TRAVEL IN LONDON CASE FOR ORGANISATION

By H. H. Gordon.

The difficulties of passenger transit in London have reached a stage calling for urgent remedial action. War has not entirely stopped the increase in the travelling habit, which almost doubled in the decade ending in 1914. Depiction of manpower has brought into the industrial field thousands who previously made but limited traffic demands Apparent financial prosperity of the community, difficulty in the supply of commodities at small local stores and shops, activities generated by the war itself, have all contributed to make good the losses occasioned by the withdrawal of men to join his Majesty’s Forces. National requirements have entailed restriction of suburban services and closing of stations maintained by trunk railways. Surface transport systems and local and Tube railways had their own problems to face. Hundreds of motor-omnibuses have been withdrawn for service in France and elsewhere. Less mobile systems have been equally affected by the withdrawal of drivers and conductors. For want of staff over 300 tramcars on the County Council alone are in the sheds continuously. Difficulties of repairs, of supply of coal and materials, are daily increasing. Maintenance of existing services is only made possible by stretuous exertions, deserving greater public recognition than is accorded. Although “joy-riding” has been eliminated, Government Departments testify, “a dangerous feeling of irritation is being provoked.” Everywhere there is overcrowding and struggling for standing-room. The undertakings can do no more, and may be compelled to do even less. No heroic measures are practicable. Neither additional men nor materials are available. The best possible use of existing limited resources can only be made by securing public co-operation. Has it been enlisted? Do the present individual efforts of transit agencies produce the best collective result? At all times, the daily inward rush to business created severe problems. Between nine a.m. and ten a.m. accommodation had to be provided for 85,000 passengers arriving at City railway stations. The ensuing six hours aggregated only an equal number. To one tramway terminus, at Blackfriars Bridge, 9,000 passengers were carried between eight a.m. and nine a.m. The total of the next four hours was only 7,700. There is a corresponding evening rush in the reverse direction. At these periods, the maximum inconvenience is experienced, although the maximum services are being run.