The company manufactured motorbuses for city and suburban use, trolleybuses, and intercity buses (i.e., coaches).
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The tramway system closed on 16 April 1932 and was replaced by the motorbuses of Luton Corporation.
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The name of the undertaking was changed from Nottingham Corporation Passenger Transport Department to Nottingham City Transport. On 9 January officials went for a trial run over the Mapperley via Woodborough Road route in one of the new motorbuses destined to displace the trams on 2 February. Conversion work on some new buses entailed the alteration of Sherwood Depot to accommodate motorbuses, the remaining trams being transferred to Parliament Street. Some seven months later, on 6 September, the remaining tram service to Arnold was replaced by motorbuses.
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National Trolleybus Association (UK). . However, it was used for only a few months. In March 2002, line T service was converted indefinitely to motorbuses, due to roadworks,Trolleybus Magazine No. 244 (July–Aug. 2002), p. 91.
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This was due to increasing competition from motorbuses, particularly those of Highland Omnibuses Ltd. Following a local campaign, the station was reopened in 2002. A new platform, shelter and car park were built in a £250,000 project.
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Coventry Corporation Transport was the operator of trams and motorbuses in Coventry, Warwickshire from 1912 to 1974. The operations of Coventry Corporation Transport passed to West Midlands Passenger Transport Executive in the local government reorganisation of 1974.
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A joint running arrangement was also made with Salford Corporation Transport. Motorbuses were first operated in 1925, and the last tram ran on 13 February 1949. In 1969 the borough's transport operations passed to SELNEC Passenger Transport Executive.
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Maidstone Corporation Transport was the operator of trams, trolleybuses and motorbuses in Maidstone, Kent from 1904 to 1974. The operations of Maidstone Corporation passed to Maidstone Borough Council Transport in reorganisation of local government in 1974, expanding the Borough boundaries.
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The start of the 21st century brought with it a large intake of new vehicles, with both motorbuses and trolleybuses being delivered. VBL now boasts a very modern fleet, with the Mercedes-Benz Citaro comprising a large portion of the bus fleet.
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1959 FBW model EDU underfloor diesel engine Postauto FBW C40U Franz Brozincevic & Cie (FBW) was a Swiss maker of trucks, motorbuses and trolleybuses, founded by Croatian-born engineer and constructor Franjo (Franz) Brozinčević (1874-1933), active between 1922 and 1985 and based in Wetzikon.
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After 1925, Grimsby Corporation bought second-hand vehicles from Sunderland, and Great Grimsby Street Tramways bought some from the Gosport and Fareham system. Grimsby Corporation exercised their rights under the Tramways Act 1870 to buy the tramway within their boundaries after 21 years, and so the system was split in two in 1925, after negotiations were completed. They built a new depot from an aircraft hangar, but began replacing the tramway by trolleybuses and motorbuses soon after acquisition. The company were left with a small part of their original system, which they sold to Cleethorpes Urban District Council in 1936, along with their motorbuses.
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Motorbuses took over the Trent Bridge to Bulwell Market service on 1 April, and the Cinderhill to Trent Bridge route on 1 May. The Bulwell Hall Estate to Colwick Road route was the next to go, with motorbuses running from 1 June, while the Wollaton Park to Carlton route was replaced on 1 October. The rest of the trolleybuses were withdrawn on 9 October, with the exception of those running along the original route to Nottingham Road, opened in 1927. Public service on that route lasted until 30 June 1966, and a ceremonial last run took place the following morning, to mark the demise of the system after 39 years.
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Società Costruzioni Industriali Milano, better known as Socimi, was an Italian manufacturing company based in Milan. It was a manufacturer of trams, metro trains; traction motors for these and for trolleybuses; and bodies for motorbuses and trolleybuses.Bushell, Chris (ed.) (1989). Jane's Urban Transport Systems 1989, pp.
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Prior to 12 December 2010, the VMCV offered an express bus service between Funiculaire Vevey and Montreux Marché every 20 minutes during peak times on the former line 1. This service stopped at only a few selected intermediate stops. The three extra duties were operated with rigid motorbuses, because only motorbuses could overtake the trolleybuses operating the regular services on that line. In the course of the integration of the VMCV into the Mobilis Vaud on 12 December 2010, the express bus service was withdrawn, not least because the trains on the Lausanne–Brig railway line running parallel to the trolleybus line could be used with the same ticket from that date.
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The BERy was owned by private investors, but came under public control from 1918. It served 13 municipalities of Greater Boston, including Boston proper. The MTA's service area was limited to these municipalities (with the addition of Revere). Following a change of management, the MTA began replacing trolleybuses with motorbuses, starting in 1958.
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The development will include Aged Miner's Homes, for uses as a Homes For Memory dementia relief facility. For transport, the 1950s area could feature trams, trolleybuses and motorbuses. The upland farm will be based around Spainsfield Farm, relocated from Eastgate. The aged miners' homes will be replicas of Marsden Road, South Shields.
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The tramway system began its closure in 1929 when motorbuses of Hants and Dorset Motor Services were introduced as a tram replacement on the Lower Parkstone route. In 1933 Bournemouth Corporation began to open trolleybus routes, and in 1936 the remaining tram routes were converted to operation by the trolleybuses of Bournemouth Corporation.
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The conversion of the Bulwell and Arkwright Street routes to trolleybus operation was well in hand, together with the extension to Bulwell Hall Estate, and trolleybus services over these routes came into operation on Sunday 13 May. The conversion would have left one tram route in the west of the city, the Lenton and Radford service, which it had been intended to convert to trolleybuses before the Bulwell section. However, Gunn recommended its conversion to motorbuses to coincide with the Bulwell trolleybus conversion and this took place on 13 May. New oil-engined motorbuses were operated on this service, numbered 26, while the Monday to Friday peak hour tram service 27 between the Midland Station and Colwick Road was converted to petrol bus operation.
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In the 1980s several motorbus lines were converted to trolleybuses. The fleet was upgraded in 1985 with the purchase of 54 new vehicles. A new fare system was introduced in 1991, with the network being divided into various zones. In the same year, VBL took delivery of 4 new articulated trolleybuses and 6 articulated motorbuses.
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This proved satisfactory and further facilities were introduced. The fares on inward journeys on motorbuses operating services over roads common with trams were reduced to the tram level on 26 June. Suggestions had been made that the city's colours of green and red should be used as a livery on the vehicles, and after Railless Ltd.
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Coulsdon, Surrey (UK): Jane's Information Group. . It accepted the transfer of 190 motorbuses to its fleet in conjunction with this, but these and the bus routes were transferred to RTP in November 2001.Trolleybus Magazine No. 245 (September–October 2002), p. 115. Otherwise, except for a brief period in the 1960s, STE's service has always used only electric vehicles.
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The Chatham and District Light Railways Company was the originator and first operator of the electric tramway system that served Chatham and Gillingham, and was later extended into Rochester, Strood and Rainham. The system was in operation from 17 June 1902 to 30 September 1930, when it was superseded by the motorbuses of the Chatham and District Traction Company.
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A short working was introduced between the Market Place and Standhill Road Loop (as it was called on the timetables and on the tickets) this service shortly afterwards being allocated the letter A. In April, quotations were received from the Daimler Company for the supply of motorbuses. An order was placed with them for two single-deckers of the 40 h.p.
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During May, the coal strike had its effect on services; cars ceased at the end of the evening peak hour on Mondays to Fridays and at 7.30 p.m. on Saturdays. There was no service on Sundays. Motorbuses were taken off the Bagthorpe and Dunkirk services in the evenings, two being run over the tram route to Bulwell and one to Sherwood.
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Athens Tram began its operations in 1882 with horse tramways. After 1908, the metre gauge tram network was electrified and was extended to 21 lines. The original Athens tram system ceased operations in 1960 and was replaced by trolleybuses and motorbuses. However, a standard gauge tram system was built along the perimeter of Piraeus Harbour by the Hellenic Electric Railways.
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A proposal was made to apply for Parliamentary powers to construct a line along Canton Road, but as a similar scheme had been included in the Nottinghamshire and Derbyshire Tramways Company Bill, this was amended to a proposal to construct connecting lines comprising a single line along Handel Street and curves into Canton Road from Bath Street. Powers were also sought at this time for the operation of motorbuses, and, in November, the Brush Traction Electric Engineering Company of Loughborough was approached to see if it were willing to operate two of its motorbuses in Nottingham for a trial period of three months. This it declined to do. In November, Hucknall Urban District Council suggested the construction of lines from Hucknall to link with the Nottingham lines at Bulwell, but nothing further was heard of the proposal.
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The DUR Company in 1928 became renamed as the Eastern Michigan (EM) Railways, and the PMC Company, its highway-coach subsidiary, in 1928 became likewise renamed as the Eastern Michigan Motorbuses (EMM); then in -31 the EM Railways went into the second (and final) bankruptcy and reorganization. The renamed EMM continued to acquire other firms, including the Southern Michigan Transportation Company, the Great Lakes Motor Bus Company, and the Grosse Ile Rapid Transit Company (which had begun in 1919 as the Grosse Ile Transportation Company). Despite the lack of success of the parent EM Railways, by 1938 the subsidiary EM Motorbuses had become the largest intrastate bus company in the Wolverine State. Then The Greyhound Corporation, the parent Greyhound firm, bought a controlling (majority) interest in the EMM under the supervision of the receivers (and the court) in bankruptcy.
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A new depot was built at Thornfield, Stonegavels, consisting of a steel frame with corrugated iron cladding. It was by , with a floor area of . It could stable 100 vehicles, and was used by motorbuses as well as the trolleybuses. In order to access the building, trolleybuses travelled along Hardwick Street and entered from the back, allowing them to leave from the front when starting service.
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In August 1922 the question of running either tramcars or motorbuses to Beeston was raised and consideration given to their operation along University Boulevard. The trustees of Sir Jesse Boot intimated that they could not agree to the laying of a tramway along the boulevard, and consequently motorbuses were decided upon In June a further ten car body saloons were ordered from the English Electric Company, together with 20 D.B. lK3B controllers. Requests were continually being made by various departments and organisations to put work in hand to relieve unemployment and, in October, permission was given to go ahead with the relaying of Castle Boulevard and Lenton Boulevard as far as Derby Road, and along Sherwood Rise and Nottingham Road. The first section was relaid, but work on the other was deferred pending a report on the advisability of adopting this route for trolleybuses.
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In April, the Committee accepted the Manager's recommendation that the Mapperley tram service should be converted to motorbus operation, and it was hoped that this would happen before August. However, the matter was delayed on account of an 8d. increase in the tax on fuel oil. Proposals for this conversion were brought before the City Council, who approved, by a small majority, the use of motorbuses instead of trolleybuses.
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The network is operated by Tatra KT4 and KTNF6 types (the latter being former KT4s that have been extended with the addition of a low-floor middle section) and, since 2014, CAF Urbos AXLs. The trams, trolleybuses and motorbuses in Tallinn are operated by the transport operator Tallinna Linnatranspordi AS. This enterprise emerged on 19 July 2012 when Tallinna Autobussikoondis, the motorbus company was merged with Tallinna Trammi- ja Trollibussikoondis.
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These were the first double-decker motorbuses built for public service in London. By 1905, Tilling had 20 motor buses but still owned 7,000 horses, kept in 500 stables. The horses worked the company's 250 horse buses were hired to companies and individuals for hauling goods vehicles, cabs, and carriages. In 1907, Tilling began the first long-distance motor bus service, running 13 buses between Oxford Circus and Sidcup in Kent.
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Motorbuses were considered as an alternative to the proposed tramways to Beeston and Hucknall and powers for these two routes were granted under Section 18 of the 1920 Act. This Act further enabled the Corporation to run motorbuses on any route outside the city, provided that consent was obtained from the Minister of Transport and the local authority concerned. The first vehicles inaugurated a service to Bagthorpe, from the Bulwell tramway at its junction with the Lenton service at Bentinck Road, Radford, on 17 May, operating via Gregory Boulevard; it thus provided a link between Mansfield Road and Alfreton Road, broken since the withdrawal of the Forest Road horse-tram service. The new cars were numbered 156 to 180. Two were promised for December 1919, and two for each succeeding month, but owing to various strikes no cars arrived until May, when ten arrived, all without brakes: apparently the brake manufacturers were still on strike.
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The system was much cheaper to run than motorbuses but the end was signalled when proposed extensions to the network were blocked by protest to the additional poles and cabling that would be required. The system was closed on . map of trolleybus routes from late 1950s There were over the years 165 Derby trolleybuses although this figure includes six that were second-hand. Five of the former Derby system trolleybuses are now preserved.
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On 9 July normal running was resumed. The Council passed a resolution in June suggesting the operation of a fleet of motorbuses. This was followed by Barton Brothers of Beeston offering their business as a going concern, an offer that was turned down. Short workings were introduced to Thorneywood Lane (now Porchester Road) on the Carlton service about this time to meet increased traffic; they were extended to Standhill Road in October 1922.
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By 1927 there was not enough funding for the refurbishment and replacement of trams. The Colchester Corporation Act of 1927 allowed for the replacement of trams with motorbuses. The first motorbus commenced operation on 21 May 1928, to replace the trams between North Station and East Street. On 9 December 1929, the final tram service between North Station and Recreational Ground closed, and was replaced the next day by a bus service.
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The idea of amalgamating the Transport departments of Grimsby and Cleethorpes had first been mooted in 1938, but did not result in any action being taken. Serious discussions began again in 1953, and after many months of negotiations, an agreement was reached. The Grimsby-Cleethorpes Joint Transport Committee was created, and took over the operation of both trolleybus systems from 1 January 1957. Both Corporations also contributed a number of motorbuses to the new undertaking.
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It was then transferred to First Essex's Chelmsford depot.Office of the Traffic Commissioner Notices and Proceedings September 2013 Office of the Traffic Commissioner 4 September 2013 Accessed 2014_01_17 This left the large depot empty. It had been opened in 1904 as the main depot for electric trams and then in the 1920s for motorbuses. Between then and 1939 it was extended considerably, but in 2013 the last service bus left and the depot was made redundant.
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Motorized Omnibus on Place du Carrousel (1910) By 1914, the however, the situation had changed dramatically; all of the tramway cars were electric, and the network of tramway lines covered the entire city, except for the Champs- Élysées, the avenue de l'Opera, and the Grands Boulevards. Soon afterwards, however, the tramways faced growing competition from automobiles, and the trams were blamed for slowing down traffic. In 1929, the Municipal Council decided to replace the trams with motorbuses.
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The borough council took over the privately operated horse tram networks in the town in 1901 and replaced them with electric trams. At its peak the tramways department had 85 trams and had joint running agreements with the neighbouring municipalities of Manchester and Hyde, and the network extended outside the borough boundaries to Hazel Grove and Gatley. The trams were replaced with motorbuses in 1949–1951. Trams and buses operated in a red and ivory livery.
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Cardiff trolleybus in Ely In 1955, the furthest and final extension of Cardiff's trolleybus system came to Ely, where city trams had never run. In 1959, the Cardiff Corporation Transport trolleybus routes that were operating in Ely and Caerau were the 10 A/B (Ely – Canton – City Centre) and the 39(A) (Ely Bridge, City Centre – Rhiwbina). The transition to motorbuses began in Cardiff began in 1962 and was completed by 1970 and the city has been served by motor buses ever since.
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The vehicles were delivered between February and August 2008. Trackless trolley service resumed on Routes 66 and 75 on April 14, 2008, and on Route 59 the following day, but was initially limited to just one or two vehicles on each route, as new trolley buses gradually replaced the motorbuses serving the routes over a period of several weeks. The SEPTA board voted in October 2006 not to order additional vehicles for Routes 29 and 79, and those routes permanently became non-electric.
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In addition to trams, motorbuses and the metro, SS once operated a large trolleybus system from 1941 until 1964. The Stockholm City Council decided in 1957 to suspend the tramway and the last five lines (4, 6, 7, 8 and 10) that remained in the City Centre were closed in conjunction with the switch to right-hand side traffic in September 1967. The company changed its name from January 1, 1967, to and is today responsible for public transport in Stockholm County.
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The company introduced electric buses two years later and was acquired by the newly formed New York Transportation Company in 1899. They introduced a fleet of 15 of their own motorbuses in 1907 that operated along Fifth Avenue and on some crosstown routes. The company became independent of the New York Transportation Company in 1912. In 1925, the year that they came under control of The Omnibus Corporation, the company purchased a majority share in the New York Railways Corporation.
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Most were for German cities, but production also included three trolleybuses for Chernyakhovsk, Russia, in 1939; four for Copenhagen, Denmark, in 1940–42; and 14 for Lucerne, Switzerland, in 1965. In Turkey, ESHOT converted 21 Büssing motorbuses into trolleybuses in 1962 and 1968 (these are not counted in the total of 71 given above). At least four Büssing trolleybuses have been preserved, including ones at the Frankfurt Transport Museum, (:de:Verkehrsmuseum Frankfurt am Main) at the Hannoversches Straßenbahn-Museum and at the Historama transport museum in Ferlach, Austria.
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One lesson had been learned in the formation of the second company (initially Charles H. Roe (1923) Limited) in that share capital was one third larger (£8,500 rather than £5,850). At this time motorbus, rather than trolleybus or charabanc bodies began to assume a greater prominence. Like trolleybuses however a lot of the coachbuilding work on motorbuses was subcontracted either from the chassis manufacturer or from a dealership company. Thus many early Roe bus bodies on Karrier chassis were sold by the Huddersfield company as complete products.
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ESHOT never acquired any more articulated trolleybuses. In the 1960s, the high cost of importing new trolleybuses led the company to convert a batch of Büssing motorbuses into trolleybuses. There were three such conversions in 1962, numbered 42 and 44–45, and 18 more in 1968, numbered 46–63. After the closure of the Istanbul trolleybus system, in 1984, Izmir acquired most of its trolleybuses. These were built in 1962 by Alfa Romeo- Fiat, and a total of 75 were acquired secondhand from Istanbul.
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The appointment of Marks as General Manager was followed by a lengthy period of development and expansion, indicated by a change of designation to “Nottingham Corporation Passenger Transport Department”. Delay to Nottingham cars was being caused by Nottinghamshire and Derbyshire Tramways Company cars loading produce at the Parliament Street terminus, so henceforth they continued along to Sneinton Market to load. The operation of special trams and motorbuses to meet railway excursion trains commenced on 3 March, with a fare of 6d. for adults () and 3d.
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The volunteers who drove these buses during the strike period were given permanent employment if they so desired. The strike delayed the construction of the Carter Gate depot and also delivery of the trolleybuses, for the manufacturers were unable to obtain certain parts. In the meantime, facilities were afforded for the garaging of motorbuses at the City Engineer's premises at Eastcroft. A loss was still being made on the inter-running with the Nottinghamshire and Derbyshire Tramways Company, but, as the Company had no practical suggestions to make, the matter was left in abeyance.
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They were gradually disposed of, with the last vehicle at the site being No.188, which departed on 11 May 1969. After closure of the system, the Mill Lane garage was used for motorbuses, but in 1998 the site was completely demolished to make way for the Inner Distribution Road and "The Oracle" shopping mall. Mill Lane itself also disappeared in the redevelopment. However, the huge stone sign that adorned the top of the power station was saved and built into the back wall of the cinema that forms part of the complex.
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After the deregulation of bus services in 1986, Ipswich Borough Council took over ownership of Ipswich Motorbuses and renamed it Ipswich Buses Limited. In 1988, Bickers of Coddenham was taken over and in 1989, the same happened with Squirrells of Hitcham. The two companies' rural networks were branded 'Suffolkbus' by Ipswich Buses and the routes continue to operate in 2013, although many of them are no longer operated by Ipswich Buses. In 1994, Mainline of Sheffield planned to operate buses over 10 of the routes already operated by Ipswich Buses.
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By 1971 Jamaica had of roads, 1,350 of which were paved; alongside motorbuses which were accessing further inland, private cars had increased from 15,000 in 1950 to 142,300 by 1975. After a post-World War II report by C. E. Rooke recommended closure of the Port Antonio to Spanish Town line, the government only closed the Linstead to Ewarton branch in 1947. The 1951 hurricane brought about a recommendation by the United Nations envoy to invest in the railway to keep the bauxite traffic, and hence the passenger rates economically viable.
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Trolleybus sweeps round the roundabout at the junction of Gregory Boulevard and Sherwood Rise in October 1965 Horse-drawn buses operated in Nottingham from 1848. The Nottingham and District Tramways Company Limited opened its first routes in 1878 with horse-drawn trams, and experimented with steam traction a few years later. The company was taken over by Nottingham Corporation Tramways in 1898. Electrification followed, with the first electric trams operating in January 1901 and within two years over 100 trams were in service on eight lines. The first motorbuses were introduced in 1906.
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Longwell Green sold many bus bodies on chassis with underfloor engines to South Wales operators in the 1950s. For example, in 1957 Longwell Green supplied four single-deck motorbuses with Leyland Tiger Cub chassis to Cardiff Corporation. Between 1952 and 1957 Longwell Green was among the companies that built bodies for high-capacity Bedford pumping vehicles known as "Green Goddesses" for use by the Auxiliary Fire Service. In 1960 the New Scientist reported that Longwell Green Coachworks had moulded a crane machinery house from Beetle polyester resin, the first time a complete crane machinery house had been made with structural plastics.
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Following the withdrawal of the Notts & Derby service between Ripley and the city centre on 25 April 1953, the Corporation reorganised some of its routes, to maintain a service to Cinderhill. A decision was taken to abandon trolleybuses in favour of motorbuses in 1961, and although this was expected to take until 1968, events hastened the demise of the system a little. The Trent Bridge to Wollaton Park was the first to be replaced, when trolleybus operation ended on 3 November 1962. The closure programme was accelerated when it was decided to replan the town centre, and most services were replaced during 1965.
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Interurban routes link street railroads in Detroit, Port Huron, and Windsor. From August 31, 1901 to March 31, 1920, the SW&A; was under ownership of the Detroit United Railway, when the local municipalities (the cities of Windsor and East Windsor, the towns of La Salle, Riverside, Tecumseh, Amherstburg, Ojibway, Sandwich, and Walkerville, and the townships Sandwich East and Sandwich West) purchased it back from them to retain it as a municipal operation. A result of this sale was the SW&A switching to electric streetcars, though the company began phasing out streetcars (electric and steam) during the 1930s and began using motorbuses.
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In spring 1929 a decision was needed to replace track on the circular 53 route. Because the tracks passed beneath a number of low bridges, running double deck trams had been impossible. In order to increase capacity it would have been necessary to increase the bridge height and that was seen as prohibitively expensive so the decision was taken by the new general manager Mr. Stuart Pilcher, to replace the trams with motorbuses between Stretford Road and Cheetham Hill. The effect was to increase passenger numbers by 11 percent and the route became profitable to operate; thus commencing the start of tramway abandonment.
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In the decades that followed, the wall served more practical purposes. In the twentieth century motorbuses replaced the horse-drawn vehicles lined along William Street, and by the early 1930s a large timber bus timetable sign had been erected against the railing of the retaining wall. In the 1920s or early 1930s, fill under the William Street footpath was excavated to accommodate male toilets built into the wall at the Queens Wharf Road level. Apparently at the same time, a three-metre section of the wall and railing was realigned to accommodate a stairway leading from William Street to the new public conveniences.
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Tram T5 from Grange Blanche, in the south-east to Eurexpo in the south-wast. The Lyon bus network consists of the Lyon trolleybus system, motorbuses, and coaches for areas outside the centre. There are also two funicular lines from Vieux Lyon to Saint-Just and Fourvière. The ticketing system is relatively simple as the city has only one public transport operator, the SYTRAL. The public transit system has been complemented since 2005 by Vélo'v, a bicycle network providing a low-cost service where bicycles can be hired and returned at any of 340 stations throughout the city.
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To try out new ideas, No.866 was rebuilt with a forward entrance instead of a rear platform, so that one- man operation would be possible. The plans came to nothing when the Walsall transport system became part of the newly-formed West Midlands Passenger Transport Executive in October 1969. It became the only trolleybus system ever to be run by a Passenger Transport Executive, but the decision was taken to close it down as soon as possible. Parts of the system were closed in February 1970, using motorbuses dating from the early 1950s, which were moved to Walsall from Birmingham.
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Prior to 1923, Wolverhampton had run a tramway system and a number of motorbuses. Included in the motorbus fleet were a small number of petrol-electric vehicles, manufactured by Tilling-Stevens of Maidstone. The General Manager of the municipal transport section was Charles Owen Silvers, and he was sufficiently impressed by the performance of the vehicles that he pressed for a system where the petrol engines were replaced by overhead wires. The short, single-track tramway route from Princes Square to Rookery Bridge in Wednesfield was in need of reconstruction, and in April 1923 the town council approved the conversion of the route to their first trolleybus line.
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By 1938, much of the track was in poor condition and in need of renewal. The northern part of the eastern loop, from Southchurch to Thorpe Bay, closed on 6 July 1938, though in this case the trams were replaced by motorbuses, and trolleybuses took over on the seafront section from the Kursaal to Thorpe Bay on 3 June 1939. The rest of the system would probably have been closed soon afterwards, but the advent of World War II delayed the closure programme, and the system lasted until 8 April 1942. The Light Railway Transport League organised a farewell visit on 8 February 1942.
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There was then a period of uncertainty, after a new General Manager was appointed in 1934, who was less favourably disposed towards electric traction. The tram routes to Mapperley and Arnold were replaced by motorbuses, with the final trams on the Arnold route running on 16 September 1936, just a little short of the 39th anniversary of the opening of the tram system. Two years later there was serious discussion about abandoning the trolleybus system, but another change of management occurred, and the idea was shelved. The vehicles that were in service in 1939 were renumbered, by adding 300 to the original fleet numbers.
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Many wounded soldiers were sent to the Corporation hospital at Bagthorpe and the necessity arose for some sort of service to be provided. The production of motorbuses by the Daimler Company had ceased as far as the order placed with them in 1915 was concerned, so an approach was made to Barton Brothers of Beeston to see if they would provide a service. This they declined to do because of the labour shortage, and there the matter rested. By May it had become apparent that there was no alternative but to revise fares to meet the increased cost of operation and particularly that of labour.
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In view of the operation of motorbuses along Hucknall Lane and to Beeston, powers in respect of tramway operation along these routes were allowed to lapse. The extension of the tramway to Westdale Lane was granted at the same time and the work put in hand, while the short extension of the Derby Road section to Wollaton Park Lodge Gates and trolleybus powers for Wells Road and Wilford Road were granted. By July a loss of £30 per week () was being incurred on the Nottinghamshire and Derbyshire Tramways Company’s working, and in October it was agreed that the fare between Parliament Street and Cinderhill be reduced from 3 ½d. to 2d.
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On Monday 10 May 14 buses manned by volunteer crews were in service and on the next day this total was increased to 23, while Wednesday found 26 buses in operation. A meeting of the Tramways Emergency Sub-Committee was held on Wednesday 12 May, at which it was reported that the General Strike had been called off. It was resolved that all employees who had been on strike should apply for reengagement, giving an undertaking not to withdraw their services except after giving proper notice. On the following day 14 tramcars and 26 motorbuses were in service, full normal service being resumed on Friday 14 May.
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Traction Act of 1928 enabled the abandonment of that tramway system, the introduction of trolleybuses in their stead, and to change the Company's name to Traction Company. The Corporation agreed not to oppose the Bill, the Company expressing willingness to pay the Corporation the cost of constructing and removing the Cinderhill tramway. The Corporation then applied for trolleybus powers over the route in 1929, agreeing that when trolleybuses were introduced the Corporation would take all the receipts and allow the Company a certain amount in return for working expenses. Subsequently, the Company intimated that they were desirous of substituting motorbuses instead, but later withdrew this.
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A preserved Leyland National which was run by Southend Transport. Northern Counties bodied Leyland Olympian in 1980 A preserved and "Southend Transport" liveried Duple Caribbean bodied Leyland Tiger which was run by Arriva Southend. Plaxton Pointer 1 bodied Dennis Dart SLF at Canvey Island bus rally in 2008 Arriva Southend Leyland Olympian at Canvey Island bus rally in 2009 Arriva Southend Northern Counties Paladin bodied Dennis Dart at Cobham bus rally in 2007 The company was founded in 1901 as Southend Corporation Transport, and was renamed Southend Transport in 1974. It began operating motorbuses in 1912, and became a limited company on 26 October 1986 due to the Transport Act 1985.
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These were on semi-trailer chassis coupled to Bedford tractor units. Similar bus-seated vehicles were built mainly for use within Ordnance factories (where they became known as Bevin buses) but two were supplied to Liverpool Corporation and briefly used as service buses (1942-44) before being converted to mobile canteens. More normal passenger vehicle bodies were built during the war to the Government-mandated 'utility' outline including 240 single-deck 32 seaters on Bedford OWB chassis and over 400 double-deck bodies on Guy and Daimler motorbuses and Sunbeam trolleybuses, most to the sunken upper deck offside gangway or lowbridge layout. In 1945 nominal share capital increased to £108,000 and the valuation of the works increased to £98,000.
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The Great Lakes Greyhound Lines (GL) resulted from a combination of three major components: the Eastern Michigan Motorbuses, the Ohio Greyhound Lines, and the Michigan routes of the Central Greyhound Lines (a subsidiary of The Greyhound Corporation with the second use of the name of the Central Greyhound Lines). That third source, the (second) Central GL, is of particular historical interest, because it had descended from, among other elements, the Safety Motor Coach Lines, in which Edwin Eckstrom, an early investor and participant in the Greyhound development in northern Minnesota, first applied the name Greyhound (albeit in a borrowed usage) to the coaches and the companies and first applied the blue-and-white livery to the coaches.
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On 2 July 2007, route 7 was extended from the Hospital (Policlinico) east to Via Gottardi, partly running along private roads through the hospital grounds, but temporarily converted to motorbuses pending certification of the new wiring;Trolleybus Magazine No. 276 (November–December 2007), p. 135. trolleybus service on the new extension was introduced on 8 October 2007.Trolleybus Magazine No. 277 (January–February 2008), p. 16. Also on 2 July, routes 6 and 11 were revised in the city centre, with route 6 no longer serving the railway station, leaving unused the relatively new wiring along Viale Berengario, and route 11 taking over from route 6 the service along Corso Canal Grande and via Piazza Roma.
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Over the next three years, the system expanded to almost its full extent. Routes to Hexthorpe to the south-west and Beckett Road to the north-east were completed in July 1929, while a circular route serving Hyde Park and the racecourse opened in January and March 1930. Motorbuses had replaced trams on the route heading north-east to Wheatley Hills in the 1920s, and were in turn replaced by trolleybuses in March 1931, while in July 1931, the final route heading to the south-west reached Balby. A further 20 Karrier-Clough vehicles were purchased to maintain the services, as well as one of only two vehicles built by the Bristol Tramways and Carriage Company.
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Three other changes took place around that time. To house miners who were moving into the area, particularly from Scotland, the National Coal Board built a new estate, known as "The Concrete Canyon" at Sandhill, Rawmarsh, and, to serve this, a new route between Parkgate and Kilnhurst was developed. This was then extended to the Woodman Inn, Swinton and subsequently to the Cresswell Arms, Swinton. Secondly, a new route was introduced running from Rotherham to the newly built Monkwood estate in Rawmarsh, which joined the main road at the top of Blythe Avenue. The third change, which took place on 27 September 1954, was the replacement of the trolleybuses from Rotherham to Kilnhurst via the Green Lane loop by motorbuses.
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Traffic levels increased during the Second World War, and to meet the need at a time when most factories were engaged in war work, four AECs were borrowed from Cleethorpes, two English Electrics from Southend-on- Sea, six Guys from Hastings, and a Daimler demonstrator from Kingston upon Hull. In 1942, five trolleybuses with utility bodywork were obtained from Sunbeam Commercial Vehicles, and subsequent utility vehicles came from Karrier. The value of electric traction was appreciated in 1943, when wartime conditions made it difficult to obtain sufficient fuel for motorbuses. Plans were developed for an extension to the route to Carlton, to form a loop running along Main Street, Burton Road, Conroy Road, and Station Road, to Post Office Square.
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The vehicles were restricted to a maximum laden weight of five tons, powers being given to enable provisional orders to be applied for on any route required. West Bridgford Urban District Council then promoted their own Bill to operate motorbuses, but endeavoured to make a satisfactory agreement with the Corporation to operate the services; eventually, after lengthy negotiations, West Bridgford commenced operation on their own account in January the following year. The construction of the Nottinghamshire and Derbyshire Tramways Company's Ripley route began in May 1913, and it was opened in several sections, all outside the city. The section between Church Street Basford, and Cinderhill was constructed by the Corporation and, after inspection by Major Pringle on 1 January 1914, through services to Ripley started.
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The Carlisle Tramways Order of 1898 authorised the construction of an electric tramway and construction began in 1899. The system comprised 6 lines radiating from Carlisle railway station to Newtown, Stanwix, along Warwick Road to Petteril Bridge, London Road, Boundary Road and Denton Holme. The tramway was operated by the City of Carlisle Electric Tramways Co Ltd, power being taken from the Corporation's supply station in James Street and opened for public service on 30 June 1900 In 1911 the concern was sold to Balfour Beatty who undertook track renewals and replaced the fleet of tramcars at a cost of £18,000 (equivalent to £ in ). After the First World War, the company was unable to expand the services to meet the needs of an expanding town, and had started its own motorbuses services.
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By 1925 Roe were receiving orders directly from municipal bus companies, many of them previous customers for sub-contracted bodies, Mr Roe's approachability during body construction may have played a part in this, letters from general managers of the time thank C.H. Roe for his enabling inspection of bodies in-build. Among municipals taking Roe bodies by this time were Ramsbottom, Rotherham, Northampton, Doncaster, Leeds, Oldham, Bradford and the Teesside Railless Board, most of whom would continue to be Roe customers for a long time; chassis included Bristol, Guy, Thornycroft and AEC. The first double-deck motorbuses were for Doncaster in 1925 on AEC, a year later Roe were building 30 ft-long six wheeled double-decks for Oldham on Guy chassis. Unlike Londonat the time all of Roe's double-deck customers specified closed-tops on the upper deck.
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In February E. L. Fleetwood of London requested a licence to operate motorbuses between St Peter's Square and West Bridgford, but the granting of this was deferred pending consideration of the introduction of a joint service between the Market Place and West Bridgford. It was, however, decided that as there was sufficient vehicular traffic already using Arkwright Street and a frequent tramcar service operating as far as Trent Bridge, the licence should be refused, although the Corporation had no objection to a service between West Bridgford and the city side of Trent Bridge. Bulk purchase scholars’ tickets were withdrawn about March and replaced by a concession allowing children under 14 years of age to be carried over a 1d. adult stage for ½d. After visiting Birmingham to see drivers’ screens in use on the cars, six Nottingham vehicles were similarly treated.
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A promise had been made to Carlton Urban District Council that the Carlton tramway service would be the first to be converted to trolleybus operation. It was intended to connect this service with the Wollaton Park section by introducing trolleybuses in place of motorbuses via Ilkeston Road, continuing round Middleton Boulevard to Derby Road and returning via the Derby Road tram route to the city. In June, the tramway along Derby Road was cut back to the city side of the railway bridge while the bridge was rebuilt and widened, the motorbus service via Ilkeston Road to Wollaton Park being extended in August to Wollaton Park gates on Derby Road to cover the curtailment. The tram service was not reinstated for, on 29 November a circular trolleybus service was opened, the city terminus being at the Central Market.
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While under municipal ownership, it was operated by the Hydro Electric Power Commission of Ontario from April 1, 1920 until September 22, 1934 under their "Hydro Electric Railways: Essex District" division. Electric trolleybuses were introduced on May 4, 1922, but were withdrawn on January 10, 1926, with the arrival of their replacements, the motorbuses. During the Great Depression, the SW&A; withdrew its buses from regular service to save on operations costs, becoming purely trolley and interurban in service from 1931 until March 21, 1938, when buses returned and the interurban and trolley lines started being decommissioned. On that date (March 21, 1938), the trolley lines to Amherstburg were the first to be replaced with buses, with the "Windsor- Walkerville" along Wyandotte Street and "Erie Streetcar" along Ottawa Street being the last to convert to buses, on May 6, 1939.
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After short-lived trials of motor bus services in 1897 and from 1900 to 1902, licenses to operate private motorbuses on 14 services in Bradford were granted on 17 May 1926. The Corporation had obtained similar powers through the Bradford Corporation Act of 1925, but the use of their buses was initially restricted to the city. The first scheduled bus service of the Corporation started from Lister Park to Bankfoot on 13 May 1926 in deliberate competition with a local operator who ran buses in competition with the tramways. In 1926 bus services started to Bierley and Fagley, in 1927 to Little Horton from Duckworth Lane, to Horton Bank Top from Bankfoot, and to Tong, and after the Bradford Corporation Act of 1928 had authorised the operation of Bradford buses outside the city limits, in 1928 to Greengates, Leeds and Tyersal.
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The trolleybus had been adopted by the Doncaster Omnibus and Light Railway Society while still in service, and was loaned to them after it was withdrawn, and formally donated to them in 2005. It became one of the first batch of eight vehicles to be moved to the Sandtoft site in November 1969, and was repainted by Doncaster Corporation in 1971. In remained in store for a long time, but a programme of refurbishment began in 2013, and it was first used to give public rides at the museum in May 2014, although the restoration of the interior was not quite completed at that time. Also at the museum are some contemporary Doncaster motorbuses, single deck Associated Equipment Company Regal III No. 22, Leyland Motors PD2 No.98, and Daimler CVD6 No. 112, which is fitted with Roe lowbridge bodywork.
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Only a few days after their introduction in March 1906, the motorbuses had started to give considerable mechanical trouble; split pins dropped out of the steering gear and out of the wheels, while blocked petrol supply pipes were a continual source of delay. Some repairs were carried out by the drivers, but usually the fitter employed on this work would bring out the third bus as a replacement. As time went by the vehicles became more troublesome and often the service had to be maintained by one bus because mechanical work was being carried out on the other two. It was not unusual for one bus to go out two or three hours late to enter service, and on one occasion the crew of one vehicle waited five hours after a breakdown for the second bus in service to work its last journey and tow them in.
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A significant change to trolleybus designs starting in the early 1990s was the introduction of low-floor models, which began only a few years after the first such models were introduced for motorbuses. These have gradually replaced high-floor designs, and by 2012, every existing trolleybus system in Western Europe had purchased low-floor trolleybuses, with the La Spezia (Italy) system being the last one to do so,Trolleybus Magazine No. 305 (September–October 2012), p. 119. and several systems in other parts of the world have purchased low-floor vehicles. In the United States, some transit agencies had already begun to accommodate persons in wheelchairs by purchasing buses with wheelchair lifts, and early examples of fleets of lift-equipped trolleybuses included 109 AM General trolleybuses built for the Seattle trolleybus system in 1979 and the retrofitting of lifts in 1983 to 64 Flyer E800s in the Dayton system's fleet.
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Walsall continued to run trams to Willenhall until 1928, when they were withdrawn and a joint motorbus service was introduced between the towns. However, they soon decided to extend the trolleybus wiring from Willenhall into the town centre, and on 22 July 1931 began operating their first trolleybuses, though only as far as Willenhall. To run the service they bought two three-axle double-deck vehicles from Associated Equipment Company (AEC) and two from Guy Motors. Wolverhampton had used singe-deck vehicles on the route, because there was a low bridge at Horseley Fields, but this was reconstructed to allow a through service to run from 16 November 1932. Conversion of the tram route to Walsall Wood, to the north east of the town, had been considered in 1927, but because the roads were affected by mining subsidence, the trams were replaced by motorbuses when they ceased in 1928.
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Walsall Corporation had run an electric tramway system since 1901, when it took over of electric tramway which had been constructed within its boundaries by the South Staffordshire Tramways Company. In 1911, when the first two trolleybus systems in Britain were opened, at Leeds and Bradford, they looked at the possibilities of using trolleybuses to feed traffic into the tramway network, and in 1914 obtained the powers necessary to do so, but no routes were constructed. The next significant move was enshrined in the Walsall Corporation Act (1925), which allowed them to run trolleybuses on any of the existing tramway routes, on some other roads within the borough, and to run services outside of their area to Willenhall, Shireoaks and Brownhills. Again, nothing was done immediately, but the tramway to Willenhall met the Wolverhampton tramway at that point until 1926, when Wolverhampton replaced their trams on the route with motorbuses. On 15 May 1927, they replaced the motorbus service with trolleybuses.
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Because there was only a single overhead wire between Riby Square and the tram depot in Victoria Street, the trolleybuses were provided with a skate, that allowed them to use one trolley boom on the tram wire and the skate to complete the circuit through the tram tracks, in order to reach the depot. Following the success of this first route, plans were made for several routes beyond the tramway, principally to the south west of Grimsby, connecting to the Weelsby Road terminus and the Old Market Place, as well as a loop around Grimsby, running along Cleethorpes Road, Victor Street, Wellington Street, South Durban Street and Eleanor Street. None of these came to fruition, as the Corporation began running motorbuses in 1927, and these required less investment in infrastructure. After Grimsby Corporation had bought their part of the tramway, they had continued to work with Great Grimsby Street Tramways running the joint service between Grimsby and Cleethorpes.
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As the Wilford Road tram track needed repair, trolleybuses were again considered for this road and in September, following a report from the Manager regarding the whole of the services and types of traction, the decision was made to replace the single-line tram lines along Wells Road and Wilford Road with trolleybuses, and to apply for powers in the 1929 Parliamentary session to operate, in one direction, via George Street, Victoria Street and South Parade. It was also agreed that when further motorbuses were required, vehicles of larger capacity would be purchased in order to give a better service and improved peak hour facilities. J. Aldworth, the Manager, retired on 31 December, his place being taken on 1 January 1929, by W. G. Marks, formerly Manager of Chesterfield Corporation Transport and, before that, Deputy Manager of Rotherham Corporation Tramways. Others on the short list for the position were W. Boot, Rolling Stock Superintendent at Nottingham, and R. Hoggard, the Manager of Lincoln Corporation Transport. Hoggard was subsequently appointed to fill Marks’ former position at Chesterfield.
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Trolleybus Magazine No. 271 (January–February 2007), p. 14. (PDF).Trolleybus Magazine No. 288 (November—December 2009), p. 134. However, by early 2011 EPTM was having trouble keeping the ex-Vancouver vehicles running reliably. By the end of 2011, the situation had already worsened considerably, with only 40 of the 60–62 vehicles being listed as serviceable but only around 25 typically available for service after subtracting nominally serviceable vehicles that were awaiting correction of minor defects.Trolleybus Magazine No. 302 (March–April 2012), p. 40. During several periods in the early 2010s, one or two routes (from among three affected routes) were temporarily operated by motorbuses for extended periods due to the need for detours caused by construction of the Metrotranvía Mendoza light rail system. In 2012, EPTM took delivery of a new low-floor trolleybus built in Argentina by Materfer, which EPTM had helped to design.Trolleybus Magazine No. 309 (May–June 2013), p. 72. It entered service in June 2012, at which time 47 Flyer trolleybuses were considered serviceable.
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Ansair bodied Scania N113CRB in December 2012The history of Metro Tasmania dates back to 1893, when the Hobart Electric Tramway Company (HETCo) was founded by a London consortium. The HETCo was one of the earliest such operators in the world, and was the first electric tramway in the Southern Hemisphere. The company also operated two Dennis motorbuses prior to being taken over in 1913 by the Hobart City Council, who renamed it to Hobart Municipal Tramways (HMT). In 1935, HMT began to use trolleybuses on some networks to replace trams, and petrol buses were introduced on some networks in the 1940s to alleviate congestion. In 1955, a statutory authority called the Metropolitan Transport Trust (MTT) was formed, and this entity amalgamated the operations of the Hobart Municipal Tramways and Launceston Municipal Transport, which had been operated by the Launceston City Council as Launceston Municipal Tramways between 1911 and 1953 (when 'Tramways' was replaced by 'Transport' following the end of tram services in December 1952). The Hobart Municipal Tramways were taken over by the Trust on 1 March 1955, followed by Launceston on 1 July.
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