Important "Petrol-Electric" Developments.
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On the afternoon of Monday last a considerable company was entertained to luncheon by W. A. Stevens, Ltd., for the purpose of in augurating the new era of activity upon which this company is now to enter.
Mr. Richard Stephen Tilling occupied the chair, and a number of well-known men was present. These included Professor William U. Unwin, Colonel H. C. L. Holden, Sir John Thornyeroft„ Colonel R. E. Crompton, Messrs. W. AL Mordey, Louis Brennan, D. Duff, E. W. Tilling, H. Tilling, T. Tilling, R. Tilling, W. Wolsey, W. Wolsey, jun., T. Wolsey, P. Frost Smith, W. j. Iden, P. Ellison, A. W. Stevens, and Geo. H. Sankey. After a luncheon which was almost of too-generous proportions for a mid-day meal, a number of toasts was proposed. " The Motorbus Industry ' was the subject. of the toast which was submitted by the Chairman. He recapitulated much of the early history of the motorbus industry, with special reference to its development in London. Tilling's was the first large company to adopt mechanicallypropelled omnibuses : that was seven years ago. The speaker complained that. the principal opposi • bon with which his company had to contend in those days came from better-class residents in the roads in the outer residential districts. Extreme pressure was brought to bear by these people upon the licensing authorities. but he (the speaker) was happy to be able to pay tribute to the attitude which was adopted by Scotland Yard, even in
those early days.. He wished to correct an impression to which considerable currency had recently been given, viz., that the petrol-driven motorbus was the least-taxed of any Public conveyance. As a matter of fact, the actual taxation was greater per passenger in its ease than any other form of publie-se.rvice vehicle whatever. He compared the capital value and the actual earnings of the L.C.C. and the L.G.O. undertakings respectively, to the distinct advantage of the latter concern. With regard to the future of the Stevens system, he was happy to inform his hearers that great preparations had already been taken in hand for its development. Extensive works, not far from Wolverhampton, had already been acquired, and these covered an area of approximately 34 acres. Tilling's were considerably interested in this new manufacturing enterprise, in conjunction with Mr. Stevens's own company. A first order for 100 petrol-electric chassis of the latest design had been placed with the new manufacturing company. Mr. DUFF, one of the joint, general managers of the L,U.O.C., piled. While admitting the apparent excellence of tne Stevens petrol-electric system of transmission, he would remind his hearers that there were others. The great thing nowadays for motorbus companies to undertake was to standardize their plant. It was interesting to note that the L.G.O.C., with its present mixed fleet, had to stock something like 10,000 dissimilar spare parts, the production of which necessarily imposed a severe strain on the factory organization of the company.
Mr. STEVENS, who nominally proposed the toast of "The Visitors," read a letter of regret from Mr. Henry Hicks, the chairman of the L.G.O.C. He described briefly, atid with as few technicalities as possible, the constructional characteristics of the Tilling-Steyena chassis, and indicated the steps which his company was taking in regard to manufacturing facilities. He thanked Mr. Percy Frost Smith, Tilling's chief engineer, for the whole-hearted co-operation with which he had helped him.
Professor UNWITI, LLD., RMS., President of the Institution of Civil Engineers, briefly replied to this toast.
Mr. Louis BRENNAN also responded as" a visitor." In the course of his remarks he stated that he thought that any objections there might be to the use of motorbuses were entirely due to the faulty state of the roads. He considered that they should be put into such condition that omnibuses of any weight could be effectively used upon them. He thought that motorbuses, with Brennan gyroscopes, might be employed at some future date.
Colonel Catearmat said that he had prophesied the ultimate success of the petrol-electric system so long ago ma 1895, and he was grati lied to find that his prophecy had eventually matured. He considered that a very great meed of praise was due to the driver of the motorbus. With reference to the recent collision between H.M.S. "Hawke" and B.M.S. "Olympic," he. said that marine engineers had, in that instance, for the first time experienead side-slip at sea. The motorbus driver lived in a state of sideslip. He was able to state, in view of the fact, that some of his duties at tile present time closely associated him with the question of the improvement of road surfaces, that side-slip would before long disappear as a deterrcot factor in the °iteration of motorbuses and other vehicles. Excessive cross-fall, which had been adopted in many eases
through sheer laziness, had frequently been embodied in road contours. To such an extent had this practice been developed, that, frequently, a kerb had for all practical purposes disappeared. He considered that the petrol-electric system had a great puil over other types, on account of the ability with which a machine with mechanism of that type could overtake slow-moving traffic. Rapid acceleration was one of its most.-valuable characteristics. He paid a well-deserved tribute to Sir Edward Henry, who had afforded the Road Board, amongst others, such valuable assistance. In Col. Crompton's opinion, after exhaustive inquiry, London was far and away ahead of any other city in the world at the present. time in the matter of cheap public locomotion. He offered the toast of the men who were responsible for the run. ning—"The Operating Engineers."
Mr. PERCY FROST SMITE stated that he appreciated the remarks of a previous speaker with regard to the early Motor Omnibus Construction Co.'s vehicles. The first of the new Tilling-Stevens buses had run for three years and nine months, and in that time had covered 1:16,000 miles, at a total average cost of 9.2c1. per mile. The old geardriven buses, which his company used to operate, cost an average of 10.528d. per mile, and they had an earning capacity of from 8d. to lid. per mile. Clearly this ivas unprofitable. The new type of machine could run at an inclusive figure of ;id. per mile on an annual mileage of 35,000. The question of fuel economy was not the most marked advantage of the new system, but the question of reduced maintenance costs was undoubtedly the outstanding factor. There was a total saving on the adoption of the new machine of approximately 2.587d. per mile net. Tilling's had adopted, after careful consideration of the L.G.O. Co.'s system, the method of running the machines for nine days and then taking the tenth day off for a thorough overhaul. The night staff had disappeared, " and a good job, too," said the speaker.
Mr. P. ELLISON, of the Eastbourne Corporation, who also replied for "The Operating Engineers," stated that all the machines under his control were five years old, and some of them had even seen seven years experience. It was difficult, with a high-grade clientele such as that for which his department catered, to meet the reouirements of each individual. He would "touch wood," but up to the present time his motorbuses had been responsible for no accident. It was necessary for him to use a machine which was a good hill-climber.