Motor Omnibuses v. Electric Tramcars.*
Page 7
If you've noticed an error in this article please click here to report it so we can fix it.
A considerable amount of sensation has been caused during the past few months by the announcement that electric tram cars are doomed, and that motor omnibuses would replace them at an early date ; or, perhaps, to be more exact, that no more tramways would be lain down, and that the future requirements of the public would be met with by the institution or a service of motor omnibuses. The question as to the superiority of these two means of locomotion for dealing with the traffic in our towns is one which is repeatedly asked of those interested in tramway undertakings, and in order that the matter may be thoroughly debated, I have thought it advisable to select the above title to this short paper, as the opinions of members of this important association must certainly be of considerable value to those who are considering the advisability of laying down tramways or dealing with tramway extensions in this country. In the first place it is necessary to deal with the subject from two aspects :β(a) With regard to the comparative cost of working these vehicles, and (b) whether the travelling public can be catered for as satisfactorily with a motor omnibus as a tram car.
Dealing with the cost of working the motor omnibus, I may say that I have found considerable difficulty in obtaining figures from places where these buses are running. As far as municipal authorities are concerned, I believe there are no towns where these vehicles are yet being operated by them, with the exception of Eastbourne, but several towns have decided to experiment with them in the near future. In some towns, however, private companies are running these buses, but I have been unable to obtain figures from them. It is therefore impossible for me to give any actual results, but according to experts' opinions it is generally stated that the total cost of operating a motor bus service, including depreciation at about 20 per cent., and all other charges, will be quite ii.d. per mile. In one town, from which I had some particulars about twelve months ago, the total cost was IS. 1.6d. per mile, the expense of tyres alone being 4.o9d. per mile. Compare then the cost of operating an electric car service at, say 9.75d. per car mile, which shows a substantial margin in favour of the latter. It should, of course, be admitted that the motor bus has not been in existence in our towns a sufficient length of time for an accurate comparison of working costs to be made, but if the expense should be reduced to something near rid. per mile, it is, in the writer's opinion, not then able to compete with the electric car. One of the principal items of expense appears to be the maintenance and renewals of tyres, which is, in some quarters, estimated at over 2d. per mile. This figure, however, has been reduced recently in consequence of maaers guaranteeing the lite of the tyre, but this arrangement may not last, and eventually owners may have to again take their own risk, in which case this item becomes a varying one, and unless the macadamised roads are kept in very good condition, the wear and tear on tyres is likely to be very great. Also the cost of petrol is a matter which should perhaps be taken into consideration. Owing to the enormous quantity that is being consumed at the present time, and which will increase considerably in the course of the next twelve months, is it not probable that the price may enhance? The writer cannot give any definite information on this point, but perhaps some member may supply the omission. Again, the question of depreciation is one which cannot really be determined at the present stage. The allowance usually made has been so per cent., but this figure may have to be increased in course of time with the rough work these buses will be called upon to perform. The constant vibration must have damaging effect upon the body of a motor bus, which is so lightly constructed as compared with that of a tram car.
Apart from the question of costs, it would be well to consider the general working conditions of a motor bus as compared with a tram car. In the first place the average bus of a doubledeck type will only carry 36 passengers (16 inside, 18 on roof, and two beside the driver), as against 52 passengers on a single. truck car, and about 68 for a bogie car. It must be seen, therefore, that the earning capacity per mile is much less with a motor bus, and would mean that almost double the number of buses would be required to cope with the same traffic. [This is mere assertion. Records taken in Liverpool prove the contrary, and indicate that four motor omnibuses will replace three electric trams.--ED.] The reliability of the motor bus compared with an electric tram car is also a debatable point. From one's experience of the latter, the percentage of journeys lost in the course of a year is extremely small; in fact, hardly worth consideration. What will be the experience of a motor bus is perhaps difficult to estimate at the present time, but there certainly seems more liability of a breakdown with its intricate mechanism than with the electrical equipment of a tramways system. An important point presents itself as to whether the
motor bus can complete a journey in so short a time as a tramcar. This of course depends principally on the breadth at the roads and streets along which the vehicle traverses ; in narrow thoroughfares, perhaps, the bus will have an advantage over the tram car, owing to the facilities it has of steering in and out of the other vehicular traffic, but in moderately wide streets, and taking an average route in its full length, I am of opinion that the tram car will have the advantage, chiefly owing to the tact that ordinary street vehicles will keep clear of the track as much as possible, and thus provide a clear space for the trams. I do not mean to imply that this rule is altogether carried out, as I have had trouble myself with obstruction cases, but taking into consideration the quick services run in our streets, I do not think there is much to complain of in the matter of obstruction to traffic. The liability of accidents to other vehicles is also a question upon which something may be said, as although the tram car is liable to skid on a greasy rail, the motor bus may do much more mischief by side-skids, over which there seems to be no control.
In dealing with the motor bus as a competitor to a tramway system on main roads, or in connection with busy districts where there is a constant number of people travelling, in the writer's opinion, the tram car has a decided advantage. The motor bus, however, is to be welcomed as an admirable substitute for the horse omnibus on roads where the traffic does not warrant a frequent service, or where the streets are too narrow for a tramway track to be laid down. Also in cities where the tram car is prohibited in certain streets, these vehicles will become a useful adjunct to a tramways undertaking. In this manner, there is a distinct channel in which they may be worked with advantage as feeders in connection with a tramway sy.stent in certain districts where it is necessary to provide accommodation, but where a frequent service is not required ; here they will be found of great convenience to the public. The exact point where these buses must give way to tramways depends purely on local conditions, but if a large traffic has to be dealt with, the tram car is certainly superior at the. present time. In Wolverhampton we are trying three of these buses, but they are not yet in service. These vehicles will be run on a route where there are many hindrances to the laying of a track, and also the important question arises as to the frequency of service required, which is not expected to be more than that of a quarter of an hour. The present accommodation for getting into town from this district is inadequate, and in such cases as these the motor bus will certainly become useful. These buses will be accommodated in our present car shed, so that no extra building is required, except the erection of a tank for the storage of petrol. Based on a mileage of 74,000, it is estimated that the approximate cost will be as follows :β OPERATING CHARGES.
From the above it will be seen that only the actual charges incidental to the working of these three omnibuses have been taken into account. In conclusion, I may say that I have not attempted to deal thoroughly with this question, as there are many more details that should be considered in connection therewith, but it is a subject which I think should be thoroughly discussed by members of the Municipal Tramways Association.
[Our first Editorial this week touches upon and controverts such of Mr. Luntley's statements as appear to us unduly to reflect upon the usefulness and economy of motor omnibuses.βEn.]