Rebecca,

The trams had to descend from the top of the sea-coastal cliff to
the harbour bay below - 100-200 feet. At the same time they moved in
a roughly north/south direction about half a mile.

From the top to bottom, the tram had been gently descending parallel
to the coast, northerly, when it turned west and entered a passing
loop - "Park Loop". It continued west, descending, moving through a
big wide-mouthed C movement, around the park, "just missing" the
tiny stone St Peters church. It then crossed the path, turning
fairly hard right, back to a northerly direction at "the glen", into
a cutting (see my previous posts of C12 and O1187) - still
descending. It proceeded further north into "Gap Loop" - just
above "the Gap". It then continued down, curving west again, along
the edge of the road, heading again towards the harbour. It
rejoined the road just behind the pub and then swung into the double
track flat - north/south Cliff St, where it terminated.

The whole lot was designed for heavier tram movements than existed
at the end. The Watsons Bay line had more on line termination point
cross-overs than other lines. Most trams did not get to WB. They
finished at Kings Cross, Rushcutters Bay, Double Bay, Dover Road
(Rose Bay), Vaucluse and Lighthouse (just before the loops down and
end of double track).

As Bob mentions, the cutting has been filled in, and the parts of
the track skirting the upper park have been covered over and
incorporated into the park. Greenies have caused the glen to be
filled with thick stands of native trees - the path has been
rusticated and effectively made hard to use (probably officially
safer). You can leave the path, above the glen and above the former
cutting and get down to the former track bed, above gap loop. This
has been left uncluttered as a service road, continuing to the
former gap loop and using the tram roadbed

Michael Lewis.