1927-04-07 — Page 2

Frigidaire

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Sola Agents-Hongkong and South China

Frigidaire motora are made and guaranteed by General Motore Corporation.

1

THE UNION TRADING CO., LTD.

Prince's Building.

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For Baby when Teething

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Lightly malted, delightfully crisp and wholesome, the Ailenburys" Rusks are designed to help baby when teething. Children nibble the instinctively, so that the, cutting of the milk-teeth is aided and the troublesome and painful procers shortenel. Moreover, the Rucks soften in the lade one's mouth, and, being saftly and caily swallowed, provide a variation in dietary much needed at this period. They give baby the gratification which comes from the first experience of swallowing solid food. Allen & Hanburys Ltd., 40 Canton Road, Shanghai

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THE HONGKONG TELEGRAPH,

CITY TRANSPORT.

MR. L. C. F. BELLAMY'S PAPER:

THURSDAY,

is everywhere crylug out for elec- trification.

APRIL

contributed most largely to London traißa chaos,

Urban Passenger Transport.

1927.

tho

The rapid and smooth accelera- Thero fa, in my opinion, only. tion of the electric train coupled one alternative to unified manage- with the elimination of ahunting ment and co-ordinated control of operations at termif" (which mean all the Londoni transport agencies that rolling stock can be on ro and that is a London transport An Interesting paper, forecast-munerativo service for so much dictator. I go further and say ing the eventual electrification of longer during a dorking day) are that there is a man who possesses all suburban railway lines in two factors which will cause all the skill, experience, character and England, and comparing trans. suburban services round the great temperament which such an ap- portation facilities in China with cities to be electrified in the noarpointment would demand. That those obtaining in America and future. With stations fairly closeman is Lord Ashield. Great Britain, was read by Mr. L. together as they must be on the C. F. Bellamy, A. M. I. E. E., outskirts of a large city-n steam M. Inst. T., the, general manager train cannot use its maximum

It is obvious that rural districts of the Hongkong Tramways Com speed because as soon as this is and small towns cannot afford- pany, to members of the Institu- attained brakeing for the next nor de sound economics permit of tion of Engineers and Shipbuilders station must ba commenced. With high capital expenditure and the electric traction, on the other hand,motor bus has been an inestimable of Hongkong, last night..

'three fect

boon in these as in dozens of other The meeting, over which Mr. J. acceleration t

at- per second

is now (which

cases where the motor bus can be Ormiston presided, was well

usup on the Underground) pro-cited as the only possible vehicle tended.

Introducing Mr. Bellamy, the duces a spoed of 40 M. P. H. after to adopt. If only their municipal

very 20 seconds,

leaders had been less impatient the The cost of electrification is not and had waited a few years small of дес him nearty so gigantic as is popularly

like Keighley, Ipswich, Bel-supposed. It may been calculated Colchester, Chesterfield, Carlisle. lamy on behalf of the Committen by the President of the Institute West Hartlepool, Barrow, Kilmar that they were very grateful for of Transport that He actual elecnock, Gloucester, Luton, Swindon, his kind assistar.co towards the trification of the line need not cost Yarmouth and several other places. more than £25,000 per mile of of from 50,000 to 80.000 inhabitants consummation of their efforts to

is would never have had tramways. provide six technical papers dur- deable track. This of course

on the third rail system which is They were all so anxious, howevec, ing the present Session.

Mr. Ormiston added that he was cheaper than the overhead sys-to emulate Glasgow and make great distinctly pleased to welcome such tom.

profits out of half-penny fares that In both Franco and Spain rail- they embarked on comparatively a good attendance of members and their friends, which was encouragway electrification is going for large capital expenditure they chiolly with overhead would not now do if they were ing both to the lecturer and the ward, Committee responsible for the arquipment at 1,500 volts whilat in starting de novo. A tramway track com is not only expensive to lay and rangement of the paper. He was Japan the Government has sure they would all be keenly in- meneed a scheme which involves maintain but wheras a motor bus terested in Mr. Bellamy's dis- the eventual, electrification of track costs the bus owners

thing, the fact of putting rails Into course as the paper was full of some 9,000 miles of track. valuable and instructive informa- tion.

timo

said how chairman pleased the members

to Instituto avere there. He assured

Mr.

Mr. Bellamy was at one. doubtful regarding the arrival of "The Trolley Bus on the Film but he was glad to say that it had arrived in time.

London Traffe.

towng

110-

the ground makes the track a rate- able hereditament.

Added to all this is the

4-

Are

Than this there are few inore fascinating problems but within omaly that the only road users the limits of this paper it will have who do not wear out the track pav- to be treated in very brief fashion.ing are the tramears themselves.

When a city reaches a certain On the other hand the operating The paper was entitled "Urban area, say a radius of ten. miles, costs of tramcar operation and Suburban Transport," and in surface transport becomes totally much less than the operation of part Mr. Bellamy, said:

inadequate except for the com-buses of equal seating capacity. In ચૈ little book entitled

paratively short distance traffic. Whether therefore any given town "Pegasus" Colonel F. J. C. Fuller

I will not dwell on elevated rail-is justified-on economie grounds says The crucial prchlem to-day ways. Perhaps the most famous in installing a tramway rather is amovement in all its forms. If example is the Boston Elevated than a motor bus system depends to-morrow you can move twice the although I believe the Liverpool largely upon the extent to which speed you can to-day you will have Overhead Railway was among the the large capital expenditure repre twice the time at your disposal first-if not the first elevated sented in the tramway track (if to work in. It is not gold stand-railway over constructed.

constructed) would be used. If ards and other such humbug which

the traffic is so sparse that only a produces wealth, it is work; and

20-minute service is called for if, to-morrow, you have twice as

then that capital expenditure much time to work in as you have

would be virtually wasted by to-day, your existing wealth will

Iving idle for most of its life- be doubled."

except when being worn out by other forms of transport at the expense of the tramway authority.

There are certain obvious flaws in this argument but it is not in dispute that within reasonable economic limits-rapid transit is urgently called for to-day.

The grotesque feature about this, however, is that street passenger transport in the down-town are of our large cition is going the older way; it is becoming slower every year. Rapid transit on the street surface in the central dig tricts of London, New York and many other large cities is now im possible. Twenty years ago one did the journey from London Bridge to say, Euston, in a hansom cab in less time than one takes to-day in a taxi

This state of affairs is, to a large extent, due to an amazing tolerance which permits the choking of main thoroughfares by all sorts and conditions of vehicle, the chief London offenders-from the point of view of the conservation of street space-being the coster-monger's barrow and the Kolla Royee car. The former is generally to be seen in any traffic jam in Cheapside E.C. whilst the latter, occupying almost as much precious roadway motor bus, carries only one-tenth the number of passengers.

05 #

It is, however, to tubes--in spite of their great initial cost that we must look for an alleviation of the traffic congestion in our great cities. As to the authority which is to foot the bill, we have in most provincial cities in Great Britain (with the notable exception of Bristol), municipal transport un- dertakings, and presumably when, say, Birmingham, Glasgow and Manchestor find they can no longer manage, their trafic problems witli- out underground railways, Partka- ment will sanction the necessary municipal loans and such cities will have no difficulty in raising the money at say five or six per cent. on the security of the civic rates. Then if the operation of these does not result in sufficient revenue to cover operating costs, depreciation, interest and sinking fund charges, poor old' John Citizen will require to make good the deficit each year. In London, however, it is not so simple. Would you nationalize London passenger transport? I imagine the answer to this question is an emphatic negative.

Londen "Pirates."

If, however, it is to be left to private enterprise who is going to put their money into a venture that may not produce a four per cent. return? And why is there in this city of over 7,000,000 peopis

a doubt as to the financial sue cess of adequate transit facilities? Electrification of Railways.

The answer is "stupid, unregulat- ed, costly competition." It is true What are the economic con- that the London General Omnibus siderations underlying rallway Co. is controlled by the same group electrification?

that controls the Underground but when the L. G. O. Company kept only a reasonable number of buses paralleling the tubes they found themselves at the mercy of inde pendent bus companies (so called "pirates") who-without any ob- ligations to the public-packed the most remunerative routes with their buses and thus upset the equilibrium which the responsible body was endeavouring to main- tain between the surface and un- derground traffic. To uso a Minis- try of Transport expression it is of these "irregular incursions Irresponsible carriers" that have

So far as long distance trains on main lines are concerned some say it is an expensive luxury. That except for eliminating cipders and Ismake there is no advantage to be derived from adopting electric traction between, for example, King's Cross and Glasgow. Just as there is little or nothing to be gained in a petrol-electric bus over an ordinary gear-driven bra for long non-stop runs so does there appear to be no great incentive to the adoption of electric traction on long non-stop express trains. It is the suburban service which

If, however, the traffic is heavy enough to warrant say a 6- minate service then-certain other (Continued on Page 8.)

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