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The Future of Passenger Transport
Page 67
Page 68
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TRAVEL by road has obtained such a firm position in our everyday life, as well as ; during holiday periods, that its future is definitely assured. During the past year there has been a temporary set back, caused partly through fear of the results of the Road Traffic Act, partly by actual reductions of services, and, to a considerable degt.ee, through the general state of trade and industry. Now the, fear is steadily being overcome, the conditions under which road-service licences are obtained are being ameliorated, and there are at least signs of some improvement in the industrial situation.
The number of public-service passenger vehicles in service in 1.931 showed a decrease of nearly 14,000, but this occurred chiefly amongst taxicabs and the smaller classes of publicservice vehicle. Actually, considering only the number of Medium and large-capacity vehicles, this was some 1,400 higher than in the previous year. During the 12 months ended last September; nearly 7,500 new publicservice vehicles and 1,200 taXicabs were brought into service, but, against this, over 11,000 cabs and about the same number of buses and coaches were withdrawn.
Much of the reduction in the number of licences for the smaller vehicles has been due to the elimination of the temporarily or permanently unfit. Proper in spection will, undoubtedly, improve the breed, reduce the number of accidents and enable the public to travel with enhanced confidence. A very important summary of the whole situation is included elsewhere in this issue, but we may refer to the fact that last year applications for road-service licences were made by some 5,000 operators. It is a striking fact, however, that the majority of the services and some 24,000 passenger vehicles—which represent more than half the number in operation—are in the hands of only 150 companies. The municipal undertakings account for 5,700 vehicles, whilst the remainder are spread over thousands of small companies or individual proprietors.
It is quite probable that many of the vehicles which have been rejected by the examiners will, after thorough reconditioning, be rendered fit for further service, whilst, in other cases, replacement by new models will provide more work for our commercial-vehicle factories.
In our opinion, there is little need to be unduly alarmed at the present state of affairs. The railway companies, whilst continuing to enter objections against many services, are not experiencing quite the success which they hoped that their efforts would win for them. They have shot their bolt and, what may be termed, their automatic objections cannot continue to receive the same consideration as heretofore.
The public still demands increased transport facilities. The express coach is saving the long walk to the railway station, and often reaches its destination long before the train, whilst municipal services are expanding, and more and more tramways are being replaced by buses or trolley-buses. We have no reason to look for anything other than a prosperous future for the passenger she of the road-transport industry.
The Invaluable Work of Operators' Associations.
WITH the opening of a second year of roadservice licensing under the new conditions there are distinct signs of a growing confidence amongst private operators, who begin to see, in the Act which they had looked upon as sealing the doom of independent enterprise, the means for stabilizing their position and protecting them from wasteful competition.
At this juncture they should reflect upon the undoubted value of co-operating, and of organizing their industry. Had it not been for the helpful presentation of the operator's viewpoint to the authorities before the Road Traffic Act was passed, and during 1931, many grievances would yet remain unrighted. There is much still to be done, and a powerful body like the Motor Hirers and Coach Services Association, Ltd., to which are affiliated the most important provincial associations, is indispensable now, more than ever before, to preserve an unbroken liaison with the Ministry Of Transport. Full support should be accorded to the central body by all the local associations; in this way strength will be added to the voice of the industry, whilst help and advice to the provincial workers will be freely given.
One of the pressing needs of the moment is to ensure that 1931 traffic figures, which have suffered through the trade depression and operating difficulties, shall not be taken as the measure of licence needs for 1932.
Economies in Passenger vehicle Operation.
THE netvalue of economies in motor-vehicle -Ioperation varies considerably with the type of vehicle and, more particularly, according to the class of work on which the machine is engaged. A farthing, or even a penny, per mile saving in the cost of operation of a heavy goods vehicle engaged on dock work and therefore covering only a small annual mileage is not of great importance : it may amount to £30 to 140 per annum, at the most.
It is in passenger-vehicle operation that it is so very necessary to scrutinize every item of expenditure, for an economy or extravagance equivalent to only a minute fraction of a penny per mile may prove, in the aggregate, to represent an enormous sum in the course of a year, relating, as it may, to the operation of a hundred or more vehicles, each of which covers many thousands of miles per annum. It is, therefore, amongst the larger operators of fleets of public-service vehicles that inventors with ideas for innovations designed to reduce operating costs find the readiest response to their suggestions.
It is of interest to consider where to look for opportunities to effect savings. One direction has already suggested itself, that is the use of an alternative fuel. It is amongst publicservice-vehicle operators that trials of oilengined chassis have been carried out most freely.
The next move for economy, in our view, will be towards the simplication of transmission gear and particularly in a search for mechanism which will replace the present type of clutch and gearbox, which, as everyone knows, is the most costly item in the maintenance expenditure of bus operators. It may be that the hydraulic clutch and epicyclic gearbox will prove to be the outcome of that search. There can be no doubt, however, that the part of the chassis which lies between the engine and the rear axle will be the next to undergo reorganization.