Royal Commission on London Traffic.
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The second published volume of the report of the Royal Commission on London Traffic has been printed for His Majesty's Stationery Office by Wyman and Sons, Ltd., me, Fetter Lane, E.C. It was published last week at the price of les. net. The volume in question, which is the second to appear of the eight which will complete this most exhaustive report, is No. VII and contains the report to the Commissioners by the advisory board of engineers. It extends to 16o pages of text, 21 plans (some of which comprise several plates), and a large number of most excellent diagrams. So thoroughly has the enquiry been taken in hand by the three eminent engineers—to whom we refer by name in our editorial columns—that the innumerable statistics overflow the volume. Ile balance will be presented hereafter in the form of an appendix, which will fill Volume VIII of the Royal Commission's report. The terms of reference by the Royal Commission to the advisory board of engineers specifically sough: the advice and views of its three members under the separate headings of railways, tramways, streets, and general. No mention or request was made in respect of motor omnibuses, for the sufficient reason that no modern types were on the streets at the time, but these vehicles forced themselves upon the attention of the three engineers entrusted with so great a task as a report upon London's transport facilities. This could not be otherwise when the terms of reference did include very lengthy instructions that the advisory board of engineers would consider and advise in respect of street congestion in narrow thoroughfares and at inter-sections, The report is largely devoted to a review of capital expenditure and the methods adopted in London and Paris during the past fifty years. The daily passenger traffic to and from the central area of London is analysed and presented in graphic form, whilst the whole of the traffic along the Shepherd's Bush to Whitechapel, and the Hammersmith Broadway to Mansion House, lines is dealt with in the greatest detail, and presented in a most interesting form, including the fluctuation of traffic introduced by various cross thoroughfares. It is somewhat surprising to gather from the table on page 61 of the report that omnibus traffic is never more than 28 per cent, of the total at any point in London, and is sometimes as low as 16 per cent. ! This table also illustrates the fluctuation between carriage traffic and goods traffic, Piccadilly showing 45 per cent. of the former and taking only 20 per cent, of the latter class. Conversely, Ludgate Circus shows 53 per cent, of goods traffic, compared with only 14 per cent, of carriage traffic. Full details are set out for a large number of proposed street widenings, with largescale illustrations of the frontages that would require to be modified along such typical highways as the Uxbridge and Bayswater roads, New King's Road, and King's Road, the Finchley Road, and the Hatnmersmith-Knightsbridge line as far as the junction with the Brompton Road. It is explained, at great length, how tramways may, subject to the admittedly enormous expenditure on street-widening,s, be advantageously introduced along practically every main street in the Metropolis. The advisory board strongly deprecates a tramway where any road is 48ft., or less, wide between the kerbs (page 45). The diagram facing page 71 shows how New York has one mile of tramway to each 5,800 inhabitants—London one mile to each 33,661. The disadvantages under which tramway traction is at present labouring in London are emphasised on page 77 and elsewhere, particularly the fact that the cars do not reach the natural points of destination. Any increase of mileage, it is pointed out, must naturally be accompanied by the abolition of dead-end termini, by the extension of lines south of the Thames acmes the river, and further extensions of the southern lines to join the northern, and the eastern lo join the western. When the lines at present authorised are completed, London will have one mile per 19,57r inhabitants. Liverpool has one mile to 13,368 inhabitants ; Manchester and Salford one to 9,138. If the enormous street-widening proposals, which the tramway extensions involve can be s financed, nobody can deny that London streets would be greatly relieved by the schemes which are set forth. But it is here that the trouble begins, and any extension of mileage will only increase the existing congestion without this concurrent expense is borne to build wide aeenues.
Motorists generally will be pleased to hear that the advisory board urges the removal of centre tramway columns, lamp posts, statues, fountains, etc., from roadways generally, and also obstacles at junctions where traffic is "held up." It is also proposed that each mechanically-propelled vehicle, such as a motor omnibus or tramcar, shall carry an indicator at the rear showing that the brakes are being applied, for the safety of vehicles following (page 132). Another interesting recommendation is that the laws relating to the speeds of vehicles require consideration, with a view to possible acceleration, especially with respect to the speed of traction engines. Again, as instancing the practical nature of the advisory engineers' views, we may name their recommendations in tavour of the lessening of the camber on roadways; the stopping of the practice of watering the sides of cambered roadways; the better cleansing and sanding of road surfaces ; and a greater uniformity of material used in Inc construction of road surfaces. Standing vans of certain trades and cab-ranks are also put down for elimination from busy roads, and so are costermongers' barrows. Motor omnibuses, as is pointed out in one of our editorials, are by no means neglected or condemned. The advisory board of engineers report that these vehicles are fully equal to electric tramcars in respect of speed, and the report leaves it an open question, which must be determined during the next few years, as to whether they will compete with electric tramcars to a great extent. At the same time, it is not held to be necessary or desirable that there should be any suspension in street-widening activities, whatever the future of motor omnibus traffic may be, because the opinion is held that congestion is contributed to very largely by causes other than public passenger vehicles. The report proceeds, in reference to motor omnibuses, that the " remarks as to omnibuses have been made with reference to omnibuses drawn by horses, but many of the views expressed would have to be modified considerably if a comparison is to be made between electric tramcars and motor omnibuses, the future of whic.h is at present uncertain. . . . The time, in our opinion, has not arrived for a definite judgment to be formed as to the practical and financial prospects of the motor omnibus in London, and of its proper position in assisting in rapid transit relatively to the electric car. Whatever may be the eventual result, however, of the rival systems, the recommendations which we have made as to routes and similar matters including the widening of streets, will remain unaltered."
To those who are accustomed to look upon the electric tramcar as a source of great obstruction, the following passage from pages 85 and 86 of the report will be read with great interest :—" Much evidence has been laid before the Royal Commission to the effect that tramways relieve congestion, in that the cars, being on fixed lines, run straight and, therefore, occupy the minimum of space; that, for an equal length of route operated by tramcars and by omnibuses with horses, the former have a much greater carrying capacity; that, on account of the former's higher speed, irrespective of the size of car, not only is the public better served, but fewer vehicles afford the same service; that, on account of the higher speed of the governing unit the average speed of all the vehicles on the roadway is increased, thus increasing the capacity of the street ; that tramway cars are not deflected as omnibuses are by road obstructions, but can pass over openings; and that they oblige the slow traffic to pass next to the kerb, leaving, as is proper, the centre of the roadway for fast traffic. Experience in other cities demonstrates that these views as expressed in the evidence are generally sound." Equally interesting, from the point of view of studying an opponent's case, is the reply to the argument that omnibuses, being fixed to no special part of the road, are greatly aided in threadinss. their way through traffic by this elasticity of movement. The contrary view is stated to be that "this very elasticity, which permits omnibuses to turn out from stopping places within their proper order, and to meander and to move sideways on the roads, and to be driven two or more abreast, is in many cases the material element in road congestion." How clearly the authors of the report appreciate that the question of electric tramcars or motor omnibuses is arguable and by no means settled will he gathered from the fact that the whole of the criticisms upon omnibuses are confined to the horse-drawn types; they state that the motor-driven types demand consideration.