THE MERITS OF THE TROLLEY-BUS.
Page 21
If you've noticed an error in this article please click here to report it so we can fix it.
Bradford's Desire to Dispense with its Tramways Undertaking.
TMITE PROPOSAL of the tramways I...committee of the Bradford City Council to obtain powers to convent a large portion of the present tramway system to the soilless system has been vetoed by the finance and general purposes committee, which has been given full powers to deal -with the matter, and instead of application being made for permission to run services by trolley. buses on 24 routes, sanction was only given to open a route connecting the present tramway terminus with Clayton,
an outlying township. It is interesting to note that all the adjoining authorities, with the exception of Clayton, offered objections to the proposed application for powers. The city authority urges that the change would also benefit authorities outside its area.
In a report presented to the committee by the tramways manager (Ms. R. H. Wilkinson), the suggestion was made that the present tramway route from Bradford to Lidget Green should be converted to rail-less traction at once at a cost of £8;615, and that, ultimately,
the system should be continued to Clayton. He pointed out, however, that it was nof necessary that the whole of the proposed routes should be converted at once, but he urged;-that the whole matter could only the reconsidered and decided urn if experience could be acquired an the manner suggested. The results, he pointed out, -would then be found to be quite different to their present experience with obsolete cars and equipment used on routes on which tho traffic was insufficient.
Mr. Wilkinson estimated that the amount which would be saved during the first 15 years by the conversion of the Bradford tramway undertaking as a whole to the rail-less system would be £41,000. lie pointed out, however, that he had not taken into account the advantages which would be derived from the flexibility of trolley-buses and their ability to avoid obstructions in service. This meant that the trolley-buses would be able to maintain an average speed of 8.3 miles per hour as compared with 7.3 miles per hourin.the case of tramcars, and the advantage thus obtained would bring about a saving which could he estimated at approximately ao,000. The verious,routes, it was stated, could he served by 230 vehicles instead of 250 tramcars as at present, whilst, with the higher average speed of the trolley-bus, less time mould be occupied on the journey, which, naturally, would promote more traffic and so benefit the ,receipts.
The obverse side of the case wastpree seoted by the city treasurer in giving his impressions of the financial consideration of the scheme. He pointed out that the repairs bill for the rail-less vehicles would be more than that of the tramcar, and that the trolley-bus accommodates fewer passengers. According to past experience, he said that such vehicles would have to be replaced after ten years' service, and that, as a result of eliminating permanent way renewel, the scheme would incur road taxes. The city treasurer estimated that the conversion would give rise to net additional costs from 1926 to 1934 rising from £2,19 to £23,219, and that from 1935 to 1955 there would be savings ranging from £4,197 to g27,167.