What Operators and Public Want in Buses
Page 15
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Papers by Six Authors, Condensed Into a Principal Report, With Conclusions Added
Iel their report and conclusions on the paper "The Design of Rolling Stock . . .," Mr. C. Harmel and Mr. C. 6. J. C. Nieuwenhuis said that not only had the authors provided a wealth of data, but further information had been made available in the records of the various reporters.
They pointed out that speed has become the fundamental condition of the success of any form of public service transport. It answers the universal requirement to go faster so as to gain time. It is not enough, however, for a vehicle to be technically devised to start, travel and stop quickly. It is necessary that these properties should not he hindered by operating conditions, fare collection, movement of passengers inside, road traffic and street congestion. There are two further considerations, passenger comfort and economy of operation.
Individualism does not make for economy, and conditions do not differ so widely that a special vehicle should have to be built for each city. The trolleybus or motorbus having everywhere the same structure and equipment, leaving to local idiosyncrasythe altering of details, can readily be visualized.
The authors had not given consideration to double-deckers, as they are seldom to be found on the Continent or in America.
Regarding speed, the maximum need not .be great, for the distance between stops and blocking by other vehicles would not allow it to be reached. However, on suburban or trunk services there can be a higher maximum but less-marked acceleration. Passenger entrance and exit must he easily negotiated but not excessively wide. With one-man operation the door should be forward of the front axle and the exit at the rear or, preferably, central. Where a rush of passengers occurs at the terminus and at stops close to it, it may be worth while letting people on without paying and not to collect fares until they alight in smaller numbers. In fare collection the greatest possible simplicity should be aimed at.
Steps on and off should be easy to negotiate, but the authors have no objection to three steps if well designed. Width of gangway is very important, particularly if passengers stand in it. This militates in favour of reducing seats to three abreast, preferably facing forward. Easy signalling for stops and for permission to start is also important. Outside indicators with blinds are becoming general.
In the matter of comfort, the public will demand to sit rather than stand and operators will have to meet this wish. Staggering seats' gives greater ease.
In lighting, the intensity tends to increase. Air conditioning may partly obviate opening windows. The struggle against noise is being carried on continually.
Dealing with econ..x.ay it was stated that extra power to Inetease speed and give greater acceleraon entails higher fuel consumption, 1 o reduce costs, vehicles must be light, sturdy-and well planned in every detail. StandanNzaLion on a national—and if possible international— scale would save capital cost, facilitate the supply of spares and reduce the size of essential Stocks.
They were much in favour of oneman operation, as demonstrated in America.
The report included an appendix giving recommended speoifications for various classes of service.