Electric Tramcars or Motor Omnibuses ?
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Experts', Reports to the Oxford City Council'
(Continued from page 55.) Mr. W. Worby Beaumont, M. I nst. C. E. , I n st. Mech . E. ,
proceeds as follows :—
" The same letter instructs me .(r) to advise the Council as to the form of traction most suitable for Oxford, taking into account the interest of passengers, ratepayers, all classes of road users, and residents on the routes involved.' I have been provided by Mr. 'White, M.Inst.C.E., with particulars as to the lengths of the several Oxford city tramways at present existing, and of those which have been proposed, and I have received from you particulars of the tramway and omnibus traffic of the past 4 years in the six oirections and districts served. I have fully considered She existing accommodatiom with regard to Oxford, and the form of traction most suitable in the future, taking into account the interests of passengers, ratepayers, all classes of road users, and residents on the rcutes involved.' All the roads and streets of Oxford and the connected districts are, from a transport point of view, practically level, or have but slight gradients. Comparatively small maximum power per vehicle will be thus required, the power needed for acceleration or quick getting away being the chief determining demand.
"The Oxford city tramways comprise a total length of 6: miles single horse-car line, including a total length ot zi miles of turn-out loops. In 1904 they carried 2,48/,315 passengers. The greatest length of line is that of the Cowley Road to the station, which is a little over 2f miles of single line in all, and this carried in 1904 1,614,302 passengers, or 51.65 per cent, of the whole of those carried by the tramways, and is about 645,00o passengers per mile of single line. The next tramway in length is the Banbury Road line, 2f miles in length, total of single line with the extensions, and this carried 734,094 passengers in 1904, or 30.7 per cent, of the whole, and about 322,000 passengers per mile. The Ifincksey line is the next in length,
1-17th. miles, carried only 140,594 passengers, or only 6.7 per cert. of thelehole, and i8o,000 per mile. The Walton Street lines, under one mile of single line in length, carried 302,335 passengers, or only zo.5 per cent. of the whole, or 350,000 per mile of line. The Iftley Road omnibuses carried 335,310 passengers in the year. The Woodstock Road omnibuses carried 95,305 passengers in the year.
"The variation in the number of passengers carried during the past six years has been almost negligible by both tramways and omnibuses ; the total by trams, for instance, in 1899 being 2,730,274, as against 2,841,315 in 1904, or a grcwth of less than z per cent, per year. In the same time the passengers by omnibuses have grown in numbers from 341,900 in 1899 to 430,615 M 1904, or a growth of 21 per cent. in the years following 1899, or over 4 per cent, per year. Examination of these figures and of the populations of the several wards shows that the passengers carried by the tramcars and by the omnibuses differed enormously, as would be expected, the number of journeys per head of the respective populations being, as near as it is possible to allocate them, as follows :—East Ward, Central, and University, so journeys per head ; St. Giles, eo ; St. Thomas, es; and St. Ablate, 49. This, of course, does not necessarily show that the inhabitants of St. Thomas and St. Aldate travel, as appears, so much less than those of the other wards, but that the tram and -omnibus traffic on the roads of those other wards is and will be the greatest. These figures, as a total, give less than the total of 62 journeys per year made by the whole population of 52,836 on the whole of the lines, showing that the populations overlap in 'elation to the services, as they would, for instance, in the use of the St. Thomas's service. These figures give some idea of the quantity and distribution of the traffic at present and of ths probable distribution in future with somewhat increased facilities.
"At present 13 tramcars are in use and throe omnibuses. The tramcars have thus carried about 218,000 passengers per car per year. The omnibuses have carried per bus 143,538 passengers. Taking the population of the central and five surrounding districts as se,Soo, the total journeys by tram and bus represent 62 journeys per head per year, which is equal to or exceeds that of more than one-third of the towns and cities in the United Kingdom in which the tramways are electrically operated (about one-sixth of which, as shown by the returns of 1903-4, are worked at a loss. This large number of apparent journeys per head per year—large considering the facilities—must be taken in considerable degree as due to large numbers of visitors. The disproportion in the number of journeys made per head of the population of the several Oxford districts would, there can be little doubt, be modified to some extent if a quicker, and by a quicker a more frequent, service were established. There is not, however, in my opinion, any necessity for a system of very large carrying capacity in Oxford city and districts. At an outside estimate it is possible that about too journeys per head of populatina per year might be made if a sufficient system were established. I assume that it is wished to provide ample accommodation, that this accommodation should at least be selfsupporting, and that it is not thought desirable or expedient in such a city as Oxford to make a tramway trade. I also assume that the amenities of Oxford should be considered as precedent of any question of assumed profit, or trading returns, which may be possible from any system of cheap popular public conveyance. Although Oxford has increased and is increasing in population, its general character and distinction, as a great University city have remained without changes which would have affected its dignity and unique attractiveness. It has remained true to its attributes and ancient and lofty associations, yet has encouraged that progress which does not militate against the preservation of the spirit of its ideals—ideals which have made it in the eyes of the world the city of history, learning, and repose. It is a city with a character all its own ; a city which has not yet lost its charm and its distinctiveness through accreticns and adaptations of things incongruous. In considering for it, then, a system of public passenger conveyance, it must be remembered that a system which would be permissible in a striving manufacturing town would not necessarily be expedient or desirable in Oxford, "With regard, then, to a system of traction most suitable for Oxford, and the paragraph before quoted in the instructions given me. At the time of expiry of the present ownership of the existing horse tramways the tramways will in great part be useless for any other than horse traction. They might be extended now in several directions, but no material improvement in the service could be made where the possible traffic most requires it, firstly, because almost the whole of the lines are single way ; secondly, because in several parts the streets are not wide enough to permit the construction and use of double lines ; thirdly, because their use, if constructed, would cause great inconvenience to every other kind of traffic, and, in many cases, cause congestion. Most of these objections refer equally to any system of tramway traction. The existing tramways, then, will have no more than the value of their material when the time comes for making a change. I am of opinion that, when that change is made, and the existing permanent way removed, no more rails should be put down. I do not even think that the traffic of any part of the city or the connected districts would be benefited by the establishment of any system of electric tramway, but distinct advantages would result from the reconversion, now that the opportunity will arise, of all streets and roads at present laid with rails, into well-made and well-maintained ordinary paved, macadam, wood, or other of the best clear-surface road. ways suitable for every kind of vehicle. Oxford, as before remarked, is mainly a level-road city, and the traffic density is not and will not be great. It will be well suited for, and well suited by, a public service of motor omnibuses ; the working of which does not interfere with any other traffic, requires no special roadway not equally required by every other class of vehicle, is the system hest suited for narrow streets, requires no special installation or new establishments, and with a moderate maximum speed will give a higher average speed than can be obtained by any system of tramway. The motor omnibus system requires no overhead wires or posts and cross-wires to carry them, and requires not only no rails in the streets, but no conduits or no surface contacts. The reasons which have decided your committee to refuse to entertain any scheme which involves the erection of posts and wires along certain routes should equally obtain with respect to other routes, as these things are not now necessary to the desired end in any places where the traffic density is not extremely heavy, and they certainly should hold good in the narrower and the narrow streets not included in the routes excluded. The motor omnibus would be suited for the traffic of all the streets and roads in which tramways are not at present laid, and they would provide, without the laying of any lines, for the service of any street or roads not now served, such as Woodstock Road, without any expenditure except for the omnibuses themselves. The motor omnibus, requiring no special roadway, can at any time be put to work on any route to suit special circumstances or changed conditions. A new route may be tried and served, or one not requiring or paying for a service may be abandoned temporarily or permanently without any loss at any time. "I am, therefore, of opinion that : (1) The form of traction most suited for Oxford' is the motor omnibus. (2) The interests of passengers' would be best met by the motor omnibus, (a) with equal maximum speed being quicker than any other system ; (b) as being more flexible and lending itself without extra cost to change of route on special occasions, to the opening up of new routes, and to the minimum of delay in narrow streets ; (e) convenience of access or of alighting at the pavement instead of the middle of the street. (3) That 'the interests of the ratepayers' is best met by the motor omnibus, as (a) involving much less capital outlay at first or for extensions; (b) because they could be worked at a profit ; (c) because with comparatively small expenditure the present tramway depots can be converted into motor bus depots and workshops ; (d) because their road requirements are those of every user, and well made and maintained roads are the most economical. (4) 'The interest of all classes of road users' is best met by the motor omnibus because they do not interfere with other users (a) by appropriating a definite part of the highway; (b) because they can accommodate themselves to any circumstances of the traffic; (c) because they do not require any rails in the roadway; (d) because for their use they only require the ordinary road, and Their use encourages the making and maintenance of good roads and surfaces, which axe more economical in the end than cheaply made and inefficiently maintained roads. (5) 'The interests and convenience of the residents on the routes served' are best met by motor omnibuses, because (a) they do not involve road obstruction for tramway lines construction ; (b) they do not require the ringing of bells to clear every other kind of traffic off their fixed routes ; (ej they do not interfere with the carriages stopping at shops or private houses at the road or street side ; and (d) because they enable the passenger to enter or alight from them at the pathway.
"Experience has now shown that motor omnibuses can be run profitably ; great improvements have been made in them in the past two years, and the very wide experience now being obtained will lead rapidly to further improvements, and they will, there can be no doubt, in every way meet the requirements of the service, every month now adding to their development and their durability. For use in Oxford, which is now served by 13 tramcars and three omnibuses, I would recommend the installation of i6 or 18 motor omnibuses, to or 12 of them to carry 34 passengers and six to carry 16 passengers, their selection as to make and maker to be decided hereafter, but to be of the internalcombustion motor type. These could be put to work as obtained and without waiting for the removal of the tramways. Addition to this number of omnibuses could be made if and as required. The total cost of the number first to be put in service would be about £14,00.), and the expenditure on the depot and workshops about ‘6,000, or a total of £20,000. Powers for this expenditure and for running this service would have to be obtained. In coming to the conclusion herein set forth, I wish to say that I am not averse to the use of tramways where they are most suited, and, as a member of the Council of the Tramways and Light Railways Association, I would encourage their use in wide roads where traffic is very heavy, and along roadsides in some cases; but I am convinced that for Oxford the electric tramway, either of the overhead, the conduit, or any surface-contact system, is not the best, is not required, and that the motor omnibus does meet the requirements."
The Town Clerk wrote to Mr. Sellon enclosing Mr. Beaumont's report for observation, but not detailed criticism, and asking whether, in Mr. Sellon's opinion, "any composite system is desirable, e.g., a system of electric trams along the main routes, and motor buses along some of the extensions. It would seem hardly necessary to lay an expensive track along roads which only require a service every 15 minutes, or every half-hour. Further, whether in the figure
set down for working expenses, or elsewhere, you have included any sum for depreciation or repair. A further question is whether you have fully considered, and rejected, the desirability of a line along the NYoodstock Road."
SUPPLEMENTARY REPORT FROM MR. SELLON.
Mr. Selion, in his reply, says :- "I do not recommend a composite system of tramways and motor omnibuses. In my view, all the extensions mentioned will, support a service of mit less frequency than 15 minutes, and in such cases the tramway capital expenditure is justified. A broken service, involving changing from one vehicle into another, always involves the loss of a large amount of traffic, varying, in my experience, from 30 to 6o per cent., whether by transfer from tramway car to tramway car, or from motor hue to tramway car. My figures for working cost provide fully for all current repairs, and also for such renewals as will accrue during the period of repayment of the loan. They do not cover such an amount as will provide a new tramway and equipment at the end of the loan term. I have come to the conclusion that the necessary capital expenditure to construct a tramway along Woodstock Road would not, at present, be justified. I have carefully read and considered Mr. Worby Beaumont's report. A controversial criticism thereof is not iii my intention, but the first point which strikes me as significant is the complete silence on the all-important point of working expenditure. I think I may usefully suggest certain considerations to the committee which seem to have been but slightly touched on therein. The cost of working the service and its . financial results seems to me a matter on which the Council needs some guidance. It may be that there is no desire to make large profits, but I presume that neither is it desired that the undertaking should be a charge upon the rates. So far as presenr information goes, the cost of running a motor omnibus will be more than the probable earning capacity of the vehicle, certainly more than I have assumed that the tramcar will earn in such a town as Oxford. What motor omnibuses will really cost to maintain is not yet known, and will not be for two or three years to come, but it is certainly true that in some cases their use is being discontinued, on account of the cost and the time out of service involved in repairs.
"The working costs put forward are not the whole of the cost. The capital expenditure in providing a suitable road surface, and the cost of maintaining it in gcod condition, should properly be charged in due proportion against the omnibus service, as I have charged the capital and maintenance of the track to the tramway undertaking. It appears to me that the cc mbination of motor omnibuses and macadamised roads in the City of Oxford would create an intolerable dust nuisance, and that some form of wood, asphalt, or stone pavement would be imperative. I need hardly point out that either of these will cost more than a tramway track along the same mileage of route. In fact, the paving of a tramway track is the most expensive item in its construction. The remarkable wear of all road surfaces by rubber-tyred motor vehicles is well attested. "I advise the Council that, in considering Mr. Worby Beaumont's suggestions, the additional capital and maintenance expenditure on their roads must be taken into account as a most important item. On the ground of general comfort and convenience, I am quite clear that in any comparison the tramc.ar will take the first place if either the passengers or the residents on the route are considered. After full consideration, therefore, of Mr. 'Worby Beaumont's report, I adhere to my own recommendation of the adoption of electric tramways. lf Mr. Beaumont is correct, and that the population will be carried by a proper system of communication too times over in the ceurse of a year, the profits will be greater than I have estimated."