Ipswich Tramways Company
History
Powers to build 3.2 miles of 3ft 6ins-gauge horse tramway in Ipswich were granted to Charles and Rene Tahourdin on the 11th August 1879 via the Ipswich Tramways Order 1879, which was passed into law by the Tramways Orders Confirmation Act 1879. The Tahourdins, who were solicitors, appear to have been agents acting on behalf of a London-based syndicate, though exactly who was involved is unclear. This was followed by powers for a further 0.14 miles of tramway, which were acquired on the 26th August 1880 under the Ipswich Tramways (Extensions) Order 1880, via the Tramways Orders Confirmation (No. 1) Act, 1880. The promoters of the second act were James Foxton Cass of Ipswich and James McClellan of Thornton Heath in Surrey, both of whom were solicitors, and it is unclear who they were acting for.
Although construction started in spring 1880, things ground to a halt before any of the lines could be opened, the London syndicate having over-reached itself financially, such that the tramway was put up for auction on the 28th July 1880. The buyer, who paid £3,500, was Simon Armstrong Graham of Manchester, about whom very little is known; he appears in census returns as an oil merchant and commission agent, so it is likely that he acting on behalf of other unnamed interests. Whatever the reasons for his involvement, the tramway was subsequently set in order, with a short length (0.75 miles from Cornhill in the centre of town to the Great Eastern Railway Station) opening for business on the 13th October 1880, the branch line from Princes Street to Brooks Hall opening in March 1881.
Meanwhile, powers were sought — by a group of local worthies — to set up a company to take over the tramway — an agreement being signed with Samuel Armstrong Graham on the 4th June 1881. The new company — the Ipswich Tramways Company — was duly incorporated on the 18th July 1881 by the Ipswich Corporation Act 1881; the act also included authorisation for some short lengths of line, as well as an extension of the time allowed to construct the as-yet-unbuilt lines. Following the creation of the company, an agreement was signed — on the 12th October 1881 — with the well-known engineering and tramway contractor (who was also a promoter and later a director of the company), William Bruce Dick (presumably to complete the authorised lines), and advertisements for shares were published in late October 1881. The tramway was transferred from Simon Armstrong Graham to the company by an indenture dated the 6th December 1881.
The new company reconsidered some short stretches of tramway, possibly in response to public opposition, so sought powers to abandon these and to construct some 0.56 miles of new tramway lines. These powers were obtained on the 19th June 1882 under the Ipswich Tramways Act 1882. Interestingly, the Act also included provision to use mechanical power, though this was never acted upon. Whilst most of these lines were built, one became unnecessary and was eventually abandoned, formally, on the 4th July 1890, via the Ipswich Tramways Act 1890.
A line connecting Cornhill with the Brooks Hall line at Barrack Corner was opened on the 18th August 1882, and an unconnected new line running between Majors Corner and Derby Road Station in summer 1883, the system being temporarily operated in two halves. The two halves were finally joined in 1884 (probably in July) with the construction of a line from Cornhill to Majors Corner. This took the horse-drawn system to its final size of 4.25 miles. The system was essentially triangular in form with lines leading to the three termini from each apex; the apices were at Barrack Corner, Cornhill, and the junction of Princes Street and Portman Road. The southern terminus served the Great Eastern Railway's Ipswich Station, the line running northeastwards from here along Princes Street where it split, the western arm running along Portman Road and Mill Street to Barrack Corner, and the eastern arm continuing along Princes Street to Cornhill. The third (northern) side of the triangle was formed by a line between Barrack Corner and Cornhill along Westgate Street and St Matthews Street. From Barrack Corner, a line ran to the northeastern terminus at Brooks Hall via Norwich Road. From Cornhill, a line ran to the southeastern terminus at Derby Road Station (also owned by the GER) via Norwich Road, Carr Street, St Helens Street, Springs Road, St Johns Road and Cauldwell Hill Road.
The initial services were operated by three single-deck tramcars, which were joined by five more (four single-deck, and one double-deck car) in 1883 and 1884. This fleet sufficed until 1896, when an additional double-deck vehicle was procured.
The tramway appears to have been relatively successful for the first 15 years or so of its life, the only incident of note being a temporary, two-week cessation of services in November 1893 following a dispute between the company and Ipswich Corporation over road maintenance. The ITCo's relatively untroubled existence was, however, soon to become a distant memory, the company struggling to make the tramway pay as the decade wore on. Unfortunately, things took a dramatic turn for the worse on the 20th June 1898, when the Ipswich Omnibus Company commenced horse-drawn bus services in the town, some in direct competition with the tramway and others to new destinations. The company fought back by reducing fares, but this, and the fact that the buses operated on Sunday, which the tramway did not, inevitably led to a loss of passengers, the ITCo's finances being significantly impacted.
The company was in no position financially to electrify the tramway, so it opted for the next best thing, which was to sell up to a larger company with available capital, or failing that, to the corporation. There was, however, little interest in the tramway, other than from Ipswich Corporation, who in 1899 decided that it would build and operate its own municipal electric tramway system, powers to that end being obtained the following year. Meanwhile, the corporation opened negotiations with the ITCo to purchase the horse tramway, but despite the ITCo's parlous situation, a price could not be agreed. The corporation eventually resorted to a compulsory purchase order, with the price set by arbitration, all of which needless to say, took time.
The corporation eventually took possession of the tramway on the 1st November 1901, operating it for 16 months before closing it for reconstruction — and no doubt also, to put a stop the losses it was incurring — the last horse tram running on the 6th June 1903.
Uniforms
In common with many horse tramways in the UK, drivers and conductors wore informal attire, namely: trousers, overcoats, jackets, waistcoats, shirts and ties. Headgear appears to have largely followed the fashion of the day, predominantly the bowler hat, and later on the flat cap. Although no badges were worn on either the jackets or the hats, a round licence was carried by both conductors and drivers, affixed to either their jackets or the cash-bag strap in the case of conductors.
Photographs of inspectors are so far yet to come to light, but given the small size of the tramway, it is entirely possible that the company never employed them.
Further reading
For a pictorial history of Ipswich's tramways, see: 'Ipswich Tramways' by Colin Barker; The Middleton Press (2009).
Images
Drivers and conductors
Ipswich Tramways Company Horsecar No 3 outside Derby Road Station — photo undated, but probably taken in the late 1880s given that the tram looks to be in good condition. The driver is wearing a bowler hat and a plain jacket. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the conductor (right), who is in informal attire, in contrast to the two uniformed figures, who are almost certainly employees of the Great Eastern Railway Company. The man on the left appears to be wearing an armband, signifying that he is probably a 'porter' or 'out porter'.
Another view of Horsecar No 3 outside Derby Road Station, this time looking a little less shiny, so possibly taken a few years after the previous shot. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the driver, again in informal attire, and whose jacket appears to bear a round licence badge. The two uniformed figures are almost certainly railway employees.
One last view of Tramcar No 3 — photo undated, but possibly taken in the late 1890s, though given the absence of the company title above the windows, it may in fact be later. Both the driver and conductor are wearing informal attire, with the latter also having a round licence badge. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An unidentified horsecar outside Derby Road Station — photo undated, however, the straw boaters would suggest that it is turn of the century. The uniformed figure second from the left is almost certainly a Great Eastern Railway Company employee. Photograph courtesy of the National Tramway Museum. 
An enlargement of the above photograph showing the conductor (with round licence badge) and driver, both of whom are wearing informal but smart attire. The driver is also wearing a licence badge (on his left breast).