service. The Mordialloc branch line was never built, and after the land boom bubble burst in 1891, development beyond Black Rock ceased for several decades. Holiday traffic kept the business afloat until in 1912 the Beaumaris to Cheltenham section closed, and in 1914, the BTC ceased operation. There are no remains of the line to be found, but it is remembered by the name of the suburban street that it once used; Tramway Parade, Beaumaris. Electric trams Development from the first decade of the twentieth century of the area between Sandringham and Black Rock prompted formation of a public association to lobby for extension of the Sandringham railway that gained Parliamentary support in 1910, though it was vetoed over the high cost of land resumptions. In both 1913 and 1914, proposals were put forward for an electric tramway from Sandringham to Black Rock but using an inland route to preserve the visual amenity of the coastal reserves. In November 1914, an Act enabled this tramway to be owned and operated by Victorian Railways, on standard gauge to cater for any future connection to the main Melbourne system. The line, almost entirely double track, was opened on 10 March 1919 with a small three-road depot at Sandringham railway station yard connecting with the down track in Bay Street. Six crossbench cars with six trailers operated on the tramway, with Elwood Depot maintaining track and rolling stock, joined in 1921 by four new bogie tramcars. Beaumaris residents' lobbying for an extension of the Black Rock service was considered by the Parliamentary Standing Committee in 1916 and again in 1919, but it was not until 1925 that an agreement was struck between VR and Sandringham City Council for the latter to provide a £2,000 annual operating subsidy to the proposed extension for a period of five years. As a result, construction of the Beaumaris extension commenced, and the single-track line was opened on 1 September 1926. The line ran from the end of Bluff Road in Black Rock, along Ebden Avenue, Fourth Street, Haydens Road, Pacific Boulevard, Reserve Road, Holding Street, and to the end of Martin Street almost up to the intersection of Tramway Parade, where a switch allowed the tram to make the reverse trip. As the anticipated residential development did not occur, the 'Bush Tramway', as it came to be known, ran at a heavy loss despite the £2,000 operating