Carlisle Tram

This tram body is currently in store in the Carlisle area.

Our bid of £50 was accepted for the tram body. At the request of the seller, this has been paid in the form of a £50 donation to Leukaemia Research. We are now checking how long we can leave it in it's current store, as the building which houses it is subject to redevelopment.

City of Carlisle Electric Tramways Co. Ltd.

Although proposals for a horse tramway had been mooted in the 1880's nothing materialised until the end of the century, when, in 1898, the Carlisle Tramways Order authorised the construction of an electric tramway in the city.

Construction began in 1899. Because of the narrow city streets the tramway was constructed to a gauge of 3ft 6ins and consisted of six lines radiating from the London & North Western Railway's Citadel station in the city centre to Newtown, Stanwix, along Warwick Road to Petteril Bridge, London Road, Boundary Road and Denton Holme. The tramway was operated by the City of Carlisle Electric Tramways Co Ltd, power being taken from the Corporation's supply station in James Street. All routes were mostly single track with passing loops. They were very short routes in comparison with other operations. (A map in one of the display rooms at Crich showing the routes of all British tramway systems highlights the compact nature of the system).

The system was opened to the public on the 30th June 1900, but was never a financial success, and, in 1911 was sold to the Balfour Beatty group. The tramway, which had been allowed to deteriorate badly during the few years it had been open, was renewed and rolling stock replaced, the 'new' tramway opening on 9th December 1912. A new dark green and cream livery was introduced to replace the previous chocolate and cream.

Unfortunately the advent of World War 1 in 1914 presented the company with problems, such as lack of proper staff for maintenance, and led to the deterioration of the tramway once again. When the war ended, Carlisle began to expand and the Corporation pressed the company to extend its tramway into the new suburbs.

However, the financial state of the Company was such that it was unable to afford the expenditure required, and, in any case, in common with most other operators, had started to run its own motorbuses (as Percival's Motor Bus Services). As a result the Corporation considered operating its own buses into the suburbs.

On the 5th March 1931, Carlisle Corporation purchased the tramway and motorbus operations from the Company, after sanction from the Ministry of Transport. The necessary operating licence, however, was refused by the Traffic Commissioners, presumably because of objections from local bus operators. Consequently the Corporation (who decided against an appeal), invited the local operators (who included Ribble, United, Cumberland and Caledonian) to enter into a co-ordinated agreement, for which the licences were granted.

As a result the tramway was closed, the last tram (No. 8) running with due ceremony on the 21st November 1931.

FLEET SUMMARY

Fleet Nos	Year	Type	Trucks	Builder	Seating
1 - 3	1900	Single deck saloon	Brill	ERTCW	22
4 - 15	1900	Double deck open top	Brill	ERTCW	22+23
1 - 8	1912	Double deck open top	Brill	UEC	22+28
9 - 12	1912	Single deck saloon	Brill	UEC	24
13*	1920	Double deck open top	Brill	ERTCW	22+26
15	1923	Double deck open top	Westinghouse	EE	22+26
14	1925	Double deck open top	EE	EE	22+26

Number 13 was ex Ilkeston Corporation, new in 1903.

(UEC is United Electric Car Company of Preston, EE is English Electric).

OUR Carlisle Tram

It is believed that our tram body comes from of the 1912 batch of double deckers (numbers 1 - 8). There are similar trams preserved which give a good representation of how ours could look, depending on how far we wish to restore it.At Crich, Derby number 1 is on static display in the museum hall. It is on a mock-up of a Brush exhibition stand, but carries a United Electric Co plate and a Brill imprint on the truck. So did Brush build to UEC designs under licence?

Also at Crich is LCC number 106 (London County Council?) in the running shed; this is definitely a UEC/Brill product. All Crich trams are standard gauge so can not be exactly the same as a 3'6" gauge Carlisle tram. Crich has a library resource for all UK tramway systems which will no doubt give much more information, but it was closed when Alistair visited in February.

Best of all though is Wolverhampton number 49, which is normally operational at the Black Country Living Museum at Tipton. It is described as new in 1909, with a Mountain & Gibson 21EM Truck, built by UEC, seating 29 + 22. It has at one time been fully covered, but now runs as an open topper - on a 3'6" gauge tramway! I think that this is a good starting point for any restoration work we may decide to carry out.

As for getting hold of a truck, I don't know. The one under number 49 is an ex-Oporto standard gauge truck, cut down to suit!

Restoration

Appleby Training & Heritage Centre has restored a variety of wooden bodied vehicles, including a horse-drawn dray, an Austrian B17 Zillertalbahn coach, a North London Railway coach, Wisbech & Upwell Tramcar No.7, a Sentinel D.G4 steam bus now running a regular service to Bowness, and a GWR Auto Coach .

The third major project completed by Appleby Heritage Centre was the Sunderland B16 tram from the Beamish Museum Tramcar Group. This tram was a double decker and Appleby restored the lower section.

The team were able to dismantle individual components for inspection, and usually confirm the details on the Beamish paper drawings. They erected the new structure starting from a completely replaced under frame, working progressively upwards. The platforms with fenders and supporting timber and steelwork were new and made entirely to the drawings.

The quality and methodical approach the Appleby team had towards the project led to them being asked to extend their supply to include the glazed vestibules. When all was completed it was successfully joined with the upper section and was ready for release.

For further reading, look at the following;