PHASES OF PASSENGER TRAVEL
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Notes on Every Aspect of Coach and Bus Development.
T"question of using double-deck buses in Paris is once again under discussion. This subject crops up at regular intervals in the Paris daily Press, but the idea seems to make no progress. At recent meeting of the Seine Conseil General a proposal to reintroduce double-deckers embodied the suggestion that they should be built on lines similar to those of the lighter type
of London bus. This proposal has been referred to the Public Transport Commission.
It may be remembered that the very earliest motorbuses to appear in Paris, somewhere about 1905, were actually double-deckers, built on similar lines to those of the old London Vanguards. They proved rather unwieldy for negotiating the many sharp turns into narrow streets which were involved on the various servrces, and several accidents occurred.
It should be remembered that, as a rule, Paris buses do not proceed along in the calm and dignified manner of the London variety. Although they are the only vehicles subject to a speed limit, this limit is set at over 30 maa.h.! —and is often exceeded.
A rather amusing story is told with regard to the early double-deckers in Paris. The Paris bus .services of those days were run by private enterprise, which sometimes had to placate or suborn official authority," This being the case, members of the Seine Council and other important personages of Paris municipal life were invited, in company with other persons, to a luncheon.
After the luncheon they were invited to take a ride around the town on one of the new buses.' The idea was good, and the colour of the new buses
DEVELOPING THE LONDON-PLYMOUTH ROUTE.
Information Regarding the Service Maintained' by the Proprietor of Fleetway Coaches.
ATpresent operating a small fleet of Gilford 26-seater coaches upon a service between London and Plymouth, Mr. Henry Askew, proprietor of the Fleetway Coaches, is shortly to augment his service by the purchase of a further vehicle of this make.
The route to the West embraces the most picturesque districts, the vehicles, we are told, passing through country lanes and over rustic bridges. The coaches call at Camberley, Basingstoke, Andover, Salisbury, Shaftesbury, Sherborne, Yeovil, Crewkerne, Chard, Honiton, Exeter, Newton Abbot, was certainly bright, but the ride, as a
ride, was an absolute. failure. The inside of the bus was quickly filled, and, thereafter, the top deck was occupied by bearded, frock-coated, top-hatted and highly deeorated.-if not' altogether decorative—councillors.
The councillors smiled as they rode cei the top deck, but in the middle of the " parcours " a violent storm of rain and wind arose and, as the interior of the bus was already full, the top-deck passengers could not finish their journey inside, so that at the end of the ride there were very few smiles to be seeia, . . . At a subsequent meeting of the council double-deck buses were vetoed by a large majority.
Torquay and Paign ton on the way.
The vehicles, which are licensed to ply for hire in the principal towns' en route, provide a daily service, commencing from Regent Street, London, W.1, at about 9 a.m. and arriving in Plymouth at, approximately, 8.15 p.m. The return journey is commenced from Plymouth at 8 a.m. and the vehicles arrive in London at about 7.30 p.m.
Passengers may book to all those points mentioned, but we will state the fares only between the main centres. The fare from London to Salisbury is
the return ticket costing 12. 6d.; the single fare to Exeter is 15s., whilst ' the return charge is 26s.; the single rate for the journey from London to Torquay, Paignton and Plymouth is 20s., whilst 35s. is charged for the return ticket, which is available to and from any of those three points. On the return. journey the single fare fromPlymouth to Exeter is 5s., whilst the return fare is Rs.; from Plymouth to Salisbury 12s. 6d, is charged for a single ticket, the return fare being 238. 6d.
The two vehicles at present employed hove as their bases orthodox-control Gifford chassis, upon which are mounted bodies constructed by Duple Bodies and Motors, Ltd., Edgware Road, The Hyde, London, N.W.9. The 26 seats all face forward, except the two single seats over the rear wheel arches. Moquette is used for the upholstery, this being piped with leather, a material which is used for the arms of the chairs. The interior colour scheme is of blue and silver grey, the centre of the head being lined with silver-grey rabrikoid, whilst blue leather is employed for the interior panels. The cabinet work is executed in plain walnut. The vehicle, of course, embodies crop windows, ventilators and the usual fittings to be found on high-class and long-distance coaches. An unusual note is struck by fitting oval mirrors in the backs of the seats.
The question of luggage accommodation has been carefully studied, for a large portion of the head at the rear is railed off for the heaviest baggage, whilst smaller articles, such as suitcases, may be carried in lockers in the ski rt.
LUXURIOUS COACHES FOR FOREIGN TRAVEL.
Details of One Example of a Batch of Vehicles Built for a Concern Specializing in Tours in Other Lands.
"(TEAR by year more people brave the Channel crossing and take their holidays abroad. In many cases, where travelling from place .to place is preferred, the motor coach is found more pleasant to use than the train. If there be a British concern operating in the country visited, selection naturally falls upon that company. Such a case is that of Motorways, Ltd., 54, Hay market, L on do n, S.W.1. Amongst its most recent purchases is a batch of 11 C.F.6 Daimlers, t h e s e being equipped with coachwork by E. J. Newns, Ltd., Portsmouth Road, Thames Ditton, Surrey.
The bodies were designed by Mr. E. J. Newns, A.M.I.A.E., and Mr. Lyon, of Motorways, Ltd. We understand that the coaches are to he used in Venice, Spain, Switzerland and Kenya. Sixteen seats face forward, those on the near B42 side being of the single pattern, whilst those on the off side are each for two people ; all are of the separate armchair type. • • In the driver's compartment there is a leather-upholstered bucket seat for the driver, an armchair and a folding seat, the last-named being by the near-side entrance door. On the rear door is a tip-up seat. The two chairs immediately over the wheel-arches have the same overall height as the others, but the cushions are actually 2 ins: above the level of the remaining cushions. All seats have head rolls, deep cushion cases and are upholstered in green velour cloth; rugs are supplied to match the upholstery.
• In front of each passenger there is a folding, glass-topped table, a map being slipped under the glass. The woodwork of the tables is in walnut, which is used for all other interior linishings; Ashtrays ate supplied for each row of seats ; these are mounted on the lining boards, which are covered with green material to match the curtains. The double-cambered roof is lined with green, a darker shade being adopted for the transparent sun-blinds. Carpets also are green, likewise the curtain between the saloon and rear compartment.
Airvac ventilators are mounted in the roof, whilst ship's-type air extractors are employed in the scuttledash, kitchen and lavatory. The two last-named sections of the vehicle are behind the rear bulkhead of the saloon. On the off side is the lavatory, the fittings of which include a closet, tip-up wash" bowl, water tank, two mirrors, cupboard and a soiled-towel box ; black-and-white lino
is used on the floor. On the opposite side is the kitchen, in which are a Ilwarts water heater, cupboards, nest of drawers and a special crockery rack. White leather-cloth is used for the finish of this section of the coach,. The rear door gives access to this compartment, which is screened,by a curtain from the saloon.
Between the driver's compartment and the saloon is a sliding door. Horizontal sliding windows are used in both front doors, but the eight side windows can be lowered in the usual way. Glass ventilating louvres are mounted above the main windows. On each front wing is a rear-view mirror. A four-piece V.fronted windscreen is employed. A bell for, warning the driver of the presence of vehicles desiring to pass can be actuated by two push-buttons—one beside each rearmost seat. Maroon is the colourof the aluminium-panelled upper Portions and roof, whilst grey is the finish used for the lower steel panels: Red and white linings are used for the very narrow belt rail; the Ewarts wheel discs are painted in red. On each side there are six lockers for special luggage cases and a small flap on the off side covers the petrol filler and gauge. On the two forward lockers are folding steps; these are for the two front doors.
MANCHESTER'S BIG BUS PROPOSAL.
An Ambitious Scheme for Employing Buses on an Existing Circular Tramways Route.
page 734 of our issue dated
July 9th W-6 Made a brief reference to a propOsal afoot in Manchester for the purchase of 60 double-Saloon Motorbuses Wing accommodation for 51 passengers each, the object being to use these on a circular route Si miles in length in place of the present tramways system. Particulars are now to hand of the report which Mr. R. Stuart Filcher, the tramways manager, has placed before the corporation.
He anticipates that, the buses having a greater seating capacity and speed than the tramcars at present in use, the revenue both in total and in the rate per vehicle-mile should be higher, assuming that the same fares tie charged. Mr. Pitcher does not expect that the running costs of the new vehicles would be substantially higher than those of the older types now in use, but in his estimates he has allowed 10. more, per bus-mile on account of the greater carrying capacity.. The following_ figures show the running costs of the Manchester buses as compared with those of the. tramways during the past eight years, the figvres representing pence per .vehicle-mile:
1922, 18.739 for trams,.20.184 for buses..
In the 11 months ended February 23rd, 1929, the figure for trams was 14.62.3d. and that for buses 10.38d.
Mr: Filcher emphasises that the cost of operating single-deck trams is high in comparision with their seating capacity ; the cost of wages is as great as that of the largest cars seating 78 passengers, whilst the consumption in electrical energy is only 8.11 per cent. less. According to the report, a profit of 2d. per bus-mile is hoped for in. the operation of the proposed new vehicles, this amounting to £14811 per annum, and the type of vehicle which it is recommended to purchase can be operated more profitably than the class of tramcar now running, including allowances'for interest and depreciation on the new buses and any obligation for reinstatement of roadway.
Apparently two strong points in favour of the substitution are that the tramcars employed on the route must necessarily be of the single-deck type, and a large portion of the route is covered by only a single tramway track.
Should the proposal materialize it may prove advisable to extend ..the route or to complete the circle, and the buses could be diverted, alterations in the route being made for the purpose of relieving congestion. It is anticipated that the 60 buses would cost about £105,000, and that no additional garage accommodation would be necessary for them at the present time on the other hand, some £37,000 must be expended during the next three years on the renewal' of lines in Order, to continue the operation of the tramcars.
NEW L.M.S. COACHES FOR SCOTTISH SERVICES.
The Picturesque Route from Oban South to Ford Is To Be Operated by Albion Viking Six-cylinder Coaches.
THE latest additions to the fleet of Albion vehicles belonging to the London Midland and Scottish Railway Co. are some 36-90 h.p. six-cylinder Viking coaches. Some of these, having forward control, are equipped with noseater all-weather bodies, whilst others
the-noinial driving position have accommodation for 26 passengers.
One coach 9f the latter type. will be put into OPeration on the Oban-Ford service, which, incidentally; has proved exceedingly popular in the . opening weeks of-the' present summer seitaon. The service operates -daily, except on Sundays, the Morning coach leaving Oban at 10 o'clock and reaching Ford
(by way of Melfort) at 1 p.m. Ford is at the south-west end of Loch Awe, and it is from this little town that the boats leave on the pleasant trip up the loch to the L.M.S. railway station at the northern end. The fare from Obart to Ford is 5s. single and 10s. return. The coach returns from Ford at 2.45 p.m., reaching Oban at 5.50 p.m.
In the evenings (including Sundays) the same coach runs north from Ohms at 7 o'clock and 9 o'clock to Taynuilt, via Connel School and Achnacloicb, retufting from Taynuilt at 7.50 and 9.50. The object of this evening run is to enable visitorsfrom Taynuilt to return from Oban after the last train, which
leaves rather too early to be convenient for holiday-makers.
On Sunday afternoons the coach makes a special pleasure run down from Oban to the Pass of MeHort, by way of Kilninver, leaving Ohm at 2.30 and returning from MeIfort at 4.15.
The Albion Viking 30-seaters are to be employed on the Greenock-Larg,s route, another recent and popular addition to the L.M.S. motor services in Scotland. This has been augmented as from July 5th, so that on week-days there are now some 20 departures daily
from Greenock Central Station and, on Sundays, no fewer than 17 departures 'with an equally good service in the opposite direction. . The fare between Largs and Greenock is Is. 6d. single and 2s. 6d. return, the Kervice providing for people staying in Greenock an enjoyable run down the coast of Ayrshire at very reasonable fares. It is understood that the augmented service will be continued throughout the summer and probably into the autumn. The route is popular among permanent residents of Greenock.
NEW G.W.R. ROAD SERVICES.
A Cross-country Route to Connect Two Main Railways. A New Facility for Continental Passengers.
IT is, perhaps, in the organizing of cross-country services linking towns on different main railway -lines that the Great Western Railway Co. is making best use of its road-passengerservice powers. The latest development in this direction is a service between Swindon and Banbury, the former being on the main line between London and Bath, whilst the latter is on the London-Birmingham route. The new cross-country service obviates the need for passengers from the southwest travelling east to Didcot and making a change of trains there for
• Banbury by way of Oxford. There are only a few direct trains between the two towns.
The road service, which was inaugurated on July 1st, operates on weekdays and consists of four coaches running daily in each direction, these linking up with fast trains from Bristol, Bath, etc., at Swindon Junction, and from Oxford, Leicester, Birmingham, etc., at Banbury. The single fare is 5s. 4d. 'for the whole distance, the return fare being Ss. Maudslay 32seater saloon coaches are at present being used, but Thornycroft six-cylinder vehicles, 32, 26 and 22-seaters, will be put on to the service so soon as they are ready, as the Maudslays are needed for other work.
Another route that was opened on July 1st was a short service between Banbury and Kinghare, via Chipping Norton. Some eight coaches are 11111
in each direction daily, except on Sundays, these again connecting with the more important trains at each ter minus. Yet another short service recently commenced is that between
Shipston-on-Stour and . Moreton-inMarsh. On this route Morris-Commercial '14-seater saloon coaches are being employed with satisfaction.
The company has made an arrangement for the conveyance of passengers between Great Western stations and the Continent, by inaugurating, as from July 8th, a road service in London with Guy 20-seaters between Paddington Station and the terminus of the Southern Railway main line at Victoria. Connections are made with all the more important trains, the ran between Paddington and Victoria occupying only 20 minutes. The coaches employed on this service are equipped with Duple bodies. The Great Western Railway Co. has always exercised great prudence in the selection of new coachmg routes, and in this way is building up a fine system.
THE CO-ORDINATION OF SCOTTISH SERVICES.
Information from North of the Border Indicates the Probable Amalgamation of Many Coaching Interests.
THERE are now very definite signs that road passenger-transport services in Scotland are gradually being absorbed by the large combines and the railway companies. The latest news to hand confirms the many rumours which have been going around that the rail
way companies were acquiring a controlling interest in all the largest Scot
tish bus companies. Whilst there is no official statement, it is learned on very good authority that a working agreement has already been entered into between one of the most influential Scottish operating companies and the railway companies.
There are several large bus companies operating in Glasgow; and, in view of the fact that no agreement has been arrived at between the representatives of the railways and the tramways committee of Glasgow Corporation, it is more than likely that a controlling interest will be acquired by the railways in these concerns. .
Overtures are now proceeding between the L.M.S. a a d companies and a number of private bus cOmpanies in different parts of
Scotland, . and s understood that the railways -a-re m alt ng arrangements f or a comprehensive transport scheme to cover the -whole country. It is expected that most of the longdistance services will be co-ordinated into one huge road organization, and amongst the first routes to be operated will be those linking up the intermediate places between Inverness, Aberdeen and Dumfries.
Whilst it is concluded that the railway companies will completely buy out several of the smaller companies, they will probably, in many cases, only acquire a con
trolling interest. Matters have progressed to this end and already there is talk of a joint committee, Consisting of representatives from the railway and bus companies, being set up to control and to organize large areas. One result of this, it is expected, will be the closing down of wayside railway stations .cii main roads, which have been seriously affected by the growing
competition from bus services. r Some operators look upon the current developments with misgiving, but we understand that the general attitude is . .
one of hopefulness that mneh.disastrotia -competition may be eliminated.