R ELIABILITY, economy and value for money must be major attributes
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of any bus used on regular scheduled service. And with deregulation bringing new competition, they are even more important. Practicality, ease of maintenance and repair are also paramount — although the bus operator should remember that his vehicles must be attractive as the public may have a choice.
Many traditional independent coach operators have earned substantial profits running Bedford coaches. Some may be tempted to try the same formula in the bus market, adapting the same mechanical base to bus use.
To find out whether this idea is a starter we have put a single-deck Bedford bus through our intensive London roadtest route — designed to try the latest generation of double-deckers.
The test bus was a Bedford YMT fitted with the latest turbocharged Blue Series engine rated to produce 130kW (174hp). To make it particularly suited to urban operation the vehicle is coupled to an Allison MT 543 fully-automatic gearbox.
Bodywork is by Wrights of Ballymena and uses the strong and easyto-repair all-aluminium Alusuisse method of construction. The llm single-decker is fitted with 53 moquette covered semi-coach seats. It has also been certified to carry an additional eight standing passengers.
Our test route includes an express run from Barking in East London to Heston service on the M4 motorway west of the capital. From there it winds through Chiswick, Hammersmith, Kensington to Hyde Park Corner, past Piccadilly Circus, Tottenham Court Road, Camden Town and out through North and West London suburbs to Hemel Hempstead in Hertfordshire.
To simulate the heaviest urban bus operation the entire route has on average three stops per km — irrespective of the traffic conditions. To ensure all facets of operation arc covered the test also includes running in suburban housing estates and, towards the end of the route, some rural work. There are also some steep hills, including one from Alexandra Palace to Muswell From the driver's point of view the Bedford is a pleasing urban bus. The high driving position gives a commanding view of the road and of boarding or alighting passengers. The integral powered steering is just right in all respects and the brakes are powerful and confidetice-inspiring in the heaviest traffic conditions.
Empty or laden, the performance of the bus appears to vary little.
The Wrights TT body is simple, and functional, and difficult to fault from th driver's standpoint. Despite the slightly odd-shaped front we found no blind spots or problems with visibility generally. All controls and instruments arc close to hand in the simple and functional cab. The body feels right anc was free of rattles and excessive draughts. Its flat floor is easy to clean and the square saloon shape is airy and roomy.
PERFORMANCE Gear changes by the four-speed Allison automatic transmission are smooth but perceptible. The gearbox is controlled by a T lever which is illuminated when the main lights are turned on. The D drive position is adequate for all but the steepest hill — Muswell Hill on our route.
In addition to drive, neutral and reverse there are hold positions for first. second and third gears.
Acceleration is impressive at low speeds and adequate at higher ones. Tilt change-speed from third to top gear is 48km/h(30mph), which means that the bus is normally in third or hovering on the point of changing up around the normal urban speed limit. Indeed, the vehicle is happier and quieter cruising al just over the limit. Fuel consumption figures, from our non-stop run on trunl ads preceeding the test proper, show le bus to he more economic also at ightly higher speeds.
Noise levels inside the bus are 'asonable at all speeds. Our sound Leasuring equipment showed the tenor levels to be at between 74 and 3 d(B)A — always low enough to allow [sy conversation in all parts of the loon.
From all points of view Bedford's MT has a lot to offer as a basis for a Cal bus. The Wright TT body is orthy of much more consideration an it has had in the past because it is ideniably practical and well finished. From the operator's viewpoint the Ivantages of operating Bedford are eli known — relatively easy Laintenance, simplicity and readily railable spare parts. Add this to the lusuisse body structure from Wrights, .hich is strong and designed for a long re and quick, easy repair, and the end 7oduct is a vehicle which should prove -able of giving reliable service for a [ ng time. Its crowning feature, though, must be its price. The test bus, which can carry 61 passengers, has a price tag of under 1:4K,Onn or well under i:1,100 per passenger. This surely must make it unbeatable value for money.
PASSENGER APPEAL
Good value might attract operators, but it will not affect passengers, who are more likely to be influenced by its looks and comfort. But here, too, there should be no serious problems. Once inside, passengers will find a good environment, an obstruction-free floor and adequate ventilation and heating.
The only disadvantage is the floor height necessary in the upright, underfloor, mid-engiised bus. The distance from the ground to the first step is 370mni, then there are two 280min steps to the cab area and a further 200hum step into the saloon, which has a completely flat floor. We found the entrance well thought out, with strong door-mounted handrails and a central stanchion providing plenty to hold on to. But the entrance might seem formidable to the infirm or elderly — sonic passengers may require help and understanding from the driver when boarding or alighting.
Interior trim is simple and pleasing; laminate side panels are nicely complemented with grey cord material, giving a warm feel to the area around the cab areas and reducing the possibility or rattles from areas such as the cab and the saloon door. A parcel rack fitted to one side of the saloon provides capacity for light shopping. the ceiling, which is clean and free from obstructions, adds to the roomy appearance of the bus.
Saloon lighting is hidden in the coving area opposite the parcel rack. It gives adequate light and should prove vandal proof
SUMMARY
The Bedford undoubtedly has a great deal to offer the bus operator. It is no coincidence that our test bus was lent by the Maidstone Borough Council, which has a fleet or similar vehicles with a variety or body styles providing local services in the Kent county town on All already commercial basis.
The suitability or the design for contract arid short-haul private hire should add to its attraction.
• by Noel Millier