The Perth trolleybus system in Western Australia linked the capital Perth's central business district with its inner suburbs on the northern side of the Swan River. It was the first permanent trolleybus network to open in Australia, in 1933, and also the last to close, in 1969. History The first trolleybus route commenced operating on 1 October 1933 between East Perth and West Leederville station via Wellington Street. It was the first permanent trolleybus network in Australia, Adelaide having commenced a trial service in May 1932. In 1938 it was extended along Cambridge Street to a balloon loop at Keane Street, Wembley while in the same year, a new route to Claremont via Mounts Bay Road and the Stirling Highway was established replacing a tram route. A branch from the Wembley route to the intersection of Grantham and Reserve Streets via Gregory Street was a new route not previously served by trams. In the late 1940s, it was proposed that trolleybuses replace tram routes to Victoria Park, Welshpool, South Perth and Como. However overhead wires were considered an unsightly blight on the new Causeway Bridge so motor buses were introduced instead. On 8 August 1951, trams were replaced on the Mount Hawthorn line from William Street in the city, The Claremont route was extended along the Stirling Highway to the Swanbourne Fire Station and Wembley routes along Louth Road and Dumfries Road to Floreat Park. In 1959, trolleybuses replaced trams on the routes to Mount Lawley, extending beyond tram territory to Dianella via Grand Promenade and to Bedford Park. In the same year, the Swanbourne route was replaced by motor buses in connection with road works associated with the interchange at the city end of Narrows Bridge. The Mount Hawthorn route closed on 17 March 1963, the Beaufort Street routes at the end of 1968 when Barrack Street was made one-way northbound, and the remaining routes to Floreat Park on 29 August 1969. Fleet To commence operations three Leyland TTBs were landed at Fremantle on 10 June 1933. One had been bodied by Park Royal, with the other two bodied locally by the Midland Railway Workshops. When the network was extended in the late 1930s, a further 12 Leyland TTBs (later extended to 19) were ordered, again with the first bodied by Park Royal and the balance by Midland Railway Workshops. A further 18 Leyland TB5s originally destined for Canton,