PASSENGER TRAVEL NEWS.
Page 60
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The Latest Doings and Developments in the Bus and Coach World.
A TRAMWAYS MANAGER'S VIEWS ON BUSES.
Interesting Observations Contained in a Report to the Bradford Corporation, with Certain Comments Thereon.
THE Bradford Cerporation recently asked Mr. R. H. Wilkinson, the tramways manager, to report on the question of passenger transport, both in regard to its convenience airl cost, and some of his observations are of particular interest, especially in view of the corporation's activities in connection with motorbuses.
Mr. Wilkinson has now prepared his report, which is being considered by the tramways committee. He points out that the horse-drawn tramcar was superseded between 25 and 30 years ago and the self-contained petrol-driven bus has, during the last few years. crime rapidly to the fore. This type of vehicle, with its high speed and flexibility, is, he adds, capable of giving efficient service with the minimum of capital outlay. It has many advantages in its favour, but in Mr. Wilkiuson's opinion it cannot transport large numbers of passengers as economically, efficiently and safely as the electric tramcar, and any attempt to introduce it for carrying heavy traffic is commerCially and practically unsound. [Tbe rigid six-wheeled double-deck "us possesses a seating capacity Nue., in many cases, to the tramcar, and since it is being largely adopted by municipal authorities, surely it must be considered a commercially satisfactory type to run.—ED.1 • What it will be able to do in the future can only be surmised, but, at preseitt, the electrically driven tramcar is the mainstay of all large transport undertakir gs. [If it be still the mainstay of all large municipal passenger transport undertakings, why is it that so many tramway systems are being operated at a loss, or earning reduced traffic receipts? Furthermore, why are all the prominent municipal authorities turning to the motorbus to help solve their public transport problems and consistently increasing the number of such vehicles which they run?--En.]
In view of the changes that are taking place in the class of passenger transport employed, Mr.' Wilkinson does not advise the authorities to decide upon any future policy for their existing tramway routes, but would deal with each year's programme of renewals as it arises on its merits.
The method of transport to be adopted, says Mr. Wilkinson, depends upon a large number • of circumstances, which has to be taken into consideration for each separate district or route, such as density of traffic, position of terminus, etc. As a general rule, for the out-districts or routes requiring an infrequent service at intervals of over 20 minutes, the motorbus is the most suitable type of vehicle, whereas if a service at intervals of under 20 minutes and above 5 minutes is required, the trolley-bus meets the requirements, whilst for a closer service
1342 than that at 5-minute intervals the tramcar is considered the best vehicle.
Mr. Wilkinson shows discernment in admitting that this rule cannot be rigidly adhered to in practice, on account of the motorbus which, although more costly to operate, demands attention through its distinguishing characteristics of flexibility and independenceof extraneous equipment. It is neither easy nor safe to define by rule the type of transport vehicle to be used on different routes, especially when changes can only be made gradually as the tram lines wear out, and during a period when improved types of vehicle are being produced.
It will be conceded, Mr. Wilkinson belieces, that, during the last 25 years, the tramways of Bradford have served the public well and all surplus profit to the extent of £206,000 has gone towards relieving the rates.
It is pleasing to learn that Mr. Wilkinson thinks the tramcar is capable of improvement both in regard to speed and comfort, and it is his view that improvements in these directions will add materially to its usefulness. Is he quite correct when he says that the tramcar is by no means obsolete and given a fair field would be able to hold its own? He adds, however, that, bearing the heavy and unjust cost of road maintete nee, paying rates on its lines, running at low, unprofitable fares and maintaining a regular service through out the day, a tramways undertaking suffers from serious handicaps from which the motorbus is free. [Mr. Wilkinson does not, we presume, overlook the fact that the motorbus is taxed on its seating capacity n a fairly high rate and that the scale is being increased as from January 1st next.—ED.] When a tramways manager admits that it is necessary, in order to obtain the maximum efficiency and economy required for a public transport service, to make use of the comparatively cheap mobile road vehicle and tap the adjacently sparsely populated districts, be is only driving in the thin end of the wedge and expressing the view held by many other tramways officials.
Jf this type of vehicle be adopted it means, says Mr. Wilkinson, working it in conjunction with and as auxiliary to the main service, and, in his opinion, it is only by each large transport authority controlling this traffic and treating it as a whole that the best results can be attained, otherwise considerable overlapping will take place.
Should buses take the place of trams on all routes, it is Mr. Wilkinson's view that a general increase in fares would become necessary. [If this be so, why is it that those bus companies which are allowed to run services over tramway rdutes in some parts of the country can do so at the same fares charged on the tramcars and still show a profit? Than, again, is it because municipal authorities are anxious that bus proprietors. running vehicles in competition with the trams, should not suffer a loss on their services-that they compel them, in many instances, to charge fares in excess of those in force on the tram
cars .