State Hands Close on Transport in the West
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By S. DUNBAR, IN south-west England there now exists a largely nationalized bus system coMplementary to and competitive with the nationalized rail system. From the Hants and Dorset company's area one passes to Wilts and Dorset and Bristol Tramways territory, then farther west are the Southern and Western National concerns. The Devon General Omnibus and Touring Co., Ltd. (a B.E.T. company), is thus entirely
surrounded. .
The biggest towns in the west are linked with places farther afield by the Royal Blue express services, which are entirely under National control. Royal Blue and Bristol Tramways are also among the partners in Associated Motorways. Bournemouth and Swindon Corporations remain; independent, but Bristol City is tied up with the Bristol Tramways and Carriage Co., Ltd., Exeter Corporation with Devon General, and Plymouth with Western National. There are, of course, independents still operating stage carriages in this large area, but they are all overshadowed by the "area agreement " companies and the corporations associated with them.
This is not surprising when one realizes the size of the fleets involved:— Tramways in Bristol date from 1875 andwere among the earliest in this country to be electrified, conversion beginning in 1895. The Bristol Tramways and Carriage Co., Ltd., which has always operated the services, never modernized its system, because _of the company's uncertain position in relation to Bristol Corporation, which might eventually have exercised its powers of compulsory purchase under the Tramways Act, 1870. Consequently, when the trams were finally withdrawn in 1941, the stock was substantially the same as when it was first bought.
The company, however, was early in the field with motorbuses, a service from Fitton to Thornbury having been opened in January, 1906. In the following year other services were put on mainly as feeders to the trams. Progress continued, despite the 1914-18 war, and by 1920 the company had services based on Bath, Cheltenham, Gloucester and Weston. Curiously enough, however, the company, having established these outposts, seems to have been slow in developing services from them, so that both the National and Red and White companies were able to get into what one would naturally regard as the Bristol hinterland, In fact, Greyhound Motors, Ltd., actually established services in Bristol itself before being bought out by the Tramways Co.
In 1929 the Great Western Railway obtained a controlling interest and in 1931 passed this to the National Omnibus and Transport Co., Ltd., thus bringing the Bristol Tramways and Carriage Co., Ltd., into the Tilling group. In 1936 the corporation opened negotiations with the company and, as a result, the city bought for £1,125,000 a half-share in the trams and buses working within its boundaries and paid half the cost of changing over from trams to buses. As from October 1, 1937, the services within the city thus became the joint ,property of the corporation-,and company,. but the latter retained the management.
There is a committee equally representative of both parties to act as a board of directors. Capital requirements tire met in equal shares by the two partners and profits and losses are shared in the same way. In the case of certain cross-boundary services, the receipts in respect of the intra-city sections are included in the pool, but the longer-distance country services are excluded, although they may pick up passengers on the incorn;ng journeys. The trams finally ceased on April 11, 1941; Before the agreement with Bristol Corporation was reached, the company had arranged to lease the Gloucester Corporation services as from June 12, 1936. The company bought the corporation assets and guaranteed the municipality a minimum payment of £2,000 per annum; if there were further profits above that amount (after allowing obsolescence and depreciation to the company), the first £1,000 of them were to go to the corporation and the balance to be divided equally. A committee of four corporation and four company representatives supervises the working of. the services. The trams had already been replaced by buses in January, 1933.
Also in 1936, the Bristol company obtained control of Bath Electric Tramways, Ltd., and its subsidiary, Bath Tramways' Motor Co., Ltd., thus bringing in extensive services in East Somerset and Wilts. The trams in Bath ceased in May, 1939.
One result of the G.W.R. control was the handing over to the Bristol company of the Cheltenham-Oxford service originally started by the railway to give a better connection between Cheltenham and London. The arrangement to-day is that the Bristol company gets the whole of the receipts in respect of the road journey where through bookings are made and 50 per cent, of local receipts between Burford and Oxford.
• Timetable Co-ordination There is no working arrangement with the Cheltenham and District Traction Co. (a Red and White subsidiary), but timetables are co-ordinated between Cheltenham and Winchcombe with T. E. A. Bowles, Ltd., and Messrs. A. W. Gillett. On the CheltenhamFvesham group of services, mileages are agreed with Messrs. Stratford Blue Motors and receipts are pooled and apportioned according to the bus-mileage operated: Similar arrangements apply with Red and White in respect of services from Gloucester to Malvern, Newent, Hereford, Cinderford, Chepstow and Nailsworth, and between Chepstow and Monmouth. The CheltenhamNailsworth route is pooled with Western National, but in the case of the Bradford-on-Avon-Trowbridge and Burnham-Bridgwater services, each party keeps its own receipts.
The great fleet of the Western and Southern National companies has grown from small beginnings. The National company originally worked steam buses in London, but eventually withdrew from the Metropolis as the result of an agreement with the former London General Omnibus Co., Ltd. Its management then sought new sources of revenue and in 1919 two buses were sent to Stroud to open a service in that district. As a result, there are still National services in the Stroud area, although they are almost isolated from the rest of the system.
The next move was to Trowbridge and then down to Weymouth, where Messrs. Road Motors were bought out. The company then spreadwestward, partly by opening new routes and partly by acquisitions. In all, 116 independents have been bought out, 63 of these being incorporated now in Southern National and 53 in Western Nationals. The principal concerns acquired were Devon Motor Transport, Cornwall Motor Transport, Hardy Central Garage (Minehead), Edwards (Bude), Sully (Chard) and Dunn (Taunton). Both Devon Motor Transport and Cornwall Motor Transport were under the control of Lt.-Cdr. T. Hare, who began services from Okehampton at the end of 1919.
Years of Transition The business expanded rapidly and in 1923 Cornwall Enterprise MotOrs were acquired and Cornwall Motor Transport Co., Ltd., was formed to take over its services.
In 1926, Devon Motor Transport sold its eastern services to Devon General Omnibus and Touring Co., Ltd., but continued its activities in the Plymouth district until December, 1927, when the whole undertaking (including Cornwall Motor Transport) was sold to National, about 140 vehicles being transferred. In the following year services jointly operated by Devon General and National were inaugurated between Plymouth and Exeter and Plymouth and Torquay.
Until this time the private com panies had had a formidable competitor in. the road services of the G.W.R. These dated back to August 17, 1903, when two Milnes Daimlers (originally bought by Sir George Newnes as feeders to the Lynton and Barnstaple Railway) were put to work between Helston and the Lizard.
In the course of the next 25 years many such routes were opened by the railway company to avoid the expense of constructing light railways in sparsely populated country. In 1925 agreements were made with Devon Motor Transport and Cornwall Motor transport, allocating routes between these companies and the railway.
After the railway companies had acquired road powers in 1928 they took a financial interest in the National business, and its West-country organization was divided into two, one to correspond roughly to the area of the S.R. and the other to that of the G.W.R. The railways' own road services were then gradually transferred to the National companies, the last to be handed over being the joint South and Great Western service from Weymouth to Wyke Regis, which was transferred on January 1, 1934.
With the Bristol and National companies in the same ownership it seems strange that the isolated National rqutes in the Stroud and Trowbridge areas should have remained surrounded by Bristol services. It is logical to suppose that with State ownership of both undertakings, such an anomaly will disappear.
In January, 1934, the National Omnibus and Transport Co., Ltd., was bought by Thomas Tilling, Ltd., which thus became a partner with the railways in Western National and Southern National. The previous Offices at Plymouth and Yeovil were given up as headquarters and management was concentrated at Exeter.
In 1935 the Royal Blue express services, founded by Messrs. Elliott Bros., of Bournemouth, were taken over. For operating purposes the Western National territory is divided into four areas (Gloucester and Wilts, Somer set and East Devon, South Devon and East Cornwall, and Cornwall), and the Southern National into two (Somerset and Dorset, and North Devon and North
Cornwall). It will -be observed that because of the association with the formerly separate railways, these areas are not contiguous and there are several instances where B3
a route has to be considered as a joint operation of the two companies, but as they both operate under one general manager, no practical difficulties arise.
The following services are operated jointly and in most cases receipts and mileage are pooled:—Western National and Red and White: Chalford and Standish Lodge, via Stroud and Stonehouse; Stroud and Cirencester; Stroud and Dursley via Nyinphsfield and Uley; Stroud and Edgeworth or Birdlip; Stroud and France Lynch; Stroud and Oakridge; Stroud and Minchinhampton. Western National and Bristol Tramways: Cheltenham and Nailsworth, via Stroud. Western National and Wilts and Dorset: Trowbridge and Salisbury. Southern National and Wilts and Dorset: Yeovil and Salisbury, via Wincanton (started February 27, 1949); Yeovil and Salisbury, via Shaftesbury (started December 5, 1948); Weymouth and Salisbury. Southern National and Hants and Dorset: Weymouth vnd Bournemouth, via Dorchester. Southern National and Devon General: Weymouth and Exeter. riestern National and Devon General: Minehead and Exeter. Western National and Porlock and Minehead Motor Co.: Minehead and Porlock Weir. Western National and Devon General: Plymouth and Torquay; Plymouth and Exeter.
Typical pooling arrangements are: PlymouthTorquay, 14/22 National, 8/22 Devon General; Plymouth-Exeter, Minehead-Exeter and WeymouthExeter, 11/22 National, 11 / 22 Devon General.
40 Independent Stage Operators
There are about 40 independents still giving regular stage services in the areas of the Natiottal companies. The largest of these is Here Regis and -District Motor Services, with 89 vehicles, about 36 of these being employed in the daily services. This undertaking is basically a combination of' the businesses of Mr. R. W._ Toon (started in 1929), Mr. W. Ironside and M. P. Davis. By gradual expansion and through the acquisition of other businesses (largely of the market-day type), services are now operated within the extensive area bounded by Weymouth, Bridport, Yeovil, Shaftesbury and Poole.
Other stage operators in the National territory with six or more vehicles are: Hutchings and Cornelius Services, Ltd., South Petherton (21); Messrs. R. E. Wake, Sparkford (15); Grenville Motors, Ltd., Camborne (14); Mrs. Baulch (Chard and District Motor Services) (12); Blake's Bus Services, Ltd., Delabole (12); Mr. C. N. Rickard (Penryn and Falmouth Motor Co.) (12); Millbrook Steamboat and Trading Co., Ltd. (II); Pearce's Motors,-Ltd., Polperro (11); Quantock Hauliers, Ltd., Watchet (10); Heybrook Bay Motor Services, Ltd., Plymouth (8); Porlock and Minehead Motor Co., Ltd. (Blue Motors) (8); H. N. Trewren (Marigold Service), Redruth (8); H. Sleep, Bere Alston (7); W. J. George (Pelere Motors), Falmouth (7); T. W. Mundy and Son (Silver Queen Buses), Portreath (6); H. R., J. and V. Gunn, South Petherton (6); R. S. Waterman (The Pines Services), Bridgwater (6); Mr. K. B. Haybittel, Bridgwater (6); W. A. Hawkey and Sons, Ltd., ,Wadebridge (6).
It will be observed that the National companies have no agreements with any of these independents, except in the case of the Minehead and Porlock service. This is a weakness of the present arrangement, and the view of the National management is that only common ownership can overcome it.
National services in the Plymouth district are now worked jointly with those of Plymouth Corporation, an undertaking with an interesting and involved history. Before 1914 Plymouth, Devonport and Stonehouse were separate towns and in the early years of the century B4 were served by four tramway undertakings (Plymouth Corporation, Devonport Corporation, Plymouth, Stonehouse and Devonport Tramways, and Devonport and District Tramways). Devonport Corporation leased its lines to the Devonport and District Co. These two systems were merged with that of Plymouth Corporation on October 2, 1915, but the P.S. and D. remained.
separate until July 1, 1922. Its take-over led to the starting . of eircular routes, and to-day Plymouth possesses an unusual number of these.
All Buses at Plymouth
Plymouth Corporation did not begin bus operation until July 14, 1920, when 20 Straker-Squire 34-seaters were put into service. No new trams were built after 1928, when it was decided to begin the use of larger buses. Until then the Plymouth fleet had consisted largely of one-man vehicles. It was very mixed, including buses of Burford, Guy, A.D.C. and A.E.C. makes, also six S.D.Freighters, these halting to carry conductors. Tram replacement began in 1931 and by 1938 all the trams had gone, except on the service from Theatre to Peverell, via Mutley. This service (curtailed after the " Baedeker" raid to Old Town Street) remained until September 29, 1945.
Reference has already been made to the developments which brought the National into the Plymouth area. After lengthy negotiations the services of the company were pooled with those of the corporation wjthin an area (shown. on the accompanying map) which is much larger than that of the city, even with its extended boundaries. The services are controlled by a joint committee consisting of five representatives of the city, council and three .of the Western National. The corporation members appoint the chairman. There are provisions for arbitration in the event of disagreement.
As far as possible, mileage is operated on the basis of 80 per cent, by the corporation and 20 per cent. by the company, the company being entitled to employ not more than 2,363 single-deckers to one double-decker. Vehicles on excursions and tours and„private hire and all long-distance services where the minimum single fare is 2s. 6d. are excluded from the agreement, but all others entering or working in the area are included. Receipts are divided in the same proportion as mileage, each party meeting its own expenses.
Replanning Creates Transport Problems The corporation is facing a serious problerp, because of the replanning of the city. The district around Plymouth is undulating and the new housing estates which are being erected at distances up to four miles from the city centre are in most cases isolated from one another and from the existing bus routes by the physical configuration. The difficulty is how to serve these estates without running an enormous dead mileage which might upset the equilibrium of the undertaking, necessitate a revision of the fare structure and possibly interfere with the balancing arrangement with Western National.
There is only one other daily stage operator in tile joint area—Heybrook Bay Motor Services, Ltd. (already listed above). This company, formerly Messrs. J. W. Newton and Sons' Star Motor Service, works daily to Plymouth from Heybrook Lodge, with summer services also to Heybrook Bay holiday camp.
The present delineation of areas between the National companies and Devon General dates from 1938 and is shown on the accompanying map. The Devon General has had an interesting and unusual history. . It was originally formed in June, 1919, to take over from
Mr. J. S. Mill three A:E.C. B-type open-top buses, and the following services were, in due course, opened.— Exeter-Paignton, via Chudleigh; Exeter-Torquay;Newton Abbot-Ashburton; Newton Abbot-Bovey Tracey; Newton Abbot-Paignton; Exeter-Budleigh Salterton, via Exmouth; Exeter-Cullompton; ExeterCrediton. Headquarters were then at Exeter.
Early Days of Devon General
In 1920 the Torquay Tramway Co. (which had started its system in 1906). began bus operation and eventually bought the Devon General, The latter was reconstructed in June, 1922, and in August of that year the tramway company's buses were transferred to it and the headquarters were moved to Torquay. The railway companies acquired a financial interest in the company in 1929. In 1933 the tramway company decided to cease operation and its goodwill was (with the consent of the local authorities) acquired by the Devon General, which, in January, 1934, put on bus services to cover the tram routes.
From 1924 the company has developed the touring side by the successive acquisitions of Fleet Cars, Ltd., Comfy Cars, of Paignton, and ,Grey Cars (A. Tirnpson and Sons). It now owns garages at Torquay (two), King
Steign ton , Moretonhampstead, Exeter, Sidmouth, Exmouth and Tiverton. The stage services of Greenslade's Tours, Ltd., in the Witheredge area were taken over on January 1, 1948, and there are now in the company's area only five
independents operating regular daily services. They are Messrs. H. Gourd and Son (Newton Abbot-Bishop's Teignton and TeignmouthBishop's Teignton); Messrs. J. Geddes (The Burton Bus Service: Brixharn-Kingswear); Balls, Ltd. (Newtonian Service: Newton Abbot-Maidencombe, Newton AbbotShaldon); J. Potter and Sons, Ltd. (Tor Bus Service: Newton Abbot-Widecombe, Bovey Traeey-Haytor, Bovey Tracey-IvIanaton), and Mrs. W. A. Hart (Ladram Bay-Budleigh Salterton-Exmouth). Messrs. Gourd have eight vehicles; Messrs. Geddes, 11; Balls, Ltd., six; Potter's, seven, and Mrs. Hart, 11. In addition, the Sidmouth Motor Co. has a summer service to Peak Hill and there are several market-day operators. The Gourd and Geddes services appear in the Devon General timetable and there is inter-availability of returns.
An event of considerable local importance was the pooling agreement between Devon General and Exeter Corporation, which came into force on April 5, 1947. An area was chosen so that ..basicallythe corporation and company can operate equivalent vehicle mileage. Receipts are pooled and divided in equal shares. Any surplus mileage is run off or paid for. The agreement applies to long-distance as well as to purely local services; some of these are jointly worked by Devon General and one of the National companies. In such cases the.Devon General's portion is put into the pool with Exeter's. The agreement has worked extremely well and to the benefit of the public. It has, of course, revealed certain anomalies in the fare structure, and these are now being investigated. Here it may he mentioned that Exeter has an unusual system whereby single tickets at reduced rates are issued op to 8.30 a.m. and from 4.30 to 6.30 p.m. from Monday to Friday, and 12.15 p.m. to 1.30 p.m. Saturday. Cheap returns are also issued up tO 4.30 p.m.
Exeter Corporation began operating trams on April 5,
1905, and the last car ran on August 19, 1931. The system consisted of approximately five route-miles worked by 28 cars. Bus operation began with seven buses on April 1, 1929, when two local routes were taken over fro Ill Devon General. These were St. Leonards-Bedford Circus (now part of service G) and Theatre-Sylvan Road (now part of D), to which was added Red Hill-Burnthouse Lane (now part of B and C). On the supersession of the trams the route-mileage became 13 and 30 buses were at work. To-day, with a fleet of 100, the corporation takes part in the working of 69 route-miles.
Purely town services are worked on the through principle, but those for the longer -distances start from a station in Paul Street. close to the city centre. The future layout of Exeter is uncertain, but it seems likely that the Paul Street Station will become a car park and that the buses will be transferred to Paris Street, near the present corporation garage. The garage is now inadequate and the site is required for redevelopment, so that the transport department will have to build new premises when a suitable site can be found, Company-Corporation Harmony
In addition to its close working arrangement with Exeter Corporation, Devon General has maintained the traditional friendship of the tramway days with Torquay Corporation. The council has a traffic committee which provides liaison between the corporation and the company and enables the latter adequately to judge public feeling on transport matters. This is particularly important, as so much of the company's activity centres in Torquay. In fact, its system consists mainly of a seriei of inter-connacted nodal points and town operation forms a larger proportion of its work than is the case with Western and Southern National.
The Plymouth and Exeter agreements provide an excellent example of how co-ordination can be applied to differing conditions of traffic.