The Motor Omnibus World.
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Suggested Design for a Double-Deck Bus : By H. J. Butler.
The daily papers have from time to time pointed out the defects of the horsed omnibus of our London streets, and on one or two occasions adverse comment has been made upon the body of the motorbus. One great advantage of the motorbus lies in its mobility, and this quality is further enhanced if the body of the vehicle is kept within reasonable dimensions_ Builders must not, therefore, design a body having the lines of a District Railway electric car, for it such were the case we would find ourselves with a too cumbersome conveyance, quite apart from the Police Regulations. In the accompanying illustration no drastic alterations have been attempted, but it is hoped that the several points that have been considered will lead to the greater comfort of the passenger.
Saspeusion.—A leaf has been borrowed from the book of the railway carriage designer, in that the body is supported on a set of helical springs (A), which are carried in pockets bolted to the side of the chassis. Rolling of the body is minimised by the mixing of the strength of these springs, and also by provision of the slides (B), which work in the slots (C), the arms (D) serving to ensure their correct working and further to strengthen the body. The usual front and back springs are 3ft, 6in. and 4ft. Gin. respectively. The foot-plate (E) is bolted directly to the chassis, in order that the working of the pedals and steering gear may not be interfered with. Wearing plates with proon for lubricating are found at El. Seats—Besides the usual inside spring cushions, the outside garden seats are provided with helical or spiral springs under the slats, and these are fastened to a torresponding bottom set of slats, allowing moisture to escape readily. The springs may be painted or covered with waterproof material to prevent rusting. Although most enjoyable when the day is fine, from a health point of view, existing reof seats prove most uncomfortable on account of their hardness, and the modern tramcar with its often luxurious interior is no exception. An alternative method of springing might be made with elliptic springs, say one pair per seat, thus giving less work in making up each seat and following the practice of an Army Service Corps wagon, which has no springs in the undercarriage.
entilation..— Side ventilation is attained by means of each of the windows (F, F2) falling into the body, F2 being shown at its lowest position, and the same may be adjusted to any height by means of Laycoek's window lift, no strap or glass string being necessary. Above the rail (G) there are six small frames, two (HET) being formed of louvres capable of working as venetian blinds, whilst the other four (J1 to J4) hinge inwards as shown at J1. set of fixed louvres is found each side over the fixed light, by the side of the driver, and three large hinged window frames are made across the front of the vehicle above the front rail corresponding to the side rail (G). Air is forced, as the vehicle proceeds, through the two bells (K), which have each a piece of gauze across the mouth, into the pipe (M) and past the valve (L). which prevents any back flow of air_ The air-pipe is run down
wards to the seat line of the bus, and then up again, the air finding an outlet after passing through a pad of cotton wool and a gauze screen below the inside fare board. By this means fresh, dustless air enters the interior without any draught or undue violence of inlet.
Ugh ting. Electric lighting is recommended. Two incandescent lamps are used each side, whilst a small lamp (N), immedi
atety over the number, illuminates the plate at night as well as the conductor's plattorm. Powerful body lamps are hung at P, which may be supplemented if necessary by a head light. The destination indicator is also illuminated after dusk. An electric lamp is fixed in front, over the driver's shoulder, helping him to perform his duties at night, and the tail lamp may also be an electric one. Fare and Destination Boards.—A fare board is provided at Q for the benefit of the roof passengers, as well as the legal one inside, and a destination indicator (R) occupies a prominent position in front of the vehicle. Particular attention has been paid to the destination writing on the side panels. The would-be passenger is often confused as to the points touched en route. Here a serious attempt has been made to make things as clear and concise as possible. It is suggested that the roads, streets, etc., be written in their true sequence, that the termini be made extra bold, and that no other part of the bus whatsoever be used for destination writing. Also all advertisements to be confined to the side boards which are beside the roof seats. The near-side panel should be made to read true in accordance with the direction in which the bus is travelling, so that the other side panel would, in this case, read from " Charing Cross to Acton." Dimensions.—Top of chassis from ground, 28in.; dashboard to back frame, 12ft. 7in.; width of frame, 3ft. Lin. ; wheel-base, 121t. 61n.; extreme length, 2ift.; extreme width, ryft. 2111.; extreme height, i2ft. ; length on seat inside, oft., or 18in, per passenger; garden seats, aft. loin, wide, or 17in. per passenger; designed to carry 12 in and 18 out.
The ratepayers of Todmorden have sanctioned the proposal of the Corporation to promote a Bill in Parliament to permit the purchase and operation of motor omnibuses.
Next summer a motor service between Aschaffenburg and Miltenburg-, on the Maine, will be opened. At Aschaffenburg, by the way, the first chauffeur school in Germany was started, and numerous towns have now followed the lead.
Mr. C. E. Johnson, of 118, Haxton Street, Hackney, N., has in stock a wide selection of various seasoned woods suitable for motor-omnibus construction, and all bodybuilders who are desirous to obtain good sound material should address him for particulars and quotations.
Several De Dietrich omnibuses have been put in service by the Societe des Omnibus du Caire, and the public of Cairo will gradually become familiarised with tile new means of locomotion. It is reported that this company is on the point of amalgamating with the Automobile Transport Company of Cairo, with a joint capital of Lioo,000.
The Fylde Motor Service Company, Limited, has been registered with an authorised capital of j;20,000 in Li shares, to acquire the undertaking of the Fleetwood Motor Passenger Carrying Company, Limited. The registered office is at Bisphain, near Blackpool, and the Company has already placed orders for additional Arrol-Johnson vehicles.
Mr. H. L. Lambert, of Silsden, Yorkshire, is completing arrangements to supply a line of omnibuses to serve Gas.. -sington, Keighley, Bolton, Skipton, Ilkley, and Addingham. It is reported that the vehicles will be supplied by the Scottish Motor Engineering Company, Limited, of Granton Harbour, whose arrangements for a large output are now well in hand.
There is a project afoot to connect up Berlin, Schiineberg and Friedenau with motorbuses. The service will be maintained right through the twenty-four hours. Berlin's night life is unique : perhaps no other city in the world can show so much bustle and activity at a time when most people are supposed to be asleep, and the originators of the motor scheme reckon with this fact in projecting the establishment of a night service. Price's Patent Candle Company, Limited, of Belmont Works, Battersea, S.W., is giving general support to various provincial exhibitions, and this company's oils, greases, and special motor preparations, including a new soap called `Manulav," for removing oil and grease, will be shown in every case.
The Metropolitan Asylums Board, being satisfied that the new Clarkson generator is " incapable of being scorched," has resolved to replace the old boiler in its omnibus by purchasing one of the new generators, and making all necessary and consequential alterations, to piping, etc., at a cost of Liu). The bus was purchased second-hand.
Southampton is experiencing considerable trouble with the foundations of the old tramway tracks, which it had been hoped would have proved strong enough for the electric car service which was started about six years ago. The consequence is a very heavy expenditure on reconstruction work, which would have been quite unnecessary if the service had been carried out by motor omnibuses.
A special sub-committee of the Westminster City Council has been appointed to consider all questions relating to motor omnibuses and motor traffic generally. The members of the sub-committee are as follows :—Messrs. C. Spencer Smith (chairman of the works committee), E. Stopford Jones, F. J. Bridge, T. W. L. Emden, G. Williams Smith, Wm. Everitt (chairman of the highways committee), H. Thomson Lyon (vice-chairman), F. Barnes, F. C. Bayley, and Col. G. B. B. Hobart.
There have been certain idle rumours in circulation to the effect that Clarkson, Ltd., of Chelmsford, is practically the owners of the Torquay and District Motor Omnibus Company, Ltd. It is difficult to trace the origin of these untrue statements, but we have no hesitation in stating that they are devoid of foundation. The Torquay service of stea omnibuses has become an established success without any fostering influence such as has been gratuitously hinted at by opponents of steam. A letter on this subject, from the secretary of the Torquay company, Mr. W. Eliot Thomas, appears on page 419 of this issue.