PHASES OF PASSENGER TRAVEL
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Notes on Every Aspect of Coach and Bus Development.
IN our issue dated March 12th last we were. fortunate in dieing able to publish some valuable first-hand impressions of passenger-transport conditions and chances in Spain, which were formed by two British representatives of 'Bzitish:clittasis and body makers, following a Visit to that country. To those who read that article and who will recall that the trip was undertaken by Mr. V. 0. Skinner, the managing director of the Gilford 3lotor Co., Ltd., and Mr. J. IL S. Whiting, the sales manager of Phmnix Coachworks, Ltd., it will not come as a surprise 0 learn that at the Barcelona Show, which opens in May next, these concerns will be represented by a combined effort .crf their engineering and coachbunding skill, inasmuch as a Gilford chassis equipped with a 20seater body will be on view, in the company of another vehicle of the same capacity, but having a different make of body, and a hare chassis.
Spain is without a developed motor industry of its own, and American makers have secured a firm foothold ; but that factor is no bar to the efforts of the Gifford Motor Co., Ltd., which feels that the market has considerable unexplored potentialities and is in a position to absorb British products of the right class and quality. Accordingly, it is to be hoped that the company's enterprise will be amply rewarded.
The type of vehicle required in Spain for fairly long journeys appears to be the medium-capacity coach with a some
what blatant but, nevertheless, attrac time exterior colour scheme (thus satis tying the rather exotic tastes of the Spanish), and which gives a high degree of riding comfort, for the roads are not of the best. These ccilditions are certainly fulfilled by the Gilford exhibits, for one vehicle (that with Phmnix bodywork) combines a saxe blue 'and orange finish for the exterior with saxe blue and silver-grey interior trimmings, whilst the other complete vehicle, which has a body by Vickers, Ltd., of Crayford, has an exterior colour scheme of primrose and scarlet, coupled with grey and red trimmings for the body interior.
We recently had an opportunity for inspecting the Gilford-Phoenix coach, which, by virtue of its unusual colouring, should certainly attract the Continental eye. The body is virtually built in two sections, for at a point about the centres of the rear wheel-arches partitions are used to divide. the passenger. seating space; they do not extend right across the interior, but leave sufficient space for free movement between the
two sections. The rear part of the body is unusually interesting because of the seven seats which are housed in it; four are chairs (of the type shown in an accompanying illustration) which are not fixed to the floorboards. The normal position for these seats is facing forward across the full width of the back, but when they are turned around they provide their occupants with a good viewto the rear by reason of the fact that the whole of the gracefully curved hack is glazed. Thus, one is provided with a cosy observation compartment in which there is no suggestion of cramping. The other three seats in this section consist of a seat for two on the near aide and a seat for one person on the off side, these being fixed and backing on to the partitions, thus, it will be discerned, facing to the rear.
In the forward compartment all the seats are fixed and they face the way of progress. The gangway is not central, because there arc seats for two persons on the near side and single seats on the off side.
The design of the seats has received special attention, and the Lace Web spring cases are 9 ins. deep ; both cushions and squabs have interwoven spring frames. The seats are finished with a washable blue furniture hide and silver-grey trimmings to tone with the general scheme of interior decoration. The sides and back quarters of the interior are covered with saxe blue leather, which, combined with fillets, waist rails and partitions of Honduras mahogany, give a most handsome finish.
There are two doors on the near side and one on the off side for passengers' use (two of them lead direct into the observation saloon), and they are lined in the same style, except that ribbed rubber kicking boards are fitted above and below the fillers which enclose the step wells ; incidentally, a skirting board of sheet rubber runs right around the inside of the body.
All the side windows are made to drop, their lowering and raising being controlled by Q.T. winders. Each of these lights is covered by silk curtains, behind which are sun blinds, whilst louvre ventilators of a neutral-tinted glut; are fitted above them.
The interior furnishings include .Ashanco ventilators (two in each section), incorporating light fittings in the grilles, flambeau lamps attached to the side pillars, an eight-day clock having an illuminated dial, bevelled-edge mirrors, parcels racks, ashtrays, etc., and it should be mentioned that all metal parts are chromium plated.
On the off side of the driver's seat is a vertical box with a hinged lid, into which the three-piece folding ladder for reaching the railed-in luggage section on the roof is neatly housed. The interior partitions are below the centre of this part of the roof and thus help to strengthen it. The luggage is reached from the near side of the vehicle, a suitable bracket for the ladder being fixed along the roof edge. There is room below the seats for certain cases, as well as a long locker on the off side in the skirt of the body. A. locker in the rear panel houses a spare wheel and tyre ; the coach is equipped with Goodyear pneumatics of 36 ins. by 6 ins, dimensions, twins being used on the rear wheels.
The width of this body made by the Phoenix Coachworks, Ltd., Pancras Lane, London, E.C.4, is 7 ft. 51 ins., and the headroom which it gives in the gangway is 5 ft. 41 ins. The overall length of the coach is 26 ft, The chassis has a wheelbase of 16 ft. 6 ins., it being termed the S.D. model.
MWO days were occupied by an in
quiry at Bradford into the application of the Bradford Corporation for a Provisional Order to enable it to run trolley-buses on 40 routes, 29 within the city, and 11 outside it. The inquiry was conducted, on behalf of the Minister of Transport, by Mr. A. D. Erskine, and objections were raised bY the West Riding County Couneir, the corporation of Priolsey, and the urban councils of Baildon, Birkenshaw, Calverley, Farsle,v, Hipperholme, Huns. worth and Shipley. The total estimated oost oif the equipment required was stated to be £494,571, this figure including the cost of 210 double-deck trolley-buses, depots and the alterations to overhead lines. The cost of relay
ing the tram tracks would, it was said, be £916,000.
Mr. J. G. Gunter, the deputy town clerk, who conducted the case for the municipality, stated that the corporation, with the authorities of Leeds, was the first , to operate trolley-buses. Bradford now operated 15 miles of trolley-vehicle route, 59 miles of tramways and 45 miles of motorbus services. These services required the use of 250 tramcars, 73 motorbuses and 37 trolleybuses. During last year 93,000,000 passeugers were carried on the trams, 14,000,000 on the buses and 8,000,000 on the trolley-buses.
He mentioned that the cost of tramway-track reconstruction was almost prohibitive, and it was believed that the trolley-bus was the vehicle of the future. With the exception of eight of the routes, tramways were in operation on all the services. It was felt that the trolley-vehicle would give better service, as it was more mobile than the tramcar and capable of a higher speed. The corporation was about to convert two routes to trolley-vehicle operation, these being to Allerton and to Thackley. One trolley-bus service, that to Oakenshaw, operating until recently on the outskirts, but now extended to the city, was becoming much more popular and the receipts had risen from £60 to £220 per week.
Mr. R. H. Wilkinson, general manager of the tramways department, said the corporation did not intend to substitute trolley-buses for the trams on every route. As the track became worn out each route• would be considered on its merits. The track might be reconstructed, or trams might be substituted by trolley-buses or by motorbuses, as experience would dictate. All the routes were suitable for operation by trolley-buses, which were equally as comfortable as trams, and got away more quickly. At present considerable tramcar delays resulted from the obstruction caused by ordinary vehicular traffic. The motorbus or the trolley-bus would avoid such delays.
Under cross-examination by Mr. J. E. Lightburn, on behalf of the, opponents, Mr. Wilkinson said the powers were required to enable the corporation to adopt railless traction if and when it liked. It might be that the powers would not be exercised on some routes. The trolley-vehicle system was a more economical form cd transport than the trams, because the outlay was less. Buses, he said, were the only vehicles to deal satisfactorily with traffic on light routes, where there were long rnns and few stops. The trolley.. bus was not made for express traffic, hut was intended to undertake the work of the trams, which had to stop every few yards.
Mr. Fred Marsden, the city engineer, said the corporation desired to modernize traction on the present tramway routes. The cost of reconstructing the tram track would be almost prohibitive; during the past 15 or 20 years it had been fully doubled. The reconstruction of the track would cost £916,000, of which the tracks outside the city would require £276,967.
Mr. Gunter intimated that the total cost of reinstating the whole of the roads on which the trams ran would be £226,281.
Mr. Lightburn, in presenting the case for the opposition, said the Ministry was asked to give consent to something about which the corporation had net definitely made up its mind, and he asked why the corporation did not seek trolley-vehicle powers in its Bill when it asked last year for motorbus powers. The county council held that the application would add to the cost of the roads. It also submitted a proviso that the corporation should not be relieved from offences in respect to overcrowding, and wished Sections 5 and 6 of the Town Police Clauses Act of 1890, relating to the control of public vehicles, to apply to trolley-buses.
In replying, Mr. Gunter said that the Order might be made to limit the activities 61 the corporation in connection with the running of trams, motorbuses and trolley-vehicles together.
IT is not often the+ a six-wheeled chassis is employed in the construction of a motor coach that is intended to carry a comparatively light load, but an example of a 20-seater vehicle built on this principle which was recently taken into service by a London concern goes to show that the additional comfort and freedom tram vibration which are afforded by the three-axled vehicle are thought by some.. to be sufficiently important for consideration, even for the smaller passenger coach.
Messrs. Henry G. Balch, of Hammersmith, London, W., who operate some long-distance services between London and coastal resorts in East Anglia and the southern counties, have recently purchased a new Ford passenger chassis in which modifications have been carried out by the local agent, the B.DX. Motor Co., Ltd.
The six-wheeled extension that has been used is one which, although known in America, is not familiar to Ford users in this country. It is called the Dual-duty attachment and it consists of a 'frame extension, which is riveted to the existing longitudinal frame members,
and a tubular axle carrying a pair of wheels. The existing cantilever springs of the Ford chassis are removed and utilized as inverted sera-elliptic springs, -being held to the frame by brackets which are fixed to the extension members. The two ends of the cantilever spriugs are attached, one to the live axle and one to the extra axle. By this means the rear-axle weight of the vehicle is distributed between two pairs of wheels instead of one, although, of course, the driving and braking affect only the. original live axle.
Upon the chassis which has been so converted Armstrong and Co. (Coachbuilders), Ltd., of Shepherd's Bush, London, W. has constructed for Messrs. Balch a 20-seater all-weather coach body, the effect being to produce a light vehicle of small capacity which will provide vibrationless and comfortable travelling. The rear portion of the roof is formed by a shaped dome, which is reinforced for the purpose of carrying luggage, and the forward portion consists of a folding canvas hood, carried on tubular hood-sticks, which can be slid back upon rollers working in a channel which is incorporated in the cantrail.
The body accommodates 14 passengers facing in a forward direction and 12 on longitudinal seats which are located over the long wheel-arches. Two doors are provided at the front, one at each side, and .ft door on the near side is fitted just behind the rear wheels.
" WE have been .referred to as ' pirate ' bus owners because we operate unlicensed buses. 'Pirate' is a nasty word to apply ILO a man giving public service. May I suggest that in place of pirate ' we use the word 'pioneer.'" This remark was made by Mr. F. J. Wood, of Claremont Omnibus Co„ Ltd., Burnley, at a meeting of private motorbus owners of 'Manchester, which was called for the purpose of forming an association with the object of educating public opinion on the difficulties of working under which owners
and the public alike suffer. The meet lug was gonvened by Mr. A. P. Wilson . of Urmston. About twelve pro prictors of motorbus services were represented.
The keynote of the speeches was a remark by Mr. Wilson to the effect that appeals in the past to licensing authorities for more equitable treatment for motorbus owners had seemed "a horrible waste of time." Owners, however, were not agreed on the suggestion that they should put all their troubles before the public and endeavour in that way to force the licensing authorities to -adopt a more accommodating attitude towards them and their difficulties.
The feeling of the meeting was that to mobilize public opinion might only result in aggravating the " powers-thatbe " into hardening their hearts against the private owners whose vehicles were operated over municipal tramway or motorbus routes.
Mr. H. Howard Ifobinson, A.M.Inst.T., said that for many years there had been antagonism between the municipal authorities and the private operators, but the interests of the latter were already protected by the Manchester Transport Owners Association and the Commercial Motor Users Association, which had a strongly organized bus-owners' section. This was actively functioning and was working to a definite policy. To launch forth into schemes of publicity would be simply' defeating the work that was now being done.
The meeting adopted the following resolution :—" The business for which this meeting has been called can be left in the hands of the Commercial Motor Users Association. It would be in the interests of all motorbus owners to support that Association."