Comparing the Merits of Trams, Trolley-buses and Buses
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MILE general manager of Bradford Corporation Tramways, .1 Mr. C. R. Team; M.Inst.T., yesterday read his paper entitled "Tramcars, Trolley-buses and Petrol Buses. Some Comparisons and Contrasts. Which for the Future? "
The occasion of the presentation of this paper and of that summarized on the opposite page was the Annual Conference of the Municipal Tramways and Transport A.esociation,, which opened at Blackpool on Wednesday last and closes to-day. The programme for the Conference was outlined in the issue of The Commercial Motor dated June 16.
The nuthor is strongly of the opinion that there is no solution of the problem which can be universally applied ; each controlling body must compare the merits and demerits of the three forms of transport, having regard to the peculiar conditions obtaining in its particular undertaking.
The tram has been the victim of an organized campaign and termed "an anachronism of the road." Some criticism was justified because of the failure of certain operators to march with the times and improve speed, appearance, accommodation and comfort, but it is not true of undertakings where high-speed motors, upholstered seats, improved lights jug and streamline contours have made the tram as attractive as any other vehicle.
Pros and Cons of Transport Media.
The disadvantages of the tram are :—(1) Inflexibility dependent upon the width of streets, volume and nature of other vehicles passing, converging side streets and trafficcontrol points, and stops made, which often are far to many ; (2) excepting at certain termini, passengers are unable to board at the kerb; this alarms nervous folk and involves risk.
As regards the trolley-bus, the advantages are :s---(1) It 'relies for its propulsion upon electricity,and the development of the electrical industry and the increased consumption must _result in lower power costs ; .(2) silent and stnooth rtifining ; (3) rapid acceleration permitting. high average speed; (4) freedom from unpleasant odours ;, (5) it is capable of a lateral deviation of 15 ft. to each side, giving a flexibility equal to the bus and enabling it to draw to the kerb for loading; (6) undoubtedly more comfortable than either tram or motorbus.
The disadvantages are :—(1) It is said to be " rontebound," but before equipping a route the mithor would satisfy himself that it is one upon which there exists a constant demand for travelling facilities. That being so, what does it matter?
Then there is the petrol bus. In its favour it must be admitted :—(1) That it is capable of higher speed, but the maximum is 30 m.p.h. ; (2) it has 100 per cent. flexibility (but is it able as a town-service vehicle to take full advantage of this?) ; has it any need for flexibility beyond that of the trolley-bus? (8) it is not route-bound physically, but is, in fact, hampered and route-bound by the restrictions of the
Traffic Commissioners. A service cannot be abandoned, opened up, altered in frequency or the time-tables or fass B22
varied—in fact, nothing can be done in the interests of the travelling public or municipal operators without first applying to the Area Commissioners, whose consent may or may not be given after a lapse of several weeks or longer. The bus is an unfortunate victim of circumstances.
The chief disadvantages are :—(1) It is, at present, dependent for its motive power on imported fuel; (2) thst price of fuel varies to meet all sorts of circumstances, which( appear to have little bearing on supply and demand; (3) petrol and kindred fuels emit fumes, mostly poisonous ; (4)' acceleration is inferior; (5) the economic life is shorter and maintenance more costly.
In making these contrasts, he also wished it to be understood that he deals With the employment of the three forms only for work up to, say, seven miles between termini • longer operation is an entirely different Matter. In comparing operating costs, the author takes the 100 seat-mile basis, his statistics being for the year ended March 31, 1933. The figure for the Bradford undertaking is :—Tram, 24.018d.; trolley-bus, 28.943d.; petrol bus, 29.349d. Average price of electricity, 0.886d. per B.O.T. unit, and average cost of petrol, 11.88d. per gallon. As to the future, although the author considers that trams will be in operation for some time, tail-end routes of low traffic density and earning power and those with single; tracks will have to be abandoned as soon as the time foil permanent-way reconstruction arrives, if not before. On many routes it may be found uneconomic to incur heavy capital expenditure, and the question arises, which new form of vehicle shall be adopted?
In deciding regard must be paid to :—(1) Capital outlay involved and commitments for interest and sinking fund ; (2) relative maintenance ; (3) relative life; (4) cost of electricity, petrol, etc.; (5) taxation ; (6) its earning power on the routes ; (7) possible and probable development of the district served.
The Bus for Pioneer Work.
There, are certain routes in Bradford on which, when the time is ripe, the author will not hesitate to recommend trolley-buses and others where this form of traction would not be suitable. In dealing with virgin routes for housing, estates, the bus would be generally recommended in the pioneer stage.
There are those who still have faith in the tram, hope for the trolley-bus and a certain amount of charity towards the motorbus.
There are the " Silversian " school, the pupils of which have entirely forgotten the tram; the disciples of the " I+.'ernlean " doctrine with unbounded and undying faith in the tram, whose creed would appear to debar the admission of the trolley-bus ; both these schools, however, find a place for the bus. Then we have the " Pilchernians," who partly deserted the tram for the bus, and while making love to this transferred their affections to the oiler, which they are now ardently pursuing. Perhaps, in passing, they have not noticed the trolley-bus.