The Flickr Edinburghcorporationtransportdepartment Image Generatr

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrenting the fixed capital costs of tramway construction.

The growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond.

The map is based on Bartholomew's cartography. The north west section shows the city centre and then westwards through little developed areas such as Blackhall towards Cramond was well as north through the New Town towards Canonmills, Goldenacre, Granton and Newhaven.

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrenting the fixed capital costs of tramway construction.

The growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond.

Based on Bartholomew's cartography, this, the south west section of the map shows out to Corstorphine through Haymarket and Murrayfield as well as south through Gorgie, Longstone Craiglockhart, Colinton, Bruntsfield, Marchmont, Morningside and Braids. The housing schemes west of Gorgie towards Sighthill will be built later.

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrentingt he fixed capital costs of tramway construction.

As seen in these advert panels, the growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond. As well as private hire vehicles, for dance parties in Edinburgh, the route list for buses is shown. Oddly the bus route numbers are not shown here. In the midst are shown the early cars and the 'first & last times' of the city's trams.

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrentingt he fixed capital costs of tramway construction.

The growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond.

This scan shows timetable and route information for the tramways services, including the route colours, and adverts for tours, trams to the Zoo and the Deaprtment's popular home delivery services for parcels.

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrentingt he fixed capital costs of tramway construction.

The growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond.

Based on Bartholomew's cartography , this north east section shows the city centre and north towards Newhaven, Leith and out towards Portobello. The housing schemes of Lochend are under development and there have been some changes to bus routes here since the last c.1927 map.

Another in the frequent series of Transport Department maps of Edinburgh with a full size folding map complemented with information as to the Department's services, including some fare and timetable information, along with adverts for local companies and concerns. These early series are undated but this feels to be at sometime in 1929; the title of "Tramways and Motors" has been dropped, F. A. Fitzpayne is now General Manager having replaced R. S. Pilcher in 1929 when he left for Manchester, and one advert notes the Corporation's guide books for a range of years across 1929, 1930 and 1931.

The newly electrified tramways have not yet quite reached their fullest extent; the extension of the Corporation's tramcars over the tracks of the now defunct tracks of the Musselburgh & District Company that abandoned its trams for buses in March 1928, to Levenhall is shown but the short extension beyond Gorgie to Stenhouse, completed in July 1930, is not shown. The now rapidly growing bus system has been considerably expanded with the more flexible motor bus serving both as feeder services to tram routes along with serving growing suburbs, such as Lochend, where densities were seen as not warrenting the fixed capital costs of tramway construction.

The growing popularity of the then seasonal tourist coach trips and bus services are also demonstrated with details of the various city trips and bus services to locations such as Hillend and Cramond.

Based on Bartholomew's cartography this is the south east section of the map, showing The Meadows and out through Tollcross, Morningside to Fairmilehead, and east through Liberton, Craigmillar, Duddingston and the then pit village of Newcraighall; the massive housing schemes of Craigmillar and Niddrie have yet to be built.

The front cover to the Department's annual report for 1968/69 shows a long view of Princes Street looking east showing vast numbers of the Corporation's tramway replacement Leyland Titan PD2/20s with lightweight MCW bodywork that it has to be said they got their money's worth from. By 1969 the replacement of this vast fleet, purchased in the mid-1950s, was underway and least two of the new interlopers, mostly Alexander bodied Leyland Atlanteans, soon to be equipped for OPO operation, can be seen here. Amongst the traffic, full of contemporary cars and commercial vehicles, I think I can see on Eastern Scottish bus turning right in the far distance - most likely to be of Bristol manufacturing rather spoiling the otherwise all-Leyland flavour!

The photo, along with one of Lothian Road, was used to illustrate the growing issue of traffic congestion on the Department's schedules. It also shows busy pavements full of shoppers at a time when this was the premier shopping street of the capital.

For many years, like many other bus, tram and coach operators, Edinburgh Corporation Transport ran a parcels delivery service. This allowed both the sending and receipt of parcels using both scheduled services as well as, such as in Edinbrgh, the use of dedicated staff and vehicles for 'last mile' collection or delivery when the address was 'off line of route'. Most of these services folded in the 1960s - often the victim of OPO operation as well as economics - although some, such as Rochdale's survived into PTE days.

This sign was for display outside outlets such as shops that acted as collection points for the service away from Transport department facilities and probably dates to the 1930s.

This photo, taken from the North British Hotel and looking west along Princes St, shows something of the scene that was present in Edinburgh until abandonment of the tramway system in 1956 - but that will soon, it is hoped, be seen again. The subject of the design of the overhead wires had been an anguished debate when the system was electrified in 1922/23. The view shows several Edinburgh double deck trams and was issued under the name of the General Manager, F A Fitzpayne in 1931.

A view looking east along Princes St adjoining Waverley bridge with the North British Hotel looming in front of Calton Hill. A selection of Edinburgh's electric trams and motor buses parade along the road advertising the Department's services. The electric trams had only been running along Prices St since 1922 when over one night the conversion from cable cars to electric trams had taken place on the street - oops, not quite going as well today! The title 'Transport Department', rather than 'Tramways and Motors' had been adopted at the start of 1928 and the new general manager F A Fitzpayne was appointed in January 1929.

A rather amateur artwork - but in some respects pleasingly simple - the skyline of the city silhouetted and showing Princes St looking east. This map cover dates from 1927 when electric tramway extensions were still the order of the day, along with many new 'feeder' bus routes into suburban areas.

R Stuart Pilcher would leave Edinburgh in 1929 to become the General Manager of the larger Manchester Corporation system - oddly having overseen the electrification of the tram system here he became known as 'anti-tram' in Manchester where he saw one of the earliest large scale conversion to buses of any British city.

This period illustration (possibly lino, scraper or woodcut) of the Castle from the foot of the Mound appeared on Edinburgh's Transport Maps for nearly 20 years - they got their money's worth out of it! Two gentlemen head away from a 'Corpie bus and tram that are making their way along the Mound.

It is unusual to see a commercial advert for Edinburgh Corporation Transport - let alone a colour one - so this is a unusual image. I don't know who the 'RGW' who signed the artwork was - but it is quite striking - the night owl against the city skyline with a bus appearing to go down the Mound to the castle. It could be that the more frequent users of the night bus system felt as if that was the case!

The use of an owl for night bus services is quite common, particularly in the US where the services themselves are often referred to as such, but not often seen in the UK. It details the five routes then in service.

A reminder of the days not only of Edinburgh City Transport (or Edinburgh Corporation Transport Department) but also of the fact that they, like many other municipal operators, ran parcel delivery services. Although this wheeze was mostly based around the fact that you could pass your parcel to the bus conductor for delivery the final part of the journey would have required a dedicated fleet of vans - that replaced parcel boys on bikes! Here's a shot of a Leyland 75, badged up with roof boards and the city crest, van operated by ECT, taken in 1965 by Alan Jamieson, probably in Shrubhill Works. An ECT Leyland PD2/20 lurks in the background. The van was, according to the notes, scrapped at Daltons on 7 August 1976.