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Motor Omnibuses; Chars-a-Bancs; Ambulances.

9th December 1909
Page 14
Page 14, 9th December 1909 — Motor Omnibuses; Chars-a-Bancs; Ambulances.
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Which of the following most accurately describes the problem?

Motorbus Object-Lessons from London and Eastbourne ; Chars-a-Bancs for Interurban Services ; Metropolitan Asylums Board Motorizes its Whole Service.

The fact that the ordinary £100 stock of the London General Omnibus Co., Ltd., now stands at £18, compared with £115 at this time four years ago. and with over £200 some years previously, must not be allowed to foster the impression that the motorbus, per se, is responsible for such an unhappy result. Had the motorbus movement in London been allowed to develop upon rational lines from the commencement, instead of its being the victim of sears organization, a. larger number of examples of individual success, over a considerable period, could be denoted. There are 1,049 registered motorbuses in London alone. Contrary to an erroneous impression which has grown in the minds of the public, it is probable that the motorbus ha* actually prolonged the stormy existence of the premier London omnibus company. The horse omnibus is obsolete and has now, especially in London, no raison cl'are. The difficulties of the L.G.O. Co. are directly traceable to " dead capital," and to a reluctance resolutely to close down the horse-omnibus department, which, for some while past, has not justified its existence. Other London companies, less hampered, aro finding motorbuses, in spite of the strenuous opposition of the big amalgamation of the General, Road Car and Vanguard interests, to be a paying proposition, and it is of interest to note, as justifying our fully-maintained belief in the practical value of such machines as a factor in the transport arrangements of thickly-populated districts, that an existing company, which runs Straker-Squire and Arrol-Johnsten machines with very satisfactory results, is immediately to increase its fleet by 50, and that two new concerns are preparing plans for the early inauguration of competition with 200 new machines. If is, of course, admitted, that passenger-transport conditions iii London are unique, but it is necessary to emphasize the opinion that. the motorbus, as a practicable machine, has not been the failure in the Metropolis it is occasionally designated by an ill-informed section of the public : developments in other directions must not be allowed to be retarded by reason of this misconception. Examples of satisfactory operation, besides that of the smaller Metropolitan companies, are not far to seek, in spite of the rate-aided opposition of tramway and other vested interests. The results achieved by the motorbus department of the Eastbourne Corporation, as revealed in its most-recent—the seventh—annual report, are far in advance of any provincial tramway undertaking of similar capacity. In this south-coast town, it was originally intended to instal a sevenvehicle electric-tramway system ; this was to have cost £30,000. An alternative seherne provided for four trams and the necessary incidental equipment, at a cost of £20,000. To-day, after seven completed years of working, the ratepayers own 16 motorbuses, a well-equipped dept and ample spare parts, in respect of which the capital debt stands at only £11,806. The seventh year's gross profit amounted to £2,375, and this with a fleet which COULaillS many old types of machine. The success of the Ityknield Co., of Burton-on-Trent, which "has secured all order foe 40 of its motorbuses (fitted with Atlas cast-steel wheels, by the way) for service in Brussels, the continued inauguration of new services for inter-urban employment by means of " Commer Car" vehicles in various parts of the Provinces, and the extended use of such machines by various British railway companies, are all additional examples of the. fact that the public-service motorbus and char-a-bane is " winning through," in spite of serious initial set-backs.

It is of importance to realize that the majority of the machines, after several years of hard service in the Metropolis, are being run at a total cost, inclusive of every possible charge, which is below 9d. per bus mile. The L.G.O. Co., in spite of adverse weather conditions throughout the year, has reported a balance on the profit-and-loss account of £76,205 for the 15 months ended the 30th September last.

The double-deck motorbus has certain characteristics which fit it specifically for some classes of traffic, but vehicles of adapted char-a-banes type are finding increased employment, both throughout the Provinces in the United Kingdom and in Foreign and Colonial areas. Many of the makers, whose business announcements appear elsewhere in this issue, have sent examples of this latter class of machine to all parts of the world; they are prepared to submit close estimates and specifications for vehicles to serve under any climatic or geographical conditions. Large under-chassis clearance, steel wheels, dust and sand-proof gears and engines, paraffin carburetters, special wheel-gauge and steering-lock provisions, elaborated coaling arrangements for hot or cold climates, fool-proof gears and engine controls adapted for operation by native drivers, and special bodywork requirements, are some of the modified details, to the respective need for which manufacturers are nowadays fully alive. A very interesting development is demonstrated in the case of the petrol-propelled tramcars, designed and built by Sidney Straker and Squire, Ltd., of Nelson Square, Blackfriars, London, S.E. Twelve of these machines were employed throughout the summer this year at the International Exhibition at Shepherd's Bush. The possibilities of the adaptation of this system, for narrow-gauge railway and tramway purposes abroad, are practically unlimited, and their maker is more than satisfied with the interest which these machines are creating. One of these cars is illustrated on page 297. Development in the design and employment of public-service motorbuses, and of vehicles for hotel and similar service, has largely remained in the hands of builders of petrol-propelled chassis. The electric-battery-propelled machine has not secured a substantial footing in the industry, a ltho ugh experimental petrol-electric systems are still contemplated. Steam vehicles, of types distinct from the steam wagon proper, merit consideration, especially for certain classes of Wound employment. The steamdriven 2-ton chassis, fitted with a flash generator and a Serpollet type of engine, which is built by the Sheppee Motor Co., of York, and is in satisfactory employment in this country, both as a lorry and as a public-service char-ii-banes, will have many applications abroad. With reference to the allied type of conveyance, the motor ambulance, for which, as a rule, a similar class of chassis is used as fur a motorbus, we cannot do much better, in order to point to the extensive developments which are taking place in that branch of the trade, than to recount, somewhat fully, a decision, by which, before many months have passed, the last horse will have been superseded as a means of traction for the extensive ambulance system of the Metropolitan Asylums Board, in London.

Last week, the ambulance committee of this Board reported that all necessary steps had been taken for the substitution of motors for horses at the Western Ambulance Station. In a few days, the last horse would have been removed, and the whole of the station work carried on by motors. In the opinion of this Committee, the Eastern should be the next station to be fully equipped with motor vehicles. Three motor omnibuses were already placed there, and the addition of nine ambulances would complete the equipment. The Committee would have preferred to postpone this proposal for retension until a full report had been produced of the working of the Western Station, but it as reminded by the recent eccurrenee of several cases of small pox in London that the time was approaching when, if the past was any guide to the future, the disease would again become prevalent in London—probably during the winter of 1910-11. It, therefore, was desirous of accelerating matters, as experience showed that, to effect the change from horses to motors at the Eastern Station efficiently, and with the least-possible dislocation of the service, it would probably take little short of 12 months.

In conclusion, the Committee recommended; (1) that the Board approve of the principle of substituting motors for horses at the Eastern Ambulance Station, and hereby authorizes the Ambulance Committee to take all necessary steps in the matter ; (2) that the Ambulance Committee be authorized to obtain tenders for the supply of nine motor ambulances, and, in conection therewith, toemploy the services of an expert adviser.

Both recommendations were adopted. It is of interest to note in connection with this far-reaching decision thatDennis Bros., Ltd., of Guildford, has just delivered nine brougham-type ambulances to the Board. These are 18 h.p. machines, and the price in England, complete, is £425. Several other makers have specialized in this direction, such as Albion, Halley, Lacre and StrakerSquire, and it is safe to assume that all those manufacturers, who are in a position to quote for motorbuses, are open to estimate for ambulances equipped with all the latest structural fittings.

Tags

People: Bush
Locations: York, Brussels

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