No. 262 AUGUST 1995 Print Post Approved PP245358/00021 THE PORT ADELAIDE TRAMWAYS 1879-1935 TROLLEY WIRE FEBRUARY 1995 EY ', "• ^f^ •\-«w .• L WTIRE s* \ 1 ' AUSTRALIA'S TRAMWAY MUSEUM MAGAZINE AUGUST 1995 No. 262, Vol.36, No 3 - ISSN 0155-1264 CONTENTS a ll THE PORT ADELAIDE TRAMWAY. 3 —u, H\ HERE AND THERE 22 -4? MUSEUM NEWS 25 1. ufflDQ mi Published by the South Pacific Electric Railway ••1 h '(••"Pi [y Co-operative Society Limited, P.O. Box 103, Sutherland, N.S.W. 2232. Subscription rates (for four issues per year) to expire in December: •I Australia $23.00 New Zealand $25.00 Elsewhere $27.00 mmm All correspondence in relation to "Trolley Wire" ——— and other publishing and sales matters should be forwarded to: MrT~- P.O. Box 103, SUTHERLAND 2232 Phone: (02) 542-3646 Fax: (02) 545-3390 A timeless heritage scene at Glenelg as 351 (and The opinion expressed in this publication are those partner) wait for departure in the sun opposite the of the authors and are not necessarily those of the Town Hall. INCRID MAKOWSKI publishers or the participating societies, Typeset and printed by Australian Country Press P/L Phone (06) 231 1226 Fax: (06)213 1211 Editor Bob Merchant Subscriptions & Distribution Peter Hallan Bulk Sales Laurie Gordon FRONT COVER: Three ex-Port Adelaide trams are in the AETM fleet at St Kilda. They are C type 186, B type 42 and G type Birney 303. Car 42 was converted to a combination car in 1917 and ran at Port Adelaide as an A2 type car. KYM SMITH BACK PAGE TOP: Prptotype Adelaide HI car 381 at the St Kilda playground stop. It was built by J.A. Lawton, Adelaide in 1952 and last used in 1957. TJ.S. TR1PLOW BACK PAGE BOTTOM: Z3 class cars are replacing the ageing W cars as advertising cars. 1024 in advertising livery is seen in Swanston Walk in December 1994 as 13 class 176, also in overall advertising livery, approaches the camera. RJ. MARSH 2 TROLLEY WIRE AUGUST 1995 THE PORT ADELAIDE TRAMWAYS 1879-1935 By Colin Seymour Introduction A 10 horsepower steam motor, costing £100 was supplied by Merryweather of London. It had been It is 60 years since the closure of the Port Adelaide specially constructed for the Paris Exhibition, where electric tramway system in July 1935. This 6.72 it won a prize. It was mounted on four wheels and mile tramway, which was isolated from the main was driven by two 6in. diameter cylinders of 14in. Adelaide system, was unique for a number of rea stroke. The boiler was horizontal, the firehole door sons: being on the left side of the firebox. Its two tanks carried 100 gallons of water. * It was one of the few Australian tramways to use single truck trams exclusively for its entire It arrived at Port Adelaide on the steamer life; "Cairnsmuir" on 2 April 1879. It was placed in working order at the depot by Thomas Gale, a for * It was the first major Australian electric mer employee of Merryweather. Trials commenced on 15 May 1879. Two double deck passenger cars tramway to close; were constructed by the Adelaide firm of Duncan * Horse, steam and electric trams were used and Fraser at a cost of £320 each. They seated 20 before eventually being replaced by trolley buses; passengers inside and 22 on the top deck, and were similar to the large double ended cars of the * Some of its trams were never used on the parent Adelaide and Suburban Tramway Company. The Adelaide system. motor, which had been named "Eureka", had to have its funnel lengthened to carry smoke clear of the double deck passenger cars. Perhaps the most remarkable feature of this long gone tramway is that at least six of its trams survive in operating condition. This article takes a look at After the official opening on 22 May 1879, 120 the history of the Port Adelaide tramways. guests were conveyed from the Black Diamond Corner to the Albert Park sheds in the two cars The Steam Tramway pulled by "Eureka". The journey took 8 1/2 minutes. The return journey was made in 9 minutes with one Not long after Adelaide's first horse tram service stop. commenced running to Kensington on 10 June 1878, the Port Adelaide, Queenstown, Alberton and The regular service required 15 trips per day. One Portland Estate Tramway Company Ltd was formed. or both passenger cars were hauled as required, A 2 1/4 mile line was constructed from the compa "Eureka" being driven by Mr Gale. The company ny's sheds at Albert Park along Port and intended to buy another steam motor, but never did Commercial Roads to the Black Diamond Corner so. (the corner of Commercial Road and St Vincent Street). The Horse Tramway Railway type rails of 401b per yard were laid to a Unfortunately, bad roads and flooded tracks caused gauge of 5ft 3in. (the only Adelaide tramway with problems with the steam motor, and the line was this gauge). Much of the line was built on a slight sold to William Cave and John Darling in 1881. In embankment to avoid the surrounding swampy 1882 they replaced the steam motor with horses and country. The depot was located on the Port Road sold it to the Glenelg Railway Company, who used it between Murray and Glyde Streets. Track com to haul a double deck passenger car purchased from menced at the depot and crossed the Port Road to the defunct Glenelg and South coast Tramway. what is now the southern side of the central planta Steam motor "Eureka" continued to operate on the tion. Passing loops were laid at East Street (between Glenelg Railway until it was retired in 1900. Wellington and Melbourne Streets) and near Grand Junction Road. Construction was carried out by Use of horses enabled Messrs Cave and Darling to Michael Daly at a cost of about £2000. provide a more frequent service at busy times. This 3 TROLLEY WIRE AUGUST 1995 The Merryweather steam motor "Eureka " towing a "knifeboard" open top tramcar along Commercial necessitated the purchase of a third passenger car, a Road, Port Adeleaide towards Albert Park circa small single decker believed to be from the Glenelg, 1880. The buildings in the background are still New Glenelg and Somerton Tramway. A top deck there. SA. Archives was later added to it. Afurther tram was purchased from the Strathalbyn, Goolwa and Victor harbor Tramway. However, its railway type wheels with wide treads and deep Steam motor "Eureka " can just be seen on the right flanges made it unsuitable fro street running, so it hauling the trailer past the Prince of Wales Hotel, was converted to a waiting shed at the Albert Park Queenstown, circa 1880. terminus. SA. Archives TROLLEY WIRE AUGUST 1995 A map showing Adelaide's horse tramway system. Double track loops are shown by heavy lines, single prised the stable. Mr Davey and one other driver, track by light lines, and depots by squares, TJ. wison with two boy conductors, comprised the entire staff. Only one car ran at a time except for the morning The tramway again changed hands, this time being peak. The drivers did the 6.00am to 11.00pm stretch purchased by a Mr G.L. Gardner. The Metropolitan between them, and also mucked out the stables and Tramways Trust (MTT) house journal Among fed and groomed the horses for 30 shillings weekly. Ourselves reported in the March 1958 issue, the rec ollections of a Mr T.C. Davey, 80, who drove horse The trip between Black Diamond Corner and trams for Mr Gardner at the turn of the century. Mr Albert PArk took half an hour and cost 3d. The Davey recalled that two tramcars, one single deck senior driver banked the takings and furnished and one double deck were used. Six horses com returns to Mr Gardiner once a week. 5 TROLLEY WIRE AUGUST 1995 Purchase by the MTT rienced severe dificulty in obtaining funds to recon struct the roads adjacent to the tracks. Work was Unlike the other suburban horse tramways, the Port halted on several occasions. Property owners* Adelaide, Queenstown, Alberton and Portland refused to sanction the raising of money to build up Estate Tramway Co. Ltd was not purchased by the the roads to rail level. Ultimately a 1 l/4d rate was newly formed Municipal Tramways Trust on 5 granted, but this only covered work on the Albert February 1907. However, after the initial electrifica Park and Rosewater lines. Again, property owners tion of the Adelaide tramways during 1909-1911, refused to allow the raising of further funds, either the citizens of Port Adelaide became eager to by special rate or loan, to complete the work on the replace their horsecars with the newer mode of Semaphore and Largs Bay routes. Eventually they transport. Accordingly, in 1912, the South agreed to the Council securing a loan of £12,000 in Australian Parliament passed a Bill authorising the 1916 to enable reconstruction to be completed. purchase of the tramway by the MTT for £4000. While stressing the need to allow the Council to bor Purchase from Mr Gardner took place on 22 August row the £12,000,2 the MTT General Manager, Mr 1913. One year later, work on the new Port Adelaide W.T.G. Goodman, stated that it was ultimately electric tramways was authorised. intended to connect Port Adelaide with the main Adelaide system. Electrification By January 1917, construction work on the The first sod was turned on 2 November 1914 by Semaphore and Largs Bay lines was completed. A J.H. Clouston Esq., Mayor of Port Adelaide. A sil new converter station, No.3, had been built to pro ver spade commemorating the occasion was present vide power from the MTT power house, which in ed to the Mayor by Joseph Timms, the contractor. fact was located at Port Adelaide. A contract for the Timms commenced laying tracks from the Jervois construction of a new tram depot was let to J. King Bridge through Port Adelaide to Albert Park and & Son of Hindmarsh early in 1916.-' The depot was Rosewater. The Albert Park line was the first to be situated on a block of land with a frontage to Port completed. Initially, horse cars were used over the Road of 450ft, Grand junction Road 260ft, Torrens new tracks, presumably former standard gauge cars Road (now Coburg Road) 285ft and Alfred Street from the main system. The service was actually 460ft. It had six covered tracks and one outside track extended from the Black Diamond Corner to the and could hold 34 cars. The western (Port Road) end Jervois Bridge, about a 1/2 mile, from 1 May 1915. of the carbarn had an enclosed wall while the east- A half hourly service operated. Although the work was handed over by the con A single deck and a double deck horse car in tractor in 1915, war time conditions resulted in Commercial Road, Port Adelaide, circa 1912. many delays occurring. Port Adelaide Council expe Commercial Postcard 6 TROLLEY WIRE AUGUST 1995 Jgt _ , 1 —^,. j..." •.,»••'—— Bt««li ^ p. Jt • ( • * * * • *• ••-»'• ' em end was open and fitted with closing shutters. In T/ie Albert Park horse tram passes under the newly addition, there was an auxiliary accommodation built railway overpass over Commercial Road, Port block which housed a workshop, general store, oil Adelaide during the period of MTT operation, circa and paint store, club room, revenue office, strong 1916. SA Archives room and toilets. Cars entered the depot from Torrens Road after The Mayor of Port Adelaide, J.H. Clouston, turning leaving Junction Road near the Port Adelaide State the first sod to commence construction of the Port School, a factor which concerned the Port Adelaide Adelaide electric tramway, 2 November 1914, in St City Council. When plans for the new depot were Vincent Street opposite the Town Hall. STA released, the council requested that the position of the depot be altered because of its danger to school children. In reply, MTT General Manager William Goodman stated that electric trams in the Adelaide * *r Mi i* • * i . mam ^z^mmmmm* m ? -- «*. lH B * .^ "aw '* ^ * ^ ^nfc v> * If • Jr v "' J* ^ t*' m i v 1 l» * TROLLEY WIRE AUGUST 1995 system passed several public schools and they had not proved to be dangerous to children. The slow rate of speed required in the vicinity of the depot would further reduce the possibility of an accident. St Vincent Street Railway Lack of finance for road reconstruction was not the only reason for the delay in opening the electric tramway. The South Australian Railways retained a goods line down the middle of St Vincent Street and over the Jervois Bridge across the Port River. Although road traffic used the bridge, it had been originally built principally as a railway bridge. A new railway bridge had, however, been built over the river a short distance to the south. An overpass had also been constructed to carry the railway over the Port Road and the Albert Park tramline to the new river bridge. Passenger trains began using the new line in 1915. The Port Adelaide City Council had protested for the complete removal of the old line from St Vincent Street on many occasions. On 11 December 1916, Mr Goodman had asked the council to urge the Railway Commissioner to move the line 13ft to the north to permit the MTT to lay a double tram track in St Vincent Street. A single truck tram track was constructed as an interim measure to allow electric A type 97 about to leave Port Depot on the first offi services to commence in April 1917. cial trip, 3 April 1917, driven by the Mayoress of Port Adelaide, Mrs J. Sweeney. In 1917, car 97 Much to the disgust of the council and residents, would have been called a combination car; the the railway was not removed, but was slewed 13ft alphabetical classification system was introduced in northwards as suggested by Mr Goodman, in June the 1920s. STA 1917, two months after the opening, to make room for the second tram track. It was not until 1923 that the railway was removed from St Vincent Street. The Official Opening A trial run was made at midnight on Saturday, 31 March 1917 over the three routes ready for opening pair of sissors had been purchased by the Retail - Albert Park, Semaphore and Rosewater." Although Traders Association for the occasion. the line to Largs Bay had been completed, the MTT had not been able to secure the right to cross the The cars passed along Commercial Road and St South Australian Railways' Semaphore line at Vincent Street at a slow pace, cheered by thousands Exeter. of spectators lined up on both sides of the track, and The Port Adelaide electric tramways were inaugu then travelled to Semaphore, Albert Park and rated on Tuesday, 3 April 1917 when the Mayoress Rosewater. Many school children held streamers of Port Adelaide, Mrs J. Sweeney officially opened across the tracks and cheered loudly as the leading the Albert Park, Semaphore and Rosewater lines.' car broke them. The Retail Traders Association had Guests assembled at the new depot at 3.00pm and organised the streets and business houses to be deco boarded a convoy of three combination trams. The rated with bunting. The cars returned to St Vincent official tram, No.97, was suitably decorated with Street where congratulatory speeches were delivered wheat sheaves and poppies, and was driven by Mrs at the Town hall from 4.20pm. The public service Sweeney with assistance from Mr Goodman. Mrs commenced at 5.00pm as had been promised in the Sweeney cut a ribbon across the depot gates amid press. cheers from the large crowd of spectators. A silver TROLLEY WIRE AUGUST 1995 Car 97 is turning from Commercial Road into St without doubt, become part of a greater scheme for Vincent Street for the official opening of the only an additional 2 1/4 miles of track is necessary Semaphore section of the Port Adelaide system, 3 to link up the Albert Park terminus with the April 1917. Note the destination box, in which the Hindmarsh terminus" - Daily Herald. aperture has been painted out. Later cars had new fronts for the boxes, with the small glass window The Largs line amost always at the bottom of the metal mask. STA Following the official opening, the dispute with the SAR continued. The Railways Commissioner would Under the heading "Railway Bungling", the news not allow the use of the Ring Street level crossing at papers accused the Railway authorities of marring Exeter. The SAR had always wanted an overhead the occasion by allowing a locomotive with 30 heav bridge for the trams, but neither the MTT nor the ily laden trucks to proceed through the dense crowd local residents agreed with this. In January 1917, a in St Vincent Street shortly after 3.00pm. "...the peo deputation of residents told the Port Adelaide ple of Port Adelaide will now be more determined Council" that the bridge would be unsightly and an than ever to secure the removal of the unsightly and inconvenience to local business people. Mr dangerous trains from the streets." Goodman claimed that an overpass would cost the Trust £18,000. Some of the more interesting comments made dur ing the ceremony and by the press were: Another reason that the MTT would have been reluctant to build a bridge was the prospect of even "Port Adelaide possessed an electric car system tual removal of the railway line from Semaphore unsurpassed in Australia" - Alderman Clouston. Road, obviating the need for a bridge altogether. Reporting on the issue, The Advertiser commented: "The prosperity of Port Adelaide and Semaphore would be of such a character that the system would "It is contended however, that it is a matter of time quickly require extension" - H. Jackson, Minister for when the out of date method of running a heavy Public Works. train through a main artery such as Semaphore Road, will have to be altered." "It would not be long before Hindmarsh and Port Adelaide would be connected" - R. Cruickshank, It is interesting to note that the railway line was Tramways Trust member. finally removed from Semaphore Road - but in "Eventually the whole Port Adelaide system will, 1981! The passenger service ceased in 1978. 9 TROLLEY WIRE AUGUST 1995 Car 97 arriving at Semaphore terminus on opening The service finally commenced six weeks later, on day, 3 April 1917. Note the lack of side destination 15 May 1917. One tram was allowed over the cross signs. STA ing each day and operated a service in isolation between the crossing and Largs. Passengers were required to walk over the railway line to another tram on the Port Adelaide side of the line. Temporary portable horse tram crossovers were installed on either side to enable trams to return to their respective destinations. The MTT soon tired of this inconvenient arrangement, and began running a full service over the crossing on 28 May 1917, with out the consent of the Railway Commissioner. Two days later, at 11.21am, a railway gangers' trolley arrived at the crossing loaded with sleepers and red The display case containing the scissors used by Mrs Sweeney along with a piece of the cut ribbon used to inaugurate the Port Adelaide electric system in 1917 has been donated to the AETM by a descen ded. The inscription on the Stirling silver plate says "Presented to Mrs. J. Sweeney, Mayoress, Opening of electric car system, Port Adelaide. PA. Retail Traders Assocn. 3/4/17 ". JOHN RADCLIFFE II)