AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

BOOM THE BUS!

14th February 1922
Page 27
Page 27, 14th February 1922 — BOOM THE BUS!
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

Confessing to Lack of Enthusiasm for the Trolley-bus, "The Inspector," Conceding it as a Temporary Expedient, Urges Support for the Bus Proper as the Alternative to the Tram.

AMONGST the many gallons of hot water into which I have journalistically tumbled during the past eight or ten years, some of my friends may recall the temperature of the liquid in which my critics desired to immerse me when I did not hesitate to put down in black and white nay distaste for the trolley-bus. But, then, I like hot water! I hate water luke-warm, and, cold, it is bad for me physically and mentally. That was a few years ago, and at a period when, the avalanche of post-war cost increases had not begun effectively to slide over our -unprotected heads. But, that little while ago, no one had properly foreseen the immensity of the task of refurbishing the thousands of miles of tram track both in this country and abroad—but particularly at home, because of the earlier establishment of much of it. However, here we are—at the commencement of 1922—faced with the fact that sound finance, if all present factors and probabilities be taken properly into account, will not permit that any corporation or other tramway-owning authority can afford to renew its tramway plant in tote. It is tolerably well agreed that so far as efficiency is concerned, and with due regard for the rapid growth of other road users, the street tramway must forthwith be regarded as a back number—as by no means the best solution of the problem of passenger carrying in public vehicles on the highways—if subsidy by the ratepayer is to be avoided.

When I first conceived my distaste for that hybrid vehicle the trolley-bus, it was in its very early stages of development. I think Leeds had just begun to toy with the idea. I was prejudiced against a type that made no appeal to me technically fro're the point of view of finality. Progress, admittedly, until almost the present day, over a long period, of years, has been slow in persuading municipalities of the soundness of the scheme. Not even the tramway engineer could, until a few months ago, be persuaded to take any very keen interest in its development, nor would he adopt it. But, as during the war, absence of competition gave a badly wanted opportunity to the electric-battery vehicle, so has the very anxious financial situation undoubtedly proved of benefit to those who have not hesitated to back the compromise between tramcar and motorbus. It is no mean thing to suggest to municipal and other owners of a, network of trolley wire and tramway track to pull it all up by the roots and to start again Without it, to scrap tens of thousands of pounds' worth of electrical plant, much of which is capable of extensive further service. It is no light thing to attempt to persuade a professional tramway engineer that an independent vehicle, driven by new means largely foreign to his experience, is the sound alternative to the system which he has successfully, and with relative economy operated for many years past. However, the tramcar has to go sooner or later. Of that there is little doubt in the minds alike of builders of trams and of layers of tracks and trolley lines. The problem has become more urgent because of the _practical impossibility of renewing existing tracks at other than ruinous contract' figures. The position, then, has been definitely and really very rapidly, reached that an alternative system for street passenger tra,nsport has to be found, and found quickly. There are those of us who unblushingly adhere to our conviction that the independent vehicle is the ultimate solution, whether it be driven by petrol, heavy-oil, petrol-electric, ,steam, battery or wireless-electric matters little. But, that we shall long be tied to a roadside exposed cable, expensively mounted, an eyesore, an obstruction, the present writer is not likely to be convinced. The present circumstances of finance, it is admitted, constitute a definite argument for those tramway enthusiasts who cannot persuade themselves to advocate a complete change over in method. The trolleybus will be adopted in quite a number of cases where existing tramway systems. can neither be.maintained nor extended. The only advantage such a system can be conceded is the possibility of reduced opeiating costs on the basis of existing central station supply of current. It cannot be -conceived that, at present costs, it would be financially attractive to erect a new trolley-bus system complete with overhead tackle and central station.

To those of us -who admit a modified attitude to the rail-less tramcar in the light of the suddenly developed difficulties of renewal finance, it would be most helpful if any considerable body of proved statistics could be produced showing comparative operating costs of established services in various parts of the country. Such ,costs would have to include a proper proportion of central station charges, and, of course, the financing of all overhead lines. It appearsteurious to the writer not to be able to find any publicity announcements in this direction, though it may be that they appear exclusively in electrical and tramway 'journals.

The trolley-bcs will in all probability be adopted by certain tramway authorities for the time being. Time will, no doubt, in the end evolve a system which shall be more elastic and less obstructive than rail and cable bound installations. In the meantime, those of us who are.primarily interested in. the self-propelled machine must not neglect any oppor, tunity to urge its undoubted claims and its undisl puted advantages. The trolley-bus will do little or nothing to forward the cause of the motor vehicle, either for other municipal purposes or, by example, for other local users of transport. The independent motorbus is a great propagandist. It must be remembered that industry owes very much to the L.G.O.C. and nothing to the L.C.C. for example.. The suggestion that the trolley-bus chassis should be a useful form of alternative production for motor vehicle manufacturers, at any rate, in slack times— surely this is a counsel of despair I There is little money to be made in the competitive supply of a bare frame, wheels, axles, and steering gear, with controllers, motors, and other electrical gear to be purchased elsewhere. Better far, for all of we concerned, to boom the motorbus, which, to-day, is making good in most satisfactory fashion, and should be given every conceivable support.

Tags

Locations: Leeds

comments powered by Disqus