1919
Enclosing the Siemens cars
Although the war was now over, materials for overhead work were still scarce or impossible to obtain, so yet again no work was carried out during this year. Eleven car were overhauled, painted and varnished. With the success of the rebuilding of the U.E.C. single-deck cars, it was decided to make a start on the ‘Siemens’ cars, No.’s 28-35. Rather than to extend the canopy, as had been carried out to No.28, it was decided to fully enclose the platforms to the same basic design as fitted to the single-deck cars, with the exception that, due to the position of the stairs, the space behind the stairs would not allow for the fitting of a window and this space was left open. Car No. 35 was the first to receive this new arrangement in May and was followed by No.33 in November. Upon re-building the decency panel was painted in a new livery of ivory. This was found to be so pleasing that it was decided to paint the decency panels of the ‘Milnes’ cars in ivory as well on all subsequent repaints.

Men return from the War
In the early part of the year Blackburn held a ‘Peace Festival’ at Ewood Park and many special trams were laid on for the occasion to take people to the celebrations. During this period many of the employees who had joined up for the war were demobilised and the Tramways Department were obliged to re-instate them. To do so the services of the women, taken on to fill the vacancies during the war, were reluctantly dispensed with. As more of the men returned they were taken on and the women left in reverse order to their employment, so the last engaged was the first to leave. From 1919 employees of the department were granted by the National Transport Workers Federation a 48-hour working week, wages to be calculated as for a 54-hour week, also time-and-a-quarter to be paid for Sunday and over-time for all time worked over nine hours per day. In addition 4 National Holidays, Easter Monday, Whit Monday, August Bank Holiday and Xmas day/Boxing day were to be paid double-time in undertakings where these days were worked. The Department estimated that these increases would involve an additional £7,000 to the wages for this year.

On Sunday 6th June a tramcar was proceeding along the incline at Hollin Bank, near the aquaduct Inn, when the trolley came off the over head wire and caught the span wire, breaking it. The trolley was lifted out of the standard by the impact and crashed into the road. The driver quickly applied the brakes and brought the car to a standstill. The electric current had to be turned off whilst repairs were made. The tram service was held up for about 35 minutes, and the car was towed back to Intack depot. Three passengers on the top deck complained of shock, two receiving slight cuts and bruises.

1920
On January 20th, 1920 the Tramways operation finally became a separate part of the Council and The Tramways Committee was formed under the Chairmanship of Councillor Higham.

Fares on Football Specials
Also in January a revised fare for the ‘Football Specials’ was introduced from the 10th, fares were as follows:

Church Section
From Church to Football Ground.................…..8d.
From Old Mother Recap to Football Ground......6d.
From Wellington Inn to Football Ground...........5d.

Wilpshire Section
From Wilpshire to Football Ground.................6d.
From Bastwell to Football Ground..................5d.

Preston Road Section
From Billinge to Football Ground..........……...5d.

Darwen Section
From Railway Station to Football Ground.......3d.

During 1920 four more of the ‘Siemens’ cars were re-built at Intack, these being No.’s 29, 01, 31 and 32. Materials for track renewals were beginning to come through, and as some track was starting to show it’s age, having not been dealt with since before the war, several jobs were treated as priority and included the points and crossings being re-laid in three separate places. In March it was reported that the street traction poles were “...looking the worse for wear...” and to solve this 509 poles were over-hauled with another 441 painted at a total cost of £37. 6s 0d. The Tramways Manager reported that the poles had been specially treated and it was hoped that they would now last “...a good many years longer...”. To help with the work in the Blacksmith’s Shop at Intack depot a power hammer was purchased £114.

A new ‘Vulcan’ 4-cylinder tipper wagon, Reg. No. CB 163, was purchased for use by the Permanent Way Department, and made the transportation of sand, setts and other equipment much easier and economical.

Electric consumption per route mile showed an increase and this was attributed to the ever-increasing vehicle traffic on the roads. This extra increase in road traffic meant that the trams were having to stop and start more frequently. Also this put wear on the road setts which were not designed for heavy traffic as they were of a very ‘soft’ type. It was, therefore, decided that a harder type of granite sett, along with heavier rail, would be used at all subsequent renewals. A much longer life was obtained by this and track was no longer in need of replacement some five or six years before it should have been. This once again shows the foresight of Mr Cowell, who was constantly looking at ways of improving the system on all levels.

Sunday Services
In July the Sunday morning services, suspended during the war, were re-instated on the 11th of the month, the first trams to leave the Boulevard were for Accrington and from the Water Street terminus for the Wilpshire route at 9:40a.m., and both these routes would then operate a 20=minute service until 1:20p.m. The first incoming trams left Accrington at 9:40a.m. and Wilpshire terminus at 10:00a.m. The Preston Road route service began with the first car from the Boulevard at 9:50a.m. a second at 9:55a.m. and a third at 10:50a.m. There would commence a 40-minute service until 1:20p.m. Down cars from Billinge would leave the terminus at 10:05a.m., 10:10a.m. and 11:00a.m., then every 40-minutes until 1:00p.m. Trams for Cherry Tree would leave at 9:40a.m. and 10:40a.m. and then run every 40-minutes until 1:20p.m., the inward cars would leave Cherry Tree at 10:00a.m. and 11:00a.m. then every 40-minutes until 1:00p.m. On the Darwen route no through cars would run until 1:05p.m. when the usual 10 minute service would commence, however, a morning would run to the borough Boundary from 9:40a.m. and every 40-minutes. The Audley service began from the Boulevard at 9:50a.m. and then at 12:00noon, 12:30p.m., 1:00p.m. and 1:15p.m. returning at 10:00a.m., 12:15p.m., 12:45p.m. and 1:15p.m. At 1:20p.m. a full service began on all routes, except Audley, where a 15-minute service began at 1:15p.m.

1921
As materials were becoming more and more available the Permanent way Department undertook several special projects. On the Church section the 240 yards of interlaced track under Church Bridge was replaced with double track, thus preventing delays in services and saving considerable time. On the Darwen section points and crossings were renewed and the redundant section of the old reversing triangle in Darwen Street was taken up and the re-instated road was asphalted. The junction at Freckleton Street, on the Cherry Tree section was re-laid, equal to 117 yards of single track. Two miles of trolley wire were also replaced at various locations on the system.

The last ‘Siemens’ car, No. 34, was re-built. The experimental car of 1914, No.28, was also re-built, though this car only received enclosed platform windows. Upon re-building No. 28 also received new Dick, Kerr Ltd. electrical equipment including resistors and DK 3c Controllers. All Blackburn’s trams were now totally enclosed on the lower deck, which must have been a great relief to the crews. The workshops at Intack were also occupied during the year in the over hauling, painting and varnishing of fourteen cars.

New Welding Plant
A new welding plant was installed at Intack depot and commenced operations and proved most satisfactory, prolonging the life of rails even further. A new Tramway Office was purchased at 65, Church Street for £15,290. 3s. 0d. and alterations to the building costing £3,460.14s.11d., though the 2, Salford offices were not vacated for a further 12 months. At the same time as this change of address, the telephone number was changed to (Blackburn) 4321.

A number of indignant letters were received by the local press around this time, asking why the Corporation did not lay lines along Bridge Street to allow Darwen, Audley and especially ‘Football Special’ service cars to run out of the Boulevard this way (see map page ). However, the fact of the matter was that the Corporation had no powers to lay lines beyond the ‘dead-end’ that already existed. Not only would they have to over-come the opposition of the railway Company, who objected to any lines passing their goods yard entrance, but, also, apart from the single-deck cars, all the trolley masts would have been on the ‘wrong’ side should the trams leave this way, and would not have been long enough to reach the wire.

Commissioned report on the Tramways
The Corporation duly considered all alternations to the problem, and, taking it one step further, decided to commission a report on the undertaking, which was carried out by Mr A.R.Fearnley M.inst.,A.E. of Sheffield Tramways.

The Tramways Committee asked Mr Fearnley to advise on four aspects of the tramway operations:

1. Whether any reconstruction of the present system is desirable and practicable.
2. Whether extensions are desirable.
3. Whether they should embark upon the running of Motor buses either as supplementary to or independent of the Tramway system.
4. As to their General policy in regard to the undertaking.

Detailed below is the full report:

“...I have made an inspection of the entire system, including TRACK, CARS, OVERHEAD LINE, DEPOT and WORKSHOP, and find the whole undertaking in first-class working order.
The TRACK has been maintained in a very satisfactory condition, and requires only similar attention to that which it is now receiving to maintain it in excellent running order.
The ROLLING STOCK is in excellent condition - the mechanical, electrical and bodywork have been splendidly maintained, and the condition of the ROLLING STOCK is probably not beaten by that of any Tramway in the Country.

The OVERHEAD LINE is in good working condition, but I note there still remain one original defect in it’s design and construction, caused by side poles and short brackets, necessitating a side running trolley, thus requiring cars to be turned at a number of points on the system, causing some delay and lack of flexibility in working, and is also a source of a little irritation to passengers under certain traffic conditions.
This original defect in the construction of the OVERHEAD LINE should be altered. The necessary poles are now becoming more reasonable in price, so that the improvement can be carried out without serious expense to the system, and the alterations will allow for improvements in the service and result in a longer life to the OVERHEAD LINE and trolleys.

The DEPOT and WORKSHOPS are maintained in first-class condition, the PLANT and EQUIPMENT generally are well up to the requirements of the system, and the quality of the work done in the Depot and Workshops is reflected in the ROLLING STOCK which is found upon the road, and the manner in which the Cars maintain the service.

DARWEN TRAMWAY THROUGH RUNNING - When inspecting this portion of the system I noticed exceptionally serious corrugations on the Darwen Track which are reaching such a state that it is imperative they should be dealt with. The noise in the Cars was very objectionable and the trouble can be so easily removed that I venture to suggest that Mr Cowell be instructed to point out to the Darwen Tramway Authorities the necessity for immediate grinding out of these corrugations in the interest of both authorities using the track.

I am sure the Darwen Authorities would accept the suggestion in the spirit in which it is made and readily give their assistance in this important matter.
TRAMWAY SERVICE - The balance remaining on the last two years’ working demonstrates that on the fares charged the service provided was, on the whole, very near the maximum, which the traffic would support.

So far as one is able to ascertain from an inspection of the routes and observation of the passengers requiring transport facilities, the conditions at various terminal points (both the inside and outside termini), the service provided appears to meet in a reasonable manner the local requirements of the district.

It is noted, however, that all the services are working separately and entirely independent of each other; that is, there is no running through between one point and another on the system.

Whilst this arrangement has no doubt some little local advantage, it is to-day agreed that from a transport point of view the advantage of Through Running Cars between various well populated districts outweighs the little advantage of the purely local system, and I suggest that it would be worth while the Committee to consider the question of Through Running between a number of routes.

The operation of through Routes has a tendency to increase traffic, reduce standing or waste time at terminal points, and generally improve the utility of the Undertaking.
When the improvements have been made to the Overhead Line to allow for the centre running trolley, a Through Service of Cars might be tried, say, between North and South points of the system. DARWEN to WILPSHIRE, and eventually to WHALLEY, would be an attraction, and DARWEN, BLACKBURN and ACCRINGTON might also be a source of additional traffic, local knowledge being used to decide the routes to be coupled on account of the community of interest existing between the different points of the area served.

WHETHER ANY RECONSTRUCTION OF THE SYSTEM IS DESIREABLE AND PRACTICAL. - I am of the opinion that, generally speaking the system does not require reconstructing, and that whilst if one was starting ‘de novo’ to lay out the system, some alterations might be made in the centre of the town, as the buildings and streets are now laid out, this does not appear to be any way a practicable proposition.

I have given consideration to the question of taking Tramways up and down Church Street and King Street, and also through King William Street, but must say that the day appears to have past when such a proposition could have been carried out at a reasonable cost, with any prospect of making it a success, and without serious inconvenience to other road users of these main streets.

WHETHER EXTENSIONS ARE DESIREABLE - I am of the opinion that your Corporation will be well advised in obtaining powers to extend the system in a number of directions.
Your system of Electric Traction has now been in operation over twenty years; facilities offered for transport are now more largely taken advantage of than ever before, and the Tramway is now considered one of the most valuable assets placed in the hands of municipalities to assist in providing both for business requirements and general welfare and development of a district.

I am of the opinion that powers should be taken to extend the Tramways, as follows:-
CHERRY TREE STATION to PLEASINGTON - A distance of approximately one and a half miles.

WILPSHIRE SECTION to WHALLEY - A distance of approximately four miles.
There is no doubt that this would be a very popular tram ride; that developments would follow the Tramway extension, and that from the point of view of the municipality it should soon prove a good investment.

PRESTON ROAD SECTION to BOROUGH BOUNDARY on PRESTON NEW ROAD - A distance of approximately seven-eighths of a mile.

WHETHER MOTOR OMNIBUSES SHOULD BE OPERATING EITHER AS SUPPLEMENTARY TO OR INDEPENDENTLY OF THE TRAMWAY SYSTEM
A large number of the municipalities who own and operate Tramways have already obtained powers to work Motor Omnibus Services in connection with, and as extensions of, their existing Tramway System.

The tendency which is noted in some towns for the municipality to own the Tramway and leave the operation or provision of transport arrangements immediately outside the thickly populated districts to the owners or systems is, in my opinion, a serious error.
Enormous developments are taking place in Road Passenger Transport Services, and in view of the developments which are taking place in the Motor Omnibus Systems, I should recommend the Corporation to apply at an early date for the necessary powers authorising them to provide and run Motor Omnibuses within the Borough, and also in connection with their Tramways in certain districts adjoining the Borough.
Referring to operation of Motor Omnibuses within the Borough, powers of this sort would allow the Tramways Committee to provide passenger transport facilities for.
GRIMSHAW PAR and GUIDE
LOWER DARWEN
MILL HILL
and for testing the requirements of any other districts within the Borough where it might be thoroughly advisable to provide a service.

The Capital Outlay is comparatively a small one, and the risk incurred in ascertaining whether a route is likely to be a success one or not, if properly handled, is very small.
Outside the Borough there is a number of routes on which the Municipality should take powers to operate Motor Omnibuses connecting up with their Tramway Undertaking, issuing Through Tickets on the Tramway to continue the journey on the Motor Omnibuses, and visa versa, and thus increasing the efficient service rendered by the Tramway System - the ‘buses acting as feeders of the Tramways.

The districts which might be served in this way are:-
ACCRINGTON ROAD - From WELLINGTON INN to RISHTON and GREAT HARWOOD. - In both of these districts there is a large population, and without doubt considerable community of interest between the districts of your Borough.
From WILPSHIRE to RIBCHESTER - Taking powers for this route from the present terminus of the Wilpshire Tramway route, to be used until such time as the Tramways are extended.

From the BOROUGH BOUNDARY on the PRESTON ROAD to the BOROUGH BOUNDARY of PRESTON, where they would meet the Preston Corporation Cars.

AS TO THE GENERAL POLICY IN REGARD TO THE UNDERTAKING
On the question of general policy it might be said that there is some little feeling of uncertainty as to the future of Tramway Undertakings.

The high cost of Permanent Way Construction within the last few years has, along with the War, largely retarded Tramway extensions being undertaken.

At the present time, however, considerable extensions are in progress or contemplated in connection with a number of municipal System, and Tramway Costs are, generally, showing a tendency to decrease, so that by the time powers can be obtained for extensions, the indication seems to be that once again Tramway Permanent way may be laid down at a reasonable expenditure.”

Although the Parcels Department was bringing in much needed revenue to the undertaking, ways of making the service more economical were looked at and it was decided to dispose of the work of collecting and delivering and to have receiving offices at suitable locations throughout the town. This system was considered ‘vogue’ in several towns and cities and the result in Blackburn proved most satisfactory.

1922
In January 1922 an offer was made by the ‘Standard Electric Light Company Limited’ for the rights to place advertisements on the street traction poles, and although the Committee gave the matter due consideration, as this would have brought in a steady revenue, the offer was rejected on the grounds that these advertisements would not enhance the appearance of the poles.

In June ‘Free Passes of Travel’ were issued to blind residents of Darwen who worked at the Blackburn Workshop for the blind.

During this year 13 trams were fully over hauled and the Department began to look at ways of top covering the remaining ‘Milnes’ cars to enable them to traverse all routes. The problem, as stated before, were the bridges, most notably that at Church, which was the lowest on the system at 15ft. 6 inches. An idea was put forward to look at the possibilities of lowering the roads under the bridges, but this was deemed to be too expensive, and the problem was put on the back burner for another three years.
There was a strike by colliery workers during the year, which resulted in a shortage of coal at the power station, thus seriously affecting receipts, although services were only curtailed for a short period of time.

The track along Freckleton Street and St. Peter Street was re-laid where appropriate, also during the year 1 mile and 252 yards of trolley wire was renewed and new distribution wires were installed where required.

To help improve the working conditions of employees, a dining room was established at Intack Depot, and became an instant ‘hit’.

It is interesting to note that at this time as well as the depots and offices the department also owned the following properties:

Four houses in Simmons Street
Seven houses in St. Ives road, Intack
A plot of land in Calander Street
‘Brook Villa’, Wilpshire
‘Carr House’, Whitebirk

These houses were used by employees of the Corporation, especially high-ranking officials.

The centre traction poles along the length of Preston New Road from the Town Hall to Montague Street were causing problems to the ever-increasing road traffic, and it was decided that these should be removed. They were replaced with side poles and span wire, the poles being of a planer design than the originals. At the same time the roadway was completely tarmac’d over. The new poles cost £1,098 and the whole operation cost £1,600. At the same time the Lighting Department fitted streetlights to the new side poles.

In December it was decided that small lights should be fitted to traction poles where there was a stopping place to help in the loading and unloading of passengers at night-times.

1923
In January 1923 it was thought desirable that a clock should be provided at or on the Boulevard so that crews would be better able to keep to time. Several options were looked at and eventually it was decided that the clock of the Parish Church (now Blackburn Cathedral) should be made illuminated and a contribution was made of £200 for the work to be carried out.

In March 1923, leading Costumiers & Furriers NICOLLS of King William Street ran a competition in conjuncture with the Transport Department. Between March 23rd and March 31st if anyone brought in a tram ticket and it's number matched a number on any one of Nicolls new collection of spring coats, they won! In their advert inthe Northern daily Telegraph, Nicolls stated that every gift is worth "£3.3s at least"

During this year 15 trams were over hauled to the usual degree, and 3,217 yards of trolley wire was renewed and track alterations were made to the Aquaduct curve, on the Darwen section, at a cost of £140. Track was also re-laid on Railway Road, the Bridge Street curve, the Mincing Lane curve, the Intack curve and the junction at St. John’s Church.

During 1923 the possibilities of purchasing land from Messrs Wilding & Son’s at Billinge were looked into with a view to the erection of a tramway shelter, however, due to the cost involved it was decided not to purchase the land.

Around this time the cost of electric current supplied to the Department was charged at 1½d. per unit.

1924
The centre poles at Salford were removed and replaced with side poles and span wire to the same style as those erected on Preston New Road the previous year, so popular that move had been. The traction poles at the Infirmary on Bolton Road were set back to accommodate the widening of the road at that point. Trams over hauled during this year totalled 10 and the 2 x 35h.p. motors fitted to ‘Milnes’ car No.48 in 1916, which had proved unsuccessful, were removed and the original 4 x 20h.p. motors were re-fitted, the 35h.p. motors were then fitted into ‘Siemens’ car No.32 as it’s motors were becoming worn out.

In May 1924 the works football team of Blackburn Corporation Tramwaymen became champions of the ‘Blackburn and District Thursday League’. see picture

The funeral took place on June 16th of Thomas Umpleby, who had been the first steam tram driver in 1887, and had been with the tramways for 37 years until his retirement on ill-health earlier in 1924. It was stated that the total damage to vehicles for which he could be held responsible did not exceed £5! He was highly respected by both Management and staff. The Committee was represented at the funeral by Mr Cowell and Councillor Higham as well as 20 employees.

Plans were also drawn up in October 1924 to widen the dual carriage-way (then under contruction) from Brownhill to Little Harwood to allow the construction and installation of a central 'reserved track' section, though unfortunately these plans did not come to fruition.

To see the plans CLICK HERE

With hindsight, the period between 1921 and 1925 was when the system reached it’s peak. The figures for passengers carried were at their highest, with on average between 1,350,000 and 1,600,000 per month travelling on the trams, though, as will be seen later, figures were higher during World War ll, that was entirely due to the hostilities, restricting the full use of buses and automobiles.

Like many other towns, Blackburn found that the heyday of the tram was on the wane from 1925 onwards. The tramcar had ruled the roads for a quarter of a century without any real competition, from here on in that competition, from omnibuses and private motor cars, would be hard fought.