The Golden Age of public transit
The Wentworth Street incline made an estimated 20,000,000 trips during its life. Serious accidents were almost unheard of.
TODAY’S BOOMING Mountain population plus the congestion problem of its access routes must bring chuckles from many old city residents.
They remember the era when one could make the climb almost majestically, taking in a thrilling spectacle of unfolding beauty of trees amid the stark contrast of industry as a passenger aboard Hamilton’s incline railways.
These were romantic 45-degree rail lines up the 350-foot hill.
The west-end incline, ending at Upper James Street, started operations in 1895 and was owned by the Hamilton and Barton Incline Railway Company. Steam power used to hiss its message of excitement for youngsters making the trip. The incline railway made its last run December 26, 1931.
Hamilton’s second, “lift” access was the Wentworth Street incline, born in 1899. Seven years later, George F. Webb acquired most of the assets. He reconstructed and modernized the line in 1915.
The harsh realities of economy forced the line out of business in 1936.
Both inclines were equipped with two cable cars which passed going in opposite directions, so that there was always one car at the top and one at the bottom. In addition to cars and horse-drawn wagons, each car could take 30 to 40 passengers.
It was two cents a ride for Mountain residents, and five cents a ride or eight tickets for 25 cents for those living below. School children travelled for a cent.
Among the big attractions around 1906 on top of the Mountain during balmy, summer evenings, were the performances of the Summers’ Stock Company. A theatre had been built on the Mountain just east of the Wentworth incline.
The Wentworth Street incline made an estimated 20,000,000 trips during its life. Serious accidents were almost unheard of. One workman was killed during alterations changing over from steam to electric power in 1915. Concrete piers and steel frames had to be erected to keep the track off ground, and a timber broke loose at the top, spiralling down to crush a workman to death who was working in the pit at the bottom.
Although the late 1920s saw the cash jingling merrily in the fare boxes, the early Depression years nearly crippled the lines. In June of 1931, the James Street incline took in only $469 for carrying motor vehicles and $222 for passengers. On busy days more than 2,000 would use the incline.
There were just over 2,000 people braving the unknown life atop the Mountain when the inclines started. Now there are 90,000 with a tremendous population explosion predicted in a few years.
The present access routes can’t handle much more, while erosion and time eat away at their edges. New incline lines have been discussed. A tunnel bored right up through the Mountain which would be free of treacherous ice in winter is another suggestion.
Nothing, however, could probably come close to the old inclines in terms of gracious-type transportation in an age where few could afford the luxury car.
The city took over the west-end incline in 1934 for tax arrears, and in 1942 it was dismantled for scrap salvage when steel was needed for the war effort. The east-end railway closed Aug. 15, 1936. In later years, there were many attempts to get it running again, but they were unsuccessful.
Finally, in 1953 the Wentworth Incline Company applied to the government to surrender its charter, and the buildings were torn down. An era had ended.