TRAMS V. BUSES

Poverty Bay Herald, Volume LIV, Issue 16580, 22 February 1928, Page 7

TRAMS V. BUSES

BOROUGH SCHEME TRAMS TO COST £40,000 BUS SERVICE FOR £20,000 The reorganisation and extension of the borough tramway service will cost £40,000, while buses could cope with Gisborne’s transport problems for a capital outlay of £20,000, according to a special report submitted to the Gisborne Borough Council last evening by the bus and tramway manager, Mr. K. G. BalL In making this report, however, Mr. Ball points out that little success has been met with in bus operations in New Zealand, although this might be due to the employment of vehicles unsuitable to the conditions.

The report comprehensively reviews the position, and points out that a portion of the tram track is in bad repair, and that two of the trains should not be used further, while the other two are unsuitable for comfortable travel, and the maintenance of a rapid service. Although the buses were giving satisfactory service afid were bringing in a fair revenue considering the disadvantage of second-hand equipment, the fleet was inadequate at busy times. For the maintenance of an adequate -tram service, Mr. Ball suggests purchase of six new trams, and the' extension of the. tracks for 37 chains to the racecourse on the Gladstone road route, and an extension of the track for 78 chains on the Ormond road run, and, together with the necessary equipment, he estimates the capital cost at £40,f>30. Extensive additions would be required t» the bus fleet, and with the inclusion of the p-rehase of 11 new buses the capital cost would be in the vicinity of £20,000. Dqaling with the estimated operating costs and the anticipated revenue, . the report indicates that the annual cost of ; the tramway system as suggested would be £12,311, and the ex- •: pected annual return £12,750. The operating co9ts of the buses are esti- « mated- at £II,BOO 14s, while the receipts expected to total £11,400. ■ ' A PUBLICATION OF REPORT When the report was tabled at the ‘.meeting, last night, it xfas referred to the tramways committee. Some doubt existed as to whether the report would be available for publication, and when, this point was rais- '. ed, the deputy-Mayor, Cr. J.( Blair, said be understood that it was the tramway sub-committee, and not the council, who had asked for the report, which had come to the council. He had thought that the report had first to go back to the committee, and he moved that the report be referred 'back to it. He saw no reason, however, whv it should not bo published. Cr. W. J. Mac Gibbon remarked that the report was marked “not. for publication.” Cr. G. Bradley Smith and Or. T. Todd saw no reason why it should not be published. The deputy-Mayor: Oh, well, it will be published, then.

MANAGER’S REPORT

The full text of the report is as vi der: — *

“The instructions were that a report be prepared giving the capital costs for the installation of a complete bus service, or alternatively, for extending and modernising the existing tramways service, together with the estimated receipts and expenditure resulting from either proposition. * “I will now briefly review the present tramway system, which comprises: The post oflice-Te Hapara section, 2 miles; post offiee-Ormond road section miles; 4 tram cars, storage < sheds, charging equipment, and repair plant. “Permanent way: The section of

track from the post office to Stanley road is in had repair owing to loose rail joints and unstable foundations under the sleepers. The balance of the tracks are in good order, however, and will provide considerable further service'.

“Rolling stock: The rolling stock, comprising four cars, is considerably out-of-date when compared with modern practice Nos. 1 and 2 cars arc of very old design and should not be used further in regular traffic. Nos. 3> and 4 cars are of more recent date, and are in fair condition mechanically, but are also of unsuitable design for the running of a rapid time-table, and for providing comfortable travelling necessary in a

modern transport undertaking. “Repair and charging plaiit: This plant is in good order and condition, and is quite adequate for present requirements. "Summing up the present disadvantages of the Irunnvay system it is seen that the rolling stock is not modem in design arid performance. 1 here are insufficient ears for an adequate service, and the track is partly in bad repair. With routes totalling miles and only four cars it is impossible to provide an adequate service as one ear lias to be maintained in reserve, and only a threecar service can be run; the track on each route stops short of the economic point when considering the distribution of the population. K F. COM MEN DATIONS. "In order to place the tramways on a satisfactory basis as regards financial results and service to the travelling publV. extensions and improvements Would have to be carried out as follows: ■ "Gladstone road tram track to he repaired where necessary and extended 37 chains to the racecourse. “Ormond road tram (rack extended 78 chains to Valley road, Mangapapa. “'Sufficient rails and fittings are in ' stock for this purpose.

'Six new tramcars of modern design obtained, together with necessary additional workshop equipment. Cars to be of the ‘Goodman’ single truck, long wheel base type, fitted with rubber cushioned wheels, band brakes, and compensated springing', this last feature being for the purpose of providing easy riding at speed, and to reduce the track wear. Car bodies to he of 28 seat capacity, of latest design, fitted with sprung transverse seats, and correctly-designed doors and exits-for ‘one man’ operation; completed' cars would he of lightweight construction, and would have the speed and acceleration

necessary' in modern practice

"With this rolling stork a good and frequent service could be maintained to the Mangapapa and To Hapara districts and the maximum revenue obtainable from the residents would be realised. “For service to Haiti, hospital, and for beach traffic, and special trips, the present. bus fleet could he utilised with the addition of one new vehicle. The relatively higher fares and smaller loads offering make these sections-suitable for bus transport, there being insufficient traffic to warrant the outlay on tramways. GENERAL COMMENT. “With a- population of a given size revenue from transportation can bo estimated in advance by definite rules; if the expected revenue is not obtained the conclusion is that the transport undertaking does not adequately serve the districts concerned in one or more various ways, such as unsuitable cars, wrong location of routes, insufficient timetable, etc.

“If improvement's are carried out so that adequate service to the population can he provided then the revenue will reach flic estimate. This condition exists in Gisborne; the transport undertaking does not provide adequate facilities to the populated areas, and, therefore, the revenue falls short of a reasonable standard and will not increase until the service is improved. “A factor mitigating against financial success with the present tramway system is the large capital expenditure incurred in obtaining so small '-a service, the amounts spent on permanent way construction not being balanced by sufficient outlay in rolling stock,, thus building up excessive overhead charges against the annual car miles run. Owing to the restricted service the receipts per cur mile have been low and, therefore, overhead charges have prevented financial success. “The history and details of operations covering the whole tramway undertaking have been fully dealt with in reports submitted to the council at various times in tho past and thefe. is no need for the ground to he covered again in detail. TRAMWAYS ESTIMATES. “Capital expenditure: Six' modern tramcars complete £24,000, 115 chains of new track construction 010,250, repairs to existing tracl? £BOO. alterations to Carnarvon street curves £3OO, additions to buildings £IOOO, extra charging and repair equipment £6OO. contingencies £IOOO, first year’s interest and sinking fund £2680 total £40,630.

ESTIMATED RECEIPTS AND . EXPENDITURE.

“Expenditure: Wages, 10 motormen, 1 inspector, 2 car cleaners, 2 car adjusters, 2 Trackmen, £4632; power (based on reduction in 1929), £750; oil and grease, £3O ; materials, £520; permanent way, £300; workshop, £24; depreciation on batteries, 10 cent., £1000; depreciation on other plant- 5 per cent., £1300; interest and sinking fund, 7 per cent., £2680; supervision, £800; advertising and printing, £25; insurance, etc., £250; total £12,0i1. “Receipts: Estimated annual mileage. 170.000 at 18d, £12,750; auxiliary bus service would still be necessary for serving Kaiti, hospital, beaches, and special work. I estimate that' on this work with high fares and moderate loading the buses would Tie almost self-supporting. Estimated annual mileage, 40,000: expenses. 12.2 d per mile ; revenue, I2d per mile.

“With the recommended extension the trams would serve a; population of- 10,000 and at the minimum rate of 25s per head, per year transport receipts, the estimated revenue is assured. In addition the district tapped Vould improve in value for residential purposes, which would tend to further increase receipts.

‘•The main principles .in successful operation of transport fleets have been altered considerably of late years by the extensive use Of private motorcars, and to ..retain the. patronage of the public conditions of transit must - approach as near 'to the 'ear standard as possible, which necessitates more frequent schedules, higher average speed, with attractive and comfortable vehicles. “ New rolling stock obtainable to-day fulfils these conditions and would provide a different standard of travel to the older types V>f ears at present in use.

“ It will: be noticed that the various overhead charges appertaining to the capital cost, of the existing tramway system have not been included in the estimated receipts and expenditure statement, as in my opinion the assets should be re valued and any difference written down. MOTOR BUSES. “ The municipal bus service acquired under the Motor Compensation Act from a private owner in March, 1927, comprises four buses, spare parts and repair equipment; two vehicles being of 21-seat capacity and t wo of lb-scat. type. Services are maintained from the Rost Office to Mangapapa, Hospital llill, and Haiti, with extras to beaches and sports grounds, etc., in season. " The vehicles are not of the best design and three of them iiad to bo re-conditioned at considerable expense upon the council, assuming control. The areas seived are outside the tram routes, and in the ease of Haiti the, service is being maintained for development purposes. The routes provide fair revenue and results are satisfactory, considering the disadvantages of second-hand equipment. The buses, however, are inadequate at busy times, and the smaller units will need replacing eventually. “ Careful attention to operations has been necessary to maintain the service on a sound basis and no unnecessary expenses have been incurred pending the completion of a full year’s running. In addition, the general trade depression has not been without- its effect on transport revenue. “ However, all, tilings considered, the results !Cjomip | ak , e Jaivora.bly vvijth bus operation in other centres, the figures for the nine months ended December 31, 1927. being as follow : “Expenditure: Labor 111038 8s 2d, materials 13513 Ids Id, benzine 13412 Os 4d. depreciation £525; total £2289 2s 7d —10.142 d per mile. Insurance £205 6s, salaries £ll2 6s, rent £SO, interest £144; total £491 125—2.175 d per mile. Total expenditure. £2780 12s —12.517 d per mile. “ Receipts: Fares £2455 15s 5(1, mails and sundries £l7O Cs lid; total £2625 16s 4d—11.656d per mile. “ Nine months’ loss £154 .15s 8d—.681d per mile. “ Depreciation has been charged as follows: Bus No. 6, 20 per cent, on new value; bus No. 5, 25 per cent, on new value: bus No. 4, 25 per cent, on new value ; bus No. 3, 25 per cent, on new value.

“ The sum of £612 is in hand, and is available for plant replacement! purposes.

BUS REQUIREMENTS

“ To provide transport for the. whole of the borough ureas by motor-bus, extensive additions to the bus fleet would be needed, along with additional repair equipment, the requirements being as follow :

(lj—Section Post Ofiice-Chalmers road, via Gladstone road, two miles’3o chains; 15-minute service normal with increased headway at rush hours, this route also serving races, show and Waikanae beach in season; annual mileage, 105,000. (2)—Section Post Offioe-Mangapapa, via Ormond road, two miles 40 chains; 15-minute service with increasing frequency at rush hours, this route also serving hospital. Memorial Home and cemetery; annual mileage, 45,800.: (s)—Section Post Offiee-Russell street, Maugapapa, road, one mile 75 chains; 30-minuta service part time, with extra trips when required (this route would assist with the main Ormond, road loading) ; annual mileage 35,000. (4)—Section Post. Office-Kaiti-Wainui beach, as at present run. 30-minute, service, with additional trips as needed ; annual mileage, 24,000.

(s)—Beach trips, sightseeing trips, and special services; estimated annual mileage, 19,000. Estimated total mileage, 228,000. PLANT REQUIRED.

“ To: replace the present tramway system the following plant would bo required : Nine new 21-passenger city type buses for regular routes; two new 21passengor sedan type buses for special services; present buses Nos. 5 and 6 retained for stand-by duties. “ Present car barn to bo re-designed and extended to full width of section, workshop extended 20ft., and modern plant for petrol vehicle, maintenance, installed. Appliances would-include modern engine reconditioning tools supplied by makers of vehicles, oil reelaiming plant, electric car -washing plant, etc.

“ Buses would' need to bo of most modern design, fitted with chassis of correct ‘ low-loading * bus type (,and not modified trdeles as is the usual practice) ; also adequate braking and efficient auxiliary equipment, complying with Public Works specifications, body-wotk to be Of standardised design, incorporating later refinements as regards dura-' bilily, appearance, safety, and passenger comfort, in order to avoid loading delays. Ticket issuing registers would bo installed on each vehicle in accordance with up-to-date practice. “ Staffing, maintenance procedure, trallic and general operations have been worked out in detail, but need not bo quoted here. BUS EXPENDITURE. “ Estimated capital expenditure (motorbus) : “ Eleven omnibuses complete, £15.180; alterations to buildings, £3OOO. - “ Equipment: Valve-reaming machine £4O, brake re-lining machine £25. oilreclaiming plant- £52 10s, electric carwasher £lO7, special engine tools £IOO, machine tools \£76, air compressor £25. petrol pump £26 lO.s; total £452. “ Spare parts, spare engine gearbox, rear axle, front axle, brake bands and sundries, £312 10s. “ Traffic: Waiting sheds £2OO, stop signs and time-tables £SO, ticket registers £4BO. office, ' equipment £45, sundries £100; total, £876.

“ Total capital expenditure. £19,819 10s; • total, allowing for contingencies, £20,000.

i ESTIMATED OPERATING COSTS. " Wages aiid salaries £4640. benzine £2070, Jiibricants £65. maintenance (material) £3OO, tyres £4OO, insurances £l9B, registrations £36, inspection lees £l4 14s: total, £7723 14s. “ Interest and sinking fund £ISOO, depreciation £2577. “ Total operating costs £II,BOO 14s. “ Estimated, receipts, 228,000 miles at 12d. £11.400.

OPERATION

“ Careful methods must be used to achieve success with bus transport, and from perusal- of records, of other centres it is seen that the margin between success and failure is narrow, and a. large number of operators in this country and abroad have not retained their undertakings on a financial basis. “ The factors which have largely contributed: to this result are': Unsuitable or wrongly designed vehicles, inefficient maintenance, low fares, lack of efficient ticket or fare collection systems, ami lack of adequate depreciation allowance.’ Another point is- that bus design is not yet standardised, and manufacturers are concentrating on further development.

“ Tho buses used must he sized to the average ioud; large buses cannot ho operated successfully in this district unless loads are forthcoming, and frequency of time-table with medium-sized vehicles is more desirable than infrequent headway with large units.

.“ In the bus. estimates quoted, allowance has been made for the installation of modern approved appliances for checking vehicle performance, and for ticket issue and auditing, and likewise modern maintenance plant has been included.

“ Certain by-law alterations as regards borough traffic would be advisable to

protect bus loading points, and. assist with general control. ! , - < “ Depreciation : Depreciation has, been charged at 15 per cent, baked on - a 1 yearly bus mileage of between 20,000 : afid 30,C00 miles peg vehicle. Buses 1 should be used up to 50(000' 'miles' per annum to fully realise on thu investment,.'but traffic* difficulties in.. Gisborne make this total impossible. T« GENERAL REMARKS. “ In reviewing the transport problem, it must bo admitted that tho original expenditure is one of- the most important considerations, and that this amount, totalling £56,000, is a liability to bV carried for some time yet. The policy ol the tramways has beem such in the:past that interest and depreciation charges could not be met, and special rates,have provided the deficit. ' *' : “In reorganising the tramways service, therefore, the important consideration is the utilisation of as much of the present assets as possible ; •&« complete change of system will not do tills, as no benefit Will be received from the existing assets on which charges would still have to be met.

“ An extended-and reorganised tramway service as outlined would gain a certain advantage from the existing permanent way, buildings, and equipment, and would be able to show 'a ’Sttfjplus over operating expenses. DISADVANTAGES! OF BUSES,

" Motor transport is satisfactory ii many cases, and the standard of ser vices received is being constantly improved. There are some disadvantages however, to be remembered in consider nig buses for Gisborne, which I enumer ate us follows :

“(I)—Purchase of.petrol sends, money out of the countrv.

“ (2) —The amount of the fare and the continuity of the service is practically in the hands of foreign operators. 8“ (o) —War or industrial trouble at. any time would interrupt the service. (4) —Non-support - of—Government hydro-electric schemes.

“(5) —High depreciation . of . buses necessitating constant replacement. “ Bus- operation inrikisc country -ec&ts: almost 55 per cent, more than in U.S.A., and 40 per cent, more .than- in England, so comparative figures, tire hard .to obtain. Little success hr bus operations has been met with yet in’Neiy' Zealand, although probably much of tlio troubles met with have been duo to the employment- of vehicles totally unsuitable to the conditions. The rules for bus management- are becoming standardised, however, and a greater measure of success can be looked for in the future.

“ Motor vehicle operation is apt to be deceiving, and! though services can be run profitably, the margin is very narrow. and careful and constant supervision is necessary to achieve satisfac-

tory results: “ Summarising then, the tramways can be extended and placed an a sound basis for £40,000, utilising existing permanent- way, buildings, and stock bf rails and fittings, full and complete services to Te Hapa-ra and Mangapapa could be pro-

vided, and all peak load requirements could-be met, the subsidiary bus fleet serving outlying parts. “ Motor-bus transport could be installed for "'££o,ooo,. and service could be ■)pi'ovided'~to'ail areas with the-exception that peak loading could not be so easily handled-as with trams; also, existing tramways plant, with the exception of ArtMl'diiige;- could not be utilised, and the cost of discontinuance of the trams, interest on loans, etc., has to be met from tlief general fund without receiving aiiy benefit in return. •? PRESENT REQUIREMENTS. * “ Present reipiirejgpnts necessary for the existing services to carry on are as follow: “ Tramways department: One new ‘ Al2 ’ battery, cost £I4OO, towards which the sum of £1075 is in credit; the balance of purchase money could be found from revenue during next financial year. • • “ Motor-bus department; New 21-pas-senger bus could be obtained before next summer, present vehicles being inadequate and consequently time for overhaul, etc., cannot be given. Cost of bus £I3OO, towards which the sum of £6OO is in credit in bus account, and balance Could be found from revenue within six months.”