Trams in Perth
The Perth tramway network served Perth, the capital city of Western Australia, from 1899 until 1958. According to one source, the central city terminus of the short lived horse tramway was the General Post Office, located within the Treasury Building, at the corner of St Georges Terrace and Barrack Street; the outlying terminus was said by the same source to be in East Perth. However, it now seems that, in fact, there was never a horse tram provided for the carriage of passengers in Perth. Rather, there was – it is believed – a horse tramway which ran from quarries just north of the city to the construction site of Government House situated in St Georges Terrace. For how long the horse tramway survived is not known, nor its exact route, as information has not yet been found, although research continues, it is known, that a horse omnibus system did exist. The initial Perth tramway was operated by Perth Electric Tramways Limited. Construction started on 30 January 1899, with services commencing on 28 September 1899.
The first line ran 4.8 kilometres along Hay Street, from East Perth near the WACA Ground to Thomas Street, West Perth. There was a spur line along Colin Street to Kings Park. Further lines opened were: Subiaco: along Hay Street and Rokeby Road to Thomas Street Nedlands: extension from Subiaco along Thomas Street and Broadway to Nedlands Baths Wellington Street East via Hill Street and Kensington Street to Trafalgar Road Wellington Street West to Thomas Street Mounts Bay Road to Point Lewis Mount Lawley via Beaufort Street and Walcott Street to York Street Victoria Park via The Causeway and Albany Highway Lincoln Street via Lord Street North Perth via Bulwer Street and Fitzgerald Street to Albert Street Leederville via Newcastle Street and Oxford Street Osborne Park extension from Leederville along Main Street to Royal StreetThese routes, together with other city track resulted in a 37 kilometre network by June 1913. At that time there were 53 trams in the fleet: 44 four-wheel single truck cars, nine larger bogie cars.
The Beaufort Street lines ran from a terminus at Barrack Square, which connected with the ferry service from Barrack Street Jetty. Under the franchise agreement entered into by the Perth Electric Tramways, the Perth City Council was able to take ownership of the tramways upon its expiry; however the State Government decided that it wanted to take ownership of the network and passing the Tramways Purchase Act 1912 cancelling the reversionary rights held by the council. The Nedlands line transferred on 29 May 1913, followed by the other lines on 1 July 1913; the Osborne Park line, operated by Town Properties was taken over by the government in December 1914. The tramway network was operated by the Western Australian Government Railways until April 1949 when a separate Western Australian Government Tramways & Ferries department was established which in turn in 1958 became the Metropolitan Transport Trust; as the city expanded so did the tram network with the following openings between 1913 and 1930: Nedlands extension of Mounts Bay Road line to Nedlands Baths Inglewood via Beaufort Street to Dundas Road Claremont via Thomas Street and Stirling Highway South Perth Zoo via The Causeway and Angelo Street Como from Mends Street Jetty via Labouchere Road Maylands along Guildford Road to Ferguson Street Mount Lawley Walcott Street to Blake Street Claremont via Mounts Bay Road and Stirling Highway Westana Road from Claremont station via Victoria Avenue Wembley via Woolwich Street and Cambridge Street to Nanson StreetThe Wellington St West line had been abandoned by early 1920s while the Colin Street to Kings Park Road was abandoned in 1930.
In the 1930s, the following extensions opened: Inglewood to Salisbury Street Victoria Park to Patricia Street Wembley to Alexander StreetThe Westana Road to Claremont station section closed in 1935 and the Crawley to Nedlands line in 1938, while the Wellington Street East and Wembley services were replaced by trolleybuses. In the early 1940s, the final extensions opened: Inglewood line extended by 400 metres to reach Grand Promenade Victoria Park line extended by 1.6 kilometres to serve the munitions factory at WelshpoolOver a ten-year period beginning in 1948, all of the lines were replaced by buses. The last tram ran on 19 July 1958. Over the years, a total of 130 trams were operated. Early examples were manufactured by J. G. Brill Company and Sharp Company and St. Louis Car Company in the United States, with examples by the WAGR's Midland Railway Workshops. Painted bright red, in 1903 a darker share of red was introduced; this was replaced by WAGR red with gold lining. In 1927, a light grey livery was adopted and in the 1930s the same cream and green livery as worn by the trolleybuses.
Some of the trams from the former Perth network are now preserved by the Perth Electric Tramway Society, at its heritage tramway in Whiteman Park, in the outer Perth suburb of Caversham. History of Perth, Western Australia Trams in Fremantle Trolleybuses in Perth Trams in Australia Brimson, Samuel; the Tramways of Australia. Sydney: Dreamweaver Books. Pp. 158–167. ISBN 0-949825-01-8. Campbell, Bob. "Perth Electric Tramway System Track Map drawn by A Gunzburg 8/81". Getting There by Tram in Western Australia. Mount Lawley: Perth Electric Tramway Society. ISBN 0646-38447-3. Culpeffer-Cooke, Tony. Tracks by the Swan: The Electric Tram and Trolleybus Era of Perth, Western Australia. Mount Lawley: Perth Electric Tramway Society. ISBN 978-0-9807577-0-5. "Perth Electric Tramway Society – Perth Trams". Retrieved 2010-06-09. Campbell, Bob. Getting there by Tram in Western Australia. Mount Lawley: Perth Electric Tramway Society Inc. ISBN 0646-38447-3. Jones, Colin. Watch for Trams. Kenthurs
Sydney F-Class Tram
The F-class trams were a class of two-bogie California combination car trams operated on the Sydney tram network with longitudinal seating in the open part of the car. They were rebuilt as the L-class trams and some again as the L/P-class trams. In 1899, F122 was built by Clyde Engineering as a prototype. Deemed a success, a further 250 were built by Clyde Engineering between 1900 and 1902, they were introduced for the electrification of the Eastern Suburbs, South-Western and Western lines. Between 1906 and 1914, all were converted to L class trams at Randwick Tramway Workshops with the open seating altered to a cross-bench configuration, like the K and O class trams, rather than the original cable-tram style outward-facing longitudinal seating. F393 was not included. Between 1918 and 1930, all L class were rebuilt to resemble the P class trams as the L/P class. In 1920, 16 were allocated to the Rockdale Line while 98 were transferred to the Newcastle network between 1923 and 1926. Ten of those at Newcastle had air hoses installed at their number 1 end, enabling them to tow trailers, including two hearses, as explained in the Newcastle electric text.
On the main system they operated out of Dowling Street, Newtown and Waverley depots. The last was withdrawn in 1951. Five have been preserved: 154, 257, 298, 341 & 393 at the Sydney Tramway Museum 284 at the Newcastle Museum Chinn, N. New South Wales Tramcar Handbook 1861-1961. Vol. 1. South Pacific Electric Railway Cooperative Society. ISBN 9780959865967. McCarthy, Ken. New South Wales Tramcar Handbook 1861-1961. Vol. 2. South Pacific Electric Railway Cooperative Society. ISBN 9780959865974. Media related to Sydney F-Class Tram at Wikimedia Commons Media related to Sydney L/P-Class Tram at Wikimedia Commons
Mayfield, New South Wales
Mayfield is a north-western suburb of Newcastle, New South Wales, which takes its name from Ada May a daughter of the landowner there, John Scholey. Its boundaries are the Hunter River to the north, the Main Northern railway line to the south, the railway line to Newcastle Harbour to the east, open ground to the west. Much of Mayfield was named North Waratah, formed part of the large Municipality of Waratah, of which John Scholey was three times Mayor. In 1938 an Act of the New South Wales Parliament created a "City of Greater Newcastle", incorporating 11 municipalities into one local government area, including Waratah; until it was subdivided by Scholey and the land put up for sale, it was semi-forested scrub and fields. However, St Andrew's Church at North Waratah was opened as early as 1861, fell within the Church of England Diocese of Newcastle, New South Wales. In 1924 a new church was dedicated at St. Andrews, Mayfield, to replace the aging colonial church. Mayfield was a pleasant garden suburb on the outskirts of Newcastle, by 1901 contained a Roman Catholic monastery, several fine Victorian mansions belonging to prominent businessmen and lawyers.
Of note, there was N. B. Creer, Charles Upfold built a large mansion on a piece of land in Crebert Street, North Waratah, given to him by his friend John Scholey, it was sold to biscuit manufacturer, William Arnott who named the mansion "Arnott Holme". Arnott sold it in 1898 to Isaac Winn, owner of the big Newcastle department store. Winn renamed the mansion "Winn Court" and John Scholey's "Mayfield House", for which the sandstone was brought from England. BHP constructed, in the early 1920s, a fine mansion in Crebert Street, with extensive gardens, for their General Manager. Now owned and named The Bella Vista, it is used as a weddings and functions centre. In 1896, the Broken Hill Proprietary Company acquired land on the river shore at Mayfield East for smelters, in 1910 it was decided that they would construct here a major steel works and foundries, with a 350-ton blast furnace and three 65-ton open hearth steel furnaces, a bloom mill and heavy rail mill, with by-product coke ovens to supply coke for the blast furnaces.
The advantages of the site played a major part in this decision: for transport both rail and shipping existed, they had close proximity to the Newcastle and South Maitland coalfields. The task of reclaiming swampland at Port Waratah for the main site began in January 1913, the New South Wales Government undertook to dredge and maintain a river channel between the works and the sea, 500 feet wide and 25 feet deep at low water to the steelwork's basin and wharves. Altogether the company acquired 1,225 acres; the blast furnace commenced operations in March 1915. Other industries followed, such as galvanized iron manufacturers John Co.. Rylands Bros, tubemakers Stewarts & Lloyds, the Newcastle Chemical Co, sited themselves adjacent to the steel works; the result was pollution. The housing erected during and after World War I was overwhelmingly for those with employment in the heavy industries. A large proportion of the Steel Works closed down in September 1999 which had a knock on effect with adjacent industries, several of whom were now struggling with developing world markets.
The remaining steel mills which are Australian Tube Mills, Newcastle Wire Mill and Rod Mill remain in operation to this day under the company of Liberty Steel. Today Mayfield is the most culturally diverse suburb in Newcastle and home to over 14,000 residents from all over the world. GeneralThe B. H. P. Review - Jubilee Number, Victoria, June 1935. Newcastle - 150 Years, edited by Eric Lingard, Newcastle, 1947; the Diocese of Newcastle, by A. P. Elkin, Sydney, 1955. Federal Directory of Newcastle & District 1901 reprinted Newcastle, 1982, ISBN 0-9593518-0-9 Basic map of Mayfield
Newcastle Light Rail
The Newcastle Light Rail is a light rail system in Newcastle, New South Wales, running from Newcastle Interchange through the central business district to Pacific Park. Major construction commenced in September 2017 with the line was opened on 17 February 2019, it is operated by Newcastle Transport. For decades the Newcastle railway line had been seen by some as an impediment to the redevelopment of Newcastle's central business district with many proposals for its closure. In December 2012, the Government of New South Wales announced its intention to close the line east of Wickham with the closure of Wickham and Newcastle stations; the line closed between Hamilton and Newcastle stations on 25 December 2014. A permanent terminus, Newcastle Interchange, was constructed adjacent to the former Wickham station, was opened on 15 October 2017. Two options were put forward for the light rail route - reusing the heavy rail corridor or using an on-street route. In May 2014, it was announced a light rail line would be built using a predominantly on-street route.
About 500 m of the existing rail corridor east of Wickham station will be reused, before the light rail proceeds along Scott and Hunter Streets to terminate at Pacific Park in Newcastle East. The decision to use a predominantly on-street route drew mixed reactions and led to speculation that the railway corridor could be sold to property developers, it went against the advice of Transport for NSW, which supported reusing the heavy rail corridor and advised the government that an on-street route could cost $100 million extra and deliver a slower service. In December 2014, the Government announced that Newcastle City Council would have the final say in determining any future development in the former rail corridor; the replacement of the heavy rail line with light rail has been controversial. Several newspapers in the Hunter region led a campaign to retain the heavy rail link. Newcastle City Council was supportive of the light rail project, but following a mayoral by-election in November 2014 the council advocated retaining the heavy rail line instead.
In August 2015 Transport for NSW put out a tender for a technical advisor to assist in the development of this project. Registrations of interest for companies to design and construct the Newcastle Light Rail were called in January 2016. In December 2014 it was estimated that construction would commence in late 2015 but by January 2016 the date had slipped to the second half of 2016. In April 2016 it was stated that major construction would start in 2017 and be complete in 2019. Establishment of a site office commenced in February 2017. Major construction started around the middle of 2017. A list of stops along the route was released in April 2016. Stops proposed are: Newcastle Interchange, Civic, Crown Street, Market Street and Pacific Park; each light rail vehicle will carry at least 100 passengers. In July 2018 an alternate list of names was published where Market St could be Queens Wharf and Pacific Park could be Newcastle Beach. In April 2016 CPB Contractors, Downer Group, John Holland, Laing O'Rourke and McConnell Dowell were shortlisted to bid for the contract to build the infrastructure.
Downer was awarded the contract in August. The government announced in April 2017 that the trams would use on board energy storage technology to allow the majority of the line to operate without overhead wires; this differs from the approach used in the wire-free section of Sydney's CBD and South East Light Rail, which powers the trams via a proprietary ground-level power supply technology. Construction of the light rail was completed by the end of September 2018. A free community open day for the public was held on 17 February 2019 with regular services commencing the next day. Services are operated by Newcastle Transport. A depot was built on the site of the former Wickham railway station. A fleet of six CAF Urbos 100 trams operate the service; the trams are 33 metres long. The trams were purchased by exercising an option under the rolling stock contract for Sydney's Inner West Light Rail; the Newcastle variant of the vehicles includes technology to enable wire-free operation, onboard surfboard racks and a different livery.
Newcastle Interchange is a transport interchange situated in the inner suburb of Wickham. It serves as the termini for NSW TrainLink's Central Coast & Newcastle Line and Hunter Line train services, Newcastle Light Rail services and a number of Newcastle Transport bus routes. Honeysuckle is located adjacent to Honeysuckle Drive and Hunter street in the inner city suburb of Newcastle West; the new station will provide direct access to Tafe NSW as well as bus connections located not far from the station on Hunter Street. Civic light rail station was constructed in front of the former Civic railway station on Hunter Street; the railway station was built in 1935 and was serviced by the Newcastle railway line until 2014 when it permanently closed as a railway station. The new light rail station was built strategically in the geographically heart of Newcastle and it is hoped it will improve the north-south connectivity through the CBD. Civic light rail station is located on Hunter Street in the Newcastle CBD providing direct access to a number of inner-city attractions including Newcastle City Hall, Newcastle Museum and Newcastle Civic Park.
Crown Street station is located adjacent to the Hunter Street and Crown Street intersection in the Newcastle CBD precinct. Queens Wharf station is located on Scott Street and will provide access to Market Street retail precinct and the Queens Wharf ferry terminal, it was to have been named Market St. Newcastle Beach station is located on the corner of Scott Street and Pacific Street, adjacent to Pacific Park in the i
Baldwin Locomotive Works
The Baldwin Locomotive Works was an American manufacturer of railroad locomotives from 1825 to 1956. Located in Philadelphia, it moved to nearby Eddystone, Pennsylvania, in the early 20th century; the company was for decades the world's largest producer of steam locomotives, but struggled to compete as demand switched to diesel locomotives. Baldwin produced the last of its 70,000-plus locomotives in 1956 and went out of business in 1972; the company has no relation to the E. M. Baldwin and Sons locomotive builder of Australia; the Baldwin Locomotive Works had a humble beginning. Matthias W. Baldwin, the founder, was a jeweller and whitesmith, who, in 1825, formed a partnership with a machinist, engaged in the manufacture of bookbinders' tools and cylinders for calico printing. Baldwin designed and constructed for his own use a small stationary engine, the workmanship of, so excellent and its efficiency so great that he was solicited to build others like it for various parties, thus led to turn his attention to steam engineering.
The original engine was in use and powered many departments of the works for well over 60 years, is on display at the Smithsonian Institution in Washington, DC. In 1831, at the request of the Philadelphia Museum, Baldwin built a miniature locomotive for exhibition, such a success that he received that year an order from a railway company for a locomotive to run on a short line to the suburbs of Philadelphia; the Camden and Amboy Railroad Company had shortly before imported a locomotive from England, stored in Bordentown, New Jersey. It had not yet been assembled by Isaac Dripps, he made notes of the principal dimensions. Aided by these figures, he commenced his task; the difficulties attending the execution of this first order were such that they are not understood by present-day mechanics. Modern machine tools did not exist, it was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia and Norristown Railroad on November 23, 1832.
It was at once put in active service, did duty for over 20 years. It was a four-wheeled engine; the wheels were of heavy cast iron hubs, with wooden spokes and rims, wrought iron tires, the frame was made of wood placed outside the wheels. It had a 30 inches diameter boiler. Top speed was 28 mph. Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840 and the company was in debt; as part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved short-lived, they helped Baldwin pull through the economic hard times. Zerah Colburn was one of many engineers. Between 1854 and 1861, when Colburn went to work more or less permanently in London, the journalist was in frequent touch with M. W. Baldwin, as recorded in Zerah Colburn: The Spirit of Darkness. Colburn was full of praise for the quality of Baldwin's work. In the 1850s, railroad building became a national obsession, with many new carriers starting up in the Midwest and South.
While this helped drive up demand for Baldwin products, it increased competition as more companies entered the locomotive production field. Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay. Taking advantage of human nature, this increased incentives and productivity. By 1857, the company employed 600 men, but another economic downturn, this time the Panic of 1857, cut into business again. Output fell by 50 percent in 1858; the Civil War at first appeared disastrous for Baldwin. According to John K. Brown in The Baldwin Locomotive Works, 1831-1915: A Study in American Industrial Practice, at the start of the conflict Baldwin had a great dependence on Southern railways as its primary market. In 1860, nearly 80 percent of Baldwin's output went to carriers in states that would soon secede from the Union; as a result, Baldwin's production in 1861 fell more than 50 percent compared to the previous year. However, the loss in Southern sales was counterbalanced by purchases by the U.
S. Military Railroads and the Pennsylvania Railroad, which saw its traffic soar, as Baldwin produced more than 100 engines for carriers during the 1861–1865 war. By the time Matthias Baldwin died in 1866, his company was vying with Rogers Locomotive and Machine Works for the top spot among locomotive producers. By 1870 Baldwin had taken the lead and a decade it was producing 2½ times as many engines as its nearest competitor, according to the U. S. Manufacturing Census. In 1897 the Baldwin Locomotive Works was presented as one of the examples of successful shop management in a series of articles by Horace Lucian Arnold; the article described the Piece Rate System used in the shop management. Burton commented, that "in the Baldwin Locomotive Works... piecework rates are altered... Some rates have remained unchanged for the past twenty years, a workman is there more esteemed when
Trams in Hobart
The Australian city of Hobart, Tasmania’s capital city, no longer has a network of trams operating, but it once had an extensive and popular system that reached the majority of Hobart suburbs. The Hobart tram network was established in 1893 by a private consortium known as the Hobart Electric Tram Company, providing Hobart with the first complete electric tramway in the Southern Hemisphere, its fleet of double-decker trams were the only such trams in Australia. The Hobart tram network was successful for much of the early twentieth century, but by 1960 it had decided to close the tramways in favour of electric-powered trolley buses. By 1968, the trolley buses had been replaced in favour of a bus-based network; the Hobart tram network was the first in the southern hemisphere to be electrified, was the first in the world to operate double-decker trams. It operated on eight lines for 67 years, before it was replaced by a bus network operated by the Metropolitan Transport Trust. In 2003 the Hobart City Council proposed a waterfront Heritage tramway, but never carried through the project, in recent years various studies and proposals have been suggested for the reintroduction of trams to Hobart.
In the late nineteenth century, Hobart's population had risen over 50,000, but its area was little more than a square mile, still had no public transportation services, although horse-drawn coaches were available for access to out-lying towns and regional Tasmania. Hobart had begun to grow and develop, was constructing the features and resources expected of a modern European city. By the late nineteenth century most major cities in Europe were developing public transport systems such as underground railways or tram networks, the citizens of Hobart were calling for something similar for their town; some Hobartians saw that a workable public-transport system was essential for economic growth, had witnessed the positive benefits that such systems were bringing to the mainland capitals of Sydney and Melbourne, which had developed steam and cable-powered public transport networks. In the early 1880s, a group of British businessmen presented a proposal to the Tasmanian Government that outlined the benefits a tramway system would bring to Hobart.
The initial proposal did not include a power traction system, but it soon became clear the consortium favoured an electrified system with the added benefit that the company, when established, would be able to use their cabling network to provide commercial electricity to the homes of Hobart consumers and businesses parallel to the tramways lines. After careful consideration, the Tasmanian Government of Premier, William Giblin passed the Hobart Tramways Act in 1884; the government had reservations about electrification, countered the original electrified proposal with a new proposal which allowed for steam powered trams to operation on a 3’6” gauge track. The government wished for the first line opened to be 2.485 miles of track on along Macquarie Street and Cascade Road, providing transport for workers at the Cascade Brewery. Despite the government's insistence, the project's backers would not be swayed, with the legislative approval having passed, the British entrepreneurs registered the Hobart Electric Tramway Company in 1886.
One of the businessmen, Charles Henry Grant floated the company in London. The same year they built and displayed a model tramway in the Hobart Town Hall in order to raise support for their electrified system, it had not been clear what the government's opposition to electrification was, but it seems to have been a combination of initial public skepticism to a new-found and little understood energy source, the lobbying of the powerful local gas suppliers, who saw a new threat to their monopoly over street lighting and household supply. Despite the agonising delay, the London consortium persisted with their proposal and were rewarded eight years after the legislation had passed when a contract was let in 1892 to the London firm of Siemens Brothers for the construction of an electrified system. Siemens had tendered for the contract at a below market value price, as they had hoped that by establishing an affordable, successful network in a small city, the Hobart tram network would act as advertising for their products in the Australasian market, in which the company was hoping to expand.
Siemens bros. Constructed three routes; the first of which ran from the Hobart railway station along the proposed route to the Cascade Brewery, a second route departed from Elizabeth Street outside the Hobart General Post Office and ran along Sandy Bay Road, the third route ran northwards along Elizabeth Street to Moonah. After nearly ten years of political wrangling and delays caused by the overhead electric lines interfering with telephone systems, the first line opened on 23 September 1893, making it the first complete electric tramway system to be established in the Southern Hemisphere. In a world first, the Hobart tram network operated double-decker trams, although these soon proved to have difficulties navigating on Hobart's hillier routes; the Hobart network was the first tramway to use sliding bow collectors to collect the power from the overhead wires, borrowing the technology from electrified'heavy' rail networks in Europe. The Hobart tram network soon proved to be popular for commuters, began to expand.
Single deck trams were introduced in 1906 for the routes on which double-deckers experienced problems. Hobart City Council had never felt happy about a run public transport network over which they exerted little control, were aggrieved that the Hobart Electric Tramway Company had not accepte
Trams in Fremantle
The Fremantle tramway network linked the central business district of Fremantle, the port city for Perth, Western Australia, with nearby suburbs. Small but comprehensive, it operated between 1905 and 1952; the Fremantle Municipal Tramways began operations on 30 October 1905. Prior to that date, there was no public transport system in Fremantle; the tram network expanded into North Fremantle in 1908, into Melville in 1915. The North Fremantle line was replaced by diesel buses; the rest of the network reached its peak usage during World War II. After World War II, the system operated quite profitably for the Council. However, the decision of the State Government to nationalise the south-west electricity systems from private and council ownership to the newly formed State Electricity Commission in the early 1950s meant that the price of power to the trams increased markedly, to the extent that supply was costly to the Council; as a result, without any fanfare at all, the whole system was closed after the last tram ran into the Carbarn in Queen Victoria Street on 8 November 1952.
By the time Fremantle's tram network was operational in April 1906, it had four lines: High Street, via city loop, South Terrace and Mandurah Road to Douro Road, South Fremantle. A combination of business and pleasure, this line connected central Fremantle with the South Beach foreshore. During the week, the South line served commuters heading towards Fremantle, on summer weekends, people would travel from Perth and further afield to take the South line to South Beach. From 1907, the line included a short "city loop", running past the relocated Fremantle railway station in Phillimore Street. In 1923, the facilities at South Beach were expanded, with the opening of a Hydrodome; the South line remained open until the whole network was closed in 1952. High Street, via Adelaide Street and Canning Road to Allen Street, East Fremantle. In 1909, this line was extended on the border between East Fremantle and Palmyra. On 15 December 1915, the Melville Roads Board opened a further extension along Canning Road, this time to the corner of Stock Road, Bicton.
High Street, via Marmion Street to Duke Street, Marmion. In 1908, this line was extended along Marmion Street in an easterly direction, south to High Street, where it continued east to a new terminus at the Fremantle Cemetery, Carrington Street, East Fremantle; the line along Marmion Street was later extended to McKimmie Street, Palmyra. High Street, via Hampton Street to Beaconsfield public school, cnr Lefroy Road, Beaconsfield; this line was extended along Hampton Street, Wray Avenue and South Street to Central Avenue, subsequently to Carrington Street, Beaconsfield. It was closed in 1948. High Street, via Adelaide Street, the Swan River Bridge and the Perth-Fremantle Road to Leighton Street, North Fremantle. On 30 September 1908, a new route to North Fremantle was added to the network; the North Fremantle route was operated by the North Fremantle Municipality. It did not enjoy the same success as the original network, was closed on 30 November 1938. Canning Road, via Point Walter Road, to Point Walter reserve, Bicton.
On 15 December 1915 with its opening of the extension of the East line to Stock Road, the Melville Roads Board opened a second new route, to Point Walter in Bicton. The opening of this route helped to develop Point Walter into a popular resort and place of entertainment. Along with the trams came electric lighting, soon afterwards, well patronised shops and restaurants. Entertainment at Point Walter included McNamara's Band. There were panoramic views of the Swan River dotted with the sails of racing yachts. Over time, increasing numbers of motor car owners chose to seek entertainment further away from Fremantle than Point Walter; as a result, the Point Walter resort fell into disrepair, patronage on the Point Walter line declined. In 1939, the line was closed. A total of 36 trams entered service on the Fremantle tram network between 1905 and 1939. Most of them remained in service until 1949 or later. Unlike their Perth counterparts, the various classes of Fremantle tram were not allocated any class designator code.
Each individual Fremantle tram was identified only by its unique number. Most Fremantle trams fell with a small transitional group in between; the first main Fremantle tram class, made up of tramcars 1 to 19, 24 and 25, was of single truck, drop end, open California combination tram cars. They entered service between 1905 and 1914. Tramcars 20 to 23 were the transitional group; each of them entered service between 1912 and 1915. The second main class of Fremantle tram was made up of tramcars 26 to 36, they were bogie saloon cars, entered service between 1921 and 1939. The trams were manufactured by J. G. Brill Company in the United States and locally by Boltons and the Midland Railway Workshops, by the FMT; the dominant colour in the livery of every Fremantle tram was a shade of maroon. The single truck tramcars were lined with pinstripes, the bogie trams painted a cream colour at window level. Fremantle's trams 14, 28, 29 and 36 have been preserved by the Perth Electric Tramway Society at its heritage tramway in Whiteman Park.
Media related to Trams in Fremantle, Western Australia at Wikimedia Commons