For four months, within a few days, the people of Luton have watched the tramways grow gradually into being. Now, at last, they are an accomplished fact, and tomorrow will see their formal inauguration.

The whole history of the Luton tramways is not contained, however, within the limits of so brief a period. It dates back to the first year of the 20th Century.

It is so long ago, in fact as 1900, that the possibility of tramways for Luton was first considered. Even before that date hopes had been entertained that Luton might some day possess a system of tramways, but the first definite scheme on record was placed before a joint meeting of the town council's highways and electric lighting committees in May 1900.

Several important works were then in hand, and it was thought wise, for the time being, to defer consideration of the scheme. Twice during the earlier part of the following year, this joint committee discussed the advisability of applying to the Board of Trade for a Tramways Provisional Order. It was not, however, until October 1901 that the town council, by appointing a tramways committee with ex-Alderman Giddings as chairman, began seriously to consider the whole question. It was forced upon their attention, undoubtedly, by the deposit about that time of plans for the Luton, Dunstable and District Light Railway scheme, to which as far as it affected Luton, the Corporation gave their consent. That scheme, after being taken to the House of Commons, it will be memorised, was withdrawn.

Then, for nearly two years, the tramways question occupied little attention. But in 1903, the late Mr A.J.I. Evans, who was the borough surveyor, presented to the town council a scheme for the construction of four miles of tramways within the borough. The scheme was felt to be a good one and the council decided to advertise for offers from company promoters or other qualified persons who were prepared to construct, equip and work it. Four offers were received, but none of them was considered satisfactory.



Councillor C.H. Osborne, whose enthusiastic support of a scheme for local tramways is only equalled by his almost expert knowledge of tramways, had become chairman of the tramways committee, in the meantime, and in 1904 he was largely instrumental in inducing the Corporation to apply for a Tramways Provisional Order. This Order was granted and confirmed by Act of Parliament in August 1905.

The tramways committee then instructed the present borough engineer (Mr S.F.I. Fox) to report upon the scheme, and also recommended the council to apply for borrowing powers to enable them to carry it out, without leasing the Order to a firm of private contractors. The question was lengthily debated but, eventually, was referred back to the committee. By this vote the council virtually declined to accept the responsibility of carrying out the Order themselves.

The next phase of the tramways discussion proved to be the last. The tramways committee took some to consider what course should next be adopted, and, to obtain some practical experience of the working of various systems, visited Lincoln and Wolverhampton, where a surface contact system is at work, and Dartford, where Messrs J.G. White and Co had constructed and were working an overhead system under a novel form of lease. The terms of the lease were reported to the town council and were received at first with a certain amount of incredulity.

The council were persuaded, however, to authorise the committee to enter into negotiations with Messrs J.G. White and Co Ltd with a view to obtaining frokm them an offer to construct, equip and lease tramways in Luton on similar lines to their agreement with the Dartford Urban District Council. In the meantime the council had found it necessary to obtain from the Board of Trade an extension of time for the commencement and completion of the tramways, and had also found it advisable, upon the recommendation of the borough engineer, to obtain from the same authority permission to widen the gauge of the track from 3ft 6ins to 4ft 8½ins.

All that followed is recent history. Messrs White and Co submitted to the tramways committee in due course an offer to construct, equip and lease the tramways for a period of five or 15 years, at the option of the council, the capital to be provided by the Corporation, and a rent, equal to interest and sinking fund charges during the term of the lease,to be paid by Messrs White and Co.

Eventually, on March 19, 1907, this offer was accepted, and the town clerk was instructed to make an application to the Board of Trade to borrow £65,000 for tramway purposes.
At the some time the borough engineer and the borough electrical engineer were jointly appointed to supervise the carrying out of the scheme. Sanction of the loan and to the wider gauge was received on July 4, 1907, 27 years being allowed for the repayment of the total loan. Thus was the way for the construction of the Luton tramways paved.

The work of construction, which has been followed throughout with the keenest interest by all section of townspeople, commenced on October 7, 1907. Messrs J.G. White and Co undertook to complete the contract within 4½ months, and so expeditiously did they set to work that there was little doubt from the first that their promise would be kept.
At times heavy rain and frosty weather caused slight delays but, from the first, no time was lost and, last week, the 'finishing touches' were added to the scheme.
The total capital cost of the tramways, including the necessary alterations to roadways, gas and water mains etc, amounts to £63,000. It will thus be seen that the town council's borrowing powers in respect of tramways have not been exhausted.



Of the system itself a brief description will probably be of interest. The tramways are constructed on the well-known overhead trolley system, and about 5¼ of the 6½ miles of track authorised by the Luton Tramways Order 1905 has been constructed. Including loops, the length of single track laid down is approximately 6¼ miles.

The track commences at the tramways depot in Park Street, and runs in one direction to the Laundry, Dunstable Road; in a second direction to Round Green, via New Bedford Road and Mill Street; in a third direction to the further lodge of Wardown Park; and in a fourth direction to the top of London Road, via Chapel Street and Ashton Road.

On three of the four routes there are fairly stiff gradients, but these present no serious difficulties. The stiffest gradient is 1 in 11. There is also a fairly long gradient of 1 in 14½.

The permanent way consists of girder pattern British Standard rails, of about 95lbs per yard for straight track and 10¼ lbs for curves. The rails are in 45ft lengths and are laid on a bed of concrete, 6½ ins thick, composed of Portland cement and gravel. Continuous joints, weighing 100 lbs per pair, hold them together.

The point sections are 12ft in length, of 150ft radius, and composed of manganese steel.

The track is paved almost throughout with granite blocks, but in George Street and outside places of worship Jarrah wood and creosoted deal blocks are substituted.
The rails are bonded by concealed bonds, and at every 80 yards the track is cross-bonded.

The lowering of the roadway underneath the railway bridges has been carried out by the Corporation's highways department.

The overhead equipment consists of steel side poles, bracket arms, trolley wires and guard wires. The poles are of various weights, ranging from 700 lbs to 1,000 lbs, according to the amount of work thrown upon them, and are securely cemented into the ground. To the upper portion of the poles the bracket arms are attached. These vary from 8ft to 16ft in length.

Both the poles and bracket arms are ornamental with iron scroll work. In a few cases poles have been dispensed with and wall rosettes are employed. The trolley wire is of grooved copper, and is suspended by flexible supports of galvanised mild steel wire stretched between doubly insulated globe strains. The guard wire above is of 7/16ths galvanised steel, and is earthed. Every fifth pole is bonded to the rails.



The car-shed has been erected in Park Street on a plot of land adjoining the East Ward Recreation Ground. It is a handsome building over 120ft long, 43ft 6ins wide and large enough to accommodate 16 cars. It is provided with four tracks, each supplied with a pit for facilitating repairs. There are also extensive offices, stores and repair shops.
The contractor for the shed was Mr W.G. Dunham.

The cars are 12 in number, and are constructed in accordance with the latest requirements of the Board of Trade. They are, in fact, of the most modern and convenient type. Of two decks, they provide seating accommodation for 54 persons – 22 inside and 32 outside. Inside, the seats are arranged lengthwise, but outside they are of the popular charabanc, fitted with self drying seats.

The electrical equipment of each car includes two 4-pole 500 volt series motors, each of 30hp controllers etc. Powerful wheel and track brakes are also fitted.

The trolleys are of the swivelling arm pattern and are fitted with detachable heads.

The car roofs are of bent ash covered with tongued and grooved pine. The ceiling is of maple veneer fitted with oak mouldings.

Illuminated destination signs are mounted over the canopies at each end of the cars. Each car is also supplied with a lifeguard.

Electrical energy for operating the trams is supplied from the Corporation Electric Light Power Station in St Mary's Road.

It is interesting, by the way, to note that the total capital expenditure upon the electricity works is about £56,000, and the total capacity of the station is 1,147 kilowatts.

The tramways are supplied with energy by one of the 85KW generators which may be worked in conjunction with the battery and reversible booster. A new traction battery has also been built.

Over a mile of cable has been laid for supplying the tramways.

The feeder pillars each contain two 300amp quick-break knife switches, four 100amp knife switches, lightning arrester, and test and telephone terminals, mounted upon polished marble slabs. The section boxes also contain two 100amp quick-break knife switches.


A section of tram track uncovered during
gas mains work in Upper George Street in 2007