Disadvantages of Using Buses in Mass Transit: An SEO-Optimized Analysis

Though I prefer buses to subways for their flexibility and ability to offer sightseeing on the way, there are several drawbacks to using buses as opposed to trains or trams. This article will explore these limitations and discuss how they impact the overall efficiency and attractiveness of bus services in modern urban transit systems.

Flexibility vs. Reliability

One of the most significant advantages of buses is their adaptability to ever-changing traffic conditions and road networks. However, this flexibility can also lead to significant disadvantages. Traffic, bad weather, and the potential for other vehicles to cause disruptions can make bus travel very slow and unreliable. Additionally, if someone attempts to bring something large and awkward on board, it can create an uncomfortable and potentially dangerous environment for other passengers. (Disadvantage: Flexibility can lead to unpredictability and discomfort)

Speed and Operating Conditions

Buses often operate at lower speeds, averaging around 7 mph during the day in cities. This can be particularly discouraging in comparison to decent bicycles. High service frequencies are rarely effective in compensating for this low speed, as this often results in 'leapfrogging' where buses arrive in pairs or groups of four, offering an unpredictable and low service frequency to passengers. (Disadvantage: Low speed and poor service frequency impact travel time and reliability)

Infrastructure and Operational Challenges

The buses with the highest number of seats are 'bendy buses' and double-decker buses, but neither can be operated on all roads due to road width and height requirements. An all-terrain bus can seat a maximum of fifty passengers. Furthermore, diesel exhaust is both foul-smelling and poisonous, making diesel-powered buses unsuitable for operation inside buildings or in long tunnels. (Disadvantage: Limited operating infrastructure and environmental concerns)

Operational Personnel and Safety

The high staff-to-passenger ratio, often around 1:30, can pose challenges for recruitment and lead to service cancellations or withdrawals. Edinburgh, for instance, has faced recent severe service reductions on routes 63 and 20 operated by McGill. Additionally, buses have a higher accident rate per thousand passenger miles than trains and trams, which can be concerning for passengers and staff alike. (Disadvantage: High staff-to-passenger ratio and higher accident rate)

User Experience and Cost

With short routes typically 10 miles or so, the peak period can affect all peak time buses along their route. An inter-city train, however, might leave Newcastle during the peak but arrive in York after the peak has finished. Automatic operation is also effectively impossible due to the complex nature of bus networks. (Disadvantage: Short routes affect peak travel times and impractical for fully automatic operation)

Accessibility and International Operations

Buses with doors on the left side cannot be operated abroad, which limits private hire and long-distance international operations. Fuel costs are high per passenger mile; a double-decker diesel bus can consume between 9 and 15 mpg. Bus services often do not appeal to passengers, nor do they inspire customer loyalty, leading to information about delays and cancellations being difficult to obtain at bus stops. Bus shelters are also seen as billboards for commercial advertising rather than providing shelter from the elements, and boarding and alighting times are longer than for other forms of transport, as every passenger must show or buy a ticket. (Disadvantages: Door placement, high fuel costs, lack of appeal, poor information systems, flimsy shelters, and long boarding times)

No First-Class Options and Subsidies

Notably, no bus company that I know of operates first-class buses or has first-class compartments, unlike the Green Line buses in London or the first-class buses that operated in Liverpool before the war. This can further discourage passengers who live or work in more affluent areas of the city. Local short-distance bus services are usually not commercially viable and must be subsidised if they are to operate at all. Subsidy schemes, such as those in Scotland for old people, children, and disabled people, mean that the only way to operate local bus services is to make non-users pay for users' travel costs through taxation. (Disadvantages: Lack of first-class options and heavy reliance on subsidies)