Public Service or Economics?
Page 58
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THE leader "Urban Traffic Uncertainties" in your issue dated January 9, recalled to my mind how "The Commercial Motor" once commented upon the fact that a principal qualification for a municipal transport managership was that the individual concerned should always have the "perfect explanation."
Many of the younger members of corporation transport staffs may not be so well qualified to present a case, but they often can, I think, sense the public requirements far more quickly than those at executive level. In many an undertaking, however, the process of finding a way through the administrative machine to the general manager and to his committee, tends to result in some important change remaining, as you say, " obscure for a long period."
It is no unfair criticism to say that managers and their committees are frequently actuated by principles that differ radically from those of persons who regard an undertaking purely from the angle of transport economics. In this matter we come right back to the old question of whether the municipal transport undertaking is to be considered purely as a public service, which will please one section of the citizens, or as a paying proposition, which will please another. Public policy dictates that various unremunerative services shall be operated, but in the minds of intelligent employees these often arouse a sense of exasperation, as it is difficult for men to see why a department's money is "wasted." Managers would do well to keep their staffs as fully as possible "in the picture."
From the point of prestige both managers and committees often appear reluctant to acquiesce in any reduction of any kind, be it mileage, number of passengers or number of vehicles. Owing to the difficulty in the post-war period of interpreting traffic and revenue figures in terms of profit and loss, a sort of "vested interest" has developed which results in opposition to any changes that it is thought might reflect on the standing of the department.
On the matter of competition from autocycle and pedal-cycle users, readers will recall that 30 years ago cycling to work was, in many districts, much more popular than to-day, for the bicycle would usually easily beat the tram. Many of these travellers, however, transferred their allegiance to the supplementary bus services around housing estates.
Increased fares may well influence something of a return to the bicycle and this might actually help in making the business period traffic rather more remunerative than it is to-day. Far too much is being done -in the creation of what are virtually " taxi " services around housing estates, and few people would come to harm if they had to walk or cycle on to a main bus route or to a bus terminus.
Although I know that there would be an outcry weresuch a thing suggested in any town, I believe that many districts would benefit from the use of a bus with a flat-rate fare of 3d., having some form of turnstile admission and practically all standing accommodation, which would provide a speedy means for moving the business crowds. On the same routes, I would suggest that buses with normal seating should, at busy times, have a minimum fare of 4d. so that those travelling longer distances would be protected from overcrowding
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by short-distance passengers whose comfort often seems studied to an excessive extent.
Your leader hits the nail on the head when it says "curtailment of services would be • regarded as an unwarrantable assailment of privilege.' This is an attitude of mind that transport people should do their best to eradicate.
Stoke-on-Trent. • J. FRANCIS.
A Trunk Driver Gives the Code
'THE night trunkers' code for the use of lights, forI which Fit. LL S. E. Perrin asks in your issue dated
February 6, has been evolved by the drivers themselves through the years, and although it may appear somewhat obscure to some road users and completely baffling to others, it is actually governed by certain rigid rules.
One main point to note is that a trunker will never use more running lights than are absolutely necessary for safety. This means sidelights and one near-side headlight or spotlight. The reason for this is that no dipping is required when meeting oncoming vehicles, as the very act of dipping is in itself a hazard.
Suppose two trunk wagons, A and B, are travelling along the road with B following A. If B finds that he is travelling faster than A and wishes to overtake, he flashes once with his headlight. This indicates to A that B is going to overtake. If there is any vehicle or light approaching, he will immediately switch his taillight off and on, and keep repeating this until he observes that B has fallen in behind him once again.
When the approaching vehicle has passed and, as far as A can see, the road is clear, he will then pull close in to the near side and give one flash with his off-side headlight, indicating to B that he may pass.
B will immediately pull out to the off side, give one flash with his headlight and overtake on sidelights. (Regular trunkers will usually overtake on sidelights, as the reflection of a headlight or spotlight in A's mirror is liable to blind A.) When A sees that B is safely past, he will give one or two flashes with his headlights, indicating to B that it is now safe for him to pull into his near side. B will never pull into the near side until he observes this flash from A. This is because it is not always easy to judge speeds at night, especially when wagons of considerable length are involved.
B, by way of thanks, will give two or three flashes with his tail light.
The signal used by trunkers to indicate an accident is a rapid flashing on and off of the cabin light. This also indicates other unusual circumstances involving the use of extra caution to approaching trunkers.
When a trunk wagon is about to stop, he flashes his tail light off and on two or three times.
The term " flash " simply means that the light is turned off and on again.
London, S.W.I8. P. C. MACKESSACK (A night trunk-driver).