Maker-Owned Bus Services in Italy
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P. A. C. Brockington, APECULIARITY of passenger transport in Italy is that much of it is controlled by the largest vehicle manufacturer in the country.
was informed on good authority that the total number of buses and coaches operated by Fiat-owned concerns was around 4,000, and as the Fiat company can be credited with over 80 per cent. of the total vehicle output of the country, the maintenance facilities provided should be beyond criticism.
Judging by visits to Autostradale in Milan and S.A.D.E.M. in Turin, and by many hundreds of miles' travel on long-distance coaches, they are, by any standard, exemplary. The boast was heard in the workshops of both these concerns that only "specialized personnel" were employed who possessed "the best mechanical knowledge."
Autostradale operate over 100 long-distance buses on 30 routes with a total mileage of 6,200, and the S.A.D.E.M. fleet numbers 35, which run on 20 routes totalling 1,500 miles. The concerns work in close association with S.1.T.A., another Fiat company with a central office in Firenze.
S.I.T.A. operate 900 buses on 450 routes with a total mileage of 25,000 and are the largest bus operators in the country. Coaches running on RIO
tours and with private parties play an important part in the country's recreation and provide valuable facilities for visitors from abroad. Tourism represents about 40 per cent. of Italy's foreign trade.
The majority of the long-distance routes of the three concerns is on the autostrada, where average speeds are often around 40 m.p.h. For example, the scheduled time for the Milan to Turin run, a distance of 87 miles, is 2 hr. 10 min., and the buses are seldom late.
Advance Allocations
Seats are booked and allocated in advance and tickets are examined by an inspector who boards the bus for one or more stages. The tickets of passengers who board the vehicle or alight at intermediate stages are checked by the driver. Luggage is accommodated in side lockers and on roof racks.
The buses used on the autostrada routes are mainly based on Fiat 680RN or 682RN chassis, having Fiat bodies with capacities up to 52 seats, or on 642RN chassis fitted with 35-seat bodies. The 680RN types are powered by forward-mounted sixcylindered 10.7-litre engines with an output of 140 b.h.p.. at 1,800 r.p.m., the drive being transmitted through an eight-speed gearbox. The 642RN is fitted with a 92 b.h.p. power unit and an eight-speed gearbox.
Tyre sizes are 12.00-in. by 20-in. and 10.00 by 20-in, respectively, and the unladen weights about 8f tons and 6 tons. According to figures provided by S.A.D.E.M., the 682RN averages about 10 m.p.g. and the 642RN about 12 m.p.g. Some of the buses are based on Viberti integral chassis-body structures, fitted with Fiat mechanical components, which are appreciably lighter than the standard vehicles.
The coach bodies are of the luxury type with a reduced seating capacity, the 682RN having 40 seats. A 10seater which has a 615N chassis powered by a four:cylindered 1.9litre oil engine of 40 b.h.p. is used for some private-hire parties. Until a few years ago, Autostradale ran a number of trailer combinations, but their use was discontinued as they were unpopular with travellers on account of sway, and because their performance was inadequate.
A measure of the maintenance facilities available to coaches on tour is indicated by the humber of Fiat service stations at home and abroad, of which there are 22 in Italy, nine in France, five in Germany, three in Switzerland, two in bath Spain and Holland, and one in each of a number of other countries, including Austria, Belgium, Denmark, Greece, Jugoslavia, Luxembourg a n d Portugal.
A certain number of spare parts is carried on the coaches and the service stations arc authorized. to carry out repairs on credit. Many of the drivers arc multi-lingual.
The extremes of temperature in which the vehicles sometimes operate are indicated by the statement of the Autostradale garage foreman that the leaf suspension springs often fracture in very cold or very hot weather and that repeat failures result from this cause; changing a spring occupies from one to two hours.
Combustion Heaters Some vehicles are fitted with German Wabasto oil heaters which have a consumption of 1 litre per hour and, according to the users, represent the only completely satisfactory means for interior heating in very cold weather. Electric heaters are said to tfe inadequate and heaters using the water of the cooling system are liable to overcool the engine even when the radiator shutters are closed. The optimum running temperature of the engine was stated to be 85° C.
Although the mechanical components of British vehicles have notably improved since pre-war days, the advance in Italy, according to statements made, has been relatively far greater. This does not imply that British products are inferior to Italian.
In terms of miles covered between major engine overhauls, the ratio is about three to one, crankshafts being reground after a mileage of 186,000, whereas formerly it was done after 02,000 miles. The engines are now normally rebored after 62,000 miles and resleeved after 124,000 miles, the corresponding amount of bore wear being about 0.004 in.
It was stated in the Autostradale workshops that reboring or sleeving (which is performed with the engine in place) occupies 24 hours. The engine is then run-in for a further 24 hours.
For the last three years Fiat detergent oil has been used in place of straight mineral oil and has reduced wear. The additive also has the property, it is claimed, of increasing the fluidity of the oil at low temperatures, so that there is comparatively little gain in using an oil with a low viscosity.
Lubricants of S.A.E. 50 viscosity are employed in summer and of S.A.E. 40 or 30 in winter. No trouble is experienced with engine starting in temperatures as low as — 20° C. The oil is changed every 2,500 miles.
Exhaust Brakes
All the buses are fitted with exhaust brakes, which are considered essential. No trouble is normally experienced with fade; in the event, it would be attributed to carelessness on the part of the driver. On icecovered roads the exhaust brakes can often provide useful retardation when application of the drum brakes would be dangerous.
Ferodo or Italian Galfer moulded brake facings are fitted and are renewed at 25,000-mile intervals. At this distance they are seldom badly worn, but renewal is considered necessary on account of the hardening effect of repeated heating and cooling. The wheels are of the rim type with spider hubs, and ventilated spacers are fitted between the twinned rear wheels, which aid cool running of the brakes and tyres.
It was claimed that the Italian Pirelli, Ceat and other makes of tyre were the best obtainable, and that the Italian practice of fitting covers of ample size was economical. After a 642R N bus of the Autostradale fleet has covered about 20,000 miles, the front tyres are changed to the rear, where they normally continue to operate a further 40,000 miles before they are retreaded.
Washing and Greasing The high standard to which the vehicles are maintained is indicated in the Autostradale garage by daily washing and greasing of all the vehicles, after the day's work, with the aid of an Emanuel tunnel and the latest type of greasing equipment. Without interior cleaning, washing and greasing are completed in 7 min., of which washing occupies 3 min. Two men are engaged on washing and one on greasing.
The Emanuel washer comprises a steel tunnel with rubber curtains in which two full-length vertical side brushes of nylon, two half-brushes of the same material and an overhead horizontal roof brush clean the body panels as the vehicle is being thoroughly washed with detergent by rotating high-pressure sprays at the sides of the tunnel and below floor level.
Air-hose Drying
Interior cleaning equipment of the same make comprises two vacuumcleaner hoses and two hoses for a sponge and washing gun attached to posts at the opposite ends of the bay; there is also an electrically operated centrifugal vacuum cleaner. Drying is done with the help of air hoses, also attached to posts.
As far as possible, a driver continues to drive the same vehicle, and he is responsible for reporting any noticeable defects on a daily running sheet. He does not assist with mechanical work, but often inspects the vehicle in company with the maintenance mechanics.
Visiting drivers, or those who cannot reach home at night because of an emergency, are given free accommodation at the Autostradalc garage, where there are four sleeping rooms with 16 beds. A canteen is provided where light refreshments, including wine, can be obtained.
The standard of driving is high. There is no speed restriction and drivers are free of apprehensions in this respect, undoubtedly increasing their pride as skilled operatives. Their status with their employers is not qualified by an ability to dodge the law.