The Modern Tramway Journal After WW2 and into 1960s

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Modern Tramway – January 1951 – Birmingham Bustigestion!

I have a few older copies of Modern Tramway which I had not yet read. The first of these is the January 1951 issue.

The editorial for this issue of Modern Tramway was a long update on Birmingham’s tram-scrapping programme. An update that railed against the dominance of the bus! It was clearly written by someone who knew the centre of Birmingham at the start of the 1950s very well.

The featured image for this article shows a tram service on Slade Road, Erdington in 1951, the photograph was shared on the Birmingham Area History Facebook Group by Jan Ross on 23rd November 2023, © Public Domain.

http://rogerfarnworth.com/2026/05/10/mo ... tigestion/

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Modern Tramway – January 1951 – The ‘Felthams’ in Leeds

I have a few older copies of Modern Tramway which I had not yet read. The first of these is the January 1951 issue, this is a second reflection from that copy of the Journal.

As the London network began to close a significant number of trams were sold. This copy of Modern Tramway notes that the remaining ‘Felthams’ were sold to Leeds City Transport.

http://rogerfarnworth.com/2026/05/11/mo ... -in-leeds/

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Modern Tramway – January 1951 – The Brisbane City Tramways

I have a few older copies of Modern Tramway which I had not yet read. The first of these is the January 1951 issue, this is a third reflection from that copy of the Journal.

The featured image for this article is Brisbane City Transport No. 506: a high-speed, resilient-wheeled car, one of a new [1950] batch of 50, with full-length sliding doors, leather-covered foam-rubber seats and a panelled body. This car had a multi-notch controller driving 4 x 40 hp motors; there are 64 seats and the overload capacity is 110, © Public Domain. [1: p1]

http://rogerfarnworth.com/2026/05/11/mo ... -tramways/

[rogerfarnworth]

Modern Tramway February 1951 – New Tramcars for the Brno Tramways in 1950/51

The featured image for this article is Brno Tramways No. 131 with Trailer No. 310, which early in 1951 was newly delivered to Brno. [1: p21]

Gerald Deuce reported in February 1951 on a series of new tramcars being delivered to Brno in what is now the Czech Republic. [1: p25-26]

He writes that these tramcars:

“are uni-directional single truck motor-cars with trailers of similar design and are intended for PAYE [Pay As You Enter] operation with the entrance at the rear. All the doors except the leading set of the motor-car, are under the control of the respective conductor.

“The cars are heated by electric radiators fitted under the transverse seats, and lighted by a fluorescent tube strip along the ceiling.

“Brno is the capital of Moravia and has a population of just over 273,000. It is situated about 130 miles south-east of Prague, and is the centre of the Czechoslovak textile industry and an important tourist centre.” [1: p25]

http://rogerfarnworth.com/2026/05/12/mo ... n-1950-51/

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The Modern Tramway – February 1951 – Traction Motor Trends in 1951 – and beyond

The featured image for this article is a line drawing of a drive system from a Hamburg Metro Car, an SKF DT4. [5] … AC traction motors (commonly induction motors) are the standard for modern trams, replacing older DC motors to provide higher efficiency, better reliability, and reduced maintenance. These motors, often running at 60–200 kW, power the bogies and enable regenerative braking to feed energy back into the overhead line. They are controlled by variable-frequency inverters for smooth acceleration.

The Modern Tramway of February 1951 carried an article by ‘Eltee’ entitled ‘Traction Motor Trends’ about the recent changes in electric motors in trams. [1: p33-34]

http://rogerfarnworth.com/2026/05/12/th ... nd-beyond/

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The Modern Tramway – March 1951 – The Hill of Howth Tramway

Following on from an article written in May 2023, after a visit to Howth. I found an article about the Tramway by C. L. Fry in the March 1951 issue of The Modern Tramway. [2]

The May 2023 article covers the route of the line in some detail.

The featured image for this article is a Standard Double-deck tramcar sitting at Sutton Station on the Hill of Howth Tramway © F. Jeffares, Public Domain. [2: p50]

C. L. Fry wrote:

“A very delightful summer outing can be had by availing oneself of the excellent service operated by the Great Northern Railway (Ireland) on its Dublin local line from Amiens Street Station to Howth. Perhaps the best way would be to leave the train at Sutton Station and there board a G.N.R. Hill of Howth tram which leaves Sutton Station, and winds its way round and over the Hill. The tramway at its summit reaches a height of 350 feet above sea level. From the top of the Hill, and the tramway goes almost to the top (560 ft.) it is possible to see the Mountains of Mourne on the north side, the Wicklow Hills on the south side, and the wonderful view of Dublin Bay and Bray Head. The view at night time, with the reflection of millions of lights glittering in the sea across the bay is equally marvellous. For 1s. 6d., a ticket may be purchased to include a trip by railcar to the tramway terminus and then by the tramway round and over the Head, and back to Dublin by diesel railcar.” [2: p50]

http://rogerfarnworth.com/2026/05/13/th ... th-tramway

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The Modern Tramway – March 1951 – Glasgow Tramways Fare System

The March 1951 issue of The Modern Tramway included an article about Glasgow Tramways Fare System, written by F. James Mayhew. [1]

The featured image for this article shows a hold up on tram movements on Sauchiehall Street and Renfield Street in 1951. In front of a queue of trams, a service car is at work tending to the overhead cable(s), © Public Domain. [3]

The article is interesting even if just for an insight into the relative value of money in 1951 compared to 2026.

In 2026, an adult single bus fare for a 5-mile journey in Glasgow is typically between £2.90 to £3.25. Using First Bus Tap On Tap Off (contactless), a 4–5 mile journey is listed at £2.90, while a standard on-bus ticket can be higher. Prices vary between operators, with First Bus and McGill’s being the primary carriers.

Back in 1951, a 5 mile journey on Glasgow’s trams would set you back 3d, about 1.25p.

http://rogerfarnworth.com/2026/05/13/th ... re-system/

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The Modern Tramway – March 1951 – Tramways in Valencia

Among other items of international news in the March 1951 issue of The Modern Tramway, was a short series of notes culled from the Spanish magazine, ‘Ferrocarriles y Tranvias’

The featured image for this article shows two different trams operating on the modern Tramway network in Valencia: a Series 3800 on the right and a Series 4200 on the left.

The Modern Tramway reported:

“A recent issue of the Spanish monthly ‘Ferrocarriles y Tranvias’ contains interesting news from the town of Valencia. The Compañia de Tranvias y Ferrocarriles de Valencia [CTFV], which operates about 50 route miles of metre gauge tramways and some electric railways, has recently acquired certain Italian patents relating to articulated tramcars, and a start has been made in rebuilding the medium-age 4-wheel tramcars to articulated units with a suspended central unit, as in Rome and Milan. The two 4-wheel cars and the central section form a unit capable of transporting 120 who enter by the rear platform and leave by the centre or front: all entrances/exits are provided with power-operated folding doors, worked by the driver and conductor from their respective seats. These unidirectional articulated sets are numbered from 501 upwards, and are intended for service on certain town routes such as the recently extended Ruzafa-Mislata line, where the curves and restricted clearances in the city centre prevent the use of the modern 400-class bogie cars. These also deserve mention: they have been constructed locally, some of them since 1946, and are single-ended, with doors on one side only: some, however, have the doors on the left, ie. off-side, and others on the right, as usual on the Continent. The explanation is that the former batch of cars are used on Valencia’s circular route No. 5, which is provided throughout with central loading islands placed between the tracks. We believe this is the only case of its kind; Brussels has some centre islands, as did Manchester at one point, but in these cases the cars are (or were) running on the ‘wrong’ side of the road, against the traffic whereas the Valencia cars are on their correct side of the road.” [1: p66-67]

http://rogerfarnworth.com/2026/05/14/th ... -valencia/