50-459: Ridge Street Tram Depot was part of the Sydney tram network . Ridge Street Depot was originally a cable tram depot and winding engine house that opened in 1886. On the conversion to electric operation the depot was extensively rebuilt in 1902 to enlarge the tram shed to twelve roads. The depot closed on 3 June 1909, replaced by North Sydney Depot . The old cable shed and winding engine house
100-472: A 'live' venue to the present day. The front elevation of the shed had a parapet with recessed panels. Design included: The original cable depot served a short cable line to the Milsons Point ferry wharf . A typical cable tram consisted of two vehicles, a leading open tramcar, known as the "dummy" or "grip" car, and a second car that was an enclosed saloon tram or trailer. The system was powered by
150-574: A bus service, with Bondi Junction route 379 following the route. The line branched from the line to Coogee at Darley Road in Randwick . It ran north along Darley Road, then turned right into Clovelly Road to run down to its terminus at Clovelly Beach . The line opened from Darley Road to the intersection of Clovelly and Carrington Roads in 1912, then to Clovelly in 1913. Though services ran from Circular Quay and from Railway Square (from 1923). The line closed on 27 September 1957 in conjunction with
200-801: A connection to Oxford Street allowed access to Waverley Tram Depot . The line then travelled down Edgecliff and Victoria Roads, then wound along Birriga Road in Bellevue Hill , finally running down Curlewis Street in Bondi to join the Bondi Beach via Bondi Junction line on Campbell Parade , to the North Bondi terminus. The line was double track throughout with numerous points to allow short working. Services operated from Circular Quay via Elizabeth Street and Park Street. The line opened to Bellevue Hill in 1909, and to Bondi Beach in 1914. The line
250-522: A large anti-clockwise loop. The tram lines down Pitt and Castlereagh streets closed on 27 September 1957. These tracks were also used as the city route for some eastern and south-western routes during busy periods as opposed to Elizabeth Street. The services could also be short worked via Bent and Spring Streets at times when Circular Quay was busy or unavailable. The sandstone viaduct onto the colonnade at Central station were built across Eddy Avenue for this service, and are being used again today by trams of
300-584: A large steam winding engine in Ridge Street. The engine's flywheel hauled an endless steel cable lying beneath the road between the rails in a shallow channel along the tram route. Cable trams were replaced by electric trams in 1902 and the new electric depot served the isolated North Shore Lines . Trams in Sydney The Sydney tramway network served the inner suburbs of Sydney , Australia, from 1879 until 1961. In its heyday, it
350-528: A sort in the form of the Inner West Light Rail system, however they are operating in the opposite direction. Circular Quay was the focal terminal point of most services to the eastern suburbs, and allowed easy transfer to ferries . For many years, 27 regular services operated from Circular Quay. A number of full-time services also operated from a secondary terminus at Railway Square . The Rushcutters Bay Tram Depot , which served this line,
400-486: Is operated by two partner organisations: The heritage-listed locomotive depot was constructed in 1913 when the duplication of the Main Western railway line between Emu Plains and Glenbrook was completed. The depot was available for service from December 1913, but was not officially opened until 31 January 1914. With the duplication and regrading of the line, the heavy grades below Valley Heights were eliminated,
450-587: The General Motors streetcar conspiracy that occurred in the USA due to the use of "overseas experts". This was an extremely busy service for passengers transferring from suburban trains at Central , particularly prior to the opening of the city underground railway lines in 1926. Trams operated from Central station across Eddy Avenue , along Castlereagh Street via Bligh, Bent and Loftus Streets to Alfred Street , Circular Quay and returned via Pitt Street in
500-787: The Powerhouse Museum and is usually stored at the "Discovery Centre" at Castle Hill , however it is currently on loan to the Sydney Tramway Museum at Loftus (currently non-operational), Motor 100A (operational) at the Museum of Transport & Technology , Auckland New Zealand as it was sold to Wanganui Tramways in 1910 and Motor 103A which operates with a former trailer car 93B at Valley Heights Rail Museum after previously being at Parramatta Park . Two cable tram routes were also built in Sydney. The first route ran from
550-435: The Sydney Tramway Museum at Loftus. Additionally, horse trams operated between Newtown and St Peters railway stations in the 1890s and between Manly and North Manly from 1903 to 1907. However these two instances, the operation of horse tram services were acting as replacements for the existing steam trams services on these lines due to the low patronage during the indicated years. The Sydney tram power supply system
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#1732787426206600-464: The ruling gradient from Penrith to Valley Heights being 1 in 60. The depot at Valley Heights consisted of a locomotive yard, a 10 bay roundhouse , 18.3-metre (60 ft) turntable , an elevated coal stage , and water tanks and columns. It provided bank engines for trains travelling to Katoomba and beyond. The engines at Valley Heights not only banked over the longest distance in NSW, but also had
650-576: The Erskine Street terminus and the cable tramway was closed. After 1905, the line was extended along Dover Road to the Signal Station at Vaucluse . From the signal station a single track passed through the parkland area known as "The Gap" through narrow rock cuttings, low cliffs and rugged back-drops, twisting and turning its way down to the terminus at Watsons Bay . The line reached Edgecliff in 1894, and Watsons Bay in 1909. In 1949
700-506: The State Heritage Register as 'collection of steam tram rolling stock is of state historical significance as a remnant of the steam tram network in operation in NSW between the 1880s and the 1930s. On 31 January 2014, the museum celebrated the centenary of the opening of the depot, with a special ceremony featuring speeches from the NSW governor Marie Bashir and NSW premier Barry O'Farrell . The governor formally opened
750-404: The Sydney tram system was a victim of its own success. The overcrowded and heaving trams running at a high frequency, in competition with growing private motor car and bus use, ended up being blamed for the congestion caused by the latter. Competition from the private car and unregulated private bus operators created the perception of traffic congestion which began the gradual closure of lines from
800-972: The Valley Heights Locomotive Depot Railway Museum, with the aim of preserving the depot to provide historical, educational and recreational facilities and opportunities for the benefit of the Blue Mountains community and visitor to the region. Following the destruction of the Parramatta Park Tramway by fire in June 1993, the Valley Heights Steam Tramway was established in 1997 by the Stream Tram and Railway Preservation (Co-Op) Society Limited and its remaining assets were also transferred to Valley Heights. In 2007/08,
850-416: The city. Services operated from either Circular Quay (via Bridge and Elizabeth Streets) or Railway Square (via Elizabeth and Liverpool Streets), to Oxford Street . The line then passed down Oxford Street to Bondi Junction , where it branched off from Bronte services, to run down Bondi Road to Fletcher Street, Campbell Parade and then to the North Bondi tram terminus. A feature of this line
900-631: The closure of the Pitt and Castlereagh street lines on the same day as the Clovelly trams used these streets in the city. The tram line followed the current route of Transdev John Holland route 339. Valley Heights Rail Museum The Valley Heights Rail Museum is a railway museum located in Valley Heights , New South Wales , Australia. The facility is located 400 metres (1,300 ft) north-west of Valley Heights railway station . The museum
950-534: The envious distinction of having to operate over the longest continual and most steeply graded mainline in Australia. The 33 kilometre section from Valley Heights to Katoomba rises 670 metres, with a ruling gradient of 1 in 33. During the steam era, the depot had a continual allotment of eight freight and two passenger engines. During the peak of the steam era, an average of 30 trains during any 24-hour period required banking from Valley Heights to Katoomba. The line
1000-471: The falls were fatal. Of the more than 100 falls reported of conductors, one quarter died from their injuries. It was not until 1933 with the introduction of R-class tram 1938 that the drop-centre saloon tram, which had started to adopted elsewhere in Australia, came to Sydney. Even so, footboard trams continued in wide use until the very late 1950s, despite calls as early as 1934 by the tram union for them to be modified. Four P Class trams were refitted with
1050-486: The government to be removed after the exhibition, the success of the steam tramway led to the system being expanded rapidly through the city and inner suburbs during the 1880s and 1890s. The Steam Trams in Sydney comprised a Baldwin steam tram motor hauling one or more trailers of either single deck or double deck construction. Unlike the earlier horse tramway, the steam tramway used grooved rail for on-street running. Preserved Sydney Steam Trams are Motor 1A, owned by
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#17327874262061100-495: The late 1930s. Material shortages and lack of funding caused by the Second World War had caused the system to become rundown from poor maintenance. The perception of the government was that the financial cost of upgrading infrastructure and purchasing new trams would bankrupt the state. This led to the government's calling on overseas transport experts to advise the city on its post-war transport issues, and this led to
1150-629: The line closed in July 1960. This line had its own depot and city terminus and operated independently, although was connected to the main system. The tram line followed the present-day Transdev John Holland route 324, This line branched off from Park Street near College Street and ran north along Haig Avenue, Lincoln Crescent (renamed Sir John Young Crescent), Cowper Street, Forbes Street, Challis Steps Woolloomooloo . Through service ran from Circular Quay via Elizabeth and Park Street. The line opened in stages between 1915 and 1918. The last extension of
1200-425: The line from Rose Bay to Watsons Bay closed, but reopened in 1950 due to public protest. This then led to policy being adopted that when a line was closed, infrastructure such as overhead wires and tracks had to be removed within 24 hours after the last tram to prevent services being reinstated. In 1950, the line down King Street to Erskine Street closed and a new terminus constructed at Queens Square. The remainder of
1250-472: The line in 1918 was constructed during the First World War to assist in troop movements to and from overseas battle. C-Class trams 31 and 44 were specially fitted with stretcher bearers to assist with the troop movements and were used on this extension. The line was an early closure when on 28 January 1935, the line was replaced by a bus service from Pyrmont which avoided the previous line through
1300-547: The line turned left into Park Street , then wound through East Sydney via a right turn into Yurong Street, a left turn into Stanley Street, a right turn into Bourke Street, then a left turn into Burton Street. A spur line existed linking Burton Street to the prisoners' entrance on Forbes Street at the rear of the Darlinghurst Courthouse. This was to allow prisoners to be transferred from Long Bay Gaol or elsewhere by tram to Darlinghurst Courthouse. Tram 948
1350-414: The more powerful 85 class locomotives were introduced in 1979. The demise was accelerated with the introduction of the 86 class locomotives in early 1983. From the mid-1980s, the number of trains requiring banking from Valley Heights had been reduced to a handful each day, the number of locomotives required for this duty being reduced to three, sometimes as few as two being necessary. In October 1988, it
1400-410: The museum built a new work shed constructed near ash disposal tunnel, former amenities building (refreshment room and visitor centre) repaired and refurbished, ongoing work in roundhouse, chargeman's office (museum) repaired and refurbished, ash disposal tunnel cleaned and restored, amenities (toilets) were repaired and refurbished. Together with the Valley Heights railway station , the locomotive depot
1450-574: The number of passengers they could move, they were deathtraps for the conductors working them. On average, each day one conductor fell or was knocked off the footboard by passing motor vehicles as they became more popular. In the three years 1923, 1924, 1925, there were 282, 289, and 233 accidents respectively to conductors on NSW tramways. The majority suffered a fractured skull. From 1916 to 1932, there were 4,097 accidents to tram employees, and from 1923 to 1931 there were 10,228 accidents to passengers having falls when alighting or boarding. A total of 63 of
1500-461: The original Milsons Point ferry wharf in North Sydney to near Falcon Street North Sydney and was later extended to Crows Nest . Construction of a cable line north of harbour was due to the steep terrain involved from Milsons Point to North Sydney. The second route ran from King Street Wharf on the eastern side of Darling Harbour to Ocean Street Edgecliff . Cable Trailer 23 is preserved at
1550-420: The principle in the report. Probably as a result of the extent of popular affection for the trams, the conversion program proceeded more slowly than the report had proposed. The prestigious Ebasco group of American transit consultants had strongly endorsed the policy in a memorandum of May, 1957. An examination of election policy speeches does not reveal political motives in the tram/bus question. The Labor Party
Ridge Street Tram Depot - Misplaced Pages Continue
1600-525: The recommendation that closure of the system was the best option for the state of NSW. In 1948 Premier McGirr imported three London experts to advise on road transport systems. They produced a major report in 1949 which proposed a systematic phasing out of trams by 1960. They recommended the acquisition of double-decked buses to ease traffic congestion and yield substantial financial benefits. They also suggested that buses would be more efficient at handling racecourse and showground traffic. The government accepted
1650-525: The same windows, centre door and internal layout as the R1 class , to create the PR1 class, but otherwise there was no modification of footboard trams to a safer corridor tram design. Apart from the G, H and M classes, one of every electric tram class (and in some cases two or more) have been preserved by the Sydney Tramway Museum at Loftus NSW. By the 1920s, the system had reached its maximum extent. In many ways,
1700-549: The services completed on 25 February 1961 when R1 class tram 1995 returned from La Perouse to Randwick Workshops just before 4:40pm on 25 February 1961, which was driven by Jerry Valek, a Czechoslovakian man from Annandale. It was alleged after the tramways were closed that there were many other influences on the government to close down the system. These allegedly came from the rubber and petrol industries, motor vehicle (bus) manufacturers and those opposed to increased public expenditure. The allegations had some elements based on
1750-576: The stream tram style was adopted for later locally built electric trams. This resulted in the E-class (that ran in a permanently coupled set), J-class and the K-class , and the more famous O-class , O/P-class, P-class and L/P-class bogie trams that required the conductor to collect fares from the footboard running along the side of the tram, as they had no corridor through the middle connecting each compartment. Revered though footboard trams were for
1800-491: The wheels of wagons trying to cross it. Hard campaigning by competing Horse Omnibus owners – as well as a fatal accident involving the leading Australian musician Isaac Nathan in 1864 – led to closure in 1866. In 1879 a steam tramway was established in conjunction with the upcoming Sydney International Exhibition that was to be held in the Domain/Botanical Gardens area of Sydney. Originally planned by
1850-497: Was electrified to Valley Heights in October 1956. In February 1957, steam operations from Valley Heights were replaced by the 46 class electric locomotives. The depot in latter years was an electric locomotive and freight wagon repair workshop, the electric engines receiving everything from minor repairs to complete overhauls at the depot. A variety of freight wagons were also repaired. The demise of Valley Heights depot began when
1900-570: Was announced the depot would close. One electric locomotive remained available for any bank work necessary, until the last week of January 1989, when 4627 had the distinction operating the last train to be banked from Valley Heights to Katoomba. Milestones included: In 1994, the Blue Mountains Division of the New South Wales Rail Transport Museum (now Transport Heritage NSW ) established
1950-431: Was built using New York City subway electrical equipment that was adapted for tram usage. A generating plant was installed at Ultimo and White Bay Power Stations . Electrification started in 1898, and most of the system was converted by 1910. An exception was the privately owned Parramatta line built by Charles Edward Jeanneret in 1881 to Redbank Wharf (Duck River) where the steam tram remained until 1943 which
2000-483: Was cut back to Ocean Street, Woollahra in 1955; the remainder closed on 27 June 1959. The line followed approximately the current route of Transit Systems route 389 between the city and Woollahra and route X84 between Woollahra and Bondi Beach. This line branched from the North Bondi via Bondi Junction line at Bondi Junction , running down Bronte Road and MacPherson Street to Bronte Beach . A feature of this line
2050-626: Was demolished and the carriage sheds converted to a cinema (now the Independent Theatre ) while the electric tram sheds were closed in 1909 and converted into the North Sydney Coliseum Roller Rink which became the Sydnian Theatre of Pictures in 1913 and reverting to the name Coliseum in 1915 .The Coliseum Theatre (Biograph) next door became a Vaudeville theatre six months after opening and remains
Ridge Street Tram Depot - Misplaced Pages Continue
2100-583: Was especially built on a N class frame for this purpose and survives at the Sydney Tramway Museum . A feature was the tram only viaduct over Barcom Avenue and Boundary Street in Darlinghurst as the line headed into MacDonald Street. This viaduct is now a road bridge. The line then twisted down Glenmore, Gurner and Hargrave Streets in Paddington , then Moncur and Queen Streets in Woollahra . Here,
2150-466: Was genuinely concerned for the travelling public's interests. The closure was supported by the NRMA (who stood to gain from increased membership), but generally went against public opinion as most of the patronage were those who could not afford to purchase private transportation. Nevertheless, closure became government policy in the early 1950s and the system was wound down in stages, with withdrawal of
2200-416: Was horse-drawn, running from the old Sydney railway station to Circular Quay along Pitt Street . Built in 1861, the design was compromised by the desire to haul railway freight wagons along the line to supply city businesses and return cargo from the docks at Circular Quay with passenger traffic as an afterthought. This resulted in a track that protruded from the road surface and it caused damage to
2250-566: Was listed on the New South Wales State Heritage Register on 2 April 1999. The depot is considered "of state significance as an important locomotive depot, and the principal service and maintenance facility for bank engines working over the Main Western line between Sydney and Lithgow for almost 80 years". Valley Heights Steam Tram Rolling Stock displayed and operated at the museum is also listed on
2300-415: Was located on New South Head Road at Rushcutters Bay on the north side of the road. This line, which was first laid down as a cable tramway, began at a loop at the corner of Erskine and Day Streets near Wynyard station then proceeded south down Day Street, turning left into King Street and operated as an isolated electric tramway from October 1898 until January 1905 when electric services were extended to
2350-649: Was operated by Sydney Ferries Ltd. After experimentation with three trams, built by John Stephenson in New York and fitted rheostatic controllers, on the Waverley extension line and later at North Sydney, the early locally built single-truck were based on US designs, with C-class saloon cars, followed by D-class combination cars. A number of other Australian and New Zealand cities also used similar designs. Cross-bench "toast rack" trams had proved to be very efficient "crowd swallowers" in Sydney steam tram operation, so
2400-473: Was the final approach to Bronte Beach in a rock cutting parallel to the Pacific Ocean . The line opened to Waverley in 1890, then to Bronte in 1911. Electric services started to Waverley in 1902, then Bronte in 1911. Through services ran from Circular Quay or Railway Square . The line was closed in the early hours of 28 February 1960, the same day as the Bondi via Oxford Street line, and replaced by
2450-446: Was the large three track terminus cut into a hillside at North Bondi, which opened in 1946. The line opened in 1884 as a steam tramway to Bondi, then to Bondi Beach in 1894, and to North Bondi in 1929. Electric services commenced in 1902. The line closed in the early hours of 28 February 1960. The tram line followed the current route of bus route 333 as far as North Bondi. Heading south down Elizabeth Street from Circular Quay ,
2500-580: Was the largest in Australia, the second largest in the Commonwealth of Nations (after London ), and one of the largest in the world. The network was heavily worked, with about 1,600 cars in service at any one time at its peak during the 1930s (in comparison, there are about 500 trams in Melbourne today). Patronage peaked in 1945 at 405 million passenger journeys. Its maximum street trackage totalled 291 km (181 miles) in 1923. Sydney's first tram
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