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Stations at Tramcar Stopping Places.

3rd August 1926, Page 1
3rd August 1926
Page 1
Page 2
Page 1, 3rd August 1926 — Stations at Tramcar Stopping Places.
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Which of the following most accurately describes the problem?

rpHE failure of the Corporation of Newcastle to secure powers to compel all traffic to stop behind a stationary tramcar loading or unloading passengers, following upon the refusal of Parliament to admit clauses of a similar import into ofher private Bills, is but an incident of outposts, and must be regarded as the presage of a big fight at no late date. Whilst the Ministry of Transport, the Government department concerned with any such' proposal, has raised objection to the proposed alteration of the law so far as it affects one town, the objection has been based upon the need for uniformity of practice, and it has been implied that, if such a practice be established, it Would be under a law that would be applicable to the whole country. Lord Strathspey is to-day (Tuesday) calling attention in the-House of Lords to "the practices of motor drivers and the menace to people about to enter tramcars."

The big guns must, therefore, be brought up at once because, without doubt, a general prohibition of the practice of passing stationary tramcars would slow down the traffic wherever there were tramlines, and the worst obstruction would occur where congestion can least be tolerated—in populous places, where tramcar stopping places are many and close together The tramway is, in every sense, an awkward system to accommodate. Essentially, it must be laid in the streets where pedestrian traffic is heaviest. The convenience of the public and the need for profitable operation both demand this. Hence, it would be foolish to relegate a tramway to a road parallel to a busy high ,road. Had the motorbus been introduced many years ago (in fact, had there never been 'the foolish legislation that produced the red flag Act) there would certainly never have been a tramway in this country, but over a hundred millions sterling have been sunk in the tramway ventures and the best must now be made of a bad job. The tramway, therefore, being accepted and the busy high road agreed upon as the place for it, the next difficulty arises in finding the right position, and compromise has placed it in the middle of the road. At the sides of the road the tram.car' is obstructed by every vehicle stopping close to the pathway oppositea residence or business place. Occupants of premises have the right, and they require, to use the roadway for their carriages and goods vehicles, the only qualifidation. being reasonableness in the matter of time. But a reasonable time for loading or unloading a removal van would dislocate a tramservice for half a day. Hence the sides of the road are out of the question.

To place the tramway entirely to °tie side of the road is equally impracticable, and it effects no improvement except in one small degree—it is more convenient for passengers entering or leaving a tramcar on the line next to the pavement. It is actually rather more dangerous to passengers from or for the tramcars on the outer line.

It is now Proposed that, at stopping places for tramcars, the lines should swerve from the centre of the road and run alongside the pavement for a short distance. This would effect an improvement but would introduce a far greater danger, for at such a point a car would swerve ruthlessly towards the side of the road, crushing against the kerb any vehicle on its near side. There are a few such constrictions already, and many have been the accidents thereat.

The solution that we have to offer is a simple one and involves, perhaps, less expense than any redisposition of the tramlines, whilst leaving the space between the tramlines and the pavements free for passing traffic. A central island should be erected at each stopping place and between the two pairs of lines, to act as a tramway station, with guard rails round it and with subway connections to the pavements. The guard rails, with openings opposite the tramcar entrances, would compel passengers to approach the islands by the subways instead of by dashing through traffic.

The cost of such tramcar stations would be far less than the cost to the community it all traffic were to be stopped behind stationary cars and to be unable to overtake them when they are moving, as in actual practice would be the case if the Glasgow method were generally adopted.

Another Triumph for Road Transport.

TRANSPORT by road has now attained such 1a position in orur national life that it is difficult to pick out any one phase which merits more consideration than dozens of others ; however, the conveyance of valuable horses and other pedigree stack is perhaps that one, for certainly the progress recently made in this branch has been surprising, although perhaps not quite so much so when the various points in its favour are reviewed.

The extent of this class of traffic Is hardly realized by the general public, but some idea of it .can be gained by studying those pages of the daily papers which deal with racing, and remembering that the majority of the hundreds of horses engaged at the various meetings have to be brought from long distances. Apart from these horses a large number of hunters is conveyed to the many meets, and there are special B18 ambulance vehicles engaged in transporting horses, etc., for societies such as the R.S.P.C.A.

Here transport by motor vehicles, carefully designed to meet the special needs of the work, is rapidly superseding that by rail boxes, for there are many striking and cogent arguments in favour of the former means, the majority of which are, referred to in the article on such transport which we published last week. Foremost amongst them is the question of delivering an animal in thebest possible condition, and this can only be achieved if it travels in comfort and is not subjected to delays and nerve-racking jars and noises. Next in importance are punctuality and speed, both of which can easily be afforded by the modern motor vehicle. Other points are cleanliness, a great reduction in the risk of infection, more rest for both horses and attendants as, being conveyed direct from stable to destination, the actual time taken in travelling is much reduced and a greater degree of comfort for the stable lads who accompany the horses.

The vehicles designed for this work embody, In most instances, the experience of many years ; they are mainly products of the highest class and are excellently equipped for the work which they are called upon to perform. Safety, cleanliness and comfort have all been studied and improvements constantly effected.

The point is sometimes raised why in the motor horsebox the entrance is usually at the off side or the back and seldom at the near side. This is to meet the custom of many years' standing of leading the horse at the right—a procedure which has even affected the rule of the road, so far as led horses are concerned.

Tags

People: Strathspey
Locations: Glasgow, Newcastle

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