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The success of one-man-operated vehicles and the availability of 36-footers

14th January 1966
Page 69
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Page 69, 14th January 1966 — The success of one-man-operated vehicles and the availability of 36-footers
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Keywords : Bus, Single-decker Bus

may encourage Chesterfield Corporation to discontinue operation of double-deckers within a few years

By P. A. C. Brockington,

AMIMechE

PICTURES BY HARRY ROBERTS

LLOWING an increase a year ago in the number of 42-seat

single-deckers operated by Chesterfield Corporation transport department. 35 vehicles of this type are now one-man operated for at least a substantial part of a normal working day. Oneman duties have been increased to 50 without redundancy, the change having alleviated the staff shortage problem. It will save £30,000 a year after allowance for the normal 15 per cent increase in drivers' wages.

One-man operation was started two years ago with the full approval and co-operation of the unions and although loading times average slightly less than 4 sec. per passenger (compared with a double-decker average of about 2 sec.) it has not been necessary to increase journey times. The longest route on which one-man buses are operated is seven miles in each direction.

whilst the shortest (to a new housing estate) is less than two miles.

Mr. A. Burrows, the general manager, points out that it is necessary to maintain a reasonable frequency on less populated routes served by the one-man buses (as well as the routes providing higher-density loading), so as to avoid a sharp decline in the number of passengers carried. One-man operation is the only feasible method of maintaining marginal services economically The single-deckers can be used as standee vehicles with a conductor and this flexibility is of special value in assessing optimum utilization of vehicles. Moreover, in Mr. Burrows' opinion, it is symptomatic of a pattern of operation that could usefully be applied to the major proportion of a fleet of the Chesterfield type (a total of 139 single and double-deckers).

This view gives a pointer to his deliberations on future developments based on the availability of 36 ft. single-deckers that could be equipped to carry higher loads. It may be possible in a few years, he believes, to employ an all-single-decker fleet with a relatively high proportion of one-man operated vehicles.

Chesterfield has a population of about 68,000 and the fleet serves a total population in the region of 160,000.

Front and central access

With the exception of two Leyland L 1 42-seaters, the singledeckers are underfloor-engined AEC Reliances. All have a front entrance and central exit, eight standees being allowed when the vehicle is one-man operated and 18 when a conductor is carried. Purchased last year, the 22 latest Reliances are fitted with bodies built by East Lancashire Coach Builders Ltd. They supplement earlier Reliances acquired in 1963 and which are equipped with Willowbrook and Park Royal bodywork.

The 42-seat single-deckers replaced older types of Crossley 35-seat single-deckers and 52-seat double-deckers, which had been in service for 16 to 18 years. Ten Daimler Roadliner rearengined 36 ft. single-deckers and an equal number of Leyland Panther 36-footers have been ordered. Seating capacity and standee loading have not yet been decided for these vehicles.

The fuel consumption of the Reliances is slightly better than 11 m.p.g.., which compares with an average of 8.3 m.p.g. returned by four Atlantean 73-seat double-deckers, 10.1 m.p.g. by four Daimler Fleetlines with a seating capacity of 77, and 10.4 m.p.g. averaged by 18 Daimler CCG.6 65-seaters.

No direct comparisons can be made between the overall running costs of the Reliances and those of the latest types of double-decker (purchased since 1962). But the engineering staff say that single-deckers record multiple savings in addition to a lower first cost and improved m.p.g. These savings include reductions in body maintenance, painting and cleaning and in the upkeep of interior heaters, lights and so on. It is also expected that mechanical components, such as brakes and transmissions, will have a longer life between overhaul or replacement.

The latest Reliance single-deckers are equipped with a steelframed body having a timber floor. The roof, floor, sides and partitions of it are fabricated as separate sections to aid repair or replacement. The structure is assembled with bolts and rivets. Of the divided type, both doors are air-operated by the driver, the middle step of the centre exit being hinged and springloaded and fitted with a switch which is connected to a signal light to• warn the driver if a passenger is standing on the step.

Three panoramic windows are fitted on each side, daylight illumination being enhanced by two double-glazed 3 ft. x 2 ft. roof panels, whilst interior lighting is provided by twelve 2 ft. fluorescent tubes. A fold-up seat behind the driver's compartment facilitates the carriage of children's push chairs in off-peak periods.

Au Control In place of ventilating windows an unusual type of Clayton Dewandre heating-ventilating system is used. It was evolved by the bodybuilders and is based on two Clayton Dewandre QH.17 fan heaters. Installed without a cover under the roof, each heater discharges into a hollow parcels rack, being fed with air through an intake grille below the peak and a hinged access panel. The supply of air to the saloon is controlled by 12 Smith's Selectavent outlets in each rack above the seats, the air being discharged downwards close to the windows.

For ventilation in warmer weather, the supply of heated water from the cooling-system is cut off and air at ambient temperatures is fed to the saloon. If required in hot weather, air flow can be increased by the removal of a baffle mounted above the heater which allows the air to pass over the heat-exchanger element. The amount of air fed to the hollow rack is then boosted by ram action when the vehicle is moving.

Although, as mentioned, the new single-deckers are expected to offer advantages in terms of maintenance costs as well as fuel economy, it is notable that older single-deckers and double-deckers in the fleet cover up to 350,000 miles before a major overhaul of the engine is required. The Reliances will therefore be hard-pressed to show an advantage on engine maintenance. Increased engine life over the past ten years is mainly accredited to the use of improved additive-type lubricants which reduce wear irrespective of the type of power unit. A Dalton's Supplement 1 lubricant is used and, after an oil change at 8,000 miles, the old oil is rerefined for further use.

A number of the earlier Reliances are equipped with semiautomatic gearboxes which increase fuel consumption by about 0.5 m.p.g. Although that penalty is reduced in the case of doubledeckers, preference will be given in future to conventional types of box if the vehicle model is suitable. The main objections to the use of the semi-automatic are on the grounds of complication and higher first-cost.

A comparison of the overall average fuel consumption of single-deckers in a typical month with the fleet average also shows economies. An average of 10.9 m.p.g. in July, 1965, for the singledeckers matches with a fleet average of 9.6 m.p.g. The average consumption of the double-deckers was 9.4 m.p.g. but they included a relatively high proportion of older vehicles.

A substantial improvement in the fuel consumption of the fleet as a whole has been obtained over the past two years, and this is in part attributed to the under-cover garaging at the new Stonegravels depot (officially opened in September, 1964), and in part to a betterment in the general mechanical standard of the vehicles. In July, 1963, the single-deckers averaged 9.5 tn.p.g. whilst the fleet average was 9.3 m.p.g.

The overall bus mileage in 1964-1965 was 4,754,376, whilst 33,381,080 passengers were carried and passengers per bus mile averaged 7.02. The returns for 1963-1964 were, respectively, 4,813,330, 33,683,189 and 7.0. A revenue appropriation account balance for 1964-1965 of £46,920 compares with a sum of £53,238 for 1963-4964. The reduced profit for last year was attributable to higher wages and to an increase in loan and other charges arising from the construction of the new depot. These have been offset by a revision Of fares.


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