In September 1897 the ‘Blackburn Corporation Tramways Act (1897)’ was submitted to Parliament, an agreement between the Company and the Corporation being reached and signed on September 11th. In the Act provision was made for the construction of additional lines and that electricity was to be the new form of motive power, and that the Corporation was to be responsible for the supply of electricity from the power station, situated at the corner of Jubilee Street and Bridge Street, to the system.

Additional Lines
Additional lines proposed were as follows:
Tramway No.1...from the existing tramway terminus at Billinge End to run along Revidge Road and terminate at Four Lanes End. This line being one mile, one furlong and 3.18 chains in length of which 7 furlongs and 4.70 chains would be single track and one furlong 8.48 chains double track.
Tramway No.2...from the existing terminus at the Cemetery and terminating near the Old Toll House at Brownhill. This line would be 4 furlongs, 9.5 chains in total, with 3 furlongs 9.84 chains of single-track and 9.66 chains of double track.
Tramway No.3...from the existing terminus at Copy Nook, on the Church section, and to run along Audley Lane, Queen’s Park Road and terminate at Queen’s Park. This line would be 4 furlongs 7.42 chains in total, with 3 furlongs 2.96 chains of double track and one furlong 4.46 chains of single track.
Tramway No.4...from the existing terminus at the Griffin Inn to terminate at Spring Lane (known as Witton Stocks). This line would be 3 furlongs 2.57 chains in length of which 2 furlongs 3.24 chains would be single track and 9.33 chains of double track.
Tramway No.5...commencing by a junction with the existing tramway in Mill Lane and along Mincing Lane, Darwen Street, Park Road, Lower Audley, Audley Range and terminate at a junction with the existing tramway at the Fountain Inn, Accrington Road.
Tramway No.6...commencing by a junction with Richmond Terrace and the existing tramway in Ainsworth Street and pass along Richmond Terrace and terminate in Preston New Road at a point 1.60 chains north west of the drinking fountain at Sudell Cross.
Tramway No.7...commencing at a junction with the existing tramway at High Street and Railway Road and passing along Railway Road and terminating 5 yards north of the west corner of the booking hall of the Blackburn passenger station of the Lancashire & Yorkshire Railway.

Of the above No.’s 1,3 and 5 were never built, No.2 was eventually extended as far as Wilpshire and No.4 was built and then later, in electric days, extended to Cherry Tree.
The Act also gave a time limit of 5 years in which to complete the alterations and electrification of the system or an extension of the act would have to be sought. It was also stated that where double track was to be laid and the distance between the nearside rail the footpath would be less than 9ft. 6ins, that a crossing was to be put in to allow the trams to be diverted from one track to the other.

In July 1897, the Corporation’s engineer put forward a scheme that the traction poles for the tramway should also be used for lighting purposes and that small twin lamps should be fitted to each centre pole along Preston New Road and a single lamp to the remainder, the Committee agreed that this should be done on erection of the poles.

The Borough Engineer also submitted plans that the Company be requested to lengthen the passing loop near to the Railway Bridge on Whalley New Road (Skew Bridge) by 50 yards.

During the life of the Company passenger traffic increased steadily as the figures show:

1887 Mileage 171,600
Receipts £7,800
1897 Mileage 343,228
Receipts £16,098

It may be interesting at this point to have the comments of an unknown gentleman who was employed as a conductor on the horse trams:
“I worked on the Witton Stocks horse trams and the service for that route was operated by two trams daily, with the exception of Wednesday and Saturday afternoons, when it was increased to three. The first tram to leave Salford terminus was 8a.m. and the last 11p.m. On Sundays there was also three trams on that route, when the first one out was 2p.m. and the last at 11p.m. Very often I, and others, when there was a ‘load’ waiting at night, had to do an extra journey and never at any time can I remember leaving the depot at Simmons Street before 11:30p.m. Now a little arithmetic will show you that in a full week I worked 15½ hours per day for 6 days and 9½ hours on Sundays, showing a total of 102½ hours. Every day had to be worked all the way through without a solitary break, even for meals, and during bad weather the horse trams gave us no protection whatsoever. The wage was 18sillings minus 7d. because it was deducted by only working half a day on Sunday. Pay for over-time? Yes, but only when we had to stand by until 2a.m. whenever there was a Ball at the Town Hall. I then got an extra 2 shillings Upon our ‘shed day’, as we used to call it. both driver and I had to be down at the depot before the first car went up the road, purchance any duty men failed to report, owing to sickness or otherwise failed to report. Then we were taken off our swilling and scrubbing to take the place of the non-arrival...”

Siemen’s Bros. to construct the system
In August negotiations began with Siemens Bros. & Company Limited, London, who had already constructed the electric lighting generating works at Jubilee Street, with regards to the construction of the electric tramway system, and 2 months later in October a contract was granted and signed. Their task was to erect the traction poles, the fitting of the span and running wires, the laying of track, cables and the installation of generators at the power station. Work, in respect of converting the system, began with the Witton and Preston New Road (Billinge) routes and by November 1897 sufficient rails had been purchased to enable the doubling of the track where necessary.

In late 1897 the passing loop on the Cemetery section between Pine Street and Larch Street was extended by approximately 60 yards.

In December a special Sub-Committee, including representatives of the Corporation, the Company and Siemens Bros. visited the works of G.F.Milnes and Company, at Birkenhead, and after a recommendation from that firm as regards to a type of electric car, an order was placed for 8 cars with Milnes. These trams, however, were to take over 12 months to arrive!

It was suggested around this time that it would not be necessary to have centre poles along the whole of Preston New Road due to the road being narrower beyond Montague Street, and it was decided that side poles with bracket arms would be fitted from this point to the terminus and Siemens Bros. were instructed to carry out this task.

1898
In February 1898 drivers of the trams on the horse car sections were granted a wage increase of 3d. per day. At a full meeting of the Town Council on Thursday April 7th, the appointments was made of the Electricity and Tramways Committee and in July Mr A.S. Giles, the Borough Electrical Engineer, was appointed as the first Manager and Mr J.H. Cowell, formerly a Manager with the Company, as Traffic Manager. Work on the electrification continued throughout this period, and during this time a horse and steam service was maintained, though with a somewhat erratic time-table.

Purchasing Blackburn & Over Darwen Trams
In April the Corporation received notification from Darwen Corporation that they intended to give notice to purchase so much of the undertaking of the Blackburn & Over Darwen Tramway Company that lies within the Borough of Darwen. The notice also hoped that Blackburn Corporation would follow suit and purchase and the section of the system that was in the Borough of Blackburn. The matter was referred to a Sub-Committee to deal with.

At a meeting of the Committee it was decided that the new tramway in Richmond Terrace and the extensions at Witton be at once proceeded with, and that the Borough Electrical Engineer take all the necessary steps to carry out the work wit a view to it being completed by July. It was also decided to negotiate to buy a piece of land at the corner of Richmond Terrace and Ainsworth Street with a view to improving the curve of the proposed tramway at that point.

It was decided in May that the seats for the new trams should be of the ‘lathe and space’ type, which had been shown to the Sub-Committee on their visit to the works of G.F.Milnes. In June the Public Works Loan Commissioners of the Corporation authorised to the Tramways Committee the sums of £87,000 to purchase the Blackburn Corporation Tramways Company and £17,000 for further tramway extensions, this loan to be re-paid at 2¾% interest over 30 years.

Track Alterations
To help ease some of the congestion that still existed at Salford Bridge, the Corporation put forward a plan to terminate the Church route on the Boulevard, but as the Railway Company had originally objected to this practice, permission had to be sought, which was duly granted. In accordance with this agreement a new line was built from the junction at the corner of High Street to the front of the Adelphi Hotel (i.e. tramway No.7 from the 1897 Act), and formed a double siding. This left the Cemetery route as the sole occupier of a once busy Water Street terminus. At the same time as these alterations, certain trams were allocated to each route and ran solely on that route. In August, the loop in front of the Town Hall in King William Street was taken up and a single line left in situ.

The Blackburn Corporation Tramways Bill received the Royal Assent on 25th July, and on 24th August the Corporation took over from the Company.

Despite the ‘euphoria’ that had accompanied the opening of the tramways in 1886, with regards to a profit making operation, by the end of the life of the Company the share-holders were no doubt glad to be bought out. The history of the Company had shown that it had not been very remunerative, during the years 1886 to 1897. The shareholders were only paid 5 dividend, about one every two years. The first year they received 10% but that soon dropped to 5% and finally to 3%. Though it should be noted that at this time people with shares in Companies were looking for around 2 - 3% interest per annum on their investment, acceptable rates being around one third of what they are today.

It is interesting to note that when the Corporation took over from the Company there were only seven other municipalities in the Country owning and operating their own tramways, these were Liverpool, Blackpool, Leeds, Sheffield, Huddersfield, Glasgow and Plymouth.

Reduction of Working Hours
The staff of the Company were also taken on by the Corporation, and they had their working hours reduced to 90 per week, with Inspectors wages being £1,7s.6d, steam drivers £1,12s.6d. and horse tram drivers £1,5s.0d. It is interesting that Inspectors wages were less than steam tram drivers, presumably reflecting the mechanical knowledge and skill which was rated higher than the Inspectors supervisory position. Later in the year the working hours were reduced even further, first to 82 hours and then to 70 hours.

It is interesting to see how these trams appeared to the public and following is a quotation from a local newspaper, who talked to a gentleman about his recollections:
“...These steam drawn trams were taller than the electric ones we now have, and I recall the upper-deck was roofed over as a protection against sparks from the detachable engine in front. At the rear they carried a red oil lamp, in some sort of box, similar to the style of the navigation lamps of a steam ship. A long chimney protruded from the engine cab and as soon as the engine chugged away it usually exuded dense smoke and sparks in a most alarming fashion. The mechanism, which could be operated from either end, was controlled by an engineer wearing oil-soaked blue over-alls and a cap with a glazed neb. If my childhood memory is not at fault, he was also addicted to chewing tobacco which he exporated through the window at regular intervals with admirable impartiality.”

In October a purchase was made of 100 tons of rail in preperation for further extensions and the electrification of the system. A sample of a new uniform was delivered which was dark blue, of ‘Police Quality’, with red stripes along the edge of the collars and cuffs.

The first Tramway Managers report was issued in November and was as follows:
Total Mileage....…..31,191
Passengers..........252,213
Receipts...........…..£1,568.11s.8d.
Expenses.................£930. 9s.7d.

Towards the end of 1898 notice was given by both Blackburn and Darwen Corporation’s to the Blackburn & Over Darwen Tramways Company Limited to state their intentions to take up the option to purchase the system, as under the terms of the Acts of 1870 and 1880.

1899 Taking Over the B & O D Company
An agreement between all concerned was reached and on January 1st, 1899 Blackburn Corporation paid the price of £22,337 for that portion of the Blackburn & Over Darwen lines within the Borough.

The full agreement being:
1. Darwen to purchase the depot situated in Darwen at a price of £2,000.
2. Blackburn to purchase the stores.
3. Darwen to keep lines in repair within their own Borough for which Blackburn to pay Darwen the sum of £340. per annum.
4. Blackburn to take a lease from Darwen of the line within Darwen for 6 months and then subject to 3 months notice at a rent of £916,10s.d. a sum fixed by arbitor.
5. Monies paid by the two Corporations:
Darwen.........£26,163
Blackburn.....£22,337

In addition Blackburn took 3 engines and 3 trailers. The engines were ‘Green’s’ locomotives, similar to those operated by the Blackburn Company, but with ‘tube’ condensors instead of the ‘Falcon’ box type. The 3 trailers were enclosed double-deck bogie cars, built by G.F.Milnes, these cars remained sheded at Darwen depot. The remaining engines and trailers of the Blackburn & Over Darwen Company were stored at Darwen depot and eventually sold for scrap, some fetching the princely sum of £10!

The amount need by Blackburn, namely £22,337, was borrowed from the Public Works Loan Commissioners, repayable with 2¾% interest over a 30-year period. The purchasing of the two Companies had cost Blackburn Corporation a total of £109,000, which although of-set, albeit very small, by the sale of the steam engines, trailers and other items, for £7,179.14s.4d., was to be a great burden on the Corporation’s finances during the early years of electric operation, as will be seen later. The Corporation also came in for some criticism for granting such long leases to the Company in the first instance.

Although the former Blackburn & Over Darwen lines within Darwen were now owned by Darwen, as stated in the agreement, the running of the service was leased to Blackburn, and for this purpose 3 engines were allocated to help run this section along with those already at Darwen. To help with this, the two former Company lines were joined at the junction of Darwen Street and Jubilee Street by the addition of a curve which allowed the Darwen route trams to get to and from the Intack depot via the Boulevard, for maintenance purposes, there being no such facilities at the Darwen Depot. The Manager of the Blackburn & Over Darwen Tramways, a Mr Cook, and the Locomotive Supervisor, Mr Freeling, had their services terminated.

Advertising on the New Trams
In late January the question of advertising on the new electric trams arose. After some discussion it was decided that the agreement between Messrs Rueter’s and the late Company, due to expire on December 31st, 1899, would be terminated and that a Mr Burnley, who had taken over the business of Rueter’s, would advertise on behalf of Rueter’s on the Accrington and Cemetery sections for as long as they were not being worked by electricity. This agreement to come into effect on the commencement of the electrical working of the Witton and Preston New Road sections.

An application was received from the Darwen Borough Engineer for free passes of travel for members of his department on so much of the tramway that were situated within Darwen. The Committee agreed to this on payment of 1 guinea per annum.

The Tramways Manager reported to the Committee that, even after the commencement of the new electric cars, it was still his intention to operate horses on the Cemetery section until full electrification, and that seeing as the Simmons Street depot would be used for the new electric car fleet, it would be necessary to find temporary accommodation for the horses and cars until that time.

For the construction of the system various purchases were made and included:
Askam Bros. & Wilson Ltd - points and crossings...........£735.10s.8d.
Leeds Steel works Ltd. - tram rails, sole plates etc.......£1,180.14s.0d.
Dick, Kerr Ltd - fishplates...............………..…….....….........£5. 7s.6d.

Many letters were received by the local press from residents and townsfolk, fed up with the havoc created on the roads by the re-alignment of tracks and the erecting of traction poles and the digging for the laying of cables, the work was taking longer than had first been expected and “...there is no sign of it ending...” wrote one fed-up resident.