by Bill Godwin 0 Yes and no to the trolleybus in Italy
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DESPITE plans to shed the trolleybus in Genoa, Rome and Trieste, Italy remains its stronghold. Environmental awareness on the Continent (the case for the trolleys in the UK was argued by Derek Moses, CM April 7) has strengthened the case for electric vehicles and now Milan (ATM) plans to add 100 more trolleybuses to the country's largest fleet. The 55-mile ATM system opened its first route in 1933 and of the 40-odd Italian trolley operators has the most artics.
This year could be claimed the 90th anniversary of the trolleybus for in April 1882 Werner Siemens began trials of his Electromote in Berlin. However, several years passed before the current method of current collection was reliable enough for the railless system of electric propulsion to become reasonably successful in passenger and goods transport. In Germany, early installations assisted horse-drawn drays on steep gradients.
However, it was not until the early 1930s that the trolleybus showed its full potential. German experience culminated in a total of 68 trolleybus systems in the post-war period of recovery. The dramatic decline since then is further underlined by the news that of the seven remaining systems in West Germany three — Wuppertal, Rheydt and Offenbach — are earmarked for conversion while in the eastern part of the country where nine towns still run trolleybuses, three networks (East Berlin, Dresden and Leipzig) will not renew their equipment.
Russia. with 38 systems, continues to back the trolleybus. Its 55-mile SimferopolYalta run was Opened only 10 years ago. On the approaches to the Angara Pass the vehicles climb to an altitude of 2000ft above sea level. This system, serving a holiday region with modern Skoda trolleybuses, also uses some 25 hybrid goods vehicles. These are equipped for electric traction and have diesel generator packs for deliveries to off-route premises. Another feature is the experimental use of double-heading with two close-coupled buses operated by one man.
Choice of vehicles is now severely limited in Europe (and overseas) — although American Motors is ready to adapt its new Transit Bus design, shown at Transpo '72, to electric traction — and some operators outside the Eastern Bloc have turned to Czechoslovakia for new equipment. Helsinki is buying Skoda trolleybuses while Tampere may f011ow this lead or, alternatively, convert to diesel bus operation.
Topographical reasons combined with the freedom from pollution in a country heavily dependent on tourism have given Swiss trolleybus systems a unique cachet in Europe. Lausanne, Biel and St Gallen have applied tramway-type practice involving the use of large capacity drawbar-type trailers to accommodate peak commuter traffic. In Zurich, Basle, Geneva, Berne and Schaffhausen the large articulated vehicle (built to an advanced, standardized specification) is preferred although full trailer operation is also practised on the interurban route skirting the Lake of Thun.
O Swiss operators benefit from higher gvw limits
LEGISLATION has now been passed by the Swiss Federal authorities for the introduction of a three-year trial for a 100 lunph limit on all roads except motorways, and this autumn the higher gvw limits announced last year and reflected at the Geneva Show will enable some Swiss operators to rationalize their distribution practice. The obstacle which continues to block more general benefits lies in the requirement for 10 hp /ton gvw for solo vehicles while the 8 hp /ton gcw for road trains and articulated vehicles will also retard an early move towards the higher weights.
O French haulage costs up 16 per cent in two years
AN EXAMINATION of road haulage operating costs by the French Comite National Routier (CNR) reveals that running expenses have risen by 16.2 per cent in the two years from February 1970 to February 1972. The CNR investigation shows that wages and social service contributions accounted for more than 21 pc of the increase. The heaviest rise (23 pc) was recorded in tyre costs which now account for 7.6 pc of current total operating expenses. Repairs and maintenance rose by 19.4 pc in the two-year period while fuel now costs 8.6 pc more, and accounts for over one-fifth of operating costs. Surprisingly, vehicle insurance, etc, which required 5.4 pc in 1970 had only risen to 5.6 pc of running costs in 1972.
O Steyr lorries for UK?
OF TWELVE AUSTRIAN vehicle manufacturers founded in the time of the old monarchy only three names have continued to the present day. Now that the recent reorganization of both 0eAF and Graf & Stift — in which the former will continue to produce hgv while G & S is to concentrate on psv — has placed them under control of interests associated with foreign capital only Steyr-Daimler-Puch continues as a pure Austrian enterprise. If current evaluation of the UK market potential proves favourable Steyr heavies may join the firm's other exports, including the Haflinger and bicycles.
In the meantime, there are signs that closer co-operation with Daimler-Benz will soon give Steyr additional outlets for its high-quality parts and components. Access to the world-wide Daimler-Benz sales organization could also extend the markets for Steyr off-road vehicles. In return, Daimler-Benz expects to strengthen its position on the Austrian market.
El Tunnel to convert from rail to road
WHILE CONSTRUCTION of the new St Gotthard 10-mile road tunnel will provide a safe all-weather crossing of the Swiss Alps it will also relieve the rail shuttle which, in the winter, is the main means of moving vehicles to and from Switzerland's southernmost canton. Now comes news that an Alsace railway tunnel opened a little over 30 years ago is to be abandoned by the French State Railways so that work may start on its conversion to a link in an important trunk road scheme. The tunnel, between Ste Marie-aux-Mines and St Die, is almost five mites long and after completion of the £6m reconstruction scheme in 1975 will bring considerable economic benefits to the area by opening up a new through route between Nancy and the development area around Selestat.