WHERE THE TRAMCAR SCORES (?).
Page 11
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REPORTING on tramway extensions, the tramways manager of the Glasgow Corporation says that some of the schemes are very similar, the most apparentfeature being that they all give a separate and distinct tramway track.This will allow of a higher speed being given without any risk of accidents. The question of speed iS a very important factor, and, on a road where there are so. many motor vehicles of all descriptions proceeding at a considerable speed, It would be a greet advantage to all concerned if the tra.nica-r had a separate way of its own. The annual maintenance cost, as has been pointed out, would be very small. There are; of course, certain disad
vantages. It would, for instance, be necessary at intersecting roads to make provision for vehicles crossing. It has been suggested that there is no necessity to lay a tramway on the 2imiles of road, as the trolley-bus or the motorbus would answer the purpose equally well and with very little capital expenditure. Anyone who advocates such a scheme does not, he says, appreciate the position. At Baillieston there is the terminus of one. section of a tramway system serving a population of over a million. At the Coatbridge end of the road, q miles distant., there is the •terminus at Langloan of another tramway system serving a •population of over 100,000; and very possibly, if the Glasgow system were extended to Langloan; the citizens of Coat-. bridge might wish the Glasgow' Corporation to give a service of cars to the centre of their burgh. Neither the trolley-bus nor the motorbus would he suitable to cope with the traffic which could be developed between Glasgow and Coatbridge. It is not easy to say definitely what service would be required, but possibly it might be necessary to have a car going each way every five minutes, and on many occasions there might be a car every two minutes. These facilities, says the tramways manager, could never be given by any vehicle but a tramcar.
But why not?