Liverpool Tramways
(Liverpool Tramways Company / Liverpool United Tramways and Omnibus Company)
History
Powers to build a small horse-tramway network within the borough of Liverpool were granted to the Liverpool Tramways Company on the 31st July 1868 under the Liverpool Tramways Act 1868. The act also incorporated a new company, dissolving an earlier unsuccessful incarnation first registered on the 12th December 1865.
Construction of the standard-gauge, horse-drawn tramway began in May 1869. The first lines, which totalled 3.12 miles, opened on the 1st November 1869; they comprised the 'Inner Circle' — Castle Street, Dale Street, Manchester Street, St Johns Lane, St Georges Place, Elliot Street, Clayton Square, Parker Street, Church Street and Lord Street — and a line out eastwards to Dingle. These were joined by a 2.4-mile line westwards to Walton, which opened on the 1st September 1870.
Meanwhile, the company attempted to secure powers for further extensions, but only succeeded in obtaining approval for 2.34 miles of new tramway, primarily an extension of the Dingle line to Aigburth Vale; the powers were granted on the 10th August 1870 by the Liverpool Tramways Act 1870, and the extension was opened on the 1st September 1871.
Further extensions were vigorously opposed by omnibus interests, a situation which almost led to a merger with the Liverpool Road and Railway Omnibus Company (the one-time owners of the defunct Liverpool Old Swan Tramway), but at the last minute, agreement could not be reached. Although a new company — The Liverpool Tramways and Omnibus Company Limited — was registered on the 8th February 1871, into which the LR&ROCo was subsumed, it actually had no tramway interests, though it was empowered to raise the capital necessary to build tramways.
Although the LTCo did manage to build another short extension, namely an 0.28-mile connecting line along Whitechapel (authorised by the 1868 Act), its plans for a larger network were effectively stymied by the corporation. Whilst the LTCo gained powers on the 24th July 1871 (under the Liverpool Tramways Act of 1871) to build a network of new lines totalling 18.2 miles, both inside and outside the Liverpool municipal boundary, the corporation had insisted on the inclusion of a clause empowering it to assume the powers within the act within 6 months, if they so chose, though not to operate the lines themselves. The council duly exercised their option, but then made no moves whatsoever to build the lines, the powers eventually lapsing, leaving the LTCo with nothing to show for its efforts.
The council was, however, thinking ahead, having decided that it should own and control all the tramways within the municipal boundary. With this end in mind, the corporation obtained powers — on the 18th July 1872, under the Liverpool Tramways (Purchase) Act 1872, to purchase the tramway undertaking (within 11 years), though crucially, not to operate it, this being prohibited by the Tramways Act 1870.
The LTCo's track was meanwhile deteriorating badly, largely due to the type of rail selected and the method of construction. In May 1873 Toxteth Park Local Board served the LTCo with notice to remove the tracks in its area, i.e., the extension from Dingle to Aigburth Vale, which not only resulted in services being cut back to Dingle, but also severed the company from its carriage works in Tramway Road, Aigburth. Although Liverpool Corporation followed suit, serving notice on the company (in July 1874) to remove all its tracks from their streets, an accommodation was eventually reached, which saw the company agreeing to replace the tracks, but under the supervision of the borough engineer, and to his specification. The agreement was enshrined in law on the 14th June 1875 under the Liverpool Tramways Act 1875. Unfortunately, the new rails specified by the corporation again had shortcomings, and though several 'improved' types of rails were selected for subsequent new lines, the tracks would continue to cause problems for horse tramway operation right through to their replacement during conversion to electric traction.
The company's woes were, however, not just confined to the track, as the tramway was also suffering damaging competition from its one-time suitor, the LT&OCo, which still lacked a tramway, but which had plenty of omnibuses that it routinely deployed on the same routes as the tramway. After a brief horse bus/tram war, sense finally prevailed and the two companies were merged — in February 1876 — to form the Liverpool United Tramways and Omnibus Company. The merger took place in February 1876, though it was not confirmed in law until 3rd July 1879, by the Liverpool United Tramways and Omnibus Company's Act 1879.
Whilst relaying of the existing tracks proceeded, the corporation, having frustrated the company's plans to extend the tramway, was now making plans of its own, which included routes beyond the municipal boundary (namely, to Bootle, Walton, West Derby and Wavertree). Powers to build tramway extensions within Wavertree (1.09 miles) and West Derby (5.3 miles) were granted to the respective local boards on the 16th August 1878 under the Wavertree Local Board Tramways Order and the West Derby Local Board Tramways Order, which were passed into law by the Tramways Orders Confirmation (No.1) Act 1878. These were followed by powers for 4.4 miles of tramway within Liverpool, which were granted to Liverpool Corporation on the 11th August 1879 by the Liverpool Corporation Tramways Order 1879, which was passed into law by the Tramways Orders Confirmation Act 1879.
By 1879, the LUT&OCo was in financial difficulty, in part due to the cost of relaying the tracks, but also because the enterprise was not well run (it was both expensive and inefficient). In order to continue the track relaying it had committed to, a solution was eventually reached whereby the corporation would buy the company's tracks within the borough and renew them, but would then lease them back to the company at 7.5% of the purchase cost. Doubtless the corporation thought that this step would give it full control over the tracks in its streets, but with that control came the responsibility to maintain them, and that was to prove anything but straightforward. The agreement took effect on the 1st January 1880 and was to run until the 31st December 1896. The agreement was confirmed in law on the 2nd August 1880 by the Liverpool Tramways Act 1880.
As part of the agreement, the company also agreed to take over operation of any and all lines that the corporation planned to build, but at the astonishingly high rental of between 9% to 10% of the cost of construction, thereby locking itself into a contract to operate whatever lines the corporation chose to build, however unremunerative. Many shareholders baulked at the deal, and whilst it still went through, many sold up and transferred their interest to local omnibus concerns such as the Liverpool and District General Omnibus Company Limited, which was to be a major thorn in the side of the LUT&OCo for the next few years.
Powers for extensions outside the city were granted to Walton-on the Hill Local Board (3.17 miles) and Bootle-cum-Linacre Corporation (3.28 miles) on the 26th August 1880 and the 18th July 1881, respectively. The powers were conferred by the Walton-on-the-Hill Tramways Order 1880, which was passed into law by the Tramways Orders Confirmation (No.2) Act 1880, and the Bootle-cum-Linacre Corporation Tramways Order 1881, which was passed into law by the Tramways Orders Confirmation (No.1) Act 1881. The latter Act also included the Liverpool Corporation Tramways (Extension) Order 1881, which authorised the corporation to construct 18.25 miles of new tramway lines both within and outside the borough.
Work on the new extensions started on the 1st July 1880, with the principal completions and/or openings taking place as follows: Old Swan, Wavertree and Belmont Road (11th August 1881); Green Lane and Aintree (10th September 1881); West Derby (4th February 1882); Pier Head (17th April 1882); Bootle, Stanley Road (22nd July 1882); Fazakerley (5th August 1882); Mount Pleasance/Oxford Street (18th November 1882); Linacre Marsh Lane, North Docks and Strand Road (23rd November 1882) and Westminster Road (late 1882 or early 1883).
The company also entered the fray, obtaining powers of its own on the 3rd July 1882 — under the Liverpool Tramways Act 1882 — to build 1.38 miles of extensions in Walton-on-the-Hill, West Derby and Everton. The company was, however, still poorly managed, with dividends having been on a downward trajectory since 1876 (7%), having sunk as low as 2% in 1881/2. This state of affairs eventually culminated in a shareholder revolt and the appointment of a new board of directors, the company's fortunes gradually being turned around.
Powers for further extensions were obtained by the corporation on the 2nd August 1883 via the Liverpool Corporation Tramways Order 1883, which was passed into law by the Tramways Orders Confirmation (No.1) Act 1883. During the year, lines opened to: St George's Church, Stanley Park/Walton Breck Road and Cabbage Hall (18th August 1883); and from Everton Church to Necropolis (8th December 1883).
The following year (1884) the revitalised company negotiated a new 21-year lease with Liverpool Corporation (starting from the 1st of January 1884 and expiring on the 31st December 1904), at the same time extending the Bootle lease to terminate on the same day. As extensions and connecting lines were opened, services were expanded accordingly, such that the tramway became a real asset to the city and the company. The company also dealt with the ever-present irritation of horse-omnibus competition by the simple expedient of buying out its four main competitors (on the 1st March 1884), including the Liverpool and District General Omnibus Company. Whilst omnibus competition sprang up anew, the company generally paid good dividends for the rest of its existence (up until municipalisation in 1897).
Although the local authorities acquired powers to expand the system further in 1884, many of the lines remained either unbuilt or unused, Liverpool Corporation having reached a decision not to significantly expand the system further for the time being. The powers were nonetheless granted — on 14th July 1884 — under the umbrella of the Tramways Orders Confirmation (No.1) Act 1884, both to Liverpool Corporation (via the Liverpool Corporation Tramways [Extensions] Order 1884), and to Bootle-cum-Linacre Corporation (via the Bootle-cum-Linacre Tramways Order 1884). The only new lines opened during the second half of the 1880s were: Princes Park (22nd August 1885); Linacre Lane (16th July 1887); and Upper Warwick Street (18th February 1888).
The corporation was by now looking to the future, obtaining powers on the 24th July 1888 to use electrical or mechanical power on certain sections of the tramway, though nothing transpired for the time being. The powers were granted by the Liverpool Corporation Tramways Order, which was passed into law by the Tramways Orders Confirmation (No.2) Act 1888.
Further extensions were short, the corporation obtaining powers to build 0.25 miles of tramway on the 29th July 1891, under the Liverpool Corporation Tramways (Extensions) Order 1891, which was passed into law by the Tramways Orders Confirmation (No.2) Act 1891. The company also obtained powers in 1892, for a short line from Breck Road to Thirlmere Road, and for an extension of the Linacre line to Litherland, these being authorised by the Liverpool Tramways Act 1892. By this time, the company was operating a fleet of 263 tramcars and 51 horse omnibuses, along with sundry other wagonettes and cabs.
In 1894 further powers were obtained for a short extension into Walton-on-the-Hill: the company receiving powers under the Liverpool and Walton-on-the-Hill Tramways Order 1894 for 0.52 miles, and the corporation receiving powers under the Liverpool Corporation Tramways (Extensions) Order 1894 for 0.33 miles. Both the orders were passed into law on the 17th August 1894 under the Tramways Orders Confirmation (No.1) Act 1894.
The extension to Litherland Bridge was opened in late 1895 or early 1896, the line to Walton in December 1895, and that to Breck Road on the 16th May 1896. Meanwhile, Liverpool itself had been expanded, swallowing the neighbouring local authorities of Walton, Wavertree and West Derby in the process, including the tramway tracks they owned, and the agreements they had entered into with the tramway company.
The tramway track, and the various different types selected for construction of the new lines, were to prove just as problematic for the corporation as they had been for the company. By the mid 1890s, the track condition was so deplorable that the company sought recourse to legal action, having suffered significant damage to, and deterioration of, its tramcar fleet. The corporation initially denied that anything was wrong, and challenged the company to provide examples of poor track work, something that it proceeded to do, the weight of evidence against the corporation being so compelling, that a substantial compensation payout seemed inevitable. The corporation, however, close a different course of action — rather than replacing the tracks and compensating the company accordingly, they decided to offer to buy the company and then replace the lines as part of a conversion to electric traction. The corporation duly acquired the company's assets — on the 1st January 1897 — the LUT&OCo agreeing to continue operating the system until the 31st August 1897. Powers to acquire the undertaking were granted on the 15th July 1897 by the Liverpool Corporation Tramways Act 1897.
At its maximum the LUT&OCo operated almost 43 miles of tramway, circa 38 miles of which was owned by Liverpool Corporation (or local authorities it had taken over), and circa 4 miles by Bootle Corporation. The system comprised lines: northwards to Seaforth, Litherland, Aintree and Fazakerley; eastwards to Cabbage Hall, West Derby, Old Swan and Wavertree; and southeastwards to Princes Park, Dingle and Aigburth. The system was bounded by the River Mersey to the west, the western extremity being at George's Pier Head, simply referred to as 'Pier Head'.
Uniforms
Although clear photographs depicting staff of the Liverpool Tramways Company (1869-1876) appear not to have survived, those of its successor, the Liverpool Tramways and Omnibus Company (1876 to 1897) are fortunately relatively common. These show that horsecar drivers wore informal but heavy-duty attire comprising jackets, shirts and ties, along with the ubiquitous horseman's bowler hat. Conductors are seen in a variety of coats, strongly suggesting that the company did not issue uniform jackets, but expected the men to buy their own. Headgear consisted of soft-topped, kepi-style caps with shiny peaks, vaguely reminiscent of the caps worn by both sides during the American Civil War; the caps bore a large cap badge. Two examples have survived, one of which is almost certainly from a pattern-book (in white metal) rather than an issued badge, which was almost certainly brass. The badge consisted of an open-backed (voided) garter — containing the words 'UNITED TRAMWAYS' — around a Liver Bird, all surrounded by an elaborate wreath (see below). It is identical in form to that later used by the municipal tramway.
Drivers and conductors both wore a large round, brass licence badge on the left breast of their jackets.
Although photographs of inspectors are unknown, records have survived which confirm that Time Keepers were employed, as well as Chief Inspectors, though what uniforms they wore, if any, is unknown.
Further reading
For a history of Liverpool's horse tramways, see: 'Liverpool Transport, Volume 1, 1830-1900' by J B Horne and T B Maund; Senior Publications (1975).
Images
Horse tram drivers and conductors
A postcard of Horsecar No 69 outside St George's Hall in Lime Street — photo undated, but thought to have been taken around 1885. The driver sports a large round licence badge, whilst the conductor can just be glimpsed on the back platform. The lack of advertisements suggests that the vehicle, an Eades reversible patent car (designated 'Type C' by Horne & Maund), may have been brand new. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A postcard view of Horsecar No 49 in the village square at West Derby — the postcard is dated '1890s', but the photo was more than likely taken in the mid 1880s given that it depicts one of the earliest designs of tramcar ('Type B'). Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the conductor, revealing the cut-away nature of his jacket and the low profile of the cap, with its prominent cap badge. Both crewmen are wearing round municipal licence badges, though these are not easily discerned. 
The driver of a tartan-liveried horsecar (possibly a 'Type D') guides his charge across the swing bridge over George's Dock Passage — photo undated, but probably taken in the late 1880s. The driver's large round licence badge has caught the light, making it easy to see its overall size and shape. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
Probable Liverpool horse tram driver's licence badge — brass. With thanks to Stephen Howarth.
Probable Liverpool horse tram conductor's licence badge — brass. Photo courtesy of the Alan Robson Collection.
An unidentified 7-window horsecar stands at the terminus at Dingle — photo undated, but probably taken in the 1880s. The figure holding the trace horse on the left is wearing a 'pillbox' style of kepi cap; he may well be a trace horse boy/man, as his cap does not have a badge, and neither does he have the standard accoutrements of a conductor, i.e., a licence badge and a cash bag. Photo courtesy of Rob Jones.
An Ashburys-built horsecar of the Eades reversible patent variety ('Type C'), laden with advertisements and working the Wavertree to Exchange route — photo undated, but probably taken in the late 1880s. The driver and conductor seem almost oblivious to the presence of the photographer, who has managed to capture the conductor side on, revealing the squat kepi-style cap and cut-away jacket. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
Another unidentified horsecar ('Type C'), turned out with four immaculately groomed horses on what was possibly May Day — photo undated, but probably taken in the early 1890s. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the conductor and the driver, both of whom are wearing licence badges. The oval form of the conductor's cap badge is easily made out. 
Although the conductor is heavily shaded by the canopy of his vehicle (Horsecar No 4), the photo does show very clearly the large size of the licence badge, which appears to be fully 6 or 7 inches across. Photo undated, but possibly taken in the early 1890s. Photograph courtesy of the Alan Brotchie Collection.
The driver of an unidentified horsecar ('Type F') — working the Seaforth Sands route — concentrates as his heavily laden vehicle passes some roadworks at Derby Bridges on the 25th May 1894. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the bowler-hatted driver, again with prominent licence badge. 
Liverpool United Tramways cap badge — white metal. The example shown here is the only one known in this material, and considering its pristine condition, it is almost certainly a manufacturer's pattern book example. With thanks to Talisman Auctions.