Page 1 of 27
2012 Junior Ron Rathbone Local History Prize
Thomas Saywell's Tramway and the Making of Brighton
Le Sands
By Rachael Lee
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 2 of 27
Introduction
It is the late 19th century, over 100 years since the arrival of Captain Cook in Botany Bay and
over 100 years from the present day. It was Mark Twain's 'Gilded Age' and the height of the
Second Industrial Revolution. Brighton Le Sands was merely an undeveloped suburb in the
midst of a sandy beach. In 1925 Sir Joseph Carruthers in a journal of the Royal Australian
Historical Society commented on an earlier paper delivered by historian C.H. Bertie recalling
the St. George area some 25 years or more years earlier wrote:
“Hardly any settlement whatever then existed on three fourths of the districts of Sans
Souci, Sandringham, Lady Robinson’s Beach, or Georges River. What little settlement
there was consisted of a few houses of entertainment for visitors close to the foreshores,
and a fair number of market-gardens about a mile or two back from the water-front. None
of this settlement had caused much alteration in the natural vegetation or in the natural
conditions of the country adjacent to the bay or the river. Some alterations, of course, did
occur from the grazing of a few horses and cattle, or from an occasional drain constructed
to mitigate the flooding of low-lying market-gardens. The water-front itself – except for a
few here and there – was untouched and unchanged. Here it was possible, thirty to fifty
years ago, to visualise those excursions of Cook and his men into the surrounding shores
of Botany Bay and Georges River…”1
Brighton Le Sands remained in this state for many years. It would take a man of vision to
transform Brighton Le Sands to the populated and modern suburb we know today.
Settlements developed along the shores of Lady Robinson Beach in the 19th century. By
1870 there were settlements close to Muddy Creek. One of these settlements, the hamlet,
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 3 of 27
which developed along its coastline, east of Rockdale, was called Lady Robinson's Beach for
a brief period in the 1880s. This hamlet grew into the suburb of 'Brighton-le-Sands'.
In 1871 Rockdale was made a municipality. Local government assumed much of the
responsibility for management of the district, including the settlements along the foreshore of
the bay, collectively known as Lady Robinson's Beach. Two roads were built to link Rocky
Point Road to the beach: Bay Street to New Brighton and Sandringham Street (built in 1875
and gravelled in 1877) which led to a foreshore hotel near Dolls Point.
Then in 1884, the first section of the Illawarra line (Redfern to Hurstville via Rockdale) was
opened. This made the Botany Bay area much more accessible. The opening of Rockdale
Station on the new railway line in 1884 heralded considerable expansion for the coastline of
the bay.
The Grand Parade, Brighton Le Sands c 1898 - Cook Park2
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 4 of 27
Thomas Saywell
Thomas Saywell (1837-1928) grew up in a small lace making
village in England. For generations, his family had been lace
makers. However, following the Industrial Revolution, the
demand of hand-made lace began to decline causing his family
to source employment in France. Following political
instability, the Saywell's decided to migrate to Australia from
Nottinghamshire, England on 6 October 1848.3 From there, he
completed his education to pursue his own business ventures.
Thomas Saywell had a good track record for spotting a good investment. This was
demonstrated by the many successful ventures he was involved in: from setting up as a
tobacconist in Sydney in 1863, to investing in coal and brick production and real estate where
he developed the Ziz-Zag Coal Co. at Lithgow and the South Bulli Colliery. To aid in the
transportation of his coal he built the Bellambi jetty in 1887 at South Bulli for £40,000 (about
$4.8 million). His coal company also won large government contracts for coal. Saywell
would go on to buy and develop other south coast mines, notably the Clifton and South
Clifton collieries.4
In 1881, the Public Works Act authorized the construction of a railway from Sydney to
Wollongong via Kiama. Saywell followed the development surrounding the route of the
proposed railway line to Illawarra District with great interest. Not only would the completed
line enable him to transport his coal to Sydney at a fraction of what it cost to move it by sea,
but the possibilities of making a real estate killing along the route of the line were unlimited.5
Portrait of Thomas Saywell1
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 5 of 27
Pleasure Grounds
By the time he bought three allotments of land at Lady Robinson's Beach, Thomas Saywell
was a well known entrepreneur and business man. Between October 1882 and April 1883, he
purchased the land at Lady Robinson's Beach between Bay Street and Bestic Street, totaling
nearly one hundred acres in area. Many before him, who had seen Brighton Le Sands, saw the
land as useless as the grounds were not suitable for farming or grazing, thus the cumulative
cost for the land was less than ten pounds ($1,200).6 However, Saywell saw potential in the
land and decided to build his Pleasure Grounds on the allotments he had bought. He
envisaged a prosperous, watering town where the rich would come to holiday. His Pleasure
grounds included public swimming baths, a picnic park, a race course and the New Brighton
Hotel (current site of the Novotel Hotel). His creation was immensely popular. People all over
Sydney flocked to Brighton Le Sands to stay at his Pleasure Grounds. Access to the Grounds
was by horse drawn carriages which ran from the city to the beach. However, travelling via a
horse drawn carriage posed a few problems. It would be inefficient to transport hundreds of
people to and from the Pleasure Grounds, especially at the slow pace of a horse drawn
carriage. He proposed to construct a tramline which would run from Rockdale to Brighton Le
Sands.
The Tramway
Although the construction of railways in NSW started with the first railway line in New
South Wales which was opened in 1855 between Sydney to Granville, horse-drawn cabs were
commonly in used to link the shopping areas as well as to link the railways to Sydney Cove.
The surfaces and carriage ways of Sydney left a lot to be desired. The roadways were mainly
unpaved and dusty thoroughfares that turn to quagmires in rainy days. Clearly a better mode
of public transport was needed.
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 6 of 27
In 1861, the colonial government of New South Wales passed the Tramways Act which
authorized the Railways to proceed with the building of the tram tracks.
By 1885, tram ways in Sydney has been extended from the city to the eastern suburbs to
places like Randwick, Cooks River and Pyrmont. The trams were carrying an annual
passenger load of 15 million.7 By comparison, today’s City Rail Networks carry a passenger
load of 294.5 million per annum.
By the time Thomas Saywell, proposed a Rockdale to Brighton Le Sands tramway, trams
were already well established in Sydney. However, few were privately owned; most tramlines
were government owned. With the newly completed Illawarra to Hurstville rail line, a
Rockdale to Brighton Le Sands tramway would allow people from all over Sydney to
conveniently travel to his Pleasure Grounds.
Saywell addressed the West Botany Municipal Council with his proposition to build a steam
operated tramline and started the arduous process of obtaining government sanction for his
venture.
However, it was not all smooth sailing. When Mr. Huntly, on behalf of Thomas Saywell, first
approached the local municipal council for permission to build a tramway in 3rd
April, 1883,
the aldermen were somewhat embarrassed that in 1879 they had joined Randwick Council in
protesting against the introduction of tramways unless sponsored by the Government. They
also expressed concern with the hefty costs and responsibility for the construction and
maintenance of the tramway, as well as the cost of cutting down the sandstone cliffs in Bay
Street, in order for the tramway to be built. Hence, they rejected the proposal.
On the 17th of April the same year, Mr. Huntly addressed the Council again on the proposal.
He managed to convince the aldermen of the merit of the scheme and they finally gave their
full support to the project.8 No doubt, Saywell's financial help with the extension of Bestic
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 7 of 27
Street to the beach, which opened early in 1883, may have earned him favors with the
aldermen. Also, as a condition for supporting the tramway project, Saywell entered in to a
bond to indemnify the Council against any expenses as a result of his activities. Saywell
would also have to accept full responsibility for cutting down the Bay Street hill and
constructing a bridge across Muddy Creek.9
Building the Tramway
In order to build a private tramway, a special act of parliament was required. The act entitled
"Saywell's Tramway Act" was put forward to the State Parliament. They agreed to sanction
the tramway in March 1884, leasing it to him for a period of 30 years. This was only the
second private tramway to be granted the license in Sydney. Soon after, construction began.
Thomas Saywell called upon his two long time business associates, the architect William
Kenwood and Harry Kerle, an engineer, to help him construct the tramway. Kerle specialized
in the construction of train lines for mining companies (which Saywell was involved in) and
Kenwood had designed the hotels which prospered in the mining towns which then
developed.10
The tramway would start at Rockdale Station (now known as Tramway Arcade) and go
through a turntable to turn around the engine and a short connecting link with the railway line.
It then proceed across Rocky Point Road (later this section of the road was renamed Princes
Highway) to Bay Street and passed the Rocky Point Wesleyan Chapel (present day Rockdale
Uniting Church) to the large rock outcrop in Bay Street near the intersection of George Street
where the present day Southern Cross Apartments is sited. The large rock outcrop now forms
part of the foundation of the apartments.In order to build the tramway, private contractors had
to be employed to remove hundreds of tons of rock from the outcrop. The total cost was
£1,587 (about $190,000).
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 8 of 27
Possible remnants of the rock outcrop at the corner of Bay Street and George Street – photo by the author
The line was situated along the northern alignment of the street, much to the annoyance of the
adjacent residents whose homes were engulfed in clouds of dust and smoke every time the
tram passed by.11
An embankment was built to carry the tramline across the creek via a
wooden bridge. The route of the tramway encountered several sand hills which were leveled.
The excess sand was used to fill sections of swamp. The line then passed through farms
operated by early settlers such as Samuel Tattler, market gardener; Andrew Spring, a dairy
farmer; Samuel Warren, piggery owner and the estate of George Hook among others.
Saywell’s Tramway Act provided for the line to be extended as far as McRae's Road (today’s
Bestic Street) and although it was completed a short distance beyond Princess Street, it was
soon abandoned because of the constant problem of keeping the line clear of wind-blown
sand. The terminus thus remained near Princess Street until it was brought back to the end of
Bay Street when the line was electrified some years later.12
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 9 of 27
Track of the Tramway 1885-191413
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 10 of 27
Early operation of the tramway
The tramway was completed within 20 months of passing the Saywell Tramway Act at a cost
of £10,100 ($1.2 million). This was a few months earlier than they first estimated. Thus, the
locomotive ordered from England had not arrived yet. Saywell was forced to hire a
locomotive from the NSW Government Railways using two American bogie type end loading
cars.
The tramway was opened to traffic on November 9, 1885. But just when everything seemed
to be working out, the firebox of the small locomotive was burnt out due to mismanagement.
This required Saywell to loan a second locomotive from the government. The NSW
Government Railways were none too pleased and a replacement locomotive of the same type,
No. 66, was only obtained on the condition that a Railway Department driver was employed
to prevent this incident from repeating.
Rockdale Terminal - Tramway Arcade – Photo by Noel Reed Courtesy Frank McQuade
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 11 of 27
Tramway Arcade today – photo by the author
The first few months of operation proved strenuous. The engines with their rather rigid
wheelbase experienced problems negotiating the four chain (around 80 metres) radius curve
from Bay Street into Grande Parade resulting in the removal of coupling rods from the
leading and trailing wheels and their operation in effect as single wheelers. This affected their
ability to climb the grade into Rockdale resulting in wheel slipping and complaints from local
residents that the resulting shower of sparks set fire to their lawns to say nothing of
passengers also being showered by sparks.14
Also, the two passenger cars proved inadequate;
the two cars provided accommodation for sixty people but at least twice that number crowded
into each car, much to the disappointment of some hundreds of passengers. The fares charged
were 3 pence ($1.50) for adults and 1 penny ($0.50) for children each way.
There was much relief when the locomotive Saywell ordered from England arrived in 1886.
However it was also far from satisfactory, suffering from a lack of power and the poor
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 12 of 27
placement of the reverse gear. To add to his woe, the two passenger cars built locally by
Chapman & Co. that was capable of seating 80 or 96 passengers to provide for greater
capacity was too wide to pass through the narrow confines of the Bay Street outcrop. Similar
problems beset the other two passenger cars built by Thomas Wearne of Glebe. This resulted
in further quarrying work and expense to provide the necessary clearance.
The locomotive “Pigmy” and tram car ready to depart Rockdale for Brighton-le-Sands15
Not one to give up easily, Saywell decided to order two more capable locomotives from
Hudswell, Clarke & Co. in England. The first named "Saywell" arrived in 1887 and the
second named “Pigmy” arrived in 1888. The locomotives loaned from the government were
returned and the second locomotive was transferred to the South Bulli Colliery. His two new
locomotives were put to work. This time, the trams could accommodate for the large crowds
on public holidays and busy occasions, with 4 carriages per locomotive. During the first
twelve months of operation, the tramway incurred a loss of £1,370 ($164,400). Revenue for
ticket sales amounted to £912/5/8 ($109,500) while expenses ran into £2,282/16/0
($273,900).
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 13 of 27
The reason for the loss was a reflection of the reality that permanent settlement planned for
the beach area was slow in developing and the tram relied heavily on the weekend and
holiday traffic only.
The beginning of a developed Brighton Le Sands
By now, the Pleasure Grounds were completed and the tramway was running smoothly. All
these developments were promoted heavily. An entry in the Australian Town and Country
Journal (NSW: 1870-1907), Saturday 31 December, page 26-28 stated admiringly:
“In a country in which the greater part of the carrying business other than that done by
bullock drays or horse teams is monopolized by the Government, it is pleasing to see a
steam tram service established, and successfully worked, by private enterprise. Such a
service is that built by Mr. Thomas Say well from the Rockdale rail way station to Lady
Robinson's Beach... The carriages are clean and comfortable, and the guards civil and
obliging. The tramline runs from the Rockdale station to the New Brighton Hotel, a fine
specimen of modern architecture, designed by Messrs. Kenwood and Kerle for Mr.
Thomas Say well. The building is three storeys high with wide verandahs and balconies,
and a fine portico (fig. 1) over the main entrance. The hotel contains forty rooms, besides
bathrooms and offices, and is fitted up with elegant furniture. The vestibule of the hotel
(fig. 2) is tastefully designed; and on either side are spacious parlors, a fine dining-room,
a comfort able bar, and a well-appointed billiard-room. Immediately behind the hotel is a
magnificent assembly hall (fig. 3), with oriental cupolas. The floor is 130ft long and 100ft
wide, and is one of the best in the colony. À wide dais, which may be used as a stage, is
placed at one end.
On either side of the hotel stretches Lady Robinson's Beach (fig. 4), nearly seven miles
long, and formed of fine hard shingle, admirably adapted for a gallop on horseback.
Immediately in front of the hotel are the baths...
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 14 of 27
From the upper verandah of the hotel a magnificent view is obtained of Botany Bay and
the heads, with La Perouse and Bear Island on the one side, and Kurnel River…Mr.
Thomas Say well, who may be considered the creator of this little paradise, was born in
Nottingham (England), and arrived in Sydney about 1850. He has been engaged for the
past twenty-five years in the tobacco business, and is the founder of Saywell's Tobacco
Manufacturing Co. (Limited). The lessee of the New Brighton Hotel is Mr. T. S. Huntley,
well known in Sydney as a genial and obliging host.”
Saywell's ventures in Brighton Le Sands seemed to have paid off as his developments
garnered him praise and accolades.
Arrival of Steam tram at New Brighton by Gillard Eardley
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 15 of 27
From 1887 until the end of the century, Saywell spent vast sums in developing his property at
the beach. Streets were formed and rows of cottages built which formed the small township at
the Beach. The fine two story terrace facing the baths was built during this period.
The Novotel Hotel now occupies the site of the New Brighton Hotel – photo by the author
The pre-eminent position of Saywell’s development at Lady Robinsons Beach as the pleasure
ground of Sydney did not go unchallenged. Neither was the land speculation started by the
Illawarra rail link restricted to the area.
In 1885, a meeting of land speculators petitioned the Government for a tramway from
Kogarah station to Sans Souci via Scarborough Park. The initiative was actively supported by
a young barrister, Joseph Carruthers who worked as a solicitor to the Reform Land
Investment and Building Co. Ltd. The petition was filed originally for the transport of market
produce to the rapidly expanding population and was initially rejected due to the area sparse
population. But after much lobbying and an offer of a donation to defray the cost, the scheme
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 16 of 27
was accepted, much to the alarm of Saywell. He wrote to the Railway Commissioner,
pointing out that he had built and equipped the Rockdale to Brighton Le Sands line at his own
expense and that the public purse should not be unnecessarily burdened unless the Kogarah
tramway could be made profitable. However, his protests were however fallen on deaf ears.
In February 1887, Carruthers (who later became the premier of New South Wales) lobbied
the Ministry of Works saying that the construction of the Kogarah to San Souci Tramway
should not be impeded by the criticism of any person- this comment most likely referring to
Saywell. The work proceeded and the Kogarah tramway was officially opened on 10th
September, 1887, the same month that the dancing pavilion opened in Lady Robinsons
Beach.16
The rivalry for development between Brighton, Sandringham and San Souci was intense but
with the onset of the depression in the early nineties, the momentum was with Saywell’s New
Brighton Estate. As noted by a journalist who travelled on both tram services and wrote in an
1899 newspaper:
“The stretch of country between Kogarah and Sans Souci is pleasant to look upon. It is of
goodly make. Wide plains of fern, clean stretches of trees and bright-flowered plants. The
population along the route was as sparse as the passengers on the tram were. One could
hardly understand why the track had been build. To encourage settlement, no doubt.”
But his observations of Saywell’s enterprises were much more enthusiastic:
“We passed through the pretty little village of Rockdale, and through a gallant sweep of
country until there sprang up before us Botany Bay. The trams were more crowded than
were the Sans Souci trams, and altogether it was evident that Lady Robinson’s Beach is
more frequented than Sans Souci. And why?...it has a large hotel and splendid baths, it
has refreshment rooms and picnic grounds and a lovely stretch of beach…Off to the right
the hand of improvement has been at work clearing back the sandbanks and extending the
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 17 of 27
beach. Homes are being built to provide for the needs of families who may wish to sojourn
at this charming resort, and about are little cottages springing up, giving promises of
increased patronage.”
The reporter ended his article on a note of prediction:
“I can foresee altogether a splendid future for the resorts of Botany Bay.”17
Meanwhile in the 1892, further misfortune befell Saywell’s ventures. Brighton Hotel was
stripped of its liquor license due to violence and reckless behavior in the hotel and its
surrounding area. However, the depression of the 1890s may have had something to do with
the crisis. There were many unemployed, and the area was a favorite retreat for locals and
visitors.
At around that time the General Assembly of the Presbyterian Church of New South were
looking for a site the cater to the need for a church school for boys of Scottish and
Presbyterian families who had settled all over the colony of New South Wales. The ever
enterprising Saywell leased the hotel to the Scots College which opened in January 1893 and
its roll consisted of 25 boarders and 10 day boys. The first Principal appointed was the Rev.
Arthur Aspinall whose son Archie was the first pupil enrolled at the College.
Saywell meanwhile went overseas to America and on his return in 1894, set about retrieving
his financial position by leveling a sand hill adjacent to Bay Street near the duck farm and
constructing a racecourse on the site. The college on learning about the plans for the race
course, decided to move to Bellevue Hill. Eventually the hotel was re-licensed and remained
on the site until it was replaced by the Novotel Brighton Beach Motor Inn in the 1970’s.
The racecourse opened on the 16th December, 1895, where over 1,000 punters were present
at the race. The price for the admission to the race was one shilling ($6.00), for another
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 18 of 27
shilling, a combined train and tram ticket could be purchased. The package also included a
free admission to the baths, perhaps to allow punters a chance to cool off after a bad day at
the race or perhaps to delay the inevitable rush of passengers back to Rockdale.
Even with this measure, four carriages were equipped with two engines providing the power.
However, the crowds were such that the power of the little engines was insufficient to handle
the heavily loaded carriages up the steep incline to Rockdale. The carriages were packed full,
sometimes with passengers on the roof. Occasionally, the two engines failed requiring the
passengers to jump off and help push the engines over the hill amid loud cheering.
While in America, Saywell was convinced that the application of electricity was the future.
When Electric Trams were introduced in 1898, Saywell wasted no time in lobbying the
government. A Bill titled "Saywell's Tramway and Electric Lighting Act, 1898" was
submitted to Parliament in September. Clause 45 of the bill sought that the powers granted
under the Acts of 1884 and 1887 should continue for a period of 35 years from the passing of
the 1898 Bill. This involved an extension of twenty years to the unexpired term of fifteen
years- its aim being to earn back past losses. Rockdale Council was in agreement with the
extended period and the Bill was endorsed in a report dated October 8, 1898.
But this time Saywell's luck may have run out. Proceedings for the reading of the bill were
delayed until the member for St George, Mr. J. H. Carruthers, MLA moved the motion on
June 26, 1900. The Bill was opposed by future Labour Prime Minister, Mr. J. C.Watson,
MLA, who described Saywell's proposal as "audacious”. Members urged that Saywell's
concession should not be further extended and Carruthers stated that he would have to consult
with Saywell about possible amendments. Perhaps the rivalry between Carruthers and
Saywell was not forgotten. Some years earlier, Saywell had lobbied the government to stop
the construction of the Kogarah to San Souci Tramline, fearing Carruthers, who owned land
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 19 of 27
there, would install competition for his Pleasure Grounds. A motion to adjourn the debate
was agreed by 41 to 25 votes and the bill would not be put forward again.
However, not all was so bad for Saywell. He had spotted a loop hole in the law, whereby a
Bill authorizing electrification was unnecessary. Consequently work proceeded on
electrifying the line and providing electric rolling stock as well as a powerhouse at Brighton.
This work was completed by Friday, July 27,1900, when an electric trial took place which
was so successful that electric operation remained in operation from that day.18
The power house generating set and its steam boilers were housed in part of the stables at the
New Brighton Hotel at Lady Robinsons Beach. Power lines supplied electricity to the hotel
and other local business and was later supplied to Rockdale shopping area. This practice
continued until St George County Council, an electricity supply business, commenced
operations in March 1923.
To operate the new electric service Saywell bought two four-wheeled end loading saloon type
carriages built by the Birmingham Carriage and Wagon Company. Another favorite carriage
was a 96-seater built by Stewart & Crop, officially No 5, it was painted Indian Red and called
'Jumbo' locally for the elephant at the Sydney Zoological Gardens.19
Shortly after the electrification of the tramway, the two remaining steam locomotives were
sold; "Saywell" going to the Sulphide Corporation Cockle Creek near Newcastle while
"Pigmy “joined "Coffee Pot" on the Excelsior Land Company's Fassifern to Toronto tramway
a few miles away.20
The electric era saw Saywell make further adjustments to his tramway
operations.
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 20 of 27
Thomas Saywell’s electric tram21
In 1903, following the breakdown of his electric generating plant, Saywell has to revert
temporarily to steam by hiring a steam motor and trailer car from the Government Tramways.
He also had to purchase a spare stream tram motor in 1905 to guard against future failure.
Prior to the government takeover of the line in 1914, an inspection was conducted which was
not particularly flattering. However, it did reveal some fascinating facts about the operations.
For example:
“Hours of Drivers and Conductors:
Weekdays A.M. shifts - 6.00 a.m. to 2.00 p.m. and P.M. shift – 2.00 p.m. to 12.00 p.m.
On Sunday only one shift from 6.45 a.m. until 10.45 p.m. No meal relief. An assistant
conductor is employed on Sundays and Holidays. On Holidays all the men take up work
with all cars in traffic until the rush is over. One suit of clothes year. No holidays. Wages
£2/8/0 ($288) one week and the following week £2/10/0 ($300).The staff comprised Driver
Samuel Harris, 51 years (age. Twenty three years in the company's service. (Drive Harris
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 21 of 27
wasn't able to read or write.) Driver Chas. Stickby. Age 34, three years service.
Conductors Clark and Jenning -three months service.22
Thomas Saywell's Legacy
After the Saywell’s lease of the tramway expired in 1914, the Government continued to
operate the tramway until September 4th
, 1949 when the last tram leave Brighton-le-Sands for
Rockdale for the last time.
Saywell left a huge mark on the history of Brighton Le Sands. The number of households in
Rockdale rose from 1138 in 1891 to 5193 in 1921, a four and half times increase in 30 years.
In contrast, the population in New South Wales grew from 1.13 million to 2.1 million during
the same period; a 1.8 times increased. This rapid development of the region is no doubt due
to the development set in motion by Thomas Saywell tramway and development of Brighton-
Le-Sands
Apart from being a property developer, Saywell also had an eye for innovations, some of the
many accomplishments included:
The provision of hot and cold water and electric lighting in the hotel, years before many
of its Sydney rivals.
The Saywell pavilion, most likely the first building in the municipality to be lit by
electric light.
Saywell located an unfailing water supply by sinking deep bores and pumping the pure
subterranean water into high-level tanks for the use of the hotel and other buildings.
He installed a large septic tank to provide modern sewerage facilities.
Saywell's trams were licensed to carry Royal Mail. Prior to 1896, mail at Lady
Robinson's Beach was all posted in letter boxes which were cleared by letter carriers
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 22 of 27
from Rockdale. However, in that year letter boxes were affixed to Saywell's trams and
clearances were made five times daily. On 16th February 1903 the name of the post
office was changed officially to Brighton-le-Sands thus giving the suburb its official
name.
Thomas Saywell’s enterprising spirit in spending vast sums on an uncertain enterprise
especially during the depression years of 1890s showed not only great foresight but also
great tenacity. Even though the tramway made losses in the initial years of operations,
towards the end when it was handed back to the government on March 15th, 1914, the
operation was a lucrative one. The revenue for 1912 was £1898/2/4 ($227,700) and in
1913 was £2207/10/10 ($265,000) or a 14% rise year on year. As a result the New
South Wales Government Tramways had no hesitation in taking over the undertakings
despite the unflattering audit.
Many of the place names in the area bore his legacy such as “Grand Parade” to conform
to his grandiose scheme of the area. He also gave the suburb “Brighton-le-Sands” its
name, evidence of his early education in France.
Saywell was responsible for the planting of the familiar pine trees which have long
been an attractive feature of the beach. They were originally intended as a windbreak
and as a deterrent to drift-sand.
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 23 of 27
Lady Robinsons Beach today – photo by the author
In fact, Saywell loved the suburb he helped create so much that he lived in the row of terrace
houses designed by William Kenwood on Grand Parade for many years until shortly before
his death in 1928.
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 24 of 27
The terraces at Brighton Le Sands that Thomas Saywell built and once lived in.23
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 25 of 27
Bibliography
1. Brimson, Samuel. “The tramways of Australia”, Sydney: Dreamweaver Books 1983.
2. Lawrence, Joan, “Pictorial Memories St George: Rockdale, Kogarah, Hurstville”, Kingsclear Books, 1996,
Published in Australia ISBN 0-908272-45-6
3. NSW Auditor-General's Report, Volume Eight 2011, RAIL CORPORATION NEW SOUTH WALES.
http://www.audit.nsw.gov.au/ArticleDocuments/228/12_Volume_Eight_2011_Rail_Corp_NSW.pdf.aspx?E
mbed=Y
4. Rockdale City Council – A Brief History of the City,
http://www.rockdale.nsw.gov.au/Pages/Rockdale_History.aspx
5. History of Brighton-Le-Sands, New South Wales, Wikipedia.
http://en.wikipedia.org/wiki/History_of_Brighton-Le-Sands, New South Wales
6. Lady Robinson’s Beach - Wikipedia.
http://en.wikipedia.org/wiki/Lady_Robinsons_Beach
7. Geeves, Philip, 'Saywell, Thomas (1837–1928)', Australian Dictionary of Biography, National Centre of
Biography, Australian National University, http://adb.anu.edu.au/biography/saywell-thomas-4540/text7439,
accessed 26 July 2012.
8. The New Brighton Hotel and sea baths at Lady Robinson's Beach, West Botany, http://nla.gov.au/nla.news-
article71092624
9. Sydney/Newcastle Tramway History, http://www.railpage.org.au/tram/goddmack.html
10. Year Book Australia 2003
http://www.abs.gov.au/ausstats/abs%40.nsf/94713ad445ff1425ca25682000192af2/09BFC87C87DC317FCA
256CAE00166AB4?opendocument
11. Year Book Australia 2003
http://www.abs.gov.au/ausstats/[email protected]/Lookup/by%20Subject/1301.0~2012~Main%20Features~Consum
er%20Price%20Index%20(CPI)~158
12. Giblin Economics and Commerce Library- Historical Value of the Australian Dollar
http://www.lib.unimelb.edu.au/collections/ecocom/giblinfaq.html
13. Lady Robinson's Beach. (1887, December 31). Australian Town and Country Journal (NSW : 1870 - 1907),
p. 26. Retrieved August 5, 2012, from http://nla.gov.au/nla.news-article71092624
trove.nla.gov.au/ndp/del/article/71092624
14. Lady Robinson's Beach. (1887, December 31). Australian Town and Country Journal (NSW : 1870 - 1907),
p. 26. Retrieved August 5, 2012, from http://nla.gov.au/nla.news-article71092624 trove.nla.gov.au/ndp/del/article/71092624
15. Rockdale City Council, Brighton Le Sands Town Centre and Kyeemagh:
http://www.rockdale.nsw.gov.au/Pages/Rockdale_Sub_BrightonleSands.aspx
16. History of the Early Years, Scots College: http://www.tsc.nsw.edu.au/view/about-scots/history/
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 26 of 27
17. BRIGHTON-le-SANDS: http://home.vicnet.net.au/~lorisoesol/tomfrap/BlSands.html
18. K. McCarthy and N. Chinn, “A century of New South Wales tramcars. 1903-1908 /. - vol. 2, Electric era” :
Sydney : South Pacific Electric Railway
19. NSW Office of Environment & Heritage
http://www.heritage.nsw.gov.au/07_subnav_01_3.cfm?itemid=2330079&imageid=2331446
20. Rathbone R.W., Brighton Le Sands- the suburb that grew from sand hills
21. David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994.
22. Philip Geeves and James Jervis, “Rockdale; its beginning and development (Revised 1986 by Alderman R.
W. Rathbone)”, Municipal Council of Rockdale
23. Old colonial days of measurements and currency:
http://www.megalongcc.com.au/Ambermere/old_colonial_days_of_measurement.htm
24. Historical demographical data of the state: http://www.populstat.info/Oceania/australp.htm
Notes
1Joan Lawrence, “Pictorial Memories St George: Rockdale, Kogarah, Hurstville”, Kingsclear Books, 1996,
Published in Australia ISBN 0-908272-45-6 p.29, 30.
2The Grand Parade, Brighton Le Sands c 1898 - Cook Park
Photo from the NSW Office of Environment and Heritage website
Viewed online 07 August
2012:http://www.heritage.nsw.gov.au/07_subnav_01_3.cfm?itemid=2330174&imageid=2330350
3R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.19
4Philip Geeves, 'Saywell, Thomas (1837–1928)', Australian Dictionary of Biography, National Centre of
Biography, Australian National University, http://adb.anu.edu.au/biography/saywell-thomas-4540/text7439,
accessed 29 July 2012, p.1.
5R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.20
6R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.20
7Samuel Brimson, “The tramways of Australia”, Sydney: Dreamweaver Books 1983, p.177
8Gifford H. Eardley, (Gifford Henry), Thomas Saywell's tramway,1887-1914 Rockdale to Lady Robinson
Beach, p.3
9R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.21
10
R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.27
11
R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.28
12
R.W. Rathbone, Brighton Le Sands- the suburb that grew from sand hills, p.29
Thomas Saywell's Tramway and the Making of Brighton Le Sands
Page 27 of 27
13
Track 1885-1914, David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”,
Sydney,Transit Press, c1994. P7
14
David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.5
15David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.6
16
Philip Geeves and James Jervis, “Rockdale; its beginning and development (Revised 1986 by Alderman R. W.
Rathbone)”, Municipal Council of Rockdale, p.100, 102.
17Philip Geeves and James Jervis, “Rockdale; its beginning and development (Revised 1986 by Alderman R. W.
Rathbone)”, Municipal Council of Rockdale, p.102, 103.
18David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.7-8
19
David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.10
20
David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.9
21David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.8
22
David R. Keenan, “The Rockdale & Enfield lines of the Sydney tramway system”, Sydney,Transit Press,
c1994. p.10
23 The terraces at Brighton Le Sands that Thomas Saywell built and once lived in Photo from the NSW Office of
Environment and Heritage website
Viewed online 08 August
http://www.heritage.nsw.gov.au/07_subnav_01_3.cfm?itemid=2330079&imageid=2331446