PASSENGER TRAVEL NEWS.
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The Latest Doings and Developments in the Bus and Coach World.
THE SMALL-CAPACITY BUS.
Where the Passenger Traffic is Light, or the Roads None Too Strong, the Bus of Small Capacity is the Ideal Public Service Vehicle.
fic THE development of the provin-L cial omnibus services the National' Omnibus and Transport Co., Ltd., in common with other passenger undertakings, are finding au increasing use for the vehicle of small capacity affording, however, ample accommodation for the rated number of passengers. Where the passenger traffic is light, a 16-seater bus is economical to run, for the fuel consumption is moderate, maintenance charges are low, and wages are reduced to those for the one man—the driver, who also acts as conductor.
The 16-seater single-deck bus which we illustrate is one of a fleet now being built to the order of the ,company by H. G. Burford and Co., Ltd., of 16, Regent Street, London, S.W. 1. The standard 30-cwt. Burford chassis is employed for the purpose, having a 23 h.p. four-cylinder engine, dry multiple disc
clutch, three speeds, and reverse, and a dual rear axle, with final internal gear drive to the rear wheels. The wheel base is 10 ft. 6 ins, and the track 48 ins. The chassis is mounted on 34 in. disc wheels, shod with N.A.P. cushion tyres (twins on the rear wheels).
The body is of the saloon type, -with a strong roof amply guarded with a deep rail to take quite heavy packages, a fixed rear staircase giving easy access. There are three doors, the one normally used by the passengers on the left side forward, an emergency door at the rear, and a door for the driver. Behind the driver is a glass panelled screen extending to the roof and halfway across the
width of the vehicle. The driver is thus sufficiently isolated and yet is in close touch with passengers entering or leaving the bus. The emergency door is well indicated inside by the inscription upon it and the instruction as to the method of opening it. The tall, flatknobbed lever extending above the waist rail with the word " Open " also clearly indicates its purpose, while the passengers are amply safeguarded against misuse by the fact that the seat and back must be lifted out of place before anybody can pass out that way. There is a similar lever on the outside, so that the door can be opened from within or without.
The windows, although adjustable as to position, are rattle proof, a rubber buffer on a key-operated shaft pressing on the glass at the waist rail level and serving the double purpose of locking the window in place and preventing rattle.
The seats are of full width and the back-rest is well upholstered, and with ample leg-room the body is extremely comfortable; so much so that we Could quite imagine that this type of vehicle would be popular as a family touring vehicle for those content with a lower speed than that afforded by a private car The bus complete weighs but 58 mt. Where the roads are not over strong this moderate weight should make a distinct
appeal to the local authorities on the ground of lessened road wear.
In the course of a run on these buses we observed that the clutch took up the load with great smoothness, that the transmission was silent on all gears, that the Burford back axle is particularly silent, that the springing was good, and acceleration and braking power all that coold be desired. The consumption ot uel works out at one gallon to from 10 to 14 miles.
A COACH BODY ON A LIMOUSINE CHASSIS.
A Type of Vehicle for Select Road Travel.
rr HERE must be-quite a number of J. Daimler limousine chassis in the country which have ceased to be emplOyedfor touring-car purposes, and which arc available for other uses. A good one towhich these chassis can be put—that is to say, if they are in good mechanical condition — is pictorially shown on this page, wherein a 30 h.p. six-cylinder chassis of Daimler manufacture is depicted fitted With a well. designed coach body built by the Chelsea Motor Building Co., Ltd., 164, King's Road, Chelsea, London, S.W. 3, to the order of the Walthamstow Motor and Engineering Co., Ltd. He Street Garage, Hoe Street, London, E. 17.
Although the body is built to seat ten passengers, two of whom are accommodated in the driver's row, the vehicle still retains its touring-car appearance when on the road. It is this select feature which appeals to many coach passengers who like to enjoy the pleasures of road travel, but who do not, wish to be associated with largo .parties travelling in the conventional type of motor coach.
The body is a good example of the coachbuilder's art, and, although it is of exclusive style and finish, its price —175—i5 remarkably low. The fram• ing is built up of well-seasoned ash, the doors, wheel arches and framing itself being well plated, in order to give ample strength to the structure. Steel panels are securely fixed to the wood, and half-round mouldings are fitted round
• the top edge of the body.
With a body of this type, 'only two doors at the most are required on the near side; and in fact, if it were deemed advisable, one door could be dispensed with by reducing the seating capacity of the front transverse seat.
three-ply, and each has a 4-in. kicker plate of polished Duralnmin at the bottom, Commode handles are fitted to each door for ease in ascending.
The seats in the rear compartment are formed on social lines, extending as they do round the body sides. Wide filling pieces are fitted in the rear corners, so as to give a better scat curve, and to avoid cramping the knees of passengers sitting in the curve of the seat. Goodquality springs and spring cases are used
for the seats, which are deepand well padded with horsehair; the upholstery throughout is of best-grade leathercloth. The seat backs are covered with hair carpet, which is not liable to damage by stretching, as is the painted seat back. The floorboards are covered with lino.
A single running board connects the mud wings on each side of the vehicle, each being covered with lino and having a brass edge plate. The hood does not inconvenience passengers in the beck compartment, as it•is placed well to the rear; it is provided with a celluloid light. Tool boxes are fitted beneath the front and rear .seats, and to prevent damage to—the rear body panels through loose tools, intervening boards are embodied.
This type of vehicle -Should make special appeal to small parties, whilst it would undoubtedly be found useful by officials engaged in conducting extensive road tours.
TOURS BY WEEKLY PAYMENTS.
Details of Motor Coach Clubs.
APROPOS the article in The Commercial Motor of May 9th dealing with motor coach agents and commissions, one is reminded of the fact that in scores of industrial towns up and down the country there are what are known as "motor coach clubs," which enable people to put a few coppers by each week to qualify them for a few tours in the summer.
Coach owners desire to suppress that type of " agent," whose only Interest in the coach business depends on what he can get out of it without regard to the many and complex difficulties which constantly confront owners, who, not being the accredited agent of one firm ot another, dangles prospective bookings before heir eyes and virtually offer the order to the firm that pays him the high eat commission. Many coach owner contend that a motor coach agentshould be a person who has business premises, and whose livelihood is provided, in whole or in part, by acting as passenger agent for a firm or firms, by whom he has been appointed.
Motor coach clubs are really the embodiment of agencies and sub-agencies and canvassers galore, and, such being the case, those who are out for putting the agency side of the conch trade on a sound' basis are up against a tough proposition, for it is the exceptionrather than the rule for coach owners to run these clubs ; rather are they organized by agents, who "hire "—one should say re-hire—bet do not own, vehicles.
Motor coach tours on the weekly payment system! Is the principle good or is it bad? That is the question which coach owners should ask themselves. If they decide affirmatively, they s.honld then ask themsefves whether it is better that these bookings should be undertaken by outside-agents as at present, or whether it should be undertaken by themselves.
The Commercial Motor has had the opportunity of going into the administration of motor coach clubs, and finds that, whilst throughout the country coach owners have been adjusting their fares so as to attract the greatest possible amount of business this summer, the club fares are roughly 20 per cent. more. In one case club members were asked to pay is. a week for 33 weeks—os total of 33a—to entitle them to four daily tours, with an approximate total distance of 150 miles. Had each of these tours been booked direct with a local coach owner, they would not have cost more than 22s. 9d. The only difference was that the club provides a tea on each trip. Club members have the option of another set of four daily tours, with a total distante of about 200 miles, the fare being 35s. 6d. The local rates for booked parties were lid. per mile. By the way, the club insists on a minimum of 12 passengers for each outing. At 2s. a week members could start saving up for the next two Bank Holiday tours, 20s. (94 miles
and 22s. 6d. (106 miles), inclusive.
How are the clubs worked? Very often advertisements are inserted in the " Persons Wanted" columns of the local papers advertising for agents or canvassers, whose business it is to interest the woman of the house or the man in the street in the joys of the road. If they agree to subscribe is. a week they arc enrolled as members, and the canvasser, when he introduces 28 passengers, becomes entitled to a similar tour, or series of tours, "free of charge." From each of the prospective members he must obtain a deposit of 2s. 6d. per person. Booking cards are then issued, so that weekly payments can be entered up. When the canvasser is entrusted with the collection of the cash from door to door, he is paid a commission on his total collections.
MOTOR COACHING ACROSS THE SAHARA.
A British-built Vehicle Upholding the Traditions of the Mother Country's Products.
DURING the war the woman driver of the military motor ambulance was a familiar figure both at home and behind the lines. Though many have now returned to more orthodox pursuits some adventurous spirits are still to be found driving vehicles under conditions which carry a spice of adventure. An interesting instance of this is at Algiers, where an ex-ambulance woman driver frequently drives the motor coach which runs regularly to Saada, in the Petit Sahara Desert. This excursion is arranged by the AngloAmerican garage of Telemly, Algiers, and is proving very popular with the British, American and French visitors staying at Algiers during the season. The vehicle is a Commer Car running on large pneumatic tyres. The body is of the open touring type with armchair seats. The nature of the journey across the desert can best be appreciated by publishing a graphic account written by a correspondent who took part in a trip. "Leaving Algiers just before nine o'clock in the morning," his story runs, "the weather resembled that of a hot summer day in England. Later in the season the intense heat is too oppressive for the comfort of a European. Our route included 16 miles' continuous climb to Sakainody Pass, which is the highest point of roadway in the Little Atlas Mountains, it being 3,000 ft. above sea-level; 70 miles from Algiers the desert village of Aumale was reached, and lunch was served. "After a two hours' rest thesjourney was resumed, and it is worth noting that even on the steepest mountain roads, with the exception of negotiating sharp hair-pin bends, we did not drop below second speed. Incidentally, the test of this tropical climate also provides abundant evidence of the high efficiency of thermo-syphon cooling ae applied to the Commer Car engine.
"Bon Saada, was reached at 7.45 in the evening, so that, allowing for the atop for lunch, about nine hours was taken to cover the 150 miles' distance. The next day wesapentat this beautiful oasis in the desert, taking the opportunity to observe the habits and customs of the natives, who displayed the utmost interest in the motor coach.
"Our return to Algiers on the third day was marked by a sudden and remarkable change in the climatic conditions. Crossing the desert a fearful sandstorm took place. The wind attained a velocity of 60 miles an hour, driving before it groat banks of sand, which darkened the .air and penetrated in 'a everything, sharp particles stinging our faces and nearly blinding us. At last ea commenced the ascent of the mountains. Leaving the desert and the sandstorm behind, our trusty vehicle climbed into the clouds which covered the mountain tops and passed through torrents of rain, which provided a striking contrast to our experience in the desert. " We were glad to reach Algiers again, though even on the worst portions of the route the vehicle was most comfortable for riding, and it was a pleasing and interesting experience to observe the reliable service which a British-bu;ll motor coach will exhibit under varied and, what must often, be, exceptionally trying conditions."
The " General " Motor Coach Programme.
Arrangements for Whole-day, Half-day, and Evening Tours from London and the Suburban Centres.
The summer season of the " General " motor coach tours organized by the London General Omnibus Co. commenced yesterday (Monday), the programme' being inaugurated by a run to Tunbridge Wells a week earlier, when a party of Pressmen accompanied Mr. G. S. Shave, the operating manager and chief engineer,'Col. Ivor Fraser, chief of the publicity department, Mr. Webb, Mr. Richardson, Mr. Foxcroft, and other officials of the company in two of the new 23-seater coaches. If the weather was a good augury, the summer programme of the company should be extraordinarily successful, became it was the first day of real spring and the conditions were ideal, emphasizing the beauty of the country through • which the tour was made. At the luncheon given at the Spa Hotel, Tunbridge Wells, Mr. Shave spoke of the aims, objects and intentions of the company, and, from a careful study of the whole of the scheme, we are convinced that a very strong appeal will be made in the lover of the open road. There are eight conducted whole-day tours, at an inclusive fore of one guinea per passenger, covering luncheon and tea at best hotels en route, and the services of the guide throughout the day. Four of the mutes are covered twice a week, so that during the seven days there are 12 trips from which to make a choice; but there are no. all-day runs on Saturdays. There are two half.day tours of London at Sc. per passenger for either tour, or 10s. 6d. for the two tours on the same day. A number of half-day and evening tours extend in various directions from town and from different suburban centres.