Ilford Council Tramways
History
Before acquiring powers to build a tramway, Ilford Urban District Council had the foresight to obtain parliamentary sanction to operate one, and to enter into agreements with neighbouring authorities; these powers were granted on the 25th July 1898 under the Ilford Improvement Act, 1898. This was quickly followed by powers to build around 6.5 miles of electric tramway, which were granted on the 6th June 1899 under the Ilford Urban District Council Tramways Order 1899, which was passed into law as part of the Tramways Orders Confirmation (No.3) Act, 1899.
Having acquired the aforementioned powers, the council appeared to be in no hurry to build its tramway, and seemingly had to be pressured into commencing construction following the opening of East Ham Urban District Council's tramway to the Ilford boundary at Cranbrook Bridge in June 1901. Construction finally started in early 1902, the council having selected the same gauge as East Ham (standard gauge) to facilitate through running. Most of the system opened on the 14th March 1903 (lines from Ilford Broadway to Chadwell Heath, Barkingside, and Ilford Hill), which were joined by the last line (to Loxford Bridge) on the 27th May 1903. The line along Ilford Hill did not extend to the council boundary as a new bridge was required over the River Roding, services only running over it for the first time some two years later on the 12th April 1905. The latter were not, however, operated by Ilford Council Tramways, but by neighbouring East Ham Tramways, which ran through to Ilford Broadway, Ilford Council wisely deciding that it made no sense whatsoever to operate a service to the municipal boundary when it was only a matter of a few hundred yards west of Ilford Broadway. Requests to extend through running beyond Ilford Broadway, initially by East Ham Tramways, but later by other authorities involved in through-running to Ilford Broadway, were resolutely resisted by Ilford Council (for good reasons).
The opening of the section from Ilford Hill to the boundary with East Ham U.D.C, brought Ilford Council Tramways to its final size of 6.66 miles. The standard-gauge, overhead electric tramway system was centred on Ilford Broadway, with lines radiating: northwestwards then northwards along Ley Street, Horns Road and Tanners Lane to a terminus just short of the latter's junction with High Street in Barkingside; eastwards along the High Road, through Seven Kings and Goodmayes to a terminus at the junction with Station Road in Chadwell Heath; southwards along Ilford Lane to a terminus at the boundary with Barking Town U.D.C. at Loxford Bridge; and westwards along Ilford Hill to the boundary with East Ham U.D.C., which by the time to tracks were joined had become a borough.
The system was initially operated by 18 tramcars, which were joined by another 4 in late 1903.
Following the opening, the council's thoughts soon turned to extending the system, and though a bill was prepared in 1903, it seems that this was withdrawn before it was passed into law.
On the 7th February 1905, lford Council Tramways services were extended from Loxford Bridge, along Fanshawe Avenue and Longbridge Road to just short of Barking Station. The newly laid tracks were owned by Barking Town U.D.C., but were temporarily leased to the ICT as they were separated from the rest of the Barking Town system by a railway level crossing at Barking Station, so could not be operated by Barking Town U.D.C. Tramways. Following the opening of a newly constructed bridge to tramway traffic in June 1907, BTUDCT cars began working some services through to Loxford Bridge, whilst ICT cars continued working through to Barking Station until the 30th September 1907, when the temporary lease ended.
On the 10th March 1909, East Ham Corporation Tramways cars were joined by those of West Ham Corporation Tramways in operating the through services along Ilford Hill to Ilford Broadway, and eight months later, by the cars of London County Council Tramways, the lease on this section having eventually been amended to include the latter, though Ilford U.D.C were initially very reluctant to allow the heavy LCCT bogies cars along their tracks.
Ilford Council Tramways was not only profitable, but was blessed with an enlightened council which was keen to invest in it, soon top-covering a number of the early open-topped tramcars, then ordering four more new cars, which arrived in 1910.
By 1914, neighbouring Barking Town U.D.C were struggling with losses and unfavourable joint-working arrangements with other tramway operators, and on exiting these, they leased operation of the line between Loxford Bridge and Barking Broadway (via Barking Station) to the ICT, which commenced services over this section on the 1st June 1914. As a consequence, the ICT was short of tramcars, whilst the BTUDCT had too many for its reduced mileage, so two of the latter's cars were acquired by the ICT, the first arriving on the 8th July 1914, and the second on the 10th July 1915.
Ilford's system gradually deteriorated under the heavy loadings imposed by the Great War, coupled with greatly reduced maintenance caused by the loss of men (and their skills) to the armed forces, and severe restrictions on spares and new materials. The ICT, however, probably suffered less than most tramways, having regularly modernised its trams and kept its system in a good state of repair prior to the outbreak of the war. Nevertheless, the system still emrged from the conflict in run-down condition with a large maintenance and renewals backlog. Unlike many small systems, however, and despite post-war inflation, the council lost no time in putting its tramway in order, six modern, enclosed tramcars arriving in 1920, 10 in 1921, and 4 in 1924. The system continued to be highly profitable despite the excesses of unregulated motorbus competition, profits from the tramway bucking the national trend, and increasing throughout the 1920s.
On the 21st October 1926, Ilford was elevated to 'borough' status, the tramways thereafter being branded as Ilford Corporation Tramways.
Three more new tramcars arrived in July 1930, followed by 8 in 1932. By this time, Ilford was the proud owner of a well-maintained modern tramway, having invested heavily whilst paying off all its accumulated debt. The corporation was therefore less than pleased to be drawn into the net of the nascent London Passenger Transport Board, and strenuously opposed the loss of this municipal asset to what was, after all, a statutory monopoly rather than a public entity. Ilford's objections were, however, in vain, and on the 1st July 1933, the tramway duly passed to the LPTB.
The LPTB quickly set about the process of replacing its tram services by trolleybuses, with all tram services in Ilford, bar those along Ilford Hill being replaced by trolleybuses just 5 years later on the 6th November 1938. The last tram of all over former Ilford tracks ran along Ilford Hill on the 5th November 1939, operated by the LPTB.
Uniforms
Ilford Council Tramways motormen always wore double-breasted, lancer-style tunics with five pairs of buttons (narrowing from top to bottom, and bearing a monogram of the council's initials surrounded by the full council title — see link), two waist pockets, and stand-up collars; the latter carried an employee number on the bearer's left-hand side (in individual numerals), whilst the other side probably carried system initials, presumably 'I C T', though this awaits confirmatory photographic evidence. Conductors were initially issued with single-breasted jackets with five buttons, two waist pockets (and possibly two breast pockets with button closures), and stand-up collars; the latter almost certainly carried identical insignia to those worn by motormen. The uniforms were initially of blue serge with red piping. The tensioned-crown peaked caps carried standard, off-the-shelf, script-lettering grade badges — either 'Motorman' or 'Conductor' — above which, an employee number was worn (in individual numerals); the badges were probably nickel to match the buttons.
The uniforms were changed to grey serge with green piping around the time of the Great War, probably at the same time that the tramcar livery was changed to green and cream (1915). The new uniforms comprised double-breasted, lancer-style tunics with epaulettes (possibly green); they were worn by both motormen and conductors. It is unclear whether the epaulettes bore insignia.
At some point in the late 1920s, conductors' jackets appear to have been changed once again, back to a single-breasted design, but with lapels and epaulettes. Although it is unclear what badges were worn on the caps and epaulettes following Ilford's elevation to borough status in 1926, there is a strong possibility that one or the other, or indeed both, bore a municipal-device badge based on the borough's newly acquired arms. Whilst the new armorial device was certainly applied to the tramcars, photographs of tramcar staff taken after 1926 are unfortunately both rare and indistinct, so it is currently unclear whether the uniform insignia were also updated.
Tramcar crews — mainly the motormen — also wore greatcoats; these were in a double-breasted, 'lancer style' with five pairs of buttons (narrowing from top to bottom) and high, fold-over collars, initially without epaulettes but in later years with. It would appear that neither the collars nor the epaulettes bore insignia, though this is far from certain.
Motormen and conductors always appeared in service wearing enamel Public Carriage Office licence badges (see link), usually worn on the left breast.
Women were almost certainly employed in the Great War to replace male staff lost to the armed services, however, the only photograph yet to come to light cannot unfortunately be ascribed with absolute certainty to Ilford. This photograph (see below) suggests that conductresses were issued with single-breasted jackets with five buttons, a waist belt with button fastening, high fold-over collars and epaulettes. Whilst the collars were left plain (i.e., unadorned), the epaulettes carried an employee number, at least on the bearer's left-hand side, and probably on both. A long-matching skirt was also worn. Headgear took the form of a stiff felt bonnet with a hat band; the surviving photograph shows the subject wearing a shield-shaped badge, which is more than likely a regimental sweetheart badge rather than a system-specific issue.
Photographs of inspectors have unfortunately not survived, so it is currently impossible to say what uniforms were worn.
Further reading
For a history of the system, see: 'The Tramways of East London' by Rodinglea; The Tramway & Light Railway Society and The Light Railway Transport League (1967).
Images
Motormen and conductors
A damaged but nevertheless excellent portrait of Ilford Council Tramways Motorman No 44 — photo undated, but probably taken around the time of opening (1903). The subject is wearing a PCO 'STAGE DRIVER MECHANICAL POWER' licence badge (issued by the Metropolitan Police — see link). Magnification clearly shows the buttons to be the standard Ilford Urban District Council Pattern 1 type (see link). Photo courtesy of the LCC Tramways Trust Collection, with thanks to Dave Jones.
Standard off-the-shelf script-lettering cap badges of the type worn by Ilford staff — nickel. Author's Collection.
The crew of what is probably a newly top-covered Tramcar No 7 pose for the cameraman at Chadwell Heath around 1906. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the crew, the motorman in a double-breasted greatcoat and the conductor in a single-breasted jacket with stand-up collars. Despite the fact that both men have unfortunately moved, thus blurring the photo, the script-lettering grade badges on their caps can still be read.
A motorman at the controls of Tramcar No 15 near Chadwell Heath — photo undated, but probably early-to-mid Edwardian. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the motorman, in unbuttoned tunic, or possibly a greatcoat, suggesting that it was a hot summer's day.
Tramcar No 23 (the original one of that number) stands near Loxford Bridge in 1918, decorated for some now unknown occasion. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the crew, both of whom are wearing lancer-style tunics.
A conductor (in single-breasted tunic) and a motorman (in double-breasted tunic) take five minutes' break with Tramcar No 28 in the background — photo undated, but probably taken in the early 1930s, before this ex-Barking car was replaced. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
Ilford Council Tramways Tramcar No 21 captured in Ilford Broadway in April 1933, barely 3 months before the system's absorption into the London Passenger Transport Board (1st July 1933). The man on the left, almost certainly the conductor, clearly has a badge on his epaulette. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the motorman, who is wearing a double-breasted greatcoat, devoid of insignia.
An Ilford Borough municipal-device cap badge — brass. There is a reasonable possibility that this pattern of badge was applied to tramway men's uniforms (epaulettes or caps) after 1926, though it remains unproven. Author's Collection. 
An Ilford Borough municipal-device cap badge — nickel. Author's Collection.
Female staff
A portrait taken in the studios of F W Clark of Forest Gate and Ilford — photo undated, but almost certainly taken during the Great War. Whilst the subject could well be an employee of Ilford Council Tramways, there remains a distinct possibility that she was a servant of one of the other local tramways, namely: Barking Town UDC Tramways, East Ham Corporation Tramways or West Ham Corporation Tramways. Source unknown.
An enlargement of the above photograph showing details of the uniform and headwear. The cap badge is very probably a regimental sweetheart badge, the wearing of which was very common during the Great War, being used to show solidarity with a loved one serving in the armed forces.