[1] Following the sanctioning of the Sherwood route by the Board of Trade on 16 December 1900, a service commenced on 1 January, workmen then being transferred to the laying of the track on the Bulwell section, starting from the outer terminus.

At this time a new electric line was laid from Bulwell as far as Gregory Boulevard at Hyson Green, which was some distance nearer the city than the Old Basford horse tram terminus.

[1] Some delay was being experienced in obtaining new trams due to the large orders in hand from all over the country, and it was thought that the start of the electric car service to Bulwell would have to be postponed.

[1] A start was made in October on the construction of the St Ann's Well Road section, this being the first new electric line, the others having all been either conversions of, or extensions to, horse tram routes.

Earlier in the year, shortly after the opening of the first electric car route, the council had been asked if they would consider the purchase of Mann's Omnibus, Horse and Carriage Company Limited, but this was not proceeded with.

Coupled with this was a scheme sponsored by Sir Bache Cunard (of liner fame) for a "Derby and Nottingham Light Railway" operating mainly on reserved track, via Beeston and Long Eaton.

At the February council meeting, great opposition was raised to the proposed construction of a line along Forest Road at an estimated cost of £13,000, and so the scheme was dropped.

This type of roof was the idea of C. R. Bellamy, the Manager of Liverpool Corporation Tramways, and consisted of a box-like structure over the main saloon, without covers over the canopies at each end.

One councillor suggested that a clock be installed at Trent Bridge, to put an end to the present haphazard arrangement of guessing the time, and thus secure more regular running.

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.

The offer of a Birmingham firm to supply these was accepted, on condition that if the consumption had not decreased by at least 500 units at the end of the first year, the meters would be removed and the cost refunded.

Owing to opposition from the West Bridgford Urban District Council, the latter clause was deleted, but powers for trolleybuses were granted, including the section of route between the Market Place and Trent Bridge.

Corporation tickets were issued on the company's trams between the Nottingham terminus on Parliament Street and Cinderhill, rebooking being necessary at the latter point on journeys either way.

The second batch, numbered 146 to 155, had similar bodies built by the Brush Electrical Engineering Company Limited of Loughborough, mounted on Brush-built P.22 trucks and with identical equipment to the U.E.C.

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.

War Weapons Week was held from 15 to 20 July, and a few cars decorated for use as mobile National Savings booths were parked at the principal termini or loop lines.

New tramcars were required to meet the increase in traffic and an order was placed with the English Electric Company Limited (successors to Dick, Kerr) for 25 cars.

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.

This did not remain in use long, as the principal terminus was shortly afterwards removed to the end of Victoria Embankment, a new kerbside loading line being put in at the same time.

and Derbyshire Tramways Company in September was rather unusual, for it concerned the practice of certain drivers in running two cars in the same direction over the outward and the inward tracks between Church Street and Cinderhill.

[1] The Nottinghamshire and Derbyshire Tramways Company were experiencing considerable competition from buses at this period, and reduced fares were introduced for visitors to Nottingham on the Wednesday and Saturday market days, with a consequent reduction in the amount payable to the corporation.

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.

By July a loss of £30 per week (equivalent to £2,161.25 in 2023)[2] 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.

On 7 May, an emergency subcommittee of the Transport Committee met to consider the position and resolved that all employees should be instructed to report for duty on Monday, 10 May, failing which they had to return their uniform.

The last extension of the tramway took place on 16 April, when the Derby Road route was extended from Gregory Street to Wollaton Park Gates, just over a quarter of a mile in length.

Maximum tramway route mileage, 25.9 miles, existed for only a short while, from 7 June 1926, the date of the Mapperley extension, to 10 April 1927, when the Nottingham Road service was taken off.

The rebuilding of the Council House and alterations to the Market Square resulted in the tram lines being moved to give more road space on the north side.

[1] 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".

Although no tramway abandonment had taken place since 1932, some 30 trams were considered as surplus to requirements in November, but the only price offered was £13 per car, so they were dismantled by the Department, the bodies and scrap metal being sold separately.

[1] 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.