The tramway system reached its peak of 58 tramcars that same year with 6 services to Bedworth, Bell Green, Stoke, Earlsdon, the Allesley Road and the Railway Station.

He became a pioneer in the transport industry, and worked closely with the Daimler Company in the development of an advanced lightweight all-metal bus with 60 seats yet within the maximum length and weight regulations of the time.

The last remaining independently operated services in the city were purchased in 1936, and the department could then complete its coverage of the area with routes to Baginton, Burton Green and Berkswell.

The substantial damage caused by the air raid of 14 November 1940 finally led to the tramway system being completely abandoned.

[2] Despite considerable damage to buses and premises, on 16 November, some services were resumed operating from the outer termini to as close to the city centre as conditions permitted.

Overnight parking was dispersed to temporary facilities at Highfield Road football ground and the Lythalls Lane greyhound stadium.

Supply of new buses was limited during the war and those that were delivered were of government controlled austere construction, the most striking feature being the wooden slat seats.

In 1948 restrictions on purchasing new vehicles were relaxed, and the bus fleet was quickly standardised almost entirely on locally-built Daimler double deckers with an open platform at the rear and the diesel engine at the front.

[citation needed] Notable exceptions to the Daimler purchasing policy were a London Transport style AEC and a Crossley which had a distinctive mainly cream colour scheme and initially had an automatic gearbox.

1950 was the peak year of operation; 110 million passengers were carried but the increased ownership of private cars had a progressively adverse effect on public transport.

Many of these cars were produced in city factories and it also became increasingly difficult to attract sufficient bus drivers with the wages being paid by such industries.

[citation needed] In 1954 a new garage was built at Sandy Lane with covered capacity for 150 buses, half the fleet, and the Foleshill site was closed.

To speed up the process of passengers boarding, in 1968 a batch of vehicles with separate entrance and exit doors entered service, but within a few years the standard reverted to a single-door design.

KWK 23F, a 1968 Daimler rear engined Fleetline which originally had 72 seat bodywork by Eastern Coachworks with separate entrance and exit doors.