The Bellcord Journal of the Melbourne Tram Museum Number 47 — September 2020 Queens Way, St Kilda 1969 The Bellcord — September 2020 2 Front cover Updated layout City bound L 101 and SW6 902 on the newly constructed Queens Way In moving to a digital format for The Bellcord, we can now bring our readers waiting to enter the tram stop on a greatly expanded quarterly newsletter, with more tramway content than the other side of the Upton Rd was possible with print. This move to digital was precipitated by the Bridge (20 July 1969). increasing costs of printing and postage. To assist with reading on computer monitors, tablets and mobile phones, In late 1968 this new track replaced the layout has been updated. It is designed for vertical scrolling with each the abandoned Wellington St line new page appearing below the previous page. Hyperlinks are added in which had operated for 77 years, some places for easier access. first as a cable tramway then an electric tramway. (See article on We hope that you enjoy reading our new issue. The Bellcord's production is page 11.) made possible with the support of the museum's financial members. Photo: Dale Budd Museum news The museum has been closed since mid March due to the Coronavirus (COVID-19) pandemic. The committee is following government directions and working on procedures to protect the health of our visitors and volunteers before reopening. The date of the first open day will be announced on our website and social media accounts. AGM Museum: The museum’s Annual General Meeting will be conducted on Saturday 26 8 Wallen Road September 2020 via teleconferencing. Members will be advised of the time Hawthorn Vic 3122 and logon arrangements. Postal address: Editor PO Box 6172 Hawthorn West Vic 3122 E-mail: [email protected] Website: www.trammuseum.org.au The Bellcord is published by In this issue the Melbourne Tram Museum Inc, A0048167Z, When will that cable break? 3 ABN 11 293 508 607. Melbourne’sabandoned tram lines 9 Copyright © Melbourne Tram Museum Incorporated 2020. St Kilda Junction 11 Point Ormond 15 Editor: Geoff Brown 1919 Flu Pandemic 17 The Bellcord — September 2020 3 When will that cable break? ABOVE: A crowded city bound cable In 1940 Australia was at war and Melbourne’s public transport was tram on the Northcote line rounds overcrowded, exacerbated by petrol rationing. While most of Melbourne’s the sharp curve from Smith St into cable tram network had already been converted to electric trams or buses, Gertrude St, Collingwood, only six the two heavily trafficked Bourke St lines soldiered on. months before the line’s closure (22 March 1940). A headline in The Sun on 14 September 1940 caught the mood. The sign on the dummy’s roof reads ‘New Palais Royale, Royal Exhibition Building’,apopulardancevenue. Photo: Wal Jack The reality was that these two remaining lines of Melbourne’s robust but aged cable tram network would be operated until they were worn out. The Melbourne and Metropolitan Tramways Board (M&MTB) minutes of the time have provided some interesting background. Board decision In 1938, Board Chairman Hector Bell had returned from a seven month overseas trip with a recommendation to use more efficient compression- ignition diesel buses for the conversion of the three remaining cable lines. The Board and government accepted his recommendation. A decision to convert the Johnston St, Collingwood line to buses had already been taken in 1935 and this proceeded on 15 April 1939. This left two lines with two tram sheds, two engine houses and approx 70 car sets. The Bellcord — September 2020 4 RIGHT: Passengers boarding a Nicholson St (North Fitzroy) bound cable tram at the Bourke St/Spencer St terminus (1940). In the background W2 272 passes Spencer St Station heading toward its terminus at Lonsdale St. Photo: Wal Jack Both the Northcote and Nicholson St lines serviced Bourke St and had initially been listed for conversion to electric trams. But Bell’s recommendation was accepted on the understanding that electric trams would be installed if the double deck diesel buses proved unsuccessful. Buses The implementation of this decision required the purchase of 45 double deck buses for the Northcote line and 14 additional single deck buses for the Nicholson St line. The chassis were ordered from Leyland in England in December 1938 and the body building work for the double deck buses tendered to Melbourne and Adelaide firms in the middle of 1939. The M&MTB supplied the aluminium body panels and other items. However all did not go to plan. The Adelaide firm of Lawton and Sons failed to complete their fourteen buses to the required schedule with construction of the final four buses being re-allocated to the Melbourne builders of Martin & King and Cheetham & Borwick. Two convoys of five buses were driven from Adelaide to Melbourne via the Princes Highway, each taking four days for the trip. (The Herald, 4 April 1940) Details of these double deck buses and the reasons for their subsequent unsatisfactory performance are explained in Russell Jones’s article, No Stairway to Heaven on the museum website. Railway bridge Double deck buses were unable to fit under the railway bridge in Queens Pde, Clifton Hill. Work to lower parts of the road surface between the tram tracks and the bridge abutments was approved during December 1939 and completed by March 1940, leaving the tracks at their original level. The Bellcord — September 2020 5 RIGHT: Looking west along Queens Pde, a Northcote bound cable tram crosses the Merri Creek after passing under the Clifton Hill railway bridge (6 May 1940). The roadway at either side of the tracks had been lowered in March 1940 to enable the use of double deck buses. Photo: Wal Larson The rope The cable, known locally as ‘the rope’, was the mainstay of the cable tram 1940 High St network, in constant need of monitoring, repair and replacement. Each cable was approximately 3 cm in diameter and several kilometres in length, composed of over 40 wire strands wrapped around a hempen core. Australian industry could not manufacture cable to such specifications Railway NORTHCOTE bridge and so several of these cables were imported each year from England. To continue operations, new cables were required. On 20 April 1939, the Board approved the purchase of 7.4 kms (24,300 feet) of cable for the NORTH Queens Pde FITZROY Gertrude St/Smith St section and 0.6 kms (1,900 feet) for the auxiliary cable at the Gertrude St/Nicholson St intersection. Smith St Nicholson St For the Bourke St section they purchased 6 kms (20,000 feet) of cable from Gertrude St the Country Roads Board, which was left over haulage cable from the San Remo Bridge project at Phillip Island. It was slightly longer than required. The cables in the Nicholson St and High St sections were noted as being Bourke St secondhand. These cables were put into service on Bourke St on 21 January 1940 and Gertrude St/Smith St on 28 January, estimated to run until the end of July. Main cables Auxiliary cable Closure Nearby electric tram lines During mid April 1940, the Federal Department of Supply discussed with Central Bus Garage the Chairman the possibility of continuing the cable system to conserve oil & tram shed and petrol. Mr Bell advised, “the Board would do so as long as the existing Tram shed, Clifton Hill ropes last, which might be a few months, but in view of the difficulty in Engine houses obtaining ropes it would be necessary to start the bus system immediately the ropes showed signs of giving out.” ABOVE: Melbourne’s two remaining The new cables installed in January 1940 lasted nine months – well cable lines in 1940. beyond most expectations. Eventually they became too risky to operate Map: Geoff Brown and closure occurred on 26 October 1940. The exact timing was kept quiet The Bellcord — September 2020 6 to avoid the problem of souvenir hunters and vandals experienced in previous closures. Buses were rolled out early that evening, repeating the successful tactic used for the April 1939 closure of the Johnston St line. At the Board meeting five days later, it was “resolved that the Board’s appreciation be conveyed to the Manager, other officers and staff for the careful organisation which resulted in the satisfactory inauguration of the bus service.” However the search for new cables continued after the closure. At that same meeting, the Board approved the purchase of new cables for £9,400. Approval was given by the Victorian and Australian Governments for this purchase, but the UK Government said “NO” to an export licence. Representations were made by the High Commissioner for Australia to the UK Board of Trade, but to no avail. Bus garage As buses began replacing cable trams, a large central bus garage and a workshop capable of housing and maintaining a bus fleet became a priority. Cable tram maintenance ceased at the car shops and was relocated to the Preston Workshops in 1931. The Nicholson Street shops were subsequently re-modelled and extended for use as the bus garage workshops, store, clock shop, mess room and bus driving school. However this was only a temporary measure. In the following years the site was greatly expanded and new maintenance and traffic facilities were constructed on Scotchmer St and at the rear of the site. This then enabled the Nicholson St car shed and shops to be demolished to provide increased parking for buses and a site for a traffic control building.