32/22 Withdrawn 1935 (86-87, 90-92, 94-98), 1936 (85, 88-89, 93, 99-100).

1919 104; Single-deck toastrack 4-wheel; Brill 21E; Southampton CT/Dick Kerr; 40 No. 104 ex-Southampton Corporation (No.2, new 1900 as double-deck open-top 24/22; rebuilt to open-toastrack in 1913); fitted with top cover in 1930. Withdrawn 1936 (104).

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Car No. 84, a resident at the Milestones Museum in Basingstoke, was originally a horse car with the Portsmouth Street Tramways Company and was rebuilt as an electric car in 1904 by Portsmouth Corporation. (LTHL collection). Portsmouth Corporation Transport 1901-1986

The top cover on Portsmouth No. 104 dates this photo to after 1930 when it was fitted. It started life with Southampton Corporation as a double-decker before being rebuilt as a toastrack in 1913. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1920 105-116; Double-deck fully enclosed 4-wheel; English Electric; English Electric; 36/22 Withdrawn 1936 (105-116).

1931 1; Double-deck fully enclosed 4-wheel; Peckham cantilever; Portsmouth CT; 35/23 Withdrawn 1936 (1).

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Trolleybus Fleet List 1934-1963

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

1934 1-4; RV4649-4652; AEC 661T; 661T028-31; English Electric; H26/24R 5-7; RV4653-4655; Leyland TBD2; 4546-48; English Electric; H26/24R 8; RV4656; Sunbeam MF2; 13004S; English Electric; H26/24R 9; RV4657; Karrier E4; 55004; English Electric; H26/24R 10; RV4660; Sunbeam MF2; 13003S; Metro - Cammell; H26/24R 11; RV4661; Karrier E4; 55005; Metro - Cammell; H26/24R 12; RV4658; AEC 663T; 663T074; English Electric; H32/28R 13; RV4659; Sunbeam MS3; 12042S; English Electric; H32/28R 14; RV4662; Sunbeam MS3; 12026S; Metro - Cammell; H32/28R 15; RV4663; AEC 663T; 663T075; Metro - Cammell; H32/28R Nos. 1-15 re-numbered 201-215 in 1938. Withdrawn 1946 (12 as [212]), 1951 (15[215]), 1953 (5-11[205-211], 13-14[213- 214]), 1955 (2-4[202-204]), 1958 (1[201]).

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Portsmouth No. 13 (RV4659) was a 1934 Sunbeam MS3 with English Electric 60-seat bodywork. It was re-numbered 213 in 1938 and withdrawn in 1953. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1935 16-24; RV6374-6382; AEC 661T; 661T069-77; English Electric; H26/24R Nos. 16-24 re-numbered 216-224 in 1938. Withdrawn 1950 (17[217]), 1951 (21[221], 23[223]), 1952 (22[222]), 1955 (18[218]), 1957 (16[216], 19-20[219-220]), 1958 (24[224]).

1936 25-33; RV8307-8315; AEC 661T; 661T090/109/05/04/97/99/91/93/102; Cravens; H26/26R 34-42; RV8316-8324; AEC 661T; 661T095/100/03/094/101/096/117-18/ 23; Cravens; H26/26R 43-54; RV8325-8336; AEC 661T; 661T129/26/30/34/24/19/32-33/25/21/ 20/22; Cravens; H26/26R 55-67; RV9106-9118; AEC 661T; 661T127-28/092/98/106-08/10-11/13- 16; Cravens; H26/26R 68-81; RV9119-9132; AEC 661T; 661T138/12/35/31/36-37/39/43/46/40- 42/44-45; Cravens; H26/26R 82-90; RV9133-9141; AEC 661T; 661T147-55; Cravens; H26/26R

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1936 (continued) Nos. 25-90 re-numbered 225-290 in 1938. Nos. 25-39[225-239], 41-54[241-254], 55-56[255-256], 59-61[259-261], 65[265], 67-71[267-271], 73-75[273-275], 77-78[277-278], 81-83[281-283], 86[286], 90[290] rebuilt by Portsmouth Corporation using Metal Sections fabrications between 1948 and 1956. Withdrawn 1951 (66[266], 79[279]), 1952 (58[258]), 1953 (29[229], 63-64[263- 264], 72[272]), 1954 (57[257], 62[262], 76[276]), 1955 (40[240]), 1956 (60[260], 77[277], 85[285], 87-88[287-288]), 1957 (75[275], 80[280], 84[284], 89[289]), 1958 (65[265], 90[290]), 1959 (25-26[225-226]), 1960 (27-28[227-228], 32[232], 34-35[234-235], 39[239], 41-43[241-243], 45[245], 47[247], 53[253], 61[261], 67-68[267-268], 71[271], 78[278], 81[281]), 1961 (30-31[230-231], 37[237], 44[244], 49[249], 51-52[251-252], 54-56[254-256], 59[259], 70[270], 73[273], 82[282]), 1963 (33[233], 46[246], 48[248], 50[250], 69[269], 74[274], 83[283], 86[286]).

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Portsmouth trolleybus No. 226 (RV8308) was a 1936 AEC 661T, originally with Cravens 52-seat body but later rebuilt by Portsmouth as shown here. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1937 91-94; RV9142-9145; AEC 661T; 661T156/60/57-58; Cravens; H26/26R 95-100; RV9149-9154; AEC 661T; 661T159/63/65/61/62/64; Cravens; H26/26R Nos. 91-100 re-numbered 291-300 in 1938. Nos. 91-95[291-295], 97-100[297-300] rebuilt by Portsmouth Corporation using Metal Sections fabrications between 1949 and 1956. Withdrawn 1956 (96[296]), 1960 (92-93[292-293], 95[295], 97[297]), 1961 (91[291], 98-99[298-299]), 1963 (94[294], 100[300]).

1950 301-305; ERV926-930; BUT 9611T; 9611T135-39; Burlingham; H28/24R Withdrawn 1961 (303), 1963 (301-302, 304-305).

1951 306-315; ERV931-940; BUT 9611T; 9611T140-49; Burlingham; H28/24R Withdrawn 1963 (306-315).

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The final batch of trolleybuses arrived in 1951. This is No. 312 (ERV937) a BUT 9611T with Burlingham 52-seat bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

Bus Fleet List 1919-1986

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

1919 1; BK2978; Thornycroft J; 6793; Wadham; O18/16RO 2; BK2977; Thornycroft J; 6794; Wadham; O18/16RO 3-8; BK2979-84; Thornycroft J; ? ; Wadham; O18/16RO 9-10; BK2985-86; Thornycroft J; ?, 7457; Wadham; O18/16RO Nos. 1, 3-5, 7-10 re-bodied with second-hand Dodson O18/16RO bodies (ex-London General) in 1926. Withdrawn 1925 (2, 6), 1927 (10), 1928 (1, 3, 7-8), 1929 (4-5, 9).

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Portsmouth’s first buses in 1919 included Thornycroft J No. 10 (BK2986) seen here in 1925 with its original Wadham 34-seat body. It received a second-hand Dodson body in 1926 and was withdrawn the following year. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1924 11; TP115; Guy J; J4482; Wadham; T13 12; TP117; Guy J; J4484; Wadham; T15 13; TP119; Guy J; J4486; Wadham; T15 14; TP118; Guy J; J4485; Wadham; T15 15; TP116; Guy J; J4483; Wadham; T15 16-18; TP181-183; Dennis 50-cwt; 30633/727/29; Strachan & Brown; B20F 19-22; TP186-189; Dennis 50-cwt; 30647/732-33/35; Strachan & Brown; B25F No. 11 re-seated to T14 in 1928. No. 13 re-seated to T20 in 1926; re-seated again to T14 in 1932. No. 15 re-seated to T20 at a later date. Nos. 16-18 re-seated to B26F in 1926. Withdrawn 1932 (16-22), 1939 (11-12, 15), 1940 (14), 1941 (13).

1925 23-33; TP751-761; Dennis 50-cwt; 45007/10/06/29/08-09/31/33/32/44- 45; Dennis; B26F 34; TP765; Dennis 50-cwt; 45070; Dennis; B26F Withdrawn 1932 (23-34).

28 Portsmouth Corporation Transport 1901-1986

1926 35; LF9344; AEC B; B2017; Dodson; O18/16RO No. 35 ex-London General Omnibus Company (No. B2017, new 1912); fitted with Portsmouth CT/Wadham B??F body (rebuilt by Portsmouth CT from one of Nos. 1-10 of 1919) and re-registered BK2342 in 1927. Withdrawn 1927 (35).

1927 36-37; TP4422-4423; Dennis E; 17096/94; Ransomes, Sims & Jefferies; B32F 38-39; TP4812-4813; Karrier CL6; 38009-10; Ransomes, Sims & Jefferies; B39F 40-42; TP4703-4705; Karrier WL6/2; 45003/05/07; Brush; H32/28R 43-47; TP4832-4836; Karrier WL6/2; 45006/08/10/02/09; Brush; H32/28R Withdrawn 1934 (38), 1935 (39-47), 1939 (36-37).

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One of eight Karrier WL6/2’s purchased in 1927 with Brush 60-seat bodywork. Although the exact vehicle is unknown they were numbered 40-47. All were withdrawn in 1935. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1928 48-53; TP6872-6877; Karrier WL6/2; 45035/33/34/31/30/24; English Electric; H32/28R 54-61; TP6864-6871; Dennis E; 17482/95/509/481/513/11/12/499; Davidson; B32R Withdrawn 1934 (48-51, 53), 1936 (52), 1939 (54-56), 1941 (59), 1945 (57-58, 60), 1946 (61).

1929 62-65; TP8098-8101; Dennis EV; 17832/34-35/30; Hall Lewis; B32R 66-67; TP8102-8103; Dennis EV; 17836/33; Portsmouth Commercial Motors; B32R 68-71; TP8091-8094; Thornycroft BC; 18798/802/00-01; Hall Lewis; B32R 72; TP8095; Thornycroft BC; 18797; Wadham; B32R 73; TP8097; Thornycroft BC; 18799; Wadham; B32R Nos. 62-63, 65, 68 re-seated to B30R in 1942. Withdrawn 1939 (67), 1941 (73), 1943 (68, 72), 1944 (62-66), 1945 (69-71).

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1931 1-2; RV236-237; Tilling-Stevens B10A2; 6793-94; Park Royal; B30R 3; RV238; Leyland LT2; 51462; Park Royal; B30R 4-6; RV241-243; Leyland TD1; 72104/06/05; Short; H26/24R 7-8; RV715-716; Leyland TD1; 72197-98; Park Royal; H26/24R 9-10; RV717-718; Leyland TD1; 72199-200; Short; H26/24R 35; RV719; AEC Regent; 6611583; Short; H26/24R 74; RV720; Crossley Condor; 90802; Short; H26/24R Withdrawn 1941 (2, 4, 35), 1944 (3), 1945 (1), 1947 (74), 1950 (8, 10), 1951 (9), 1952 (5-7).

32 Portsmouth Corporation Transport 1901-1986

1932 75-77; RV1135-1137; TSM E60A6; 9113/12/16; English Electric; H26/24R 78-84; RV1141-1147; TSM E60A6; 9117/15/10/01/14/09/18; English Electric; H26/24R 85-87; RV1138-1140; Leyland TD1; 72329/38/21; English Electric; H26/24R 88; RV1129; Leyland TD1; 72336; English Electric; H26/24R 89; RV1128; Leyland TD1; 72326; English Electric; H26/24R 90-94; RV1130-1134; Leyland TD1; 72335/20/27/37/28; English Electric; H26/24R 95-114; RV1990-2009; Crossley Condor; 90882-900/91001; English Electric; H26/24R Withdrawn 1941 (78, 80, 98, 108), 1944 (77, 79, 81, 83), 1946 (84, 90), 1947 (75- 76, 93, 95-96, 99-100, 103, 106-107, 110-114), 1948 (82, 87-89, 97, 105, 109), 1949 (86, 102), 1950 (85, 101), 1951 (91, 104), 1952 (92, 94).

1933 16-27; RV3410-3421; Leyland TD2; 2873-84; English Electric; H26/24R Withdrawn 1952 (17-18), 1953 (23, 26-27), 1958 (16, 19-22, 24-25).

33 Portsmouth Corporation Transport 1901-1986

No. 19 (RV3413) was a 1933 Leyland TD2 with English Electric 50-seat bodywork. It spent 25 years in service with Portsmouth Corporation before being withdrawn in 1958. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1935 52; JG522; Daimler Limousine; 31412; Daimler; -6- 115-125; RV6358-6368; Leyland TD4; 7148-58; English Electric; H26/24R 126; RV6369; Leyland TD4c; 7163; English Electric; H26/22R 127-129; RV6370-6372; Leyland TD4; 7159-61; Leyland; H26/26R 130; RV6373; Leyland TD4c; 7162; Leyland; H26/24R No. 52 ex-A. Simmons (new 1929). Nos. 115, 117, 124-125 rebuilt to O26/24R in 1953 (115), 1954 (117, 124) or 1955 (125); re-numbered 5-8 respectively in 1958. No. 127 re-seated to H26/24R in 1944; rebuilt by Portsmouth CT in 1957; re- numbered 129 in 1959. No. 128 rebuilt by Portsmouth CT in 1957. No. 130 re-seated to H26/26R in 1944. Withdrawn 1939 (52), 1955 (120-121, 126), 1956 (116, 118-119, 122-123), 1958 (129), 1962 (130), 1963 (128), 1964 (127[129]), 1971 (115[5], 117[6], 125[8]), 1972 (124[7]).

35 Portsmouth Corporation Transport 1901-1986

No. 121 (RV6364) a 1935 Leyland TD4 with English Electric 50-seat bodywork. It was withdrawn in 1955. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1936 131-137; RV9385-9391; Leyland TD4; 10955/52/54/51/35-36/40; Cravens; H26/24R 138-143; RV9392-9397; Leyland TD4; 10943/42/44/38/37/39; Cravens; H26/24R Nos. 131-132, 134-136, 140-143 rebuilt by Portsmouth CT between 1949 and 1953. Withdrawn 1955 (133, 137-138), 1957 (139), 1958 (131-132, 136, 140, 142), 1959 (134-135, 141, 143). 1937 144-155; RV9398-9409; Leyland TD4; 10945-46/48/47/49-50/58-60/56- 57/64; Cravens; H26/24R 156-160; RV9410-9414; Leyland TD4; 10961/63/62/41/53; Cravens; H26/24R Nos. 145-146, 150, 152-160 rebuilt by Portsmouth CT between 1950 and 1952. Withdrawn 1941 (149), 1955 (147, 151, 159), 1958 (144, 148, 150, 155, 157-158), 1959 (145, 152-154, 156, 160), 1960 (146). 1939 41-46; BTP941-946; Leyland LZ4; 201371-75/70; Wadham; B32R Withdrawn 1941 (41-42), 1954 (43-46).

37 Portsmouth Corporation Transport 1901-1986

No. 156 (RV9410), a 1937 Leyland TD4 with Cravens 50-seat bodywork. Like most of the Cravens bodies it was later rebuilt by Portsmouth Corporation which enabled it to survive until 1959. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1942 161; CTP3; Bedford OWB; 10346; Duple; B32F No. 161 re-seated to B27F in 1950; re-seated again to B26F in 1960. Withdrawn 1962 (161).

1943 162; CTP19; Bedford OWB; 11125; Mulliner; B32F 163; CTP41; Bedford OWB; 11833; Mulliner; B32F 164-168; CTP85-89; Bedford OWB; 12872/3022/85/83/113; Duple; B32F Nos. 162-168 re-seated to B27F in 1949 (162, 164), 1950 (163, 165-166) or 1951 (167-168); re-seated to B26F in 1960 (except No. 167 by then withdrawn). Withdrawn 1960 (167), 1962 (162, 164), 1963 (163, 165-166, 168).

39 Portsmouth Corporation Transport 1901-1986

During the war years Portsmouth received a number of Bedford OWB chassis. This is No. 168 (CTP89), a 1943 example with Duple 32-seat bodywork, which remained in service until 1963. (Mike Beamish). Portsmouth Corporation Transport 1901-1986

1944 169-170; CTP199-200; Bedford OWB; 13421/24; Duple; B32F 171-172; CTP151-152; Daimler CWA6; 11479/508; Duple; H30/26R 173; CTP167; Daimler CWA6; 11529; Duple; H30/26R 174-179; CTP175-180; Daimler CWA6; 11571-74/78-79; Duple; H30/26R Nos. 169-170 re-seated to B27F in 1949 (170) or 1951; re-seated to B26F in 1960. Nos. 177, 179 re-seated to H30/24R in 1948 or 1949 (177). Nos. 171-179 re-bodied to H30/26R by Crossley in 1955. Withdrawn 1962 (170), 1963 (169), 1965 (171-179).

1947 199-200; DTP808-809; Leyland PD1A; 470447/462242; Reading; H26/26R Withdrawn 1963 (199), 1964 (200).

41 Portsmouth Corporation Transport 1901-1986

No. 177 (CTP178) was a 1944 Daimler CWA6 originally with Duple utility bodywork but was re-bodied by Crossley, as seen here, in 1955. (Mike Beamish). Portsmouth Corporation Transport 1901-1986

A survivor from the wartime era is No. 170 (CTP200), a 1944 Bedford OWB with Duple 32-seat bodywork now in preservation. (Brian Pask). Portsmouth Corporation Transport 1901-1986

1948 1; DTP810; Leyland PD1; 461586; Reading; H26/26R 2-4; DTP811-813; Leyland PD1A; 470457/527/450; Reading; H26/26R 11-14; EBK23-26; Crossley DD42/5T; 94114/37/04/24; Reading; H26/26R 180; DTP814; Leyland PD1; 461525; Weymann; H30/26R 181-182; DTP815-816; Leyland PD1A; 461662/2241; Weymann; H30/26R 183-187; DTP817-821; Leyland PD1; 461585/24/0520/1526/0992; Weymann; H30/26R 188; DTP822; Leyland PD1A; 470115; Weymann; H30/26R 189; DTP823; Leyland PD1; 460431; Weymann; H30/26R 190-192; DTP824-826; Leyland PD1A; 470446/61639/70449; Weymann; H30/26R 193-196; DRV107-110; Leyland PD1; 460435/502/23/1584; Weymann; H30/26R 197-198; DRV111-112; Leyland PD1A; 470116/448; Weymann; H30/26R Withdrawn 1963 (1, 11-14), 1964 (2-4, 185, 191, 197-198), 1966 (180-182, 196), 1967 (183-184, 186-195).

44 Portsmouth Corporation Transport 1901-1986

No. 196 (DRV110) was a 1948 Leyland PD1 with Weymann 56-seat bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1949 15; EBK27; Crossley DD42/5T; 94149; Reading; H26/26R 28; EBK28; Crossley DD42/5T; 94139; Reading; H26/26R 29-38; EBK566-575; Crossley DD42/7T; 94781/819/22/20-21/18/25/23- 24/28; Crossley; H28/24R 39-52; EBK576-585; Crossley DD42/7T; 94826-27/29-30/46-47/49/31/ 37/32; Crossley; H28/24R 53-57; EBK586-590; Crossley DD42/7T; 94386/48/33/35/34; Crossley; H28/24R Nos. 30-36, 39-40, 47-51, 55-57 re-seated to H32/26R between 1959 and 1960. Withdrawn 1963 (15, 28), 1964 (39, 51), 1966 (32, 37, 47, 49, 50, 57), 1967 (29- 31, 33-36, 38, 40-46, 48, 52-56).

46 Portsmouth Corporation Transport 1901-1986

Portsmouth No. 42 (EBK579) was one of a number of Crossley DD42 chassis purchased in the late 1940’s before a return to the favoured Leyland marque. It carried a Crossley 52-seat body. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1952 58-64; GTP975-981; Leyland PD2/10; 521523/604/55/49/05/54; Leyland; H30/26R 65-70; GTP982-987; Leyland PD2/10; 521708/650/709-10/652/51; Leyland; H30/26R 71-76; GTP988-993; Leyland PD2/10; 521711/653/712-13/56-57; Leyland; H30/26R 77-82; GTP994-999; Leyland PD2/10; 521761/59-60/62/829/758; Leyland; H30/26R Withdrawn 1969 (58-67, 81), 1970 (71, 77, 79-80, 82), 1971 (68-70, 72-76, 78).

48 Portsmouth Corporation Transport 1901-1986

Portsmouth Leyland PD2/10 No. 66 (GTP983) with Leyland 56-seat bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1956 83-91; LRV975-983; Leyland PD2/12; 551037-40/58-60/91-92; Metro-Cammell; H30/26R 92-101; LRV984-993; Leyland PD2/12; 551123-26/31-34/57-58; Metro-Cammell; H30/26R 102-107; LRV994-999; Leyland PD2/12; 551166-69/72-73; Metro-Cammell; H30/26R Nos. 83-102, 104-107 re-seated to H33/26R in 1961. No. 103 re-seated to H34/26R in 1960; re-seated to H33/26R in 1963. Nos. 94, 96, 99, 100, 103-104 converted to O33/26R in 1970 (103), 1971 or 1972 (94, 96); re-numbered 5, 6, 1, 2, 3-4 respectively on conversion. No. 100[2] to Portsmouth City Transport Ltd, 10/86 (as No. 2). Withdrawn 1970 (87, 101-102, 105-107), 1971 (84, 86), 1972 (83, 85, 88-93, 97), 1980 (94[5], 96[6], 99[1], 103-104[3-4]).

1958 108-122; ORV985-999; Leyland PD2/40; 571962-63/2235-39/87-90/304- 07; Metro-Cammell; H30/26R Withdrawn 1972 (112), 1973 (108-111, 113-122).

50 Portsmouth Corporation Transport 1901-1986

No. 100 (LRV992), a 1956 Leyland PD2/12 with Metro-Cammell 56-seat bodywork. It was converted to open-top in 1971 and re-numbered 2. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1959 123-127; STP995-999; Leyland PD3/6; 583939/42/66-67/78; Metro-Cammell; H36/28R Nos. 123-127 re-seated to H38/32R in 1961 or 1962 (123, 125-126). Withdrawn 1973 (123-127).

1960 16-25; TTP990-999; Leyland PSUC1/1; 594104-05/20-22/76-77/99-200/ 19; Weymann; B34D Nos. 16-25 re-seated to B32D in 1960. Withdrawn 1971 (20, 22-24), 1973 (16-19, 21), 1974 (25).

1961 131-142; YBK131-142; Leyland L1; 611691-93/766-67/86-88/837-38/57- 58; Weymann; B42D Withdrawn 1974 (132, 134), 1975 (138), 1976 (131, 133, 135-137, 139-142).

52 Portsmouth Corporation Transport 1901-1986

No. 20 (TTP994), a 1960 Leyland PSUC1/1 with Weymann 34-seat dual entrance bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1963 143-149; 143-149BTP; Leyland L1; 623059/58/57/264/81/80/65; Weymann; B41D 201-206; 201-206BTP; Leyland PDR1/1; 623952/50/49/51/78/9061; Metro-Cammell; H43/33F 207-212; 207-212BTP; Leyland PDR1/1; 629162/062/92/91/63/93; Metro-Cammell; H43/33F 213-219; 213-219BTP; Leyland PDR1/1; 629181/61/83/82/97-98/264; Metro-Cammell; H43/33F 220-225; 220-225BTP; Leyland PDR1/1; 629227/26/36/35/159/265; Metro-Cammell; H43/33F 226-230; 226-230CRV; Leyland PDR1/1; L01251/91/333/252/336; Metro-Cammell; H43/33F 231-235; 231-235CRV; Leyland PDR1/1; L01253/89-90/335/34; Metro-Cammell; H43/33F Withdrawn 1975 (147-148, 204-206, 216-217, 219-222, 228), 1976 (143-146, 149). 1977 (210, 212), 1978 (202-203, 207-208, 213, 233), 1979 (201, 209, 211, 235), 1980 (214-215, 218, 223-227, 229-230, 232, 234), 1981 (231).

54 Portsmouth Corporation Transport 1901-1986

No. 201 (201BTP) was numerically the first rear-engined vehicle in the fleet. It was a 1963 Leyland PDR1/1 Atlantean with Metro-Cammell 76-seat bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1964 236-241; BBK236-41B; Leyland PDR1/1; L21233/096/95/00/01/97; Metro-Cammell; H43/33F 242-245; BBK242-45B; Leyland PDR1/1; L21268/098/234/67; Metro-Cammell; H43/33F No. 240 re-seated to H43/27F in 1977. Withdrawn 1980 (236-245).

1966 246-249; ERV246-49D; Leyland PDR1/1; L43853/55/4639/3854; MCW; H43/33F 250-254; ERV250-54D; Leyland PDR1/1; L44640/728-29/48-49; MCW; H43/33F Nos. 249-252, 254 rebuilt to O43/33F in 1977 (254), 1978 (249), 1979 (250-252); re-numbered 7-11 respectively at the same time; to Portsmouth City Transport Ltd., 10/86 (as Nos. 7-11). Withdrawn 1980 (246-248, 253).

56 Portsmouth Corporation Transport 1901-1986

Portsmouth standardised on the Metro-Cammell bodied Leyland PDR1/1 in the early 1960’s. This is No. 238 (BBK238B), dating from 1964. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1967 150-155; GTP150-55E; Leyland Panther Cub; L72738/3043/84-85/159-60; Marshall; B42D 156-161; GTP156-61E; Leyland Panther Cub; L73222-23/78/305-07; Marshall; B42D 162-163; GTP162-63E; Leyland Panther Cub; L73408-09; MCW; B42D 164-169; GTP164-69F; Leyland Panther Cub; L73463/86/509-10/623-24; MCW; B42D 170-171; GTP170-71F; Leyland Panther Cub; L73636-37; MCW; B42D 172; GTP172E; Leyland Panther Cub; L73638; MCW; B42D 173-175; GTP173-75F; Leyland Panther Cub; L73662-63/708; MCW; B42D Withdrawn 1977 (150-158), 1979 (160), 1980 (166, 169, 174), 1981 (159, 161-165, 167-168, 170-173, 175).

1969 176-187; NTP176-87H; AEC Swift; 2MP2R299-310; Marshall; B42D Withdrawn 1981 (176-187).

58 Portsmouth Corporation Transport 1901-1986

No. 179 (NTP179H) was a departure from the usual Leyland chassis. It was a 1969 AEC Swift with Marshall 42-seat dual entrance bodywork. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1971 188-189; RTP188-89J; Leyland PDR2/1; 7004605-06; Seddon; B40D 190-192; TBK190-92K; Leyland PDR2/1; 7004607-08/7100025; Seddon; B40D 194; TBK194K; Leyland PDR2/1; 7100118; Seddon; B40D Withdrawn 1981 (188, 190, 192), 1983 (191), 1984 (189, 194). 1972 193; TBK193K; Leyland PDR2/1; 7100026; Seddon; B40D 195-199; TBK195-99K; Leyland PDR2/1; 7100119/68-69/274-75; Seddon; B40D 255-259; VTP255-59L; Leyland AN68/1R; 7201593/96/966/594/967; Alexander; H45/30D 260-262; VTP260-62L; Leyland AN68/1R; 7202083/1968/2084; Alexander; H45/30D 263-267; VTP263-67L; Leyland AN68/1R; 7201595/969/2087/1592/97; Alexander; H45/30D 268-272; VTP268-72L; Leyland AN68/1R; 7202088/1598/2085-86/1599; Alexander; H45/30D Nos. 255, 257-262, 264, 268-270, 272 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers). Withdrawn 1981 (195, 197-199), 1983 (193), 1986 (196, 256, 260, 263, 265-267, 271).

60 Portsmouth Corporation Transport 1901-1986

No. 192 (TBK192K) was a Leyland PDR2/1 Atlantean with uncommon single-deck 40-seat bodywork by Seddon. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1973 273-287; XTP273-87L; Leyland AN68/1R; 7300560-67/668-72/75-76; Alexander; H45/30D 288-293; XTP288-93L; Leyland AN68/1R; 7301018-19/138-39/383-84; Alexander; H45/30D Nos. 273-279, 281-293 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers). Withdrawn 1986 (280). 1975 294-301; GOT294-301N; Leyland AN68/1R; 7404240-41/349-51/497-99; Alexander; H45/30D 302-312; HOR302-12N; Leyland AN68/1R; 7500932-33/1064-65/198-201/ 305-07; Alexander; H45/30D 313-319; HOR313-19N; Leyland AN68/1R; 7501656-57/2135-36/250-52; Alexander; H45/30D Nos. 294-319 re-seated to H45/29D in 1975 and 1976; re-seated to H45/30D in 1980; to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers).

62 Portsmouth Corporation Transport 1901-1986

1976 101-114; KCR101-14P; Leyland National 10351/2R; 03211-17/50-56; Leyland; B38D Withdrawn 1981 (101-114).

1979 320-325; UOR320-25T; Leyland AN68A/1R; 7705468/74/78/550/86/611; Alexander; H45/28D 326-334; UOR326-34T; Leyland AN68A/1R; 7705613/24/31/83/799/841/ 88/91/99; Alexander; H45/28D 335-339; YBK335-39V; Leyland AN68A/1R; 7805305/847/6032-33/80; Alexander; H45/28D 340-344; YBK340-44V; Leyland AN68A/1R; 7806148/56/366/71/98; Alexander; H45/28D No. 325 was new in 1978. Nos. 320-344 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers).

63 Portsmouth Corporation Transport 1901-1986

1980 98-100; CPO98-100W; Leyland National 2 NL106L11/1R; 07207-09; Leyland; DP40F 345-354; CPO345-54W; Leyland AN68A/1R; 7903842/45/55/930/33/ 4000/02/19/154/57; East Lancs; H46/27D

Nos. 98-100, 345-354 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers).

1981 115-118; ERV115-18W; Leyland National 2 NL106AL11/1R; 07516-19; Leyland; B41F Nos. 115-118 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers).

64 Portsmouth Corporation Transport 1901-1986

Two Leyland National 2’s - No. 99 (CPO99W) dating from 1980 and No. 117 (ERV117W) dating from 1981 parked at the rear of the depot. (LTHL collection). Portsmouth Corporation Transport 1901-1986

1982 95; GTP95X; Dennis Lancet; SD504/103; Wadham Stringer; DP33F 96-97; GTP96-97X; Dennis Lancet; SD504/104-05; Wadham Stringer; B35F Nos. 95-97 to Portsmouth City Transport Ltd., 10/86 (retaining same fleet numbers).

1986 101; AUS644S; Leyland PSU5B/4R; 7702781; Duple; C57F No. 101 ex-Waddell's Coaches, Lochwinnoch (new 1978); to Portsmouth City Transport Ltd., 10/86 (retaining same fleet number).

66 © Local Transport History Library 2016

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