Phases of PASSENGER TRAVEL
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Notes on a Variety of Aspects of Coach and Bus Travel WHEN recently we visited the offices and works of Birch Brothers, Ltd., Cathcart Street, London, N.W.5, we were interested to sec in progress the extension of this company's garage space and to realize that, even with the extension, it would be none too large to house the imposing fleet of coaches, town buses and taxicabs which this veteran concern is operating. Three big inspection pits are being put down and fire-sprinklers, high-pressure washing plant and all up-to-date equipment are being installed.
Birch Brothers, Ltd., is operating 110 fewer than 22 buses on service in the metropolis and it has a fleet of sonic 18 coaches. In addition, it possesses 23 Unic taxicabs, which are plying in the London area. Incidentally, all of the coaches are "plated" for plying for hire in London.
The coach fleet at present comprises three Leyland 28-seaters, three Leyland Lion 30-seaters, four Leyland Lionesses for 24 passengers, six Gilford 30-seaters and two Albion .24-seaters. A portion of this fleet is working throughout the winter on regular services between London and Kettering and London and Bedford. The Kettering route is catered for by one departure in each direction daily, but on the Bedford route there are six departures daily in each direction—practically the same service as was provided in the summer months.
The day return fare between Kettering and London is 7s. 9d, the period return fare 10s. and the single ticket 5s. 6d. The single fare between London 3338 and Bedford is 4s. on Saturdays and Sundays. and 3s. on other days of the week, the day return figures being respectively 5s. and 3s. 9d. whilst the period return ticket costs as. 6d.
We learn that, for the forthcoming summer season an extensive programme is being prepared, embodying services between London and coastal resorts.
We were interested to notice that one of the latest Gifford coaches of Birch Brothers, Ltd., has just been equipped with the Oatway heating system, to which reference was made on page 802
of our issue dated January 7th. Several of the company's long-distance coaches have Disturnal sliding roofs, hilt we see that it is found worth while to arrange some all-weather heads so that they are interchangeable with fixed heads, which can be substituted for them for service in the winter. The company's coachbuilding activities progress as busily as ever, the works being fully engaged at present on orders for vehicles which are intended to be employed on many different long-distance services during the forthcoming season.
the predictions of men well known in the coaching industry be borne out, 1930 is likely to prove quite successful so far as motor coaching is concerned. We have, during the past few days, been in close touch with a number of important coaching concerns, and in almost every instance their officials express decidedly optimistic views on prospects for the forthcoming season.
Mr. W. J. Coleman, of the Westminster Coaching Services, Ltd., 91, Pentonville Road, London, N.1, a con, cern which operates extensively in the eastern counties, is most hopeful, and considers that the industry is shortly to embark on a period which will he considerably more profitable than that of last year.
With regard to the position of his own company he is particularly satisfied, because it has already received numerous inquiries regarding its Easter programme and, furthermore, communications have been received from America. In order to meet the expected increased traffic, the company is to put into service additional Dennis 20-seater coaches, with bodies by Christopher Dodson, Ltd., of Cohbold Road, Willesden, London, N.W.10. The Westminster company -makes a point of limiting the seats of the vehicles to 20, so that each passenger may have a separate armchair.
A popular feature of the concern's activities is the special day trips that are run between London and places of historical interest in the Eastern Counties. In the forthcoming season services are to be extended to Cromer and King's Lynn.
On the subject of the Road Traffic Bill, Mr. Coleman thinks that it will assist materially in improving the state of the industry and, generally, will be beneficial. He is opposed to the limiting of coach speeds, and thinks that motor coaches are safer than private cars. If, however, a speed limit be deemed necessary, he would prefer it to be set at 35 m.p.h.
Mr. C. G. Elliot, of Bensons, Ltd., of 70, Upper Street, London, N.1, a concern which deals extensively with the booking of tickets, considers that, from th6 booking agent's point of view, the forthcoming season is hopeful. Mr. Elliot, incidentally, was at One time secretary of the Booking Agents' Association, the latest news of which will be found on our "Wheels of Industry" pages. We gather that he feels strongly with regard to the animosity which obtains amongst some booking agents, and is much opposed to the encouragement of undercutting on the part of coach operators.
Mr. Elliot has devised a scheme which he hopes will do something towards the fixing of fares. His subagents are to be paid commission in the form of a booking fee, so that if they encourage undercutting they themselves loose money. This scheme cannot, of• course, apply in every case, but is to be used with discretion.
Mr. Frank Monlunan, of Keith and Boyle (London), Ltd., 30, Harleyford Road, London, S.E.11, holds views which are not quite general. He does not expect an unusually large volume of extra traffic in the forthcoming season. He is of the opinion that, whilst a certain measure of blame attaches to passenger-vehicle operators, the public is chiefly responsible for the present rather disorganized state of the motorcoach industry.
Passengers, both potential and actual, he says, do not trouble to read the numerous announcements that are issued with regard to trips. Furthermore the forging of dates on tickets is, although not prevalent, sufficiently disturbing to make the efficient and cora fortable •transport of passengers more difficult than it might otherwise be.
Mr. Monkman continned to say that he thought a number of points in the Road Traffic Bill would need adjustment before it could be accounted as fair to operators. It is interesting to note that, in his opon, a speed limit Of 30 m.p.h. is quite suitable—for his needs, at any rate.
IN a paper read at Birmingham, on January 13th, before members of the Institution of Automobile Engineers, Mr. H. K. Whitehorn dealt with "Petrol-electric 'Vehicle Characteristics." It is in the bps field, says the author, that this type of machine, which has been in general service since about 1906, shows to particular advantage. Tilling-Stevens Motors, Ltd., is the concern which has done so much in this country to further the use of this class of 'vehicle.
The opening part of the paper is confined to the considerations which enter into the starting from rest 0f a
9-ton vehicle. It is shown in a graph that the horse-power required rises to 60 in 7i secs. and then falls to 54. This is just the manner in which the engine of a petrol-electric machine is able to deliver its power without interruption during acceleration.
Another graph which the author reproduces in his paper shows that the calculated tractive effort required to accelerate the' 9 tons, in accordance with requirements, varies between 600 lb. and 2,700 lb. The best type of torqueproducing machine for this set of conditions, given approximately constant power, is, according to Mr. Whitehorn, the direct-current, series-wound motor as used in electric-traction systems.
An interesting mechanical analogy is used to show the difference between the gear drive and electric transmission. The former is compared to stepped pulleys, which involve an laterruption of the driving force when the belt is changed from one pair to another. The latter system is compared to coned pulleys on which the belt can be moved without interruption of the drive ; it is possible to arrange an overdrive for very easy conditions. The simplicity of control is another point in favour of the petrolelectric. The author points out that the petrol-electric is at a disadvantage on gradients of 1 in 4 or 1 in 5, owing to the reduced efficiency of the motor under low-voltage and heavy-current conditions.
Stress is laid upon the ability to free-wheel on the part of the petrolelectric machine. This end is obtained merely by taking the foot off the accelerator pedal; power can cut-in again at any tithe, regardless of the road speed. This point is of great use when on urban bus duty.
Owing to the ability to "overdrive," the total revolutions of the engine of a petrol-electric vehicle are about 15 per cent. to 20 per cent, below those of a corresponding geared machine. This, obviously, has an effect upon the useful life of the vehicle and reduces work in connection with maintenance operations.
High engine speeds, heavy loads and frequent starting and stopping are conditions under which the machine with electric transmission shows to advantage.
The paper will be read to-morrow night, Wednesday, January 22nd, at the Engineers' Club, Manchester.
ADIFFICULT problem faces those who are responsible for negotiations that are proceeding between Glasgow Corporation and the London, Midland and Scottish and London and North-Eastern Railway companies with the object of arranging a scheme of co-ordination relative to bus operation in the Glasgow area.
These negotiations commenced when a letter, dated February 1st, 1929, was received by the municipality from the London, Midland and Scottish Railway Co. suggesting a meeting of representatives of the two railway companies with members of the corporation. Several meetings took place on various dates during 1929, and the outcome of them is that at present an agreement cannot be reached on the question of the railway companies giving the corporation a monopoly in respect of tramway routes outside the city boundary.
For the purpose of definition, the corporation representatives have divided Glasgow passenger-transport services into three groups. Category A comprises routes within the city and routes without the city on which there are tramways ; Category B includes routes without the city '(other than those included in Category A) on which the corporation may, from time to time, run buses ; Category C consists of routes extending for distances beyond Category B routes.
The latest proposal of the corporation is as follows :—Category A routes to be operated solely by the corporation, the railway companies undertaking for themselves and their associated companies not to compete with the corporation's services; Category B routes to be operated jointly by the corporation and railway companies—the municipality having a 50 per cent. interest —the services on these routes not to compete with the services on those in Category A; Category C routes to be operated solely by the railway companies, the services on these routes not to compete with those on routes in Categories A and B. The above proposal is to form the basis of any coordination scheme, details to be adjusted after an agreement has been reached on the main proposals.
The railway eompanies cannot agree to any proposal to give the corporation a monopoly on tramway routes outside the city, but offer not to compete with the corporation's tramways and buses inside the city and to give protection for the tramways outside the boundary by way of charging higher fares than the fares charged On the tramways, this offer being subject to the corporation restricting to the area of the city the operation of its bus services.
In terms of the corporation's proposal given above, the counter proposal of the railway, companies amounts to the exclusion from Category A of the routes without the city on which there are tramways.
The corporation tramways system consists + of 132 miles or double track and 41 miles of single track ; of this system 88 miles of double track and one mile of single track are situated within the city, 44 miles of double track and 31 miles of single track being outside the city area, in the counties of Lanark, Renfrew and Dumbarton,and the burghs therein. Most of the tramways outside the city are within three miles of the boundary, only three lines extending considerably beyond this three-mile radius.
MO overcome the difficulty of traffic congestion in Torquay, the highways, traffic and finance committees of Torquay Corporation have recommended the council to make arrangements with the Torquay Tramways Co. to obtain Parliamentary powers for the replacement of the tramway services in the town by a system of trolley-buses.
The principle of the report put forward has been accepted by the council, and the decision has been arrived at in the face of the fact that such a change will involve the destruction of assets, which still have a con
siderable value, as well as commitment to a large amount of new capital expenditure. The Mayor of Torquay, the chairmen of the highways, traffic and finance committees, and the town clerk have visited Mexborough, Swinton and Doncaster and, as a result, are unanimously of the opinion that the trolley-bus is a satisfactory means for transit and is suitable for Torquay. A point in favour of the trolley-bus is that it utilizes electric current produced by the corporation.
The possibility of the corporation purchasing the tramways company. which it has power to do at recurring periods—the next occurs in 193:5---has not been overlooked, but, as it is calculated that an expenditure of £250,000 would be entailed before the cost of converting the system was faced, it has been thought better to come to an arrangement with the company to support it in obtaining powers for the substitution.
The terms which the managing director of the company has put forward for consideration are upon the following lines. The corporation would concede to the company the sole rights of operating trolley-buses for a period of 42 years, retaining the right to purchase the company after 21 years or 35 years, upon payment of the fair value of the undertaking without any allowance for compulsory sale, and, at
the end of 42 years, upon the terms ot the Tramways Act, 1870. The corporation would not license buses to ply for hire on the trolley-bus routes, so long as the company provided adequate. services; but buses serving districts beyond the area of the trolley-bus system would be permitted to ply over the trolley-bus routes, provided that no passenger was both taken up and set down on any one journey on any such route. All sections of the Tramways Act. 1870, so far as relevant, would apply.
Upon the substitution being effected, the tramways track would be taken over by the corporation, the company being relieved of further liability in connection therewith, but the overhead equipment would remain the property of the company. The committees that have been considering the matter regard the foregoing terms as generally satisfactory and suggest two further conditions. They recommend that all the electrical energy required for the trolley-buses should be purchased from the corporation; also that the company should, if called upon by the corporation to do so, apply to the Minister of Transport for Orders to extend any of the routes or to arrange new routes; conversely, that the company should not extend its system without the consent of the corporation.
It is also submitted that the maximum fare on the trolley-bus system should not exceed lid. per mile, and that the company should arrange stages of suitable distances over which a fare of ld. would be payable.