Accrington on Rails - The Tramways: A Complete History - Robert Kenyon

Receipts for traction supply - estimated on an annual sale of 200,000 units, the price obtained on an equitable sliding scale should average 1 75 pence per unit, (200,000 x 1 75d) = £1,458 - 0s - 0d. Cost of supply against cost of working. Item Price in £s Additional coal 190 Water, oil waste & stores 90 Wages and management expenses 250 Repairs and maintenance 80 Interest on Sinking Fund on the Additional capital at say 6% 210 Total additional cost 820 Profit of traction supply - or a profit on the annual working 638 The above profit includes no allowance for the saving effected in the generating of current for lighting purposes, owing to the higher efficiency of the Works due to an increased output All the above estimates should clearly demonstrate that it is against the best interests of a Municipal Authority owning an Electricity Works to allow a Tramway Company to build an independent power generating plant. To prevent such an eventuality it is advisable to design a plant so that it will be available for both lighting and traction purposes, because, providing a Municipal Authority is willing and prepared to supply current for traction purposes, a Tramway Company would have great difficulty in obtaining powers to build a separate generating station and carry independent mains for carrying the supply of current, if opposed by a Municipal Authority. A letter was received from Haslingden Corporation stating that on April 1 st , work would commence on the reconstruction and electrification of their tramway, and that steam cars would run up until that day. They also requested permission to use the Corporation’s loop within the Accrington boundary in order to turn their cars, as this would minimise the risk caused by an engine having to reverse on the loop in front of the Wesleyan Chapel and then backing down to the Borough boundary. It was resolved to allow Haslingden to turn their cars in this manner. It was then resolved the Tramway Manager should make a proposal to Haslingden Corporation to charge 3 pence as the ‘through’ fare between Accrington and Haslingden. It was further resolved that Tramway Inspectors would all be provided with keys to the switchboxes. Also the Tramway Manager should obtain suitable clock-face indicators for each of the termini, whilst the Tramway Engineer was authorised to obtain a quantity of name plates for cars on hire. It was reported that a filter and separator for oils could be obtained from Messrs Bellis & Morcom at the cost of £16 – 17s – 6d. It was also resolved that armature lifting gear should be obtained for the car shed. The Committee then went out to examine the Baxenden Section with the object of confirming or reciting the stopping places, before giving the Tramway Manager the results of their findings as follows – At the top of ‘little’ Blackburn Road, (a compulsory stop in both directions), then request stops at; - Plantation Street, Adelaide (or Syke) Street, Christ Church Vicarage, Christ Church Street, Oak Hill Park (lower gates), halfway between park gates, Oak Hill Park (upper gates), opposite the end of Bentcliffe Street, on the Victoria loop, in the middle of Collier’s Row terrace, on the Sunnyside loop, at the end of the terrace below the Alma Inn, on the Liberal Club loop, opposite the end of Woolley Lane, on the Baxenden Conservative Club loop, outside the entrance to the Vicarage, on the Colliery loop, at the end of Alliance Street, at the halfway point between Alliance Street and the Borough boundary terminus, where there would be a compulsory full stop.

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