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PLYMOUTH'S MUNICIPAL PASSENGER TRANSPORT.

16th October 1928
Page 24
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Page 24, 16th October 1928 — PLYMOUTH'S MUNICIPAL PASSENGER TRANSPORT.
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Which of the following most accurately describes the problem?

A Committee Report on a Proposal for Displacing the Entire Tramways System by Motorbuses.

MEE Plymouth Corporation recently called for a report in regard to a suggestion for abandoning its tramways system, which, it was proposed, should

be replaced by motorbus services. The tramways and transport committee of the corporation has now presented its report on the subject and cannot see its way to recommend the abandonment of the tram system upon which there is a net debt of £397,612. It is stated that to provide an alternative system of transport in order to give an equivalent passenger-carrying service to that now afforded by the Plymouth tramways, 120 double-deck and 20 singledeck motorbuses additional to the present fleet would be required. The total capital cost of these extra vehicles would be approximately £275,000, representing an annual capital charge of

£49,000 based on a seven years' loan.

The capital charges in respect of land and buildings made available for this system on the outstanding debt amount to £2,980 per annum ; annual charges for plant and machinery to £426 and annual charges in respect of existing buses to 110,676, involving an annual total capital charge in respect of the undertaking of £63,676, as against the annual capital charges of £59,025, in respect of the existing undertaking running trains and buses. Assuming that the most economical form of abandonment were adopted and the outstanding net indebtness could be dealt with on the basis of a seven years' loan carried out by the proposed new system, the total annual net charges to be borne would amount to approximately £133,980 per annum, representing 61d. per mile, compared with £59,025 on the existing system representing 2.95d. per mile. The capital debt on these buses is based on a life of seven years.

Working costs for the corporation's existing single-deck motorbuses amount to 9.08d. per bus mile, but, according to the report, the operating costs for the double-deck buses would amount to 14.9d. per mile, the average working expenses of the fleet amounting to 13.5d. per mile. The total cost, including capital charges, in providing the additional fleet, together with that of the existing vehicles, land, buildings, etc., would, it is stated, be 16.65d. per bus mile, compared with the cost of 15.89d. per vehicle mile for the vehicles run by the existing combined undertaking. It is estimated that the total cost of operating double-deck buses would be 19.08d. mile, compared with a total of 17.7d. per mile for tramways.

Mention is made of the fact that the establishment of a motorbus service in conjunction with the tramways has depleted the tramway finances of surplus revenue to the extent of approximately £30,000, and it is contended that it is this subsidy which has enabled the buff side of the undertaking to operate at fares equal to those of the tramways.

With the abandonment of the tramways, the borough revenue would lose the rates payable on the permanent way and the overhead equipment which for last year totalled £11,400. In the same year, the tramways department expended £12,000 in respect of actual road maintenance and repairs, irrespective of rails and equipment, and, according to the report, this amount represents a fair average figure.

In concluding, attention is called in the report to the fact that the tramways committee during the past seven years

consistently followed the policy of continuing the use of tramways where they are still proving satisfactory and of utilizing motorbuses as adjuncts to the tram services in districts where the present-day. costs of construction with their contingent liabilities make tramways uneconomical, It is claimed that this policy affords assurance of the soundness of each stage in the new development of the corPoration's wissenger transport system,

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Locations: Plymouth

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