Rochdale Corporation Tramways
History
Although a narrow-gauge steam tramway had operated in Rochdale since the 7th May 1883, it was not owned by Rochdale Corporation, but by a company — initially Manchester, Bury, Rochdale and Oldham Steam Tramways Limited, but from 1888, the Bury, Rochdale and Oldham Steam Tramways Company. The company had an extensive system (which ran on two gauges, standard and 3ft 6ins, though only the latter in Rochdale) encompassing Whitefield, Bury, Heywood, Rochdale, Royton and Oldham.
By the late 1890s, it was fairly clear that the steam tramway would be taken-over by the various local authorities through whose territories it ran, as many of them had aspirations to operate municipal electric tramways. Amongst them was Rochdale Corporation who, in November 1899, wrote to its neighbouring authorities (most of them Urban District Councils) to enquire whether they would be open to Rochdale building and operating a tramway system that would extend out beyond the borough boundary and into their towns. Most responded positively, such that the corporation subsequently applied for powers to acquire the steam tramway lines within Rochdale, and to construct and operate an overhead electric tramway system within the Borough of Rochdale and the Urban Districts of Castleton, Norden, Wardle and Whitworth. The powers, which were granted on the 6th August 1900 under the Rochdale Corporation Act 1900, authorised the construction of 18.2 miles of tramway.
Littleborough Urban District Council and Heywood Borough Council chose to obtain their own tramway powers, though both would eventually lease operation of their tramways to Rochdale Corporation (and also to Bury Corporation in the case of Heywood). Littleborough obtained its tramway powers on the 9th August 1901 under the Littleborough Urban District Council Tramways Order 1901, which was authorised by the Tramways Orders Confirmation (No. 3) Act 1901. Heywood obtained its tramway powers on the 8th August 1902 under the Heywood Corporation Tramways Order 1902, which was passed into law as part of the Tramways Orders Confirmation (No. 2) Act 1902.
Construction of Rochdale's standard-gauge electric tramway commenced on the 13th June 1901 in Norden, which the steam tramway hadn't served, the corporation not yet having reached agreement with the company to purchase its lines and a share of its assets. Negotiations between the various local authorities and the steam-tramway company dragged on for some considerable time, only Oldham Corporation making any progress, and this was only because it had always owned the tramway lines within the borough, the company operating the tramways services under a lease agreement, which ended on the 31st October 1901, though Oldham requested the company to continue providing some services, which the company did until the 28th June 1902. The other authorities were in a less favourable position as they did not own the tramway lines, and would have to reach agreement with the company.
The first overhead electric service in Rochdale commenced on the 22nd May 1902 between Dane Street and the Cemetery Gates on Bury Road, followed by the lines to Norden and Spotland on the 19th June 1902, and the 21st July 1902, respectively. The line to Cemetery Gates was extended to its final destination, Bamford, in early 1903. These newly built lines all ran along streets, and to destinations, that were not served by the steam tramway.
The corporation was now hampered by its inability to come to mutually agreeable terms with the tramway company, and it was not until the 24th February 1904, that a binding agreement was finally reached — between the various local authorities and the company — on handing over the tracks and assets, and even then, the price the authorities would have to pay was still to be determined. The agreement, however, allowed Rochdale to take control of the tracks within the town to convert them to standard-gauge, and to overhead electric traction; the company meanwhile, continued to operate steam services whilst its lines were converted. Steam services were quickly withdrawn to allow conversion of the steam lines to begin: Rochdale to Summit (13th April 1904); Rochdale to the Heywood boundary (10th June 1904); and Rochdale to Healey (24th September 1904), which left only the line out to Littleborough.
The conversion now proceeded apace, the main lines opening as follows: to Sudden (5th October 1904); to Summit (5th October 1904); to Healey (23rd November 1904); and Sudden to the Heywood boundary (13th April 1905). An additional short section of tramway in Rochdale was authorised on the 15th August 1904 under the Rochdale Corporation Tramway Order, which was passed into law via the Tramways Orders Confirmation (No. 1) Act 1904.
Meanwhile, the company's assets within Rochdale were finally handed over to the corporation on the 13th October 1904, the company presumably running its final steam service on the last remaining route — to Littleborough — the day before. The corporation was, however, not ready to begin the conversion of this route, so instead selected some steam engines and trailers (from its share of the BR&OSTCo's assets), commencing operations itself, presumably on the 13th October 1904, though the precise date appears not to have been recorded. The last steam tram to Littleborough — operated by Rochdale Corporation Tramways — ran on the 11th May 1905, electric services commencing just two weeks later on the 29th May 1905.
Rochdale also reached agreement with neighbouring Heywood Corporation to work a portion of its tramways once constructed. Negotiations with Heywood were, however, somewhat involved, including an impasse which saw Heywood Corporation operating the old steam trams for 11 months, the Rochdale electric cars stopping at the municipal boundary (Heywood Cemetery near Marland) from the 13th April 1905 until the 20th December 1905, when Heywood Corporation's newly converted line to Heywood Market Place was finally opened.
The initial system was now complete, and was well patronised, so the corporation's thoughts turned to further expansion, negotiations being opened with Milnrow U.D.C for an extension into its territory. Although agreement was reached as early as 1906, for some reason the latter did not proceed with the application. Three years later, on the 15th September 1909, the two authorities decided to go ahead, powers being obtained by the U.D.C. on the 3rd August 1910, via the Milnrow Urban District Council Tramways Order 1910, which was passed into law under the Tramways Orders Confirmation Act 1910.
Meanwhile, following successful negotiations with Whitworth U.D.C., the latter obtained powers — on the 20th September 1909 — to build a tramway from the Rochdale Borough boundary at Healey, northwards to Shawforth; these were granted under the Whitworth Urban District Council Tramways Order 1909, via the Tramways Orders Confirmation Act 1909. The proposed extension also aroused the interest of Bacup, further to the north, Bacup Corporation quickly reaching agreement with Whitworth U.D.C. and Rochdale Corporation, to seek powers for an extension northwards from Shawforth to Bacup, to be worked by Rochdale Corporation Tramways. Powers were obtained on the 8th August 1910, when the Bacup Corporation Light Railway Order was confirmed. The extension northwards was opened in stages, reaching Shawforth on the 6th September 1910, and Bacup on the 25th July 1911. The line through Milnrow was also opened in stages, reaching Milnrow on the 12th December 1911, and New Hey on the 1st March 1912.
The system now extended to 23.85 miles, with lines radiating northwards to Bacup, northeastwards to Summit (beyond Littleborough), eastwards to New Hey (through Milnrow), southwards to Thornham (along Rochdale Road), southwestwards to Marland, westwards to Bamford (via Sudden), and northwestwards to Norden and to Spotland. The tramway met the lines of Heywood Corporation (at Heywood Cemetery near Marland), a through-running agreement being concluded in 1909, which saw Bury Corporation Tramways' cars run through to Rochdale, and Rochdale's cars through to Bury. At Thornham — the boundary with Royton U.D.C. — connection was made with the tracks of Oldham Corporation Tramways, which for a decade (1906 to 1916) led to through-running between Hathershaw to the south and Norden to the north. The corporation's tracks met those of Rawtenstall Corporation Tramways in Bacup, though they were not connected due to the difference in gauges (standard gauge versus 4ft 0ins). In Sudden, although Rochdale's tracks met those of the Middleton Electric Tramways Company, which were the same gauge, they would remain unconnected until 1925.
Like most tramway systems, Rochdale's was placed under great pressure during the Great War, losing men (and their skills) to the armed forces, coupled with an inability to source spares or procure new vehicles and track. This was compounded by war work, which led to a large increase in passenger numbers, from 13.7 million in 1913 to 17.6 million in 1919. The system thus emerged from the Great War in poor condition, with a large backlog or maintenance and deferred renewals, all needing attention at a time of rising costs and significant economic difficulties. As a consequence, the tramway incurred losses from 1920 to 1922, which though turned around in the mid-1920s, were to return with a vengeance in 1929, continuing thereafter until closure in 1932. Despite the aforementioned challenges, worn-out track was renewed and a new section of track, principally along Maclure Road, was built, the latter under powers obtained on the 31st July 1923 under the Tramways Provisional Orders Act 1923.
Given the prevailing economic situation, it is perhaps surprising that in 1925, the corporation agreed to buy the tracks of the Middleton Electric Tramways Company within the borough (totalling 1.69 miles), as well as a share of the tramcars (5 in total); the remainder of the METCo system was purchased by Chadderton Urban District Council and Middleton Corporation. The line southwards to Middleton was initially operated as a joint committee (from the 16th June 1925), but from the 9th August 1925, services from Rochdale into Manchester (via Middleton) were operated as a joint service by Rochdale and Manchester Corporation Tramways. This saw the RCT's cars run through to High Street, Manchester, and the MCT's cars run through to Rochdale.
The acquisition of the METCo's tracks effectively took the Rochdale system to its maximum size, bar a few yards added a little later. In 1927/1928, the system comprised 28.57 miles of tramway, 18.44 miles owned by Rochdale Corporation, 3.93 miles by Whitworth U.D.C., 2.84 miles by Littleborough U.D.C., 1.78 miles by Milnrow U.D.C., and 1.58 miles by Bacup Corporation.
The system was initially operated with 9 tramcars, the fleet subsequently expanding with the system: 10 cars in 1903, 30 in 1905, 10 in 1906, 10 in 1912, 10 in 1920, 11 in 1925 (5 from the METCo), 7 in 1926, 1 in 1927 and 1 in 1928. The fleet reached its maximum size, 88 vehicles‚ in 1927/1928.
Like many systems, Rochdale's was heavily impacted by motorbus competition during the 1920s, the corporation eventually responding by seeking powers of its own to operate them; these were granted on the 31st July 1925 under the Rochdale Corporation Act 1925. The first bus service, to Castleton, commencing on the 17th March 1926. The buses immediately returned a profit, and the services were expanded accordingly. The corporation had in fact begun to harbour doubts about the future of the tramway as early as 1924, baulking in late 1925 at the estimates for track renewal on the Littleborough line, with the line being allowed to deteriorate as a consequence.
By 1929, the tramways profits had turned to losses, further adding to the case for their replacement, the way forward being reflected in the renaming of the 'Tramways Committee' to the 'Transport Committee' on the 16th October that year. This was quickly followed — in December 1929 — by a decision to apply for powers to run further motorbus services and to abandon some of the tramway system. Powers to this end were granted on the 10th July 1930 under the Rochdale Corporation (General Powers) Act, 1930. The first line to close was the badly deteriorated line to Summit through Littleborough on the 19th October 1930, the lines to Bamford and Norwood following on the 4th January 1931, and Thornham and Spotland on the 19th April 1931.
Powers to abandon the remaining tramways, in Bacup, and in Milnrow and Wardle, were granted a little later on the 31st July 1931 (under the Bacup Corporation Act, 1931) and on the 12th May 1932 (under the Rochdale Corporation Act, 1932), respectively. The Bacup line closed on the 14th May 1932, Marland on the 2nd July 1932, New Hey on the 6th August 1932, and the last of all, Castleton, on the 12th November 1932.
Uniforms
Rochdale Corporation was a steam tramway operator for around 7 months, spanning 1904/5, and photographs which can be securely dated to this period, clearly show that the corporation continued the latter-day policy of its immediate predecessor, the Bury, Rochdale and Oldham Steam Tramways Company (see link). Steam tram drivers therefore wore railway footplate-like attire comprising cotton jackets and trousers, invariably worn along with a cotton or flat cap; neither the jackets nor the caps bore insignia of any kind. Conductors wore informal though reasonably smart attire, comprising jackets, trousers, shirts and ties, along with the fashionable headgear of the day, by this time the flat cap. Once again, no badges or insignia of any kind were worn, including licence badges.
For the inauguration of electric services in 1902, staff were issued with double-breasted, lancer-style tunics with five pairs of buttons (bearing the full system title and Rochdale's municipal arms — see link) — narrowing from top to bottom — and stand-up collars; the latter bore individual system initials — 'R C T' — on the right-hand side and an employee number on the left-hand side, presumably in brass to match the buttons. Caps were unusually squat with a soft top, and bore standard, off-the-shelf script-lettering grade badges, either 'Driver' or 'Conductor', again almost certainly in brass. The occasional early photograph, however, show that some conductors were issued with drooping-peak caps, though these appear to have been quickly phased out in favour of the soft-topped caps. The drooping-peak caps bore a small municipal-device badge above the grade badge (see below), and though this cannot be easily discerned in surviving photos of staff wearing the soft-topped caps, it seems fairly likely that these caps also bore the same badge.
By 1905, and possibly from a little earlier, the soft-topped caps had been replaced by a smarter, tensioned-crown peaked caps; the new caps continued to bear the same badges as the earlier caps, though 'Driver' grade badge had by this time been displaced by the 'Motorman' equivalent. Staff were also issued with double-breasted greatcoats with five pairs of buttons, high fold-over collars and epaulettes; it is unclear whether these bore any insignia, though the surviving photographs would suggest not.
Photographs of staff taken between the end of the Great War and the demise of the tramway in 1932 are surprisingly rare, so it is not possible to state with any degree of certainty what uniforms were worn during this period. A photograph of several bus crews taken shortly after the closure of the tramway does, however, show them in single-breasted jackets with lapels and epaulettes (see below), and it is probable that tramwaymen wore the same style uniform during the latter years of operation.
Inspectors wore single-breasted jackets with hidden buttons (or a hook and eye affair), edged in a finer material of a different colour to the jacket itself; the stand-up collars bore badges, possibly 'R C T', though this cannot be made out with certainty. The tensioned-crown peaked caps possibly bore the grade — 'Inspector' — in embroidered script lettering, though this cannot be made out on surviving photographs.
During the Great War, and in common with the vast majority of UK tramway systems, women were employed in significant numbers to replace male staff lost to the armed services. Photographs of these ladies are, however, very scarce, but those that do survive suggest that they wore tailored single-breasted jackets with long skirts, and wide-brimmed bonnets. It is currently unclear what insignia were carried.
Further reading
For a history of the system, see: 'Tramways in Rochdale - Steam, Electric and Metrolink' by Tony Young; Light Rail Transit Association (2008).
Images
Steam tram drivers and conductors
The crew of an extremely battered-looking narrow-gauge Wilkinson patent steam tram (a Beyer Peacock product of 1886) pose for the camera in Entwisle Road, Rochdale with their Rochdale-Littleborough service — photo undated, but certainly taken during municipal ownership, i.e., 1904/5. Photo courtesy of the Richard Rosa Collection.
An enlargement of the above photograph showing the driver and the conductor, the former in typical grimy footplate attire with a flat cap, and the latter in informal attire, again with a flat cap. Neither man is wearing a badge or licence of any kind.
An unidentified Wilkinson steam tram and trailer standing outside Holy Trinity Church in Littleborough. The photographer has modified the plate to imply that the photograph was of the last steam tram to leave Littleborough; however, he has also marked the date as the 27th March 1905, when in fact, the last steam tram did not run for another 6 weeks. Photo courtesy of the National Tramway Museum.
An enlargement of the above photograph showing the conductor, who is wearing informal attire, the only evidence of his job being the cash bag. Once again, there is no sign of insignia, including a licence badge.
Steam tramway staff pose at Entwisle Road depot with the last steam tram from Rochdale — once again, although the photographer has artificially added a date of 8th May 1905, official records indicate that the last tram actually ran on the 11th May.
An enlargement of the above photograph, which includes three inspectors, the only men in uniform.
Motormen and conductors
A driver, a trolley or points boy (?) and a conductor pose for the cameraman with a brand new Tramcar No 1 on the first day of operation on Rochdale's first electrified route along Bury Road — photo taken on the 22nd May 1902. Photo courtesy of the National Tramway Museum.
An enlargement of the above photograph revealing 'R C T' system initials on the right-hand collars and an employee number on the left-hand side.
Another blow-up of the above photograph, clearly showing that the motorman is wearing a script-lettering cap badge — 'Driver'.
General pattern script-lettering cap badges of the type used by Rochdale Corporation Tramways — brass. The 'Driver' badge was relatively quickly superseded by a 'Motorman' pattern, probably within the first one or two years of opening. Author's Collection.
A number of individuals pose with Tramcar No 3 at the Dog and Partridge terminus on Bury Road; photo dated 1902, though in all probability it was taken in 1903 given that the extension from Cemetery Gates to the Dog and Partridge was only opened then. Whilst the motorman is clearly wearing the same uniform and cap as in the previous photograph, the conductor appears to be wearing a drooping-peak cap with a script-lettering cap badge and a small badge above, almost certainly the Rochdale municipal-device badge shown below. The latter was probably used on the soft-topped caps as well, but is obscured on most photographs by the wide crown of the rather squat caps. Photo courtesy of the Tramways and Light Railway Society.
Rochdale Corporation Tramways municipal-device cap badge — brass. Author's Collection.
A motorman and a conductor with Tramcar No 8 at Summit — photo undated, but probably taken in 1905. Author's Collection.
An enlargement of the above photograph, revealing that the motorman is wearing a 'Motorman' script-lettering grade badge on his cap, rather than 'Driver'.
General pattern script-lettering 'Motorman' grade badge, used by Rochdale Corporation Tramways on tramcar motormen's caps from about 1905 onwards — brass. Author's Collection.
A conductor and a motorman in Bury Road near the Dog and Partridge with Tramcar No 33 — photo believed to have been taken in 1905. Photo courtesy of Duncan Holden.
An enlargement of the above photograph showing the tramcar crew. 
An RCT conductor — photo undated, but probably taken in the years just before the Great War. Photo courtesy of the Stephen Howarth Collection.
An enlargement of the above photograph showing details of the collar and cap insignia.
Tramcar No 19 and crew with the Board of Trade inspection in Whitworth on 14th June 1910. Both men are wearing white rain covers on their caps, a summer requirement. With thanks to Duncan Holden.
A greatcoated conductor and a motorman pose for the camera alongside bogie car No 51 — photo undated, but judging by the good condition of the tram, probably late Edwardian. With thanks to Stephen Howarth.
Tramcars No 33 and 35 at Bacup Depot — photo undated, but probably taken not long after its opening in 1911. With thanks to Duncan Holden.
An enlargement of the above photograph showing the crew of Tramcar No 35 — Conductor 107 and Motorman 137. The Rochdale municipal-device badge is worn high on the cap, above the script-lettering grade badge, and almost under the crown.
A group of Rochdale Corporation Transport bus men pose alongside a line of tramcars awaiting scrapping — photo taken on 25th March 1933, some four months after the closure of the tramway. Although this style of uniform may have been worn by tramcar crews in the latter days of tramway operations, there is currently no photographic evidence to either support or refute this. Author's Collection.
Rochdale Corporation Transport cap badge — chrome. There is currently no evidence that this style of badge was worn by tramways staff. Author's Collection.
Senior staff
An enlargement of the 1905 Entwisle steam tramway staff photo above showing an inspector, or perhaps a chief inspector.
Another photograph taken at Entwisle depot to commemorate the end of the steam services, and almost certainly on the same day as the full staff photograph shown above, along with another spurious date added to the trailer (by the photographer). Photo courtesy of David Gladwin, with thanks to Trevor Preece.
An enlargement of the above photograph showing the assembled inspectors (three in total), along with several individuals who presumably represent more senior echelons within the corporation.
A conductor, an inspector and a motorman pose for the camera with Tramcar No 26 in Shawforth, probably in July 1911 when the route opened. With thanks to Duncan Holden.
An enlargement of the photograph above, showing the inspector — his cap appears to bear no insignia, though it may well be in shadow. With thanks to Duncan Holden.
An inspector poses for the camera with the crew of Tramcar No 68 — photo undated, but probably taken shortly after the Great War given that no 68 was new in 1912. The location is Shawforth, next to Shawforth Chapel. With thanks to Duncan Holden and Adam McKendrick.
Female staff
A rare shot of an RCT conductress aboard Tramcar No 9 with a service to Norden, taken at Whitsuntide 1916. The lady in question is wearing a white blouse and straw bonnet, with no jacket. With thanks to Duncan Holden.