Tracks and Trackless: Chesterfields Trams and Trolleybuses

This request was rejected as it was claimed that the system was in excellent repair and any future renewals would be paid for by a fresh loan. This policy was to cause the system to fall into disrepair in later years. In April , the purchase of a top cover was authorised, and this was fitted to tram No. A poll was held in the town on the subject of Sunday services, but opinion was against their introduction at the time.

In November the purchase of four additional trams was authorised, along with the provision of slipper brakes on the eighteen existing trams and new trolley standards for eight trams. On 20 December a special meeting of the council approved the extension to River. It was commented in the Dover Express that more covered cars should be provided but the cover fitted to No.

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It was eventually removed and converted to an office at the Maxton depot. The new trams were delivered on 19 May and the new line at Crabble Hill was under construction by June. By September the line was complete enough for a Board of Trade inspection.

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The official opening of the extension was on 2 October. In , the level crossing at the Crosswall was again the cause of a dispute. The railway company had renewed their track, but had not reinstated the tramway, arguing that this was not their responsibility. They were delivered in In June , the track cleaning tram was adapted to enable it to water the streets where it ran.

The track was by this time in a poor condition. The war led to a shortage of both materials for renewal of the track and spares for the trams. With the start of air raids, the service was cut back so that all trams were in the depot by 10pm. The question of a through service from Maxton to the Pier was again raised in , but it was decided not to introduce this.

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On 19 August , an accident occurred when tram No. Eleven passengers were killed and sixty were injured. As a consequence of the accident, the use of the top deck was banned on Crabble Hill. Manager E C Carden was criticised at the time for the state of the system. He replied that the problems were down to shortage of spares and manpower caused by the war. Although about half the trams were unserviceable, only tram No.

Some of the trams were running on one motor. Bond had previously been with the Isle of Thanet and Colchester Tramways. It stated that the whole system was in very bad condition, with the track and overhead wiring needing replacement. Only about half of the fleet were in serviceable condition, with some of the early cars having been cannibalised in order to keep others running.

Mr Bond obtained authority to fit a set of steel wheels with removable tyres to one of the trams. It was found to be an improvement on the cast iron wheels in use, which easily developed flats. The overhead wiring was replaced, with new trolley poles where necessary.

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The suspension of the trams was also modernised where necessary. The ban on passengers using the top deck of trams on Crabble Hill was lifted in April The restoration of the double track at River was asked for, as were three new trams and provision of workshop facilities at the Buckland depot. The manager was asked to report on an extension of the system from Crabble, via Kearsney and London Road, thus making a loop at that part of the system.

Although negotiations were commenced in December to purchase land at Buckland for provision of workshops, agreement could not be reached and the scheme never got off the ground. All maintenance continuing to be done at the small Maxton depot. There were complaints that the system of repairs and renewals employed by the Borough Engineer was causing operational problem and complaints from residents affected by noisy track.

The Council decided to maintain the status quo having heard from the Borough Engineer.

Much track repair and renewal was done about this time. In October , the Manager again asked for the renewal of the double track at River, and for two new lines. The first was to be along Priory Road, which would have enabled a service between Maxton and River avoiding Worthington Street, and enabled easier transfer of trams between depots.

The second was an extension to serve Dover Marine station. He again asked for the provision of workshop facilities at the Buckland depot. In April , a trolleybus was demonstrated in the town but it did not impress the Council. Track repairs and renewals were done in Tower Hamlets and on the Folkestone Road that winter. In April , the question of a through service between Maxton and the Pier was again raised. Provision of such a service would have meant renewal of the track and overhead at the Worthington Street junction, which was in poor condition and made even empty stock working between the two depots difficult.

The proposal was again turned down. In July, the Council addressed the question of the long-term policy for transport within the Borough. Proposals were made to obtain powers to run buses or trolleybuses but these met strong opposition amongst the townsfolk. An accident occurred on Crabble Hill on 21 September when a tram ran away down the hill and derailed on the points at the bottom and had a head-on collision with another tram.

Despite much broken glass, there were no serious injuries. The two trams were repaired and returned to service. In the autumn of the Manager asked for more new trams. Most of the trams in service were in good condition, except for a few of the earliest trams which he considered were not worth spending money repairing. There were concerns that the top decks of some of the oldest trams may collapse. Meanwhile, Imperial Tramways, under the directorship of James Clifton Robinson, had acquired the worn-out tram network in West London, which it renovated and extended from Shepherds Bush to Acton, Ealing, Chiswick and Uxbridge, as the London United Tramways Company, using overhead electrification throughout [5] and its own network of ornate power stations, starting with Chiswick.

There were plans to run an underground tram line between South Kensington and the Albert Hall but it was withdrawn in and a pedestrian only route, the South Kensington subway, was built instead. The last tram using the subway system was 5 April After the slow start, electric trams rapidly became very popular; by , there were electric tramcars in London, which carried , passengers over Whitsun weekend in The LCC saw the electric trams as a way of driving social change, as its cheap, fast service could encourage workers to move out of the crowded inner city and live healthier lives in the suburbs.

Tracks and Trackless - Chesterfield's Trams & Trolleybuses (Electronic book text, UK ed.)

By , the London tram operators formed the largest tram network in Europe [5] but the onset of the Great War saw a halt in the expansion of the trams and thousands of conductors left to join the armed forces to be replaced by "substitute" women conductors known as 'conductorettes' A tram driver, like an omnibus driver, was deemed as a reserved occupation as it was considered that women did not have the physical capability of operating the heavy electrical controller or the brakes.

Several different companies and municipalities operated London's electric tramways. The largest was the LCC, with lines equipped with conduit current collection. Other operators mainly used the more conventional overhead electric wires. Many of London's trams had to be equipped with both systems of electricity supply, with routes being equipped with change points. During their heyday, tram services covered much of inner London and reached out to the suburbs, assisted by facilities like the Kingsway tramway subway , which enabled the longest tram route entirely within the County of London to operate: Route coverage might have been wider still but the terms of the Act meant that the passage of new tramways had to be negotiated individually with local authorities, who would sometimes impose prohibitively expensive improvement works as a condition of approval.

After the Great War, money for investment and maintenance became harder to find, as passengers migrated to the new motor bus services. LUT accompanied this change by introducing electric trolleybuses using twin overhead wires as a cheaper alternative for 17 miles 27 kilometres of its routes in A Royal Commission on Transport, held between and , ensured that the tram companies retained complete responsibility for the maintenance of its rails and highway, which was shared with other road users who contributed its wear. But this was accompanied by Parliamentary bills in and that set up the London Passenger Transport Board to operate the LCC's existing bus and underground train service and to purchase and manage all of London's tramways.

Under the LPTB, there was no new investment in tram services and the maintenance of services became a hot political issue in elections in South London, an area poorly served by Underground trains. At this time, trams were starting to be considered out-dated and inflexible and the phasing out and replacement by diesel buses or trolleybuses started in earnest around , when a large proportion of the trams and of the tracks and ancillary equipment were nearing the end of their useful life.

Replacement continued until hostilities stopped the conversion programme in June , leaving only the South London trams and the routes that went through the Kingsway subway into North London. After World War II , shortages of steel and electrical machinery were cited as reasons for not investing in maintenance, while the LCC reported that the service ran at a loss.

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The market for trams became smaller as other tramways were being forced to close at that time, as the nationalisation of electricity suppliers removed access to cheap electricity for those undertakings which owned their local power company. Valentine, one of the five full-time members of the London Transport Executive , saw trams as a major cause of road congestion , which would be relieved by the introduction of buses, with the aesthetic benefit of doing away with overhead wires and their noisy operation.

Retirement started in October and London's last trams ran in the early hours of 6 July to a rousing reception at New Cross Depot. No general improvement in traffic flow was seen after the trams were withdrawn. During the closure cycle of London's tram system, almost of the most modern trams known as the "Feltham" class and dating from were withdrawn and sold to Leeds where they continued in service until the abandonment of that city's trams in Most new rail systems in London have since been built to use light rail , as the steeper gradients, cheaper engines and more flexible land use inherent in modern designs have led to more affordable and practical systems.

The next generation of trams started with the opening of Tramlink in Croydon previously had many tramlines. However, in the Spring of , the Highways Committee were presented by the Mayor with the concept of running trams between East Croydon station and the new estate being constructed at New Addington.

This was based on the fact that the Feltham cars used in Croydon were going to Leeds to serve their new estates on reserved tracks. In , a private study with assistance from BR engineers, showed how easy it was to convert the West Croydon - Wimbledon train service to tram operation and successfully prevent conflict between trams and trains. All listings for this product Buy it now Buy it now. About this product Description Description. Marsden has written several books and a number of articles on military aviation themes, especially relating to fighter operations in both World Wars, and concentrating on Derbyshire aviators.

He lives in Bingley, West Yorkshire. Publication Data Place of Publication. Show more Show less. No ratings or reviews yet. Be the first to write a review.