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Matlock: Bank Road & the Steep-Gradient Tramway
Matlock's Cable Tramway, the steepest in the world, ran for 34½ years.
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28 March 1893 - 23 Sep., 1927

Tram car no.3 in Crown Square, early twentieth century

The Cable Tramway was a remarkable piece of engineering and enabled both residents and visitors to get up and down Matlock Bank with ease for about 34½ years. The single line tramway, with one passing place by the Gate Inn, went straight up Bank Road from Crown Square[1] and on to the junction of Rutland Street and Wellington Street. The gradient is approximately 1 in 5 and the tramway rose 300 feet along its course.

The idea had come from North America[2]. The hydropathist and councillor Job Smith had visited California as a young man in 1862[3]. He was very impressed by San Francisco's tramway and on his return to Matlock a few years later he attempted to interest John Smedley in the idea but Smedley just wasn't interested. However, Job Smith did not let the matter drop entirely and in late 1884 a friend of Smith's, an Australian engineer called J. C. Donaldson, surveyed the land for a proposed scheme of not only a tramway up Matlock Bank, between Crown Square and Smedley Street, but also for lines to be laid between Matlock Bath and Matlock Bridge[4]. Rutland Street proved to be too narrow at that time, and the plan was abandoned[5].

Job Smith occasionally mentioned the idea in his speeches; a report of one speech was picked up by the engineer G. Croydon Marks who had designed the Lynton Cliff Railway for the M.P. Mr. George Newnes. At a Local Board Meeting in July 1890 Mr. Smith, by then the Board's Chairman, read out a letter he had received from Mr. Newnes, who had been made aware of the proposal for a lift or cable tram between Matlock Bridge and Matlock Bank by Mr. Marks. George Newnes had been born in Matlock Bath and some of his family lived in the area, hence his interest[3]. Mr. Newnes wrote that had instructed Mr. Marks to survey the area and report back to him, after which the M.P. would probably be prepared to submit a scheme for approval.

 

Job Smith, photographed by Barber.
The picture was published in
Famous Derbyshire Health Resorts. The Matlocks, about 1892

The Board offered to support the scheme should it go ahead[6]. Rutland Street had been widened by this time[5], so the earlier problem had been removed. Once George Newnes was satisfied with the survey he agreed to help, but it was felt local businessmen should be involved and a limited company was formed. The plans went the Board of Trade later in the year[7].

Land had to be bought for the Depôt and a plot at the foot of the hill was considered, but rejected because the Derwent flooded from time to time; the flood water would have been both dangerous and inconvenient. A site was chosen at the corner of Rutland Street and Wellington Street and the depôt and engine house were built in local stone supplied by Mr. Drabble from the Bentley Brook quarries. The complex included the depôt, boiler house engine house, repair shop, ladies' cloakroom and waiting room. "Two engines were erected, each of a sufficient power to work the line, the motive cable of which is driven by large wheels worked from the engine crank shaft"[2].

A single track was laid down the length of Rutland Street and Bank Road, with pulleys and the 3" steel cable buried below the surface. The cable went round a terminal or guiding wheels in Crown Square, hidden in a brick lined inspection chamber under the road[5].

The final Board of Trade inspection, by Major-General Hutchinson, took place on 1 March 1893. The tramway, the only one of its kind in Europe, was officially opened with much good humour on 28th March 1893 by Mrs. Newnes.
There are three newspaper reports about the inspection and the opening ceremony and celebrations lower down the page.
See: What the papers said in 1893 (below)

 
"The tramway from Crown square, near the Bridge, to Matlock bank, constructed, with the assistance of Sir George Newnes bart. under the provision of the "Tramways Act, 1870," was opened 28 March, 1893 ; the tramway, worked by a single cable, is three-quarters of a mile in length and the gradient probably the steepest in the world"[8].

The directors of the limited company were:

Sir George Newnes M.P. of Putney Heath, London[3]
Mr. Robert Wildgoose J.P. of Matlock[9]
Mr. Job Smith of Matlock[3]
Mr. Charles Rowland of Matlock[10]
Dr. W. Bell Hunter of Matlock
Mr. Charles Hill of Bridge House, Cromford
Mr. G. Croydon Marks of Birmingham

Tram Car No. 2, about 1898   Tramcar No. 2, about 1898.

Seaman's photograph predates the tram shelter, erected in 1899. The staff were wearing uniforms, seemingly introduced when Matlock District Council took over from Matlock Cable Tramway Company Limited. Neither the buildings at the lower end of the south east side of Bank Road nor the Crown Hotel's side entrance porch, which extended over the pavement, had been built. As for the people in the picture, on the left there is a man in a leather apron, possibly one of the Crown Square boot makers. At the rear of the tram car is a railway porter with his trolley. It was not unusual for the trams to be piled high with luggage and porters would be needed to transport it to the railway station across the bridge.
In 1899 one tramcar did 1088 journeys per month[11].


By August 1893 the tramway had carried nearly 190,000 passengers[12]. It was thought that after the first year the novelty might have worn off, but in early 1895 the company's second annual returns showed there was a steady flow of traffic using the tram. The total number of passengers for the year ending December 1894 was 246,560, "and the three months from October to December compare with the previous year within a fraction". The fares collected totalled £1027-6s-8d. The directors reported that there had been a trade depression in the manufacturing districts, plus unfavourable weather during the previous summer, so excursion traffic had been disappointing although residential traffic was well maintained. It had cost George Newnes about £15,000[13].

The tramway was proving to be an asset for Matlock Bank businesses, and several hydros began to include in their advertising the fact that trams passed by their premises every ten minutes. The building trade was also profiting as land that had previously been considered inaccessible was being "opened up for building purposes"[13].

Matlock, Crown Square.

Tramcar No.1 at the end of the track in Crown Square, where the line split into two for a short distance - it did not go across the County Bridge and the plans to extend the tramway to go to Matlock Bath never bore fruit[14].
Passengers were waiting beside the shelter and a horse drawn cab was also waiting to pick up passengers.
Across the bridge, at the corner of Snitterton Road and Holt Lane, is the former post office. The shops on the left, which included a barber's, were later demolished.
  Tramcar No.1 and tram shelter, Crown Square


There were three double decker tramcars painted royal blue and white, with open tops and external stairs to the upper deck, providing seating for thirty one passengers - thirteen inside and eighteen outside. M. J. Arkle[15] mentions a fourth tramcar being introduced, a single decker designed for quiet periods with seats that ran the length of the tram rather than going from side to side across the width. This apparently caused some interesting mishaps for the passengers who slid along the seats to the rear of the coach on the way up and to the front on the way downhill but this design quirk did not last overly long! According to Glynn Waite, this tramcar was in operation for three years leading up to the first world war, but there are no known pictures of it[16].

Twenty six Bye-Laws and Regulations had been passed for the Cable Tramway, including the banning of smoking in the tramcars. Passengers were not allowed to play musical instruments on board and people whose clothes might soil or damage the cushions could not travel on the tram. Presumably this was to aimed at workers doing dirty jobs. Neither drunkenness nor swearing were to be tolerated on board and offenders could be asked to get out, especially if they were offensive to other passengers[7]. Although luggage could be transported, it had to be placed on the boarding platform beside the driver.

Crown Square, Tram and Tram Shelter - 1903

 
The Square, Matlock Bridge.

Crown Square, the tram and tram shelter, dating from about 1903. The new Crown Hotel had been built in 1883, approximately 100 yards from its original position. The buildings on the left of the hotel were the hotel's stables.

The shops on the left of the picture were (from the left) Richard Hilton's tailors and drapers and next door was that of Hodgson Genn Hartley who was a saddler and cycle agent.
See another picture of Hartley's
Tramcar No. 1 in Crown Square, Matlock, about 1907  
Crown Square, Matlock, 1903

Tramcar No.1 is drawing to a halt in Crown Square, having descended the hill. There seems to be a flurry of excitement as people appear to be hurrying to get on board for the return journey. Shops had been built at the bottom of Bank Road (there were none in the Seaman photograph above).

Beside the barber's pole on the right is a sign that reads "Ladies and Gentleman's Hairdressing Rooms".

The staff wore a uniform which was replaced annually on Good Friday[15] but as it didn't include the provision of a winter coat their job wouldn't have been much fun in cold or wet weather.

Less than a year after the tramway had opened, in January 1894, the employees went on strike. The trams did not run for a week following a mishap to one of the cars when the wrong cable was gripped, causing a stoppage whilst it was put right. It was reported that the management thought some of the staff had been careless but there was then a misunderstanding regarding overtime pay so, after they'd repaired the damage, the men decided to leave the company. Mr Marks, the engineer, and Mr J. Smith, managing director, met the men involved and the disputed points were settled[17].

 
The 1901 census shows that several people who worked for the Matlock Cable Tramway were living on Matlock Bank:
Chas. Foster was a Mechanical and Electrical Tramway Engineer lived on Wellington Street
Charles Killick, described as a Cable Train Driver on the Tram, was in New Street
George Hallam was also a Driver and lived on Matlock Bank
John Parker, a Conductor on Tram, was also living in New Street
Teenager Percy Ballington was also a Conductor and lived with his family on Matlock Bank

Tram painted with the Town Council's livery, photographed by W. N. Statham in 1904.

The advertisements are for the local businesses of John William Wildgoose, a building contractor and quarry owner, and W Pilkington, who had a chemist's shop on Dale Road[7]. The sign at the front of the upper deck reads "Rockside Hydro".

The picture was taken outside the Rutland Street depôt and there is a second tram waiting on the part of the track immediately outside the depôt's tramcar shed (see right, centre).
  Tram, outside the depot


Sir George Newnes, who had by then been knighted, bought out the other shareholders and decided to transfer the ownership of the Matlock Cable Tramway Company Limited to the Council, as a gift to his birthplace, in June 1898. "The property, valued at £20,000, was formally handed over to the chairman and officials of the Matlock District Council at the Town Hall"[18]. Unfortunately, two years later the Council were finding its upkeep to be it rather an expensive luxury and it was proposed to stop the service. A meeting of the Matlock Ratepayers' Association discussed the tramway's figures and commented that since the Council had raised the fares to 2d. per. passenger up and 1d. down, all the year's expenditure were covered in eight month's takings, exclusive of advertising receipts and ticket monies. Before the fare was raised the losses had been enormous[19]. It is unclear how long the "penny up, tuppence down" fares, based on the fact that it was easier to walk down the hill, lasted but the price of a book of tickets increased in June 1914[20].

There were fare dodgers (and children) who clung on to the back step and the tram also proved to be an excellent way for the youngsters to get back up to the top of the sledging run in snowy conditions, as they tied their sledges to the back for the journey up the hill. The sledgers took a different route down to central Matlock, going down from outside the Duke of Wellington pub via the Chesterfield Road (Lime Tree Hill) and Steep Turnpike. No sense in colliding with one of the trams.

Cable Cars on Bank Road, Matlock   Cable Cars on Bank Road, Matlock.

Tramcars 1 and 2, at the passing point at the junction of Bank Road and Smedley Street. The conductor and driver of car 2 are the same men shown in the Statham photograph above.
The Gate Inn is on the right, behind Tramcar 2 and Central Buildings is the large three storey block that faces down the hill. They were built by Herbert Housley, a Smedley Street provision dealer, about 1890[21]. There are two shops on the ground floor: Henry Bailey's Chemist's and the studio and photographic premises of Charles Colledge, the stationer. He was able to take some iconic views of Matlock from the windows of the upper floors of his home.
The large sign on the top of the bus says Rockside Hydro Tram Station.

The Cable Cars at Smedley Street, Matlock
 
The Cable Cars at Smedley Street, Matlock.

Tramcars waiting at the passing point at junction of Smedley Street and Bank Road. Smedley's Hydro is behind the two trams with two inter-connecting bridges spanning the street. Only the doubled decked bridge remains today[22].
The tram's bell can be seen in the left hand car, above the driver's head.

The views from the top deck as passengers travelled down the hill would have been spectacular.

Both photographs were taken by Charles Colledge (see Photographers).


The Tramway started to lose money when cars, buses and lorries came into use. The war years did not help the town's economy either. In 1920 the steam engines were replaced by a modern suction gas plant but the losses were greater than the profit[23]. So the pride of Matlock turned into a bit of a millstone, though the enterprise struggled on until 1927 when the Council decided to take action. The issue was debated over some months, with Councillors Lubin Wildgoose and Charles White (junior) putting forward opposing views. Lubin Wildgoose wasn't satisfied the buses could offer a good alternative service for the residents of Matlock Bank, whereas Charles White was solely concerned with the financial aspect. After 1917 the losses had been about £1,000 per annum.

The Council voted to close the tramway at a meeting on Monday 18 July 1927 by eight votes to four; they also decided take immediate steps to make an agreement with bus proprietors, local or otherwise, to run a service of buses to replace the tramway[24]. Four firms were approached but did not include that of W H Furniss, who wrote to the Council pointing out that he had not been given the same chance as the others. The Council's response was that they didn't consider his vehicle suitable for the route.

There was quite a heated exchange of opinions through the letters pages of "The Derbyshire Times" newspaper about the Council's decision to close down the Tramway. A Mr. Skidmore, a London solicitor who had been born in Matlock and often visited the town, used some fairly strong words to voice his opposition to the council's proposals. His was not a lone voice but Charles White clearly did not like someone he considered to be an outsider expressing a view and robustly defended the stance he and others on the Council had taken[25]. There were special meetings to debate the issue, including a public one in the Town Hall on 12th August[26].

The tramway service ended on Friday 23rd Sep 1927 when the cable broke[27]; it was perhaps an appropriate ending but it was a week before the date the Council has set, i.e. Friday 30th Sept[28]. The bus service that was introduced to replace the trams on 1st October 1927 was unable to make the journey up the hill and the bus companies found alternative routes to get round the problem of the steepness of Bank Road. In December 1927 the Council's surveyor was instructed to ascertain the most economical method of taking up the old tramway track[29]. The cable tramway depôt, machinery, sheds, waiting-rooms, shops etc. were offered for sale on 4 June 1928 but the lot was withdrawn at £2,000[30].

Top of Bank Road, Matlock.

This is the view the tram passengers would have enjoyed when going down the hill.
The photograph of Bank Road dates from about 1923 and was taken from just below the chapel opposite Smedley's, looking down the hill towards Crown Square. Whilst the road on this part of the Bank is wider here, it was never a passing point for the trams. You can see the tramlines in the road and there is a tramcar at the bottom of the hill in Crown Square. A horse drawn cab is being driven up the hill. The lady on the far right was Mrs. Hannah Gregory; she was talking to "Percy"[31].
  Postcard dating from about 1923 of Bank Road, looking down the hill towards Crown Square.

The photo on the right, enlarged from an albumen print dating from around 1893-4, explains why Bank Road is wider at this point. The corner of a field used to jut out into the road and the kink was not removed until after the tram had been built.
There is a bigger image.
See Smedley's Hydropathic Institution, 1890s (scroll down)
 


Although the tram lines are no longer visible, some of the buildings are still to be found in Matlock. The depôt just below Rockside (the former Hydro), on the corner of Rutland and Wellington Street, is now a garage. It is without the original chimney, which had become redundant after the installation of the suction gas plant and was removed, probably in the late 1920s.

The tram shelter with the clock on top, which was given to the town by Robert Wildgoose in 1899[32], is also still a notable presence. The building was originally in the middle of Crown Square - as shown on the postcards above - but was moved to the side of the Square into Hall Leys Park once the trams had ceased to function. The photograph below, taken on an October afternoon, shows the shelter as it is now; it has changed considerably in the intervening years as the roof line has lost its distinctive curve and much of the detailed iron work and glass below the roof, including the date, has gone.


The tram shelter used to be in the middle of Crown Square but is now at the entrance to the Hall Leys


The shelter wasn't the only item from the tram that was re-used in the town. The cables were replaced a number of times and the redundant cables were recycled and turned into fencing around both the Hall Leys park and the football pitch. Residents had to be careful not to lean against them[33].

What the papers said in 1893
1.
{ "Western Mail", 3 March, 1893.
{ "The Derby Mercury, 8 March, 1893.

A single line of cable tramway, the only one of its kind in Europe, and having steeper gradients than any public road tramway in this country, was inspected by General Hutchinson at Matlock Bridge on Wednesday. The line is for uniting Matlock Bridge with Matlock bank district, and the roads being too narrow for a double line the bold expedient has been successfully adopted of a single line capable of being worked by means of passing-places, with cars running in opposite directions. The unparalleled scenery of this romantic health resort of Derbyshire is seen to full advantage form the cars as they journey up and down this cleverly-designed little line, and much enthusiasm was evoked as the cars rapidly glided over the steep roads under the most complete control of the attendants directing the movement of the operating levers. Mr. G. Croydon Marks, of Birmingham, is the engineer of the line, Mr. Edward Marks has been resident engineer and Mr, Colam the consultant engineer. The brakes, upon which so much depends, have been specially designed and patented, with a view of enabling the cars to be arrested at any position on the line with little expenditure of energy by the driver. The whole of the work has been carried out by Messrs. Dick, Kerr, and Co., of London, and it expected that the line will be thoroughly working before Easter. The chairman and chief shareholder of the undertaking is Mr. George Newnes, M.P., who is a native of the district. Very severe tests were made by General Hutchinson and the engineers for the purpose of thoroughly proving the efficiency of the brakes.
2.
"Daily News", 30 March, 1893.

Opening of Matlock Cable Tramway.
Matlock Bridge was en fete on Tuesday afternoon, on the occasion of the opening of a cable tramway by Mr. George Newnes, M.P., formerly a resident in the district. The tramway is under one mile in length, and so far has been erected at a cost of 16,000l. The difficulty attendant upon the means of communication between Matlock Bridge, on the lower level and the upper district of Matlock Bank, renowned for its pure air and invigorating breezes, has been one drawback to the development of this health resort, the gradients of the public roads being so great as to almost isolate one district from the other. A cable tramway for the district of Matlock Bridge is one which has been before the inhabitants for many years, but owing to the narrow and exceedingly steep roads, no scheme has actually been carried beyond the preliminary stage until Mr. George Newnes, M.P., took the matter in hand in June, 1890, by instructing Mr. G. Croydon Marks, C.E., of Birmingham, to prepare the Parliamentary plans and forthwith carry out the work. The gradients of the main road along which the cable tramway now passes vary from a rise of one foot in fifty to a rise of one foot in a length of 5½ feet, the steepest known public road tramway in the world. The cable is three inches in circumference, and the speed with which it travels is five and a half miles per hour. Any number of cars can be run upon the same cable. The whole of the machinery and the line equipments have been supplied and laid by Messrs. Dick Kerr and Co., of London and Kilmarnock. Mr. Newnes, who was accompanied by his wife and Mr. Victor Cavendish, M.P., were met at Matlock Bridge Station by a procession of yeomanry, volunteers, members of the fire brigade, and others, and in Crown-square was presented with an address of welcome. Mr. Newnes having suitably replied, Mrs. Newnes afterwards started the first tram-car. Subsequently a luncheon was held in the Market Hall, and the town was illuminated at night.
[Some of this is repeated in the next report]
3.
"The Derby Mercury, 5 April, 1893.
Opening of the Cable Tramway at Matlock.
Matlock Bridge was en fete on Tuesday afternoon, on the occasion of the opening of the new cable tramway. The town looked its brightest and best. A lovelier day could not have been desired. The sun shone from a cloudless sky through a clear and balmy atmosphere, and in another month, when the fauna and flora would have been in fuller bloom, the picture would have been complete. The inauguration of the new tramway was in every respect a satisfactory one. Everything combined to make the proceedings unusually successful and the auspicious event will, it is hoped, be an augury of great success, commercially and otherwise, for the new venture which was yesterday opened by Mrs. Newnes. That the tramway will considerably enhance the attractions of the beautiful Derbyshire inland health resort is unquestionable. Visitors will not have passed the meridian of years, and who are sound in wind and limb, are not likely to find fault at being compelled to climb the lofty and breezy heights, which are one of the charms of the district, but for invalids and those advance in age the limited facilities of cheap locomotion has been a most serious objection. However, to overcome this difficulty has been a question which has occupied the attention of many prominent and worthy residents during recent years, and it is probable that the matter would still have been deferred but for the intervention of Mr. George Newnes, M.P., who supplied the necessary capital, and whose services in the direction referred to were ungrudgingly recognised by the people of Matlock on Tuesday. Until Mr. Newnes interested himself in the matter a solution of the difficulty was despaired of. Somewhere about the middle of 1890, after he had had a number of consultations with his local coadjutors, Mr. Newnes instructed Mr. Marks, C.E., of Birmingham, to prepare [the Parliamentary] plans for the work on a gradient of 1 in 5½, which makes the line the steepest in the world. The road up Matlock Bank was so narrow that only a single line could be run, but this difficulty has been met by what is a novel system - a single cable line, which serves alike for the up and down track for the same cars to run upon, with a passing place at the two main roads at Smedley-street. The cable itself is of Craddock's best steel, having 42 wires, stranded onto a patent system for resisting wear and tear. It travels at 5½ miles an hour, and it is supported in a concealed culvert by a number of specially designed pulleys arranged some on each side of the culvert to carry the two portions of the cables, which are travelling in opposite directions. Each car possesses a gripper to embrace the moving cable. The gripper has one moving jaw or block, which, upon being raised by the controlling hand wheel, causes the cable to be seized and the car thus to be carried forward by it ; and when the wheel is turned so as to open the jaws the cars remain stationery while the cable travels on. The car is, of course, checked by a brake. The ordinary brakes have been discarded as altogether useless on a gradient such as Matlock Bank, where there is a rise of 300 feet vertically in less than half a mile. Mr. Newnes has had to deal with steeper gradients in the patent cliff railways at Lynton, Bridgnorth, and Clifton, but in those places the rails are laid on private ground, and the rails being above ground, a good grip brake was obtained by the system of clipping the rail head by hydraulic or other pressure. In the present case a patent emergency slot brake has been introduced ; and this met most successfully the very exacting tests which Major-General Hutchinson imposed when he inspected the line on the 1st of this month. The motive power is obtained from a specially designed steam engine erected at the depôt, which is at the top of Matlock Bank. Here duplicate engines have been erected, and steam is supplied to them by steel boilers arranged with mechanical stokers and special appliances for the consumption of their own smoke, so that the pure atmosphere of the Bank shall not be defiled. The line opened will, it is hoped, be considerably extended. The greater part of the difficulty has been overcome, and to extend the tramway to Matlock Bath and Cromford is what the promoters think will now be a question of time. That the residents attach considerable importance to the undertaking was clearly manifest yesterday. There was a general holiday, and thousands of people came from the surrounding district. Mr. and Mrs. Newnes, accompanied by Mr. Victor Cavendish, arrived by the 1.40 train, and were met at the station by the committee, the Local Board and prominent residents (among those present was Alderman Whittaker). Mrs. Newnes was presented with a bouquet, and then the procession, headed by the band, was formed in the following order:- Mounted yeomanry, volunteers, fire brigade, members of the Local Board, Mr. and Mrs. Newnes, and Mr. Victor Cavendish, directors of the company, the officials, county councillors, clergy, press, committee, &c. A halt was made at the Crown Square, where a decorated daïs had been erected, from which Mr. Slack, chairman of the Local Board, welcomed Mr. Newnes, and presented him with a large and handsome album of views of the district, and an address in red morocco, bearing the inscription:-To George Newnes, Esq., M.P., on the occasion of the public opening of the Cable Tramway, Matlock, 28th March, 1893.
[Summaries of speeches by Mr. Slack, Mr. A. C. Else (secretary to Mr. B. W. Millward) and Mr. G. Newnes, M.P., followed but these are not included]
... The procession as it passed up Matlock Bank was a very effective site. The bright uniforms of the yeomanry, the burnished helmets of the firemen, and the gaily decorated houses, innumerable festoon, banners, and floral inscriptions making up a scene which will long be remembered in the town. Mrs. Newnes started the engines, and after the cars had once or twice run up and down the hill a banquet was held in the Assembly Rooms.
[More speeches and toasts followed]

Read: Derbyshire's First Non-Horse Tramway, an article written by Julie Bunting and published in the Peak Advertiser in 1990
(an external site so will open in a new tab or window)


Other pages on this site that show the tram on Matlock Bank or the shelter, both in Crown Square and in its present position.
Click on the images below.


about 1900

1901

1903

1901-05

1907

1910

1910

1910-20

1915-20

1920

1923-27
 
Park & Shelter

1952

Images, in the order displayed on the page:
1. "Crown Square, Matlock", showing tramcar No 3. Postcard pub E T W Dennis & Sons Ltd., London & Scarborough --- Series, no.2658. © Ann Andrews collection.
2. Photograph of Tram Car No. 2, about 1898, published here with the very kind permission of and © The Alfred Seaman Photographic Archive. Also see Photographers
3. "Matlock, Crown Square". Postcard showing the tram and tram shelter. Not posted but dates from about 1905. © Ann Andrews collection
4. "The Square, Matlock Bridge". Valentine's Series. Registered by Valentine's and postmarked 1903. © Ann Andrews collection
5. "Crown Square, Matlock". Valentine & Sons, Ltd., Dundee and London No.40602. Not posted but card registered in 1903. © Ann Andrews collection
6. Postcard of tram, photographed by W. N. Statham (see Photographers). Scan © (PC) Private collection
7. "Cable Cars on Bank Road, Matlock". Postcard from a photograph by Charles Colledge (see Photographers) © Ken Smith collection
8. " The Cable Cars at Smedley Street, Matlock". Postcard from a photograph by Charles Colledge, about 1904 (see Photographers) © Ken Smith collection
9. "Top of Bank Road, Matlock". W & K postcard No.17 is unposted but dates from about 1923. © Ann Andrews collection.
10. Smedley's Hydro, from an albumen print "Matlock Bank and Matlock Bridge", No.3903 by G.W.W. © Susan Tomlinson collection. Now though to date from 1893-4.
11. Tram shelter photograph kindly provided by and © Paul Kettle.
Researched, written and © Ann Andrews.
Intended for personal use only.

References (coloured links lead to more on site information):

[1] Bank Road, or "The Bank"' as it is now often referred to, was known as Dob(b) Lane before 1891
[2] Bryan, Benjamin (1903) "History of Matlock - Matlock, Manor and Parish" London by Bemrose & Sons, Limited.
[3] See Biographies of Job Smith & Sir George Newnes. Newnes was not knighted until 1895, so there are some references to him as Mr. Newnes and later ones as Sir George Newnes.
[4] "The Sheffield & Rotherham Independent", 12 December, 1884 - A Tramway for Matlock.
[5] "The Matlock Steep Gradient Tramway". Reprint of the Report of the Inaugural Ceremony (1893) with new introduction by S. V. Fay, Arkwright Society, August 1972.
[6] "The Derby Mercury", 9 July, 1890. Report of Local Board Meeting of Mon 7 July. Newnes wrote that he was "in a better position than anyone else, in consequence of certain patents which were very valuable in that kind of work".
[7] "The London Gazette", 21 November 1890. Matlock Tramway (Construction of Tramway: Gauge, Motive Power, Compulsory User of Streets, Power to take Tolls, Purchase of Land by Agreement, and other purposes.). See the onsite extracts/references from the London Gazette about the tram 1890 and 1892 in 1898.
[8] "Kelly's Directory of the Counties of Derby, Leicester, Rutland & Nottingham" (1908), pub. Kelly and Co., London.
[9] Information about Robert Wildgoose & his wife.
[10] Claremont, Matlock, and Mr. Rowland - Charles Rowland was one of the company directors.
[11] "The Derbyshire Times", 7 October 1899. Comment made by Job Smith at a Matlock Council Meeting when fare dodging was discussed and it was decided the tramway should cease running after 8.30 in the evening.
[12] "The Sheffield & Rotherham Independent", 28 August, 1893. Matlock Cable Tramway
[13] "The Sheffield & Rotherham Independent", 28 January, 1895 and 1 February, 1895. Matlock Cable Tramway
[14] "The Times", 13 May, 1911. The Select Committee of House of Lords gave their decision on a Bill seeking to establish a system of railless traction in Matlock on 12 May. It was not allowed to proceed after opposition from Matlock Bath U.D.C.
[15] Arkle, M. J. (1983) "Tuppence Up, Penny Down", printed by Geo. Hodgkinson (Printers) Ltd.
[16] Waite, Glynn (2012) "The Matlock Cable Tramway", Pynot Publishing. ISBN 9780956270658.
[17] "The Derby Mercury", 17 January, 1894
[18] The generous gesture was reported in several papers, but the quotation is from the "Nottinghamshire Guardian", 2 July, 1898
[19] "The Sheffield & Rotherham Independent", 12 December, 1900. Matlock Cable Tramway.
"The estimated working expenses come to £75 a month, and although the profit of about £100 was made in some summer months, the losses for November totalled nearly £1 a day".
[20] Taylor, Keith (2010) "Matlock and the Great War 1914 - 1919", Country Books/Ashridge Press. ISBN 978 1 906789 38 1.
[21] "The Derby Mercury", 3 September, 1890. Death of Matlock Tradesman. Mr. Housley had recently erected Central Buildings, one part of which was occupied by the Matlock Social Club and [he] was adding another block of business premises to adjoin Smedley's Hydro when he died.
[22] You can see one end of the single decked bridge in a photo in the Vernon Lamb Archive - VLA 4952.htm
[23] Hall, C. C. (1951) "The Matlock Cable Tramway". Article published in "The Tramway Review" No.5.
[24] "Derby Daily Telegraph", 19 July 1927.
[25] "The Derbyshire Times", various correspondence and reports, 1927.
[26] "Nottingham Evening Post", 13 August 1927. Cable Tramway's Doom.
[27] The cable had needed to be replaced many times over the tramway's life. Hall[21] mentions, for example, a new cable in 1910, replacing one that had only been in use for seven months. The problem then was possibly caused by a dirty conduit. Glynn Waite lists the numerous cables bought by the Council; there were 8 short lengths purchased for patching and 26 complete cables, including the first one[16].
[28] "Derby Daily Telegraph", 27 Sep 1927. The Council had set the date for closure as 30th Sep 1927 and this date has been taken by some sources as the date the tramway ceased to run. Waite[16] also confirms the date the tram actually stopped working.
[29] "Derby Daily Telegraph", 20 Dec 1927. Matlock Trams. Still Furnish a Problem for the Council. They were still having difficulty in reaching an agreement about the bus service. C. F. White moved that" Messrs Hands should join the firms presently working the route".
[30] "The Times", 6 June, 1928. The disposal of the cable tramway plant and depôt had been discussed by Matlock UDC on 14 Nov 1927, which is when they decided to advertise the plant for sale ("Derby Daily Telegraph", 15 Nov 1927).
[31] We know Hannah Gregory's name from another copy of this card, sent by her daughter to her future husband on 4 Aug 1923. Although it doesn't quite show the Gregory family's home, the properties on the right were part of Bank Road's Richmond Terrace. See the Gregory family in the 1901 census. In 1911 Hannah's husband, James Robert, was still employed at Smedley's and their two eldest children, although only 16 and 13, had jobs in the hydro. Percy was mentioned on the card but only Christian name is known.
[32] "The Derby Mercury", 8 Mar 1899. Also see The Park and Tram Shelter
[33] From conversations with Ken Smith, Frank Clay and others. Glynn Waite[16] also discusses the cables being reused; he mentions some being around Pic Tor until recent times and other remnants at the top of St. John's Road.