Transport in Brisbane - Historic

Historic

Historically Brisbane had a network of trolleybuses and trams, both of which were closed in 1969 in favour of an expanded bus fleet.

The Brisbane Tramways Trust experimented with providing bus services in the 1920s but these proved impractical due to mechanical unreliability and Brisbane's poor road surface quality. The first permanent bus services were introduced in 1940 as a supplement to Brisbane's tram services. In 1948 the council municipalized a number of privately-run bus operators and expanded its own fleet of buses. The first tram lines to close were the Lower Edward Street to Gardens route, and the Upper Edward Street to Gregory Terrace route in 1947, the latter due to the very steep grades on that line. Diesel-engined buses initially replaced tram services on these lines, however these were replaced by Trolleybuses on 12 August 1951.

The council also intended to introduce a trolleybus service to the new University of Queensland campus at St Lucia, and purchased enough trolleybus chassis from the United Kingdom for the route. However, it was vigorously opposed by residents and the plan was abandoned. The council then found itself with surplus trolleybuses but no route on which to run them, so it decided to run the trolleybuses from Herston to Stanley Bridge, East Brisbane, commencing in 1952. Several other trolleybus routes were subsequently established in the eastern suburbs. The first of these replaced a tram route, along Cavendish Road, in 1955. Other trolleybus routes to Seven Hills and Carina did not involve tram route closures. The depot and workshops for the trolleybuses was located in Milton on Milton Road between Hale and Castlemaine Streets. The former depot was demolished to make way for the redeveloped Suncorp Stadium.

The tramway closure was notable for the speed with which it was carried out. Several hundred replacement buses were purchased from British vehicle manufacturer Leyland, at the time the largest single bus purchase in the world. The sudden acquisition of so many buses was to have repercussions in later years. Initially the Leyland Panther buses proved unreliable, and as a result, older front-engined mounted buses such as the Leyland Mk III Regals, dating from the 1940s, were retained well past their normal replacement date. Once the problems with the Panthers were ironed out, overall fleet numbers and maintenance requirements were reduced. Nevertheless, the fleet retained many older buses from the 1950s and early 1960s.

In 1975, the Whitlam Labor federal government made $80 million available to the Bjelke-Petersen National Party Queensland state government, intended to be passed on to Brisbane City Council for the purchase of new, replacement buses. The government refused to transfer the funds to the council, instead using the money to restore Parliament House and construct the Parliamentary Annexe building. As the replacement bus fleet aged, their maintenance requirements steadily increased, at a time when labour and spare parts costs had risen sharply. Further, as the tram replacement buses started to wear out at about the same time and needed replacement, the council was faced with another large capital outlay. Subsequently in 1976, the council was able to negotiate federal funding, enabling them to purchase Volvo B-59M buses, its first fleet acquisitions in seven years.

Patronage on the buses continued to decline, despite the best efforts of the Department of Transport hampered by rising fuel and labour costs, together with tightening budgets, leading to further cuts in services. An ageing bus fleet, some of which had been in service since the 1940s, made the service increasingly unattractive. A further hindrance was the council's own aggressively pro-car 1964 City Plan, requiring all developments to include car parking, but did not require the provision of any facilities that might advantage public transport. By the 1980s, the decline in patronage was halted, although costs continued to outstrip ticket revenue.