Liverpool City Tramways
History
Liverpool Corporation became a tramway owner on the 1st January 1880, when it bought the tracks of the Liverpool United Tramways and Omnibus Company, which operated a standard-gauge, horse tramway within the town. The company had got itself into financial difficulties, in part due to the cost of relaying the tracks, which were in appalling condition, but also because the tramway appears to have been badly run (it was both expensive and inefficient). In order to continue the relaying, a solution was reached whereby the corporation would buy the company's tracks and renew them, but would then lease them back to the company until the 31st December 1896. 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 corporation had already frustrated the company's plans to extend the tramway, but now pressed ahead with its own plans, including routes that would go beyond the municipal boundary (namely, to Bootle, Walton, West Derby and Wavertree). Work on these extensions started on the 1st July 1880, with openings taking place in late 1881 and early 1882. Further extensions followed well into the 1890s, all being leased to the LUT&OCo.
The track, and the various different types selected for construction of the new lines, were however to prove just as problematic for the corporation as they had been for the company. By the mid 1890s, the track condition was so bad that the company was threatening 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. Rather than end up paying to replace the horse-tramway tracks, as well as compensating the company, the corporation decided to offer to buy the company and then replace the lines at the same time as converting the system 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.
At its maximum, the corporation horse tramway covered almost 43 miles, circa 38 miles owned by the corporation, circa 4 miles by Bootle Corporation and 0.75 miles by Litherland Urban District Council. 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 centred at George's Pier Head.
The corporation obtained powers to work the tramway by mechanical power on the 15th July 1897, the first electric service commencing on the 16th November 1898. Further lines were converted over the course of the next few years, the old horse tramway system being fully converted by the 7th May 1902. Horse cars however, continued to be used to supplement the electric services for a short while, the last horse tram service in the city being withdrawn on the 6th December 1902. Disagreements with Bootle Corporation and Litherland Urban District Council led to a delay in conversion of the lines in their municipal areas, a significant one in the case of Litherland UDC. The lines in Bootle opened on the 27th May 1900, those in Litherland not following until the 11th December 1903. The last horse car operated by Liverpool Corporation Tramways ran between Linacre and Litherland on the 25th August 1903.
The corporation also built many new lines, as well as acquiring the newly built tramway between Aigburth and Garston, which was bought from the Garston and District Tramways Company prior to opening; electric services commenced on this line on the 28th August 1902.
The corporation prided itself on its low fares, possibly the lowest of any municipal tramway in the British Isles, so passenger loadings were heavy. Although the tramway was profitable, the surpluses were frequently used to subsidise the rates (averaging around £100,000 per annum between 1913 and 1929), though this was to some extent at the expense of tramway renewals and reserve funds.
Like many tramway undertakings, the enterprise suffered from low maintenance and heavy loadings during the Great War, emerging in a very run-down condition. Despite the post-war inflationary environment, the LCT set about renewing its tramway infrastructure, replacing track and modernising the tramcar fleet. The council also had the foresight to extend the tramway in line with housing developments, so that it was able to continue serving the populace as the latter migrated outwards from the city centre.
Unfortunately, the council constantly interfered in matters it had little expertise in, reversing many decisions taken by the manager or forcing others upon him against his recommendations, the most disastrous of which was a rapid expansion of bus services after the Great War. Whilst the LCT had experience of bus operation going as far back as 1st January 1911, this was on a very small scale. Following the Great War, large numbers of buses were purchased, with too little thought going into the types purchased or their deployment. As a consequence of this, and systemic mismanagement, not only did the buses abstract passengers from the trams, they also made large losses; in fact, it was to be 1937 before they could be made to pay. The trams thus had to find money for expansion, incurring debt in the process, whilst contributing to the rates and carrying the loss-making bus services; the financial position of the tramway was therefore challenging throughout the 1920s.
By the late 1920s, it was clear something had to be done, and after two reports on the concern, one independent and one from the General Manager, sense eventually prevailed. The council not only heeded the wisdom of its General Manager, but finally gave him the control that his counterparts in other concerns enjoyed, which was previously vested in the Tramways Committee and even the full council. The LCT now embarked on a sustained period of tramway investment, including modern tramcars and tramway extensions (11 miles were authorised in 1935), many of them high-speed lines on reserved tracks. The name of the department was changed on the 10th November 1934 to Liverpool Corporation Passenger Transport, to reflect the breadth of operations.
As a result of this significant investment, the LCT entered the Second World War with a modern tramway system, run in close cooperation with its own buses and those of private companies. However, like the Great War, the Second World War saw very heavy loadings — due to war work and the opening of munitions factories — and severe difficulties in maintaining the infrastructure and the services. Towards the end of the war, a report was commissioned on the future of transport in the city and its environs, that would set the policy for post-war investment. By this time, the tide had turned in favour of buses, as it had done nationally, and though a second report sat on the fence in respect of the costs of continuing the tramway versus replacement with buses, on the 16th October 1945, the decision was taken to abandon the tramway. There is a sense that the financial numbers were massaged to favour the buses, for example, by giving them an extra year's life on paper that reduced their overall cost, and which was almost certainly not justified. Indeed, over the next few years, the tramways continued to carry large numbers of people at a profit, something that the council sought to play down.
The system was abandoned on a route-by-route basis rather than line by line, the first going on the 12th June 1948 and the last LCT tram of all running on the 14th September 1957.
At its maximum, Liverpool Corporation Tramways operated 97.38 miles of tramway, 4.16 miles of which were owned by Bootle Corporation. From the centre of Liverpool, lines radiated northwards to Seaforth, Bootle, Litherland, Aintree and Fazackerley; northeastwards to Kirby and West Derby; eastwards to Prescot, Bowring Park and Childwall; and southeastwards to Woolton and Garston.
The LCT met the tracks of the Liverpool and Prescot Light Railway at Knotty Ash, and the Waterloo and Great Crosby Tramways at Seaforth. Whilst the latter's tracks were never connected to those of Liverpool Corporation, those of the L&PLR were connected as soon as the LCT reached Knotty Ash. The L&PLR was operated by the New St Helens & District Tramways Company, which also operated the tramways of St Helens Corporation at the eastern end of the line. A through service between St Helens and Liverpool Pier Head was established in May 1903, operated solely by NStH&DTCo tramcars (with LCT crews over the Liverpool tracks); it did not however last very long, being withdrawn in December 1905. Liverpool Corporation purchased the L&PLR on the 1st October 1919, after which LCT cars ran through to the St Helens boundary at Brook Bridge, with some services extended over St Helens Corporation Tramways tracks into St Helens.
Uniform
Following the corporation's operational takeover of the Liverpool United Tramways and Omnibus Company Ltd on 1st August 1897, it was destined to operate horse services itself for just over seven years, the last one finally being withdrawn on the 25th August 1903.
The tramways department issued both horsecar and electric-car staff with smart new uniforms, which consisted of single-breasted jackets with five buttons (bearing the system title, ‘City Tramways’, within a garter, surrounding a Liver Bird - see link) and upright collars; the latter do not appear, at least initially, to have borne any insignia, though later on they certainly bore individual system initials on the bearer's right-hand side, and an employee number on the left. Some photos show individuals wearing jackets with epaulettes, two breast pockets and elaborate piping, whilst most show them without all the above, i.e., much plainer; it is currently unclear whether one type succeeded the other, or whether they were used for slightly different grades or positions. These early (pre-1904) uniforms are thought to have been of dark blue pilot cloth with light blue piping.
An early photograph has also survived on an LCT tramwayman in a greatcoat (see below), which bears an employee number prefixed by a 'D'; whilst this may have stood for 'Driver', there is a possibility that it was a depot designation.
Caps were initially in a kepi-style with a glossy peak and bore a large badge consisting of a garter — containing the words 'City Tramways' — around a Liver Bird, all surrounded by an elaborate wreath (see below). This brass badge exists in two forms , one with the liver bird on a brass background (within the garter), and the other with the background (within the garter) voided. Where the badge can be discerned on surviving photographs, all without exception are of the voided variety; it therefore seems likely that the 'closed-back' versions (most of which are in pristine condition, though not all) were only used for a very short time. Examples of the voided cap badge also exist in a very light-coloured nickel, which looks superficially like silver; these are much rarer than their brass counterparts, as indeed are nickel buttons, suggesting that they were either only used for a short time, or more likely, that they were used for a specific, possibly senior grade.
Conductors, horsecar drivers and motormen all wore a round badge on the left breast of their coats/jackets, almost certainly a municipal licence; this was noticeably smaller than the licence worn during the company days (see link). Conductors also wore a leather waist belt with a brass rectangular buckle; this bore a round device incorporating the Liver Bird.
In May 1904, a change was made to the style of the uniforms — motormen and conductors were now issued with double-breasted, 'lancer-style' tunics with red piping, two rows of five buttons, epaulettes (with button fastening) and upright collars. The upright collars now carried a one-piece employee number on the bearer's left-hand side and a one-piece 'LCT' badge on the right-hand side, whilst the epaulettes carried a small 'Liver Bird' badge (all were probably brass to match the buttons). Jackets for both motormen and conductors had no outside pockets, as staff were forbidden to put their hands into any pockets their garments may possess! Licence badges appear to have been dispensed with at the same time, probably because they were rendered redundant by the introduction of employee numbers on the collars of the jackets and the greatcoats. Around the same time, or possibly shortly beforehand, a more contemporary military style of cap was introduced, which had a tensioned crown (top) and a glossy peak; these caps continued to carry the same large cap badge as the kepis they replaced.
Conductors' tunics also had two eyelets on the bearer's right-hand side at waist level, which matched up with two hooks on a belt worn under the jacket; these hooks went through the eyelets to secure the cash bag. Later on, the cash bag was attached to an over-the-shoulder strap. My thanks to Ron Martin for this information.
Following the creation of Liverpool Passenger Transport Board on 10th November 1934, a further change was made to the style of the uniforms, this time to a more modern double-breasted design with two rows of four buttons, lapels (with two buttons) and epaulettes (with button fastening, and possibly carrying Liver Bird badges); the lapels do not appear to have carried any badges initially, with the employee number (a one-piece badge) being moved to the left breast. The uniforms were apparently black with red piping. The cap badge was also changed at this time to reflect the formation of the LCPT — the badge comprised the arms of Liverpool surrounded by a garter containing the title: "Corporation Passenger Transport". Examples exist in both nickel, chrome and gilt. It seems likely that the first issues were in nickel, eventually being superseded by chrome, probably in the late 1930s or early 1940s. The purpose of the gilt badges is currently unclear.
The cap badge was later changed — probably in the late 1940s or early 1950s — to a design which loosely resembled its immediate predecessor, but with 'Passenger Transport' in the garter and a large employee number in the centre, topped by the municipal arms; these badges exist in nickel and chrome, with the latter presumably superseding the former. Around the same time, small 'Liver Bird' badges (almost certainly chrome) were added to the upper lapels of the jackets (both badges facing inward), and chrome system initials — 'LCPT' (within a lozenge-shaped surround) — were added to the epaulettes.
In July 1953, the LCPT introduced new caps, still military in style with a glossy peak, but now soft-topped and bearing a new chrome cap badge; the latter comprised a Liver Bird and an employee number, all within a triangular surround (see below). This badge also exists in gilt and in chrome, but with 'LCPT' instead of an employee number; these versions were worn by the LCPT band (my thanks to Dave Wilkinson for this information).
Good conduct ('merit') was reflected by the addition of stripes on the cuffs of recipient's jacket sleeves.
Staff were also issued with long, double-breasted greatcoats with two rows of five buttons and high, fold-over collars. In the early horse-drawn era, the buttons appear to have narrowed slightly from top to bottom ('lancer-style), and the garments appear not to have carried any insignia. At some point, probably in the early Edwardian era, the style of the greatcoats was altered; although still double-breasted, they now had parallel buttons, epaulettes and upright collars; the latter carried an employee number on the bearer's left-hand side (in individual brass numerals) and system initials on the right-hand side, again in individual letters. Although photographic evidence is elusive, it seems highly likely that the collar insignia were changed to one-piece construction at the same time as the main 1904 uniform change. In later decades, it is likely that further changes were made to the general style and insignia of the greatcoats, but photographic proof of this remains elusive.
At various times, the LCT also employed the services of Points Boys and Trolley Boys, the former being quite numerous until the advent of electric points in 1914, whilst the latter were only taken on in 1920 (a total of 30 individuals on city services) though by 1925 no more were being taken on. It is currently unclear what uniform these grades wore.
As a war-time measure, Liverpool City Passenger Transport employed Volunteer Auxiliary Conductors from the 3rd November 1941 through to 1st August 1946. These were regular passengers who helped the conductor in loading the cars and ringing the bell, in exchange for which, they were allowed to travel for free; they wore their own clothing, but were issued with armbands, which presumably conferred a degree of authority.
In the early decades, Liverpool had several types of inspector, amongst which were: Time Keeper, Ticket Inspector, Point Inspector and District Inspector, of which there were five in 1905. Good quality photographs of LCT inspectors are, however, rare, so what follows is based on rather sparse photographic evidence. Details of the uniforms worn in the early years of municipal ownership are unclear, though one surviving photograph suggests that some of the jackets were open-necked, requiring a shirt and tie to be worn. By the early Edwardian era, inspectors were certainly provided with single-breasted jackets with hidden buttons (or more likely a hook and eye affair), with a slit breast pocket, epaulettes and upright collars, all edged in a finer material than the main jacket; the bearer's left-hand collar appears to have borne systems initials, 'L C T', probably embroidered. Headgear took the form of a kepi-style cap; this bore a badge that was very similar in design to the standard motorman/conductor badge, but overlain with a ribbon containing the grade, inlaid with blue enamel (see below for an example). Currently only 'Ticket Inspector' is known. Around the same time as tramcar staff were issued with military-style caps, inspectors kepi-style caps were probably also superseded.
Photographs suggest that inspectors' uniform insignia were changed in the mid-Edwardian era. Whilst the uniform jackets remained the same, they now bore elaborate collar badges, with caps bearing equally elaborate badges with 'L C T' at the top; unfortunately, examples of neither badge have survived, so the precise form, and whether they were metal or embroidered, remains unknown. These badges remained in use until 1934.
More senior grades such as Chief Inspectors or District Inspectors appear to have worn similar uniforms to ordinary inspectors, but with a different cap badge; photos hint at the general form, though an example has yet to come to light.
Inspectors' uniforms were radically changed in 1934, and were essentially identical to those issued to tramcar staff (double-breasted with lapels and epaulettes) though they appear not to have carried any insignia, at least initially. Caps were military in style and now carried a new style of cap badge which was approximately square (but with a curved base) and comprised a frame containing the new enterprise title and the bearer's grade — 'CORPORATION PASSENGER TRANSPORT INSPECTOR' — surrounding an open centre containing the city's arms. Although several chrome examples of these badges have survived, it is unclear whether they were initially issued in nickel. Inspectors were issued with chrome epaulette badges some time in the late 1940s or early 1950s, probably at the same time that chrome epaulette badges were issued to motormen and conductors; this badge comprised the system initials ('LCPT'), above the grade ('INSPECTOR'), all within an unusually shaped surround, the top being convex and the bottom flat. Chief inspectors and District Inspectors were also provided with epaulette badges; these were also oval (they have survived in both gilt and chrome), with a Liver Bird and 'LCPT' in an open centre, surrounded by the grade (on a solid background, inlaid in mid-blue enamel).
In the late 1930s Liverpool had the following grades of senior staff: Chief Inspector (there were several of them), District Inspector (11), Inspector (usually called 'Road Inspectors', of which there were 131), Depot Inspector (of which there were 56) and Checker. In June 1945, the senior grades were reorganised as follows: Chief Inspector (just one), District Inspectors (9), Chief Depot Inspector (1), Relief District Inspector (1), Chief Driving Instructor and Mechanical Inspector (1), Depot Inspector (56), Inspector (131) and Checker.
Liverpool employed women in considerable numbers in both world wars to replace male staff lost to the armed services; however, as I have yet to see any photographs of the Great War ladies (engaged as conductresses from November 1915 through to June 1919), and only two examples from the second conflict, details are rather sparse. Some documentary evidence does however exist in relation to the Great War, which indicates that these ladies were issued with serge skirts (and presumably jackets too), gaiters and large floppy hats, as well as an unknown design of hat for summer wear.
In the Second World War, Liverpool once again employed the services of women as conductresses to cover for the absence of men, three of whom later on rose to the rank of 'checker'. The conductresses were issued with single-breasted, tailored jackets with four buttons, lapels and epaulettes; headgear took the form of a soft-topped peaked cap, which bore the identical cap badge to that worn by male employees. Although the last of these women were released in 1946, Liverpool was eventually forced to recruit conductresses in the 1950s due to platform staff shortages (both on the buses and trams), with some 253 being taken on in 1954. Female checkers apparently wore black uniforms without piping, and could choose between skirts and slacks.
Further reading
For a detailed history of Liverpool's tramways, see: 'Liverpool Transport' by J B Horne and T B Maund (several volumes and various publishers).
Images
Horse tram drivers and conductors
A conductor and a driver pose with Horsecar No 330 in Litherland — photograph purportedly taken on 8th August 1903. The driver is Herbert Wagner of Litherland and this car formed the last horse-drawn service to run in Liverpool on 25th August 1903. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A blow-up of the above photo showing the conductor and driver in more detail. Both men are wearing single-breasted jackets with upright collars, along with 'pillbox' style kepis; the jackets bear a licence which appears to be smaller than that worn in company days, whilst the caps now carry the standard LCT cap badge (see later). 
LCT driver with Horsecar No 330 again, and a very new-looking electric tramcar (No 38) in the background — photo undated, but definitely taken between 1900 and 1903. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A blow-up of the above photo showing the driver in double-breasted greatcoat and kepi-style cap.
Yet another shot of Horsecar 330, possibly taken on the last day of service, given the plethora of uniformed staff in attendance. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
Studio portrait of Liverpool tramwayman No D529, by Hamnett of 59 St James Place Liverpool - photo undated, but more than likely early Edwardian given the military-style cap and collar insignia (individual letters/numerals rather than one-piece badges). Author's Collection.
A blow-up of the above photo showing details of the collar insignia. The significance of the 'D' prefix to the employee number is unclear, but probably indicates that the bearer was a horse tram driver. The epaulettes appear to carry the standard 'Liver Bird' badge.
Motormen and conductors
German-built Tramcar No 400 and Trailer No 401 standing outside Dingle depot shortly after delivery in early 1898. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A blow-up of the above photo showing the motorman and conductor, both wearing long, double-breasted overcoats with high, fold-over collars.
Three LCT tramwaymen stand with Tramcar No 479 (the only one of this type built) at Smithdown Road on the 4th July 1899. With thanks to the National Tramway Museum. 
A blow-up of the above photo showing one of the uniformed tramwaymen, almost certainly a motorman. The single-breasted jacket was dark blue with light blue piping, the latter being particularly evident on the cuffs. The collars appear to be devoid of insignia, unlike the kepi-style cap with its prominent wreath badge (see below).
Driver/motorman/conductor cap badge — brass — probably issued from the late 1890s to circa 1934. This example actually belonged to John Gleave, who worked as an LCT conductor from 1933 until 1952. He was based at Linacre Road Tram Shed, working the Route 28 from Seaforth to the Pier Head. Curiously, all staff photos where this type of cap badge can be clearly made out show them to be of this voided pattern, whereas, the vast majority of badges that have been sold in recent times have a solid centre (see below). Author's Collection.
Motorman/conductor cap badge — brass — but with the centre of the badge solid and seemingly with finer detail. The fact that all photos show staff wearing voided badges, suggests that the 'closed-back' examples were only issued for a very short time (most are in pristine condition suggesting that they were never issued). Photo courtesy of the Alan Robson Collection. 
LCT cap badge — light-coloured nickel. These badges are much rarer than their brass counterparts, only two survivors being known to date. It is unclear what grades they were issued to. Author's Collection.
Motorman/conductor cap badge — chrome. Given that this style of cap badge was replaced in 1934 (see below), and the use of chrome as a badge material only came into use around this time (see link), it is possible that the new material was introduced shortly before the style of badge was changed. Photo courtesy of the Alan Robson Collection. 
A motorman and another individual on the platform of Tramcar No 123, along with an inspector (standing to the right) — photo undated, but probably taken in the mid Edwardian era. The second man on the platform is very probably a driving instructor as conductors were not allowed on the driving platform in Liverpool at this time. Although all present appear to be wearing military-style caps, rather than kepis, the uniform style remains unchanged from that issued at the corporation take-over; note also, the absence of licences. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A rather unusual shot of a miniature Liverpool tram, along with a small child in full LCT uniform, but with full-size cap and cap badge. The occasion is unknown, as is the date, though it is almost certainly early to-mid Edwardian given the single-breasted jacket (see figure second from left). Author's Collection.
A blow-up of the above photo showing the uniformed figure on the left. He is wearing the early style of single-breasted jacket without pockets, epaulettes or piping, but with the newer military-style cap.
A studio portrait of LCT tramwayman No 638 — photograph undated, but probably taken in the late Edwardian era or just prior to the Great War. Author's Collection.
LCT tramwayman, seemingly Employee No 872, though the last digit is uncertain — photograph undated, but probably taken just prior to the Great War. Given the pristine condition of the uniform, it is tempting to speculate that the photo was taken to mark the subject's elevation to a new job/position. Clearly passengers were somewhat unruly in Liverpool! Author's Collection.
A blow-up of the above photo showing details of the uniform insignia. Note the one-piece 'LCT' collar badge, as well as the 'Liver Bird' badge worn on the epaulettes.
LCT epaulette 'Liver Bird' badge — brass. Author's Collection.
LCT Conductor No 1393 stands with Tramcar No 384 — photo undated, but probably early Edwardian. Photo courtesy of the Stephen Howarth Collection.
Liverpool City Tramways conductor and motorman pose with a First Class car — photo undated, but certainly taken in or after 1908, when these cars were first introduced. With thanks to the Stephen Howarth Collection.
Motorman No 1503 poses for the camera of the City Engineer and Surveyor's Dept on the 14th October 1914, evidently a cold day given that he is wearing thick mitts. The tramcar (No 70) was ostensibly on a 6A service bound for the Pierhead, though whether this was really the case is unclear, given that the photo was almost certainly taken to record something of interest to the City Engineer's Dept. Author's Collection.
A conductress and motorman pose on the platform of Tramcar No 34 on 28th August 1942. Photographer, T Wurm, courtesy of the National Tramway Museum. 
A blow-up of the above photo showing the new double-breasted jacket introduced in 1934, along with the new style of cap badge (see below).
Liverpool Corporation Passenger Transport Department cap badge — nickel. This type of badge was first introduced in 1934, but was itself succeeded by a similar but numbered version in the late 1940s (see below). With thanks to Stephen Howarth.
Liverpool Corporation Passenger Transport Department cap badge — chrome. It seems likely that this material was first used in the late 1930s or early 1940s. Author's Collection.
Liverpool Corporation Passenger Transport Department cap badge — gilt. It is unclear when this badge was used (though certainly between 1934 and the late 1940s) or indeed whether it was issued to certain grades only. With thanks to Stephen Howarth.
A motorman at the controls of Tramcar No 683 on a Number 1 service to the Pierhead — photo undated, but probably taken in the 1940s. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A motorman with Tramcar No 914 on 24th June 1951. The subject is wearing a new style of cap badge which appears to have been introduced in the late 1940s or early 1950s. Photographer, D W K Jones; with thanks to the National Tramway Museum. 
A motorman (Employee 2357) and a conductor (Employee 2447?) pose with their tramcar — photo undated, but probably taken in the early 1950s. Both men are wearing the new 'numbered' cap badges, which are thought to have been introduced in the late 1940s or early 1950s. Author's Collection.
A blow-up of the above photo showing details of the numbered cap badge and the small 'Liver Bird' collar badges. The epaulettes bear a badge of some description at the shoulder end, very probably the lozenge-shaped badge shown below.
Liverpool Corporation Passenger Transport numbered cap badge — nickel. These badges are thought to have been introduced in the late 1940s or early 1950s. Photo courtesy of the Alan Robson Collection. 
Liverpool Corporation Passenger Transport numbered cap badge — chrome. It seems likely that the badges were first issued in nickel, eventually being superseded by chrome. Author's Collection.
'Liver Bird' collar badge — chrome. These badges are thought to have been introduced in the late 1940s or early 1950s, and faced inwards, so the above example would have been worn on the bearer's right-hand collar. Author's Collection.
Liverpool Corporation Passenger Transport epaulette badge — chrome. These badges are thought to have been introduced in the late 1940s or early 1950s, and were used through to 1969, well beyond the closure of the tramway system in 1957. Author's Collection.
An evocative shot of A J Huddy (centre) and workmates relaxing at Penny Lane depot around 1950. Mr Huddy started out as a cleaner at Garston depot before progressing to conducting and driving (on the trams), then to driving buses, ending his career as a garage shunter at Garston. Photo with kind permission of William Huddy (A J Huddy's son). Collar and epaulette insignia appear to be completely absent in this shot, though this may be because they are wearing their greatcoats.
A motorman and a conductor pose with Tramcar No 933 outside Garston Depot with Service 8 for the Pier Head and Myrtle St on 5th June 1953. The conductor also appears to be wearing a round PSV badge, suggesting that he may also have worked on the buses. With thanks to the National Tramway Museum. 
A typical interior shot of the lower saloon of Tramcar No 237 taken by M J O'Connor on the 9th April 1955 at Bowring Park. With thanks to the National Tramway Museum. 
A blow-up of the above photo showing the conductor (possibly Employee No 527), who is wearing a 1953-issue triangular cap badge.
LCPT cap badge, Employee No 1312 — chrome. This type of badge was introduced in 1953, and would have been worn through to closure in 1957. Author's Collection.
Tramcar No 766's motorman, wearing the 1953-issue triangular cap badge (see below). Although the photo is undated, it must have been taken between 1953 and 1957. With thanks to John Cox.
LCPT cap badge — gilt. Badges of this general type were introduced in 1953, this one being used by members of the LCPT band. With thanks to Stephen Howarth.
Liverpool City Tramways belt buckle — chrome. Photos taken after the uniform change of 1934, when chrome would have begun to be introduced, show that conductors no longer wore belt buckles. The only photos from this period (i.e., after 1934) which show tramwaymen wearing a belt with a prominent buckle are in fact of the Tramways Band, so it seems more than likely that this example was for that purpose rather than general issue. Author's Collection.
Senior staff
Tramcar No 334 posed for the cameraman, and looking to be in pristine condition, which would date the photograph to 1900. Author's Collection.
A blow-up of the above photo showing the conductor and an inspector. The man on the platform is probably a driving instructor, with the motorman being 'under tuition'. The inspector is wearing typical tramway inspector garb, and his left-hand collar would appear to have three-letter insignia, presumably 'L C T'. His kepi-style cap carries a badge which is virtually identical in form to the conductor's, though presumably carrying his grade in an enamel-inlaid ribbon.
LCT Ticket Inspector cap badge — gilt and blue enamel. It is unclear when these were in use, but possibly from the early years through to the mid-Edwardian era, though this is far from certain due to the paucity of photographs. Author's Collection.
A blow-up of the early Edwardian photograph of Tramcar No 123 above showing an individual who clearly has an open-necked jacket under his overcoat, requiring him to wear a shirt and tie, and suggesting that he may in fact have been a more senior grade. His cap would appear to bear a badge of approximately the same size and shape as that issued to tramcar crews.
This photograph was taken in June 1904, just after the top cover (not shown) had been added to this vehicle. Although it appears to show a motorman at the controls of Tramcar No 230, the cap badge is completely different to those issued to motormen and conductors, so in all probability, the man depicted is some type of inspector. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
A blow-up of the Edwardian 'miniature tram' photo above showing an individual who is probably an inspector. He is wearing a typical 'tramway inspector' jacket with upright collars that bear a prominent badge; the cap badge is noticeably different in shape than the pattern issued to tramcar staff.
A shot taken at an unknown depot with three senior staff— photo undated, but probably mid-to-late Edwardian. Photo courtesy of the National Tramway Museum. 
A blow-up of the above photo showing one of the inspectors; although blurred, the cap badge is clearly different that that shown in the 'miniature tram' photo above, suggesting that he is of a more senior grade, possibly a District Inspector.
Another blow-up of the above photo, this time showing the individual in the long top coat. Given that he is centre shot, and wearing an unusual garment, it is tempting to speculate whether he is the most senior, possibly a Chief Inspector.
A rather poor quality photograph, but one which does show a working inspector without an overcoat (far right). The scene is of First Class Tramcar No 549, so certainly taken no earlier than 1908. Author's Collection.
Liverpool Corporation Passenger Transport inspector's cap badge — nickel — probably in use from 1934 until it was replaced by a chrome version, possibly in the late 1930s or early 1940s. Photo courtesy of the Stephen Howarth Collection.
Liverpool Corporation Passenger Transport inspector's cap badge — chrome — probably issued from the late 1930s or early 1940s through to 1953. Photo courtesy of the Alan Robson Collection.
LCPT Inspector's epaulette badge — chrome. These are thought to have been introduced in the late 1940's or early 1950's. Author's Collection.
LCPT District Inspector epaulette badge — gilt. This example is missing its enamel, and may well be unfinished. It is unclear when these badges were first introduced. Author's Collection.
LCPT District Inspector epaulette badge — chrome and blue enamel. Author's Collection.
Liver Bird lapel badges — gilt. These were possibly worn by more senior grades, though exactly when remains unclear. Photo courtesy of the Stephen Howarth Collection.
Female staff
A blow-up of the 1942 photograph above showing the conductress. She is wearing a single-breasted jacket with lapels, along with a matching knee-length skirt and a cap.