Passenger Transport News
Page 54
If you've noticed an error in this article please click here to report it so we can fix it.
Frames, Construction Reduces Operating Costs—Contd.
Another interesting feature of this body-cum-chassis design is the hinged type of lifeguard valance which is held in the running position by spring clips embracing ball-type fittings secured to the valance. An outward pull serves to release the valances, which can then be lifted up and laid back against the body.
Low Fuel Consumption
Regarding the performance of these vehicles under service conditions, the heaviest one, in which Commer components are used and which is built of steel sections, is operated by the Eastern National company, and has been on the road for well over a year. It has given completely satisfactory service, with petrol consumption figures varying between 9,44 m.p.g. and 7.62 m.p.g.
Of greater interest, perhaps, is the light-alloy bus fitted with a Gardner 4 LK oil engine. This machine, which is a 33-seater weighing 3 tons 16 cwt. unladen, has Leyland Cub axles and steering, and a Dennis Ace gearbox. Operated by the Western National concern, it ran on the Taunton-Street-Glastonbury route.
The excellent fuel consumption figure of 21.56 m.p.g. was obtained in the first month of operation, and subsequent results have shown but little deviation from this fine performance. Apart from the slackening off of two relatively unimportant nuts, no troubles have developed in respect of the bodycum-chassis construction.
Under 6 Tons
Respecting the third prototype, which has Bedford components, there is no doubt that the figures obtained with .this machine will show marked economies as compared with a vehicle of normal construction, as the total laden weight comes out at only 5 tons 16 cwt.
At the time of our visit, this particular vehicle was in for repair, having suffered extensive frontal damage after being in a collision in a fog. The force of the impact was sufficient to shift the engine back in the frame, but the extent of the damage to the front ends of the inside longitudinal members of the main structure was, we noted, insignificant. There is little doubt that, had a normal-framed vehicle been involved, the resultant damage would not have been so localized.
Although this accident was unfortunate it has, nevertheless, provided an opportunity to put to the test a claim made in respect of the comparative ease of effecting repairs.
In the case of normal coachwork it is not an easy matter to confine thern necessary dismantling to the damaged area, the present instance, however, this is possible, as the nature of
• its construction lends itself to individual member replacement. We hope to ,report further on this vehicle. It should be made clear that the Beadle system of light-alloy chassisless construction is covered by a number of patents, of which several have been dealt with from time to time in our patents page. "STAMPEDE" ANALYSED BY L.P.T.B.
EVERY week-day, between 4.30 p.m. and 7 p.m., a quarter of a million people travel by road services out of the London area bounded by Camden Town, Whitechapel, Lambeth and Hammersmith. Main-line railways take 178,000 people and the Underground
railways 410,000. The total for the evening peak is thus 838,000 passengers daily, of which public road passenger transport accounts for 30 per cent..
These figures are revealed by an investigation conducted by London Transport after the recent conference on staggering of hours. A staff of 80 expert traffic watchers was employed.
No fewer than 131,000 of the total start their journeys in the single quarterhour period between 530 p.m. and 5.45 p.m. The heaviest half-hour is between 5.30 p.m. and 6 p.m., when 242,000 people—nearly a third of all evening passengers—pour on to the railways and buses. In the half-hour between 4.30 p.m. and 5 p.m., there are only 126,000 passengers, and in the halfhour between 6.30 p.m. and 7 p.m. 77,500.
During the morning peak period, the busiest quarter-hour is from 8.45 a.m. to 9.0 a.m., when 114,000 people make their way into the central area by all forms of public transport. From 9 a.m. to 9.15 a.m, the figure is 103,500. and there is a marked reduction in the volume thereafter. From 9.45 a.m to 10 a.m. only 45,000 passengers travel to the central area.
The first of the 14 inaugural meetings is reported on page 579. APPROVAL OF ROUTES FOR 8-FT, BUSES
THE general scheme when considering the employment of 8-ft. buses is for the Licensing Authority to approve a route, so that any such vehicles can run over it if they be covered by road service licences. This enables such a route to be used by contract carriages. Gradually, what may be termed a map of such approved routes will be built up.
The Licensing Authority conducts his work for the Minister of Transport under delegated powers, and, in making his decision, he must take into consideration the opinions of the police and local authorities, particularly the divisional road engineer. Usually, all the officials concerned tour the area in a suitable vehicle—in some cases in one built to the new width.
There is no appeal to the Minister from the decision of the Licensing Authority, because he is, in this instance, acting for the Minister, who, therefore, could not also act in a judicial capacity. This does not, of course, apply in connection with the granting of a road service licence, for, in that case, the Licensing Authority is exercising his own powers under the Act.
£1,000,000 FOR £28,000?
A PROPOSAL to borrow £136,553
for the purchase of 48 new buses has been made by Burnley, Colne and Nelson Joint Transport Committee. Of the committee's fleet of 154 buses, 150 are more than eight years old.
At a meeting of Burnley Town Council, on January 1, Ald. Parkinson said that since 1933 the annual profits of the undertaking had averaged about £29,000. All but £28,000 of the E100,000 owing in connection with the acquisition of the old undertaking had been paid off. Under the Transport Bill, the Government proposed to take over all the assets, now worth about £1,000,000, for £28,000.