Dover Corporation Tramways was the operator of the second tramway system built in the United Kingdom. It was in operation from 1897 to 1936. The worst ever tram accident in the United Kingdom occurred on the system in 1917.
History Construction On 9 November 1895, a special meeting of Dover Town Council was held. The subject of the meeting was whether or not to apply to the Board of Trade for authorisation to construct tramways in the Borough of Dover. Nineteen of the twenty-one members of the council voted in favour of the motion. Permission was duly granted by the under the Tramways Orders Confirmation (No. 1) Act 1896 (59 & 60 Vict. c. cxx) for a total of of line to be built. The lines were to be of gauge and no vehicle was to exceed in width.
In July 1896, the Town Clerk and Borough Surveyor were instructed to prepare a report into various methods of tramway traction, and the surveyor was also instructed to prepare plans and specifications for the first lines that were to be built. Gas-powered trams were considered, but it was decided that electric traction would be adopted. Dick, Kerr & Company were the successful tenderers for the construction of electrical equipment and rails – their first such contract. Construction of the lines was to be by J J Briggs & Co of Blackburn, Lancashire.
Construction had started by March 1897, and after a Board of Trade inspection of the system between Buckland Bridge and the Harbour Station on 24 August the first driver training runs took place.
Opening The official opening ceremony was on 6 September 1897, when the mayor drove tram No.3 from the Town Hall to Buckland, then to the Harbour Station and back to the Town Hall. A single tram was in public service for the rest of the day. The next day three cars were in service, with a 15-minute gap between trams as there was a lack of trained drivers.
Completion of the Folkestone Road line did not occur until November, and a trial run by tram No.7 took place on 1 December. Following a Board of Trade inspection on 10 December, the line was opened through to Maxton by the end of the month. Depots were provided at Buckland and Maxton. Initially, ten trams were provided, of which two were trailers. Both of these had been converted to powered trams by June 1898. The system had cost £28,000 to construct, and in its first year of operation 1,794,905 passengers were carried, giving a profit of £1,300.
Early years By April 1898, trams had ceased to run past Strond Street into Clarence Place as the operation of the railway between Dover Harbour station and Dover Marine station caused much delay to trams trying to use that section of track, although the service was later restored. Two more trams were ordered that month. The first of the new cars was delivered in June 1898, when it was announced that a total of five more trams was on order. The new trams would allow a five-minute service on the Buckland route and a ten-minute service on the Maxton route. Although a through service from Maxton to the harbour was asked for, it was not possible to provide this as doing so would have exceeded the capacity of the line to handle the traffic.
The third pair of new trams (Nos.15 & 16) was delivered in May 1899. These had been manufactured in America by JG Brill Company. In November, a proposal to include the Dover system in a tramway linking Hastings and Ramsgate was opposed by the council. The scheme was quickly dropped through a lack of support. In March 1900, complaints were received that trams at Maxton were not running past the depot and an instruction was issued that this practise should cease. A track cleaning tram was authorised to be purchased in May 1900.
In November 1901, proposals were put forward to extend the system to River and Martin Mill via St Margarets Bay. Both schemes were approved, but the St Margarets Bay Light Railway was not built. A further new tram was ordered in June 1902. In May 1903, Alderman Adcock suggested that part of the revenue should be set aside to provide for major renewals of track, vehicles and equipment. This request was rejected as it was claimed that the system was in excellent repair and any future renewals would be paid for by a fresh loan. This policy was to cause the system to fall into disrepair in later years. In April 1904, the purchase of a top cover was authorised, and this was fitted to tram No.14. A poll was held in the town on the subject of Sunday services, but opinion was against their introduction at the time.
Expansion In November 1904 the purchase of four additional trams was authorised, along with the provision of slipper brakes on the eighteen existing trams and new trolley standards for eight trams. On 20 December a special meeting of the council approved the extension to River. The tender of the British Electrical Equipment Company for construction of the double track line at a cost of £10,353 was accepted. Dick, Kerr & Company's tender for four new trams at a cost of £575 each was also accepted. It was commented in the Dover Express that more covered cars should be provided but the cover fitted to No.14 was not successful as it was too heavy. It was eventually removed and converted to an office at the Maxton depot. The new trams were delivered on 19 May 1905 and the new line at Crabble Hill was under construction by June. By September the line was complete enough for a Board of Trade inspection. The official opening of the extension was on 2 October.
Consolidation In 1909, the level crossing at the Crosswall was again the cause of a dispute. The railway company had renewed their track, but had not reinstated the tramway, arguing that this was not their responsibility. In March 1911, Sunday services were introduced. In 1912, a new siding was constructed at New Bridge to hold trams ready to take passengers after band performances on the Sea Front or at Granville Gardens. In July 1911, three new trams were purchased at a cost of £1,830. They were delivered in 1912. In June 1913, the track cleaning tram was adapted to enable it to water the streets where it ran. The track was by this time in a poor condition. A report estimated a repair cost of £3,477. A decision was made to spend £1,500 on the most urgent repairs, with the rest to be done as soon as possible.
The First World War The war led to a shortage of both materials for renewal of the track and spares for the trams. With the start of air raids, the service was cut back so that all trams were in the depot by 10pm. The question of a through service from Maxton to the Pier was again raised in 1916, but it was decided not to introduce this. On 19 August 1917, an accident occurred when tram No.20 ran away down Crabble Hill and overturned at the bottom of the hill. Eleven passengers were killed and sixty were injured. As a consequence of the accident, the use of the top deck was banned on Crabble Hill. In order to provide materials for the repair of the worst sections of track, of track in Lewisham Road, River was lifted in November 1917, and that section of line reduced to a single line. Manager E C Carden was criticised at the time for the state of the system. He replied that the problems were down to shortage of spares and manpower caused by the war. Although about half the trams were unserviceable, only tram No.17 had been off the road for an excessive amount of time. Some of the trams were running on one motor. Shortly after this, Mr Carden resigned on grounds of ill-health and Mr E H Bond was appointed manager in his place. Bond had previously been with the Isle of Thanet and Colchester Tramways.
In October 1918, a report by Dick, Kerr & Company was presented to the Council. It stated that the whole system was in very bad condition, with the track and overhead wiring needing replacement. Only about half of the fleet were in serviceable condition, with some of the early cars having been cannibalised in order to keep others running.
New management Mr Bond obtained authority to fit a set of steel wheels with removable tyres to one of the trams. It was found to be an improvement on the cast iron wheels in use, which easily developed flats. The horse-drawn tower wagon was worn out, and a new one was purchased at a cost of £115 from the Electrical and Engineering Co. The overhead wiring was replaced, with new trolley poles where necessary. The suspension of the trams was also modernised where necessary.
The ban on passengers using the top deck of trams on Crabble Hill was lifted in April 1919. The restoration of the double track at River was asked for, as were three new trams and provision of workshop facilities at the Buckland depot. The manager was asked to report on an extension of the system from Crabble, via Kearsney and London Road, thus making a loop at that part of the system. When the council was told that it would cost £34,556 they immediately dropped the scheme. The purchase of three new trams was authorised, funded by a loan of £6,000 over fifteen years. Although negotiations were commenced in December 1920 to purchase land at Buckland for provision of workshops, agreement could not be reached and the scheme never got off the ground. All maintenance continuing to be done at the small Maxton depot. In 1921, the manager asked that the responsibility for the permanent way be transferred from the Borough Engineer's Department to himself. There were complaints that the system of repairs and renewals employed by the Borough Engineer was causing operational problem and complaints from residents affected by noisy track. The council decided to maintain the status quo having heard from the Borough Engineer. Much track repair and renewal was done about this time.
The early 1920s In October 1921, the manager again asked for the renewal of the double track at River, and for two new lines. The first was to be along Priory Road, which would have enabled a service between Maxton and River avoiding Worthington Street, and enabled easier transfer of trams between depots. The second was an extension to serve Dover Marine station. He again asked for the provision of workshop facilities at the Buckland depot.
In November 1921, the Borough Engineer's report said that the extension to Dover Marine station would cost £16,000. It was suggested that ”trackless trams” should be installed instead. In April 1922, a trolleybus was demonstrated in the town but it did not impress the council. Track repairs and renewals were done in Tower Hamlets and on the Folkestone Road that winter.
In April 1923, the question of a through service between Maxton and the Pier was again raised. Provision of such a service would have meant renewal of the track and overhead at the Worthington Street junction, which was in poor condition and made even empty stock working between the two depots difficult. The proposal was again turned down. In July, the council addressed the question of the long-term policy for transport within the Borough. Proposals were made to obtain powers to run buses or trolleybuses but these met strong opposition amongst the townsfolk.
An accident occurred on Crabble Hill on 21 September when a tram ran away down the hill and derailed on the points at the bottom and had a head-on collision with another tram. Despite much broken glass, there were no serious injuries. The two trams were repaired and returned to service. In June 1924, the track in the High Street was renewed at a cost of £2,450.
The mid-1920s