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The Dublin and Lucan Steam Tramway operated a narrow gauge steam tramway service between Dublin and Lucan between 1880 and 1897.〔The Golden Age of Tramways. Published by Taylor and Francis.〕 The company was renamed as the Dublin and Lucan Electric Railway Company and steam power was replaced by electricity in 1897. This service ran until 1925. ==Dublin and Lucan Steam Tramway== The first public reference to this tramway scheme was in the Irish Times on 19 April 1880, wherein it was reported that the County Dublin Grand Jury had a proposal before them for the building of the line.〔Irish Times, 19 April 1880〕 The Dublin and Lucan Steam Tramway (DLST) was authorised by an Order in Council under the Tramways Act. A prospectus appeared in the Irish Times on 27 November 1880. The capital was £30,000, comprising 3,000 shares of £10 each, with borrowing powers of £10,000 on the debentures. The board of management comprised: *Colonel Charles Colthurst Vesey, D.L., J.P. (Chairman) (Lucan House) *William Moran, J.P. (Vice Chairman) (St. Edmundsbury, Lucan) *James Macken (of James Macken and Sons, Dublin and Chapelizod) *John A. Walker (Trinity Street, Dublin) Construction commenced on 23 December 1880 and work progressed rapidly such that construction to Chapelizod was complete mostly by 23 May 1881. Mostly on a roadside reservation, the initial services began to Chapelizod on 1 June 1881. One of the steam trams they obtained was from the Nottingham company of Manlove, Alliott & Co. Ltd. to the patented design of Edward Perrett. It was delivered on a trial basis in the hope of inducing its purchase by the company. This vehicle was a double decker of 2-4-2 type, with vertical coke-fired boilers on the end platforms. The two cylinders and engine were positioned beneath the floor of the saloon. The vehicle weight was 9 tons (with passengers 10½ tons), and the price was £950. By the time of the first half-yearly meeting of the new company on 5 July 1881, construction had reached Palmerstown and services began in November 1881. Two additional engines had been ordered from Kitson and Company, as well as passenger vehicles and wagons. A depot was completed at Conyngham Road, opposite the terminus, on land known as the Long Meadows. There was some difficulty in the finance for the remaining section of the line. Eventually a loan of £10,000 was negotitated with the Commissioners of Public Works in Ireland and services began to Lucan on 20 February 1883.〔(【引用サイトリンク】title=History of Lucan )〕 On 11 August 1883 there was a fatal accident when Patrick Meade was badly injured after being partly run over. The driver, Thomas Barber and the conductor Michael Ward were charged with "the careless management of a steam tramway". At the inquest, it was learned that Barber had been swinging between two passenger carriages, and had fallen. The driver and conductor were exonerated.〔The Dublin, Lucan and Leixlip Steam Tramways and Electric Railways, Alan T. Newham, The Tramway Review, Vol. 4, No. 32, 1962〕 The tramway was a victim of its own success. By 27 August, the company was attracting passengers beyond its capacity. It was stated that on some days, 200 people were left behind at Chapelizod for lack of room, despite 34 double journeys having been worked. Additional vehicles could not be obtained quickly from manufacturers due to heavy demand from companies in England resulting in a 5-month lead time for delivery. By 1895 the tramway was in poor condition and the track needed relaying. Much damage had been done by vehicles other than the tramway engines, and it was decided to reconstruct the track on a raised formation above road level. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Dublin and Lucan tramway」の詳細全文を読む スポンサード リンク
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