BUS EXPERIENCES IN A SCOTTISH CITY.
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Some Aspects of Municipal Passenger Transport in Aberdeen with Details of the Working of the Corporation's System in the Past Year.
IN recent weeks we have br!efly reviewed the results of the working of the municipal motorbus systems in Glasgow and Edinburgh during the past financial year a the authorities in each centre, and with the publication of the report of the general manager of the tramways department of Aberdeen, we are able to deal with the past year's experience of the authorities in another important Scottish city. The report covers the twelve months to May 31st last, and it shows that, despite certain adverse influences, the operation of the motor services has been attended with much success.
The Aberdeen Corporation owns a fleet of 36 passenger motor vehicles, of which 29 are single-deck saloon buses, seating 32, 24 and 20 passengers respectively. The other vehicles are motor coaches, two being 32-seaters, two 26seaters and three 20-seaters. .
Before proceeding to analyse the various returns on the services Jet us consider certain general observations which are contained in the report. Several references are made to the unrestricted bus competition with which the tramways have had to contend, and Mr: William Forbes, the general manager, finds it difficult to foresee the ultimate effect which this factor is likely to have upon the working of the tramways. The competition from motorbuses has been experienced for only six
s4f)
months of the year under review, but, in so far as it has already affected the finances of the department, it is logical to assume that its influence will be felt to a much greater degree during a full working year.
Mr. Forbes considers this competition to be unfair for several reasons, and cites the following objections to the private buses operating within the city :— They do not, in many eases, give a reliable all-day service.
They do not run to time-table or OT1 fixed routes.
They frequently do not complete their journeys, but turn anywhere to secure passengers.
On the other hand, all the traniears and motor vehicles of the corporation are we are told, run at regular intervals in accordance with fixed time-tables and continue their journeys throughout the day whether the volume of traffic dealt with is remunerative or not. A large sum of money is invested in the tramways and the view is taken that unrestricted irregular services run by private enterprise at busy times will have a ruinous effect on the tramways undertaking.
From inquiries which Mr. Forbes has caused to be made, he forms the conclusion that in no town in the British Isles where the municipality operates tramway or bug services has competition of the nature which exists in Aberdeen been permitted. A sweeping statement, it is true, and one which suggests that a speedy remedy should be found for the intensive and unprofitable competition whish at present appears to prevail.
it is questionable whether the public secures any lasting benefit in such circumstances, and if there be a surfeit of vehicles in constant use to meet a traffic factor that is not subject to much variation, it is difficult to see how all those owners who set out to meet the public's requirements can obtain remunerative use for their vehicles. Whether these requirements within the confines of a populous centre should he met by bus or tramcar is a matter upon which traffic authorities are at variance, although the increasing purchases of buses of all types and sizes by local authorites all over the country seems to indicate which way the wind is blowing.
It is significant that at the end of the period covered by the report the Aberdeen Corporation had nine Passenger VehicleS on order, which are to be used for meeting the demand for cross-town services, whilst in the near future it is
the general manager's intention to recommend further additions to the motor fleet. That the authorities are prepared to find increasing use for the bus in their passenger transport organization is proved by the fact that a number of new routes was opened during the past year, whilst an existing service was extended to embrace the corporation's new housing site at Garden City. Moreover, during the year a large sum was added to the capital account for the purchase of new rolling stock and equipment, this including 21 motorbuses.
Now let us turn to the statistical side of the report. So far as the motor services are concerned, the total revenue in the year amounted to £28,175, of which sum £27,784 was received by way of passenger fares. The total working expenses were £23,111 (general traffic expenses £11,773, cost of petrol £5,558,. cost of repairs to buses, etc., £4,018, general charges £1,762), so that a gross profit of 15,064 is shown. Of this sum, 11,185 has been deducted for interest, sinking fund and income tax, and the balande, 13,879, has been carried to the depreciation and renewal account. In the previous year the gross profit was £4,859, this return being recorded On a total revenue of £15,292. The revenue earned by the combined tramways and motorbus undertakings in the year ended May last constitutes a record for Aberdeen and amounted to £205,743.
During the twelve months the buses covered an aggregate mileage of 588,137, the average number of vehicles in ser vice per day being 23. The buses carried 5,527,154 passengers, the average number of passengers dealt with per bus being 9.40. The average fare paid per passenger was 1.21d., and It is interesting to note that 49.58 per cent, of the total traffic receipts came from penny fares. Each bus maintained an average speed of 8 m.p.h., which was 0.4 m.p.h. faster than the like return for the tramcars. The average bus-miles per day per bus were 96.1, and each vehicle was in operation for a period of 16.8 hours per day.
During the year the passenger motor vehicles used 96,824 gallons of motor spirit, the average cost of which per bus-mile was 2.27d.; the fuel cost per gallon was 13.78d. The percentage cost of fuel to receipts Was 19.72.
The average traffic revenue per busmile was 11.35d. (total revenue 11.50d. per bus-mile), whilst 9.43d. was the working eXpenditure per bus-mile. A parcels delivery service is in force on both buses and trams, the charge when the weight does not exceed 7 lb. being 2d., and between that figure and 14 lb. 3d., on both types of passenger vehicle. Up to the end of May last the Capital expenditure on buses amounted to £44,015.
Municipal motor services were inaugurated in Aberdeen in July 1920. and each subsequent year has witnessed a growth in the system, the number of passengers using the vehicles having increased materially as the fleet has expanded. The motor coaches are used on circular tours in the city and surrounding district, and in the year recently closed 30,389 miles were covered in this direction.
In concluding we must, in view of the references made to unre striated competition, make mention of the fact that the total number of accidents in the year increased, the figure being 802, as compared with 611 in the pre
ceding twelve months. Of the total, -368 were accidents to persons, 329 accidents to vehicles_ and 105 of a miscellaneous character. The accidents to vehicles total of the previous year was 189, so that the increase is 83 per cent. The report mentions that most of the accidents are of a minor nature, and many of them are stated to be due to privately owned buses speeding up and cutting-in in front of tramcars in otder to reach the stopping places first and pick up waiting passengers. The magistrates have wisely fixed separate stopping places for tramcars and buses, with the object of minimising the dangers of extensive competition. Healthy competition benefits the public, but ill-considered practices are fraught with -danger to all who use the roads :1'4 well as those who indulge in them.