TEAMWAYS ON COMMON ROADS.

Lyttelton Times, Volume XXX, Issue 2481, 15 December 1868, Page 3

TEAMWAYS ON COMMON ROADS.

(Railway Gaieite.) In our last we published a very interesting article under the above headiug, for which we were indebted to Rylands Iron Trade Circular, a weekly publication which enjoys an extensive circulation amongst those interested in the iron trade. The article in question directed attention to the unmistakable movement in the public mind at present observable in favour of the laying down of tramways on common roads. This opinion, says the Iron Trade Circular, becoming stronger every year, has just at this moment, from special causes, forced itself iuto prominent notice, as likely to supply the only possible remedy for a great public grievance. Apart from this motive, it is not to be denied that this system is on all hands regarded with far greater favour than at any previous time. The miserable combination which defeated the introduction of tramways on our common roads by Mr George Francis Train, and which was permitted successfully to deprive the public of au easy and economical means of carriage in the suburban approaches to this great city, is now thoroughly well understood as people are beginning to be ashamed that they permitted themselves to be so completely humbugged by a conspiracy of cab and omnibus proprietors, stablemen, harness-makers, corndealers, and the set who live by public horse conveyances, to drive away a useful means of conveyance which has been found to be of such immense service to the populations of New York, Paris, Geneva, and other cities. We are extremely glad to find that Liverpool, by the Corporation, have determined to lay down a system of tramways in that great commercial city;'and other corporations, we may be sure, will speedily wake up to a just appreciation of the advantages of the system. We must and shall have tramways on the common roads—and that soon. In November next, we shall be very much surprised if numerous, notices, of application to Parliament are not published iu the Gazette, The range of such tramways will, we anticipate, extend beyond the mere suburbs of the metropolis; and if any long lines are contemplated, as to Brentford, Kew, Richmond, Staiues, Windsor, or to the Eastern Counties, or, as some propose, to Birmingham, the question of the meaua of traction —steam or horsepower—will be a very important element for consideration.

In the. suburban approaches it is just possible that horse traction may be found most convenient. There are many considerations that make it desirable. We should not have a puffing steam locomotive employed, but we apprehend the longer lines will be more economically worked by steam. "We shall take occasion to go more carefully into this part of the question at some future time. But for the present we will content ourselves with

drawing attention to a striking fact which we derive from the last report of the London General Omnibuß Company, the working of which is conducted with the strictest economy. Now the gross receipts of this company for the six months were £284,780, and the total expenses, £277,722, shewing a balance of £7058. Here we find the working expenses 97 per cent, of the gross receipts, the Metropolitan railway is worked at 46 per cent, of the gross receipts, and this line is expensively worked. Thus we contrast the working expenses of the road and the rail by horse power and steam power respectively. At a distance from the metropolis there is no reason why animal traction should be employed. It is well observed in the " circular " :

" It so happened that just when the railway Bystem was started the roadmaking of England had reached its utmost point of perfection. The ablest engineering talent had secured the best levels and the best means of making, from point to point, tlte most important intermediate stations of traffic; of these latter we need hardly say the most have been left on one side, "owing to the railways, whoso engineers were compelled, by the obstinate cupidity and ignorance prevalent at the early period of these great undertakings, to lay out their lines bo as rather to pass away from a town than to enter it, But the old roads still remain, and the excess of traffic created by railways has rendered their further utilization desirable, necessary, and therefore profitable. There exists thus in every part of England a standing permanent way, ready ballasted and inexpensive to sup> port. The expense of keeping up the turnpike roads in the whole of England and Wales efficiently is stated as little beyond one million (the exact figures are £1,071,75312s 7d), a capitalised sum (at 5 per cent) of £20,000,000, returning at present rates £1,053,094 3s 4d—a return which would be more than double decupled were a tramway adjusted to the roads. Hereby would public convenience be in every manner increased a hundredfold, and the burden of keeping up the roads for ordinary traffic entirely taken off the already overweighted ratepayers, as the several local and general companies working the tramway would undertake to keep the roads open and in repair at their expense, the local vestries in charge of the roads granting them the concession of that privilege. Turnpikes would be abolished, and even the trust debts, amounting to £4,000,000 annually, would be annihilated and bought up at their existing or average value for a fourth of that amount." The advantages are so obvious that we cannot imagine the movement can be successfully resisted for any long period.