Three Types of Passenger Transport
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THE introduction to Mr. England's paper refers to a I remark made by a certain gentleman to the effect that
those undertakings which have three types of transport deserve them," from which, states the author, it will probably be understood that the speaker was apparently wholeheartedly against this multiplicity. There may be a good deal in his belief, continues Mr. England, although there are certain advantages to be secured from possessing the three forms. More important, however, is the fact that sometimes the use of three forms becomes unavoidable during the period of transition from trams.
Southend is one of the few remaining undertakings run ning light railways. Moreover, Mr. England has been general manager of two undertakings, each able to boast of what Mr. C. R. Tatham has referred to as Faith, Hope and Charity, and, therefore, to be pitied by many, envied by some, and possibly deplored by others. It is undoubtedly a further education to operate all three means.
Having, however, said so much for the advantages, the author admits right away that there would be no excuse for the perpetuation of the three forms simply on account of any alleged advantage which might accrue, Only 13 per cent. of the Southend trolleybus route mileage now open for traffic was formerly operated by trains. Therefore, most of it is true trolleybus route, planned, designed and built for such operation. It was not a matter of buying trolleybuses because "it would be a pity to scrap a lot of poles and valuable wire," as someone once said. Once this type was firmly established as a satisfactory means for transport—as it undoubtedly was in Southend—the next question naturally was, which vehicle should be looked upon as the basic means for transport in the future. If a trolleybus be correct on some routes and the motorbus on others, it followed that the tram could not, in a town such as Southend with a population of 133,000, be justifiably perpetuated on other routes.
The author therefore gives the assurance that the light railways are looked upon now as a passing phase, and would have ceased operation if it had not been for the financial problem. Southend is one of the undertakings which could not, at present, scrap its trams or light railways even if it so desired.
Not only is the garrison town of Southend the second largest seaside resort, but in addition it provides curious and unusual features in its traffic make-up. Perhaps Blackpool is its nearest counterpart. The population is only 183,000, but it is quite usual for the town to welcome over 290,000 visitors during a Bank Holiday week-end, their methods of transport being: rail, 205,000; water, 27,000; road, 60,000. There are only two main-road entrances, the old London Road and the new arterial road, and these accommodated nearly 7,300 incoming vehicles on Sunday, August 13, 1933, consisting of motor coaches and private cars. The High Street is so densely packed on Bank Holiday Mondays that it is considered unadvisable and ineffective to attempt to run services through the street on those days.
Taking the Bank Holiday fleet in service as 100 per cent., the depth-of-winter figures are as follow : trains, 55.13 per .cent.; trolleybuses, 74.79 per cent.; motorbuses, 38.17 per cent. If Southend did not have its football matches the figures would be worse.
During the summer season the traffic staff increases between 22 and 26 per cent., according to the month, but the additional employees are all conductors, the extra drivers being provided by regular conductor-drivers.
Southend is exceedingly lively by day, with a marked lull in traffic between 7 p.m. and 9 p.m., and a considerable fall in traffic after 9 p.m., which is partly responsible for a 16 per cent. service decrease.
Every side-line has to be explored to earn revenue, hence toast-rack tram traffic brings in £1,351, at the mouthwatering figure of 34.5d. per mile.
Assuming that each of the 12,500 season-ticket holders living at Southend earns in London the living of two dependants, it will be seen that over 28 per cent, of the population is not dependant upon Southend. This produces morning and evening peaks on the transport system, and 31 per cent, of the vehicles run on a typical day return to the depot after 9 a.m. During the day, additional vehicles turn out, but after 9 p.m. 16 per cent. return:.
The corporation has an agreement with its two chief competitors, the basis of which is the reservation of the eastern portion of the town to the corporation and the western portion to the companies, subject to the charging of protective fares by the companies of 50 per cent, higher than those of the corporation.
It could hardly be expected that the operating costs would be remarkable for their lowness. The Southend undertaking is in wages group No. 1, and the transport department has had to pay over R.42,000 for a sea wall and roadway, etc., with £400 per annum for the maintenance of boulevard trees, fences, etc. The total cost per 100 seat-miles is: trams, 27.33d.; trolleybuses, 31.12d.; motorbuses, 50.88d.