Motorbus Operation in New York.
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The New York Transportation Co. operates to-day 80 double-deck motorbuses of a similar type to those employed in London. The chassis are of the well-known 28 h.p. de Dion type, similar to those used in London. During the last year some 20 new chassis have been added to the service ; these are the 40 h.p. model.
This company commenced operations in August, 1907, on the Fifth Avenue route, which runs to 90th Street from Washington Square, a distance of about four miles. In June, 1908, an extension of service was made up to West 72nd Street, which gives a Y-leg service, which runs up Fifth Avenue, turns into 57th Street, and thence up Broadway. In January, 1910, the Riverside Drive branch of the service was inaugurated, forming an extension of 311miles on this Y-leg—a total run of 7-i
The service is generally very popular and caters particularly forthe better classes on account. of the 10 cents charged. The usual rat-i for passenger service in the States over the tramways and underground electric lines is 5 cents for any distance. There is. of course, a great disadvantage in having an all round charge, as it does not permit making profitable extensions to a servic:on account of the uniform pric,?. People use this class of service more for long runs. In the summer months, quite a lot of passenger traffic is of the pleasure sight-seeing type ; passengers get on at Grant's Tomb at the end of Riverside Drive and ride to Washington Square, a distance of 7i miles for the 10 cents, whereas for this class of work a fare of 25 cents could easily be obtained. The American public, however, is conservative and has got into the habit of being charged an all-round fare, which, on the Fifth Avenue buses, is slipped into an automatic register box in the hand of the conductor, without any ticket being given and without any inspection. If zone fares were introduced they would probably be very unpopular, although in the end I am confident that this would be a more paying proposition. I am indebted to Mr. Meade, president of the New York Transportation Co., for much information, which .I am giving. He tells me that the average takings of the Fifth Avenue section amount to 45 cents (1s. 10-id.) per mile, whereas the Riverside Drive section only produces between 32 cents (is. 4d.) and 35 cents (is. Sid.). The present cost of running, including 331 per (init. depreciation charged off the capital account of thzi motorbuses. works out in the neighbourhood of 38 cents. (Is. 7d.) per mile, and the Riverside line is not paying.
The present upkeep cost has brae)i very high, and it is on this point where large savings or economies can be effected. The road conditions under which these machines run are bad, on account of the poor condition of the surfaces at various times of the year. During the year 1910, the total number of bus-miles covered was 1,320,432 and the total number of passengers carried was over five and one-half million. The total income from all sources was 630,324 dollars. The total operating expenses were 531.167 dollars, and taxes, 34,059 dollars, leaving an income from operation of 65,098 dollars. There were other non-operating incomes and interest and advances to be charged, which reduced the net income for the year to 29,108. dollars.
The total number of acting employees, such as drivers, conductors, mechanics, etc., reaches 241, and there are 28 officials and clerks. The accidents during the year were 3 killed and 25 injured.
Due to the weather conditions for many months in the year—from the middle of November until the end of March—the outside part of the double-decked bus has been found a non-paying proposition, although it is very popular in the summer months, and, conversely, in the summer months the inside portion is frequently unused.
Mr. Meade tells me that he intends to experiment with a new type of single-deck bus, similar to the buses now in use in Paris, wherein a seating accommodation inside the bus is provided for 25 passengers. AL the same time, the New York body will have a vertical window opening of 36i in.-9 in. more than the Paris body, so that. a part or all of the car can be instantly converted into an open car, giving it some of the advantages of the top deck ; as a closed car it will also be more attractive than the present lower deck. It is hoped that this will prove a solution to one of the many difficulties. With this type of body the driver is situated over the engine, and the length of the entire chassis and body will not be much greater than the pre sent vehicles. The seats are arranged with two on either side of a gangway, allowing a passenger room of 16 in. deep and 16 in. wide and knee room of 124 in. I personally have fears that the accessibility of the engine will be impaired with this type of body. [We reproduce the seating plan of this new body.— En.]
In concluding my remarks on this service, I must compliment Mr. Meade on the constructive policy he has adopted right from the inception and his endeavours to give the public an always better service. in spite of the many difficulties and oppositions which he has had to encounter.—" Homoo."