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:PASSENGER ROAD TRANS. 1CRT IN ALL ITS PHASES,

TN no branch of commercial transport by road have 1_ there been outstanding developments akin to those pertaining to the conveyance of passengers. The inhabitants of the British Isles may now almost be referred to as a" road-faring" race 'for, nowadays, this is more true than was the title " sea-faring " which. we won in years gone . by, Young and old, rich end poor, in city and village, travel by road in a manner and to an extent whicholf prophesied only a few years ago, would have been considered impossible.

Every part of the country is rapidly being linked up by a network of passenger-transport systems, the majority thoroughly well organized, and with vehicles running to time-tables with an exactitude which can hardly be excelled by the railway. No longer are the inhabitants of rural areas condemned to a monotonous existence relieved only by infrequent and diffieult journeys to neighbouring towns; in fact, it may be said that the bus and coach have had revolutionary effects upon the lives of the vast majority, and, apart from providing comfort in travel, constitute educational factors of no mean order ; easy travel now permits such a degree of intercourse that we are at last enabled to know ourselves in a manner hitherto quite impossible.

The coach alone has opened up wide fields of travel, hi most cases at such a moderate cost as to bring' them within the means of practically all, and with a degree of luxury comparable with that afforded by the private car ; in fact, there are many owners of .cars who, when undertaking a long trip, prefer to make use of the coach.

Lung-distance bus and coach services have thrown upon the screen of the future a new vista of possibilities, and it is hardly surprising that the railways should be seriously perturbed over the matter, as the lure of the open road, combined with the wonderful comfort and smooth running which are now afforded, is proving greater than the attractions of railway travel.

Factors Which Popularize Road Transport.

There are many reasons why transport by road is proving so popular. Usually road services are far more convenient, both from the points of view of frequency of service and accessibility for pas-•sengers. Roads penetrate everywhere in a manner quite impossible to the railway, but, apart from

this, the most important factor has been the provision of vehicles really suited to their work. No. such strides as have been made would have been possible if the passenger vehicle had con-

tinned to embody a chassis amounting to little more than an .unsatisfactory adaptation of that expressly designed for the transport of goods.

Vehicles providing a low floor level, mounted on pneumatic or semi-pneumatic tyres, with the sus pension systems arranged to provide the riding comfort essential to the occupants, and with power units specially designed to promote rapid-accelera

tion and a satisfactory average speed, have exercised• a strong appeal, and certainly reflect great credit upon all concerned in their production.

So far as buses are concerned, another important point which has resulted in the attraction of large patronage, particularly by the business man and worker in general, is the excellent interior lighting which is now almost the rule and which enables the tired passenger to read his paper in comfort, even when returning home after dark. In this respect alone the average bus is

a great improvement upon the dimly lighted carriage found in so many parts of the railway system.

Considering the vast number of passenger vehicles on the road there are not many accidents; in fact, we are rapidly approaching the time when it will be safer to be a bus passenger than a pedestrian. for it has been recognized that a fast service

D32 vehicle demands braking equipment affording the driver a measure of control equal to, and, in many cases better than, that at the command of the driver of a private car..

Meeting the Requirements of Passengers and Purchasers.

Passenger transport by road could never have developed in the manner in which it has if it bad not been for the ettcrprise and originality displayed by the chassis and body makers who have met so well the requirements of both passengers and owners, and we shall now deal individually with the different makes of vehicle, drawing attention to their main characteristics. Naturally, we cannot make this a complete analysis ; for more detailed information we must refer our readers to the tabulated particulars included elsewhere in this issue.

In the foremost rank of makes of passenger vehicles is the Associated Daimler, and many thousands of vehicles of this make are operating at home and abroad. The most striking example is undoubtedly the Model 802 six-wheeled covered-top-deck bus, and it will be remembered that the vehicle of type which was exhibited at Olympia created enormous interest, which was shared by the bodywork, a precinct of Short Bros. (Rochester and Bedford), Ltd.,. in which the whole of the framing was in lightweight •metal mainly consisting of hollow-section duralumiu.

A feature of the design is that a third differential, which takes effect on both the driving axles, is provided. The Daimler sleeve-valve engine of this chassis develops 120 b.h.p.

Another striking vehicle is the Model 423, in which extensive employment of light alloys of high tensile strength has permitted a considerable reduction in .weight. Here, again, the six-cylindered Daimler engine is employed, but, in this case, the maximum b.h.p. is 70. It is different from the Model 424, in that it has forward control; in other respects the latter model is similar.

A recent product is the Model 416a, equipped with the new engine which we described a few weeks ago. Some of these, equipped with 32-Seater bodies, have been supplied to the Belfast Omnibus Co. Ltd., which operates about 100 Associated Daimler vehicles.

From the earliest days of road motors the name Albion has stood for reliability. The 30-60 h.p. range, which was introduced at the Olympia Show of 1925, is one of the most complete series of medium-sized public-service vehicles of to-day, the modal being made in six distinct types, each for a specific purpose.

The chief features are a frame which permits a really low loading line without interfering with the accessibility of the engine and other units, an engine which is capable of running at high speeds for long periods without failure, and excellent brakes.

There are three chassis for buses suitable for bodies seating 25, 29 and 32 passengers respectively, the third one having forward control. The needs of coach owners are also met by three vehicles, the Monarch 20-passenger saloon coach, the Viking 20-seater all-weather coach, and a second Viking model to seat 26 passengers.

Front-wheel brakes are provided as standard on the 32-passenger bus and can be provided, if required, on all the other models, whilst Dewandre servo gear can be fitted to all with the exception of the 20-passenger Viking coach and 25-passenger bus chassis.

Service is an importaut feature of the company's activities, depots being provided at Glasgow, London, Manchester, Sheffield and Birmingham, and stocks of spares are carried at Leeds. Bristol and by the various agents in the principal centres throughout England.

A vehicle which is playing a big part in the competition between rail and road is the Bean 18-20-seater saloon bus, whilst the chassis employed is being exported in dozens at a time for public-service bus work overseas.

It is one-man-controlled, has comfortable semi-bucket seats, drop windows, interior lighting and a full equipment, including 32-in. by .6-in. Dunlop pneumatic tyres. The engine is particularly lively, due partly to the adoption • of the Ricardo-type cylinder head and induction syStem.

A comparatively new type of vehicle is the Senseloon Bean coach for 18 passengers, in which the roof can be rolled back by the turning of a handle.

For touring coaches and fast long-distance bus work Bean Cars, Ltd., has introduced the Sir Galahad with a frame level only 1 ft. 10 ins, from the ground. This vehicle has an entirely new six-cylindered engine rated at 18 h.p., but producing nearly 60 bJi.p.,

The famous Berliet factory at Lyons' has been gaining experience in the building of chassis since 1899, and to-day represents one of the best organizations of its kind on the Continent. An important point is that, apart from tyres and electrical equipment, Berliet vehicles are built throughout, from radiator to back axle, in the Bullet factory.

The range is extremely extensive, including almost everything from the light delivery van to the 10-ton rigid six-wheeler.

Simplicity in design has been censidered as one of the essentials, the number of wearing parts is .stnall, the braking most efficient—in later models embodying a friction-type servo motor—whilst special attention has been given to the means for suspension.

Clean design, accessibility , and easy replacement of parts are .features of the various Bristol chassis, and it is not surprising in view of the fact that these chassis are the result of the company's extensive experience in the carrying of passengers by road.

The low-loading light chassis is of the forward-control pattern, in which particular attention has been given to engine accessibility, the important engine auxiliaries being concentrated at the near side. The chassis is designed for a body not exceeding 30. cwt. and to seat up to 32 passengers.

Rarticular features are the three per cent, nickel.. steel frame with tubular cross-members supporting the side members at the points where the rear-spring brackets are attached, the provision of special brackets for attaching the body through the medium of rubber insulation, and the Bristol patent springing which is automatically variable to load.

The latest product is the complete Bristol Superbus, the body of which is provided in two types, the E.B., with rear entrance and front exit, and the C.B., with front entrance and emergency exit. The body seats 32 persons and the usual mortised and tenoned joints have been entirely displaced, by pressed-steel brackets and bolts.

To obtain a floor height of 2 ft 2-i ins, from the ground under-framing is dispensed with, the side framing carrying the floor, which has subsidiary rubber suppoits on the chassis frame.

in designing the new range of Commer chassis, which was produced only a few months ago, particular attention was given to braking, steering and suspension, in view of the high road speeds at which passenger chassis are called upon to operate, whilst the chassis frames were so constructed that a standard type could be employed either with fonr wheels or with six, but for the moment we will concentrate upon the types N4 and F4, which are twonxled chassis of normal pattern and forward-control pattern respectively, for 26 or 32-passenger bodies.

The frame employed is particularly strong with a crossbracing amidships, which prevents racking in a fore-and of t direction and resists angular movement of the sidemembers in the horizontal plane; further, it provides a

rigid eupport to all unitsattached to the frame and a solid foundation for the body, with the result that the last-named can be of the lightest construction.

The springs are of the Woodhead type with divided top leaf; solid-forged eyes and special centre fixing to

the axle-spring pads ; thus the forward half of each top leaf acts as a radius rod in resisting driving and braking torques. Incidentally, the brake shoes are faced with fabric, each piece being held by three T-headed bolts, enabling rapid renewal. Easy removal of the clutch can be effected without distarbing the gearbox, and the clutchshaft universal joints have centring devices.

The engine is remarkably efficient and one has been subjected to a drastic test, for details of which we refer our readers to page 359 of our issue dated November 8th last.

The concession for Great Britain and Ireland for Cottin-Desgouttes chassis is now in the hands of Cottin Commercial Cars, and the type at present on the market is the C.M.C. 15-ft. wheelbase chassis; which is employed for 22-24-seater all-weather coaches and 25-26-seater buses.

A featbre of the chassis is a large transmission brake mounted on a frame cross-member, which also serves to carry a spherical housing for the forward end of the torque tube, the lubrication of which is effected from a reservoir secured to the dash -under the bonnet.

The frame is of the low-level pattern and the axle of the double-reduction type with spiral-bevel gears. Front-wheel brakes are provided as standard.

The Freneh company manufacturing De Dion vehicles has recently been reorganized with ample capital and is proceeding with the production of heavy commercial and passenger-carrying chassis on a large scale. The concession for these has been obtained by Johnson and Neal, Ltd.

The--maker has recently passed through a very try' ing time, but has now overcame all difficulties, which is satisfactory, particularly in view of the fact that it is one of the oldest-established chassis rnanufactaring companies in France. We-learn with interest that for the past two years well over 50 per cent. of the Model GE2 chassis received in this country has been sold into Aberdeen and the North of Scotland area, where the vehicles are running over extremely had roads on long journeys and are giving good results. Repeat orders have shown that for speed, hill-climbing and hard usage this model possesses exceptional merit. The chassis lends itself to the fitting of bodywork of good appearance, and we may refer, in particular, to the observation touring saloon and a new type of parlour coach with armchair seats.

A popular make of chassis with many operators of passenger vehicles is the Graham Brothers, marketed by Dodge Brothers (Britain), Ltd.

The passenger vehicles are practically standardized and include a good range, of which one of the most interesting units is the 20-seater all-weather coach on the Model TDX. The same type chassis cau be equipped as a 20-seater bus.

Twenty-seater buses of a similar pattern can be mounted on the LC and Lit chassis, which have dual wheels at the rear, whilst for the 14-seater bus the Model BD chassis with single rear wheels is provided. Twenty-seater allweather coach bodies are also mounted On the Model LC. The TDX chassis has a six-eylindered engine, fourspeed gearbox and four-wheel 'brakes operated on the Lockheed hydraulic principle.

An article dealing with the employment of Gilford vehicles on long-distance service from Tyneside will be found elsewhere in this issue. It is one more proof of the satisfactory performance of this popular make. It has been the policy of the Gilford Motor Co., Ltd., during the past two years to fit nothing else but six-cylindered engines, and the proof that this is correct is

shown by the many satisfied users.

A coming innovation is a forward-control chassis for single-deck. buses seating 32 persons.

We may mention at this point that the Gilford is not a foreign product for which the company has, the concession, but is component-built at the works at High Wycombe, a steadily increasing proportion of British components being utilized.

The principal Dennis passenger-carrying

• chassis are known as the G, FE and H types. The first is intended for 20-seater buses and coaches, and has an engine developing 36 b.h.p. at 2,000 r.p.m. The second is for coaches seating up

to .30. Here the maximum b.h.p. is 70. The E type is intended for -seater buses or coaches, and has an engine as in the F type. The last, also with the F-type engine, is designed to take coveredtop-deck bus bodies seating from 50 to 54 people.

Three important characteristics are common to these models. The first, the low-revel of the frame-1 ft. 9-1 ins, in the ease of the G type and 2 •ft. 01 in. for the other chassis, thus only a single step is necessary between the floor and the ground. The second point is the straightline transmission, and to avoid the axle projecting inconveniently above the floor level it is designed with the worm below the worm wheel, the gearbox and engine being set at an angle in the frame.

The third point is that four-wheel brakes are provided, and in each case these brakes are servo-operated through a special friction-clutch device.

In designing the chassis particular care has been given to facilitate Maintenance. For brake adjustment large handscrews are placed in accessible positions, Whilst the removable front cromamember facilitates lifting out the engine; the latter feature applies to the H and G-type chassis.

An Attractive Fabric Body for a 20-seater Bus.

Garner Motors, Ltd., is specializing in the Model PA chassis designed for 20-seater bodies, for which two particular types have been developed. The one in which we believe most interest will be taken is the fabric saloon, vvhich is an attractive standardized line. A point of interest in this is that all the Seats ore arranged crosswise. There is only a single step at the entrance, and sufficiently low loading is achieved on a chassis. with a straight frame without any arching over the rear axle. The other mode( is on an allweather coach with Auster fittings.

Reverting to the chassis, the actual height of the frame Is 2 ft. 3 ins. It has a four-cylinder engine, developing 35 b.h.p. at 2,000 r.p.m., a fabric-faced clutch, four-speed gearbox and two-piece propeller shaft with Hardy fabric joints, final drive being by David Brown overhead-worm gearing with three ratios, according to choice.

The Model 30 S.P.A. marketed by Fiat (England), Ltd., is designed for 24-30-seater coaches or buses, and we illustrate a 24-seater complete bus. The vehicle represents very good value for money, and it costa complete only £1.,075, whilst the chassis price is 1680, including electric lighting and starting.

There are brakes on all four wheels and on the transmission., Leading features are unit construction of. engine, clutch and gearbox, open cardan shaft with three large fabric couplings having special centralizers, and a doublereductian hack axle of the spiral-bevel-and-spur type.

Guy Motors, Ltd., is on a the most progressive makers of all types of commercial vehicle, and particularly of the passenger variety, its range of models for this purpose being most extensive.

A 72--seater Six-wheeled Covered-top-deck Bus.

The largest is a covered-top-deck bus to seat 72 passengers and mounted on tv rigitLsix-wheeled chassis, embodying also a six-cyliadered power unit. The company, of Course, was one of the foremost in developing the six-wheeler, and has a great number in service in different parts of the country. One of the moat recent is the double-decker supplied to Leeds Corporation, this having a seating capacity of 70 and an engine developing 90 b.h.p. Incidentally, there are 32 four and six-wheeled buses of Guy make in service in this city.

For a complete list of the passenger models we refer our readers to the specifications included in this issue.

There are certain features in Guy design which deserve particular mention.. For instance, the Guy engine has a special arrangement of cylinder head and inclined valves, which promotes efficiency without involving complication. All Guy chassis are also lubricated throughout by oil.

chassis specially suitable for luxurious coaches seating from 20 to 28 passengers or single-deck buses with up to 30 seats is the Marmion, made by Halley Motors, Ltd.

Special features include the Halley six-cylindered engine of 40 h.p., 'roller bearings on front and rear axles, brakes in the rear-wheel drums and, a large brake on the transmission, a pointed radiator and a sloping bonnet. This particular chassis is finding a ready market for coaches operating in the Manchester district.

Anothe'..• new product is the CS31-type six-wheeled chassis, which is manufactured in the normal or forward-control patterns, the latter being suitable for 36-passenger buses or 60-passenger double-deck buses, whilst the former is suitable for bodies carrying up to 30 passengers. This chassis also has a six-cylindered engine, developing 40 b.h.p. at 1,000

D36 r.p.m., or, alternatively, a larger engine developing up to SO b.h.p. can be fitted. Chassis lubrication is on the Alcyl centralized system.

One of the main features of the International Model 15 chassis for 20-seater coaches and buses is the flexible and powerful six-cylindered engine. It is also equipped with a four-speed gearbox and auxiliary springs.

A four-cylindered model, the SL34, is also marketed.

The Pioneer of Six-wheeler Design.

Karrier Motors, Ltd., was the pitmeer in the development of the rigid-frame six-wheeler of the semi-bogie pattern, and its latest products in this direction are remarkable for efficiency and smooth running.

There are many features of design COM1M011 to all Karrier passenger models. The road wheels are mounted on taperedroller bearings; centralized lubrication ensures that all working parts receive their correct quota of lubricant, thus obviating the trouble of removing the body floorboards and, possibly soiling the upholstery, whilst ball-centring devices are provided for all flexible couplings, thus giving correct align

ment and relieving them of radial loads. Power brakes, operated either on the vacuum-servo or air-pressure system, are used on all models seating more than 20 passengers. Wearing parts are separately renewable, and all models conform in every respect with the Ministry of Transport regulations.

A Trailer Third Axle on a New Six wheeler. •

Of the Laffiy passenger chassis perhaps the moat interesting is the new rigid six-wheeler known as the LCY. This has a unit-constructed engine clutch and gearbox, a driving axle of the full-floating type and a trailer axle of weldedsteel tubing. The brakes act on all six road wheels.

A Lancia vehicle which has attracted .much attention during recent months is the -Ultima, which is built on the liVeyrnaim principle. It has separate se.mi-bucket .basket seats, pneumatic upholstery and a roof constructed in detachable sections which can he stored in a locker built in the off side of the body. Other special models are the standard Park Royal all-weather coach with Beatonson collapsable headwork, and the Berkeley all-weather coach with fixed canopies at the front and rear.

The Latil B type is built for 14-seater bodies and the B2 type for 20-seaters. Special features of these are the welldesigned engine giving a speed oE 30 m.p.h. on top gear, the light, single-disc clutch and the four-speed gearbox. Perhaps the most interesting of all is the rear axle, which carries the weight only, the drive being taken through a differential suspended on the chassis frame and thence through cardaa shafts to external spur gears. The B type can be supplied with a straight or dropped frame at the same price, whilst wheels to carry twin. tyres can be fitted.

An important point.in connection with the Leyland passenger vehicles is that the Tiger Chassis has been cut down in length to 26 .ft. in accordance with the Ministry of Transport's regulations.

The Lion model ha a been on the market just over two years and over 1,300 are in service at home, apart from a number overseas.

The latest models are in the six-cylindered group and consist of the Tiger and Titan. The formeris a single-deck and the latter a doable-deck bus. The Tiger is specially suitable for services which demand extreme flexibility and . smooth running—in fact, what may be termed Inxury services.

The Lowest Covered-top Bus.

The seating capacity of the Titan is 51. It is extremely easy to manoeuvre, being only 24 ft. 9 ins, in length, and has an overall height of under 13 it.

We must not conclude without referring to the Lioness model, which is used 'exclusively for coachwork and buses with one-man control. It is actually a bonneted type of the Lion.

It will be remembered by many of our readers that the Maudslay Motor Co., Ltd., was the first to develop the modern type or low-level passenger chassis embodying servooperated front-wheel brakes and straight-sided pneumatic tyres of large sectiun. The servo front-wheel brake is

brought into use through the medium of the foot-operated transmission brake which has a rocking anchorage. The servo device is.equt;lly effective in-either direction.

Other notable features are that there are no parts projecting above the frame, and the point of contact of each front-wheel tyre with the ground coincides with imaginary extensions of the swivel-pin centres, whilst a thermostat controls the engine temperature. The main frame is of I-beam section with bolted wrought-steel tubular crossmembers.

An extremely attractive new Minerva Auto-Traction model is the all-weather coach with a body built by Duple Bodies and Motors, Ltd. T.he standard NBR chassis is employed, this having a wheelbase of 15 ft. 7 ins., a 30(30 h-p. sleeve-valved engine, and a four-speed gearbox. The brakes are operated through a Dewaralre servo and act on all four wheels. The final drive is by noiseless spiral-bevel gearing in a fully floating rear axle. Dunlop 36-in. by 6-in. tyres are fitted all round.

A Coach with the Rear Portion Totally Enclosed.

This vehicle has a totally enclosed rear compartment seating eight persons, and the roof winds back as far as the sedan portion.

As regards Morris-Commercial chassis, it has been decided to keep the following models as standard, the 14-seater general-purpose bus mounted on the 75 or Z6 chassis ; the 34-seater de luxe all-weather coach On a similar chassis ; and the special hotel or station bus for carrying passengers and luggage (and so arranged that either all passengers may be carried or, alternatively, all goods), mounted on either the heavy-duty 1-ton, Z1, Z2, Z3 or Z4 chassis.

'Whys Overland, Crossley, Ltd., markets a 14-seater allsvather coach built on the 25-cwt. long-wheelbase Overland chassis. The all-weather hood is of patent design operated by the driver from his seat by means of an endless chain which drives the hood backwards or forwards. Springbacked seats are fitted crosswise.

Remarkable Engine Accessibility on a Coach with Forward Construction.

Special points in connection with the Pagefielcl chassis built by Walker Bros. (Wigan), Ltd., are the means adopted to provide maximum accessibility to the various units, and the six-cylindered engine which gives flexibility and an ample reserve of power. The engine, together with the radiator and clutch, can be withdrawn from the front of the coach without disturbing the bodywork. Siphon-wick lubricators are provided for the spring anchorages and shackle bolts, replenishment being required approximately once in three months.

The suitability of the Bee models for passenger carrying has long been recognised, and with the introduction of several new models other special features are worthy of particular mention. For instance, the six-cylindered engines have new turbulent-type cylinder heads, thermostatic temperature control and carburetter air filters. All chassis have underslung rear springs with automatic lubricators of the reservoir type. All have four-wheel brakes, and the Pullman a KB booster in addition.

A Coach Capable of Attaining 65 m.p.h.

The Renault RI-type 20-seater passenger bns is one of the fastest on the road, being capable of attaining a speed of over 65 m.p.h. It is certainly a comfortable and luxurious example of the vehicle designed for long-distance service.

The RL 26-seater model is notable for its low-loading chassis and the flexibility of its 45 h.p. engine.

The OX is a 32-seater six-wheeler particularly designed for use over rough and undeveloped country.

The passenger chassis which the Sanrer Commercial Vehicle Co., Ltd., is marketing at present is the 3 BH low load-line model for 26-seater bodies. This includes several outstanding features of design which have earnt for the A-type its high reputation. The chief of these are the unit construction of engine and gearbox, patent engine brake, patent lubrication and single-reduction bevel drive. The engine, however, is of a new pattern with overhead valves.

The company is also in a position' to supply the 3 AD. type for 32-seater buses or coaches, this also having a wheelbase of 16 ft. 4 ins., but a longer frame.

• The S.D. Freighter, produced by. Shelyoke and Drewry, Ltd. lends itself to the fitting of various patterns of bus 1)88 body for work where the low level is of particular advantaee. The saloon bus, with a seating capacity of 20-21 or dpersons, demands an overall length of °bassist of 20 ft. or 24 ft., whilst the toast-rack type, to seat 24, 26 or 28 persons, is a specially sturdy chassis.

The main features are simplicity of control, giving three speeds in both directions, and a transmission with the gears in constant mesh. It is claimed that any mall could learn to handle a Freighter in an hour. The driver's platform is only 6 ins, above the platform level and he can collect fares without difficulty.

A chassis of notably clean design and embodying a six-cylinder engine is the Star Flyer with a high-speed engine of 3,620 c.c., a plate clutch, four-speed gearbox formed as st unit with the engine, and a vertical banjo axle with spiral-bevel drive ; braking is particularly good, the ribbed drums of the rear wheels being 17 ins in diameter,and of the front wheels 16 ins. The frame height is 2 ft. and the wheelbase 14 ft. 2 ins.

A New American Model. for Long-distance Coaching.

Studebaker (England), Ltd., has recently introduced a new chassis known as the Model 75, which we illustrate. Much use is being made of the Studebaker for long-distance coaching, for which a chassis with a smooth-running and powerful six-cylindered engine is almost essential. Examples are in service, for instance, between Leeds and London, Northampton and London, and Portsmouth and London.

We have dealt so thoroughly with individual Thornycroft products that there is little necessity to give other than brief reference to them here, but the type A6 is particularly worthy of attention. It has a six-cylindered engine

of remarkable efficiency giving up to 70 and with renewable cylinder barrels, an entirely new radiator designed to give an attractive apPearanee to the vehicle, semi-floating differential shafts, overhead worm drive and powerful brakes on all wheels. The frame is provided with pressed-steel body outriggers, and although low it is perfectly' straight. As a 20-passenger coach it has ascended Lynmouth Hill at 11 m.p.h., and Countisbury Hill, the first part at 11 m.p.h., and the rest at 14-18 m.p.h.

Other popular passenger models are the BC Forward, with frame upswept over the rear axle and designed to carry 28-32 passengers, and the smaller Al and A2 Long. Servo motors are provided in the larger models.

The Tilling-Stevens Express bus and coach chassis 'has won an enviable reputation in transport circles. It is capable of a high average speed when used with 32-seater bodies.

97 Per Cent. Efficiency Claimed for a Bus Engine.

The engine used was designed by Mr, Ricardo, who states that it possesses 97 per cent of the theoretical efficiency of any engine. With a large number of 32-seater vehicles operating throughout the country the petrol consumption averages 9 m.p.g., and the total running .costs per bus-mile 9.87d., these being obtained under general service conditions.

Particular attention has been paid to the accessibility and the reduction of• maintenance costs.

The Express is made in various types, with forward and normal control, straight frame or low-level frame.

Much attention has been paid recently to Vulcan passenger-vehicle products in connection with the Vulcan free gear, which can be fitted to both the Brighton and Brisbane chassis. •

The former is a light six-cylindered model for 20-seater bodies, and the latter is of heavier construction with a standard wheelbase of 15 ft. 7 ins. for 30 passengers and 16 ft. 1 in. for 32 passengers.

The engine of the Brisbane develops 80 b.h.p. at 2,000 r.p.m. It has a multiple disc clutch with Raybestos facings and a four-speed gearbox mounted as a separate unit, the transmission being by a two-piece shaft to underslung worm gearing carried in a one-piece pot-type stamped-steel axle. , A particularly interesting vehicle recently built sPecially for seaside service is the dual-purpose bus built by W. and G. du Cros, Ltd., and described by us in our issue dated January 10th last.

A particular feature of this vehicle is that it can be used as a perfectly normal service bus to seat 20 persons, whilst, by manipulating one lever, a supplementary gearbox is brought into action and the speeds reduced to reties renderjog the vehicle,suitable for low-speed promenade service.