TO DISCARD A TRAMWAY SYSTEM?
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The Municipal Authorities of Darlington Contemplating the Use of Trolleybuses In Place of Tramcars. A Report which May Influence the Decision of the Corporation.
rp HE passenger transportation pro
blem of Darlington, both with regard to the present and future requirements of the town, has engaged the serious attention of the corporation for some time past, and there now appears every likelihood of the existing tramway system being discarded in its entirety and raillesa traction substituted in its place„ The existing tramway tracks, which are of narrow gauge, were laid approximately 21 years ago, and are now almost
entirely worn out. The corporation, faced with the problem of either relayilea these tracks, or, alternatively, of adopting some other form of traction suitable to local requirements' decided that the necessary information to enable them to arrive at a definite decision, could only be obtained from some authority with an extensive knowledge of the possibilities and shortcomings of all modes of passenger transport for City and town purposes. Accordingly, the authorities approached Mr. Alfred Baker, general manager of the Birmingham Corporation Tramways who is one of the most competent authorities on this subject in the country. Mr. Baker has now visited the town and made a careful survey of the neighbourhood and .prepared an exhaustive report.. In this he very lucidly deals with the needs of the town, and strongly advises the adoption of trolley-buses. .
Dealinee with the existing tramway tracks. Mr. Baker points out that in many cases the wheel flanges of the cars are running on the bottom of the rail grooves, and that, by carrying out, extensive repairs, the " life " of the trecks could only be extended two or three years. In his opinion this procedure would be false economy, for, failing the institution of any other system, it would be much cheaper in the long run to face at once the task of the complete reconstruction. Assuming that the corporation decides to renew its tramways, Mr. Baker estimates the cost, including that associated with the work of doubling the present single-line tracks where possible, and allowing for scrap value, of old rails and other materials, at £04,500, and the completion of the system by several proposed extensions, at approximately £400,000.
Mr. Baker questions whether the traffic carried is likely to be sufficient to pay interest and sinking fund charges on the new capital expenditure, and points Out that the corporation's published statistics show that during the past 15 years, on a capital of only L81„OCO, the gross profits en the tramways have never been sufficient to cover capital charges and to provide for depreciation, renewals-, etc. Further, be says that it would not be reasonable to expect that merely by renewing the track the traffic would be increased.
Dealing with the two systems in substitution for tramcars—i.e., petrol motor omnibuses and electric trolley-lauses-- Mr. Baker says that the strongest feature in favour of the ordinary motorbus is its mobility, for it can be transferred from one route to another; but even this advantage is discounted by the feet that, public-service vehicles mast of necessity adhere to a defined and regular route, In Darlington the various routes are well established.
From the points of view of cheapness of running and ease and comfort of riding, Mr. Raker bolds the view that no vehicle gives better results than the modern well-designed trolley-bus. He, of course, qualified this statement, as regards cheapness of running by referring to the merits of tramcars carrying70 . to 80 passengers for use in. large cities on routes with densetraffic, but such . factors do not exist in Darlingtori. According to the report, another great advantage of the trolley-bus is that it would, as is the tramcar,be dependent for its power upon the corporation electric supply station. This is an important factor when one considers the various fluctuations irk the cost of petrol.
"I have ne hesitation, therefore," continues Mr. Baker in his report, " in advising your corporation that it would be wise policy to abandon the present system, and in place thereof to substitute an up-to-date -system of trolley
omnibuses., step he advised no only from a financial standpeint, but also on the grounds of comfort and convenience of the travelling public.
Assuming that the corporation decided to adopt this polity recommended, Mr. Baker said that 18 vehicles would be needed, which, having regard to the better speed obtained, would be sufficient to meet the requirements on existing routes, whilst the overhead standards could remain, with an additional wire to take the return current. Translating this statement into figures, he gave the estimated cost of the work on the existing routes as follows :— 18 new 40-seater single-deck trolley-buses at £1,500 each £27,000 Net cost of taking up old rails and restoring eurface (ap proximately) Alteration to overhead equip ment to suit new system ... 2,000 Return feeder cable ... 1,780 Alterations at depot, filling-up
pits, etc. ... . 500
Total ... .£3400 • The figures for estimated receipts and operating expenses given by Mr. Baker are as follow :— • Mr. Baker says that he feels justified that this mileage of 450,000 miles, whilst in excess of that hitherto run by the tramcars, would be an established fact with such improved facilities as he suggested, whilst, so far as receipts are concerned, he has taken these at 2d. per bus-mile less than last year's figure, on account of the extra mileage. To be charged against the gross profits of £6,562 there would be interest and sinking fund charges on capital expenditure on £34,280 as follow :— These estimates, not allowing for any scrap value of old tramcars, would, after meeting the above charges, provide a net profit of £2,396 per annum, which would be more than sufficient to cover the capital charges on outstanding capital.
With regard to the proposed extensions, Mr. Baker. points out that these routes could be fully equipped for trolley:buses, including the purchase of the necessary rolling-stock, at a cost of approximately £25,000. On a capital expenditure of this amount the services would probably not be able to pay the loan charges in the first year or two on the whole of the routes, and therefore the corporation would have doubtless to proceed slowly, but, in any case, it appeared to him that if the corporation failed to provide travelling facilities in these districts in the early future private enterprise would step in. If the estimates were realized, and he had every confidence that they would be, Mr. Baker said that he thought the committee would be fully justified in making the change to trorley-buses. In forming conclusions on the report the committee will be guided by the experience of Wolverhampton and Birmingham, to which places deputations have been sent to inspect the motorbus and trolley-bus services in operation.