. Journal de chemin de fer électrique . ats par heure dans chaque direction le bus de moteur sur la base supposée peut être exploité plus cheaplyque les autres types de véhicules. Il a un champ de sien dans l'exploitation de nouvelles routes, et en plus, même avec ce apparemment petit nombre de sièges heure, il est estimé qu'il ya beaucoup d'endroits dans et autour des centres de traction où ce service wouldbe accueilli. Le trolley-bus a son champ d'opération entre le bus à moteur et la voiture de sécurité. C'est mais naturaalto croient que, comme le trafic augmente et un plus grand dans-investissement est justifié le coût de o

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. Electric railway journal . ats per hour in each direction the motor buson the basis assumed can be operated more cheaplythan the other types of vehicles. It has a field of itsown in the exploitation of new routes, and in addi-tion, even with this seemingly small number of seatsper hour, it is believed that there are many places in and around traction centers where such service wouldbe welcomed. The trolley bus has its field of operation in betweenthat of the motor bus and safety car. It is but naturalto believe that as the traffic increases and a larger in-vestment is warranted the cost of operation should de-crease and so pay the larger fixed charges renderednecessary. The trolley bus appears to be able to accom-plish this. Its cost of operation is lower than the motorbus for headways below fifteen minutes, but for head-ways of less than two and one-half minutes, or wheremore than 696 seats per hour are required in each direc- 60 i—I l r Investment - fbr Roil less Vehicles inPerCent of that of the Safety Car. 15 ZO 25 30 35 40Headway in Minutes 55 60 1009080706050AO302010 TotMile al In vesfi nentat - Re Tr ol/ey bosf notorbhs^ 1 1 1 Headway in Minu+esInvestment ver Mile of Route 522 Electric Railway Journal Vol. 58, No. 13 tion, rail-borne service can be operated more cheaply.This analysis is based on the assumption that roadvehicles will not be subjected to any road tax above theusual license fees which have already been included.If such a tax should be imposed, the relative economiesof the different modes of transit would be changed. Any individual operator can easily substitute for theassumptions made actual cost figures to fit individualconditions. Such a substitution might vary the conclu-sions considerably, especially if a different length ofroute were taken and the operating conditions weresuch that the schedules as laid out could not be main-tained with more or less layover time. Credit for collaborati

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