Perth Tramways 1899-1958

Perth, the capital city of Western Australia, is situated on the Northern bank of the Swan River, about 15 kilometres upstream from the port town of Fremantle. Perth was first settled in 1829 - a British colony. Its isolation meant that for many years growth - population and economic - was slow.

In the 1890s significant gold discoveries were made in the state, notably at Coolgardie and Kalgoorlie, the latter the site of the famous "Golden Mile". These discoveries, together with increasing agricultural activity, brought increased prosperity and increased population to Perth.

The population increase meant, as in other places, the development and spread of suburban living, but towns and cities could not grow beyond a certain physical size unless public transport was made available.

A railway had been opened in 1881 from Femantle, through Perth, to link to Guildford and the agricultural regions beyond. Passenger services were established, and stations were built at some of the isolated settlements such as Claremont. Early suburban growth could easily follow the railway, but to develop suburbs away from the railway, an alternative form of transport was required.

The tramway system which developed was a radial one, centred on Perth city, and with its major purpose to transport people from their homes in the suburbs to their work in the city. The same trams would be used for shopping trips to the big Perth stores such as Bon Marche, Aherns and Boans.

Beginnings 1899 - 1913

Perth tramways were initially operated by a British company, Perth Electric Tramways Limited. Track construction started on January 30, 1899, and services officially started on September 28 of that year. The first line ran 4.8 kilometres along Hay Street, from the Carbarn in East Perth [near the WACA cricket ground] to Thomas Street, West Perth. There was a spur line along Colin St, West Perth, to serve residences and give access to Kings Park. 

Further lines were built in subsequent years:

• Subiaco (along Hay St and Rokeby Rd to Thomas St.)

• Nedlands (extension from Subiaco along Thomas St and Broadway to Nedlands Baths)

• Wellington St East (via Hill St and Kensington St to Trafalgar Rd)

• Wellington St West (to Thomas St)

• Mounts Bay Rd (to Pt Lewis)

• Mount Lawley (via Beaufort St and Walcott St to York St)

• Victoria Park (via The Causeway and Albany Hwy)

• Lincoln St (via Lord St)

• North Perth (via Bulwer St and Fitzgerald St to Albert St)

• Leederville (via Newcastle St and Oxford St)

• Osborne Park (extension from Leederville along Main St to Royal St)

These routes, together with other city track, gave a total of around 37 route kilometres by June 30, 1913. At that time there were 53 tramcars in the fleet: 44 four-wheel "single truck" cars, and 9 of the larger "bogie" cars.

The Beaufort St lines ran from a terminus at Barrack Square, which connected with the ferry service to Mends St Jetty, South Perth.

Nationalisation and expansion 1913 - 1930

The privately run tramways were profitable, but would require funds for further expansion. The State Government decided to purchase them, and operations under government control began on July 1, 1913. The system was run as part of the Western Australian Government Railways [WAGR] - this continued until 1949 when a separate Western Australian Government Tramways and Ferries [WAGT] department was established. One advantage of the arrangement was that tramcar bodies could be economically constructed at the WAGR workshops at Midland Junction. A disadvantage was that new tram routes which might have competed too directly with the railways had little chance of approval.

Knowing that its operations would be taken over, the PET Co, in its final years running the system, had naturally not wished to spend more than the minimum required amount on maintenance. The government therefore inherited a somewhat rundown system. While maintaining a cautious financial approach, the government embarked on a programme of track and fleet renewal, with some expansion.

Under Government ownership, the same general approach of connecting developing residential areas with the city centre continued, with links to leisure facilities being a bonus where possible. 

The other main system expansions occurred during this period:

• Nedlands extension of Mounts Bay Road line to Nedlands Baths

• Inglewood (via Beaufort St to Dundas Rd)

• Claremont (via Thomas St and Stirling Highway)

• South Perth Zoo (via Causeway and Angelo St)

• Como (from Mends St Jetty, via Labouchere Rd)

• Maylands (along Guildford Rd to Ferguson St)

• Mt Lawley North Perth (Walcott St to Blake St)

• Claremont (via Mounts Bay Rd and Stirling Highway)

• Westana Rd (from Claremont Station via Victoria Avenue)

• Wembley (via Woolwich St and Cambridge St to Nanson St)

Closures:

• Wellington St West - abandoned by early 1920s

• Colin St to Kings Park Road - abandoned 1930

Depression doldrums 1930 - 1939

The worldwide depression of the 1930s had effects in Perth similar to those in many other places.

Although people were less able to afford private transport, patronage on trams also suffered: due to high unemployment, fewer could afford to catch public transport. After years of steadily increasing patronage there was a sudden and marked decrease after 1930.

Maintenance of the fleet and infrastructure was difficult due to financial considerations. Conversion to trolley bus operation was found to be cheaper than upgrading and converting single track lines to double track.

There had been a continuing need for further tramcars to be built, but in the end this was possible only by reusing equipment from some older vehicles. As it turned out, the last new tramcars for Perth were #126-130, completed in 1932-4.

Expansions:

• Inglewood - extension to Salisbury St

• Victoria Park - extension to Patricia St

• Wembley - extension to Alexander St

Closures:

• Wellington St East - replaced by trolleybus in 1933

• Westana Rd / Claremont Station - abandoned 1935

• Claremont - replaced by trolleybus in 1938

• Wembley - replaced by trolleybus in 1939

Dismantlement and closure - Why the trams stopped 1948 - 1958

The depression followed by the war had thrown together a combination of factors which eventually proved to be lethal for the tramways: an aging tramcar fleet, aging infrastructure and years of delayed maintenance had all compounded by heavy use during the war years.

The fact that much of the track was single, including some at the side of the road, would have meant additional expense if it were decided to modernise the tramway system.

The shortage of funds for rehabilitation also applied to operations - buses, as well as being more flexible and cheaper to acquire, would also be cheaper to operate as they could be operated by one person, which was not possible for the Perth trams of the time.

There was the additional feeling among many that trams were oldfashioned and inflexible, and their overhead wires were unsightly. Increased use of private cars, especially after the ending of petrol rationing in 1949, reduced tram patronage and increased crowding on the roads - the trams were seen as a problem for the cars.

Thus it was a combination of financial problems with a lack of will to overcome them which ultimately caused the closure of the tramway system.

Closures:

• Osborne Park line beyond Mt Hawthorn [1948]

• Nedlands route beyond Subiaco [1949]

• "Causeway" lines - Welshpool, Victoria Park, South Perth, Como [1950]

• Mt Hawthorn Oxford St [1951] - replaced by trolleybus

• Maylands [1951]

• Mt Lawley-North Perth [1953] - replaced initially by motorbus, then by trolleybus in 1958

• Newcastle St [1953] - replaced by trolleybus

• North Perth [February 1958]

• Subiaco [April 1958]

• Inglewood [19 July 1958] - replaced by trolleybus