Douglas Corporation Tramways Department introduced its first motor bus service in 1914, but this was not the first such service in the Island; indeed, that honour fell to the Manx Electric Railway Co Ltd which instituted a char-a-banc service from the Bungalow to Tholt-y-will in 1907. After World War I the Douglas motor bus fleet was increased by several purchases of petrol-electric Tilling-Stevens chassis and new routes were introduced to serve the growing borough. The bulk of the fleet later consisted of AEC chassis, often with Park Royal or Northern Counties bodywork. The motor bus network and fleet of DCTD was covered in MTR Nos 46 (Spring 1986) and 48 (Summer Autumn 1986).
The Isle of Man Road Services Ltd was a wholly owned subsidiary of the Isle of Man Railway Co and commenced bus operations to counter the competition that was already growing. It ultimately took over Manxland Bus Services Ltd (a British Automobile Traction concern under the control of Cumberland Motor Services Ltd) and Fargher's Omnibuses and Manx Motors. Prior to the Second World War, Isle of Man Road Services tended to purchase Thorneycroft and some Leyland chassis, but afterwards standardised on Leyland products, although some later second-hand purchases included a number of Dennis Falcons. Tynwald's 1966 Transport Commission suggested the amalgamation of both IMRS and Douglas Corporation Transport's buses to form the basis of a wholly-owned government transport undertaking. IoM National Transport Ltd was set up on September 1 1976, and from October 1 took over operating responsibility. It was ultimately merged with the Manx Electric Railway Board, later the IoM Passenger Transport Board, later the Department of Tourism, Leisure and Transport.
From the end of the First World War and for the ensuing half century there was a substantial industry involved in providing coach and char a-banc tours, excursions and private hire work. Many of these concerns were very small scale, often with an owner-driver and one vehicle. The Isle of Man did not have the equivalent legislation of 1930 in the UK and operators were licenced by local authority as "hackney carriages" and where a uniform fare was paid irrespective of distance, operators were free to operate wherever they wished.
To some extent the old system was self-regulating for no newcomer without an exceptionally strong case was likely to procure a licence from the local authority. The Borough of Douglas imposed closer regulation since it exercised powers to inspect vehicles and also fixed the all-important allocation of "coach stands" in the town. There were no restrictions on the routes to be followed and no effective control of fares, which tended to be lower than economically desirable. Fares from Douglas were in theory agreed by the Hackney Carriage Owners' Association, later the IoM Coach Owners' Association but unfortunately by no means all operators were free to operate wherever they wished. To some extent the old system was self-regulating for no newcomer without an exceptionally strong case was likely to procure a licence from the local authority. The Borough of Douglas imposed closer regulation since it exercised powers to inspect vehicles and also fixed the all-important allocation of "coach stands" in the town. There were no restrictions on the routes to be followed and no effective control of fares, which tended to be lower than economically desirable. Fares from Douglas were in theory agreed by the Hackney Carriage Owners' Association, later the IoM Coach Owners' Association but unfortunately by no means all operators were members and even if they were, haggling and bargaining between small groups of trippers and operators were part of the normal business. After an unsuccessful attempt in 1957,Tynwald introduced full UK-style legislation in 1964, with fares fixed by law, and the introduction of Traffic Commissioners. Over forty coach operators obtained licences (in a number of cases holding up to forty licences for a single coach) and consolidation followed.
Mr J F Edmonds' "Mann Intourist" group had already acquired Kneen Bros, Stanley Motors, Marguerite and "K's Coaches" in 1961; Mona's Queen in 1962 and Ranson, Onchan 1964, Broadway Coaches in 1966 and Fargher's of Peel in 1968 and in 1970 the licences of Scott's of Douglas; the Edmonds interests were operated under the guise of "Tours (IoM) Ltd.". In 1968 Corkill's of Onchan took over Kneen's "Excelsior" and "Happy Hours" coaches and in 1969 acquired Hamill's; Corkill's then took over Shimmin's "Silver Star" and Kennish's "Rambler" in 1971, and jointly with the IoM Railway Co, bought out Tours (IoM) Ltd . This then acquired Downward's "Highlander" and Shimmin's "Crescent" and the coaching interests of Crennel, Ramsey . By 1979 only seven operators remained. By 1995 there were two.
