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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.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

The south eastern section includes the places of interest, the list of bus routes and details of char-a-bancs for hire.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

This section includes the cover, with a silhouette of the city's landmarks at the East End of Princes Street as well as advers. These include the popular tourist char-a-banc tours around the city including those around the Kings Park and Arthurs Seat along with an photograph of one of the charas.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

This north east section includes the list of tramway routes and shows the route colours that were used to help distinguish the cars.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

One of the adverts is for the Edinburgh offshoot, with a factory on Causewayside, of the famous toffee company George W. Horner, based in Chester-le-Street, and their Dainty Dinah toffee.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

The advert panels here include cars to the Edinburgh Zoological Park at Corstorphine, the Granton and Cramond circular tour along with the "popular char-a-banc' tours that were the basis for the highly popular motor coach tours of the city that still run today. Various bus services, including the weather dependent Braids to Hillend extension, are shown.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

Sectional scans of the 1927 map of the Edinburgh Tramways and Motors network including the advert panels on the reverse. The cartography for this plan is by the long established Edinburgh firm of W. & A.K. Johnston. The publication is undated but given the descriptions of the tram and bus systems it would be in late 1927; the tramways, not long converted to electric operation from cable, have been extended across The Meadows and out to Colinton but the Corstorphine extension of 1928 has yet to appear. The changes to the 9 to Granton and the 16 to Granton Road have yet to appear but the 18 has already been extended to "Dock Gates"; these changes occured in late 1927. On the bus system, the 13 and 14 that started in October of that year have yet to appear as well as the extension of the 5 to Bread Street that started on 9 October is not present. The city's bus routes, started primarily as feeder services to the tramways, were on the cusp of becoming important in their own right. Although several tramway extensions were constructed in the 1930s, such as to Fairmilehead from Braids, many otehrs were not and so the expanding city, such as the new housing 'schemes' such as Niddrie and Criagmillar in the east and Saughton in the west were to be exclusively bus served in the coming decade.

As well as the routes, both bus and tram, various noteworthy destinations such as schools, parks and golf courses are shown.

The adverts are fascinating; mostly for the various 'excursions' possible by tram, motor bus and char-a-bancs as well as the Parcels Service that was to last into the 1970s. The Sunday Morning Bus Service for bathers to Portobello, operated from 0700 until 0900 in June, July and August, must have ruffled some Sabbath feathers!

There are 'cars to the seaside' that were still operated by the Musselburgh company; this was soon to change as by 1 March 1928 the tramway company, beset by bus competition and ageing equipment, threw in the towel with Edinburgh agreeing to extend its services beyond Joppa as far as Levenhall with the line beyond that point abandoned to bus operation. It was also in early 1928 that the "Tramways and Motors" became Edinburgh Corporation Transport.

Late in 1928 the General Manager shown here, R. S Pilcher who had arrived to head the new Department when the cable car system was acquired by the City Council in 1919, departed to become General Manager of the Manchester department. Here the man who had overseen the conversion from cable to electric tramways oversaw the conversion of the city's trams to buses.

One of a number of adverts from the c.1929 "Official Handbook" to the County Borough of Dudley in Worcestershire produced on behalf of the Corporation by the publisher E. j. Burrow & Co. Ltd. The adverts show the then relatively prosperous industrial and manufacturing town that was still, in many ways, closely allied to the traditional Black Country industries based on the centuries old coal, iron and steel enterprises.

The BMMO - better known by its fleet name of Midland Red - was already, by this date, a well established presence not just in the West Midlands but across a vast swathe of Central England. In the next few years it would cement its almost monopoly position in this area, away from muncicipal operators, with the aid of investment from the major railway companies. At this date the MIdland Red had a real network of routes across Dudley and the smaller settlements to the west and south were local authorities were too small to run 'bus undertakings and where the first generation tramways had, in recent years, fallen to the BMMO's motor buses. The town was still served by trams, to Birmingham via both West Bromwich and Oldbury, and despite the local hopes that Midland Red would replace them 'by 1930' this was not to be the case! They went in 1939 to be replaced jointly by Midland Red along with Birmingham City Transport and West Bromwich Corporation Transport. Wolverhampton's municipal trolleybuses also served Dudley having replaced tramway services via Sedgley.

"The Trolleybus Shed" - workshop for maintenance and restoration.

The Ferrymead trolleybus collection includes 10 vehicles from all five New Zealand trolleybus systems. These, together with preserved tramcars, are preserved and operated by the Tramway Historical Society.

2024 January 7.

New Zealand Railways Road Services motor coach, Ferrymead Heritage Park.

Detailed information about this vehicle may be found here, in a post by Flickr user Wayne Duncan.

2024 January 7.

Trolley- and motorbuses, Ferrymead Heritage Park.

2024 January 7.

One of the many veteran Leylands restored by Mike Sutcliffe MBE, now part of the Shuttleworth Collection.

Seen in front of the the Old Mansion House at Shuttleworth, Old Warden - Bedfordshire Steam & Country Fayre 2024

One of the many veteran Leylands restored by Mike Sutcliffe MBE, now part of the Shuttleworth Collection.

Seen at Shuttleworth, Old Warden - Bedfordshire Steam & Country Fayre 2024

The covers to the May 1959 edition of the timetable for the Köln - Bonn Railway company showing both the undertakings trams then running on routes between Cologne and Bonn, including those via Wessling and known as the "Rheinuferbahn" as well as the company's extensive bus routes. The latter services were advertised as being run by Mercedes-Benz buses.

The company dated from 1897 and ran a network of lines. However by the late 1960s both the passenger and freight services were recording a loss. In 1971 the State helped with financial support and between 1975 and 1984 the two surviving electric passenger routes were effectively subsumed into the region's Stadtbahn's system. The company was effectively disbanded in 1992 with tramway operation passing to Kölner Verkehrs-Betriebe KVB and buses to Regionalverkehr Köln (RVK) with freight lines to the local port authority.