A Trolley-cum-accumulator Electric Vehicle.
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The disabilities' of the tra.mcar, . consequent upon its inherent failing, that it is confined to the routes along which the rails and overhead equipment are laid, make themselves felt in many ways. They were shared equally by the trolleybus, which only differed in so far as it did not need to utilize the rails, and, by reason of this feature, was possessed of greater mobility than the tram, but only -within range of its trolley pole. Perhaps this failing has been most apparent to the tramway-owning companies and municipal authorities when it has been found desirable to consider the possibilities of revenue resulting from goods collec tion and delivery, This class of busmess would in general only pay when the goods were picked . up from and set down at premises situated on roads along which the tramway was laid.
Naturally, electricity supply corn
panics and corporations are reluctant to consider increases of rolling stock like the petrol-driven vehicle, which necessitates, perhaps, in some cases, an additional department and etaff if its goodsconveying activities are to be of considerable magnitude. The electric accumulator as a anurce of power for this purpose has, however, up • to the present appeared to be the Only alternative to this course.
A Bradford Solution.
The Bradford City. Tramways manager appears to have solved this diffieulty for Bradford in a very ingenious manner. The Bradford Corporation Tramways possess some disused trolley-bus chassis, and Mr. C. J. Spencer, who is the general manager, has, by the addition of accumulators, converted one of these machines into a sort of hybrid trolley bus accumulator
chassis with a capacity of two tons. It is fitted with two 20 h.p. motors, and when it is possible to run along the tramway routes, utilizes, with the aid of the trolley pole, current from the overhead wires. A special earthing attachment is fitted, and this consists of a cast-iron block shaped to fit one of the tram rails, rigidly connected to the steering gear of the vehicle, so that when on the tramway routes it is automatically steered by this device. Both control wire and earthing attachment can be almost instantaneously detached, when the bus can immediately be used in the ordinary way as though it were an accumulator vehicle. Whilst the -vehicle is utilizing the current from the overhead wire, the batteries may be coupled in series with the motors, and are 'then being charged while the car is in trolley service.
Edison Accumulator Used.
The accumulators used are the Edison type, and there are 120 cells giving a normal voltage of 150. As the motors fitted to this chassis are suitable for operating on a 500volt circuit, it follows that when using current from the batteries, the speed of the lorry is correspondingly slower. The batteries, when folly charged, can supply current sufficient for propelling the vehicle a distance of 10 miles before it is necessary that they should be recharged ; this, of course, means that goods may be delivered to anywhere within five miles Of the tramway track. The change from battery to overhead wire is accomplished by throwing over the switch, putting the trolley-pole oe the wire, and the earth connector on to the steering gear.
• Possibility of Extended Use.
It is suggested that there is a possible future for a vehicle of this type in commercial use in large towns and cities well equipped as regards tram routes, in which event, of course, a meter would have to be fitted so that the amount of current consumed eould be registered, and a suitalile rate of payment would in that event have to be agreed upon.