Section B: 1977

1977 was the year of Job Creation. A second workshop scheme ran from February to September and later in the year the third and fourth schemes until March 1978 and December 1978 were agreed. Work started on Gateshead 5 in August 1976. Its trucks were in poor condition and were stripped down and rebuilt. The windows and exterior panels were removed and replaced or refurbished. The interior was refurbished in the ornate Gateshead pattern and the car was rewired. New air tanks were delivered in April and 5 made its debut on Members’ Day in May 1977.

Blackpool 49 was the third Job Creation project with work starting towards the end of 1976. Its trucks required no major work other than armature work and wheel profiling. On the body a distorted body side was corrected, under frame cross members and the lower saloon floor were replaced. The car was rewired throughout, the entire interior was renovated and the lower deck seats were reupholstered. The exterior was repainted in the green and cream livery it still carries and it entered service on 25th June.

Glasgow 1282 entered the workshop early in February and was recognised to be the most demanding job yet. It was lifted from its trucks using specially designed brackets and the trucks were stripped down. All the top deck body panels were removed and replaced as necessary after repairs to the frame. The lower saloon and under frame were tackled next. Extensive corrosion necessitated the replacement of many components and extensive welding. The main body posts were replaced as were both driving cabs and platform areas. The controllers and the electrical contactor units were overhauled and the car was completely rewired. 1282 was reunited with its trucks early in December and made its first test run on December 15th. Scottish members were deeply involved in this project carrying out research and producing working drawings.

Paisley 68 was the fifth Job Creation project and entered the workshop in September. Its truck was overhauled without problems but corrosion was found on the body under frame. The components of the steam tram returned to Crich on 15th November. Another Job Creation project was the horse drawn tower wagon. Manchester 765 received a touch up and varnish job by the Job Creation team. It entered service after a launch party on 30th April.

Leeds 602 was decorated to celebrate the Queen’s Silver Jubilee. It will be remembered that 602 was delivered in Coronation year and carries a livery of Royal Purple. Newcastle 102 was withdrawn following an accident early in July. Work continued with the paintwork on Southampton 45 and Blackpool 166 had its paintwork renovated.

The following list of stored trams was compiled in November 1977. Clay Cross store – Blackpool 1 (now 4), Blackpool works car 2, Blackpool omo 8, Fleetwood box 40, Cardiff 131, Gateshead 52, Grimsby & Immingham 14, Howth 10, Derby 1, Blackpool 641 (304). Clay Cross yard – bodies of Chesterfield 7, Maidstone demi-car 18 and an unidentified Hull car. Crich Depot V – Blackpool 167, Cheltenham 21, Glasgow cable car 1, Hull 132, Leeds 345 & 399. Crich Derwent View – Blackpool 158. Bonwell Street London – LCC 106, parts of North Metropolitan horse car 39 and Rawtenstall 23. Green Lane Depot Liverpool – Liverpool 869. Blackpool Corporation car sheds – Blackpool 59. Blackpool College of Technology – Blackpool 298. Note Derby 1, Blackpool 641 and Rawtenstall 23 were not owned by the TMS.

The hand crane was rebuilt during the winter of 1976-77 using the existing crane mechanism with detailed enhancements on a newly fabricated steel truck, with wheelsets from Liverpool and rubber suspension blocks from a Blackpool coronation tram.

The iron railings from Armley Road Schools in Leeds were dismantled by a working party on 19th February and placed in storage at Crich for future use alongside the depot fan. Work continued on replacing the rails and concreting the floor of Depot II. Part of the bank side opposite Depots V and VI was bulldozed to enable a track connection to Depot V. The large wooden falcon that had adorned the Brush factory was also acquired and placed in storage.

Following a chance meeting at the reception in November 1976 to mark the completion of Johannesburg 60, negotiations were started with the landowners, the Clay Cross Company to obtain a more secure tenure of the line to Wakebridge and possibly to extend the line beyond Wakebridge. Surveys were carried out in December 1976 and January 1977 in snow and rain to determine whether to climb the hill, continue on the Wakebridge level or have a down gradient. By the end of May agreement was reached for a wayleave over the land for the upper route, planning approval had been received and the Railway Inspectorate had given its approval in principle.

Detailed plans were drawn up showing the earthworks required through what was described as hostile territory. The Manpower Services Commission approved a grant of £38,000 for another Job Creation Programme to construct the line once the way had been cleared. A committee consisting of Maurice O’Connor, Michael Davis, Bob Hall and Richard Hartwell was set up to co-ordinate the work with Bob having responsibility for day to day matters. The work was planned to be undertaken between June 1977 and March 1978 with an estimated 700 man weeks work. Messrs Tomlinson and White were awarded the earth moving contact and started work immediately after Spring Bank Holiday Monday. Explosives were used on about 40 feet of bed rock. The contract also included spreading and levelling five inch ballast underlay on the whole of the track formation. The route has a maximum gradient of 1 in 30.

A preliminary team of eight men started work under the Job Creation Scheme on 13th June and their first task was to establish a base camp at Wakebridge. The Bradford shelter was used as a mess room and two ex-BR box vans were acquired for storage. Rail was taken from the stock pile in the car park and welded together into 60 foot lengths. All the stock of traction poles was stripped, cleaned and painted as was ex-Nottingham scroll work for the bracket arms. An appeal for funds to purchase good quality concrete sleepers had been launched and the first had been received and placed in position by the end of August when the labour force had grown to 13.

By the end of November, the track and sleepers had been laid as far as the beginning of Glory Mine loop. Traction poles had been erected alongside the line and bracket arms complete with ornamental work were being added. The body of Glasgow W21 was moved to Wakebridge for use as an electricians workshop.

In addition to the track the project included the construction of a new electrical sub-station. Agreement had been reached with the East Midlands Electricity Board for an 11 kV supply and both EMEB and TMS switch gear were to be housed in different parts of the same building. The ex Walsall transformer rectifier unit was to be installed at track level above the building. By the end of November the inner walls built from Aglite blocks was complete and work was in hand on the stone built outer walls.

Two additional Job Creation projects were approved for 1978 for improvements to Visitor Reception and for an Edwardian Street, but more of these later.

Admission prices in 1977 were 50p adults and 30p children. These were increased for 1978 to 60p Adults and 40p children. During 1977, a series of Operations Handbooks mainly for tram crews were prepared by Gwynne Thomas and updated versions are still in use.

13 passenger trams were used in 1977. Blackpool 40, 49, 166, Gateshead 5, Glasgow 22, 1297, Johannesburg 60, Manchester 765, Newcastle 102, Prague 180, Sheffield 264, 510 and Vienna 4225.

Richard Lomas
2nd November 2010

To be continued . . .