The Giant’s Causeway Hydroelectric Tramway – A World’s First!
Introduction
The world’s first water-powered electric railway opened on 29th January 1883 in County Antrim! It operated between Portrush and Bushmills a distance of 6 miles. In 1886 it was extended to the Giant’s Causeway to include the busy tourist route.
“The ‘Giant’s Causeway Tramway’ as it was generally known, was one of the earliest electric railways in the world and the first to use hydroelectricity”
W A McCutcheon, Industrial Archaeology of Northern Ireland, 1980
William and Anthony Traill Background
The railway was the idea of local brothers William and Anthony Traill.
Anthony and William Achescon Traill were born in the Traill family home Ballylough House, near the small town of Bushmills, in County Antrim. The Traill family had purchased this estate in 1789 from the Stewarts of Ballintoy.
Their parents were William Traill and Louisa Ffrench, daughter of Robert Ffrench of Monivea Castle in County Galway. Anthony born on 27th February 1839, was the eldest son in a family of 3 boys and 3 daughters plus 2 daughters from his father’s earlier marriage. William was the youngest son born on 2nd September 1844.
Education
Both boys were educated at the Collegiate School in Belfast before enrolling in Trinity College Dublin. Anthony graduated from the College with degrees in engineering, law and medicine. In 1858 he was elected a Scholar of the institution and in 1865 he became a Fellow.
William achieved a degree in engineering in 1865, followed by a Masters in 1873. In 1868 William joined the Geological Survey of Ireland, a body founded in 1845 to explore and map Irish geological data. He specialised in water supply, distribution and uses.
Inspiration for a Tramway
William was also a local businessman; he owned shares in a quarrying venture on the North Antrim coast.
He was vexed at the length of time it took the horse drawn carts to transport the quarried granite, basalt and iron ore. It came to him that a light railway or tramway could considerably speed up the journey to the harbour at Portrush. With his older brother Anthony, the “Portrush, Bushmills and Giant’s Causeway Railway and Tramway Company” was formed in 1881.
To help finance the project, William and Anthony set about garnering support and funds from local landowners, colleagues and businessmen. The sum of £20,000 was raised.
William also enlisted the aid of his friend and noted scientist William Thompson (later Lord Kelvin).
Thompson is said to have suggested the idea of electric traction. He encouraged the brothers to communicate with the German firm of Seimens, who had carried out experiments in this innovative technology.
Thompson seems to have been very enthusiastic about the enterprise and purchased a large number of shares in the new company.
Constructing the Innovative Tramway
Building work began on 21st September 1881. Mrs William Traill used an engraved silver spade to cut the first sod. The engineer Edward Bellingham Price was employed to survey the route and oversee the construction.
The Tram was to be powered by the generation of electricity using flowing water to drive a turbine that powers a generator. Accordingly, they established a hydro-electric power station at the Salmon Leap at nearby Walkmill Falls.
104 horsepower Alcott water turbines were installed producing up to 250 volts at 100 amps of electrical power. This ensured a ready power supply for the electric tramway and was a genuine world’s first example of renewable-powered public transport. This was decades before hydroelectric traction became common elsewhere.
The line opened for business in 1883 with the opening ceremony being performed by Lord Spencer, Lord Lieutenant of Ireland.
After the speeches, guests were taken by Dr Traill’s private carriage to view the hydro-electric station at Walkmills. Here we are told, Sir William Thompson (Lord Kelvin) thought it amusing to shake hands with the visitors while holding onto one of the terminals of the generator. His intention was to show that the electric shock experienced by the unsuspecting guest was really minimal. (We’re not sure the recipients would have been that amused!)
Public Opinion on the Tramway
The trams proved very popular. In the summer of 1884, the tramway had 40,000 passengers. In its first 18 months the electric-powered tram had covered 30,000 miles.
The new transport system was very popular especially with visitors travelling to the seaside resort of Portrush. However, it also met with some local opposition.
Many inhabitants of the town had concerns over this new electric-based tram and were worried over safety and fire issues. This was a genuine problem, as the live rails operated at around 300 volts. In 1895 a cyclist named Thomas Walne was killed when he fell against the live rails.
It was not until 1899 however, when overhead wire replaced the third (live) rail as an electricity conductor, that the trams were allowed to travel the streets of Portrush.
Up to this the steam locomotive was still in use…
“The original current collection was from a side conductor rail 17 inches above the ground and 22 inches from the inside running rail. This method was of course unsuited to a street tramway and the portion of the line which ran in the centre of the street through the town of Portrush was therefore worked by steam tram engines of the usual vertical boiler pattern.
This method of operation of the first half-mile of the tramway persisted until 1899, when a change over to the overhead trolley system was made”.
D G Evans, Modern Tramways, September 1950
Tramway Extension
With the success of the Portrush-Bushmills electric tramway, the company decided to push ahead with adding to the route the popular geological attraction of the Giant’s Causeway. An Act of Parliament on 6th August 1885 granted permission for the enlargement of the railway system. (A previous plan to extend to Dervock was abandoned as it was deemed unprofitable)
The extension involved the expense of building a viaduct over the River Bush. Alfred Price, a civil engineer (and brother of Edward who had emigrated), was hired to manage this new project and it was constructed by the Glasgow firm of P&W MacLennon.
The bridge spanned 70ft and was at a height of 25ft above the river. The new bridge, featuring three spans and iron lattice girders supported on masonry piers, was completed in 1886. This coincided with Queen Victoria’s Jubilee so the bridge bore the inscription ‘Giant’s Causeway Electric Tramway, Victoria Jubilee Bridge 1887’.
The End of the Line
The tram could pull up to six carriages each holding 20 passengers. Enclosed carriages would be used in inclement weather and open ones when the weather was fine. The seats were built across each wagon leading to the nickname ‘toast racks’. The 1st class carriages had cushions while 2nd class passengers sat on wooden seats.
The tourist footfall provided the company with a good profit but the original plan of carrying freight was less financially viable.
From 1890 only passengers were transported on the electric tramway. The tramway continued for 60 years, closing in 1949.
“The line closed at the end of September 1949. There was no ceremonial last rights; no ‘last tram’ decorated with coloured lights and bunting. The driver of the last tram was unaware that the tramway was closing until he reached the depot”
Ian Binnie Glynns Vol 26 1998
The Lives of the Brothers
The Life of Anthony Traill
Career
Anthony Traill, while continuing as chairman of the Tramway Company, had a career in local politics and academia.
In 1884 he was made High Sheriff of Antrim and in 1901 was appointed Provost of Trinity College Dublin. Traill was the first Provost to allow female students to graduate. Up to this time women were permitted to attend lectures and to study at the College but not to graduate or gain professional qualifications. However, Anthony did draw the line at allowing Catholics to enrol in the College!
Traill was an enthusiastic sportsman. He played cricket for Trinity College, was a keen golfer and was 14 times Champion racquets player. He was also an intrepid mountaineer.
Family Life… and Death
On 25th June 1867 Anthony married Catherine Elizabeth Stewart Moore at the Parish Church of Billy near Coleraine. Catherine was the daughter of James Stewart Moore and Fanny Richardson. James came from Ballyvitty in the historic barony of Dunluce Lower; he was a veteran of the Battle of Waterloo.
The couple were living in Upper Ely Place, Dublin when their first children were born, William Stewart (1868) and Frances (1869). James Anthony (1871), Robert Thomas (1872) and Harriet Agnes (1874) were born in North Frederick Street in the city. While the later offspring were born in Ballylough – Henry Edward O’Brien (1876). Annie Margaret (1881) and Alexander Frederick (1891). Adding the ‘O’Brien’ name is reference to Sir Edward O’Brien of Dromoland an ancestor of Anthony’s on his maternal line.
Catherine was to die of pneumonia at Ballylough House on 19th December 1909. Anthony continued his duties at Trinity and died in the Provost’s House on 15th October 1914. In his will Anthony Traill left the substantial sum of £10,199. He was buried in the parish of Billy after an impressive funeral.
The Life of William Traill
Career and Family
William continued as a successful businessman between Ireland and England. He dabbled in politics, running as an Independent Unionist in a by-election in North Antrim. He came third.
William was married three times. His first wife was Harriet Jane Wrigley from Liverpool. She died on 24th March 1885 at their home in Portballintrae, on the Antrim coast. She was only 28. He subsequently married Elizabeth Jane Greer of Ivy Lodge Newry. The couple had two children Achescon (1893) and Mary Carlile (1894).
William’s third wife was Nora Alice Woodhouse whom he wed on 10th June 1925 in the Coleraine Registry office. He was 80 and she was 47. William had previously met Norah some 30 years earlier in tragic circumstances.
The Extraordinary Story of How William Met Norah …
On 6th May 1895 the Woodhouse family from Preston had hired a rowing boat while on holiday at Portrush. The boatman was a Mr William Kelly, who was an experienced sailor. Near the White Rocks a sudden large wave capsized the small vessel.
William, who was travelling on the 10:40 electric tram from Bushmills, witnessed the event and rushed into sea to attempt a rescue. He managed to save 17-year-old Norah and her father Robert Proctor Woodhouse. (Mr Woodhouse was a prominent monumental sculptor and sextant at Preston Cemetery). Unfortunately, Norah’s mother Letitia Jane (45), brother Henry (20) and cousin Ellen Stephens (23) all drowned.
For his act of bravery William Traill was awarded a silver medal from the Royal Humane Society. He was also presented with a silver bowl from the people of Preston. As a result of the tragedy, it was decided at a meeting of the Portrush Town Commissioners on 3rd July 1895, that all boats and boatmen plying for hire in the town would have to be registered.
William Traill died on 5th July 1933 at Rockhaven, Portrush Road, Portstewart. He was 88 years old. Nora passed away in September 1958 and was buried with her family in Preston.
Conclusion
Today the names of William and Anthony Traill are not well known, except perhaps in engineering circles or among railway enthusiasts. In 1990 the Northern Bank produced a £5 note commemorating William Trail. Yet the advent of the hydroelectric trams by the Traill brothers has been mostly and sadly forgotten. Yet for tourists and day-trippers on the north Antrim coast it must have been an exhilarating experience!
“After leaving the depot the line ran through open country on its roadside reservation. Climbing steadily, it passed the famous Royal Links and at the White Rocks gained the cliff tops. Onward to Dunluce, the tram ran close to the sea and in places the cliffs fell almost sheer from the trackside. There can be no doubt that the tramway, with its open toast-rack cars, was the best means of appreciating this wild and rugged coast”
D G Evans Modern Tramways September 1950
Related Post
The Unforgettable Dunluce Castle – A Brief History
Help Us Find New Readers
Belfast Entries is hobby website produced entirely by a retired husband & wife featuring articles on our shared history, memories and entertaining stories of our past. The stories are free to all. If you like our posts please help us to grow our readership by sharing the posts. A growing readership would be very much appreciated.
If you enjoy Belfast Entries please consider a small donation
If you wish to To help us meet website creation/ maintenance costs please click the coffee cup below to learn how to make a small donation. Please note that every contribution is valued and that we will acknowledge your contribution below (forename only or “Anonymous” if you prefer).
Donations this month 3
Thank you Damian
Thank you Sinead
Thank you R. Meharg
We had 2 donation last month.
Copyright Notice
Belfast Entries posts & photos are our intellectual property and copyrighted to us. Where we use photos that do not belong to us, it is because we believe them to be in the public domain or shared under a Creative Commons licence with appropriate attribution. None of our content or images can be used without our consent. Note that a link to our Copyright & Takedown notice is included in the website footer on all pages.
0 Comments