The deregulation of the bus industry in 1986 led to the formation of new bus companies in Central Scotland such as Clydeside, Kelvin, Strathtay and Magicbus (Stagecoach).
Luton & District was formed in 1986 to operate the former southern depots of United Counties; it was sold by NBC to its employees in 1987 (a first), then sold again in 1994 to British Bus.
After the 1969 nationalisation, bus and coach companies had generally continued with their traditional liveries and, in 1971, it was decided the time had come to apply a corporate image to state-owned bus operations.
Roaring through the millennium into the twenty-first century we find the Transport Act 2000 that allows for increased cooperation between local authorities and operators, something that had not been allowed previously under competition legislation.
This book captures the final decade of the Eastern National name, starting with the company becoming part of the ever-expanding Badgerline Group in April 1990.
All of Britain's airports are served by buses and coaches in some form or other, whether it be by regular services from nearby towns and cities, those many miles away, or by buses connecting them with the airport's own long-stay or off-site car parks, and a few airports are also connected by rail and tram networks.
Throughout the 1970s and early 1980s the state-owned National Bus Company, with its familiar corporate livery, was a common sight across much of England and Wales.
Since 1952 former London buses have found new homes across the whole of the UK as well as in over seventy countries across the world, and this book takes a wide look at those that gained new lives outside the capital.
Unlike other parts of the world, Britain was slow to start operating bendy buses and, despite the first ones appearing in service in Sheffield in 1978, it was not until 1985 that the next examples made their appearance, again in Sheffield.
Carrying on the story of Stagecoach, this volume looks at the company's continuing growth across the UK and its various overseas ventures, which took it to Hong Kong, mainland Europe, the USA, Canada and New Zealand.
Although several coaching pools for express services were established in the late 1920s, it was not until 1972, three years after the formation of the National Bus Company, that a nationwide, fully coordinated express coach network came into being under the National banner.
Starting in October 1980 as a small coach operator with two coaches and a service from Glasgow to London, Stagecoach rapidly developed throughout Scotland in the 1980s and 1990s when it purchased three major Scottish Bus Group companies and a number of smaller independent operators before floating on the stock market as a plc.
The period after April 1974 brought about major and irrevocable changes to bus operations in Doncaster and the surrounding communities to the north-east of the town.
The London to Brighton run, held each year by the Historic Commercial Vehicle Society, is a key date in the diary of any vintage vehicle enthusiast or member of the preservation community.
The Ayrshire Road Run was instigated in 1993 as an adjunct to the established annual vintage rally organised by the Ayrshire Vintage Tractor & Machinery Club (AVT&MC).
With a wealth of rare and previously unseen images, Southampton City Transport Buses illustrates the development of mainly diesel-powered buses operated by Southampton City Transport and its successors since the early years of the twentieth century until recent times.
The start of the twenty-first century saw a flurry of bus activity at Stratford in East London to provide services to the Millennium Dome - this proved to be largely unneeded.
Aberdeen Corporation Transport and its successors, Grampian Transport and FirstBus/First Aberdeen, can trace their history back to 1898 when they commenced tram operation within the city of Aberdeen.
Dating back to 1921 and originally operating from a base in the small Northamptonshire town of Irthlingborough, United Counties expanded significantly during the 1920s and 1930s, firmly establishing themselves in the county of Northamptonshire, as well as a network of services in south Lincolnshire, south Leicestershire and the Stony Stratford area of Buckinghamshire.
From author David Christie's home town in Essex, the Green Line route 721 (by RCL) was the usual way of getting to London - into Aldgate, one of his haunts as a young spotter in the '50s.
The Eastern Counties Omnibus Company came about by the amalgamation of four companies - the Peterborough Electric Traction Company, Ortona Motor Company Limited, the eastern operating area of United Automobile Services and the Eastern Counties Road Car Company of Ipswich.
The 1990s was a period that saw the last vestiges of old company liveries and fleet names and also saw the slow (at first) dawning of the era of the low-floor bus.
Keen to quickly expand during the 1980s, Stagecoach purchased three former National Bus Company subsidiaries during its sell-off in 1986/7 to give it a foothold in the English bus market.
Adhering to what is considered statutory Outer London, this collection of images covers various vehicle types, operators and locations in Outer London since 1990.
This collection features images of buses taken throughout most of Northern England although it mainly concentrates on the historic counties of Lancashire and Yorkshire.
With photos taken in Yorkshire, Greater Manchester, the West Country, London and beyond, Peter Horrex takes the reader on an illuminating tour around England's modern bus scene, covering a period of almost thirty years.
Even though it is nearly forty years since the last vehicles left the Southall factory, the products of the Associated Equipment Company, more commonly known as AEC, are still synonymous with quality and reliability.
Western National is a company with a long history, and upon privatisation in 1987 introduced a striking new livery to replace the all-conquering NBC green.
In the early days of tram operations, the local borough or corporation would lay tracks that would carry the trams, while the cars would be operated by private enterprise.
On 16 January 1988 bus services in the Bexley area underwent enormous changes - long-established routes were altered or absorbed into other routes and Sidcup Garage closed, while Bexleyheath Garage re-opened.
