This was granted, on the proviso that should a company subsequently express interest, and make a reasonable offer for the cars and associated plant, then Huddersfield would cease to operate the system.

Part of the system nearly became cable-hauled, as the Hallidie Cable Company offered to build and run a section.

The tram engines were underpowered to haul the new tramcars, and so 15 new locomotives were ordered from Kitson and Company of Leeds, with another 10 from Thomas Green & Son.

The concept had been demonstrated to be feasible on the Portsmouth and Glasgow systems, both of which used the same gauge, but such trains did not run on the Huddersfield tramlines while there was steam haulage.

In order to protect their investment, the Corporation obtained an Act of Parliament in 1897, which enshrined their right to operate the system.

In 1900, a line to Slaithwaite was opened, which included a 3-mile (4.8 km) section which ran through the Urban District of Linthwaite.

Linthwaite built the tracks for this section and then leased them for £1,125 per year to Huddersfield, who ran the steam trams over them.

[8] The opening of the line to Slaithwaite required additional rolling stock, and it was this that ultimately led to the decision to electrify the whole system.

Campbell suggested building a new power station, car sheds and offices at Longroyd Bridge, and this was accepted by the Corporation.

The Board of Trade then made an inspection of the tracks, and electric services started running from Huddersfield railway station in St. George's Square to Outlane and Lindley both via Marsh and Edgerton on 14 February 1901.

In anticipation of such a service, a branch was built from the Outlane route to Wellington Mills, owned by Martin Sons & Co.

Two electric coal trams were built, each with Westinghouse motors and Westinghouse-Newall magnetic track brakes.

Staffing shortages were helped by employing women as conductors, but they were not used to drive the trams, as some of the routes were thought to be too arduous for them.

A final extension to the Leeds Road football ground was opened in August 1923, although further doubling of tracks took place in 1924 as part of a road-widening programme.

Once Parliamentary sanction was obtained, the trams were withdrawn, the roadway was reconstructed, and new overhead wiring was erected.

The new service opened on 4 December 1933, and the Corporation quickly decided to convert the routes to Lindley, Outlane, and Waterloo.

[12] The closing ceremonies were somewhat muted, due to the blackout and other restrictions caused by the hostilities of the Second World War.