PHASES OF PASSENGER TRAVEL
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Notes on Every Aspect of Coach and Bus Development.
AN AMBITIOUS COACHING PROJECT.
A Large Company-flotation for the Development of a Longdistance Co-ordination and Coach-station Scheme.
WE have been aware for some time past that plans were afoot for the formation of a public company with the object of co-ordinating and acquiring interests in many long-distance coaching services operating between London mid other important centres.
Mr. M. Logette, who is the managing director of G.B. (Motor Tours), Ltd., and chairman of the Motor Hirers and Coach Services Association, is actively concerned in the flotation, and now, makes an announcement which throws more light on to the plans of the new concern. As a provisional measure a company has been incorporated under the title British Roadways Organization (Preliminary), Ltd., with offices at 72, Great , Portland f'qreet, London, W.1, and it is anticipated that within the next six weeks the actual flotation of the public concern, British Roadways Organization, Ltd., will take place.
The main objects are to erect a chain of coach stations throughout England in connection with services operatingbetween such important towns as London, Newcastle, Manchester and Liverpool, and to obtain a financial bolding in existing companies operating on main routes, with a view to the complete co-ordination of all the coaching traffic on those routes. The company, will probably be floated for Z500,000, a large proportion of the capital being devoted to the acquisition of interests in services that are at present running, and the remainder, apart from working capital, being expended upon the erection of stations, repair
(\NE of the most important factors in handling passenger-transport problems in areas equipped with overhead electric cables is the trolley-bus. It is rapidly replacing the tramcar on account of its lower operating cost and the fact that it can use much of the existing plant where trains have been in operation, thus to a great extent preventing capital waste.
It is often the case, however, that trolley-bus operators have to spend a large sum annually in the maintenance of plant for converting alternating current, derived from local supplies, into direct current, which is then circulated through the overhead wires. This obviously means expense; in addition, the cables have to be of a sufficiently large gauge to withstand the highest possible load which service demands, plus, of course, a safety margin. This implies heavy cables and feeders.
To overcome these disadvantages, Capt. William P. Durtnall, of 23, Bessborough Street, London, S.W.1, has patented the Paragon system of electric traction. It provides infi nitely variable speed, regenerative braking and the ability to convert alternating current into direct current on the vehicle itself. In addition there is a battery which is capable of propelling the bus for a distance within in capacity, without use of the trolley booms. This means that the machine is mobile in case the route is left hurriedly in emergency and the overhead cables are subsequently beyond reach. A great advantage is the ability of the vehicle to turn at terminal points without the need for arranging sweeps of wide radius in the road. If circumstances demand, the trolley-bus can make a detour through side streets, using its battery only, later rejoining the established route.
The design of the electric system is shown in an accompanying diagram. Ifs ,essential features are the variable voltage, permanently closed main circuit (DC) and the employment of a transformer mounted on the chassis, which enables the peak load imposed upon the overhead cables to be comparatively small, thus demanding less expensive overhead wires than those of existing systems. Every time the vehicle is retarded the traction motor returns
• current to the battery, thus conserving energy and obviating the need for fric tion braking, except in emergency conditions or for stationary work.
If the claims of its inventor be borne out in practice, the Paragon system should be capable of effecting marked economies in operation in many districts and the feature of mobility when away from the overhead cables should be particularly valuable. Failures of the power station will be of far less moment. back, but are provided with a special loose, pneumatic squab.
Green leather has hitherto been used for upholstering purposes, but this has given place to mahogany-coloured leather, which harmonizes with the interior finish of the woodwork. The rug rails, ash-trays, grab handles and parcel nets, wh k were familiar features of last year's type of coach, are to be found in the new vehicles, but the electric-bell pushes, which provide communication with the driver in his enclosed cab, are now fitted on the pillar uprights instead of on the scats themselves.
The lighting has been improved by the addition of four lamps, two on each side of the coach, making a total of six on each side. These are of a new and improved pattern, which is designed to provide the maximum light and the minimum glare.
Special attention has been given to the question of ventilation, and two overhead cowls are provided in the roof of the front section of the coach, these acting as air inlets, the two in the rear fixed section serving as extractors. In addition, a special shield is fitted in the rear section to prevent back draught. Safety features include an anti-dazzle screen and a blind at the rear of the driver's cab to prevent re