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PLYMOUTH TRAMWAYS COMPANY
| After the failure of
Plymouth's steam trams, the property of the Plymouth,
Devonport and District Tramwways Company was sold to a new Plymouth Tramways Company,
as authorised by the Plymouth Tramwys Act 1889. The new Company was formed to finish
construction of the proposed lines and to work horse-trams over the system. Tramcar number 1 at West Hoe. |
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In anticipation of this, on
Monday March 11th 1889 the Western Morning News reported:
The
Plymouth Tramways Bill has been read a first time in the House of Lords and we understand
that the Tramways Company have already ordered some light horse cars of the newest design
and which are specially constructed to ensure easy running.
It is an interesting fact, also, that these cars are to be delivered so as
to enable the line between the Plymouth Hoe and the town to be opened in time for the
coming Easter holiday traffic. The order for
the cars was given by the company on Friday, and it will doubtless be a source of
satisfaction to the people of Plymouth to know that this portion of the line, at any rate,
will be immediately worked.
But it was not until Thursday September 19th
1889 that a further report in the newspaper indicated that some progress was being made:
Congenial occupation was
found yesterday [Wednesday 18th September 1889] in the Plymouth
streets, between the Guildhall and Millbay, for a troupe of youngsters disengaged from
school, and also for not a few grown up people, in watching a new tramcar, which was run
for the first time over a long disused tramway. The
surprise excited was fully equalled by the amusement, for it can be easily imagined that
after being unused for six years, the tramway rails were in no condition for smooth and
easy running for any vehicle. The grooves of
the rails were jammed with dirt and stone, in many places they had sunk in, and at places
had bulged. The result was a comical series
of contretemps to the new car. At its first
transit between Bedford-street and Millbay, through Princess-square and Lockyer-street,
the car managed to get off the rails many times in that tortuous route, and when it did so
there had to be a series of tugs and twists to get on the rails again. The journey to and from was made several times,
and each time with greater facility than previously as the grooves became open, and the
line in better order. Of course, the object
was not to shew [sic] the state of the rails – for that, as might have been
predicted, was bad enough – though, considering how long a time had passed since they
were laid, without renovation, and the constant traffic of other vehicles across them, it
was scarcely to be expected that the car would run over them at all. Several gentlemen connected with the new owners of
the tramway occupied the car, and also the Rev. Mr Hitchens, Rev. A Van Straubenzee,
Colonel Slaughter, Messrs. Trounson, Kay, James McBryde, and some others more or less
interested in the matter in hand. The net
result, however, was very satisfactory, as it was shown that there was no serious twisting
of the rails out of gauge, and that a moderate amount of repairs will put the route in
working order. The new car, which was really
the centre of attraction, was greatly approved. It
is one of two built for this line by Milner, of Birkenhead, who supplies the tramways of
Leeds, Newcastle, and other large places with similar vehicles. It has a special undergearing, enabling the body
of the car to move laterally with ease and giving freedom to the wheels in passing over
curves, and reducing the strain on the horse, and on a good road would undoubtedly run
smoothly. Its light and elegant appearance,
and a body of pitch pine and with plenty of glass, were much admired. This trip afforded the first ocular evidence for
years past of the active existence of a Plymouth Tramway Company, and encourages the
expectation that before long the new proprietors – who are incorporated by an Act of
Parliament into a company, not under the Limited Liability Act, but by a special Act such
as that obtained for railways – will be able to open at least a portion of the line
for use. Many of the public, indeed, thought
that the happy day had already come, and amused the occupants – and especially the
fair amateur conductor, the daughter of Mr Davis, the chief proprietor of the tramways
– by hailing the vehicle to stop and pick them up as ordinary passengers, and
otherwise shewing [sic] that they intended to be patrons of the new conveyance
when it is once in complete going order.
In an Agreement dated April 30th 1892 between the Company and
Plymouth Corporation the extent of the system to be handed over to the Corporation was
stated. One line ran from Market Place to Compton Lane End; another ran from
Houndiscombe Road into Old Town Street; the third commenced at Westwell Street and ran to
West Hoe. Also included in the Agreement were the two short pieces of track leading
to the depots, the Horse Emporium in Belgrave Road, Mutley, and the stables at West Hoe
held on a lease dated May 28th 1884 from Mr William Booth.
The Company's failure to complete their promise of constructing the
remaining lines authorised in the Plymouth Tramways Act 1889, spurred Plymouth Corporation
to take matters into their own hands and under the authority of the Plymouth Tramways Act
1892, they purchased the Plymouth Tramways Company's property for £12,500.
A service was provided but between the General Post Office in Westwell Street and West Hoe
only. Cars started at 10am from either end and ran every 20-minutes until 9.40pm
from West Hoe and 10pm from the GPO. On Sundays cars ran from 2pm only.
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