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Repairs to Tramway Tracks.

17th February 1916
Page 12
Page 12, 17th February 1916 — Repairs to Tramway Tracks.
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Which of the following most accurately describes the problem?

The Paving Costs Go Up Both for Tracks and for Side Portions.

It is to be hoped that the Highways Committee of the L.C.C., when the time comes for it to publish its accounts for the financial year shortly about to end, will not again charge to "paving account" any of the electric-traction elements of track maintenance. We had, after the publication of the tramway accounts for the year 1914-1915, to point out that the figure of approximately 10d. per superficial yard of paving had been swelled to approximately 2s. per yard. The tramway accounts should certainly " square " with those of the Chief Engineer to the Council. We had previously felt justified in concluding that the figures of cost for maintenance of the paving between and adjacent to the rails (18 ins, beyond each outer rail) were abnormal, and that the Highways . Committee was not justified in accusing the owners of ordinary wheeled traffic of being responsible for excessive wear. Last summer, however, after a careful analysis of the total figure in relation to the total area, we were convinced that one of the extravagances of electric traction stood exposed, and we had much pleasure in helping to expose it thoroughly. It is impudence to pretend that there is an economy in respect of street paving, when that which is affected by the electric-traction elements costs more than 100 per cent, above normal. The work may have to be done piecemeal, to suit the exigencies of the electric-traction factors, and that necessity might very well increase the cost in the ratio which we have mentioned. The official figures of the Chief Engineer to the Local Colinty Council, however, as we have already mentioned, confirm our figure for the paving of about 10d. per superficial yard.

How Will the 1915-1916 L.C.C. Cost Be Stated?

We shall look forward with the closest interest, and with the intention of making the closest scrutiny, to the 1915-1916 accounts for the L.C.C. tramways, and not only so in respect of book charges for the maintenance of paving. That is one item of many which may show movements of considerable significance in relation to the almostsettled controversy of "Electric Tramcar v. Independent Motorbus." There is undoubtedly much room for economy in the maintenance and repair of the paving of any tramway track. We recently observed some comparative statistics, which were put forward at the instance of the Tramways Committee of the Aberdeen City Council, showing that the average cost throughout the United Kingdom, per mile-of single track, was one of £168, whilst that of Aberdeen was so low as £97, a difference of per mile.

Landon Borough Councils Suffer Through Traffic Concentration between Kerbs and Outer Rails. The favourite theme of tramcar advocates is to dilate upon the wear due to the use of the track by vehicles other than tramcars. As a matter of fact, 044 in a very high percentage of cases the existence of a tramcar system causes the greater concentration of ordinary wheeled traffic upon these portions of the highway which lie between the kerbs and the outer rails, and relieves the tramway track in the centre of the road. The engineers and surveyors of numerous Borough Councils in London can testify to this fact. They are interested in it, because the sides of the highway are repairable at their cost, whilst the track portions are repairable by the L.C.C. In many boroughs and cities, of course, the same council is responsible for both sections of the paving, and there is no incentive to proper analysis and allocation.

Evil Consequences of Rail Projections.

While on the subject of repairs to tramway tracks, one cannot refrain from mentioning the destructive effects of projecting rails upon ordinary wheeled vehicles, and in many cases upon the rubber tires of motor vehicles. Shortage of labour is causing these harmful conditions to become more and more serious, certainly in London. We have ourselves noted not a few lengths of rail which project very nearly an inch in height, and for several feet in length, above the level of the granite setts. The war, possibly, will by degrees teach London ratepayers that these projecting and neglected lengths of rail eat up the real or imaginary profits of a tramway system in a dozen other directions, quite apart from the added risk of accidents which they induce for all owners of ordinary wheeled vehicles, not excluding bicyclists. Whilst allowance must be made for the shortage of labour, and provision made for the inflated price of steel rails, we believe that "education by the eye" in this matter will make many fresh converts to the case for the abolition of tramraiIs in London, which case is undoubtedly an improving one. The report of the Royal Commission on London Traffic, which was published nearly 11 years ago, recommended wholesale extensions of tramways, practically none of which has been undertaken. Were another Royal Commission to be appointed at the present time, and to apply itself closely to the economic arguments in favour of the withdrawal of tramcars from London, and the taking up Of the, permanent way in the shape of rails and conduits, we confidently believe that a sinkingfund period of not more than 20 years could safely be adopted, and huge aggregate savings to all classes of ratepayers effected. So much progress has been made, by the use of independent motorbuses, since financial success was definitely shown to be possible six years ago, that nobody can refuse to entertain as a probability the likelihood of a general reversion—nay, welcome—to a policy of tramway uprooting. Happy are the tramless towns, and in not a few senses " cursed " are those with tramways. In towns with any alternative, few can be found to favour the rail-bound method.


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