NEW YORK FAVOURS THE I R-ENGINED DOUBLE-DECKER
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THE Fifth 4venue Coach Company, New York, claims to be the oldest passenger road-transport concern in America. It,s charter was granted in 1885, and for many years horsed coaches operated in the famous 'thoroughfare from which the company gained
its name. It was not, in fact, until • 1907 that the first petrol-engined bus was put into service, and this was a model inipotted from France.
An idea of the importance of the work done by this concern can be gathered from the fact that for the year 1942, the total passenger revenue amounted to 4,692,666 dollars. This is a considerable increase over the figure for 1941, partly because there was a 12:clay strike in the latter year, and partly on account of the increase in passengers due to the curtailment of the use of private cars resulting from the rationing of tyres and petrol. Actually, from the early part of December, 1942, the service, as measured by bus miles, had to be cut by 15 per cent. in accordance with instructions from the Federal Office of Defense Transportation.
During 1942, the company ran a-daily average of 219 two-man-operated double-deckers, and it is believed to be the only bus company in the country which utilizes the services of both conductor and driver on each of its vehicles of this type.
The average earnings per vehicle per day were 54.17 dollars, or 56.30 cents per vehicle-mile operated. As the standard fare was 10 cents, this meant slightly more than five cash fares collected per vehicle-mile, and except for the collection of these comparatively few fares, the conductor has practically no other duties to perform in connection with the safe and efficient operation of the vehicle.' The number of paying passengers carried was 43,305,129, and the average per vehicle per day, 542.
One of Five Operators in New York
It must be remembered, of course, that the company with which we are now concerned is only one of five operating in New York City, the other four representing between them just over 1,000 vehicles in daily operation.
What .we are treating with mainly in this article are the latest types of vehicle employed in the Fifth Avenue Coach Company's fleet. It will be noticed that one of our illustrations shows a saloon bus, a type which is run on certain routes, but for which we have no figures, and the main poi4 is the enthusiasm which the company is displaying for its double-deckers. It is probably partly the use of these vehicles which has reduced the deficit on operation from 434,287 dollars in 1941 to 81,684 in 1942.
Between the new double-deckers and the first public conveyance in New York lies a period of just over 200 years of progress—from the ox-cart, which was put into service on Broadway about 1740, to the latest oil-engined machines. Between these times there were in use horsed coaches, horsed and steam trams, followed by electric trams, and it is interesting to note that as early as 1913 the company owned a number of covered-top double
• deckers.
The first of the latest-model double-deckers was put • into service about 1938, and was numbered 2,000. That which we illustrate is No. 2,002. It has an overall length of 33 ft., and an overall width of 8 ft., the unladen weight being, 21,460 lb., representing 6,750 lb. on the • front axle and 14,710 lb. on the single rear axle ; the laden weight, estimating the passengers and crew at 150 14. each, is 32,560 lb.
The lower deck carries 31 and the upper deck 41, a total of 72. Seat spacing, from the back of one seat to that of the other, is 2 ft. 61 ins. for the lower deck, and 4 ft. 7.1 ins, for the upper, the aisle having a width of 1 ft t 8f ins. in each case. The
• wheelbase is 18 ft. 1 in., and the front and rear tracks are 7 ft. and 6 ft. respectively. The single front tyres are 10f ins. by 22 ins., and the twin rear tyres 10f ins, by 21 ins. The turning radius (over corners) is 42 ft.
As with previous models, the engine is mounted across the rear of the bus, where
it is totally enclosed, but is rendered easily accessible by the removal of a panel which covers more than half the width of the body. It is claimed that this method of installation prevents exhaust gases from entering the vehicle and greatly reduces the noise, whilst every inch of interior space can be employed for carrying passengers.
Another point is that the weight distribution is, roughly, one-third on the single front tyres and two-thirds on the dual tyres at the rear, which 'is said to give freedom from any tendency to skid or sway.
Entrance is at the near-side front, by double doors, each of which fords; the total width being 3 ft, 10 ins.; the double exit doors are at the near side, just forward of the rear wheels, the width being 2 ft. Oi in. Floor height from the ground is 1 ft. 44 ins., but th first step, in each case, is 1 ft. 2 ins. "
Reverting to the engine, this is a Yellow Coach product, known as the " Yellow," with six cylinders of 5-in, bore and 6-in, stroke, the capacity being 707 cubic ins. The S.A.E. h.p. is 60, and the b.h.p. at 2,000 r.p.m., 165. Ilse of an automatic gearbox obviates the employment of a clutch, and thus relieves the driver of the labour involved in the usual hand operation of a gear lever, whilst there is no poesibility of grinding or clashing the pinions. It is estimated that this arrangement cuts out some 2,500 gear changes normally required during a 10-hour run in New York City.
Some Petrol and Oil Comparisons These big vehicles cost about 20,000 dollars each.. Whilst costs per gallon for petrol and oil fuel are much
the same (except for a cent-and-a-half U.S. tax on petrol), these oiblengined double-deckers have been found to average 4.34 m.p.g. compared with 2.88 m.p.g. on petrol, a saving of 51 pe'r cent. •
To operators in Britain both these figures will certainly appear unusually low, at least if we compare them with petreland oil-engined doublesdeckers running in this cou.ntry. No doubt this is due to the fact that an engine of much larger capacity is employed in both classes of American vehicle, and, after all, the cost of fuel in the States is not such an important item of running cost as it is in Britain, where the taxation of fuel is so heavy, quite apart from the basic cost after its
long journey. Here it is nothing exceptional to. obtain figures not far from double those kiven• above. , It is
probably for this reason that the larger Fifth Avenue vehicle carries such a capacious fuel tank; this actually holds 100% gallons. We must consider, also, the fact that the standard American gallon is slightly smaller than the British gallon, although not sufficiently so as to justify such big differences.
In other respects the American bus is built in a biEc way. For instance, its radiator capacity is 121 gallons, and the 12-volt battery has a capacity of 126 amp.. hours; even the oil capacity of the engine is 20 quarts, i.e„ five gallons.
We have already referred to the low platform. This is naturally combined with excellent headroom, which is claimed to be 6 ins, more than is usually found in other makes of Ameridan double-decker. This headroom facilitates the movement of the passengers, and the doors being air-operated add to this asset.
As will be seen by reference to the illustrations, the bodywork and panels are riveted. The body itself is built almost entirely of aluminium alloy and has con
siderable structural strength combined with reasonable weight for the overall size. The, seat f7rarnes are of
tubular construction, and the cushions are of cellular rubber, self-ventilating and upljolstered in mohair; the employment of springs has been obviated. This form of seating is said to be as comfortable as that found in most private cars.
For this information and the illustrations concerning these vehicles we are indebted to Mr. John E. McCarthy, President, Fifth Avenue Motor Coach
Company, New York. _