motorvehicle

12 photos and 1 illustration tagged motorvehicle, from 5 members of Flickr Commons.

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1920
2017

 

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Brisbane tram, 1938

from State Library of Queensland

  • Vesna Verencevic said:
    Officially referred to as "drop centre saloon cars", or "four motor cars", they were popularly referred to as "400s", "FM's" or "silver bullets". They were the first class of trams built in Brisbane with airbrakes. 155 were constructed by the Brisbane City Council between 1938 and 1964, with a maximum carrying capacity of 110 passengers. Trams 400–472 were built with wide centre doors, 407 was altered to narrow centre doors and renumbered 473 (and the tram to be numbered 473 entered service as 407), trams 474–554 were built with narrow centre doors. Through the 28 years during which they were built, many innovations were introduced, such as fluorescent lighting, helical gears, resilient wheels, remote-controlled controllers and streamlined construction techniques. Early versions had canvas blinds in the doorways, while later versions had sliding doors. The last 8 trams were built from components salvaged from the Paddington tram depot fire and were painted light blue with phoenix emblems below the motorman's windows, to symbolise that the trams had risen from the ashes of the fire. Source: en.wikipedia.org/wiki/Trams_in_Brisbane

Electric trams travelling along Queen Street from the Victoria Bridge, Brisbane, 1939

from State Library of Queensland

  • Vesna Verencevic said:
    Brisbane had electric trams from 21 June 1897 to 13 April, 1969. The official opening of the electric system took place on 21 June 1897, when a tramcar was driven from Logan Road, Woolloongabba, to the southern end of Victoria Bridge. The service commenced with 20 tramcars running on 15 miles of track and by 1922 there were 181 tramcars and more than 42 miles of tramway routes. As the tramway system spread out into the suburbs, it was not possible to supply all the energy from one point in Countess Street. In July 1913, additional generators were established in Light Street, off Breakfast Creek Road Voltage in the system was increased to 600 Volts. In 1915, a third generator was established in Logan Road. At the end of the First World War, it was obvious that the tramway system had become a necessity for mass transport of the people and it was generally felt that it should be owned and operated by a public body rather than a private company. The Greater Brisbane Act was passed by Parliament in October 1924 and on 1 October 1925 the new Brisbane City Council took over control and administration of the area previously covered by twenty cities, towns, and shires. The Act required that the tramway system be handed over by the Trust to the new Council, and this was done from 1 December 1925. Since that date, the system has been administrated by a Committee of Aldermen of the Council. An adequate system of power supply to the trams was a matter of urgent attention by the Trust in view of the high cost of generation and the limited output of the three existing power stations at Countess Street, Logan Road, and Light Street. It was obvious that the only economical method of feeding power to the trams would be a modern power station generating a high voltage alternating current and transmitting power to a number of substations at strategic points throughout the system. The earliest electric tramcars were converted from the older horse-drawn cars and also some new electric cars were locally built. In the twenty-five years of the Brisbane Tramways The company's control of the fleet was increased from 20 to 181 tramcars, most of these being built-in Brisbane with imported electrical equipment. The cars were of various sizes and types ranging from the combination car with a seating capacity of 34 persons, through the 10 bench and 12 bench cars seating 50 to 60 persons respectively, to the center aisle car seating 56 persons but with a capacity to carry 90 persons including standees. In 1925 the number of passengers carried per annum by the trams was about 82 million. The number dropped somewhat during the depression years until at the beginning of the War in 1939 it had risen again to about 92 million. During the War years due to petrol rationing and other causes, the number of passengers per annum rose rapidly to 160 million for the year 1944/45. After the War, the increasing use of private motorcars and the growth of the Council's bus fleet gradually reduced the number of tram passengers to 110 million in 1950 and about 80 million by 1960. Source: www.radschool.org.au/magazines/Vol38/pdf/Page12.pdf

Mr H J Lamble and the Hon F A Chaffey inspecting a snow plough near the Sydney Conservatorium of Music, 25 June 1934

from Australian National Maritime Museum on The Commons