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We deal (page 404) with an important decision of the Court of Appeal.
The City of London Corporation, by 61 votes to 49, has decided not to build a new bridge across the Thames. It has. however, agreed to improve the approaches to Southwark Bridge at a cost of 2231,000.
A scheme, put forward by a Mr. D. J. de Lyann, is on foot to persuade shareholders in the London Electrobus Co., Ltd., to sign a pooling arrangement, and to subscribe to a " Reorganization and Control Syndicate." Having regard to the debentureholders' interest and charge, we do not think it matters what is don.
City Traffic Bill.
A House of Lords Committee, under the chairmanship of Lord Clifford of Chudleigh, has surprised the London omnibus companies by approving the clauses—as amended by the Commons Committee –of the City of London (Street Traffic) Bill. It remains only, therefore, to hope that the safeguarding clause then inserted, under which no proposed regulation of traffic can be effective until a public enquiry by the Court of Aldermen, followed by the Home Secretary's confirmation, will work fairly and not harshly towards omnibus proprietors.
Dundee Finds Out Says "The Dundee Evening Telegraph," in commenting upon certain local projects: " The motorbus promises to solve one of the great problems of the day. There need no longer be despair as to opening up districts the railway cannot touch, or which lie NO far from stations as to be almost without modern facilities for travelling altogether. . . . The proposal to open up the Carse by a service of such vehicles is so thoroughly practical that one wonders the experiment was not made before." Better late than never, say we, and we note that Mr. Raikes Bell, the local Albion agent. is managing director of the local syndicate.
I1ford's Troubles.
A "Vanguard " motorbus and an electric tram, when travelling parallel to one another, at Ilford, on the 14th inst., came into violent collision. The electric tram was derailed, and the motorbus was badly damaged.
At the last meeting of Ilford District Council, it was reported that— for the first year since the tramways were laid down (1903)—the working bed resulted in a loss. In order to
cope with the motorbus competition, an increased service was run, which caused the expenditure to exceed that of the previous year by 21,020, whilst, on the other hand, there was a decrease in the receipts of 2526. These two figures had caused a net profit of 2114 in 1908 to be changed into a net loss of 21.431 in 1909.
Presentation to Mr. Pollard.
At eight o'clock ou the evening of Saturday, the 17th instant, a numerous company. composed principally of members of the staff of the enlarged London General Omnibus Co., Ltd., assembled at Frascati's Restaurant in Oxford Street, to do honour to Mr. George Pollard, NI .I. Mech.E., late chief engineer to the London Road Car Co., Ltd., and now chief engineer to the General Motorcab Co., Ltd. The principal business of the evening was the presentation to Mr. Pollard of a 'gold hunter watch, beautifully engraved with his monogram and an inscription recording the circumstances of the gift. As a suitable setting for this pleasing ceremony, a smoking concert had been arranged. Mr. Davie Duff, one of the joint managers of the enlarged company and Mr. Pollard's late chief in the Road Car Co., was, owing to a longstanding engagement, and much to his disappointment, prevented from making the presentation ; in his absence Mr. Frank Searle occupied the chair. The L.G.O.C. chief engineer, in making the presentation, paid a handsome tribute to the courtesy and ability of his late colleague, and expressed the particular regret of the Road Car staff at his departure. " Personally." said Mr. Searle, " I only hope, in my present duties, I succeed in living up to the standard set us all by Mr. Pollard." Mr. Pollard. in the course of his acknowledgment. said how much lie regretted the absence of Mr. Duff. " If all Mr. Searle has said about me be true," he went on, " I ought to be dead, as the good always die young. I am given to understand. Perhaps, however, the recording angel has, up till now, forgotten me." He .considered much of the credit for the Road Car recovery was due to his loyal late staff.
The smoking concert was under the musical direction of Mr. Stuart A. Curzon. who is indefatigable on these occasions : his individual turns were amongst the most popular during the evening. Mr. Searle did his share of the entertainment with a well-rendered recitation : other items worthy of mention were those undertaken by Messrs. W. Turner Smith, W. Miller, W. E. Bentley, G. Best, H. Se Bire, and D. Clark. Mr. Evans, as Mrs. Perkins, convulsed the audience. The Chairman was supported by Mr. A. Green, the Assistant Chief Engineer, and by Mr. W. Turner Smith. Among the guests were Messrs. A. Grey, J. P. Wray, C. Neat, J. Randall and Arthur W. Windsor.
Alterations to London Services.
We are officially informed by the London General Omnibus Co., Ltd. that " the following important alterations of motor-omnibus services will come into operation on Monday, 26th July, 1909 " SERVICE 1.—The present route between Cricklewood and " Elephant and Castle " will he extended to Tower Bridge Road, Old Kent Road.
SERVICE 5.—The southern terminus will be at " Elephant and Castle," instead of Camberwell Green.
SERVICE 8.—The present No. 8 Service (Shepherd's Bush-Seven Kings) will be discontinued, and the service hitherto known as " No. 18 " (West Kilburn-Leyton) will beconte the new " No. 8," and will work between West Kilburn and Seven Kings.
SERVICE 9.—The HammersmithSnaresbrook route will be extended at its western end to Barnes, and, excepting on Sundays, the eastern terminus will be Whipp's Cross. Leyton.
SERVICE 11.—The Barnes-Liverpool Street service will terminate at Hammersmith.
SERVICE 12.—The Turnham GreenIlford service will finish at Liverpod, Street.
SERVICE 17. — The motorbuses working Service 15 (Shepherd's Bush and East Ham) and Service 17 (Ealing and Plaistow) will be combined into one service between Ealing and East Ham.
SERVICE 22.—The Clapton-Elephant and Castle route will be extended to Leyton, and the service will be augmented. SERVICE 24.—A new service between Pimlico and North Finchley, every 15 min., will assist the existing Ebury Bridge-Child's Hill service.
SERVICE 25.—A new service, supplementing "No. 9," will run between Barnes and Piccadilly Circus.
City and South London Railway.
The half-year ended the 30th June last has resulted in a dividend of 1'1 per cent. for shareholders in the City and South London Railway, which undertaking is surely benefiting by its through bookings with other London " tubes " and its connections to the northern termini. The rate is per cent, better than in 1908, but per cent, below 1907. Brief reference is made to L.C.C. tramcar competition, and the report shows, inter alia, that the passenger receipts totalled
k;84,246 iu respect of 679,989 trainmiles. The total capital account (with loans) stands at 3,140,138.
A Glasgow "Experiment."
From Cathcart, a suburb of Glasgow, to Eaglesham, a neighbouring beauty spot and summer resort is a matter of six picturesque miles. But the picturesque is seldom the practically possible, and those six miles are mostly "standing up on end." Up to a hill of 1 in 7, they exhibit every variety of gradient, and there is a consequent difficulty in communication. The Caledonian railway touches at Clarkston, between the two points,
but does not tap Eaglesham. The Glasgow electric trams cease at Cathcart. For many years this need was met by Mr. Andrew Jamieson, a local jobmaster, with horse brakes. Of late, however, the number of passengers has greatly increased, and competition has madeit a matter of" first come, first served." Mr. Jamieson has now purchased a 24-30 h.p., fourcylinder, Arrol-Johnston char-à-banes, with a view to providing a quick and luxurious service without undue expense. The car does the duty of four of the three-horse brakes, carrying from 20 to 30 persons apiece, of the ancient regime. In the old days, the horses walked up the [tills, or "laid down," and, when the top was finally reached, the driver and passengers sat back find anxiously watched them " braked " down the other side. It was ;i long process. Nowadays it is different. The huge 30-seater purrs smoothly up the steepest hill with a full load, drops over the summit, and "free-wheels " with easy dignity down the slope. There are only two hills that call for first speed, whilst the momentum of the car enables it to coast" over 30 per cent, of the journey without the use of engines or petrol. The greatest amount of petrol yet consumed by the car on wet and heavy roads is one gallon per nine miles, and the six-mile journey usually occupies under 20 minutes, including stoppages. Between 3 p.m. and 9 p.m., Mr. Jamieson has run seven double trips (84 miles) with full passenger loads, and without. disturbing incident. This allows about eight minutes to collect passengers and get away at each end of the route, and necessarily shows large profits.
A Star Char-a-bancs for Scotland.
The English " invasion " of Scotland can never equal the reverse order of events—too many Scottish-built vehicles continue to be steadily poured over the Border each month. There have been, however, several interesting sales to buyers north of the Tweed by English manufacturers. News (if the most recent instance comes from the Dunlop Motor Co.. of Kilmarnock, whose choice has fallen upon the 20 h.p., four-cylinder Star chassis which we illustrate. The cylinders are 4 in. in the bore, and the engine has a piston-stroke of 5 in., the R.A.C. rating being 25 h.p. Bosch dual ignition, a leather-faced cone clutch of large diameter, four speeds and reverse, a eardan-coupled shaft between the engine and gearbox, side-chain drive, a buck axle of 3 in. diameter— the middle turned out of a solid bar of rolled steel, brakes of large diameter end surface. and a pressed-steel
frame of deep section and extra long are points to be noted. The length of the chassis behind the dash is 13 ft. 7 in. ; the wheelbase is 12 ft. 6 in.; the wheel track is 5 ft. 1 in. There is a strong H-section front axle, with jaw type of steering, having ball bearings top and bottom, whilst the wheels being carried on plain bearings. Solid de Nevers tires are used.
L.C.C. Tramcar Finance.
The annual report upon the L.C.C. tramcars, for the year ended the 31st: March last, states that there were then 85il street-miles of electric lines, and 42 miles for horse-vehicles. The capital expenditure had reached £9,483,561, of which £1,068,971 concerned the year under review. A total of ,t1,074.345 of debt had been repaid to date out of revenue, and a further £282,519 from proceeds of sales of horses and old material. Gross. revenue for the year was £1,847,450 (electric cars, £1,572,231; horse cars, t975.199). Working expenses reached £1,201,688 (electric cars, £896,286; horse cars, £305,402). The surplus on working was .£645,762, from which various charges took £588,191; the net balance was £107,570. Of this, z£88,785 has been set aside 'for renewals, and £18,785 has been transferred to a "deficiency " renewals. fund in respect of previous years. No fewer than 412,913,841 persons were carried, compared with 344.705,937 in the previous 12 months. Halfpenny fares were paid by 24.22 per cont.; penny fares by 48.04 per cent. ; threehalfpenny fares by 9.29 per cent.; two-penny fares by 9.89 per cent.; mei the balance (8.56 per cent.) was divided between fares of 21d., 3d., 31d., and -Id. The average fare p-r passenger was 1.07d. on electric trams, and 0.93d. on horse trams. We cannot regard the margin of £045,762 as satisfactory. After allowing 3 per cent, for interest on capital, there remains little more than a total of £350,000 in respeet of all charges and provision for sinking fund, depreciation. and the permanent-way renewals fund. On the Glasgow basis, 29 per cent. of £1.572.251 should be set aside for these. but that would amount to £456,000!