PASSENGER TRAVEL NEWS.
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The Latest Doings and Developments in the Bus and Coach World.
BUS STANCES IN GLASGOW.
Proposed Changes Meet with Strong Opposition at an Inquiry Recently Held in the City.
AN inquiry into the by-laws proposed by the magistrates for the regulation of bus traffic in the city was held before Sheriff-Principal A. McKenzie in the County Buildings, Glasgow, on December 10th. It has been proposed by the Corporation of Glasgow to alter the bus stances from Cathedral Street to Carlton Place for south-bound Vehicles and to Renfrew Street for vehicles on other routes. Objections to the proposals were made by several parties, including the Scottish Commercial Motor Users Association, represented by Mr. A. Crawford, KC., and the St. Andrew's and McAlpin Nursing Homes, repre
seated by Mr. T. Muir-Wilson. Mr. A Moncrieff, K.C., appeared for the Magistrates' Committee,
Mr. John Sword, proprietor of the Midland Bus Service, was the first witness. He said that there were between 70 and 90 buses, owned by various proprietors, running between •Paisley and Glasgow at the present time, and between 20 or 30 more on other southgoing routes. The number of passengers r rried was between 200,000 and 200,000 a month. When the Midland buses commenced running on the Paisley-Glasgow route early this year there were only three firms operating on that road; new there were 31. In his opinion, Cathedral Street was an ideal stance, as there was not much ordinary traffic and no tramlines. The proposed stance in Renfrew Street would certainly relieve congestion in Cathedral Street, but Carlton Place
would be very unsuitable as a stance. Nobody would go there, added witness, because it would be inconvenient for the public. Congestion at Jamaica Bridge had been given as a reason for the proposed by-laws, but the buses never had any trouble there and no accidents had occurred. The proprietors were quite willing to use Stockwell Street.
Mr. P. Blake, general manager, of the Scottish General Transport Co., Kilmarnock, said that if the stance for south-going buses was changed he would have to take his passengers to the centre of the city and then proceed to the proposed stopping-place.
Mr. W. J. Thomson, vice-president of the Scottish C.M.U.A., expressed the opinion that there was no need for a new stance if the present one were properly regulated. There was a fair amount of congestion in Cathedral Street, and to remedy this he proposed that a certain section of the street should be reserved for buses going in
one direction and another part for buses going in the opposite direction. He also proposed that each bus should be allowed a certain time. At present there was no such regulation. The traffic could easily be handled without taking in Renfrew Street.
Mr. W. Fairweather, chairman of the Upper District of Renfrew County Council and Deputy-Lieutenant of Renfrewshire, said that the buses were a great capvenience to the public of the NewtonlrIearns district. They were much quicker than the trams, but if they had to stop at Canton Place it would be a blow to the services.
Mr. J. White, traffic superintendent of the Lanarkshire Tramways Co., said that his company had statttory powers to run buses five miles from any portion of their trtunways. He was pleased to see these by-laws regulating the traffic, but considered that they were a year too late.
Mr. R. Paton, hon. treasurer of the MeAlpin Nursing Home, said the proposed new stance in Renfrew Street, although some 400 yards from the home, would be an element which would not be helpful to the conduct of the home.
Miss Jessie Campbell, matron of the home, said that motor traffic would have a very bad effect on the stk.
Lieutenant Peters, Central Division of Glasgow Police, the officer in charge of bus stances in the city, said that the queue of buses in Cathedral Street stretched a quarter of a Mile and much longer than that at holiday times. From the traffic point of view the situation at Cathedral Street was scanclalone, and he agreed that a reform was long overdue. The police had no legal powers to prevent a bus plying through any street that its proprietors might wish to use. He knew of no other street in the city centre which was so suitable for a bus stance as Carlton Place.
Mr. Crawford, K.C., cross-questioned Lieut. Peters during the session and suggested several streets as an alternative to Carlton Place. He suggested that if the police wanted to relieve the congestion in Cathedral Street they might advisedly divide the number of buses into groups and provide stances for them in the principal parts in the city. In a reference to Edinburgh's method of controlling bus traffic, he stated that he was surprised that Glasgow had allowed the capital to lead them in that respect.
Jedgment was reserved by the Sheriff. The weather conditions exert a great influence on the type of vehicle that is 136st suited for use in different parts of the world, and in Buenos Aires it is essential to ensure that the utmost ventilation is given to the interior of any vehicle employed on public service. To meet this requirement, the A.E-C. saloon km is piovided with three windows on each side, which may be lowered, whilst the fourth window (the rearmost). can be removed entirely if necessary. So that the occupants of the interior may be protected against the glare of the sun, each of the lights is covered by a green blind working on a spring roller. Rectangular ventilators of the ordinary pattern are fitted above the main light's, which, together with Airvac ventilators in the ilsof, enslre that the interior is kept as cool as possible and suPplied with fresh air.
It Would obviously be inconvenient to use ordinary forms of upholstery for the seats of the vehicle, and for this reason repance has been placed upon rattan for the coverings. The frames of the seats are constructed of ash and spring hacks are employed. The rails protecting the windows and the handles used for facilitating the entrance and exit of passengers are covered with black Doverite.
The vehicle provides seating accommodation for 26 passengers, which is a small number for this type Of A.E.C. chassis, for it can, if necessary, be fitted with a 36-seater single-deck body, but in the buS for Buenos Aires ample room is provided in the interior and on the platform at the rear for a number of standing passengers. This -platforni, it Should be noted, is low built (the dropped frame of the chassis is responsible for this feature) and access can be gained to it from either side. The seats are arranged in the conventional manner ; that is to say, transversely on each side of a central gangway, with the exception of two longitudinal seats which cover the rear-wheel arches.
The vehicle is shod with pneumatic tyres, twins being used on the rear wheels, and lifeguards cover the complate apace separating the wheels. The A.E.C. model 507 passenger chassis forms the basis of the vehicle, and the body which it carries is of the Continental type and was built by Short Brothers (Rochester and Bedford), Ltd., of Rochester and Whitehall Rouse, 29-30, Charing Cross, London, S.W.1, who have had considerable experience in the design and construction of passenger vehicles of all types.