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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.

The London Transport, and its predecessor companies, 'day tickets' to allow travel were well known but many other municipal departments and indeed some company operations also issued similar rover day tickets. This leaflet is for Manchester's 1/- day ticket and contains a list of services it could be used on, the fact it was valid after 1000 on weekdays (that then included Saturday, a half working day for many) and all day on Sundays and Bank Holidays. There's also a diagrammatic 'map' showing the exent of validity on the Corporation's tram routes.

The list of 'exclusions' is quite extensive and that is because Manchester, due to its geographical location adjacent to the ring of neighbouring Lancashire and Cheshire towns, had a lot of jointly operated tram and bus services. This Mancunian ticket wasn't valid 'over the border' but you could travel on other operators services within the City boundary. This boundary was, in the City Centre, close and up tight to the City of Salford as noted, along with a useful note of the 'foreign' operators. These are Salford, Rochdale, Oldham, Ashton under Lyne, the SHMD "Joint Board" or Trafford Park. Manchester ran many works services into Trafford Park at the time, beyond the boundary. Oddly it makes no mention of Bury whom Manchester I'm sure shared routes with?

The leaflet was printed by Henry Blacklock, an interesting outfit as it had sprung from a partnership that included Bradshaw as well as McCorquodale. You can see why Blacklock's were known as the 'Railway Printer'! The leaflet isn't dated but it is likely to be around c1930, although a detailed look at the tram routes may give a clue as Manchester began to abandon its tram system in the 1930's under the General Manager shown, R. Stuart Pilcher. Pilcher had arrived from Edinburgh, where he was General Manager, in 1929 and so it has to be later than that date.

The London Transport, and its predecessor companies, 'day tickets' to allow travel were well known but many other municipal departments and indeed some company operations also issued similar rover day tickets. This leaflet is for Manchester's 1/- day ticket and contains a list of services it could be used on, the fact it was valid after 1000 on weekdays (that then included Saturday, a half working day for many) and all day on Sundays and Bank Holidays. There's also a diagrammatic 'map' showing the exent of validity on the Corporation's tram routes.

The list of 'exclusions' is quite extensive and that is because Manchester, due to its geographical location adjacent to the ring of neighbouring Lancashire and Cheshire towns, had a lot of jointly operated tram and bus services. This Mancunian ticket wasn't valid 'over the border' but you could travel on other operators services within the City boundary. This boundary was, in the City Centre, close and up tight to the City of Salford as noted, along with a useful note of the 'foreign' operators. These are Salford, Rochdale, Oldham, Ashton under Lyne, the SHMD "Joint Board" or Trafford Park. Manchester ran many works services into Trafford Park at the time, beyond the boundary. Oddly it makes no mention of Bury whom Manchester I'm sure shared routes with? This sketch diagram shows the tram routes and boundaries - that includes Middleton where MCTD were the operator on behalf of the local authority.

The leaflet was printed by Henry Blacklock, an interesting outfit as it had sprung from a partnership that included Bradshaw as well as McCorquodale. You can see why Blacklock's were known as the 'Railway Printer'! The leaflet isn't dated but it is likely to be around c1930, although a detailed look at the tram routes may give a clue as Manchester began to abandon its tram system in the 1930's under the General Manager shown, R. Stuart Pilcher. Pilcher had arrived from Edinburgh, where he was General Manager, in 1929 and so it has to be later than that date.

The days of municipal trading and when city's such as Manchester not only ran their transport departments but also major services such as gas (advertised here), electricity and water. I think, in a way, they added to municipal pride - and often made profits for the corporation.

The advert line about the tramp and hot water - I daresay you could, and probably with the City's police force!

The old municipal operations of Manchester Corporation Transport in the pre-war years when it operated tram and bus services. R Stuart Pilcher, the general manager, had arrived from Edinburgh transport and whereas he had appeared to be pro-tram in that city he quickly set in chain the pre-WW2 abandonment of most of Manchester's tram system, a conversion completed in 1949.

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.