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Trams in Brisbane

Short description
Brisbane tram system ran on standard gauge. The electric power system was originally at 500 volts, this was later increased to 600 volts. All trams built in Brisbane until 1938 had an open design. This proved to be so popular, especially on hot summer nights, the trams that were used to raise funds and chartered often just until the last service from social groups.
Most trams operated with a crew of two people – a driver (or rider) and a driver, who went on the tram to perceive fees and issuing tickets. The exceptions to this provision were in line Gardens (Lower Edward Street), where the short duration of the trip meant that it was more efficient for passengers to get off just its schedule by fare box upon entering the tram, and "Car Man", which operated in the 1930 (See below).
The length of the path of the system reached its peak of 109 km in 1952. The total track length was 199 km because of the many paths that end in one, instead of double track. individual segments of the track were protected by signaling that operates out of line contact. In 1959 more than 140 kilometers of track were laid in concrete, a method of building the track for the first time in Brisbane.
The last track in O'Keefe Street Woolloongabba opened in May 1961. However, this theme was not used in normal passenger service and are used merely to reduce the performance Logan dead way back to Ipswich Road Depot.
The peak year of sponsorship was in 1944-45, when nearly 160 million passengers were transported.
Brief History
Brisbane suburbs developed without rich, rather than the rich mansions built in the hills and the city expanded to become one of the cities scattered throughout the world in the 1870's. In the early years of the progress of settlement of Brisbane is the most convienent move as most people choose to live near their workplace. In 1875 the Ipswich rail line opened some areas of the districts of west and south, but rates are expensive, like owning a horse.
In 1885 a bus service reached almost all parts of Brisbane. Omnibuses consisted of a wagon solid wood construction with seating for men on the roof and back door entrance to the interior.
The first electric tram at the north end of the second permanent Victoria Bridge, Brisbane, Australia c. 1906
Metropolitan Tramway and Investment Company 1885-1896
In August 1885, the Metropolitan Tramway and Investment Company officially began horse tram service to the public. The rates were expensive, with the typical pattern belonging to the middle class. Some even use the services to go home for lunch. Depression hit in 1893 and floods in combination with the services of horse-drawn trams were great drops of sponsorship.
Brisbane Tramways Company Limited 1896-1922
The first electric tram ran along Stanley Street, south of Brisbane on June 16, 1897. horse-drawn carriages are still used in 1899. Until the end of the First World War, Brisbane trams were the main method used to travel around the city.
Joe "Chief" Badger
1912 Brisbane General Strike
Parliamentary Commission on the tram system
The government's attempts to acquire the system
exhaust system
Brisbane Trams Trustee 1922-1925
Between 1923 and 1934 the Brisbane tram services were significantly expanded.
Even during the Great Depression of the 1930's trams Brisbane ran at a profit
Brisbane City Council 1925-1969
George Direct
Sydney Quinn
role of women during the Second World War
Maj Robert Rissone
George Baker
Through 1940 and 1950 the tram system enjoyed strong political support in the Council of the City of Brisbane which continued to expand the tram network and upgrade its fleet with some of the most advanced tram Australia.
The last tram was inaugurated in March 1961. Clem Jones became mayor of Brisbane in the same year and all new road construction was canceled.
The decline of the electric transport systems Street
Urban development, often far from public transport, the increase in suburban malls and the relative decrease in the cost of cars means that as in other places, public transport on the streets of Brisbane system increasingly had to compete with the private car and slowly lowered sponsorship a postwar peak of 148 million passenger trips in 1946, approximately 64 million passenger trips in 1968.
Political support for the tram system decreased in the 1960s, particularly after the fire of Paddington tram depot on 28 September 1962, when 65 trams were destroyed. Lord Brisbane Lord Mayor Alderman Clem Jones (19611974) was unabashedly in favor of highway and parking. The Kalinga, Toowong, Rainworth and Bulimba Ferry routes closed in December 1962.
The closure of the tram and trolleybus systems
Finally, in common with most other cities throughout the English speaking world, making Brisbane tram lines is between 1968 and 1969 for all bus operations.
Trolley buses last ran on 13 March 1969 and trams ran the final April 13, 1969.
Most old wooden trams were stripped of metal parts and then burned in the courtyard of City Hall on the street Cribb Milton (next to the workshops of the tram). The bodies of late, all metal cars were sold as sheds and playground equipment.
Brisbane Tramway 1969-present Museum
Brisbane Tramway Museum Society was established in 1968 to preserve some of Brisbane's trams. Today the museum has 24 trams Brisbane in their collection. Tram Museum began operations in Ferny Grove in 1980.
1990 Brisbane light rail proposals and the future
There have been several proposals both the Brisbane City Council and State Government to return a tram or light rail to Brisbane from the 1990's. The most prominent of these include the ambitious 1997 Brisbane proposed light rail transit. Plans climbed to a Queensland government's offer to consortia of companies to buy four new trams, building and operate the system in 1999, the project is expected to cost AUD 235 million dollars, but was subsequently vetoed in favor of extending the existing bus network.
These Options include various proposed a line from Roma Street Station to the Queensland University of Technology Campus CBD along George Street, the CBD and West End University of Queensland, through the Victoria Bridge and Melbourne Street and the CBD through Fortitude Valley Wickham Terrace.
2007 Light Rail Plan – The Return of Brisbane tram?
In 2007, after several roads and tunnel projects and not based on the recommendation of the 2006 Brisbane City Council Master CBD Peter Beattie, Premier announced $ 250 million of government funding for a state wide light rail system to compete in Melbourne and significantly higher than in Sydney or Adelaide. The plan, in the center of government "Smart City" plan, is to link Brisbane to New Farm and Bowen Hills with future extensions by the newly created South East Inner North Busway, footbridges and thorns .. In the elections of March 2008 the city of Brisbane, Queensland, the Greens campaign in a broader plan. However, in June 2008, progress had stalled, with no official announcement of the project, the City of Brisbane, once you move away from plan due to cost of investment (estimated at $ 600 million for the new link farm) and instead of accounting for diverting funds to improve bus and CityCat systems ferry.
Currently, the Queensland Parliament E-petition is ongoing interest in the Queensland Government to introduce a "style tram system light rail in Brisbane with a special focus on moving people around the city and Brisbane's leading universities.
Types of trams
Unlike many other systems, Brisbane never adopted an alphabetical or numeric system for classification of trams (streetcars cf Melbourne), preferring instead to use official descriptions such as "standard car aisle," or "center was abandoned saloon."
Horse Trams
a Single deck
two story
Cross bench
Electric trams
California Combination
The combination of the tramway at the Ascot Racecourse Rd
Officially called the "standard mix" trams, but more popularly known as "matchboxes." There were 63 Trams in this category, built between 1897 and 1904, with the last withdrawal from passenger service in 1952. Two (numbers 14 and 15), became the "scrubber" Car (track maintenance vehicles). Several were used as advertising vehicles, with 47 and 53 is used as a car man in the Garden Route of transport (see below). Tram No. 1, the prototype was unusual because it is built from the body of a horse tram and had five windows of the room, instead of four windows.
Converted horse trams
Car Salon, 1898 Queen Street
Delivery of early combination car was delayed and, as result of the tramway company decided to convert many of the horse trams to electric operation, as a temporary expedient. However, many converted these cars remained in passenger service until late 1930's.
Touring
Each tram in this class was built by union of two single-floor trams riding together in a single chassis motor room. Their bodies long, involved gave rise to his nickname of "coffin cars." Were built in 1897, when the delivery of the new electric trams was delayed. 6 cars in this class. All scrapped in 1930.
"Summer Car
The six bank horse trams were motorized and most later lengthened to accommodate 10 banks on a cross. A car would remain in service until 1958 as a vehicle advertising.
Nine cars bank
9 Bank of Stanley St Woolloongabba tram
These four cars were built in 1897 and 1898 by the Company Brisbane Trams. Vehicles were crossing bench without center aisle. Two of the banks (attached to the end bulkheads) were fixed and the other seven banks were overturned. Could lead to 45 seated passengers, plus standing passengers. Two of them were scrapped in 1938, the other two were probably discarded in 1943.
Brills
Brill in the term A Toowong. Consider the trailer coupling in front of tram
These 20 vehicles were officially "open vehicle bogie transversal shift the bank. "They were a standard design tram built by JG Brill and Company of Philadelphia, although two were built by the Tramways Company Brisbane, presumably under license from the Brill. Each had four banks fixed back-to-back roll and 8 banks. The first 8 had roofs clerestory, and the rest were plain roofs. The first 8 were also equipped with a trailer coupling, but the trailers were driven over time (see " twelve cars light bank "below.) As these trams had only hand brakes, which operates a dock was physically demanding of drivers. In recent years, these beasts of burden were very poor condition and had diagonal cross on each end to reduce body roll. A tram was involved in a serious accident in 1944 and became a center hall design work (see Special Dreadnoughts). Gradually scrapped between 1937 and 1952.
Twelve Car Light bank
All eight cars were originally built as trailers between 1901 and 1903, but were motorized in 1912. 12 banks had fixed back-to-back "and could lead to 66 passengers. All scrapped between 1948 and 1951.
Car great combination
These three trams were built in 1904 from the lower deck of double deck horse trams. They were all scrapped in 1925.
Ten Car Standard Bank
10 Bank Road tram at Ashgrove Water
There were 32 of these tough little truck streetcars built in Brisbane. 28 were built by the Brisbane Tramways Company between 1907 and 1921 and another 4 were built by the Trust Brisbane Tramway between 1923 and 1925. He had noticed, bank back-to-back "to be carrying 50 passengers seated (more standing passengers). They were commonly called "Toastracks" or "jumps." In 1936 four of these cars were converted to armored Baby (see below), and two others were converted to this class in 1944. Apart from a car become a car advertisements and other retained for historical purposes, all of which were dismissed between 1952 and 1955.
Battleships
Battleships trams and other on Queen Street in 1947
Officially referred to the tram-aisle series, 65 trams in this class built between 1908 and 1925. These trams could carry 90 passengers. On 21, which were built for the Brisbane Tramways Trust between 1924 and 1925, there were 12 windows, the rest is constructed with 6 windows. Originally built with open end platforms, but they were locked in the 1930's. Some were "rationalization" with windows oval and along its bogies. The image below shows the differences between the various members of this class. The tram in the foreground is a window Dreadnought 12 (built by the Foundation Trams), even with the seats in their platforms and rationalizing non-final. The tram in front of him, is an old, 6 window Dreadnought (Built by the Company Trams), but their seats to the tooth and the rationalization around windows and under the body along the tram.
"Special" Battleships
Each of these four cars is unique in its own way. Two of them were to the outside as battleships. Tram 100 was built in 1903 as company personnel Tram management "Palace" car, equipped with carpets, plush seating and covers over interior decorations. They become regular passenger use in 1918 and was scrapped in 1958. Tram 110 was built in 1906 as the prototype of the battleships, but not have the same truck, which resulted in high action. Scrapped in 1952. Tram 101 was built in 1899 originally without solid roof, a canvas awning suspended from a lightweight frame. Scrapped in c.1935. Tram 104 in 1943 became a car Brill bank 12, which had been badly damaged in an accident. As it turned this tram was derived design features four-engine, and Baby Battleship Dropcentre tram designs. Scrapped in 1958.
Stepless Car
Stepless Car No. 301
Known as "large Lizzie", also sometimes referred to as a "streetcar in New York type, tram 301 was destined to be the first of a fleet interurban streetcars. It was built by JG Brill and Company in 1912 and imported in 1914. It was rare that a car which continued Brill was partially made of wood, rather than normal construction of all metals. It was the first fully enclosed tram in Brisbane. Heavy and debugging problems with bad roads, usually only been in service in the West End – Line Ascot and was scrapped in 1935.
"One man" trams
A man in Enoggera Terrace Red tram Hill in 1929
Between 1929 and 1930 nine battleships were converted to "one man" operation, as a cost saving measure. These trams were operated drivers only, without drivers. They were only used in Rainworth Red Hill and routes. Passengers had to get on the tram from the main entrance and pay the driver to enter. For this reason, these trams had a distinctive combination of colors including red diamonds on their aprons and white forehead. In May 1934 one man operation was abandoned and the trams were repainted with normal colors.
Two trams combination also makes the operation of a one man for use in the garden path. The first tram in 1925 became the second in 1930.
"Baby" Battleships
Sometimes called "little center aisle "or" single truck games "cars, the 6 trams in this class were built primarily for the Spring Mountain path Hill. They were built in two batches: the first four in 1936 became trams from 10 banks, the latter two were built in 1943 with 10 trams truck bank, so that the last two tram cars in this class last single trucks manufactured in Australia. These trams were fitted with special sanders allow the sand that fell not only in front but also behind the wheels, in the case of trams slipped back in the steep section line of Spring Hill. Scrapped in 19581959, with the exception of a car that has been preserved.
Dropcentres
Dropcentre no new non-profit 242 as closed in New Farm Ferry terminal, c. 1925
The largest of Brisbane's trams, there were 191 trams of this class built between 1925 and 1938. Officially called "bogie Car drop center combination "(commonly abbreviated as" dropcentre "or" droppie ") compartment of these trams' distinctive drop center was open to the elements, with only canvas blinds to protect passengers in cold or wet. Although designed to be operated with air brakes, most cars in this class instead been built with Dynamic Braking and hand brakes. However, the last 17 cars (the number 370 to 386) were constructed with air brakes. Subsequently, many older cars in this class are consistent with air brakes and braking systems had rheostatic deleted. The first cars were built with open ends (ie, the drivers were not protected against the elements), but later cars were built with closed ends (or "Portals"). The ends of all the cars before this class were closed in 1934. These trams were last used in regular service in December 1968.
Four motor (FM) trams
Four Motor trams 497 to Milton in 1949
Officially called "drop center lounge cars" or "four motor cars, popularly referred to as" 400 "," FM "or" silver bullets. " Were the first class tram built in Brisbane with air brakes. 155 were built by the Council of the City of Brisbane between 1938 and 1964, with a maximum load capacity of 110 passengers. Trams 400-472 plants were built with wide doors, 407 was amended to limit the doors of the center and becomes 473 (and the tram to go into service number 473 in 407), 474-554 trams built with narrow doors of the center. Over the 28 years during which they were built, many innovations were introduced, such as fluorescent lighting, helical gears, wheels resistant remote controllers (See Controls tram) and efficient construction techniques. The first versions had canvas blinds on the doors, while later versions had sliding doors. On 8 trams were built from saved from the fire component of Paddington tram depot and painted light blue with the emblems of Phoenix under the windows of the motorist, to symbolize The trams had risen from the ashes of the fire.
Deposits
The bays of southern Ipswich Road tram depot in the 1940's, showing greater mix and trams cross bank
Tram depots were located at the following locations (years of operation in parentheses):
Street light, Newstead (18851968)
Logan Road, Burand (1897 (?) -1927)
Countess Street, City (18971927)
Lang Street (now Tamar Street) Park Dutton (19121927)
La Trobe Terrace, Paddington (19151962)
Ipswich Road, Annerley (19271969)
Logan Road, Countess Street and Lang Street deposits closed in 1927 with the opening of deposit Ipswich road. Ipswich Road and the street light tanks continued to be used as bus stations after the end of system tram.
The Brisbane City Council had planned to replace Paddington tank with a new reservoir at Mount Coot-tha Road, Toowong, but after the destruction of the Paddington tram depot in 1962 with the loss of 65 trams, these plans were shelved and a bus station was developed on the site instead.
Tram allocation as in 1961
Ipswich Road depot
15 battleships
Handbrake 46-Dropcentres
Brake 31 air-Dropcentres
Four Motor trams 55
Street Light Tank
8 battleships
Handbrake 25-Dropcentres
35 Air Brakes Dropcentres
Four Motor trams 51
Paddington deposit
5 battleships
Handbrake 32-Dropcentres
Air Brake 22-Dropcentres
Four Motor trams 40
Uniforms
Before World War II tram drivers (or riders) and the drivers wore a dark blue uniform, including a jacket serge, which was later replaced with a light cotton blouse. Until 1961 the crews had the Foreign Legion caps. In 1967, the blue uniform was replaced a green. Inspectors wore a black uniform with a gray shirt and black cap.
Routes
Horse Trams
Trams running horse the following districts:
New Farm
Breakfast Creek (Newstead)
Bulimba Ferry (Newstead)
Show Explanatory Memorandum
West End
Logan Road (Burand)
Electric Tram
An unusual feature of Brisbane's tram system was its use of "through transport alternative, where the trams do not stop at the central business district of Brisbane, but stayed in the suburbs on one side of the city to the suburbs on the other. Today Today, many bus routes that stop (in italics) correspond roughly to the old tram lines.
In 1961 the trams ran in the following routes:
Valley – Belmont 06 (equivalent current bus route 204)
South Brisbane – St Pauls Terrace
Ascot Doomben – Balmoral
Ascot Oriel Park – Balmoral (306/322 Cultural Centre Toombul, Valley Balmoral 230)
Clayfield – Salisbury 71 (306/322 Toombul Cultural Center, Salisbury valley 117/124/125)
Chermside – Enoggera 72 (the city Chermside City 370 and Brookside Shopping Centre 390)
Kalinga – Rainworth (the city Toombul 321; Valley Rainworth 475)
Stafford – Bardon 74 (Route 375)
Grange – Toowong (Stafford to the city through 379 Grange, Ferry to Tenerife Toowong 470)
Bulimba Ferry – Ashgrove (Ashgrove West City 379/380/381)
New Park Farm – West End 77 (Farm in the city of New 196/197, West End City 199)
New Quay setting – Dutton Park 78 (Tenerife Ferry City 199; Fairfield City through Dutton Park 196 / 197)
Valley – Mt Gravatt 79 (Garden City Valley via Mt Gravatt Central 174 / 175)
Routes that closed before 1961 were:
Spring Hill – known for its exceptionally strong track Edward on the street and hand operated brakes single truck trams (see "battleships baby "above.) Closed 1947.
Gardens – This line is separated Queen Street and Edward Street ran up the Brisbane River. It is notable for its operation only driver, where passengers pay their fares in a box to enter the tram. Closed 1947. Initially replaced by diesel buses, the operation became trolleybus in 1951 along with the line of Spring Hill. (Route 323 – weekdays only)
Red Hill – The water line broke and ran Red Hill Road to Enoggera along the terrace. Following the closure of this line was maintained as a link to Paddington tram depot.
Chatsworth Road, Greenslopes – The short line separated Logan road. for some years before the closure is only used for peak hour services. The latest in 1957.
Cavendish Road, Coorparoo – This line Old Cleveland road split in Coorparoo. Closed 1955. They become trolleybus. (Valley Garden City via Cavendish Rd 184/185)
Workshops power houses and administration
The powerhouse and workshops complex tram Countess Street, seen from the east, railway lines at Roma Street Station in the foreground
Workshops and management for the electric tram system were initially in overcrowding in Countess Street, west side rail yards on Rome Street (now the site of the Roma Street Parkland), but in 1927 moved to Milton. Access to workshops was Boomerang Street, Milton, Milton Road Off. Headquarters Coronation accessed from the drive (then known as River Road).
Brisbane City Council Trams Department administration building of Milton, with workshops behind
Power for the electric tram was originally developed for power plant operated by the tramway company adjacent to its warehouse and workshops Countess Street. As the tramway company increased both the number of trams and the length of the routes, food quickly became inadequate. Additional units of energy generation have been installed in the store street light and a higher power was built on Logan road Woolloongabba next to the railway line Woolloongabba. inadequate supply of energy was to remain a problem, while trams were in private hands. With the acquisition of the system in 1922 by the Brisbane Tramways Trust (and subsequently the Council City) was a significant investment in many areas including power generation and distribution. A bigger power plant was built in New Farm, which began in the generation of 1928 and was sufficient for the needs of the tram system and other consumers.
The original power Countess Street was demolished and materials to be used to build the new headquarters of Streetcar.
Location of electrical substations at the time of closing
Ballow Street, Fortitude Valley
Russell Street, South Brisbane
Petrie Terrace, Paddington
Enoggera Terrace, Paddington
Newstead Park, Newstead
Logan Road, Woolloongabba
Ipswich Road, Annerley
Lutwyche Road, Windsor (original substation, further north)
Lutwyche Road, Windsor (second substation in the south)
Kedron Park Road, Kedron
Lytton Road, Norman Park
Old Cleveland Road, Coorparoo
Ashgrove Road Water
Kingsford Smith Drive, Hamilton
Enoggera Road Newmarket
Logan Road Holland Park
The remains of the old system
The tower south-east of the old Victoria Bridge is located on the shore South Brisbane River in Brisbane, which includes a short section of tram track.
500 meters from the track is being exposed in the middle strip of the old Cleveland Road Camp Hill to Carina. The Draft East Busway, Brisbane can take much of this issue remains to be unearthed or uncovered during road realignment.
From 2006, much of the tram is still in situ, since it was set in concrete. Not only has it been covered by asphalt, and sometimes you can see when it breaks the asphalt road surface.
Many wood poster canopy and two waiting sheds continue to serve as shelters along the old tram lines. However, some shelters have been moved from its original position.
A red "tram stop" post is on the corner of Old Cleveland and Cavendish Roads, however, the post was moved from its original position when the cross was changed in mid-1980.
Most of the former electrical substations remain, with only Russell Street substation demolished and Logan Road substation dismantled and moved to the town of Murgon, near the railway station in that city.
A number of buildings in the CBD and inner suburbs retain the brackets (or "rosette") which is attached trams costs. A notable example is the Adelaide street facade of the City of Brisbane.
The original blue "City of Brisbane" and "DOT" signs Coronation of the former headquarters unit are now in the northwest corner of Brisbane Transport Toowong workshops.
span wooden poles remain along many lines old tram. These poles can be distinguished from other poles of their distinctive conical cups (some retaining cast iron lids like inverted flower pots) and have holes in front of the street above, where the cables were connected span.
The highway overpass in the Dutton Park railway station retains two large steel posts tram section.
Canning Bridge Norman Park retains its four metal poles span tram.
See also
Tram controls
Brisbane Tramway Museum
References
Brimson, Samuel, "The Tram of Australia", Dreamweaver Books, 1983. ISBN 0-949825-01-8
Brisbane City Council Annual Reports (Different from 1925 to 1974)
Clark, Howard R. and R. David Keenan, "Brisbane Tramways – The Last Decade", Transit Press 1977 (Reprinted 1985). ISBN 0-909338-01-9
Cole JR: "Building a City: Greater Brisbane 1925-1985, Brisbane 1984
Richardson, J. (Ed.), Valle del Destino, a summary graphic Brisbane trams, Issue 2, traction Publications, Canberra, 1964.
ABCDEFGHIJK ^ Ford, Garry (2008). Carolyn Fitz-Gerald. ed. "The streetcars, trams and terminals." Brisbane: Water, Energy and Industry Paper No. 20 (Kelvin Grove, Queensland: Brisbane History Group) 5665. ISBN 9780975179338.
^ Brisbane Light Rail system deviated
^ QLD: Four consortia to submit the details of the light rail – AAP General News (Australia) – HighBeam Research
Trams back in Brisbane ^
proposal ^ Green 'light rail best for Brisbane
^ Trams, light rail or giant buses?
^ Queensland Parliament E-Petition – Brisbane's trams
EV
Trams in Australia
Cities
Ballarat Adelaide (Glenelg Tram) Bendigo Brisbane, Geelong Hobart Melbourne Sydney Maitland, Newcastle (light rail)
Operators
Metro Transport Sydney KDR TransAdelaide Melbourne (Yarra Trams)
Heritage
Brisbane Tramway Museum Sydney Tramway Museum Tramway Museum Society of Victoria Harbor Horse Drawn Tram Victor St. Kilda Tram Museum (SA)
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