With the rebuild of Sheffield tram No.264 gathering momentum, and therefore its appearance on the blog becoming more regular, I thought a brief overview of its history might be of interest to readers.  In print, more information can be found in our book ‘Forty Years of Service’ which describes the history of the Beamish Tramway and its fleet in more detail… End of shameless plug!

Below: In 1907 the United Electric Car Company submitted to Sheffield Corporation Transport a design for a four wheel, double deck, open balcony car on a Mountain & Gibson Radial truck.  15 of these trams were purchased, and due to their origin, they became known as the ‘Preston Cars’.

Below: The class were numbered 258 – 272 and had an overall length of 28′ 4″ with generous platforms 5′ 6″ each. Longitudinal seats were fitted downstairs, with reversible transverse seats in pairs upstairs.  This gave them an overall capacity (seated) of 58 – 22 downstairs and 36 upstairs, plus standing room.  In 1911 No.259 was fully enclosed, losing its open balconies and gaining an additional two seats.  Between 1918 and 1920 all of the class lost its Mountain and Gibson trucks, which had proved troublesome in service, and received the excellent Peckham P22 8′ wheelbase trucks in their place.  These were six inches shorter in wheelbase and proved to be a success, being retained to the class’s withdrawal from service and still fitted to No.264 today.  In 1937 the class was renumbered, becoming 336 to 350, thus 264 became 342.

Here is a reminder of 264 at work at Beamish, though seen after its withdrawal from passenger service.  It was kept operable and complete to ensure that it didn’t become a dismantled collection of parts and ensuring that nothing would get lost.

Below: The fleet were due to be withdrawn and scrapped in 1939, but the onset of the Second World War and extensive damage to the SCT fleet ensured their continued survival.  The operation of some of the class into the 1950s was celebrated on the 1st May 1955 with a special tour of some of the SCT routes – the cars were not air braked so could not operate on the steeper routes.  The tour culminated with a line up of three of the class, including 342 (264).  No.339 was the last of the class in passenger service, lasting until 1957, when it was scrapped.  However, one example was to survive, and 342, following withdrawal in 1956, was earmarked for preservation as part of the British Transport Commission collection.  It was exhibited at Clapham Museum until 1967, when it moved north for restoration to running condition by the Northern Tramway Sponsors at their base at Consett Iron Works.

It is seen here outside the Templetown Sheds where it was re-commissioned.  The upper deck, in poor condition, was converted to an open top form at the request of Frank Atkinson, who wished for such a car to run on the proposed museum that would eventually be sited at Beamish.  The upstairs components were dismantled and stored, later being re-incorporated into the tram between 1985 and 1987.  This did nurture a myth that it had been decapitated passing under a low bridge!

Below: With some overhead wire installed at Consett, 342 and Gateshead 10 (also formerly of the BTC collection) were both demonstrated in operation.  342 was given a version of the Gateshead livery and became ‘Beamish No.1’.  In December 1973 it was moved to Beamish to join No.10 on the initial section of tramway then open between the depot at Foulbridge and the site of the future Town development.

Below: Between 1985 and 1987 264 was taken out of service and given an overhaul which saw its upper deck roof rebuilt and refitted, though with the open balconies of its as-built (at least post 1918 when the Peckham truck was fitted) guise.  Much of this work was carried out at the workshops in Mode Wheel, Salford, where numerous other tramcar restoration projects were accomplished during this period.  Outshopped in Prussian Blue and with gold lining, the tram re-entered service at Beamish as No.264, an identity that is has carried ever since, and will continue to carry after the current rebuild.

Below: 264 led the procession of trams that celebrated the opening of the full circle of tramway at Beamish on the 24th June 1993.  It is seen here suitably decorated for the occasion, with 196 and 31 behind.

Below: After another 14 years service, 264 was showing signs of its age.  The lower saloon had not been touched during the 1980s overhaul and was becoming somewhat ‘mobile’.  Thus in 2002 the tram was withdrawn from passenger service pending a comprehensive overhaul.  This will include replacing the underframe and carrying out substantial work on the lower saloon.  It is also hoped to recreate some of the period details lost in history and not restored previously. Full ownership of both 10 and 264 was made over to Beamish and secured their future at the Museum as a result.

It is seen here during a nightime photographic session in 2005.  It didn’t look too bad in the dark! The tram remained drivable and mobile until the trolley head was borrowed for Blackpool Boat tram No.233 in 2012.  This will be restored to 264 during this rebuild.

Below: And here we are today – with stripping beginning in earnest in late November 2013 and the decks due for separation in early December, 264 will finally be receiving the much needed attention it has waited over a decade for.  It will be outshopped to the usual high standard, hopefully in 2015, and will also reflect a step-change in the scale of work that can be tackled in our own workshops.  The programme is ambitious, but 264 is a useful tram and one that will give the fleet much needed capacity and flexibility.

We can now look forward to what I am sure will be an interesting rebuild and then the sight (I hope in 2015…) of Sheffield 264 earning its living in the fleet at Beamish once again. As ever, watch this space…