In Defence of Electric Trams.
Page 14
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A Summary of the Position To-day.
By EDWARD MANVILLE, NLInst.C.E., M.Inst.Mech.E., M.Inst.E.E.
Having been largely interested in the development of electric tramway systems in this country and abroad from the very inception of these industrial undertakings, and haying for the last few years become deeply interested in the development of petrol motor vehicles, I have viewed with considerable misgiving the exceedingly one-sided and, to my mind, short-sighted policy which has been adopted by a large section of the automobile Press in regard to electric tramway undertakings. This policy seems generally to consist in heaping abuse upon the tramways of this country on account of their interference with the roads, coupled with unqualified statements as to the financial superiority of peaol motor vehicles in their present-day form. The opinions of that portion of the Press referred to (so far, at all events, as the Press itself is concerned) are entirely unsupported by figures; and I am inclined to think that if these were given they would only tend to show how unfounded the argument is. Motor omnibuses have their proper field, and there is no reason why their advocates should seek to damage tramway interests.
I well recollect in the very early days of the development of electric lighting in this country how the Pressand, indeed, everybody connected with that industry-prophesied the immediate downfall of gas undertakings; all lighting in the future was to be done by electricity. On the faith of these representations the public subscribed prematurely enormous sums of money, which were to a large extent lost, and for many years the progress of electric lighting and of the electrical industry generally was hampered by this loss, which prevented any further money being found for expenditure in the same direction. To-day, however, we find the electric-lighting industry in an exceedingly prosperous state; and, strange to relate, the gas companies, which were to be superseded, are also in a more prosperous condition, perhaps, at this moment than they have ever been before. There is an analogy which I think may very well be applied to the past two years of motor omnibus history, and I (personally, at all events) hope that money will now be invested in commercial motor vehicles proportionally to their development only, and not in cases where their prospects of paying are remote, so that all the capital required for this industry may be forthcoming ; and if this be done I have no doubt at all that as we see gas and electric light working side by side, each in its own sphere, so we shall in the future see electric tramways and motor coaches also working and paying side by side, each in its own sphere. I welcome the appearance of " THE COMMERCIAL MoTok," which I feel sure will endeavour to uphold the interests of motor omnibuses legitimately, without seeking to advocate them beyond the bounds of reason, to their ultimate disadvantage.
Given a reliable motor vehicle, moderate in cost to maintain, there are many spheres in which it may be applied where electric tramways could not compete. Taking into consideration the large capital outlay which is involved in a properly-constructed electric tramway system, it is obvious that, however economically the system may be worked in regard to its running expenses and maintenance, the net profits realised will not be sufficient to pay interest on the capital involved unless it is dealing with a concemrated traffic such as is met with in the larger cities and towns. On the other hand, motor vehicles, even though they cost more to run and maintain than an electric tramway system, can be run at a sufficient profit to pdy interest on capital in even sparsely-populated parts unsuitable for electric tramway systems, for in that case the motor coaches can be run at not too frequent intervals, so as to ensure their getting such high receipts per car mile that not only can the comparatively large expenses for runningand maintaining them be obtained but a fair margin of profit secured in addition. Those who talk of the competition which may ensue between motor omnibuses and electric tramcars fail to realise that an electric tramway system in a suitable district mav pay well with a lower receipt per car mile than would pay
the bare running expenses of the motor omnibus as we know it to-day. So far a1 know there are few, if any, instances of places already supplied with electric tramway systems which might have to be taken up owing to their being superseded by motor coaches; though it is quite possible that, in the future, places where electric tramway systems might have been installed and made to pay with difficulty, will have in their stead services of motor omnibuses with a lower capital expenditure.
In my opinion, the municipalities and companies who have invested large sums of money in electric tramway undertakings are not at all likely to have to fear for the value of their investment by the coming of the motor omnibus. Electric traction in this country is in a very developed state, but is still capable of improvement, and is, in fact, being improved in details which tend to make it more economical in operation and more useful. After all, when these two systems come into competition the chief element which will determine the financial success or failure of one or the other will be the average receipts for fares at which the system can pay. When it is recollected that there are electric tramway systems with average receipts of under tod. per car mile which are paying well, it will be evident to those who are acquainted with the present costs of running motor omnibuses that such receipts will hardly pay the costs of running these, much less leave a sufficient margin of profit. It is often argued that electric tramways are objectionable because they monopolise the high roads in which they exist. This is true to a certain extent, especially having regard to the way in which it has been the custom in the past to put up obstructions in the roadway which need not necessarily be there; but I think it is open to argument whether the new motor omnibus system carrying an equivalent number of passengers would not monopolise the roads to the same extent ; whilst, on the other hand, it must be recollected that the electric tramway undertakings use their own road bed and do not, therefore, wear out those portions of the road used by other traffic; and, as we all know, many execrably paved roads hava been most materially improved by the pavement put down by electric tramway companies, besides being maintained at their own expense; whilst, CM the other hand, advocates of motor vehicles invariably suggest that in order lo make that system successful a good road should be put down and maintained at the public expense for the sake of those who travel in the motor 'buses, thus shifting one of the large burdens of expense in an electric tramway undertaking on to the shoulders of the ratepayers.
It must not be thought from what I have said that I do not fully appreciate the profitable uses to which motor vehicles may be put. Even in large cities they have their place, such as in the inner zones of London where tramways cannot be permitted and where the roads are already monopolised by crowds of horse-drawn omnibuses. Here the motor omnibus will perhaps have no other form of traction to compete with but that of the horse-drawn omnibus, over which it should achieve an easy victory. And in rural and suburban districts, where traffic is light, an undeniably good field offers itself for the employment of such vehicles. Those who malign electric tramways should recollect the incalculable amount of good they have done to the millions of workers who are transferred comfortably and cheaply from the centres of big cities to their outskirts, and who, through the introduction of such systems, have been removed from the unhealthy surroundings of the crowded parts of large cities to purer air and to less crowded suburbs. It behoves the private automobilist who finds a succession of tramcars somewhat impeding to his progress to remember that these same tramcars are carrying yearly, perhaps, millions of his fellow creatures who, being less fortunate than he in possessing a private motorcar, avail themselves of a means to seek fresh air and beneficial surroundings which, without the aid of the tramway, would be altogether beyond their scope. Do not let us come to any rash conclusions.