Leyton District Council Tramways
History
The first tramways in the area that later became Leyton Urban District were not owned and operated by the municipal authorities, but by two tramway companies, the North Metropolitan Tramways Company and the Lea Bridge, Leyton and Walthamstow Tramways Company.
The first of these standard-gauge, horse-drawn tramways to arrive was that of the NMTCo, which opened an extension of its Broadway line from the Essex Arms on Leytonstone Road (in the County Borough of West Ham) to Harrow Green (on the 8th January 1872), this being further extended (on the 14th August 1881) to the Green Man, both of these termini being in Leytonstone. Inbetween these dates, the company had also opened its new tramcar repair works — in 1876 — which was situated off Union Road (now Langthorne Road), again in Leytonstone.
The second company — the LBL&WTCo — opened its first line on the 7th May 1883. The initial incarnation of the company was, however, under-capitalised, the tramway closing for over 3 years between 1885 and 1889, before being rescued and reconstituted (under the same name) in 1889, and thereafter operated profitably.
The LBL&WTCo's system was eventually expanded to 4.8 route miles. From the western terminus at the junction of Cornthwaite Road and Lea Bridge Road in Clapton, the main line ran northeastwards along Lea Bridge Road to its junction with Woodford New Road in Whipps Cross, whereupon it turned almost north along the latter road to a terminus outside the Rising Sun. A line to Leyton Station branched off Lea Bridge Road near the Bakers Arms, running broadly southwards along High Road (Leyton) to a terminus just short of Leyton Station, opposite Trelawn Road. The sections from Lea Bridge to Cornthwaite Road (in the west) and from Whipps Cross to the Rising Sun (in the northeast) were, however, not within Leyton Urban District, but in Hackney and Walthamstow, respectively; this was to have consequences for Leyton Urban District Council, as it strove to municipalise the horse tramways within the district.
By 1897, the council had decided to proceed with municipalisation of the tramways, obtaining powers — on the 2nd August 1898 — under the Leyton Urban District Council Act 1898 — to take-over and operate (or lease) the existing tramway lines within the urban district boundary, and to operate them by either animal or mechanical power. For the moment, however, the council chose to wait, as it did not have the right to compulsory purchase the tramway within its boundaries until 1902, and there was also the unresolved question of what would happen to the portions of the LBL&WTCo's tramway that lay outside Leyton, i.e. in Hackney and in Walthamstow.
In 1900, the LBL&WTCo, seeing which way the wind was blowing, separated off its substantial horse-bus operations into a new company, the Great Eastern Omnibus Company Limited. Although it then offered to sell the tramway to Leyton UDC, negotiations were protracted, such that agreement was only reached on the 13th April 1905. Meanwhile, the council had obtained powers on the 15th August 1904, to fully electrify the system as well as expand it, circa 7.45 miles of tramway being authorised; these powers were granted under the Leyton Urban District Council Act 1904.
On the 1st June 1905, Leyton UDC took over ownership of the LBL&WTCo's tramway, including the tracks in Walthamstow (by agreement with Walthamstow UDC), the latter having reluctantly agreed to this in exchange for Leyton UDC not standing in the way of small sections of track (in Leyton) that it would for require for its own tramway system. The short section of track in Hackney (from the UDC boundary to the junction of Cornthwaite Road) was leased to the council by the company, which still owned it. The horse tramway continued to be operated by the company under a lease arrangement until the 31st October 1905, when Leyton UDC formally took over.
Meanwhile, the once mighty NMTCo had been reduced to a shadow of its former itself, all its lines within London County having been municipalised on the 14th October 1898. Although this did not impact its operations in Leyton, it would only be matter of time before Leyton UDC would municipalise the line within its boundary; the council, however, chose not to compulsorily purchase the line at its first opportunity in 1899, instead waiting for the next window (set by the Tramways Act of 1870), which would fall in 1906. The NMTCo's line along Leytonstone High Road duly came into the possession of the council on the 25th June 1906, and continued for the moment to be horse operated, but in isolation of the former LBL&WTCo lines to the north.
Leyton's overhead electric tramway opened for business on the 1st December 1906, though horse-drawn services continued to operate over the section of tramway from the western boundary of the urban district (at Lea Bridge) to the junction of Cornthwaite Road in Clapton, which was leased from the LBL&WTCo. Agreement had also been reached with neighbouring West Ham Corporation, two services between Leyton and West Ham being jointly operated from the outset (Lea Bridge to Bow Bridge, via Whipps Cross; and Leytonstone 'Green Man' to Bow Bridge). The first services were provided by 40 tramcars, a further 30 being ordered in 1907 due to the success of the enterprise.
The Lea Bridge to Cornthwaite Road line was eventually purchased from the company by London County Council (probably in July 1908, and presumably with the consent of Hackney Borough), with notice then being served of the LCC's intention to terminate the lease. London County Council Tramways then quickly set about relaying the line and extending it a short distance westwards to Kenninghall Road, where it would eventually meet the LCCT's tracks. The LCCT also reached agreement with Leyton UDC for the latter to install overhead electric wires, and to provide electric services over this section until such time as the LCCT was ready to take over. Leyton District Council Tramways electric cars commenced services over the newly electrified section on the 10th December 1908, the last horse tram having run the day before, though some histories suggest that it may have been on the 2nd December 1908.
Joint operation with neighbouring tramway systems seems to have been the order of the day, with destinations frequently being changed to yield the best services. Joint operation with West Ham Corporation Tramways saw LDCT cars reach Forest Gate, Stratford, the Victoria and Albert Docks, Upton Park and Canning Town, with WHCT cars running through to various destinations in Leyton. A through service between Chingford and Stratford was also introduced, which involved joint operation by three municipal tramways, LDCT, WHCT, and Walthamstow Council Tramways. Somewhat surprisingly, given the LCCT's aversion to joint operation elsewhere on its system, it was happy to strike through-running agreements with the Leyton UDC, which eventually allowed plough-fitted LDCT cars to work over the LCCT's conduit system to destinations including Aldgate, Moorgate, Liverpool Street and Bloomsbury, and overhead-equipped LCCT cars to work through to the various destinations in Leyton.
Leyton UDC owned 9.52 miles of standard-gauge, overhead electric tramway, but operated over much greater distances as part of joint-running arrangements. From the western boundary at Lea Bridge — where it met the tracks of the LCCT — the main line ran northeastwards along Lea Bridge Road, and past the tracks of the WCT's Higham Hill line along Markhouse Road to the north, which though were close, were never connected to the Leyton system. The main line continued northeastwards along Lea Bridge Road past the 'Bakers Arms' and through Whipps Cross, whereupon it turned almost north along Woodford New Road to a terminus outside the 'Rising Sun' (in Walthamstow Borough). At the 'Bakers Arms', where a connection was made with the tracks of the WCT (running northwards) along Hoe Street, a line also ran southwards along High Road Leyton, before turning eastwards along Crownfield Road, past the 'Thatched House', and along Cann Hall Road, then southwards along Dames Road to make an end on connection with the tracks of the WHCT near Vansitthart Road. A connection was also made with the tracks of the WHCT on High Road Leytonstone, just to south of the 'Thatched House'. The last line ran from 'Thatched House' northwards along High Road Leytonstone, past the 'Green Man', and along Whipps Cross Road to join the main line at Whipps Cross.
Like most systems during the Great War, Leyton's suffered considerably from loss of men (and their skills) to the armed forces, compounded by heavy loadings and an inability to source new material or spares. By 1917, a third of the LDCT's tramcar fleet was unserviceable, with many of the remaining cars well overdue for heavy overhauls, such that the LDCT was forced to withdraw from the joint service between Chingford and Stratford operated together with the WHCT and the WCT.
The situation did not improve following the cessation of the conflict, despite a council committee being set up to address the poor service and the complaints from the LCCT and the WHCT. Many of the cars, as well as much of the track were life expired, and being unable to rectify the situation itself, the LDCT turned to the LCCT for help. After rejecting an offer to incorporate the system into the much larger LCCT, the council eventually agreed to the LCCT taking over all responsibility for service provision, track and tramcar maintenance for 10 years, in exchange for which Leyton would relay the entire system and replace the overhead. The agreement was to run from the 1st July 1921, and if Leyton UDC wished to extend it, then they were to buy 25 new tramcars prior to its expiration, with a further 25 on order.
The LCCT duly took over operation on the 1st July 1921, quickly taking 19 Leyton cars out of service, and replacing them with 20 LCCT cars. The LCCT also undertook much track remediation, even though this was Leyton UDC's responsibility, the LCCT having to remind UDC of its obligations before the work was finally completed.
Leyton became a municipal borough on the 2nd October 1926, and five years later, in 1931, it renewed the agreement with the LCCT, purchasing 50 new tramcars of the LCCT's E3 class as its share of the deal. Having made this significant outlay, however, it wasn't long before the system slipped fully from the Leyton Borough Council's hands, being swallowed up by the nascent London Passenger Transport Board on the 1st July 1933.
The LPTB quickly set about the process of replacing its tram services by trolleybuses, the last tram services in Leyton borough — operated by the LPTB — running on the 10th June 1939.
Uniforms
Leyton Urban District Council operated horse tram services for just over three years following its take-over of the Lea Bridge, Leyton and Walthamstow Tramways Company (as well as North Metropolitan Tramways Company services in its area). In common with the majority of horse tramways in the United Kingdom, drivers simply wore heavy duty informal attire: trousers, jackets, shirts and ties, along with the fashionable headgear of the day, the near-ubiquitous bowler hat. In the first few months following the take-over of the LBL&WTCo, it seems likely that conductors continued to wear the informal attire and kepi-style caps that were possibly issued by the erstwhile company. When uniforms were eventually issued to horse-tram crews, they seem to have been identical to those worn by conductors working the new electric services (see below).
Staff working the new electric services were issued with double-breasted, lancer-style tunics with five pairs of buttons (bearing the council's name and a shield containing three swords — see link), epaulettes (with button fastening) and stand-up collars. The latter bore an employee number on the bearer's right-hand side, preceded by what seems to have been a standard Essex shield badge, identical in form to the one borne on the buttons, whilst the left-hand side probably bore the system initials — 'L D C T' — in individual metal letters. The uniform was of blue serge with red piping, and the badges were almost certainly all brass to match the buttons. Caps were in a tensioned crown (top) peaked style, and bore standard, off-the-shelf, script-lettering grade badges — either 'Motorman' or 'Conductor'— above which the small municipal-device shield badge was worn. Tramcar crews were also issued with double-breasted greatcoats with high, fold-over collars; other than the buttons, these do not appear to have carried any insignia. The uniforms do not appear to have been changed — stylistically — right through to the take-over of services (in 1921) by London County Council Tramways, though admittedly, photographic evidence is sparse, so a degree of caution needs to be exercised.
Motormen and conductors always appeared in service wearing enamel Public Carriage Office licence badges, which were issued by the Metropolitan Police (see link), and were usually worn on the left breast.
Leyton also appears to have employed the services of young lads, possibly as either Points Boys or Parcels Boys; a surviving photograph indicates that these young men were issued with identical uniforms to tramcar crews, but with 'L D C T' in individual brass letters on the cap, rather than the usual script-lettering grade badge.
Photographs of inspectors are yet to come to light, so it is currently impossible to state what uniforms they wore.
In common with many UK tramway operators, Leyton employed female staff in significant numbers during the Great War — as conductresses — to replace men lost to the armed services. These ladies were issued with tailored, single-breasted jackets with five buttons, a waist belt (with button fastening), two hip pockets and a breast pocket (on the left), epaulettes and stand-up collars; the epaulettes bore brass employee numbers, the collars 'L. D. C. T.' above the grade — 'Conductor' — in embroidered script lettering. A matching skirt was worn, along with a waterproof bonnet; the latter sometimes carried an oval cloth badge, which probably bore the grade — 'CONDUCTOR' — and the system initials ('L D C T'), both in embroidered upper-case script lettering.
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
Horse tram drivers and conductors
An LUDC Clapton-Bakers Arms horse tram captured at the depot in 1906. Whilst the conductor is wearing a uniform, the driver is in informal attire, including a bowler hat. Photo courtesy of the Tramways and Light Railway Society, with thanks to David Voice.
An enlargement of the above photograph showing the conductor, who is wearing a lancer-style tunic and a tensioned-crown peaked cap.
Script-lettering grade badge of the type worn by Leyton UDC Tramways horse tram conductors. Author's Collection.
Motormen and conductors
Leyton District Council Tramways Tramcar No 57 — photo undated, but judging by the pristine condition of the vehicle, very probably taken in the year it was delivered, 1907. The full system title on the tram is 'Leyton District Council Tramways' whereas the horse trams had simply been emblazoned with 'L.U.D.C'. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the man holding the tramcar controller and brake handle, who actually turns out to be the conductor. His right-hand collar bears his employee number, preceded by what is more than likely a municipal-device badge, bearing the arms of Essex.
An 'Essex' shield badge, quite possibly the same type as used by Leyton District Council Tramways as a cap and collar badge — brass. This device was officially granted in 1932, but had been used as the unofficial arms of Essex for many decades, if not centuries, prior to this. The badge was almost certainly a stock item used by numerous organisations, including the Essex Regiment, rather than one made expressly for Leyton Council. Author's Collection.
The motorman of Tramcar No 57.
General pattern script-lettering cap badges — 'Motorman' and 'Conductor' — of the type used by Leyton District Council Tramways. In Leyton, they were probably brass to match the buttons.
The third figure on the above photograph, who appears to be a junior employee, possibly a Points Boy or a Parcels Boy. Instead of the usual grade badge, his cap bears 'L D C T' initials.
The crew of Tramcar No 45 pose for the cameraman at Whipps Cross with a Clapton service, though only working (temporarily) as far as Lea Bridge Station — photo dated 1910. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing the conductor. He is wearing a script-lettering grade badge — 'Conductor' — above which is a small shield-shaped badge, which presumably bore the municipal device, i.e., three swords (as did the buttons — see link).
Another blow-up of the above photograph, this time showing the motorman. He is the holder of PCO 'Stage Driver Mechanical Power' badge No 1997 (these bore white letters/numbers on a dark background, almost certainly blue).
A conductor and a motorman with Tramcar No 60 at Leyton Depot — photo undated, but probably taken in 1910 or shortly thereafter as it bears a poster advertising it as a 'Through Car for Epping Forest and Aldgate' (introduced in 1910). In contrast to the earlier photo above, the motorman's PCO 'Stage Driver Mechanical Power' licence has a dark-coloured border. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
Female staff
A Leyton District Council Tramways Great War conductress named Florrie. Author's Collection.
An enlargement of the above photograph showing details of the jacket, hat and insignia. Her jacket collars bear embroidered system initials and her grade, the epaulettes her employee number (54). The image is sharp enough to discern the design of the buttons. Unlike other surviving photographs (see below), there is no evidence of a cap badge.
A studio portrait of two Leyton District Council Tramways Great War conductresses — photo taken in 1915. Photo courtesy of the Tramways and Light Railway Society, with thanks to Eddie Dawes.
An enlargement of the above photograph showing details of the collar insignia. The PCO 'Conductor' badge is No 13556.
Another studio portrait of a Leyton District Council Tramways Great War conductress. Author's Collection.
An enlargement of the above photograph showing details of the uniform. Her PCO 'Conductor' badge would appear to be No 12868. The Leyton shield on her top button can also just about be made out.
A Great War studio portrait of an LDCT conductress, this time in a wide-brimmed straw bonnet, which may not have been an official issue, rather than the usual waterproof one. Photo courtesy of the Stephen Howarth Collection.