TRAM AND BUS RIVALRY.

Auckland Star, Volume LV, Issue 166, 15 July 1924, Page 7

TRAM AND BUS RIVALRY.

« IS THE AUCKLAND CAR THREATENED ? EQTTA3STBIITY OF COUNCIL. SOME INEQUALITIES FOR CORRECTION. FATE ROAD USAGE FEES. In many big cities of the world the motor bus is throwing out a determined challenge to the electric tramcar as the most popular and successful form of transport. In some instances the trams appear to be yielding temporarily to the fierce rivalry of their mobile competi- - tors, in other cases they are holding j their own, and again, in several cities, the tramcar has, after a strenuous tryout, resumed its old status as the most dependable and cheapest form' of urban transport. Notwithstanding the grouch about rush-hour inadequacy which is heard all over the world from the tram] traveller, when it becomes a matter of ] quick and steady transport at cheap rates of large masses of passengers at congested periods of the day, the electric carriage on rails is an ever constant standard of reliability. But the public loves novelty, even in travelling, and for a while is willing to I pay for it. At the present time the j city of Melbourne is in the throes of a , very sprious conflict between a heavy! capitalised tramway service and a grow- | ing fleet of motor bus rivals, which are ' charging double the tram fares and I covering the runs in half the time. The ; competition is so serious that the Tram- j way Board is faced with considerable losses, and may have to introduce such modifications as cutting out certain routes altogether and reconsider exten- i sion and conversion proposals. Here in ' Auckland the tramcar appears in no ' immediate danger of being supplanted, ; but the construction of long stretches of concrete roading has presented opportunities which the motor bus is now eagerly seizing. It is a case of getting in while the going is good, for it is , obvious that the civic authorities, after ] spending" hundreds of thousands on a \ tramway system, and more hundreds of j thousands on concrete highway, are; hardly likely to sit quietly and allow ! motor buses to run the community i owned tramcars out of profit on roads built and maintained by public money. At last Thursday night's meeting of the City Council the Mayor presented a memorandum on the subject of the control of and fees for the license of motor buses, with a proposal for seeking legislation granting local authorities wider powers in this matter than they now possess. Following this the memorandum is being sent to all the district ! local authorities, including the county councils, -with a covering letter asking if ; they will be represented at a conference if the City Council calls one in Auckland as soon as the Motor Vehicles Bill is available. How the Tramcar Is Loaded. When spoken to on the subject to-day, the Mayor (Sir James Gunson) declared that the Council faced the future with | equanimity, and that it was warranted j in so doing on two grounds. "Mrstly," i he said, "the tramway service is efficient,' and over the eection of the city in which j it operates offers a means of public transport second to none. It is regular, fast, and efficient, and cannot be usefully displaced by any competition that may arise from the motor buses. There is no doubt whatever," added Sir I James, "that in distant portions and in areas not served "by the trams the motor btis has come to stay, and will fulfil a useful function in meeting public needs. The Council recognises this, and it is now! just a question how far it will engage in the motor bus form of transport. It has ten motor buses on order, and may possibly order a very large number more. The one question that is concerning the | Council, and which must shortly be considered, is that of the control and license fees for buses. Those who know nothing at all about the question are still aware that under the principle created by the concession in 1899 and up to 1901 by the City Council to the British Electric Tramways Company the trams pay what is equivalent under normal conditions, for the upkeep and maintenance of the centre of the road, an annual charge of £250 per annum per tramcar. During recent years, and, in fact, continuously since 1919, the Council has spent a sum approaching £500 per tramcar per. annum on this -work. But that has been abnormal. The normal figure for maintenance of the road is about £250 per car. This is the sum which is also represented by the terms under which the city deals with the other boroughs, such as Mount Eden and Mount Albert. • It is therefore one of general principle and policy, and not one alone affecting the city. It follows that either this obligation must be waived, or else motor transport in respect to other portions of the road, namely the concrete surface laid by the city, must pay its share for the use of that concrete in the shape of fees relative to what are paid by the tramcars. Will Easily Hold Its Own. "It is deeired on behalf of the Council to make this position emphatically clear, and the future .policy for the carrying I out of whjch legislation may be sought, in order that those interested in private buses, and who think of operating more, may understand that they are not going to be allowed the use of the road promiscuously without adequate control and substantial fees. If all forms of transport were on the same footing, as in; common justice they should be, then the trams as at present operating in Auckland will hold their own against all com- | peitors and developments. "In stating this policy it should be made clear," said the Mayor, "that no reference is made to, and there is not involved the question of, the capital cost and maintenance of the tram rails and overhead gear. This is all part of the tramway system. What is referred to is the road surface obligations for the full width of the double track and for fifteen inches on either side of it, which falls upon the tramway concern, and which portion j is also used by all other traffic without restriction. In fact until recently, when concrete roads were constructed, vehicles used the tram track more than ! any other portion of the road. This created an inequitable obligation on the tramway, undertaking, the finances of which are separate and distinct from all the other accounts of the corporation, i The system has got to pay on its own j merits, and it must not therefore be involved unduly in charges and obligations of an excessive character, > from ' which other forms of transport are relai tively exempt This is obviously so . unjust and inequitable, especially with : the enormous development of motor : traffic, that, and in this one may speak i j for all the tramways in the Dominion, L 1 the existing anomalies must, in common Ugpiijt BhorHjr be corrected/ , . ,

The Rush-hour Rush. "Another phase of the question of motor passenger transport was quite soundly raised at the council meeting last Thursday, and that -was that it is an impracticable proposition for 200 motor buses to operate in the city areas. Streets such as Queen Street will not carry the traffic, as there is no room fqr them, unrestricted and uncontrolled as they are. This must be obvious to anybody. On the other hand, the council will shortly have 200 tramcars, all under effective control and rapidly moving, while, at the same time creatine no congestion." "