An Englishman Looks at
Page 40
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Canada's Buses
CANADA, like the U.S.A., has an extensive road passenger transport system; the methods used in both countries are much alike. Vehicles fall into three categories: laege and small city buses. long-distance coaches, and school buses.
In the cities, wide use is made of 26-30-seaters with standing capacity
limited only by volume ! Engines of these machines are generally, at the rear in a transverse position, with right-angle drive through a short shaft to an offset final transmission line.
Unbalanced Design
Petrol engines of conventional design power these vehicles, the three-speed synchromesh gearboxes of which are remotely controlled. The whole conception appears unbalanced. Cheap engines are fitted, together with elaborate auxiliary equipment for door opening and other functions
Bodywork of these "small" buses is generally not of a high standard. Sliding windows often do not work. Floors are of heavy metal with a stamped diamond pattern, and the complete assembly rattles when in motion. Nevertheless, these vehicles appear to offer reliable service.
In contrast, the larger buses are well made and, although their exterior appearance is usually too bold for British taste, the interiors are excellently appointed and tastefully decorated. The Fageol Twin coach is typical of this type and appears to be displacing smaller B6 vehicles engaged on long-distance services.
The torsion-rubber springing of these vehicles is reliable, but a little fore-and-aft pitching occurs. Road speeds are high, but do not feel dangerous to passengers. The Lysholm-Smith type of torque converter and the larger petrol engine ensure smooth, rapid acceleration.
Both large and small buses are operated by a driver who issues tickets with the aid of coin machines as passengers enter. Two fare systems are in force.
In the towns there is the unit fare, and transfer tickets are .available. Passengers deposit their tickets in glass-walled retainers. On longer services, the driver •collects the money and 'issues change from a machine. The value of the fare is registered on a ticket-issuing machine and the passenger returns his ticket to the driver at the end of his journey. In many buses, a holder above the windscreen carries a removable plate on which is written the driver's name. • Doors are pneumatically controlled by the driver, and in winter months ample heat is provided and maintained by the closed doors. Hotair ducts and small electric fans de-mist windscreens, but visibility is still rather poor because of the large structural members, such as dashes and pillars, placed in the driver's fial of vision. Many windscreen slope down and then rearward in the lower part, in effect wrapping the steering wheel.
Tie front entrance necessitates a long overhang, which is .uncommon to British eyes. This is disconcerting to other drivers when the bus pulls. away from the kerb to avoid a stationary vehicle, especially as the operation is often done without warning or regard for oncoming traflic. As road courtesy hardly exists, drivers expect anything to happen. It is only their in-bred awareness that keeps accidents down.
Rear Oil Engines
Long-distance coaches are in many cases powered by rear-mounted oil engines, which are inclined to be noisy and smelly. The floor line is high and the windows are like small portholes, mounted high and separated by wide pillars. Most seals are adjustable for rake to suit individual passengers.
As many children have to travel long distances to school, transport is often provided for them. Most vehicles on this work have specially designed bodies mounted on normalcon trol lorry chassis. Many safety few:tires are embodied, including a single door immediately behind the driver on the near side (the right).
Shelters for waiting passengers are not provided and there is no travel discipline.