Nottingham Corporation Tramways - 1926 - New Depot at Carter Gate

New Depot At Carter Gate

On 1 January, the 25th anniversary of the electric tramway system, reduced fares came into operation.

A start was made in April on building the new depot at Carter Gate (Parliament Street), with accommodation for buses, trams and trolleybuses. Trams were given eight roads, all with pits, the capacity being 80 cars. A most complicated layout of track leading to the depot was put in at same time, the intention being to build a single line for one-way traffic inward to the Market Place along Lower Parliament Street and Hockley, via Victoria Street and South Parade, the outward route, also single line and one-way traffic via Long Row and Pelham Street to Hockley. Hockley was a narrow thoroughfare that had been widened towards its junction with Lower Parliament Street, but, owing to the Corporation being unable to obtain a property higher up the street at a reasonable price, the whole scheme was later abandoned, although not before much track and pointwork had been laid. The double turnout at the bottom of Hockley had been in position for approximately six months when it was removed together with the short length of track leading to it, no car ever having run over it. Lines built in connection with the depot were along Southwell Road, with a three-way junction at Manvers Street, another three-way junction at Lower Parliament Street, and then along Lower Parliament Street to within 30 yards of Pennyfoot Street. There were trailing points from both lines into Stanhope Street, where the depot entrances were. A single line ran along Stanhope Street, with trailing junctions both ways into Manvers Street.

The extension from the city boundary on Woodborough Road to Westdale Lane, the third portion to be constructed outside the city, opened for traffic on 7 June.

During 1925, Barton Bros. started a service from Sandiacre via the city to Redhill and Arnold and to meet this competition the tram short working to Winchester Street at Sherwood was extended to Villiers Road and the working to Villiers Road extended to Daybrook early in 1926.

On 11 March the transfer ticket system between tram services was extended to cover transfers between Sherwood trams and Bagthorpe buses. This proved satisfactory and further facilities were introduced. The fares on inward journeys on motorbuses operating services over roads common with trams were reduced to the tram level on 26 June.

Suggestions had been made that the city’s colours of green and red should be used as a livery on the vehicles, and after Railless Ltd. had forwarded a panel showing a proposed green livery, the suggestion was adopted that motorbuses and the projected trolleybuses be painted green and cream.

Green with red piping was adopted for uniforms shortly afterwards.

The British General Strike of 1926 caused disruption in the services, all services being suspended on and from 4 May. On 7 May, an emergency subcommittee of the Transport Committee met to consider the position and resolved that all employees should be instructed to report for duty on Monday, 10 May, failing which they had to return their uniform.

On Monday 10 May 14 buses manned by volunteer crews were in service and on the next day this total was increased to 23, while Wednesday found 26 buses in operation.

A meeting of the Tramways Emergency Sub-Committee was held on Wednesday 12 May, at which it was reported that the General Strike had been called off. It was resolved that all employees who had been on strike should apply for reengagement, giving an undertaking not to withdraw their services except after giving proper notice. On the following day 14 tramcars and 26 motorbuses were in service, full normal service being resumed on Friday 14 May. The volunteers who drove these buses during the strike period were given permanent employment if they so desired.

The strike delayed the construction of the Carter Gate depot and also delivery of the trolleybuses, for the manufacturers were unable to obtain certain parts. In the meantime, facilities were afforded for the garaging of motorbuses at the City Engineer’s premises at Eastcroft.

A loss was still being made on the inter-running with the Nottinghamshire and Derbyshire Tramways Company, but, as the Company had no practical suggestions to make, the matter was left in abeyance.

Delivery of 20 new cars commenced later in the year; they were built by the English Electric Company of Preston, having 2x40 h.p. Dick, Kerr motors, Dick, Kerr controllers and equipment, and Brush P.22 trucks. They were totally enclosed, and the last 15 had leather upholstered seats on both decks. Five of the cars, nos. 185, 188, 189, 195 and 200, had roller bearings.

Late in 1926 Sunday morning services were reduced for the first time in peacetime.