The Motor Omnibus World.
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The Important Question of Tires. By Georges de Prelle de la Nieppe.
Many persons who every day see motorbuses travelling in ;III directions throughout London, and who witness the fact ihat they give quick and cheap travelling, hardly realise the amount of study involved or the number of brains which are constantly at work to ensure the comfort of passengers. I am certain of that failure to appreciate : for the majority, the only material things are that the buses should go fast and smoothly. Speed depends upon the make of the bus, smoothness upon the tires and springs.
Solid Rubber Tires.
My principal experience is with the well-known type of Peter Union solid tires. I take those tires as an example, because they have been manufactured for five years, and have been used in large quantities on motorbuses. They are constructed as follows : —An endless steel band is vulcanised in the hard rubber, and this steel band holds the tire firmly to the rim, and thus prevents it from creeping. Stretching is avoided owing to the particular situation of the band in the hard rubber, whilst the great strength of this hard rubber does not allow the band either to tear or to cut the soft rubber which is used for the running surface of the tire. Each tire is made in a separate mould, and has no joint ; each is endless, and always remains exactly the same size, which is imperative so as to enable the tire to be pressed from one wheel to another.
Fitting Tires on the Wheels.
The tires are put on the rims of the wheels by a hydraulic press, and the average pressure used is 45 tons. I have, however, seen some pressed on at 70 tons, but this is exceptional. When the tires are pressed on the wheels, they are secured by a detachable side flange, or tension ring, which is made so as to be easily removable. In fitting these. rims to wooden wheels, some engineers prefer to put the detachable flange on the inside of the wheel, towards the body of the vehicle. This is to guard against breakage of the tension ring, in case of side-slip or collision, but it has the disadvantage, in the event of its working loose, of allowing the ring to go between the sprocket and the chain, when the chain or the differential casing may be broken, and the sprocket shaft bent. I always fit the tension ring outside the wheel. This ring must be drawn together, by means of right-hand and left-hand screws which fit into each end of
the ring, and must be examined every night. The tension ring fits into a groove, about 3mm. deep, provided in the iron rim which is fixed to the wooden feline with screws.
Other makes of tires are turned out in a similar way, and pressed on the rim, but the retaining ring is secured by other methods. Sometimes a circular flange is bolted through the felloe, and is used as a retaining ring, whilst another very good tire, the Polack, has what may be described as a •' bayonet catch" type of flange.
Given wheels so fitted, they will run an average ot 10,000 miles, and, sometimes, 15,000 miles or more, but this depends, of course, upon the state of the roads over which they are sent, the form of vehicle on which they are fitted, and the manner in which they are driven.
Brakes are "the Death of " the Tires.
Perhaps the first reason why the tires wear out more quickly with one driver than with another is the use of the brakes. Exactly the same is found with private cars, but with motorbuses we have much worse results on account of the weight of the vehicles. My opinion is that the life of the tires depends on the drivers of the bus : if they would be careful, and would aeply their brakes gently, a tire could last 20,000 miles as a fairly regular thing.
I have noticed that tires of buses running over tramlines are much more quickly worn out and spoiled than those running on routes where no tramlines exist. It should be remarked that the pavement all along the rails is generally lower than the rails, and, when a bus is obliged in the traffic to cross the rails at a very small angle, the rings are broken : they come directly in contact with the rail, are squeezed, and the wheel is spoiled. I have seen, though not very often, grooves cut in both sides of the rubber tires, and I could not make it out until I came to the conclusion that the constant running on the tramlines was the reason. The drivers are not careful enough : they ought to avoid the tramlines. I have always told them to keep the cars as far as possible from the rails, and to try never to touch them. If they will do this, the wheels will not be spoiled, and skidding will be prevented in a lot of cases.
Pneumatic Tires.
I think that the London Road Car Company is the only one which has made trials of pneumatic tires on its buses. The results of those experiments were the following :— Advantages : Very smooth running of the car ; saving of the engine and machinery in general; and no vibration
at front end of the car. Disadvantages: Difficulty in case of puncture; excessive stiffness of the steering, due to the large bearing surface on the ground ; and the lateral stress on the tires, which had to be supported by the removable retaining ring.
I had to stop the use of front pneumatic wheels, as the drivers refused to drive the cars on account of the stiff steering. I have only tried pneumatic tires on the front wheels, and I don't think that tires could support the strain on the hind wheels. In any case, no such tires have been made for the hind wheels of motorbuses. To overcome the difficulty of the steering, I am certain that a section of 130mm. would be sufficient for the front wheels, and good results could be obtained. The disadvantage of the puncturable tire would ithen be balanced by the saving of the 'machinery, which is actually shaken to pieces by the bad roads. As I am dealing with tires, I will add a few points.
tried regarding the skidding of the buses, which I consider a very important question. I have tried sectional tires, and had that they skid less than plain ones. I have also tried to separate the twin tires, by fitting a distance ring between the tires on the back wheels. This has given a fair result, but it did not stop the skidding. I have, further, tried all the systems which have been submitted to me by inventors, and which could be considered as practical, and have come to the conclusion that the real "non-skid " of a cheap, practical, and economical nature is a steel chain fixed between the twin tires. Trials have been made by me on greasy asphalt, and the chain has prevented the bus from skidding. This chain can be fitted, and also removed, very quickly, but it wears out with alarming rapidity. I have
tried the Samson leather band it was very effective, but the skuds wore out in a very short time. I have seen some very original devices, but, to give my opinion, it is only by trials on greasy roads that a useful judgment is possible. Experience actually proves to me that the real "non-skid" is a good and careful driver. One day, perhaps, a practical " non-skid " system will be found, and I shall be most pleased to help all I can in putting a bus at the disposal of the inventor for trials. The realisation of a perfect " nonskid" would take a heavy weight from my mind when the roads are greasy. In conclusion, I must • ask readers of "THE COMMERCIAL MOTOR a question which came some time ago to my mind. It is this— Does the differential gear increase the skidding effect?
All comments in the daily press, on the subject of the new regulations for London motor omnibuses, are premature, in that they treat the regulations as being in force. Our own references to the draft regulations appeared a fortnight ago.
This journal does not run an agony column. A large number of trivial mishaps, which may be of purely local interest, are bound to occur in connection with the use of motor omnibuses, but we fail to see that any useful purpose can be served by the idle repetition of such reports, which in no sense touch upon questions of principle or constructional faults.
'The proposed new regulation under which London motorbuses are required to have suitable sheathings below the frame, in order to catch drippings of oil and grease, leads one to ask why similar provision should not be made in respect of horse-drawn traffic. It is only the fact that we have been accustomed from childhood to the insanitary disadvantages which are inseparable from horse traffic in large cities, that we accept a normally offensive state of our public thoroughfares without protest.
The controversy in the Manchester daily papers, on the subject of motorbus services in the district, continues to rage unabated. Many adverse statements have been circulated, and there appears to be, as is so often the case, a prepon• derance of anti-motorbus correspondents. We hope that some readers of this journal will take up their pens in support of self-propelled public service vehicles, because needless harm may result to the industry by their abstention.. We observe that the Morning Post has quoted from our article of Iasi week on the subject of suburban rervices generally.
The Alliance Motor Omnibus Company continues upon its chequered and unfruitful career. Mr. Justice Bargrave Deane, on the tnth instant, granted an injunction restraining the company from enforcing any calls, it having been put in evidence that a number of fictitious allotments were made, and that two cheques for large amounts, in respect of applications for shares, had been dishonoured.
Although the underground railway fares have been raised in London, within the last few weeks, the tendency of motor-bus fares is still downward. Visitors from the provinces are not infrequently amazed at the long distances which they can now travel tor the humble penny, and there are half a dozen routes upon which the average stage is in excess of m mile. Sir E. R. Henry, in consultation with Mr. Worby Beaumont, is considering numerous suggested amendments of the draft new conditions for motorbus certificates of fitness. It is expected that official copies of the approved regulations will be issued in six or eight weeks.
The Brush Electrical Engineering Company, Limited, of Ring Edward s Mansions, Shaftesbury Avenue, London, W.C., has just received an order, for nine of type "B" omnibus chassis, from the Birmingham and Midland Motor Omnibus Company, Limited. The last of the chassis will be delivered before the end of November.
Clarkson, Limited, has received an order for several of its steam motorbuses for service in Liberia, on the West Coast of Africa. A road has been specialty constructed, 15 miles in length, from the coast to the interior. Bodies, designed to accommodate both passengers and merchandise, and to meet the requirements and the peculiar climatic conditions obtaining in this part of the world, are being fitted.
W. S. Laycock, Limited, of 77a, Queen Victoria Street, E.C., is making special arrangements to supply illuminated destination indicators, for motor omnibuses, to comply with the intended Police Regulations. Orders will be completed within tl. days from the time of receipt, as the company's works at Millhouses, near Sheffield, contain plant which has been laid down for the quick production of these indicators,
Motor Omnibus Engineers.
A meeting of Council ws-is held at the registered offices, 1, Albemarle Street, London, W., on Wednesday, the 19th instant, at five o'clock. The vice-chairman, Mr. R. Bell (London Motor Omnibus Company, Limited), presided, in
the absence of Mr. F. C. A. Coventry (Great Western Railway Company), and the business transacted included the following :—
Programme for the Winter Session.
The question of interesting papers for the forthcoming session was discussed at length. It was decided that certain well-known authorities on epecial subjects should be invited to read papers, which, as far as possible, should he of such a nature as to be of value to all branches of the motor omnibus industry represented in the associates' class. The number of open meetings was tentatively fixed at six, one each per month, to be held from October until March, but it was agreed that this number of open meetings might be extended if it were found desirable to do so. The Council, after discussion, resolved that papers should only be read by gentlemen who were not members or associates of the Society, as it is believed that, in this way, new and varied subjects for instructive discussions will be brought forward.
Laboratory.
The new vertical engine which Sidney Straker and Squire, Limited, has lent to the Society, is now in its place upon a special testing table which has been constructed for it, and will be at work within the next few days.
Members.
Mr. J. W. Fooks-Bale, engineer to the motor department of the London General Omnibus Company, Limited, was elected a member.
Assc elates.
Mr. Joseph I:. Beckett, of W. S. Laycock, Limited, was enrolled, and his name added to the register.
The next meeting of the Council will be held at m, Albemarle Street, W., at 5.30 p.m., on Monday, the 1st of October.
Motorbus Obstructionists.
The driver of a horsed vehicle who sets himself the task of wilfully obstructing every motor vehicle which comes behind him is not by any means unknown in London, and this nuisance, unfortunately, generally goes quite unpunished. We are, therefore, glad to note that Mr. Paul Taylor has made an example of two carmen, who, at the risk of public safety, hindered the free passage of a motorbus in Marylebone Road. The carmen in question were Herbert Emmerton and William Oram, and they were in charge of Great Central Railway vans carrying bales of wool. Frederick Saunders was also summoned in connection with the, case, for using threatening and abusive language. The driver of the omnibus overtook the two defendants in the Marylebone Road shortly after leaving Portland Road Station, and sounded his horn so that F.mmerton might let him pass. The man, however, did not pull out of the way, but actually passed a street refuge on its off-side, forcing the bus to take that side of the road also, and thus threw the traffic going in both directions into confusion. The bus succeeded in passing the van, when the defendant Orarn repeated the performance so well that the traffic was again disorganised and the public endangered, whilst a soldier on horseback, who was passing at the time, was forced to take the footway on the offside of the road. In practising this annoyance, the obstructionists had not reckoned on the presence of Mr. Horace Bantick, superintendent of the " D " Division of Metropolitan Police, who had taken a seat inside the " Vanguard " at Tottenham Court Road. Having witnessed the reckless driving of the defendants, Superintendent Bantick obtained the names and addresses of the two with some difficulty. While endeavouring to do this, Saunders used the bad language referred to above. The magistrate said that he regarded this as a very flagrant case, and that the conduct of the defendants was vexatious, wholly without excuse, and highly reprehensible. He fined each of them 4os., or, in default, one month's imprisonment, with 25. costs. We hope this decision will be brought to tlte notice of all the fractious drivers 14 horses who are still under the impreesion that the motor vehicle has no rigbt to a free passage on the public streets, and who wantonly harass the already sorely-tried motorbus driver by tactiiis which, whilst amusing to them, are a grave danger to the The Italian Minister of Public Works announces that he is about to inaugurate additional automobile road services in several districts.
The Newport (Isle of Wight) Town Council has been considering the question of damage to roads by the dropping of lubricating oil from motorbuses. The surveyor has, however, reported that, whilst the roads are discoloured by the droppings, they are not, in his opinion, damaged. They do not have asphalt roads in the island_ The Davyhulme Parochial Committee has to be added to the list of local authorities, in the Manchester district, which have resolved not to grant motorbus licenses except under somewhat onerous conditions. In this case, the Council requires the provision of the best vehicles and tires, and a contribution to the upkeep of the roads AnAustralian contemporary states that a ra-seated motor char-A-bancs will shortly be put on the road between St. Kilda and Port Melbourne, and that the coach in question was made by the Motor Manufacturing Company, of Coventry, England, some few years ago. In view of the remarkable changes in design and construction that have been brought about during the last few years, we think that the promoters of any such service should purchase vehicles of a more up-to-date pattern.
The London Power Omnibus Company, Limited, has, until recently, enjoyed a peculiar immunity from accident in connection with its services. We regret, therefore, to observe that this long record has now been broken. A loaded omnibus came to grief on the Loh instant, owing to its accidentally toppling over when turning from the Edgware Road into a side street, and one of the company's drivers had the misfortune, two days later, to kill a cabman near Oxford Circus. In the former case, a front axle arm was broken, after the vehicle had come into violent contact with the kerb, but none of the passengers sustained anything worse than a shaking.
Councillor Nisbet moved, at the meeting of the Camberwell Borough Council, on the 19th instant : "That this ,Council strongly supports the following .notice of motion, given by Mr. jephson, L.C.C., at the last meeting of the L.C.C.—' That, having regard to the fact that rates are levied in respect of -tramway tracks in the County of London, and, as it appears inequitable that other public vehicles driven by mechanical traction should be exempt from taxation in respect of their use of public roads, particularly as the extensive use of such vehicles has had the effect of increasing the cost of maintenance of roads, it be referred to the Local Government Records and Museums Committee to consider and report as to the best means of imposing additional taxation by a tax on motor omnibuses.' " The motion was carried. We have yet to find proof that rubber-tired omnibuses damage London pavements, and the tramway tracks are rated because their users enjoy the exclusive 4_tse of them
A demonstration of the frictiondriven double-deck motor omnibus, constructed by Dougill's Engineering, Limited, of 36, Great George Street, Leeds, was oiven on Saturday last, at Leeds, to a number of interested visitors from various towns.
The surveyor to the Caistor Rural District Council has been instructed to improve a corner at Grasby, which lies on the route of the Mail Motor Company, Limited, between Grimsby and Caistor, and which has proved awkward of negotiation for the company's Dennis omnibus. This example might well be followed in many parts of the country, and at small expense.
We hope to be in a position to deal with the report and the accounts of the London Motor Omnibus Company, Limited, for its first twelve months, in next week's issue. When the directors of this company declared an interim dividend of ro per cent., in January last, we questioned the wisdom of that step, and we now, in common with all who are interested in the fortunes of motorbus enterprise, trust to find that it has been justified by the full year's trading. The annual general meeting will he held in London within the next few weeks, probably about a fortnight hence, when the shareholders will be asked to approve a report and balancesheet that has undergone the most scrupulous examination at the hands of the company's auditors. Our Spanish Supplement appears to have stirred up interest. Another enquiry for motorbuses has reached the Secretary of the British Empire Motor Trades Alliance for vehicles to be sent out to that country.
The Beaufort Motor Company, Limited, has placed an order in Berlin for 500 omnibus chassis. Speculation is rife as to why it followed this course, for it is felt that more than one British manufacturer could readily have taken up part of the order_ A short opinion from our Berlin correspondent will be found on page 62 of this issue.
We feel obliged to repeat our view that something might be done by London's motor omnibus companies to free the patients at Charing Cross Hospital from the consequences of the constant stream of self-propelled traffic along King William Street_ Alternative routes might, we think, be selected, and adopted, without any inconvenience to the general public, or loss to the proprietors of the omnibuses.
The Albion Motor Car Company, Limited, of Scotstoun, Glasgow, has received a repeat order from the Gareloch Motor Service Company, Limited, for another 16h.p. Albion char-A-banes. This vehicle will not be delivered until next Spring, when it will go into service along with the vehicle which has already proved so successful in the company's employ. The new machine will have a 16-seated body fitted to it.
When the contract price of 2d. per mile, for the maintenance of motor omnibus tires, was introduced by Mr. J. M. MacLulich, many critics thought that he would be unable to carry on business at this figure. We are pleased, therefore, to learn that the running accounts of numerous motorbus undertakings, for a period of more than 12 months, show that the tire account may, with careful management, fall as low as id. per vehicle mile, although this figure is not generally attained.
The new model of the MiInes-Daimler Company, which embodies a number of interesting departures in motorbus engineering, as well as the experience gained from the continuous running of many hundreds of these vehicles in all parts of the world, will shortly arrive in London. The company has been unable to make any deliveries since early in July, but the arrangements for output at Marienfelde are such that London deliveries will be frequent and regular when they begin.
There are few streets in London which have never been without the motorbus, but this singular fact as to Kingsway will probably not remain isolated for long. We learn that some new groups have in mind the introduction of suburban services, where new roads and houses are now approaching completion, and where no conveyances of any description have yet gone. It is reported, also, that, as these motorbuses will go beyond the limits of the Metropolitan Police area on every trip, they will not be licensed by the Commissioner. Neither will they be, necessarily, limited to 34 seats.
It is ridiculous to assume, or to put forward the claim, that motorbus services can be established anywhere and everywhere. Whilst the vehicles are capable, from the point of view of mechanical efficiency, of travelling over hilly routes that might appear prohibitive to any other form of locomotion, a bad road surface, or lack of proper fc.undation, must render nugatory even the sustained efforts of promoters. The weight of a motorbus is sufficient to damage many secondary and by-roads in Great Britain, and the narrowness of a number of roads is alone sufficient to cause the balance of conditions to be definitely unfavourable to such a project. If it is desirable to establish a line of public-service vehicles where the roads are notoriously weak, we urge all who contemplate the financing of such an undertaking to purchase the lighter types of chassis, fitted with two-cylinder engines, and designed to carry not more than 16 passengers. A few particulars in relation to the fusion of the motor omnibus interests of Argyll Motors, Limited, and Scott, Stirling and Company, Limited, will be found on page 61.
The daily papers are full of the headline, " Drastic Rules for Motorbuses." As we pointed out on the 13th instant, the existing regulations are only to be altered in a small number of instances, and these are not of a serious character.
The road between Farnham. and Flaslemere is a particularly severe one, and various early attempts to conduct a public service of motor vehicles along it led to failure. It is, therefore, highly satisfactory to be able to report that a 24h.p. Thornycroft omnibus has just completed a year's service on this trying route. The machine has, in consequence, now been taken over by the London and South-Western Railway Comoany, in conjunction with whom it was previously worked by the makers. During the past summer a char-A-bancs body was substituted for the singledeck bus body which had been employed during the winter, and the vehicle was scheduled to pass the Frensham Pond hotel on every trip. This detour proved a most acceptable one. It has run during the 12 months under review a total of 14,432 miles, and the lost journeys have only amounted to 282 miles in all, or less than 2 per cent. of the possible total of 14,714 miles. It will be seen that these lost trips weremainly anticipated, and the necessary repairs undertaken, for only I passengers were disappointed during the whole period named in respect of their conveyance be
tween any points. This interruption on the road occurred at the commencement of the service, when a changespeed fork happened to break. The average receipts have amounted to is. per mile, and these have largely exceeded the working expenses. When it is remembered that the passenger capacity of the vehicle is limited to 18 seats as a maximum, and that the figures cover the inauguration of the service, this result cannot be regarded as other than gratifying to all concerned. During the month of August the receipts averaged is. 8d. per mile. A similar omnibus is being operated by the London and South-Western Railway Company between Totton and Fawley, in the New Forest district, and it is hoped that the results quoted above will lead to the opening of other routes.