BUS TRAFFIC.

Hokitika Guardian, 24 February 1926, Page 4

BUS TRAFFIC.

LONDQN EXPERT’S VIEWS. THE CASE FOR CONTROL. AUCKLAND, Feb. 16. The control of motor-bus traffic is so well established a principle in Britain that a- good deal of surprise Ims been felt by Air CL Mason, of the London General Omnibus organisation, at the opposition that is being shown to the proposed regulations in New Zealand. Air Mason, who represents the Associated Equipment Company, which is virtually the building department of the London General Omnibus Company, is at present in Auckland. He had the opportuity of attending the recent conference on the question of control, and in an interview expressed the opinion that, far from there being anything experimental and drastic about the draft regulations submitted by the Public Works Department, the chief matter for comment was that steps to control traffic and regulate the competition had not been taken earlier.

In London, he .said, it had been found necessary to protect the 1..G.0.C. from what was usually termed the pirate bus, which, at the peak hours would cut into a busy section of the lens route and rob the regular service of part of its lotigimate trade. Notwithstanding tlie fact that municipal or public money was not endangered by competition, the company’s claim for protection was uphold by the Metropolitan Traffic Board, which insisted that all buses licensed for respective routes should run the whole distance according to approved timetables. At the conference in Wellington the statement had been made that in London buses were running along tram routes all the way. This required qualifications. It was never done except by permission of the auauthority. which naturally would not liar lenses on such a route if trams could not cope with the traffic. AI.OXfiSIDK TRAM ROUTES.

In many towns in England a law hud been brought into force providing Lhat where a bus ran beside a tramline for part of its route and then extended a considerable distance beyond, it should charge a Tare for the distaiun covered by the trams 2d higher than the tram fare. This law actually was a protection for the Inis owners. It prevented a bus from being tilled up by short distance passengers, and losing more profitable loug-dis-

lance fares. In Alelbotirne the bus companies imposed an additional twopence of their own accord. The Alelbourno regulations controlling Ims traffic had been brought into forex* before the posilion had reached the chaotic condition of that of Sydney, and the relusal of licenses had cost certain organisations very large sums of money. In Sydney, where the tramways were owned by the* State, the licensing of buses and allotment of their routes were in the hands of the Traffic Department, the superintendent being the sole authority, from whose ruling there was no appeal. As in the case of the l.nndon Board, the control of this single individual in Sydney had been quite satisfactory. SO HE COXTROn OF TRAFFIC. He bail been asked how the Houdnu Board was constituted, and had had to confess that he did nut know. The attitude of all parti.es concerned was that the Board would give a square deal. There never bail been any suggestion that the Board’s decisions had not been fair, and in Sydney lie had ! never bear'd anyone question the riding.; of the superintendent of the Traffic Department, j EXCESSIVE SPEED IN AUCKLAND i As far as Auckland was concerned lie j was of opinion that regulation was 1 necessary as jo class ol vehicle, the class of body, and the specs!. In reI cent years it had been found that a | greater percentage of tills accidents j had taken place where passengers were ah!.? to sit alongside the driver and j converse with him. The tendency every whore was for authorities to iu- ! sit upon the driver being entirely is,ciliated a- was Hie case in all London i lenses.

Til regard to speed. Air Mason said he had been amazed at the rate at which buses were allowed to travel in the city. “It is ridiculous. Indeed. I would call it. absolutely criminal,” he said. ”1 have never seen speeding by buses like it. anywhere. Against your usual 2f miles an hour, the limit in London, where buses all have solid tyres is 12 miles, and in Melbourne those with solid tyres are restricted to 15 miles and those with pneumatic tyres 20 miles. Yesterday 1 saw a Inis go down Anzae avenue at 05 miles, and it, would not have had a ghost of a chance of pulling up if the need had suddenly arisen." HFS IXSnUNCK.

Touching upon the question of insurance against damages for personal accident. .Mr Mason said that in Al.dhourne each Inis had to provide a cover for £IIOOO, ami in l/nidon and all other phi 1 os where large firms wore operating insurance was carried as a matter of ordinary business. Now Zealand was exceptional, in his experience. in the proportion of buses run by men who had to pay them ofr out ol earnings. This fact made insurance all the more necessary, and lie was inclined to think that the principle would gradually he extended to embrace taxis and all vehicles.