Canopied Omnibuses. •
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A gradual extension of the use of electric tramcars with covered top decks has to be noted in all parts of the United Kingdom. It is only a few years ago that the first of these tramcars appeared in SILIMC of our principal cities, but it was not very long before decided expressions of public approval resulted in a conversion of practically every car from the open to the covered type. The convenience of this protection from the weather is unquestionable, as regards people who have to travel backwards and forwards to their work day by day, whilst its effect upon the receipts cannot be ignored. The preference for the covered vehicles, on a wet day, where there is a choice between cars of that type and others with exposed tops, is quite as marked as the existing preference shown in London for the motor omnibus as against the horse-drawn omnibus. It becomes, therefore, a matter of great moment for the motor omnibus industry that no unreasonable objections shall be taken to the fitting of canopies to the mechanical vehicles which are now coming upon the streets of London in growing numbers. It will constitute an unfair handicap if such permission is not given, subject, of course, to any legitimate precautions in respect of structural details. The one bugbear of the authorities appears to be the risk of side-sway; but it must be pointed out that the roof seats can easily be disposed so as to bring the weight upon them very much more within the points of support than is possible with the popular arrangement of two rows of garden seats and a central passage. There is no reason why a central row of garden seats should not be adopted ; in fact, an example of this class of double-deck body was on view at Olympia. A canopy can be built to combine strength with lightness, and any suggestion that there is a risk of overturning can be dispelled by reference to the practice in the French capital, where passenger vehicles are usually equipped with an "Imperial." We have no reason to believe that the high degree of intelligence which characterises Scotland Yard will find an exception where the public convenience is at stake, and especially as even greater stability than that now obtaining can be provided by approved design.
Business Capacity a Sine Qua Non.
We feel constrained to address a few words of warning to the motor manufacturer or trader who believes he sees an ens', road to fortune in the commercial branch of the motor industry, as it appears to us that not a few makers and agents have formed an entirely wrong estimate of the qualities which are demanded, as much in themselves as in their vehicles, for successful participation. This may seem to be a foolish attitude on the part of a journal to which every newcomer means " more grist to the mill," but our horizon is not of that limited scope which denies all but a perception of immediate surroundings. It will be a thousand pities if the idea is allowed to go abroad that one has only to put up a signpost at a show, and to announce one's entry into the trade under review, in order to secure business. No useful purpose will be served by the advent of irresponsible persons, whether engineers or dealers, and an influx of what must legitimately be termed undesirables can only be deplored : it must react adversely on the whole industry. Commercial motors of all types, whether omnibuses, lorries or vans, are purchased by parties who expect to see earnings result in excess of outgoings. There is no gilded youth to follow the fashion from year to year, and. to contribute large amounts corresponding to the purchases which have served to keep alive some of the most unbusinesslike undertakings in the light car indosty. Business heads are wanted, and no other will survive. Orders are not to be had without real guarantees that proper attention will be given by the vendors, and manufacturers who are inclined to turn from the pleasure car side of the industry to that of the commercial vehicle will be well advised to weigh the differences we have named before making any announcement. Only those who realise the conditions they have to meet will command the success that has already been attained by a score of makers and agents who were earlier in the field. Another point of real importance is that new builders of motor omnibuses must be prepared, after trial to establish the merits of their chassis, to give definite dates for lots of fifty and upwards. Operating companies are unwilling to multiply types in small batches.