The Issues - Page 4
Finding the right way to go

The Uxbridge Road as a transit way

In the December 2004 issue of Buses magazine on page 13, regular columnist John Aldridge reveals that, as a tram project, all is not well with West London Transit [WLT]. If one reads the light rail press one could be forgiven for thinking that it is only a matter of time before the next No 7 tram departs Shepherds Bush for Uxbridge. However, if one follows up on public domain information available on the World Wide Web, it becomes clear that, as a tram project, WLT is struggling to survive. If nothing else, the projected costs have now reached levels at which Transport for London [TfL] almost certainly can't finance the project itself and central government or the private sector almost certainly won't. In addition the prospect of 'trains in the streets' has generated strong local opposition.

If WLT ever happens at all, the most realistic prospect is that it will happen as a rubber tyred project. The current WLT proposal would be better described as a transit-way rather than a tramway anyway. Even if trams start to operate the 207/607 service the route will be shared by buses. The night time N207 service will be operated by buses as now and other day time bus services along the Uxbridge Road will continue in some form. Building a transit-way without the trams would be a significantly simpler, cheaper and operationally more flexible solution than one that has to include trams. It would probably be much more acceptable to local people also. Comparisons made between WLT and Croydon are frequently spurious. Croydon mainly runs on private right of way. WLT is entirely on street.

Guidance for buses or trolleybuses really ought to be a non-issue. The same guidance technology is equally applicable to both, and on the Uxbridge Road, unnecessary for either. The most that might be needed is passive kerb guidance at raised platform stops, like that proven in use at combined tram and bus stops in Dresden. The current TfL Uxbridge Road proposals envisage separate bus and tram stops. No significant consideration appears to have been given to a Dresden style solution for combined stops. Combined stops would be a much neater solution. Although it could be said that combined stops would negate one supposed advantage of trams over buses.

The cost of trolleybus infrastructure should not be an issue. On an intensive service like the Uxbridge Road, it will pay for itself. European trolleybus operators like Arnhem and Salzberg reckon that trolleybuses begin to become economic compared with diesel at service intervals of about ten minutes. The Uxbridge Road with trolleybuses operating every one or two minutes should be a more economic proposition with trolleybuses than with diesels.

One has to gasp in amazement at Tim Jones, WLT project director's comments reported in the same issue of Buses that trolleybuses would need a substantial amount of infrastructure and a depot twice the size of trams. The amount of infrastructure needed by trolleybuses would only be a small fraction of that needed by trams.

And if a special depot were built, which it would have to be for trams, it would accommodate an equivalent trolleybus [or bus] fleet in the same area. There might be more trolleybuses [or buses] to park, but they would be shorter. Total fleet length [and width] would be essentially the same and need the same depot space.

If one is seeking a more cost effective solution than a tramway with a specialised depot, it is worth remembering that trolleybuses can use existing bus garages as depots. No wiring would be needed to connect to or within depots as with diesel or battery auxiliary power units [APUs], trolleybuses can be as readily maneuvered and parked up as diesels and driven to and from depot on auxiliary power.

The night service, where the service is extended into central London, can be provided using the daytime trolleybuses, by using their APU's where necessary. Perhaps their depot size might even be smaller than the equivalent for trams, as not all vehicles would need to be housed overnight!

It is time for some 'thinking outside the box' on WLT. Blinkered comments such as those ascribed to Tim Jones, unfortunately make one think that we might have to wait a while yet for it to happen.

Pictures reproduced on this page:
TOP - A 1936 picture of a 'Feltham' type tram at Shepherds Bush. Photographed by Ray Wilson. ©TLRS.
MIDDLE - Croydon Tram approaching Arena station. Photographed by David Bradley.
BOTTOM - Hanwell. Graphics by Ashley Bruce.