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Two SoUrces of Power for One Bus.

16th September 1924
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Page 1, 16th September 1924 — Two SoUrces of Power for One Bus.
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Which of the following most accurately describes the problem?

AN EXTREMELY interesting new passengercarrying vehicle, described in other pages of this issue (following up earlier references that have been made thereto in our columns) would seem to us to inaugurate quite a new phase of catering for public transport requirements.

With the exception of very few undertakings with vast resources and with recourse to the proceeds of local taxation, it is almost impossible, under post-war conditions, for tramway authorities to replace worn permanent ways unless, with existing fares (already advanced to the economic limit), the certainty of excessive losses is faced. In view 'of impending developments we have, since the war, consistently urged upon municipalities the claims of the trolleybus and have advocated the preparation by manufacturers of types of chassis suitable for the work, because we believe that old-established and experienced makers can produce mechanism which will be easier to operate (the effect of the bad disposition of the load on the steering is the worst trouble), be more durable and be cheaper to maintain, whilst, as a result, giving better service.

The trolley-bus has made good headway in many parts of the country. One must not believe all that is stated concerning the finances of its operation, because, with the accounts of many undertakings before us, we have not found two to be framed alike, whilst many curious bases of calculation can be detected in them.

However, a defect of any system which is rail-bound or wire-tied is its inflexibility. 'Beyond the wire's end a trolley-bus cannot go. Its route is not divertible. If a fête or a cricket match take place a mile beyond the terminus the service falls short of public require. ments on that occasion by that distance. If a village is unable to produce sufficient traffic it will not pay to install the overhead equipment which will bring it within the sphere of the passenger-carrying service, and a new district must first develop a need before it pays to attempt to serve its requirements. For a municipality with a costly station for the generation of electric current upon its hands, the only practical alternative to the tramcar (in all but exceptional eases) is the trolley-bus, so that petrol-driven buses cannot always profitably be introdueed to deal with the outlying traffic.

The new invention of a vehicle which can run as a trolley-bus wherever the current leads are erected, and as a petrol-electric bus beyond the termini of the overhead installation should overcome all the remaining difficulties, because it will have the advantage of a cheap source of power within the radius of the overhead wires and will have all the adaptability to circumstances and flexibility of the independent vehicle where that installation is wanting. This new dual-power-source bus has been developed for the Tees-side district, but we hope that the system will be available under licence wherever it can be of use in solving the passenger transport problems of the day.

The Uselessness of Emergency Devices.

ACLOSE examination into some of the circumstances attending the omnibus fire near Nuneaton, circumstances which do not affect, nor are affected by, the inquest which was resumed yesterday and which is (at the time of writing) a matter best regarded as sub judice, leads to conclusions which may at once be referred to, because the interests of the road-travelling public are at stake. We are satisfied that manufacturers of commercial motor chassis can, with benefit to the public, reconsider the whole question of the disposition of the petrol tank, the position of the filler and the introduction of safeguards from fire. Strange things are done when fuel tanks are being replenished, and we are more than ever convinced that it is often forgotten that petrol is a highly inflammable spirit. This fact must be given full consideration and be guarded against by manufacturers, and we have, in the last issue and in this issue of The Commercial Motor, advanced suggestions for simple alterations which, if adopted, will make for much greater safety. Our investigation has brought very clearly into prominence the fact that emergency doors that can be opened and windows that can be lowered from inside a bus are delusions. In such a circumstance as a petrol fire in a bus, passengers flee to one end in a solid crush, none can see and no one can do anything in the way of a deliberate manipulation of a mechanical device. It is, therefore, obvious that no rear doorway should be closed at all. We• are aware that this introduces other problems, but these must be tackled in the light of recent experience and solutions found for them. We favour a doorway right at the rear because, if both entrances are on the near side and a bus overturns, every passenger is trapped inside and fires occasionally occur in the case of an overturn (usually through a spark caused by friction between metal and stone). Yet such an exit must be guarded in some way to prevent passengers falling through it. Here is the opportunity for the designer and body builder, who might consider an exterior platform with a rail and steps. An exit of this sort would be obvious and could never be closed in any untoward circumstances so that passengers could not escape by way of it. The day of mechanical contrivances that fasten doors and pf seats that obstruct doorways has now gone for ever.

The Remarkable Development of the Undertype Steam Wagon.

MANY READERS of The Commercial Motor will have noted with interest the comparatively large number of undertype steam wagons which has recently been placed upon the market, and only last week we gave brief particulars of a further example. In no period of the history of the steam wagon have designs followed each other so closely, so far as the dates of their production are concerned, as during the past three years, and it is significant that there is a decided tendency towards petrol-vehicle practice, thus affording a proof of the foresightedness of this journal which, for many years, has pointed out that the familiarity of users with the general design of the petrol vehicle would create a demand amongst them for steam wagons built on lines more akin to that type. For certain classes of work the overtype will undoubtedly retain its position in the esteem of many users for a long period, but proof is not wanting that it is being rapidly overtaken by the undertype, and now that few criticisms can be made against these on account of inaccessibility, their popularity will advance still more rapidly. We deal with certain aspects of the matter in this issue, but in the space at our disposal we have naturally not been able to do much more than cover the leading points, but these will be sufficient to show the march of modern thought.

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