New Ideas in Passenger Road-Rail Co-operation•
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'WHENEVER I attempt to point out IT to members of the road-transport industry the fact that a considerable degree of road-rail co-ordination has been effected since the Railway Road Transport Acts of 1928 were passed, I am invariably branded as pro-railway, or at the least as being railway-minded. Be that as it may, I refute this suggestion, as I contend that, whatever may be said to the contrary. the travelling public has definitely gained something during the period and that to refuse to admit this fact is the result of prejudice.
The many little ways in which these two essentially competitive interests have co-operated in a policy of give and take—and co-operate, not coordinate, is the correct term in the absence of controlling interests—are well known. A few examples may be cited as a reminder. The buses of railway-associated companies make contact at railway stations, road services cover certain routes previously served by defunct branch lines, whilst there are many other instances which have been in operation for a number of ye.a.r and are now regarded as commonplace, as are the schemes for the interavailability of rail and road tickets.
• Co-operation Extended.
More comprehensive conceptions of co-operation have recently been introduced and are now being developed with the idea of creating traffic by offering new facilities. Especially is this the case in the Midlands and the North, where industrial districts offer more chances of success. A study of these schemes by independent road operators is to be recommended, if only to discover what the "opposition" is doing.
Perhaps the most ambitious project is the development of the bus feeder service for railway excursions. Both the railways and their associates in the road-transport industry have realized that a large volume of traffic is capable of being raised from rural districts where, in the past, a lack of facilities has tended to prevent the population from becoming "travel-minded."
Where villagers rarely visit the local large town, seldom do they experience the urge to travel farther, say, to the coast for the day, mainly because they are not aware that such a journey is possible. Within the limits of the ordinary services it is usually impossible for them to obtain conveyance back to their village after the arrival, often in the small hours, of the return excursions in the large town.
By arranging feeder buses over a /miniver of routes focusing upon a central point, in connection with outward and return excursion trains from that town, a new facility has been a42
created, enabling inhabitants of outlying parts to make journeys previously impossiblewithin 24 hours. The judicious distribution of advertising material and arrangements to make railway tickets available at the local inn or village store complete the picture.
Road Traffic Increased.
The road services concerned reap the benefit of increased receipts, resultiug from the larger number of passenger journeys. This advantage may not be immediate, but, in the long run; the existence of a 'regular facility is bound to attract the public. Feeder services are usually confined to day and halfday trips and, so far as operation is concerned, are covered by licences issued to the bus companies and corporations which co-operate with the railways. Conditions attached to the licences afford protection to local operators and regulate the details of operation, including, usually, the fares to be charged.
The schemes have, on the whole, received the blessing of the Traffic Commissioners, for they admit the creation of a new facility which neither rail nor road could adequately provide alone. In most cases, the ordinary stagecarriage fares are the order, although, in some instances, special fares have been instituted, especially in respect of conveyance after midnight. Similarly, ordinary service vehicles are utilized and special buses are called out only when no service journey is available.
Another new form of travel inducement which is becoming increasingly popular is the combined road-rail excursion. Although the same general principles apply with regard to the economics of the scheme, details' of operation are rather different, inasmuch as a combined ticket is issued.
The main advantage claimed for this type of ticket is the psychological effect upon the passenger, especially upon one who travels very infrequently. The public likes to obtain one ticket for the through -journey. This dispels all fears normally arising over the question of re-booking, arranging connections, etc., and constitutes a definite attraction to this class of passenger.
Feeder Services Restricted.
Licences granted by the Traffic Commissioners authorize the issue of these tickets and stipulate a number of conditions, the most important of which is, perhaps, that which confines the use of the special feeder buses to combinedticket holders, thus restricting competition with other -operators on the various routes. , Combined tickets are made available in the districts to be served by the feeder, in advance of the date of operation. They take the form of ordinary "two-piece " tickets, i.e., out
ward and return halves, bearing details of the route, road and rail companies involved, conditions of issue and the amount in respect of both the road and rail portions of the total fare.
In order to avoid multiplicity of ticket issues, where a number of inter mediate stages is included on the road journey, fares are often arranged in zones, in multiples of 3d. The conditions imposed by the Commissioners vary in different areas and, in some instances, conductors are supplied with tickets for sale on demand, whilst in others the passenger must be in possession of a combined ticket before boarding the vehicle. Single tickets are not issued, as this type :of facility is, in the main, confined to return trips concluded within 24 hours.
Combined excursions are of two classes, namely, road-rail, i.e., where the road journey precedes that on the rail and vice versa.
The latter type of service 'usually operates in connection with special events, such as race meetings, where the rail journey is performed first, road transport being to the course and back to the railway station.
In conclusion, a further type of combined trip may be mentioned. This is the joint rail excursion and road tour, an innovation which has' great pothiitialities. A rail excursion is run from a selected point or area to the' centre of an historical, attractive or otherwise interesting district whence a road tour is operated, sometimes on a circular route, sometimes to another town,.frora which the return rail journey is anaffe. _ • An All-in Charge.
A combined ticket is issued; whieh often includes the provision, of certain meals or other incidentals.
Among the successful examples of combined rail excursions and road tours may be quoted those from distant centres to the Shakespeare country and the Lincolnshire bulb fields. It is likely that this form of excursion Nyill be extensively developed.
A complicated organization has to be set up in these cases, to enable the road company to provide a sufficient number of vehicles. The total number of passengers increases with every stop made by the train en route and the final figure can be transmitted to the road company only after the final intermediate call ha.s been completed. This necessitates some smart work on the , part of officials and especially the local road superintendent, who must "find" the requisite vehicles, the number required possibly fluctuating between one and 20. No reliability can be placed on advance bookings, as the public insists,, on waiting for the weather. '