Railways and Tramways of Australia

There were variations within most of the types listed above, including different seating capacities, motors, trucks and other features.

 

Although other Australian tramways used double deck cars, Hobart was the only location where they were standard vehicles. It was also the only Australian tramway system where bow collectors were standard; most other electric tramways used trolley poles. Another unusual feature about Hobart’s tramway system was that it never used footboard cars and did not have drop-centre combination trams, with these vehicles being common on most other Australian electric tramways.

 

Three accidents involving double-deck trams turning over occurred on the Sandy Bay line in the space of two and a half years, although no incidents of trams overturning had occurred previously. These accidents led to concern about the safety of these trams and consequently the 31 double-deck cars had their upper decks removed in 1948–49 and were returned to service as single-deck trams. In each of the accidents the tram derailed before hitting the kerb and then toppling over. No. 1 toppled over on 13 February 1946 and was returned to service as a single-deck tram. No. 63 toppled over on 20 November 1946, causing injuries to two passengers. Damage to the tram was considered too bad for it to be returned to service. Tram No. 49 turned over on 29 July 1948 at almost the same location that No. 1 had toppled over, resulting in injuries to 12 passengers and the conductor. No. 49 was later returned to service.

 

Closure

Hobart’s tramway system was at its maximum extent from 1931 to 1942 when 31 route kilometres were open for traffic. On 24 August 1942 trams on the Cascades line were replaced by trolley buses, although a limited number of trams continued to run as far as Darcy Street because of a shortage of trolley buses. Heavy passenger loadings during the Second World War (1939–45) placed considerable pressure on Hobart’s tramway fleet. Plans for track duplications after the war were delayed and eventually cancelled.

 

In 1954 the Tasmanian Government became interested in taking over the tramways. An agreement was reached and on 1 March 1955 the Metropolitan Transport Trust took control of Hobart City Council’s tram and bus services. The newly-formed trust soon began replacing trams with buses. Hobart’s tramways would last only another five years, but were maintained well during this period.

 

Hobart’s worst tramway accident occurred on 29 April 1960 when tram No. 131, which was heading towards Springfield, collided with a truck. The driver was injured and damage to the tram caused the controller and brakes to stop working, followed by it rolling backwards down a steep gradient for a distance of around 500 metres. It collided with tram No. 137 near Bathurst Street and the two trams locked together before they continued a further 120 metres. The conductor on No. 131, Raymond Donoghue, stayed on the tram, ringing the bell to warn people, and attempted to apply the handbrake. Donoghue was killed in the accident and 43 passengers were injured.

 

The final tram services on the Lenah Valley line operated on 3 August 1957 and the last tram to West Hobart ran on 22 February 1958. From 18 July 1960 a process of change from tram to bus services commenced, with buses operating most services but trams supplementing them at busy times. More buses were delivered and scrapping of trams occurred. The last tram service to Glenorchy was operated by tram No. 119 on 20 August 1960. From 30 September only five trams remained in service.

 

Hobart’s last passenger trams operated on the evening of 21 October 1960. Tram No. 135 operated the last service to Springfield, driven by Mr C Lincoln, departing from the city at 5.44 pm. After arrival at Springfield it proceeded to Moonah Depot. The final tram in passenger service was No. 128, driven by Mr T Smith, which departed from the General Post Office in the city at 6.12 pm for Moonah. A large crowd cheered and waved, and smoke bombs were let off. After 28 minutes No. 128 arrived at Moonah. A ceremonial run for invited guests ran from the city to Springfield and return on 24 October. Tram No. 130 operated the service and was decorated with flags, bunting and signs. A brief ceremony took place at Springfield before the tram returned to the city. After 67 years of faithful service, Hobart’s tramway system had been closed.

 

Preservation

A number of Hobart’s trams have survived into preservation. Double-deck tram No. 46 and single-deck bogie tram No. 141 are exhibits at the Tasmanian transport Museum in the Hobart suburb of Glenorchy. No. 46 was built in 1922 as a single-truck double-deck car and was converted to single-deck around 1948. It was later restored as a double-deck tram, being completed in 1993. No 141 was built in 1952 and was the second-last tram built for the Hobart tramway system.

 

Hobart City Council owns double-deck cars Nos 7 (built in 1917) and 17 (built in 1915), single-truck combination No. 39 (built in 1917), bogie single-deck Nos 118 (built in 1941) and 133 (built in 1947). Tram Nos 7, 17 and 118 were restored as part of plans in the early 2000s to operate trams along Hobart’s waterfront.

 

Bogie single-deck Nos 116 (built in 1940), 120 (built in 1936) and 136 (built in 1949) are owned by the Hobart Tram Restoration and Museum Society (H-TRAMS). This society had a goal to restore No. 116 to full operating condition, to restore other former Hobart trams, to open a museum, and operate a tourist tram service within Hobart.

 

Double-deck tram No. 20 (built in 1924) is owned by the Sydney Tramway Museum and is being rebuilt at Bendigo in Victoria to become a 1435 mm gauge vehicle.