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| Sydney tramway network | ||||||||||||||||
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_from_Union_Line_Building_(incorporating_the_Bjelke-Petersen_School_of_Physical_culture)%2c_corner_Jamieson_Street)%2c_n.d._by_(5955844045).jpg) Trams onGeorge Street, 1920. | ||||||||||||||||
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| Locale | Sydney,New South Wales, Australia | |||||||||||||||
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TheSydney tramway network served the inner suburbs ofSydney, Australia, from 1879 until 1961. In its heyday, it was the largest in Australia, the second largest in theCommonwealth of Nations afterLondon, and one of the largest in the world.
The network was heavily used, with about 1,600 cars in service at any one time at its peak during the 1930s. In comparison, there are about 500trams in Melbourne today.Patronage peaked in 1945 at 405 million passenger journeys. Its maximum street trackage totalled 291 km (181 miles) in 1923.
A new era oflight rail in Sydney began in 1997.
Sydney's first tram was horse-drawn, running from theold Sydney railway station toCircular Quay alongPitt Street.[1]
Built in 1861, the design was compromised by the desire to haul railway freight wagons along the line to supply city businesses and return cargo from the docks at Circular Quay with passenger traffic as an afterthought.
This resulted in a track that protruded from the road surface and it caused damage to the wheels of wagons trying to cross it. Hard campaigning by competingHorse Omnibus owners – as well as a fatal accident involving the leading Australian musicianIsaac Nathan in 1864 – led to closure in 1866.
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In 1879 a steam tramway was established in conjunction with the upcomingSydney International Exhibition that was to be held in the Domain/Botanical Gardens area of Sydney.[2] Originally planned by the government to be removed after the exhibition, the success of the steam tramway led to the system being expanded rapidly through the city and inner suburbs during the 1880s and 1890s.
TheSteam Trams in Sydney comprised aBaldwinsteam tram motor hauling one or more trailers of either single deck or double deck construction. Unlike the earlier horse tramway, the steam tramway used grooved rail for on-street running.
Preserved Sydney Steam Trams are Motor 1A, owned by thePowerhouse Museum and is usually stored at the "Discovery Centre" atCastle Hill. It is currently on loan to theSydney Tramway Museum at Loftus (currently non-operational),[3] Motor 100A (operational) at theMuseum of Transport & Technology,Auckland New Zealand as it was sold to Wanganui Tramways in 1910 and Motor 103A which operates with a former trailer car 93B atValley Heights Rail Museum after previously being atParramatta Park.
Two cable tram routes were built in Sydney. The first route ran from the originalMilsons Point ferry wharf inNorth Sydney to near Falcon Street North Sydney and was later extended toCrows Nest. Construction of a cable line north of harbour was due to the steep terrain involved from Milsons Point to North Sydney.[4] The second route ran fromKing Street Wharf on the eastern side of Darling Harbour to Ocean StreetEdgecliff. Cable Trailer 23 is preserved at theSydney Tramway Museum at Loftus.
Horse trams operated betweenNewtown andSt Peters railway stations in the 1890s and betweenManly andNorth Manly from 1903 to 1907. In these later instances, the operation of horse tram services was to save costs in times of low patronage on lines intended for steam tram services.
The Sydney tram power supply system was built usingNew York City subway electrical equipment that was adapted for tram usage. A generating plant was installed atUltimo andWhite Bay Power Stations.[5]
Electrification started in 1898, and most of the system was converted by 1910. An exception was the privately ownedParramatta line built byCharles Edward Jeanneret in 1881[6] toRedbank Wharf (Duck River) where the steam tram[7] remained until 1943 which was operated bySydney Ferries Ltd.
After experimentation with three trams, built by John Stephenson in New York and fitted rheostatic controllers, on the Waverley extension line and later at North Sydney, the early locally built single-truck were based on US designs, withC-class saloon cars, followed byD-class combination cars. A number of other Australian and New Zealand cities also used similar designs.
Cross-bench "toast rack" trams had proved to be very efficient "crowd swallowers" in Sydney steam tram operation, so the steam tram style was adopted for later locally built electric trams. This resulted in theE-class (that ran in a permanently coupled set),J-class and theK-class, and the more famousO-class, O/P-class,P-class andL/P-class bogie trams that required the conductor to collect fares from the footboard running along the side of the tram, as they had no corridor through the middle connecting each compartment.
Though revered for the number of passengers they could move, footboard trams were deathtraps for the conductors working them. On average, each day one conductor fell or was knocked off the footboard by passing motor vehicles as they became more popular. In 1923, 1924, 1925, there were 282, 289, and 233 accidents respectively to conductors on NSW tramways.[8] The majority suffered a fractured skull. From 1916 to 1932, there were 4,097 accidents to tram employees. From 1923 to 1931, there were 10,228 accidents to passengers having falls when alighting or boarding. 63 of the falls were fatal.[9] Of the more than 100 falls reported of conductors, one quarter died from their injuries.[10]
In 1933 theR-class tram was introduced. It was a drop-centre saloon tram, which was being adopted elsewhere in Australia. Footboard trams were widely used until the late 1950s, despite calls as early as 1934 by the tram union for them to be modified.[9] Four P Class trams were refitted with the same windows, centre door and internal layout as theR1 class, to create the PR1 class, but otherwise there was no modification of footboard trams to a safer corridor tram design.[11]
Apart from the G, H and M classes, one of every electric tram class, and in some cases two or more, have been preserved by theSydney Tramway Museum atLoftus NSW.
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By the 1920s, the system had reached its maximum extent. In many ways, the Sydney tram system was a victim of its own success. The overcrowded and heaving trams running at a high frequency, in competition with growing private motor car and bus use, ended up being blamed for the congestion caused by the latter.
Competition from the private car and unregulated private bus operators created the perception of traffic congestion which began the gradual closure of lines from the late 1930s.
Material shortages and lack of funding caused by the Second World War had caused the system to become rundown from poor maintenance. The perception of the government was that the financial cost of upgrading infrastructure and purchasing new trams would bankrupt the state.
This led to the government's calling on overseas transport experts to advise the city on its post-war transport issues, and this led to the recommendation that closure of the system was the best option for the state of NSW.
In 1948, Premier McGirr imported three London experts to advise on road transport systems. In 1949, they produced a major report which proposed a systematic phasing out of trams by 1960. They recommended the acquisition of double-decked buses to ease traffic congestion and yield substantial financial benefits. They suggested that buses would be more efficient at handling racecourse and showground traffic. The government accepted the principle in the report.[12]
Probably as a result of the extent of popular affection for the trams, the conversion program proceeded more slowly than the report had proposed. The prestigiousEbasco group of American transit consultants had strongly endorsed the policy in a memorandum of May, 1957. An examination of election policy speeches does not reveal political motives in the tram/bus question. The Labor Party was genuinely concerned for the travelling public's interests.[13]
The closure was supported by theNRMA,[14] who stood to gain from increased membership, but generally went against public opinion as most of the patronage were those who could not afford to purchase private transportation.
In the early 1950s, closure became government policy, and the system was wound down in stages. Withdrawal of services was completed on 25 February 1961 when R1 class tram 1995 returned fromLa Perouse to Randwick Workshops just before 4:40pm on 25 February 1961, which was driven by Jerry Valek, a Czechoslovakian man from Annandale.[15][16][17][18][19]
It was alleged after the tramways were closed that there were many other influences on the government to close down the system. These allegedly came from the rubber and petrol industries, motor vehicle (bus) manufacturers and those opposed to increased public expenditure. The allegations had some elements based on theGeneral Motors streetcar conspiracy that occurred in the USA due to the use of "overseas experts".
This was an extremely busy service for passengers transferring from suburban trains atCentral, particularly prior to the opening of the city underground railway lines in 1926. Trams operated from Central station acrossEddy Avenue, alongCastlereagh Street via Bligh, Bent and Loftus Streets toAlfred Street,Circular Quay and returned viaPitt Street in a large anti-clockwise loop. The tram lines down Pitt and Castlereagh streets closed on 27 September 1957.
These tracks were also used as the city route for some eastern and south-western routes during busy periods as opposed to Elizabeth Street. The services could also be short worked via Bent and Spring Streets at times when Circular Quay was busy or unavailable.
The sandstone viaduct onto the colonnade at Central station were built across Eddy Avenue for this service, and are being used again today by trams of a sort in the form of theInner West Light Rail system, however they are operating in the opposite direction.
Circular Quay was the focal terminal point of most services to the eastern suburbs, and allowed easy transfer toferries. For many years, 27 regular services operated from Circular Quay. A number of full-time services also operated from a secondary terminus atRailway Square.
TheRushcutters Bay Tram Depot, which served this line, was located on New South Head Road at Rushcutters Bay on the north side of the road.
This line, which was first laid down as a cable tramway, began at a loop at the corner of Erskine and Day Streets nearWynyard station then proceeded south down Day Street, turning left intoKing Street and operated as an isolated electric tramway from October 1898 until January 1905 when electric services were extended to the Erskine Street terminus and the cable tramway was closed.
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After 1905, the line was extended along Dover Road to the Signal Station atVaucluse. From the signal station a single track passed through the parkland area known as "The Gap" through narrow rock cuttings, low cliffs and rugged back-drops, twisting and turning its way down to the terminus atWatsons Bay.
The line reachedEdgecliff in 1894, and Watsons Bay in 1909.[20] In 1949 the line from Rose Bay to Watsons Bay closed, but reopened in 1950 due to public protest. This then led to policy being adopted that when a line was closed, infrastructure such as overhead wires and tracks had to be removed within 24 hours after the last tram to prevent services being reinstated.
In 1950, the line down King Street to Erskine Street closed and a new terminus constructed at Queens Square. The remainder of the line closed in July 1960. This line had its own depot and city terminus and operated independently, although was connected to the main system. The tram line followed the present-dayTransdev John Holland route 324,[21]
This line branched off fromPark Street near College Street and ran north along Haig Avenue, Lincoln Crescent (renamed Sir John Young Crescent), Cowper Street, Forbes Street, Challis StepsWoolloomooloo. Through service ran fromCircular Quay viaElizabeth and Park Street. The line opened in stages between 1915 and 1918.
The last extension of the line in 1918 was constructed during the First World War to assist in troop movements to and from overseas battle.C-Class trams 31 and 44 were specially fitted with stretcher bearers to assist with the troop movements and were used on this extension.
The line was an early closure when on 28 January 1935, the line was replaced by a bus service fromPyrmont which avoided the previous line through the city.
Services operated from eitherCircular Quay (viaBridge andElizabeth Streets) orRailway Square (via Elizabeth andLiverpool Streets), toOxford Street. The line then passed down Oxford Street toBondi Junction, where it branched off from Bronte services, to run downBondi Road to Fletcher Street,Campbell Parade and then to theNorth Bondi tram terminus.
A feature of this line was the large three track terminus cut into a hillside at North Bondi, which opened in 1946. The line opened in 1884 as a steam tramway to Bondi, then toBondi Beach in 1894, and toNorth Bondi in 1929.[22] Electric services commenced in 1902. The line closed in the early hours of 28 February 1960. The tram line followed the current route ofbus route 333 as far as North Bondi.
Heading south downElizabeth Street fromCircular Quay, the line turned left intoPark Street, then wound throughEast Sydney via a right turn into Yurong Street, a left turn into Stanley Street, a right turn into Bourke Street, then a left turn into Burton Street.
A spur line existed linking Burton Street to the prisoners' entrance on Forbes Street at the rear of the Darlinghurst Courthouse. This was to allow prisoners to be transferred fromLong Bay Gaol or elsewhere by tram to Darlinghurst Courthouse.[23] Tram 948 was especially built on a N class frame for this purpose and survives at theSydney Tramway Museum.
A feature was the tram only viaduct over Barcom Avenue and Boundary Street inDarlinghurst as the line headed into MacDonald Street. This viaduct is now a road bridge.
The line then twisted down Glenmore, Gurner and Hargrave Streets inPaddington, then Moncur and Queen Streets inWoollahra. Here, a connection toOxford Street allowed access toWaverley Tram Depot.
The line then travelled down Edgecliff and Victoria Roads, then wound along Birriga Road inBellevue Hill, finally running down Curlewis Street in Bondi to join the Bondi Beach via Bondi Junction line onCampbell Parade, to theNorth Bondi terminus.
The line was double track throughout with numerous points to allow short working. Services operated from Circular Quay via Elizabeth Street and Park Street. The line opened to Bellevue Hill in 1909, and to Bondi Beach in 1914. The line was cut back to Ocean Street, Woollahra in 1955; the remainder closed on 27 June 1959. The line followed approximately the current route ofTransit Systems route 389 between the city and Woollahra and route X84 between Woollahra and Bondi Beach.
This line branched from the North Bondi via Bondi Junction line atBondi Junction, running down Bronte Road and MacPherson Street toBronte Beach. A feature of this line was the final approach to Bronte Beach in a rock cutting parallel to thePacific Ocean.
The line opened to Waverley in 1890, then to Bronte in 1911. Electric services started toWaverley in 1902, then Bronte in 1911. Through services ran fromCircular Quay orRailway Square. The line was closed in the early hours of 28 February 1960, the same day as the Bondi via Oxford Street line, and replaced by a bus service, with Bondi Junction route 379 following the route.
The line branched from the line toCoogee at Darley Road inRandwick. It ran north along Darley Road, then turned right into Clovelly Road to run down to its terminus atClovelly Beach.
The line opened from Darley Road to the intersection of Clovelly and Carrington Roads in 1912, then to Clovelly in 1913. Though services ran fromCircular Quay and fromRailway Square (from 1923). The line closed on 27 September 1957 in conjunction with the closure of the Pitt and Castlereagh street lines on the same day as the Clovelly trams used these streets in the city. The tram line followed the current route of Transdev John Holland route 339.
This line branched fromAnzac Parade at Alison Road, and ran on its own tram reservation besideCentennial Park as far as Darley Road.
It then ran, first alongside, then later along King Street beside theRandwick Tramway Workshops, then ran in its own reservation to Belmore Road.
It then ran down Perouse Road, St Pauls Street, Carr Street and Arden Street before terminating in aballoon loop in Dolphin Street,Coogee Beach.
It ran through several small tram reservations on its way down from Randwick to the beach. The line from the city toRandwick Racecourse opened in 1880, the first suburban extension of the system.
It was extended to High Street, Randwick in 1881 (in which year the Randwick Tramway Workshops also opened) and to Coogee in 1883, and electric services were introduced in 1902.
The line closed in October 1960. It follows the current route of Transdev John Holland route 373.
The La Perouse line was the second longest of the Sydney system (when at maximum extent) and was the last line (along with the Maroubra line) to close.
This line branched fromOxford Street atTaylor Square inDarlinghurst to run south along Flinders Street, then onto its own tram reservation along the eastern side ofAnzac Parade besideMoore Park. The section of this line from the city as far as Alison Road began life in 1880 as the first suburban extension to Randwick (see Coogee Line). It contained what was probably the world's first use of a balloon loop for tramways, built in Moore Park in 1881. The Sydney system made extensive use of loops.
From Alison Road, the La Perouse Line proceeded down the centre of Anzac Parade throughMaroubra Junction, andMalabar to its balloon loop terminus atLa Perouse. At Malabar, a single line branched off to serveLong Bay Gaol. The line was double track throughout.
The line was built in stages from 1900 to 1902. It was the final line to close on 25 February 1961. The line followed the current route of Transdev John Holland route 394.
This line branched off the line to La Perouse at the intersection ofAnzac Parade and Maroubra Road, travelling east along Maroubra Road, Cooper Street (now Mons Avenue), French Street and Mons Avenue before terminating in a balloon loop in Marine Parade,Maroubra Beach.
The line was double track throughout and passed through several tram reservations on its descent down to the beach. Direct services operated fromCircular Quay andRailway Square.
The line opened from Anzac Parade to Maroubra Beach in 1921 and was the second last line to close on 25 February 1961 (followed by the La Perouse line). The line followed the current route of Transdev John Holland route 397.
This line branched off Bronte Road atWaverley and travelled south down Albion Street and Frenchmans Road, then via Frances and Cook Streets to join the Coogee line at Belmore Road inRandwick, at the location then known as Randwick Junction. The old route between Cowper St and Frances St progressed through what are now the grounds ofRandwick Public School.
The line was single track throughout, with a passing loop on Frenchmans Road. Initially, services ran from the junction at Albion Street in Wavelery to Randwick only, this was later extended toCoogee in 1907.
From 1910, through services operated fromBondi Beach to Coogee Beach, and later additionally fromWaverley Tram Depot to Coogee Beach.
The line opened as a steam tramway in 1887, and was electrified in 1902. It closed in 1954, replaced by bus route 314.
This line branched from the tramlines inOxford Street and ran downCrown Street toCleveland Street inSurry Hills, then south along Baptist Street to Phillip Street, where it swung left into Crescent Street before running south along Dowling Street.
It passed theDowling Street Tram Depot, then turned left into Todman Avenue where it terminated atWest Kensington. Services operated full-time fromCircular Quay, and toRailway Square in peak hours.
The line opened in 1881 down Crown Street as far as Cleveland Street as a steam tramway.
It was extended to Phillip Street in 1909, Todman Avenue in 1912, and then to its final terminus down Todman Avenue in 1937.
The line down Crown Street closed in 1957, the remainder stayed open until 1961 to allow access to the Dowling Street Depot.
Transdev John Holland route 304 generally follow the route down Crown and Baptist Streets as far as Phillip Street.
Services operated fromCircular Quay initially viaElizabeth,Chalmers and Redfern streets (from 1902), then in 1933 viaPitt andCastlereagh Streets, and Eddy Avenue, Lee and Regent Streets, to Botany Street inWaterloo.
A single-track connection along Bourke and O'Dea Streets joined at the present dayGreen Square, allowing access to theDowling Street Tram Depot.
The line then passed down the entire length of Botany Road toBotany. InMascot, a branch led to the formerAscot Racecourse at the site ofSydney Airport.
Points were provided at Bay Street on Botany Road inBotany for short working. The line was double track throughout.
FromBotany, a single-track line crossed theBotany Goods railway at Beauchamp Road, then passed along Perry Street and Bunnerong Road, past the formerBunnerong Power Station to join the La Perouse line at Yarra Junction. Generally a shuttle service operated on this single track section between Botany and La Perouse.
This single-track line was cut back to Military Road in 1935. The line opened in 1882 as a steam tramway to Botany, and electric services commenced in 1903.
The line from the junctions at Cleveland Street to Botany closed in 1960. Transdev John Holland route 309 generally follows the route.
This line branched from the Botany line at the junction of Henderson and Botany Roads inAlexandria.
The line proceeded down Erskineville Oval for short working. The line turned right into the present day Sydney Park Road (then known as an extension of Mitchell Road) before terminating at the junction with the Cook's River line at thePrinces Highway nearSt Peters railway station.
Services operated fromCircular Quay in a route similar to the Botany line as far as the Henderson Road junction.
The line opened in 1902 as a single-track electric line, duplicated in 1910. It was closed in 1959. Transit Systems route 308 generally follows the route as far as St Peters station.
This short line branched from the Alexandria line tracks at the corner of Henderson and Mitchell Roads inAlexandria and passed along Henderson Road to Park Street inErskineville, and later to Bridge Street adjacent toErskineville railway station. Services operated fromCircular Quay.
The line was an electrified single track throughout. The line opened to Park Street in 1906 and to Bridge Street in 1909. The line was an early closure, in 1933. It was replaced by a private bus service that no longer operates.
This line opened in 1902 initially viaChalmers and Redfern streets and south alongElizabeth Street toZetland. In 1924, the line was extended to Epsom Road inRosebery.
In 1948, to facilitate construction of theEastern Suburbs railway line, a new line was constructed down Elizabeth Street between Devonshire Street and Redfern Street and the route was deviated to run down this new section.
The line was electrified double track throughout. The line was closed in 1957.
This line branched from the Botany Road line at Gardners Road, and passed east along Gardners Road to join the lines atAnzac Parade at what was known asDaceyville Junction. It included a large collection of sidings at the former Rosebery Racecourse, now the site of The Lakes Golf Course. The full line opened in 1913, with services fromCircular Quay viaWaterloo. Some services were extended toMaroubra Beach via the Anzac Parade lines. The line closed in 1957.
The Western lines, also known as "the red lines" after the colour of the destination symbols and "the George Street lines" (as they ran downGeorge Street to Circular Quay), originated the majority of services fromFort Macquarie andCircular Quay downGeorge Street to various destinations. In the peak hours and other busy periods, supplementary services operated fromRailway Square.
The 1920s were a boom period, with up to 200 trams in use on lines toLeichhardt,Drummoyne,Ryde,Abbotsford,Glebe andBalmain. The tram lines to Glebe Point, Balmain (Gladstone Park),Lilyfield, Leichhardt andHaberfield were closed in November 1958.
Trams to Abbotsford viaLeichhardt andFive Dock left the city viaParramatta Road andNorton Street. Trams to Leichhardt then continued down Norton Street to the original terminus at Darley Road Leichardt.
The Abbotsford line branched off the Leichhardt line at Marion Street, Leichhardt opposite the Leichardt Town Hall. The line followed Marion Street, Ramsay Street,Haberfield, and then turned right onto Great North Road, travelling through Five Dock andAbbotsford before terminating near The Terrace, connecting with ferry services atAbbotsford wharf.[24]
The line was closed between Five Dock and Abbotsford in 1954, Haberfield and Five Dock in 1956, and closed from Leichardt to Haberfield in 1958 with the closure of the "George Street lines".
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The Lilyfield line branched off the Balmain line at Epping Junction (adjacent toHarold Park Paceway and theRozelle Tram Depot) and then went viareserved track to Taylor Street and then right into Booth Street,Annandale. The tram line turned right into Catherine Street and terminated at the intersection of Abattoir Road and Grove Street, on the bridge over the railway goods yard.[25] This was the only tram terminus in Sydney located on a bridge. The Lilyfield line was closed in November 1958.
The current stop of theInner West Light Rail, numbered L1 and also known as the Inner West Light Rail, of Lilyfield is located underneath the bridge of the former terminus.
The first steam tram to serviceDarling Street was in 1892. Ten years later the service was electrified.[26] Services left the CBD via George Street and ran via George Street West (Now Broadway), Catherine Street, St Johns Road, Ross Street, in reservation to Crescent Street (now part of The Crescent). The line then crossed Johnstone Creek on a dedicated bridge before being on its own reservation where it rejoined street running along The Crescent. The line then traveled Commercial Road to Barnes Street and then Weston Road. The line turned into Darling Street to the terminus at Darling Street Wharf.
A feature of this line was a counterweight dummy system that controlled and assisted trams on a steep single-line section of track near the terminus atDarling Street wharf. Due to the very steep incline at the bottom of the street, the trams used a complex 'dummy' / counterweight system constructed under the road surface. A 4-wheel 'dummy' car sat on the single-track at the top of the hill, connected via a large sheave under the track to the counterweight running on a narrow-gauge track in a tunnel under the road.[27]
A tram destined for the wharf would close-up to the dummy and push it down the steep hill (gradient 1 in 8), thus raising the counterweight and being assisted in braking. The tram was then assisted up the hill by the weight of the descending counterweight via the dummy.[27] The dummy is behind car 2010 in the photograph at right, and is on display at theSydney Tramway Museum. The slot through which the dummy was fixed to the cable can be seen in that photograph.
Circular Quay toBalmain tram services terminated at Gladstone Park for most of the life of the system.Darling Street wharf was the terminus for the cross suburban route toCanterbury. The Canterbury to Darling Street wharf service ceased in 1954. Until 1955, City to Balmain services continued to the wharf, when buses replaced trams between Gladstone Park and the wharf. Balmain services were closed with other western line services in November 1958. Transit Systems route 442 has since replaced the tram route.
Services branched off from the mainline onDarling Street, turning left into Rowntree Street, then another left into Cameron Street, before turning right into Grove Street and terminating at Wharf Road, Birchgrove. This route follows the contemporary 441 bus route.[28] Service toBirchgrove was terminated in 1954.
This line travelling from the city branched off ontoGlebe Point Road fromParramatta Road, terminating near the corner of Pendrill Street.[29]
The line toWest Ryde railway station was the longest line of the Sydney system. When cut back to Drummoyne the La Perouse line took over the title.
Ryde services ran the full length ofGeorge Street and turned intoHarris Street just afterRailway Square following the same route as today'sBusways operated route 501 bus service. Trams went along Harris Street and crossed theGlebe Island Bridge. From White Bay junction until the Darling Street junction, Ryde trams shared tracks inVictoria Road with the Balmain and Birchgrove lines. The tram then crossed theIron Cove Bridge and the formerGladesville Bridge before turning right onto Blaxland Road. It then wound its way along Blaxland Road, behind the site of the now-demolished council chambers, terminating near the intersection of Pope and Devlin Street inRyde.[30]
There was a peak hour service toDrummoyne viaForest Lodge. At Forest Lodge the line swung right into Ross Street before entering onto its ownreserved track, now known as Minogue Crescent, passingRozelle Tram Depot. This joined the main Victoria Road Ryde line at White Bay junction.
It was initially a single line, later duplicated fromRozelle to Ryde between 1906 and 1936. The tram terminus was established at the western end of Blaxland Road, located near the currentTop Ryde City shopping centre, and extended down Victoria Road throughGladesville, where it eventually terminated atFort Macquarie (present site of theSydney Opera House). The entire trip took approximately 61 minutes to complete, and was the single longest route on the Sydney tram network, measuring 10 miles 61 chains (17.3 km) viaPyrmont.
In 1914 a single tram line was added between Ryde Post Office (corner of Church Street and Parkes Street) and West Ryde railway station. The Sydney to Ryde service became very popular, particularly at weekends when Sydney residents would travel to the orchards of the Ryde District to buy produce.[31]
The tram service from Ryde to the city was cut back to Drummoyne on 19 December 1949 and replaced by buses.[32] The service to Drummoyne was terminated in 1953.
Services commenced atRailway Square, travelling south-west onBroadway, turning right ontoHarris Street, passing the formerDarling Harbour goods yard. AtPyrmont a separate line branched off from the main line on Harris Street, turning left into Miller Street, turning right into Bank Street, crossing the formerGlebe Island Bridge. It then travelled along Commercial Road turning right ontoVictoria Road, then right ontoDarling Street, terminating at theDarling Street wharf.[33]
Lines ran along Booth Street,Parramatta Road, Ross Street, St Johns Road, Mt Vernon Street and Catherine Street, as well as Taylor Street. Current Transit Systems route 470 follows this tramline.[29]
The south-western group of lines, also known as the Green lines after the colour of the destination symbols, used the Pitt Street - Castlereagh Street anticlockwise loop fromCircular Quay. After passing through Railway Square, trams reachedNewtown after branching offBroadway at City Road inCamperdown, and passed alongKing Street toNewtown station.
Four lines went toCooks River,Dulwich Hill,Canterbury andEarlwood. A short-lived line also operated between Canterbury andSummer Hill. Most of these lines were closed on 27 September 1957, in conjunction with the closure of the Pitt and Castlereagh lines through the CBD on the same day.
This line ran south-west along City Road fromBroadway, then alongKing Street,Newtown, pastNewtown andSt Peters railway stations to thePrinces Highway.
It then proceeded down the Princes Highway to its terminus at theCooks River. AtTempe, a connection lead to theTempe Tram Depot, on the corner of the Princes Highway and Gannon Street.
Past the terminus at theCooks River, a single line led over the river to the Wolli CreekPerway Yard. The line reached St Peters as a steam tramway in 1891, then to Cooks River in 1900 when electric services commenced.
The line closed on 27 September 1957 with today'sTransit Systems Sydney route 422 parallelling the former line, with occasional extensions to Kogarah.
This line branched from the line to Cooks River atNewtown, and travelled down Enmore Road throughEnmore, then along Victoria Road to Marrickville Road before tuning right along Marrickville Road throughMarrickville andDulwich Hill to New Canterbury Road. At the New Canterbury Road terminus, a tram turning loop was provided, this is currently used as a layover area for buses. Current Transit Systems Sydney route 426 follows this tramline. The line closed on 27 September 1957.
This line branched from the line to Dulwich Hill on Enmore Road into Addison Road, before turning right into Livingstone Road and then left onto New Canterbury Road inPetersham. The line then travelled down New Canterbury Road throughDulwich Hill andHurlstone Park to a terminus adjacent toCanterbury railway station in Broughton Street.[34] Transit Systems Sydney route 428 follows the route of this line.
This line branched from the line to Dulwich Hill on Marrickville Road into Illawarra Road, travelling south-west and crossing theCooks River, followed by a steep ascent up Homer Street to theEarlwood shopping district. The line terminated in Homer Street at the intersection of William Street and Hartill Law Avenue.[35] Transit Systems Sydney route 423 follows the former tram line, although this bus route now extends toKingsgrove. The line closed on 27 September 1957, along with all the 'Green line' tram lines.
This line branched from tracks at Regent Street inChippendale, and passed west along Meagher Street, then south into Abercombie Street, across the junction with Cleveland Street through Golden Grove, before swinging south into Golden Grove Street then right into Wilson Street.
The line then passed under the railway lines at Burren Street, adjacent to the entrance toMacdonaldtown station.
The line then became a single track loop passing up Burren Street to Erskineville Road, then west to Septimus Street, then Albert Street before rejoining the tracks at Burren Street. Services operated fromCircular Quay using thePitt andCastlereagh Street lines.
The line opened as an electric double track tramway in 1909. The line south ofCleveland Street closed in 1940, with the northern section used by other services until its closure in 1958.
A cross-country connection between the Canterbury line at New Canterbury Road toPetersham and the Western Suburbs lines onParramatta Road allowed a cross-country service to operate betweenCanterbury andBalmain. From Crystal Street, Fort Street (single-line loops), Parramatta Road, this route continued viaNorton Street,Leichhardt to Balmain Road,Rozelle where it crossedVictoria Road toDarling Street wharf. It now forms the basis ofTransit Systems route 445.
A cross-country line connected the Cooks River and Dulwich Hill lines viaSydenham, operating along Railway Road and Sydenham Road in Sydenham. A cross-country service operated betweenCooks River andDulwich Hill. Transit Systems Sydney route 425 follows this route, but now terminates 400m up the road at Tempe Depot. The line closed on 27 September 1957.
A short-lived single track cross-country line operated from the Canterbury line atHurlstone Park along Old Canterbury Road and Prospect Road toSummer Hill railway station. Services operated between Canterbury and Summer Hill from 1915. Low patronage and competition from motor buses saw the line close in 1933. The disused track and overhead remained in place until the 1950s. This line was in use in the early 1950s. There were double tracks oppositeTrinity Grammar School in Prospect Road.
The Enfield line was a single line with a spur line, based around a depot located in present-dayCroydon Park, in Sydney'sInner West. The location of the depot was, at the time, part of the suburb ofEnfield. Although located close to the other Western lines (its eastern terminus, at Ashfield Station, was only one station away from the Summer Hill Station terminus of the Hurlstone Park to Summer Hill line), it was never connected to the other tram lines, and so formed its own system.
The system began as a steam tramway opening in 1891 betweenAshfield station and Enfield. In 1901, this line was extended north through Burwood toMortlake, and in 1907 a branch toCabarita Park was opened.[36]
The system was electrified in 1912. Services operated from Ashfield station alongLiverpool Road, then Georges River Road, onto a reserved corridor that swung off Georges River Road at a point roughly opposite Windsor Avenue. From this point the corridor ran diagonally towards, then across Burwood Road and onto what is now Tangarra Street East.
The reserved corridor ended at Portland Street, at which point the line continued west along the length of Tangarra Street, then north along what is now Coronation Reserve (the two roadways running alongside the reserve, now both called Coronation Parade, were originally parallel streets called The Boulevarde (east) and Punchbowl Road (west)) to the junction with Liverpool Road, at the junction of the present-day suburbs of Enfield, Strathfield South, Strathfield and Burwood.
From this junction, the tram line back to Liverpool Road heading east through Enfield, and then north along Burwood Road throughBurwood. The line then turned into Crane Street, then Majors Bay Road and Brewer Street to Cabarita Junction. The line was double track until this point, then it split into single-track branches to Mortlake via Frederick, Vanhee and Gale Streets and Tenneyson Road, and to Cabarita via Cabarita Road.
Short services were turned back at Brighton Avenue, Plymouth Street, Enfield,Burwood station and Wellbank Street. Services operated every five minutes between Ashfield and Wellbank Street in peak periods, and every 15 minutes (30 minutes at off-peak times) on the two branches.
A depot on Tangarra Street in Croydon Park, near Kembla Street and Coronation Parade, served the lines.
After electrification, services were provided predominately byO Class trams after experimentation with other classes found that they were unable to operate the timetables due to topography challenges.
The lines closed in 1948, and were replaced by buses. Tramway infrastructure was removed throughout the route in 1951. The Tangarra Street depot was used by buses until its closure in 1989. The depot was demolished to make way for housing. A small brick hut used as a waiting room for passengers still stands on the western side of the Coronation Parade reserve near Dean Street. This is one of very few surviving remnants of the line.
The reserved tramway corridor atCroydon Park is now residential property from its eastern limit starting at Georges River Road opposite Windsor Avenue and running diagonally to Burwood Road, and also from Burwood Road to Tangarra Street East (with property boundaries following the route of the corridor). Tangarra Street East, which did not exist in the days of tram operation, follows the route of the remainder of the corridor to its western limit at the intersection with Portland Street.
The following lines were all isolated from the main system.
This line opened as a private steam tramway in 1885. It was electrified in 1900, and moved into government ownership in 1914.
This steam tramway opened in 1887[37] using small railway locomotives and carriages.
In 1891 two conventional steam tram motors were built for the line by Henry Vale. Six C1 type trailers replaced the railway carriages around the same period.
The tramway operated for 50 years until it was replaced by an electrictrolleybus service in 1937.
It connected with trains atKogarah station by way of a large balloon loop through the streets, then passed south down Rocky Point Road toSans Souci,Sandringham andDolls Point.
Small depots at Sandringham and Kogarah serviced the line. The line was single track at each end with a double-track middle section down Rocky Point Road.[38] Track on the line was laid to railway standards to allow railway trucks to haul goods over the line. Although laid as double track along Rocky Point Road, the trams only used the most eastern track. The western track being laid to enable electric trams to be used, however this never happened as trolleybuses took over operation.
Wilson's 1917 map shows the route leaving Kogarah Station (no loop), then Gray Street, across Kogarah Road, and thence by a ROW toRocky Point Road, entering near Herman Street, thence along Russell Avenue, Clareville Street to the foreshore, then along the foreshore(now Cook Park) to Sans Souci/Rocky Point Road, then north along that road, rejoining the line at Russell Avenue.[39]
This steam tramway opened in 1908 and closed in 1926. It connected with trains atArncliffe station, and ran down Wollongong Road, then Forest Road throughBexley before terminating at the corner of Forest and Preddys Roads, Bexley. The line was single track, with a passing loop midway. A small car shed atArncliffe maintained the trams.
This line opened as a steam tramway betweenSutherland railway station andCronulla's Shelley Beach, in 1911. It closed to passengers and was replaced by a bus service in 1931, and closed completely in 1932. It pre-dated theCronulla railway line, which took over its role.[40]
A feature of these lines was the underground tram terminus atWynyard railway station (the only one in Australia), and the tracks over theSydney Harbour Bridge. Trams ran from Blue Street,North Sydney over a now-demolished steel arch bridge over the Harbour Bridge Roadway, then over the eastern side of the harbour bridge (now used by theCahill Expressway), through a tram platform atMilsons Point similar to therailway station on the opposite side, and dived underground into platforms 1 and 2 of Wynyard station. These platforms were converted into a car park after the tramway's closure on 28 June 1958. Wynyard station's railway platforms are thus numbered 3–6.
The line along Military Road, opened in September 1893, was the first permanent electric tramway in Sydney and New South Wales.
The first part of the North Sydney tramway system was a double-track cable tramway which started at the originalMilsons Point wharf, located where the north pylon of the Harbour Bridge is now. The line originally extended via Alfred Street (now Alfred Street South), Junction Street (nowPacific Highway), Blue Street and Miller Streets to thewinding engine house and depot at Ridge Street. It used cable grip cars called "dummies" and unpowered trailer cars, similar to the large Melbourne cable tramway system but quite different from the surviving lines in San Francisco, where everything is combined in a single vehicle.
The original cable line was extended via Miller and Falcon Streets toCrows Nest, and later the whole line was electrified and extensions were built to various termini around the Lower North Shore.
The history of the North Sydney tramway system can be divided into three periods – the first from the original opening in 1886 to 1909, when the McMahons Point line opened. The second period covers the time until the Wynyard line was opened across the Sydney Harbour Bridge in 1932, and the third from then until the general closure of the system in 1958.
In the initial years of the North Sydney tramways, services operated fromMilsons Point wharf to:
During this first period, some North Sydney tramway services did not operate to and from Milsons Point. These were:
In September 1909, a new line was opened fromMcMahons Point to Victoria Cross,North Sydney and a new direct route was opened via what is now thePacific Highway from Victoria Cross toCrows Nest. The Milsons Point line was deviated at North Sydney via Walker and Mount Streets to avoid congestion at Victoria Cross. The McMahons Point line was opened to relieve the load on theMilsons Point wharf and connecting tramway.
Services toLane Cove andChatswood were altered to operate to and from McMahons Point via the new direct route to Crows Nest. In conjunction with the construction of theSydney Harbour Bridge, the Milsons Point line was diverted to a new terminus in Glen Street in July 1924. Escalators were provided to carry tram passengers to the new ferry wharf below. Otherwise, services operated as during the first period.
In March 1932 theSydney Harbour Bridge with its associated railway and tramway tracks was opened and all of the above services to and fromMilsons Point/McMahons Point (except the Georges Heights service, which had closed in 1925) were diverted to operate to and fromWynyard. The Milsons Point and McMahons Point lines were then closed.
FromWynyard services operated to:
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All of these lines remained open until the general closure of the North Sydney tramways in June 1958, except for the Northbridge / Suspension Bridge line, and the withdrawal of full-time services from Wynyard to Balmoral and Taronga Zoo as stated above.
Services also operated as follows
The Manly lines originated on 14 February 1903 with steam motors hauling trailers on a line fromManly toCurl Curl (North Manly). Passenger traffic fell considerably by autumn that year, and services reverted to horse-drawn trams from 20 July 1903. However, following a considerable increase in passengers during the next four years, steam trams were returned from 1 October 1907.
A line was built toThe Spit, and the Manly to Curl Curl line was progressively extended toBrookvale,Collaroy, andNarrabeen. A branch was run toHarbord. Electrification commenced with the construction of the line to The Spit, and was extended throughout the system.
The Narrabeen line was also used for carrying freight, for a spur was run to the freight wharf at Manly, and goods sidings were built atBalgowlah in Sydney Road near Wanganella Street; at Brookvale from a line in Alfred Road short of Federal Parade; and at Narrabeen near King Street.[50]
Various track layouts and routes existed in the early days in the vicinity of the Manly terminus, with quite different arrangements existing in 1903, 1911, 1912, and 1914.The routes prior to 1914 usedThe Corso and North Steyne, but from 1914 were confined to Belgrave Street. The Manly lines closed on 1 October 1939.[51]
The Manly lines, which were administered by the Railways, suffered from maladministration (as in the case of the Castle Hill line), resulting in considerable overcapitalisation of the network, unnecessary re-routing and re-building of the track at Manly terminus. Consequently, the system never made a profit. Re-building the terminal at Manly terminus several times, accompanied by costly property resumption, accounted for huge expenditures with little gain.
In 1919 planning began to move slightly the balloon loop at Manly, requiring demolition and re-building the Pier Hotel. Rebuilding track in Belgrave street and the terminus was estimated to cost £5,695, while land resumption including demolition of the Pier Hotel was estimated at £40,000 (less £3,500 from sale of land). The hotel was demolished in 1924.
The department was slow to provide a speedy service. It persisted in scheduling the long-distance trams behind the all-stops (instead of the other way around). It rejected residents' suggestions to schedule the Narrabeen tram first, and to make the first set-down at Dee Why or nearby. For nearly a decade from at least 1923, residents had been asking for faster services to Narrabeen. The trip took 49 minutes. A new timetable was introduced from 1 November 1920, giving a trip time of 39 minutes, but it proved unworkable and the timetable reverted to an old one on 4 July 1921, back to 48 minutes.
Residents wanted optional stopping and express running to Dee Why from Manly. The Railways ignored those requests, and persisted in running the Narrabeen tram from Manly, behind the all-stops trams to Balgowlah and Harbord. Finally, when the department moved to schedule Narrabeen trams first, with first set-down at Dee Why from 25 November 1931, it took only 31–33 minutes by tram from Manly to Narrabeen, down from 39 minutes previously, and down from 49 minutes when the service was inaugurated.[52]
This line commenced at theSpit Bridge (north side) with a balloon loop.From the balloon loop, in a reservation, the line ascended in a Right of way beside Sydney Road, Heaton avenue, crossed Ethel Street, still in a Right of way alongside Whittle Street, joining Sydney Road there.
At Parkview street there was a semi-circular deviation south, out of Sydney Road (to gain height for Spit-bound trams). At Park Avenue a Right of way took the tram north, then east alongside Raglan Street, eventually joining Raglan Street at Kangaroo Road.
From there, which was a junction for the Narrabeen line, the line turned south, finishing at a large loop at The Esplanade (Manly).[53] TheManly to Spit section opened on 9 January 1911.[54]
This line commenced atManly (The Esplanade), proceeded north along Belgrave Street, past the turnoff for The Spit, at Raglan Street, then alongPittwater Road.
Between Queenscliff and Harbord roads, the line turned into a Right of way and crossed Dalley Street, and joined Cavill Street near Lawrence Street. The line turned into Lawrence Street, then proceeded along Albert Street and Moore Road until the terminus at The Esplanade,Freshwater Beach.[55]The single-track branch to Harbord was opened on 21 December 1926.[56]
This line commenced atManly (The Esplanade), proceeded north along Belgrave Street, past the turnoff at Raglan Street for the Spit, and on toPittwater Road.
It proceeded past the turnoff toHarbord and continued along Pittwater Road, all the way toNarrabeen at a bridge just north of Waterloo Road. This point was exactly 16 miles from Sydney.[57]
The line to Narrabeen opened on 8 December 1913. It was always single track from Brookvale to Narrabeen terminus.[58]
The line was wired with a catenary overhead, so apparently some high-speed running was anticipated, consistent with the light railway legislation for the line. Evidence of the catenary overhead is to be found in photographs in McCarthy's book.[59]
A steam tramway opened betweenParramatta andBaulkham Hills in 1902, and was extended toCastle Hill in 1910, carrying passengers and produce to and from the area.
This tramway commenced at Argyle Street in Parramatta and tracked north along Church Street toNorthmead, then alongWindsor Road and Old Northern Road to Castle Hill.
In 1919, the NSW government decided to convert the tramway into arailway to encourage the subdivision of estates for residential use. This involved a new connection to the Main Western Railway at Westmead and a new line to Northmead.
The section from Argyle Street Parramatta to Northmead became an isolated line before closing not long after the railway began operations.
The railway line was later extended toRogans Hill in 1924. The new line proved to be unsuccessful and was closed on 31 January 1932 and was seen by members of the public as turning a perfect tramway into an underperforming railway.
This was a steam tramway that headed between Parramatta Park and Redbank wharf, with a major stop at Parramatta city centre, the point where it met Route 101. This route was owned by the ferry companies as a way to get all the way down the Parramatta River and deliver passengers and goods. It would follow along the Sandown railway line from Camellia onwards, and serve the industries along the line.
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In 1905, analphabetical classification was introduced to the NSW Government Tramways. Generally the letters A and B were allotted to steam stock, with lettersC toR (R1) (with the exception of the letters I and Q) to electric cars based on the seating capacity of the class. The letter S was added after the fleet number for service (non-passenger) stock.
Perhaps the most famous well-remembered of the electric trams that operated in Sydney were theO andP class trams known officially asfootboard cars, after the footboards running along the length of each side of these trams, and upon which conductors precariously balanced to collect fares. They were mostly referred to astoastrack trams for their cross-bench wooden seating layout that resembled a toast rack of the time.
Their high seating capacity of 80, with a crush load of 180 when in coupled set, was a major advantage for Sydney's crowded system, specialty for major events such asThe Royal Easter Show at Moore Park and horse race meetings atRandwick Racecourse. They were routinely coupled in pairs to run asCoupled Set. 626O class and 258P class trams were constructed from 1908, with some remaining in service until 1958 with the closure of the George Street lines.
The first moderncorridor style tram numbered 1738 of theR Class was introduced on 29 September 1933, offering 48 seats in the comfort of being fully enclosed from the weather, padded upholstered seating in the main saloons and the safety of a corridor running internally the full length of the tram assist with the collection of fares and movement between seats, these cars were seen an improvement comfort wise over the older "toastrack trams" however lacked the seating numbers of the O and P classes.
Originally 200 of the R class were ordered, however the last 5 of the class had modifications made to them during construction due to consultation with both staff and the traveling public to increase the number of seating and ease of movement, These cars 1933 to 1937 were known as the R/R1 class cars and the modifications were distinctly noticeable compared to both the R and R1 classes.
The final order of tramcars for Sydney was for theR1 class. Like their predecessors the R Class, these cars were of the corridor arrangement and built to body shape closer to the R/R1 class. However unlike the R class the R1 class had only one saloon (as opposed to a saloon at either end and a drop-centre section in the middle) but had the increased seating of 56. The First 50 were ordered and delivered prior to World War 2, with a further 250 ordered in the late 1940s, however due to steel shortages after the war, the first of the 250 did not enter service until 1950 with the last entering service to North Sydney Depot in 1953.
Due to the delays in receiving trams and ongoing steel shortages, the last 150 of the order was cancelled spelling the final end of Sydney's trams. Some of these cars had not been in service long enough for a major overhaul before their withdrawal between 1958 and February 1961.
Unlike the preceding O and P class trams that were fitted withMultiple Unit equipment, neither the R nor R1 classes were fitted and so could not operate in coupled sets. They could be coupled, however there was no provision to operate them in coupled service because there were no cables for air or power connections to the trailing car due to the lack of equipment.
Upon withdrawal, most cars were stripped of their metal components such as bogies and anything that either could be used to keep other trams running or sold as salvageable scrap metal.
Cars were then towed from their respective depots or driven directly toRandwick Tramway Workshops at the end of their last day of operation and the placed on the sidings known in tramway circles as 'burning hill'. As many as 15 trams could be burnt in any one day during the height of tram disposal.
Some were sold as stripped shells to private users to be used as campground shelters and storage sheds (all classes) or workers/camping accommodation (mostly those of the R and R1 class).
Trams burnt of the R, R/R1 and R1 classes, although mostly made of steel construction, were less than 8 years old at time of being burnt and was seen by some members of society as an official act of vandalism and a waste of resources (especially steel) by the government of the period.[60]
In 1950, L/P class tram 154 was the first of Sydney's trams (and first in Australia) to be preserved the fledgling Australian Electric Traction Association, later known as theSydney Tramway Museum, beginning the preservation of nearly every class of tram. The collection of preserved trams has grown to include the last known examples of some classes and even enabled the recreation of multiple set operations of a coupled set of O class cars, however there are no known examples of the G, H or M classes of trams.
Locomotive workshops were established at King Street,Randwick in 1881[65] to build and service Sydney's trams. In 1902 the workshops were renamed theRandwick Tramway Workshops.[66]
On 2 August 1917, along with 3000 workers from theEveleigh Railway Workshops, 1100 workers from Randwick Workshops began the Great Strike that lasted until 8 September 1917.
The workshops grew rapidly to become one of Sydney's largest engineering establishments peaking in around the 1920s.[67]
Reduction in Sydney tramway diminished the Tramway Workshops functions and led to its eventual closure as a maintenance facility in 1961.
From 1961 until 1974, R1 class tram 1979 shunted trams on Burning Hill until the last burnings were completed. 1979 along with 93u (cut down to a flat bed) were later used to transport equipment and components that were manufactured in the last operating sections to points around the site for delivery as some sections of the workshops prohibited the use of motor vehicles.
Later the site was used by Sydney Buses as a bus depot, the western side as University of New South Wales and TAFE NSW.
A map of these and other surviving physical remnants has been created. See "Sydney Tramway Remnants Map" in "External Links" below.
The following Acts of the NSW Parliament applied to tramways. This section will be expanded as more acts are added to the online legislation database of the New South Wales Government. In quoting the long title, the names of streets and roads have been left in the form given in the legislation, but modern forms are used in the notes.
Pitt-street Tramway Act of 1861 No 12a: "An Act for the construction of a Tramroad from the Redfern Railway Terminus to the Semi-Circular Quay. [30th April, 1861.]" – only allowed the use of "horses or other animals of draft".
Pitt-street Tramway Act of 1861 Repeal Act 1866 No 28a: "An Act to repeal the Pitt-street Tramway Act of 1861. [6th December, 1866.]"
Redfern to Hunter-street Tramway Act of 1879 No 14a: "An Act for the construction of a Tramroad from the Redfern Railway Terminus to Hunter-street Sydney. [7th May, 1879.]" Authorised the first line of what was to become one of the largest tramways in the world.
Consolidated Revenue Fund (No 6) Act 1879 No 20a: Allocated 11 000 pounds for the construction the Redfern to Hunter Street line, including rolling stock.
Tramways Extension Act 1880 No 11a: "An Act to authorise the construction and maintenance of Tramways along certain Streets and Highways in the City and Suburbs of Sydney and elsewhere. [28th April, 1880.]" – authorised the first parts of what was to become the Bondi Line, as far as Bondi Junction, a branch via Crown and Cleveland Streets to Anzac Parade, the first part of the Coogee line as far as Randwick, the first part of the Bronte line from Bondi Junction to Charing Cross, the line in George Street from Town Hall to Railway Square, the first part of the Botany line, the first part of the Canterbury line, the Glebe Point line and some other sections that were not built.
Jeanneret's Tramway Act: "An Act to authorize the construction and maintenance of a Tramway along George-street Parramatta, [9th August, 1881.]" Authorized the Parramatta Park – Redbank Wharf private steam tramway, the last steam tramway in Sydney.
Appropriation Act of 1883 No 14a: Granted a gratuity of 300 pounds to the widow and five children of a tram conductor accidentally killed while on duty.
Tramways Declaratory Act 1883 No 18a: "An Act to declare legal the employment of Steam Motors on Tramways constructed worked or maintained in pursuance of the 'Tramways Extension Act 1880'. [2 June 1883.]" – legalised the use of steam motors on the tramways, such use having been previously declared illegal by the Supreme Court.
Saywell's Tramway Act of 1884: "An Act to authorize the construction and maintenance of a Tramway from the proposed Bay-street Station on the Illawarra Railway to and along Lady Robinson's Beach. [6th March, 1881]"
Balmain Tramway Act of 1886: "An Act to authorize the Borough of Balmain to contract for the construction and maintenance of Tramways within the said Borough. [30th July, 1886.]"
West Wallsend and Monk-Wearmouth Railway Act of 1886: "An Act to enable the West Wallsend Coal Company (Limited) and the Monk-Wearmouth Colliery Estate Company of Australia (Limited) to construct a Railway from the West Wallsend Coal-fields to the Sydney and Waratah Railway. [27th August, 1880.]"
Saywell's Tramway Act Amendment Act (1887): "An Act to amend 'Saywell's Tramway Act of 1884'. [28 April 1887.]" Confirmed the existing loop at Rockdale Station and allowed up to two further loops to be built.
Willoughby and Gordon Tramway Act of 1887:"An Act to authorize the construction and maintenance of a Tramway from the terminal point of the Saint Leonards Cable Tramway Saint Leonards to Forest Reserve No. 97 parish of Gordon. [13th July, 1887.]" Authorized a private tramway via Miller Street, Palmer Street and Bellevue Street, Cammeray then through private land and across Long Gully, i.e., what became the Northbridge line. The Schedule to the Act describes the route proposed to take the line from Long Gully to East Willoughby.
Government Railways Act of 1888 No 9a: "An Act to make better provision for the management of the Government Railways and Tramways of New South Wales and for other purposes connected therewith. [17th May, 1888.]" – replaced the Commissioner for Railways (who also controlled tramways) by three Commissioners, and allowed for a separate railway and tramway construction authority.
Public Works Act of 1888 No 11a: "An Act to provide for the constitution of an Authority to investigate and report upon proposals for Public Works and the carrying out thereof when authorized by Parliament, to make better provision for the acquisition of land for carrying out such Works, and for other purposes in connection therewith. [6th June, 1888.]" – established the Parliamentary Standing Committee on Public Works, to consider and report upon all non-military public works the estimated cost of completing which exceeds twenty thousand pounds. If approved by the committee, an Act of Parliament had to be passed to authorise the work. Works costing up to 20,000 pounds could be approved by the Governor, i.e. effectively by the Minister.
North Shore, Manly, and Pittwater Tramway and Railway Act of 1888: "An Act to authorize the construction of a Tramway from the northern terminus of the North Shore Cable Tramway to the Spit at Middle Harbour, and from the Spit aforesaid to Manly Village, and a Light Rail way thence to Pittwater, Broken Bay. [10th January, 1889.]" – authorised a private tramway from the end of the Milsons Point to Ridge Street cable tramway to Manly, and a light railway from Manly to Pittwater.
Appropriation Act of 1889 No 33a: Allocated funds (777 pounds 16 shillings) for the expenses of the Royal Commission appointed to inquire into the charge made against Members of Parliament and others in connection with the proposed leasing of the Government Tramways
Willoughby and Gordon Tramway Act Amending Act (1890): "An Act to amend the "Willoughby and Gordon Tramway Act of 1887." [17 September 1890.]" – altered the route of the Northbridge line between Cammeray and the Long Gully Bridge, and authorized its extension to East Willoughby and branches to what was later the Northbridge terminus, to Middle Cove and an extension of the main line from East Willoughby to Castle Cove. The actual routes and termini are difficult to identify, because most of the roads named in the Schedules to the Act do not exist on modern maps, and may only ever have existed on plans of the various estates.
Loan Act of 1890 No 33a: "An Act to authorize the raising of a Loan for the Public Service of the Colony and for other purposes. [20th December, 1890.]" – Allocated 75 000 to be spent on additional rolling stock and to meet expenses of experiments in connection with electric trams
King to Ocean Street Cable Tramway Act of 1892 No 10a: "An Act to sanction the construction of a Cable Tramway from King-street via William-street, in the City of Sydney, to Ocean-street, in the Borough of Woollahra. [16th March, 1892.]"
Willoughby and Gordon Tramway Acts Amending Act of 1893:: "An Act to amend the 'Willoughby and Gordon Tramway Act of 1887', and 'Willoughby and Gordon Tramway Act Amending Act.' [14 February 1893.]" – increased the amount of private land to be taken from a width of 22 feet to 132 feet, again amended the route approaching the south end of Long Gully Bridge, and amended the route of the main line to East Willoughby.
George-street and Harris-street Electric Tramway Act 1896 No 11a: "An Act to sanction the construction of an Electric Tramway from Circular Quay, in the City of Sydney, to the Redfern Railway Station, and along Harris-street from its intersection with George-street to its intersection with John-street in the said city. [14th September, 1896.]" Authorized the first permanent electric line forming part of the main system.
Loan Act of 1896 No 33a: "An Act to authorise the raising of a Loan for the Public Service of the Colony, and for other purposes. [16th November, 1896.]" – allocated 150,000 pounds for electrification of existing tramways and for electric rolling stock, and 130 500 pounds for construction of the George Street and Pyrmont electric lines.
Loan Act of 1897 No 43: "An Act to authorise the raising of a Loan for the Public Service of the Colony, and for other purposes. [10th December, 1897.]" – allocated 20,000 pounds for additions to workshops and buildings, additions to tramway lines and rolling Stock, and for other purposes.
Public Works Act 1900 No 26: "An Act to consolidate the Acts relating to Public Works." [22 September 1900.] – clarified and consolidated existing legislation.
Electric Tramway (Belmore Park to Fort Macquarie) Act 1900 No 63: "An Act to sanction the construction of an electric tramway fromBelmore Park through Castlereagh, Bligh, and Loftus Streets to Fort Macquarie, returning through Pitt-street, and certain works in connection therewith; and for other purposes." [5 December 1900.]
Sutherland to Cronulla Tramway Act 1908 No 16: "An Act to sanction the construction of a tramway from Sutherland to Cronulla; and for other purposes. [15th December, 1908.]" – authorised the original steam tramway to Cronulla, on a different alignment to the present railway.
Harris-street to Evans-street, Balmain, Electric Tramway Act 1908 No 25: "An Act to sanction the construction of an electric tramway from Harris-street, via Miller-street, Abattoir-road, Glebe Island Bridge, and Weston-street to Evans-street, Balmain; and for other purposes. [21 at December, 1908.]" – authorised the connecting line from Pyrmont to Rozelle, via Glebe Island Bridge.
The Spit to Manly Electric Tramway Act 1908 No 26: "An Act to sanction the construction of an electric tramway from The Spit to Manly; and for other purposes. [21st December, 1908.]"
Cremorne Tramway Act 1909 No 12: "An Act to sanction the construction of an Electric Tramway from the Military-road, North Sydney, to Cremorne Point; and for other purposes consequent thereon or incidental thereto. [7th December, 1909.]"
Darley-road, Randwick, to Little Coogee Tramway Act 1910 No 32: "An Act to sanction the construction of an Electric Tramway from Darley-road, Randwick, to Little Coogee; and for other purposes. [28th December, 1910.]" – Authorized what was later known as the Clovelly Line.
Tramways (Carriage of Goods) Act 1911 No 22: "An Act to authorise the carriage of goods upon tramways; to amend the Government Railways Act, 1901; and for purposes incidental thereto. [21st December, 1911.]" – authorised the carriage of goods on tramways, except on the George Street and Pitt/Castlereagh Streets lines in the city.
Transport Administration Act 1988 No 109 [repealed]: "An Act .... to provide for the administration of public transport in New South Wales; and for other purposes." – allows the Director-General of Transport to develop or operate light rail systems, or facilitate their development or operation by other persons – was the legislative basis for the first part of current line from Central Station to Lilyfield, and provides governing law for that line.
Transport Administration Amendment (Light Rail) Act 1996 No 128: – established the Transport Administration Corporation to set regulations applying to the current line from Central Station to Lilyfield, including extensions.
Transport Administration (General) Regulation 2000 – Reg 14 [repealed]: Declared the route of the extension of the current line from Wentworth Park to Lilyfield.
Transport Administration Amendment (Rail Agencies) Act 2003 No 96: Established the Transport Infrastructure Development Corporation
