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GOOD-BYE T PHE TRAM

7th February 1936, Page 122
7th February 1936
Page 122
Page 123
Page 122, 7th February 1936 — GOOD-BYE T PHE TRAM
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Which of the following most accurately describes the problem?

EXACTLY a year ago, in the issue of The Commeecia/ Motor dated February 8, there was included an articlewhich showed: that, on the basis of the value of the

space occupied by a vehicle on the road, the cost of tramways, in relation to delay and inconvenience to other road users, amounted to no less than £35,500,000 per annum. Furthermore, it was pointed oat that the presence of tramways reduces the capacity of the roads by 50 per cent.

That this form of transport is still tolerated is, no doubt, due to the large amount of capital locked up in these obsolescent systems. According to the most recent figures, . the capital expenditure on tramway services in 1933-1934 was £54,082,515, the route-mileage being 1,241; these figures exclude undertakings transferred to London Transport. The gradual abandonment of tramways is, however, indicated by the fact that in 1930-1931 the capital expenditure amounted to £82,333,454 and the route-mileage to 1,702. It will he seen, therefore, that in a period of three years the route-mileage has been reduced by 46/, or an average of roughly 154 miles each year.

Including the figures for London Transport, there is little doubt that for 1934-1935 it will be found that this average of route-mileage abandoned was greatly exceeded.

Many important municipalitiete with extensive tramways systems, have already taken the plunge and abandoned trams altogether, others, not so fortunately placed from the financial point of view and still carrying heavy commitments on their systems, are pursuing a policy of gradual replacement by either motorbuses or trolleybuses.

Minority Still Favours the Tram.

In every case, those responsible for municipal transport are fully alive to the difficulties Created by the trams. Nevertheless, it is, perhaps, surprising to find that there is still, in many towns, a minority which favours the tram.

This was clearly established in the recent poll held at Brighton when supporters of the tramways even went so far as to employ " sky advertising," seeking the support of the townspeople against the Trolleybus Bill. It seems, however, that in this and other similar cases the opposition is, perhaps, concerned more with local politics rather than n16 with stating a true opinion based on a knowledge of trailsi port requirements.

The tram is, undoubtedly, one of the primary causes of traffic congestion and this brings in its train danger to road users of every class. In the anneal report of the London Passenger Transport Board for 19:3, 1935, this view is supported by the statement that—" By the substitution of trolleybuses for trams, it will be possible for the tram tracks to be removed from the roads, and this factor, together with. the provision of a more mobile vehicle, will be of considerable assistance in relieving traffic congestion and attaining safer and more efficient operation."

Peak Load Problems.

Although it is claimed by many that the t. to still provides the most successful transport medium for dealing with peak loads, this claim is, we think; based on conditions pertaininp, some years ago. Until comparatively recently, the seating capacity of trams was considerably greater than buses or trolleybuses and a larger number of the alternative types of vehicle was required to deal with a given number of passengers.

To-day, however, with trolleybuses seating 70 passengers and double-deck motorbuses designed for 58-60 passengers, the discrepancy in passenger capacity is very much smaller and only a few additional vehicles are required to deal equally well with peak loads.

From the point of view of speed, the bus or trolleybus, due to its mobility, wins every time, and this factor is of great importance when dealing with peak loads. Elsewhere in this issue will be found an 'article in which this important problem is closely investigated.

The financial effect of changing over from a tramways system to either motorbuses or trolleybuses has been clearly demonstrated in the annual results of municipalities which have appeared from time to time in The Commercial Motor, and it will have been noted that the genera/ tendency is for the number of passengers greatly to increase and for the profits on the undertaking to rise.

A good example of this feature is contained in the results of the Rotherham undertaking which has gradually abandoned trams during the years 1929-1934. The profit in 1929 amounted to £11,386, rising each year until it reached £36,054 for the year ended March 21, 1935. At the same time an increase of 38 per cent, in passengers took place.

Again, Luton Corporation transport department has, since it abandoned the tramways system, shown an increasing profit, the result in 1931, the year preceding the abandonment of the trams, being a profit of £1,682, whilst for the year ended March 31 last the profit amounted to £8,449.

These examples serve to indicate the improved results gained from the operation of a fleet of modern vehicles.

• Municipalities considering the abandonment of tramways

are faced. with an important question as to whether the system should be replaced by buses or trolleybuses. Local considerations must, of course, play a large' part in deciding

this point. Nevertheless, it is interesting to note the striking headway that is being made by the trolleybus.

London Transport has, during the past year, introduced trolleybuses on a further 36 miles of suburban routes, bringing the total route-mileage up to 51. Plans are also being made to convert further tram routes to trolleybus operation which will, in the near future, bring the total route-mileage for this class of vehicle on the Board's system up to 139. Over the majority of the projected routes, the trolleybuses will operate to the exclusion of the trams, but to avoid disturbing existing through tram services, there will be dual working over certain short sections.

Bournemouth has replaced its tramways system by trolleybuses with good results, and Portsmouth has also adopted this medium of transport on several routes.

Increasing Use of Oil-engined Buses.

Other municipalities, such as Luton, have preferred buses, both oil and petrol-engined, to replace the tramways. Manchester also has converted several routes to oil-engined bus operation although trolleybus powers are being sought. Both forms of transport have their points of advantage. The trolleybus, of course, has the merit of providing a useful source of income to the electricity department,the loss of which, on the abandonment of trams, is often the cause of much opposition when motorbuses are mooted. The passenger capacity of the trolleybus may also be rather greater than the motorbus, and the average working cost is shown to be slightly less. The cost of electrical energy in the locality must, however, be an important consideration if trolleybuses are to be used.

On the other side of the picture, the motorbus carries its own source of power, it does not require unsightly overhead equipment and it is more mobile. Furthermore, the development• of the oil engine has clone much to reduce operating costs. The experience of Cardiff. Corporation strikingly illustrates this point for, as described in our issue dated December 13 last, the use of. oil-engined buses saves

the ratepayers some £14,000 a year. -,.

With a fleet of 106 buses; 60 of these are oilers, and a comparison of operating costs 'shows that in the case 'of sik-cylindered engines the compression ignition unit 'gives a saving of 1.04d. per mile. The saving on comparable four-cylindered units is slightly less, the oil engine giving

an advantage of 0.97d, per mile, A Comparison of Costs and Revenue.

Takingthe average figures of revenue and working costs per mile for the year 1933-1934, it is found that the revenue for tramways was 15.61d., for motorbuses 12.29d., and for trolleybuses 14.15d. The equivalent working cbsts per mile were 12.23d., 10.14d., and 10.41d. respectively. Thus it will be seen that the greater adVantage of receipts over working costs goes to the trolleythis, the difference being 4.10d. Trams follow with a difference of 3.38d. and buses show a figure of 215d. As previously mentioned, there is no question, however, that the increased use of oil-engined vehicles will result in the average working costs for motorbuses being reduced to a marked extent. Furthermore, the popularity of the double-deck vehicle, both in bus and trolleybus form, will give a higher average of seating capacity, with a consequent improvement in revenue. The transition from -tram to bus is proceeding rapidly throughout the country,. and even in cities which may well be looked upon as strongholds of the tram, modern traffic conditions and the demand for adequate and speedy transport is necessitating the adoption of the more mobile system.


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