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A TRAMWAY SYSTEM REPLACED BY BUSES.

9th February 1926
Page 49
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Page 49, 9th February 1926 — A TRAMWAY SYSTEM REPLACED BY BUSES.
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The Experiences of a Progressive Company who Less than Two Years Ago Decided to Abandon their Entire Tramway System.

TE decision reached by the Sunderland District Electric Tramways, Ltd., less than two years ago to abandon their entire tramway system in favour of motor omnibuses must rank as the most revolutionary departure in the whole of road transport history in the North of England. Such rapid headway has been made in the intervening period that this important Wearside company now maintain, under the more appropriate title of the Sunderland District Transport Co. Ltd., an extensive network of bus routes covering a total Mileage of over 60, as compared with one of only 16 when trams were in use.

Furthermore, the company own an entirely up-to-date . fleet of 58 buses, which are now carrying approximately 170,000 passengers per week.

Numerous instances have, of course, been forthcoming of late years of the discarding of tramway systems owned and controlled by municipal authorities. These have clearly indicated the trend of present-day passenger transport developments, but it has been left to the Sunderland District Transport Co., Ltd., to pave the way so far as privately owned tramway systems are concerned, and the conversion has been productive of most gratifying results.

The factors which influenced the company in their decision are of particular interest. They were established in 1905. and in their days of tramway working controlled a system embracing 16 miles of routes in the thickly peopled mining and industrial districts fringing the important North-country town of Sunderland.

In 1923, owing to the dilapidated state of the track after about 19 years of constant use, the management found itself, faced with the necessity of renewing the entire length of permanent way, transmission cables and overhead wiring or, alternatively, of providing other means of passenger transport. It was estimated that an outlay of at least £160,000 would be necessary to continue tramway operation, and the _management very naturally had considerable hesitation in proceeding with the renewal, at such a high cost, of tramway facilities, which were, even at that time, steadily declining in popularity, and, except for dense traffic routes, rapidly xiving place to either motorbuses or railles.s cars.

At the time the company were called upon to make their decision several, other factors, equally as important as that of capital cost, were brought prominently to the foreground, one being a particularly insistent demand on the part of the travelling public of the district for motorbuses and another the ever-increasing competition from private bus companies

operating in the neighbourhood. Yet another point which had to be considered was the need for extending certain sections without incurring an expenditure out of proportion to the possible revenue, whilst a fourth factor was the necessity for catering for that class of traffic which changes its locale. It is by no means an uncommon experience in industrial districts for the population of a town or village materially to increase or decrease in the course of a very brief period, owing to trade booms or depression. In such cases it is only the motorbus, which is capable of being transferred at a moment's notice from one route to another, which can economically solve the local transport problem.

In view of these numerous considerations it is small wonder that the Sunderland company decided to institute a thoroughly efficient motorbus system, instead of expending such a large sum upon renewing the life of the tramways. Once the decision was reached, no time was lost in effecting the change-over, and, in a relatively short space of time, buses had ousted the trains over the whole 16 miles of routes. As a preliminary the sum of £19,000 was spent upon the purchase of 18 saloon buses, and sinee that time frequent fleet augmentations have brought the total strength up to 58 vehicles. These comprise twelve 24-seater A.E.C.s, the remainder of the fleet being made up of 32-seaters supplied jointly by the A.E.C. and the Bristol companies. .The larger A.E.C. vehicles are of the forward-control type, and the basis of the smaller buses is thnmakers' 2-ton chassis.

Careful consideration has been given to tyre equipment, it'd at the present time 34 of the heavy vehicles are shod with rtenley air-cushions, the remaining 24 units being run on giant pneumatics, for the most part Dunlops, with twins en the rear wheels.

Extensive as have been the developments to date, the conmany's progress has been somewhat retarded by the prevailing depression and state of uncertainty in the coalmining industry, but, so soon as definite signs of improvement are forthcoming, further large advances are to be expected. Already there are signs of improvement in the mining industry, and, so soon as it is apparent that this is lasting, steps will be taken to expedite many sehemes at present lying in abeyance. , Meanwhile a number of minor alterations has rendered the tram depot at Philadelphia capable of accommodating the 58 vehicles. Machinery solely used for tramcar repairs, etc., has been replaced by up-to-date equipment and appliances for motorbus maintenance, in connection with which a modern electrical plant has been installed. The company have now at their disposal a well-appointed range of workshops, paint shops, etc., all steam heated, and this will form the nucleus of a large central repair depot should the company decide to go ahead with the projected chain of depots. Petrol is stored in large Bowser underground installations, and the depot now contains a range of stores and spares of a value running into several thousands of pounds.

Each bus is subjected to a thorough dock overhaul after every 4,000 to 5,000 miles, and the maintenance organization provides for a complete overhaul once per year for each unit. This close attention.to detail has resulted in the company being able to provide extremely reliable and punctual services over their many routes.

.The company also own a smart light Morris-Cowley van, which has played its part in maintaining this feature of reliability. Carrying a small stock of spares, etc., the vehicle is immediately despatched to any bus requiring minor repairs or adjustments, and thereby dislocation of the services is prevented. • • As it is, the growth of the company's system to its present, dimensions in the ehort space of about 18 months, and under trying conditions, is a remarkable achievement and one which is indicative of the enterprising and progressive spirit of the management. The system at the present time is made up of the following routes:—

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Locations: Bristol, Philadelphia

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