Melbourne Cable Tramways – Macmeikan & Pollock Reports

Trailer Cars

The original trailer cars imported from America and placed into service on the Richmond line had saloons 16 feet long. This car was termed the ‘Standard Car’ as per Figure 31 from which full size templates were made, and used for the construction of all future trailer cars built at the Nicholson Street Tramway Workshops. This type of trailer was also known as an 8-window trailer car.

For lines where traffic was very light, notably the West Melbourne line, cars were constructed with 12 foot saloons as per Figure 31. This type of trailer was also known as a 6-window trailer car, and was also used on the Kew and Hawthorn horse-drawn lines of MTOC.

Figure 31. General arrangement drawings for the three types of cable tram trailer – the standard ‘8-window’ car, the short ‘6-window’ car used on lightly-used routes and the Hawthorn & Kew horse tram routes, and the bogie car used on the Elizabeth Street Brunswick route.: From the Macmeikan report.

In contrast on the Brunswick line, where standard cars ran originally, the traffic became so heavy that cars of a greater capacity were required. The bogie car was then designed to cope with the increased loading, and operated in service until the line was converted to electric traction. Some bogie trailer cars were built from new; others were spliced together from two 6-window cars after they were replaced on the West Melbourne line by standard cars. The spliced bogie cars could always be detected by the thick centre pillars, produced by the bolting together of the corner pillars of the short cars.

Although the three types of cars were of different lengths, the construction of the bodies was exactly the same. The sliding doors, windows, blinds, pillars and pillar spacings, roofsticks, and ventilators were common to all types of cars. The bonnets on the ends of the trailer cars and also the platforms were made separately from templates and attached as sub-assemblies. The bonnets were secured to the body bulkhead by means of brackets bolted securely to the corner pillars and screwed through the arch rail of the bonnet to the bulkhead. The platform was constructed on its bearers, which were bolted to the body side sills and underframe timbers.

The cars were illuminated by kerosene lamps. The original standard cars had lamp boxes constructed in the left hand corners of the saloons with a vent pipe passing up through the roof. These lamp boxes had large glazed doors in the interior to allow illumination of the saloons, and in the bulkhead a round coloured glass to denote the destination of the tram at night. This method of lighting became standard and was adopted in all cars built at Nicholson Street.

The 12 foot cars were similarly equipped, but the bogie cars, owing to their greater length, had an additional centre lamp. This central lamp was of a similar pattern to those used in the dummies, with glasses all round the lamp. One glass was set in a metal frame and hinged, to permit the kerosene lamp to be placed in position. A dome was also used on the roof to provide an outlet for fumes from the lamp. These domes were painted red, similar to the dummy domes to denote the Brunswick route. The above standard lighting was in operation until 1918-19, at which time it was superseded by electric lighting, power being supplied from Edison sodium hydrate storage batteries.

When the trailer cars were wired for electric lighting, provision was made for the batteries under the car seats where the leads terminated and plugged into sockets at each end of the batteries. Two 36 watt × 6½ volt lamps were used in the saloons of standard cars, and three 36 watt lamps in the bogie cars. One 2½ watt lamp was placed in the bulkheads of both types of cars to illuminate the route colour signal disc. Both types of cars had fuses and rotary switches installed in the lighting circuits. The batteries were handled in the same manner as the dummy batteries for charging.

The cars were painted with a background colouring, on dashes, bulkheads above doors and windows and side band panels, to denote the route on which the car ran. The car body panels were ornamented with transfers, lining and lettering. Gold leaf was used extensively for the car numerals on sides and dashes, names of the streets (traversed by the car) on band panels, lining and lettering of dashes.

The general finish of the cars was to a high standard, and to give as even an exposure as possible to the sun and weather conditions, the shed staff methodically turned them. They were also regularly washed and cleaned by the shed cleaner, who took a pride in the work of maintaining the excellent appearance of the rolling stock.

The M&MTB decided about 1923-24 to discontinue the use of cars for individual lines. This resulted in cars being uniformly painted in brown and cream, with practically all lettering omitted, the car numerals on sides and dashes remaining. After uniform painting, revolving destination signs were mounted on the car bonnets. The sides were four sided and springs engaged in grooves on one of the end flanges to hold the sign as desired. A Nicholson Street car, for example, carried a sign to show Nicholson St, Clifton Hill, Northcote or Spencer St.

Trailer Cars – Construction

The trailer cars were of different lengths (12', 16' and 24') but similar construction. The 16' saloon car was known as the standard or 8-window car, and was regularly run on all lines with the exception of Brunswick and West Melbourne. The following is a description of the construction of the standard 8‑window car.

The underframe of the car was built of spotted gum, the side sills being 3½" × 3¼" and the laterals 3" × 2¼", this with diagonal braces formed a frame approximately 16' long × 6' wide. On this frame is built, having the seven posts (1) on each side of the car (as per Figure 32). These posts (1) are morticed into the sills at 2' intervals, a belt rail (2) is run the full length of the saloon and the sides then finished with a 17" × 5/16" cove panel (3), a 19" × 5/16" body panel (4) and 8" × 5/16" band panel (5).

Figure 32. Drawing for standard trailer detailing basic key body components.: From the Macmeikan report.

The roof of the car is covered with 2¾" × ¼" hoop pine tongue & groove boards, being white leaded, canvassed and painted similar to the dummy roof. The roof is supported by roof sticks spaced approximately every 12" and morticed into the cant rails. Small ventilator windows (6) are fitted in the side of the canopy roof between each roof stick; these windows, being pivoted about their centre line, can be left either open or closed. A bonnet (7) is fitted on each of the saloon ends to roof over the platforms (8). The bonnets are secured by steel brackets, white leaded, canvassed and painted over the roof boards in conformity with the rest of the roof.

The end bulkheads (9) of the car are fitted with sliding doors, with windows on either side of the door, similar width and thickness of panels to those used on the car side complete the bulkhead. A platform (8) is constructed on each end of the car, being supported by 5" × 2" and 6" × 2" spotted gum bearers (10) bolted to the underside of the car body frame (as per Figure 33).

Figure 33. Drawing for standard trailer detailing end and underframe components.: From the Macmeikan report.

A crown plank or bumper (11) made of 8¼" ×1¾" spotted gum is bolted to the end of the timber bearers (10) and a dash (12) secured to same. The 4" × 13/16" hardwood platform flooring is also screwed down to bearers (10). The dash (1) is screwed to the outside of the bumper (11) and a steel frame (13) built around it with steel pillars (14), each side bolted down to the bumper (11). The gooseneck brake handle (15) with ratchet wheel (17) and pawl completes the dash.

Lifeguard framing (18) is suspended by steel brackets round the wheels and undergear, being constructed of hoop pine.

Wooden full drop sashes (19) are provided with Venetian blinds (20). The car seats and backs are of shaped plywood and supported on a wooden frame with wooden legs.

Lamp boxes are fitted at the near side front corners of the saloon, and the interior has a glazed door for illuminating the car. On the outside of the bulkhead a coloured glass disc shows, which denotes the route on which the tram is running.

Drawbars (21) made of ‘Special Netherton Iron’ coupled the car to the dummy draw-head by a pin which passed through the top and bottom of the draw-head and through an eye at the end of the drawbar. The drawbar was forged with a forked end as shown in Figure 34.

Figure 34. Drawing of trailer drawbar.: From the Macmeikan report.

The forked end of each drawbar passed through a draught plate, one being bolted to the underframe at each end of the car. Springs are provided, also special cast washers, on each side of the draught plate, which allows the necessary flexibility required for the drawbar operation.

Safety hooks are bolted to the centre of the car crown planks and are used as a safety device in case of drawbar failure. A chain attached to the dummy crown plank was coupled to the safety hook.

Axle boxes (23) are fitted with spiral springs (24) housed in the top spring cap (25) which is bolted to the car side sill. The lower ends of the springs (24) are housed in spring seats on the axle boxes (23). A mild steel brace on each end of the axle boxes is bolted to the side sills and a forged mild steel centre stay (27) connects the two axle boxes.

The brake gear as per Figure 35 shows the centre brake lever, which is supported by a bracket (not shown) and pivoted at the centre. This lever is connected to the gooseneck brake handles and staffs at each end of the car by a pull rod and chain, and to the two brake beams by connecting rods. The shoes are bolted to hanger links pivoted to the car underframe.

Figure 35. Drawing of trailer brake rigging and gooseneck brake handle.: From the Macmeikan report.

The table below [12] details the types and amounts of timber required to construct a standard 8-window trailer car.

Timber	Part	Quantity (super feet)
4" Spotted Gum	Bottom sides	43
	Total 4" Spotted Gum	43
3" Spotted Gum	End bars	16½
	Draught timbers	8
	Seat blocks	3½
	Sash rests	13
	Total 3" Spotted Gum	41
2½" Spotted Gum	Cross bars	22
	Total 2½" Spotted Gum	22
2" Spotted Gum	Diagonals	7
	Platform bumpers	13½
	Platform beams	40
	Seat legs	3
	Seat leg supports	3½
	Nose blocks and strainers	29½
	Total 2" Spotted Gum	96½
1" Spotted Gum	Step boards	10
	Total 1" Spotted Gum	10
Total Spotted Gum		212½
4" Yellow Wood	Corner pillars	44
	Total 4" Yellow Wood	44
Total Yellow Wood		44
1" Blackwood	Seat back top rail	3
	Pillar facings	2½
	End facings and sills	2
	Licenced boards and ½" moulding	4
	Total 1" Blackwood	11½
Total Blackwood		11½
1¼" Hoop Pine	Cow catchers	30
	Total 1¼" Hoop Pine	30
1" Hoop Pine	Seat sheathing	32
	Ventilator stops	5
	Bull boards	1½
	Beading mouldings and canvas binders	19½
	Wheel boxes	24
	Car drawer	3¼
	Lamp boxes	3½
	Corner linings	11
	Swing sashes	5
	Door mouldings	3
	Head linings	18
	Venetian blinds	31
	Roof boards	105
	Total 1" Hoop Pine	261¾
Total Hoop Pine		291¾
3" Tasmanian Oak	Sashes	63
	Total 3" Tasmanian Oak	63
2½" Tasmanian Oak	Seat front rails	17
	Total 2½" Tasmanian Oak	17
2" Tasmanian Oak	Door pillars	11
	Cant rails	13
	End main plates & risers	19½
	Door arch blocks	4
	Seat back rails	11
	Total 2" Tasmanian Oak	58½
1½" Tasmanian Oak	Side pillars	54
	Centre and waist rails	18
	Fence rails	6½
	End centre waist door roller rails	7
	O.G. ventilator rails	8½
	Bonnet bows and main rib	7
	Seat front rails	13
	Seat back rails	8
	Lining blocks	2½
	Total 1½" Tasmanian Oak	124½
1" Tasmanian Oak	Toe boards	4
	Wheel cover battens	3½
	End ventilator rails	2
	Wheel box battens and levers	4½
	End ventilator flaps	2
	End body mouldings & ½" mould	2
	Seat support rails, block battens & floor blocks	5
	Mat laths	7
	Seat back rails top	5½
	Seat back rails	13
	Advertisement rails	5½
	Hand rails	2½
	Bonnet ribs	4½
	Canopy rails	2½
	Roof ribs	44
	Lamp box battens	1½
	End false rails	1½
	Side false rails	5½
	Drip rails	9
	Platform sheathing	42
	Seat scrolls	2
	Total 1" Tasmanian Oak	169
Total Tasmanian Oak		462½
1" Californian Pine	Glass beads	4
	Total 1" Californian Pine	4
Total Californian Pine		4
1¼" Sugar Pine	Venetian blind slats	27
	Total 1¼" Sugar Pine	27
Total Sugar Pine		27
5/16" Available Timber	Panels	94¼
4" × 7/8" Tongue & Groove	Flooring (300 linear feet)	87½
6" × ¾" Tongue & Groove	Lining (32 linear feet)	7¼
Total All Timbers		1242¼

Trailer Cars – Operation

The car operated as a trailer, being drawn by the dummy to which it was coupled as described below. On occasions when traffic was heavy two cars were coupled to the one dummy; to operate this arrangement, one gripman and two conductors were employed.

The car, when leaving the depot for service operation, ran over the examination pit for inspection of running gear and sounding of wheels for cracks. After running out the car was coupled to the dummy as follows.

The conductor standing on the car platform lifted the drawbar by means of a chain which slid through a conduit attached to the inside of the dash. This enabled the drawbar to be held at the correct height to engage with the draw-head of the dummy. The gripman, standing on the end platform of the dummy holding the coupling pin by its chain in position at the top of the drawhead, allowed it to drop through the drawbar when the drawbar was in position. A safety coupling chain attached to the dummy was then hooked on the car safety hook, which completed the coupling operation. The same procedure took place at termini after shunting.

The car brakes were operated on steep gradients to assist the gripman in stopping the tram. The conductors were called on to use judgement in the application of the car brakes, in that they were to allow the gripman to control the tram as much as possible. Frequently the tram speed was rapidly retarded and the conductor would immediately release the car brakes, allowing the gripman to take control and at the same time hold himself in readiness to make further application of the car brakes if required.

If, on the other hand, the dummy brakes were not retarding the tram speed sufficiently, the car brakes would be applied more vigorously. Two grades where the above procedure was always observed under instructions to crews, were in Bourke Street (from Queen Street to Elizabeth Street) and in Collins Street (from Russell Street to Swanston Street).

Wire gates were used on each platform to prevent passengers boarding or alighting from the off side of the car. The gates had hooks on their long sides which engaged with brackets on the car bulkhead, the other side of the gate being held by a shackle attaching it to the metal framework surrounding the dash. The gates were moved from side to side of the platforms by the conductors at each terminus.

The car windows were of the full drop type and consequently very suitable for most weather conditions. The louvre sun blinds were also full drop and functioned satisfactorily for operation with the windows. The ventilators between the roof sticks on the canopy roof could also be opened if desired. Bells were fixed under each bonnet on the centre line of the car and connected by a bell strap. The bells served to signal the gripman to stop the tram or proceed during traffic operations. The bulkhead windows each side of the door were protected by three steel bars, to prevent platform passengers from leaning against and breaking the glass.

Hand rails were provided under the bulkhead and down the corner pillar, to assist passengers getting on and off the tram.

The car doors were of the sliding type, being suspended by rollers. The door was guided at the bottom by a cast guide plate screwed to the wooden bulkhead cross-bearer.

In general the trailer car was a very satisfactory vehicle, giving good service to the public and minimum anxiety to those responsible for its operation. The car was light in construction [13] but carried heavy crush loads and stood up to all that was demanded of it. If any mishap occurred to a trailer car in service likely to cause general delay, it could be lifted off the track and the line maintained in normal operation. The car could then be repaired or transported by lorry to the car depot or workshops for attention.

Trailer Cars – Maintenance

General car maintenance was carried out at the depots where most of the spares were held in stock at a subsidiary store under the control of the depot staff. Some of the replacements made during general maintenance were:

Platform boards – the platform of the car, being wider at the saloon bulkhead than at the crown plank, called for a set of boards varying in length and tapering from the longest to the shortest. The finished boards were drilled and countersunk ready to screw down to the platform bearers in place of worn ones;
Step boards – these were drilled and shaped to replace worn steps being bolted to the metal step hangers;
Lifeguards – sections of lifeguard made to templates and drilled were used to replace any faulty boards;
Sashes;
Blinds;
Sash Runners;
Sash anti-rattlers & bumpers;
Door anti-rattlers;
Door rollers & runners;
Door bumpers;
Bells;
Bell straps;
Strap brackets.

At times certain replacement parts had to be forwarded from the Workshops Stores, for unusual replacements, being generally the outcome of accidents.

All running maintenance, such as replacement of brake shoes, axle brasses, axle box springs, etc, were also attended to at the depot.

Brake shoe consumption was low, the trailer car brakes being used principally in running in and out of depots and at termini when shunting. This did not give rise to any appreciable wear, and consequently, attention to brake rigging and wheels on cars was light but replacements were made when necessary.

Cars were overhauled at the workshops on a general inspection basis which took into account length of time in service since last overhaul, condition of body and equipment, and general appearance. An effort was always made to save the car body finish if possible, in order to avoid burning off. Painting a new or burnt-off car was very costly, due to the high class finish desired. The following coats of filling, paint and varnish (with the requisite surfacing between coats) was applied to new and burnt-off cars:

2 coats lead colour;
4 coats filling;
1 coat facing lead;
1 coat brown lead;
2 coats body brown paint;
4 coats varnish.

In addition, new ornamental transfers were required, together with necessary numerals, lettering and lining. It will be obvious that a great saving was effected by having cars to the workshops in time to avoid burning off.

When cars were in for general overhaul, drawbars, brake gear, safety hooks, truss rods, stays, etc, were annealed or replaced if unserviceable. Woodwork was examined and renewed where necessary; also all fittings including sash bumpers, anti-rattlers, bell straps and such like were usually replaced. Wheels, axles, axle boxes, axle brasses, etc, were also renewed if required.

Footnotes

[12] All the quantities specified in this and other tables of materials are from the original Macmeikan report, however note that in some instances the totals given differ from the result obtained by adding the individual items.