Accrington on Rails - The Tramways: A Complete History - Robert Kenyon

is an opportunity to alter the level to our advantage. Taking all these things into consideration, the Corporation would act wisely by doing all the construction work using their own workmen, and by purchasing all the materials and plant necessary. This would be essential if the Corporation is to be the operator. I suggest the work could then be completed with greater economy and efficiency. Care would then be guaranteed when dealing with the concrete foundations. The old setts lifted and sorted out, the rejects then re-used on ‘street works’. The bed could then be made to suit some of these setts. Clinker from the destructors might also be used to supplement the concrete. I suggest the new rails are ‘British Standard Section N o 2’ @95lbs in weight for straight sections of line, N o 2C @101lbs in weight for curved track, and that tenders should be invited for a supply of the same. These rails to be anchored in 15 feet lengths with tie-rods. I would further recommend that all rails are welded using the ‘Alumina Thermit Welding Process’, as this process obviates the use of fish plates and bolts and has given satisfaction and is highly recommended for use in many towns. These include Darwen, where your Sub-Committee recently observed this process in operation. All points, crossings and turn-outs should be laid using manganese steel of an approved quality, in order to resist friction and excessive wear. That after being taken up, the old rails are cleaned and sold by tender, the current rate being about £2 – 10s – 0d per ton. I would further recommend that the wiring is fixed to tubular tramway poles cast to a British Standards specification, and also put up by the Council’s own workmen. With regard to the tramway depot on Ellison Street, certain alterations will be necessary. The present car shed lends itself easily to enlargement, and can be extended towards Taylor Street East at a moderate expense by the removal of the coke store and various other outbuildings. Without accurate knowledge of the condition of the existing concrete foundations and setts, I have found it difficult to formulate an accurate estimate for the cost of relaying and reconstruction of the existing tramway and the building of the new extensions. After taking into consideration the cost of the materials and plant required and making allowances for materials which can be re-used from the current infrastructure, I have arrived at the following figures – ITEM COST in £ Reconstruction of the Tramway 13,450 Proposed extensions 18,785 Re-laying of existing Tramway 18,365 Alterations to the Tramway depot 1,000 Total cost 51,600 Deduct the value in old rails 800 TOTAL COSTS 50,800 Yours Obediently, William J. Newton. Assoc. M. Inst. C.E., M.S.A. (Borough Engineer). The Electrical Engineer’s Report In accordance with resolution N o 341 of the Electricity Sub-Committee minutes of March 9 th 1906, I have prepared a detailed scheme for the supply of electricity to the new tramway. METHOD OF SUPPLY By means of an overhead wire system at 500 Volts, this to be supplied from underground feeders and taken by means of a ‘flexible’ trolley and collecting wheel to the motors of the cars. Having been used to propel a car, this is then passed to the rails via its wheels. From the rails the current is then returned by feeders to the generating works. This method is far superior to the ‘conduit’ system as used by London County Council’s Tramway, or a ‘surface’ contact system similar to those in use in Hastings, Lincoln and Wolverhampton. These underground methods are more expensive to construct and maintain that the overhead

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