Glasgow Corporation Tramways
History
Glasgow Corporation began taking over of the lines and services of the Glasgow Tramways and Omnibus Company in 1894, though amazingly not the trams themselves (the corporation had to buy a whole new fleet) due to the toxic relationship between the two parties. The corporation continued to run horse-drawn services until the last of these was displaced by electrification on 14th April 1902; Glasgow ran its last tram in 1962, becoming the last tramway system to close in the British Isles.
Uniforms
Crews working the horse services were issued with smart, single-breasted jackets with five buttons — presumably of the standard Glasgow Corporation Tramways pattern (see link) — and lapels; a single button was also placed on the left-hand breast of the jacket, expressly for a municipal licence, which was suspended on a leather strap. The uniforms were Lincoln green with red piping, and were completely devoid of insignia, though odd photos show some individuals wearing a small shield-shaped badge on the right arm of their tunics, the purpose of which is currently unknown. Caps were in a kepi style with a stiff glossy peak, and bore script-lettering cap badges, either Driver or Conductor, presumably in brass to match the buttons; they also bore a black oak-leaf band and a chin strap with small buttons on either side.
Conductors were also issued with three-quarter-length, single-breasted overcoats with five buttons and lapels, whilst drivers were issued with long double-breasted greatcoats with two rows of six buttons and high fold-over collars; both garments were devoid of insignia. Both drivers and conductors wore municipal licences: black lettering on white enamel for drivers, and black lettering on yellow enamel for conductors; the driver badges existed in two classes, tramcar drivers being issued with 1st Class badges, though bizarrely, they did not carry the designation '1st Class'.
Glasgow Corporation employed boys to turn the horses at terminals, look after trace horses and change points. Trace horse boys and points boys were provided with double-breasted jackets with three pairs of buttons and lapels; it is believed that the jackets did not bear any insignia. Headgear took the form of soft-topped caps with cloth peaks; these carried a cloth badge (probably embroidered) bearing the system initials ('G C T') and an employee number, possibly starting at 100.
The corporation's first electric service was introduced in 1898, and whilst it is currently unclear what uniforms staff wore, they were more than likely identical to those issued to crews working the horse-drawn services, inclusive of kepi-style caps. The latter were replaced around 1905 by military-style caps with a tensioned crown (top) and a glossy peak. A photograph has survived (see below) of a crew wearing the new caps, but without a cap badge, suggesting that the caps may have been delivered (and issued) ahead of the new cap badges. The latter were nickel and blue enamel, and comprised: an employee number, the Glasgow coat of arms and the departmental title (‘Corporation Tramways’). Caps also bore a chin strap affixed with small gilt buttons on either side. At some point, probably in the mid-Edwardian era, and shortly after the introduction of military-style caps, the single-breasted jackets were superseded by a new double-breasted style with two rows of four buttons and lapels; again, no insignia, other than long-service badges were carried. Staff working the electric services appear not to have carried licences.
The uniforms were changed once again in the late Edwardian era to three-quarter length single-breasted jackets/coats. These were of high quality, with five buttons, cuff embellishments, a vertical slit pocket (on the bearer's left-hand side) and lapels; the latter bore no badges or insignia.
From around the time of the Great War, tramcar crews were issued with long, double-breasted overcoats with two rows of five buttons and lapels, the top set fastening between the lapels and collars; both the lapels and the collars were left plain, i.e., they did not carry any insignia.
During the inter-war years, tramwaymen's jackets were re-styled to a more modern, shorter cut, double-breasted with red piping; apart from minor alterations and changes in material, this style was retained until the end of operations. Light-weight dust jackets and summer jackets were also issued. Motormen's and conductors’ cap bands were also changed, now being lined with black wool. It is possible that all these changes were made following the renaming of the undertaking in 1929 — to 'Glasgow Corporation Transport' — after which new uniforms would doubtless have borne ‘Glasgow Corporation Transport’ insignia; it was however common practice to remove the buttons from old uniforms and use them on the new ones, so the old pattern buttons would have persisted well into the 1930s and possibly even the 1940s.
The GCT also made use of auxiliary conductors, usually Transport Department staff pressed into service, particularly around the time of World War II — armbands were worn to show that they were indeed acting in an official capacity, and both white linen/canvas and blue serge examples have survived (see below). It is believed that the former were initial makeshift issues, whilst the latter were professionally manufactured issues matching the uniforms.
In the Second World War, the GCT, like several other large tramway and transport operators, used the services of auxiliary conductors. These individuals were members of the travelling public, who helped the conductor load and unload cars, call out stops and ring signals in exchange for free travel; they wore their own clothing, but were issued with armbands, which presumably conferred a degree of authority. The scheme started in early 1942 and was discontinued after the 1st October 1945. Both white linen/canvas and Lincoln Green serge examples (matching the uniforms have survived (see below) have survived, the former bearing the Glasgow municipal arms and a number, both stencilled in ink, the latter bearing 'GCT AUXILIARY CONDUCTOR' and a number, embroidered in yellow. The serge armbands also bore a white, sew-on, circular badge made of a plastic-like material (possibly celluloid), which again bore the grade and a number. It is believed that the white armbands were the initial, almost makeshift issues, probably used until such time as the department was convinced the scheme was working, after which the higher quality serge armbands were ordered and issued. My thanks to Brian McGarrigle for this information.
In the first decade of operation, inspectors wore elaborate double-breasted calf-length frock-style coats with two rows of four black buttons (material covered), with lapels; the upper part of the latter (i.e., the collars) bore Inspector in embroidered script lettering. The coats were edged in fine material, and bore elaborate braiding on both the cuffs and on each side of the body. Kepi-style caps were worn, and these were adorned with a large white metal oval cap badge bearing the inscription 'INSPECTOR' above the Glasgow coat of arms (see below for an example). Time keepers, who were initially not as senior as inspectors, wore identical coats, but with the grade Time Keeper on the collars. The caps were very similar if not identical to those worn by inspectors, but with the grade embroidered on an elaborate hat band rather than in the form of a nickel cap badge.
Although inspectors retained the kepi-style cap until after the Great War, in late 1905 or early 1906, the jackets were altered to a less elaborate though very similar design, but without the Inspector on the lapels. The large oval cap badge was also replaced, by a brass/gilt wreath badge containing a staff number (see below for an example). These continued to be used right through into the Greater Glasgow Passenger Transport Executive era. Depot inspectors were issued with an identical pattern cap badge, initially in nickel but later in chrome. The 'frock-style' coats were replaced in 1937 by a single-breasted design with four pockets and epaulettes, embellished with black braid; there were two variants, a heavy jacket for winter wear and a light jacket for summer wear. The jackets were complemented by plain overcoats with black braid.
The Chief Inspector wore a single-breasted tunic with hidden buttons (or more likely a hook and eye affair) and braided epaulettes, which if anything was even more elaborate than those issued to the inspectors (see below). He also wore an elaborate kepi-style cap, but with a simple Glasgow coat of arms cap badge, probably brass.
During the Great War, and in common with many other tramway operators, the GCT employed significant numbers of female staff, predominantly as conductresses. The first two conductresses were GCT office staff and were issued with a blue skirt, single-breasted green tunic, and a peaked cap, both of which had gold piping. The regular conductress recruits were only issued with a jacket and cap (often a male cap as the manufacturer could not keep up the supply of gold trim caps). By August 1915, a uniform skirt was issued featuring the Black Watch tartan, and the cap was replaced by a green, straw, wide-brim bonnet, again later changed to a soft peaked cap. The standard cap badge was used on all hats.
During World War II, conductresses were once again recruited; they were provided with long, double-breasted, lancer-style top coats bearing four pairs of buttons and piped lapels. It is unclear whether a uniform jacket was worn underneath. The long-peaked, military-style field caps bore a small chrome and green enamel cap badge that was only issued to female staff. Another style of hat, akin to a military side cap (brimless) was also worn, though whether this was introduced during or after the Second World War is unknown.
I am indebted to Brain McGarrigle, the late Brian Longworth, and the late Kenny Delman for much of the above information.
Further reading
For a history of the GCT's horse-drawn era, see: 'The Glasgow Horse Tramways' by Struan Jno T Robertson; Scottish Tramway and Transport Society (2000). For more information on the electric era, see: ''The Glasgow tramcar: a complete history of the city's electric tramcar fleet, 1898-1962 by I Stewart; Scottish Tramway Museum Society (1983).
Images
Horse tram drivers and conductors
An evocative shot of horse tramway staff at Dalhousie depot, taken in 1899.
A blow-up of the above photo showing the kepi-style caps and script-lettering grade badges, Driver and Conductor. Each man also has an enamel licence hanging from a specially sewn button on his left breast: the driver's being black lettering on white enamel, and the conductor's black lettering on yellow enamel (see below).
Off-the-shelf script-lettering cap badges, as worn by GCT tramcar staff up until around 1906 - brass.
Glasgow Corporation horse tram 'Driver' licences, 1st and 2nd Class — white enamel with black lettering. With thanks to the late Kenny Delman.
Glasgow Corporation horse tram 'Conductor' licence — yellow enamel with black lettering. With thanks to the late Kenny Delman.
Another official shot of horse tramway staff, again at Dalhousie Depot, and in 1899. All the individuals wearing greatcoats are drivers, which suggests that only this grade was issued with them, presumably due to their exposure to the harsh Glaswegian weather.
A blow-up of the depot photo above, showing a conductor; he is wearing a shield-shaped badge on his right jacket sleeve, which is also evident on the sleeve of an inspector in one of photographs depicted below.
Another blow-up of the above photo showing one of the drivers in his smart greatcoat. 
A line up of conductors and drivers at an unknown depot — photo undated, but certainly taken between 1898 and 1902. The drivers are wearing greatcoats, whilst the conductors all have three-quarter-length, single-breasted overcoats.
A blow-up of the above photo, clearly showing the difference in the cut and length of the respective coats. The individual on the left looks like he wasn't a man to brook much messing around!
Motormen and conductors
The crew of Tramcar No 619 — the date on the original card is the 9th August 1905, which, given that it is a commercial card, is the latest date it could have been taken. Both men are wearing jackets identical to those worn by staff working the horsecar services, but with the kepi-style cap now replaced by a more modern military style, though seemingly badge-less when the photo was taken. Photo courtesy of Brian McGarrigle.
The crew of Tramcar No 100, bound for Mount Florida, pose for the cameraman — photo undated, but probably mid-to-late Edwardian. The jackets are now double-breasted, and the new prominent cap badges are clearly seen. Both men are wearing long-service badges on their left breasts — rather than the right-hand side, which later became the standard — the conductor 5 years, the motorman 10 years, the latter meaning that the photo was taken at the very earliest in 1905.
A fine studio portrait of a GCT tramwayman (Employee No 2484), more than likely a motorman — photo undated, but probably mid-Edwardian. Author's Collection.
A blow-up of the above photo showing details of the uniform insignia, including the new cap badge and five-years long-service badge (on his right breast). The medals are presumably of Boer War origin.
Glasgow Corporation Tramways motorman's/conductor’s cap badge (issued from 1905/6 to 1929) — nickel and blue enamel. Author's Collection.
A studio portrait of two GCT employees — photo undated, though probably taken around 1906. The man seated on the left is James Gamley Moir (Employee No 1195), who was born in Forfar in 1876 and moved to Glasgow in the early 1900s to take up work as a GCT conductor. He returned to Forfar sometime prior to the Great War, finding work in a slaughter house, but dying in 1922 at the relatively early age of 46. Photo courtesy of David Carnegie, James Gamley Moir's great grandson.
A group of conductors and motormen assembled at an unknown depot — photo undated, but almost certainly taken in the mid-to-late Edwardian era. All the men are wearing the shorter length double-breasted jackets which were superseded by three-quarter length jackets sometime before 1910. Author's Collection.
A blow-up of the above photo showing four of the men, two of whom are wearing '10-years long service' badges, meaning that the photo could have been taken no earlier than 1905. Both the man on the left and the man on the right are wearing a round badge of unknown pattern on their right-hand jacket arms.
A studio portrait of a GCT motorman (probably), Employee No 2810 — photo undated, but probably taken in the late-Edwardian era, and certainly before 1910 when the style of jacket was changed. Photo courtesy of the Stephen Howarth Collection.
A postcard photo taken at Coplawhill depot circa 1908. The postcard was sent from Jack — presumably one of the men in the photo — to his girlfriend Jeannie Simpson in Montrose, and was franked in 1908. The identifiable badge numbers are as follows: 1717 (front left), 2155 (front 2nd left), 1578 (front middle), 192 (front 2nd right), 467 (back third left), 2190 (back, 3rd right), 263 (back 2nd right). Photo courtesy of the Brian McGarrigle Collection.
An unusual studio photograph of 18 GCT staff (a mixture of motormen, conductors and inspectors). It is probably the Pocket Testament League, which was formed to encourage people to read the bible every day, and to carry a pocket testament with them (the book they are holding is very probably 'The Illustrated Bible' which was apparently given to the men for free). Five of the men are wearing 15-years long-service badges, suggesting that the photo was taken in 1910 or 1911, but certainly not later than 1915. I am indebted to Alan Brotchie and Brian Longworth for the background information.
A blow-up of the above photo showing one of the tramcar staff (Employee No 424); he is wearing the new single-breasted, three-quarter-length jacket/coat which appears to have been introduced around 1910. The uniforms are clearly of a very high quality, with decorative embellishment on the cuffs.
A group of GCT tramwaymen assembled for the photographer at an unknown depot — photo undated, but probably taken shortly before or just after the Great War. Curiously, all are relatively young, with just a single 'five years long-service' badge between them. Left to right, back row: unknown, unknown, No 1554, No 2378, No 1348, No 2934, No 961; front row, unknown, No 2999. Author's Collection.
A blow-up of the above photo showing Employees Nos 2934, 961 and 2999.
GCT motorman, resplendent in large overcoat; photo taken circa 1914. With thanks to Brian McGarrigle.
Another studio portrait of a GCT conductor (Employee No 3167) — photo undated, but probably taken around the time of the Great War. Author's Collection.
A staff photo taken on the forecourt of Govan depot — photo undated, but from the style of the non-uniform hats, the war medals and lack of moustaches, probably taken in the mid-1920s. All the uniformed staff are motormen and conductors (there are no inspectors) and of relatively short service, judging by the long-service badges, possibly reflecting the heavy toll of the Great War.
Glasgow Corporation Transport cap badge (new issues from 1929 onwards) — nickel and blue enamel. Author's Collection.
World War II GCT Auxiliary Conductor No 217 armbands, Lincoln Green serge and white linen or canvas; the latter is the earlier of the two, the higher quality serge example replacing it. These were issued to members of the travelling public (volunteers) during the Second World War, who would have assisted the conductor in return for reduced or free travel. With thanks to Brian McGarrigle.
GCT auxiliary conductor's sew-on badge — possibly made of celluloid. Author's Collection.
Replacement cap badge issued to male traffic staff from 1960 onwards, but only to staff who had either lost their existing badge or whose badge was damaged beyond repair. With thanks to Brian McGarrigle for this information.
Strap buckle from a conductor's cash bag — brass.
Not strictly speaking a uniform item, but a Glengarry cap badge, probably worn by members of the Glasgow Corporation Tramways Pipe Band — brass. Author's Collection.
Senior staff
A formal studio portrait of GCT inspectors and the Chief Inspector (seated at the desk), taken in 1905.
A blow-up of the above photograph showing details of the elaborate uniforms, as well as the prominent oval cap badge (see below for an example).
GCT inspector's cap badge — used until around 1905/6 - nickel. With thanks to Brian McGarrigle.
Two inspectors, a conductor and a driver pose with a tram car in 1900. Note the shield-shaped badge on the arm of the left-most inspector. With thanks to the Scottish Tramway and Transport Society. 
A GCT inspector, taken from the Pocket Testament League photo shown above — circa 1910. The new jackets and cap badges (see below) were probably introduced around 1906.
GCT Inspector’s cap badge (issued from 1905/6 onwards) — gilded brass.
GCT Depot Inspector’s cap badge — nickel. Author's Collection.
GCT Depot Inspector’s cap badge — chrome. Author's Collection.
Glasgow Corporation Tramways Inspector No 47 — photo undated, but possibly taken in the last week of the trams in 1962. Photo courtesy of Stephen Howarth.
An excellent study of a GCT Time Keeper with a pair of tramway horses near the Royal Crescents at the west end of Sauchiehall Street — photo undated, but certainly taken between 1896 and 1902.
A blow-up of the above photo showing details of the Time Keeper's uniform. His long coat is identical to those worn in the same period by inspectors, save for the embroidered grade on the collars; the cap is also similar, but with the grade embroidered on a hat band rather than the prominent nickel cap badges worn by inspectors.
A blow-up of the inspectors' group photo above, showing the Chief Inspector. He is wearing a Glasgow 'coat of arms' badge on his cap (see below for an example).
Glasgow 'coat of arms' Chief Inspector's cap badge — brass. Author's Collection.
A virtually identical badge to that above, but this time in gilded brass. This is certainly more modern than the brass version, and is very likely an example of the epaulette badges issued to Chief Motor Inspectors from 1946 onwards. Author's Collection.
Female staff
A lovely studio portrait of GCT driver No 1258, clearly showing the single-breasted tunic and floppy cap with badge. The text reveals that she was named 'Lill' and that she was "still at the driving" and that "this week finishes my 30 days probation". Author's Collection.
Another studio portrait of a GCT female employee (No 1201), again very probably a motorwoman. The rear of the card states: "4th July 1918. With love from Cathie". Author's Collection.
Studio portrait of a GCT female employee (No 1954), again probably a driver — photo undated, but certainly taken during the Great War. Rather than the baggy cap seen in the preceding two studio portraits, this lady is wearing a stylish straw bonnet (issued from 1915 onwards). Author's Collection.
Motorman (Employee No 571) and conductress pictured with Tramcar No 845 on a Hyndland's service (possibly on Clarence Drive) — photo undated, but certainly taken during or shortly after the Great War. Author's Collection.
Motorwoman at the controls of Tramcar No 914, which is standing in Great Western Rd next to the Botanic Gardens. The photo probably depicts the first motorwoman — apparently called 'motoresses' in Glasgow — so was either taken in late 1915 during training, or early 1916 when she would have formally passed out; thanks to Brian Longworth for this information. Author's Collection.
A nice study of a Great War GCT conductress and a motorwoman, the former in waterproofed straw bonnet and the latter in a baggy peaked cap.
A conductress and a motorman with Tramcar No 737 on a service to Dumbreck — photo undated, but certainly taken during or shortly after the Great War.
A group of GCT female employees pose during the Great War. Note the inspector with double-breasted three-quarter-length coat, later-period cap badge and 20 years long-service badge (on his right breast). With thanks to Brian McGarrigle.
Conductress Letitia (Letty) Duncan, pictured on the platform of a GCT tramcar during the Second World War. Miss Duncan's image, very possibly the one shown here given its staged nature, was used in GCT recruiting campaigns. Miss Duncan married GCT Motorman Herbert (Bert) Kitson in 1942, though she sadly died of tuberculosis at the end of the war. Glasgow's conductresses were ubiquitously known as ‘clippies’, and were provided with military-style field caps with long cloth-covered peaks; these hats bore a badge that was only issued to female employees (see below for an example). With thanks to Ewan Smith (Letty and Herbert's grandson) for the background information, and to the Scottish Tramway and Transport Society for the image. 
GCT conductress cap badge — chrome with green enamel inlay. This badge was introduced during the Second World War and was worn right through to closure of the system. Author's Collection.
GCT publicity photo — 1941. The lady in question was apparently a member of the secretarial staff rather than a bona fide 'clippie'! Thanks to Brian McGarrigle for this information. Photo courtesy of Alan Brotchie.
A blow-up of the above photo, which clearly shows that the lady in question is wearing a male 30 Years GCT long-service badge, which was apparently all they had to hand — thanks to Brian McGarrigle for this information!
GCT Long-Service Badges
The GCT was certainly in a class of its own when it came to recognising the longevity of staff service. Long-service badges were first issued in 1900 (following a competition to select a suitable design) to recognise 5 years' continuous service from the founding of the municipal system (in 1894). Further badges were eventually produced to mark each subsequent 5-year anniversary (up to 40 years service). It seems more than likely that it was intended to add a '5-year' bar for each further five years of service, but this was only done for the 10 years' service badge, following which completely new designs were introduced (once again involving competitions). Long-service badges were of course also issued to uniformed staff who had joined since the founding of the department, upon completion of each unit of 5 years' service.
Long-service badges were commonly worn on the right-hand side of the tunics (usually at breast level), and thus had two fixing lugs on the back; they were quite large and were therefore a prominent uniform adornment. Staff were expected to hand their old badges in when receiving a new one, with the former being melted down; the heavy wear on many of these badges is due to the soft metal (silver for 20 years and above) and the fact that employees were expected to keep their badges and buttons polished, and indeed took great pride in doing so. The 35-year and 40-year badges exist in three forms: the standard large tunic size (for tramcar staff); a smaller watch chain fob (as a permanent keepsake); and a smaller pin-back version, the purpose of which is not absolutely clear, though they were possibly issued to clerical staff.
The 40 years service badges were first issued in 1934 (40 years on from the commencement of municipal ownership) and therefore only exist in ‘Glasgow Corporation Transport’ form. The very first issues of the 40-year badge (i.e., in 1934) bore the legend ‘1894-1934’, whilst those in subsequent years (i.e., from 1935 onwards) bore the legend ’40 years service’. Only 18 staff (all presumably male) were eligible for the 1934-issued badges due to so many being killed during the Great War, so in all likelihood, only 36 were ever made (18 badges in solid silver, along with 18 fobs in silver gilt). Several variations in enamel, wording and material are known for the 40-year 'Transport' fobs and badges.
The lucky recipients of long-service badges turned up for a presentation, were given a celebratory drink (non-alcoholic), and were then expected to return to work for the rest of the day!
Tramways Department Badges
5 years service — nickel. With thanks to the late Kenny Delman.
10 years service badges — nickel and chrome. Note that the chrome example is actually a nickel badge that has been rechromed, either by an employee or a collector.
15 years service badge — brass. With thanks to Brian McGarrigle.
20 years service badge — solid silver. With thanks to Brian McGarrigle.
25 years service badge — solid silver. With thanks to Brian McGarrigle.
30 years service badge 1928 — solid silver. With thanks to Brian McGarrigle.
35 years service badge male (1929), pin-back (1932) and keepsake fob (1929), all solid silver. The 1932 silver date stamp on the middle badge probably indicates that the manufacturer had a stock which was date stamped when supplied, as this is fully three years after the demise of the Tramway Department. Author's Collection.
Transport Department Badges
5 years service badge — nickel. Author's Collection.
10 years service badge — nickel. Author's Collection.
15 years service badge — brass. Author's Collection.
20 years service badge — solid silver. 
25 years service badge — solid silver. With thanks to Brian McGarrigle.
35 years service employee's keepsake fob — solid silver. With thanks to Brian McGarrigle.
35 years service employee's keepsake fob — silver gilt. With thanks to Brian McGarrigle.
40 years service badge 1934 (inaugural issue) — solid silver. With thanks to Brian McGarrigle.
40 years service fob 1934 (inaugural issue) — solid silver gilt. With thanks to Brian McGarrigle.
40 years service badge — solid silver. With thanks to the late Kenny Delman.
40 years service fob — solid silver. With thanks to Brian McGarrigle.
40 years service fob with 'years' abbreviated — solid silver gilt rather than silver. With thanks to Brian McGarrigle.
40 years service fob 1947 — gilt lettering with blue enamel inlay — solid silver gilt. Author's Collection.
Many thanks to the late Kenny Delman (Glasgow Transport Badges) and Brian McGarrigle for the vast majority of the research, wording and photos.