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Modern Mass Transportation Methods

9th June 1933, Page 50
9th June 1933
Page 50
Page 51
Page 50, 9th June 1933 — Modern Mass Transportation Methods
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Which of the following most accurately describes the problem?

MEEE, author points out that considerable confusion exists in the public mind as to the qualifications of the various modes of passenger road transport. The truth is that local conditions are not similar, suitable or economical for all means.

In the provincial cities usually there is no alternative facility, such as electric railways or tubes, and the responsibility for transport has rested almost entirely upon the tramways undertaking. These activities have been increased by the Imp housing estates, some miles distant from the various centres. They are really small towns possessing their shopping centres, clubs and cinemas. The primary transport requirements of such communities and the outward trek of the population have enormously increased the responsibilities of the traffic undertakings. Motorbus routes have been developed, but a considerable volume has been added to the tramways load. Whilst traffic has increased, the loading space available in the .centres has remained stationary or been reduced.

To facilitate loading a variety of methods is employed. In Leeds, circular tramway tracks with queue barriers serve 12 routes ; at another location a long shelter between the tracks serves eight routes ; at other heavy-loading; points, movable posts on which is written "Safety Zone" form a kind of portable traffic island, at which passengers congregate. Side-walk queue barriers are also available at the principal points of the entire system. Barriers between the tracks have caused controversy : they may offend the testhetic, but, undoubtedly, fulfil their purpose. Out of the millions loaded here accidents have been few.

There are 30 tram and 22 bus routes, and 42,000 passengers have to be loaded at the city hub per traffic peak-hour. One junction deals with 166 trams in each direction per hour.

The border line between profit and loss isi remarkably thin. Some blame the low minimum fares in the 'United Kingdom, and our lowest fares of 1.d. or 1i4l. compare with 21(1. in New 'York, Toronto and Berlin, and 21(1. in Paris and 3d. in Vienna, but it is significant to note that during the depression many of the relatively high-fare districts in England have suffered the greatest loss of revenue.

It is important that this circumstance be kept in mind when considering the future taxation of buses. To handle the present heavy traffic out of Leeds, with buses operating under a five-standard restriction, would cause considerable inconvenience and hardship. The lack of loading space in this centre makes it necessary that the standing accommodation during peak hours should be fully utilized.

" Flood " traffic caused by sudden weather changes and other factors immediately transforms pedestrians into wouldB36 be passengers, and where alternative facilities do not exist, the only effective way is to use a vehicle with a liberal capacity for standing passengers. The author also suggests that provision should be made in the Road Traffic Act for the issue of experimental licences for new types of vehicle ; progress in design would then continue. The "standing" restrictions on buses need clarification. Prom time immemorial, two children have been regarded, for transport purposes, as equalling two adults, but the police ruling in many districts is interpreted by a counting of heads, and children, even on parents' knees, are thus regarded as adult units, and fines have been inflicted.

The bus sections of many huge traffic concerns have had a chequered existence. The past generation of tramway engineers, steeped in technicalities, greeted the intruder with ridicule and opposition. Those who worked in mixed transport undertakings will always remember the pioneer years, the " thin " routes grudgingly given to the bus people, the wretched garaging, and the tramway rejoicing at bus breakdowns will remain vivid recollections.

In a decade the entire outlook of tramways was changed. It became apparent that only, the strongest tramway undertakings engaged in cheap-fare mass transportation could hope to survive. The bus undoubtedly won the battle with the smaller concerns, but the present huge tramways remain almost intact. The tendency sadly to overtax -the bus, the uncertainty of the fuel outlook, and the mass of repressive restrictions which surround the operation of this otherwise vigorous competitor when handling mass traffics, are factors which must weigh heavily against the bus in the fight for supremacy.

It is unfortunate that the outlook for urban transport has been so darkened by the heavy taxes inflicted in recent years, or that mass-transportation schemes should have become entangled in the dispute between road and rail interests. In Leeds it has been possible to place the bus section on the credit side only by a most drastic overhaul of every operating detail and the cutting of costs to the bone.

As a result of the revision of taxation in the Budget, a curious position had arisen. Only a small tax has been imposed on oil fuel, but the substantial increase in licences places this type of vehicle at a serious disadvantage with petrol-engined buses when considering the provision of reserve vehicles for occasional traffic. Unless oil-engined vehicles are occupied in service to a certain minimum mileage per annum, the increased charges render them uneconomical.

The large reserve of rolling stock required to deal with occasional dense traffic cannot be expected to bear the present ruinous rates of taxation. The first real economic step towards the replacement of large tramway undertakings by buses or trolley-buses would be taxation on a mileage basis. It is ridiculous to suggest that the full rate should be demanded from vehicles in service for only a few hours per week.

The wearisome procedure imposed by the Road Traffic Act is quite unsuitable when dealing with non-competitive services operated by responsible companies or municipalities. The Traffic Commissioners' organizations are snowed under with applications from the smaller operators. The work Is in urgent need of simplification, and a great step forward would be the extension of the currency of a road service licence from one year to five years on approved transport schemes.

Sufficient experience in the working of the Road Traffic Act has been gained to indicate that it is useless to frame regulations which can apply with equal justice to the operation of a village bus service and the mass transportation requirements of a large city.

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Locations: Toronto, York, Vienna, Berlin, Paris, Leeds

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