Accrington on Rails - The Tramways: A Complete History - Robert Kenyon

( This Committee consisted of Cllr. Higham, Chairman, Cllr A.S. Bury, Vice-Chairman, plus councillors Langham, Waddington and Whittaker. A synopsis reads as follows ) - Having read and considered reports made by several officers and, having made visits to ‘many’ tramway systems and in the light of information obtained from numerous other tramway authorities and manufacturers of materials at current prices and of actual working results of undertakings similar to those envisaged for Accrington, this Committee is satisfied that the estimates contained in this report are sound. This was born out by Mr Stephen Sellon M.I.C.E., the Corporation’s ‘expert’ advisor during the passage of the Bill through Parliament in 1905. He speaks from experience gained in the construction and working of several hundred miles of tramways, representing an expenditure of £16million. SYSTEM Having visited Lincoln and examined the ‘stud’ system in operation thereon a length of tramway on level roadway about two miles in length, we strongly recommend the Council adopts the ‘overhead’ method of supplying current to the cars. It is the most economical to construct and operate and it is safer than the stud system. By virtue of the fact that neighbouring tramways are using the overhead system, in order to facilitate through running it would be necessary for us to do the same. Moreover, the Board of Trade gives unqualified licence to overhead systems, but only licences other types for ‘short’ periods of operation. Since the whole foundations of the tracks are laid on a concrete base, it would be impractical to tear it up in order to lay an underground supply. For all these reasons we recommend an overhead system of supply suspended on spans supported by posts. CARRYING OUT THE WORK - This Sub-Committee recommends that they are given permission to obtain tenders for the works, cables, ironwork, rails, overhead, plant and materials as soon as practicable, so that prospective contractors have time to prepare their tenders and estimates. We also advise that all work in connection with the concrete bed, its widening, altering and repaving, plus the works to the additional extensions of the tramway, the laying of the permanent way with welded joints, cables, and the erection of standards, should be carried out during the daytime under the supervision of our Borough Surveyor and our Electrical Engineer. The Sub-Committee also recommends that the tramway on the Burnley Road section should not be constructed beyond a point adjacent to the Hillock Vale Mill. With regards to the timetable by which the various sections of the tramway should be constructed, it is recommended that the new Oswaldtwistle and Burnley Road sections should start construction on or about March 1 st next (1907). This would enable all the staff of workmen free to move on to the reconstruction of the existing tramways by April 6 th next, which coincidentally is the date on which the existing lease with the Accrington Steam Tramway Company expires. Then work should commence on the reconstruction of the tramway from Church along Blackburn Road, through Peel Street to the foot of Burnley Road, this to connect the new sections to the depot and allow them to be brought into operation. Next in order should be the Clayton Section, leaving the Baxenden Section until last, as some consideration will have to be given to Haslingden for it to electrify its own system. During the time when the lines are out between the Market Hall and the tramway depot on Ellison Street, arrangements will have to be agreed with the Tramway Company in order to accommodate a sufficient number of engines and trailer cars at their John Street depot in Haslingden, so as to maintain a service over the Baxenden Section. It is also recommended that the work to install the overhead should commence and be completed before the permanent way work gets underway, so that whilst the roads are impassable the footpaths at least will be clear. TYPES OF CAR Although it is not yet necessary to settle on which type of car to purchase for use on the Oswaldtwistle Section, it will be necessary that these will have to be single deck saloons, due to the restricted clearance under the railway bridge at Church Station. This Sub Committee will however place before you plans and sketches of the types of suitable cars that are available.

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