End of era that paved way to Supertram
A LITTLE over 60 years ago, Sheffield’s first generation tramway closed after 87 years. A procession of 15 trams left the Tenter Street depot at 6pm on October 8, 1960 for the last time. Amongst them was an illuminated Stores Car; a restored single decker of 1899; and two 1950 vehicles, one ( no. 513) repainted and inscribed ‘ Last Tram Week’ and another repainted and lettered ‘ Last Car’.
It was a dismal, chilly and wet night, yet crowds were everywhere, all cheering and waving oblivious to the pouring rain.
On board the trams were corporation officials and guests; official passengers; and members of the public who had reserved seats in advance. Later, a number of cars pulled up in the floodlit Town Hall Square with the Transport Band giving a rendition of Bless ‘ em All, assisted by hundreds of people singing along. A wreath was placed over the front bumper of tram no. 510, the band moving into Auld Lang Syne before a civic reception.
To anticipate and regulate a perceived boom in tramways during the late 19th century, the Tramways Act of 1870 was passed. Its purpose was to promote new tramways by clarifying and regulating the legal position. Local boroughs or urban district councils could grant a 21- year concession to a private tramway operator. The latter could construct the track but was responsible for the repair of the public highway between the tracks and a short distance either side. The local authority could build the track themselves, if they wished to retain complete control, but could not operate trams.
The Sheffield Tramways Act, 1872, gave the Sheffield Tramways Company ( STC) authority to provide five horse- drawn tramway routes. There was also a clause which permitted Sheffield Corporation to substitute themselves in place of the company, to construct the lines and then lease them back at the annual rent of £ 100 per mile of route. The corporation took up the option in August 1872.
Local engineer Thomas Lightfoot of Grenoside laid the original lines and the first route from Lady’s Bridge to the Golden Ball at Attercliffe was opened on 6 October 1873 and extended to Tinsley ( or Carbrook) on May 7, 1874. The earliest double- deck cars were quite crude, with access to the roof via an ironrunged ladder and the saloons were illuminated by two oil lamps. But the horse trams were an improvement on horse buses and provided a smoother ride.
On May 26, 1875 a route was opened from Lady’s Bridge to the Wellington Inn at Brightside, later extended to Brightside Bridge c. 1885. Services were established from Snig Hill to Hillsborough, May 19, 1877; Moorhead to Heeley, October 29, 1877; and Moorhead to Nether Edge, December 24, 1877.
When Sheffield Corporation took over the system on July 10, 1896 the fleet included 44 tramcars, four omnibuses, 310 horses, nine miles of track and 182 employees. The first corporation horse tram service operated the following day. In total the corporation ran 67 horse cars, 43 double deck and 24 single deck, until the electric trams arrived.
In August, 1897, the corporation planned to convert all the existing tram routes to an electric overhead system. Additional routes were also to be constructed. On the first day of electric tram operation, September 5, 1899, the Lord Mayor took the controls of tram for a stretch and was supervised by the city’s new electrical engineer, Aubrey Fell. In 1900 Sheffield had 22 miles of track and the last horse drawn tram ran on November 11, 1902.
Thankfully, there were few serious accidents during Sheffield’s first tramway era. However, one on March 27, 1902, hit the newspaper headlines. A car ran away with passengers on the Intake section of the tramway on a steep gradient. After the tram driver had brought his vehicle to a stop at the terminus, he ran across the road to a house in order to obtain some hot water for a mash of tea.
In the meantime, the conductor was certain that he heard the gong ring at the front of the tram to signal that he driver was ready to start, and released the brake. Immediately, the car moved forward. For several seconds there was no alarm, but then the passengers remarked they were travelling at a good speed. Only moments later, there was a cry from those in the front of the tram: ‘ There’s no driver.’
For 300 yards the car veered out of control until there was a grating noise and the wild journey ended. Fortunately, it was found that all had escaped with a few bruises and a severe shaking. Both the driver and conductor, deemed to have acted negligently, were dismissed.
Sheffield’s early electric tramcars were mainly open top, providing no protection against the elements for passengers perched on the top deck. The vehicles were also open ended affording no shelter for the driver. However tops were fitted to trams and drivers operated the vehicle from within.
By March 1904, Sheffield had 237 vehicles in service. They had run 5,768,231 miles with traffic receipts of £ 232,351. The total number of trams in service in Great Britain at that time was 6,783. From June 20, 1905 Sheffield’s rails were connected at Tinsley to those of Rotherham Corporation, but a through service did not commence until September 11, 1905.
The average working week for Sheffield tram drivers and conductors was 64 hours. Conductors were paid 51/ 2d per hour and drivers 63/ 4d. From 1906, time- and- a- quarter was paid on Sundays. Staff worked alternate Sundays until 1908 when a six- day week began.
Track laying and erection of overhead wires in the early years of the electric tramways caused much disruption and often there were temporary closures of thoroughfares. The track layout in Fitzalan Square was altered and redesigned several times. By 1914 the Sheffield system had stretched to 82 miles.
The advent of cars and the improvements in buses led to the rapid disappearance of electric trams throughout the country.
After just over 50 years of electric tram operation in Sheffield, a decision was taken in 1951 to close the system and operate motor buses. This caused quite a stir, Councillor R. W. Allott resigned from the ruling Labour Group in protest.
The first line to be converted was the Fulwood to Malin Bridge stretch in 1952. There were several protests, including a petition from the Holmes Lane residents and traders.
A second route was converted in 1954 – the Ecclesall to Middlewood line.
Sheffield became the last city in Yorkshire and England operating trams; Glasgow in Scotland was the last in the UK, closing in 1962. A batch of Sheffield’s trams managed to survive into preservation and are part of the Crich Tramway Museum collection.
After an absence of just under 34 years, a second tramway era returned to Sheffield in March 1994 with the introduction of Supertram.
Only moments later, there was a cry from those in the front of the tram: ‘ There’s no driver.’