How a Ch( lire Transport Board Combats War Conditions
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How Success Has Been e ee.
Achieved in Passenger Carrying by Joint Action on the Part of Four Relatively Small Boroughs MEMBERS of the travelling public from other areas find several features to envy in the services provided by the Stalybridge, Hyde, Mossley and Dukinfield Transport and Electricity Board. For one thing, although the joint Board's buses are more effectively blacked-out than most passenger vehicles, travellers enjoy interior lighting on practically a normal scale, so that they have no difficulty in reading during their journeys. Experiments with the necessary equipment were carried on during the first week of the war, and before the blackout had become really troublesome the scheme was completed.
Another feature that is particularly valuable at present, although instituted in January, 1938, is the " Bus Wanted " signal, which enables the prospective passenger to signal to drivers at request stops, without flashing a torch or stepping into the roadway.
In addition to measures of war-time interest, the S.H.M.D. system is also notable for the use of synchronized clocks as an aid to accurate timekeeping. It is claimed that the Board pioneered this particular development and now there are a dozen clocks in use, all controlled by the master clock at Stalyhridge station, In view of the difficulties ,that have arisen in preventing interior lighting of transport vehicles from being clearly visible from outside, it is interesting to learn that Mr. A. G. Grundy, M.Inst.T., the BOard's transport manager, has solved the problem to the complete satisfaction of the passengers and of defence authorities at an average cost of only £4 4s. 3d. per vehicle.
In the early days of Mr. Grundy's transport career the steam trams operated by his then employers were fitted. with blinds to keep out the sun and he did not see why similar blinds should not be equally effective in keeping the light in. Suitable opaque material was procured from the .Rexine Co., after which a hood-covering contractor tailored the blinds and fixed up straps to hold them in place while not in use, Lift-the-Dot fasteners being employed to keep the straps in position. Thus, at a very, reasonable cost, the passengers are enabled to enjoy practically full natural lighting during the day and powerful interior lights at night.
Many of the routes run through semi-urban districts where in the ordinary way, it would, necessarily, be somewhat difficult for the driver to be certain that he did not miss a number of passengers waiting at request stops. Following complaints on this score, a A22 signal system was put into op&at,on two years ago, since when there has been no known instance of a passenger being left behind if the vehicle has had room for him. -The system has since been marketed commercially.
Instead of the ordinary " request " sign, an electrically illuminated box is mounted at the head of the post with a press-button system on a battery box at eye level. When the bus is seen approaching, the passenger wishing to be picked up presses the button and the words " Bus Wanted " are illu-ininated with diffused light, which can be seen about 100 ft. away.
This system has proved particularly valuable under black-out conditions. Prior to the war, pressing the button also had the effect of floodlighting the passenger as he or she stand at the halt.
Although the system can be supplied by-. either mains or batteries, it is the latter that have been employed, so that
each unit is self-contained. A six-volt special waterproof battery is used and, although routine inspections are carried out from time to time, not a single change of battery has been necessary during the two years. It will be appreciated that the power consumed is quite low, because the light operates for only a few seconds during the actual time when the passenger is pressing the button, that is to say on the s. immediate approach of the bus. Costs of installation have been more than counterbalanced by the elimination of
loss of revenue. .
Originally the designs provided for a sign box giving several destinations together with the Corresponding buttons below, so that by pressing the appropriate push-button the passenger would indicate " Manchester Bus Wanted " or '! Ashton Bus Wanted." In practice, however, it has been found that the small type is quite effective, because the persons waiting do not operate the signal unless a vehicle on the required service be approaching. Altogether some 2,50 signs are in use throughout the system.
Small local authorities frequently find themselves in difficulty regarding the economical operation of passenger transport that is suitable and sufficient for their particular areas hut nearly 40 years ago the councils of Stalybridge, Hyde, Mossley and Dukinfield foresaw that efficiency would be aided by joint action. As a result they decided to inaugurUte electric-tram services and an electricity supply in the area covered by the four boroughs.
Construction of the permanent way was commenced in October, 1902, and trams were first operated for public use on May 21, 1904, a fleet of 55 vehicles being available at this time. In 1921, the Board purchased the Hyde section of the Oldham. Ashton and Hyde Tramways and thus was able to develop co-ordinated services with the corporations of Manchester and Stockport.
Under an Act of 1923, authority was obtained to operate 'buses within the boroughs of Stalybridge, Hyde, Mossley and Dukinfield, also along the tramway routes outside the boroughs. Powers thus obtained were exercised two years later, bus services being instituted on May 29, 1925 and 14 vehicles were purchased during the first year. During the next four years the fleet rose to 56 and there have been various increases bringing the number up to 72 machines at the present time, Additional Parliamentary powers were given in 1936, the traffic area now including Saddleworth, Hollingworth and Tintwistle. Regular services are , operated on 19 local and inter-urban routes, whilst there are co-ordinated services with the corporation, of Ashton-under-Lyne, Manchester, Oldham, and Stockport, and with the North Western Road Car Co., Ltd. Out of a total route mileage of 109, 60 miles are in the Board's own area.
Until 1923, the tramways were responsible for yearly precepts issued on the four constituent authorities, but about the time of the change-over to buses matters commenced to improve and, in recent years, the transport side has contributed substantially in refund.
Tramway losses have continued to be substantial, but they have been more than offset by the bus profits, and twelve months ago it was decided to abandon the remaining six trams, replacing the. service with motor vehicles. However, before this decision could be put into effect war conditions made it necessary to postpone its fulfilment, so that, for the time being,• they are continuing, as hitherto.
Incidentally, the 1936 Act empowered the Board to run trolleybuses over certain routes and, at present, three-quarters of a aide of equipment is in use between Stalybridge and Ashton-under-Lyne, a frequent service of trolleybuses being worked between Stalybridge Town HMI and Manchester; this is on an inter-running arrangement and no trolley vehicles are owned by the Board.
During the 10 years ended March, 1939, the annual bus mileage had increased from 1,258,339 to 2,437,459, whilst the number of passengers carried had jumped from 7,962,749 to 16,618,312. . Traffic revenue, which stood at 12.26d. per bus mile in 1928-29, had dropped to 11.611d. 10 years later, whilst working expenses had risen from 8.72d. to 9.45d.
The average, fare paid per passenger in the year ended March, 1939, was 1.7d., whilst the number of passengers per bus mile was 6.8. Of the traffic revenue, passengers accounted for 11.608d. and parcels for .003d.
per bus mile. On t h e expenditure side, petrol and oil‘fuel accounted for 1.449d. per bus mile, repairs and maintenance 1.501d., licences .574d., and wages of drivers and guards 3.578d.
Among the special facilities provided on the system are the Shilling All-day tickets, which have proved of special value to travellers and collectors, particularly in view, of recent restrictions on private motoring. Workmen are catered for with a special half-rate fare and, in addition to this, obtain a six-day ticket for an aggregate fare equal to five days' half-rate journeys. For children who are receiving elementary education there is a special quarter-rate fare for journeys between home and school, tickets being sent for this purpose to headmasters, who issue them.
The fleet now comprises 72 buses, of which 67 are off-engined. Chassis are of Thornycroft and Daimler manufacture and where oil engines are used they are in every case of Gardner make", six-cylindered power units being provided for all double-deckers.
With the exception of two machines, standard Northern Counties coachwork is used for the fleet. Modern maintenance facilities are, of course, available. including an extensive garage with ample manceuvring space.
Although the boroughs of Stalybridge (25,000 approximate population), Hyde (22,000), Mossley (12,000). and Dukinfield (20,000) are relatively small, by banding together in a joint organization they have brought into being an enterprise that is looked upon with no little envy by many local authorities in similar positions. It certainly forms a convincing example of the advantages in such circumstances of combined action.