DEVONPORT TRAMWAYS.

Auckland Star, Volume LVII, Issue 247, 18 October 1926, Page 8

DEVONPORT TRAMWAYS.

A TOO EARLY SCHEME. PROJECTS THAT LAPSED. The sharp controversy that has arisen over the Bayswater-Takapuna tramway system is not the first time that transit systems have disturbed the equanimity of the Northern boroughs. Few people know that Devonport once had a tramway system. The first suggestion for laying it clown came from the Devonport Steam Ferry Company in 18S3; the work was to be undertaken within five years; the Road Board authorities (the community had not then attained the dignity of a borough) considered that five years was far too long for a progressive suburb to wait for trams, and in the attempt to hasten matters the whole scheme was lost. In 1885 the Devonport and Lake Takapuna Tramways, Ltd., was formed, and secured a concession to run cars, under the Tramways Act of 1572. The routes were: Along Beach Road and Lake Road (Church Street now) to Lake Takapuna schoolhouse and Takapuna Beach, Melrose via Albert Road to Narrow Neck, along Edward Street (Calliope Road) to Brick Bay (Stanley Bay), and through either Tainui Road or Cheltenham Terrace to reach Cheltenham Beach. The gauge was to be 4ft Sin, and horse or mechanical power was optional. Cars were to run from 7 a.m. to 7 p.m., except on Sundays, when traffic was to be subject to consent of Devonport Road Board. Car speeds were not to exceed 10 m.p.h., with a minimum of 3 m.p.h. Fares were fixed at:—Two miles or part thereof, 3d; after 7 p.m., (id; to Takapuna, 1/. Three years were allowed for completing the work. The engineer to tbe company was Mr. Knox, and the contractor for the formation work was Mr. Mathew Walsh, now residing in Grey Lynn. The first section, to Cheltenham Beach, was opened in 1886, the lirst man to drive a car being Mr. Geo. Smalley, an Auckland Jehu. Two open side cars were in use. When the novelty lost its attraction the revenue was not equal to the expense, and the company was not able to develop its scheme; in 1887 Messrs. R. and R. Duder purchased the undertaking and ran it for a couple of 3-ears. It is related that one traveller on the cars, finding himself pushed for time to catch tho ferry, was constrained to ask the driver to allow him to alight, as he wanted to catch the boat.

In 1594 the rails were lifted and sold to the Mitchelson Timber Company, on the Kaipara.

A Third Scheme In IS9S Mr. P. Hansen applied for a concession to run electrically-powered ears in Devonport and Takapuna, with the. right to supply power for domesticuse. The scheme provided for a company of £50,000 capitalisation and penny faros in the borough, and the opening of the beaches and the lake to the public was strongly stressed by the concession seekers, who asked for a 50----year franchise. The local body was to have the option of resuming after 30 years at half price. The Devonport Borough Council offered to accept a proposal which allowed the local body to take over after 28 years without having to pay goodwill, the main line to the lake to be completed in IS'JO, nnd the line to Stanley Bay within three years; a double line was to traverse Victoria Road as far as tho racecourse. In February of ISOO cabled advice from the promoters in London stated that a syndicate had taken, the options in Devonport and Auckland city, this being 'the first intimation that the public had that the Auckland city option had passed to Mr. Hansen's group. In May, 1900, the concession holders asked for time to allow of the completing of Auckland city undertaking first, but the Devonport Borough Council asked £.300 for the privilege of extending the time of the concession. Negotiations ceased in November, 1900. Six years later the same parties applied for a new concession at Devonport, but, on being asked £500 for the option, declined to proceed. A few months later a Mr. E. R. Russell secured an agreement with Devonport to run trams in the borough, and in 190S requested the transfer of tiie option to a cpmpany, the Devonport Transport Co., Ltd., with a capital of £150,000, half of which was in sight before registration of the company. The cars were to run only in Devonport Borough to Cheltenham Beach, to Stanley Bay, to the boundary of Devonport Borough and Takapuna, and to Narrow Neck. On a poll to decide the matter, under the requirements of the Tramways Act, the voting was 20 for the trams and 1007 against. This strange vole definitely settled the question of trams in Devonport. Tho subsequent development at Bayswater followed the decision of Devonport to keep clear of new-fangled ideas. While the merits of trams were being discussed and tried out, the communication between the wharf at Devonport and the lake was first maintained by horses buses, and later by I steam buses. Owing to faulty design, I the latter did not provide adequate serI vice, and were abandoned.