Motor Omnibus Extensions.
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Where the New Locomotion is Wanted in Greater London.
The Press and public alike have commented on the fact that motor omnibuses are confined to certain parts of London, and have not made their appearance as yet in the City. The selection of routes has been largely governed by two factors, the first being to secure routes where comparatively fast runs may be made and where traffic blocks will not be numerous, and the second to select routes where the fares are comparatively high, so that the cheaper motor omnibus fares may attract passengers from the horse-drawn vehicles. The first modern omnibuses to be put on the London streets were those of Thomas Tilling, Limited, between Peckham and Oxford Circus, and an additional factor that led to the selection of this route was the competition of the London County Council tramcars. The horse-drawn omnibuses had proved unable to compete with the halfpenny fares and larger carrying capacity of the tramcars, whilst their pace was a slower one. Since the service of motor omnibuses has been in operation, these vehicles have been able to do more than hold their own with the tramcar competition and to make better speed than the tramcars : this has been largely due to their ability to twist in and out amongst the traffic and to pass other vehicles instead of being confined to the rail track. The public has also shown its appreciation of the service by the way in which it has supported the departure, and the preference for travelling by motor omnibus, if there is any possibility of getting a scat, is very noticeable.
The London Motor Omnibus Company, Limited, has constructed a garage in Albany Street, and consequently the two routes already served by it, the "Vanguard " and the " Victory," have been selected so as to allow the omnibuses to pass near this depot. The company's first service was opened on March 23rd last, on the " Vanguard " route between Brondesbury and the Law Courts. In order to avoid the crowded portion of Oxford Street, where traffic delays would be numerous, and the chronic congestion at Trafalgar Square, and Charing Cross, the other route, via Chapel Street, Marylebone Road, and Tottenham Court Road and King William Street to the Strand was chosen. The motors were able to make better time on this route than they would have done had they been subjected to the blocks in Oxford Street and Regent Street, which are followed by the horsed omnibuses. When the number of motors in service justified an extension, the route was lengthened at each end, and it now reaches from Cricklewood to the Elephant and Castle. It is true the vehicles are subjected to some delays on Waterloo Bridge, but, as they are nearly always full at this point, the gain exceeds the loss. The company's second service, known as the " Victory," from St. John's Wood (via Baker Street and Park Lane) to Victoria Station, is again along a route relatively free from traffic obstructions, and the motor buses are able to maintain regular times and to show considerable advantage in speed over the horse-drawn buses.
The London Road Car Company, Limited, in selecting its original motor route, was anxious not to compete, in the first case, with any of its established services; it preferred to draw its motor omnibus clientele from those who had previously supported its competitors. At the same time, the company was anxious to test whether the public would prefer to travel by motor omnibus or electric railway, and for this reason a route running for the greater part of its length immediately over the Central London Railway was selected, this being between Hammersmith, Shepherd's Bush, and Oxford Circus. It was conclusively proved that a large number of the public had a preference for the open-air route, and not for the underground electric route. When the number of these omnibuses had reached a total of 30, mostly of the Durkopp and Germain makes, it was clear that the Germain cornDared unfavourably with the others in the ascent of Notting Hill. It was, therefore, decided to put the Germain buses on a route by themselves, one as free from hills as possible being selected between Putney Town and Piccadilly Circus, and this service was commenced on August 21st.
The London General Omnibus Company, I.imited, is very closely associated with most of the other owners in London, and belongs to the different Associations, known variously as the Atlas and Waterloo Omnibus Association, the Camden Town Omnibus Association, the King's Cross and Barnsbury Association, the Stamford Hill Association, the Victoria Station Association, and Westminster Omnibus Association. These Associations are composed of the various owners running omnibuses on the particular associated routes, and they agree to pool fares and not to put on any additional omnibuses except by mutual arrangement. Accordingly, when motors were first adopted by the London General Omnibus Company, Limited, the experiments were made on the Hammersmith and Piccadilly Circus route, which is not associated. Neither of the experimental omnibuses employed on that route have proved a success. The first one, a Clarkson single-deck steam omnibus, was withdrawn because the seating capacity compared so unfavourably with the double-deck buses; and the second, an Orion, fitted with an ordinary 26-seat body, will have to give place to a later model of chassis.
On Monday, May 29th, a service was started between Kilburn and the Marble Arch with two Milnes-Dairnler omnibuses, one each belonging to the L.G.O. Co. and the Associated Omnibus Company, and a third, a Straker-Squire, belonging to the former company. This route was commenced as an associated route, belong in to the Victoria Station Association, which controls the familiar red Kilburn omnibuses. A month later the London General started another service between Cricklewood and the Marble Arch, the first bus being a Wolseley, and the second a Milnes-Daimler ; these were followed by two Leylands. Shortly afterwards the Cricklewood service was extended to Oxford Circus, but as the management of the London General was feeling competition from the " Vanguard" line very keenly, not only against their Cricklewood omnibuses, but also against their horsed omnibuses running along the Marylebone Road and Tottenham Court Road, it was decided to divert all its motor omnibuses to the Cricklewood-Law Courts route. A peculiar arrangement has been entered into, whereby half the buses are associated and half non-associated. The service is now made up of five associated omnibuses, viz., two London General, one Associated Omnibus Company, one Birch Brothers, one Victoria Omnibus Company, and seven London General non-associated. The London General Omnibus Company has always distinguished the "times " of its omnibuses by certain letters, which used to be painted on the front end of the panels, and, if a spare omnibus was working in place of a regular one, a plate was slid into grooves at the front of the panel, showing the letters which indicated the "times." It will be noticed that the same system has been followed out with their motor omnibuses, and the two buses which are associated are known as EL—A, EL—B, the non-associated eight buses being known as EH—A to EH—H. The small Orion which used to be on the Hammersmith-Piccadilly Circus route has now become EH—C.
A recent addition to the motor services consists of two omnibuses running between East Finchley and Charing Cross, which are painted yellow, one belonging to the London General and the other to the Associated Omnibus Company. This route is controlled by the Camden Town Omnibus Association, and the buses are at present garaged at Cricklewood Yard, where they have to run on the conclusion of the day and for the dinner interval. Two new motor omnibuses made their appearance on the Kilburn and Victoria Station route on Wednesday, September 6th. These are a 34-seated Orion, belonging to the Victoria Omnibus Company, and a Cremorne steam omnibus, fitted with an ordinary body seating 26, belonging to the Associated Omnibus Company. Enterprise in the introduction of motor omnibuses has not been confined to the big companies, for the so-called " pirate " bus has already made its appearance. Two of these are running at the present time, one belonging to Mr. J. A. GarIe, between Kilburn and the Marble Arch, and another, managed by Mr. Charles Jennery, running between Cricklewood and the Law Courts. Although, as has been explained, special circumstances have dictated the selection of particular routes, it is not the intention of the omnibus proprietors to neglect any portion of the Metropolis. As soon as suitable garages can be completed, and when delivery of further chassis is obtained, immediate extensions are contemplated. The first map accompanying this article shows the existing motor omnibus routes, and it will be noticed that all these lie to the West of the City. In organising any horsed omnibus routes, it is impossible to make them more than a certain length, commensurate with the endurance of the horses. Practically, 16 miles is as much as a pair of horses can be expected to do, so that the longest journey possible with a horsed omnibus is eight miles out and eight miles back, after which the horses have to be changed for the next journey. But with the motor omnibus there is no such limitation, and it is a matter for surprise that up to now all the journeys are comparatively short. Only one approaches the length of a normal horsed omnibus service, and that is between Finchley and Oxford Circus. The four motor omnibuses employed on this route are all garaged at Peckham, and consequently they have to run to Oxford Circus in the morning, and do not reach the garage again until the small hours of the next morning. if it is practicable to send out motor omnibuses for the whole day in one instance, there is no reason why long through routes should not be worked in many directions. A special reason for long through routes, from the point of view of omnibus proprietors, is that the beginning and end of the journey are more or loss unprofitable, inasmuch as the omnibus is far from full, and naturally, when within half a mile of the terminus, will not pick up any further passengers. If long through routes were selected, there would be less of these unprofitable terminal stages in the course of the day's work. In the second map are shown various suggested routes which could probably be worked with great profit by motor omnibus services, and some of these may indicate profitable circular routes. This class of journey is very popular and successful in large provincial cities.
Route I.—Barnes-Romford, via Hammersmith, Shepherd's Bush, Oxford Street, Holborn, Bank, Aldgate, Mile End, Bow, Stratford, and Ilford.--This route would link up many disconnected services. At present there are omnibuses or tram services over the whole route, but to make this journey it is necessary to change at Hammersmith, Oxford Circus, Bow, Manor Park, and Ilford. Since the date when the West Ham Corporation electrified the tramway route between Stratford and Bow Bridge, a break has been made in the service at Bow Bridge, and passengers coming by the District. Railway and alighting at Bow Road Station can only get to Stratford by paying two separate fares and wasting a lot of time at Bow Bridge. Similarly, the breaks in the tramway service at Manor Park and at Ilford Bridge cause great inconvenience to the public. The traffic runs continuously along these main roads, and takes no notice of artificial boundaries. Further, there are many passengers who want to make a journey over part only of a id. stage, on either side of one of these breaks, but who find it quicker to walk than to waste time over the changes. In the same way, if Barnes passengers can be brought direct.to the shopping districts and the City without changes, they will be sure to patronise such a service.
Route II.—Richmond-Albert Docks, via -Kew Bridge, Hammersmith, Piccadilly, Charing Cross, Bank, Aldgate, Commercial Road, Canning Town, and Tidal Basin.—This route again connects up many broken links. The Richmond tramcars only start at the extreme end of Richmond, and the motor omnibuses by starting from the top of the hill, or even at the King's Head, would secure a large number of passengers. Again, there is, at present, no tram service
over Kew Bridge, and the motor omnibuses that go over the bridge turn the other way to Ealing. A service that would put Richmond passengers in touch with Chiswick and Hammersmith, to say nothing of Piccadilly or Charing Cross, would obviously obtain considerable patronage. Again, there is no place more difficult of access than the Victoria and Albert Docks, unless one happens to be in the neighbourhood of Fenchurch Street and can take the train direct.
Route III.—Harrow-Croydon, via Wembley, Harlesden, Willesden, Kilburn, Marble Arch, Victoria, Vauxhall Bridge, Kennington, Brixton, Croydon.—Harrow School has succeeded in preventing the extension of the tramway service to that place, but there could be no possible objection to a motor omnibus service, whilst there is no power to stop it if objection were taken. Even when the tramway is constructed, it will only connect Wembley with Willesden, and, therefore, a service extending beyond the trarriway in both directions would secure many passengers to whom the short length of the tramway service would be of no assistance. Further, this route would connect up Victoria with Brixton, and Brixton with Croydon, along which lines of route there are at present large gaps hi the so-called services.
Route IV.—Barnet-Upper Norwood, via Finchley, Child's Hill, Swiss Cottage, Adelaide Road, Camden Town, Woburn Place, Southampton Row, Kingsway, Waterloo Bridge, Kennington, Brixton, Streatham Hill Station, Streatham Common, and Beulah Hill.—There is already a service running between Finchley and Oxford Circus, but this suggested route would prove far more useful, for the reason that it would extend beyond the tramway service at Whetstone, to the top of Barnet Hill, and would also connect the Finchley Road district with Euston Station, Holborn,the Strand, and Waterloo. At the other side of London, it would make a much needed connection between Upper Norwood and Streatham, where there is now only a service of very small
horsed omnibuses which take the low maximum load that a pair of horses can pull on this very steep hill. Needless to say, 30h.p. motor omnibuses would be the smallest admissible for this service if there were to be a distinct gain in seating capacity and speed.
Route V.—Enfield-Wimbledon, via Winchirtore Hill, Wood Green, Hornsey, Crouch End, Holloway, King's Cross, Euston Road, Bond Street, Sloane Street, King's Road, Putney Bridge, and Putney Heath.—This, again, is a very hilly route, and inhabitants of Crouch End have long been agitating to obtain omnibus communication with the outside world; their station is half a mile distant, at the top of a very steep hill, and, though a tramway is in course of construction half a mile to the other side of them, the service has not yet been initiated. Wimbledon rejoices in a service of small omnibuses, at infrequent intervals, but a service that would bring the residents direct to Bond Street, and to the railway termini in Euston Road, would be certain to receive a large share of patronage.
Route VI.—Richmond-Eltham, via Mortlake, Barnes, Hammersmith, Piccadilly, Shaftesbury Avenue, Holborn, Bank, London Bridge, Bermondsey, Hatcham, New Cross, Lewisham High Road, and Lee.—There are short services of horsed omnibuses on all parts of this route, but a fast service of motor omnibuses would secure many people for considerable distances.
Route VII.—It is probable also that a circular route will be found very profitable, and the following is suggested as a good one :—Putney, Fulham, Hammersmith, Brook Green, Shepherd's Bush, Holland Park Avenue, Clarendon Road, Ladbroke Grave, Kensal Rise, Queen's Park, Kilburn, West Hampstead, Swiss Cottage, Eton Avenue, Old England Lane, Gospel Oak, Kentish Town, Camden Town, King's Cross, Gray's Inn Road, Blackfriars Bridge, Lambeth, Wandsworth, and Putney.