page_title: Nottingham Corporation Tramways
section_title: 1901 - expansion
hierarchical_section_title: Nottingham Corporation Tramways / 1901 - expansion
caption_attribution_description: English: Identifier: streetrailwayjo201902newy (find matches) Title: The Street railway journal Year: 1884 (1880s) Authors: Subjects: Street-railroads Electric railroads Transportation Publisher: New York&#160;: McGraw Pub. Co. Contributing Library: Smithsonian Libraries Digitizing Sponsor: Smithsonian Libraries View Book Page: Book Viewer About This Book: Catalog Entry View All Images: All Images From Book Click here to view book online to see this illustration in context in a browseable online version of this book. Text Appearing Before Image: guard against the creeping of the rails, especially on the steepinclines which are so frequent in Nottingham. Lock nuts areused throughout. Great satisfaction has so far been expressed asregards the use of the anchor joint plates; they give a much easierrunning joint than with the ordinary sole-plate. The paving consists mainly of 6 ins. x 3 ins. granite blocks, thegreater portion of which were obtained from the Leicestershirequarries, but Norway and Aberdeen granite blocks have alsobeen used. A considerable quantity of Jarrah and Karri woodpaving has been laid down in some of the main thoroughfares inthe center of the city. The tramways committee has adhered principally to the double- Text Appearing After Image: EXTERIOR OF BULWELL CAR HOUSE EXTERIOR OF TRENT BRIDGE CAR HOUSE wide and \Y% ins. deep. The fish-plates weigh 77^ lbs. per pair,are 31 ins. long, and are secured to the rail by eight i-in. bolts.The joints are fitted with Coopers patent anchor joint plates,which, as shown in the section, consist simply of a piece of rail30 ins. in length, inverted and secured to the bottom flange of therail by eight&#160;%-in. bolts. In addition to this joint brace there are deck, single-truck car, with the reversed stairway, as built by theElectric Railway &amp; Carriage Works, of Preston. The singletruck was adopted in consequence of its being well known as agood hill climber, as some of the grades in Nottingham are from7 per cent to 9 per cent. Owing to a popular demand for eight-wheel cars, however, an order was placed for sixteen of this type, November 22, 1902.) STREET RAILWAY JOURNAL. 835 with maximum traction trucks, with only two motor equipmentsto each car. Six of the cars were put on the road, Note About Images Please note that these images are extracted from scanned page images that may have been digitally enhanced for readability - coloration and appearance of these illustrations may not perfectly resemble the original work.
context_page_description: Nottingham Corporation Tramways was formed when Nottingham Corporation took over the Nottingham and District Tramways Company Limited, which had operated a horse and steam tram service from 1877.
context_section_description: Following the sanctioning of the Sherwood route by the Board of Trade on 16 December 1900, a service commenced on 1 January, workmen then being transferred to the laying of the track on the Bulwell section, starting from the outer terminus. This service was a great success from the start, a five-minute frequency increasing to three minutes at peak periods, and the fare for the journey of just over two miles was 2d.
  A request for a connecting horse-bus service from St Andrew's Church to Porchester Road at Mapperley until the tram service was opened was not granted.
  By 23 April, new lines had been laid down Wheeler Gate, connecting for the first time the northern and southern sections, while work had commenced on relaying the Trent Bridge and Station Street sections. At this time a new electric line was laid from Bulwell as far as Gregory Boulevard at Hyson Green, which was some distance nearer the city than the Old Basford horse tram terminus. Horse buses provided a service connecting with the horse trams while the old rails were pulled up, thus continuing the service to Basford, and on 17 April horse trams commenced operating from Gregory Boulevard to Bulwell Market over the new rails. As further new rails were laid, so the Bulwell end of the service expanded, while the Nottingham end grew shorter. On completion of this work and the depot at Bulwell in June, a through horse tram service was inaugurated on 29 June. This did not last long, for electric cars superseded the horse trams on 23 July, a week after the Board of Trade inspection, the through fare being 3d., with intermediate 1d. and 2d. fares. Electricity at this time was 1½d. per Board of Trade unit.
  Some delay was being experienced in obtaining new trams due to the large orders in hand from all over the country, and it was thought that the start of the electric car service to Bulwell would have to be postponed. Fortunately, 16 cars numbered 10 to 25, identical with the first cars except for the three-board type indicators, arrived in July, number 13 making a trial trip to Bulwell on 8 July.
  On Saturdays all 25 cars were needed in service and short workings of the Bulwell service were operated between the Market Place and Hyson Green, and to the old horsecar terminus at Church Street, Basford; the service was well patronised, overcrowding being commonplace. The receipts for the Bulwell services for the first week in August were £1,115 (equivalent to £118,901 in 2018) compared with £318 (equivalent to £33,911 in 2018) the previous year.
  At a city council meeting in May, new electric routes were proposed to Arnold, Hucknall, Carlton, Kimberley, Beeston, Stapleford and to other places in the county, but it was agreed not to construct outside the city boundary for the time being. In July it was decided to obtain powers for the building of the Hartley Road section.
  By August 1901 the Arkwright Street and Station Street relaying was well under way, together with the building of a new depot at Trent Bridge, comprising 11 roads with accommodation for 80 cars. For a short period the Trent Bridge horse tram service was cut into two parts while the Midland Railway strengthened their bridge under Carrington Street; the bridge over the adjacent canal was rebuilt at the same time. A further 32 cars of the original type were delivered, but with 2x35 h.p. motors instead of 2x25 h.p. motors. 
  The council meeting held in September brought forth many new tramway proposals, of which the following were adopted:  the conversion of the Forest Road line to electric traction (this had been left out of the original Bill), a line along Victoria Embankment from Trent Bridge to Wilford Bridge, and a line to Sneinton.
  The Nottingham Corporation Act 1902 gave powers for the Forest Road line and for a number of short lengths of tramway, principally in the Market Place, to link up constructed or authorised tramways. It also gave powers for the Corporation to operate motor omnibuses in connection with any tramway either during a period when it was impracticable to operate tramcars or as extension
caption: The depot at Bulwell
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