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Bus  Transportation 


INDEX  TO  VOLIMK  II 


Jntiunrv  to  December,  l^f2^ 


McGraw-Hill  ('.ompany,  Inc 


Tenth  .\\cnuc  at    1  nirt>  -ivtii  ^trm 
New  York  City 


Nm 


H  .  1  > 


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Instruction  for  Use  of  Index 


THIS  index  is  essentially  a  subject  index,  not  an 
index  of  titles.  Articles  treating  a  number  of  dif- 
ferent subjects  are  indexed  under  each  of  them. 
Wherever  the  article  relates  to  any  particular  trans- 
portation company  or  to  matters  applying  to  a  particu- 
lar city  or  state,  a  geographical  reference  is  made. 
Groupings  are  made  under  the  name  of  the  city  in 
which  the  main  office  is  located.  City,  state  or  foreign 
affairs  appear  under  the  names  of  the  city  or  state  or 
foreign    country   involved. 

References  to  the  activities  of  associations  closely  allied 
to  the  bus  transportation  industry  are  given  under  the 
names   of  the   various   organizations.      Proceedings   of 


other  associations  and  societies  are  indexed  in  general 
only  in  accordance  with  the  subj'ect  discussed.  Short 
descriptions  of  machine  tools  appear  only  under  tfie 
heading  "Repair  shops  and  equipment"  and  are  not 
indexed   alphabetically. 

In  the  subject  index,  if  there  is  a  choice  of  two  or  three 
keywords  the  one  most  generally  used  has  been  selected, 
cross  references  being  supplied.  Below  will  be  found 
a  list  of  the  common  keywords  used  in  the  index  to  this 
volume.  This  list  has  been  subdivided  for  convenience 
into  thirteen  groups,  but  the  group  headings,  shown  in 
capital  letters,  do  not  appear  in  the  index  unless,  like 
"Fares,"  they  appear  also  in  the  small  type. 


Classified  List  of  Keywords 


Accidents  .and  Accident  Legal 

Pre\ENTION  Franchises 

Accidents  Safety   work  Regulation 

Equipment  of  Buses 
Axles  Body  Brakes 

Chassis  Engine 

Electrical  equipment 
Standardization 
Tires 

Transmission    (gearset) 
Wheels 

Fares 

Fare  collection 

(including  apparatus) 
Fares 

Financial  and  Statistics 

Accounting 
Financial 
Market  conditions 
Statistics  Taxes 

HiGHW.AYS 
Highways 

Maps  of  bus   routes 
Paving 
Snow   remo'val    '  OTraffic  signals  Employees  Wages 


Structures 


Legal 
Taxes 


M.aintenance 

Inspection  of  buses 

Lubrication 

Maintenance   practice 

Purchases  and  stores 

Repair  shops   and  equipment 

Road   service 

Tests  of  buses   and  equipment 

MiSCELL.ANEOUS 
Book   reviews 

Operation 

Accounting 

Advertising 

Combinations  of  operators 

Fuels,  and   fuel   economy 

Insurance 

Record   forms 

Taxes 

Personnel 


Garages 

Overhead  contact  system 
Repair  shops  and  equipment 
Terminals  and  waiting  stations 

Traffic  and 
Transportation 

Application 

Competitive   relations 

Freight  and  express 

Merchandising  transportation 

Publicity 

Public,    Relations   with 

Schedules  and  time-tables 

Traffic  investigations 

Traffic  records 

Traffic  signals 

Types  of  Vehicles 

Electric   storage   battery  buses 
Gasoline  electric  buses 
Motor  buses 
Service  trucks 
Steam  driven  buses 
Trollev   buses 


INDEX  TO  \  OLr.ME  2 


January    1-60 

February    Cl-11-1 

March : 115-166 

April   167-214 

May    215-264 

June   265-314 

July    315-362 

August 363-410 

September .  41 1-458 

October 459-506 

November    507-554 

December    .  .  555-602 


Appll.  .lliotln      .'.■.. I. 111. U..i  I 

—  ^  Id 

—  :  a     •600 

—  '  *     mmenU   on    :M 

A-,^...  ..iliui.,. 

— Aii\iii.»   i»eeiiamnof  in<liviilual  j--«»UiUuii  i 
— Ci-  ..prralion    belwt!«m  c<4wrnlial.   Commt-nlft   on 

— FU.nda     iwe    Motor     Trucic     AwodaUon     oi 

Kloridmt 
— LiHl    of    45.    101.    1-14,    lOH.   24S     4-lfl.    5W1 

— Xfw  York   (*•«  Auto  Bub  AtsocUtion  of  New 

Yurk   Sliit«) 
— Orfffoii     rM*f  Automotive  Carriim"   A^^fxialion 

' — YirGTinia      i  mm     Motor      Bui      AMoelatluii      ot 


llrnk.^- 

—I. 
— ii 
—1. 
— M 
—I'. 
It 


.1   t.i.U  1..^    . 


u  OQ.  s«a 


All' 


•  w  York  Stat**: 


AtXTtleon.   S.   D. 

— AbtTd«'«'n   Motor  Transit  Co.; 

Op«*ralion    sturlcil,    207 
AccidiMits : 

— Automobile  at'cidents,   104 
— Cart'IfsMiwjs.   Comments  on.   286 
— Collision  ill  Seattle.  Waah.,  105 
— Overturned  bus.    *Z72 
Accounting: 

— Basis  for  farc-i.  Comments  on.  287 
— Classiliealion    in   California.    210 
— Cla^'silication   in   Providence.    173 
— CIa>^iti<-aticMi  in   Yonnj:s(own.   175 
— CIa'*sin.  .4liuii    of    A  K  U  A.A..    526 
— D.-tt-rmininp  oosl    [Rtaderl.  c340 
— Furms    useful.     [Swintl.    •576 
— Gross  items  only,   215 
— Standardized    method    needed.    Comments    on. 

138:    [Swim].   2S0 
Advertising    laee    also    Publicity  t; 
— Hillside   Bus   Assn..   219 
— Methods   used   in   Newburph.   N.   Y..    •329 
— Terminal   maintained   by.   563 
Air   Service.    Comments   on   DifOcultles.    681 
Akron.   O.: 
— Bus   discussed.    46 
— Bxis  operation   ordinance.   57 
— Northern   Ohio  Traction  &  Lifi:ht  Co.: 

Bus    operation    [Blinn].    •OB 

Cost   analysis.   55 
Alaska: 

— Place   for  buses.    531 
Albany.  N.  Y.: 

— Woodlawn   Improvement   Association   St  Trans- 
portation Co.: 

Fare  increase,  159 

Receivership.  210 
Aldrich.   W.  M.    (see  Syracuse.   N.  Y.) 
Alliance.   O.: 
— Cox  Transportation  Co.: 

Receivership,    159 
Allied    B^s    Association : 
— Organization.   478.  494 

Amerif-an  Association  of  State  Highway  Offlcials: 
— Office   in   WashioBlon.   147 
American    Electric    Railway    Association: 
— Bus   exhibits    at    convention.    457.    •519.    Com- 
ments  on.    532 
American    Good   Roads  Congress: 
— Thirteenth   conpress: 

Procram,   48 
American   Road    Builders    AsH*n.: 
— Officers  nominated.    151 
Amsterdam.  N.  Y. : 
—Bus  line  to  Ballston.   N.  Y.,   108 
Applications: 

— Analysis  of   future.    ^320:   Comments  on.    339 
— Ball  Kame  special.   306 

— Buses  operate  with   railways   flooded.    •514 
— Buses     replace     New     Jersey     railways.     •411: 

Comments  on.  436 
— Chicafro     traffic     [Ritchie].     352.     383:     Com- 
ments  on.    388 
— City  service: 

Brattleboro.   Vt..   550 

Comments  on.  190 

Everett.    Waph..    "459 

Middletown.   Ohio.    'CIS 

Newbureh.   N.  Y.,    •103.   257.  469.   533 

Small   cities   [Taylor].  c535 

Stre-ator.  III..   595 
— Community  bus  line  in    East   York.   Pa..   545 
— Co-ordination  advocated   [Hardincl.  352:  Com- 
ments   on.    338 
— Co-ordination        with        rail        facilities.        82: 

[Emmons],    238:    [Kennedy].    253:    [Lane]. 

c288:     [Reeves].    527;    Discussed    by.    A.E. 

R.A..    526 
— Development    in    1922.    10;    Comments    on.    34 
— Diseussed    by    U.  S.  Chamber  of  Commerce.  688 
— Far   East    development    [Irvine].    147 
— Field   for  company  operations    [Jacksonl.    121 
— Field    for   trolley-bus    fQueeneyl.    203 
— Field   of   individual    operator    [Jackson].    121 
— Free    service    from    parkinp  space     26 
— Growth.   Causes  of    [BoUum].  251 
— Growth    of    bus    operation    by    railways.    482: 

Comments   on.    486 
— Hijrh-KTade   coach    ser^'icc    [Seelyl.    96 
— Metropolitan   service  compared.  "23 
— Open   air  ridinjr.  Comments  on.   241 
— Oullyinpr   section   of    Detroit.    ^223 
— Pacific    Electric   Ry..    ^229 
— Printinc  company  buys  bu<i,   271 
— Problems  of  motor  industry.   351 
— Railways'   activities.   353.   402.   448.  482.  495. 

•.545.    593:    Comments    on.    486 
— Recojrnition   abroad.   447 
— Relation       of      motor      trucks       to      railroads 

[Barnes],    146 
— Pnhool  buses  in  Tennessee.   420 
— Sircpingr  service  announced.   594 
• — Stag-es  and  buses.  Comments  on.  89 


— O't'.'b.  r    nuitink'. 

Insurance    and    mow    removal.    544:      Com 

m.  r:t      f.'i      '.vt» 

Au!  Asfl'n.: 

.NinUT     r..|H     ■*.-.■  I  I'-n       ,t;t.-t.     447 

Automotive  Carrier^'  AH>^>eliition  of  Oreron : 

— ActivitK-fl.   160 

Automotive   Industry   growth.    575 

Automotive   SImplifltKl   Practice   Committ»-e: 

— Plans.  299 

Axles: 

— Double   retluction: 

Huik    type.    "292 
— Flint,    lipht-duly  rear  axle.    *37 
— Roller  bi'arinits.    HufTmann.    •245 
— Russel    axlo   n-modeled.    ^93 
— Typc^   US4KI  on   hum-n.    42.   94.    144.    196.    S46. 

296.    346.    394,    442.    490.    540.    580 
— Underslunir   worms   for  Fareol   coache*.    •393 


B 


•574 


Bairpatro  cbt-rkinfr  in  California. 

Ballimorp     Md.; 

— Baltimoro  Transit  Co  ■ 

Jan. -June  rpiwrl.  697 
Bay  Cities  Tran<»it  Co.   (8«e  Santa  Monioa,  Gal  > 
Biniraman  &  Rj'ynolda   feee  Pott»town    Pa  ) 
Bloomincloii.  III.: 
— Riltcr  Motor  Bub  Co.: 

Oppos.it]  by  steam  roads,   206 
Blue    Ridre    Transportation    Co.:     (ice    Haceni' 

town.   Md.) 
Body: 

— .\j)li  rTitllors.    Looli-type.    •2n."i 
— Bali   iM'.irinirs    for  earryinF,    •345 
— Body  buildi>r»'   Ans'n..  American.   308.  447 
— Bus  seals.   Water  protector,    •233 
— Constni'-tion   to  reduce   cost,    •"O 
— Desijrn  and  construction  in  California.    *^lo 
— iDevelopnirnls   in    1022,    '15 
— Door  bumper.    .\diU!*t.ible.    •SHS 
— Double  ditk   with  internal  stairway.    •187 
— F.inB   for  bu(*e«.    *205 
— Hciler     Xobie    floor,    •.537 
— Heater.    Repister   type.   Linendoll.    •204 
— Lone  sedan  type  with  radio,  '441 
— Lyon,     Three    compartment     charabanc     type, 

•40 
— Mirrors  advocated.  25 
— Paterson.   for  hotel   service,    '40 
— Plymouth.    Streetcar   type,    •OS 
— Pneumatic  bus  se.it,  Parker    ^342 
— Seals  fold  for  handlinir  express.   •SSS 
— Seats,    Wc.ither    protection    for,    •232 
— Sedan    type.    Specifications.    '15 
— Speedometer.    Heavy   duty,    '430 
— Statistics   of   desiBTi.    •IS 
— Stewart   &  Stevenson  Ijrpe.    •S 
— Street    car    tjix-.    Specifications,    •lo 
— Taxicib  construction    [Bcrsie],   230 
— Tops  with  rollers  used  in  Tosemite 
— T\-pical,    •IS 

— Ventilator  with  rrill  rerulation,    ^402 
— Viser  for  automobiles.    •SOG 
— Window   raising  device,    ^03 
Book  reviews: 
— .Automotive    limition    systems,    by    E. 

soliver  &  G.   J.   Mitchell,   4S5 
— Automobile  pattern  draftinr,  by  F,  X 

45,-. 
— Handbook  of  automobiles,  100 
— His-hway  research  projects,  by  W.  K.  Hatl.  407 
— Motor     IranBportatlon     of     merchandise     and 

passenirers.    by   Percival    White.    .310 
— Motor  vehicle   transportation  by  H.  C.  Spurr, 

—Railroads — Ratca,  Service,  Mana«ement  by  H, 

B.  Vanderblue  and  K,  P.  Bnnress,  278 
What,    when    and    where    for    the    moloriit    bv 

F.   Wenlel.    407 
Boonton.    N.    J.: 
— Boonton  Xew.irk  Bus  Co.: 

Receiver  sells.   109 
Boro  Buses.  Inc     (sec  Red  Bank.  N.  J.l 
Boston.    Mass.: 

— Auto  show.  Buses  at.   •I?? 
— Boston    El.valed    Ry. : 

Bus  service.   30,   50.   250 
— Marsters  Tourinr   Airency: 

Limousine   type  buse«.   •173 
Boulevard  Transit  Co,    (sec  Minneapolis    Minn. I 
Boulevard  Transit  Co,    (see  Omaha.  Neb  I 
Bradford,   Pa  : 
— Latham  Motor  Bus  Lines: 

Snow    flirhtinr.    •137 
Brakes   and   brakinff  e<iulpmenl 
— Air    system     •3n,    488 
— Four   wheel    l>-pc,    ^242 
— Front    wheel     on   licht   ch,as«l8.    •Ssa 
— Hydraulic.    Horace    type     •2n7 
— Hydraulic  success  in  California.  'SB. 


•315 


L.   Con- 
Morio. 


1  rrur  mxle  bouc4iw.   *6K4 


a    Kiui  I 


llUi  ■ 

Ilutl 

— ll ' 

— T 

jU    Co       Ifcc     ; 

Kr  : 

, o 

1 

Ba«i 

■•Bu-    ■  ....,,.1..., 

— Adranlun 

tWauonl.  ciau 

e<NUiluaa*) 

Caltlomlk   Motor  Canlen'    Arn'o: 

— Anti\:..l     mf.tiTik'      lol 

Call  • 

—  11  .       -1    «»,   »&, 

— ('  'roller  and  bus   (Pooliusl     M» 

— »i  -l.     for     1922,     307;     (RcwWI. 


S 

— T 


— \ 

Call' 


«   quevtlonM.   501 
(Tr^rl.I     c.1.',     358 


-.7 

.od.   Cal  t 


Co.    (M*  »••• 

Cambrldre'  Transpoitallon   Co.    («■  CUrksrUll. 

O  I 
Capital    Bus    Line    (see    Oil 
Capital   Traction  Co,    (see    •  I"    < 

!^'»'"'-     ..      ...     .  ...... 

A 


— r 

— I' 
— 1. 


— K 

— M 

— Six    - 

— Bpecifl 

2011 

—St"-."-- 

p; 

— S'' 

— Ste.-.-irj*    ?y-' 

>t«  type.  •»? 


•530 

>r.  •529 


.KM,    'tM 


•11'3 


392 


— rniversal   ]<' 

— Wisconsin  *l[ 

— Worm    p-ar    t.r    .i\  »nr,       •  .;.. 

Cheyenne     Wyo  : 

Bti"  •'•ttI.^  proposed,    15. 

(-'  ■     ■   r  Coach   Co  ■ 

propoMd.   •■■•Ort 

■>iiii  1.  ,..-.    |S.-hwmb),   'SO? 


TyP' 


■  •:'! 
!c     •221 
nl- nts    on    • 
.-leer.    •42- 


— '  .  3M 

'compellll'.ii  '  not    t.-.•^»l.^i.    3i^.    CommenU 
on,     3.38  .«*,- 

Service   and   equipment     'XKl 
ChlcMO     Korth    Shore    k    Milwaoke*    Rr      <•» 

Hithwood.   ni  ) 
China-  ... 

— Bus    scrvl'^    "- 
— Horr  Konr  ' 
— Kalraji  rnra 

— Kwonctunr    T- w  -  ••       -         -     • 
— Shanirhal    system    planned.    4»< 
— Sxe*-how  bus   plans.   382 
Cln~ ' 


Clt;       ■ 

Clark. ;.ij.-.-.   w     Va 
— Remolds  Tall  Co  • 

Meetinr  competition     ".31 


'..    •415 

>ile>Lro.  ni  ) 


Abbreviations :  •niuBtrated.     c  Communications. 

READ  THE  INSTRUCTIONS  AT  THE  BEGINNING  OP  THE  INDEX 


IV 


INDEX 


[Vol.  2 


ClarksviUe.   O. : 

— Cambridgre    Transportation    Co.: 

Record   cards.    "417 
Clayton.   N-  Y.: 
— Dailey's  Bus  Service: 

Bus   with   clerestory   roof.    •470 

Fare  collection  method.    'SSI 

Heavy   duty    plow,    *'.Hi:i 

Waiting"    room.    •418 
Cleveland.    Ohio : 
— Clf*-''"lanH-Akr<>n    BU'^    C>. 

Operating:   rules.    *oo5 
— CIevel;ind-\  uuiit^stown    Bus    Co. : 

Fare   collection   system.    *117 
— Union  Motor  Stage  Terminal: 

All  bus  routes  invited,  354 

Arrang-ement  and  routes  from.  •555 
— W"nH*-r    T'^nr    (yt    America    Co. : 

Incorporates,  109 
Clutch    I  see   Chassis) 

Poloradi  Moto'-  Wav   (see  Denver,  Colo.) 
Colorado.    State    of 
— Buses   declared   utilities: 
— Highway  on   raihoad  bed,   4*25 
— 'Safety   measure.    161 

Columbia  Slag-e  Lines    (see   Portland.   Ore.) 
Columbus.    O. : 
— Zanesville    &    Dayton    Transportation  Co.: 

Incorporation.    1 .10 
Combination   of   operators : 
— Advantages.   Comments  on.  240 
— Basis  of  National  Auto  Transit  Co..   *o 
— Detroit    association.    120 
— Suocess    in   Elizabeth,    N.    J..    •327 
— Watertown.    N.   Y..    252 
Community  Traction  Co.    i  see  Toledo,  O.) 
Competitive    relations: 
— Buffalo.    N.    Y.,    51.    401 

— Bus   in    traffic    [Lane].    <280:    [Emmons].    238 
— Co-ordinating  aspects    [Lee],   81 
— Co-ordination    in    California.     [Pontius] ,    588 
— Coupon-bus  plan  blasted,   54 
— De   Luxe    service    in    Minnesota,    453 
— Illinois  railway  blames  buses.  499 
— London    bus    companies.    305 
— (Meeting'  unfair  pompetition.    531 
— New  Jersey  tangle.  411.   475.   513;   Comments 

on.    436.   533 
— D^ii,.^n,>^    „ff,^,.,,     J  09.    '^OO.    499 
— Schenectady    jitney    situation,    305.    403,    452. 

50U.    551 
— Space  require<l  by  vehicles.    [Turner].  277 

322:     [Ritchie].    352.    383:    Comments    on. 

388 
— Trollev     and    bus    for    New    York    compared 

[Beeler],     "73 
— Trucks  aid  to  railroads    [Bamesl.    146 
— Washington  operators  discuss.   400 
— Weehawken.   N.  J.,   ferry.   52 
Concourse  Bus  Co.    (see  New  York  City) 
Connecticut    Motor    Stage    Ass'n . : 
— Annual    meeting,    544,    590 
Connecticut   Motor   Transportation  Co.    I  see    New 

London,    Conn.l 
Cox   Transportation    Co.    (see  Alliance.   O.) 


•193 


D 


246. 


Dailey's  Bus   Service    (see  Clayton.   N.  Y.) 

Daiibury   Conn.: 

— Danbury   &    Bethel    Street    Ry, : 

Bus  service   and    equipment,    •467 
Danielson.    Conn. : 
— Interstate    Bus    Line : 

Service    and    equipment .    ^571 
Davenport.    la. : 
— Bus  ordinance.    110 
— Tri-City    Ry.: 

Bus    plans.    453 
Dayton,    Hamilton    &    Cincinnati    Rapid    Transit 

Co.    (see  Middletown.   O.) 
Dayton,   Ohio : 

— City    designates    routes.    599 
De  Luxe  Bus  Line   (see  El  Dorado.  Kan.) 
De  Luxe  Line    (see  Minneapolis.  Minn.) 
Denver.    Colo. ; 
— Colorado    Motor    Way: 

Operation    [James I,  c581 
— Denv)T-Ste;imbuat    Springs  Line 

Franr-hisc  granted.   54;  Comments  on,  3-4 
— Paradox  Land  St  Transport  Co. : 

Operation     su<'<'essful.     •3.32 
—Rocky     Mountain     Parks     Transportation     Co. : 

Advertising  bus  service.  26 
Detroit.   Mich. : 
— Detroit  Motorbus  Co.; 

Annual    report.    259.    550 

Extension   of  service.   154 

Prize  crews  rewarded.    •59.3 
— Ford   workers  traffif   problem    [Bibbins]      •561 
— Rational    Auto   Transit    Co. 

Metluuls    and    routes,    ^5 
— R<'d    Star   Motor    Drivers'    Ass'n.: 

Plan   and   fees.    120 
— Wi)lvcriiic  Transit  Co.: 

Methmls  and  service.    ^221 
Dubuque,    la. : 
— ■Terminal    provided    by   Chamber   of    Commerci'. 

303 
DuUith.    Minn  ■ 
— -White   Bu."*    Lines 

Winter  serviee.    •372 
Dunthorpe — Rivera    Line     (see    Portland.    Ore.) 


Eastern    Wisconsin    Electric    Co.     ( see    Fond    du 

Lac.  Wis.) 
East  Avenue  Bus  Line  (see  Rochester,  N.  Y) 
East   St.  Louis.   III.: 
— East  Si.  Louis  Ry.: 

Crosstown    bus    service.    105 
East  York.    Pa.: 
— East   York    Comnundty    Bus   Line: 

Voluntary  contributions  for  support.  545 


El    Dorado,    Kan.: 

— De  Luxe  Bus  Line : 

Service   of.    570 
Eleelrieal    equipment    for    buses: 
— Ignition 

Magneto  and  generator  combined, 

Magneto   with   distributer.    '91 

Types    on    buses.     42.     94.     144.     196, 

296.    346.    442.    490.    540.    586 
— Lighting: 

Generator  and   Magneto   combined.    ^193 

Generator   and   switchbox.    Remy.    '140 

Headlighting      improvements       [Falge      and 
Brown].   .349.    •49;i 

Planning  and  instaKation    [Lee  and  Fessen- 

den).    "273 

Spot  light,   Auto-Reelite.    '40 

Spot-light,   with  reflector,    ^245 

Spot  light  in  windshield.  '441 
— Motive  power 

Pour  motor  trolley  bus.    •290 
— Types  on   various  buses.    196.   246.  296.   346. 

394.    442,    490,    540.    586 
Electric  storage  battery  buses: 
— Lansden    type   in   Danbury,    •467 
Elizabeth.  N.  J.: 
— Elizabeth   Avenue  Bus   Owners'   Ass'n.: 

Traffic  increased.    ^327 
Elmira.    N.    Y.: 
— Elmira    Walkins   Line: 

Bus  replaces  railway.  501 
EI   Paso,  Tex.: 
— El  Paso  and  Los  Angeles  Stage  Line  Co.; 

Permit   sought,    161 
Employees: 

— Bonus  systems  for  safety   and   courtesy.    o4'- 
— Co-operation  sought  in  Chicago,   221 
— 'Driving   strain   problem    [Gleason],    c341 
— 'Good    drivers    necessary,    Comments   on,    340 
— May    party    of    Fifth    Ave.    Coach    Co..    303 
— Recreation       quarters       in       Chicago       garage 

[Schwab].  507 
— Selection  and  training.   •431 
— Vacations    and    wage   increases. 
- — ^Vacation   trip  as  reward.    '593 
— Watches  important,  174 
Engine; 

— Clutch  for  Paris  buses.  '142 
— Continental,  Model  6-B,  •538 
— Details  for  bus  service.  43.   94, 

396.    346.    394.    442.    490 
— Film    of.    553 

— Filter    for    straining    gasoline.    ^143 
— Governor.  K.   P.  Products   Co..    ^193 
— '(lovernor.    McCanna,    "91 
— Governor.   Throttle  balance   for.    ^39 
— ^Hercules,    Model    O,    ^293 
— Hitxh     compression     characteristics     [Hollo  way. 

Huebotter   and   Young],    148 
— High   power    for   mountain   districts,    583 
— Lycoming,    Model    C.    ^343 
— Midwest,  six  cylinder.   '38 
— 'Piston    light    weight.    '441 
— Piston  ring,   two  part,   '585 
— Radiator,   coohng  capacity    [Lockwood].    149 
— Steam  drive  for  bus.   •SSI 
— ^Tuning  up   valve.    ^438 
— 'Waukesha   four  cylinder,    '143 
Engineer  in   public   affairs    [Gaetani],    98 
England    ( see    Great    Britain ) 
Everett.   Wash. : 
— Puget    Sound    International   Railway    &   Power 

Co.: 

Bus   operation    success.    ^459 


Fare  collection: 

— Closed  system,   •ll" 

— Duplex    system.    •326.    •331 

— Experience    in    Cmcinnati.    O..     ^415 

— Light-weight  box.    Ohmer.    ^141 

— Pay-enter-leave  in   New  London,    •463 

— Ortonville    (Minn. )    Transportation   Co.. 

— Problem  to  be  studied,  comments  on,   13 

— Register  for  buses.    •244 

— Single    punch    required.    '575 

— Springfield    fare    box.    92 

— Stores  sell   tickets  without   commissions. 

— Tickets    for   Kansas  City   Line.    •466 

— Weekly   passes   abused.    499 

— -Workmen's  tickets   [Roller],   •I 

Fares : 

— Costs  as  basis,  Comments  on.  287 

— 'Florida,    70 

— Increase    sought    in    Washington,    D.    C. 

Denied.   454 
— Inter-State   Bus  Line,    ^571 
— New  Jersey  question,  Comments  on 


404 


144.   196.  246. 
540.    586 


437, 


33 
Rochester    N.  Y.     (East  Avenue  Bus  Cn.l.  115 
Fifth   Avenue  Coach  Co.    (see  New  York   City) 
Financial: 

— Buses  substituted  for  trolleys.  469 
— California    buses.    55 
— Deferreii   iiayment   on   buses    [  Mclnt.vrc  1 .    325 ; 

[Swan  1 .    237:     [Farmer] .    250;    [Mclntyrel. 

c341 
— Depreciation    charges,    405 
— Divisions  of  Chicago  Motor  Coach  Co..    135 
— M(>tin-  bus  credit  corporation.  263 
— I 'art  1(1  pa  ting    stock    issued.    250 
—  Receiverships  : 

Alliance,    Ohio,    159 

Dayton.   Hamilton  &  Cincinnati  Rapid  Tran- 
sit   Co..    454 
— Responsibility   of    bus    purchaser.     [Mclntyre], 

335:    [Swan],  327 
— Stock    dividend.    Comments    on,    88 
— Stock   sales   to  customers.    •323 
Fixtures    (sc^e  Body) 
Florida    Motor    Transportation    Co.     (sfc    Miami. 

Pla.) 
Florida.  State  of: 
— Association    (see   Motor  Truck    Association  ol 

Florida )  ; 
— Routes   and    service   in.    ^05 


Fond  du  Lac,  Wis.: 

— Eastern   Wisconsin    Electric  Co.; 

Inierurban  bus  service.  257 
France ; 
— ^Paris ; 

Bus  service  compared.    •23 

Clutch  for  buses,    ^142 

Six-wheel    bus   details.    •220 
Franchises : 

— Purposes    of    [Blanchard],    203 
— Richmond,    Va..    terms,    53 
Freight   and  express: 
— Improves  public  relations.  •oOO 
— Profitable    business    for   bus    lines.    Comments 

on,    487 
— Seats    fold    out    of    way.    •585 
Fresno.    Cal. : 
— Valley  Transit  Co. 

Oversize    tires    economical.    362 
Fuels   and   energy   economy : 
—"Anti-knock"    gasoline.    264 
— Discussed  by    S.    A.    E.,    349 
— Future   prices   of    [Lewis] ,    313 
— Gasoline,   quality  better.    578 
— Gasoline,    Volume    change    with    temperature. 

575 
— Hints  on  reducing  quantity,  285 
— New  fuel  announced.   171  ' 

— Research    on .    81 

— Steam  driven  bus  economical.    '381 
— Trolley    buses    in    Toronto     [Forsyth].    •ISl 
— 'Trolley  bus   power.   416 
— Tulsa.    Okla    [Hilburn].    200 
Fuel    tank   control.    *9t) 


Garages    ( see  also  Repair  shops )  : 

— Cleveland-Akron   Bus  Co.,    '5.55 

— Concourse  Bus  Line.  New  York.    •Ol 

— Chicago.   200  buses.   [ Schwab  1.   '507 

— Efficient  storage   in    [ReinholdJ.   c534 

— Equipment  in  Youngstown.  O..   130 

— Fifty  bus  size,  Providence,   '179 

— Plan    of    Kentucky    Carriers.    ^463 

Gasoline-electric    buses : 

— 'Frost    Smith   double-deck.    "123 

Gasoline  rail  buses: 

— Nevada.    Cahfornia    &   Oregon    R.R..    *oi55 

Georgia    Motor    Bus    and    Transportation    Ass'n 

— Annual    meeting.    102 

Germany : 

— Bus  service  compared,    ^23 

Great    Britain ; 

— Birmingham  : 

Double  deck  trolley  buses, 
— Bradford: 

Trolley  bus   costs,    598 
— Bus  evolution,   63 
— -Leyland   single  deck   bus, 
— London : 

Bus    competition,     155.     355 

Bus  service  compared,    '23 

London   General  Omnibus  Co. 
Activities  of,  355 
Annual  report.  453 
Development   of  buses    [Shave  I,   399 
Low   level   bus  developed.    '325 
Magneto    testing.    417 

Traffic  problem,    450;    [Wooton] 
— London-Liverpool     road     proposed. 

on,   533 
— News    from.    51.    105.     155,    307. 

355,    403.    450.    496.    547.    595 
— Trolley  bus.   front  wheel  drive.   •ISl 
Greeley.    Col, : 
— .Bus   competition,    155 
Groton    &    Stonington    Traction    Co.     (see    New 

London,  Conn.) 


►578 


•436 


;)22 

Comments 


256,     306. 


H 


Hagerstown.    Md. ; 

— Blue   Ridge  Transportation   Co.: 

Co-operation   with   railway.    50(! 

Fare  ticket  and  receipt.  575 
— Bus  line   transaction.   357 
Hamilton,  O. : 
— iBuckeye    Transportation    Co.; 

Stock    issue   desired.    50 
Hamilton.  Ont..  Can.; 
— United   Lines.   Ltd. : 
Harrisburg,  Pa.: 
— Home-made  oil  filter.  513 

Headlights    (see   Electrical   equipment    for   buses* 
Healers    (see  Bodies) 
Highland   Park.    Mich,: 

— Tratfic    study    at    Ford    plant     [Bibbms],    •;iHl 
Highway  Commission  appointments,  3f>3 
Highways:  .  .-  t 

— Association      (see     Amerwan     Association     ol 

State    Highway    Officials) 
— Bridge    capacity.    Comments    on,    88 
— Colorado  Midland  roadbed  to  be  used.  42o 
— Common   sense   rules   for.   426 
— Comi)arative    tests    of    vehicles,    •O 
— Cost  apportioned  to  benefit.  Comments  on.  533 
— DcvcIormi'Mt    proposals.    591 
— Engli.-^b-spi  aking  road   congress   proposed.   5.>3 
— Federal    Aid    System : 

Exphuiation.    351 

Federal    regulation.    8,   132 

Road    program,    185 
— International    Road    Association.    151 
— Lecture   course   on,    531 
— Maintenance  help.  Comments  on.  241 
— Methods    of    state    financing.    217 
— Motor    road    proposed    in    England.    Comments 

on.    533 
— 'Motor    transportation.    International.    447 
— 'Requirements    for    construction.    ^22 
— Requirements   for  safety.   47 
— Road     Builders     Ass'n.     (see     American     Roan 

Builders'   Association) 
— Six-wheelcrs  reduce   stresses.    •539 


Abbreviations  :  •Illustrated,     c  Communications. 
READ  THE  INSTRTTCTIONS  AT  THE  nEGINNING  OF  THE  INDEX 


■  January-December,  1923J 


INDEX 


Hiu'^huu>>    irunlinut-d)  :  • 

— Solt   roads   ovt-n-tmii-   by   WM     •438 
— State  remuval  of  »now.  Cummentit  on.   4H7 
— Street       o<-N-ui»;iii«'y        o£        varioui*        vehtcle*. 

[Turner I.    .T,"J 
— Tranriportalion      munaiped      by      railroad     men 

( Reeves  1.    :i:>l 
Hig-hwooU.    11).: 
— Chicasro.    Ni>rth    Shore   &   Milwaukee   Ry.: 

M.iintciiaiK-e     by     railway     men.      {Cordelll. 

•44:. 

Fettler    buueK    liicreajM-d.     IttK 
Hillside  Bun  Atinn.    ti*ee  West   New  York.   N.  J.) 
Hollaiul     Mieh.; 
— Service  Bun  Line; 

Winton   rebuilt   utage.    •2m> 
Houston.  Tex- : 
— Houston-Galveston    Trans.    Co.: 

BathiiiK'  t>eiu'h  sen'lee.  40- 
Hudson   County    Bus  Owners'    Ass'n.: 
— Aelivitiee.     -JO* 


nUnols.  State  of: 

— #tailway  seeks  ubandnnnieiit  iluf  ti»  busif*.  490 

Indiana    Bu!i    Owners'    Ass'n  : 

— Aetivitiefi,    ir>n 

— Onranization.   1*7 

InOiunupoti-^.  Ind.: 

— SiK-ed    n'Kulatton    for   buses   proposed.    501 

Indiana.  Stale  of: 

—Bus  fM'r\'U-e  and   rejrulation.    *'ISI 

— Hiirhwa>'s  aid  buses.   -HI 

— LeKislation    opposetl.     l.'iO 

— Taxes  may    nurease    rates.    ''08 

Indiana.   Columbus   &    Eastern  Traction   Co.    (see 

Sprinpfleld.    Ohio) . 
Inspe»'tion    of    bu>*<*s: 
— Aceidents  in   Wichita.   Kan..    •C7'2 
— Calif*>niia    Tran-»il    Co..    practice.    107 
— Ppaotice  in  mountains,    •315 
Insurance     (nee    also    Keirutatinn  I  : 
— Akron,   O.,    requirements,   r>7 
— Lowerinir    rales.    Comnu-nts    on,    *287 
— Michu'an   interurbans"   plan,   j 
— ^New  York  plans.  300.  369 
— Ohio  men  to  form  insurance  company.  301 
— Ohio   Motor  Mutual   Insurance  Co..  554 
— Ohio   retniinnients,   'Zf\0 
International    Ry.     i  f*ee    Buffalo.    N.   Y.) 
Inter    State    Bus    Line.     <  see    Danielson.    Conn  t 
Interurban    Bus  Ass'n.    (see   Muskeiron.   Mich.) 
Iowa   Motor  Transportation   AssjociaTion: 
— CrK^anization.    Ib'Z 
Iowa.    Slate   of: 

— RegTilation   advocated   lEbyl.  204 
— Unreasonable  law  over-ruled.  260 


Jack,     (gee   Repair    shops    and    ei)uipment> 

Jacksonville.  Fla.: 

— 'Municipal  buses  considered.  157 

Jamestown.    N.  Y. : 

— Jamestown   Street   Ry.: 

Bus    trial.    54 

New  bus  line.    155 
Japan : 

— Bus  ser\-ioe    [Irvine],    147 
Jefferson      Highway      Transportation      Co.       (see 

Minneapolis.    Minn. ) 
Jersey   Cily,    N.   J.: 
— South   Hudson  County  Boulevard   Bus   Owneri" 

Ass'n. 

Fare  controversy.    lOfl.    154 


Kansas  City.  Mo.: 

— Suburban     Stag'e     Lines:     Service     and     equip- 
ment.   •465 
Kentucky  Carriers   (see  Louisville.  Ky.) 


Lake   Shore   Motor   Bus  Co.    (see  Toronto,   Can.) 

Lakert-lothe-GuIf    Hitthwaj-    Ass'n. : 

— Offii-er-*   elected,    250 

Latham   Motor  Bus  Lmes    (see   Bradford.  Pa.) 

Lefral : 

— Competition   and  convenience.   358:  Comments 

on.   338 
— Local   consent   petroactive.   211 
— Interstate    bus     lines     not     subject    to    double 

license    fee,    455 
— Speeding    defined.    310 
Legislation    pendmp.   211 
Linnton    Transit    Co.    <  see    Portland.    Ore.  I 
London    <  see  Great   Britain) 
Lone    Beach.    Cal.: 
— Bus    wrvice    improvements.    2.57 
Los  Anpeles.  Cal. : 

^Applicants  (or  Holly woo<i  lines.  108 
— Buses  rc'^'ommendcd  in  report.  232 
— -Bus   system    proposed.    104 

— Franchise   sousrht  by   three  interests.   153.   20.5 
— Los    Anpeles    Motorbus   Co.: 

Plans   for  service.   .302.   353 

Service    started.    453 
— Motor  Trans  t   Co.: 

Bas-eace    cheokinc.    574 

Dual    tires    improve    service.    •119 
— Murrieta  Mineral  Hot  Springs  Auto  Stajje  Line; 

R<»ules  (i\U'Stionr<l.   52 
— Pacific  Elffotric  Land  Co.: 

Additional  feeders.  50 

Sen-ice  of.    •220 
— Pacific  Electric  Railway: 

Bus   desipn    and   oonstniction.    ^515 

"Cloverlite"    sipnals    used.    ^582 
— Pickwick  Stapes: 

Ba^rpagv   checkmir.    ^574 

Control    of    Or'con    Lines.    548 

Orepon   revokes    permits.    500 


Lof.     \  icuiilinunl  I  : 

■  4»»ed    to   Siin    Praiieiti-o.    127 
<[i    uf    thrre    lUlM.     1U9 

—  RctvicD^uai   uu   bu»e«.   256 
— rnitrtl   Staire«: 

New   roule  applied  for.  200 
LouiMian^    Motor    TramiiMirtation    Ltmeue: 
— Organization.    543 
Loui-'ViHc      Kv   ■ 

—  K.  ■  • 

305 
-   barn-d.    501 

.-- Miient.    •464 

— Loui»viOi'-L«*xiiiifton    BU4    Line: 

0|M-ra(luli    filarted.    20t( 
Lubrication  : 

— ComprrH*«l    ..  -     '4H8 

— Dilulion     Pr.-\  .  loh  1 ,    559 

— Filterini:  craiii  Mniuich   wa«le.   513 

— Kilter    preHH     (..r     r.  .     uiiiiiitf     nil      ^582 
— Mlleuk'r   baHlH   in   California     •Id? 
^nRedainilnir  crunkcaite  oil.    '243 
— Spring   cover  an  aid.   ^39 
— Wanier  Oil-Gal.    "SBO 


Motor  CoAdrli  Uat^ 


540 


—Ml 
—Pa 


— Hr. 
— Wi 


M 


.»17 


M 


•u» 


Mahaiioy    City.    Pa  : 
— 6<'l>uylkill    TraiiKiMirtBlioii   Co.: 
St-rvii-**   anil   tNjuilimenl.    *27 
.Malia-.   Slulo  of: 
— ^HUH  tH'rniit   n-fUHttl.  45"! 
Miiinh-ii.'diiH*   pr:ii-tl»t- : 
— AkniM    O     [Bhnnl.  (HI 
— Kuctiirs    ciiUTiiiif    ILa    S<-*huniI. 
— Milwiiiilnf.    Win.    •4T:.     •.'.(IT 
— Newark.    N.    J  .    '-IT-J 
— Repair  men  only  make  adjuuttneiiu.   •ill 
— V'aniish    r«'<4Uireinenti*.    81 
Maiden.    Mai*.**.: 

— Huh  operaton*  controversy.  157.  20.^ 
MapH  uf   bur*   routes; 
— California   Traiwlt   Co..    1117 
— Chark-aton.  W.   Va..    l.'tii 
— Chhak-o    Motor   Coaeh    Co..    H'"!.    .'.11     jlill 
— Ohii'ai.'o.    Went    Suburban    Trannportiillon    Co.. 

— Clevelaml.    I'nion    Motor    Sta«e   Terminal,    iiall 

— Connecticut,    liiter   State  Bun    Line.    571 

— Florida.    64 

— Indiana.   283 

— London,    25 

— Miami     Fla..   OH 

— Michiu-.m.    National    Auto   Trannlt    Co..    5 

— Middletown.   O..    215 

— Milwaukee.    Wl«..    480 

— Minnesota.    18(1 

— New    Vork.    Fifth    Ave.    Coach    Co..    360 

— Oreiron.    .'11 

— Paris.    2.". 

— Pasadena.   Cal..    2.30 

— Richmond    Rapid    Trannlt    Corp..    .'i.l 

— Tennessee'.     234 

—Utah.    3311  ,        ^        ,,„, 

— Waterlowii.    iN.  Y.)    Trannportatlon   Co..    •4.;i 

— West    Virirmia.    133 

— Wisconsin   Motor  Bus  Line.   4K1 

— .Wheeliriir.    W.   Va..    134 

— Yountstown.  O..   129 

Market    conditions: 

— American  Motor  Truck  Co  .   n'Opivershlp.  oO.» 

— Aulomobilei*.    113 

— Automobile    commodities    1  Howell  1 .    83 

— Automotive    industry    ifrowth.    575 

— Automotive    parts.     447 

— Bus    company    formed.    457 

— Body    manuf.acturcr.    2113 

— Bus    orders.    409 

— Cotton    (Howell  I.    83 

— Credit    house   for  buses.   2(13 

—Gasoline.    BO.    113.    165.    214.    2(13.    313.    :illl. 

409     457.   .505.    55.1    HOI 
— Iron    and    steel    (Howell).    83 
— Paint    [  Howell] .  83 
— Rubb«T     I  Howell.  1    83 
— Oil  refineries.   410 
— Tires.     (10.     113.     165.     214.     2113.     381.     409. 

457.     506.    553.     601 
— Trucks.   301 

— Victor   Motors.   Contract    of. 
— ^White   Motor  Co..    553 

Marsters    Tourinir    Acency    (sec    Boston.    Mass. I 
Mason  Cily  Iowa.: 
— Red    Ball    Transportation    Co.: 

Buses   opposed.    .551 

Permit    CTanIe<l.    •.599 
— Star  Tninsportation   Co.: 

Onlinance  overruled.   260 
Massachusetts.    State  of: 

— Railways  permitted  to  operate  buses.    .09 
Memphis.  Tenn  : 

— Municipal  terminal  proiiosed.   53 
Men-handisinir    transportation : 
— Electric    sietl    in    Seattle     Wash..     •.>"' 
— Flowers  assist  businei^s  iretiinr.  Comments  on. 

190 
— Ne<'essar>'.    Comments   on.    .3.39 
— Route  siKiis   aid.   Comments   on.   4Hil 
Portland     Ore.     posters.    '435:    Comments    on. 

43(1 
— Siirhtsc'cinir  bus  methods.  Comments  on.  4.3. 
— St      Li>"ls.    Mo.    352 
Miami.    Fla: 
— Florida    Motor   Transportation    Co.; 

Ser\ice  and  equipment.   '70 
Michiir:iri     State    of; 
— Bus  rckillation  rules.   551 
— Competition   not  a   f.-ictor.  .500 
— Cros.s    country    buses.    ^87 
.Michiiran   Hiehway  Transportation   A.»s'n.: 
— Annual    mcctinir.    592 

— <Meetinir   in   Lansing.    Mich..   152.    198.    202 
Middletown.    O.:  „        .   __     .. 

— Dayton     Hamilton  4  Cincinnati   Rapid   Transit 
Co 

Bankruptcy.    454 
— Henry's  Transportation    Co.: 
Entire  urban  Iraflic.   •215 


MlnneaiHtlle     Minn.: 

— Il^iiilt-v-ini    Transit   Co  : 

T.       •  ■    ■   'im 

— D. 

*-  rqulfMnrlil       *lt4 

— Jell  •'      ' ' -1    Co 

1- 
K 


Mir.»-      •:17-: 
Cal 

.    M•IT!l^^I^!^l   Line; 
•27U 
of    VIrvInU; 


•  I  IH 

Co.   Ijrps*     127 

iiiudi-r   u~.;  ■'  .   •1211 

California 

Canadian   t»  ■  r.  ^tK 

Flat.    <ine-iii 

Hoover    t».  •HI 

Inillana    t».  •IM 

l^-ylantl,  <■'■• 
K.istor>-  tw' 
.Menoniiin-.- 

Mor^land    !■  '  -  ■ 

Nl.otfara     1-.*  •     »  » 

Pier.-.- Amc  "H? 

R.-bulll    Wlu;  • 

Six  whr<-l    111    l"«ri.      •  :';u 
Wachun-tt.    Mu.lel   K.    •2-12 
—Double    deck 

Chic.icc.    TviH-    Z     • 

Development    in    1  '  • 

C..-i'lr<.     rlr.irl-  Iht.     'JM 

I 


..      •.ItM 

titlon      •M" 


506 


)■ 

ExhiMil-       ,i      .,        r.        ■.. 

Comments    on.    .'.:i'i 
— Exhibits    at    automobile    ahois*      ^77 

P0-,.i>r..      ..t      .I...U-T.        't'..nili.'  11 

={••:.  ....  MT 

—  Ini.  ■  m     r*r 

lyi-  •' 

Bender  body  on   White  ch»s»i«.    •KJ 

Ca.lillac  chassis  for  twenty  i.assrntfers    •4*1 

California     Transit     Co        •l.n      '570 

Characl(»rlsti»-T.        for        mountainous       ro»o 
(Femandesl     c  .341 

•  Ch.inllcl.-.-r"    sixteen    p«»s«-nr.—     •■'' 

F.II.-.-01     •461      ^465 

Fr»-mont   .-...ii-h     •'M4 

F     W     t'       ■<'    •   ■-  '      ■" 

(Jarfo-  'ler   i*le.    *3ill 

Ootfr  .nH     *<*» 

Hol.k.-  . 

Intcmalioi...l     lUri..lc.-     l»rlre     i>»»sn«TT. 
•194 

McKay     Mi«lel   214     •.'144 

M.-nomlnee    with    NIacara    boily.    •5.T7 

R.-l>uiit   R<-o     '280 

Rebuilt    Winlnn     '■•»•> 

SeliLn    Witt.     ' 

Six    whi-el    Ii 

StoushUiii 

ritimate   !.»  ■    ;'• 

Tops   down    '  .._,^ 

Whilfl.-l.l    »  •■'•       •» 

— Limousine  tyi-  ..... 

F..lrewater     11.  j.  1.     ll-.t.  ;     u  rvlcr      'Jll.. 

Home   comforts     ^419  ..,,» 

IndlTldual    chair,   in    Younrrtown     •319 

Larce   windows  In   Fasrol     '291 

Mack     five  comp.^nmrnt.    •H* 

Mohawk     III      'IT- 
— 8pe.-in.-ntlon.     ■>(        >'  '••       J^S       •* 

296     .346     .394  '"    ^^" 

— Stages    and    buses.    '  89 

— Typlc-il      •.56' 

Motor    Transit    Co.    lace    Los    An«»le«.   C»l  I 
Motor    ini'-ks- 

— Field   for    II>«rI     81  ,      .,« 

— Relation   to  railroads.    IBamesl.    14" 
Miinicioal    ow"er*hip 

Re.o'ts    in     6    citle.      512 

MurHeta   Mineral    Hot    9ortn<»   Auto   Slase    Ijoe 

isee   Los   Antrles     Call 
Ml'sVeson       Mt-b    ; 

— 'Interurban    Bus   Assn.: 
ActlTltles.    151 


N 

Nashua    N     H  ;  _ 

— Bus   system    proposed     -"8 
Nassau    Bus    Line    if    New    York    r.iv 
National    Automobile    Body    Bull-' 
—Annual   convention.   49 


Abbreviations:  •Illustrated,     c  Communication*. 
RE.A.D  THE  INSTRUCTIONS  AT  THE  BEGINNING  OF  THE  INDEX 


VI 


INDEX 


IVol.  2 


•47 


Corn- 


National    Automobile   Chamber    of    Commerce: 

— New  Tork  meeting.  250 

— Truck   committee   secretarv.    544 

National   Auto  Transit  Co.    (see   Detroit.   Mich.) 

National  Higrhway   Traffic  Assn.: 

— Annual   meeting.    •298 

— Highway    problems    discussed.    47 

—California  Association  to  help.   46 

National    Motor  Transport    Assn.: 

—State    organizations    encoiu-ag-ed.     45 

Newark.   N.  J.: 

— Bus  operations.  Report  on.   159 

— Bus  service  in  railwav  strike,    •475 

— New    Jersey    Transportation    Co. : 

Bus   service  soug^bt.    257 
— Public   Service    Ry. : 

Decrease   in    riders,    513 

Offers    to    purchase    buses,    448.    Comments 
on.  437 
— Public  Service  Transportation  Co.: 

Bus   routes    planned    in    Camden.    .353 
Newburg'h,   N.  T.: 
— Hud.snn   Transit   Corp. : 

Bus  extension  planned,   106 
— Newburgrh    Public    Service    Corp.: 

Buses  better  patronized.  469 

Bus   supplanting-  trolley.    60.    •103.   257 

City  service.   Comments  on.   533 
— Touring-  oar  buses  outlawed.  211 
New   Jersey.    State   of : 
— E-us    ser\-ine    in    railway    strike.     ^411. 

Comments  on.  436 
— Established    lines    favored.    54 
— Permits  transferable.  57 
— Transportation     problem.     •411.     •513- 

ments   on.   437.    533 
New   Jersey    Bus   Transportation    Assn  : 
— ^Annual   meeting-.    102 
New   London.    Conn. : 
— Connecticut    Motor    Transportation    Co  ■ 

Methods   of.    503 

Fare    collection    system      •ll? 
— Groton    &   Stonington    Traction    Co  : 

Buses    and    cars   alternately,    ^461 
New  Orleans.  La.: 
— Bus  permit  sought.  255 
New  York  City: 

— Bronx    opposes    trackless    trolley.    303     355 
— Bus  controversy.   407.    452 
— Buses   ^o   to   Albany   to   aid  legislation.    *205 

289 
— Bus    service    compared    with    Europt^an    cities. 

— Concourse   Bus   Co. : 

Bankruptcy.    549 

Franchise  granted.   259 

Routes  and  maintenance  methods    'fil 

Service  resumed.   304 

Litig-ation,    156 
— Fifth  Ave.  Bus  Securities  Com.: 

Purchase  offer  accepted     56 
— 'Fifth  Avenue  Coach  Co.: 

Conductors  badg-eg  effective    22 

Cross   revenue.    406 

Historical    exhibit.    ^401 

Maintenance   facilities     •375 

May    party.    303 

Savins-    fuel.    285 

Snow    fighting    methods.     •369:    Commenta 
on.    389 

Vacations  and  wage  increases.  404 
— ^Local   consent   required.  211 
— *^^"'i*'P^'   buses    exempt    from    damage    suits. 

— 'Nassau   Bug  Line: 

Permit  grant^'d.   155 
— New  York  Transportation  Co.: 

Annual    report.    357 
— Pelham    Bay   Parkway    tra^^kless   trolley    route 

enjoined.   303.    355 
— Safety    measures,    543 

—-Transportation  systems  proposed  [Beeler]    •72 
New  York.    State  of: 
— Association     (see     Auto     Bus     Association     of 

New  York  State) 
— Funds    for    snow    removal    sought     497 
— Home    rulf    question.    205     289 
— Priority   rights    ruled    out.    57 
— Mutual  insurnncf  law.  359 
— Snow   removal.    •363     497 
Niacrara  Falls.   N.  Y. : 
— BuHcs    advocated.    548 
Northern     Ohio     Traction     &     Lig-ht     Co 

Akron.    O.) 


(a 


Oakland.  Cal.: 

— California  Transit  Co.: 

Maintenance     of     stages,     'le?:     Comments 

on.   191 
Six-whe<;l    stage   developed.    •265 

— City  operates  buses.  549 

Ohio   Motor    Bus   Owners   Assn.: 

— Annual    meeting: 
Plans.    544 
Proe(?iedlnK"s.    590 

— Insurance  plans.    301 

Ohio.    State  of: 

— BuH   lepialativc   plans.    102 

— RcKulatory    law.    260.    309.    406.     431.    455. 
500.    .55] 

— Speeding:   defined.    310 

— Sunday    school    buses.     106 

— Transportation   by  buses.  357 

Omaha.  Neb.: 

— Boulevard  Transit  Co.: 
Service  Increased     150 

Orcgron    Auto    Staere    Terminal    Co.     fsee    Port- 
land.  Ore.) 

Orearon.    Stale   of: 

— Association,    (see    Automotive    Carriers*    Asso- 
ciation   of  Oregon) 

— Bus   mileace   Bxcater   than    railroads.    118 

— Routes  and   service.    "SI 

Ortonville,    Minn.; 

— Ortonville  Transportation  Co.: 
Fare  system.    •119 


Ottawa.  Can.: 

— Capital    Bus    Line: 

Duplex   ticket   used.    '320 
Overhead  contract  system : 
— Toronto  construction    [Forsyth],    •131.    189 


Pacific  Electric  Land  Co.   (see  Los  Ang-eles,  Cal.) 
Paradox  Land  &  Transportation  Co.   (see  Denver 

Col.) 
Pasadena.   Cal.: 

— City   bus   system   plan    defeated.   54 
Paterson.  N.   J.: 
— Bus  patronag-e  in   1923.    158 
Paving- : 

— Deflection    tests   at   Pittsburgh.    Cal..    '9 
— Tests  of.   '4 

Pennsylvania  Motor  Bus  Owners'  Assn.; 
— Organization  completed.   98 
Pennsylvania-Ohio     Electric     Co.      (see     Young-s- 

town.    O.) 
Pennsylvania   R.R. ; 

— Train   service   curtailed  due   to  buses,    109 
Pennsylvania     Rapid     Transit     Co.      (see     Phila- 
delphia.  Pa.) 
Pennsylvania.   State  of: 
— Call   and    demand    rigrhls.    260 
— "Common  carrier"  term  questioned.   307 
Peoples'  Motor  Bus  Co.    (see  St.  Lo\us,  Mo.) 
Peninsula    Rapid    Transit    Co.     (see    San    Fran- 
cisco.  Cal.) 
Petersburg-,    Va. : 
— Virginia  Railway  &  Power  Co.: 

Trolley   buses.    *379 
Philadelphia,   Pa.: 
— 'Bus  franchises   sougrht.   53.   207 
— Philadelphia  Rapid  Transit  Co.: 

Bus   franchise   granted.    303 

Bus    plans.    402.    449.    "SQO 

Bus  service   started.   495 
— Pennsylvania    Rapid    Transit    Co.: 

Trolley  buses  ordered.    331;   Started.    546 

W.   Va.) 
Phoenix.    Arix.: 
— Union    Auto    Transportation    Co. : 

Service  and  equipment.   •560 
Pickwick  Stages   (see  Los  Angeles.  Cal.) 
Pocahontas     Transportation     Co.       (see     Welch. 

W.  Va.: 
Port   Arthur.   Tex.: 
— Port  Arthur  &  Port  Neches  Bus  Line; 

Buses   for.    ^8 
Port   Jervis,    N.    Y.: 
— Port   Jervis   Traction   Co.: 

Bus  franchise  soug-ht.  50 
Portland,    Ore. : 
— Advertising:  stage  travel.    •435:  Comments  on. 

436 
— Columbia  Stage  Lines: 

Depreciation    charg^es.    405 

Inquiry   by    commission.    259 
— Dunthorpe-Rivera  Line: 

Rebuilt   Reo   bus.    •280 
— Linnton   Transit  Co. : 

Annual  report.    210 
— Oregon  Auto  Stag:e  Terminal  Co.: 

Express   business    from.    ^566 

Financing   and    fees.    268 

Loud    speaker    used.    574 
• — IPortland-Salem-Albany   Stage  Line: 

Service   of.    '33 
Pottstown.    Pa. : 
— Bing-aman  &  Reynolds: 

Methods  used    [Roller].    •I 
Providence.   R.   I.: 
— United  Electric  Rys.: 

Bus  operating  data.  173 

Bus  permit  granted.   154 

Fifty  bus  garage.   '179 

Jan. -July    report.    499 
Publicity: 

- — Daily  advertisment  pood.    ^559 
— Methods    of    Wolverine    Transit    Co..    •223 
— Railroads    co-operate,    26 

— Route   sigms   important.   Comments   on.    486 
Pul>lic.    Relations   with: 
— Chicago  Motor  Coach   Co..   221 
— Conductors'  badges  effective,   22 
— Courtesy  developed.    •29 
— Express   business   aids,    •566 
— Historical   exhibit    in   New   York.    ^407 
— Knowledge     of     connecting     schedules.      Com- 
ments  on.    436 
— St.  Louis  service  praised.  497 
— Service    to    patrons     [Roller].    •! 
— Terminals    an    asset     [Carmalt],     •276:    Com- 
ments on.  287 
Public    Service    Ky.     (see    Newark.    N.    J.) 
Puget     Sound     International    Railway    &    Power 

Co.     (see    Everett.    Wash.) 
Purchases  and   stores: 
— Basis  of  purchases.  Comments  on.   35 
— Stockroom   of  California  Transit  Co..    •167 


R 


Radiators    (Bee   Engine) 

Rahway.  N.  J.: 

— Bus  line  to   parallel  railway.    104 

Railways.  Bub  operation.  482:  Comments  on.  486 

Railways,    compared    with    buses    for    New   York 

City  IBeeler].  •72 
Randolph.   N.   Y.: 
— Randolph-Jamestown    Bus    Co.: 

Doughnut  tires  tried.   434 
Record   forms: 

— ^Barometer   of   earnings    [Swint].    •576 
— Cincinnati  Motor   Bus  Co.,    415 
— Cleveland    Akron    Bus    Co..     ^555 
— Daily    and    trouble    reports,    Younerstown.    O.. 

•130 
— Defect   and  Inspeolion.    [Cordell].    "445 


Record  forms   (continued): 

— Express   business,    •SOG 

— Items   for.   30 

— Louisville.    Ky..    •463 

— Minneapolis  Line,    •Si 

— Red  Star  Transportation  Co.,  417 

— -Rochester.  N.  Y.  (East  Avenue  Bus  Co  )     'llS 

— Shellacking   cards   desirable.    331 

— Traffic,  oil  and  gas.   "216 

— Washington   Rapid   Transit   Co..    ♦183 

— Watertown  Transportation  Co..    ^421 

— Wisconsm    Motur    Bus    Lines.     •567 

— Yosemite  Transportation  System.   "SIS 

Red    Ball    Transportation    Co.     (see    Mason    City 

Iowa.) 
Red  Bank.   N.  J.: 
— Boro    Buses.    Inc.: 

Service  increase.    54 
Red    Star    Motor    Drivers'    Ass'n.     (see    Detroit 

Mich.) 
Regulation   of  buses: 
— Advantages    [Blanchard].    202 
— Advocated  for  Iowa   [Eby].  204 
— Cities   adopt,    455 
— Colorado  Commission  decides.  57 
— ■"Common   carrier"    term    questioned     307 
— Convenience  limitation.   Comments  on.   338 
— Davenport.  la..  110 

— Elevating  bus  business.  Comments  on.  190 
— Federal-aid  roads  by  federal  government    132 
— Fundamentals  of    [Blanchard],  47    148 
— 'Florida.    65 

— History  on  railroads.  272 
— Indiana.    284 

— Interstate    authority    question.     161:     600 
— 'Legislation   proposed.    161.    309 
— Michigan.    199.    551 
— Michigan      Commission      permits      competitive 

lines,    500 
— Milwaukee,  Wis.,  406 
— Minnesota.   189 

— New  York  City,  buses  irresponsible    161 
— Notes  on.   110 
— Ohio:   260.   309.   406.   431 
— Omaha.   Neb..   455 
— Oregon,    .31 

— Permits  transferable  in  New  Jersev    57 
— Priority  not  factor  in  New  York.  '57 
— Review  of  California  decisions,  49 
— Size   and  speed   limits   in  Quebec.   110 
— Taxi   service  disguise  ended  in  Cahfomia.    110 
— Tennessee,  234 
— Trend  of    [Kuykendall].  28.   86 
— Utah    rStoutnour],    •333 
— Washington    law   upheld.   211 
— -West  Virginia.  133 
Repair  shops  and  equipment: 
— Brake  relinintr  machine    "244 
— Chain  hoist.   Electrical.    "194 
— Commercial  repairs  also.  "215 
— Cylinder  boring  with  honing  tool,    •396 
— Drill   and   grinder.   Portable,    •il 
— Electric  hoist.    "295 

— .Equipment  for  Concourse  Bus  Line,  ^61 
— Facilities    in    Newark,    N.    J.,    and   Milwaukee. 

Wis.,    '472 
— Jack.  Ball-bearing.    '195 
— Jack,  Gear  type.   ^41 
— »Tack,   Heavy-duty,    ^195 
— Jack.  Heavy-duty  dolly.   ^342 
— Jack,    with    folding  handle.    ^194 
— Oil   filtered   through   waste.  512 
— Oil  reclaiming  apparatus.   '243 
— Planning  facilities,   ^375 
— Practise     of     California     Transit     Co..      •167: 

Comments    on.    191 
— Preparation  for  winter.  Comments  on.  533 
— Railway  men  on  buses.    [Cordell  1.   ^444 
— Record   cards   shellacked.   331 
— 'Saw.   Universal  bench.    ♦390 
— Service  to  buses    [Fielder].   252 
— Steel  plate  trolley.   ♦538 
— Washing  set.   Lavato,    ^195 
— Weaver  press  for  high-speed,   ♦il 
— Wheel    pullers.    Crane,    •192 
— Wheel  puller  for  heavy  duty.    ^295 
— lYosemite  Transportation   System.    ^315 
Reynolds  Taxi  Co.    (see  Clarksburg.   W.  Va.) 
Richmond.  Va,: 
— Bus  competition.  156 
— Richmond    Rapid    Transit    Corp. : 

Franchise  granted.   ^53 

Weekly  passes  withdrawn.  499 
Ritter  Motor  Bus  Co.    (see  Bloomington.  111.) 
Road  Ser\nee: 

— Emergency  wagon  used  in  New  York,   ^61 
— Troubles  classified.    •315 
Rochester.  N.  Y. : 
— East  Avenue  Bus  Line: 

Bus  service  in  storm.   107 

Equipment,   route   and   fare   system.    •IIS 
— New  York    State   Rys.; 

Trolley   buses    planned.    332 
— Rochester  Railways.  Co-ordinated  Bus  Lines: 

Buses   ordered.    257 

New  line  started,  401 

Plans  for  service.  156 
— White  Rapid  Transit  Co.; 

Bus  rebuilt.   '270 
Rocky   Mountain   Parks   Transportation   Co.    (see 

Denver.    Col,) 
Rockfnrd.    Ill  : 
— Rockford  Traction  Co.: 

Bus   route   changes.    1,57 
Roller  bearings.  Hoffmann.  •345 


St.  Louis.  Mo.: 

— Peoples  Motor  Bus  Co.; 
Permits   sought,  .')51 
Popularity    of.    448 
Service  complimented.  497 
Service  started.  303 
Traflfie  increasing.   '352 

— Unitetl   Bus   Transit  Corp.: 

Service  plans.   50.  105.  255 


Abbreviations:  •Illustrated,     c  Communications. 
READ  THE  INSTRUCTIONS  AT  THE  BEGINNING  OP  THE  INDEX 


January-December,  1923] 


INDEX 


VII 


Safety  work: 

— (Always  be  careful.  Coaimente  on.  '^80 

— Aunty  J.   Walker.    •5-12 

— Bunus  sysltrma.  542 

— Bus  .'iMratur  should  aid.  Comiueiite  ou.   101 

— Br  I.  II.   185 

— Or.  r,  542,  Corumeiita  uii.   286.  487 

— Cr.  H)  Colorado.    101 

— Feu. It  r.iiii.i  ■  r.   Pohliff.    •3U0 

— Four  wht'<  I  brukt>«.   Uincuatted  by  S.  A.E..  348. 

Coiiiiiiriitd  on.   340 
— Good  dnvtTB  nt^vsuary.  Commentd  on.   340 
— National  Hih'hway  TralUc  Assn.  discussed.  *208 
— New    York  City.   543 
— Rules  in  Camden.  N.  J..   151 
Saeinaw.    Mich,: 
— Bus   plans.    402 
— KranehitM!  granted.  350 

— litdependent  bun   system  voted  against.  205 
— Rail  way- tuiH   -ly.-ttem    ilefealed,    257 
—•Transportation  prupoisaJs.   107.   157 
Salisbury.   Md.: 
— Shore  Tranuit   Co.: 

Service  sturted.    150 
San  Diegro.  Cal  . : 
— San  Dieeo   Electric   Ry.: 

Bus   feeders  increased.   108 

Bufwg  to  replace  some  rail  lines.  304 
San   Francisco.   Cal,: 
— Municipal  bus   line.   108 
— Peninsula   Rapid  Transit    Co  : 

Hydraulic  bnikes   sn<<'esrtful.    •267 
— San  Francisco  Municipal  Ry.: 

Brake  drums   reinforced.    189 
San  Jos^.  Cal.: 

— San  Jose  Stace  Report.   •418 
Santa  Monica.  Cal.: 
— Bay  CitieB  Transit   Co.: 

Franchise   Kranted.  157:  Referendum   sought. 

200 
Santa   Rosa.    Cal.: 

— Santa   Rosa  -  Pt-taluma  -  Sausalito   Auto   Stagre 
Co.: 

Courtesy  essential.    'SO 

Service  of.    •21 
Schedules  and   time-tables: 
— Board  for  announcing.    •203 
— Chicag^o   Motor  Coach    Co..    125 
— Conneotinir  schedules  should   be    known.    Com- 
ments  on.    43fi 
— Descriptions  imluded.  26 
— Form  of.  Comments  on.   532 
— Inter    State    Bus    Lmr.    •571 
— Modifying  to  atfrei*  with  traflic  in  Chicago.  125 
— New    York    Association    plans,    589 
— Penn.'*ylvanlaOhio   Coach   Lines.    •175 
— Samples   used   in   Reading.    I*a.    (RoUerl.    •! 
— ^kip   lops   used  in  Toronto.   Onl..    *olS 
— Storm  duficulties  overcome.   103.   107 
Schenectady.   N.   Y.: 

— Bus  controversy.  305.  403.  452.  500.  551 
SchuvIkiU     Transportation     Co.      <3ee     Mahoney 

City,  Pa.) 
Seats   (see  Body) 
Seattle.  Wash. : 

—Bus  accident   fatal    to   three.    105 
Service  Bus  Line    (see  Holland.    Mich.) 
Shore  Transit  Co.    (see   Salisbury.   Md.) 
Snow   removal: 

— Advance   preparation.    Comments    on.    3S8 
— Bradford.  Pa.,  plowing.    ^137 
— Duties  of  stale.  Comments  on,  487 
— Fifth  Ave.  Coach  Co..  •369:  Comments  on.  389 
— Fighters  ( Desmond  1 .  368 

— Funda  soupht  in  Albany  County.  N.  Y..  497 
— Minnesota  difficulties,    ^372 
— Passenger   car  plow.    •374 
— Plows    in    New    York    State.    'SOS:    Comments 

on.  389 
— Plow  rented.    •SeS 

— Responsibility  for.  Comments  on.  580 
— Rotary   snow  broom.   Fox,    •SOS 
— Scraper  gnowplow.    ^539 
— State    law    sponsored    by    Association    in    New 

York.    544 
Society  of    Automotive   Engineers: 
^-<Cleveland     meetiner     on     transportation.     237. 

•251 
— Metropolitan   section   meetinff.    248 
— New  York.  January  meeting".  80.  148 
— New  York.   March   meeting,   253 
— Production  discussed.   40 
— Summer  meeting: 

Plans.    301 

Proceedings.    348.    ^397;   Comments   on.   340 
Sonoma.  Cal.: 
— Vallenti   &   Steurmer: 

Cadillac    chassis    for    stage.    '433 
South    Hudson    County    Boulevard    Bus    Owners' 

Assn.    *see  Jersey  City    N".  J.) 
South   New    Berlin.   N.   Y.: 
— J.   A.   Wild   &   Son: 

Rented    plow.    •368 
Spain : 

— Cordoba  usee  Leyland  buses.    •426 
— Dcvclopmenta  in  bus  service.  26 
Speedometer    (see  Body) 
Sprine-flcld.  Mass.: 

— Independent    operators   opposed.    157 
— Springfield    Street    Ry.: 

Bus   operation   permitted.    104 

Bus   service  increase.    258 
Springfield.    Ohio: 
— Indiana.  Columbus  &  Ea«ttem   Traction  Co.: 

Bus   service   started.    255 
Springs    (see  Chassis) 
Standardization: 
— Advantages     [Clarkson].    218.    Comments    on. 

240 
— Battery  dimensions.   252 
— Educational    work   planned.   351 
— Head   and    tail    lights.    S.    A     E      80 
— Maintenance  reduction  by   TLa  Schuml.   248 
— Standard  parts  advocated.  201 
Star  Transportation  Co.    <see  Mason  City.  Iowa) 
Statistics: 

—Analysis  of  possible  bus   operation.    "SIO 
— ^Body  design.    *15 


Stattaties   (continued): 
—Bui 


— Far.B   lii 

— Oih-ratuiK 

Akron    '  • 

Americaji 

Baltimorr 


12.    04.     144.     100. 
. :     40U.    54U.    5HU 


mnl.  00 
lUiU^,>    ExprvM    IBcbum],   248 

Md        .■|1I7 

llaHi»  of   unlU    I  Reader  I.   340 

Califiiruiu     in     1022.    307:     t  Reader  I.     3IU. 
3;.7.     507 

Cliicuffo  M.»!or  Bu§  Co.   1019-22.   160 

Conipar'  '  "     '  r| ,  72 

DaiilMi;  .  ■.: 

Detniii  Co..  550 

Liruitoi. I  o..    21*J 

Londuii    dc    >ii-ni-r»l   Omnibui   Co.,    453 

Munn-ipal  l*un  Iine8,   512 

Newark.   N    J  ,   150 

Now  London.   Conn      402 

Providencf,    R     1..    173     490 

Railway  companlua,   525 

Tn.Ili-y  bus     Einrliuh.   50H 

Wasblnrton  Railway  &  Electric  Co..  400 

Washington   Rapid  Tranall   Co..   406 
— Passengen*  in  Nrw  Jerm-y  during  strike.    "47 
— Refill    bus   developmeiUB,   52.    107,    15M.    2i'- 

25H.   304.    350.    404.    451.    408.    548.    505 
— R^iute^    111: 

(''■■>  .tiiiid     ^555 

Florida,  es 

Indiana.  283 

MinneMuta.    188 

National    Auto   Tranall   Co..    5 

Oregon.   31 

Tennesjwe.   235 

Utah.   337 

West  Virginia.  136 
— Street   wpace   of   buses   and  trolley  cars    [Tur- 
ner!.    277.   322 
— Tralllc    at    Ford    factory    IBibbinsl.    'oOl 
— Traflic    in    New   Jersey.    414 
— Traffic    in    Ohio.    357 
— Trouble  ilassifled.   'SIO 
Stanton,    Va.: 
— Towns    Bus    Line: 

Sleeper   service    announced.   594 
Steam   driven   buses: 
— PaEe.   Beck   &  White.    Model.    •381 
Steering  Gear   (see  Chassis) 
Stores    <Bee  Purchasea  and  stores) 
Strealor.    Ill  : 

— Bupes    r»'place    trolleys.    505 
Suburban  Stage  Lines  (see  Kansas  City.  Mo.) 
Switzerland  : 

— Government  buses  profitable,  132 
Syracuse.   N.   Y.: 
— Waller  M.  Aldrich: 

Plow   on   passenger  car.    ^374 


Tacoma.    Wash.: 

— Hospital    line.    Applicants    for.    157 

— Tar-oma  Union   Stage  Lines: 

High  tiro  mileage.   *285 
Taxes: 

— Base  on  costs.  Comments  on.   532 
— California  situation  [TrarlB].  c35.  358 
— Equitable    for   automobile.    Comments  on.   24o 
— Federal   on   privately   owned  buses.  405 
— 'For  hirt-"  tax.  Comments  on.  580 
— Fundamentals   of,   591 
— Gasoline  tax.   161.   410 
— May   cause    increased    fare.    208 
— Rctiuction    O^jmments  on  Mellon  plan.  580 
— Trend  of    [Kuykendalll.    28.   85 
— Youngslown.  O..  requirements.   128 
Taxicab  <-onstruction    [Bersie].    239 
Tennessee.    SlalM  of: 
— Bus  service.    '233 
— School  buses.  420 
Terminal  and  waiting  stations: 
— A<Ivrrlisinir     >v-v^     nupporls.     503 
— Chamber  of    Commerce   provides.    302 
— Cleveland  bus  lines.   354 

— lE.-ononileal     layouts     rCarmalH.     •276:    Com- 
ments   on.    287 
— Financing  at    Portland.  Ore..   268 
— Loud    speakiT    announcing.    574 
— Santa  Clara  depot.    •21 
— View.s  of   wveral.    '418 
— Terminal   u-st-d.   208 
TVsts   of  bufti'S   and   equipment : 
— Magnetos   by    L.    G.    0..    •417 
—Power  consumplion  of  trolley  bus.   410 
Tires: 

— Air  center.  ^192  _  .   ,     ^„ 

— Balloon   tvpc  discussed.  348:    IHalc].   •30. 
— Daylon.   Douirhnul.    ^440 

—Doughnut    typo   used.    434  

— Dual    tires  on    stages    improve  wrvlcr.    "ii»» 

— Dual   versus  single    I  Abbott  1.    284 

— Heating  problem.  313 

— Heavy-duty.    Mason.    ^306 

— Inflation    of    [Smith].    444 

— (Practice    in    California    Transit   Co..    107 

— Rims    slandardirctl    for    doughnul    Itn-s    •5W.» 

— Selling  of,  di-'cussed.   45 

— So'id.    Non  Skid    tread     •5.s.-. 

— Solid.   Trimming  of.    •Ol 

— Tractor   tnnd.    ^441 

— Type    and    sire    for   bn--^.     *-■«"■•-  *i '-JJ*"- 

"46     296     340     391      J  42      »00.    540.    5K« 
— Washington.   50.000  miles.    •285 
Toledo.  O.: 
— Community   Traction    Co.; 

Bus  service.   64.    104.  156 
Toronto,   Can.: 
— Lake  Shore  Motor  Bus  Co.: 

Winter  service.    •.371 
— Toronto   TranHpnrtntton    Commission : 

Skin  stop  U!»rd.    ^51 8 

Trolley  bu**  operation    [Fon»vthl.  'ISl.  IH» 
Town*  Bn-  Line   i  «ee  Staunton.  Va  ) 


Trafll'*   itirwttration'r- 


— k*ltuyo  ul  bua   iRiu-bJoj.   •jt&ji:  Cticamrou 

Tr:»fri.     (..-ir.)- 

♦117 
Kcwburvh    i«9 

-  1  « 
T 

fl.rVrrllt.-        •>N-j 

.m*^*T«,   374 


l>»o 

•   - 

■ 

I 

*    ,1.-,ihV    .'. 

•>  - 
-.lor 

J        \l--r 

1* 

• 

^ 

21 

1*0. 


zoo 

i 

"  'n  llDt^  controrrrttr.   211 
T 

— Lu»  oiA:atlu)t    fflllbum),    flOO 
Twin  SutF  Os.  h  Elrt'lrlr  Co    (ttm  Hratli- 
Vt  I 


u 


Union     Aut't     Tran.lMjrtAlton     Co      <  .- 

Arlx.l 
tTnllay]   Bu«  Tninnt  Tnrp     '^n-  ^•     < 
t7nlti-d  Elf»^trl<-  Ry-  '■  n     i   i 

Unlln)   Un«.    Ltd  '    I    Can  ) 

Unlli-*!  StnCT-»  (nr^   ' 
UnitftJ     Trafuport.*:.'...     ^.-^       <w.      v%'a«blairtoo 

D    C) 
rtnh.    Slalr   of: 
—Bua  terriot  and  recnUUoa  (Stoatnour).  *33a 


Vallenti  &   Steunnrr    laee  Sonocna    CaJ  i 

Van^^uver,   n    C 

— Bniixh  Col  '.V  : 

Bui  oiH  108 

Van    Dykf     1  i>^     ian>    Bufla'- 

N    Y  1 
VIrrinIa  Rallwajr  *  Powrr  Co.    (•»»  Prt«T«bar». 

Va  1 
VInrinla.  Stalv  of: 
— A'uiH'iaiioD     iter    Motor    Btu    Aaaoctsll 

Virrinlal 


w 


Wares: 

— Chlcaro   Motor  r--  >    '■       ■•  •' 

— S.ali-    for   Fifth     ■ 

Walllnc  •lallons   ( - 

Waahiniftrtn    Auto    r    -     .  >n 

— LerlHlatlon  ronildcnxl,   I'J'J 

— Wildrat   op<Tator«  dlacUMird.    400 

Waahlntton    D    r 

— Capital   Tr  L 

IlllA    IlH'  IM 

— Waahlnrli-'  v    ElrcMr   Co 

Ar: 

».  r.i 

— Waol  •■•ll   Co.: 
Bu 

Fi:  DmiKi     -IM 

M  .  -3 

I'r.i!. 

\\  r 

—  ■.  ■MI 
Wal.;hi3  ul   ^ZL^l  importance.    1T4 
Watrrtown.  S.  T.: 

— Wftlert-.-^rn    T.nw-rl'Tr    Cotwnha4rrn  Bua  JJnf: 

Sri  iicnt.   •303 

— Wat.-  le: 

Or. 
Wat<Tl<r«r,      1  r  .    -:     .i  liM.n    Oo. : 

Enir>ln>-r«<«  and  mcthoda.   *421 
WM-h-awken     N*     J,  : 
^11    ...   '   ,  .r,.d  at  frrrr.  S2 
W  '    I  : 

—  TranMnortatton   Co, : 
xtfTicM    450 

Wi.t  N.  A    York,  N    J  : 
— Hlll'tdr    Hu»    Awn 

M  -v  -•.   .tnd   rfluipmeot.    'SIB 
%V.  n.: 

.pplant   trol!cT».    *^ 
V.  .n  Trannportatlon  Co.   'x*  Chlc««o. 

1 
Wr«t  Virrtnla.  Slate  of: 
— Run  rtiuteo  and  ol>eratlon.   *13S 
— Bus  profpoclJ.   434 
Wheeln: 
— Aluminnin.  Whlteomb.  38 

lull    ,'..v..-    f.-r    —ft    n.TN     •ino 

it'  -.le.   •14" 

_   ,  :llT«.    'Si^f 


Abbreviations:  •Illustrated,     c  Communications^ 

READ  THE  INSTRUCTIOXS  AT  THE  BEGINNTSG  OF  THE  INDEX 


VIII 


INDEX 


[Vol.  2 


Wheels  (continued)  : 

— Six-wheeler  construction  and  operation.   •529 

— Small  rim  type  exhibited.   79 

— Types   used  in    buses.   42.   94.    144.   196.   24b. 

396     346.    .394.    44":.    490.    540.    o86 
White  Rapid  Transit  Co.    (see  Rochester.  N.  T.) 
Wichita.  Kan.: 
— Bridgeport    Bus    Serv'ice : 

Publicity.    '559 
— Bus  operation  in   flood.    '014 
— Wichita-Valley  Center  Line: 

Service  increase.   306  xt  tt-  i 

Wild   J    A    &  Son    (see  South  New  Berlin.  N.Y.) 
Wisconsin    Motor     Bus    Lines     (see     Milwaukee. 

Wis.) 


Wisconsin.  State  of: 
— Bus  regulation  law  deleated.   3.-)9 
Wolverine  Transit  Co.   (see  Detroit.  Mich.) 
Wonder  Tour  of   America    (see  Cleveland.   O.l 
Woodlawn    Improvement    Association     &    Trans- 
portation Co.    (see  Albany.  N.  Y.) 


York.  Pa.: 

— York   Transit  Co.: 

Additional  permit  soug-ht,  452 
Yosemite   Valley: 
— Yosemite  Transportation  System: 

Service,    equipment   maintenance. 


Younestown,   Ohio: 

— Pennsylvania-Ohio  Electric   Co. : 

Bus  service  to  Warren    [Seely].   96 

Service  rendered.    "ITS 
— Young-stown  Municipal   Ry. : 

Bus  operation.    'ISS 

Service  by  buses  increased.  207.  496 
— Youngstown   &  Suburban   Ry.: 

Luxurious  cars  with   individual  chairs. 


Zanesville    &    Dayton    Transportation    Co. 
Columbus.  O.) 


AUTHOR  INDEX 


Abbott.  R.  D.: 

— .Dual  vs.  single  pneumatic  tires.  .;S4 


B 


Barnes.  Julius  H.: 

— Transportation  keyed  to  production.  146 

Beeler.    John  A.:  ^     .-.« 

— Trolleys  favored  for  surface  transport,    'i^ 

Berriman.  A.  E.: 

— Bus   developments.   547 

Bersie.  Hugh  G.: 

— Taxicab   body    construction.    239 

Bibbins,    J.    Rowland: 

— Traffic    at   Ford   factory.    '561 

Blanchard.  Arthur  H.: 

— Highway  transport  franchises.  47.  202 

Blinn.   AC:  ^         ,     .„„ 

— Urban  motor  bus  operation   and  cost.   '89 

Brown.  W.  C:  ,.,...,    -.i, 

Better  headlamps   and  their  adjustment    (with 

R.  N.  Falge).   '493 
— Suggestions     for     better     headlighting      I  with 

Falge).    349 
Bollum.   H.  L.: 
— Cause  of  bus   growth.  251 


Carmalt.    L.   J. :  .      ,    *   .- 
Intercity  bus  lines  need  local  terminal  stations. 

•375 
Chase,   Herbert : 

— Modern  steering  systems.    l.)0 
Clarkson.   C.  F.:  .,„ 

— The  bus  and  standardization.    .;18 
Collins.  J.  F.: 
— Double-deck  buses.  44 

Conlon.   Leo  F.:  .     a>      ■ 

— Improved  schedules   greatly   increase  trathe   in 

Elizabeth.    '327 
Cordell.    Henry: 
— North  Shore  operation,  '444 


D 


Desmond.  John: 

— The  snow  fi&hters.   368 


Ebv    C    W  ■ 

— R*f8T.ilation  of   motor  vehu-les   in   Iowa.   204 

Emmons.   CD.:  ,     .     .  . 

>-ordinatins'  motor  bxis  and   electric  railway. 

238 


Falge     R     N  * 

Better  headlamps  and   their  adjustment    (with 

W.   C.    Brown).    '493 
Suggestions     for     bettor     headlighting      (with 

Brown)    349 
Farmer.    Henry: 

— Financing  sales  on  deferred  payment  plan.  -ioO 
Femandes.  Guillermo: 
— Es.sential     characteristics     for     a     small     bus. 

c341 
Fessenden.  G.    R. :  .       ,    -  .    m 

— Electrical  equipment  for  bus  service    (with  T. 

L.  Leo)    '273 
Fielder.  R.  E.: 
— Service   problems.   253 
Forsyth.   W.: 

— Trolley    Bus   operation    in   Toronto.    'IJl 
Franklaiid.   E. : 
— The  idr-al  in  bus  design.  c534. 


Gaetan!.  Gelaslo: 

— The  engineer  in   public  affairs.   98 

Gleason.    A.   L. : 

— A  problem  for  solution.  e341 


H 


R 


Irvine.  W,   I.: 
— -Far  East  using 


bus  service.  147 


Jackson.   Walter; 

— Individual    and    company    applications    of    the 

motor  bus.  1*^1 
James.  R.  W. : 
— Good  words  from  the  mountains,  cool 


K 


Kennedy.   Willam  P.:  ,  .  ,        .         .       . 

Trolley   buses   and    flexible   vehicles    for    street 

railway   service.    253 
Kuvkendall.  E.  V.: 
— The  trend  of  bus  regulation.  38 


L,ane.  F.  Van  Z.:  , 

— Co-ordinating  bus  and  electric  railway.  cZSS 

La  Schum,  Edward: 

— Fundamentals  of    fleet   operation,  248 

Lee.   Elisha: 

— Motor  transport  and  our  railroads — a  problem 

in  co-ordination.  81 
Lee.   T.  L.:  .,^    „ 

— Electrical  equipment  for  bus  service    (with  t.. 

R.    Fessenden  ) .    '373 
Lewis.    Warren   K.: 
— ^Dollar  gasoline  chimera.  'SIS 
Lockwood.  E.  H.: 
— Cooling  capacity    of    radiators.    ^149 


M 


Mclntyre.    George : 

— Finance    companies    demand    assurance    01     a 

good   risk.   235 
— Financing  bus   sales   on   the   deferred   payment 

plan.  c341 
Myers.  Cornelius  T. :  ,.         i,       ■ 

— Progress  in  construction  of  motor-bus  chassis. 

•11 


Parish.    William    F.: 

— Remedies    for    oil    dilution.    559 

Pontius.   D.   W.:  .      „  ,., 

Co-ordination  of  trolley  and  bus  in  California. 

588 


Queeney.   J.   A.: 

The  field  of   the  trolley  bus.   203 


"Reader" : 

— Determining    bus    operating    cost    and    profits, 

c340 
Reeves,  Alfred : 

— Does  rubber  endanger  the  rails?   537 
— 'Railroad   men   as   transport   managers,   351 
Reinhold,  F.  E.: 

— Improvement  in  garage  storage.  534 
Ritchie.  John  A.: 

— 'Buses  downtown  in  Chicago.  352 
— Place  of  the  bus  in  city  transportation.  383 
Roller.  Bert  G.:  .... 

— Getting  bus  patronage  in  the  smaller  cities.  •! 


Schwab.  Martin  C:  _ 

— How  300  buses  are  put  under  one  roof.   ♦d07 

Seely.  Garrett  T. : 

— The  use  of  the  interurban  bus.  96 

Shave.  G.  J. :  ^.  ,        „„„ 

— .Development  of  L.   G.   O.   motor  vehicles.  399 

Smith.  Howard: 

— ^Development     of     transportation     depends     on 

tires,  444 
"Spectator":  ,^ 

— Bright   future   for  bus  business   in   West    Vir- 
ginia. 434 
Stoutnour.   Warren:  ,    .    j 

— What  motor  bus  regulation   has   accomplished 

in  Utah.    '333 
Swan.  Lawrence: 

— ^How   buses  can  be  bought   on   time,    2'_, 
Swint,    Roy   H.:  ^  .        ,, 

— Drlver-to-offlc?    forms    serve    as   barometer    ol 
bus  line  earnings.    '576 

Systematic  cost   accounting   will   cut   operating 

costs.    c389 


Taylor.  E.  P.: 

— Small   city   operation.   co35 

Travis.  W.  E. : 

— Taxes  and  franchises.  c35 

Thirlwall.    J.   C. :  .      ,„„.     _ 

— Trolley  bus  made   real   progress   in   iy..i.   7 


w 


Watson.    E.   E.: 

— rThree  years  of  bus  operation.   cl.l9 
Wooton.   Paul:  .      ^       ,         ,„„ 

— First-hand  observations   in  London.   04^ 


Young.    G.  A.:  ... 

Engine  behavior  under  high   compression  with 

HoUoway  and  Huebotter) 


PERSONAL  INDEX 


Bibbins.  J  Rowland  . 
Birmingham.  J.  A.  . 
Blair.  Lewis  H,  ... 
lilakely,  Stephens  L. 
Brush.  George  S.  .  .  . 
Bryant.    E.    L 

Cameron.  David  .  .  . 
Colford.   J.   E 


Dodd.   James  J 

Davidson.  Bernard  .  . 
Dimmiek.  R.  S.  ... 
Dukes.    R.    C 

England.    Howard    H. 

Flaherty.  John  N.  . 
Eraser.  Ivor 


.  163 
.  4.''>6 
.  •313 
.  ^456 
.  •552 
.•163 

.  ^360 
.  ^408 

.    112 

.    fti)4 

.   •ns 

,  .  505 
.    164 


McGreevy.  N.  H 

McKay.   William   J 

Moreton.  B.  Foster    .  .  .  . 

Moser,    Herbert   C 

Mallahey.   Joseph    W.    . 
Murphy.   Grayson  M.  P. 


.... '456 
. . . .•361 

58 

.163.   212 

261 

58 


Newton.  M.  H *^^ 

O'Hrien,  W.  L ;«"0 

Odell.   Benjamin   B ^-^-^ 


113 
361 


Peartree.   E.  J..  Jr. 
Pollock.  Gilbert   K. 


Reese.    William    D. 
Rhinock,  Joseph  L 


Halo.  J.  C:  .      .„„_ 

— Shoeing  a  car  with  low  pressure  air.  •Sg, 

Harding.  Warren  G.: 

— Transport  evolution.  352 

Ililburn.  B.:  „„„ 

— Motor  tins  experience  In   Tulsa.   Okla..   200 

Howel    John    C:  „„ 

— Antomobile  commodities  in   1923.  83 
Ho\lowa.v.  J.  H.:  .       ,    .  .. 

— Engine  behavior  under  high  compression  (with 

Hucb<)ttcr  and  Young).   148 
Huebotter.  H,  A.:  ,        ,    ,.^ 

— Engine  behavior  under  high  compression  (with 
Hollow.v   and   Young),    148 


Geer,    F,    H 

Hertz,  John   A 

Higgins     L.    G,     .  .  .  . 

Howell.   F.   D 

Hull.    E.   V 

Jacobs.   Ralph  L.    . 

Keenan.   Vincent   E, 
KiUeen.    William    P. 

Lee,   Gordon    


.•311 

.  .600 


.59. 


.    213 
.•408 


•312 
•104 


..59. 


Sanborn.   Ralph  W.    .  . 
Schultz.    Helen    M.     .  . 

Seelv.    Garrett  T 

Soidelman.    George  L. 
Smith.    C.   Monroe    .  .  . 

Snead.    J.    L-    S 

Spark.    Ralph   M 

Street.   CD 

Tomczaek.    Frank    J. 
Thorn.    Wray  T 


Wales.  Prince  of 
Watson.  Matthew 
Wotton.  Edward    . 


502 
313 

361 
111 

•58 
•363 
•502 
•.504 

•59 
58 

313 
•113 

•502 
112 

408 
261 
•360 


Abbrcvintions:  •Illustrated,     c  Communications. 
READ  THE  INSTRUCTIONS  AT  THE  BEGINNING  OF  THE  INDEX 


New  York,  January,  1923 


Getting  Bus  Patronage^  in  llu^ 
Smaller  (.ities 


By  Bert  G.  Roller 

I.inkinj,'  Ip  With  Leading  Department  Stores  at  Each  End  of  a  Lonu- 

Distance  Route  Has  Proved  Profitahle  to  I'ennsylvania  Line— llnu 

the  Zone  System  and  Cash  Fare  Receipts  Work  Out — Drivers  Handled 

on  a  Common-Sense  Basis 


THE  BUS  LINE  that  accommo- 
dates— gives  real  service — and 
is  always  on  the  job,  is  the  one 
that  wins.     So  reason   Bingaman  & 
Reynolds,   owners    and   operators   of 
the    Reading-Pottstown    and    Potts- 
town-Spring    City    bus    lines,    with 
headquarters  at  119  Franklin  Street, 
West    Reading,    Berks    County,    Pa. 
Hence,  they  are  extremely  careful  to 
see  that   their  vehicles  are  in  good 
condition,  which  means  good  mechan- 
ics, as  well  as  good  buses;  that  the 
buses   are  kept   on  the   road,   which 
predicates   good  drivers;  that   there 
are    reserve    drivers    constantly    on 
hand  in  case  of  emergencies  and  that 
they  are  good  "salesmen"  and  know 
their  regular  patrons  by  sight,  board- 
ing point  and  destination  and,  if  pos- 
sible to  do  so  unobtrusively,  by  name. 
Common  sense,  in  fact,  has  guided 
all  the  doings  of  the  partners  since 
they    started    in    business    in    July, 
1921,    with    two  buses    running    be- 
tween Reading  and  Pottstown.     For 
instance,    they    did    not    arbitrarily 
establish   a  bus    stand,   terminal   or 
starting  point  and  then  try  to  induce 
customers    to   come   there    to    board 
their   buses.      They    scouted   around 
until    they    found    where    the    most 
people   of   bus   riding   tendencies    in 
Reading    and    Pottstown    came    to- 
gether  most  frequently    in    each    of 
these  centers  of  population  and  then- 
they  established  their  starting  points. 
That  was  almost  half  the  battle  at 
the  start,  for  customers  were  there, 
ready  to  ride   and   did   not  have  to 
be  sought  out  and  importuned. 

In  Reading,  this  local  point  is  in 
front  of  the  large  department  storr 


of  C.  K.  Whitner  &  Company,  on 
Penn  Street,  near  Fifth  Street,  the 
central  ganglion  of  foot  and  vehicular 
traffic.  In  Pottstown,  the  "concourse" 
for  bus  riders  is  in  front  of  the  larg- 
est department  store  in  that  place, 
or  Dives,  Pomery  &  Stewart's.  A 
master  stroke  of  shrewdness  on  the 
part  of  the  bus  operators  was  shown 
in  the  arrangement  they  made  with 
each  of  these  department  stores, 
whereby  these  estaolishments  not 
only  permit  but  invite  and  welcome 
the  bus  patrons  to  use  their  waiting 
rooms  as  a  bus  terminal,  post 
placards    printed    at    their   own    ex- 


Type  of  6h.s,  seating  twenty-seven  pan- 
sengers,  used  by  Bingaman  &  Reyno'ds. 


pense  in  the  entry  ways  of  the  Ktorea 
and  print  and  distribute  the  buji 
lines'  schedule  cardH.  shouldering  the 
cost  and  using  the  reverse  «ide  of 
these  cards  for  their  own  advertise- 
ments. This  arrangement,  of  coume, 
virtually  establish  -i  ,■  particular 
bus  lines  as  the  i '  :  and  quasi- 

official  transporluiioii  iigencies  for 
these  important  stores  into  and  out 
of  which  hundreds,  if  not  thouiiands, 
of  patrons  pour  daily. 

Reading,  in  its  "metropolitan"  dis- 
trict, has  a  population  of  approxi- 
mately 110,000  and,  includintr  the 
suburban  area,  has  125, "'  'it- 

ants.  It  is  a  center  where  \  -  m 

many  other  towns  and  cities  come 
in  large  numbers  daily.  It  is  notice- 
able that  the  taxicabs  "lay  ofT'  the 
department  store  field;  that  is,  they 
do  not  encroach  in  an  aggre.ssive 
way.  and  the  buses  do  not  even 
resort  to  the  artifice  of  having  a 
stand    "across   the   way"    from   the 


BUS 

TMNSPORTATON 


Vol.2,  No.l 


leading  hotel,  the  Berkshire,  or  other- 
wise apparently  seek  to  take  in  tow 
possible  long-distance  "fares"  of  the 
cab  companies. 

Bus  Fleet  of  Four  Units 

About  all  that  the  bus  operators 
have  to  do  is  to  obey  the  traffic  regu- 
lations and  adhere  to  the  rulings  of 
the  State  Public  Service  Commission, 
once  they  have  received  their  certifi- 
cate of  public  convenience.  The  city 
doesn't  concern  itself  with  the  details 
of  operation. 

The  present  Bingaman  &  Reynolds 
bus  fleet  consists  of  four  units — 
three  Sterlings,  two  of  which  seat 
comfortably  twenty-seven  passengers 
apiece  and  the  third  twenty-one  pas- 
sengers, and  a  Mack,  seating  twenty- 
five.  Three  of  the  buses  are  in  con- 
stant use  over  the  routes,  while  the 


a  5-cent  fare  for  each  zone  where  a 
workman's  fifty-trip  ticket  is  pur- 
chased, and  the  ticket  is  sold  to  school 
children  au  the  rate  of  3A  cents  per 
zone  for  fifty  trips,  or  twenty-five 
round  trips.  Such  tickets,  ordered 
from  the  bus  driver,  are  good  until 
used,  that  is,  until  the  last  one  of 
the  numerals,  from  1  to  50,  border- 
ing the  card,  which  is  pink,  has  been 
punched  out,  when  it  must  be  sur- 
rendered. The  holder's  name  is  writ- 
ten in  on  a  dotted  line,  and  on  the 
face  of  the  ticket  is  distinctly  stated 
that  it  is  not  transferable.  Each 
ticket  bears  a  serial  number.  As  the 
ticket  is  the  same  for  workmen  and 
school  children,  the  company  has  a 
rubber  stamp  which  it  uses  on  the 
back,  which  reads:  "Not  Good  on 
Saturdays,  Sundays  or  holidays." 
The   children's    ticket    has   all    these 


fourth,  when  not  on  a  route,  is  open 
to  chartering. 

There  are  two  buses,  at  least, 
always  on  the  Reading-Pottstown 
route,  which  is  traversed  in  an  hour 
and  five  minutes  under  ordinary 
traffic  conditions ;  and  one  bus,  ordi- 
narily, on  the  Pottsdown-Spring  City 
run,  which  usually  takes  but  forty- 
five  minutes.  Three  of  the  buses  are 
equipped  with  Sewell  wheels  and  the 
fourth  has  pneumatic  tires.  The  bus 
interiors  are  heated  through  the 
exhaust  of  the  engines,  and  a  battery 
controls  the  lighting  system  direct. 
There  are  four  dome  lights  in  each 
body. 

Fare  Seven  Cents  per  Zone 

The  buses  are  run  on  the  "pay- 
enter"  plan,  through  a  zone  system. 
The  regular  cash  fare  is  7  cents  per 
zone  on  the  Reading-Pottstown  line; 
but  on  the  Pottstown-Spring  City 
line,  however,  there  is,  in  addition. 


In  the  ijtuayi'  terminal  at  West 
Reading  at  the  end  of  the  run 

conditions,  while  the  word  "Saturday" 
is  crossed  out  on  the  workmen's 
ticket. 

Where  no  trip  ticket  is  bought 
and  the  customer  pays  a  cash  fare, 
the  driver  hands  him  a  "cash  fare 
receipt,"  in  the  form  of  a  yellow 
ticket,  2  in.  long  by  1  in.  wide,  which 
the  passenger  retains  until  he  is  leav- 
ing the  bus,  when  he  returns  it  to 
the  driver.  The  ticket  has  a  line  read- 
ing: "Always  Insist  on  a  Receipt." 
Holding  such  a  receipt  not  only  pro- 
tects the  customer,  hut  also  aids  the 
driver,  especially  where  there  is  a 
crowd  boarding  the  vehicle,  enabling 
him  to  keep  a  check  on  the  number 
of  fares  paid.  On  the  reverse  of  this 
tiny  ticket  are  listed  the  seven  zones 
on  the  trip,  with  the  word  "Up"  at 
the  head  of  the  column,  and  "Down," 
at  the  bottom,  to  indicate  the  direc- 


tion in  which  the  passenger  is  going. 
When  the  passenger  gets  his  ticket, 
the  driver  punches  the  proper  word, 
"Up,"  or  "Down,"  and  the  zones 
through  which  he  will  pass  to  arrive 
at  his  destination,  the  customer  pay- 
ing the  proper  amount  of  fare  for 
the  number  of  zones  to  be  passed 
through.  When  a  passenger  boards 
a  bus  at  any  point  in  one  zone  and 
rides  into  another  zone,  of  course 
two  zone  fares  will  be  collected. 

The  cash  fare  receipt  ticket  is  so 
diminutive  that  the  wonder  is  more 
passengers  do  not  lose  them;  but 
the  company  asserts  that  very  few 
do  so.  They  have,  for  the  most  part, 
become  accustomed  to  asking  for  and 
delivering  up  these  receipts,  and 
queries  among  both  drivers  and  pas- 
sengers tend  to  show  that  they  do 
not  consider  it  much  bother,  but 
rather  in  the  light  of  a  protection. 
The  driver  rings  up  the  fare  on  the 
register,  and  tickets,  register  read- 
ing and  cash  must  tally  at  the  run's 
end. 

According  to  the  company,  the 
arrangement  of  the  workmen's  and 
children's  fifty-trip  or  twenty-five 
round-trip  ticket  operates  to  better 
advantage  on  the  line  than  would  a 
straight  commutation  ticket. 

In  all  the  buses,  route  cards  or 
time-tables  are  placed  where  passen- 
gers may  conveniently  read  them. 
Drivers  are  not  permitted  to  start 
ahead  of  schedule  time. 

Between  Reading  and  Pottstown 
seven  round  trips  are  made  on  week 
days.  On  Saturdays,  Sundays  and 
holidays  an  extra  trip  is  made  each 
way.  On  the  Pottstown-Spring  City 
line  seven  trips  constitute  the  daily 
schedule,  except  on  Sundays  when 
the  early  morning  trip  is  taken  off. 

It  should  be  explained  that  Potts- 
town is  in  Montgomery  County, 
Reading  in  Berks  County,  Spring 
City  in  Chester  County  and  Royers- 
ford  in  Montgomery  County.  It  is 
18  miles  from  Reading  to  Pottstown 
on  the  bus  route  and  about  10  miles 
from  Pottstovni  to  Spring  City.  It 
is  necessary  to  cross  a  bridge  over 
the  Schuylkill  River  to  get  to  Royers- 
ford  from  Spring  City,  and  the  bus 
starts  from  Royersford,  not  Spring 
City,  as  will  be  noticed  in  the  time- 
table, in  coming  into  Pottstown. 

Buses  not  working  on  routes — 
usually  there  is  not  more  than  one 
in  reserve — are,  as  already  men- 
tioned, open  to  chartering.  They  may 
take  parties  on  sightseeing  tours, 
which  is  not  infrequently  the  case  in 
summer;  or  they  may  haul  crowds  to 
picnics,  baseball  games,  lodge  meet- 


January, 1923 


BUS 

1R\NSHOHTAT!ON 


ings,  or  the  like.  A  bus  on  a  trip 
like  this  may  not  run  many  miles  in 
a  day,  but  on  tourist  trips,  specially 
chartered,  the  company  has  sent  a 
bus  out  on  a  three-day  journey. 
Usually  not  more  than  100  miles  is 
made  in  a  day  by  a  chartered  bus 
for  any  occasion.  Runs,  however, 
have  frequently  been  made  as  far  as 
Pittsburgh. 

Charges  for  chartering  a  bus  are 
not  by  the  head,  as  is  the  case  with 
some  companies,  but  at  the  rate  of 
$1  a  mile.  While  care  is  e.xercised 
not  to  overload  a  bus  for  such  ex- 
peditions, not  infrequently  camp- 
stools  are  placed  in  the  aisle  when 
the  destination  is  the  same  for  the 


lines.  A  "silk  special"  for  the  benefit 
of  the  Reading  hosiery  mills  is  main- 
tained between  New  York  and  Read- 
ing, by  way  of  Allentown. 

The  garage  at  West  Reading  is 
equippe<l  with  plenty  of  the  lighter 
kinds  of  tools  and  work  benches  for 
making  adjustments  and  minor  re- 
pairs on  the  vehicles,  and  a  ser\'ico 
car  also  is  kept  here,  ready  to  start 
at  a  moment's  notice  for  any  point 
on  the  routes  in  case  of  an  accident. 


Fifty-tiif)  ticket  is  popular 


.1     «l,l.  h 


\n 


Tlii.s      non-truii.sf'  r:ilil. 
biii'iltTftl  by  nuin-  . 
puiM-hfil   out   by    T 
to   workmen   ut   tl  ■ 

anil  to  .si-huol  rhiMi<u  al  Uti  i  .iL>  •<[  .: : 
cents  a  zone.  It  1h  Htaniped  on  tli«-  bitek. 
showing  it  Is  KoofI  for  use  by  workmen  on 
111!  ilay.-i  ixeept  Siunlay.s  and  holldayii  ami 
Booil  fur  sdiool  trips  on  all  days  but  SnI- 
urtla>s.    .<iiiHla\s   anil    lioUtlass, 


Each  bus  is  carefully  inspected  at 
the  end  of  Us  run  and  cleaned,  oiled 
and  grea.sed  in  plenty  of  time  to  make 
the  next  trip  in  pro|jer  shape.  The 
repairs  most  often  necessary  are 
those  to  the  springs,  and  therefore 
this  end  of  the  repair  isen'ice  ha« 
been  thoroughly  cultivated  and  pre- 
pared for,  so  that  enough  extra 
springs  are  on  hand  in  case  of  emer- 
gencies. Spring  lubrication  with 
special  penetrating  oil  that  works  iLi« 
way  rapidly  between  the  Kpring 
leaves  is  a  specialty  here.  "The 
bu8e.s  must  be  kept  on  the  road,"  is 
the  slogan  and  watchword. 

Various  experiments  with  tire*  of 
different    makes    were   tried    before 


12  13  14  IS  16  17 


'Ac. 


ffrr 


ines 


'■^IfL- 


•IStQ 


42  41  40  39  38  37  36  35  34  33  32  31  30  29  28  27  26 


V 

Z"'-. 


Pottstotcn-Spring  City  bus  line  timr- 
table.  On  the  back  is  printed  the  ad- 
vertisement of  a  business  concent  ivhose 
store  the  buses  pass. 

entire  party  chartering  the  vehicle. 
The  company  owns  its  commodiou-^ 
brick  garage  in  West  Reading,  which 
is  also  the  headquarters  for  a  motor 
express  business  conducted  by  the 
concern.  Here  is  the  permanent 
home  of  at  least  two  buses ;  another 
is  kept  in  a  garage  at  Royersford 
and  another  in  a  public  garage  at 
Pottstown.  The  activities  of  the 
company's  motor  express  business 
undoubtedly  help  to  draw  customers 
for    the    bus    lines,    and    vice  versa, 


BiNGAMAN  &  Reynold  s  Bus  Line 

Ol'KK.VTOR'S    TRIP    HH  OUT 

From  To 


Bm  A'c 

Date 

RECIVrCH    RKAUISC^S 
ZONFS 

TKII-    IIMK 

».1t.-i'  *l 

Zonoi 

TIckcU  j  Reciflcr 

FInilh 

Start 

Trip 

CALCULATIONS 

AM)  HtMAKKS 

^,,^— — "^ 

V          V^P \ 

Tofal 

\'^M^^^^        \ 

Nov 

nt- 

Ticket 
Sales 

Total 

Ojxrator 


Operator's  trip  report  form  and 
cash  fare  receipt 


The  driver   turn.s    In   one  of  these  report." 
at   the   olTlri-   at   the   end   of  his   trip.      Cn.«h 

each  one  being  a  good  advertisement    fare  rec^  ii.t  tkkcu.  ticket  .-.ai- s  totnK  reKi.-- 

„  ,,  1,  ~,  ,  ter  reailincs  and  casth  mu.it  tally.     The  rash 

tor     the    other.      The     motor    express      fare    rec.  i|.t    i.«    a    tiny    ticket    punche.1    for 

runs  bet^veen  Reading  and  Philadel-  ^;.^rer°"v;.'frr%he'?>'um°be;"'o?"":nV.''v,'l" 

phia    and    Reading    and    New    York  {;?--'^;J,;!',',;?,'."j{'  m*ght*appear"to"b.'  "t  nTsI  specified  duties  to  perform  on  .sched 

Citv,  between  which  points  there  is  Bilance.    '.<maii  as  it  is.  the  pa.s.«enc.r  .".i-  ule  time.   The  buses  are  so  quartered 

much    trafiic,    especially    in    textile  ?um  iV'^tk^  drive^ron'^eavinrthrbus"  '"  that,  at  the  end  of  the  day's  runs. 


Reading-Pottstoicn  bus  litie  time-table. 
The  rererse  side  of  f/iin  also  carries  the 
iidrertisemrnt  of  a  local  merchant. 


the  company  decided  in  favor  of 
Sewell  wheels  for  all  but  one  bus. 
Two  expert  mechanics  are  on  hand  to 
look  after  the  needs  of  the  buses. 

The  company  has  six  drivers — one 
for  each  bus  and  two  in  resen'e  for 
shifts  —  whom  it  employs  on  a 
straight  wage  basis,  allowing  a  small 
bonus,  however,  in  the  case  of  extra 
trips  and  special  charter  runs,  pro- 
I'ided  that  the  business  uvrrants  it. 

The  men  are  handled  on  a  common- 
sense  plan,  in  which  there  is  neither 
paternalism  nor  far-fetched  attempts 
to  conciliate.  They  are  not  "bawled 
out"  on  every  provocation,  nor  are 
they  coddled.  They  are  handled 
strictly  on  the  ba-^is  of  what  they 
are — paid    employees    with    certain 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


they  go  to  a  garage  in  the  driver's 
home  town,  which  arrangement  is 
obviously  the  most  economical  one 
possible.  The  early-shift  driver  is 
ready  early  in  the  morning  to  take 
up  his  work. 

In  summer  the  company  generally 
puts  on  two  extra  men,  because  of 
the  more  frequent  opportunity  for 
chartered  trips  over  a  long  distance, 
which  otherwise  would  disturb  the 
shifts  and  make  them  too  long. 

In  summer  each  man  on  regular 
duty  has  four  trips  each  way,  or 
eight  trips  in  his  day's  work.  The 
trips  are  so  divided  that  the  Potts- 
town  driver  and  the  Reading  driver, 
for  instance,  are  at  home  at  the  end 
of  their  day's  run. 

The  company  prides  itself  on  hav- 
ing only  courteous  and  thoughtful  as 
well  as  expert  and  careful  drivers. 
They  are  trained  to  be  on  the  alert 
for  possible  passengers  and  even  blow 
their  horn,  or  whistle  if  a  "regular" 
patron  is  a  trifle  tardy  when  they 
are  arriving  at  the  point  at  which 
they  are  accustomed  to  pick  him  up 
at  a  certain  time.  The  bus  riders 
greatly  appreciate  thoughtfulness  of 
this  kind,  which  is  no  small  factor  in 
building  up  good  will  for  the  com- 
pany and  the  bus  business  in  general, 
if  only  because  it  is  diametrically 
opposed  to  the  usual  street  railway 
methods.  Hence,  the  bus  drivers 
actually  get  and  weld  business  to  the 
company.  ^ 

Each  driver  is  supplied  with  daily 
"Operator's  Trip  Reports,"  a  white 
form,  3]  in.  x  5i  in.,  a  slip  being 
used  for  each  trip.  This  form  con- 
tains spaces  for  entries  to  be  filled 
out  as  follows: 

Point  of  starting  to  point  of  desti- 
nation; number  of  bus  and  date; 
trip  time,  whether  morning  or  after- 


Apparatus  used  to  make  initial 
record  of  irregularities  of  the 
surface. 


noon,  including  designation  of  trip; 
time  of  starting  and  time  of  finish- 
ing; register  readings  and  tickets 
punched  by  zones,  with  total  for 
each ;  number  of  packages  carried 
to  accommodate  passengers ;  number 
of  tickets  sold,  and  totals;  and  calcu- 
lations   and    remarks.     Each    driver 


makes  a  neat  bundle  of  his  cash  fare 
receipt  tickets  at  the  end  of  his  run, 
and  the  ticket  sales  total,  register 
reading  total  and  money  taken  in 
must  check  up  with  them.  The  oper- 
ator signs  his  name  at  the  bottom  of 
the  bus  form  before  turning  it  in  at 
the  office  at  the  end  of  his  run. 


Traffic  Tests  Begin  at  Arlington 


T'^RAFFIC  has  been  started  on  the 
circular  track  of  the  Bureau  of 
Public  Roads  of  the  United  States 
Department  of  Agriculture,  at  the 
Arlington  Experiment  Station,  in 
the  experiment  to  determine  the 
cause  of  waving  in  bituminous  sur- 


Electrically  driven  device  used  in 
concrete  wear  test. 


faces.  The  track  is  composed  of 
twenty-seven  sections  of  asphaltic 
concrete  of  different  mixtures. 

Before  starting  the  traffic,  profile 
measurements  of  the  surface  were 
taken  at  frequent  intervals  with  the 
autographic  profile  device  especially 
devised  for  the  purpose.  These  will 
be  repeated  from  time  to  time  as  the 
tests  progress,  in  order  to  determine 
the  rate  of  formation  of  inequalities 
in  the  surface. 

It  is  also  planned  to  study  the  flow 
of  the  bituminous  concrete  under 
traffic.  This  will  be  done  by  noting 
the  movement  of  brass  plugs  placed 


in  the  surface,  both  in  the  upper  and 
lower  portions. 

At  present  traffic  is  being  confined 
to  a  path  24  ft.  wider  than  the  dis- 
tance between  the  outside  edges  of 
tires  in  order  to  obtain  an  accelerated 
test.  This  will  also  leave  a  space 
on  the  track  for  investigation  under 
summer  temperatures. 

The  wear  test  on  the  circular  track 
consisting  of  sixty-one  sections  of 
concrete  and  located  at  the  outside 
edge  of  the  bituminous  track  has  also 
been  commenced.  In  this  test  con- 
crete made  of  many  different  mate- 
rials and  mixes  is  being  subjected  to 
a  traffic  of  two  solid  rubber-tired 
wheels  loaded  with  600  lb.  per  inch 
of  width  of  tire  (about  that  of  a 
5-ton  truck)  and  traveling  at  20 
m.p.h.  This  device  is  guided  by 
wheels  traveling  on  rails;  it  is  elec- 
trically driven,  the  power  being 
transmitted  to  one  of  the  wheels  used 
to  represent  the  traffic  which  will 
make  this  wheel  act  as  the  drive 
wheel  of  a  truck. 

On  both  the  bituminous  and  the 
concrete  wear  test,  traffic  will  run 
continually  during  working  hours, 
but  from  the  nature  of  the  tests 
thousands  of  trips  and  a  considerable 
period  of  time  will  be  necessary  be- 
fore much  data  are  secured. 


Circular  track  for  bitunmious- 
surface  tests.  Track  for  con- 
crete shown  at  outside. 


January,1923 


BUS 

mvMSHORlAlK)N 


Mieliijjjaii  Corporation 
Builds  Business  lor  lii<li\  i<lucil  Owners 


OPERATING  out  of  Detroit, 
.Mich.,  to  Lansing,  Jack.son, 
Toledo  and  other  points  is  a 
system  of  touring  cars  that  fur- 
nishes a  striking  example  of  the  po.s- 
sibility  of  selling  transportation  by 
the  organization  of  owners  of  indi- 
vidual vehicles. 

The  National  Transit  Company, 
Inc.,  which  has  its  main  waiting 
room  at  212  Bagley  Avenue,  Detroit, 
is  responsible  for  this  development. 
It  started  in  1922,  when  several 
Michiganites  conceived  the  idea  of 
uniting  the  "hiring  car"  owners, 
who  had  been  operating  independ- 
ently. The  pui-pose  was  to  furnish 
regular  schedule  service  to  the  cities 
and  towns  in  southern  and  central 
Michigan.  It  is  proposed  to  expand 
operations  into  other  sections  as  fast 
as  organization  and  waiting  room 
facilities  can  be  built  up  to  the 
standard  required. 

The  plan  which  has  been  worked 
out  is  original  in  many  respects.  All 
vehicles  are  owned  and  maintained 
by  their  drivers.  The  National 
Transit  Company,  while  it  helps  the 
drivers  to  secure  better  prices  on 
supplies,  is  mainly  an  agency  for  the 
sale  of  transportation. 

The  most  important  provision  of 
the  contract  the  company  has  with 
each  owner-driver  is  regarding  rev- 
enue. The  income  from  passengers 
is  divided  so  that  80  per  cent  goes 
to  the  owner,  and  the  remaining  20 
per  cent  to  the  company.  In  return 
for  its  20  per  cent  the  National 
Transit  Company  sells  the  service 
and  provides  passengers.  This  is 
done  through  terminals  and  waiting 
rooms  in  the  various  cities  where 
there  are  agents,  and  in  other  cities 
by  arrangements  with  porters  at  the 
principal  hotels. 

The  company  has  general  supervi- 
sion over  the  operation  of  the  cars, 
makes  the  schedules,  determines  the 
rates  of  fare  to  be  charged,  sells 
tickets  at  its  waiting  rooms,  and 
makes  a  daily  settlement  with  each 
driver  for  his  share  of  the  business. 

The  owner-driver  must  report 
thirty  minutes  before  his  scheduled 
leaving  time,  and  must  maintain  his 


of  Touriiiit  (iars 

The  Corporation  Uaiulk's 
Sale  of  Transportation  and 
Supervises  Operation  Over 
Regular  Routes  I'nder 
Fixed  Schedules— Pick-l'p 
Service  Is  Maintained  in 
Principal  Cities 


car  in  first-class  operating  condition. 
Not  only  the  running  gear  but  the 
general    appearance   on    the   outside 
and  the  interior  must  be  kept  up. 
The   owner-driver    is    required    to 


:.j  uwner-driver.  The  federal 
car-for-hire  tax  is  $10  and  the 
Michigan  state  tax  averageM  at^mt 
$18  for  seven-pa.s.senger  touring  i;ir^. 
Then  the  driver  mu.st  have  a  chauf- 
feur's license  from  the  state,  ihia 
costing  $2.50  a  year. 

Another  advantage  that  the  drivcr.s 
have  is  in  the  purcha.'se  of  Huppin--. 
The  company  maintains  contrarts 
with  wholesaier.s  no  that  tires,  gas- 
oline, lubricants  and  other  supplies 
can  be  purchased  at  wholesale  rate.s. 
Special  orders  are  i.nsued  by  thi? 
company  on  specified  dea'' 
through  these  the  owners  -,  ■ 
per  cent  discount  on  tires,  gaAoline 


[  \^'/  ."»j  -^^ '  -'  '  ^-'^ 
.*■ — —    ■-, 


/^ 


.-111  Til  Bf-\D 


Routes  covered  by  Michigan  system  of  touring  cars  operated 
on  scheduled  service 


bond  his  car  both  for  personal  liabil- 
ity and  for  damage  to  property 
through  collision.  The  liability  in- 
surance is  in  the  amount  of  $2,500 
for  accident  to  any  one  person  or 
$10,000  for  injuries  in  any  one 
accident.  Property  damage  to  the 
amount  of  $1,000  is  carried.  This 
costs  t)u'  drivers  about  $180  a  year, 
which  is  paid  monthly  in  advance. 
Most  of  the  policies,  it  is  .«aid,  are 
written  by  the  Central  Mutual  In- 
surance Company  of  Detroit. 

The  expenses  of  all  vehicle  taxes 
and   licenses  are  likewise  borne  by 


at  2  cents  a  gallon  off  the  curb 
price,  and  accessories  at  from  30  to 
40  per  cent  of  list  price. 

When  the  service  was  started  in 
April,  1922,  seven  routes  were  oper- 
ated, the.se  covering  about  464  miles 
of  highway  and  requiring  125  cars 
for  the  daily  schedules.  Later  on, 
twenty-five  more  vehicles  were  added 
for  the  60-mile  route  to  Toledo.  The 
latest  route,  to  Adrian.  Mich., 
branches  off  the  Detroit-Jackson 
route  at  Ann  Arbor.  As  shown  on 
the  accompanying  map,  most  of 
the    routes    radiate    from    Detroit, 


BUS 

TFViNSPORTAnON 


Vol.2,  No.l 


NV    7600 

From - -. 

fS 

e 
< 

:                                 N?     7600 

i  ^"^ JUN2r»92^ 

;  The  National  Auto  Transit  Co. 

I                                       Main  Office  and  Terminal 

J                212  BafeleyAve.,  Detroit,  Mich. 

1                  THIS  TICKET  IS  GOOD   FOR  ONE  FARE 

'     From, ,, . to 

1     Driver's  No . Name 

1     Soldby..   Cheek«a 

Form  of  ticket  used  in  waiting  rooms.    Size  21  x  5i  in.,  bound  in  hooks 
with  perforation  at  edge 


although  Lansing-Jackson  and  Flint- 
Port  Huron  do  not  touch  Detroit  at 
all.  The  accompanying  table  indi- 
cates that  186  cars  are  now  being 
operated  over  668  miles  of  route. 

The  plans  for  extension  contem- 
plate scheduled  operations  from  De- 
troit all  the  way  to  Chicago.  The 
map  shows  only  lines  contemplated 
as  direct  extensions  of  existing 
routes;  on  the  north  through  Flint 
to  Saginaw  and  Bay  City,  on  the 
west  beyond  Lansing  to  Grand 
Rapids,  and  on  the  southwest 
through  Jackson,  Kalamazoo,  to 
South  Bend,  Ind. 

On  all  the  routes  now  in  operation 
there  is  competition,  and  as  a  result 
of  its  experience  the  company  is  in 
favor  of  a  restricted  franchise  so 
that  only  sufficient  service  will  be 
provided  for  the  traffic  offered.  In 
addition  to  the  free-lance  operator, 
running  touring  cars  on  a  for-hire 
basis,  steam  railroads  and  electric 
interurbans  provide  service  over 
most  of  the  routes. 

The  waiting  rooms  which  provide 
terminal  facilities  at  Detroit  and  at 
Flint,  Jackson,  Toledo,  Lansing  and 
Port  Huron  of  course  draw  business. 
Whenever  possible  the  agents  there 
sell  tickets,  of  the  form   shown,  to 


passengers  before  they  board  the 
cars.  There  are  two  reasons  for 
this:  First,  it  lessens  the  chance  of 
dishonesty  on  the  part  of  the  driver 
by  decreasing  the  amount  of  money 
handled ;  second,  passengers  who  re- 


AUTOS  TO  ALL  POIN76  1 


National  Auto  Transit  Co. 

autos  hourly  to  flint   lansing. 

Jackson.pt  Huron  and  Toledo 

MAIN  Orrice  and  w«tt.f.<i  room 

2(2  bagley  avenue 

Detroit.  Mich. 


>^ 


IT 


j^: 


Card  handed  out  by  driver,  and 
said  to  be  best  traffic  builder. 


serve  places  and  buy  tickets  in  ad- 
vance for  particular  trips  are  not 
likely  to  change  their  minds  and 
travel  by  other  routes. 

Newspaper  advertisements  are 
carried  in  local  papers.  Printed 
time-tables  are  distributed  at  points 
where  people  congregate,  especially 
in  the  hotels  throughout  the  ten-i- 
tories  served.  The  best  business 
getter,  it  is  said,  is  the  small  card 
illustrated  here,  which  the  drivers 
issue  to   each   passenger.      This    in- 


Route  Statistics  for  National  Transit  Company,  Inc. 


Number 

of         Headway, 
Vehicles        Hours 


Normal  Outside 

Time 
A.M.         P.M. 


One-Way 

Distance, 

Miles 


Running 

Time,  One-Way 

Hr.  Min.  Fare 


Detroit  to; 

Adrian 

Ann  Arbor, . . 

Flint 

Jackson 

LansinK 

Port  Huron . . 

Toledo 

Ann  Arbor  to: 

Brinhton.. . . 
Flint  to: 

Lansing 

Long  Lflkc. . . 

Port  Huron. . 
Lansing  to: 

Jackson 


(o    Round  trip  fare  $5.50.     (6)  Round  trip  fare  $  I. 


10 

2 

7:00 

6:00 

62 

2:30 

$2.00 

1 

7:30 

9:30 

40 

1:30 

1  on 

1 

6:00 

8:00 

60 

2:30 

2  00 

18 

2 

6:30 

6:30 

72 

3:15 

2  65 

1 

7:00 

9:00 

85 

3:20 

(a)     3.00 

2 

8:00 

6:00 

60 

2:30 

2.00 

25 

2 

7:00 

11:30 

61 

2:30 

2.00 

3 

2 

8:00 

6:00 

36 

1:20 

I.  00 

8 

2 

8:00 

6:00 

68 

2:30 

2.25 

2 

12:00 

10:00 

13 

0:35 

(6)  0.65 

2 

8:00 

6:00 

71 

2:50 

2.50 

8 

2 

8:00 

6:00 

40 

1:15 

I.  00 

forms  the  passenger  of  the  existence 
of  the  National  Transit  Company, 
of  the  fact  that  he  is  traveling  in 
one  of  its  vehicles,  and  also  makes 
him  acquainted,  so  to  speak,  with  the 
driver  of  the  vehicle.  This  means 
of  advertising,  it  is  believed,  has 
done  more  than  any  one  thing  to 
build  up  the  business. 

Uniform  Basis  of  Fares 

All  fares  are  figured  on  a  charge 
of  3.25  cents  a  mile,  with  a  minimum 
of  25  cents.  Round-trip  tickets  at 
a  reduced  rate  ai'e  not  sold  except 
between  Detroit  and  Lansing,  and 
Flint  and  Long  Lake.  On  these  two 
routes  it  is  thought  necessary  to 
promote  the  return  traffic.  On  the 
first,  people  are  likely  to  come  back 
by  other  means  of  transportation, 
while  on  the  second  many  travelers 
return  in  privately-owned  passenger 
cars  that  may  be  making  the  trip, 
with  the  resulting  loss  to  the  Transit 
Company. 

The  cars  take  in  from  $130  to  $150 
for  a  week  of  seven  days,  and  as 
they  cover  about  125  miles  daily,  the 
income  is  around  16  cents  per  mile. 
On  the  20  per  cent  basis  the  com- 
pany gets  3  cents  per  mile  for  its 
labor.  The  operating  expense  for 
gasoline,  oil  and  tires  is  only  3.5 
cents  a  mile,  thus  leaving  10  cents 
to  the  driver  for  profit,  after  meet- 
ing other  charges. 

The  traffic  during  the  summer 
months  was  about  100  passengers  a 
day  from  each  of  the  six  waiting 
rooms.  With  an  average  fare  of 
$2.25,  this  gives  a  daily  revenue  of 
$1,350,  which  is  equivalent  to  about 
$500,000  annual  revenue.  For  the 
whole  year  it  is  estimated  the  rev- 
enue will  amount  to  $750,000,  this 
including  the  income  from  the  sale 
of  confectionery,  papers  and  cigars, 
at  the  waiting  rooms. 

In  all  the  operations  so  far  stand- 
ard seven-passenger  touring  cars  of 
the  better  class  have  been  u.sed. 
These  include  Cadillacs,  Packards, 
Marmons,  Studebakers,  and  others, 
and  appear  to  be  the  best  form  of 
vehicle  to  start  the  service.  It  fre- 
quently has  happened  that  not  only 
two  but  hree  or  four  cars  have  been 
sent  out,  when  only  one  had  been 
scheduled.  As  this  traffic  becomes 
permanent,  it  is  planned  to  put  on 
inclosed  buses  to  take  care  of  it. 

The  officers  of  the  National  Transit 
Company,  Inc.,  are  C.  S.  Stiles,  pres- 
ident; B.  C.  Elliott,  vice-president; 
M.  C.  Dopp,  secretary,  and  0.  E. 
Watkins,  treasurer  and  dispatcher. 


January,1923 


BUS 

TRANSPOHIATXJN 


Trolley  Bus  Made  l{vn\  Progress 

in  1922 

By  J.  C  Thirlwall 

Railway  Engineering  Department,  General  Electric  Company,  Schenectady,  N.  Y. 

The   Author  Shows  That.   While  the   Aiiureuate   Niimlter   of    lUises 

ActuallN    I'lil    Into  C'lmimi.ssion   Last    Year   Was  Small,  There   Were 

Evidences  of  Widespread  Interest  in  This  \  ehicle 


TO  THOSE  of  us  who  believe  thai 
the  trolley  bus  offers  a  distinct 
improvement  in  trackless  transpor- 
tation, the  past  year  has  given  both 
hope  and  disappointment.  Several 
installations  were  made  and  satis- 
factory results  are  reported  from 
each,  but  the  number  was  smaller 
than  was  anticipated  and  the  total 
of  buses  yet  in  service  is  not  im- 
pressive. There  is  good  reason  to 
believe,  however,  that  1923  will  see 
a  material  increase  in  the  use  of  this 
electrically  driven  vehicle.  At  the 
present  time  there  are  in  service  in 
this  country  and  in  Canada  thirty- 
six  trolley  buses,  operating  on  about 
30  miles  of  route. 

New  York  Installation  Leads 

The  largest  installation  is  that 
made  by  the  city  of  New  York  on 
Staten  Island,  with  15.5  miles  of 
route  and  fifteen  buses.  Seven  of 
these  buses,  on  6  route-miles,  have 
been  in  service  since  October,  1921 ; 
the  other  eight  went  into  commis- 
sion a  year  later,  on  a  new  9.5-mile 
route.  Construction  is  well  under 
way  on  a  third  route  at  City  Island, 
and  seven  buses  will  shortly  be  placed 
in  service  there. 

The  buses  now  in  operation  seat 
thirty  passengers  and  weigh  about 
12,000  lb.  They  are  driven  by  two 
25-hp.  railway  motors  and  have  a 
K-63  controller.  Current  is  brought 
to  the  controller  through  a  foot- 
operated  line  breaker,  so  that  the 
operator  can  instantly  shut  off  power 
by  releasing  the  foot  switch.  The 
line  breaker  is  also  interlocked  with 
the  emergency  brake  so  that  if  the 
latter  is  applied  the  breaker  opens 
and  power  is  cut  off  from  the  motor 
circuit.  The  use  of  the  hand  control 
for  speed  changes  has  proved  sim- 
pler and  easier  to  handle  than  the 
gear  shift  used  on  gas  buses  and 
has  been  entirely  satisfactorj'  to  the 
operators.  A  single-pole  collector  of 
the  slider  type  has  been  adopted,  and 
the  overhead  on  all  three  routes  was 
designed  for  this  type  of  collector. 


All  three  routes  serve  as  e.xten- 
sions  and  feeders  to  e.xisting  rail 
lines.  The  territory  served  was  for 
the  most  part  open  country,  through 
which  it  would  have  been  diflicult  to 
justify  the  cost  of  laying  rails,  but 
the  regular,  fast  service  given  by  the 
trolley  buses  has  proved  so  depend- 
able and  satisfactory  that  a  great 
infiu.x  of  population  has  occurred  and 
houses  are  being  built  adjacent  to 
the  lines  at  a  really  amazing  rate. 
The  result  has  been  that  riding  has 
steadily  increased,  and  the  buses, 
which  are  about  the  largest  single- 
deck  cars  used  anywhere,  are  kept 
fairly  full  on  fifteen-minute  head- 
ways, and  are  showing  earnings  of 
more  than  20  cents  per  mile  on  a 
5-cent  fare. 

Seven  of  the  buses  have  been  in 
service  for  about  fifteen  months.  At 
the  end  of  the  first  year's  operation, 
which  included  e.xperience  through 
several  severe  snow  and  sleet  storms, 
and  operation  for  several  months  on 
a  road  that  Was  torn  up  for  repaving, 
the  Commissioner  of  Plant  and  Struc- 
tures, Grover  A.  Whalen,  publicly 
stated  that  the  trolley  buses  were 
operating  for  less  than  19  cents  per 
mile  as  compared  with  a  cost  of 
nearly  28  cents  for  gas  buses  run- 
ning under  the  supervision  of  his 
department.  The  latter  are  consider- 
ably smaller  and  lighter,  on  an  aver- 
age, than  the  trolley  buses.  His 
own  records  indicated  a  lower  oper- 
ating cost  for  the  trolley  buses  than 
the  safety  cars  on  the  Staten  Island 
rail  lines,  also  operated  by  the  city. 
He  concluded  by  saying:  "I  feel  I  am 
warranted,  therefore,  in  asserting 
that  the  Department  of  Plant  and 
Structures  has  developed  in  the  track- 
less trolley  system  a  means  of  pas- 
senger transportation  more  econom- 
ical than  any  yet  conceived." 

That  Mr.  Whalen  and  the  city  engi- 
neers are  satisfied  as  to  the  superi- 
ority of  the  trolley  bus  over  the 
self-propelled  t>'pe  is  evidenced  by 
their  request  for  an  appropriation 
to  add  about  one  hundred  more  miles 


of  trolley-bus  routes,  requiring  about 
one  hundred  more  buses.  It  is  ex- 
pected that  this  program  will  be 
carried  out  during  1923. 

Ontakio  Tries  Out  the 
Tbolley  Bus 

Early  in  1922  four  trolley  buses 
were  puf  into  service  on  u  route  1.5 
milts  long  in  a  Huburb  of  Toronto, 
acting  as  an  extension  of  a  line  of 
the  street  railway,  pasKengers  trans- 
ferring between  bu.se«  .,  '  ,  .-t 
cars.     These  bu.ses  seat  t-,  ,. 

use  two  standard  25-h\>.  railway 
motors,  and  have  automatic  control. 
That  is,  the  control  comprises  a 
contactor  group  with  motor-driven 
setjuence  switch,  and  a  maater  con- 
troller, operated  by  the  dr!  t. 
The  collector  is  of  the  w  ;.v, 
and  standard  overhead  construction 
is  used  for  the  two  trolley  wires. 

Ten-minute  service  is  given  by 
these  buses,  and  it  is  reported  that 
their  operation  has  been  entirely 
-satisfactory. 

In  May,  1922,  Windsor  followed 
the  example  of  her  neighboring  city 
and  put  into  service  four  trolley 
buses  of  similar  size  and  equipment, 
on   three   routes   ag^'l.  ,jt 

5  miles  in  length.    Al.  .-s 

are  feeders  to  the  existing  .street  rail- 
way lines  and  exchange  tninsfera 
with  the  rail  system.  The  operators 
repoi-t    that    they    have    :■  .-d 

regular  service  with  rem;i  .  w 

delays  or  interruptions  to  .service, 
and  state  that  this  form  of  trans- 
portation is  well  adapted  for  use  in 
outlying  sections  where  the  traffic  is 
normally  light. 

Baltimore  E.xtends  Range  of 
Trolley-bus   Service 

A  route  about  6  miles  long  in  one 
of  the  Baltimore  suburbs  had  been 
served  by  gas  buses  for  some  time. 
On  Nov.  1,  1922.  at  the  reque«t  of 
citizens   who  desired   th«'  ■«■€ 

of   permanent   operation  oy 

the  erection  of  an  overhead  structure, 
three  trolley  buses  were  placed  in 
ser\'ice. 

These  buses  operate  on  a  half- 
hour  headway  at  a  schedule  speed 
greater  than  14  m.p.h.,  with  stops  a 
little  lei^s  than  1  mile  apart.  These 
buses  have  a  somewhat  smaller  seat- 
ing capacity  than  those  used  in  New 
York  and  Canada,  seating  twenty- 
two  pa.'ssengers.  They  carry*  two 
25-hp.  motors  with  automatic,  foot- 
operated  control.  Two  trolley  poles 
with  swivel  mounted  wheels  are  used, 
and  standard  overhead  trolley  con- 


8 


BUS 

TJV\NSP0RTAT10N 


Vol.2,  No.l 


struction.  The  normal  power  con- 
sumption is  approximately  1  kw.-hr. 
per  bus-mile,  and  the  maximum,  with 
heaters  and  lights  on,  about  1.5  kw.- 
hr.  The  receipts  on  this  line  are 
reported  to  have  materially  increased 
since  the  trolley  buses  went  into 
service. 

Smaller  Installations  Elsewhere 

A  feeder  route  about  1  mile  long, 
on  which  a  single  trolley  bus  runs, 
has  been  in  service  in  Minneapolis 
for  about  six  months,  and  we  under- 
stand that  another  bus  is  being  built 
in  the  shops  of  the  Twin  City  Rapid 
Transit  Company.  The  first  bus  uses 
two  railway  motors  and  the  auto- 
matic foot-operated  control. 

The  Los  Angeles  Railway  for  sev- 
eral months  has  had  one  trolley  bus 
seating  twenty  -  nine  passengers, 
equipped  with  two  railway  motors, 
and  a  foot-operated  non-automatic 
contactor  control.  However,  no 
regular  operation  has  been  attempted 
with  it,  and  the  operators  have  made 
no  announcement  of  what  they  pro- 
pose to  do. 

One  bus  has  been  running  on  a 
feeder  route  in  Norfolk  for  several 
months,  as  an  experiment  to  sound 
out  the  attitude  of  the  public  and 
city  officials  to  the  proposal  of  the 
Virginia  Railway  &  Power  Company 
that  trolley  bus  routes  be  operated  in 
several  sections  of  the  city.  Nego- 
tiations are  going  on  between  the 
railway  company  and  the  City  Coun- 
cils in  Norfolk,  Richmond,  and 
Petersburg  for  a  fairly  large  use  of 
these  vehicles,  which  the  railway 
officials  believe  to  be  well  suited  to 
the  proposed  service.  If  their  plans 
mature,  they  will  probably  put  about 
forty  buses  into  service  in  the  three 
cities  during  1923.  Two  have  been 
ordered  for  Petersburg,  to  give  a 
similar  demonstration  to  that  now 
being  given  in  Norfolk  and  which 
was  also  given  in  Richmond  a  year 
ago. 

Rochester  Plans  Trolley  Bus 
Line  for  1923 

The  city  authorities  in  Rochester, 
N.  Y.,  have  recently  granted  the  New 
York  State  Railways  the  right  to 
construct  a  5-mile  trolley  bus  route, 
to  serve  as  a  crosstown  connection 
for  several  rail  lines.  Six  to  ten 
buses  will  be  required  and  operation 
will  probably  begin  early  next 
summer. 

Several  other  railway  companies  in 
the  Western  and  Southern  states  are 
now  contemplating  the  use  of  trolley 
buses  for  extensions  to  their  present 


i-ail  service,  and  installations  will 
probably  be  made  in  a  few  months. 

While  the  number  of  trolley  buses 
yet  placed  in  service  on  this  side  of 
the  Atlantic  is  small,  the  results  so 
far  obtained  have  been  encouraging 
to  the  pi-oponents  of  their  use.  No 
excessive  maintenance  has  developed ; 
the  electric  equipment  has  stood  up 
about  as  well  as  on  rail  cars,  and  the 
predictions  that  considerable  econ- 
omies in  power  and  maintenance  as 
compared  to  the  gas  engine  drive 
should  be  secured  have  been  verified. 

In  another  year  when  the  addi- 
tional installations  that  are  planned 
are  in  actual  service,  considerably 
more  data  should  be  available  as  to 
costs  and  performance.  Longer  ex- 
perience may  show,  as  some  of  us 
are  beginning  to  think  now,  that  the 
manufacturers  of  electric  apparatus 
have  been  too  conservative  and  have 
been  over-motoring  the  buses  and 
gearing  them  for  too  high  a  speed. 
A  single-motor  drive,  with  a  simple 
rheostatic  controller,  may  replace  the 
double  motor  and  contactor  group 
that  has  been  preferred  by  the  ma- 
jority of  operators.  More  experi- 
menting will  probably  result  in  an 
agreement  on  what  type  of  collector, 
single  or  double  pole,  wheel  or  slider, 
should  be  standard.  But  the  trolley 
bus,  as  an  adjunct  to  the  street  rail- 
way, has  come  to  stay. 


sui-veys  that  are  being  made  are  for 
the  purpose  of  formulating  eventually 
regulations  which  are  to  apply  on 
Federal  aid  roads.  Another  object 
being  sought  is  a  better  basis  for  the 
determination  of  license  fees  for 
motor  vehicles.  Mr.  MacDonald  ex- 
plained that  uniform  regulations  for 
the  entire  country  are  not  practi- 
cable. In  a  sparsely  settled  agricul- 
tural state,  he  said,  heavy  truck 
traffic  should  not  be  allowed.  Trucks 
of  a  lighter  type  can  be  used  where 
the  chief  need  is  to  provide  a  good 
highway  for  passenger  cars.  In  in- 
dustrial sections  it  is  advisable,  he 
explained,  to  go  the  expense  of  con- 
structing roads  which  will  stand  very 
heavy  truck  traffic. 


Regulations  for  Federal  Aid 
Roads  Pending 

ACCORDING  to  Thomas  H.  Mac- 
/\  Donald,  chief  of  the  U.  S.  Bu- 
reau of  Public  Roads,  the  bureau's 
study  of  a  full  year's  traffic  over 
highways  in  Connecticut  and  other 


Texas  Line  Uses  Home- 
Built  Bus 

ANEW  line  between  Port  Arthur 
and  Port  Neches,  Tex.,  is  using 
the  first  bus  body  built  in  the  south- 
ern part  of  Texas.  This  is  mounted 
on  a  White  chassis,  as  shown  in  the 
accompanying  photograph.  The  body 
has  space  for  eighteen  passengers 
and  weighs  only  2,785  lb.  It  was 
built  by  C.  Jim  Stewart  &  Steven- 
son, Houston,  Tex. 

The  framework  is  of  hardwood 
with  3-in.  angle-iron  reinforcements 
for  each  sill  and  crossbar.  The 
cross-sills  are  4-in.  angle  iron. 
These  are  separated  from  the  chassis 
frame  by  a  1-in.  strip  of  hardwood, 
which  breaks  up  the  vibration  and 
shock  which  would  otherwise  be 
transmitted  through  the  iron  sills. 
The  roof  panels  are  poplar,  covered 
with  12-ounce  white  duck. 


Texas-built  body  mounted  on  White  chassis 


January, 1923 


BUS 
TRWSHOKIATION 


Com[)aralivr  DrfUclioii  1\'sts 
Favor  the  iMolor  Shine 

I'avenient  Dellet-tions  Observed  on  Te«;t 
Koad  lender  Truck,  Tdurini;  Car  anc' 
Stage — Static.  Moving  and   Impact  Tests 


ASKKIES  of  road  tests  have 
l)een  carried  out  at  Pittsburg, 
Calif.,  under  the  joint  direc- 
tion of  the  U.  S.  Bureau  of  Public 
Roads  and  the  California  Highway 
Department  to  determine  the  com- 
parative amount  of  pavement  deflec- 
tion caused  by  several  types  of  ve- 
hicles. A  comparison  as  between  the 
ordinary  touring  car,  the  typical 
motor  stage  with  a  load  of  fifteen 
passengers,  and  a  solid-tired  truck 
was  made.  The  truck  was  e.xactly  of 
the  same  total  weight  as  the  loaded 
stage.  Each  vehicle  also  had  the 
same  weight  distribution  on  the 
front  and  rear  wheels.  The  results 
of  the  tests  indicate  that  a  pneumatic 
tired  200-in.  wheel  base  motor  stage 
with  a  full  live  load  of  fifteen  pa.s- 
sengers  causes  less  deflection  in  an 
8-in.  concrete  slab  than  does  a  2-ton 
165-in.  wheel  base  solid-tired  truck 
of  equivalent  dead  weight  loading. 
The  accompanying  series  of  curves 
in  which  the  results  are  depicted 
graphically  show  that  the  deflections 
caused  by  the  truck  range  up  to  a 
maximum  of  more  than  twice  those 
caused  by  a  stage  of  exactly  the  same 


weight.  Quite  unexpectedly  the  tests 
also  showed  that  the  use  of  air- 
pressure  shock  absorbers  materially 
increased  the  pavement  deflections 
when  making  the  impact  test. 

Pavement  deflections  were  resid  by 
the  use  of  rods  whose  tops  were  em- 
bedded in  the  concrete  pavement  and 


■ -iorbers  showed  different  de- 
in  the  impact  test.  To 
eliminate  any  differences  that  might 
be  due  to  the  individual  cars,  tests 
were  then  run  using  the  same  car 
several  time.s  successively  with  and 
without  air  pressure  in  the  cylinders 
of  the  shook  absorln-rs.  These  com- 
parisons were  made  in  several  runs, 
in  addition  to  those  shown  in  the 
accompanying  diagrams,  always  with 
the  result  that  greater  deflections 
were  recorded  when  the  shock  al>- 
sorbers  were  in  use. 

The  method  of  making  the  impact 
test  was  to  lay  across  the  pavement 
a  plank  2  in.  thick  and  to  vary  its 


Weights  and  Dimensions  of  Vehicles  Used  in  Comparative  Tmts 


vehicle 

Chalmers  totirinff  car . 

Twivton  tnjolc 

.-Vlfbor  9taxc  line  bus. 


Total 
Welch  t 
(Pound*) 

5.5JO 

8,740 

a.740 


Wricbl 

on  Front 

A  lie 

(IVund*) 
2.070 
}.700 
».700 


Weicbt 
tin  near 

Allr 

ll'c  ur<l»i 
5.<t0 
S.040 
i.C40 


Lrnctb 

ol  Vih, 


n\     Width 
littr  Tf 

(hit...     <li 

U2  4 
1(4  0 
7C0  0 


67 


Prroaalk 


whose  lower  ends  extended  down  into 
tunnels  beneath  the  roadway,  where 
movements  of  the  rods  were  read 
accurately  by  means  of  micrometer 
gages.* 

Attention  was  first  directed  to  the 
effect  of  shock  absorbers  when 
stages  of  the  same  weight  distribu- 
tion and  differing  only  in  the  use  of 


•A  detailed  description  of  methods  of 
making  tests  on  this  road  was  published  In 
t.HtiiHti  viiifi  \i  ws-lC'rord,  Dec.  »9.  1921. 
page  104$,  and  in  the  issue  of  .lunr'  29. 
1922,  page  1066,  there  appeared  an  *-x- 
tended  report  on  the  effect  of  heavy  traffic 
on  the  concrete  pavement. 


■0 

£  O.OIS 
^  0.000 


0.010 
0.010 
0.030 

ao4o 

0.0S0 


LEGEND  for -the  three  »eH  of  turve»_ 
Chdlmer*  Touring  Car 


— -■    ?-+ori  Truck 

— —     Stage  without  ftir  in  Front  or  RearN-^ck  Abiorberft  ' 

Stage  witti  Hormal  Air  in  Shock  Absc-bcr^ 


-X^ 


X 


\ 


■^ 


Showinff  deflection  under  impact  and  for  static  and  moving  toads 


distance  from  the  deflection  rods 
until  positions  were  found  where  the 
vehicles  passing  over  this  oljslruc- 
tion  and  dropping  to  the  pavement 
again  gave  a  maximum  rod  reading 
for  each  of  the  several  spei-ds  at 
which  deflections  were  to  Ix-  recorded. 
The  edge  of  the  plank  presented  to 
the  approaching  vehicle  was  beveled 
off  to  a  feather  edge  to  allow  the 
vehicle  to  rise  up  on  it  easily.  In 
all  records  shown  in  the  accompany- 
ing cur\es,  the  wheels  on  one  side  of 
all  the  vehicles  were  kept  over  rwl 
No.  9,  nearest  the  pavement  edge. 

The  curves  shown  herewith  are 
typical  of  the  several  runs  made  a  i<l 
were  selected  to  show,  in  a  general 
way,  the  materially  greater  deflection 
of  the  concrete  under  the  impact  of 
a  truck,  even  though  its  '   •  ht 

and   weight  distribution  -ii- 

tical  with  the  motor  stage.  The 
truck  used  was  of  the  standard  2-ton 
type,  with  wheelbase,  tire  and  spring 
etiuipment    typical    of    such    trucks. 

Another  point  brought  out  by  con- 
tinuous traflfic  tests  indicated  that 
the  surface  wear  of  concrete  paving 
due  to  rubber-tired  vehicles  was 
negligilile.  Even  after  more  than 
3,000,000  tons  of  heavy  trucks  had 
passed  over  the  pavement  surface 
there  was  practically  no  wear;  paint 
marks  before  this  traffic  began  were 
still  plainly  visible. 

The  work  at  the  Pittsburg  test 
highway  was  carried  out  under  the 
joint  direction  of  the  United  States 
Bureau  of  Public  Road.-<  and  the  Cali- 
fornia State  Highway  Commissio-, 
with  Lloyd  Aldrich  and  John  B. 
Leonard  in  direct  charge  of  testa. 


10 


BUS 

TRANSPOKTATION 


High  Spots  in  the  Bus  Industry 

First  Real  Development  Came  in  1922 — 

Coming  Year  Will  Be  Featured  by  Organized  Capital 

and  Better  Service 


BUSES  we  have  had  for  many 
years,  but  the  bus  industry  as  an 
industry  was  born  the  past  year. 
Prior  to  1922  it  was  difficult  if  not 
impossible  to  buy  a  real  bus.  The 
general  conception  of  a  bus  in  both 
the  public  mind  and  the  operator's 
mind  was  a  truck  chassis,  with  a 
body  usually  put  together  by  some 
local  wagon  builder.  The  year  has 
brought  forth  a  variety  of  real  bus 
designs,  chassis  and  bodies,  designed, 
manufactured  and  sold  by  respon- 
sible manufacturing  agencies.  Cer- 
tainly it  is  true  that  no  great  part 
of  the  public  or  even  of  the  bus  oper- 
ators were  in  touch  with  these  de- 
velopments before  this  past  year. 
There  is  no  more  striking  evidence 
of  last  year's  development  in  the  bus 
industry  than  a  comparison  of  the 
vehicles  available  today  with  those 
available  twelve  short  months  ago. 
What  is  true  of  the  chassis  and  body 
alone  applies  equally  to  the  parts, 
and  equipment,  and  in  some  measure 
also  to  accessories.  Bus  terminals, 
except  in  a  few  isolated  places,  were 
practically  unknown  in  1921.  To- 
day they  dot  the  map  at  every  impor- 
tant transportation  center. 

It  is  only  during  the  past  year  that 
the  public  has  begun  to  recognize  the 
existence  of  the  industry  by  provid- 
ing legislation  for  its  regulation  and 
protection.  Prior  to  1922  the  man 
who  invested  his  capital  in  a  bus 
route  was  subjected  as  a  rule  to  the 
unrestricted  competition  of  any  one 
who  wanted  to  put  his  money  into 
the  same  route.  Now  in  many  states 
the  man  entering  the  business  se- 
cures assured  rights  that  protect  his 
investment  as  long  as  he  performs 
his  part  of  the  contract  with  the 
public.  This  protection,  while  not 
yet  universal,  exists  in  some  form  in 
twenty-one  states. 

Public  interest  toward  transporta- 
tion by  bus  awoke  during  the  past 
year.  The  old  jitney  was  tolerated — 
the  modern  bus  is  welcomed  as  a 
luxurious  necessity.  The  rubber 
urge,  as  it  has  been  called,  is  well- 
nigh  universal,  and  bus  transporta- 
tion has  brought  rubber  tires  into 
the  life  of  the  masses.  The  public 
has  demanded  more  and  more  bu.s — 
the  demand  is  still  growing,  and  so 
long  as  the  service  given  by  bus  oper- 


ators caters  to  this  demand  the  bus 
industry  will  expand. 

The  attitude  of  public  utility  oper- 
ators toward  the  bus  has  changed — 
the  leaders  of  thought  in  the  electric 
railway  field  now  recognize  the  place 
of  the  bus  in  the  business  of  passen- 
ger transportation.  They  are  chang- 
ing from  an  attitude  of  hostility  to 
one  of  open-minded  receptiveness, 
and  many  of  them  realize  that  they 
must  operate  buses  or  work  hand  in 
hand  with  independent  bus  oper- 
ators. 

Keynotes  of  Success 

The  bus  operator,  too,  has  a 
broader  horizon.  He  has  begun  to 
see  that  uncontrolled  competition  is 
as  bad  for  him  as  for  anybody  else. 
He  has  found,  for  example,  that  com- 
peting with  an  electric  railway  may 
be  less  profitable  than  finding  a  route 
where  competition  does  not  exist.  He 
has  begun  to  see  that  the  keynote  of 
success  in  any  part  of  the  trans- 
portation business  is  in  giving  the 
public  what  it  needs,  and  that  co- 
ordinated transportation  almost  in- 
variably meets  the  public  demand. 
He  has  learned  to  work  with  existing 
transportation  agencies,  just  as  they 
have  learned  to  work  with  him.  Dur- 
ing the  past  year  the  bus  operator 
has  developed  into  something  more 
than  mere  running  of  buses — he  has 
developed  in  sense  of  public  service. 
He  has  found  that  regard  for  the 
comfort,  safety  and  convenience  of 
the  public  builds  business  and  in- 
sures the  future  stability  of  his 
investment.  While  this  is  by  no 
means  100  per  cent  true  in  the  indus- 
try, the  thought  has  been  planted 
100  per  cent  in  the  minds  of  the 
leaders  of  the  industry  and  is  grow- 
ing among  the  others.  The  industry 
has  begun  to  organize  itself,  local 
pools,  county  and  state  organizations 
have  sprung  up  and  taken  definite 
form,  and  a  national  organization 
has  likewise  been  formed. 

The  financial  world  has  discovered 
the  industry.  It  is  no  longer  neces- 
sary for  an  operator  to  go  into  the 
business  on  a  shoestring  if  he  con- 
trols a  legitimate  bus  enterprise. 
Capital  on  satisfactory  tei'ms  can  be 
secured  to  finance  the  development 
of  sound  bus  businesses. 


Vol.2,  No.l 

As  we  look  back  over  the  high 
spots  of  the  year  in  our  field,  we  can- 
not but  marvel  at  the  important  de- 
velopments that  have  taken  place  in 
so  short  a  time.  Not  only  has  a 
great  industry  been  born  but  it  has 
grown  amazingly.  It  has  organized 
itself  from  within,  and  by  its  youth- 
ful soundness  and  vigor  has  drawn 
around  it  from  without  the  organized 
forces  which  it  needs  for  stability 
and  progress. 

Bus  transportation  has  already 
gone  far,  but  it  has  only  just  begun 
to  go. 

Great  Progress  Predicted 

If  we  can  judge  the  future  by  the 
past,  1923  will  show  progress  that 
will  make  the  surprising  record  of 
1922  puny  indeed. 

With  the  public,  the  manufactur- 
ing field,  the  bus  operators,  the 
utility  interests  and  capital  all  awake 
to  the  possibilities  of  the  industry, 
only  extreme  conservatism  can  set  an 
upper  limit  to  its  progress.  Certain 
it  is  that  the  operator  will  see  great 
strides  on  the  part  of  equipment 
manufacturers,  and  the  present  stage 
of  transition  will  develop  well- 
defined  standards.  The  bus  of  the 
future  will  better  meet  the  condi- 
tions under  which  it  operates.  There 
will  be  more  opportunity  for  dis- 
criminating choice  in  equipment.  The 
intercity  bus  will  be  designed  for 
intercity  use,  the  urban  bus  for  city 
use,  the  small  town  bus  for  small 
town    use. 

Where  Greatest  Growth  Will  Be 

Many  more  electric  railways  will 
operate  buses  in  1923.  While  this 
will  work  a  hardship  on  some  inde- 
pendent operators  it  will  ultimately 
be  a  blessing  in  disguise  to  those  who 
are  sufficiently  wide-awake  to  trans- 
fer their  operations  where  they  are 
needed.  As  a  matter  of  fact,  the 
greatest  development  will  be  in  the 
conmiunities  now  without  rail  trans- 
portation, where  rail  transportation 
never  would  pay.  This  is  not  saying 
that  conflict  between  the  rail  and  the 
highway  will  cease  in  1923.  It  will 
diminish,  but  it  will  go  on  until  the 
old  law  of  the  survival  of  the  fittest 
settles  the  argument.  The  transpor- 
tation facility  which  gives  the  great- 
est number  of  people  the  kind  of 
service  they  want  will  survive.  The 
bus  never  can  completely  supplant 
the  electric  railway,  nor  can  the 
electric  railway  completely  suppress 
the  bus.  Each  has  its  legitimate 
field;  time  will  fit  each  into  its  own. 


January,  1923 


BUS 

TR\NSPOR1ATION 


11 


One  of  the  less  startlinK  develop- 
ments, but  perhaps  one  of  the  most 
important  of  all,  will  come  through 
the  dawning  realization  of  the  inter- 
dependence of  all  bus  operators. 
There  will  be  a  more  general  realiza- 
tion of  the  fact  that  the  industry  as 
a  whole  can  grow  no  faster  than  do 
the  individuals  that  compose  it. 
There  will  be  more  interchange  of 
thought,  a  freer  giving  of  experi- 
ence for  the  common  good,  a  growing 
desire   to    help,    and    by    helping   to 


make  the  receiving  of  help  possible. 
Such  co-operation  is  needed  to  de- 
velop the  best  standards  of  practice, 
standards  for  measuring  operating 
and  maintenance  costs,  which  in- 
volve uniform  accounting  systems 
and  other  cost-accounting  methods. 
Such  co-operation  will  give  an  impe- 
tus to  studies  of  trallic  How  and  the 
fitting  of  schedules  to  traffic  demand 
so  that  service  can  be  given  when 
and  where  it  meets  the  common 
needs  of  the  public  and  the  operator. 


The  year  l^efoi.  .-r 

buses  and  better  :  <• 

will  be  ui)erated  under  the  protection 
and  regulation  of  the  public.  They 
will  be  on  a  more  profitable  basis,  for 
the  intelligent  operator  and  for  the 
larger  part  of  the  public. 

The  bus,  in  it^  1 

types,  IS  not  only  :      •  it 

is  here  to  grow  into  the  industrial 
and  .social  life  of  the  entire  nation, 
and  bus  transportation  will  rank  as 
one  of  the  truly  great  industries. 


Proirress  in 


Construction  of  Motor-Bus  Chassis 


By  Cornelius  T.  Myers 


MOBILE  TRANSPORT— rapid, 
comfortable,  and  at  time  ex- 
hilarating. This  is  being  fur- 
nished by  the  motor  bus,  and  is  being 
received  with  enthusiasm  in  all  parts 
of  the  country.  Steadfastly  and 
consistently  for  some  two  years  back 
the  possibilities  in  this  field  have 
been  urged  on  the  motor  truck  in- 
dustry by  the  National  Automobile 
Chamber  of  Commerce,  by  the 
Society  of  Automotive  Engineers,  by 
the  editors  of  automobile  journals,  by 
the  operators  of  motor  bus  fleets,  and 
by  municipal  authorities. 

It  is  too  early  in  the  development 
of  motor  transportation  properly  to 
evaluate  the  progress  or  to  say  along 
just  what  lines  the  greatest  trend  of 
development  will  be.  But  one  can 
say  without  fear  of  contradiction 
that  there  is  now  a  general  recogni- 
tion of  its  possibilities  by  the  public 
at  large,  and  that  this  recognition  is 
rapidly  growing  in  street  railway 
circles.  The  automotive  industry 
itself  has  not  only  comprehended 
these  possibilities,  but  has  studied, 
labored  and  produced  in  a  remark- 
ably short  time,  vehicles  to  fill  the 
requirements. 

Motor  truck  builders  have  for 
years  back  turned  out  in  small 
quantities  modifications  of  their 
standard  chassis  that  were  more  or 
less  suitable  for  bus  service,  and  for 
the  time  filled  the  demand  that  ex- 
isted. One  local  transportation  com- 
pany over  a  term  of  years  has  de- 
signed and  built  vehicles  which  were 
particularly    adapted    to    its    service 


After  graduating  from  Stevens  In- 
stitute in  1900  and  holding  engi- 
neering positions  with  several  makers 
of  mechanical  equipment  Mr.  MyeiB 
became  successively  c'nief  mechani- 
cal engineer  of  the  General  Motors 
Company,  chief  engineer  General 
Motors  Truck  Company,  and  chief 
engineer  the  Timken-David  Brown 
Company. 

In  1917,  Mr.  Myers,  then  a  con- 
sulting engineer  in  Detroit,  was 
made  chairman  of  a  committee  of 
the  Society  of  Automotive  Engineers 
co-operating  with  the  U.  S.  War 
Department  in  the  design  of  the 
I  .!i  rty  Motor  Trucks.  He  is  now 
..  insulting  automotive  engineer, 
and  is  a  member  of  such  organiza- 
tions as  the  American  Society  of 
Mechanical  Engineers.  Institution 
of  Automobile  Engineers  of  England 
and  the  Society  of  Automotive 
Engineers. 


conditions,  and  which  in  connection 
with  capable  personnel  demon- 
strated the  great  possibilities  for 
bus  travel  in  our  big  cities.  Under 
the  stimulus  of  repeated  suggestion 
and  urging,  motor  truck  builders  in 
all  parts  of  the  countrj'  have  turned 
a  large  part  of  their  attention  to  the 
production  of  chassis  for  mass- 
passenger  transportation,  with  the 
result  that  there  is  on  the  market 
today  a  wide  range  of  vehicles. 

It  is  true  that  some  of  these 
chassis  are  but  slight  modifications 
of  those  which  had  been  produced 
for  motor  truck  service.  But  they 
have  at  least  served  the  first  de- 
mand, and  where  carefully  operated 
they  have  demonstrated  locally  the 
advantages  of  bus  service. 


On  the  other  hand.  •• 

number    of    new    chu  -d 

especially  for  passenger  transport, 
have  been  placed  on  the  market ;  and 
others  are  either  being  announced 
or  are  well  under  way.  Parts  manu- 
facturers have  sensed  the  oppor- 
tunities and  have  done  splendid  work 
in  the  development  of  engines,  axles, 
gear  boxes,  etc.,  as  well  a.s  minor 
details,  all  of  which  have  been  de- 
signed with  a  view  to  meeting  the 
particular  conditions  of  bus  service, 
so  far  as  the.se  conditi<>n<  inuld  },e 
determined. 

Chassis  Is  Foundation 

The  body  of  a  bus  is  practically  all 
that  the  general  public  notices.  But 
the  chassis,  with  its  thousands  of 
details  and  its  many  engineering 
features,  is  the  foundation  of  the 
job.  In  the  chassis  we  find  the  re- 
.■^ult  of  the  painstaking  engineering 
study  and  experience  of  thousands  of 
engineers  in  the  automotive  indus- 
trj'.  With  a  large  available  fund  of 
knowledge  these  engineers  have  put 
together  various  units  and  essential 
details  in  various  ways,  each  en- 
deavoring to  produce  a  chassis  that 
will  give  a  desired  performance  un- 
der certain  conditions  or  classes  of 
ser\-ice. 

Local  conditions  will  have  a  con- 
siderable l)€aring  on  the  type  of 
body  and  chassis  to  be  u.sed.  De- 
tails, too,  entirely  suitable  for  one 
set  of  conditions  might  be  of  doubt- 
ful or  negative  value  in  other  cases. 
It      may     even     happen      that      if 


12 


-      BUS 

TRANSPORTATION 


Straight  frame  construction  on  this  Model  50  bus  chassis.  (White.) 


all  the  details  of  a  chassis  are  not 
the  best  suited  to  the  conditions,  or 
if  they  have  certain  undesirable 
features,  an  intimate  knowledge  of 
their  limitations  will  point  to  a 
means  of  offsetting  them  to  some 
degree.  Skillful  operation  is  half 
the  problem  in  any  event,  but  per- 
fection of  detail  is  essential  to  con- 
tinued successful  operation. 

Some  Fundamental  Details 
OF  Design 

As  to  design  features,  we  first 
note  that  the  desire  to  draw  cus- 
tomers and  serve  them  well  has  de- 
veloped the  low-hung  body  with  an 
easy  step  for  entrance  and  exit.  A 
number  of  details  enter  into  the 
accomplishment  of  this  important 
feature : 

1.  Both  front  and  rear  axles  must 
be  designed  so  as  to  permit  the  use 
of  a  low  frame,  and  a  generous 
spring  deflection. 

2.  The  rear  portion  of  the  frame 
should  contain  a  "kick-up"  or  arch 
over  the  rear  axle,  to  afford  the 
spring  action  mentioned  in  the  pre- 
vious paragraph. 

3.  Wheels  and  tires  of  moderate 
diameter  are  necessary  to  reduce  the 
height  of  the  step. 

A  number  of  chassis  now  have  the 
above   features,    some   affording   re- 


markably  low  steps  and  body  plat- 
forms. 

Once  a  traveler  has  been  picked 
up  and  is  being  carried  rapidly  to- 
ward his  destination,  our  chief 
thought  is  for  his  safety.  This  is 
mainly  accomplished  by  a  low  center 
of  gravity,  a  wide  gage  and  adequate 
controls — it  being  taken  for  granted 
that  the  various  parts  of  the  chassis 
are  sufficiently  strong  to  carry  the 
loads  for  which  it  is  designed.  Here 
we  must  consider: 

1.  Brakes  and  their  linkages. 
These  must  be  absolutely  adequate 
to  skid  the  wheels  under  ordinary 
conditions,  but  be  capable  of  smooth, 
easy  and  noiseless  application.  They 
must  be  durable  and  easy  of  adjust- 
ment. 

2.  Steering  mechanisms  must  be 
durable  and  absolutely  dependable, 
easy  of  operation,  capable  of  short 
turns,  and  free  from  wheel  wabble. 

3.  Pedals,  steering  wheel,  levers 
and  seat  must  be  in  proper  relation 
to  afford  comfort  to  the  driver. 

4.  Wide  gage,  low  bodied  axles  are 
important  for  stability,  seating  room 
and  short  turning  radius. 

Double-deck  and  some  high-speed 
buses  have  a  wide  gage,  as  well  as  a 
low  center  of  gravity.  These  features 
should  become  universal  in  these 
types   of  bus.     The  wide   gage  and 


-  ^'"'^'S^if^^^^^^^^^^^^^^^^^^l 

R*^^   ^'^ 

|iiiiiiii|iill 

^^^^V:>  ^^^^^^^^^^B|||^^^^H  ^^^^H 

Single-decker  for  city  service.  (Fifth  Avenue  Type  J.) 


Vol.2,  No.l 

small  wheel  also  give  a  smaller  wheel 
housing  and  better  seating  capacity 
over  the  rear  axle. 

Considerations  of  Comfort 

Comfort  for  the  passenger,  when 
he  is  seated,  is  the  next  bid  for  bus 
popularity.  In  the  chassis  this  is  a 
matter  of  skillful  design  in  combin- 
ing and  adapting  the  many  features 
that  enter  into  the  riding  qualities 
of  the  vehicle : 

1.  The  type,  size  and  quality  of 
tires  have  a  decided  bearing  on  com- 
fort. 

2.  The  springs  should  be  easily  de- 
flected for  light  loads  and  stiff  enough 
to  prevent  bumping  at  full  loads,  but 
they  should  not  be  permitted  to  grow 
stiffer  while  in  service. 

3.  Axles,  tires  and  wheels  should 
be  of  minimum  weight. 

4.  The  rear  axle  should  be  located 
fairly  well  to  the  rear  of  the  body. 

5.  Gear  noises,  squeaks  and  rattles 
of  all  kinds  must  be  suppressed  as 
far  as  possible. 

6.  Engine  vibration  must  be  mini- 
mized. 

During  the  past  year  there  has 
been  a  marked  improvement  in 
chassis  as  measured  by  these  quali- 
fications. The  problems  involved 
are  difficult  and  the  ideal  is  still  some 
distance  ahead  of  us. 

Cutting  Operating  Costs 

From  the  standpoint  of  operating 
economy  a  long  list  of  details  can  be 
mentioned,  but  chief  among  them 
are: 

1.  Light  weight,  because  the  maxi- 
mum power  required  is  a  direct 
function  of  the  total  weight  to  be 
moved. 

2.  The  proper  relation  of  engine 
power,  weight,  tire  size,  and  gear 
reduction  must  be  established,  and 
this  is  a  difficult  problem. 

3.  The  over-all  engine  efficiency  is 
of  great  importance  and  is  affected 
by  many  different  factors,  such  as 
average  load,  carburetion,  internal 
friction,  design  characteristics  and, 
finally,  the  skill  and  care  with 
which  the  engine  is  manufactured. 

4.  The  gear-box  ratios  must  suit 
the  operating  conditions. 

5.  Clutch  and  brakes  must  be 
"easy,"  effective  and  durable. 

6.  Automatic  lubrication  of  all 
parts  where  rubbing  or  sliding  ac- 
tion takes  place  is  very  important. 
This  will  not  only  reduce  attention 
costs  but  will  reduce  wear  and  re- 
pairs, and  suppress  many  a  squeak 
and  groan. 


Januar>',1923 

7.  The  tires  must  be  adequate  in 
size  and  of  a  type  best  suited  to  the 
operating  conditions. 

In  reviewing  the  chassis  now  on 
the  market  it  can  be  said  that 
;hough  marked  improvement  has 
been  made  in  the  past  year,  there  is 
still  much  to  be  attained  on  the  score 
of  weight  reduction,  on  the  relation 
of  engine  size  to  bus  weight  and 
speed,  on  engine  efficiency,  chassis 
lubrication,  and  some  of  the  other 
points  just  mentioned.  However, 
there  are  some  notable  exceptions 
which  reveal  well  balanced  designs, 
much  careful  thought  and  consid- 
erable initiative  in  execution. 

Evolution  of  Bus 

Our  buses  are  combinations,  in 
varying  proportions  to  suit  different 
conditions,  of  the  passenger  car  and 
the  motor  truck,  and  the  way  for 
them  has  been  laid  by  the  wonderful 
development  of  these  branches  of  the 
automotive  industry  in  years  gone 
by.  First  came  the  passenger  car 
(at  one  time  called  pleasure  car,  and 
not  always  so  pleasing,  at  that)  and 
demonstrated  the  enormous  value  of 
swift,  mobile,  immediately  available 
highway  travel.  Then  came  the 
motor  truck  to  take  up  the  loads  of 
industry  and  apply  to  them  the  time- 
saving,  cost-reducing  element  that 
its  predecessor  had  demonstrated. 
Now,  with  the  experience  of  both 
types  of  vehicles,  we  have  the  knowl- 
edge and  experience  that  have  en- 
abled us  to  attack  and  solve  the  much 
more  exacting  service  of  moving  com- 
mercially human  freight.  Without 
a  doubt  the  past  year  has  demon- 
strated this  to  the  country  at  large. 

Manifestly,  for  the  good  of  all  con- 
cerned, well  recognized  similar  con- 
ditions should  be  served  by  equip- 
ment with  similar  characteristics,  the 
component  parts  standardized  as 
much  as  possible.  Much  knowledge 
and  e.xperience  is  already  available 
on  both  sides,  and  the  coming  year 
will  likely  see  it  take  some  form  as 
a  basis  for  procedure. 

Accessibility 

Accessibility  in  a  motor  bus  chas- 
sis is  of  great  importance,  for  when 
wear  takes  place  and  repairs  have  to 
be  made,  many  valuable  hours  may 
be  saved  if  the  damaged  parts  can 
be  reached  with  ease  and  replaced 
without  disturbing  others.  It  must 
be  recognized  that  some  parts  are 
more  exposed  to  wear  than  others. 
Certainly  care  should  be  devoted  to 
protecting  these  as  much  as  possible, 


BUS 

lRA,NSPORTATION 


13 


B"s  chasKts  leith  canliiun  ivheiln  and  ntructiiriil  uteri  uKril  f" 
over  rear  wheeU.  (Master.) 


lyln 


•P 


but  the  design  should  render  them 
easy  of  acce.ss  for  adjustment  or  re- 
placement. Much  attention  has  been 
paid  to  these  features  in  motor  truck 
construction,  and  recent  bus  chassis 
bear  evidence  that  more  and  more 
consideration  is  being  given  to  them. 
On  many  chassis,  however,  there  is 
room  for  improvement  in  the  ar- 
rangement of  steering  gear,  clutch, 
and  other  parts  near  the  rear  of  the 
engine.  There  is  little  enough  elbow 
room  here  anyway  because  of  the 
proximity  of  the  dash  and  its  equip- 
ment. 

The  pneumatic  tire  is  the  best  type 
for  bus  service  and  it  is  coming  into 
greater  and  greater  use.  For  service 
at  high  speeds  or  over  rough  roads 
it  has  no  equal,  although  the  writer 
believes  that  the  standard  inflation 
pressures  are  too  high  to  give  the 
most  comfortable  riding.  Except  in 
the  smaller  sizes,  however,  pneu- 
matics are  as  yet  too  expensive,  and 
are  too  large  in  diameter  to  be  widely 
used.  The  new  sizes  to  be  used  with 
20-in.  rims  overcome  the  disadvan- 
tage of  large  diameters.  If  they  can 
be  made  to  give  greater  mileage  and 
at  lower  inflation  pressures,  they 
should  come  into  extended  use,  except 
for  large  buses  on  smooth  streets. 

The  cushion  tire  is  rapidly  gaining 
favor,  and  justly  so.  In  combination 
with  cushion  wheels,  cushioned 
springs  or  lubricated  springs,  it  gives 


an  effect  very  nearly  as  good  as  the 
giant  pneumatics  with  their  high 
air  pressures.  Solid  tires  give  the 
lowest  tire  cost  per  mile,  and  for 
heavy  buses  on  well  paved  streetJi 
they  afford  very  fair  riding  qualities 
with  a  well  designed  spring  suspen- 
sion. The  bus  offers  a  big  field  for 
tire  development,  and  doubtless  that 
industry  has  plans  now  for  giving 
us   more  servicable   tires. 

Unspbu.ng  Parts 

Cushion  wheels  are  l)eing  used  on 
several  chassis,  but  they  add  weight 
at  a  point  where  it  is  least  desired — 
underneath  the  springs.  Little  or 
no  reliable  data  on  the  actual  .ser>'lce 
value  of  such  wheels  have  lK*en 
published,  though  many  strong 
claims  are  made  for  them.  More 
facts  would  be  welcome. 

The  spring  suspension  is  a  difficult 
problem.  On  the  latest  chassis  the 
springs  are  long,  flat  under  load,  and 
allowed  as  great  as  po.ssible  a  clear- 
ance before  "bumping"  takes  jilace. 
The  compound  spring  with  varying 
rates  of  deflection  seems  the  l)est 
at  present.  One  manufacturer  holds 
the  ends  of  the  springs  in  rubber 
cushions  to  help  damp  out  vibration; 
another  supplies  the  springs  con- 
stantly with  very  small  amounts  of 
oil,  not  only  rendering  them  more 
flexible,  but  keeping  them  so. 

The  axles,  front  and  rear,  that  are 


City  f>l'><    f"  cnrrij    ttrrntlf-jniw   jKlfst  lu/t  r  t<    m   sht^(-i>li 


hudy.  (Fageil.) 


14 


BUS 

TMNSPORIATION 


Vol.2,  No.l 


used  for  passenger  cars  or  trucks, 
will  in  few  cases  best  serve  bus  chas- 
sis. Some  manufacturers  have  axles 
that  are  fairly  suitable,  some  have 
developed  special  axles  for  their  par- 
ticular chassis,  others  have  purchased 
specially  designed  axles  from  parts 
manufacturers.  Front  axles  are  low 
to  keep  down  the  height  of  the  frame ; 
they  should  be  more  carefully  de- 
signed than  the  usual  truck  axle  or 
they  will  not  permit  easy  steering. 
The  Elliott  type  is  almost  universally 
used. 

Three  types  of  rear  axle  are  in 
use;  worm  drive,  internal  gear  and 
double  reduction  at  the  axle  center. 
Worm  drive,  with  its  advantages  of 
silence,  simplicity  and  ruggedness, 
is  the  most  popular.  Internal  gear 
axles,    affording    low    spring    seats, 


arrangements.  A  study  of  this 
should  be  undertaken  for  the  benefit 
of  all  chassis  and  body  manufac- 
turers. It  is  a  more  complicated 
subject  than  appears  on  the  surface, 
but  the  variations  possible  make  it 
all  the  more  important  that  some- 
thing should  be  done  on  the  matter. 

Steering  gears  vary  considerably 
in  type,  and  most  of  the  types  are 
represented  in  our  motor  bus  chassis. 
The  layout  of  the  steering  mecha- 
nism is  of  great  importance.  Many 
things  besides  the  gear  itself  enter 
into  the  ease  of  steering  and  affect 
the  life  of  the  actuating  parts.  The 
accessibility  of  other  parts  may  also 
be  affected.  Any  attempt  to  discuss 
these  features  calls  for  an  article 
in  itself. 

Brakes,  too,   are   a  large   subject. 


tend  with.  The  single  plate  type 
seems  to  be  most  favored,  although 
the  multiple  disk  is  popular.  The 
single  plate  clutch  scores  on  sim- 
plicity, low  inertia  effect,  weight  and 
ease  of  replacement. 

Transmissions 

In  gear  boxes  there  is  still  a  ten- 
dency to  use  whatever  happens  to  be 
available  in  the  way  of  construction 
and  gear  ratios.  In  many  cases  the 
available  unit  serves  very  well,  but 
routes,  schedule  and  maximum  loads 
call  for  careful  consideration  in  each 
particular  case.  There  is  but  one 
instance  of  the  use  of  silent  chains 
in  the  gear  box — all  the  rest  being 
of  the  conventional  spur  gear  type. 
One  spur  gear  box  offers  seven 
speeds,  and  in  a  few  instances  these 


smaller  differentials,  lighter  centers 
and  somewhat  lighter  total  weights, 
come  next.  The  internal  gear  type 
has  become  more  popular  due  to  im- 
provements for  retaining  the  lubri- 
cant in  the  internal  gears,  the  use 
of  better  tooth  forms,  better  detail 
design,  and  more  accurate  workman- 
ship than  has  usually  been  accorded 
this  type  of  axle  in  the  past.  Axles 
with  the  double  reduction  at  the  cen- 
ter have  fewer  adherents,  but  they 
are  used  by  well  known  and  substan- 
tial concerns. 

Controls 

Controls  must  be  simple,  rugged, 
and  as  few  as  possible  in  number. 
Their  arrangement  will  bear  a  great 
deal  of  study,  and  several  chassis 
show  the  results  of  this.  Sooner  or 
later  a  considerable  amount  of  stand- 
ardization should  take  place,  so  that 
emergency  drivers  will  not  have  to 
take  charge  of  buses  with  unfamiliar 


Goodwin-Guilder  chassis  designed 
for  bus  service. 

The  accepted  arrangements  seem  to 
be  double  brakes  on  the  rear  wheels 
for  chassis  under  25-passenger  ca- 
pacity. For  chassis  above  this  capac- 
ity a  pair  of  brakes  on  the  propeller 
shaft  and  another  set  on  the  rear 
wheels  finds  more  favor.  For  high- 
speed buses  the  front  wheel  brake 
offers  possibilities  if  simple  and 
effective  operating  mechanisms  can 
be  developed. 

One  high-speed  interurban  chassis, 
which  is  one  of  the  notable  develop- 
ments of  the  year,  is  equipped  with 
air  brakes.  This  seems  like  adding 
complications  to  a  chassis,  but  in 
view  of  a  speed  of  .'iO  m.p.h.,  more 
than  a  comfortable  effort  on  the  part 
of  the  driver  is  necessary  in  making 
a  sudden  reduction  in  speed. 

The  clutch  of  most  motor  buses 
has   unusually   hard   service  to  con- 


might  be  useful.  Three,  or  four 
speeds  at  most,  will  cover  nearly 
every  requirement,  however,  and 
simplicity  recommends  them.  The 
lubrication  of  gear  boxes  is  a  subject 
that  will  bear  some  discussion,  but 
at  a  later  date. 

Engines 

To  discuss  engines  and  their  acces- 
sories is  out  of  the  question  in  the 
present  article.  Both  poppet  and 
sleeve  valve  engines  are  used  in  bus 
service.  That  either  will  predomi- 
nate in  the  long  run  is  unlikely,  for 
the  development  of  engine  details  is 
constantly  taking  place  and  no  one 
can  predict  which  type  will  improve 
the  faster.  Very  reliable  and  effi- 
cient engines  of  both  types  are  in 
service.  The  four-cylinder  engine  has 
the  advantage  of  the  six-cylinder  in 
weight,  space  occupied,  friction 
losses,  fuel  economy,  repairs  and 
first  cost.     The   six-cylinder  engine 


January,  1923 


BUS 

IHVVSI-ORIMIOM 


15 


is  smoother  running  than  the  four- 
cylinder. 

In  general,  many  features  of 
chassis  design  will  be  influenced  by 
what  the  public  will  pay  for  the  ser- 
vice rendered.  The  two  most  notable 
offerings    of   the    year — one    at    the 


Atlantic  seaboard  and  the  other  at 
the  Pacific — have  been  based  on  the 
belief  that  Americans  will  pay  any 
reasonable  sum  for  a  real  service 
well  rendered.  They  show  pains- 
taking effort  to  cover  essential  re- 
quirements,  and   at    the   same   time 


take  a  forward  step  in  air 
transportation.  In  both,  th. 
and  body  are  well  co-ordinated,  and 

though  they  differ  in  apr -  and 

detail  each  is  a  well  co'  fort 

to  afford  more  rapid  ana  iaU-r  bus 
travel. 


Bus  Bodies  Took  Bij*  For>\ar(l 


Strid 


<'s  111 


1922 


Two  Types  Well  Defined  —  Many  Details  Improved  —  Notable 
.\dv;inces  in  Linhtinu  and  lleatinK — Seating  Idr  Trallic  Keciuire- 
ments  —  How  Beauty  Helps  Ihe  Bus  —  Enter  the  Assembled 
Body  —  Workinjf    Toward    Standardization  —  A    Look     Ahead 


WHEN  Bus  Transportation 
wa.'*  started,  one  year  ago 
this  month,  the  body-build- 
ing part  of  the  industry  was  in  the 
ABC  stage.  Good  bodies  were  being 
made,  it  is  true,  and  these  have 
proved  a  foundation.  But  in  gen- 
eral the  bodies  sold  a  year  and  more 
back  were  only  a  beginning.  They 
included  the  barest  essentials,  what 
the  body  makers  call  the  shell,  but 
it  was  largely  up  to  the  bus  operator 
to  finish  the  job,  and  install  the  fit- 
tings and  equipment  required  for  a 
complete  unit  of  transportation. 

During  the  past  year  there  have 
been  great  improvements.  Such 
fundamentals  as  the  framing,  panels, 
roofs,  have  been  put  together  to  give 
better  service.  More  important  is 
the  progress  with  fittings  or  body 
equipment.  At  the  service  of  the 
operator  are  now  a  host  of  devices 
designed  for  the  bus  body.  It  would 
be  foolish  to  say  that  devices  for 
providing  light,  heat,  ventilation,  and 
for  fare  collection,  are  perfect. 
There  is  .still  much  to  be  done  with 
these  and  other  essential  fittings. 
What  has  happened  in  1922  is  that 
the  work  of  many  specialized  manu- 
facturers has  been  made  available  to 
bus  operators. 

Body  builders  now  have  much  more 
to  do  than  finishing  a  shell.  Their 
work  also  includes  the  assembling  of 
many  different  types  of  equipment, 
supplied  either  as  part  of  the  stand- 
ard construction,  or  as  extras  at  the 
demand  of  the  man  who  acts  in 
response  to  the  needs  of  the  riding 
public. 

As  a  vehicle  for  local  transporta- 
tion, the  bus  has  two  ancestors.    One 


is  the  trolley  car,  relatively  slow,  of 
sturdy  design  and  to  a  considerable 
extent  collision-proof,  built  for  fre- 
quent changing  of  load,  and  for  use 
in  crowded  city  streets.  The  other 
is  the  i)leasure  automobile,  of  com- 
parative light  construction,  and  de- 
signed to  carry  the  same  passenger 
load  at  high  speed  for  long  distances. 

Bus  bodies  particularly  show  traces 
of  descent  from  both  these  ancestors. 
In  fact,  there  are  now  two  well- 
defined  types,  which  stand  apart 
mainly  through  their  method  of 
handling  passengers.  The  clear-cut 
recognition  of  these  types,  which  we 
may  call  the  street  car  and  sedan,  is 
one  of  the  outstanding  events  of  the 
past  year.  Development  of  bus  busi- 
ness, in  different  localities  and  un- 
der different  conditions,  has  forced 
this  recognition  on  the  operators,  and 
the  body  builders  have  of  necessity 
followed  the  lead  of  their  customers. 

Each  type  is  built  in  many  sizes, 
and  with  important  differences  in 
construction.  But  each  has  its  own 
fundamental   characteristics. 

The  street-car  body  is  designed  for 
frequent  interchange  of  passengers, 
with  a  service  door  at  the  front  for 
passengers,  an  aisle  the  full  length, 
and  an  emergency,  or  sometimes  a 
service,  exit  at  the  rear.  As  shown 
in  the  drawing  on  page  19,  the 
seating  arrangement  varies  with  the 
nature  of  the  business  handled.  This 
type  is  for  work  in  densely  settled 
districts,  on  routes  limited  in  length. 
It  must  pos.sess  certain  details  of 
construction,  as  has  been  realized 
more  and  more  during  the  past  year. 
Strength  was  a  feature  of  1922 
street-car    bodies.      Turn    under    or 


swell  sides  to  gain  clearance  in  city 
traffic,  rub  rails  and  bumpers  for 
protection  from  the  trolley  car  and 
motor  truck  crowd — these  are  some 
of  the  details  found  es.sential,  and 
incorporated   in   recent  designs. 

The  .sedan  Ixnly  provides  a  .seal 
for  every  pas.senger.  A  development 
of  the  closed  automobile,  it  in  essen- 
tially for  long  distance  travel.  Seats 
as  a  rule  are  of  full-cross  construc- 
tion, each  with  at  least  one  door  for 
passengers.  Features  are  the  up- 
holstered seats  as  used  in  the  sedan 
or  limousine  type  of  automobile,  and 
facilities  for  carrying  light  Ijaggage. 
The  sightseeing  element  often  enters, 
so  that  recent  designs  have  sides 
with  a  high  proportion  of  observa- 
tion area,  which  can  be  thrown  open 
during  good  weather.  Since  the 
sides,  sometimes  both  of  them,  are 
practically  all  doors,  it  has  been 
found  necessary  to  take  door  control 
from  the  passengers.  In  one  of 
these  todies  a  system  of  levers  con- 
nects all  the  door  handles  to  the 
front,  where  only  the  driver  can 
operate  them. 

These  outlines  give  the  general 
characteristics  of  what  have  been 
termed  the  street-car  and  sedan 
types  of  bus  bodies.  In  many  re- 
spects the  two  t>'pes  are  similar,  so 
that  in  the  following  review  it  is 
proposed  to  discuss  such  matters  as 
framing,  panel  materials,  roofs, 
lighting,  heating,  ventilation,  seat- 
ing, and  fare  collection,  for  the  two 
tyi>e3,  and  to  point  out  the  outstand- 
ing developments  of  the  past  year. 

Under-frame  construction  to  secure 
low  floors,  and  all-steel  frames  are 
undoubtedly  the  most  important  de- 


16 


BUS 

TRVNSPOKTAIION 


Vol.2,  No.l 


l-'dij,  o/  .S((/«  /;/  B}is  in  Western  stage  service 


Packard  Twin-Six,  with  sedan-type  bus  bodii 


velopments  in  the  foundation  of  the 
axis  body.  By  building  the  longi- 
tudinal .sills  into  the  floor,  and 
using  metal  extensions  riveted  to  the 
frame  members,  it  has  been  possible 
to  keep  the  platform  level  down  so 
that  it  is  only  the  thickness  of  the 
floor  above  the  frame. 

All-steel  framing,  built  up  of 
structural  angles  or  channels  and 
pressed-steel  posts,  is  the  result  of 
the  entrance  of  rail-car  builders  into 
the  industry.  This  construction  con- 
forms in  its  general  details  to  that 
developed  for  electric  railway  rolling 
stock,  and  has  the  advantage,  it  is 
held,  of  safety,  strength  and  dura- 
bility. 

Even  when  the  conventional  hard- 
wood is  used  for  the  greater  part 
of  the  framing,  there  is  a  tendency 
toward  a  composite  construction. 
Structural  steel  sills  are  alternated 
with  those  made  of  wood,  and  roof 
bows  and  sills  even  are  plated  with 
steel  strip,  to  secure  the  strength  of 
the  metal  and  the  deadening  property 
of  the  wood.  Or  an  underframe  of 
steel  may  be  mounted  on  a  hardwood 
strip,  to  break  up  vibrations  and 
shocks  that  might  otherwise  be 
transmitted  from  the  cha.ssis  to  the 
body. 

Better  floors  were  shown  on  many 

Shell  of   thirty-passenger  Model 
bus  body,  ready  for  chassis. 


bodies.  An  example  is  a  floor  half 
lapped  to  keep  out  dust  and  fumes, 
but  with  a  slight  clearance  between 
the  boards  to  allow  for  expansion 
due  to  weather  conditions.  Wear  is 
kept  down  by  safety  tread  on  the 
steps,  and  by  grooved  (slatted) 
boards  in  the  aisles  of  street-car 
bodies.  These  may  be  covered  with 
linoleum  under  the  seats,  although 
carpet  is  being  used  for  sedan  types. 

In   Roof  Construction 

The  tendency  is  toward  the  arch 
form   of   roof,   although   a    modified 


Mack  6»x   Itotli/  during   cinixtrnc- 
tioii.     Metal  corner  braces  shown. 


monitor  or  cupola  construction  is 
sometimes  used,  on  account  of  its 
ventilating  possibilities.  The  cupola 
roof  as  used  on  street-car  bodies  has 
small  windows  on  the  sides  only,  and 
sweeps  down  in  graceful  curves  to 
join  the  main  part  of  the  roof  at  the 
front  and  rear.  Many  of  the  pres- 
ent-day buses  are  fitted  with  stan- 
chions, attached  between  the  roof 
bows  and  the  floor.  These  may  pre- 
vent the  adjustment  of  the  roof  to 
contortions  caused  by  road  inequal- 
ities, but  are  useful  when  standees 
are  the  rule.  Where  good  illumina- 
tion is  needed,  it  is  becoming  the 
practice  to  line  the  ceiling  with  a 
wood  veneer  or  composition  mate- 
rial, which  can  be  painted  to  give  a 
smooth  surface  that  will  reflect  light 
efliciently. 

For  sedan  types,  especially  in 
smaller  passenger  capacities,  a  pad- 
ded top  is  used.  Roof  bows  are 
covered  outside  with  duck,  and 
inside  with  velour,  whipcord  or 
motorcloth  to  harmonize  with  the 
upholstery. 

Panel  Materials 

The  table  accompanying  this 
article  indicates  that  sheet  steel  is 
the  panel  material  used  by  the 
greatest    number    of    bodies    listed, 

Frame    of    body    shown    at    left, 
with  posts  a nd  roof  bows  in  place. 


January,1923 


BUS 

TR^NSKmiATION 


17 


with  sheet  aluminum,   wood  veneer, 
and    fiber    board     following. 

Progress  in  panel  materials  dur- 
ing the  year  has  consisted  mostly  in 
the  direction  of  their  application — 
better  painting  and  better  insula- 
tion. Outside  the  steel  sheets  are 
sand  blasted,  and  treated  so  the 
paint  will  stay  put.  Success  in  this, 
it  is  said,  is  due  to  the  combined 
efforts  of  the  body  and  paint  mak- 
ers. Inside  the  sheets  are  also  beiii^r 
given  better  care.  One  builder  uses 
corkboaid  covered  with  linoleum. 
The  corkboard  is  cemented  to  the 
inside  of  the  panel  plates,  and  is 
intended  to  prevent  rumbling  or 
squeaks.  This  coating  may  also 
serve  as  an  insulation,  to  retain  the 
heat  in  the  body  during  cold  weather. 
Other  forms  of  wadding,  or  wood 
veneer,  may  be  used  for  the  same 
purpose. 

Doors  and  Windows 

Opening  and  closing  the  bus  door 
has  been   receiving  considerable  at- 


Interiors   of   typical   bus   bodies. 

Top — Street-car  type,  with  cross 
s€at3.  Liphtinff  from  bowls  in  ad- 
virtuiinii  racks.  Scat  backs  alumi- 
num.     lAtnrrican.J 

Center — Another  street-car  body  for 
trolley-bus  service.  Open  lights,  Pull- 
man toindotcs,  scats  to  form  loadino 
well  at  front.  (Brill.) 
Bottom — Dc  luxe  example  of  sedan- 
type  body.  Dome  lights,  ventilators, 
clothes  hooks  onside  posts.    (Bender.) 


tension,  with  more  needed,  and  to 
come.  The  perfect  door-opening 
mechanism  has  yet  to  show  its  head, 
although  some  creditable  designs 
have  been  developed  during  the  year. 
If  the  operators  are  any  judge  the 
tendency  will  be  toward  simplicity, 
light  from  overhead  on  the  step,  and 
a  solid  lower  panel  in  the  door.  The 
step  light  works — sometimes.  The 
wireglass  lower  panel  has  proved  of 
no  great  utility,  and  it  is  too  often 
broken. 

When  it  comes  to  doors  for  the 
sedan-type  bodies,  closed  automobile 
construction  has  led  the  way,  and 
still  is  followed  to  a  considerable  de- 
gree. Something  stronger  is  needed, 
however.  Solid-framed  doors,  work- 
ing on  triple  offsets,  with  handles 
inside  and  out  to  assist  the  passen- 
gers entering  and  leaving — these 
appeared  last  year  on  a  few  jobs. 
Another  feature,  already  referred 
to,  is  designed  to  prevent  passen- 
gers opening  the  doors  when  the 
vehicle  is  in  motion.  The  driver 
may  do  this  by  a  system  of  levers, 
or  by  a  key  for  each  door. 

The    old    year    saw    many    detail 


18 


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TMNSPORTATION 


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January,  1923 

improvements  in  window  construc- 
tion. In  many  street-car  models  the 
campaiKn  for  quiet  operation  has 
been  directed  to  both  glass  and  sash. 
Glass  is  set  in  felt,  rubber  or  in 
metal  sash  to  eliminate  rattle  and 
breakage.  Anti-rattlers  are  used  to 
hold  the  windows  tit'ht  at  any  posi- 
tion and  thus  overcome  sash  rattle. 
So  much  for  the  general  details 
of  body  construction.  In  addition 
there  are  to  be  considered  the  hijih 
points  of  such  matters  as  lighting, 
heating,  ventilation,  and  seating 
arrangements. 

Advances  in  Lighting 

The  lighting  inside  the  bus,  par- 
ticularly the  street-car  type,  has  fur- 
nished one  of  the  notable  advances 
of  the  year.  Interior  lighting,  of 
course,  is  not  purely  a  body  matter, 


BUS 

mvVSK)RIATION' 

should  not  be  provided,  but  so  far 
it  seems  that  the  trattk  and  sched- 
ules have  not  made  it  neces.sary. 

There  is  a  tendency  to  relieve  the 
lighting  system,  or  rather  the  source 
of  the  current  used  for  lighting,  of 
part  of  its  work.  Some  operators 
prefer  a  separate  dry  battery  for  the 
passenger  signaling  system,  or  to 
substitute  a  mechanical  arrange- 
ment. Many  new  buses  have  a  gong 
placed  over  the  driver's  head,  which 
passengers  can  ring  by  pulling  a 
cord  carried  along  each  side  of  the 
body. 

Heating  also  has  advanced.  A 
year  ago  operators  were  often  com- 
pelled to  install  home-made  systems, 
to  get  sufficient  capacity.  Now  the 
market  affords  several  tj-pes  of  heat- 
ing devices,  in  adequate  sizes.  One 
can   buy   a  piping  system  complete, 


19 


of  automatic  ventilators,  mounted 
along  the  center  line  of  the  roof, 
with  outlets  projecting  above,  and  a 
grill  or  register  in  the  ceiling. 
These  require  no  adjustment  for 
rain,  snow  or  wind. 

Seaung  Arrangements 

Several  typical  arrangements  of 
seats  are  shown  in  the  accompany- 
ing drawing.  This  ii 
three  general  tyi)es  foi 
bodies — two  longitudinal  seats  for 
frequent-stop,  standee  service;  croM 
seats  placed  uniformly  on  each  side 
of  a  straight  central  aisle  for  the 
longer  trips;  and  a  combination  of 
the  two  kinds  of  seats  for  service 
of  mixed  characteristics.  One  of 
the  steps  forward  of  1922  is  the  bet- 
ter selection  of  seating  arrangement 
to  meet  traffic   requirements. 


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since  the  source  of  current  is  tied 
up  with  the  chassis.  But  our  friends 
the  generator  makers  have  begun  to 
turn  out  units  of  large  capacity,  so 
that  something  more  than  a  few 
4-cp.  bulbs,  plus  the  essential  ex- 
terior lights,  can  be  kept  going. 
The  illuminating  engineers  have  also 
interested  themselves  in  the  subject, 
and  fixtures  have  been  developed 
suitable  for  use  on  even  the  largest 
bodies.  The  frosted  domes,  or  the 
various  types  of  reflectors,  mounted 
with  16-cp.  or  larger  bulbs  on  a  pol- 
ished ivory  or  white  ceiling  to  get 
full  value  from  the  lighting  system, 
now  provide  even  reading  light,  in 
spite  of  road  vibrations. 

Lighting  in  the  sedan  bodies  is 
usually  a  safety  measure,  with  a 
fixture  overhead  or  at  the  edge  of 
each  seat,  for  passenger  use  during 
exit  and  entrance.  There  is  no  rea- 
son why  the  ceilings  should  not 
present  a  surface  to  reflect  light, 
and      why      sufficient      illumination 


Slitting  layouts  for  street-car 
bodies.  As  suggested  by  Bus 
Bcdy  Corporation. 


with  steel  tubes,  straights,  elbows 
and  couplings,  valve  and  control 
mechanism,  and  even  the  perforated 
guards  to  protect  the  passengers. 

The  bus  reqaires  larger  units  than 
those  used  for  pleasure  automobiles, 
and  these  are  supplied  in  the  heel- 
board  type  for  street-car  bodies,  and 
in  registers  set  flush  in  the  floor  of 
sedan  installations. 

A  recent  development  is  the  use 
of  hot-water  heating  in  buses,  in- 
stead of  the  exhaust  type.  The  new 
systems  consist  of  pipe  coils,  fed 
with  hot  water  tapped  off  from  the 
outlet  of  the  engine  cylinders. 

Ventilation  and  heating  go  to- 
gether, although  the  former  must 
act  to  remove  gaseous  or  fuel  fumes 
in  warm  weather  when  heat  is  not 
required.  Perhaps  the  most  inter- 
esting development  is  the  wide  use 


Sedan  bodies  use  the  seats  as 
braces  to  support  the  sides,  which 
would  otherwise  consist  of  inde- 
pendent pairs  of  po.sts,  joined  per- 
haps by  a  light  roof.  These  .seats 
are  often  open  underneath,  giving 
space  for  legroom  and  for  light  bag- 
gage. The  double-deck  springs,  cov- 
ered with  imitation  leather  or 
fabrics,   follow  automobile  practice. 

Be,\uty  and  the  Bus 

The  appearance  of  the  bus  has  re- 
ceived a  great  deal  of  attention  dur- 
ing the  first  year  of  Bus  Trans- 
portation. The  effects  of  this  are 
shown  l>oth  in  structural  form  and 
in  the  color  scheme,  inside  and  out- 
side. Carefully  studied  has  been 
the  value  of  appearance  in  getting 
business,  as  well  as  its  effect  on  de- 
sign and  maintenance. 

Advance  in  structural  form  is 
most  commonly  indicated  by  the 
turnunder  body.  The  straight-line 
design  is  light  in  weight  and  easy 


20 

to  build,  but  it  looks  like  a  plain  box 
set  on  wheels.  Appearance  is  much 
improved,  however,  with  a  moderate 
turnunder  or  swell  at  the  sides  and 
rear.  The  turnunder  has  practical 
value  also  when  the  bus  works  in 
heavy  traffic,  since  rub-rails  can  be 
used  to  take  the  blows  of  colliding 
vehicles,  and  the  added  clearance  is 
valuable. 

Front  covers  are  being  made  with 
curved  quarter  lights  or  with  win- 
dows set  on  an  angle  to  remove 
the  square  effect.  This  construction 
makes  for  better  looks  and  also  gives 
the  driver  a  better  view  at  the  sides 
of  the  road.  Another  detail  in  con- 
struction typical  of  many  street-car 
bodies  is  the  metal  skirt  placed 
around  the  lower  edge  of  the  body. 


BUS 

TRVJSPOmAnON 

on  bodies  of  the  street-car  type.  It 
consists  of  a  leather  substitute  mate- 
rial, supplied  in  a  variety  of  colors, 
which  is  cemented  to  panels,  roofs 
and  other  exposed  parts.  This  finish, 
it  is  claimed,  keeps  its  appearance 
and  form  for  years  under  all  kinds 
of  weather  and  road  conditions.  It 
will  not  check,  crack,  or  chip  off. 
The  application  is  comparatively 
simple;  first,  the  body  is  thoroughly 
cleaned,  and  then  the  material  is 
smoothed  on,  using  specially  pre- 
pared cement. 

The  body  builder  contents  himself 
with  furnishing  certain  essential 
fittings  that  enter  into  the  construc- 
tion, and  adds  others  according  to 
agreement  reached  with  the  buyer- 
operator.       Thus     interior    lighting 


All-steel  frame  twenty-five  passenger  body.    Kuhlman,  on  Pierce-Arrow  chassis 


Long  skirts  are  not  yet  the  fashion 
on  all  buses,  but  where  applied  they 
hide  the  underneath  mechanical 
parts,  and  the  body  looks  lower  and 
closer  to  the  ground. 

The  interior  finish  of  street-car 
bodies  is  showing  signs  of  settling 
down  to  a  mahogany  or  other  dark 
trim  up  to  the  top  of  the  windows, 
with  the  ceiling  in  light  oak,  ivory 
or  white,  to  give  the  best  light- 
reflecting  surface. 

The  color  schemes  for  the  outside 
are  tending  to  become  somber,  or  at 
least  restful,  in  their  effect  on  the 
eye.  Bus  men  who  take  advantage 
of  every  business-getting  refinement 
are  passing  by  colors  of  the  alarm- 
clock  variety.  The  call  of  color  is 
not  required  with  vehicles  operated 
on  a  time  schedule.  Dark  finishes, 
especially  at  the  top  of  the  bus, 
blend  easily  into  the  background, 
usually  somber  or  neutral  in  tone. 
This  has  the  advantage  that  it  keep.s 
the  body  from  looking  top-heav>-, 
and  so  it  appears  safer  to  the  pas- 
sengers. 

A  finish  developed  for  pleasure 
automobiles  has  recently  been  ap- 
plied,  it  would   seem  to   advantage. 


fixtures,  buzzer  system,  advertising 
racks,  windshield,  heating  and  venti- 
lating equipment  may  be  installed, 
although  the  two  last  are  extras  on 
many  of  the  smaller  bodies.  On 
larger  bodies,  there  may  be  fur- 
nished running  lights  at  the  front, 
danger  signal  at  the  rear,  rear- 
vision  mirror  for  the  interior,  cur- 
tain back  of  the  driver,  tool  box 
under  seat  of  body,  and  tire  carrier 
at  rear.  Classed  as  extras  as  a  rule 
are  illuminated  route  signs,  wind- 
shield cleaners,  fare  collection  de- 
vices, window  guards  and  curtains, 
and  baggage  carriers. 

Fittings  or  Details  of  Equipment 

The  very  use  of  all  these  fittings 
is  a  sign  of  the  better  service  given 
by  bus  oporator.s.  And  the  majority 
of  them  have  been  devised  particu- 
larly for  use  on  the  bus.  Here  is  an 
indication  of  the  varied  mechanical 
ability  and  the  wide  manufacturing 
experience  brought  into  play  by  the 
growth  of  the  bus   induati\v. 

The  year  1922  has  seen  great  ad- 
vances in  the  construction  of  bus 
bodies.  Some  of  the  evidences  of 
this  progress  have  been  referred  to 


Vol.2,  No.l 

briefly  in  the  foregoing  paragraphs. 
Now  to  consider  the  effect  of  the 
large  increase  in  number  of  bodies 
produced,  undoubtedly  the  largest  in 
any  twelve-month  period  to  date,  on 
builders'  methods  and  organizations. 

With  the  Body  Builders 

There  are  two  distinct  and  sep- 
arate tendencies  that  appear  from 
a  study  of  1922  activities  in  the  in- 
dustry. The  first  is  the  production, 
in  a  single  shop,  of  bodies  in  quanti- 
ties. It  would  be  a  mistake  to  say 
the  production  of  identical  bodies 
in  quantities,  for  even  the  large 
builders  must  maintain  a  consider- 
able degree  of  flexibility  in  their 
designs,  so  they  can  fit  a  variety 
of  chassis  from  different  sources. 
These  large  builders  have  been 
successful  in  adapting  modern 
manufacturing  methods  to  the  con- 
struction of  bus  bodies,  to  the  extent 
that  only  a  small  amount  of  special 
fitting  is  required  for  each  chassis. 

The  second  tendency,  to  be  dis- 
cussed presently,  is  the  assembling, 
usually  in  a  small  shop,  of  up-to- 
date  bus  bodies.  There  is  no  clear 
line  between  the  two  types  of  bus 
production,  any  more  than  there  is 
in  the  automobile  industry  where 
the  same  or  similar  tendencies  have 
been  at  work  for  a  number  of  years. 
But  we  can  at  least  survey  some  of 
the  causes  and  effects  that  accom- 
pany the  two  tendencies. 

Quantity  production  has  been 
worked  out  to  the  greatest  extent 
by  builders  who  concentrate  on  a 
small  number  of  chassis  makes.  It 
is  then  possible  to  make  up  so-called 
standardized  units  or  parts,  such  as 
posts,  sills,  windows,  doors,  and  hold 
them  in  stock  until  orders  are  re- 
ceived. The  operator  can  suit  his 
ovm  taste  in  details  of  equipment, 
and  still  get  the  benefit  of  the  lower 
costs  that  are  secured.  Another  ad- 
vantage, still  to  be  realized,  is  that 
the  standardized  parts  may  be  sup- 
plied for  repairs  at  a  price  that  will 
meet  the  competition  of  the  local  car- 
penter or  body  maker. 

By  thus  building  bodies  for  a 
given  chassis,  the  job  of  fitting  and 
mounting  is  enormously  simplified. 
Done  for  one  chassis,  of  course,  it 
is  done  for  all.  Under-frame  con- 
struction, fit  between  dash  and  chas- 
sis hood,  correct  load  distribution, 
these  can  be  settled  with  the  re- 
quirements of  chassis  and  body 
given   due  consideration. 

The  quantity  methods  of  produc- 
tion have  worked  out  well  when  the 


January,1923 


BUS 

TRASSHOHIAllOS 


21 


body  maker  is  in  the  same  locality 
as  the  chassis  factory,  or  within 
driving  distance  of  the  operator's 
route.  With  the  present  high 
freight  rates  a  drive  of  several  hun- 
dred miles  is  often  considered  the 
best  method  of  delivery.  When 
chassis  and  body  are  made  in  the 
same  place,  then  the  complete  bus 
can  be  shipped  by  freight  at  prac- 
tically the  same  cost  as  the  chassis 
alone. 

It  has  been  said  that  one  of  the 
tendencies  shown  in  1922  was  the 
assembling  of  bus  bodies.  Like  his 
brother  in  the  motor-truck  field,  the 
builder  of  assembled  bus  bodies  is 
in  a  strong  position  to  specialize, 
and  make  a  body  for  this  chassis 
today  and  for  one  entirely  difTcrent 
next  week  or  month.  He  has  every 
opportunity  to  put  good  workman- 
ship into  his  product,  and  to  develop 
and  use  his  own  special  features  of 
construction.  All  the  materials  and 
specialized  fittings  are  his  at  a  rea- 
sonable price,  perhaps  higher  than 
the  builder  who  buys  them  in 
quantities,   but   still   within   bounds. 

A  Look  Ahead 

Nineteen-twenty-two  has  not  re- 
vealed any  radical  changes  in 
construction  or  in  method  of  manu- 
facture, at  least  as  measured  in 
terms  of  commercial  production.  A 
number  of  such  developments  have 
been  tried  out,  with  results  that 
only  the  test  of  wide  use  will  de- 
termine. Among  them  are  the  ap- 
plication of  a  special  body  built  for 
light-duty  service,  so  as  to  fit  a  re- 
modeled truck  chassis  of  a  widely 
used  make;  a  take-down  design,  also 
for  light-duty  service,  consisting  of 
units  that  can  be  assembled  where 
the  body  is  to  be  used;  and  finally  a 
single  or  joint  frame  structure  foi- 
chassis  and  body,  in  which  the  pres- 
ent chassis  frame  members  and  the 
body  sills  and  posts  will  be  com- 
bined in  the  one  unit,  up  say  to  the 
lower  edge  of  the  windows. 

Perhaps  the  most  important  dc 
velopment  of  the  last  year,  certainly 
the  most  far-reaching,  is  the  general 
tendency  toward  body  standardiza- 
tion. This  does  not  mean  that  bus 
bodies  are  all  alike,  or  that  they  ever 
will  be,  in  passenger  capacity  or  in 
details  of  construction.  But  there 
is  evident  a  remarkable  similarity  in 
bus  bodies,  a  definite  recognition 
that  there  are  a  fairly  small  number 
of  kinds  of  service,  and  that  these 
can  be  adequately  satisfied  by  a 
comparatively   few  types   of  bodies. 


It  means  undoubtedly  that  the  ex- 
perience of  thousands  of  operators, 
all  over  the  country,  is  beginning  to 
crystallize  into  definite  requirements 
of  construction.  The  process  is  just 
starting,  but  already  it  has  gone  far 
beyond  the  CDiulition  (gone  far,  let 
it  be  said,  in  a  short  time),  when 
each  and  every  body  was  a  distinct 
and  different  example  of  the  art. 

If  the  experience  of  other  busi- 
nesses can  be  taken  as  a  guide,  then 
types  or  designs  will  liecome  fewer 
in  number,  so  that  each  one  can  be 
turned  out  in  larger  quantities. 
This  is  a  movement  that  will  come 
more  and  more  as  bus  transportation 
grows.  The  industry  will  thus  U- 
the  cause  of,  and  will  also  be  the 
gainer  from,  the  kind  of  standardi- 
zation that  can  be  passed  on  to  the 
operator  in  the  form  of  lower  prices, 
lighter  weights,  better  quality,  and 
greater  durability. 


California  Line  Maintains 
Hourly  Service 

THE  Santa  Rosa-Petaluma-Sausal- 
ito  Auto  Stage  Company,  uses 
twelve  buses  to  furnish  hourly  sei-v- 
ice  over  a  .50-mile  route.  The  terri- 
tory includes  a  number  of  small 
towns  in  upper  California,  from  the 
city  of  Santa  Clara  to  the  town  of 
Sausalito,  across  the  Golden  Gate 
from  San  Francisco.  The  roads  are 
good  concrete  throughout,  but  with 
many  hills  and  turns.  In  one  stretch 
of  12  miles  there  are  Ifi.*?  Iiirns. 


The  schedule  provides  for  a  bus 
every  hour  from  Santa  Ro.sa.  this 
arriving  at  Sausalito  two  hours  and 
fifteen  minutes  later.  The  first 
southbound  bus  leaves  Santa  Clara 
at  G:30  in  the  morning,  stops  only  at 
the  five  towns  en  route,  and  makes 
the  trip  in  two  hours.  The  others 
stop  on  signal  as  required. 

Returning,  the  last  northbound  bus 
leaves  Sausalito  at  10:50  p.m.,  ar- 
riving at  Santa  Rosa  at  1 :05  the 
next  morning.  For  Sundays  and 
holidays  a  special  trip  is  made,  leav- 
ing Sau.salito  at  12:20  in  the  morn- 
ing. The  round  trip  fare  is  $2  with 
$1.40  rate  one  way,  and  a  25-cent 
minimum  fare. 

The  bus  terminal  at  the  Union 
Stage  Depot,  Santa  Rosa,  is  shared 
by  another  line  which  makes  four 
round  trips  a  day  inland  to  Sacra- 
mento. The  two  lines  put  out  a 
joint  time-table,  showing  schedules 
and  connections  at  different  points 
with  other  bus  lines. 

The  interior  of  the  Santa  Clara 
Union  Stage  Depot  is  shown  in  the 
accompanying  view.  The  buses  drive 
through  the  depot  building,  which  is 
located  on  a  corner,  and  take  pas- 
sengers directly  from  the  waiting 
room.  The  building  is  one  story 
high.  Separate  ticket  offices  are  pro- 
vided for  the  two  lines,  and  the 
waiting  room  has  a  stand  for 
magazines  and  for  .«oft  drinks,  and 
a  checking  room  for  baggage. 

The  equipment  used  on  the  Santa 
Clara-Sausalito  line  consists  of 
twi-lvt-   Mndt-I    l.^-l.^   White   buses. 


Inside  loading  of  passengers  the  title  here.    Interior  of  Santa  Clara  Depot 


22 


BUS 

TIUNSPORTATION 


Vol.2,  No.l 


Requirements  for  Highway  Construction 

Government  Engineers  Study  Traffic  Conditions — 
Widths  Should  Vary  with  Speed  of  Vehicles — Shoul- 
ders   Recommended    for    Adjustments    or    Repairs 


PROPER  widths  on  straightaways 
and  on  curves,  types  of  shoulder 
construction  necessary,  and  the  gen- 
eral methods  of  building  Portland 
cement  concrete  roads  are  taken  up 
in  bulletin  No.  1077,  prepared  by 
engineers  of  the  Bureau  of  Public 
Roads,  and  issued  by  the  Department 
of  Agriculture. 

All  trunk  line  roads  and  roads  of 
primary  state  systems,  "according  to 


the  minimum  width  of  pavement 
should  be  20  ft.  Layouts  of  two 
roads  are  given  in  the  accompanying 
drawing. 

The  thickness  of  pavement  re- 
quired depends  upon  the  traffic.  For 
average  conditions  of  soil  a  thick- 
ness of  8  in.  is  believed  desirable  for 
traffic  up  to  and  including  150  trucks 
per  day.  Near  large  cities  where  a 
large  volume  of  heavily-loaded  truck 


the  added  width  should  be  consistent 
with  the  provision  that  has  been 
made  on  the  straightaway  portion. 
A  greater  factor  of  safety  is  desir- 
able on  curves,  so  that  if  the  clear- 
ance allowed  on  the  straight  portion 
is  from  3  to  3 J  ft.,  it  is  believed  that 
a  minimum  of  5  ft.  should  be  pro- 
vided on  the  curves.  It  is  now  gen- 
erally agreed  that  the  increased 
width  should  be  added  to  the  inside 
rather  than  the  outside  of  the  curve 
and  that  it  should  continue  for  prac- 
tically the  entire  length  of  the  curve. 
Shoulders  should  be  not  less  than 
5  ft.  wide,  and  6  or  7  ft.  is  preferable. 
On  single-track  pavements  they 
should  be  wide  enough  to  provide  for 


the  bulletin,  should  be  constructed 
to  accommodate  two  lines  of  traffic, 
whether  the  necessity  for  such  a 
width  exists  at  the  time  of  construc- 
tion or  not.  When  funds  are  the 
controlling  factor,  it  may  be  desir- 
able to  construct  a  single-track  pave- 
ment and  make  provisions  for  widen- 
ing it  later  when  the  volume  of 
traflic  justifies  the  expense. 

The  character  of  vehicles,  together 
with  the  clearance  necessary  for 
safety  in  passing,  will  largely  deter- 
mine the  width  of  pavement  for 
double-track  roads.  For  slow-speed 
traffic,  such  as  trucks,  a  clearance  of 
3  to  3i  ft.  is  necessary  for  safety, 
while  for  high-speed  automobile 
traffic  at  least  5  ft.  should  be  pro- 
vided. At  an  average  speed  of  30 
m.p.h.  it  is  unreasonable  to  expect 
the  driver  of  an  automobile  to  drive 
with  the  wheels  closer  than  1\  ft. 
to  the  edge  of  the  pavement.  For 
trucks  at  an  average  speed  of  1.5 
m.p.h.  this  distance  should  not  be 
less  than  13  ft.  on  account  of  the 
great  width  of  the  rear  wheels. 
Inasmuch  as  a  certain  amount  of 
truck  traffic  is  to  be  expected  on  all 
main  country  roads,  the  minimum 
width  of  pavement  for  this  class  of 
road  should  be  18  ft.  Where  the 
frequency  with  which  trucks  pass 
each  other  becomes  a  big  factor,  as 
in  the  neighborhood  of  large  cities, 


Widths  of  road  required  for  safe 
passage.  View  at  left,  passenger 
car  passing  truck.  View  at  right, 
truck  passing  truck. 


traffic  is  to  be  expected,  the  thick- 
ness should  preferably  be  9  in.,  and 
under  very  unusual  conditions  a 
thickness  of  10  in.  may  be  necessary. 
On  curves  the  roads  must  be 
widened  because  the  vehicle  occupies 
a  greater  width  of  pavement  than  on 
straightaway.      In    widening   curves 


safety  of  passing  vehicles  and  must 
be  composed  of  material  which  will 
support  them  satisfactorily.  On  a 
double-track  pavement  the  shoulders 
should  be  wide  enough  to  allow  for 
irregular  and  unexpected  actions  by 
inexperienced  drivers  or  frightened 
animals.  Where  the  volume  of  traffic 
is  large  they  should  permit  automo- 
biles to  turn  out  onto  the  shoulders 
for  minor  adjustments  or  tire  re- 
pairs without  blocking  the  traveled 
way. 


Conductors'  Badges  Proving  Effective 


THE  neat  green  and  gold  badges 
on  the  breasts  of  the  Fifth  Ave- 
nue coach  conductors  are  beginning 
to  show  their  value  in  promoting 
better  relations  with  the  public. 

"It's  this  way,"  explained  one  of 
the  conductors  the  other  day,  "the 
passenger  who  wants  to  be  iileasant, 
and  the  one  who  wants  to  kick,  both 
find  the  name  plate  convenient.  Peo- 
ple use  conductors'  names  all  sorts 
of  ways.  One  will  ask:  'Will  you 
please  let  me  off  at  the  next  cor- 
ner, Mr.  Jones?'  Then  there  is  the 
woman  who  wants  to  ask  a  favor, 
such  as  being  let  off  in  the  middle 
of  a  block  near  her  front  door.  She 
begins  by  saying,  'Mr.  .Tones,  may  I 
trouble  you  just  this  once  to  stop,' 


etc.  The  passenger  seeking  a  priv- 
ilege usually  makes  sure  of  your 
name  plate  right  away.  If  he  is 
particularly  mad  he  drops  the  Mr. 
'See  here,  Jones,'  he  says,  'I'll  report 
you  for  this.' 

"What  proportion  of  them  mention 
the  name?  Just  now  I  should  say 
there  was  about  one  to  every  coach- 
ful,  say  fifty  passengers.  But  the 
regulai-  customers  are  beginning  to 
catch  on.  After  they  get  to  know  us 
they  usually  smile  or  nod.  Later 
they  will  wish  us  a  'Good  morning.' 
or  a  'Good  night.'  Since  the  name 
plates  have  come  in  they  add  our 
names,  'Good  morning,  Mr.  Jones,' 
and  more  of  them  are  doing  it  every 
day."— The  Neiv  York  Times. 


January,  1923 


BUS 


23 


New  York,  Londoiu  Paris  and  R<  rliii 
Bus  Coiidilioiis  (^oin  parcel 


Two  extended  reports  on  tran- 
sit conditions  in  London, 
Paris  and  Berlin  as  compared 
with  those  of  New  York  have  re- 
cently been  submitted  to  the  New 
York  Transit  Commission.  One  is 
by  Daniel  L.  Turner,  consulting  en- 
gineer of  the  commission,  and  is 
based  on  observations  made  by  him 
during  a  trip  last  summer.  The 
other,  which  includes  also  comments 
on  transit  conditions  in  Glasgow 
and  Haml)urg,  was  submitted  by 
Robert  Ridgway,  chief  engineer  of 
the  commission,  and  is  ba.sed  on  a 
trip  made  by  him  during  the  sum- 
mer of  1921.  An  abstract  of  Mr. 
Turner's  report,  in  so  far  as  it  relates 
to  rapid  transit  lines  and  tramways, 
is  being  published  in  current  issues 
of  the  Electric  Railway  Journai. 
The  following  facts  in  regard  to  bus 
transportation  are  taken  from  Mr. 
Turner's  report  and  the  maps  show- 
ing the  bus  routes  in  London  and 
Paris  are  from  Mr.  Ridgway's  re- 
port. 

In  New  York,  London  and  Ber- 
lin double-deck  buses  are  operated. 
•  In  Paris  they  are  all  single-deck 
buses.  Paris  operators  seem  to 
think  that  the  double-deck  bus  re- 
quires too  much  time  to  load  and  un- 
load from  the  upper  level.  The 
double-deck  buses  are  not  permitted 
on  the  Paris  .system.  In  New  York, 
and  possibly  in  some  of  the  other 
cities,  the  bus  lines  are  experiment- 
ing with  closed  top  buses  and  the 
Fifth  Avenue  Coach  Company  is 
experimenting  with  a  single-deck 
type  of  bus.  Just  as  is  the  case  with 
the  tramway  cars  in  London  and 
Paris,  the  lines  all  stop  at  designated 
stopping  points  to  load  and  unload 
passengers.  In  New  York  all  buses 
stop  at  every  cross  street,  but  they 
stop  at  the  far  side  of  the  crossing, 
not  at  the  near  side,  as  the  trolley 
cars  do.  At  the  stopping  points  in 
London  and  Paris,  the  same  kind  of 
information  with  respect  to  the  op- 
erating routes  is  displayed  as  in  the 
case  of  the  tramway  lines — that  is, 
the  number  of  the  routes  stopping  at 
the  particular  point  are  indicated, 
and  in  Paris  numbered  tickets  are 
used  to  permit  each  passenger  to 
board  the  buses  in  the  order  of  his 
arrival. 


This  Is  an  Extended  Re- 
view of  Reports  to  the  New 
York  Transit  Commission. 
Rased  on  Iteeent  Inspec- 
tions—The  Extent  of  iius 
Service  and  Methods  of 
Operation  in  These  Large 
Cities  Are  Compared 


The  capacity  of  the  double-deck 
buses  used  in  New  York  is  fifty-one 
seats,  and  no  standing  passengers 
are  permitted.  In  London,  the  .seat- 
ing capacities  of  the  principal  types 
of  buses  are  thirty-four,  forty-six 
and  fifty-four  respectively,  and  five 
passengers  are  permitted  to  stand. 
In  Paris  the  single-deck  buses  .seat 
twenty-eight,  sixteen  first  class  in 
the  front  of  the  bus  and  twelve  sec- 
ond class  in  the  rear,  and  permit  ten 
passengers  to  stand.  These  passen- 
gers, however,  all  have  to  stand  on 
the  platform  of  the  bus.  The  Paris 
buses  are  peculiar  in  that  passen- 
gers do  not  board  and  disembark  by 
means  of  a  side  step,  but  by  means 
of  a  step  on  the  rear  of  the  plat- 
form. It  is  almost  impossible,  there- 
fore, to  get  off  a  Paris  bus  while  it 
is  in  motion.  Paris  has  developed  a 
successful  six-wheel  bus.  A  num- 
ber are  now  being  built.  It  is  a 
single-deck  bus,  and  it  carries 
twenty  first  class,  twenty  second 
class,  seated  passengers,  and  eight 
standing,  a  total  of  forty-eight  pas- 
sengers. Its  general  plan  is  the 
same  as  the  four-wheel  vehicle,  but 
its  capacity  approaches  the  New 
York  and  London  double-deck  buses. 

In  Berlin  the  buses  seat  thirty- 
six  and  six  are  permitted  to  stand 
below. 

On  all  of  the  bus  lines,  therefore, 
e.xcept  in  New  York,  that  is  on  those 
in  London,  Paris  and  Berlin,  a  few- 
standing  passengers  are  permitted, 
but  the  number  is  limited.  There  is 
some  advantage  in  this,  in  that  it 
gives  a  passenger  an  opportunity  to 
get  on  a  bus  and  in  a  very  few  blocks 
obtain  a  seat.  Frequently  it  has 
been  noted  that  the  Fifth  Avenue 
buses  refuse  to  receive  passengers 
at   one  stop,   and   at    the  very   next 


stop,  a  block  away,  they  unload 
three  or  four  passengent.  Two  or 
three  pa.s.Kengers  might  be  permitted 
to  stand  on  the  rear  platform  of  the 
Fifth  Avenue  buMe.s  without  serious 
inconvenience  to  the  other  paasen- 
gers. 

The  speeds  on  all  of  the  bus  lines 
do  not  differ  materially  front  those 
on  the  tramway  lines.  Their  aver- 
age speed  must  conform  to  the  gen- 
eral traffic  conditions  in  the  streeta 
traversed.  The  Fifth  Avenue  bus 
routes  do  not  operate  all  through  the 
night.  It  is  the  only  transit  service 
in  New  York  that  does  not  furnish 
all  night  .service.  The  service  is 
shut  off  from  2  a.m.  to  6:30  a.m.  In 
London  the  operation  is  suspended 
on  the  bus  lines  from  midnight  to 
about  7  or  8  o'dfxk  in  the  morn- 
ing. In  Paris  it  is  suspended  from 
1  o'clock  to  6  o'clock  in  the  morning. 
The  practice  in  Berlin  is  not  known. 

There  is  one  other  important 
feature  of  the  bus  operation  in  Lon- 
don which  must  be  mentioned  here, 
and  that  is  the  Chiswick  works  o/ 
the  London  General  Omnibus  Com- 
pany. These  are  the  overhaul  works 
or  repair  shops  for  the  entire  bus 
fleet.  The  works  extend  over  31 
acres  of  ground,  of  which  the  build- 
ings cover  more  than  half.  In  these 
shops  the  methods  of  quantity  pro- 
duction and  manufacture  are  ap- 
plied to  the  maintenance,  repairs  and 
renewals  of  the  buses.  It  is  here 
that  the  motor  bus  is  reborn  every 
year.  The  plant  will  accommodate 
under  pressure  120  vehicles  weekly, 
and  when  under  full  swing,  two 
thousand  workmen  are  employed. 
The  effect  of  the  opening  of  this 
plant  has  been  that  the  overhaul  of 
the  buses  has  been  centralized,  stand- 
ardized and  speeded  up  to  four  times 
its   former  pace.     The   v.  ce 

is  so  effective  that  a  br^  in 

the  bus  ser\'ice  is  rare  nowadays. 
In  1920  the  loss  of  mileage  was  only 
three  miles  in  10,000,  a  percentage 
of  0.03.  Approximately  at  the  end 
of  the  year's  sen'ice,  the  bus  is  taken 
to  the  shops  and  completely  dis- 
mantled. All  of  its  parts  that  can 
be  continued  in  use  are  put  into 
first-class  order.  Where  new  parts 
are  neces.sar>'  they  are  provided. 
From  the  accumulated  parts  a  new 


24 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


bus  is  assembled.  That  is,  at  the 
end  of  each  year,  after  a  service  of 
about  30,000  miles,  an  entirely  new 
bus  is  produced,  the  parts  being 
practically  all  interchangeable. 

This  was  a  most  unusual  plant. 
Nothing  else  like  it  was  seen.  In 
fact,  it  is  believed  there  is  nothing 
else  like  it  in  the  way  of  a  main- 
tenance plant. 

Direction  Signs  Numerous 

In  London  and  Paris  a  great 
many  maps  and  direction  signs  are 
used  on  the  buses  to  help  passengers 
to  know  what  route  to  take.  The  re- 
sults are  very  good.  The  disposi- 
tion in  these  cities,  not  only  on  the 
bus  lines  but  on  the  other  transpor- 
tation lines  as  well,  seems  to  be  to 
furnish  as  much  information  as  pos- 
sible, inside  and  outside  of  the  buses, 
for  the  convenience  of  their  pas- 
sengers. Both  in  London  and  in 
Paris,  pocket  bus  maps,  giving  all 
of  the  bus  routes,  are  easily  obtained, 
free  in  London  and  by  purchase  in 
Paris. 

In  London,  Paris  and  Berlin  the 
transit  conditions  are  different 
psychologically  from  those  in  New 
York.  The  mental  attitude  of  pas- 
sengers toward  the  operators  of  the 
transit  lines  is  different.  They  are 
more  amenable  to  suggestion  and 
control  than  they  are  here.  They 
expect  to  have  information  fur- 
nished in  such  a  way  that  they  can 
conveniently  use  it.  They  seek  it  for 
themselves.  And  from  our  view- 
point, the  strange  part  about  it  is 
that  they  endeavor  to  be  guided  by 
the  directions  given.  They  are  will- 
ing to  do  what  they  are  told  to  do. 
The  painted  white  lines  on  some  of 
the  London  Underground  station 
platforms  illustrate  this.  These 
guide  lines  indicate  the  limits  within 
which  the  passengers  are  expected 
to  form  queues,  so  that  they  may 
board  the  trains  in  the  order  of 
their  arrival,  and  in  an  orderly  man- 
ner. And  they  do  it.  We  would 
have  to  mark  out  such  spaces  with 
2-in.  pipe  railings  and  then  have 
policemen  on  hand  to  compel  the 
formation  behind  the  railings. 

Dealing  with  traftic  problems  un- 
der .such  conditions,  where  everj'- 
body  plays  the  game  and  follows  the 
rules,  is  very  different  from  the  situ- 
ation we  have  to  confront,  where  you 
cannot  tell  anybody  to  do  anything, 
but  where  every  one  does  as  he 
likes — or  where  the  conditions  are 
such  that  it  is  necessary  so  to  ar- 
range matters  physically  that  people 


have  to  do  what  you  want  them  to  do. 

As  shown  in  the  accompanying 
tables  there  is  great  variation  in  the 
development  of  the  various  means  of 
transit  in  the  different  cities. 

The  bus  lines  route-miles  refer  to 
the  miles  of  street  traversed  by  the 
bus  routes,  not  the  summation  of 
the  trip  mileages  of  the  several  bus 
routes. 

The  tramway  and  bus  route  mile- 
ages together,  in  New  York  City, 
aggregate  657  miles  of  route.  In 
other  words,  there  are  657  miles  of 


Table   I — Municipal   Surface  Line 
Mileage — Tramways   and  Buses 

. —  Tramway  Lines  — . 

Route-  Single-Track  Bus  Lines 

Miles  Miles  Route-Miles 

New  York 632  1,264  25 

London 155  310  253 

Paris 155  310  104 

Berlin 110  220  15 


street  traversed  by  trolley  and  bus 
routes.  On  the  theory  that  every 
citizen  should  not  be  more  than  i 
mile  away  from  a  rapid  transit  line 
or  i  mile  from  a  surface  line,  New 
York  City  should  have  about  1,000 
miles  of  tramway  and  bus  routes. 
Its  tramway  and  bus  systems  to- 
gether in  the  aggregate,  therefore, 
have  been  developed  to  about  65  per 
cent  efficiency.  The  tramway  sys- 
tem in  New  York  City  is  an  impor- 
tant element  in  the  transit  scheme, 
but  the  bus  system  at  the  present 
time  plays  an  insignificant  part. 

The  tramways  of  Municipal  Lon- 
don, included  above,  are  only  those 
tramways  operated  by  the  London 
County  Council;  that  is,  within  the 
County  of  London.  This  system 
does  not  serve  all  of  London  County. 
It  pretty  generally  traverses  the  area 
south  of  the  Thames  and  also  that 
area  in  northeast  London  not  cov- 
ered by  the  rapid  transit  system. 
The  tramway  system  does  not  route 
into  and  through  the  business 
center.  This  is  a  small  area  about  3 
square  miles  north  of  the  Thames. 
But  it  would  be  a  doubtful  policy  to 
extend  the  system  into  this  area  for 
here  the  greatest  vehicular  conges- 
tion in  the  streets  exists,  and  the 
tramway  lines  would  undoubtedly  in- 
tensify this  congestion. 

The  bus  system  on  the  other  hand 
is  the  only  comprehensive  system  in 
London.  That  is,  it  serves  the  en- 
tire municipal  area  both  north  and 
south  of  the  Thames.  It  operates 
into  the  center  and  out  into  the 
outermost  limits  of  the  county.  It 
is  the  most  convenient  system  of 
transit  in  London.     But  it  parallels 


and  competes  with  the  tramway  sys- 
tem. Tramways  and  buses  should 
supplement  each  other — not  compete 
against  each  other.  To  do  this  is  a 
community  waste. 

There  are  about  144  route-miles 
of  tramways  in  extra  London,  and 
some  bus  lines,  just  how  much  bus 
route  the  figures  do  not  show. 

In  municipal  London  the  tram- 
way and  bus  routes  together  amount 
to  408  route-miles,  whereas  theoreti- 
cally, the  area  of  municipal  London 
could  be  conveniently  served  by  a 
surface  system  made  up  of  tram- 
ways and  buses,  consisting  of  only 
370  route-miles.  As  now  developed, 
therefore,  the  London  system  has 
reached  about  110  per  cent  efficiency. 
In  other  words,  from  a  convenience 
point  of  view,  there  are  more  sur- 
face facilities  than  necessary.  The 
competition  between  the  tramways 
and  buses  accounts  for  this  in  a 
measure. 

In  Paris,  as  in  London,  the  tram- 
ways do  not  traverse  the  central 
business  area.  The  extent  of  this 
area,  however,  is  not  as  great  as  in 
London.  It  is  only  about  5  mile  in 
area,  and  is  about  1  mile  long  by 
about  I  mile  wide.  As  the  situation 
is  understood,  in  Paris  it  is  not  pro- 
posed to  have  the  tramways  enter 
this  area.  On  the  contrary  there  is 
an  inclination  to  remove  the  tram- 
ways from  the  more  congested  street  • 
areas  and  replace  them  with  buses 
on  the  theory  that  the  tramways 
cause  more  congestion  than  the 
buses  do.  The  area  outside  of  the 
Paris  fortifications,  as  well  as  the 
area  inside,  is  served  by  the  tram- 
ways. Routes  of  the  urban  system 
to  some  extent  extend  out  into  the 
extra  area,  and  then  there  is  an 
outside  system  which  begins  at  the 
fortification  line  and  extends  fur- 
ther out.  This  latter  system  is 
partly  used  as  feeders  for  the  rapid 
transit  lines,  but  not  for  the  same 
fare.  But  the  buses  in  Paris  operate 
almost  entirely  within  the  fortifica- 
tions. The  tramways  and  buses  do 
not  compete.  The  two  systems  are 
operated  by  the  same  company. 

In  the  city  of  Paris  the  tramway 
and  bus  routes  aggregate  259  miles. 
Theoretically,  from  the  convenience 
standpoint,  Paris  ought  to  have 
about  100  miles  of  tramway  and  bus 
routes,  so  that  the  tramway  and  bus 
systems  of  Paris  have  been  de- 
veloped to  about  259  per  cent  effi- 
ciency. In  Paris,  therefore,  capacity 
requirements  now  determine  the  ex- 
tent  of  the   tramway   and   bus   sys- 


January,1923 


BUS 

TRV\SK)RlAnOS 


26 


terns — instead  of  convenience — just 
as  is  the  case  with  its  rapid  transit 
system.  There  is  an  extensive  sys- 
tem of  tramways  in  extra  Paris, 
about   167   route-miles. 

In    Berlin    the    aggregate    routes 
of  buses   and   trams  amount   to   125 


the  capacity  standpoint.  Mure  facili- 
ties arc  needed  because  of  the  much 
greater  density  of  population  in  the 
areas  being  compared.  In  Berlin 
the  reason  for  the  lack  of  rapid 
transit  facilities  is  that  Berlin  haa 
depended  largely  upon  its  King-Bahn 


are  charged  on  the  bus  lines  in  Lon- 
don, Paris  and  Berlin.  In  London 
the  fares  vary  from  lid  i  2.8  cents) 
for  a  ride  of  two  stages  of  i  mile 
each,  or  a  mile  in  total  distance,  to 
14d  (26  cents)  for  a  ride  of  twenty- 
seven  stages  or  13J  miles  total  dis- 


PARIS 


miles  in  the  municipal  area.  But 
there  are  about  240  miles  of 
route  in  the  extra  area.  Municipal 
Berlin  only  requires  90  miles  of 
transit  facilities,  trams  and  buses, 
from  the  standpoint  of  convenience 
of  access.  It  actually  has  125  miles, 
so  that  the  surface  facilities  have 
been  developed  to  137  per  cent  effi- 
ciency. 

From  the  foregoing  it  appears 
generally  that  New  York  is  under- 
supplied  both  with  rapid  transit 
facilities  and  surface  facilities.  Lon- 
don is  under-supplied  with  rapid 
transit  facilities,  but  over-supplied 
with  surface  facilities.  Paris  is  over- 
supplied  both  with  rapid  transit 
and  with  surface  facilities.  Berlin  is 
greatly  under-supplied  with  rapid 
transit  facilities,  but  is  over- 
supplied  with  surface  facilities.  In 
talking  about  being  over-supplied 
with  facilities,  however,  we  are 
speaking  only  from  the  convenience 
of  access  point  of  view.  In  the  case 
of  Paris,  the  average  population 
density  is  151  people  to  the  acre,  so 
that  the  facilities  are  no  longer 
being  supplied  from  the  standpoint 
of  convenience  of  access,  but  from 


Bus  roiitex  in  London  and  Paris. 
The  former  cani'es  nearly  four 
times  the  passengers  each  year. 

and  Stadt-Bahn  and  some  other 
steam  railroad  facilities  as  a  substi- 
tute for  rapid  transit  facilities.  The 
same  thing  may  be  said  about  Lon- 
don, so  far  as  rapid  transit  facilities 
are  concerned.  South  London  and 
northeast  London  are  dependent  en- 
tirely upon  steam  railroad  suburban 
service  for  rapid  transit  facilities. 

Fares  and  Other  Statistics 

As  far  as  New  York  is  concerned, 
i*.  must  not  be  forgotten  that  we 
have  been  dealing  with  New  York  as 
a  whole.  Richmond  and  Queens  are 
almost  entirely  unprovided  with 
facilities.  If  the  transit  conditions 
in  Manhattan,  Brooklyn  and  the 
Bronx  were  analyzed  separately,  the 
picture  would  be  a  very  different 
one.  But  the  figures  are  not  avail- 
able to  permit  this  to  be  done  at  this 
time.  In  this  connection  if  we  con- 
sider the  new  Berlin,  the  same 
figures  would  likewise  be  ver>'  ma- 
terially altered. 

As  shown  in  Table  II  zone  fares 


tance.  In  Paris  the  i'.\ 
and  second  class  are,  i  • 
for  one  stage,  40  centimes  and  25 
centimes;  two  stages,  55  centimes 
and  40  centimes;  three  stages,  70 
centimes  and  50  centimes.  In  Berlin 
as  in  London  there  is  only  one  class. 
The  fare  last  summer,  for  one  .stage 
was  5  marks;  for  two  stages,  7 
marks,  and  for  three  stages,  8  marks. 
Table  III  gives  statistics  of  bus 
trafl^c  in  the  four  cities  mentioned. 


Table  II- 

-Kind 

of  Fare  Charged 

Table 

Ill- 
Last 

Statistic,';  of  Bu.s  TraBic 
Available  Years 

NewYork 

Rapid 

Transit      Trolley 
Flat           Flat 
.  Zone          Zone 
Flat           Zone 
Zone          Flat 

Bua 
Flat 

Zone 
Zone 

Zone 

Kew  York 

Ntunber  of    Percentage 
Pawenners        o(  Total 
in  Millions    Local  Traffic 
.51                      2 
.     932                    43 

Paris 

Berlin 

Paris 

Berlin 

.     246                    21 
.21                      4 

Use  of  Mirrors  Benefits 
Driver 

THE  American  Automobile  A-sso- 
ciation  in  a  recent  statement  ad- 
vocates the  use  of  mirrors,  which 
will  show  the  automobile  driver  at  a 
glance  the  condition  of  trafl[ic  imme- 
diately behind  him.  It  is  pointed 
out  that  the  mirror,  mounted  at  the 
left  side  of  the  windshield  on  the 
open  car  or  screwed  to  the  frame  of 
the  closed  car  in  the  same  position, 
calls  immediate  attention  to  any 
vehicle  approaching  from  the  rear 
and  often  avoids  a  collision  with  the 
resultant  damage  and  possible  loss 
of  life. 

Fifteen  states  and  the  District  of 
Columbia  have  adopted  laws  requir- 
ing the  use  of  mirrors,  and  the  move- 
ment is  spreading  to  other  states. 
It  is  believed  to  be  only  a  matter 
of  a  few  years  before  the  majority 
of  the  states  will  have  enacted  sim- 
ilar legislation,  covering  all  types  of 
motor  carriers. 


26 


BUS 

TRANSPORTAITON 


Vol.2,  No.l 


Railroads  Advertise  Bus  Service 
ill  National  Park 

Co-operation  With  Operator  Results  in  Na- 
tion-Wide Distribution  of  Bus  Literature — 
Railroad  Booklet  Tells  Bus  Story  in  Full 


THE  Rocky  Mountain  Parks 
Transportation  Company,  Estes 
Park,  Col.,  distributed  100,000  of  its 
illustrated  tourist  folders  for  the 
1922  season.  In  1921  the  edition, 
though  big,  was  much  smaller — 
60,000  to  70,000.  And  only  four 
years  or  so  ago,  folder  advertising 
was  largely  an  experiment,  with  only 
one  railroad  co-operating  in  distribu- 
tion. 

Now,  railroads  all  over  the  country 
co-operate.  The  company's  service 
is  represented  in  summer  tariffs  of 
all  railroads,  and  ticket  agents  any- 
where wall  provide  transportation 
through  to  Estes  Park,  or  over  the 
company's  "circle  trip"  which  takes 
the  tourist  into  the  Rocky  Mountain 
Park  through  one  gateway  and  out 
another.  Bus  transportation  of  the 
type  supplied  by  the  Rocky  Mountain 
Parks  Company  can  be  expected  in 
the  future  to  appear  numerously  in 
collections  of  tourist  and  travel 
literature.  For  years  ticket  offices 
and  hotels  have  had  the  literature  of 
steamship  lines  and  railroads.  Now, 
the  world  is  to  have  bus  line  litera- 
ture. What  is  this  literature  going 
to  be  like? 

The  folder  put  out  by  the  Rocky 
Mountain  Parks  Company  this  year 
is  printed  on  a  sheet  13  x  14  in.  in 
red  and  black  ink  and  folds  to  make 
sixteen  pages.  The  covers  are  the 
same  bright  red  used  on  the  com- 
pany's twelve-passenger  automobiles. 
Note  the  word  "automobiles."  This 
folder  does  not  use  the  word  "bus." 
Travelers  into  Estes  and  the  Na- 
tional Parks  are  there  to  see  things, 
and  the  word  "automobile"  carries 
the  right  suggestion. 

The  little  folder  is  a  model  of  con- 
densation. Here  is  how  the  sixteen 
pages  are  divided: 

Two  pages — map  showing  com- 
pany tours. 

Two  pages,  headed  "Rocky  Moun- 
tain National  Park."  Opening  the 
folder,  the  reader  encounters  a 
general  description  of  the  park.  At 
the  foot  is  shown  a  group  of  loaded 
company  automobiles,  ready  to  start 
on  their  trips. 

The  description  closes  with  the  fol- 
lowing, in  italics:  "Leave  Chicago 
Saturday  evening  and  be   in  Rocky 


Mountain  National  Park  for  lunch- 
eon Monday.  You  will  notice  that 
our  autos  leave  Denver  at  8  a.m.; 
you  can  get  aboard  at  the  Union 
Station;  our  agent  will  direct  you." 

The  feature  trip  of  the  company, 
the  "two-day  circle  trip,"  is  given 
three  pages.  Two  of  these  pages 
describe  the  trip.  The  third  page 
contains  the  schedule  for  the  "circle 
trip"  only. 

Two  pages  are  headed,  "How  to 
Reach  the  Rocky  Mountain  National 
Park."  This  gives  the  reader  direc- 
tions for  obtaining  tickets,  and 
recites  particulars  concerning  bag- 
gage, stopovers,  Pullman  reserva- 
tions, etc.  Next  come  the  daily 
schedules  between  Denver  and  Estes 
Park,  and  between  other  points 
covered  by  regular  service.  These 
also  occupy  about  two  pages  of  the 
booklet. 

Full  Directions  Given 

Two  pages  of  the  folder  describe 
the  tours  in  Rocky  Mountain 
National  Park.  These  take  tourists 
into  the  National  Park,  Estes  Park 
(just  outside  the  park)  being  the 
starting  point.  Four  small  maps 
illustrate  these  tours,  which  vary 
from  16  to  85  miles  in  length. 

Information  about  the  head- 
quarters of  the  company,  location  of 
Denver  office,  and  photographs  taken 
in  the  park  fill  up  the  remaining 
three  pages. 

From  all  of  the  foregoing,  it  will 
be  seen  that  this  little  folder  accom- 
plishes a  great  deal.  It  serves  as  a 
time-table;  it  gives  information  con- 
cerning fares  not  usually  found  in 
time-tables;  it  informs  the  reader 
concerning  baggage  and  other  regu- 
lations; it  contains  photographs  of 
the  company  automobiles  in  attrac- 
tive mountain  settings;  in  addition, 
it  gives  nutshell  descriptions  of  com- 
pany tours. 

A  small  folder  of  this  character 
cannot  do  everything.  Its  pictures, 
its  bits  of  description,  may  not  be 
sufficient  to  rouse  the  reader  to  the 
point  of  desire,  although  a  more 
elaborate  booklet  might.  The  com- 
pany considered  such  a  booklet  but 
bas  not  issued  it. 

The  Colorado  &  Southern  railroad, 


however,  has  used  a  splendid  book- 
let on  the  park,  32  pages  and  covers, 
with  a  wealth  of  pictures  and  de- 
scription. In  it  is  included  full  in- 
formation on  the  Rocky  Mountain 
Transportation  Company  tours.  On 
the  colored  cover  is  a  mountain  road 
sketch,  containing  one  of  the  bright 
red  twelve-passenger  automobiles  of 
the  Rocky  Mountain  Parks  Transpor- 
tation Company.  This  booklet  is  be- 
ing distributed  all  over  the  country. 
It  contains  a  map  of  the  territory 
much  larger  than  that  in  the  R.  M. 
P.  T.  Co.'s  own  folder,  and  on  this 
tours  of  the  company  are  shown 
printed  in  red  ink. 

Thus,  in  1922,  is  bus  transporta- 
tion into,  out  of,  and  in,  the  Rocky 
Mountain  National  Park  being  ad- 
vertised. One  of  the  most  significant 
features  of  the  whole  story  is  the 
co-operation  between  railroad  and 
transportation  company.  The  former 
understands  how  much  more  at- 
tractive automobile  transportation 
makes  the  park  to  the  traveling 
public. 

And  as  the  public  realizes  the 
convenience  of  such  transportation, 
it  can  be  depended  on  to  visit  the 
park  in  rapidly  increasing  numbers. 


Bus  Developments  in  Spain 

THE  motor  bus  is  forging  to  the 
front  as  a  factor  in  Spain's 
transportation  system,  according  to 
recent  reports  which  indicate  that 
the  bus  is  gradually  supplanting  the 
horse-driven  stage  coaches.  Inade- 
quate railway  facilities  provide  an- 
other reason  for  the  development  of 
motorized  traffic  In  the  Malaga 
district  alone,  it  is  estimated  that 
more  than  sixty  buses  are  in  service. 
Bus  companies  have  also  recently 
been  formed  in  the  cities  of  Madrid, 
Barcelona  and  Valencia.  Tillings- 
Stevens  motor  buses  are  used  on 
many  of  these  lines. 


Holiday  Service  in  Chicago 

DURING  the  holidays,  several 
large  Chiciigo  depai'tment  stored 
operated  a  system  of  free  buses  to 
carry  shoppers  from  the  public  park- 
inq  space  in  Grant  Park  to  the  stores 
in  the  Loop  District.  The  service 
was  installed  for  the  benefit  of 
women  shoppers  who  drive  their 
own  cars.  Parking  space  for  auto- 
mobiles in  the  downtovin  section  was 
at  a  premium  because  of  the  strin- 
gent police   restrictions   in   effect. 


BUS 

TKVSSK>KIMK)N 


January,  1923 

S<*1iiivlkill  Con  lit  V 
Has  lins  Fc'cdrr  Sctn  ice 

i'ennsN  Kania  liUerurban  l{ail\va\.  Through 
Subsidiary  (."onipany.  Operates  Buses  With 
Drive    on     the     Front     and     Uear     Whi't-N 


27 


THE  Schuylkill  Transportation 
Company,  which,  as  announced  in 
the  August  issue  (page  453)  of  Bus 
Transportation,  is  owned  by  the 
Schuylkill  Railway,  now  has  six 
twenty-nine  passenger  buses  in  oper- 
ation on  two  lines  in  Schuylkill 
County,  Pa.  One  runs  from  Ma- 
hanoy  City  11  miles  east  to  Tamaqua. 
The  second  line  is  10  miles  long  from 
Lakeside  Park,  about  half  way  be- 
tween the  terminals  of  the  first  route, 
to  McAdoo.  The  operating  center 
and  the  garage  are  at  Mahanoy  City. 
Schedules  are  arranged  so  that  the 
bus  connects  with  the  interurban 
from  Pottsville;  the  fares  are  sepa- 
rate, however,  and  no  transfers  are 
issued. 

The  equipment  consist  of  chassis 
made  by  the  Four  Wheel  Drive  Auto 
Company,  Clintonville,  Wis.,  on  which 
are  mounted  steel  bodies  built  by  the 
G.  C.  Kuhlman  Car  Company,  Cleve- 
land, Ohio.  The  chassis  are  of  the  3- 
ton  type  adapted  to  bus  service, 
while  the  bodies  are  the  Kuhlman 
all-steel  type,  with  slight  alterations 
required  by  the  chassis  construction. 
Complete  with  all  equipment,  such  as 
fare  boxes  and  heaters,  the  vehicles 
weigh  about  9,700  lb.,  of  which  6,500 
lb.  is  represented  by  the  chassis. 
The  speed  is  kept  down  to  25  m.p.h. 


by  a  governor.  Other  general  data 
are  given  in  the  accompanying  table. 
As  .shown  in  the  photographs,  the 
driver's  position  is  at  the  right,  and 
above  the  engine.  It  was  necessars 
therefore  to  place  the  door  back  of 
the  driver's  position.  This  gives 
space  for  an  extra  seat,  which  faces 
backward  opposite  the  service  door. 
The  entrance  step  is  of  the  folding 
type;  this  is  connected  with  the  out- 
ward folding  door  so  that  both  are 
controlled  by  the  one  lever. 

.Main  Dimensions  of  Schuylkill   Ku-i^ 

WTieelbase  156  In. 

Wheel  KaKC   :  i    rear 56  In. 

Turning  circlu.   aiamclcr    80  ft. 

Loading   lielght,    floor,  at   passenger 

»fnlr:inc<-     ; 411n. 

Ovcr-aU    Kngtli    of    body    along 

chas-sis  frame   liO  ft.  lOi  In. 

HfiKht.    top    of    floor    to   celling 

center     6  ft.     3     In. 

Width  of  body  at  seat  cushions.  6  ft.  10  In, 
Extreni.    w  i  Ith.   at  l.ii.rboard.  .    7  ft.     7  J  In. 

The  ;     •  I  •      includes     dome 

lights  mounted  on  each  side  in  the 
space  provided  for  advertising  cards, 
an  Ohmer  fare  register,  roof  ventila- 
tors, and  a  khaki  curtain  back  of  the 
driver.  Two  Perfection  heaters,  new 
type,  are  mounted  underneath  the 
front  seats. 

Pair  o/  F.W'.D.  buses,  with  fuel 
tank  under  frame,  and  interlock- 
ing door-and-step  mechanism. 


|H??IJ1 


Interior  of  Kteet  body  uted  for 
Schui/lkilt  biuie*.  thawing  far* 
collection,  lighting  artd  ventilat- 
ing equli>ment. 

Complete  electrical  e(|uipment. 
starting  and  lighting,  is  u.ned.  Each 
of  the  .seven  dome  fixtures  is 
illuminated  by  a  21-cp.  bulb.  At  the 
service  door  is  a  2-cp.  step  light,  and 
a  green  bull's-eye  is  mounted  at  the 
front  end  of  the  body,  as  shown  in  the 
view  of  the  facing  buses.  Push  but- 
tons for  a  buzzer  system  are  mounted 
on  the  side  window  posta. 

It  will  be  noted  from  the  layout,  ea 
well  as  from  the  interior  view,  that 
a  vertical  aluminum  stanchion  is 
placed  at  the  left  of  the  .ser\ice-door 
opening.  This  has  a  cross  railing 
for  the  use  of  entering  passengers. 
Another  aluminum  stanchion  is 
placed  at  the  rear  between  the  longi- 
tudinal seats. 

The  tires  used  are  of  the  Overman 
cushion  make,  37  x  6  front  and  rear, 
mounted  on  special  artillery  felloes. 
The  principal  chassis   feature,   how- 


28 


BUS 

TT<ANSP0RTAT10N 


Vol.2,  No.l 


Plan  view  of  twenty-nine-passenger  Kuhlman  body. 
Four  passengers  carried  on  seat  back  of  driver 


ever,  is  the  four-wheel-drive  con- 
struction. From  the  engine,  which 
has  four  cylinders,  4f  x  5i  in.,  power 
is  transmitted  through  a  multiple- 
disk  clutch,  and  a  three-speed  trans- 
mission of  the  jaw-clutch  type.  In 
this  construction  the  gears  are  al- 
ways in  mesh  instead  of  being 
shifted,  and  speed  changes  are  made 
with  jaw  clutches  consisting  of  six 
teeth  that  engage  at  the  same  time. 
The  rear  end  of  the  transmission  is 
connected  by  a  5-in.  silent-type  chain 
to  a  differential  placed  under  the 
transmission.     The  purpose   of  this 


extra  differential  is  to  compensate 
for  the  different  distances  covered 
by  the  front  and  rear  axles.  From 
this  differential,  drive  shafts  lead  to 
both  front  and  rear  axles.  These  are 
of  the  full-floating  type  with  bevel- 
gear  drive.  The  front  axle  has  uni- 
versal joints  at  each  end  so  that  the 
wheels  can  be  moved  for  steering. 
Two  sets  of  brakes  are  provided,  both 
of  the  contracting  type.  The  emer- 
gency is  on  the  rear  wheels,  and  the 
service  (foot)  brake  is  mounted  on  a 
cross  member  directly  in  the  rear  of 
the  transmission. 


The  Trend  of  Bus  Regulation 

By  E.  V.  Kuykendall,  Director 

State  of  Washington,  Department  of  Public  Works,  Olympia,  Wash. 

In  States  Without  Bus  Regulations  Moderate  Statutes  Patterned 

After  Those  in  Force  in  Other  States  that  Require  Proof  of  Necessity 

and  Convenience  Are  Likely  of  Enactment.     Highway  Maintenance 

Charges  Will  Be  Cared  For  by  Taxes  on  Gasoline  Purchased 


TRANSPORTATION  by  motor 
bus  is  expanding  in  such  a  rapid 
manner  and  is  becoming  such  a 
vital  part  of  the  transportation 
scheme  of  the  country  that  its  regu- 
lation is  forcing  itself  upon  the  at- 
tention of  legislators  everywhere. 
Substantially  half  the  states  of  the 
Union  have  already  provided  some 
form  of  regulation  for  automotive 
transportation;  and  it  now  appears 
probable  that,  when  the  winter  ses- 
sions of  the  legislatures  have  com- 
pleted their  labors,  at  least  two- 
thirds  of  the  states  will  have  pro- 
vided some  measure  of  regulation 
for  motor  vehicle  transportation. 

In  every  community  will  be  found 
a  class  of  persons  who  favor  such 
legislation  as  will  foster  and  en- 
courage motor  transportation  and  at 


the  same  time  another  class  will  be 
found  who  look  upon  it  as  a  traffic 
destructive  of  highways  and  a 
menace  to  rail  transportation. 

In  those  states  which  require  a 
certificate  of  public  convenience  and 
necessity  as  a  prerequisite  to  the 
establishment  of  motor  vehicle  op- 
eration almost  all  hearings  develop 
the  fact  that  these  two  antagonistic 
groups  exist  everywhere,  except  of 
course  in  communities  having  no 
other  established  modes  of  transpor- 
tation. 

We  often  hear  such  argument  as 
this:  "We  have  spent  large  sums  of 
money  building  highways  and  we 
don't  want  them  torn  up  by  heavy 
auto  trucks  and  stages."  Another 
individual  in  the  same  community 
will    reason   thus:    "We   have   been 


taxed  to  build  good  roads  and  we  de- 
sire the  fullest  use  possible  from 
our  investment.  If  you  deny  us  a 
bus  line,  you  will  deprive  us  of  one 
of  the  substantial  benefits  that 
should  follow  the  construction  of 
good  roads."  The  two  men  who  ex- 
press these  opposite  views  may  even 
be  neighbors  engaged  in  the  same 
occupation. 

As  the  average  legislator  reflects 
the  views  of  his  constituents,  it  is 
but  reasonable  to  assume  that  the 
legislatures  now  in  session  or  about 
to  convene  will  be  composed  partly 
of  individuals  who  favor  such  legis- 
lation as  will  tend  to  foster  and 
stabilize  automotive  transportation 
as  well  as  those  who  will  seek  to  cur- 
tail and  restrict  it.  The  result  will 
be  the  enactment  of  statutes  mod- 
erate in  character  and  similar  to 
those  in  a  majority  of  the  states  al- 
ready engaged  in  the  regulation  of 
this  mode  of  traffic. 

Sentiment  for  a  Highway  Tax 
Growing 

There  is  a  growing  sentiment  that 
motor  transport  companies  should 
be  made  to  contribute  a  substantial 
sum  for  the  use  of  the  highways. 
The  railroads  of  the  country  are  es- 
pecially insistent  upon  legislation 
looking  toward  the  accomplishment 
of  such  purpose.  The  damage  to 
highways  by  motor  vehicle  opera- 
tions subject  to  regulation  has  been 
exaggerated  in  some  quarters.  The 
stages  and  trucks  engaged  in  a  com- 
mon carrier  service  and  subject  to 
regulation  do  less  damage  to  the 
highways  as  a  rule  than  the  private 
trucks  operated  by  companies  in  con- 
nection with  their  own  enterprises, 
such  as  logging  companies,  oil  com- 
panies, creameries,  condensaries  and 
fuel  companies. 

It  should  be  borne  in  mind  that  all 
private  trade  operations  will  entirely 
escape  a  tax  such  as  a  percentage 
of  gross  operating  revenue  levied 
against  common  carrier  trucks  and 
stages,  though  their  loads  will 
average  heavier  and  their  use  of 
the  highways  will  average  tenfold 
greater.  In  my  own  state  (Wash- 
ington) there  are  about  235  trucks 
in  service  by  regulated  companies, 
while  about  31,941  truck  licenses 
have  been  issued,  so  that  there  are 
nearly  fourteen  times  as  many 
trucks  used  by  private  individuals 
and  companies  upon  the  highways  as 
there  are  by  regulated  concerns.  To 
impose  any  form  of  tax  in  the  na- 
ture   of    compensation    for    use    of 


January,1923 

highways  upon  regulated  concerns 
alone  would  be  unjust,  and  the 
revenue  thus  derived  would  be 
trifling  in  comparison  with  a  tax 
that  would  reach  all  commercial 
users  of  the  highways. 

The  use  of  the  roads  by  oil  com- 
panies, loggers,  etc.,  which  deliver 
their  own  products  or  raw  materials 
is  no  less  mercenarj'  or  commercial 
than  that  of  the  regulated  stage  or 
truck. 

Again,  the  regulated  common  car- 
rier stage  or  truck  is  required  in 
most  states  to  furnish  a  bond  or  in- 
surance policy  to  indemnify  the 
public  in  case  of  death,  personal  in- 
jury or  damage  to  property  caused 
by  any  act  of  negligence  on  the  part 
of  the  operator.  This  insurance 
costs  from  $50  to  $150  in  the  case  of 
a  truck  and  from  $100  to  $800  per 
annum  in  the  case  of  a  stage,  gradu- 
ated in  most  instances  according  to 
capacity.  The  individual  trucker  es- 
capes this  requirement  of  the  law. 
To  impose  additional  burdens  upon 
regulated  companies,  which  private 
concerns  making  a  larger  use  of  the 
highways  escape,  would  be  unfair 
and  would  tend  toward  evasion  of 
regulation. 

Furthermore,  in  my  own  state  and 
in  some  other  states,  certain  fees 
are  exacted  from  auto  transporta- 
tion companies  to  assist  in  defraying 
the  expense  of  regulation.  Such 
fees  are  exacted  from  motor  vehicle 
concerns  and  not  from  rail  lines  or 
other  utilities  on  the  theory  that, 
having  the  free  use  of  highways 
built  and  maintained  by  the  public, 
such  companies  enjoy  a  certain  ad- 
vantage which  justifies  the  exaction 
of  such  fee.s.  There  is  perhaps 
nothing  unfair  in  requiring  motor 
vehicle  companies  to  pay  the  cost  of 
their  own  regulation,  even  if  similar 
fees  are  not  collected  from  other 
regulated  utilities;  but,  if  some  addi- 
tional tax  is  imposed  on  top  of  fees 
for  regulation  and  the  cost  of  com- 
pulsory insurance,  from  which  un- 
regulated vehicles  are  exempt,  the 
result  will  be  inequitable  and  illogi- 
cal. 

Viewed  from  the  standpoint  of 
fairness,  and  simplicit>'  and  economy 
of  administration,  the  gasoline  tax 
seems  the  most  practicable  method 
of  requiring  the  users  of  highways 
to  contribute  in  exact  proportion  to 
the  use  they  make  of  the  public 
thoroughfares.  Such  a  tax  is  paid 
by  unregulated  trucks  hauling  heavy 
commodities,  as  well  as  by  vehicles 
operated  by  regulated  companies. 


BUS 

TRA.»»SK)RrM10N 

If  it  should  be  the  purpose  of 
legislatures  in  states  which  have  not 
yet  tried  the  experiment  of  bus 
regulation  to  protect  the  railroads 
from  bus  competition,  this  could  be 
more  effectually  accomplished  by 
prohibiting  the  establishment  of  bus 
transportation  in  territory  already 
served  by  rail.  Some  states  already 
have  such  provision.  No  act  regu- 
lating bus  transportation  should  Ix' 
enacted  without  the  certificate  of 
convenience  and  nii-essity  feature. 
Under  such  a  provision,  the  regu- 
latory body  can  exercise  its  judg- 
ment in  excluding  auto  companies 
from  fields  already  adequately  served 
by  railroads,  and  work  out  a  policy 
that  will  co-ordinate  the  transpor- 
tation systems  of  the  country  to  the 
interests  of  the  public. 

Furthermore,  every  argument  fa- 
voring the  certificate  of  convenience 
and  necessity,  as  regards  the  es- 
tablishment of  utilities  generally, 
applies  with  added  emphasis  to  the 
institution  of  motor  bus  and  truck 
transportation,  because  of  the  small 
investment  necessary  to  enter  this 
field.  It  is  the  only  means  of  guar- 
anteeing to  the  public  continuous, 
safe  and  efficient  auto  transporta- 
tion. Without  it,  fly-by-night  op- 
erators would  skim  off  the  cream  of 
the  business  in  the  summer,  when 
operation  was  cheap  and  pleasant, 
and,  on  the  approach  of  winter, 
would  abandon  service,  and  go  into 
some  other  line.  There  would  be  no 
incentive  to  investment  in  substan- 
tial equipment,  through  fear  of  such 
fair-weather,  cut-throat  competition. 

In  some  states  consideration  is 
being  given  to  the  idea  of  placing  the 
regulation  of  auto  transportation  in 
some  board  or  officer  other  than  the 
establi.shed  regulatory  body.  To  do 
so  would  be  an  unpardonable  blunder. 
No  other  board  is  equipped  with  the 
engineering  and  accounting  force  or 
has  had  the  training  and  experience 
necessary  to  the  efliicient  regulation 
of  this  traffic.  From  a  regulatory 
standpoint,  the  same  principles  ap- 
ply to  auto  transportation  that  are 
applicable  to  other  utilities.  To 
lodge  the  regulation  of  this  char- 
acter of  traffic  with  any  other  board 
or  officer  would  be  wasteful  and  il- 
logical. It  would  require  such  other 
board  or  officer  to  employ  experts, 
engineers,  accountants  and  clerks 
and  train  them  for  this  work,  while 
the  state  regulatory  body  already 
has  trained  forces  engaged  in  the 
same  character  of  service  already 
on  the  payroll. 


29 

Culiforniu  Syctnii  iif 
(llifckiiif;  DrixTis 

THE  buses  used  on  the  Santa 
Husa  -  Petaluna  -  Sausalito  stages 
have  a  large  numeral  painted  on  the 
rear,  as  shown  in  the  photograph. 
The  purpose  of  this  is  to  furnish  an 
easy  means  of  identification,  so  that 
motorists  on  the  road  can  report  any 
discourtesy. 

William  Curtis,  the  owner  of  the 
company  that  is  operating  these 
buses,  >>elieves  in  cultivating  good 
will  among  all  users  of  the  highway. 
His  drivers  must  live  up  to  the  un- 


HOURLY 
SERVICE 

-  -I   VIA 

THE 

SCENIC 

WAY   mm 


The  number  is  for  identificatton 
purposex,  as  a  check  againat 
dixcourtegy. 

written  courtesy,  as  well  as  to  all  the 
laws  of  the  road.  In  case  they  do 
not,  the  public  is  invited  to  report 
the  number  of  the  car  and  the  time 
of  the  day  directly  to  Mr.  Curtis. 

The  picture  also  shows  a  combina- 
tion rear  boot  and  tire  rack.  Two 
latches  are  provided  for  the  door, 
one  of  the  tiipered  refrigerator  t>'pe, 
which  clamps  it  shut  and  prevents 
play  or  rattling,  while  the  other  is 
simply  a  snap  to  make  sure  that  the 
door  does  not  fly  open  if  the  other 
latch  should  fail.  These  boots  are 
wider  at  the  bottom  than  at  the  top  so 
that  gravity  also  holds  the  door  shut. 

The  automatic  stop  signals  are  at 
the  top  of  the  boot,  in  a  prominent 
position  so  that  they  are  clearly 
visible  to  cars  approaching  from  the 
rear.  It  will  l)e  noticed  that  no  locka 
are  provided  either  on  the  boot  or 
the  tires.  The.se  are  usually  omitted 
on  Western  stages  and  bu.<«es,  since 
experience  has  shown  that  baggage 
and  tires  are  free  from  unauthorized 
molestation. 


30 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


Bus  Service  in  Boston 

Careful  Records  Compiled  by  the  Boston  Elevated  Railway  Indicate 
an  Operating  Cost  of  About  35  Cents  a  Bus-Mile— Twenty- 
five  Passenger  Buses  in  Service  for  Almost  a  Year 


WHILE  the  Boston  Elevated 
Railway  has  put  in  service  only 
a  few  buses  as  yet,  it  has  in  contem- 
plation several  other  lines  where  it 
believes  that  buses  would  be  more  de- 
sirable than  trolley  cars.  These  cases 
are  either  on  an  existing  line  with 
light  traffic  where  the  track  is  worn 
out  and  would  have  to  be  removed  if 
trolley  service  is  continued,  or  they 
are  on  new  routes  where  the  expected 
traffic  is  light. 

The  fir.st  bus  line  started!  by  the 
Boston  Elevated  Railway  began  oper- 
ation last  February  and  runs  over  a 
route  from  Union  Square,  Allston, 
about  2  miles  west  to  Watertown 
Arsenal.  Formerly  there  was  a  sin- 
gle-track car  line  over  the  greater 
part  of  this  route,  but  about  a  year 
ago  the  city  decided  to  repave  a  con- 
siderable portion  of  the  street  on 
which  this  track  was  laid.  This 
meant  that  the  company  would  have 
to  put  in  new  tracks  if  it  wished  to 
retain  its  car  service,  and  even  to 
extend  the  line  if  it  desired  to  give 
through  service  into  Watertown.  At 
that  time  the  line  carried  about  a 
thousand  passengers  per  day.  The 
matter  was  taken  up  with  the  resi- 
dents along  the  route,  and  it  was 
found  that  a  bus  service  would  be 
just  as  satisfactory  to  them,  so  the 
tracks  were  taken  up  and  the  bus 
service  was  substituted. 

Electrics'  Headway  Used 

Four  buses  are  used  on  this  serv- 
ice, two  for  regular  service,  one  for 
spare  and  one  extra  during  the  rush 
hours.  The  headway  is  the  same  as 
formerly  with  the  electric  cars, 
namely,  every  seven  or  eight  minutes 
during  the  morning  and  evening 
peaks  over  a  portion  of  the  route  and 
every  fifteen  minutes  at  other  hours 
during  the  day. 

Another  route  was  established  the 
first  of  the  year  in  Walden,  where 
buses  take  the  place  of  trolley  cars 
for  part  of  the  route.  Here  also  the 
company  was  faced  with  the  alter- 
native of  laying  new  track  or  putting 
on  bus  service  and  concluded  that  the 
traffic  on  the  line  was  not  enough  to 
justify  the  cost  of  new  track.  This 
line  will  run  a  bus  every  ten  minutes. 
Three  buses  will  be  required  with 
one  spare.     Two  or  three  other  bus 


lines  are  being  considered,  including 
several  crosstown  and  feeder  routes 
in  new  territory. 

Since  buses  have  been  operated  by 
the  Boston  Elevated  Railway,  care- 
ful statistics  have  been  kept  of  their 
daily  performance.  One  policy  fol- 
lowed has  been  to  keep  the  cost  of 
operation  as  far  as  possible  distinct 
from  that  of  the  electric  railway 
system.  For  this  reason  the  buses 
are  not  stored  in  a  carhouse  of  the 
company  but  in  a  commercial  garage, 
which  makes  a  storage  charge  of  $30 
a  month  per  bus.  For  the  services 
at  the  garage  for  inspecting,  oiling 
and  cleaning,  the  company  pays  in 
addition  a  dollar  a  day.  Oil  and  gaso- 
line are  charged  in  the  operating 
expense  account  at  the  market  rate, 
which  in  Boston  during  November 
and  December  was  26  cents  per  gal- 
lon, with  engine  oil  at  30  cents  a 
quart. 

One-Man  Car  Wages  Paid 

The  operator  is  paid  the  (same 
wages  as  the  motormen  on  the  sur- 
face cars,  namely,  the  base  rate  of  63 
cents  an  hour,  but  with  the  usual 
8-cent  bonus  for  a  one-man  car,  mak- 
ing a  total  of  71  cents  an  hour.  To 
this,  in  the  accounts,  must  be  added 
the  cost  of  an  "exti'a"  or  "cover"  man 
on  the  list,  so  that  actually  the  labor 
cost  for  the  bus  is  carried  on  the 
books  of  the  company  at  83  cents  per 
hour. 

Depreciation  on  the  bus  is  figured 
on  an  assumed  life  of  four  years, 
based  on  the  actual  list  price  of  the 
bus,  less  the  cost  of  the  tires.  The 
depreciation  on  tires,  arbitrarily 
assumed,  is  IJ  cents  per  mile,  ad- 
justed from  time  to  time,  so  far  as 
is  possible,  within  the  life  of  the 
tires.  Other  overheads  included  in 
the  bus  accounts  are  as  follows: 

Supervision.  This  is  assumed  to 
be  the  same  as  the  average  per  car 
of  all  the  surface  cars  of  the  company 
in  1921,  or  $0.02386  per  car-mile. 

General  and  MisccUaneous.  This 
includes  the  salaries  and  expenses  of 
the  general  officers  and  clerks,  gen- 
eral office  supplies  and  expenses,  law 
expenses,  relief  department  expenses, 
pensions  and  gratuities,  miscel- 
laneous general  expenses,  injuries 
and   damages,    insurance,    stationery 


and  printing,  and  is  charged  per  bus- 
mile  at  the  average  cost  of  the 
surface  line  cars  in  1921,  or  $0.03469 
per  car-mile. 

The  daily  records  are  kept  on  a 
form  carrying  the  following  heads: 

Date 

Day  of  week 

Total  miles  operated 

Total  hours  in  service 

Total  revenue  collected  (cash) 

Passengers  carried 

Uasolme  burned   (gallons) 

Engine   oil  burned    (quarts) 

Miles   per  gallon  of  gasoline 

Miles   per  quart  of  engine   oil 

Maintenance  of  equipment 

Inspecting,  oiling  and  cleaning 

Repair  labor 

Material 

Reserve  for  repairs 

Depreciation  on  bus 

Depreciation   on  tires 
Fuel 

Gasoline 

Engine  oil 
Conducting   transportation 

Operators 

Supervision 
General  and  miscellaneous 
Garage  and  state  registration 
Total   operating  costs    (a   summation 

of  the  previous  operating  costs) 
Interest  and  taxes 
Total  cost 
Average  per  mile 

Passengers  carried 

Cash  and  revenue  collected 

Total  cost 
Actual  cost  of  tires  to  date 
Trouble,    repairs,    replacements    and 

service 
Number  of  trips  missed 

Taxes  are  2  per  cent  per  annum  on 
the  list  price  of  the  bus. 

Interest  is  figured  at  6  per  cent  per 
annum  on  half  the  list  price  of  the 
bus,  throughout  its  depreciated  life. 

These  figures  show  that  the  buses 
now  in  use  on  the  Allston  line  vary  in 
gasoline  consumption  from  4.5  to  8 
miles  to  the  gallon,  according  to  the 
season  of  the  year  and  the  type  of 
bus.  Their  average  speed,  including 
stops  and  layovers,  is  about  10  m.p.h., 
and  the  average  cost  of  operation  is 
about  35  cents  per  mile  up  to  this 
time,  though  they  have  been  in  oper- 
ation so  short  a  time  that  it  is  almost 
impossible  to  tell  what  the  ultimate 
repair  cost  will  be. 

The  receipts  are  about  18  cents  per 
mile,  but  the  line  is  a  heavy  transfer 
line.  The  fares  charged  ai-e  the  same 
as  on  the  surface  cars,  namely,  10 
cents  when  transfers  are  given  to  and 
from  the  connecting  surface  car  lines ; 
otherwise  the  fare  on  the  bus  alone 
is  5  cents.  The  buses  have  seats  for 
twenty-five  passengers  and  their 
average  run  is  120  miles  a  day  or 
840  miles  a  week  per  bus. 

The  equipment  of  the  Allston  bus 
line  consists  of  one  Mack,  two  White 
and  two  Republic-Knight  buses. 


January, 1923 


BL'S 

IKVSS('<)HIMK>N 


31 


Interests  of  the  people  of  Orejjon  are  best  served,  llu-  I'liMic  Sirv  iii-  Cominission  helicves.  by 
classifying?  "for-hire"  \ehitlt's  the  same  as  stajjes  and  j(rantin«  no  e\cUisi\e  rijjhts  to  a 

specified  route 


iii^Its  First  Yrar  of  l\<'miliilinu^ 
Motor  Stage  ()|M'ralioii 


THE  Public  Service  Commis- 
sion of  Oregon  was  plunged 
into  the  business  of  regulat- 
ing motor  carriers  without  much 
warning  when  a  bill  pa-ssed  the  Leg- 
islature and  was  signed  by  the  Gov- 
ernor on  Dec.  27,  1921,  whei-eby  all 
motor  vehicles  operating  as  common 
carriers  would  be  subject  to  com- 
mission regulation  on  and  after  Jan. 
1,  1922.  Several  months  later  two 
of  the  three  commissioners  were  re- 
called and  replaced  by  two  new  com- 
missioners, whence  it  is  apparent 
that  internal  affairs  of  the  commis- 
sion have   required  considerable  at- 


T>p.i^OP^     \,yoJ^^«• 


leiUion.  However,  not  only  has  the 
regulatory  act  affwting  motor  car- 
riers been  put  into  effect  and 
thoroughly  tried  out,  but  a  very 
definite  policy  on  the  regulation  of 
stage  and  bus  operation  has  been 
worked  out  to  suit  conditions  ob- 
taining in  Oregon. 

Two  factors  that  have  an  impor- 
tant bearing  on  motor  carrier  reg- 
ulation in  that  state  are  the  low 
average    density    of    population    and 


Numerous  ranges  scatter  Oregon 
bus  lines.  Most  of  thevi  are 
' .  ,s(  of  the  Cascade  Mountains. 


the   radically   difTerent   character  of 
territory  ea.st  and  we.st  of  the  Cas- 
cade Mountains.    The  diviHion  of  the 
state  by  the  mountain.s,  wi'' 
ant  difference  in  climatic  c 
is  very  similar  to  that  in  \Va.'»hinK- 
ton.  described  in  Bl's  Transporta- 
tion for  November,  1922.  In  point  of 
population  densit>',  however,  Oregon 
has  considerably  le.ss  than  half  the 
number  of  people  per  s(|uar' 
compared  to  the  State  of  \'. 
ton. 

With  an  area  of  95,607  square 
miles,  Oregon  hfis  a  total  population 
of  783,389   or  8.2   per   s(iuar.-   mil.-. 


32 


BUS 
TRANSPORTATION 


Vol.2,  No.1 


If  the  population  of  Portland,  which 
the  1920  census  gives  as  258,288,  be 
deducted,  the  density  for  the  re- 
mainder of  the  state  becomes  5.4  per 
square  mile.  There  are  in  the  state 
eleven  cities  of  more  than  5,000  pop- 
ulation and  three  of  more  than 
10,000  population. 

The  Cascade  Mountains  divide  the 
state  by  a  north  and  south  height 
of  land  attaining  elevations  up  to 
10,000  ft.  The  westerly  slopes  are 
heavily  timbered,  the  valleys  are  fer- 
tile, the  rainfall  is  heavy,  so  that 
irrigation  is  not  generally  required 
and  areas  suitable  for  agricultural 
development  are  comparatively  close 
to  their  natural  markets.  In  this 
western  section  of  the  state  the  high- 
ways have  been  i-emarkably  well  de- 
veloped and  a  comparatively  large 
percentage  of  the  mileage  has  been 
hard  surfaced. 

On  the  east  side  of  the  mountains, 
however,  where  the  rainfall  is  light 
and  the  climate  generally  colder,  the 
roads  are  chiefly  unpaved  with  the 
exception  of  the  one  main  route  of 
the  Columbia  River  valley.  More- 
over, because  of  the  sparsely  settled 
condition  of  eastern  Oregon  and  the 
correspondingly  low  tax  revenue,  the 
prospect  for  immediate  road  de- 
velopment is  not  good. 

Before  this  season's  road  work 
was  done  a  statement  from  the 
Oregon  State  Highway  Commission 
gave  the  mileage  of  highways  in 
Oregon  as  follows: 


Paved  

Surfaced    

Improved  earth    

Unimproved  earth  .  . .  . 

825  miles 

....     6,000  miles 
....  16.000  miles 
19.000  miles 

In  the  sparsely  settled  areas  of 
eastern  Oregon  much  of  the  stage 
business  is  the  outgrowth  of  mail 
contracts.  These  contracts  are 
usually  made  for  a  period  of  one 
year,  and  because  of  the  fact  that 
widespread  advantage  of  the  parcel 
post  system  is  taken,  the  routes  are 
usually  covered  by  trucks  which 
handle  a  considerably  larger  amount 
of  ingoing  supplies  and  outgoing 
produce    than    they    do    passengers. 

This  is  particularly  true  in  sec- 
tions not  reached  by  railroads  or  in 
sections  where  the  railroad  route  is 
indirect,  and  hence  freight  rates  are 
proportionally  higher  than  parcel 
post ;  the  former  being  based  on 
mileage  and  the  latter  being  based 
on  "zone"  distances  which  are 
measured  in  an  air  line.  Most  of 
the  supplies,  groceries,  etc.,  that  are 
sent  into  this  region  are  packed  in 


Motor  Stage  Routes  on  Record  with  the  Oregon  Public  Service 
Commission  Oct.  1,  1922 


38 


Route 


Portland-McMinnvUle  viaNewberg.  , 
Portland-McMinnville  via  Hillsboro. 

Portland-Salem 

Portland-Tillamook 

Portland-Dunthorpe 


Portland -Seaside 

Portland-Hood  River , 

Portland-California  State  Line. 

Salem-Silverlon 

Salem-Mill  City 


Salem-Dallas 

Salem-Albany 

Albany-Corvallis 

Eugene-Corvallis 

Eugene-Cottage  Grove.  . 

Eugene-Roseburg 

Grants  Pass-Roseburg. . 

Grants  Pass-Waldo 

Med  ford- Ashland 

Medford-Central  Point. 


Med  ford-Grants  Pass 

Eugene-Bel  knap 

Alsea-Corvaliis , 

Toledo-Siletz 

Lebanon-Cascadia 

Myrtle  Point-Bancroft.  .  . . 

Dallas-Dufur 

Monmouth-Independence . 
Sheridan-McMinnville.  . . . 
North  Bend-Marshfield.  ,  . 


.\storia-Seaside 

Scappoose-Portland . . . 
Birkenfeld-Clatskanie . 


Medford-Klamath  Falls 

Klamath  Falls-Pelican  City. 

Klamath  Falls-Chiloquin 

Klamath  Falls-Crater  Lake. 

Klamath  Falls-Lakeview.  . . . 


Pilot  Rock-Pendleton 

Pendleton-Wash.  State  Line. 


Umatilla-Pendleton .  . . . 

Weston-Pendleton 

Union-La  Grande 

Crane-Burns 

Baker-Cornucopia 

Coquille-Marshfield .  . . . 
Coquille- Myrtle  Point. , 
Handon-Port  Orford. . . 
Tillamook-Manhattan . 
Cannon  Beach-Seaside. 


Bend-Burns 

Bend-Klamath  Falls. 


53  Vale-Ontario 

54  iPortland-Gov't.  Camp. 

55fe!Portland-Sandy 

56t  Portland-Damascus.  . . . 


Portland-Silverton . 
Hood  Rivcr-The  Dalles. 
Hood  River-Parkdale.  . . 
Baker-La  Grande 


Hoaglin-Roseburg.  . , . 
Independence-Orville . 


22 


to 


0)   0) 

^o 

6.25 
3.05 
2.82 
4.68 
2.85 

2.55 
3.50 
2.46 
5.00 
4.60 


10.00 
3.46 
5.00 

3.20 
8.32 
7.15 
10.00 
8.92 
8.35 
9.38 
6.68 
4.68 
3.33 

3.00 
2.93 
9.37 

8.12 

2.50 
6.39 
12.30 

13.83 


6.68 
3.81 

4.27 
4.34 
5.88 
8.34 

10.62 
3.94 
6.11 
7.81 
6.68 

12.50 


8.00 
9.82 

9.38 
7.32 
4.00 
3.67 
3.50 
3.70 
5.00 
5.78 

7.00 
11.67 


$1.50 

1.50 

1.50 

5.10 

.20 

3.25 
2.40 
9.70 
.75 
1.75 

.50 

.75 

.35 

1.25 

.75 

2.70 

3.00 

4.00 

.45 

.25 

1.15 

5.00 

2.00 

1.00 

2.50 

1.25 

1.50 

.20 

.75 

.10 

.60 

.60 

1.50 

6.50 

.25 
2.00 
9.00 

14.00 


1.00 
1.75 


1.75 
1.00 
1.00 
2.50 
8.00 
.75 
.55 
2.50 
1.00 
1.00 


11.75 
15.00 


$0.25 
.25 
.25 
.50 
.20 

.30 

.25 

6.00 

.65 

.25 

.25 
.25 
.35 
.25 
.30 
.25 
.50 
1.00 
.15 
.10 

.25 
.50 
.25 
.25 
.50 
.50 
1.50 
.20 
.25 
.05 

.25 

.25 

1.50 

1.00 

.25 

.50 

9.00 

1.25 


.50 
.50 


.30 
2.00 


1.50    1.50 


4.25 
1.00 

.55 
1.75 

.85 
1.00 
3.00 

1.75 
.35 


.25 
.15 
.20 
.25 
.25 
.45 
.50 

.50 
.35 


S 
P. 

■ij 


116 
100 
135 
315 
30 

420 

200 

2J  dayi 

35 

145 

50 

72 

30 

100 

60 

210 

210 

160 

45 

15 

75 

300 

120 

80 

120 

90 

60 

10 

35 

15 

60 
60 
105 

360 

30 
100 
240 

600 


45 

no 


.25 

135 

.25 

75 

.50 

45 

1    50 

90 

.25 

510 

.15 

50 

.15 

35 

.35 

160 

.25 

75 

1.00 

30 

600 
615 

60 
210 
75 
70 
140 
75 
75 
145 

180 
20 


Ihr. 
Ihr. 


Irr. 


4hr. 


4hr. 
2hr. 
2hr. 
2hr. 


Uhr. 
Uhr. 

Uhr. 


Ihr. 


Irr. 


Remarks 


9  rotind  trips  daily 


3  round  trips  daily 
Daily    8    a.m.    to 

6:30p.m. 
8  round  trips  daily 
6  round  trips  daily 
I  trip  daily 


6  round  trips  daily 


4  round  trips  daily 
2  round  trips  daily 
4  round  trips  daily 
]  round  trip  daily 


1  round  trip  daily 
Twice  daily 
1  round  trip  daily 
1  round  trip  daily 
I  round  trip  daily 
I  round  trip  daily 
6  round  trips  daily 
3  round  trips  daily 


1 2roundtripsdaily 
9  round  trips  daily 
I  round  trip  daily 

except  Sunday 
I  trip  daily  April 

to  November 

3  round  trips  daily 
T\%ice  daily 
Daily   in  summer 

season 

I  round  trip  daily 
in  summer  sea- 
son 

I  round  trip  daily 

4  round  trips  daily 

3  round  trips  daily 

1  round  trip  daily 

2  round  tripe  daily 
I  round  trip  daily 
I  round  trip  dally 
Ilroundtripsdaily 

4  round  trips  daily 
1  round  trip  daily 

1  round  trip  daily 

2  round  trips  in 
in  summer;  I  in 
winter 

I  round  trip  daily 

3  round  trips 
weekly 

1  round  trip  daily 

2  round  trips  daily 

2  round  trips  daily 

3  round  trips  daily 
3  roiind  trips  daily 
2  round  trips  daily 
2  round  trips  daily 
2  round  trips  daily 

1  round  trip  daily 
6  round  trips  daily 


50-lb.  packages  so  as  to  come  under 
the  parcel  post  requirements. 

Despite  the  fact  that  there  is  little 
immediate  prospect  for  extensive 
road  improvement,  considerable  in- 
creases in  the  motor  carrier  busi- 
ness may  be  expected  because  of  the 
comparative  economy  in  time  and 
cost  of  this  method  of  transporta- 
tion. Rail  routes  to  many  points  in 
eastern  Oregon  are  indirect,  requir- 
ing layovers  at  junctions,  while  the 


motor  route  is  direct  and   requires 
much  less  time. 

Passenger  accommodations,  how- 
ever, are  not  up  to  the  standards 
adopted  in  the  western  part  of  the 
state.  Often  passengers  are  content 
simply  to  find  comfortable  places  on 
mail  or  parcel  post  bags  loaded  into 
the  body  of  trucks  which  have  can- 
vas covers.  Having  become  accus- 
tomed to  accommodations  of  this 
sort  there  is  no  general  protest  or 


January,  1923 


BUS 

TTWISPOHTATKJN 


33 


demand  for  more  comfortable  equip- 
ment. 

Features  of  the  regulatoiy  law  in 
Oregon  are  ( 1 )  the  regulation  of  all 
"for-hire"  carriers,  the  same  as 
those  operating  on  schedules  over 
fixed  routes,  and  (2)  the  granting  of 
permits  regardless  of  duplicated 
service. 

The  inclusion  of  the  "for-hire" 
class  of  vehicles  was  made  because 
Oregon  has  a  large  number  of  car- 
riers that  give  this  "on  call"  service, 
and  it  is  believed  that  the  operator 
of  such  vehicles  is  likely  to  need  reg- 
ulation even  more  than  the  carrier 
well  established  on  a  scheduled  route 
who  has  standardized  equipment  and 
operates  regularly.  Jloreover,  the 
public  can  be  more  readily  deceived, 
overcharged,  or  subjected  to  injury 
risks  by  carriers  that  offer  "for- 
hire"  ser\'ice.  Hence  the  act  was 
made  to  include  all  classes  of  car- 
riers that  handle  passengers.  If  an 
automobile  owner  undertakes  to 
haul  passengers  for  hire  for  only  a 
few  weeks  each  season  he  must  ful- 
fill insurance,  bonds,  permits,  and 
all  other  reciuirements  for  the  period 
of  time  during  which  he  continues 
such  "for-hire"  service. 

The  policy  in  the  matter  of  dupli- 
cating service  is  based  on  the  theon,' 
of  giving  every  man  an  equal  chance 
and  expecting  the  best  service  to  en- 
dure; in  other  words,  giving  the 
public  the  opportunity  to  profit  by 
competitive  operation.  On  this 
point  there  is  a  difference  of  opinion 
in  Oregon  and  many  of  the  stage 
operators,  particularly  those  owni- 
ing  the  more  important  holdings, 
went  their  permits  protected.  Their 
argument  is  that  under  the  present 
plan  the  operator  with  the  most 
m'>ney  for  equipment  is  likely  to  get 
th?  business,  although  the  trade  may 
have  been  developed  at  some  expense 
by  an  operator  with  adequate  but  not 
quite  such  luxurious  cars.  The  in- 
fluence of  the  operators  will  doubtless 
be  felt  at  the  next  session  of  the 
Legislature,  and  it  is  possible  that 
this  feature  of  the  act  may  be 
changed. 

Passenger  carriers  under  the  Ore- 
gon law  are  classified  in  three  divi- 
sions as  follows:  Class  1,  which  is 
known  as  "bus  or  stage  line  service," 
includes  all  passenger  cars  operat- 
ing for  compensation  between  fixed 
termini  whether  on  schedule  or  not. 
A  good  faith  bond  of  $1,000  must  be 
deposited  by  operators  of  this  class 
for  the  faithful  carr>-ing  out  of  per- 


mits granted.  If  the  operator  has  a 
L'.  S.  mail  contract,  the  amount  of 
the  bond  is  reduced  to  $250.  Class 
2  includes  "anywhere  for-hire  pas- 
senger service"  but  excepts  opera- 
tions confined  exclusively  within 
city  limits  or  within  a  radius  of  5 
miles  from  such  limits.  The  good 
faith  bond  for  this  class  is  $250. 
Class  3,  rated  as  "local  taxicab  or 
for-hire  service,"  includes  operations 
mainly  within  municipal  limits  with 
occasional  trips  to  points  outside  but 
within  a  radius  of  5  miles  there- 
from. For  this  class  of  service  a 
good  faith  bond  of  only  $100  is  re- 
quired. All  three  classes  are  re- 
quired to  carry  liability  or  property 
damage  insurance,  or  an  indemnity 
bond  in  lieu  thereof. 

The  requirement  is  for  a  "good 
and  sufficient  bond."  The  amount  in 
each  case  is  determined  by  the  com- 
mission in  accordance  with  local  con- 
ditions as  to  amount  and  kind  of 
traffic  and  what  protection  the  pub- 
lic is  entitled  to  from  -juch  a  carrier. 


Bonds  and  insurance  carried  by 
competitive  lines,  if  any,  are  also 
taken  into  account.  Thu.t  it  becomeit 
a  matter  of  the  commission's  opinion 
a.s  to  what  reiiuirements  shall  govern 
in  each  case.  Thus  far  there  has 
been  ver>'  little  dispute  over  this 
point.  In  order  to  enable  the  com- 
mission to  form  its  opinion  on  thi.s 
point  accurately  the  applicant  is  re- 
quired to  submit  with  his  applica- 
tion all  data  that  would  be  useful  to 
the  commission  in  properly  classify- 
ing and  analyzing  the  situation  in 
this  regard. 

The  express  business  in  Oregon — 
that  is,  as  an  adjunct  to  the  limou- 
sine type  passenger  stages  which  are 
oi)erated  in  western  Oregon,  has  not 
yet  developed  to  any  considerable 
degree.  Most  companies  limit  ex- 
press packages,  as  well  as  baggage, 
to  100  lb.  per  piece. 

Union  stage  depots  are  now  in 
operation  at  Portland,  Salem,  Eu- 
gene, Con'allis,  Medford,  Roseburg, 
Grants  Pass,  and  Ashland. 


Oregon  Line  Operated  l>y 
Owner-Drivers 


One  of  twelve  vehicles,  of  three-comimrlmcnl  type,  operating  between 
Portland  and  Albany,  Oregon 


THE  Portland  -  Salem  -  Albany 
stage  line  is  run  under  a  sys- 
tem of  limited  co-partnership,  the  cor- 
poration consisting  of  a  number  of 
individuals,  each  of  whom  owns  and 
drives  his  own  bus.  The  line  now 
has  twelve  buses,  of  the  White, 
Pierce-Arrow,  and  Locomobile  makes. 
On  the  average  each  bus  covers  200 
miles  per  day.  At  present  fourteen 
trips  are  made  on  weekdays  and 
fifteen  on  Sundays. 

The  bu.ses  carry  a  blanket  policy 
of  liability  and  property  damage  in- 
surance. The  amount  is  $15,000  on 
the    eighteen-passenger    buses,    and 


$20,000  on  the  larger  vehicles.  In 
addition  each  bus  carries  a  $1,000 
good  faith  bond  to  guarantee  per- 
formance of  schedule.  They  are 
subjected  to  fines  if  they  do  not 
carry  out  their  schedules  promptly. 

Time-table  service  is  provided,  in 
accordance  with  a  schedule  filed  with 
the  Public  Service  Commi.ssion  of 
Oregon.  Reserve  buses  are  kept  at 
each  end  of  the  line  for  emergency. 

Each  bus  is  inspected  monthly  by 
the  State  Public  Service  Commission. 
At  this  time  the  wiring,  wheels, 
springs,  brakes,  inside  and  outside 
lights,  are  examined. 


BUS 

TRANSPORTATION 

Published  by  McGraw-Hill  Company,  Jric. 


CARL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  contrib- 
utes to  the  public  welfare.  We  believe  that  only  through 
a  sense  of  public  service,  through  responsible  manage- 
ment, through  the  proper  co-ordination  of  bus  and  rail, 
through  adherence  to  sound  principles  of  business,  engi- 
neering and  ethics  bus  transportation  can  develop  into  a 
stable  and  enduring  industry. 


New  York,  January,  1923 


□ 


Who's  Who  at  the  Wheel 

HIS  is  an  anniversary  issue  of  Bus  Tkans- 
PORTATION.      One   year   ago   this   month   the 

paper  was  born,  so  that  the  present  number 

signalizes  the  first  birthday  of  a  young  but  sturdy 
and  rapidly  growing  infant. 

It  should  be  of  interest  to  our  readers  to  know 
the  men  now  occupying  positions  at  the  editorial 
"wheel."     The  staff  consists   of: 

Neiv  York:  Carl  W.  Stocks,  editor;  R.  E.  Plimp- 
ton, Harry  L.  Brown  and  Henry  H.  Norris,  associate 
editors;  George  J.  MacMurray,  assistant  editor; 
Henry  W.  Blake  and  Harold  V.  Bozell-,  consulting 
editors,  and  A.  H.  Merrill,  editorial  assistant. 

Chicago:  Donald  F.  Hine,  associate  Western 
editor. 

San  Frwmisco:  N.  A.  Bowers,  Pacific  Coast 
editor. 

Washinyton:  Paul  Wooton,  Washington  repre- 
sentative. 

London,  England:  Alexander  McCallum,  British 
news  representative. 

These  men  are  at  your  service  in  their  respec- 
tive localities.  Do  not  hesitate  to  call  upon  them 
or  write  them  or  inform  them  of  anything  that 
will  be  helpful  or  interesting  to  the  indu.stry.  Their 
purpose  is  to  make  Bus  Transportation  the  clear- 
ing house  of  the  industry,  and  to  carry  out  the 
objects  of  the  paper  as  expressed  by  the  statement 
at  the  head  of  the  column. 

[  EniTORIAT.  1 

Y ear-Round  Service  from  the  Bus 


The  commission  found  that  railroad  service  had 
been  uncertain  in  the  past  for  the  same  reason, 
and  its  position  is  upheld,  it  would  seem,  by  a  court 
case  that  came  up  at  about  the  same  time.  In  this 
case  a  Colorado  railroad  appealed  for  permission  to 
abandon  its  steam  service  during  the  blizzard  sea- 
son of  the  winter. 

There  are  snowstorms  so  severe  that  buses  have 
been  forced  to  suspend  operation,  it  is  true,  but 
with  the  coming  of  improved  highways  all  over  the 
country  the  bus  is  able  to  give  service  that  will  com- 
pare favorably  with  any  afforded  by  other  trans- 
portation agencies.  This  does  not  hold  true  of  any 
particular  section  or  class  of  service,  either.  Last 
winter,  when  the  city  of  Washington  experienced 
its  worst  snowstorm  in  twenty  years,  motor  buses 
furnished  about  the  only  means  of  local  trans- 
portation, operating  when  the  steam  and  electric 
lines  were  wholly  paralyzed. 

Thus  the  ancient  stock  argument  has  been  dis- 
pelled by  the  actual  "year-round"  performance  of 
the  motor  bus. 

[  EDITORIAL  1 

Review  and  Forecast 


OR  years  the  argument  was  advanced  by 
opponents  of  automotive  transportation  that 
1  bus  service  was  inferior  to  steam  and  elec- 
tric railway  service  during  the  winter  season  be- 
cau.se  of  the  inability  of  the  bus  to  cope  with 
snow-filled  highways. 

A  recent  decision  of  the  Colorado  Public  Util- 
ities Commission  completely  refutes  this  time- 
worn  argument.  The  commission  granted  W.  E. 
Carver  authority  to  establish  a  bus  line  over  the 
protest  of  the  Denver  &  Salt  Lake  Railroad,  which 
contended  that  buses  were  not  able  to  surmount 
the  obstacle  of  snow  blockades. 

[ 


m 


FTER  one  year  of  publishing  existence  Bus 
Transportation  takes  this  opportunity  to 
stand  back  and  look  around,  so  to  speak.  This 
Annual  Review  and  Forecast  Number  represents  an 
earnest  attempt  to  describe  the  important  things 
done  in  the  bus  industry  during  the  past  year,  to 
appraise  their  effect  on  the  future,  and  at  the  same 
time  to  venture  certain  predictions  as  to  what  is 
ahead  of  bus  operators  and  others  in  the  industry. 
All  this  in  addition  to  the  regular  "balanced  ration" 
of  news  and  articles  served  up  in  every  issue. 

Enthusiasm,  high  hopes,  almost  unbounded  opti- 
mism characterize  the  review  articles.  Nineteen- 
twenty-three,  it  is  predicted,  will  break  all  records 
in  its  bus  activity.  Improved  equipment  at  lower 
prices  is  looked  for  as  a  result  of  production  in 
larger  cjuantities. 

The  bus  has  practically  developed  a  new  branch 
of  automotive  manufacturing,  according  to  Corne- 
lius T.  Myers,  who  emphasizes  the  value  of  knowl- 
edge of  design,  manufacture  and  repair  in  the 
selection  of  rolling  stock  and  other  equipment. 
Trolley  buses  have  doubled  their  number  during  the 
past  year,  and  J.  C.  Thirlwall  believes  that  the 
number  will  be  materially  increased  this  year. 

Comfort  for  those  who  fear  the  legislative  bogey 
is  given  by  the  Director  of  Public  Works,  State  of 
Washington,  who  thinks  that  new  bus  legislation  to 
be  passed  in  1923  will  be  of  a  moderate  character, 
similar  to  that  already  in  force  in  states  which  have 
adopted  regulatory  measures. 

There  is  space  here  to  mention  only  a  few  of  the 
review  articles  which  appear  in  this  issue,  but  all  of 
them  deserve  careful  study.  In  many  of  these  arti- 
cles will  be  found  running  the  thought  that  bus  men 
want  better  transportation  knowledge,  and  that  as 
this  knowledge  is  secured  and  put  to  work  the  prob- 
lems that  appear  so  serious  today  will  gradually 
fade  away.  Opeiators  can  then  devote  their  atten- 
tion to  giving  adequate  service  with  equipment 
34] 


suited  to  the  needs  of  their  parlit-ular  IraveliiiK 
public. 

The  volume  of  the  1923  bus  business  will  depend, 
of  course,  to  a  certain  extent  on  the  general  busi- 
ness conditions  throughout  the  ccjuntiy.  It  is 
agreed  that  these  are  favorable,  so  that  there  is 
every  reason  for  bus  operators  to  plan  for  the  future 
along  sound  lines. 

In  1923,  as  during  the  past  year.  Bus  Transpor- 
tation will  work  to  develop  the  bus  industry  for  the 
liest  good  of  the  i)ublic.  Its  etTorts  will  be  centered 
particularly  on  matters  connected  with  the  business 
i)f  transportation.  At  the  same  time,  subjects  relat- 
ing to  their  vehicles,  garage  facilities,  terminal  and 
waiting  room  equipment,  will  also  receive  attention, 
in  so  far  as  they  interest  bus  operators.  With  this 
program  in  view.  Bus  Transportation  extends  to 
all  its  readers  the  greetings  of  the  New  Year,  and 
promises  the  utmost  co-operation  in  the  solution  of 
their  working  problems. 

1  EDITORIAL  ] 

Mixing  Buying  wilh  Brains 


Q 


HE  income  of  bus  operato'-s  is  usually  a 
fairly  fixed  quantity.  To  make,  and  to  con- 
tinue to  make,  a  fair  profit  means  therefore 
I  hat  the  figures  on  the  other  side  of  the  ledger 
must  be  watched  with  never-ceasing  vigilance.  In 
buying  equipment  particularly  the  progressive 
operator  will  take  advantage  of  every  opportunity 
for  saving. 

Effective  buying  depends  to  a  large  extent  upon 
the  accurate  knowledge  of  operating  results.  This 
is  available,  with  the  growth  and  better  organiza- 
tion of  bus  systems,  through  accurate  records  of 
performance.  ^Many  operators  have  reached  the 
point  where  the  performance  of  vehicles,  parts  and 
accessories  can  be  definitely  measured  and  the  real 
or  effective  value  of  one  make  compared  with  that 
of  another. 

Hit-or-miss  methods  of  buying  are  still  too  com- 
mon, however.  Purchases  are  scattered  when  con- 
centration on  a  single  source  or  dealer  would  effect 
economies.  Equipment  poorly  adapted  to  the  work 
lequired  is  bought  for  the  lack  of  broad  knowledge 
of  the  possibilities.  Improved  devices  possessing 
definite  cost-cutting  value  are  ignored  because  of 
the  sort  of  inertia  which  is  content  with  things 
as  they  are  and  refuses  to  experiment  with  new 
and  better  equipment  available. 

This  is  not  true  of  all  operators,  of  cour.se.  Many 
of  them  are  buying  in  quantities,  by  long-term  con- 
tract, by  specification  of  reputable  products,  or  by 
concentrating  on  supplies  or  equipment  for  which 
the  performance,  in  terms  of  life  or  cost  per  mile, 
can  be  guaranteed.  Buying  becomes  more  scientific 
also  when  experience  of  experts  outside  the  bus  or- 
ganization is  applied  to  the  selection  of  equipment 
best  adapted  to  the  operating  conditions. 

Buying  must  be  mixed  with  brains,  and  this  holds 
good  equally  for  the  large  items  of  rolling  stock  and 
for  the  supplies  and  parts  that  require  frequent 
replacement  and  renewal.  Scientific  purchasing  is 
essential  when  every  penny  must  be  "microscoped" 
before  it  is  spent. 


% 


Letters 

--,  fotheEditor 


Thr  rt-adtrrs  forurn. 


Taxes  and  Franchises 

To  The  Editor: 

\V.  V.  Hill  in  his  letter  captioned  "The  Tax  I«BUe 
in  t'alifornia,"  that  appears  in  Bus  Transportation 
for  November,  says  among  other  thing.s:  "There  is 
one  point,  however,  that  might  interest  Mr.  Travis 
and  that  is,  that  the  franchises  of  electric  raih*  ••  - 
are  considered  as  'operative  property'  by  the 
and  are  taxed  as  .such." 

From  this  premi.se  Mr.  Hill  draws  comparative 
taxation  conclusions  between  the  franchises  of  the 
rail  carriers  and  tho.se  of  the  motor  carriers  which 
Mr.  Hill  insists  "Mr.  Travis  should  add  ...  to  hiii 
'operative  property'  in  drawing  a  comparison  he- 
tween  the  two  classes  of  utilities  for  taxation  pur- 
poses." 

We  must  confess  Mr.  Hill's  point  .seems  both  ob- 
scure and  one  of  those  bridges  it  is  unneceasar>'  to 
cross  until  we  come  to  it. 

California  taxation  problems  do  not  admit  of  intel- 
ligent discussion  in  limited  space,  but  the  n 
carriers,  as  taxed  in  California  today,  own  no  d-  : 
"operative  property"  of  any  kind.  Recognized  as  a 
public  utility  and  taxed  for  state  purposes,  they 
would  then  own  "operative  property"  and  such  a 
comparison  might   Ite  made. 

Its  value  would  even  then  be  doubtful  for  two 
reasons. 

1.  Because  the  motor  carriers  own  no  franchi.^e.s 
exclusive  or  otherwise.  The  motor  carriers  oper- 
ate under  legal  authority  obtained  from  the  Rail- 
road Commission.  Their  "certificates  to  operate," 
however,  are  neither  exclusive  nor  franchises  in  the 
sense  in  which  Mr.  Hill  uses  the  noun. 

2.  While  the  law  is  as  Mr.  Hill  states  it,  the  valu. 
of  the  rail  carriers  is  a  lumped  value  of  all  they 
own  and  the  tax  upon  them  a  percentage  of  their 
gross  receipts  of  a  distant,  almost  negligible,  rela- 
tionship to  the  value  of  their  "operative  property." 

The  controller's  statement  for  1921  shows  th. 
total  value  of  railroad  (including  electric  railways' 
"as  assessed  by  the  State  Board  of  Equalization" 
to  have  been  $243,412,000. 

The  secretary  of  the  board  wrote  on  Sept.  2:? 
last,  in  explanation  of  this  asse.ssment: 

"The  figures  shown  for  railroads  a.sses.sed  by  thi.'^ 
board  in  statement  No.  16  (the  controller's  state- 
ment) does  not  cover  an.vthing  except  those  rail- 
roads operating  in  more  than  one  county,  and  onl\ 
the  road  itself  and  the  rolling  stock  of  these  com- 
panies." 

Other  railroads  are  carried  on  the  operative  roll- 
of  county  assessors,  but,  as  Mr.  Lack  states:  "There 
are  no  other  taxes  attached  to  these  operative  value.'^. 
as  the  gross  receipts  tax  paid  to  the  state  is  in  lieu 
of  all  other."         Motor  Carriers'  Association, 

W.  B.  Tkat>8,  President. 

3.T  1 


36 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.l 


M^iitifacttirers* 
Section 


-^r-lJTTTTTTfl 


Developments  in  equipnjent  for 
vehicles,  earages,  tenninals — 
all  the  improvements  manu- 
factured for  the  industry. 


Air  System  Used  for  Brake 
Application 

THE  Westinghouse  Air  Brake 
Company,  Wilmerding,  Pa.,  has 
developed  a  sy.stem  whereby  the 
brakes  of  buses  and  other  motor 
vehicles  are  set  by  the  force  of  com- 
pressed air.  The  equipment  com- 
plete weighs  from  50  to  125  lb.,  the 
amount  depending  upon  the  type  and 
size  of  vehicle  and  the  apparatus 
used.  The  usual  foot  and  hand 
brakes  are  retained,  so  that  they  can 
be  applied  at  any  time,  in  addition 
to  the  air  brakes.  Advantages 
claimed  for  air  brakes  are  quicker 
stops  with  less  muscular  effort,  ease 
and  flexibility  of  operation,  and  ab- 
solute equalization  of  the  brakes. 

The  air-brake  equipment  is  worked 
in  the  following  manner:  What  is 
referred  to  as  "compressed  air"  is 
piped  from  the  top  of  the  engine 
cylinder  to  a  reservoir  attached 
underneath  the  bus  body.  The  air 
used  is  really  a  mixture  of  gasoline 
vapor  and  air,  in  a  partly  fired  con- 
dition. It  is  said,  however,  that 
there  is  no  danger  of  explosion  since 
the  mixture  is  cooled  before  it 
reaches  the  reservoir.  From  the 
storage  reservoir  it  passes  through  a 
control  valve,  which  may  be  operated 
either  through  the  ordinary  brake 
pedal,  or  by  a  handle  under  the  steer- 
ing wheel.  This  control  valve  per- 
mits pas.sage  of  the  air  back  to  the 
brake  chambers,  which  convert,  the 
mechanical  energy  of  the  "com- 
pressed air"  into  mechanical  force  to 
apply  the  brakes. 

The  connection  from  the  brake 
chambers  to  the  rear-wheel  brakes 
is  made  in  such  a  way  that  the  exist- 
ing hand  or  foot  brakes  can  be  used 
at  any  time.  First  the  air-brake 
push  rods  are  adjusted  so  that  they 
will  operate  through  their  full  work- 
ing stroke,  and  then  the  hand  or 
foot  brake  rods  are  arranged  to 
correspond.  The  circuit  is  broken, 
so  to  speak,  between  the  manual  and 
air  systems,  by  a  link  or  replacement 
cable.  This  is  inserted  between  the 
point  of  application  of  the  air-brake 


chambers  (shown  in  the  illustration 
attached  to  the  cross  member  of  the 
chassis  frame)  and  the  hand-brake 
lever  or  the  foot-brake  pedal.  Thus 
the  application  of  the  brakes  by  the 


Bill'  chassis  with  air  brakes.  Con- 
trol valve  attached  to  steering 
post,  and  brake  chambers  to 
frame  channels. 

air  does  not  cause  movement  of 
either  the  pedal  or  lever  of  the  man- 
ual system. 

The  more  important  parts  of  the 
system  are  the  accumulator,  control 


valve,  quick  application  and  release 
valve,  and  the  brake  chambers.  One 
or  two  accumulators  are  used,  de- 
pending upon  the  size  of  the  vehicle. 
They  are  screwed  into  the  engine 
cylinders,  in  place  of  existing  pet- 
cocks.  On  the  power  stroke  when 
the  pressure  in  the  engine  cylinder 
rises,  the  gaseous  mixture  is  dis- 
charged through  the  accumulator  to 
the  reservoir,  but  the  ball-check 
valve  prevents  any  back  flow  from 
the  reservoir  to  the  engine.  If  the 
pressure  drops  because  of  the  ap- 
plication of  the  brakes,  then  the 
reservoir  is  immediately  filled  up 
again  until  its  pressure  balances  the 
explosive  pressure  in  the  engine 
cylinder. 

As  an  additional  safeguard  against 
loss  of  pressure  in  the  reservoir,  a 
non-return  check  valve  is  placed  in 
the  pipe  leading  to  the  accumulator. 
The  reservoir,  which  is  made  of 
sheet  steel,  is  tested  at  300-lb.  pres- 
sure. It  is  enameled  inside  and  out 
to  prevent  corrosion  and  oxidation. 

If  required,  a  safety  valve  may  be 
placed  on  the  reservoir. 

The  control  valve  really  serves  two 
purposes,  the  application  and  release 
of  the  brakes,  and  to  control,  or  re- 
duce if  need  be,  the  pressure  which 
can  be  applied  to  the  brake  rods.  The 
pressure  in  the  reservoir  may  in 
some  cases  rise  to  200  lb.  when  an 
engine  is  working  hard,  but  at  no 
time  can  the  pressure  in  the  brake 
chambers  exceed  40  to  60  lb.,  regard- 
less of  the  reservoir  pressure. 

The  control  valve  shown  in  the 
illustration  is  operated  by  turning 
the  handle.  To  this  valve  are  con- 
nected three  pipes;  one  is  the  intake 
or  supply  pipe  from  the  air  reser- 
voir, the  second  leads  to  the  brake 
chambers,   and  the  third   is   an   ex- 


■SAFETV  VALVC 


PRAIN  COCK. 


Arranffement  of  Westinghouse  air-brake  equipment  for  motor  vehicles.     From 
left  to  right,  intake,  brake  and  exhaust  pipes  lead  doum  from  control  j'olve 


January,1923 


BUS 

TRANSPOHrATION 


37 


haust  to  the  air.  By  turning  the 
handle  of  the  control  valve,  air  can 
be  led  at  reduced  pressure  to  the  air 
chamber,  or  when  it  is  desired  to 
release  the  brakes,  directly  to  the 
atmosphere.  The  control  is  arranged 
so  that  a  finely  graduated  braking 
pressure  can  be  applied,  although  at 
high  speed  a  heavy  initial  application 
is  recommended,  this  to  be  graduated 
off  as  the  speed  is  reduced,  so  that 
at  the  end  of  the  stop  but  little 
pressure  remains  in  the  brake 
chambers. 

The  brake  chambers  consist  of  two 
dished  plates,  between  which  is  a 
diaphragm  made  of  two  layers  of 
live  oilproof  rubber,  molded  with  an 
inserted  layer  of  fabric.  One  side  of 
the  diaphragm  is  connected  to  the 
brake  pipe;   on   the  other  side   is   a 


air  is  admitted  to  the  brake  pipe  by 
the  control  valve,  however,  the  dia- 
phragm is  deflected  inward ;  the  e.x- 
haust  valve  is  then  closed,  the  inlet 
valve  opened,  and  air  flows  from  the 
reservoir  directly  to  the  brake  cham- 
bers. Thus  in  case  of  an  emergency, 
the  high-pressure  air  in  the  reservoir 
is  applied  in  the  brake  chambers, 
without  passing  through  the  pres- 
sure-reducing in  the  control  valve. 


Lijilit-Diitv  Ht-ar  \\\v 

THE  Flint  Motor  Axle  Company, 
f^lint,  Mich.,  has  brought  out  a 
new  axle  designed  for  bus  require- 
ments, where  maximum  load  and 
speed  are  essential  without  overheat- 
ing the  engine.  As  shown  in  the 
illustration,  the  axle  is  built  up  of  a 


Flint  spiral-bevel  rear  axle,  of  full  floating  construction 


plate  with  a  push  rod  connected  to 
the  brake  rocker  shaft  or  rigging. 
These  chambers  are  supplied  in  3,  4 
and  51-in.  sizes.  One  4-in.  or  two 
3-in.  chambers  are  sufficient  for  light 
vehicles  and  for  front-wheel  applica- 
tion. Two  4-in.  or  one  5J-in.  are 
adequate  for  heavy  passenger  cars 
or  light  trucks,  while  two  5i-in. 
chambers,  it  is  said,  provide  adequate 
braking  for  the  heaviest  trucks. 

On  buses  and  other  heavy  motor 
vehicles,  an  extra  valve,  called  a 
quick  application  and  release  valve, 
is  used.  The  control  valve  then 
serves  as  a  pilot  valve  to  actuate  the 
release  valve.  The  release  valve  com- 
prises an  oilproof  rubber  diaphragm 
having  an  exhaust  valve  attached  to 
it.  The  chamber  on  one  side  of  the 
diaphragm  is  connected  to  the  brake 
pipe  while  the  other,  which  contains 
the  exhaust-valve  chamber,  is  con- 
nected to  the  brake  chambers.  Also 
there  is  an  inlet  valve  connecting 
with  the  reservoir  and  the  intake 
pipe.  Normally  this  diaphragm  is  in 
such  a  position  that  the  exhaust  port 
is  open  a  slight  amount  so  that  the 
brake  chambers  are  open  through  th-' 
exhaust  valve  to  the  atmosphere.     If 


one-piece  malleable-iron  gear  case, 
with  3-in.  tubes  pressed  into  each 
side.  The  wheel  gage  is  56  in.,  and 
2i  or  21-in.  springs  can  be  mounted 
on  centers  from  36  in.  to  39*  in. 
apart.  A  sufficient  factor  of  safety 
is  provided  to  carry  4,000  lb.  on  the 
spring  pads.  The  axle  weighs  325 
lb.  without  the  wheels. 

The  construction  is  of  the  full 
floating  type  with  two  bearings  in 
each  wheel.  These  are  standard  size 
and  can  be  furnished  in  the  taper 
roll,  ball,  or  straight  roll  designs. 
With  straight  roll  bearings,  thrust 
rings  are  also  supplied. 

The  final  drive  is  through  a  single 
set  of  spiral-bevel  gears.  Reductions 
from  4.9  to  1  to  5.5  to  1  can  be 
installed.  The  main  drive  pinion  is 
mounted  between  two  ball  bearings. 
This  straddle  type  of  mounting,  it  is 
said,  will  stand  universal-joint  whip- 
ping strain,  as  well  as  engine  torque 
and  gear  pressures. 

The  differential,  which  is  of  the 
four-pinion  type  with  spiral  bevel 
gears,  is  mounted  on  two  bearings 
of  the  same  size  and  type  as  those 
used  for  the  wheels.  Gear  adjust- 
ment   is   provided   at   the   sides   and 


on  the  pillion,  to  insure  proper  tooth 
contact  and  quiet  gears. 

Both  main  shafts  uf  the  axle  are 
of  heat-treated  alloy  steel,  IJ  in.  in 
diameter.  Both  are  of  the  liame 
length  with  a  six-spline  fitting  on 
each  end,  so  that  they  are  inter- 
changeable. 

Two  sets  of  brakes  are  mounted  on 
the  rear  wheels,  on  a  drum  14  in.  in 
diameter  and  2]  in.  wide.  Both  the 
emergency  brake  'internal)  and  the 
sen'ice  brake  i  external)  are  fitted 
with  Thermoid  brake  lining  2J  in. 
wide.  The  service  brake  haj<  three 
adjustments  to  insure  wrapping  with 
the  least  amount  of  power. 


Siii«rl«-PI:itr  riiitcli  for 
Hi'avy-Duly  NV  ork 

THE  accompanying  illustration 
shows  the  type  F.IX  clutch  de- 
veloped by  the  Borg  &  Beck  Com- 
pany, Chicago,  111.,  for  heavy-duty 
bus  service.  This  clutch  is  of  the 
dry-plate  construction,  pressure  being 
applied  by  a  coiled  alloy  steel  spring, 
which  forces  three  levers  against  the 
inclined  surface  of  the  pressure 
plate. 

The  friction  or  driven  plate  is 
mounted  on  the  clutch  shaft  by  a 
splined  fitting.  This  has  ten  splines 
2^  in.  long  and  the  clutch  shaft  is  U 
in.  in  diameter.  Both  shaft  and  di.sk 
splines  are  lubricated  by  holes  drilled 
through  the  splines  to  the  shaft 
center  hole. 

Of  the  two  radial  thrust  bearings 
shown  in  the  illustration,  the  one  on 


Cut  open  x'iew  of  single-plate 
clutch  for  li-in.  flywheel. 

the  inner  end  of  the  release  sleeve  is 
intended  to  permit  free  running  of 
the  retractor  collar  and  the  u.se  of 
the  clutch  brake,  while  the  bearing 
on  the  outer  end  takes  the  throwout 
thrust. 


38 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.l 


The  friction  facings,  which  are 
free  to  float  in  the  flywheel,  are  made 
of  asbestos  reinforced  with  copper 
wire,  and  are  of  an  endless  spirally- 
woven  type.  The  maximum  area  of 
friction  surface  and  consequently 
long  life  are  obtained,  it  is  said,  by 
using  a  low  unit  pressure  on  these 
facings.  The  type  FJX  clutch,  which 
fits  into  a  14-in.  flywheel  bore,  has  a 
torque  capacity  of  more  than  410 
Ib.ft.  It  is  thus  powerful  enough 
to  be  applied  on  double-deck  buses,  if 
required.  Either  unit  power  plant 
or  amidship  construction  can  be 
furnished. 

The  manufacturer  recommends 
that  the  clutch  be  inspected  at  regu- 
lar intervals  and  adjustments  made 
before  slipping  starts.  This  is  easily 
done  by  unloosening  the  two  bolts 
which  project  through  the  cover 
plate.  The  adjustment  ring  carried 
by  these  bolts  can  then  be  turned  in 
a  clockwise  direction.  This  changes 
the  relation  of  the  thrust  shoes  to  the 
thrust  ring  so  that  the  distance  in 
which  the  wedge  action  takes  place 
is  shortened  and  thus  the  grip  on 
the  friction  surfaces  increased. 


1  F 


These  wheels  are  of  the  "double 
curve"  construction  with  a  straight 
valve  stem  on  the  outside.  The  de- 
sign may  be  adapted,  however,  so  that 
an  ofi'set  valve  can  be  used.  The 
32  X  6  wheels  weigh  26  lb.  each,  or 
104  lb.  for  the  set.  It  is  said  that 
a  pressure  of  56,000  lb.  is  required 
before  they  distort  enough  for  frac- 
ture. The  larger  sizes  are  much 
stronger. 

The  material  used  is  first-grade 
No.  12  aluminum  alloy  and  virgin 
aluminum,  subjected  to  special  treat- 
ment after  casting.  According  to  the 
maker,  this  type  of  wheel  weighs  less 


Aluminum  Wheel  for 
Bus  Service 

>HE  wheel  shown  in  the  accom- 
panying drawing,  which  was  de- 
veloped for  high-grade  passenger 
cars,  is  now  being  supplied  for  bus 
service.  The  makers,  the  Whitcomb 
Wheel  Company,  Kenosha,  Wis.,  re- 
cently supplied  the  32  x  6  wheels  for 
the  new  Kissel  coach,  mentioned  on 
page  498  of  the  September  issue. 


is  no  rumbling  or  drumming  sound 
of  any  kind  even  on  rough  roads. 

These  wheels  are  built  to  take 
standard  wood  wheel  hubs  and  stand- 
ard demountable  rims,  so  that  they 
can  be  supplied  for  any  kind  of  tire 

equipment. 

* 

Six-Cylinder  Engine  for 
Single-Deck  Service 

7'^ilE  Midwest  Engine  Company, 
Indianapolis,  Ind.,  announces  a 
six-cylinder  engine  which  is  recom- 
mended for  bus  service  where  high 
speed  and  smooth  operation  are  es- 


At  left,  Midrvest  Model  610  six-cylinder  engine,  70-hp.  capacity  at  3,000  r.p.m. 
At  right,  front  end  of  same  engine,  showing  bracket  for  fan  shaft 


than  other  metal  wheels,  and  also  less 
than  wood  wheels,  except  the  largest 
size  of  giant  pneumatic  tires.  Other 
advantages  of  the  aluminum  wheel 
given  are  its  beautiful  finish,  which 
requires  no  painting;  ease  of  clean- 
ing, and  freedom  from  noise.    There 


Double-curve  wheel  made  of  aluminum  for  20-in.  rim 


sential.  This  engine,  designated  the 
Model  610,  is  particularly  suited  to 
intercity  service  on  buses  built  along 
sedan  lines. 

With  a  33-in.  bore  and  a  5-in. 
stroke,  the  total  cylinder  volume  is 
268.4  cu.in.  The  engine  develops  70 
hp.  at  3,000  r.p.m.,  the  torque  being 
given  as  155  Ib.ft.  at  400  r.p.m.,  170 
Ib.ft.  at  800  r.p.m.,  and  crossing  the 
150  Ib.ft.  line  at  1,900  r.p.m. 

The  two  views  given  indicate 
the  general  construction.  Overhead 
valves  are  located  in  a  detachable 
head.  Push  rods  are  carried  inside 
the  cylinder  block,  and  the  entire 
valve  mechanism  is  lubricated  by  oil 
mist  and  vapor  forced  up  from  the 
crankcase.  Rocker  arms  are  of  the 
"rocker"  type,  carried  against  flat- 
headed  adjusting  screws.  The  sur- 
face on  these  arms  is  curved  so  that 
they  actually  rock  like  a  rocking 
chair,  a  centering  point  in  each  being 
used  to  hold  them  in  alignment. 

A  special  feature  is  the  connecting- 
rod  design,  which  is  intended  to 
eliminate  as  far  as  possible  the  effect 
of  vibration.  This  is  secured  by 
making  the  H  section  on  a  taper, 
so  that   it  becomes  wider  gradually 


January, 1923 


BUS 

TRVSSJ'OKTAIION 


S9 


as  it  nears  the  crankpin  end.  Then 
the  sides  of  the  H  section  weave  in 
and  out,  with  a  thick  section  on  one 
side  oppasite  to  a  thin  section  on  the 
other,  so  that  vibrations  may  be 
broken.  Up  ajid  prevented  from  con- 
centrating at  any  one  point. 

Coolijig  is  by  pump  circulation, 
the  system  having  a  capacity  of  25 
gal.  per  minute  at  1,500  r.p.m.  of  the 
engine.  The  c(x)ling  water  is  di- 
rected by  internal  deflectors  first  to 
the  spark  plutrs  and  then  to  the 
valves.     The  circulation,   it  is   said. 


Efficient  .- 1  cccssories 


Cover  for  S|»riii«: 
Liihricatioii 

BASED  on  the  theory  that  a  cer- 
tain amount  of  lubrication  is 
necessary  to  the  functioning  of  semi- 
elliptic  springs,  and  also  that  they 
should  be  protected  from  dirt  and 
water,  is  the  cover  made  by  the 
Anderson    Spring    Lubricator    Com- 


under  pressure,  but  they  also  keep 
out  dirt  and  water,  and  to  a  great 
extent  decrease  spring  breakage. 


Aiiderxon  spring  lubrictitor  iiiKtalled  on  sciiii-elliptic  spring 


is  controlled  so  that  the  greatest 
volume  of  water  flows  from  the  rear 
cylinder  to  the  front  through  the 
head.  This  system  is  claimed  to  per- 
mit a  higher  cylinder  compression 
than  is  possible  with  other  types. 

Lubrication  is  by  a  constant  de- 
livery system  so  that  the  pressure  to 
all  bearings  is  regulated  in  propor- 
tion to  the  load,  instead  of  to  the 
speed.  This  is  accomplished  by  a 
regulating  valve  in  the  oil  supply 
line  and  connected  to  the  intake 
manifold  above  the  throttle  valve. 
The  vacuum  above  the  engine  piston 
works  against  the  control  valve,  this 
action  being  resisted  by  a  coil  spring 
mounted  in  the  valve  to  act  as  a 
safety  device  on  the  pressure  line. 
As  the  engine  throttle  is  opened  the 
vacuum  in  the  manifold  becomes  less 
until  finally  the  spring  in  the  regu- 
lating valve  is  strong  enough  to  close 
the  oil  valve.  When  this  happens 
the  free  outlet  to  the  oil  system  is 
cut  off  and  the  pressure  raised  on 
the  entire  oil  supply  line.  Thus  when 
the  vacuum  above  the  piston  is  low 
(full  load  on  engine),  the  oil  supply 
and  pressure  are  greatest,  no  matter 
at  what  speed  the  engine  may  be 
operating  at  the  time  the  load  is 
applied.  When  the  engine  is  idling, 
however,  and  the  vacuum  above  the 
piston  is  high,  then  the  oil  pressure 
and  supply  are  greatly  reduced. 

The  camshaft  is  driven  by  a  silent 
chain,  with  automatic  adjustment. 
On  the  crankcase  back  of  the  water 
pump  the  generator-base  pad  is 
mounted  so  that  the  drive  can  be 
taken  off  the  pump  shaft. 


pany.  Inc.,  Boston,  Mass.  This  can 
be  supplied  either  in  artificial  or  in 
real  leather.  After  being  packed 
with  a  grease  that  will  not  cake  or 
harden,  the  two  parts  of  the  cover 
are  laced  up  under  the  spring.  At 
the  lower  end  is  a  sheet  metal  clip. 
This  is  slipped  over  the  spring  near 
the  U-bolt.  At  the  top  is  a  buckle 
that  clamps  on  the  spring  close  to 
the  shackle  and  thus  keeps  the  cover 
fully  extended  and  smooth. 

Before  attaching,  the  covers  are 
thickly  coated  inside  with  grease. 
According  to  the  manufacturer,  no 
further  attention  is  necessary  and 
all  the  work  of  oiling  or  greasing 
the  spring  is  done  away  with  for  at 
least  two  years,  when  the  covers 
should  be  taken  off  and  repacked. 
The  covers  act  not  only  to  keep  the 
grease  in,  and  to  lubricate  it  more 
effectivelv  than  when  oil  is  forced  in 


Tlirolllc  Italanrr  I  >^^^\  in 
Fiif»inr  (fO\rrnor 

THE  device  made  by  the  Handy 
Governor  Corporation,  Uetroit, 
Mich.,  provides,  it  in  said,  a  balanced 
condition  of  the  throttle  at  the  gov- 
erned speed,  regardle.ss  of  the  engine 
load.  The  two  viewn  show  the  essen- 
tial features  of  the  governor.  A 
throttle  control  valve  also  acts  as  a 
plate  on  which  the  inlet  gases  im- 
pinge to  set  the  governor  meihanism 
at  work.  On  the  shaft  of  this  valve 
or  plate  is  mounted  a  throttle  control 
lever  which  carries  a  cam  roller. 
Resting  on  this  roller  is  a  control 
cam,  which  is  spring-connected  to  a 
speed-adjusting  leveT  by  which  the 
rate  of  speed  can  t>e  varied.  All  the.sc 
levers  and  cams  are  in  a  chamber 
made  integral  with  the  rectangular 
inlet  passage,  which  provides  a  dust- 
proof  housing  for  the  moving  parts. 

V'ariation  in  the  engine  speed  is 
secured  by  adjusting  the  small  screw 
shown  in  the  left-hand  view.  If  re- 
quired, this  can  be  sealed  so  that  the 
governor  speed  cannot  be  changed 
without  breaking  the  seal.  A  half- 
turn  of  this  screw  changes  the 
engine  speed  about  75  to  85   r.p.m. 

The  operation  of  the  governor  is 
as  follows:  If  the  engine  tries  to  run 
faster,  the  valve  closes ;  if  slower,  the 
spring  opens  the  valve  wider.  The 
valve,  therefore,  moves  instantane- 
ously to  permit  the  proper  quantity 
of  gas  to  enter  the  engine  so  the  speed 
is  maintained  regardless  of  load. 


Handy  governor  for  controlling  engine  upccd 


,\— Throttle  control  valve  shaft. 

I! — Throttle  control  lever. 

C — Control  cam. 

D — Control  cam  roller. 


E — S;  ng  lever. 

F — Si  ng  screw, 

a — Tl.lv.;...    .   ...:rol  valve. 

H — Rcctantular  orlflce. 


40 


BUS 

TMNSHORTATION 


Vol.2,  No.1 


Bodies  and  Equipment 


Bus  Body  for  Hotel  Service 

THE  bus  body  shown  in  the  accom- 
panying illustration,  which  is  the 
No.  200  design  of  the  Paterson  Vehi- 
cle Company,  Paterson,  N.  J.,  was 
built  for  the  Florida  East  Coast  Hotel 


Inside  the  equipment  includes  slide 
windows,  two  Nichols-Lintern  ven- 
tilators mounted  in  the  roof,  three 
dome  lamps,  and  push  buttons  for 
electric  signaling. 

The  finish  of  the  ceiling  and  sides 
is    walnut    with    nickel    mountings. 


Dudy  for  Florldu  hotel  sercice,  of  twelve-passenger  capacity, 
entrance  at  rear  only 


Company,  one  of  the  Flagler  system 
hotels.  It  will  be  used  to  carry  pas- 
sengers between  hotels  in  St.  Augus- 
tine, Fla.,  and  the  St.  Augustine 
Golf  Links.  Seating  capacity  is  pro- 
vided for  twelve  passengers.  The 
chassis  shown  here  is  a  General 
Motors  Model  K-16,  fitted  with  pneu- 
matic tires. 

A  feature  of  the  body  is  the  single 
entrance  at  the  rear.  This  is  pro- 
vided with  a  wide  door,  and  with 
one  permanent  step  and  also  a  supple- 
mentary step  which  can  be  dropped 
down  for  use  when  passengers  alight 
directly  into  the  street.  For  curb 
service  the  supplementary  step  is  not 
required. 

There  are  two  longitudinal  seats, 
20  in.  wide.  These  are  10  ft.  long 
and  are  fitted  with  8-in.  woven  wire 
spring  cushions  and  spring  lazy 
backs.  Upholstering  is  black  imita- 
tion leather. 

At  the  front  to  the  right  of  the 
driver  is  a  compartment  for  light 
baggage.  The  space  is  left  open 
under  the  seats  for  golf  bags,  and  a 
baggage  rail  will  be  mounted  on  the 
outside  at  the  rear  of  the  roof. 

The  main  dimensions  are  as  fol- 
lows: LenEtth  over  all  14  ft.;  width 
at  belt  rail,  6  ft.  5  in.;  headroom, 
6  ft.  2  in. 


Outside  the  body  is  painted  in  Val- 
entine's elephant  gray,  striped  with 
black  and  gold. 


Spot  Light  Controlled 
from  Inside  Body 

I^HE  Model  F  AutoReelite  is  a 
spotlight  so  designed  that  it  can 
be  controlled  from  inside  the  bus 
body,  so  it  is  unnecessary  to  lower  a 
window  to  operate  the  light.  As 
shown  in  the  illustration  the  device 
is  mounted  on  a  corner  post;  the 
handle   inside  is   used  to  direct  the 


J^ 

%ip 

l^p^ 

Model  F  AutoReelite — has  12  ft. 
of  cord  stoived  inside. 

rays  in  any  direction.  Another  fea- 
ture is  the  self-contained  reel,  which 
permits  the  light  to  be  taken  to  any 
part  of  the  vehicle.  The  maker  of 
the  light  is  the  Appleton  Electric 
Company,  Chicago,  111. 


Three  Compartment  Body 
of  Charabanc  Type 

'^r^HE  body  shown  in  the  illustra- 
A  tion,  as  made  by  Hugh  Lyons  & 
Company,  Lansing,  Mich.,  is  de- 
signed to  carry  seventeen  passengers 
and  a  driver.  It  will  be  noticed  that 
there  are  three  doors  on  the  right- 
hand  side,  each  leading  into  a  sep- 
arate compartment.  The  first  two 
have  full-width  seats,  while  the  door 
at  the  rear  admits  passengers  to  a 
compartment  with  the  seats  ar- 
ranged on  three  sides  of  a  square. 
All  of  these  are  bolted  to  side  posts 
through  angle  irons.  This  construc- 
tion, it  is  said,  braces  the  body  se- 
curely ;  it  also  permits  the  use  of  a 
light  top  and  thus  lowers  the  center 
of  gravity. 

Framing  is  of  hard  maple  covered 
with  f.;  in.  hardwood  and  then  with 
wadding,  on  which  is  mounted  20- 
gage  auto  body  sheet  steel.  Doors 
are  of  the  full  molded  type.  Windows 
of  the  frameless  type  slide   in   felt 


Lyons  scvcnteen-passenger  char-a-ba7>c-type  body  on  Keo  chassis 


January, 1923 


BUS 

"n<ANSPORlAlX)N 


41 


channels.  They  are  raised  and  low- 
ered with  straps  and  lace  holders. 
The  floor  is  covered  with  linoleum. 
Upholstering  is  of  black  imitation 
leather. 

One  Noble  heater  is  mounted  on 
the  floor  and  connected  to  the  ex- 
haust. There  are  four  ventilators, 
two  at  the  front  and  two  at  the  rear, 
of  the  lower  type.  Lighting  is  by 
three  dome  fixtures,  one  in  the  rear 
and  one  on  each  side.     The  interior 


is  mahogany  iini.sh  with  the  lower 
part  lined  with  imitation  leather 
over  a  i«-in.  hard  board.  The 
painting  of  the  outside  is  either  bat- 
tleship gray  trimmed  in  black,  or 
light  Brewster  green  trimmed  in 
black. 

General  dimensions  of  the  body : 
Outside  length,  13  ft  Gi  in.;  width, 
G  ft.  i  in.;  height  inside  4  ft.  11  in. 

The  weight  of  the  body  complete  is 

1,500  lb. 


Garage  Time  Savers 


Quivk-^'ork  Device  Add«'<! 
to  Garage  Press 

THE  Hi-Speed  pi-ess  made  by 
the  Weaver  Manufacturing  Com- 
pany, Springfield,  111.,  now  includes 
a  rack  and  pinion,  developed  to  fa- 
cilitate lowering  and  raising  of  the 
screw. 

The  quick-work  attachment  is  con- 
trolled by  a  lever,  shown  in  the  par- 
tial view,  which  when  thrown  over 
to  the  right,  rapidly  lowers  the  hand 
wheel  and  screw.  The  lever  handle 
is  attached  to  a  pinion,  which  meshes 
into  a  sleeve  over  the  press  screw. 
A  tension  spring  counterbalances  the 
weight  of  the  hand  wheel  and  as 
a  result,  it  is  said  by  the  manufac- 
turer, facilitates  the  operation  of  the 
lever  handle. 
When  pressures  of  more  than  2,000 


Rack  and  pinion  attachment  for 
Weaver  press. 


lb.  are  required,  the  screw  is  fir.st 
brought  down  into  contact  with  the 
work  by  the  use  of  the  hand  wheel, 
and  then  the  ratchet  lever  (shown  in 
use  in  the  full  view)  is  thrown  into 
engagement.  This  ratchet  arm  has 
two    adjustments    so   that   the   com- 


Ratchet  lever  in  use  on  Hi-Speed 
press. 


bination  of  the  two  levers  permit 
handling  work  requiring  pressures  of 
from  1  to  60,000  lb.,  without  moving 
the  work  after  it  has  been  placed 
in  position. 

The  regular  high-speed  press  is 
made  in  two  sizes,  32  and  42  in.  be- 
tween uprights.  Included  with  the 
press  is  a  face  plate,  two  pressure 
blocks,  two  vise  blocks  and  two  sec- 
tions of  6-in.  channel  steel. 


Gear-Type  Jack  of  Ten 

Tons  Capacity 

THE  Mosher  heavy-duty  jack, 
manufactured  by  the  H.  G.  Paro 
Company,  Chicago,  III.,  is  supplied 
for  such  work  as  changing  pneumatic 
tires  on  heavy  motor  vehicles.  The 
maker  states  that  it  is  ea.sy  to  oper- 
ate, and  is  built  so  that  the  load  can- 
not come  down  suddenly  and  injure 
the  operator. 

The  driving  mechanism  consists  of 
a  worm  gear  and  pinion  gear  made 
from  one  piece  of  steel.  In  the  cen- 
ter of  the  jack  is  a  socket  where 
the  handle  can  be  carried  for  imme- 
diate use.     This  opening  also  can  be 


t                 fl 

I^^L 

Muahcr   hen  vy -duty   jack   «Aoum 
at  maximum  height. 


used  to  insert  pegs  mounted  in 
blocks,  to  increase  the  height  of  the 
jack. 

The  top  rest  of  the  jack  ha«  an 
adjustment  from  13  to  23  in.,  and 
this  can  be  extended  by  additional 
fittings  when  it  is  desired  to  raise 
bus  bodies.  The  side  re^t  ha^  an 
adjustment  of  from  7  to  17  in.  in 
height.  The  jack  complete  weighs 
only  58  lb. 


Portable  Drill  with  (iriiul- 
inj;  Attaclinient 

THE  Black  &  Decker  .Manufactur- 
ing Company,  Towson  Heights, 
Baltimore,  .Md.,  has  recently  reduced 
the  price  of  its  i-in.  portable  electric 
drill. 

This  drill,  according  to  the  maker, 
finds  many  uses  in  body  and  chassis 
work,    and    weighs    5    lb.    complete. 


Black    &    Decker   drill,    showing 
trigger  switch  inside  handle. 

The  i-in.  capacity  is  for  steel,  but 
in  hard  wood  it  will  drill  3-in.  holes. 
For  grinding  work  the  hexagonal 
frame  of  the  drill  can  be  mounted 
in  a  special  fixture.  This  fixture,  or 
stand,  and  an  emery  wheel  arc  .sup- 
plied  as  an  extra. 


42 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


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44 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


What  tKeAssociations 

are  doin^ 


A  ♦-^.  •j 


Vkjs^ 


News  and  happ<'nings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tion  indnsti'v. 


Double-Deck  Buses' 


Requirements  of  Bus  Design  and  Equipment   for   City,    Urban   and    Interurban 

Service    Explained — Some    of    the    Considerations    Which    Led    to    the 

Adoption  of  the  Bus  for  Auxiliary  and  Special  Service 

By  J.  F.  Collins 

Chief  Engineer  Mitten-Traylor  Company,  Inc. 


TRACKLESS  transportation  is  not 
new.  Centuries  before  steam  rail- 
roads and  trolley  cars  were  known 
people  traveled  over  the  highways  in 
horse-drawn  vehicles.  The  present 
stages  of  California,  though  motor- 
propelled  nowadays,  take  their  name 
from  the  horse-drawn  stages  of  pioneer 
days. 

Bus  transportation  may  be  divided, 
generally,  into  three  classes:  city,  inter- 
urban and  country.  The  types  of  vehi- 
cle suitable  for  these  services  vary 
quite  as  much  as  the  operating  condi- 
tions themselves. 

The  country  bus  operating  through 
sparsely  settled  sections  over  rough,  un- 
improved country  roads  requires  a 
chassis  with  high  road  clearance  and 
usually  a  light-weight  body  that  is 
limited  in  seating  capacity  and  lacks 
riding  comfort. 

The  interurban  bus  has  been  given 
much  more  thought.  Safety  is  obtained 
by  a  low  center  of  gravity  consistent 
with  the  necessary  road  clearance, 
which  on  improved  highways  may  be 
as  little  as  7  in.  Special  attention  also 
is  given  to  the  comfort  of  riders,  for 
the  longer  the  trip  the  more  com- 
fortable must  be  the  seats.  Attention 
is  also  paid  to  suspension.  Rugged 
springs,  efficient  as  load  carriers,  but 
lacking  in  resilience  have  given  way  to 
more  flexible  springs. 

Far  greater  attention  has  been  given 
to  the  design  of  city  buses  than  either 
the  country  or  interurban  type,  for  as 
soon  as  the  automobile  proved  itself  as 
a  passenger  carrying  vehicle  the  bus 
operators  of  London,  Paris,  New  York 
and  Philadelphia  turned  to  it  as  a 
means  of  meeting  the  urgent  demands 
of  their  rapidly  growing  traffic.  City 
buses  are  operated  either  as  (1)  a  sup- 
plementary service  to  the  trolley  system 
on  lines  where  the  light  traffic  "is  insuf- 
ficient to  support  the  fixed  charges,  on 
avenues  or  boulevards  where  tracks  or 
wires  would  be  objectionable  to  the 
public,  or  in  owl  service  where  bus  op- 
eration permits  the  shutting  down  of 
power  plants;  or  (2)  a  de  luxe  service 
at  a  higher  rate  of  fare,  bridging  the 

PM^^l'i''u'i'  g'  P.'^"^'"  presented   before   the 
Philadelphia  Section,  A.I. E.E.,  Nov.  13,  1922. 


gap  between  the  trolley  and  the  taxi, 
which  may  be  operated  without  compe- 
tition to  existing  trolley  lines  because 
of  its  higher  fare.  It  will  attract  pas- 
sengers who  will  not  ride  the  crowded 
street  cars  but  who  will  ride  on  the 
bus  when  assured  a  seat.  Double  deck- 
ers are  used  principally  in  this  latter 
service  and  their  loads  are  limited  to 
their   seating   capacity. 

In  city  service  special  attention  must 
be  paid  to  acceleration,  low  floor  level 
and  easy  access,  to  facilitate  boarding 
and  leaving  of  passengers;  adequate 
braking  facilities  on  account  of  the 
density  of  traffic,  and  passenger  com- 
fort. 

In  selling  transportation,  the  appeal 
to  the  passenger  and  the  consideration 
of  competition  is  just  as  important  as 
in  selling  any  other  merchandise.  Buses 
therefore  must  be  comfortable,  well 
lighted,  free  from  noxious  odors  of  the 
exhaust  or  the  irritating  fumes  of  raw 
gasoline. 

A  study  of  the  double-decker  for  city 
service  discloses  many  interesting  fea- 
tures. 

Starting  at  the  ground  we  find  either 
solid  or  cushion  tires,  chosen  to  obtain 
the  lowest  possible  floor  level.  While 
cushion  tires  are  more  resilient  and 
easier  riding,  solids  save  fuel  for  it 
takes  power  to  manipulate  or  "flow" 
the  softer  rubber  compounds.  So  in 
selecting  a  tire  an  attempt  is  made  to 
obtain  a  mean  between  easy  riding  and 
fuel  economy.  Next,  consideration  is 
given  to  the  ti-ead  where  noiseless  anti- 
skid qualities  are  sought.  Continuous 
treads  are  satisfactory  as  regards 
quietness  if  the  tread  is  arranged  for 
maximum  adhesion  both  rolling  and 
sideways. 

Wheels  of  not  more  than  34-in.  diam- 
eter are  used  to  obtain  low  floor 
levels.  This  is  about  the  maximum 
diameter  which  can  be  housed  under 
a  seat. 

The  axles  are  cranked,  bringing  the 
spring  pads  considerably  below  the 
wheel  spindle  centers.  At  the  rear 
axle  power  is  transmitted  from  the 
drive-shaft  within  the  housing  by  a  bull 
pinion  at  its  end  to  an  internal  gear 
attached  to  the  wheel.  The  center  dif- 
ferential is  compactly  housed,  to  obtain 


maximum  ground  clearance  under  it, 
and  minimum  floor  height  over  it. 
Bearing  adjustments  would  be  difficult 
to  make  on  account  of  the  heavy  wheel 
and  tire,  were  it  not  for  the  fact  that 
the  wheel  is  attached  to  a  hub  in  a 
manner  similar  to  a  disk  or  wire  wheel. 
Bearings  are  taken  up  and  then  tested 
by  rotating  the  comparatively  light  hub 
rather  than  the  entire  wheel.  With  this 
arrangement  tires  or  wheels  can  be 
changed  without  disturbing  bearing 
adjustments  or  losing  the  wheel  lubri- 
cant. 

The  suspension  of  a  double  deck  bus 
presents  several  problems.  The  maxi- 
mum passenger  load  will  vary  from 
7,500  lb.  for  fifty  persons  to  9,000  lb. 
for  sixty  persons.  Buses  must  ride 
w-ell,  whether  loaded  or  light.  At  the 
same  time,  however,  spring  deflection 
is  limited,  for  the  unloaded  step  height 
at  the  rear  platform  must  not  be  un- 
comfortably high  when  the  bus  is  light. 
This  is  usually  provided  for  with  com- 
pound  or  differential   springs. 

Stability  is  vital  with  a  double  decker 
because  of  its  high  center  of  gravity. 
Securing  stability  without  sacrificing 
riding  qualities  presents  a  problem  in 
itself.  In  one  of  the  largest  double 
deckers  remarkable  riding  qualities  are 
obtained  by  mounting  a  helical  spring 
at  the  rear  of,  and  in  series  with,  the 
flat  spring.  Stability  is  obtained  by 
means  of  an  equalizer  so  arranged  that 
in  event  of  an  excessive  load  on  one 
side  of  the  spring,  the  one  on  the  other 
side  is  immediately  brought  into  play. 
This,  of  course,  deflects  both  springs, 
and  deflects  them  equally  so  that  as  the 
body  drops  its  equilibrium  is  main- 
tained. 

Frame  channels  are  kept  low.  On 
one  bus  they  are  only  18  in.  above  the 
ground.  Low  frame  heights  mean  easy 
access,  low  center  of  gravity  and  con- 
sequent stability.  With  an  18-in.  frame 
height  the  bulk  of  the  chassis  weight 
is  below  the  wheel  center.  Practically 
all  that  weight  is  useful  in  steadying 
the  body  weight  above  the  wheel  cen- 
ter, much  the  same  as  a  weighted  keel 
serves  on  a  racing  yacht. 

The  size  of  bus  engines  is  increasing. 
The  tendency  to  maximum  fuel  econ- 
omy is  giving  way  to  more  power  for 
quicker  starting.  Fuel  saving  is  over- 
shadowed by  the  far  greater  saving  in 
labor  and  other  expense  accomplished 
by  faster  schedules.  The  six-cylinder 
engine  is  being  looked  upon  with  favor 
because  of  its  even  torque  and  freedom 
from  annoying  vibration. 

Bus  radiators  assume  large  sizes  be- 
cause of  the  large  power  requirements 
of  the  vehicle.  While  it  is  possible  to 
install  six  cylinders  in  place  of  four, 
without  changing  the  cross-sectional 
area  of  the  hood,  the  radiator  area  in- 
creases in  direct  proportion  with  the 
added  power  so  we  see  the  radiators  of 
large  buses  rising  up  in  front  of  the 
hood.  Clutches  must  transmit  the  full 
power  of  the  engine  and  yet  have  mini- 
mum mass  so  that  gear  changes  may 
be   made   quietly  without  clashing. 

Brakes  are  provided  on  both  the  rear 
wheels  and  on  the  propeller  shaft.  Brake 


January, 1923 


BUS 

TRANSK)HTAHON 


45 


controls  are  cushioned  by  compression  f 
springs  at  their  ends  so  that  the  oper- 
ator never  pulls  against  a  positive  stop, 
either  in  pushing  the  foot  brake  pedal 
or  pulling  the  hand  lever.  This  re- 
duces fatigue,  and  makes  it  possible  U< 
engage  the  next  notch  with  the  hand 
lever.  Adjustments  are  made  as  sim- 
ple as  possible,  usually  by  wing  nuts 
accessible  from  the  side  of  the  bus. 

In  the  transmission,  special  attention 
is  paid  to  quiet  gears.  The  ordinary 
truck  type  of  transmission,  with  its 
roughly  machined  gears,  was  found  to 
cause  excessive  and  annoying  noises. 
The  transmission  has  at  least  four 
speeds  forward  and  one  reverse.  The 
four  speeds  are  essential  to  uniform 
acceleration.  The  need  for  additional 
steps  of  gear  change  is  reduced  where 
the  six-cylinder  engine  is  used. 

The  drive-shaft  line  consists  of 
separate  units.  Since  each  unit  has 
its  own  bearings  the  several  sections 
are  adequately  supported,  eliminating 
the  whip  that  would  ordinarily  follow 
with  such  a  long  wheelbase  construc- 
tion. 

In  the  low  type  construction,  the 
vehicles  are  so  close  to  the  ground  that 
a  man  cannot  work  under  them  with 
any  comfort.  All  unitfi  are  arranged 
to  be  taken  down  into  a  pit  rather  than 
lifted  up  through  the  floor.  This  elim- 
inates the  necessity  of  trapdoors  in  the 
bus  floor,  which  are  always  undesir- 
able because  of  the  danger  of  slipping 
out  of  place  and  tripping  the  passen- 
gers. 

The  modern  double-deck  bus  carries 
the  entrance  at  the  right-hand  side  of 
the  rear  platform.  The  conductor 
stands  in  a  semi-circular  pocket  formed 
by  the  winding  stairway  which  starts 
at  the  left-hand  side  and  rises  to  the 
right-hand  side  of  the  upper  deck.  This 
arrangement  provides  for  pay-as-you- 
enter  fare  collection.  A  periscope  is 
provided  so  that  he  may  see  at  all 
times  the  number  of  seats  occupied  on 
the  upper  deck. 

The  lighting,  wiring  and  signal  cir- 
cuits are  carried  within  the  advertising 
rack,  all  wiring  being  done  on  a  bench 
before  the  advertising  rack  is  secured 
into  place.  The  wires  are  then  con- 
nected to  the  proper  switches.  This 
facilitates  not  only  the  original  wiring 
of  the  vehicle,  but  also  the  clearing  of 
short-circuits  or  grounds. 

The  conventional  automatic  ventila- 
tor used  on  trolley  cars  and  single-deck 
buses  cannot  be  installed  on  double- 
deck  buses,  on  account  of  the  floor  of 
the  upper  deck.  Vent'lation  is  secured 
by  the  installation  of  louver  panels 
above  the  windows,  or  by  means  of  a 
small  tilting  sash.  This  is  hinged  at  the 
bottom  so  that  cold  air  entering  is  car- 
ried up  past  the  tilted  sash,  which  drops 
against  the  advertising  rack,  then  over 
the  advertising  rack  into  the  aisle.  This 
ingenious  arrangement  prevents  du.st 
from  the  street  settling  on  the  adver- 
tising cards,  which  are  thereby  kept 
clean,  and  also  saves  the  passengers 
seated  at  the  windows  the  annoyance 
of  cold  air  blowing  directly  on  them. 
Standard  bus  heating  consists  of  two 


.Motor  Bus  OrKiinizations 

.\.\T10.N'AU  ilOTOR  TK.\..SSruKT 
AS.~!ciiM.\Tll>.\  :  r'r.-siililit  I'nHlrk 
llia|i-y,  .H''cr<,-tary  iiiiil  iii.in.-.  I'.'  I*,-'-- 
liiiit   A:    Wutcrbury    I  •■. 

Inc..  3li  .North  .Miiln  v, 

''oiin.;    iiiunuK**!'    uii'l  H. 

liurrUt.  Fl«k  Bulldlni,',  ;iu  Wc»i  i-irty- 
siviiitli  Strwt.  N.-w   Vork.  N.  Y. 

.MoTOIt  CAKItlKHS'  .\SSOriA- 
Tlo.S:  IT.-»Uli-nt.  \V.  E.  Travln,  presl- 
.li-m  ('a!!fornln  TriiniiH  Comimliy,  San 
I'r  iiin  Isf.i.  t'allf.  :  secTetary.  Jamm  <! 
IMiliif.  1290  BiiHh  Street  San  Kran- 
.Is, ,,.  i-,illf, 

.(..SNKCTUM'T  MOTOll  .sT-VfiK 
.VS.'^tii'l.VTIO.S':  Pr<-«l«liiil  l':itrlik 
iliuliy.  81-iretary  aiil  .n..iii.\  i;:i. !■.;■■- 
port    &    Wattrbury    i  '"• 

liK.,  36  North  .Main  ^  ■ 

I'lprn.  :    scciclary,    1.,;.. ...la. 

irca.surcr  Congrrens  Taxi  Company. 
I>anbury.  I'onn. 

r-i.oau)A     nus     ASSon.xTioN: 

I'r.sMint  (pro  torn).  .V.  I>  Mart*' 11 
pnsMinl  and  Rineral  nianaBfr  W'hiti- 
luis  Lin**,  Tampa.  Fla. 

CKOROI.V  MOTOR  BUS  &  TKANS- 
r'oUT.VTlOX  .VSSOCIATION:  I'rcsl- 
(lent.  U.  A.  Harrison.  Ua'nbriili;-.  Ga. ; 
.sicrctary.  W.  M.  Riley.  Doatiir.  Ga. 

I.N'DIAN.V  MOTOR  HfS  OWNER.S' 
A . S.'JdC I. VTIOX:  Pre.'ilil''nt.  H.  E  .lalinK. 
t,-iii.ral  manager  Jahns'  Bu-i  Lines.  La 
rortc.  Ind.  :  trejuiurcr.  \V.  E.  Rent- 
.srhlir.  mnnaser  Indiana  Motor  Bus 
iVimpany.    Plymouth,    Ind. 

.MICHIGAN  HIGHWAY  TR.\NS- 
PORT.VTION  ASSOCIATION:  Presi- 
dent. E.  Foster  .Morcton,  pre.-<ident 
.Moreton  Trucking  Company.  Third  and 
Howard  Streets,  Detroit,  Mleh.  ;  s.iie- 
tary,   H.   H.   Hardy,   L-in.slnB,   Mich. 

MINNESOTA  MOTOR  BUS  ASSOCI- 
ATION :  Pre.sident.  Rodney  S.  L)lm- 
mick,  pre.sident  Touring  Car  Bus  Com- 
pan.v.  -Minneapolis.  Alinn.  ;  secretary. 
Earl    P.  Jackson.   St.    Paul,    Minn. 

NEW  .JERSEY  AI'TO  BfS  ASSO- 
CIATION; Presid.  nt,  George  F.  Sey- 
mour. .Ir..  Newark.  N.  J.  Secretary, 
George  L.  Cowan,  2(1  Clinton  Street, 
Newark,  N,  J. 

NEW  JERSEY  BUS  TRANSP,  IRTA- 
TION  ASSOCIATION':  President. 
Charles  Gallagher.  66  Bartholemy  .\ve- 
nue.  Ji-rsey  City,  N.  J. 

M'TO  BfS  .ASSOCIATION  OF  NEW 
YORK  STATE :  President.  Alnn  V. 
Parker  treasurer  Frontier  .Vuto  Trans- 
port Company.  Niagara  Falls.  N.  Y.  : 
secretary  and  treasurer,  Jnm^a  J. 
Dadd,  president  Rochester  Bus  Lines 
Advertising  Corporation.  120  Vermont 
..\ venue,  Rochester.  N.  T. 

OHIO  MOTOR  BUS  ASSOCIATION: 
President.  R.  E.  McCullom.  Columbus. 
Ohio  ;  secretary.  C.  J.  Randall.  Colum- 
bus. Ohio. 

PENNSYI.VANIA  BUS  ASSOCIA- 
TION ■  President,  Frank  Marlz,  tr.as- 
urer  White  Transit)  Company.  Ply- 
mouth. Pa. :  treasurer.  W.  J.  Emerick. 
president  Emerick  Bus  Lines,  Belle- 
fonte.   Pa. 

WISCONSIN  MOTOR  TRANSPOR- 
T\TION'  .\SSOCIATION:  President. 
.\.  C.  Homan.  president  A.  C.  Homan 
.1  Co..  Menasha,  Wi-J 


pressed  metal  shrouded  radiators  in- 
stalled at  the  front  end  of  the  bus.  This 
location  has  been  found  best,  since  it 
heats  the  air  coming  in  at  the  front 
of  the  vehicle  before  it  reaches  the 
passengers. 


Reforms  Advocated  in  Scllintr 
of  Tires 

AT  A  meeting  of  the  Greater  New- 
York  Tire  Dealers'  Association,  held 
on  Dec.  13  in  New  York  City,  George 
J.  Burger,  president  of  the  newly- 
formed  National  Tire  Dealers'  Associa- 
tion, delivered  a  straight-from-the- 
shoulder  message  regarding  dealer  and 
manufacturer  relations.     The  dealer,  he 


Ksid,  is  the  cheapest  means  by  which 
the  manufacturers  can  sell  their  tires. 
The  dealer  should  stick  to  one  ur  two 
makes,  preferably  those  with  limited 
distribution  where  the  competition  is 
less  severe.  He  should  under-estimate 
rather  than  over-estimate  allowances 
for  guarantee  and  service.  Mr.  Burgvr 
advocated  the  sale  of  tires  at  list 
prices.  Department  stores  never  give 
discounts,  and  there  is  no  reason 
why  tire  dealers  should  have  a  half 
dozen  discounts  for  a  half  doz*n  dif- 
ferent peop'e.  To  the  manufacturers 
he  suggested  that  they  should  give 
dealers  encouragement  and  counst-l. 
If  a  price  raise  was  required  and  right, 
they  should  go  ahead  ami  not  be  afraid. 
They  should  avoid  overloading  the 
dealer  with  goods  which  he  cannot  sell 
in  a  reasonable  time. 

While  no  definite  action  was  taken 
at  the  meeting,  there  was  considerable 
discussion  of  practices  intro<luced  by 
car  dealers  and  by  car  manufacturers, 
the  former  by  selling  shoes  at  a  price 
below  that  at  which  the  tire  dealer 
could  se'l,  mainly  as  service  to  the 
owner,  and  the  latter  in  providing 
extra  shoes  as  an  inducement  to  buy 
their  cars. 

N.M.T.A.  Helps  Form  State 
Associations 

SINCE    the   organization    meetine  of 
the   National    Motor   Tran  : 
Association  as  outlined  in  the  1 
issue    of    Bus    TransportatIo.n,    .Mar;- 
ager  E.  B.  Burritt  reports  that  he  has 
been  instrumental   in  the  formation  of 
a    Pennsylvania    state    bus   association. 
He    has     also     actively     prosecuted     a 
niemhership  campaign,  .so  that  a  num- 
ber of  bus  companies  have  been  taken 
into  membership  in  the   national  as>M>- 
ciation.     It  is  now  proposed  t. 
new  form  of  membership  for 
associations,  which  will  pay  li 
upon  the  number  of  their  me: 

On  Dec.  18.  Mr.  Burritt  met  with  .sev- 
eral of  the  motor  bus  operators  of  Penn- 
sylvania at  Harrisburg  to  formulate 
plans  for  a  state  organization.  The 
following  oflicers  were  named:  Presi- 
dent, Frank  Martz,  treasurer  the 
White  Transit  Company,  Plymouth,  Pa.: 
Treasurer,  W.  J.  Emerick,  pre.sident 
The  Emerick  Bus  line.  Bellefonte.  Pa. 
.\t  another  meeting  held  Jan.  4  at  the 
Penn-IIarris  Hotel  in  Harrisburg  for 
the  purpose  of  more  fully  perfecting 
the  organization,  plans  were  mapped 
out  for  the  coming  year.  Details  of 
this  meeting  will  be  given  in  a  forth- 
coming issue. 

At  Wilmington.  Del.,  on  Dec.  21,  Mr. 
Burritt  met  with  .several  of  the  bus 
operators  of  that  section  and  discu.ssed 
the  formation  of  an  organization  for 
Delaware.  C.  S.  White  of  the  Delaware 
Rapid  Transit  organization  was  an 
active  figure  at  this  meeting.  A  plan 
was  outlined  to  broaden  the  local  Wil- 
mington association  so  as  to  take  in 
members  from  all  over  the  state.  Active 
steps  will  be  taken  in  the  near  future 
to  perfect  the  state  organization. 


46 


BUS 

TR\NSPORTAnON 


Vol.2,  No.l 


National  Association  with  State  Repre- 
sentation Favored  in  California 

Members  of  California  Motor  Carriers'  Association  Favor  Supporting  N.  M.  T.  A., 

but  Do  So  with  Hope  of  Remolding  Policy— Board  of  Directors  Takes 

Favorable  Action  on  Committee  Report  Concerning 

the  Subject 


RA.THER  than  propose  and  under- 
take the  formation  of  a  new  na- 
tional association,  the  California  Motor 
Carriers'  Association,  at  its  annual 
meeting  on  Dec.  13,  decided  to  support 


which  will  more  properly  fit  the  national 
needs  and  offer  to  the  industry  a  national 
organization  on  a  more  substantial  and  en- 
during basis,  and  finally  that 


handle  the  traffic.  The  street  cars  now 
handle  12.5,000  passengers  a  day,  the 
peak  load  being  in  the  morning  and 
evening,  when  fully  100,000  ride  the 
cars.  It  would  take  over  500  buses  to 
handle  that  transportation  and  they 
could  not  do  it  as  speedily  as  the  street 
cars,  especially  as  enough  street  space 
to  permit  so  many  buses  is  not  available 
in  any  city. 

Where   a   headway   of  not  less   than 
fifteen  minutes  is  required,  the  bus  is 


„.  The  president  of  the  California  Motor  valuable  as  an   auxiliary  to  the   street 

Carriers'   Association   should   be   instructed  ,         wberp  a   frreater  freauencv  of 

through    his    membership    on    the    board    of  car,   DUt  wnere  a   gredter  iiequeiicy    vx. 

directors  of  the  National  Motor  Transport  service  is  necessary  the  street  car  can 


and   work   with    the   recently   organized     Association,   "to"   lay    these    matters    before     ""  ■■"  ■";",:,:"■  .„  ""      pcnnnmipallv    and 

that  association  and  before   all  state  asso-     00    the    woik    more    economically    ana 


The  Place  of  the  Bus  Told 
at  Akron 


profitably.  The  street  car  makes  a 
more  economical  use  of  space  than  the 
motor  bus. 

Speaking     of     the     average     street 
car    fares    in    the    United    States,    he 


THE    motor   bus   may   have   a   fixed  stated  that   in   1917  it  was   4.85   cents 

place  in  the  transportation  system  and  that  most  cities  had  a  5-cent  fare  or 

today    in    large    American    cities,    but  gave  six  rides  for  25  cents.    The  maxi- 

motor    buses    will    never    entirely    sup-  mum    car   fare   has    since    risen   to    10 

plant  street  railway  systems,  according  cents  while  the  average  fare  increased 

to    Albert   S.    Richey,   consulting   engi-  to    7.25    cents    eighteen    months    ago. 


National  Motor  Transport  Association, 
but  in  doing  so  made  a  forceful  recom- 
mendation that  the  plan  of  representa- 
tion in  that  organization  be  changed  to 
one  more  consistent  with  the  best  inter- 
ests of  the  industry.  The  report  of  the 
committee,  which  was  later  adopted  by 
the  board  of  directors,  is  as  follows: 

After  careful  consideration  of  the  plan  of 
organization  proposed  by  the  National 
^Nlotor  Transport  Association,  and  in  ac- 
cordance with  the  sentiment  of  members  ex- 
pressed at  the  annual  meeting  of  the  Call-  .  ...  ,i,,j. 
fornia  Motor  Carriers'  Association  in  San  neer,  Worcester,  Mass.,  m  an  address  Since  that  time  it  has  receded  to  about 
Francisco    Dec.    13.    1922,    your    committee     jjgfoj-e  the  Kiwanis  Club  of  Akron,  on     7  cents.     Akron  is  one  of  the  few  large 

1.  'That  the  election  of  W.  B.  Travis.  Oct.  27.  The  future  success  of  opera-  cities  with  a  5-cent  fare  and  no  extra 
^^nf  !SVe?iienTfhe  mot°or  cI'^rFers  0?°™;     tions  of  street  railway  system  in  cities     charge  for  transfers. 

State  of  California  on  the  board  of  directors  of  over  50,000  population  depends  upon  Closing  his  remarks   he   pointed  out 

aon*s*houkrbrheani-lT  a'^proved'"'  ^^^°"'''  their  being   given   a   virtual   monopoly  that  the  motor  bus  would  give  its  max- 

2.  A  study  of  the  by-laws  adopted  at  the  of  the  transportation  business.  imum  service  in  auxiliary  work  in 
T7arp'o^'rL^oc1at"fnl>ows1?s'pi'^,l  To?-  Referring  to  Akron,  he  said  that  if  building  up  transportation  service  in 
ganization  to  be  of  a  sort  that  we  believe  f^e  tracks  were  taken  up,  buses  would  new  territories  until  street  car  lines 
:rm.™be"7;!l.'^n^  w?u''rmrtL'neids''thS  fall  down  miserably,  as  they  could  not  could  be  established. 

should   be  filled   by   a  national  organization 

for  the  following  reasons  :  ♦ 

(a)  A  membership  made  up  of  individual 
operators  from  the  various  states,  if  such 
a  membership  could  be  secured,  would  tend 
10  demoralize  the  state  organizations  be- 
cause the  large  majority  of  carriers  are 
not  In  a  financial  position  to  support  two 
.«uch  organizations. 

(b)  It  would  seem  to  us  that  the  state 
organizations  are  the  present  vital  necessi- 
ties and  should  be  the  media  through  which 
the  national  orga.nization  operates.  This 
is  a  principle  which  we  believe  has  been 
the  most  successful  where  relationship  be- 
tween state  and  national  organizations  is 
maintained. 

(c)  The  state  organizations  must  per- 
force   be    the    militant    bodies    in    all    state 


Automotive  Production  Discussed 
at  Detroit 

S.  A.  E.  Takes  Up  Gear  Making  and  Selection  of  Machine  Tools  —  Visits  to 

Important  Plants  Feature  the  Meeting — Closer  Contact  of  Production 

Men,  Engineers  and  Service  Men  Urged 

THE  first  production  meeting  of  the  culties.     Faulty   gear  manufacture,   he 

Society    of   Automotive    Engineers,  said,   is   costing   automobile  makers  at 

matters,    while    ther'nationar   oi-ganizatron     held    on    Oct.    26    and    27    in    Detroit,  least  $11,000  a  day  at  the  present  time. 

ftate''o.BTn1zationi?%"mew1i1fTs''''would^"     brought   out  manufacturing   men   from  The   selection   of  machine   tools   was 

holding  company  to  Its  subsidiaries.    As  an     many  sections  of  the  country.     At  the  the    subject    of   a    paper   presented   by 

example  of.  the  proposed  r.lation.ship.  cita_-     ^^^    sessions    papers    were    presented  A.    J.    Baker   of    the    Willys-Overland 

by  production  executives  from  the  Pack-  Company.  The  automotive  industry,  he 
ard,  Studebaker,  Ford,  Franklin,  Willys-  said,  has  no  system  of  training  work- 
Overland  and  General  Motors  organiza-  men  and  consequently  machinery  must 
tions.  Visits  were  made  to  the  Ford  often  be  used  by  the  greenest  of  help. 
River  Rouge  plant,  and  to  Packard,  Consequently  there  should  be  greater 
Cadillac  and  Dodge  factories.  simplification  and  use  of  standard  ma- 
Of  greatest  interest  to  bus  operators  chine  tools  to  a  greater  extent;  these 
was  undoubtedly  the  discussion  of  gear  can  always  be  kept  in  service  by  slight 
manufacture.  How  to  eliminate,  or  changes  in  the  tools  and  fixtures.  At 
rather  reduce,  for  a  complete  cure  is  present,  time  is  often  the  deciding 
perhaps  too  much  to  be  hoped  for,  the  factor  in  the  selection  of  tools;  special 
hum,    sing,    knock,    rattle,   howl,    from  equipment  is  put  in  to  save  time  only, 

present-day   gears!      The   best   method,  when    as    a    matter    of    fact    the    cost 

aSo?i"alons  wm;ou''t%'?"atYnB''  imdue%fard':    >t  was  said,  was  to  attack  the  biggest  should  be  the  first  and  final  test  in  buy- 


tion  is  m.ade  of  the  American  Telephone  & 
Telegraph  Company,  a  non-operative  com- 
pany, in  its  relations  to  the  various  sub- 
sidiary operating  companies,  such  as  the 
Pacific  Telephone  &  Telegraph  Company. 

.\mong  the  important  services  to  be 
rendered  by  a  national  association  for 
which  there  is  immediate  need  are  the  de- 
velopment and  presentation  of  uniform  laws 
and  active  support  of  the  state  organiza- 
tions in  their  endeavors  to  secure  the  enact- 
ment of  such  laws,  the  collection  of  national 
data  relative  to  operations  .and  conditions 
of  service,  regul.atlons,  taxes,  and  maiiy 
other  subjects  on  which  so  young  an  indus- 
try as  that  of  motor  transportaticm  requires 
information  and  aid. 

A  national  organization  that  would  per- 
form such  service  would  be  invaluable, 
would  warrant  the  support  of  all  state  asso 


ship  on  the  small  Individual  operators. 
Provision  should  be  made  of  course  for  rep- 
resentation In  the  council  of  such  a  national 
association  from  states  where  state  organ- 
izations do  not  at  present  exist  pending  the 
formation  of  such  state  organizations. 
In  conclusion  we  respectfully  submit : 
1.  That  a  national  organization  Is  a  ne- 
cessity and 


noise,    and    then    work    on    the    others,  ing  new  equipment. 

Close  fitting  has  become  a  fetish,  an-         At  a  dinner  held  on   Oct.  26,  Pierre 

other  speaker  held,  and  has  led  to  an  S.    DuPont,    president   General    Motors 

almost   complete   lack   of   consideration  Company,  and  A.  B.  C.  Hardy,  president 

of  the   oil   film  which  must  be  carried  Old  Motor  Works,  emphasized  the  need 

between   the  gear  teeth.     K.   L.  Herr-  for  closer  contact  between  the  produc- 

(2)  That  not  being  wholly  satisfied  with     mann    of    the    Studebaker    Corporation  tion    men    engaged    in    manufacturing, 

the     program     proposed     bv     the     National        1.  j      i_  ■      ,.  ,.  ti,  ■  j      •       ■  ii  11 

Motor    Transport    Association,    we    should     Showed,    by    a    screen    reproduction    of  the    engineers    designing    the    vehicles, 

noyertlicless  endeavor  to  support  and  work     actual  gears,  how  the  errors  in  cutting,  and    the    service    men    who    must   keep 

with  that  organization  with   the  purpose  of     ,      .,     ,  1      i,  •         ,       ,    .       ,.,i^  ^u  •  i-    j?      i  i- 

remolding  its  plan  and  policy  Into  a  form    tooth  form,  tooth  spacing  lead  to  diffi-  them  in  satisfactory  operation. 


January,1923 


BUS 

TRANSHOKIAllON 


47 


Highway 


Liilliliiiiif.  Loading;  ami  Hiiihliii^ 


Michican  Conventiuii   l)i?.iu>si->   \ital  rroblenis  AITectini; 
Motor   Vehicle   Usv  uf   Rural    HiKhwayH 


AT  A  JOINT  SESSION  of  the  North- 
Cuntral  division  of  the  National 
Hitrhway  Traffic  Association  anil  the 
Michigan  State  Good  Roads  Association, 
hold  on  Nov.  21  in  Grand  Rapids,  Mich., 
l>apers  were  presented  discussing  the 
important  problems  now.  confronting 
motor  vehicle  operators.  Regulations 
covering  speeds,  weights  and  dimen- 
sions of  heavy  motor  vehicles  were  ex- 
plained by  George  H.  Pride,  president 
Heavy  Haulage  Company,  New  York. 
The  regulation  of  overloading  was 
treated  by  David  C.  Fenner  of  the  In- 
ternational Motor  Company,  New  York. 
David  Beecroft,  vice-president  of  the 
National  Highway  Traftic  Association, 
presented  a  paper  on  lights  for  highway 
vehicles.  The  equitable  distribution  of 
maintenance  and  construction  costs  of 
highways  was  dealt  with  by  Roy  D. 
Chapin,  president  Hudson  Motor  Car 
Company,  Detroit.  A  paper,  abstracted 
below,  on  the  economic  value  of  high- 
way transport  franchises,  was  presented 
by  Arthur  H.  Blanchard,  professor  of 
highway  engineering  and  highway 
transport  at  the  University  of  Michigan. 

Regulation  of  Overloading 

The  overloading  of  motor  trucks,  said 
Mr.  Fenner,  is  due  in  part  to  the  im- 
proper basis  of  rating,  and  to  the  classi- 
fying of  the  chassis  in  terms  of  the 
manufacturer's  rated  load  capacity. 
The  user  soon  learns  that  this  rating 
really  does  not  mean  anything.  He 
purchases  a  chassis,  attaches  the  body, 
which  may  or  may  not  fit  either  the 
chassis  or  the  commodities  to  be  car- 
ried, and  then  loads  this  truck  to  suit 
himself.  To  overcome  this  vehicles  are 
equipped  with  a  manufacturer's  cau- 
tion plate  properly  stamped  with  the 
actual  weight  of  the  chassis,  body  and 
load  capacity.  It  is  now  proposed  to 
go  a  step  further  and  indicate  on  this 
plate  the  maximum  allowable  gross 
load  for  the  front  a.xle,  the  maximum 
allowable  gross  load  for  the  rear  axle, 
the  maximum  allowable  speed,  and  the 
distance  in  which  the  vehicle  loaded  to 
capacity  can  be  stopped  with  each  set 
of  brakes  operated  independently  and 
with  the  vehicle  running  at  maximum 
speed  on  hard,  dry,  level  roadway. 

Investigations  conducted  in  some  of 
our  states  show  that  the  light  and 
medium  capacity  vehicles  are  over- 
loaded to  a  greater  extent  and  in 
greater  numbers  than  the  heavy  capac- 
ity vehicle.  This  indicates  the  import- 
ance of  restricting  loads  per  inch  width 
of  tire  per  wheel  and  per  axle.  We 
must  recognize  the  four  classes  of  tire 
— pneumatic,  cushion,  solid  rubber  and 
metal — for  regulating  speeds  and  de- 
termining license  fees  according  to 
wheel  load.  We  must  restrict  the  mini- 
mum thickness  of  solid  and  cushion 
tires  when  measured  between  the  tire 
flange  and  a  flat  metal  surface  on  which 


the  wheel  stands.     We  must  also  take 
into  account  the  condition  of  tires. 

Mr.  Fenner  closed  with  an  upiK-al  to 
the  operators  to  stamp  out  completely 
the  practice  of  overloading.  The  motor 
vehicle  industry,  he  said,  stands  solidly 
behind  the  rigid  enforcement  of  exist- 
ing state  laws.  It  condemns  overload- 
ing and  overspeeding  unreservedly  and 
will  co-operate  actively  in  every  move- 
ment to  regulate  loads  and  speeds  of 
motor  trucks  on  the  highways. 

Lights  for  Highway  Vehiclk 

The  lighting  of  vehicles  is  only  one 
factor  in  making  the  highways  safe,  ac- 
cording to  Mr.  Beecroft.  Other  essen- 
tial ones  are  road  lighting  systems,  day 
and  night  road  signals,  and  highway 
equipment  in  general. 

The  experience  of  motor  vehicle  law 
enforcement  authorities  in  different 
states  indicates  that  motor  cars  are  too 
often  over-lighted  and  motor  trucks 
generally  under-lighted.  We  rarely 
meet  with  the  motor  truck  with  daz- 
zling headlight,  but  too  frequently  we 
meet  the  inefficient  pair  of  oil  lights  on 
the  truck,  lights  that  are  not  adequate 
and  are  in  reality  useless  except  as 
signal  lights. 

When  a  15-ft.  highway  is  built,  we 
have  not  finished  the  job.  It  should 
be  made  ready  for  use,  not  merely  in 
daylight  hours,  but  during  as  many 
hours  of  the  night  as  the  needs  of  the 
time  demand.  Mr.  Beecroft  believes 
that  the  rural  highways  require  traffic 
control,  surface  marking,  night  signals, 
just  as  much  as  the  city  streets.  He  ad- 
vocates a  steady  green  light  for  high- 
way signal  purposes,  with  height,  loca- 
tion and  color  standardized. 

The  use  of  two  lights  on  the  rear  (a 
practice  often  followed  with  buses)  is 
confusing  and  merely  doubles  the  num- 


ber the  drivers  in  following  vehicles 
have  to  watch.  A  single  tail  light 
should  be  placed  on  the  extreme  left 
rear  of  the  body  where  it  can  play  a 
dual  role  of  xhowing  a  rod  light  to  the 
rear  and  a  white  light  ahead,  thus  in- 
dicating to  the  approaching  vehicle  the 
extreme  width  of  the  body. 

The  alphabet  of  color  is  red  for  dan- 
ger or  stop.  White  stands  for  forward 
illumination  and  signals.  These  are 
enough  for  the  vehicle.  Let  the  uni- 
versal alphabet  of  green  Ijc  for  caution, 
and  its  use  confined  tu  the  role  uf  high- 
way signals. 

Kyi  ITAIII.E    DI.STHIBUTION    OF 

Highway  Costs 

The  subject  of  highway  finance,  Mr. 

<  hapin    believes,    is    fundam- '  '    "■       > 
business   matter.     We  are   n' 
merely  with  the  building  of  r^ 
are  dealing  instead  with  the  1 
of   transportation   which,   as    . 
of  fact,  is  just  as  much  of  a  : 
turing  process  as  is  the  building  01  ine 
motor  vehicle  itself. 

In   solving   the   highway   fii  ' 

the  country,  no  detailed  formi. 
used.  We  can  proceed,  hi' 
adopt  certain  definite  princip 
Mr.  Chapin  expressed  as  follow.i; 

1.  Highway  systems  should  be  laid 
out  by  state  highway  departments,  with 
1  definite  view  adi-quately  to  meet  the 
social  and  economic  needs  of  the  com- 
monwealth. 

2.  The  needed  revenue  for  construc- 
tion should  be  secured  from  long-term 
bond  issues  ba.sed  upon  general  taxa- 
tion, while  current  operating  expen.tes 
.<houl(l  be  secured  from  the  user  and 
should  be  adequate  to  maintain  the 
highway  once  constructed. 

3.  Centralized  administrative  control 
is   essential    to    a    proper    develops 

of  the.se  systems  as  well  as  to  the  ■ 
lation  of  their  use,  and  broad  P' 
should  be  granted  the  state  depart  n    ■ 
in  charge,  to  insure  an  economic  flow 
of  traffic. 


Highway  Traii.«*|)orl  Fraiu  liises* 

By  Arthur  H.  Blancharo 

President  Xatlonal  Highway  Trafllc  As.-'tK-latlon  and  Profiiuior  of 
Highway  Engineering,  Unlverfilty  of  Michigan 


THE  legal  right  of  the  state  to  con- 
trol the  operations  of  common  car- 
riers is  generally  admitted,  except  in 
the  case  of  interstate  common  carriers. 
At  the  present  time,  at  least  twenty- 
two  states  provide  in  their  statutes  for 
some  degree  of  state  control  over  motor 
vehicle  common  carriers. 

Are  highway  transport  franchises  an 
economic  and  public  necessity?  To 
those  familiar  with  the  development  of 
the  commercial  transportation  of  com- 
modities and  passengers  by  motor 
vehicles  during  the  past  fifteen  years  in 
the  United  States  and  the  longer  his- 


•.\bstract  of  paper  presented  at  Joint 
iri'-eting  National  Highway  Trafflc  .\s>oeia- 
tlon  (North  rentrni  Dlvl.sion )  and  Mli-liicnn 
State  Good  Road.s  Association,  held  on  Nov. 
■il  at  Grand  Rapids.  Mich. 


tory  of  highway  transport  in  Great 
Britain,  the  answer  is  unreservedly  in 
the  affirmative. 

Failures  of  highway  transport  cntpr- 
prises  are  occurring  every  d;i  ' 

lack  of  knowledge  of  the  fui: 
of  the  economics,  .science  and  art  «f 
highway  transport.  It  is  reported  that 
90  per  cent  of  all  highway  trans- 
port comRanies  doing  busine.is  with 
New  York  City  as  a  center  fail  within 
three  years  after  entering  this  field. 
While  50  per  cent  may  fail  due  to  cut- 
throat competition  by  fly-by-niirht  mm- 
panies,    it    is   conservatively  ! 

that  at  least  50  per  cent  fail  :  ••' 

lack  of  knowledge  of  the  A.  B.  Cs  of 
efficient  highway  transport  business 
methods,  cost  accounting,  management. 


48 


BUS 

TRANSPORTAflON 


.J;in.  6-13 

Jin.  8-13 

Jan.  9-12 
Jan.  13-22 

Jan.  13-20 

Jan.  15 

Jan.  15-19 

Jan.  20-27 

Jan.  22 
Jan.  23 


Jan.  28-Feb. 

3 

Chicago,  III. 

Jan.  29-30 

Chicago,  111. 

Jan.  29-Feb. 

3 

Ann  Arbor,  Mich. 

Jan.  29-31 

Chicago,  III. 

Jan.  31 

Chicago,  111. 

Jan.  15-16 

Atlanta,  Ga. 

Jan.  9-10 

Cincinnati,  Ohio 

Meetings,  Conventions  and  Exhibits 

New  York.  N.  Y.  National  Autonmbile  Show  auspices  of  the  National  Automob.le 
New     ore,  Chamber  of  Commerce,  Grand  Central  Pa'f.f,,    ,^  Builders 

New  York,  N.  Y.  Auto  Body  Builders'  Show,  Mgt.  Automobile  Body  Builders. 
New  York  City.  ,  ,  ^^     ^• 

Society  of  Automotive  Engineers^innual  Meeting. 

Oakland  Automobile  Show,  R.  W.  Martland,  47  Paoihc  iilclg., 

Ph*iladdphia^'Automobile   Show.    C.    C.    Bulkeley,    Broad    and 

Callowhill  St.,  Philadelphia,  Pa.  t-       i 

Automobile  Trade  Assn.  of  Kansas,  Phil.  E.  Zimmerman,  Topeka. 

Tteteenth  American  Good  Roads  Congress  and  Fourteenth 
National  Good  Roads  Show.  .     ,       ^i       i      j    *    * 

Cleveland  Automobile  Show,  auspices  of  the  Clevelaiid  Auto- 
mobile Manufacturers'  and  Dealers'  Assn.,  New  Public  Audi- 
torium; Herbert  Buckman,  Manager.  ,  n„^ 

/Jizona  Good  Roads  Assn.,  H.  -SVelch,  care  Chamber  of  Com- 

^nTuaf/u'tomlbilf  Show,  auspices  Automobile  Dealet^'  As.,m, 
Overland  Carage;  A.  H.  Geesey  and  H.  Schroeder   Manage.^. 

Chicago  Automobile  Show,  S.  A.  Miles,  care  J5A  C.C.  Forty- 
sixth  Street  and  Madison  Ave..  New  ^ork,  N.  Y. 

National  Automotive  Dealers'  Assn..  C.  A.  Vane,  320  N.  Grand 

4u1omobiie'^lhow!''auspices   of   the   Washtenaw   County   Auto 

Dealers'  .\ssn.,  Jos.  Thompson,  Secretary. 
Annual    Meeting  Automotive    Electric  Service  Assn.,  Congress 

M^eTing  and   Dinner  Society  Automotive  Engineers,  Congress 
Georgia' Motor  Bus  and  Transportation  Assn.,  Piedmond  Hotel: 

W.  M.  Riley,  Secretary. 
Ohio  Motor  Bus  A.S3n. 


New  York,  N.  Y. 
Oakland,  Calif. 

Philadelphia.  Pa. 

Topeka.  Kan. 

Chicago,  111. 

Cleveland,  Ohio 

Douglas.  Ariz. 
York,  Pa. 


and  the  operation  and  maintenance  of 
equipment. 

As  an  integral  part  of  the  essential 
transportation  system  of  America,  it  is 
absolutely  necessary  that  high'way 
transport  be  placed  upon  a  sound  busi- 
ness basis  in  order  that  responsible 
operators  may  be  protected  and  that 
this  branch  of  common  carrier  service 
may  be  conducted  in  such  a  manner  as 
■will  guarantee  to  the  public  constant, 
efficient,  economic  service. 

From  the  standpoint  of  public  safety, 
the  state  must  insist  that  our  motor 
vehicle  common  carriers  transporting 
passengers  provide  a  maximum  degree 
of  safety  to  the  traveling  public  and 
eliminate  reckless  driving  by  inexperi- 
enced chauffeurs  and  the  utilization  of 
wholly  inadequate  motor  vehicle  equip- 
ment which  may  be  characterized  in 
some  cases  as  a  piece  of  junk  carrying 
a  packing  box  in  which  persons  are 
jammed,  the  resulting  contrivance  be- 
ing called  a  motor  bus. 

Based  on  an  analysis  of  all  state 
statutes  covering  the  control  of  motor 
vehicle  operation,  the  powers  given  to 
state  public  service  controlling  bodies 
may  be  classified  according  to  the  fol- 
lowing :t 

1.  Grant,  refuse  to  grant,  amend  or 
revoke  certificates  of  public  convenience 
and  necessity. 

2.  Prescribe  routes. 

3.  Fix  schedules. 

4.  Determine  character  of  service 
and  promote  the  comfort  and  safety  of 
traveling  public. 

5.  Establish  fares  and  rates. 

6.  Require  reports  and  uniform  meth- 
ods of  accounting. 

7.  Examine  accounts  and  records. 

8.  Supervise  fiscal  affairs  such  as  in- 
corporation, capitalization  of  stock,  etc. 

9.  Compel  additions  to,  extensions  of 
or  betterments  in,  physical  equipment. 

If  the  powers  enumerated  are  given 
to  a  state  controlling  body,  what  should 
be  the  qualifications  of  the  members  of 


tReport    by     Motor    Vehicle    Conference 
Committee,   March  1,  1922. 


such    a    body?      It    is    evident    that    a 
grave  responsibility  to  the  public  and 
to  highway  transport  business  will  rest 
upon  them.     They   should  be  men   pos- 
sessing  vision,    judicial    minds,    and    a 
broad  knowledge  of  transportation,  and 
should   be   unprejudiced    pertaining    to 
the    relative    development    of    railway, 
waterway  and  highway  transport.    D.f- 
ferent    fields    of    public    and    business 
affairs  should  be  represented.     An  effi- 
cient controlling   body  might  be   made 
up  of  the  Attorney  General  of  the  .state 
as    an    ex-offieio    member;     a    highway 
transport   man    of   high    standing    and 
possessing  a  broad  knowledge  of  the  de- 
velopment of  all  phases  of  transporta- 
tion of  commodities  and  passengers  by 
motor  vehicles;  an  experienced  highway 
engineer,  who   understands  the  funda- 
mentals of  highway  transport  and  who 
thoroughly    comprehends    the    relation- 
ship    existing    between     the    economic 
operation   of    highway    transport    and 
such  highway  factors  as  grades,  align- 
ments,   widths,    drainage,    foundations, 
the  character  and  maintenance  of  road- 
way surfaces,  and  the  methods  of  con- 
trolling and  directing  the  operation  of 
traffic    on    highways;    a    business    man 
who    has    dealt    with    big    commercial 
problems;  and  a  banker  who  is  familiar 
with  the   practice  of  bonding   common 
carriers  and  other  enterprises  in   con- 
nection with  the  operation  of  which  the 
public    must    be    protected.      To    this 
group  of  five  might  be  added  a  steam 
railroad   man   and   an   electric   railway 
man  provided  that  they  possess  a  broad 
vision    relative   to   the   development   of 
transportation  in  America. 

In  conclusion,  it  may  be  said  that,  in 
the  opinion  of  the  writer,  the  highway 
transport  operator  of  sound  financial 
standing,  who  is  endeavoring  to  render 
to  the  public  an  efficient,  economical  and 
safe  transportation  service,  will  wel- 
come the  passage  of  state  laws  relative 
to  highway  transport  franchises  pro- 
vided that  they  are  based  and  admin- 
istered on  the  principles  which  have 
been  herein  outlined. 


Vol.2,  No.l 

Body  Builders'  Convention 

IN  CONJUNCTION  with  the  second 
National  Automobile  Body  Builders' 
Show,  which  is  to  be  held  in  New  York. 
Jan.  8  to  13,  the  annual  convention  of 
the  Automobile  Body  Builders'  Asso- 
ciation will  be  held  Thursday,  Jan.  11, 
in  the  Assembly  Room  of  the  Twelfth 
Regiment  Armory,  Sixty-second  Street, 
west  of  Broadway,  New  York  City.  It 
is  anticipated  that  a  large  number  of 
members  from  all  over  the  country  will 
be  present  at  the  convention,  which 
will  serve  as  a  clearing  house  of  ideas 
for  the  industry. 

Among  the  speakers  will  be  Alfred 
Reeves,  general  manager  of  the  Na- 
tional Automobile  Chamber  of  Com- 
merce, who  will  discuss  the  general 
possibilities  for  the  industry  in  1923. 
John  C.  Howell,  industrial  statistician 
of  the  Brookmire  Economic  Service, 
will  address  the  meeting  on  "Present 
Financial  and  Business  Conditions." 
Mr.  Howell,  who  has  made  a  life  study 
of  economics  and  the  factors  controlling 
market  conditions,  will  give  a  forecast 
of  the  future  of  the  automobile  indus- 
try for  the  next  six  months.  "Stand- 
ardization" is  the  topic  of  an  address 
to  be  delivered  by  L.  C.  Hill,  assistant 
general  manager  Society  of  Automotive 
Engineers,  who  is  well  fitted  to  dis- 
cuss the  automotive  standardization 
movement. 


Road  Builders  to  Meet  in  Chicago 
This  Month 

THE  thirteenth  American  Good  Roads 
Congress   and   the   Fourteenth    Na- 
tional  Good   Roads    Show   will   be   held 
under    the    auspices    of    the    American 
Road  Builders'  Association  in  Chicago, 
111.,  Jan.   15  to   19.     The  meetings  will 
be    held   in   the    Congress    Hotel.      The 
show  will  be  in  the   Coliseum   and  ad- 
joining buildings,  as  in  previous  years. 
Among  the  speakers  at  the  Congress 
is  Thomas  H.  MacDonald,  Chief  United 
States  Bureau  of  Public  Roads  who  will 
talk  on  "Continued   Highway   Expendi- 
tures Required  to  Meet  Traffic  Demands 
of  the  Future,"  which  is  scheduled  for 
Tuesday,  Jan.   16,  the  opening   session. 
The  Tuesday  afternoon  session  will  be 
devoted  to  the  general  topic  "Design." 
Speaking   upon   "What  Test   Road    Re- 
sults Have  Taught  Us,"  Clifford  Older, 
State  Highway  Engineer  of  Illinois,  will 
discuss    the    Bates    test    road;     Lloyd 
Aldrich,  consulting  engineer,  San  Fran- 
cisco,  Calif.,  will   tell  about  the   Pitts- 
burgh  test  results,   and   the   Arlington 
tests  will   be  discussed  by  A.  T.  Gold- 
beck   of   the   United    States    Bureau    of 
Public  Roads. 

At  the  Thursday  session,  which  will 
be  devoted  to  a  study  of  general  traffic, 
a  topic  of  absorbing  interest  to  bus 
men,  "Changes  Needed  in  Motor  Ve- 
hicle Legislation  and  License  Fees," 
will  be  discussed  in  papers  by  J.  N. 
Mackall,  Commissioner  of  Roads,  Balti- 
more, Md.;  Leon  C.  Herrick,  Director  of 
Highways,  Columbus,  Ohio,  and  Harry 
Meixell,  Jr.,  National  Automobile  Cham- 
ber of  Commerce. 


January,1923 


BUS 
TKVViSPORTAlKJN 


49 


News  of  the  Road 


l"i..m    »Imi.-hi     tlw    buii    I  una.    .11 
tiiouiihl     loBflluT     llii-     mipurlaiii 
ivintri.  hi-ri-  prr»i-nt«il  to  show  Hi- 
inoVi'fn«-nlt<  of  Ihi*  iluy. 


.!'! 


491  Applications  in  Year 

Figures   I*rt'par«l   t>y    the    Automobile   Stanf   Department    of   the   Californi 

Kailr(>;id  t'ommission    Indicate  the    Uapiil    l)e\elopnunl    in   the 

IJus   Field — Review   of   ImpurLant    Decisions 


THE  extent  of  the  growth  of  the 
auto  as  a  public  carrier  in  Califor- 
nia is  strikingly  illustrated  by  figures 
prepared  by  the  automobile  stage  de- 
partment of  the  Railroad  Commission 
for  inclusion  in  the  report  of  that  body 
for  the  year,  July  1,  1921.  to  June  30, 
1922.  During  that  period  there  were 
491  formal  applications  filed  with  the 
Railroad  Commission  for  certificates  of 
public  convenience  and  necessity  or  for 
permission  to  transfer  existing  fran- 
chises. During  the  same  period  there 
were  twenty  formal  complaints  filed, 
the  majority  of  which  allege  either 
illegal  operation  on  the  part  of  oper- 
ators not  holding  certificates  or  illegal 
operation  on  the  part  of  holders  of  exist- 
ing operative  rights  heretofore  granted 
to  them. 

During  the  year  427  public  hearings 
were  held  by  the  commission  on  mat- 
ters affecting  stage  lines  and  568 
decisions  rendered.  Of  the  decisions 
rendered  several  were  of  extreme  impor- 
tance in  that  they  laid  down  a  policy 
to  which  the  commission  was  committed 
in  handling  future  cases  of  a  similar 
nature.  Chief  of  these  is  decision  No. 
9,065  in  case  No.  1,442,  A.  B.  Watson 
vs.  O.  R.  Fuller.  This  was  a  complaint 
brought  to  restrict  operation  of  defend- 
ant as  regards  rendering  service  to 
certain  intermediate  points  over  a 
through  route  which  defendant  at  the 
time  operated.  This  operative  right  was 
acquired  through  operation  prior  to  the 
effective  date  of  Chapter  213,  Statutes 
of  1917,  and  the  commission  held  that 
defendant  did  not  have  the  right  to 
accept  or  transport  passengers  between 
two  intermediate  points  when  it  was 
shown  that  the  original  tariff  filed  by 
said  defendant  did  not  provide  a  rate 
for  such  local  service  nor  had  the  de- 
fendant at  the  time  attempted  to  render 
service  between  the  two  local  inter- 
mediate points  named.  The  commis- 
sion further  held  that  an  automobile 
stage  company  could  not  render,  at  its 
own  discretion,  a  local  service  under 
an  operative  right  authorizing  a  through 
service,  unless  such  stage  company  had 
first  secured  a  certificate  from  the  com- 
mission authorizing  it  to  so  engage. 

Under  decision  No.  9,892  in  appli- 
cations Nos.  8,274-5,361,  the  commis- 
sion held  that  an  automobile  stage  line 
which  had  secured  two  connecting  cer- 
tificates could  not  at  its  own  discretion 
operate  a  through  service  over  two  or 
more    of    such    connecting    certificates 


unless  it  had  first  secured  a  new  cer- 
tificate from  the  commission  authoriz- 
ing the  through  ser\'ice  proposed. 

During  the  latter  part  of  the  year 
1921  a  formal  complaint  was  filed  with 
the  Railroad  Commission  by  the  Motor 
Carriers'  Association,  being  case  No. 
1,638.  This  complaint  named  a  num- 
ber of  individuals  and  companies  which 
it  was  alleged  were  operating  an  auto- 
mobile passenger  stage  service  between 
San  Francisco  and  Los  Angeles  without 
having  first  secured  a  certificate  of 
public  convenience  and  necessity  from 
the  commission.  At  the  hearing  upon 
this  matter  a  number  of  the  defendants, 
while  admitting  that  at  the  time  they 
had  transported  passengers  between 
San  Francisco  and  Los  Angeles  for  com- 
pensation, contended  that  they  did  not 
come  within  the  provisions  of  the  auto- 
mobile stage  and  truck  transportation 
act,  due  to  the  fact  that  they  were  not 
engaged  solely  in  that  particular  busi- 
ness and  were  what  they  termed  rent 
car  operators;  that  is,  willing  to  go 
anywhere  at  any  time  an  individual  or 
party  hired  their  car  for  a  trip.  The 
evidence,  however,  clearly  showed  that 
certain  of  said  individuals  advertised 
frequently  in  the  daily  papers  both  at 
San  Francisco  and  Los  Angeles,  holding 
themselves  out  as  willing  to  transport 
passengers  between  two  terminals 
named  for  compensation  and  they  actu- 
ally were,  and  did  engage,  regularly  in 
such  business,  although  at  infrequent  oc- 
casions trips  were  made  to  other  points. 
The  commission  held  such  operation  to 
be  illegal  and  in  violation  of  the  pro- 
Visions  of  Chapter  213,  Statutes  of  1917, 
as  amended,  and  under  the  commis- 
sion's findings  a  number  of  arrests 
were  made  and  convictions  secured 
which  eventually  put  a  stop  to  this 
method  of  operation. 

In  past  years  it  had  been  the  policy 
of  the  commission  to  grant  by  ex  parte 
order  practically  all  applications  for 
permission  to  transfer  existing  opera- 
tive rights.  During  the  last  year,  how- 
ever, the  commission  has  adopted  a  new 
policy  in  this  respect  in  that  it  re<iuires 
that  evidence  be  submitted  by  appli- 
cants to  the  effect  that  the  proposed 
purchaser  is  financially  able  to  render 
as  good  if  not  better  service  than  that 
heretofore  rendered  by  the  proposed 
seller.  Several  applications  to  transfer 
exsting  operative  rights  have  been  de- 
nied when  the  evidence  showed  that  the 
proposed  purchaser  was  not  in  a  finan- 


cial position  tu  continue  to  render  an 
adequate  ncrvicc,  principally  due  to  the 
fact  that  he  was  Kupplied  with  a  very 
limited  amount  of  capital,  and  under 
the  terms  of  the  agrwment  of  mile  he 
waH  not  only  required  to  pay  a  gub- 
stantial  price  fur  the  physical  equip- 
ment proposed  to  be  transferred,  but 
also  a  substantial  price  for  the  opera- 
tive right,  which  wa.s  granted  originally 
without  cost  by  the  people  of  the  State. 

On  June  30,  1921,  tarifTK  and  time 
schedules  of  771  automobile  stage  and 
truck  lines  were  on  file  with  the  com- 
mission. The  automobile  stage  depart- 
ment of  the  commission  was  started  on 
June  1,  1921,  and  during  the  year  of 
its  operation  it  has  endeavored  to  weed 
out  a  number  of  dead  tariffs  heretofore 
carried  in  the  files.  The  number  at  the 
present  time  has  been  reduced  to  726. 

Due  to  the  very  nature  of  the  auto- 
mobile stage  business,  it  is  a  difficult 
matter  to  keep  track  of  the  numerous 
lines  in  operation  in  this  State;  all 
other  clas.ses  of  public  utilities  have 
their  plants  firmly  anchored  and  can- 
not move  in  a  night,  while  the  majority 
of  smaller  stage  operators,  using  but 
one  passenger  machine,  may,  if  busi- 
ness is  poor  and  shows  no  definite  signs 
of  improvement,  pick  up  and  drive  off 
in  search  of  some  other  method  of  live- 
lihood. 

Section  5  of  the  automobile  stage  and 
truck  transportation  act  prohibits  the 
sale,  assignment,  lease  or  transfer  of 
an  operative  right  without  the  written 
approval  of  the  Railroad  Commission, 
and  in  all  certificates  granted  by  the 
commission  a  clause  is  inserted  to  the 
effect  that  .service  cannot  be  abandoned 
or  discontinued  without  written  author- 
ization. Nevertheless,  the  small  opera- 
tor, if  business  is  not  good,  appears  to 
pay  little,  if  any,  attention  to  such  pro- 
visions, and  as  it  is  practically  impos- 
sible to  trace  such  parties  the  commis- 
sion has  been  unable  entirely  to  stop 
this  practice  of  unauthorized  abandon- 
ment of  service. 

By  the  enactment  of  Chapter  213, 
Statutes  of  1917,  the  Legislature  of  the 
State  of  California  provided  for  the  su- 
pervision and  regulation  by  the  Rail- 
road Commission  of  all  automobile 
stage  and  truck  lines  engaged  as  com- 
mon carriers  of  persons  or  propcrtv 
over  a  regular  route  or  between  fixed 
terminals.  This  statutory-  enactment 
was  amended  by  Chapter  280,  Statutes 
of  1919,  to  include  not  only  common 
carriers  but  any  one  transporting  per- 
sons or  property  for  compensation 
over  a  regular  route  or  between  fixed 
terminals  and  not  exclusively  within 
the  limits  of  an  incorporated  city  or 
town. 


50 


Extensive  Plans  for 
St.  Louis  Service 


Richard  W.  Meade  to  Take  Charge  of 
United  States  Bus  Transit  Corpora- 
tion—Service Will  Start  April  1. 
THE  United  States  Bus  Transit  Cor- 
poration was  incorporated  Nov.  12, 
1922,  under  the  laws  of  the  State  of 
Delaware  with  a  capitalization  of 
$3,000,000.  This  concern  several  months 
ago  obtained  a  franchise  from  the  St. 
Louis  (Mo.)  Board  of  Public  Service  to 
operate  bus  lines  on  leading  thorough- 
fares, as  related  in  the  September  issue 
of  Bus  Transportation,  while  the  East 
St.  Louis  City  Council  recently  granted 
it  similar  privileges.  On  the  east  side 
of  the  Mississippi  the  most  important 
link  is  a  cross-town  line  connection  be- 
tween Lansdowne,  Winstanley,  Alta 
Sita  and  the  Municipal  Bridge. 

Orders  were  recently  placed  with  the 
Fifth  Avenue  Coach  Company,  New 
York,  for  the  delivery  of  140  of  the 
Fifth  Avenue  type  coach  by  March  1. 
The  coach  is  an  exact  duplicate  of  those 
in  use  on  Fifth  Avenue,  New  York  City. 
The  new  buses  will  accommodate  fifty- 
two  passengers,  having  seats  for 
twenty-two  on  the  lower  and  for  thirty 
on  the  upper  deck. 

Augustus  Barnes,  who  received  the 
operating  permit  from  the  Board  of 
Public  Service,  has  been  in  St.  Louis 
for  several  weeks  taking  care  of  pre- 
liminary steps  for  the  opening  of  oper- 
ations, which  is  expected  to  take  place 
about  April  1. 

Richard  W.  Meade,  New  York  City, 
for  thirteen  years  general  manager  and 
president  of  the  Fifth  Avenue  Coach 
Company  and  also  for  several  years 
head  of  the  Detroit  Motor  Bus  Com- 
pany, has  been  selected  to  fill  a  similar 
position  with  the  company. 

Three  of  the  proposed  routes  over 
which  the  buses  will  operate  were  de- 
scribed in  the  September  issue. 

A  fourth  line  will  start  at  Skinner 
Road  and  the  Washington  University. 
The  route  will  be  north  to  Waterman 
Avenue,  east  to  Union  Boulevard,  south 
to  Lindcll  Boulevard,  east  to  Locust 
Boulevard  and  thence  east  to  Twelfth 
Boulevard,  south  to  Chestnut  Street, 
east  to  Seventh  Street,  north  to  Wash- 
ington Boulevard,  east  to  Twelfth 
Boulevard,  south  to  Locust  Boulevard 
and  then  return  over  the  same  route  to 
the  point  of  beginning. 

In  the  evening  special  theater  routes 
will  be  maintained  for  the  convenience 
of  patrons  of  downtown  amusement 
places.  This  route  will  be  from  7:15 
p.m.  to  9:15  p.m.  as  follows:  East  from 
eastern  city  limits  of  University  City  on 
Delmar  Boulevard  to  Newstead  Avenue, 
south  to  Washington  Boulevard,  east 
to  Twelfth  Boulevard,  to  Locust  Boule- 
vard, east  to  Sixth  Street,  south  to 
Market  Street,  west  to  Seventh  Street 
and  north  to  Washington  Avenue  and 
thence  to  point  of  beginning  along  orig- 
inal route. 

Between  10  p.m.  and  midnight  buses 
will    operate    from    Third    Street    and 


BUS 

TMNSPORTATION 

Washington  Boulevard,  west  to  Sixth 
Street,  south  to  Market  Street,  west  to 
Seventh  Street,  north  to  Locust  Street, 
west  to  Fourteenth  Street,  north  to 
Washington  Boulevard,  west  to  Spring 
Avenue  north  to  Delmar  Boulevard  and 
thence  west  to  eastern  city  limits  of 
University  City. 

During  the  Municipal  Opera  season  at 
the  Municipal  Theatre  in  Forest  Park 
and  other  special  occasions  at  that 
theatre  buses  will  operate  from  Delmar 
Boulevard  and  DeBalivier  Avenue  south 
to  Forest  Park  and  thence  to  the 
theatre. 

The  St.  Louis  permits  require  that 
transfer  privileges  must  be  extended 
from  the  Municipal  Theatre  and  Grand 
Boulevard  lines  to  any  of  the  East  and 
West  lines  and  vice  versa.  A  maximum 
fare  of  10  cents  may  be  charged. 

The  ordinance  further  requires  that 
a  license  of  $25  for  each  car  must  be 
paid  and  in  addition  3  per  cent  of  the 
gross  receipts  must  be  paid  to  the  city. 
The  buses  may  not  carry  more  than 
two  passengers  in  excess  of  their  capac- 
ity. The  drivers  must  be  in  uniform 
and  be  numbered  for  purposes  of  identi- 
fication. 

At  pr%sent  there  is  but  one  privately 
owned  bus  operating  inside  the  limits 
of  St.  Louis.  This  is  owned  by  John  A. 
Hofi'man,  and  has  a  capacity  of  twelve 
passengers.  He  operates  from  the 
northern  terminus  of  the  Broadway  car 
line  in  Baden  northward  along  Broad- 
way and  the  Bellefontaine  road  to  the 
Bellefontaine  Industrial  School. 


VoL2,  No.l 

Commission  Denies  Permit  to 
Washington  Company 

The  application  of  the  United  Trans- 
portation Company  to  establish  a  bus 
line  from  Fifteenth  Street  and  Mary- 
land Avenue,  N.  E.,  to  Twenty-first  and 
B  Streets,  N.  W.,  Washington,  D.  C, 
was  denied  on  Dec.  28  by  the  Public 
Utilities  Commission  of  the  District  of 
Columbia. 

The  commission  held  that  if  there 
was  a  demand  for  service  on  this  route 
that  service  should  be  given  in  con- 
junction with  the  street  railway  service 
with  transfer  privileges  between  the 
street  cars  and  buses. 

In  Bus  Transportation  for  Novem- 
ber there  appears  an  account  of  the 
formation  of  the  United  Transporta- 
tion Company,  with  W.  Elkins  Reed  as 
president.  The  application  recently  de- 
nied by  the  commission  was  the  first 
one  entered  by  the  company. 


Railway  to  Operate  Bus  Line 
in  Maiden 

The  Boston  (Mass.)  Elevated  Rail- 
way has  just  put  into  operation  its 
second  motor  bus  line.  The  new  line 
is  operated  in  Maiden,  Mass.,  replacing 
the  former  Highland  Avenue  car  line, 
on  which  service  has  been  abandoned. 
The  other  line  operated  by  this  com- 
pany is  in  Allston. 

This  Maiden  line  is  being  started  in 
conformity  with  the  announced  policy 
of  this  company  to  replace  non-paying 
railway  lines  with  motor  bus  service, 
whenever  the  plans  of  the  city  author- 
ities require  reconstruction  of  streets 
and  tracks. 

This  new  route  operates  from  Maiden 
Square  through  Pleasant  Street,  High- 
land Avenue,  Medford  Sti-eet,  to  the 
Fellsway,  and  returns  via  the  same 
route.  The  round-trip  distance  is  3.2 
miles,  and  the  scheduled  running  time 
is  twenty  minutes.  The  normal  week- 
day schedule  calls  for  a  ten-minute 
motor  bus  headway  from  6  a.m.  to 
11:30  p.m. 

Equipment  for  this  service  consists 
of  four  new  White  Model  50  buses,  with 
25-seat  bodies,  built  by  the  Brown  Body 
Company.  Three  buses  will  be  used  in 
regular  service  and  one  will  be  kept  for 
emergency  use.  Fares  will  be  the  same 
as  in  the  case  of  the  Allston  bus  line 
of  this  company — 5  cents  for  a  single 
local  trip  on  the  motor  bus,  or  10  cents 
for  a  through  ride,  including  transfer. 


Pacific  Railway  to  Operate  Feeder 
Service  in  Los  Angeles 

The  Pacific  Electric  Land  Company, 
a  subsidiary  of  the  Pacific  Electric 
Railway  Company,  has  been  granted  a 
certificate  by  the  California  State  Rail- 
road Commission  to  establish  bus  serv- 
ice between  Long  Beach  Avenue  and 
20th  Street,  Los  Angeles,  and  Baker 
and  Heliotrope  Avenues  in  the  May- 
v/ood  district.  The  December  issue  of 
Bus  Transportation  containued  an 
outline  of  this  project. 

Since  the  opening  of  the  Los  Angeles 
stockyards  and  the  increasing  indus- 
trial expansion  of  the  Maywood  section, 
tliere  has  been  an  imperative  need  for 
transportation  service  in  this  district. 
The  new  bus  line  connects  with  the 
Pacific  Railway  lines  both  in  Los 
Angeles  and  Maywood  and  with  the  Los 
Angeles  Railway  at  Twenty-Sixth 
Street  and  Santa  Fe  Avenue.  Three 
applications  to  serve  this  district,  other 
than  that  of  the  Pacific  Electric  Land 
Company,  were  denied  by  the  commis- 
sion. 

. # 

Port  Jervis  Railway  Seeks 
Bus  Franchise 

At  its  November  meeting,  the  Port 
Jervis  (N.  Y.)  Traction  Company 
made  application  to  the  City  Council 
for  franchises  to  operate  four  buses 
of  the  Fifth  Avenue  type  on  the  streets 
of  Port  Jervis  in  conjunction  with  the- 
company's  railway  service.  The  com- 
pany's plan  is  to  replace  trolley  cars- 
on  its  lateral  lines  with  buses. 

Secretary  Orin  C.  Baker  of  the  New- 
burgh  Chamber  of  Commerce  told  the 
meeting  of  the  advantages  of  bus 
transportation  in  the  city  of  New- 
burgh,  which  is  the  pioneer  bus  center 
of  the  Hudson  Valley.  Mr.  Baker's 
talk  gave  the  bus  a  clean  bill  and  came 
very  near  moving  the  Port  Jervis  Coun- 
cil to  grant  the  franchises.  On  the  ad- 
vice of  the  City  Corporation  Counsel, 
however,  the  matter  was  deferred  until 
the  next  meeting,  when  it  is  expected  '. 
definite  action  will  be  taken.. 


January,  1923 


BUS 

TRVNSK>R1\TK)\ 


51 


Two  More  Bus  Frtitions 

Intfrnatiiinal  Kailway  and  I.txal  l.ahor 
I'nion  Applx  at  KufTalo  —  Kailway 
l>rin);>  l>usf>  rrcini  Philadelphia  fur 
Di-monstration. 

THE  Buffalo  (N.  Y.)  City  Council 
now  has  under  consideration  four 
petitions  for  permission  to  operate 
motor  buses  in  that  city.  Two  appli- 
cations were  filed  during  December,  one 
by  the  International  Railway  and  the 
other  by  Stewart  A.  Haywood  and  John 
B.  Kolby,  representinp  the  Buffalo  Cen- 
tral Labor  Council  and  Local  393  of  the 
Buffalo  Motor  Bus  Drivers'  Union  re- 
spectively. The  filing  of  two  previous 
applications,  by  the  Van  Dyke  Motor 
Bus  Corporation  and  by  John  C.  Mon- 
tana, proprietor  of  the  Yellow  Cab  lines 
in  Buffalo,  was  noted  in  the  September 
issue  of  Bus  TiiA.vspoKTATloN.  The 
Council  has  declared  that  no  definite  ac- 
tion will  be  taken  on  the  bus  matter 
until  after  the  inauguration  of  Alfred 
E.  Smith  as  Governor. 

The  International  Railway  propose  to 
operate  buses  of  the  single-deck  type 
on  Delaware  Avenue  from  the  Terrace 
to  the  Kenmore-Buffalo  city  line  and  to 
use  double  deckers  on  Bailey  Avenue. 
Two  buses,  one  of  each  type,  were  re- 
cently driven  from  Philadelphia  to 
Buffalo  under  the  supervision  of  A.  E. 
Hutt,  who  is  in  charge  of  the  motor  bus 
operations  of  the  Mitten  interests  in 
Philadelphia.  The  trip  one  way  was 
made  in  twenty-four  hours  and  thirty- 
two  minutes.  The  average  gasoline  con- 
sumption was  1  gal.  per  6  miles.  Many 
difficulties  in  the  way  of  detours  and 
bad  roads  were  encountered  during  the 
trip.  Often  the  buses  plowed  their 
way  through  fields  when  forced  to 
leave   the  highway. 

The  buses  which  the  railway  proposes 
to  operate  are  equipped  with  Midwest 
four-cylinder  27-hp.  motors.  A  stand- 
ard chassis  of  the  Fifth  Avenue  type  is 
used,  but  the  double-deck  bus  will  weigh 
300  lb.  more  than  the  standard  Fifth 
Avenue  bus,  with  a  seating  capacity  of 
fifty-two  passengers.  Mayor  Frank 
Schwab,  members  of  the  City  Council 
snd  other  city  officials  rode  over  some 
of  the  proposed  routes  and  expressed 
themselves  as  being  favorably  im- 
pressed with  the  demonstration. 

Claim  Emergency  Exists 

The  petition  of  the  Buffalo  Central 
Labor  Council  and  Local  393  of  the 
Buffalo  Motor  Bus  Drivers'  Union  is 
unlike  the  three  others  which  have  been 
filed  with  the  municipal  authorities.  It 
is  based  on  the  allegation  that  an 
emergency  exists  in  Buffalo  for  motor 
bus  routes  in  view  of  the  fact  that  a 
strike  of  platform  employees  has  been 
in  effect  on  the  local  lines  of  the  Inter- 
national Railway  since  July  1,  1922. 
The  petition  recites  that  since  the 
strike  "a  very  large  number,  if  not  a 
majority,  of  the  people  of  the  city  of 
Buffalo  refuse  to  ride  upon  the  cars  of 
the  International  Railway,  therefore  an 
emergency  has  arisen  and  exists  and 
will  continue  for  an  indefinite  period  in 
the  future  with  reference  to  the  trans- 


portation facililifs  afforded  in  the  city." 
.'Vs  this  paper  goes  to  presH,  dis- 
patches from  Buffalo  state  that  Mayor 
Schwab  has  declared  that  an  emer- 
gency exists  and  in  consequence  haH 
authorized  the  operation  of  buses  on  all 
city  streets  until  the  street  railway 
service  of  the  International  Railway  is 
considered  to  be  adequate.  The  Council 
has    upheld    the    Mayor    in    this    action 


although  the  city  legal  department  ad- 
vised against  the  declaration. 

Thousands  of  passengers  are  l>eing 
carried  daily  by  iiide|>endeiit  buses  op- 
erating on  routes  all  over  the  city  and 
in  many  cases  paralleling  the  tracks  of 
the  International  Railway.  Terminals 
have  b«-en  established  at  downtown 
points,  and  it  is  reported  that  the 
bu.se8  are  doing  a  flourishing  buiUneas. 


](riti>li  |{iis  New.'^  Siiininari/cd 

Various  New   Regulations   .Vdopted   and    Proponed — Through   Ticket  Service 
Discontinued — Co-ordination  of  TranHport   .XgencieH  Advocated 


THE  Ix>ndon  County  Council  has 
decided  that  the  arrangement  en- 
tered into  in  Februar>',  1921,  with  the 
London  General  Omnibus  Company  for 
.service  to  and  from  the  inner  London 
tramway  termini  and  for  through  book- 
ings between  buses  and  tramcars  shall 
be  discontinued.  It  was  reported  that 
only  a  comparatively  small  number  of 
through  tickets  have  been  issued  in 
spite  of  the  reduced  fares. 

Sir  Henry  Maybury,  director  general 
of  roads.  Ministry  of  Transport,  as  a 
v/itness   before   the    Royal    Commission 


'Booth's  circus,"  traffic  scheme  used 
in  England 


on  London  Government,  stated  that 
during  the  last  two  years  the  traffic 
situation  in  London  had  very  much  im- 
proved by  the  increased  number  of 
buses,  tramcars,  and  trains  in  use.  The 
improvement  had  caused  him  to  modify 
his  view  in  regard  to  the  advisability  of 
establishing  a  traffic  board  for  London. 
He  now  favoretl  the  appointment  of  a 
London  traffic  committee  of  not  more 
than  fifteen  members  to  advise  and 
assist  the  Ministry  of  Transport  or 
such  other  department  as  might  take 
over  the  Ministry's  duties.  The  traffic 
area  dealt  with  should  be  that  within 
a  radius  of  twenty-five  miles  from 
Charing  Cross.  Sir  Henry  advocated 
co-ordination  of  all  passenger  transport 
agencies,  declaring  that  at  present, 
competing  services  resulted  in  loss  to 
all  parties. 

An  apparently  small  change  in  street 
traffic  regulation  but  one  capable  of 
reducing  delays  has  been  brought  into 
operation  in  Birmingham.     Judging  by 


observation  a  similar  rule  is  tacitly  ob 
f.erved  in  London,  though  one  does  not 
hear  anything  about  it.  The  Birming- 
ham order  provides  that  when  a  police- 
man stops  traffic  at  a  cross  street  the 
drivers  of  vehicles  should  divide  them- 
selves into  two  streams.  The  stream 
nearest  the  footpath  should  consist  of 
those  wishing  to  turn  to  the  left  at  the 
crossing,  while  the  other  stream  should 
be  of  those  wishing  (■  !  straight 

ahead.    The  former  •  not  wait 

for  the  release  signal  iiul  may  go  on, 
turning  to  the  left  and  joining  the 
.stream  of  the  cross  traffic.  In  .\ 
where  the  rule  of  the  road  for 
is  to  keep  to  the  right  instea.i  •■:  \,, 
the  left  as  in  Britain,  the  arrangement 
would,  of  course,  be  that  vehicles  wish- 
ing to  turn  to  the  right  at  a  crossing 
shoul4  place  themselves  nearest  the 
sidewalk  on  the  right  hand  of  the 
street.  Of  course,  there  is  no  expedit- 
ing for  those  that  wish  to  turn  to  the 
right  (in  Britain)  or  to  the  left  (in 
America). 

Nothing  can  help  the  case  much  ap- 
parently except  the  adoption,  where 
there  are  circus  crossings  of  the  old 
plan  of  "Booth's  circus,"  shown  in  an 
accompanying  sketch.  In  theory  it  is 
admirable,  but  the  circus  crossings  in 
London  ara  not  big  enough  for  it. 
Under  that  scheme  every  vehicle  on 
reaching  a  circus  crossing  would  turn  to 
the  left  and  go  around  the  circus  until 
it  reached  the  street  along  which  it 
had  to  proceed.  In  that  way  there 
would  be  no  hold-ups  of  traffic  at  all. 
Mr.  Booth,  a  highly  competent  enginc*r, 
died  a  year  or  two  ago  without  seeing 
his   scheme  adopted. 

The   County   Councils   A  •■   n   of 

England   have  adopted   i:  pro- 

posals which  will  form  im-  i..i-is  of 
evidence  to  be  presented  to  the  govern- 
ment's departmental  committee  which 
is  considering  the  control  of  passenger 
vehicles.  Briefly  the  proposals  an*: 
County  councils  should  control  the  lines 
of  route  and  stopping  places.  The 
parliamentary  and  police  committees 
are  requested  to  consider  where  county 
councils  shouM  be  empowered  to  deal 
with  overcrowding  and  behavior  of  pas- 
sengers. The  safety  and  accommoda- 
tion of  pasengers  would  be  most  appro- 
priately provided  for  by  a  central 
authority.  The  county  councils  should 
be  the  licensing  authorities,  thus  abol- 
ishing an  unncce.ssary  number  of 
smaller    bodies.      It   will    be    observed 


BUS 

TRANSPORTAITON 


Vol.2,  No.l 


from  these  claims  that  the  county 
councils  in  England  have  very  small 
powers  compared  with  those  of  town 
councils.  In  rural  areas  the  parish  and 
similar  units  are  still  strong. 


Buses  Win  in  Weehawken  Dispute 

In  a  recent  opinion  rendered  by  Vice- 
Chancellor  Backes,  the  bus  lines  which 
radiate  from  the  West  Shore  ferry  at 
Weehawken,  N.  J.,  have  won  a  victory 
over  the  Public  Service  Railway.  This 
opinion  upholds  the  right  of  the  town- 
ship of  Weehawken  to  prevent  the  erec- 
tion of  a  fence  by  the  railway,  which 
would  exclude  the  buses  from  collecting 
passengers  at  the  ferry.  The  litigation 
involved  a  plaza  60  ft.  wide  and  120 
ft.  long  in  front  of  the  ferry.  The 
Public  Service  has  a  right-of-way, 
granted  in  189.5  by  the  West  Shore 
Railroad,  to  run  its  cars  on  part  of  this 
area.  The  cars  were  formerly  run 
down  to  the  ferry,  but  about  eight 
years  ago  a  loop  was  built  south  of  the 
plaza,  where  the  cars  were  switched. 
In  the  meantime  the  buses  have  been 
using  the  space  for  parking.  Recently 
when  the  Public  Service  resumed  use. 
of  the  tracks  there  and  sought  to  fence 
the  tracks  the  tovraship  tore  down  the 
fence.  The  opinion  upholds  the  right  of 
the  township  to  regulate  its  traffic. 


Murrieta  Line  Established  in  1916 

The  article  which  appeared  in  the 
December  issue  of  Bus  Transportation 
on  page  665  under  the  caption  "War 
Declared  Against  Southern  California 
'Wildcat'  Lines"  is  declared  by  repre- 
sentatives of  the  Murrieta  Mineral  Hot 
Springs  Auto  Stage  Line  to  be  mis- 
leading and  erroneous  in  that  it  con- 
veys the  impression  that  the  Murrieta 
Hot  Springs  Stage  line  is  one  of  the 
'•wildcat  lines"  referred  to  in  the 
article. 

It  appear.s  that  the  litigation  insti- 
tuted by  the  Motor  Transit  Company 
against  the  Murrieta  Mineral  Hot 
Springs  Auto  Stage  line  is  entirely 
separate  from  the  action  taken  by  the 
Motor  Transit  Company  against  the 
"wildcat"  operators  mentioned  in  the 
article.  In  this  connection  on  behalf 
of  the  Murrieta  line  it  is  contended  that 
it  has  the  licenses  and  permission  re- 
quired by  law  and  is  fully  covered  by 
insurance  for  the  protection  of  pas- 
sengers. 

In  order  that  the  matter  may  be 
further  clarified  we  are  reprinting  a 
portion  of  the  article  referred  to  which 
clearly  explains  the  litigation  in  which 
the  Murrieta  line  is  involved  as  fol- 
lows: "In  its  complaint  the  Motor 
Transit  Company  alleges  that  the  Mur- 
rieta line  is  not  operating  within  its 
rights  in  transporting  passengers  from 
FuUerton  and  Anaheim  to  Los  Angeles 
and  in  extending  its  line  through 
Corona,  Placentia  and  Yorba. 

"The  owner  of  the  Murrieta  Stage 
Line  claims  the  right  to  carry  pas- 
sengers between  Los  Angeles  and  Mur- 
rieta Hot  Springs  by  right  of  a  priority 
grant  in  1916." 


Tabular  Presentation  of  Recent  Bus  Developments 


Company 


Route 


Address 
Incorporations 

Frankfort  Bus  and  Truck  Line  Co. .      Frankfort,  Ky 

Union  Motor  Stage  Terminal  Co... .     Cleveland,  Ohio 

Flouser  Motor  Bus  Co North  Liberty,  Ind >.■.•■.•■••■.-■■  k  * '/' '  "AL"-  *  * 

Buckeye  Transportation  Co Hamilton,  Ohio Cincinnati  to  Dayton,  Obio 

Clayton-Quincy   Motor  Bus  Co . .     Clayton,  111 

Indianapolis-Bloominffton  Omnibus 

and  Transfer  Co Indianapolia,  Ind 


Leonard  Dickinson 

.1.  R.  Tedrick 

Lewis  Kessler 

George  Zellers    

N'incent  De  Lalla 

\V.  E.  Coleman 

M.  L.  Isham 

John  Bieber 

International  Railway  Co 

Ernest  E.  Kniss 

Ralph  Robinson 

L.  A.  Bristol    

Charles  Gulden  &  Son 

Connecticut  Motor  Transport  Co. 

William  Miller    

E.  J.  Kleinsmith 


Erie  County  Bus  lines 

C.  P.  KoelUker 

D.  P.  Rhoney 

L.  A.  Gillett 

East  Peoria  Motor  Bus  Co.. 

J.  R.  Engel 

John  Twiffg 

Smith  &  Ramsay 

J.  B.  Enos 


Applications  Filed 

Owego,  N.  Y 


■  Millville,  N.  J. 


82  Ravine  Ave.,  Yonkers,  N.  Y.. 
Rio  Vista,  Cal 


Buffalo,  N.  Y.  (two  routes) . 


Jamestown,  N.  Y. .  . 

Durham,  Conn 

Ambler,  Pa 

New  London,  Conn. 
Erie,  Pa 


Owego    to    Binghamton,    N.    Y. 
Santa  Fe  Springs,  Calif. 

Bridgeton     to     Millville,     N.     J. 

Westwood   to   Engelwood,    N.   J. 
Yonkers 

Isleton  to  Rio  Visto,  Calif. 
Mariposa  to  Grass  Valley,  Calif. 
Delaware  Ave.  and    Bailey   Ave. 
Fort     Seward     to     Zenia,     Calif. 
Jamestown  (south  side) 
Middlftnwn    to    Durham,    Conn. 
AtiiMt-r  tn  N'orristown,  Pa. 
Middletdwn    to    Guilford,    Conn. 
Erie     to    West    Springfield,    Pa. 
Santa     Monica     to     Los     Flores, 
Calif. 


Erie.  Pa 

425  E.  24th  St..  Paterson,  N. 
Niagara  Falls,  N.  Y 


J.     Paterson.  N.  J; 


Permits  Granted 


L.  V.  &  F.  Giambastiani 

Robert  Albritton 

John  Carney 

W.  V.  Butler 

Walter  Yager    

Bassham  &  Brown 

F.  B.  Lester    

Lancaster  Transportation  Co. . 

H.  W.  Goer  &  Sons 

Conestosca  Transportation  Co.. 
Axel  Falkenstrom 


Centralia,  Wash.. 
Elizabeth.  N.  J.. 


Walkill,  N.  Y.. 


A.  J.  Maclntyre   

Warren  W.  Putnam 

Roswell  Weinrich 

Tony  Yavonne 

Gem  City  Motor  Bus  Co. 
A.  B.  Fletcher  Motor  Co. . 

G.  E.  Schrack  Co 

Claude  Walter 

Yellow  Line  Bus  Co. 


186  Brighton  Ave., 

N.J 

Billings.  Mont 

Buffalo,  N.  Y 

Selinsgrove,  Pa. .  . . 


Perth  Amboy, 


Peoria.  Ill 

Hannibal,  Mo.. 
Tulsa,  Okla.... 
Freeburfi,  Pa. .  . 
Oil  City,  Pa. .  . , 


John  P.  Lund  and  H.  Schon. 


Applications    Denied 

Wilmington,  Del 


Terre  Haute- Linton  Bus  Co 

Peebles  Corner  Bus  Co 

White  Transportation  Co 

Waller  and  Edmonson  Motor  Co. . . 

False  River  Line 

R.  M.  Barrow   

St.  Joseph-Atchison  Short  Line  Co. 

Charles  H.  Van  Riper 

L.  Dcrrenberger 

Dayton,    Hamilton    &   Cincinnati 

Rapid  Transit  Co 

Cincinnati  Motor  Bus  Transit  Co. 

M.  Wilson 

Northern  Motor  Bus  Syndicate  Co. 

C.  F.  Crews 

Sherwood  Motor  Co 

Mississippi  Transportation  Co 

Keller  &  Harding 

John  Tibbett 

Bunkolman  &  Son 

Owen  Pratt 

J.  H.  Barnard 

Appleton  Transportation  Co 


Lines  Started 

Terre  Haute,  Ind 

Cincinnati,  Ohio 

Huntington,  W.  Va. 


Beaumont,  Miss.. 
St.  Joseph,  Mo... 


Colusa  to  Grimes,  Calif. 

Peoria.  III. 
/  Uniontown,     Pa.,     to     Wheeling, 
\      W.  Va. 

Susanville  to  Klamath  Falls,  Calif. 

Weaverville     to     Peanut,      Calif. 


Inverness  to   Point  Reyes,  Calif. 
Tono  to  Centralia,  Wash. 
Linden    to    Berlant    Park,    N.    J. 
Cottonwood  to  Red  Bluff.  Calif. 
Sleadow   Vallev  to  Quincy.  Calif. 
French   Gulch  to  Carville.  Calif. 
Newburgh    to  Walkill.  N.  Y. 
Witmer  to  Ephrata,  Pa. 
Thompsons  to  Sego,  LHah 
Long    Park   to    Lancaster,    Pa. 

Metuchen    to    Plainfield,    N.    J. 

Aberdeen.  S.  D. 

Lockport,  N.  Y. 

Sunbury  to  Selinsgrove,   Pa. 

Catskili  to  Leeds,  N.  Y. 

Quincy  to  Mt.  Sterling.  III. 

Hannibal  to  Quincy,  III. 

Freeburg  to  Sunbury,  Pa. 
Clarion  to  Oil  City,  Pa. 


Chester,  Pa.,  to   Wilmington,  Del. 


Via  Coalmont 

Cincinnati,  Ohio 

Huntington  to  Charleston,  W.  Va. 

Oakwood    to    Clarksville,    Tenn. 

Port    Allen    to    New    Roads,    La. 

Hattiesburg  to  Avery.  Miss^ 

St.    Joseph    to   Atchison,    Kansas 

Kansas  <^ity  to  Harrisonville,  Mo. 

Orrville  to  Wooster,  Ohio 


Hamilton,  Ohio.  . . . 

Newark,  N.  J 

Minneapolis,  Minn. 


Cushing,  Okla. .  . 
Vicksburg,  Miss, 


Colorado  Motor  Way,  Inc Denver,  Colo. , 


Ricliniond  Rapid  Transit  Corp 

Boulevard  Transit  Co 

T.  H.  Dwight 

G.  W.  Lavno 

Red  Star  Bus  Co 

Chicago  &  Jolic't  Transportation  Co 
jllinois  Motor  Bus  Line  Co 


Mississippi  Transportation  Co. 

Boulevard  Transit  Co 

White  Transportation  Co 


Cincinnati  to  Oakley,  Ky. 
Cincinnati  to  Norwood,  Ohio 
New    Brunswick    to    Somerville. 
Minneapolis  to  St.  Cloud.  Minn. 
Willows  to  Groville.  Calif. 
Cushing  to  Bristow.  Okla. 
Vicksburg,   to  Jackson,   Miss. 
Toledo  to  Findlay.  Ohio 
Kingman  to  Cayuga,  Ind. 
Green    Bay   to    Manitowoc,    Wis. 
Mechanicsburg      to      Springfield. 
Fayette  to  Columbus,  La. 
Appleton  to  Kaukauna,  Wis. 
Denver  to  Greeley 
Denver  to  Canon  City 
Denver  to  Colorado  Springs 

Proposed  Lines 

Richmond.  Va Richmond,  Va. 

Omaha,  Neb. Sioux  City,  to  Lawton.  Iowa 

Middlctown.  N.  Y Middletown,  to  Cnester,  N.  Y. 

Crawfordsville,  Ind Decaturto  Pana,  111. 

Marietta  to  Cambridge,  Ohio 


Kingman,  Ind , 

Seymour,  Wis 

Mechanicsburg,  Ohio 

Fayette,  La.     

Appleton,  W'is 


Lockport  to  Statevillr.  111. 
AVest    Frankfort    to    Herrin, 
West  Frankfort  to  Du  Quoin, 
Jackson  to  McComh,  Miss. 
Jackson  to  Canton.  Miss. 
-,       .       VT  u  >  Sioux  City  to  Correct  ionville, 

Omaha.  Neb \  gj^^^  city  to  Moville.  ' 


III. 
III. 


Vicksburg,  Miss. 


J.  A.  Gray  to  Marcus  J.  Pete 

G.  &  W.  Stage  Co.  to  Motor  Transit 
Co 

W.  R.  Miles  to  Crabb,  Morgan  & 
Crnbb 


Chanacs  In  Ownership 


Omaha  to  Lincoln.  Neb. 


Palm  Springs  to  Whitewater,  Calif. 

Los     Angeles    to    Ciilmans,      Hot 
Springs,  Calif. 

Fresno  to  Del  Ray.  Calif. 


January, 1923 


BUS 

TRANSPORTAnON 


63 


Richiiioiid  Curporation 
Grantet!  Fraiu-liise 

Ordinance  I'a.sscd  l'rii\idin);  for  Two 
Iiu>  Koutt's  ill  Ufsidontial  Section — 
Kesull  of  Long  Campaign. 

AS  a  result  of  thi'  inilustrial  de- 
velopment and  consequent  ini-rease 
in  population  of  Richmond,  Va.,  within 
the  last  few  years  the  residential  dis- 
tricts grew  so  rapidly  that  the  trans- 
portation service  could  not  keep  pace 
with  its  expansion.  Residents  of  the 
outlying  districts  were  obliged  in  some 
instances  to  walk  long  distances  to  the 
nearest  street  railway  line,  in  spite  of 
the  fact  that  the  railway  service  was 
extended  in  an  effort  to  meet  the  needs 
of  the  public. 

Ford    touring   cars    and    other    small 
private  automobiles  attempted  to  fill  the 


an  arrangement  was  tinuUy  made  with 
the  city  for  the  passage  of  an  ordinance 
granting  a  bus  franchise  to  the  highest 
biilder. 

The  Richmond  Rapid  Transit  Cor- 
poration was  then  formed  and  in- 
corporated under  the  laws  of  the  State 
of  Virginia,  and  for  the  sum  of  $1  was 
granted  the  franchise  to  operate  upon 
the  streets  of  Richmond.  The  provi- 
sions of  the  ordinance  granting  this 
permit  include  the  payment  of  a  5  per 
cent  gross  receipt  tax  to  the  city  by 
the  corporation.  The  ordinance  desig- 
nates the  routes  over  which  the  buses 
will  operate,  as  shown  in  the  accom- 
panying map  of  the  city.  The  fare  is 
fixed  at  8  cents  or  four  tickets  for  30 
cents. 

The  two  routes  of  the  Richmond 
Rapid  Transit  Corporation  do  not  serve 
the    territory    already    covcrc<l    by    the 


the  Illinois  Commerce  Commission  for 
authority  to  operate  buses  between 
Lockport,  III.,  and  the  new  penitentiary 
at  Stateville. 


Proposed  routes  of  the  Richmond  Rapid  Transit  Corporation 


breach,  but  the  service  afforded  was  un- 
certain and  was  not  looked  upon  with 
favor  by  the  general  public.  Finally 
these  buses  were  barred  from  the  resi- 
dential section  and  obliged  to  confine 
their  operations  almost  wholly  to  the 
business  section.  This  left  a  great  area 
of  the  city  virtually  without  transporta- 
tion facilities. 

The  chief  credit  for  solving  this 
traffic  problem  belongs  to  Gilbert  K. 
Pollock,  a  well-known  attorney  and  life- 
long resident  of  Richmond.  Early  in 
1922  Mr.  Pollock  began  to  feel  the  pub- 
lic pulse  in  regard  to  the  establishment 
of  a  properly  equipped  and  unified  bus 
transportation  system.  At  first  the 
scheme  met  with  general  apathy  and 
with  some  active  opposition.  This 
undercurrent  of  feeling,  which  was  due 
probably  in  a  large  measure  to  the 
unsuccessful  jitney  experience  referred 
to,  Mr.  Pollock  undertook  to  overcome 
by  a  strenuous  publicity  campaign. 
Full-page  advertisements  were  inserted 
in  the  newspapers  pointing  out  the  ben- 
efits of  bus  transportation  and  appeal- 
ing for  public  support  in  securing  a 
franchise  from  the  City  Council.  Asso- 
ciated with  Mr.  Pollock  in  this  move- 
ment were  W.  H.  Warren  and  H.  V. 
Godbold. 

Owing  to  the  fact  that  neither  the 
state  nor  municipality  had  any  statutes 
governing  the  operation  of  buses  there 
were  many  legal  obstacles  to  overcome. 
It  was  only  after  a  long  campaign  that 


existing  street  railway  lines,  on  which 
the  fare  is  6  cents. 

The  ordinance  also  stipulates  that  the 
company  must  take  out  indemnity  insur- 
ance to  the  extent  of  at  least  $10,000 
per  vehicle  or  deposit  bonds,  the  cash 
value  of  which  shall  not  at  any  time  be 
less  than  $50,000.  The  corporation  is 
also  required  to  file  $10,000  in  bonds 
insuring  the  establishment  of  the  pro- 
posed service  within  ninety  days. 

Orders  have  been  placed  for  sixteen 
buses  of  twenty-five  passenger  capacity 
for  Route  1,  which  is  6  miles  in  its 
round-trip  length.  For  Route  No.  2  ten 
seventeen-passenger  buses  have  been 
purchased.  This  route  is  7  miles  long, 
including   round   trip. 

The  officers  of  the  corporation  are: 
President,  W.  H.  Warren ;  vice-presi- 
dent, Gilbert  K.  Pollock;  secretary,  J.  C. 
Moon;  treasurer,  O.  J.  Sands;  general 
counsel,  L.  C.  Williams. 

J.  A.  Baird  of  Hopewell,  Va.,  for 
many  years  identified  with  electric  rail- 
way transportation,  is  the  general  man- 
ager and  Eugene  H.  Meyer  is  the  con- 
sulting engineer  of  the  company. 


Railway  Creates  Subsidiary  Company 
to  Run  Huses. — The  Chicago  &  Joliet 
Transportation  Company,  a  subsidiary 
of  the  Chicago  &  Joliet  Electric  Rail- 
way, has  been  formed  for  the  purpose 
of  operating  buses  in  connection  with 
the  railway  service  of  the  parent  com- 
pany.    Application   has   been    made   to 


Increa.s«d  .Memphis  Operatiunfi 
Cau.se  Demand  for  Terminal 

The  eHtablishment  of  a  bus  terminal 
to  be  maintained  by  the  city  of  Mum- 
phis,  Tcnn.,  was  proposed  at  a  recent 
meeting  of  the  City  Commission.  The 
sit«  of  the  old  Rock  Island  freight 
depot  on  Front  Street  is  being  con- 
sidered as  a  possible  location.  Com- 
missioner Allen,  in  a  statement  favor- 
ing a  municipal  terminal,  said:  "I 
know  of  nothing  of  greater  benefit 
alike  to  the  businesa  interests  of  Mom- 
phis  and  the  people  of  the  surrounding 
territory  than  these  bus  lines.  But  if 
they  are  to  be  a  success  there  should 
be  some  central  point  from  which  all 
of  them  could  radiate." 

Bus  operations  in  and  around  Mem- 
phis have  largely  increased  during  the 
past  year  due  to  concrete  road  develop- 
ment, particularly  to  the  west  and 
south.  Service  has  been  established 
from  Memphis  to  many  Arkan.sas  and 
.Mississippi  cities. 


.Vnother  Company  .Vpplies  for 
Philadelphia  Franchise 

In  addition  to  the  propusal  of  the 
Philadelphia  Rural  Transit  Company  to 
operate  buses,  as  announced  in  the  De- 
cember issue  of  Bus  Tka.sstortation, 
a  similar  proposition  has  been  made  to 
the  city  by  the  Keystone  Transit  Com- 
pany. 

The  original  proposal  made  by  the 
i:ew  company  provided  for  an  8-cent 
fare  from  City  Hall  to  the  Boulevard, 
exchanging  northwardly  on  Broad 
Street  and  eastwardly  on  the  Boule- 
vard, as  well  as  cast  and  west  on  Dia- 
mond Street,  for  a  o-cent  extra  charge. 
The  original  plan  also  contained  an 
offer  to  pay  the  city  5  per  cent  of  the 
gross  earnings  of  the  line,  the  sum  to 
be  in  no  case  less  than  $10,000.  These 
conditions  were  amended  in  a  later  and 
revised  offer  in  which  the  Keystone 
company  offered  to  pay  a  3  per  cent 
gross  earnings  tax  with  a  guarantee  of 
$7,500,  and  to  retiuce  the  fare  on  the 
Boulevard  to  four  tickets  for  25  cents. 

Identified  with  the  latest  application 
are  the  following  Philadelphians:  Ed- 
win A.  Lee,  Burt  Tyson,  William  Lloyd 
and  H.  M.  Lee.  The  proposed  routes 
do  not  in  any  case  parallel  existing 
street  car  lines. 

Both  applications  are  in  the  hands 
of  the  Council  and  the  whole  matter  is 
in  abeyance  awaiting  action  by  the  city. 
Proposals  of  the  two  companies  will  be 
coiftidered  simultaneously,  it  is  be- 
lieved. The  Philadelphia  Rural  Tran- 
sit Company,  identified  with  Phila- 
delphia Rapid  Transit  interests,  pro- 
poses to  operate  two  routes  in  conjunc- 
tion with  the  lines  of  the  railway.  The 
P.  R.  T.  proposed  fare  on  the  Boulevard 
route  is  10  cents  and  on  the  German- 
town  line  7  cents,  with  a  .3  cent  addi- 
tional charge  for  transfer. 


54 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


Jai!  Sentence  for  Originator  of 
Coupon-Bus  Plan 

Previous  issues  of  Bus  Transporta- 
tion have  described  the  novel  scheme  of 
Charles  Bright,  the  Brooklyn,  N.  Y., 
newspaper  publisher,  who  operated 
buses  in  connection  vdth  his  newspaper 
enterprise  and  granted  transportation 
to  all  holders  of  coupons  clipped  from 
his  newspaper.  The  ambitious  plans  of 
Mr.  Bright  met  with  a  severe  setback 
on  Dec.  13  in  Supreme  Court  in  Brook- 
lyn when  he  was  sentenced  to  sei've 
fifteen  days  in  jail  and  pay  a  fine  of 
$250. 

The  sentence  was  the  result  of  the 
operation  of  buses  by  Mr.  Bright  after 
such  operation  had  been  enjoined  by 
the  Supreme  Court,  acting  on  the  com- 
plaint of  the  Nassau  Electric  Railway, 
which  claimed  the  bus  line  activities  of 
Mr.  Bright  and  other  operators  consti- 
tuted illegal  and  unfair  competition. 


The  proposed  route  of  the  bus  line 
would  be  in  competition  with  the  rail- 
road only  between  Fraser  and  Krem- 
ling,  and  as  snow  blockades,  land- 
slides and  other  impediments  have  been 
the  cause  of  uncertain  service  by  the 
railroad,  bus  transportation  was  de- 
cided by  the  commission  to  be  a  ne- 
cessity. It  was  brought  out  that  Mr. 
Carver's  buses  moved  the  traffic  last 
year  when  the  railroad  was  blockaded 
by  a  tunnel  cave-in. 


Washington  Railways  Win 
Bus  Line  Grant 

The  Public  Utilities  Commission  of 
the  District  of  Columbia  has  granted 
the  application  of  the  Washington  Rail- 
way &  Electric  Company  to  operate 
buses  between  Connecticut  and  Wis- 
consin Avenues  via  Woodley  Road,  in 
conjunction  with  the  Capital  Traction 
Company.  The  project  was  outlined  in 
considerable  detail  in  the  December 
issue  of  Bus  Transportation. 

The  fare  on  the  new  line  will  be  8 
cents  or  six  tokens  for  40  cents. 
Tokens  will  be  accepted  on  all  street 
railway  lines.  Transfers  between  the 
bus  lines  and  connecting  lines  of  the 
two  railways  will  be  issued  at  2  cents 
each,  provided  that  when  a  second 
transfer  is  required  for  a  continuous 
ride  it  shall  be  issued  without  charge. 

Answering  the  argument  of  Conrad 
H.  Syme,  who  appeared  in  opposition  as 
the  representative  of  the  Washington 
Rapid  Transit  Company,  the  commis- 
sion stated  that  there  was  no  doubt 
of  the  power  of  the  commission  to 
issue  a  bus  line  permit  to  a  railway. 


Winter  Bus  Service  Vindicated 
in  Colorado 

The  Colorado  Public  Utilities  Com- 
mission has  granted  to  W.  E.  Carver  a 
certificate  of  convenience  and  necessity 
to  operate  a  motor  bus  line  between 
Denver  and  Steamboat  Springs.  In 
'granting  the  certificate  the  commis- 
sioners ordered  that  monthly  reports 
be  submitted  to  it  showing  the  number 
of  days  the  bus  service  was  operated 
during  the  preceding  month.  The  ap- 
plication was  contested  by  the  Denver 
&  Salt  Lake  Railroad,  which  claimed 
that  there  was  not  enough  traffic  for 
both  bus  and  rail  lines;  that  the  bus 
service  could  be  maintained  only  dur- 
ing the  best  of  weather,  not  at  all  dur- 
ing the  heavy  snow  season,  and  that, 
inasmuch  as  the  railroad  must  operate 
every  day,  Mr.  Carver's  operation 
would  further  reduce  the  railroad's 
small  revenue. 


Pasadena  Votes  Down 
City  Bus  System 

At  the  special  election  held  on  Dec.  5 
at  Pasadena,  Calif.,  the  proposition  of 
bonding  the  city  for  $500,000  for  the 
purpose  of  financing  a  municipal  motor 
bus  system  was  defeated  by  a  decisive 
majority.  (See  page  664  of  the  De- 
cember issue  of  Bus  Transportation 
for  a  detailed  account  of  the  situation.) 
The  proposition  failed  by  800  votes  to 
secure  the  necessary  two-thirds  ma- 
jority. The  vote  was  Yes,  5,555;  No, 
3,930. 

The  result  of  the  election  automati- 
cally completes  the  contract  made  by 
the  Pacific  Electric  Railway  and  the 
Pasadena  motor  bus  ovmers,  by  which 
the  railway,  which  operates  the  local 
street  car  lines,  takes  over  and  op- 
erates all  the  motor  bus  lines  in  the 
city,  with  the  single  exception  of  the 
buses  of  one  North  Wolson  Avenue  op- 
erator, who  refused  to  sell  out  to  the 
railway. 

The  president  of  the  Chamber  of 
Commerce  asserts  that  the  defeat  of 
the  municipal  bus  proposition  is  still  a 
victory;  that  in  an  effort  to  bring  about 
satisfactory  transportation  in  Pasa- 
dena, the  Chamber  of  Commerce  will 
be  ready  to  aid  both  the  Pacific  Elec- 
tric Railway  and  the  city  directors. 

The  Federated  Improvement  Associa- 
tion, in  presenting  a  set  of  resolutions 
ta  the  Board  of  Directors  commenting 
on  the  election,  claims  that  the  issue 
would  have  cari-ied  had  the  fully 
registered  vote  been  cast.  The  resolu- 
tion also  urges  that  the  Board  of  Di- 
rectors call  another  election  for  voting 
bonds  for  a  municipal  bus  system  at  the 
earliest  date  allowed  by  law. 

D.  W.  Pontius,  vice-president  and 
general  manager  of  the  Pacific  Electric 
Railway,  in  commenting  on  the  results 
of  the  election,  said  in  part: 

"As  I  have  previously  stated,  the 
railway  company  stands  ready  to  carry 
out  its  promises,  which  are  to  rehabili- 
tate the  tracks,  increase  the  service  and 
establish  auxiliary  bus  lines,  so  that 
the  city  of  Pasadena  will  be  adequately 
served  with  transportation,  and  I  feel 
that  beyond  question  the  Board  of  Di- 
rectors will  now  give  the  railway  com- 
pany an  opportunity  to  do  this,  and,  in 
the  end,  Pasadena  as  a  whole  will  be 
satisfied  with  the  Pacific  Electric  local 
service." 

The  question  as  to  whether  the  per- 
mits of  the  independent  bus  operators 
can  be  transferred  to  the  Pacific  Elec- 
tric Railway  has  not  been  decided. 


.Tamestown  Railway  Gives 
Buses  a  Trial 

The  Jamestown  (N.  Y.)  Street  Rail- 
way has  been  asked  by  the  City  Coun- 
cil to  operate  trial  motor  bus  lines  in 
various  sections  of  the  city  as  an  ex- 
periment with  a  view  to  the  future  in- 
stallation of  several  feeder  bus  lines 
by  the  railway.  This  proposal  came 
about  through  the  application  of  Ralph 
H.  Robinson,  who  sought  permission 
from  the  Council  to  operate  a  bus  line 
on  the  south  side.  The  railway  did  not 
object  to  the  route  as  originally 
planned  and  even  offered  to  exchange 
transfers.  When  the  routes  of  the  pro- 
posed line  were  later  amended  so  that 
the  railway  tracks  were  paralleled  on 
various  streets  the  railway  protested. 

The  Council  held  that  a  united  bus 
and  railway  transpoi'tation  system  was 
preferable  to  several  competitive  units. 


Buses  Now  a  Part  of  Toledo 
Railway  System 

The  Community  Traction  Company, 
Toledo,  Ohio,  has  been  authorized  by 
the  City  Council  to  issue  $30,000  of  pre- 
ferred stock  for  the  purchase  of  four 
motor  buses,  which  will  be  placed  in 
immediate  service  as  an  extension  to 
the  Oak  Street  railway  line. 

If  this  extension  to  railway  service 
proves  satisfactory  it  is  expected  other 
bus  extensions  will  be  established. 

The  new  line  will  serve  a  community 
of  railroad  men  and  several  I'ailroads 
plan  to  co-operate  by  taking  off  labor 
trains,  which  have  in  the  past  trans- 
ported their  employees  to  and  from 
work.  The  .service  will  be  under  the 
control  of  the  City  Council,  which  has 
planned  for  the  erection  of  a  $10,000 
garage  for  housing  the  buses  in  the 
rear  of  the  Starr  Avenue  carhouse. 
Twenty-five  passenger  Garford  buses 
will  be  used,  according  to  Street  Rail- 
way Commissioner  Cann. 


Jersey  Commission  Decides  in 
Favor  of  Established  Lines 

What  is  regarded  as  an  official  outline 
of  the  policy  to  be  pursued  by  the  New 
Jersey  Board  of  Public  Utility  Commis- 
sioners in  respect  to  future  applications 
for  the  establishment  of  new  bus  routes 
in  competition  with  established  lines, 
was  handed  down  by  the  board  in  ap- 
proving the  recent  application  of  Boro 
Buses,  Inc.,  to  augment  its  service  be- 
tween Red  Bank  and  Sea  Bright,  N.  J., 
by  the   addition   of  another  motor  bus. 

At  the  same  time  the  Board  denied 
another  application  which  asked  per- 
mission to  establish  a  new  line  which 
could  cover  a  portion  of  the  route  now 
served  by  the  Boro  Buses.  In  denying 
this  application  the  opinion  of  the  board 
was  "that  more  efficient  and  economical 
service  could  be  rendered  by  a  unified 
system  of  operation  and  that  to  allow 
unnecessary  competition  on  a  route  on 
which  safe  and  adequate  service  is 
being  given  would  result  in  poor  sei-v- 
ice  to  the  public." 


January,  1923 

%  Financial 
^^      Section 

ConiiiK'iit  oil  (California 
Hrtiiriis 

State  Commission  Explaln.s  Some  of 
the  DifTu-iillii's  Kncounterfd  in  ()ht;iin- 
in^  Operalin^'   Data 

DrRlNU  the  latter  part  of  the  year 
11»21  the  Railroad  Commission  of 
California  issued  a  classification  account 
for  automotive  transportation  com- 
panies, known  as  Class  A;  that  is,  such 
companies  as  showed  a  gross  revenue 
of  120,000  or  more  during  the  calendar 
year. 

In  its  forthcoming  report  for  the 
year  ended  June  30,  1922,  the  commis- 
sion explains  that  a  considerable  num- 
ber of  these  companies  which  show  a 
reasonable  profit  on  their  annual  state- 
ments do  not  actually  earn  anywhere 
near  the  amount  shown,  as  in  a  number 
of  instances  the  owner  of  the  line  drives 
a  machine  himself  and  makes  no  charge 
for  his  services.  He  fails  to  charge  any 
amount  whatsoever  for  depreciation  or 
numerous  other  items  chargeable  to 
operating  costs.  Other  companies 
which  show  a  deficit  in  their  reports 
charge  to  operating  costs  the  purchase 
price  of  new  equipment  acquired  dur- 
ing the  year,  which  is  not  a  proper 
operating  charge,  and  which,  if  de- 
ducted, would  show  that  in  reality  the 
line  earned  a  profit  instead  of  being 
operated  at  a  loss.  Of  the  larger  com- 
panies reporting  to  the  commission 
very  few  show  even  a  reasonable  re- 
turn upon  the  capital   invested. 

The  B  &  H  Transportation  Company, 
operating  a  bus  street  car  service  in 
the  city  of  Long  Beach,  shows  a  net 
revenue  of  $7,563.  This  company  has 
an  investment  in  equipment  amounting 
to  $139,592,  with  additional  investment 
in  buildings,  materials,  supplies  and 
land  owned  totaling  in  excess  of  $200,- 
000,  from  which  it  would  appear  that 
it  is  receiving  only  about  4  per  cent 
return  upon  its  investment.  The  Crown 
Stage  Line,  operating  between  Los 
Angeles  and  Santa  Ana,  shows  a  net 
revenue  of  $19,849,  with  about  half  the 
investment  of  the  B  &  H  Transporta- 
tion Company. 

The  Motor  Transit  Company  of  Los 
Angeles,  the  largest  passenger  stage 
line  in  the  state,  reports  a  gross  reve- 
nue of  $1,568,133  and  operating  ex- 
penses of  $1,618,893,  or  a  deficit  of 
$50,759. 

The  California  Transit  Company,  the 
second  largest  passenger  stage  line,  re- 
ports a  gross  revenue  of  $834,295  and 
operating  expenses  amounting  to 
$827,726,  or  a  net  revenue  of  $6,568. 
The  investment  in  this  case  is  approxi- 
mately $700,000,  which  makes  the  re- 
turn less  than   1  per  cent. 

The  Pickwick  Stages,  Northern  Divi- 
sion, Inc.,  operating  between  Los 
Angeles,  San  Francisco  and  Portland, 
reports  gross  revenue  of  $338,847  and 


BUS 

TMNSHOHrATK>S 

total  operating  expenses  of  $330,005, 
or  a  net  revenue  of  $8,842  on  an  invest- 
ment of  approximately  $200,000,  or  a 
little  in  excess  of  4  per  cent. 

From  the  report.s  submitted  for  the 
year  ended  Dec.  31,  1921,  it  would  ap- 
pear that  few,  if  any,  of  the  automobile 
truck  lines  earned  even  a  reasonable 
return  upon  the  capital  invested.  The 
automobile  passenger  stage  lines  operat- 
ing to  Yoseniite  National  Park,  Mari- 
posa Big  Trees  and  Lake  Tahoe  district 
all  show  substantial  earnings,  while  the 
passenger  stage  lines  operating  in  the 
oil  field  districts  of  Kern  County  show 
a  considerable  falling  off  in  revenue  for 
the  year  1921  as  compared  with  the 
year  1920.  This  was  undoubtedly  due 
to  labor  conditions  in  the  oil  fields  dur- 
ing the  year  covered  by  the  report. 

The  commission  explains  that  with- 
out a  uniform  classification  it  is  ex- 
tremely difllcult  to  analyze  the  reports 
submitted  by  the  great  majority  of 
stage   linos,   particularly  the   numerous 


55 

small  companies  where  the  owner  alM 
drives  a  machine,  as  no  record  whatso- 
ever is  kept  of  the  fares  received  nor 
of  the  amounts)  expended  for  repairs, 
gas,  oil,  etc.  Furthermore,  each  indi- 
vidual operator  has  a  different  method 
of  computing  depreciation,  and  a  con- 
siderable num)H-r  fail  to  charge  any 
amount  whatsoever  to  this  item  .\ 
number  of  stage  operators 
engaged  in  other  bumnes*  int<! 
are  unable  to  segregate  the  n-vi-nuc 
and  expenses  of  their  public  utility 
busine.ts  from  the  revi-tiue  and  exprnaea 
of  their  private  intereHls. 


Cost  of  Bus  Operation  in  Akron 


The    acconi|)anyiii^'    'al '. 
cost  of  service  as  ren' 
in  Akron  on  a  5-cent  i 
of  October  and  since  opei 
on  March  19  last.     As  ha> 
told  in  the  columns  of  tl' 
service  by  the  Northern  ' ' 


Analysis  of  Cost  of  Operations  in  y\kron 

March  19  lu  OcIoImt  }I.  1922—     . Moi.' 


Revenue  poMionReni  At  5c. . 
Free  Iraiufer  piuMengers. . . 

Tolal  passonffcrs 

Hovcnuo  bus  mile*. . 
Otht-r  bus  niilcfl 


IV r         IVr     Per  (Vnl 
Hun        Hux  of 

AclunI        .Mill'       Hour      Tolal 
1,150,769 
346,361 


Total  bus  iiiilfs 

Ili'vcnuf  bus  houra  scfapduk-d. . 

(iaIlonK  of  KiU4r>Iinc  used 

.AvcraRi-  cost  per  Kallon,  centa. 

Grass  A*<irnin(;« 

PiiAsf-iiKcr  revenur* 

.'^pociiil  bus  revenue 


Operating  revenue 

OjHT'iliiifi  Erv^-nsts 
.  Conduct  inn  transportation 

Superintendence  (a) 

W'aKea  of  drivers  (a) 

License  fees  (n) 

CaraKC    and    shop    operatinK 

employees  («) 

Cleaning  and  washing  (tt) .    .  . 
Garage  and  shop  rent  (a).. . 
Garage  and  shop  supplies  and 
expenses  (a) 


1.497,130 

235,i«4 

12.479 

247. ''73 
27.887 
48.498 
27.06 


4  88  41  3 
1  48  12  4 

76  9 
23  1 

6  36  53  7 
1,44 

100  00 

94  91 

5.02 

1185  '.". 

too.  CO 

Actual 
382.819     ' 
121,801     I   i: 


6  32 


504.620 

60.046 

4.501 


J57,572  24  50 
91  78  50 


0  196  I  738 
5  303  46.900 
(Cental 


S2  062 
10  II 


99  98 
0  02 


84,547 
9.482 
16.045 
27  05 

iCrnul 

119.165  23  92 

91  78  50 


I  l«5 
0  190 
5   13 


I  *92 
43   40O 


12  022 

10   II 


14  ti 
5  52 


100  00 


99  53 
0  47 


S37.663  23.25     t2.065   100  00        119.256  22  80     12  0)0     ICO  00 


i492  0.198  $0,016   0  785 

16.598     6.690    0.594     26  442 

579     0  233     0.021       0  924 


i2l7     0  257  to  023 

5.564     6  590     0  586 

217     0  257     0  023 


I  062 

27   180 

1.0*2 


1.226 

5i» 


0.495 

»  222 


0.044 
0.020 


Total.  

II.  Power 

Fuel  (*i) 

Lubricants  in) 

Total  power. 

III.  Maintenance 

\*ehicle» — Cha.ssis  (ai 

Body  (<0 

Tires  (a). 

Garage  and  shop  equip,  (a). . 

Buildings  and  structural  (a). 


Tolal  maintenance 

IV.  Advertwing  (a) 

V.  General  and  miscellaneous 

.Salaries  and  expenses— general 

office  (r) 

Salaries  ami  expeiuefl — general 

office  clerks  (6) 

Generiil    office    supplies    and 

expi-n.''es  tli) 

I.aw  exiwiwe  (c) 

.Misc.  general  expeane  (b) 

Injuries     and     <laniages      (fr) 

texphwion  and  liability) .... 
Insurance    (tire,    theft,  bund, 

property,  damage)  (a) 

Fire  insurance  on  garage  and 

shop  (a> 

Stationery  and  printing  (6V  . . 

Total 

Depreciation  (</) 


71 

0.033 

}2o,3i>; 

tt 

209 

$0  728 

13.125 
653 

5 
0 

300 
263 

0  471 
0.023 

1.954 
0  883 


1.467 
32.453 


20  898 
I   041 


355 
200 


138 


0  420 
0.236 


0  037 
0.021 


I  753 
0  970 


6,691 


4,340 
267 


0  16) 

0.015 
0  705 

0.475 

7  923 

32  6K 

5  140 
0  316 

0  457 
0  028 

21  200 
1  305 

513.778     5.563  SO  494     21931        14.607     5  456     0  485       22  505 


57.876 

1.390 

3,478 

87 


3   175  10  282 

0  561     0  050 

1  400     0   125 
0  035     0  003 


12  550 

2  220 

5  540 

0  138 


52.899 
522 
617 
119 


3  438 
0  618 
0  731 

0   Ii3 


to  307 
0  055 
0  065 

0  OH 


14.  IM 

2  550 

3  015 

0  HI 


$12,831  5.171  to. 460  20  448 
$278  0  112  $0,010   0  448 


$3,909  4  634  t0.4l) 
t2S  0  033  to  003 


339 

0  136 

0.012 

0  540 

130 

0  154 

469 

0  189 

0  017 

0  748 

148 

0  175 

249 

101 

1.523 

0  100 
0  040 
0  615 

0  009 
0  003 
0  055 

0  398 
0  161 
2.«27 

'»4 

35 

484 

0  III 
0  041 
0  574 

3.355 

1  352 

0  120 

5  346 

1.156 

1  369 

417 

0  168 

0  015 

0  665 

138 

0  163 

77     0  0)1     0.003      0  12) 


$6.5)0     2  6)1  $0  234     10  406 
$8,970     3  620  $0,322     14  294 


$2.1^.     .    •--     •■  .■■ 
t3.a)4     3  585  10  320 


19  094 
0   1)7 


->  6)6 
724 

4*0 

172 
i   362 

5  6*0 

0  67) 


14  645 


Total  operating  expenses.. 
Net  revenue  for  operation. 
Deductions 
Taxes  (c)... 
Interest  (rf). . 


t62,754  25.306  12  248  100.000     S2C.454  24.218     2  157     100.00 


$S.09I      t.0.'>«  tO.ISS 


538     0.217     0.019 
2.870     1.160     0.10) 


II.IM     l.il»  to  "7 

182    0  215     0  0I« 
971     1.150    0  102 


Net  income #«.i9S     .»  i.^S  to  .ins  If.' 

Note — Letters  indicate  method  of  prorating  expenses  beiveen  railway  and  : 
charge;  (6)  proportion  on  l>asis  of  grtvw  earning*:  <<■)  art>ilrar\-  smoupi:  I'f. 
property  used.     (Figurra  in  italics  indicate  defi^i' 


rrH 

•A 


56 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


&  Light  Company  commenced  March  19 
on  the  Maple-West  Exchange  Street 
Exchange  Street  route.  On  Aug.  7  two 
other  lines  were  started,  namely,  the 
Arlington  extension  and  the  crosstown 
line.  On  Aug.  22  the  North  Howard 
Street  extension  was  opened.  In  Oc- 
tober three  more  routes  were  put  into 
service,  namely,  the  South  Maple 
Street  Viaduct  and  Fairlawn  routes  on 
Oct.  5,  13  and  18  respectively.  All  told 
more  than  10  miles  of  routes  are  now 
served  exclusively  by  the  bus.  The  fare 
on  each  route  is  5  cents  with  free  trans- 
fers to  and  from  the  trolley  car  routes. 

At  present  only  one  line  is  really 
paying,  that  is  the  Maple-West  Ex- 
change Street  route.  This  line  reaches 
the  downtown  district,  as  do  the  Via- 
duct and  South  Maple  Street  routes, 
which  also  give  evidence  of  soon  be- 
coming paying  lines.  It  is  also 
probable  that  the  North  Howard  Street 
route  will  in  time  become  a  paying 
proposition. 

The  Crosstown  line,  the  West  Market 
Street  extension  and  the  Arlington  ex- 
tension show  losses,  particularly  the 
crosstown  line,  where  the  transfer  busi- 
ness is  exceptionally  heavy.  In  fact, 
all  the  feeders  fail  to  earn  the  cost  of 
service. 

In  October  504,620  passengers  were 
carried  by  the  buses,  of  which  121,801 
were  transfer  passengers.  To  do  this 
84,547  miles  were  run  in  9,482  hours. 
Gross  earnings  amounted  to  24.06  cents 
per  mile  compared  to  21.76  cents,  ex- 
clusive of  depreciation,  for  operating 
expenses.  The  item  of  depreciation 
amounted  to  3.585  cents  per  mile. 


New  Buckeye  Company 
to  Issue  Stock 

The  Buckeye  Transportation  Com- 
pany, Hamilton,  Ohio,  proposing  to 
operate  a  bus  line  between  Cincinnati 
and  Dayton,  has  asked  the  State  Public 
Utilities  Commission  for  authority  to 
purchase  the  assets  of  the  unincor- 
porated company  by  the  same  name, 
now  carrying  on  the  business,  and  also 
made  application  to  issue  $20,000  in 
stock  to  take  over  the  present  equity 
of  the  owners.  The  new  company 
assumes  obligations  of  $57,908.  The 
old  company's  assets  were  given  as 
$77,936. 

♦ 

Bus  Lines  Important  Factor  in 
Wisconsin  Railway  System 

Among  the  railways  of  this  country, 
which  have  supplemented  their  electric 
service  with  motor  bus  lines,  the  Mil- 
waukee (Wis.)  Electric  Railway  & 
Light  Company  is  accorded  a  place  in 
the  front  rank. 

An  idea  of  the  extensive  part  played 
by  the  bus  in  the  Milwaukee  company's 
traffic  system  may  be  derived  from  the 
fact  that  during  the  first  nine  months 
of  the  present  year,  their  buses  trans- 
ported more  than  1,100,000  passengers 
and  operated  a  total  of  910,554  miles. 

On  Sept.  30,  1922,  this  company  had 
in  service  a  total  of  seventy  buses, 
eleven  of  which  operate  within  the  city 


of  Milwaukee;  four  are  leased  to  the 
Wisconsin  Gas  &  Electric  Company  for 
service  in  Kenosha,  and  the  remainder 
are  engaged  in  interurban  traffic. 
During  the  past  year,  the  interests  of 
the  principal  competitors  have  been  ab- 
sorbed and  substantially  all  of  the 
motor  bus  operations  in  the  Milwaukee 
district  are  carried  on  by  this  company. 

The  combined  motor  and  electric  sys- 
tems total  814  miles,  of  which  600  miles 
are  traversed  by  the  buses. 

The  bus  lines  extend  to  Fond  du  Lac 
on  the  north,  to  Madison  on  the  west 
and  to  Janesville,  Beloit  and  Lake 
Geneva  on  the  southwest.  Co-ordinating 
with  these  motor  lines  is  the  elec- 
tric system  extending  to  Sheboygan  on 
the  north,  to  Racine  and  Kenosha  on 
the  south,  to  Watertown  on  the  west 
and  East  Troy  and  Burlington  on  the 

southwest. 

» 

Fifth  Avenue  Company's 

$4,000,000  Offer 

Accepted 

The  offer  of  the  Fifth  Avenue  Bus 
Securities  Corporation,  New  York  City, 
to  purchase  for  $4,000,000  the  stock  of 
the  New  York  Transportation  Com- 
pany, amounting  to  103,574  shares,  held 
as  assets  of  the  bankrupt  Interborough 
Consolidated  Corporation,  has  been 
accepted  by  J.  R.  Sheffield,  trustee*  in 
bankruptcy  of  the  Interborough  cor- 
poration. The  original  offer  was  $31.50 
per  share  or  $3,262,581  and  was  raised 
to  the  accepted  figure  at  the  suggestion 
of  Judge  Mayer  of  the  Federal  District 
Court  with  the  approval  of  97  per  cent 
of  the  bondholders. 

The  Fifth  Avenue  Bus  Securities  Cor- 
poration is  a  successor  to  the  Fifth 
Avenue  Bus  Corporation,  the  formation 
of  which  was  discussed  in  some  detail 
in  the  December  issue. 


West  Virginia  Company  Increases 
Capital  Stock.— The  White  Transporta- 
tion Company,  which  has  operated  a 
bus  line  between  Huntington  and  Mil- 
ton, W.  Va.,  for  the  past  four  years, 
has  increased  its  capital  stock  from 
$50,000  common  stock  to  $100,000,  of 
which  $50,000  will  be  common  stock  and 
$50,000  8  per  cent  preferred.  This 
increase  will  enable  the  company  to 
make  the  necessary  purchases  of  new 
equipment  and  extension  of  bus  service 
from  Huntington  to  Charleston  as  soon 
as  the  highway  now  under  construction 
is  completed. 


Detroit  Company  Pays  Dividends 

The  Detroit  Motor  Bus  Company, 
Detroit,  Mich.,  on  Dec.  10  paid  a  25 
per  cent  stock  dividend  to  stockholders 
of  record  as  of  Nov.  28.  The  directors 
of  the  company  have  also  declared  the 
regular  quarterly  cash  dividend  of  2 
per  cent  and  an  extra  cash  dividend  of 
1  per  cent,  payable  on  Jan.  15,  1923,  to 
stockholders  of  record  as  of  Dec.  30. 


Railway  Centers  Bus  Interests  in  Sub- 
sidiary.— The  Pacific  Electric  Railway 
plans  to  center  all  its  bus  service  under 
the  control  of  the  Pacific  Electric  Land 
Company,  a  subsidiary  corporation,  and 
has  applied  to  the  California  State  Rail- 
road Commission  for  authority  to  trans- 
fer various  lines  to  the  land  company. 

Pickwick  Stages  Offers  $100,000  for 
Line. — The  Pickwick  Stages,  Inc.,  which 
has  recently  acquired  several  California 
motor  bus  lines,  will  add  to  its  system 
the  Santa  Ana-Los  Angeles  route  if  the 
State  Railroad  Commission  approves 
the  proposed  sale  of  this  line  by  the 
Crown  Auto  Stage  Company  to  the 
Pickwick  interests  for  $100,000.  It  is 
estimated  that  this  line  carries  more 
than   400,000   passengers   yearly. 


Motor  Vehicle  Tranportation 

By  Henry  C.'Spurr.  Published  by  Public 
Utility  Reports,  Inc.,  Rochester,  N.  Y.  696 
pages,  6x9  in.,  indexed  ;  cloth. 

The  law  of  motor  vehicle  common 
carriers,  as  it  has  been  put  into  prac- 
tice by  the  state  public  service  com- 
missions throughout  the  country,  is 
expounded  in  this  book.  There  are 
three  chapters,  the  first  taking  up  the 
contemporary  development  of  the  auto- 
mobile in  connection  with  the  existing 
theory  of  public  supervision;  the  second 
is  a  classified  review  of  the  general 
rules,  regulations  and  legislation  gov- 
erning rates,  operation  and  service; 
while  the  third  chapter,  which  makes 
up  nearly  three-quarters  of  the  whole 
book,  consists  of  state  commission  rul- 
ings, policies  and  regulations  as  applied 
in  actual  controversies,  all  arranged 
alphabetically  according  to  states. 

The  law  regulating  the  use  of  buses, 
trucks  and  other  motor  vehicles  used 
as  common  carriers,  is  constantly  being 
amplified  by  new  statutes  and  by  new 
decisions  of  the  commissions.  Many  of 
the  basic  policies  governing  the  regula- 
tion of  these  public  utilities  have 
already  been  settled,  however,  and  these 
are  given   in  great  detail  in  the  book. 

The  third  chapter  is  much  the  long- 
est, but  the  other  two  are  packed  with 
valuable  information.  It  is  unfortunate 
that  a  simpler  method  of  cross-refer- 
ences from  the  second  to  the  third 
chapter  was  not  used.  The  review  in 
the  second  chapter  contains  a  large 
number  of  footnotes,  referring  to 
sources,  but  in  order  to  use  them  it  is 
necessary  to  consult  a  list  at  the  back 
of  the  book  and  even  then  it  may  be 
necessary  to  refer  to  two  or  three  places 
in  the  third  chapter  before  one  can  find 
the  case  or  decision  wanted.  This  does 
not  in  the  end  interfere  greatly  with 
the  value  of  the  book,  although  it 
makes  it  harder  to  use. 

Anyone  interested  in  a  broad  view  of 
the  method  followed  in  regulating  motor 
vehicle  common  carriers  will  do  well  to 
secure  a  copy  of  this  book.  It  covers 
thoroughly  the  practice  in  the  various 
states,  and  also  throws  side  lights  on 
what  is  being  done  in  some  of  the 
cities. 


January,  1923 

Bus.     *^ 

Colorado  Hus  Lines  Declared 

Subject  to  State 

Commission 

The  Public  Utilities  Commission  of 
the  state  of  Colorado  in  a  recent 
decision  dechired  that  bus  lines,  operat- 
ing on  regular  schedules  in  competition 
with  railways,  are  public  utilities,  sub- 
ject to  the  rcKulation  of  the  commis- 
sion, and  they  therefore  must  take  out 
certificates  of  necessity  and  convenience 
before  they  may  operate  in  the  state. 

This  iTjIe  was  laid  down  in  the  case 
brought  by  the  Santa  Fe  and  the 
Denver  &  Rio  Grande  Western  Riiil- 
roads  against  the  Inter-City  Automo- 
bile Lines,  Inc.,  operating  between 
Denver  and  Colorado  Springs,  Pueblo 
and  Canon  City,  in  which  the  railroads 
charged  that  inasmuch  as  the  bus  line 
operates  in  competition  with  them,  it 
should  be  subject  to  regulation  by  the 
Utilities  Commission. 

To  this  complaint  the  Inter-City  com- 
pany filed  a  demurrer,  attacking  the 
jurisdiction  of  the  Utilities  Commission 
on  the  grounds  that  the  bus  line  is  not 
a  public  utility  and  therefore  not  sub- 
ject to  that  body's  regulation. 

In  pleading  their  cases  before  the 
commission,  attorneys  for  both  sides 
confined  their  arguments  to  the  public 
utilities  law  and  overlooked  a  law 
passed  in  1915,  three  days  after  the 
utilitie."!  law,  which  expressly  states 
that  automobile  lines  operating  in  com- 
petition with  railroads  are  public  utili- 
ties and  therefore  subject  to  state 
regulation.  As  a  matter  of  formality 
another  hearing  will  be  held  by  the 
commission,  at  which  time  the  case 
will  be  heard  on  its  merits  as  to 
whether  the  operations  of  the  bus  lines 
are  in  competition^  with  the  railroads 
or  not. 


New  York  Commission  Rules 
on  Priority  Rights 

The  New  York  State  Public  Service 
Commission,  in  denying  the  application 
of  Hibbard  &  Frost  for  a  certificate  of 
convenience  and  necessity  to  operate  a 
bus  line  between  Windsor  and  Bing- 
hamton,  X.  Y.,  held  that  the  opera- 
tion of  a  line  prior  to  the  enactment  of 
present  laws  does  not  give  the  owners 
any  legal  standing  unless  the  provisions 
of  the  existing  regulations  were  obeyed. 

The  applicants  based  their  right  to 
operate  upon  the  fact  that  they  had 
acquired  by  purchase  a  line  operated 
prior  to  the  enactment  of  the  law  re- 
quiring local  consents  and  state  certi- 
ficates. 

M.  E.  Atkinson,  operating  a  line 
paralleling  the  route  of  the  applicants 
and  holding  a  certificate  of  convenience 
and  necessity,  appeared  in  opposition 
to  the  application.  The  commission 
held  that  Mr.  Atkinson's  operations 
were  legal   and  valid,  and  that  traffic 


BUS 

TR\NSP0RTM10N 

between  the  points  designated  in  the 
application  was  not  suflicient  to  war- 
rant the  operation  of  more  than  one 
line.  The  opinion  further  stated  that 
"Failure  to  comply  with  the  law  con- 
stituted unlawful  operation.  That  the 
operation  in  its  inception  was  lawful 
does  not  in  itself  vest  any  prescriptive 
rights  in  applicants." 


57 

contending  that  the  transfer  of  the 
permits  was  illegal  on  the  ground  that 
no  permits  could  be  transferred  where 
the  bus  line  ran  parallel  with  trolley 
linex. 


Revision  of  California  .Motor 
Vehicle  Laws  Proposed 

On  Dec.  20  Governor-Klect  F.  W. 
Richardson  of  California  called  a  con- 
ference at  San  F'rancisco  in  anticipa- 
tion of  the  demand  which  it  had  been 
stated  would  be  made  for  an  amend- 
ment to  the  state's  motor  vehicle  laws. 

As  soon  as  the  session  had  opened 
Mr.  Richardson  declared  that  its  object 
was  to  draft  amendments  to  the  state 
vehicle  act,  which  would  assure  ade- 
quate maintenance  and  reconstruction 
of  the  present  roads  of  the  state  as 
needed.  He  declared  the  meeting  was 
non-political.  A  gasoline  tax  of  1  cent 
per  gallon  and  drastic  revision  of  the 
state  motor  vehicle  act  in  order  to  place 
a  heavier  tax  on  trucks  and  motor 
stage  buses  were  approved  at  the  con- 
ference by  automobile  men,  highway 
experts  and  public  officials.  Other  re- 
visions were:  Registration  fees  based 
on  car  weight  instead  of  horsepower; 
motor  vehicle  fees  to  be  devoted  solely 
to  reconstruction  and  maintenance  of 
roads;  motor  vehicles  operated  for  hire 
to  be  placed  under  the  jurisdiction  of 
the  railroad  commission  and  taxed  a 
percentage  of  their  gross  receipts; 
light  passenger  vehicles  to  pay  no  more 
than  at  present  and  possibly  less;  a  re- 
duction in  the  gross  weight  limit  of 
vehicles  and  loads  from  .30,000  to  22,000 
lb.  on  state  highways,  with  no  reference 
to  county  highways. 

The  conference  appointed  an  execu- 
tive committee  to  meet  in  Los  Angeles 
on  Dec.  27  and  28  to  draft  the  ap- 
proved measures  into  proposed  amend- 
ments to  the  vehicle  act  to  be  sub- 
mitted to  a  general  conference  to  be 
held  in  Los  Angeles  on  Jan.  2. 

The  conference  was  attended  by  rep- 
resentatives of  the  California  State 
Automobile  Association,  the  Automo- 
bile Club  of  Southern  California,  the 
Farm  Bureau  Federation,  the  State 
Association  of  Peace  Officers  and  the 
State  As.-iociation  of  Supervisors,  to- 
gether with  others  officials  and  promi- 
nent citizens. 


Jersey  Operators  .May 
Transfer  r».rmils 

The  New  Jer.sey  Public  Utility 
Commission  has  handed  down  a  decision 
permitting  bus  owners  to  sell  or  trans- 
fer their  permits  to  others  with  the 
approval  of  the  Boanl  of  Public  Works, 
even  if  the  buses  run  parallel  to  an 
electric  railway.  The  decision  was 
handed  down  in  the  case  of  two  resi- 
dents of  Paterson,  who  purchased  fran- 
chises from  former  ownei-s.  The  Pub- 
lic Service  Railway  appealed  the  case. 


Akron  (Jrdinam-i'  Di^couraKes 
Pari  Time  Operators 

An  ordinance  regulating  motor  bus 
ilu-rations  in  Akron,  Ohio,  hai  recently 
|a->i(l  the  City  Council,  which  framed 
this  measure  to  eliminate  fly-by-night 
operators  and  at  the  same  timo  give 
regular  bus  men  an  improve*]  field  for 
ojx'rations  while  aliio  prolevling  the 
public. 

For  insurance  purposes,  all  motor 
vehicles  operated  for  the  public  art- 
divided  into  three  classes.  CI«rs  A 
vehicles  include  those  carrying  from 
one  to  ten  passengers.  The  ordinatice 
provides  that  the  bus  owner  iihall  be 
liable  up  to  ?5,000  damages  for  any  one 
person  injured  in  an  accident  for  which 
the  driver  is  responsible,  while  a  total 
up  to  $11,000  shall  be  paid  under  the 
same  condition.';  if  two  or  more  per»oiix 
are  injured. 

Class  B  vehicles,  carrying  from 
eleven  to  twenty  passengers,  shall  carry 
insurance  up  to  $15,000,  $5,000  of 
which  is  to  be  paid  to  any  one  p<'r.ion 
injured  and  a  maximum  total  of  $1.'>,000 
to  all  persons  injured  in  case  of  lia- 
bility. 

Class  C  vehicles  shall  carry  a  maxi- 
mum insurance  of  $20,000  with  tho 
same  provisions  in  case  of  injury  as 
Class  B.  This  class  includes  all 
vehicles  carrying  more  than  twenty 
passengers. 

The  ordinance  provides  four  ways  by 
which  bus  owners  may  secure  insur- 
ance. 

The  first  method  is  through  an  in- 
demnity bond  either  by  individuals  or 
by  an   indemnity  company. 

The  second  is  through  liability  in- 
surance. The  third  through  the  pre- 
sentation of  evidence  that  the  owner  i.s 
the  holder  of  property  the  value  of 
which  is  at  least  150  per  cent  of  the 
maximum  insurance  required  on  his 
type  of  vehicle,  and  the  fourth,  which 
is  an  innovation,  is  through  participa- 
tion in  an  indemnity  fund  provided  by 
bus  operators. 

This  fourth  method  is  made  possible 
through  the  payment  of  $.35  a  quarter 
for  all  vehicles  in  Class  A;  $.'')0  a 
quarter  for  vehicles  in  Class  B  and  $»>5 
a  quarter  for  those  in  Class  C. 

These  funds  are  to  be  placed  in  the 
hands  of  a  trustee,  and  will  be  paid 
out  in  ease  of  accident  only  after  liti- 
gation or  through  private  settlement. 

The  trustee  is  to  be  appointed  by  the 
bus  and  jitney  men's  organization 
which  already  exists  but  which  will 
probably  be  reorganized  to  function  in 
accordance  with  the  new  legislation. 

According  to  the  new  regulation  the 
director  of  safety  is  privileged  to  routa 
and  sche<lule  buses  in  accordance  with 
the  demands  of  traffic. 

The  ordinance  was  written  in  co- 
operation with  the  bus  and  jitney  men's 
association. 


58 


BUS 

TRANSPORTATION 


Vol.2,  No.l 


Personal  % 


^ 


Notes 


The  Portland  stage  depot  was  opened 
on  Dec.  15,  1921.  The  daily  passenger 
turnover  approximates  1,000  people 
over  the  fifteen  lines  operating  from 
the  terminal. 


Ralph  W.  Sanborn  of 
Cleveland 

Prominent  Attorney  Identified  With 
Many  Bus  Organizations — Pioneer  in 
the  Industry — Active  in  Ohio  Legis- 
lation. 

RALPH  W.  SANBORN,  a  prominent 
-  attorney  of  Cleveland,  Ohio,  is  one 
of  a  group  of  men  who  are  taking  an 
exceptionally  active  interest  in  the  es- 
tablishment and  operation  of  bus  trans- 
portation lines.  He  is  a  member  of  the 
law  firm  of  Sanborn,  Rich  &  McConnell. 
with  offices  in  the  Hippodrome  Building. 
Some  time  ago  he  served  as  municipal 
judge  in  East  Cleveland,  one  of  the 
large  suburbs  of  Cleveland.     Mr.   San- 


Ralph  W.  Sanborn 

born  has  always  been,  active  in  civic 
matters  and  has  gained  the  confidence 
of  the  public  through  his  work  in  vari- 
ous directions. 

Mr.  Sanborn  is  secretary  and  treas- 
urer of  the  Cleveland-Akron  Bus  Com- 
pany, one  of  the  first  interurban  bus 
transportation  companies  organized  in 
Ohio.  He  is  also  secretary  of  the  Union 
Motor  Stage  Terminal  Company  which 
is  now  engaged  in  the  erection  of  a 
$200,000  union  terminal  building  in 
Cleveland.  In  addition  to  holding  these 
offices,  he  is  a  director  in  the  Florida 
Motor  Transportation  Company,  Miami, 
Fla.,  and  the  Red  Bus  Line,  Asheville, 
N.  C. 

As  an  attorney  deeply  interested  in 
the  bus  transportation  business  he  has 
naturally  taken  a  prominent  place  in 
associations  that  have  been  organized 
by  and  for  the  benefit  of  those  engaged 
in  the  business.  He  is  president  of  the 
Northern  Ohio  Motor  Stage  Owners' 
Association  and  member  of  the  board 
of  governors  and  chairman  of  the  pub- 


licity committee  of  the  Ohio  Motor  Bus 
Association.  Similar  connections  have 
been  made  by  him  with  other  organiza- 
tions devoted  to  the  bus  industry. 

Mr.  Sanborn  has  had  considerable  ex- 
perience in  legislative  matters  in  con- 
nection with  the  bus  business,  as  well 
as  other  lines,  and  this  has  led  to 
prominent  connection  with  organizations 
which  are  interested  in  commercial  haul- 
ing. He  is  chairman  of  the  legislative 
committee  of  the  National  Association 
of  Commercial  Haulers  and  chairman  of 
the  legislative  committee  and  general 
counsel  of  the  Ohio  Association  of 
Commercial  Haulers. 

He  is  very  sanguine  in  the  belief 
that  bus  transportation  has  a  great 
future.  So  far  as  it  has  been  developed, 
the  results  have  been  such  as  to  war- 
rant great  faith  in  the  possibilities  that 
may  be  reached,  and  Mr.  Sanborn's  in- 
terests, now  covering  a  wide  territory, 
are  gradually  growing  more  and  more 

extensive. 

♦ 

Prominent  Financier  Heads 
Fifth  Avenue  Corporation 

Grayson  M.-P.  Murphy,  president  of 
the  newly  incorporated  Fifth  Avenue 
Bus  Securities  Corporation,  the  forma- 
tion of  which  was  discussed  in  the  De- 
cember issue  of  Bus  Transportation, 
for  more  than  a  decade  has  been  a 
prominent  flgxire  in  New  York  financial 
circles. 

Although  Mr.  Murphy's  financial  in- 
terests are  extensive  and  varied,  it  is 
not  alone  in  the  realm  of  finance  that 
he  has  achieved  distinction.  As  com- 
missioner for  Europe  of  the  American 
Red  Cross  Society  in  France  in  1917 
and  later  as  a  lieutenant-colonel  in 
charge  of  operations  of  the  general 
staff,  42nd  Division,  A.  E.  P.,  he  estab- 
lished an  international  reputation  as  an 
administrator   and   military  leader. 

Mr.  Murphy  was  instrumental  in  the 
organization  of  the  Fifth  Avenue  Bus 
Corporation  in  his  capacity  of  chair- 
man of  the  protective  committee  of 
the  Interborough-Metropolitan  bond- 
holders. 


Mr.  Snead  Becomes  Manager 
of  Oregon  Terminal 

J.  L.  S.  Snead,  Portland,  Ore.,  is  the 
new  manager  of  the  Oregon  Auto  Stage 
Terminal  Company,  succeeding  P.  T. 
Randall,  resigned.  Mr.  Snead  has  been 
an  active  figure  in  motor  transporta- 
tion work  in  Oregon  for  several  years. 
He  is  at  present  secretary  of  the 
terminal  company,  as  well  as  president 
of  the  Irvington  Garage  &  Auto  Com- 
pany and  owner  of  the  Reliance-Mount 
Hood   stages. 


R. 


S.  Dimmick  Minnesota 
Head 


Mr.  Dimmick  Joined  Industry  Two 
Years  Ago — Today  Leader  in  Minne- 
sota Bus  Circles — Aims  of  Associa- 
tion Outlined. 

ONE  of  the  leaders  in  the  bus  trans- 
portation field  of  the  great  North- 
west is  Rodney  S.  Dimmick,  president 
of  the  Minnesota  Motor  Bus  Associa- 
tion. Mr.  Dimmick  is  actively  engaged 
in  the  industry  as  president  of  the 
Touring  Car  Bus  Company  and  vice- 
president  of  the  Jefferson  Highway 
Transportation  Company,  both  operat- 
ing out  of  Minneapolis,  Minn.  Only 
two  years  ago  Mr.  Dimmick  completed 
a  business  residence  of  nineteen  years 
in  Alaska.  His  perception  of  the  vast 
possibilities  of  motor  bus  trans- 
portation  as   a   supplement  to   railroad 


R.  S.  Dimmick 

ti'avel  was  probably  the  result  of  liv- 
ing for  nearly  two  decades  in  a  country 
where  travel  has  been  so  slow. 

Looking-  over  the  field  he  decided  that 
Rochester,  Minn.,  was  ripe  for  motor 
service  from  the  Twin  Cities.  Although 
scores  of  people  were  going  to  the 
surgical  and  medical  center  of  the 
Northwest,  they  had  to  take  a  round 
about  railroad  line,  thereby  losing  much 
time.  To  remedy  this  Mr.  Dimmick 
organized  the  Touring  Car  Bus  Com- 
pany and  put  on  two  Packard  cars.  To 
these  he  has  since  added  two.  The  run 
is  ninety-six  miles  each  way.  This  com- 
pany is  now  part  of  the  Jefferson  Com- 
pany, and  Mr.  Dimmick  is  interested  in 
both.  He  has  great  faith  in  the  motor 
bus  future  of  the  Northwest  and  is 
demonstrating  it  by  line  extension  as 
fast  as  possible. 

Mr.  Dimmick  is  president  of  a  motor 
bus  association  which  includes  lines 
that  cover  the  entire  state,  nine  of  which 
operate  out  of  the  Minneapolis  Union 
Station  and  eight  out  of  St.  Paul's  ter- 


January,  1923 


BUS 

TRANSPOHTATX)N 


59 


minal.  He  is  not  dismayed  by  the 
agitation  which  is  charged  to  the  rail- 
roads to  have  motor  bus  lines  put  on 
the  5  per  cent  gross  earnings  basis  and 
to  have  them  chartered  like  the  rail- 
roads. However,  Mr.  Dimmick  says  the 
association  is  not  out  for  any  particular 
legislation  and  does  not  intend  to  be 
active  at  the  St.  Paul  capitol  this  ses- 
sion of  the  Legislature,  but  wants  only 
what  is  right. 

"The  railroads  argue  that  they  are 
paying  a  gross  earnings  ta.\  and  that 
we  are  not  paying  anything.  As  a  mat- 
ter of  fact  they  have  a  lot  of  land 
grants,  which  help  them  out.  We  are 
carrying  farmers  to  their  doors  and 
picking  them  up  there  or  any  place 
along  the  road,  and  giving  them  more 
frequent  service  than  the  railroads," 
said  .Mr.  Dimmick. 

"It  is  argued  the  buses  are  tearing 
the  roads  to  pieces  and  we  are  not 
paying  any  more  to  the  state  for  per- 
mission to  operate  than  are  the  owners 
of  individual  cars.  We  don't  tear  up 
the  roads  as  much  as  the  smaller  cars. 
When  we  make  a  round  trip  to  Roches- 
ter how  many  touring  cars  go  over  the 
road  in  the  same  length  of  time?  The 
Minnesota  highway  commissioner  has 
publicly  stated  that  buses  are  quite 
necessary  on  many  lines." 

Mr.  Dimmick  does  not  oppose  the 
proposed  state  gasoline  ta.x  of  a  cent 
or  two  a  gallon.  It  will  provide  addi- 
tional revenue  and  under  the  provisions 
of  the  ta.x  everyone  coming  into  the 
state  will  contribute  to  the  maintenance 
of  the  roads.  He  does  not  believe  there 
would  be  serious  objection  to  the  pro- 
posal. Such  a  charge  would,  of  course, 
cost  the  bus  men  more  money,  but,  he 
said: 

"We  are  perfectly  willing  to  pay  any- 
thing just,  but  we  don't  want  to  be  put 
out  of  business." 


Owners'  Association,  and  has  much 
valuable  data  at  his  tinger  tips  regard- 
ing bus  operations  over  the  public 
highways. 

The  Michigan  Highway  Transporta- 
tion Association  has  taken  a  stand 
against  regulation  by  the  Public  Util- 
ities Commission  and  has  placed  a  reso- 
lution on  record  in  favor  of  suflicient 
automobile  ta.xes  to  provide  necessary 
money  for  the  highway  depiirtiiu-nt's 
needs,  but  expressed  doubt  about  the 
right  of  the  Public  Utilities  Commis- 
sion to  regulate  transportation  by 
trucks  or  buses.  In  lieu  of  such  reg- 
ulation, it  is  advocated  that  the  State 
require  a  bond  from  each  motor  bus  or 
truck  operating  on  the  highways  of  the 
State.  It  is  also  advocated  that  a  State 
law  be  passed  requiring  the  owners  of 
commercial  vehicles  to  carry  per.sonul 
liability  and  property  damage  insur- 
ance. 


Mr.  Moreton  Re-elected 

E.  Foster  Moreton  was  re-elected 
recently  to  the  presidency  of  the  Michi- 
gan Highway  Transpoitation  Associa- 
tion for  the  third  term.  Mr.  Moreton 
has  held  that  office  since  the  a.ssoci- 
ation  was  organized.  He  was  born  in 
Detroit,  Mich.,  Jan.  26,  1876,  and  has 
been  in  the  trucking  business  in  that 
city  all  his  life.  He  is  president  of  the 
Moreton  Trucking  Company,  having 
started  with  his  father,  and  acquired 
sole  interest  in  the  business  at  his 
father's  death. 

The  company  was  established  in  1871 
and  since  that  time  has  been  cartage 
agent  for  the  Detroit  &  Cleveland  Navi- 
gation Company.  It  also  has  been  ap- 
pointed cartage  agent  for  the  Pere  Mar- 
quette Railway  and  will  be  agent  for  the 
Pennsylvania  Railway,  with  the  opening 
of  the  new  terminal  of  that  system  of 
steam  lines,  in  Detroit. 

Mr.  Moreton  has  always  been  active 
in  association  work,  having  been  pres- 
ident of  the  Detroit  Transportation 
Association,  a  local  organization,  since 
its  formation.  He  is  also  first  vice- 
president  of  the  National  Team  &  Truck 


Mr.  Smith  to  Be  .Manuuer 

C.  Monroe  Smith  has  l>een  appuinte<l 
manager  in  charge  of  the  advertising 
sales  staff  and  business  departments  of 
Bus      Tka.nsportation      and      Electric 


C.  Monroe  Smith 

Railway  Jimrnal.  He  comes  to  his  new 
position  from  that  of  business  man- 
ager of  the  Commercial  Car  Journal, 
published  by  the  Chilton  Company  in 
Philadelphia.  Mr.  Smith  was  gradu- 
ated from  the  Wharton  School  of  Fi- 
nance and  Commerce,  University  of 
Pennsylvania,  in  1905.  For  si.x  years 
he  was  with  Manning,  Maxwell  & 
Moore,  Inc ,  selling  machine  tools  and 
brass  goods  to  the  passenger  car  and 
truck  manufacturers.  He  joined  the 
Chilton  Company,  later  becoming  the 
Eastern  manager  of  that  company's 
publications  and  recently  being  made 
business  manager  of  the  Cnnmurrial 
Car  Journal. 

Mr.  Howell  Heads  Civil  Engineers 

F.  D.  Howell,  vice-pre.sident  of  the 
Motor  Carriers'  Association,  and  assist- 
ant general  manager  Motor  Transit 
Company,  Los  Angeles,  Calif.,  on  Dec. 
13  was  elected  president  of  the  Los 
.Angeles  section  of  the  American  So- 
ciety of  Civil  Engineers. 


Gordon  Lee  Joins  Motor  Industry 

Gordon  Lee  has  tendered  his  rejiig- 
nation  as  chief  of  the  automotive 
division  of  the  Bureau  of  Forei^i 
and  Domestic  Commerce  in  order  to  ac- 
cept the  position  of  director  of  foreign 
.«ales  for  the  Velluw  Cab  Manufactur- 
ing Company,  Chicago,  111.  Mr.  Lee  en- 
tered upon  hi.s  new  dutiex  on  Jan.  1. 

Secretary  of  Commerce  Hoover  ex- 
pressed his  regret  over  lotting  Mr.  L*e 
but  stated  that  it  was  impoHiiible  for 
him  to  retain  men  in  the  government 
service  when  private  induKtrieit  are 
willing  to  pay  them  many  timed  the 
salary   he   is   able   to   offer. 

Mr.  Lee  came  to  the  department  more 
than  a  year  ago  for  the  Kpecific  purpose 
of  organizing  the  automotive  divlnion, 
having   been    selected   by   f  ■nl 

Automobile   Chamber   of  (  to 

develop  the  foreign  activitie.^  of  iht  au- 
tomotive industry'.  Upon  t'-ndering 
his    resignation    Mr.    Lee    •  ut 

that  the  field  of  automotivi  -af 

reached  .such  proportions  thai  it  U 
rapidly  becoming  one  of  the  country*! 
most  important  fields  of  endeavor. 

"I  am  taking  up  thi.s  new  work."  he 
said,  "because  I  firmly  beli.  -he 

greatest  developments  in   t.v  in 

the  automotive  industry  will  (.oiuc  in 
the  field  of  the  movement  of  gfiod«  and 
passengers  by  automotive  •  in 

the  form  of  taxicabs,  strei  ■  .rid 

intercity  types  of  freight  ar.  .  r- 

carrying  vehicles,  and  in  m..  vn 

as  allies  of  the  railroadii  and  street 
railway  companies.  Automotive  trans- 
portation is  an  international  institution 
necessary  to  modern  civilization.  Just  as 
the  steamboat,  the  locomotive,  and  the 
telegraph  were  the  vehicle,  that 
brought  about  the  world  ui  of 

the  nineteenth  century  so    .  mo- 

tive transportation  guide  the  iwttitieth 
century  and  speed  up  economic  develop- 
ment. 

"To  the  automotive  indu«tr\'  of 
America  has  fallen   the  le:,  ,nd 

the  direction  of  this  world. ■.  .  of 

transportation,  thus  placing  upon  lu 
an  obligation  of  education  and  service 
far  exceeding  the  continental  limiU  of 
the  United  States." 


A.  J.  Ruttenber  Dead 

A.  J.  Ruttenl>er.  .si-cretary-lreasurer 
and  general  manager  of  the  Jamestown- 
Fredonia  Transit  Company,  died  at  his 
home  in  Jamestown,  N.  V.,  on  Dec.  15 
after  an  illness  of  only  four  days. 
Early  in  1922  .Mr.  Ruttenber,  in  con- 
junction with  two  other  well  known 
Chautauqua  County  businc.xs  men, 
F.  P.  .Almy  and  Wilson  Price, 
established  the  Jamestown-Fredonia 
Transit  Company,  which  operates  be- 
tween Fredonia  and  Janientown.  This 
company  in  a  very  few  months  gained 
an  enviable  reputation  a.n  one  of  the 
most  progressive  and  succes.xful  inter- 
urban  lines  in  the  State.  No  small 
credit  for  the  success  of  the  company, 
both  as  a  public  utility  and  as  a  busi- 
ness enterprise,  is  due  to  the  untiring 
efforts  of  Mr.   Ruttenber. 


60 


BUS 

TMNSPORTATION 


Vol.2,  No.l 


Business  Information 


What  is  being 
bought  and  built. 
Latest  news  from 
the  factories  and 
the  field. 

i 


^..-^J^l 


Market  conditions 

affecting  the  bus 

industry. 

Price  changes  in 

important 

commodities. 


Tire  Prices  Advance 

Ten  to  Fifteen  per  Cent  Increase  An- 
nounced by  Leading  Companies — In- 
creased Production  in  1923  Predicted. 

THE  long  expected  general  advance 
in  tire  prices  was  announced  by  all 
the  larger  Akron  companies  with  two 
exceptions  on  Dec.  30.  The  price  in- 
creases range  from  10  to  15  per  cent. 
The  Goodyear  Tire  &  Rubber  Company 
and  the  Firestone  Tire  &  Rubber  Com- 
pany, which  did  not  make  announce- 
ments of  price  advances,  stated  that 
the  absence  of  definite  announcements 
by  them  was  not  to  be  interpreted  as 
indicating  that  their  prices  would  not 
advance. 

Definite  figures  were  not  available  in 
the  larger  sizes  at  the  beginning  of  the 
year  because  the  new  lists  had  not  been 
completed.  The  B.  F.  Goodrich  list  be- 
came effective  on  Jan.  1,  but  other  com- 
panies stated  their  new  prices  would 
become  effective  as  soon  as  printed  lists 
were  in  the  hands  of  their  dealers. 

Increasing  crude  rubber  and  fabric 
prices  made  the  increases  mandatory, 
officials  of  the  various  companies  stated 
in  announcing  the  advances.  The  price 
of  tires  dropped  more  than  45  per  cent 
from  the  peak  during  the  past  two  and 
one-half  years. 

Several  of  the  companies  outside  of 
Akron  advanced  their  prices  during 
December.  The  Kelly-Springfield  Com- 
pany announced  a  10  per  cent  increase 
on  Dec.  1.  The  Fisk  Company  followed 
a  few  days  later  with  a  10  to  12  J  per 
cent  advance,  but  eliminated  the  dealers' 
price  lists  and  established  a  larger 
margin  for  the  dealer.  The  Howe  Rub- 
ber Company  made  an  increase  of  10 
per  cent  on  casings  and  15  per  cent  on 
tubes  early  in  December  and  the 
Bergougnan  Rubber  Corporation  issued 
new  price  lists  showing  a  12J  cent  raise 
the  latter  part  of  November.  The 
United  States  Tire  Company  fell  into 
line  Jan.  2  with  a  10  to  12i  per  cent 
increase. 

The  Wall  Street  Journal  under  date 
of  Dec.  22  outlined  the  views  of  H.  S. 
Firestone,  president  of  the  Firestone 
Tire  &  Rubber  Company,  in  regard  to 
the  outlook  for  1923.  According  to  this 
article,  he  stated  that: 

"The  automobile  tire  industry  will  go 
into  new  year  with  a  surplus  of  5,000,- 
000  tires.  This  surplus  is  not  to  be 
regarded  as  serious  because  the  present 
is  a  sellers'  rather  than  a  buyers'  mar- 
ket, the  situation  of  a  year  ago  hav- 
ing been  completely  reversed.  Mr. 
Firestone  looks  to  the  original  equip- 
ment demand  from  automobile  manu- 
facturers as  an  outlet  for  any  surplus 
now  on  hand.     He  estimates  that  the 


first  quarter  of  1923  will  see  at  least 
500,000  automobiles  manufactured. 
While  these  figures  may  seem  high, 
other  conservative  authorities  in  Akron 
estimate  that  total  production  of  auto- 
mobiles in  1923  will  be  about  3,000,000. 
Mr.  Firestone  estimates  that  approxi- 
mately 45,000,000  tires  were  manufac- 
tured "in  1922,  35,000,000  during  the  first 
ten  months.  Total  consumption  for  the 
year  will  be  around  40,000,000." 


Smaller  Pneumatic  and  New  Solid 
Tires  on  Market 

Anticipating  the  trend  toward  a 
wider  use  of  the  motor  bus,  the  Fire- 
stone Tire  &  Rubber  Company,  Akron, 
Ohio,  is  now  placing  on  the  market 
truck-size  pneumatics  of  smaller  than 
usual  diameter,  also  specially  construc- 
ted solid  tires.  The  new  cords  run  in 
the  following  sizes:  30x5,  32x6,  34x7 
and  36x8.  These  smaller  diameters 
allow  a  reduction  in  bus  heights  of  2  in. 

Tlie  new  solid  tire  development  is  the 
Firestone  Maxi-Cushion,  designed  to 
meet  the  needs  of  bus  operators  who 
require  a  live,  resilent  solid  tire  rather 
than  a  pneumatic. 


Gasoline  Prices — ^Jan.  1,  1923 

Cents  Per  Gal. 

Tank  Service 

City  Wagon  Station 

Albany.  N.Y..  21  23 

Atlanta,  Ga,  19  21 

Boston,  Mass 22  24 

Chicago,  111 18  20 

Cincinnati,  Ohio  19  21 

Detroit,  Mich 19.4  21.4 

Fort  Worth,  Tex  ,  14  16 

Indianapolis,  Ind. .  18  8  20,8 

Jacksonville,  Fla  I?  19 

Kansas  Citv,  Mo. .  17.5  19.5 

Louisville,  Ky 19  21 

Memphis,  Tenn .  .  15.5  17.5 

Milwaukee,  Wis...  18.6  20.6 

Mobile,  Ala 16  18 

Newark,  N.J 21,5  22.5 

New  Haven,  Conn 22  24 

New  Orleans,  La , 16  18 

NewYork,  N.  y 22  24 

Oklahoma  City,  Okla 16  19 

Omaha, Neb 21.25  23.5 

Philadelphia,  Pa 21  24  a 

Pittsburgh,  Pa 21  24 

Richmond,  Va 21  23 

St.  Louis,  Mo 18.2  20.5 

St.  Paul,  Minn 21.5  23.5 

Salt  Lake  City,  Utah 20.5  22.5 

San  Francisco.  Cal 19  22 

Seattle.  Wa.sh 21  24 

Spokane,  Wash 24.5  27.5 

Washington,  D.  C 21  23 


Rolling  Stock 


PecrleBS  Stage  tines,  Oakland,  Calif.,  re- 
oonll.y  purchased  two  Fagcol  safety  coaches. 

California  Transit  Company,  Oakland. 
Calif,,  has  recently  purchased  two  Fageol 
safety  coaches. 

£aHterii  MaHHacluiHettH  Street  Railway 
has  arranged  for  the  purchase  of  three  2J- 
ton  Stewart  chassis  which  will  be  equipped 
with  Paterson  bodies. 

Walter  M.  Aldrlcli,  Norwich,  N.  Y..  liai 
added  to  his  equipment  a  twenty-two  pas- 
senger Fageol  coach  of  the  Intercity  type. 


Pacific  Electric  Railway  recently  pur- 
chased five  specially  designed  White  buses 
for  use  in  feeder  service  in  southern  Cali- 
fornia. 

The  Washington  Rapid  Transit  Company, 
Washington,  D.  C,  recently  purchased 
through  Fred  L.  Martin,  district  manager 
of  the  Fageol  Motors  Company,  a  Fageol 
parlor  car. 

De  Brynn  &  Hesselgrave  of  the  Belling- 
ham-Sumas  line,  Bellingham,  Wash.,  re- 
cently put  into  service  a  specially  con- 
structed eighteen-passenger  bus,  the  cost 
of  which  is  reported  to  have  been   $8,000. 

The  Ohio  Motor  Bus  Company,  Columbus, 
Ohio,  will  soon  install  on  the  Broad  Street 
Bryden  Road  line  fourteen  single-deck, 
thirty-passenger  buses,  built  by  the  Ameri- 
can Motor  Truck  Company,  Newark,  N.  J. 

Ben  Davis  Transit  Company,  which  oper- 
ates between  Indianapolis  and  Ben  Davis, 
Ind.,  lost  three  buses  in  a  recent  fire  which 
entirely  destroyed  the  company's  garage 
near  Indianapolis.  The  garage  will  be  re- 
built. 

The  Northern  Motor  Bus  Syndicate,  1311 
Harmon  Place,  Minneapolis,  Minn.,  has  re- 
cently purchased  two  Fageol  Intercity 
safety  coaches.  They  are  operated  over 
the  Minneapolis-St.  Cloud  route,  a  distance 
of    68    miles. 

G.  W.  Bruce,  College  Park,  Ga.,  recently 
purchased  a  slxteen-passenger  bus  from  the 
Atlanta  branch  of  the  Republic  Motor  Truck 
Company.  The  body  of  the  bus  is  the 
char-a-banc  type  and  is  mounted  upon  a 
Rapid  Transit  cliassis. 

The  Tri-City  Transportation  Company, 
operating  the  Neenah-Menasha-Appleton, 
Wis.,  bus  line,  recently  added  to  its  equip- 
ment a  twenty-passenger  bus  and  is  con- 
templating the  purchase  of  another  bus  of 
tlie  same  capacity  in  the  near  future. 

Michigan  United  Railways  has  had  con- 
structed a  new  bus  mounted  upon  a  spe- 
cially designed  Reo  Speed  Wagon  chassis. 
Tlie  bus  will  be  used  to  supplement  the 
street  car  service  in  one  of  Lansing's  out- 
lying districts. 

S.  W.  Kni^lit.  Portland,  Ore.,  operating 
the  Dunthorpe-Rivera  line,  has  added  a 
specially  constructed  thirteen-passenger  bus 
to  his  equipment.  The  body  was  designed 
and  built  by  Hal  De  Waide  of  Portland 
and  \r.  mounted  ur>on  a  Reo  Speed  Wagon 
chassis  extended  70   in. 

Newburgh  (X.  Y.)  Public  Service  Corpora- 
tion, a  subsidiary  of  tlie  Orange  County 
Traction  Company,  has  placed  an  order 
with  the  Fifth  Avenue  Coach  Company, 
New  York  City,  for  seven  double-deck 
buses.  This  type  of  coach  has  been  in  use 
on  the  Newburgh  Company's  lines  for  sev- 
eral months. 


Business  Notes 


v.  C.  Bowman,  chief  engineer  of  the 
Standard  Motor  'Truck  Company.  Detroit. 
i\lich.,  has  been  appointed  vice-chairman  of 
the  Frames  Division  of  the  Society  of  Auto- 
motive Engineers.  Mr.  Bowman  has  been 
serving  on  the  frames  division  during  the 
past  year. 

The    Firestone    Tire    &    Rubber    Company 

announces  the  removal  of  the  Toledo,  Ohio, 
jobbing  branch  to  larger  quarters  at  Spiel- 
bush  and  Michigan  Avenues  in  that  city, 
and  the  establishment  of  warehouse  dis- 
tributing points  in  Lima,  Ohio,  and  Fort 
Wayne,   Ind. 

The  Paterson  Vehicle  Company,  Pater- 
son, N.  J„  has  made  plans  for  the  con- 
struction, in  the  near  futiu-e,  of  a  70  x  200- 
ft.  two-story  addition  to  its  bus  body  plant. 
The  present  shop  is  inadequate  to  take  care 
of  the  business  already  contracted  for.  'The 
company  has  also  recently  built  an  exten- 
sion to  its  forge  and  bl.acksmith  shop. 


Advertising  Literature 


The  General  Tire  News,  house  organ  of 
the  General  Tire  &  Rubber  Company, 
.\kron,  Ohio,  devoted  the  entire  October 
number  to  a  discu.ssion  of  bus  tires,  illus- 
trated with  pictures  of  buses  from  all  over 
the  country,  equipped  \vith  General  tires. 

Hyatt  Roller  Bearing  Compan.v,  Detroit, 
Mich.,  has  just  issued  Bulletin  No.  1204 
concerning  principally  the  new  series  Hyatt 
roller  bearing.  Fundamental  data  regard- 
ing sizes  and  load-carrying  ability  are  pre- 
sented for  both  the  new  series  and  small 
roller  series  bearin.gs.  Supplemental  bul- 
letins covering  specific  applications  of  Hyatt 
bearings  to  axles,  transmissions,  etc.,  will 
be  compiled  soon. 


Niw  Yurk,  Fcbruaiy,  I'm 


Shop  Operations  (or  Doii])l(^-D( ckc^rs 

New  York  City  Line  Runs  <in  Kive-C'ent  Fare — C'(ist-('uttinj,'  hink>  Inrlude 
Trimmer  for  Solid  Tires — TravelinK  Shop  Developed  for  Emer- 
gency Service — New  ()ne->Ian  Body  on  Trial 


KEEPING  5-ton  trucks  running 
in  bus  service  is  some  job.  If 
you  don't  believe  so,  try  and 
do  it,  or  better,  ask  the  Concourse 
Bus  Line,  Inc.,  which  seems  to  he 
petting  away  with  the  job  in  New 
York  City.  This  is  just  what  one  of 
the  editors  of  Bus  Transportation 
has  done,  and  the  experiences  set 
down  here  were  Kiven  to  him  for  the 
benefit  of  ail  good  and  true  bus 
operators. 

First  let  us  take  a  look  at  the  route 
and  equipment,  which  represent,  it 
is  believed,  the  only  5-cent  line  in  the 
world  operating  double-deck  buses. 
At  present  a  flat  5-cent  fare  is 
charged,  from  anywhere  to  anywhere 
on  either  of  the  two  routes  covered 
by  the  Concourse  buses.  So  far  as  is 
known  the  claim  for  the  world's 
championship  is  good.  If  there  is 
another  such  line  or  bus  system,  here 
and  now  it  is  invited  to  stand  up  and 
make  known  the  fact  of  its  existence. 

Under  the  supervision  of  the  City 
Department  of  Plant  and  Structures, 
the  Concourse  line  ()i)erates  twenty 
double-deckers,  each  of  fifty-pas- 
senger capacity.  Of  these  fourteen 
are  Diamond-T's  and  six  are  Pack- 
ards.  Standard  .5-ton  truck  chassis 
are  used,  with  minor  modifications 
the  company  has  made  to  meet  the 
unusually  severe  service.  The  bodies 
are  substantially  built  and  one  of 
them,  which  is  described  later  in 
this  article,  has  recently  been  re- 
modeled for  one-man  operation. 

Two  routes  are  worked,  totaling  10 
miles  of  streets,  both  for  the  greater 
part  of  their  length  along  the  Grand 
Concourse,  a  wide  boulevard  leading 
through  a  newly  built-up  district  to 
Mosholu  Parkway,  near  the  northern 
boundary  of  the  city.  Downtown 
one  route  starts  at  Fifth  Avenue  and 
110th  Street,  the  northeast  corner 
of  Central  Pai-k.  and  the  other, 
known  as  the   Huh  Rr.ute.  at   Third 


Diiiihh-dcck  body  an  remodeled  lor  oiie-maii  operntiini.      Horn  ctirrirn  dnirr'n 
iDDioiniccmetitu,  and  perixcope  gives  n'cic  of  top  deck 


Avenue  and  149th  Street,  where 
trolley,  elevated  and  subway  lines 
from  lower  New  York  come  together. 

The  Concourse  is  lined  with  huge 
apartment  houses,  which  in  the 
summer  months  supply  a  daily  busi- 
ness of  about  40,000  passengers. 
Traflic  is  growing  rapidly,  and  the 
possibilities  for  the  future  are  shown 
by  the  fact  that  last  year  some  two 
hundred  millions  of  dollai-s  were 
spent  for  new  buildings  along  the 
Concourse.  Operating  conditions 
also  are  likely  to  improve  since  the 
use  of  the  central  part  of  the  Con- 
course is  to  be  permitted.  This  is 
asphalted,  whereas  the  side  lanes 
used  previously  were  macadam. 

Most  of  the  highway  covered  is 
.'traight  and  level,  but  life  is  made 
interesting  for  the  bus  operators,  and 
also,  and   particularly,  for  the  shop 


mechanics,  by  a  few  stretches  where 
good-sized  hills,  sharp  turns,  and 
rough  pavements  are  found,  each  one 
separately  or  all  together.  The  main 
features  of  the  heaviest  city  traffic, 
as  pick-ups  at  every  corner,  frequent 
stops  before  the  up-raised  hand  of 
the  law,  and  a  rush  of  business  in 
good  weather,  are  al.so  present  in 
full  degree. 

Home  of  the  Concourse  Buses 

When  the  line  was  first  opened  in 
.July,  1921,  a  building  designed  to 
service  motor  trucks  was  taken  over 
and  fitted  up  to  serve  as  •  place 
where  the  Concourse  double-deckers 
could  be  fed,  cleaned,  sheltered,  and 
if  need  be,  doctored.  The  shelter  is 
a  one-story  brick  structure,  200x200 
ft.  in  size,  and  located  directly  on 
the  route.     It  was  necessar>-  to  lower 


«2 


BUS 

TIVVNSPORTATION 


Vol.2,  No.2 


Concourse  charging  stand,  capacity  twenty  6-volt  batteries. 
At  left  is  shouni  portable  lamp  and  long  cable. 


Blacksmith  shop  in  corner  of  Concourse  building, 
with  forge,  anvil  and  bench  equipment 


the  floor  3  ft.  and  at  the  same  time 
the  roof  was  mounted  on  24-in. 
I-beams,  running  the  full  width  of  the 
building.  With  these  as  supports, 
only  one  row  of  columns  is  needed, 
leaving  plenty  of  room  to  drive  the 
buses.  Gasoline  is  stored  in  five 
underground  tanks,  each  of  1,000  gal 
capacity.  Lubricant  is  kept  in  iron 
drums.  Supplies  of  all  kinds,  and 
this  includes  repair  parts,  are  stored 
only  in  moderate  quantities,  on  ac- 
count of  the  quickness  with  which 
they  can  be  secured.  All  the  impor- 
tant units,  as  engines,  transmission, 
rear  ends,  are  stocked,  however,  for 
both  types  of  chassis. 

Composition  of  Shop  Force 

From  fifteen  to  twenty  men  are 
employed  in  the  shop,  the  larger 
number  in  the  summer  rush  sea.son. 
These  are  divided  about  equally 
between  day  and  night  forces.  The 
latter  consists  mostly  of  cleaners. 
The  mechanics  are  paid  from  $35  to 
.$50  for  a  six-day  week,  and  this  pay 
covers  also  an  extra  half  day  each 
week  when  they  are  held  in  reserve. 
In  addition  to  specialists  on  engine 
and  chassis  repairs,  blacksmiths  and 
body  builders  are  included  in  the 
shop  force. 

While  no  set  program  is  followed 
for  the  overhaul  of  the  buses,  they 
are  inspected  carefully  each  day,  and 
adjustments  or  replacements  made 
whenever  required.  This  practice  is 
considered  more  effective  than  stated 
overhauls  based  upon  mileage  or  time 
operated,  since  each  bus  does  differ- 
ent work  and  should  receive  individ- 
ual treatment  to  keep  it  in  condition. 
The  Concourse  records  indicate  that 
the  buses  do  between  3  and  3.5  miles 


to  the  gallon  of  gasoline,  not  a  bad 
lerformance  considering  all  the  con- 
ditions, and  that  no  special  fuel- 
.-aving  devices  are  used. 

Drivers  are  forbidden  to  make 
changes  or  adjustments  in  any  part 
of  the  bus  mechanism.  They  are 
rarticularly  warned  against  touching 
the  carburetor,  ignition  or  braking 
systems.  In  winter,  however,  they 
must  carry  pliers,  so  that  water  in 
the  cooling  system  can  be  drained  if 
the  engine  is  stopped  for  any  length 
of  time. 

Emergency  service  on  the  road  is 
provided  by  two  vehicles,  a  1-ton 
Ford  truck  and  a  2-ton  Rainier  truck 
with  slat-side  body.  The  Ford  body 
was  made  in  the  Concourse  shops. 
From  a  distance  this  looks  like  an 
express-type  body,  with  posts,  top 
:nd  curtains.  Really  it  has  a  double 
floor,  the  upper  one  built  across  the 
top  of  the  body  sides.  The  space 
underneath  contains  drawers  used 
for  storage  of  small  parts,  while  the 
tailgate,  to  which  is  attached  a  vise, 
can  be  used  for  a  workbench.  In  the 
illustration  the  tailgate  is  shown 
opened,  with  iron  rods  supporting  it 
at  the  I'ear  end. 

Shop  Tools  and  Equipment 

The  type  of  work  carried  on  in  the 
Concourse  shops  is  shown  by  the 
equipment  in  use.  This  includes  a 
G.  E.  Tungar  charging  outfit  with 
capacity  for  twenty  6-volt  batteries, 
portable-type  lamp  clusters,  engine 
stands,  small  electric  drills  and  valve 
grinders,  two  portable  cranes  for 
lifting  heavy  units  from  the  chassis, 
blacksmith's  forge  and  anvil,  and  the 
usual  benches  and  vises  for  hand 
work. 


According  to  the  Concourse  com- 
pany, the  life  of  the  solid  tires  used 
on  its  buses  is  practically  doubled  by- 
the  use  of  a  trimmer  designed  to 
pare  off  rear  tires.  This  device, 
which  is  here  illustrated,  consists  of 
a  cutter  mounted  on  a  heavy  wooden . 
stand,  -with  two- slides  controlled  by 
handwheels.  One  wheel  moves  the^ 
cutter  acro.ss  the  face  of  the  tire,  and 
the  other  controls  the  depth  of  rub- 
ber taken  off.-  By  the  use  of  this 
trimmer  the  tire  is  kept  smooth  until 
it  is  worn  down  to  the  limit,  which 
.■^efms  to  be  almost  to  the  steel  rim. 
The  rear  tires  thus  treated  give  well 
over  15,000  miles  of  service. 

Changes  in  Rolling.  Stock 

As  mentioned  pi-eviously  in  this 
article,  a  number  of  changes  in  the 
original  buses  have  been  made  as  a 
result  of  the  one  and  a  half  years  of 
operating  experience.  Vacuum  tanks 
and  governors  have  been  removed, 
steel  wheels  have  replaced  the 
cushion  type  -on  the  rear,  and  light- 
ing batteries  are  used  instead  of 
genei'ators. 

The  vacuum  tanks  were  removed 
and  gravity  feed  installed,  after  the 
connections  to  manifolds  had  given 
continual  trouble  by  plugging  up  and 
bi'eaking  the  joints.  The  cause 
seemed  to  be  a  dark  crystalline  sub- 
stance which  was  lodged  in  the  con- 
nections. Chemical  analysis  showed 
that  the  fuel  contained  only  the 
normal  amount,  or  traces,  of  sulphur, 
but  it  was  thought  this  might  have 
been  sufficient  to  make  trouble,  be- 
cause of  the  severe  operating  condi- 
tions. 

A  few  cushion  wheels  are  still 
used  in  fi'ont,  but  those  on  the  rear 


February, 192:? 


his 

1RVSSH«,)H1AIK)S 


63 


No.  2  emeiyeiicj)  ivii()OH.     Side  drawers  slioirn  open, 
and  tailgate  di)iiii  to  Kerre  an  ii'orlxlieiich 


DeiHce  for   trimniiiiy    rough   MpotH  on  nolid  rear   lire». 
Handirheelx  mure  ruttrr  in  tiro  dirrrlioim 


have  been  replaced  by  steel  wheels. 
With  the  old  equipment  trouble  was 
experienced  with  wheel  bearinps, 
after  overheatinK  had  turned  the 
grease  to  the  consistency  of  a  fluid. 
The  cause,  it  is  thouRht,  was  the 
closely  spaced  spokes  on  the  cushion 
wheels,  which  interfered  with  air 
circulation,  and  thus  forced  the  in- 
tense heat  generated  in  the  brake 
drums  into  the  bearings. 

Brake  linings  are  replaced  ever\- 
3,000  or  3.500  miles,  the  stitched  and 
lapped  type  being  used.  Tests  are 
now  being  conducted  to  determine 
the  life  of  brake  drums  with  hard 
and  with  soft  linings.  Hard  linings 
wear  out  the  pressed  steel  drums 
rapidly;  in  fact,  the  drums  become 
so  filled  with  ridges  as  to  interfere 
seriously  with  braking  after  only 
2,500  or  3,000  miles  of  service. 
Longer  life  from  the  drums  might 
easily  make  up  for  the  shorter  life 
from  the  soft  linings.  The  important 
thing,  of  course,  is  the  combination 
of  the  two  that  will  keep  the  brakes 
working  right,  and  after  this  to  keep 
down  the  operating  costs. 

In  body  construction  also  the  com- 
pany has  taken  steps  to  change 
equipment  better  to  meet  its  peculiar 
conditions.  A  late  development  is 
the  remodeling  of  the  body  on  one 
bus  for  one-man  service.  This  body 
was  of  the  conventional  double-deck 
type,  with  stairs  at  the  rear  leading 
to  top  deck  and  center  door  at  the 
rear  for  lower  deck.  With  the  new 
construction  the  rear  stairs  have 
been  removed,  the  rear  center  door 
turned  into  an  emergency  entrance, 
and  a  service  door  for  both  decks 
placed  at  the  right  of  the  driver,  just 
as  in  one-man  single-deck  practice. 
The  stairs  are  inside,  between  the 
driver's   position    and    the   left-hand 


side  of  the  body.  Aprons  at  the  top 
of  the  stairway  can  be  closed  in  bad 
weather,  when  only  the  lower  deck 
is  used.  A  view  of  the  body  accom- 
panies this  article. 

Several  ingenious  devices  have  been 
worked  out  for  the  convenience  of 
the  driver.  A  periscope  arrange- 
ment gives  him  a  complete  view  of 
the  top  or  upper  deck,  a  sound  trans- 
mitting device  with  a  horn  on  the 
top  deck  carries  his  announcements 
nf   streets  to  the  passengers  there, 


and  a  combination  fla.sh  and  bell 
signal  is  available  for  u.se  by  all  the 
passengers. 

Because  of  the  single  coin  fare 
basis  and  the  use  of  a  fare  box  pas- 
sengers for  the  two  decks,  upper  and 
lower,  can  be  handled  by  the 
driver  through  the  one  entrance. 
The  results  since  the  first  of  the 
year  of  a  trial  of  the  new  body  are 
reported  as  .satisfactory,  and  un- 
doubtedly other  bodies  will  be  con- 
verted. 


Evolution  of  tlie  Bus  in  Britain 


TUF;  history  of  the  motor  bus  in 
Europe  proves  Great  Britain  to 
be  the  pioneer  nation  in  the  develop- 
ment and  use  on  a  large  scale  of  the 
heavier  type  of  motor  vehicles  for 
passenger  transportation. 

From  1903  to  1906  Germany  was 
the  chief  manufacturer  of  commer- 
cial motor  cars  in  Europe,  but  Great 
Britain  was  the  largest  user.  In 
1905,  when  the  motor  bus  boom 
stai'ted  in  London,  chassis  were 
largely  imported  from  Germany, 
France  or  wherever  they  could  be 
obtained. 

The  motor  buses  of  those  days  were 
huge,  unwieldy  things  weighing  more 
than  11,000  lb.  The  streets  and 
roads  were  unprepared  for  them:  the 
foundations  gave  and  the  surfaces 
became  like  the  English  Channel  on 
a  choppy  day;  but  the  heavy,  lum- 
bering cars  still  thundered  along, 
shaking  buildings  to  their  founda- 
tions and  developing  all  sorts  of  sub- 
sidiary noises  in  their  own  defective 
internal  economy.  None  too  efficient 
at  the  start,  some  cars,  as  they  de- 
teriorated, became  expensive  to  run; 
Fome   required  a   gallon   of  gasoline 


for  every  2i  miles  of  operation,  and 
a  British  gallon  at  that.  It  was 
scarcely  surprising  then  that  an  out- 
cry arose  against  all  sorts  of  heavj' 
motor  traffic,  though  it  was  the  bus 
that  bore  the  brunt  of  this  move- 
ment. All  sorts  of  drastic  regula- 
tions were  promulgated  and  the  out- 
look was  dark. 

It  was  at  this  juncture  that  the 
type  B  thirty-four  pas.senger  omni- 
bus was  designed.  This  new  bus, 
although  far  smaller  and  lighter  than 
the  older  vehicles,  had  equal  carry- 
ing capacity  and  was  far  superior  in 
both  cost  and  manner  of  operating. 

The  London  General  OmnitHis 
Company  has  been  the  principal 
user  of  these  buses.  The  As.sociated 
Equipment  Company.  Ltd.,  has  built 
to  date  a  total  of  .3.314  of  thene 
vehicles,  of  which  the  London  com- 
pany has  purchased  2,900. 

At  present  London  operations  use 
1.000  of  the  thirty-four  sealers, 
1,010  of  the  forty-six  sealers,  and 
645  of  the  latest  fifty-four  seat  pat- 
tern on  the  roads.  The.se  vehicles  on 
the  whole  are  capable  of  accommodat- 
ing 115.290  pas.sengers  at  one  time. 


64 


BUS 

TRWSPORTATION 


Vol.2,  No.2 


WESTERN  PART 


lins!  nptration  in  Florida  is  growing  rapidly.    At  present  69  routes  schedule  575  trips  over  2,966  miles  of  highvrnj. 
In  a  single  day  ths  ISJf  buses  listed  in  the  accompanying  table  travel  nearly  50,000  miles 


Febiuaiy,1923 


hL'S 

IKVSSKmiAIKJN 


an 


Type  of  bus  operating  between  Tampa  and  Lakeland 

Buses  Thrive  in  Florida 

With  New  Highways  Connectinjj  the  East  and  West  Coasts  Cross-State  lius  K(»ute>  lieiome 
a  Possibility  and  Render  a  Service  that  Is  Not  Available  on  Kails — The  Second  Longest 
Bus  Line  in  the  Country  Runs  Between  Jacksonville  and  Miami — Nearl>    Seventy 
Routes  Are  Now  in  Operation  Over  Approximately  .5. 000  Miles  (»f  High- 
way with  an  Average  Fare  per  Passenger-Mile  of  4  Cents 


MOTOR  BUS  transportation  is 
Ijoth  new  and  old  in  Florida. 
Tampa  had  a  jitney  war  some 
eight  years  ago  and  Miami  is  just 
finishing  one.  Until  the  past  four 
years,  however,  the  bus  as  a  public 
passenger  conveyor  was  usually  a 
built-over  touring  car  or  truck  and 
generally  home-made.  Prior  to  that 
time  the  state  had  depended  solely 
on  the  steam  railroads  for  passenger 
transportation  out.side  of  the  cities. 
But  now  Florida  has  awakened  to  the 
value  of  the  motor  bus  as  a  means 
of  passenger  transportation  not  only 
for  urban  but  for  intercity,  resort 
and  country  travel.  At  present  there 
are  sixty-nine  routes,  to  be  exact, 
operating  over  2,966  miles  of  high- 
way at  an  average  rate  of  fare  of  4 
cents  per  mile  of  passenger  haul.  Ac- 
cording to  the  schedules  collected, 
these  buses,  of  which  there  are  184, 
make  575  round  trips  daily  and  travel 
roughly  50.000  miles. 

Fares  are  practically  the  same  as 
charged  by  the  railroads.  There  has 
been  no  visible  attempt  at  joint  rate- 
making.  The  bus  men  have  met  com- 
petition on  an  even  score  so  far  as 
rates  are  concerned   and  have  gone 


the  railways  one  better,  so  to  speak 
in   giving  more    frequent   service. 

Approximately  50  per  cent  of  the 
buses  probably  are  migratory — that 
is,  they  are  brought  here  for  the 
winter  and  go  north  for  the  summer. 
On  the  east  coast  the  migratory  class 
will  run  as  high  as  75  per  cent.  Busi- 
ness on  the  west  coast  is  a  more 
stable  quantity — generally  because  of 
the  year  around  development  of  that 
section  and  also  because  of  the  fact 
that  the  buses  there  serve  beach  re- 
sorts that  are  popular  with  thou- 
sands of  persons  who  do  not  go  north 
or  to  the  mountains. 

About  80  per  cent  of  the  buses  now 
used  were  built  for  the  business.  Very 
few  lines  are  maintained  with  tour- 
ing cars  or  home-made  buses.  The 
most  popular  type  is  that  with  four 
to  eight  five-passenger  full  cross 
seats  arranged  back  of  the  driver. 
At  the  ends  of  each  seat  are  doors 
half  way  up.  If  a  shower  comes 
along  curtains  are  re.sorted  to.  It  is 
a  street  car  type  of  bus  with  aisles 
down  the  middle,  and  windows  were 
imported  for  the  winter  of  1921- 
1022,  but  they  were  not  popular. 

Many  people  still  think  of  Florida 


as  being  99  per  cent  everglade.s  and 
some  sort  of  a  wild  southern  pio- 
neer state.  The  only  part  of  such 
a  thought  that  is  true  is  that  of 
being  one  of  the  pioneer  states,  per- 
haps, for  it  did  not  become  a  state 
until  1845,  after  being  ceded  by 
Spain  in  1821. 

For  the  most  part,  the  state  wa.-* 
not  developed  until  after  the  heyday 
of  the  street  car.  and  so,  except  in 
the  larger  cities,  buses  have  taken 
their  place  as  a  means  of  transporta- 
tion within  the  towns.  As  for  in- 
terurban  traflk,  in  which  the  great- 
er number  of  buses  ply  their  trade, 
they  are  by  far  the  most  interesting 
and  comfortable  method  of  travel- 
ing. Florida  from  a  train  window 
is  uninteresting,  not  to  say  disap- 
iwinting.  From  an  automobile  or  bus 
it  is  enchanting.  In  a  country  where 
it  is  irksome  ever  to  be  indoors 
trains  or  even  electric  railways  are 
avoided.  Partly  for  this  rea-son, 
partly  l)ecause  of  the  distances  of 
undeveloped  country,  interurban  rail- 
way lines  are  practically  unknown. 

But  here  the  motor  bus  has  come 
into  its  own,  its  value  enhanced  by 
the    delightfulness    of    Its    use    all 


66 


BUS 

lR\NSPORTATION 


The  standard  vehicle  of  the  Dixie  Bus  Line  that  operates  betiveen 
Lakeland,  Bartow  and  Winter  Haven 


the  year  round,  by  the  marvelous 
smooth  roads  that  make  motor  bus 
travel  unusually  comfortable,  and  by 
the  fact  that  it  is  practically  with- 
out competition  for  comparatively 
.short  distance  travel,  and  often  for 
quite  long  distance  travel,  too. 

Bus  transportation,  however,  is 
still  in  its  infancy  in  Florida,  and 
as  time  goes  on  there  is  real  opti- 
mism on  the  part  of  the  present  ope)-- 
ators  that  because  of  the  steady 
growth  and  popularity  of  Florida  as 
a  winter  resort  bus  operation  will 
gain  popularity  as  well  and  become 
more  and  more  stable  as  the  advan- 


Map  of  Miami  showing  the  local 
transportation  routes  for  both 
trolleys  and  jitneys. 


tages   of   the   state   as   a  resort   be- 
come known. 

The  bus  opei'ator  in  Florida  did 
not  have  to  seek  a  solution  to  the 
question  that  has  arisen  in  so  many 
other  localities,  namely,  "Shall  the 
bus  supplement  or  supplant  the  ex- 
isting electric  railway  business?"  as 
there  are  only  five  cities  in  the  state 
where  local  trolley  lines  are  in  oper- 
ation. These  are  Jacksonville,  Key 
West,  Pensacola,  St.  Petersburg  and 
Tampa.  In  addition  to  these  city 
trolley  systems,  there  are  two  small 
suburban  lines,  one  out  of  Miami  and 
the  other  out  of  St.  Augustine,  each 
of  which,  however,  is  less  than  10 
miles  in  length. 

General  statistics  of  the  state 
.showing  its  population,  the  number 
of  miles  of  railroad,  both  steam  and 
electric,  the  miles  of  highway  for 
the  state  as  a  whole  and  under  the 
jurisdiction  of  the  highway  commis- 
sion, the  number  of  buses  operated, 
which  are  shown  in  the  accompany- 
ing table,  will  prove  of  value  in  ob- 
taining a  vision  of  the  magnitude 
of  operation  of  buses  as  compared  to 
other  transportation  agencies  within 
the  state. 

A  more  rapid  development  of  the 
bus  transportation  business  in  Flor- 
ida has  been  hampered  somewhat  by 
the  fact  that  practically  all  of  the 
connecting  country  highways,  with 
the  exception  of  the  Dixie  Highway, 
from  Jacksonville  to  Miami,  and  the 
new  Tiemiami  Trail,  which  extends 
from  Miami  to  Fort  Myers,  and  which 
is  as  yet  only  partially  completed, 
have  in  the  main  but  9-ft.  wide  hard 
centers.     These  hard  centers  have  a 


Vol.2,  No.2 

.sub-base  of  crushed  coral  and  a  top 
dressing  of  asphalt  with  shoulders 
and  sides  that  are  back  filled  with 
the  natural  sandy  soil  of  the  locality. 
It  is  because  of  this  light  construc- 
tion that  the  state  has  placed  a 
weight  limit  of  16,000  lb.  on  any  type 
of  unit  that  is  operated  over  these 
highways.  The  limit  is  for  total 
weight,  which  includes  the  vehicle 
and  its  load. 

In  a  great  many  localities  the  nar- 
rowness of  the  roadway,  which  re- 
quires constant  turning  off  the  hard 
center,  makes  for  uncomfortable  pas- 
senger riding,  especially  when  cou- 
pled with  the  light-weight  buses 
that  have  to  be  employed.  The  same 
necessity  of  continual  turning  off 
is  also  highly  destructive  to  the 
longevity  of  tires  and  makes  tire 
co.sts  a  great  deal  higher  than  is 
found  in  other  sections  of  the 
country. 

It  was  some  eight  years  ago,  or 
about  1915,  that  the  individually 
owned  touring  car  type  of  "jitney" 
first  appeared  in  Tampa  and  Miami. 
At  Tampa,  the  public  failed  to  give 
support  to  the  enterprise  and  the 
owners  soon  found  that  continued 
operation  in  competition  with  the 
electric  street  cars  of  that  city  was 
not  profitable  and  discontinued  their 
service. 

In  Miami,  however,  where  the  for- 
mer street  car  service  was  confined 
to  practically  two  streets,  with  no 
attempt  under  way  for  extensions  to 
keep  pace  with  the  rapid  expansion 
of  the  city,  the  story  has  had  a  dif- 
ferent aspect.  Touring  car  jitney 
service  has  survived  and  flourished 
on  streets  not  used  by  the  trolleys, 
so  that  there  are  now  close  to  eighty 
vehicles  serving  the  outlying  sec- 
tions of  the  city.  Operation  is,  how- 
ever, forbidden  on  sti-eets  having 
trolley  car  service.  An  appeal  on 
this  action  is  now  pending  in  the 
Supreme  Court,  where  it  was  carried 
by  the  jitney  association. 

The  city  of  Miami  has,  also,  at- 
tempted to  pass  ordinances  to  regu- 
late the  jitneys  and  to  limit  the  num- 
ber in  operation  in  that  community. 
This  effort  has  met  with  little  suc- 
cess, due  to  lack  of  enabling  legisla- 
lation  by  the  state.  The  city  has,  how- 
ever, succeeded  in  compelling  the 
touring  car  drivers'  association  to 
file  a  blanket  bond  covering  liability 
to  the  public  in  case  of  an  accident 
in  any  jitney.  This  bond  is  to  the 
amount  of  $10,000  and  is  filed  with 
the  city. 

A  glance  at  the  map  indicates  sev- 
eral important  bus  centers— Orlando, 


February,1923 


BUS 

TRVNSHtmTATION 


67 


Tampa  and  Jacksonville  perhaps  be- 
ing the  largest. 

Riidiating  from  Orlando,  a  aeries 
of  routes  reach  out  to  Daytona,  into 
Lake  County,  southward  to  Lake- 
land, and  with  a  branch  to  the  Ridge 
country,  from  Haines  City  south.  Be- 
cause of  its  central  location,  and  the 
fact  that  there  is  a  system  of  punl 
roads  radiating  in  all  directions,  Or 
lando  stands  today  as  the  principal 
motor  bus  transportation  hub.  Like- 
wise Tampa  is  about  the  next  largest 
center,  with  line.-j  operating  from 
Tampa  to  Clearwater  and  St.  Peters- 
burg, to  Sutherland  and  Tarpon 
Springs,  Dade  City,  Plant  City  and 
Lakeland,  and  southward  to  Braden- 
town  and  Sarasota.  From  Lakeland 
there  are  lines  to  Winter  Haven.  Bar- 
tow and  Mulberry. 

On  the  lower  east  coast  the  great- 
est boom  to  bus  transportation  has 
been  given  by  real  estate  operators 
who,  in  developing  the  country  within 
30  miles  of  Miami,  operate  their  own 
vehicles.  From  West  Palm  Beach 
buses  operate  into  the  interior. 

During  the  winter  months  most  of 
the  bus  lines  out  of  Tampa  and  Or- 
lando operate  every  two  hours,  and 
in  some  cases  hourly.  During  the 
summer  most  of  the  ser\-ices  are  twice 
a  day,  except  between  Tampa  and 
Lakeland,  Tampa  and  Clearwater  and 
St.  Petersburg,  Jacksonville  and 
Pablo  Beach.  Orlando  and  Sanford, 
Deland  and  Daytona,  and  perhaps 
other  points  where  the  service  is 
three  or  four  times  each  day. 

It  was  not  until  1918  that  service 
utilizing  large  buses  was  first  es- 
tablished. This  was  at  Tampa,  where 
A.  D.  Hartzell  of  that  city  formed 
the  White  Bus  Line. 

He  now  operates  a  line  from  Tampa 
through  Plant  City  to  Lakeland,  a 
distance  of  32  miles.  Buses  leave 
each  city  every  hour  from  8  a.m.  to 
5  p.m.  The  run  takes  an  hour  and 
forty-five  minutes.  He  has  another 
line  from  Tampa  to  Cleai-water  and 
St.  Petersburg,  also  run  every  hour 
on  the  hour,  which  covers  the  whole 
Pinellas  peninsula  and  reaches  the 
Gulf  of  Mexico,  a  distance  of  50  miles 
more.  This  trip  takes  two  hours 
and  fortj'-five  minutes.  There  is  a 
daily  mileage  of  640  between  Tampa 
and  Lakeland,  and  about  1.700  miles 
total  for  all  branches.  The  White  Bus 
Line  operates  buses  of  the  type  shown 
in  an  accompanying  picture.  They 
are  of  two  sizes,  carrying  eighteen  or 
twenty-one  people.  They  are  leather- 
upholstered  and  exceedingly  com- 
fortable. Four  of  them  are  operated 
on    the    regular    schedule    between 


0)16  of  fhe  migratory  sigh 
Jackso 


t-seeing  btiKfii  that  make  daily  trips  betwren 
nviUe  and  St.  Anguutinc 


Tampa  and  Lakeland,  six  between 
Tampa  and  St.  Petersburg,  and  a  re- 
serve supply  of  six  is  kept  for  emer- 
gencies and  for  sight-seeing  trips. 
In  Tampa  the  company  has  joined 
with  the  other  bus  lines  in  estab- 
lishing a  Union  Bus  Depot  in  an 
advantageous  spot.  The  railroad 
union  depot  is  three-quarters  of  a 
mile  from  the  bu.siness  district,  con- 
sequently the  bus  lines  are  popular 
for  short  trips  to  neighboring  cities 
and  towns.  The  depot  equipment  in- 
cludes seats,  information  bureau  and 
magazine  and  cool  drink  stand. 

Daily  schedules  are  maintained 
during  the  winter  between  Jackson- 
ville and  Miami,  a  stretch  of  nearly 
400  miles  that  winds  whimsically 
along  the  Atlantic  Ocean  or  through 
tropical  jungles  or  through  acres  of 
citrus  groves.  From  Miami  to  Palm 
Beach  the  winter  service  is  hourly 
and  in  summer  twice  daily. 

With  the  completion  of  a  number 
of  paved  roads  radiating  from  Jack- 
sonville that  city  will  take  on  new 
"bus  life."  Heretofore  the  only  di- 
rection a  bus  could  operate  out  of 
Jacksonville  with  any  comfort  was 
south,  and  to  Pablo  Beach. 

Other  large  companies  are  the 
Orange  Belt  Line.  Orlando,  and  Flor- 
ida Motor  Transportation  Company. 
Miami.  These  companies  maintain 
at  their  respective  headquarters  well- 
equipped  garages  and  repair  shops 
and  do  all  of  their  own  repair  work, 
overhauling  and  repainting. 

Central  Florida  in  the  vicinity  of 
Lakeland   is   also  one  of  the   impor- 


tant bus  centers  of  the  state.  There 
are  now  four  bus  lines  out  of  this 
city,  operating  fourteen  regular 
buses,  covering  L892  miles  and  car- 
rying an  average  of  .500  pas.sengers 
a  day.  In  winter,  during  the  height 
of  the  tourist  season,  the.se  figures 
increase  considerably,  both  for  the 
number  of  buses  and  the  numljer 
of  passengers  carried.  These  routes 
also  cover  all  of  the  roads  with  bu.see. 
One  reason  that  Lakeland  is  an  im- 
portant center  is  that  here  connec- 
tions are  made  for  Tampa  on  the 
.south  and  Daytona  on  the  north.  The 


ORANGE  BELT  AUTO  LINE 


Dnwr',  Cily  R«9W1  at  Cal 
II  J.   So.  0»t» 

TIRES:  <Km»  i«n>t<4  u  pm 

Rttbt  rnf-r 
R  «M   R..r 


If  lh*r*  «ajr  ■MckMirO  tr«»U> '  If  m  l^t  t 


6ir>*«*«   Mart   ««*•    •«■   (>«   f^fn  *^  *^    •*  *• 


Driver' A  daily  report  card  ahow* 
ing  condition  of  tnu. 


68 


BUS 

TR-^NSPORTATION 


Vol.2,  No.2 


value  of  the  bus  service  in  this  ter- 
ritory is  demonstrated  by  the  fact 
that  Lakeland  and  Orlando  are  two 
of  the  fastest  growing  centers  in 
substantial  housing  development  of 
any  in  the  interior  sections  of  the 
state. 

The  southern  end  of  Florida,  ex- 
cept on  the  east  coast,  is  without  any 
form  of  transportation  service.  Fur- 
ther, there  is  no  direct  through  con- 
nection   either    by    bus    or    raih'oad 


across  the  lower  section  of  the  state. 
The  only  cross-state  transportation 
route,  that  is,  from  the  east  to  the 
west  coast,  is  from  Fort  Myers  to 
West  Palm  Beach.  In  this  case  it 
is  possible  to  go  from  Fort  Myers 
to  Moore  Haven  by  bus,  where  a  pas- 
senger boat  connection  via  the  drain- 
age canal  and  Lake  Okeechobee  can 
be  made  daily  to  West  Palm  Beach. 

The  four  cross-state  roads — Tampa 
to  Fort  Pierce,  Tampa  to  Melbourne, 


Fort  Myers  to  West  Palm  Beach,  and 
Fort  Myers  to  Miami — only  recently 
built — attracted  new  bus  lines.  The 
first  two  link  the  east  and  west  coasts 
with  the  first  direct  road  connec- 
tions. Hitherto  one  has  had  to  go 
as  far  north  as  New  Smyrna  and 
Daytona  to  get  from  coast  to  coast 
by  either  bus  or  train. 

The  Atlantic  Coast  Line  Railroad 
recognizes  the  necessity  of  this  cross- 
state  service  and  has  shown  the  bus 


Statistical  Information  Regard 

ing  Motor  Bus  Routes  in  Florida  as  of  Jan 

.  1,  1923 

6 
Z 

Uoute 

el 

si 

1 

6 

Unit 
Seating 
Capacty 

1 

a 

6 

E 

3 

E 

1 

a 

--3 

•so 

Averase  No.  of 

Round  Trips 

per  Day 

Normal  Outside 
Time 

Running 
Time 

Head- 
way 

a 

13  uses 

s 

M-F 

Sat. 

Sun. 

A.M. 

P.M. 

i" 

7 

Avon  Park  to  Haines  City 

56.0 

62.0 

3.5 

3.0 

1  10  0 

66  0 

200  0 

28  0 

210 

65  0 

38  0 
18.0 
32  0 
30  0 
12  0 
12  0 
37.0 
60.0 

390.0 

41.0 

41.0 

4.5 

2.7 
12.0 
30.0 

15 
27.0 

75  0 

39  0 
7  0 

60.0 
80.0 
42  0 

66  0 
24  0 
32  0 

5  0 

18   5 
6.5 

6  0 
9   0 
5    1 

70  0 
57  0 
72  0 
50  0 
24.0 
5.0 

18  0 
53.0 
50  0 
49  0 

4.0 
30  0 
54.0 
12  5 
30.0 
12.0 
57.0 
100.0 
33.0 
75  0 
30  0 
14  0 
60  0 

19  0 
2  5 
2.5 
4.5 

1 

2 

9 
6 
2 
10 
2 
1 
1 

3 
3 
1 

2 
1 
1 

2 
1 

2 
4 
2 
2 
2 

1 
1 

I 

4 

2 
2 
1 

1 
1 
1 
2 
1 
4 
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9 
1 
2 
1 
2 

12 
1 

10 
3 

10 
3 
2 
2 
2 
4 

\ 
5 

1 

2 
4 
6 
5 
1 
5 
1 
1 

2 
2 
4 
1 

12    • 
12 

9-12 
9-16 

16 
16-24 

16 

9 
16 

10-20 
12 

14^22 
16 
16 
24 
20 

14' 

14 
10 
12 
16 
16 

16 
16 
15 
12 
16 

15 

10 

16-20 

16 

30 

20 

22 

16 
14-16 
16-22 

■'16-24 
16-24 
16-24 
•16-24 
16-24 

16 

16 

12 

16 
,6 

12 
21 
16 
21 
21 
21 
16 
16 

io^2o" 

9-11 
15 
12 

7 

7 

5 

7 

7 

7 
7 

7 
6' 

$1    75 

2  30 
(i)  .  15 
(a)  -15 

4  50 

3  75 
8  00 
1    75 
1    10 

5  00 
3  00 
1.00 
1    00 
1    50 

50 
50 

1  00 

2  10 
12.50 

1.35 

2  50 
15 

■10 
.35 

3  00 
1    05 
1.00 

2.35 

1  50 
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2.10 
3  00 

2  00 

3  00 
1    25 

1  15 
,  15 

60 

25 

.25 

25 

10 

2.50 

2.75 

3   50 

2  25 

1  00 
.25 

75 

2  00 
1,75 
1   25 

20 
I   00 
1   75 
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1    50 
1    00 
2.00 
3.35 
1   20 
5  00 

1  00 
.60 

2  50 
1   00 

.15 
.15 
.25 

0.25 
25 

.  15 
lb 

.15 
25 
15 

.10 
25 
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25 
25 
25 
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25 

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05 
.25 
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05 
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10 

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10 

15 

25 

.25 

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.  15 

.25 

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25 

.10 

25 

.35 

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3  71 

4  29 

5  00 
4.08 
5.68 
4.00 
6.25 
5  25 
7.70 

7  90 
5  55 

3  13 
5  00 

4  17 

4  17 

2  71 
3.50 
3.21 
3.30 
6.10 

3  14 

3.70 
2  92 
10.00 
3.33 
3.70 

3.13 
3.85 
3.57 
3.50 
3.75 
4.77 
4.55 

5  21 
3.60 
3.00 

3.24 
3.85 

4  17 

2  78 
1.96 
3.57 
4,84 
4.86 
4.50 
4.17 
5.00 

4  17 
3.78 

3  50 

2  55 

5  00 
3.33 

3  24 
6.00 
5.00 

8  34 
3  51 
3  35 
3.64 

6  66 

3  33 

4  28 
4.17 
5.27 
7.50 

7  50 

5  56 

1 

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256 
ib) 

1 

2 

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2 

2 

2 

2 

2 

2 

1 

1 

3 

2 

2 

1 

2 

1 

25 

35 

2 

1 
32 

5 

2 
2 
9 
1 

1 
I 
2 
1 

6 
14 

14^ 
24 

6 

12 
12 

1 

6 

3 

8 
40 

4 

2 

2 

4 
10 

4 
10 

2 

2 

8 

5 

3 
10 

1 

5 

4 

1 
(lA 
12 
12 

9 

1 

1 

256 

(6) 
2 
2 
1 
2 
2 
2 
2 
2 
2 
1 
I 
3 
2 
2 
1 
2 

25 

35 
2 

1 

32 

5 

2 
2 

9 

1 

1 
I 

2 

I 

6 

14 

12 
14 
24 

6 
12 
12 

1 

6 

3 

8 
40 

4 

2 

2 

4 
10 

4 
10 

2 

2 

8 

5 

3 
10 

1 

5 

4 

I 

1 
12 
12 

9 

256 

(M 
2 
2 
1 

2 
2 
2 
2 
2 
2 

I 
3 
2 
2 
1 

2 

1 

25 

35 

2 

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32 

5 

2 

2 

9 
1 
1 
I 
2 
1 

6 
14 

12 
14 
24 

6 
12 
12 

1 

6 

3 

8 
40 

4 

2 

2 

4 
10 

4 
10 

2 

2 

8 

5 

3 
10 

1 

5 

4 

I 

12' 
12 
9 

7:00 

8:00 

6:00 

(M 

8:00 

7:30 

8:00 

7:15 

9:30 

8:00 

8:00 

7:00 

7:30 

6:00 

11  :00 
6:00 
8:00 
8:00 
8:00 
9:30 

10:30 
6:00 

6:00 
8:00 
8:00 
6:30 
7:45 

7:30 
10:00 
7:00 
8:15 
7:30 
10:30 
8:00 
12:30 
8:00 
6:45 

6:20 
6:45 
8:00 
6:45 
6:30 
8:00 
12:00 
8:00 
8:00 
8  :00 
6:00 

7  :00 
8:00 
8:00 
7:10 
7:00 

8  :00 
8:00 
7:30 
8:00 
9:00 
8:00 
8:00 
8:00 
8:00 
8:00 
8:00 
6:00 
8:15 
8:00 
8  :00 
7:45 

3:30 
7:00 

12:30 
(6> 
2:00 
6:00 

2:30 
6:15 
2:.30 
2:00 
4:00 
4:30 
7:00 
3:.30 
4:00 
6:30 
3:00 

4:66 

5:30 

11:35 

11:30 
4:30 
12:00 
10:00 
5:00 

1:00 
3:30 
8:30 
1:45 
1  :00 
2:.30 
3:00 
6:00 
5:00 
11:00 

11:00 
11  :00 
10:00 
6:00 
11:00 
7:00 
4:00 
5:00 
5:00 
7:00 
11  :00 
5:00 
2:.30 
2:.30 
6:00 
5:00 
4:.30 
4:00 
3  :.30 
4:00 
5:00 
5:00 
2:30 
5:00 
6:00 
5:00 
5:00 
12:00 
2:00 
7:00 
7:00 
5:.30 

2hr. 

3hr. 
22  min. 
15  min. 

5hr. 

3hr. 
9-10  hr. 

lihr. 

1  hr. 

4hr. 

2hr. 
45  min. 

2hr. 

2hr. 
30  min. 
45  min. 

12  hr. 

3hr. 
48  hr. 

2hr. 

7hr. 
15  min. 

12  min. 
45  min, 
21    hr. 
20  min. 
IJ  hr. 

4hr. 

2hr. 
20  min. 

4hr. 

5hr. 

2hr. 

3hr. 

n  hr. 

li  hr. 
30  min. 

2}  hr. 
30  min. 
20  min. 
45  min. 
20  min. 

3§  hr. 

3hr. 

3i  hr. 

2i  hr. 
65  min. 
1  5  min. 
55  min. 

3hr. 

3hr. 

li  hr. 
30  min. 

1}  hr. 

2!  hr. 
45  min. 
75  min. 
60  min. 

2i  hr. 

41  hr. 

U  hr. 

/hr. 

1}  hr. 
45  min. 

3hr. 

Ihr. 
15  min. 
15  min. 

20  min. 

3 
4 

Daytona  to  Daytona  Beach  and  Sea  Breeze 

Daytona  to  Daytona  Reach  and  Sea  Breeze 

3  min. 
5  min. 

6 

Daytona  (o  New  Smvrna  and  Deland 

6  hr 

7 

Daytona  to  West  Palm  Beach   . . 

H 

q 

Fort  Meade  to  Frost  Proof 

8  hr 

10 

II 
17 

Fort  Pierce  to  Lake  Okeechobee 

Freeport  to  De  Funiiik  Springs 

6hr. 

n 

Green  Cove  Springs  to  Jacksonville 

8  hr 

14 

M 

Haines  City  to  Wintei  Haven     

16 

17 

Jacksonville  to  Fernandina 

16  hr 

18 
11 

Jacksonville  to  Take  City 

Jacksonville  to  Miami . 

5hr. 
24  hr 

20 
T| 

Jacksonville  to  St.  Aujriifitine 

Jacksonville  to  St.  Augustine  (c) 

7hr. 
4  hr 

■'7 

23 

Jacksonville  Ferry  to  FletcherlPark,  So.  Jackson- 

■'4 

So.  Jacksonville  to  Mandarin 

6  hr 

'1 

24  hr 

'6 

Tjakoland — Citv  route 

'7 

2  hr 

28 

Lakeland  to  Milberry,  Boston,  Fort  Meade  and 

5Jhr. 
5  hr 

7Q 

Lake  Wales  to  Lakeland  

10 

Lake  Worth  to  West  Palm  Beach  (d) 

31 

37 

Madison,  Fla.,  to  Sparks,  Ga 

Madison.  Fla..  to  Tilton.Ga 

24  hr. 
24  hr. 

33 

Marianna,  Fla.,  to  Dothan,  Ala 

24  hr 

34 

3'. 

Mayo  to  Alton  and  Live  Oak           .    .    . 

24  hr 

36 

1)  hr. 
1  hr 

37 

Miami — Citv  Route  in  West  Side 

38 

Miami  to  Allapattah.  Hialeah  and  Sugar  Plnnta- 

1  hr. 

39 
40 

Miami  to  Coconut  Grove  (e) 

Miami  to  Coconut  Grove   

1  hr. 

41 

2  hr. 

42 
43 
44 
4S 

Miami  to  Lemon  City  and  Little  River 

Miami  to  West  Palm  Hoach 

Milton.  Fla..  to  Florala.  Ala 

15  min. 

1  hr. 
24  hr. 
U  hr. 

3hr 

46 

Orlando  to  Kustis  and  Lcesburg.  .  . 

47 

1  hr. 

4H 
4<) 

Orlando  to  Winter  Park 

Orlando  to  Winter  Garden  and  Oakland 

18  min 
2s   min. 

10 

PalatkatoOcala 

6  hr. 

■il 

6  hi. 

w 

Plant  Citv  to  Brewsterand  Fort  Meade 

2  hr. 

53 
54 

St.  Andrews  to  Panama  City  and  Millville 

St.  Augustine  to  Palatka 

Ihr. 
2  hr 

55 
56 

St.  I^etersburg  to  Tampa 

Sanford  to  Geneva      .... 

Ihr. 
5  hr 

57 

5  hr. 

58 

1  hr. 

59 

Tarnpa  to  Itradontown  and  Sarasota.  , , 

2  hi. 

60 

Tampa  to  Orlandu      

2hr. 

61 

Tampa  to  Lakeland 

1  hr. 

67 

Tampa  to  T>ake  Wah-s  (0 

24  hr. 

63 

2  hr. 

64 

Tarpon  Springs  to  Clearwater 

3hr. 

65 

Weewahitchka  to  Marianna 

24  hr. 

66 

West  Palm  Beiioh  toClewiston 

(»■> 

67 

68 
69 

West  Palm  Beach  to  Palm  Beach  (M 

West  Palm  Beach  to  Revicre  (City  Route) 

30  min. 
1  hr. 

(o1  Sells  to  tickets  for  $1.00.  Fare  He.  per  paascnger  over  toll  bridge  between  Daytona  and  Daytona  Beach. 

(6)  Runs  24  hours  a  day  during  busy  season. 

(cl  Two  sight-seeing  CDmpiiniea  each  operate  a  trip  daily  over  this  route. 

id)  Sella  two  ohwaes  of  tickets— for  regular  commuters  6  for  $1.00— and  a  5-ride  ticket  for  $1 .  00. 

(e)  Sells  tickets  10  rides  for  $1 ,  75. 

(/)  Sight/^iceing  trip.  Runs  from  Dec.  1  5  to  March  I.     Time  en  route  10  liours    .^toi>  Tiutdc  en  route  for  meals,  the  cost  of  which  is  included  in  ticket  fare. 

(|7I  Makes  one  trip  on  Tuesday  and  Thursdav  onlv. 

(MSellsa  lO-rile  tieket   f..i   Si.OO. 


February,1923 


BUS 

rK\NSHOHIMION 


«y 


and  boat  schedules  in  its  public  rail- 
road time-tables.  This  of  itself  is 
interesting  as  the  listing  was  entirely 
voluntary  on  the  part  of  the  railroad 
and  not  at  the  request  or  sujfKestion 
of  the  bus  men  or  boat  operators. 
So  far  as  could  be  determined,  this 
is  the  only  instance  in  Florida  where 
the  bus  has  been  recojriiized  by  the 
railroads  as  a  necessary  supplemental 
service  to  their  own  railroad  opera- 
tions. 

In  only  one  section  of  the  state  has 
there  been  a  definitely  drawn  ques- 
tion as  to  competition  between  the 
buses  and  the  steam  railroads.  This 
was  over  the  line  from  Marianna  to 
Panama  City.  Prior  to  bus  opera- 
tion the  one-way  raili'oad  fare  was 
$3.50,  but  with  the  advent  of  the 
bus  the  traffic  of  the  railroad  was 
cut  into  .so  heavily  that  in  its  at- 
tempt to  hold  its  losing  business  the 
railroad  made  the  round-trip  rate  50 
cents  less  than  the  former  one-way 
fare,  or  $3.  Even  in  spite  of  this 
drastic  cut  the  bus  line  is  carrying 
practically  all  of  the  traffic  between 
these  two  points. 

Many  Connecting  Links 

The  value  of  any  Florida  bus  sy.-*- 
tem  lies  not  only  in  the  buses  leav- 
ing any  one  town  but  in  the  connec- 
tions with  other  bus  lines.  Starting 
from  Lakeland,  one  can  go  almost 
anywhere  in  south  Florida  on  board 
the  bus. 

At  Wauchula  the  South  Florida 
Bus  Service  connects  with  a  bus  for 
Avon  Park  and  Sebring;  at  Bartow 
for  Lake  Wales  and  Winter  Haven; 
at  Mulberry  for  Plant  City;  at  Win- 
ter Haven  one  may  connect  with  a 
line  that  goes  to  Orlando,  which  is 
different  from  the  direct  line  from 
Lakeland  to  Orlando. 

It  is  almost  safe  to  say  that  where 
there  is  a  good  road  in  Florida  there 
is  a  bus  line  also.     This  is  also  true 


To  Da/fon:*  cimi^^. 

tht  tastCoait-^l 
■Dirtct  bui  lint}  out  ofiaie/aafi 
Connecting  lints  \(jiiij"''wj 


^        LAKELAND 


■  ft  Meode 

Avon  Pork. 
^^^ ^  WoLchul. 

'aJ'A  /  Sehnng 

^■^  ^        To  Pun/a Oorda^k^a^,a 


Bradenhjwn 


of  the  city  streets  and  of  the  inter- 
urban  highways.  Many  cities  such  as 
Lakeland  have  no  street  cars.  A  one- 
man  bus,  holding  sixteen  passengers, 
c<ivers  the  city  in  half-hour  runs,  the 
south  side  on  the  hour,  the  north 
side  on  the  half  hour.  The  fare  is  5 
cents. 

Buses  Have  High  License  Fees 

The  bus  operators  of  the  state  feel 
that  they  are  being  unjustly  treated 
when  it  comes  to  license  fees.  They 
believe  that   the  state  is  attempting 


the  privilege  uf  operating  buses  over 
their  local  streets.  Very  few  towns 
had  availed  themselves  of  this  privi- 
lege, for  they  realized  what  a  benefit 
the  bus  was  to  the  general  welfare 
of  the  community.  A  further  hin- 
drance to  the  development  of  many 
short  runs  between  various  {Kjints  is 
the  fact  that  the  bridges  in  the  state 
of  Florida  over  navigable  waterways 
are  toll  bridges,  necessitating  a  pay- 
ment of  toll  not  only  for  the  bus,  at 
the  rate  in  some  cases  of  2">  to  30 
cents  for  the  vehicle,  but  alwi  a  toll 


FLORIDA  EVERGLADES  BOAT  AND  BUS  LINES 

Through  Ui*  Cv«rKl«d»«,   OralnaKe  C«n«lt,   l..ak«  Ok««cholM« 
and  th«  Cal«os«halche«  Rlv«r 


Coldthoro,  N.  C 


TabI*  129 


W««  Palm  B>Jch    (Diui  ArT|j 

•  i.ljil.-  li.li;'  'BojljAr  4 

r  Moora  Haven,  Fla. "       LridS., 

l(.'rM>l:i  oM-nilght)  EltivaJ 

Meara  Ha»n,  Fla. (But)  AflM.UM!. 

r  Citrus  Ont^T "      l,v  11  30« 

'  C'bljitu  (A.C.L.  Croaloc)..    -      L>  II  OOW 

Labillc -      Lv  10  ecu* 

I-il«lle ; .  .(Bus)  Ar  10  XUJI 

Fori  Dvnaud   . . . , ■       Ar  S  «J« 

[Fort  Myaf»,  Fla. "       L v  8  »'• 


r  Fort  Myarm.  FU.. 


7^ 


RCFERCNCC  NOTCS 
C.T  — C«DtrmJT*me.  E.T. — Fjulcro Time.  ■  liKlly.  t  IJ&ilx,  nc«pt Ruo^ay  I  ^urwlftv-rjal> 
I  Stops  for  meals  a  SIcfpera  may  br  uccuple^l  until  7  30  s  m.  b  .HirriK-rt  Of^-n  jl  •&•! 
htvpr  10.00  p.m.  c  Tut-sdavB.  Thurvt»\s  anil  .'^aturOais  d  MoDila'. ..  We.lD«*l»y*  »n.] 
Frldsyn.  e  Dally  ctr«[>t  .Sunrlay  and  \^'e<lD«-s>1ay  t  Htops  oo  -Is'U.J  lo  rr  «i\r  tx  dp- 
rhArge  paatentffrs       g  Dally  rxr-gpt  Sunday  anil  'ro'irwls-. 


57 


A.  .M.  tlm..'  shown  In  LIMII  (i.-r  typr    iv  M   Ui 


Thv  Atlantic  Coast  Line  Railroad  prints  in  its  public  tiim-tablts  the  schedule* 
of  connecting  bus  lines  for  cross-state  travel 


Lakeland    in    an    important    bus 
renter. 


to  hamper  the  development  and  fu- 
ture of  the  bus  industry  by  imposing 
a  vehicle  tax  that  is  larger  than  other 
states  demand.  Formerly  the  bus 
men  paid  only  a  general  state  license 
and  their  vehicles  were  classed  as 
trucks.  However,  by  a  state  act  tak- 
ing effect  in  1922,  the  buses  now  pay 
three  sets  of  taxes — a  1  per  cent  per 
gallon  gasoline  tax,  a  registration  fee 
of  75  cents  per  hundredweight  on  the 
manufacturer's  tonnage  rating  of  the 
vehicle  and  finally  a  seat  tax  on 
the  carrying  capacity.  This  .seat  tax 
varies.  Buses  with  from  eight  to 
sixteen  passenger  seats  pay  $7.50  per 
seat  per  annum,  whereas  in  case  of 
bu.ses  seating  more  than  sixteen  pas- 
sengers this  seat  tax  rate  is  increased 
to  $10  per  .seat  per  annum.  Tour- 
ing cars  for  hire  or  engaged  in  regu- 
lar service  pay  $5  i)er  .seat.  This 
same  rate  also  applies  to  hotel  buses 
that  meet  the  trains.  This  tax  rate 
explains  perhaps  more  easily  than 
anything  else  the  reason  for  the  small 
capacity  buses. 

This  state  vehicle  seat  tax  dis- 
placed the  right  the  various  munici- 
palities had  under  a  special  state  law 
to  impo.se  a  fee  of  $50  per  year  for 


charge  for  each  pa.s.senger.  In  spite 
of  the.se  bus  taxes  no  protection  is 
offered  to  the  bus  man  by  the  state 
in  return.  No  franchise  or  exclu- 
sive rights  are  granted  covering 
operation,  and  all  that  is  necessary  to 
exercise  the  right  to  operate  is  the 
payment  of  the  vehicle  fees  required 
by  the  state. 

This  leads  to  the  situation  much 
decried  by  the  established  lines, 
which  operate  all  the  year  round,  in 
that  during  the  winter  or  tourist 
season,  when  business  is  heav>',  buses 
from  the  northern  states  emigrate  to 

Table   I — (Jent-ral  Transpurlatimi 
Slali'.iir-   for    Kliirida 


I'opuIatloD . 

«M.4;o 

.Vrni  in  aquan-  ml*  • 

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laltoc 

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Milra  nf  hi«h»aj-«  Milaidf 

of  mwaaAd  tDvna 

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Milr«  of  bus  rout''* 

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yjt\uiiA\*^\  bus  niilnt  o<>rTa 
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.  »U  . 

J.2I2 

70 


Florida  and  compete  on  established 
runs  with  the  regular  bus  men. 

In  Jacksonville  there  are  a  num- 
ber of  such  buses  which  come  down 
and  engage  in  sightseeing  business. 
This,  however,  is  not  a  cause  of  gen- 
eral complaint  as  they  do  not  run  a 
regular  schedule  nor  do  they  inter- 
fere with  the  regular  scheduled  runs 
from  Jacksonville. 

The  jitney  operators  in  Miami  for 
some  time  past  have  had  an  active 
organization  which  has  attempted  to 


BUS 

nUNSPORIATlON 

conserve  their  interests.  However, 
the  regular  bus  lines  have  been  with- 
out organization  until  November, 
1922,  when  A.  D.  Hartzell  called  a 
general  meeting  of  the  bus  owners 
of  Florida  at  Daytona,  and  a  tem- 
porary organization  was  formed 
which  plans  to  take  steps  to  seek  a 
revision  in  the  laws  of  the  state 
covering  buses  so  as  to  secure  per- 
manency and  protection  to  the  bus 
owners'  investment  and  also  a  read- 
justment of  the  license  fee. 


The  Second  Longest  Bus  Line 
Is  in  Florida 

Year-Round  Operation  Secured  by  Use  of  Buses  in  Asheville,   N.  C, 

During  the  Summer  Months — Maintenance  Handled  in 

Own  Shop  by  Force  of  Six  Mechanics 

THE  second  longest  bus  line  in 
the  United  States  is  at  present 
found  in  the  state  of  Florida.  There 
is  a  prediction,  however,  that  within 
a  comparatively  short  time  it  will 
have  grown  to  the  longest  intra- 
state line  in  the  country.  At  present, 
however,  the  line  from  Los  Angeles 
to  San  Francisco  is  the  one  bus  line 
that  exceeds  in  distance  the  line 
operated  by  the  Florida  Motor 
Transportation  Company.  This  com- 
pany has  its  main  offices  in  Miami, 
Fla.,  although  it  operates  several 
bus  lines  out  of  Asheville,  N.  C. 

To  get  the  proper  background  for 
a   detailed   story   of  the   extent   of 
of    this    transportation 
is  well  to  go  back  to  its 


operations 
company  it 
beginning. 

Eight  years  ago  two  bus  lines 
were  started  in  Miami,  the  White 
Star  Auto  Line  and  the  Clyde 
Passenger  Express.  The  former 
ran  from  Miami  to  West  Palm 
Beach,  a  distance  of  about  68  miles, 
and  the  latter  from  Miami  to  Home- 
stead, which  cities  are  about  32 
miles  apart.  These  two  lines,  both 
pioneers  in  Florida  bus  transporta- 
tion, operated  for  five  years. 

Three  years  ago,  or  in  1919,  a 
consolidation  of  the  two  lines  was 
effected  under  the  name  of  the  Flor- 
ida Motor  Transportation  Company. 
New  equipment  was  added  by  the 
purchase  of  several  buses  from  the 
Cleveland-Akron  (Ohio)  Line.  For 
two  years  the  Florida  Motor  Trans- 
portation Company  maintained  the 
runs  of  the  two  original  lines,  that 
is,  from  Homestead  on  the  south  to 
West  Palm  Beach  on  the  north. 

In  1921  the  northern  terminal  was 


The  interior  of  the  bus  indicates 
leather  upholstered  seats  and 
ample  aisle  space,  with  center 
dome  lights. 


changed  from  West  Palm  Beach  to 
Jacksonville,  which  extension  made 
the  length  of  the  through  run 
nearly  400  miles. 

During  the  winter  of  1921-1922, 
thirty-six  buses  were  operated  from 
Miami.  This  winter,  1922-1923,  the 
l)lans  called  for  operating  forty-two 
buses,  which  number  includes  sev- 
eral buses  of  an  entirely  new  type 
to  Florida.  Last  summer  ten  buses 
were  in  service. 

It  is  interesting  to  stop  right  here 
and  tell  how  the  bus  business  has 


Vol.2,  N  0.2 

been  piade  a  year-round  paying 
venture  when  the  difference  in  the 
winter  and  summer  traffic  is  so 
great.  The  same  company  operates 
three  bus  lines  running  out  of  Ashe- 
ville, N.  C.  Here  the  summer  traffic 
is  heavy  and  the  winter  traffic  com- 
paratively light,  which  allows  buses 
to  be  shifted  from  one  place  to  the 
other.  The  light  season  in  Florida 
is  the  heavy  season  in  Asheville, 
and  vice  versa. 

The  Florida  Motor  Transporta- 
tion Company  has  chosen  the  White 
Company's  chassis  as  standard 
equipment.  Open-type  passenger 
Avery  bodies  which  are  electrically 
lighted  and  upholstered  in  leather 
are  used  exclusively.  Some  buses 
seat  sixteen  passengers,  others 
twenty-two,  while  a  few  can  accom- 
modate twenty-four  passengers 
seated. 

Buses  are  run  on  a  regular 
schedule,  and  many  compliments 
have  been  received  on  the  way 
schedules  are  maintained.  The 
buses  are  as  dependable  as  trains 
except  in  case  of  unavoidable  de- 
lays caused  by  unforeseen  break- 
downs. These  are  few,  however, 
for  the  company  by  careful  main- 
tenance keeps  its  vehicles  in 
excellent  operating  condition.  Be- 
tween West  Palm  Beach  and  Miami 
an  hourly  schedule  is  maintained 
in  each  direction.  Between  Home- 
stead and  Miami  six  trips  each  way 
are  made  daily,  while  but  a  single 
trip  is  made  daily  between  Jackson- 
ville and  Miami.  On  this  trip,  which 
covers  a  distance  of  390  miles,  an 
overnight  stop-over  is  made  in 
Cocoa,  which  is  about  half  way. 

Amount  of  Traffic  Handled 

In  the  winter  season  on  the  three 
routes  mentioned  the  buses  carry 
on  an  average  of  50,000  passengers 
a  month,  while  in  the  summer  this 
drops  off  to  about  12,000.  The  eco- 
nomic value  of  having  an  ownership 
in  the  three  Asheville  lines  can  be 
further  realized  from  these  figures. 
For  the  three  Asheville  lines  the 
summer  traffic  runs  about  30,000, 
while    in    the    winter    season    only 


Routes  and  Fares  Charged- 

-Florida  Motor  Transportation  Company 

Routc 

I.ollEtli 

(Mili-,- 

32 

26 

42 

320 

388 

68 

One-Wav 
Rate 

. Parrs .  per  Mile 

Ono-Way       Houinl  Trip    {Cents'! 
$110                $2  00           3.43 

Miami  to  Fort  I.iiudordale 

l''()rt  LiiudcrdHle  to  Wost  Palm  Beach  ,    . 

Wf^t  Palm  Bnach  to  Jackaonvillo 

.Miami  to  Jacksonville 

Miami  to  West  Palm  Beach 

1 . 00                 2  00           3    15 

1,75                  3  50           4   17 

12  00               22  00           3.75 

13.50              25  00          3.50 

2.75                5.00           4.05 

February, 1923 


BUS 

TR\NSHOHIM10N 


71 


Several  vehicles  of  this  type  are  i»  regular  service 


aljout  9,000  passengers  are  handled 
per  month. 

The  one-way  rates  of  fare 
charged  on  the  Florida  lines  aver- 
age less  than  4  cents  per  mile  and 
on  the  whole  are  about  the  same  as 
railroad  fares.  The  actual  rates  are 
shown  in  the  accompanying  table: 

The  fares  charged  between  Miami 
and  Jacksonville  do  not  include 
hotel  charges  and  meals  en  route. 
This  is  done  so  that  passengers  can 
stop  overnight  at  Cocoa  or  wherever 
they  please. 

In  the  near  future  it  is  planned 
to  extend  bus  service  from  Jackson- 
ville to  Daytona,  a  distance  of  110 
miles,  and  likewise  from  West  Palm 
Beach  to  Daytona.  This  latter  run 
will  be  nearly  200  miles  long. 

In  Miami  the  company  has  its 
own  garage  at  38  X.W.  Second 
Street.  It  is  50  ft.  wide  and  runs 
through  to  N.W.  First  Street  and 
has  a  total  depth  of  300  ft.     Here 


ail  repair  work  is  done  by  si.x 
mechanics  who  are  on  the  job  at 
all  times.  Everj-thing  is  done  to 
keep  the  buses  on  the  road  instead 
of  in  the  shop,  for  it  is  realized  that 
a  bus  cannot  make  money  unless  it 
is  in  operation.  Another  advantage 
of  carrying  on  all  maintenance  work 
in  one  shop  is  the  lowering  of 
operating  costs.  Florida  operating 
costs  average  between  27  and  28 
cents  per  mile.  On  the  si.vteen- 
passenger  buses  between  13  and  14 
miles  operation  is  obtained  from  a 
gallon  of  gasoline,  while  the  larger 
buses  average  from  9  to  10  miles 
per  gallon. 

Passenger  Depot  Planned 

In  another  year  it  is  the  intention 
of  the  company  to  transform  the 
present  garage  into  a  large  motor 
bus  depot  and  to  move  its  oflice 
there.  Traffic  demands  in  Miami 
liv   that    time   will   be   such   that   a 


Latei^t  tiii" 


•  n  type  brxlii  nii  White  chassix 


change  will  be  ubisolutely  neces- 
.-iary,  especially  during  the  winter 
months.  This  can  be  realized  from 
the  fact  that  Miami  haw  grown  44<) 
per  cent  in  the  lant  ten  years  and 
is  keeping  up  thix  rapid  pacu  today. 

Pa.ssenger  traffic  is  about  equally 
divided  between  long-haul  and 
«hort-haul  riderH.  Thia  in  iihown 
by  extensive  records  for  the  paiit 
three  years. 

Ticket  offict-s  have  been  establisht-*! 
in  Home.stead,  Miami,  F"ort  Lauder- 
dale, Delray.  West  Palm  Beach  and 
Jacksonville.  Others  are  to  be  added. 
In  addition  to  the  ticket  offices 
maintained  by  the  company,  repre- 
sentatives of  "Ask  Mr.  Foster" 
handle  tickets.  Losses  through  the 
theft  of  fare.s  have  been  very  small, 
but  the  officials  believe  it  best  not 
to  put  too  much  temptation  in  the 
way  of  the  drivers.  All  drivers 
work  on  a  straight  salary,  which 
varies  from  $25  to  $3.')  jn-r  wi-ok, 
depending  on  the  run  on  which  they 
work. 

.Vow  for  just  a  word  or  two  about 
the  three  lines  running  out  of  Ashe- 
ville,  N.  C. :  One  line  extends  from 
Asheville  to  Greenville,  S.  C,  a 
distance  of  62  miles  over  which 
four  round  trips  are  made  daily. 
The  one-way  fare  is  $1.75  and  the 
return-trip  ticket  rate  is  $3.  The 
second  run  is  between  Asheville 
and  Waynesville,  a  distance  of  32 
miles.  Four  round  trips  a  day  are 
operated.  The  one-way  fare  is 
$1.25,  with  a  reduction  of  25  cent^ 
in  the  round-trip  rate.  The  third 
run  is  from  Asheville  to  Black 
Mountains,  a  distance  of  18  miles. 
On  this  route  an  hourly  schedule  i.s 
maintained  for  twelve  hours  daily. 
The  one-way  fare  is  75  cents  and 
the  round-trip  fare  is  $1.25.  On 
these  three  Asheville  routes  eight 
buses  are  operated  during  the 
winter  months  and  twenty  in  the 
summer  season. 

In  the  last  analysis  it  is  the  cash 
that  tells  the  .story.  What  does  all 
this  work,  this  planning,  this  system 
bring  in?  Last  year  the  company 
did  a  gross  business  of  $16.5,000  in 
Florida  and  about  $75,000  in  Ashe- 
ville. This  winter  everybody  says 
there  will  be  a  bumper  tourist  crop 
in  Florida,  so  people  are  more  opti- 
mistic than  ever. 

The  officers  of  the  Florida  Motor 
Transportation  Company  are:  J.  N. 
Oliver,  president  and  general  man- 
ager; W.  H.  Andrews,  vice-presi- 
dent; S.  P.  Rohineau.  secretary; 
H.  H.  Moore,  treasurer. 


72 


BUS 

IRANSPORTATION 


Vol.2,  No.2 


Operating  Costs  Are  Given  for  Bus  and  Trolley  Services — Also,  an  Account  of  Detailed 
Studies  Made  of  Traffic  Conditions  on  the  Fifth  Avenue  and  Chicago  Motor  Bus  Systems 

Trolleys  Favored  for  Surface  Transport 

in  Large  Cities 

By  John  A .  Beeler 


Consulting  Engineer 


IN  ANY  CONSIDERATION  of  the 
possibility  of  supplanting  the 
present  street  car  service  in  New 
York  City  with  an  equivalent  bus 
service,  the  principal  factors  are  the 
following:  (1)  Adequacy,  (2)  first 
cost,  (3)  cost  of  operation,  (4)  ef- 
fects on  public.  It  is  necessary  to 
consider  adequacy  on  an  all-year 
basis.  No  one  would  think  of  oper- 
ating open  street  cars  through  the 
winter,  and  similarly  the  open-top 
double-deck  type  of  bus  employed  on 
Fifth  Avenue  cannot  be  depended  on 
for  its  full  seating  capacity  in  mass 
transportation  throughout  the  year. 
Checks  at  Thirty-third,  Forty-second 
and  Fifty-seventh  Streets  of  the 
number  of  passengers  and  seats  of 
the  Fifth  Avenue  buses  in  each  di- 
rection between  7  a.m.  and  7  p.m. 
taken  on  Dec.  15,  1921,  show  only  a 
small  percentage  of  seats  occupied.  At 
Fifty-seventh  Street,  the  maximum 
load  point,  during  the  evening  rush 
hour  when  the  city's  transportation 
systems  are  taxed  to  the  utmost,  only 


•Abstract  of  report  to  New  Tork  Transit 
Commission  made  public  the  early  part  of 
January.  1923. 


65  per  cent  of  the  available  seats  on 
the  outbound  buses  are  occupied. 
The  observations  were  taken  on  a 
fine  clear  day  with  an  average  tem- 
perature of  26  deg.  F. 

To  inclose  the  upper  deck  of  this 
type  of  bus  would  render  the  vehicle 
topheavy  and  increase  the  liability 
to  accident.  It  would  also  reduce  the 
clearance  beneath  the  elevated  and 
other  overhead  obstructions.  The 
single-deck  type  of  bus,  seating  ap- 
proximately thirty  passengers,  seems 
best  adapted  to  the  general  require- 
ments in  New  York  City. 

The  bus  presents  certain  opportu- 
nities for  obtaining  greater  mobility 
of  service  than  the  street  car.  It  can 
load  at  the  curb,  and  in  blockades  or 
breakdowns  can  run  around  the  ob- 
struction. It  can  be  short-lined 
readily  at  any  desired  point  and  en- 
tirely rerouted  on  short  notice  in 
emergencies. 

In  capacity,  however,  the  bus  is 
less  elastic  than  the  street  car,  a 
factor  of  great  importance  in  han- 
dling rush-hour  crowds.  Operating 
over  rails  in  a  fixed  path,  the  street 
car  is  not  only  capable  of  smoother 


operation  but  can  with  safety  ana 
economy  be  built  larger.  The  bus, 
weaving  in  and  out  of  traffic  and 
operating  over  pavements,  the  best 
of  which  have  irregularities,  is  sub- 
ject to  lurching  and  abrupt  move- 
ments that  should  limit  its  capacity 
to  one  passenger  per  seat.  -The 
average  car  can  provide  readily  for 
as  many  as  four  standing  passengers 
to  each  five  seated  during  the  maxi- 
mum load  period,  and  there  is  flexi- 
bility in  the  application  of  such  a 
standard. 

When  the  rush-hour  demands  are 
greatly  in  excess  of  the  base,  as  in 
all  large  cities,  this  difference  of 
capacities  puts  a  considerable  handi- 
cap on  the  bus,  and  undoubtedly  has 
much  to  do  with  the  fact  that  no 
important  city  as  yet  is  served  solely 
by  buses.  Where  they  are  used  in 
conjunction  with  other  transporta- 
tion means  it  is  noticeable  that  the 
rush  demands  on  the  latter  must 
take  care  of  the  passengers  who  can- 
not be  accommodated  by  the  buses. 

The  surface  lines  in  Manhattan 
now  operate  during  the  base  561  cars 
with  an  average  seating  capacity  of 


Table  I — Comparative  Bus  Operating  Costs — Cents  per  Bus-Mile 


Number  of  buBes 

Tirca 

Repairfl 

Gas  and  oil 

Conducting  transportation. . , . 

Traffic 

Gen4^ral  and  misoellaneouB 

Injuries  and  damages 

Insurance 

Maintenance  and  supplies 

Road  expense 

Rent 

Total  expense  (operating) . . . 

Taxea 

Depreciation 

Fixed  charges 


°4 

s 

o 

s 

o 

s 

•3 

—      o 

>8 
1« 

s 

i 

1^ 

<:z 

'o 

1 

1^ 

■S6 

|l 

1^ 

i^ 

1^ 

<3» 

271 
0.98 
4.61 

23123 
0.16 
1.62 
1.35 


1.17 


10.40 


28 


40 


2.71 


12.90  24.94 

0.35 

2.10  4.14 
0.91 


10.46 

3.97 

14.81 


12 
5.10 
7.40 
5.80 
10.21 


5.42 


11.70 


1.31 


5 
5.50 
6.53 
5.14 
6.75 


0.28 


3 
3.00 


3.88 
8.53 


1.13 


7 
1.48 
4.73 
5.90 
8.12 

0:47 

■i!63 


■3n 
20 

'i'.i'o 
i5!96 
i'.'s'i 


as 


3.06 
3.83 
2.63 
3.77 

"6.93 


oi  h  a 


3.50 
4.70 
3.00 
3.50 

'3;  66 
■i]66 


.17 


39.61         37.50        41.68 


Total  cost  per  bus-mile  41. 

Xotcs:   *  Two-man  operation. 

a  Additional  depreciation  in  adjustment  accotmt. 
b  Docs  not  include  taxes. 


37.12 


25.92         25.83         25.68 


37.78 


-    M 


7 
1.82 
0.43 
2.35 
3.98 

■2!78 

'6!  57 


17.42 


1^ 
II 
1^ 

14 
1.72 
1.10 
2.67 
6,23 
0.36 
2.97 

■6!99 
0.40 


0.42 

0.53 

1.50 

0.48 

33.12 
4.66 
2.42a 
0.97 

37.30 

■i'.76 

0.61 

33.05 
O.I6i 
3.90 
0.39 

34.66 
2.43 
3.20 
1.39 

30.24 

5:62 
1.26 

24.20 
'i:72 

16.54 
0.40 
8.00 
0.89 

22.26 
0.23 
2.28 
0.91 

25.94 
1.39 
6.59 
3.86 

20.22 

20.20 

'sioo 

11.94 
0.15 
4.30 
1.03 

16.92 
0.28 
2.61 
0.35 

20.16 


February,1923 


BUS 

lKA.NSK>HIM)ON 


73 


iOOO 
ZiOOO 
\,000 

0 
3flOO 
ZjOOO 
UOOO 

0 
3000 
tflOO 
UXK) 

0, 


htorthbound 


Southbound 


M  35!?  St. 


— -v.'V 


r 


i+'K'jd&t. 


I 


.; 


■i^U--j"5'«nfe 


—  ;-^ ' * 


3^'%r 


7        8        9        10        U        IZ         1         Z        3        4        5         6        7     7        8        9        10       II        1?        1         2        3        4 

A  M,  p;-'. 


6        7 


forty-two,  and  in  the  rush  periods 
1,002  cars.  To  carry  the  same  num- 
ber of  passengers  on  the  basis  of 
service  stated  above  would  require 
786  buses  in  the  base  and  2.538  dur- 
ing rush  hours.  To  allow  for  re- 
pairs, etc.,  15  per  cent  should  be 
added,  bringing  the  total  buses  re- 
quired up  to  2,919.  The  surface  car 
traffic  of  all  lines  in  New  York  City- 
is  about  two  and  one-half  times  that 
of  the  Manhattan  lines.  Applying 
this  factor  7,297  buses  would  be  re- 
quired to  handle  the  traffic  now  car- 
ried on  the  surface  lines  in  the  city. 
Based  on  the  above  estimate  the  out- 
lay for  the  installation  of  a  complete 
bus  system,  including  garage  and 
shop  facilities,  will  be  at  the  rate 
of  |7,500  per  bus,  or  a  total  of 
$54,727,500. 

The  car  lines  are  already  in  use 
and  the  tracks  are  in  the  streets. 
They  have  a  value  which  is  being 
determined  by  the  commission.  To 
remove  them  and  restore  the  paving 
of  the  .streets  will  co.st  millions  of 
dollars.  While  it  does  not  directly 
affect  this  estimate,  the  question  re- 
mains as  to  who  would  bear  the  cost 
of  such  a  change.  Undoubtedly  it 
will  be  borne  by  the  public  in  one 
form  or  another. 

Looked  at  in  a  broad  way,  the  cost 
of  service  includes  the  total  expendi- 
ture, whether  paid  directly  by  the 
operating  company  or  indirectly  by 
the  public.  Although  the  bus  sys- 
tem has  the  smaller  installation  cost, 
the  major  portion  of  the  difference 
is  that  the  railway  must  provide  and 
maintain  its  roadbed,  track  and  pav- 
ing. With  buses  the  expense  for 
these  items  is,  as  a  rule,  borne  by 
the   taxpayers;    but    it    is   none   the 


Diayrainx  shouiny  tiajfic  ha)i- 
dled  on  north  and  soiilkbound 
trips,  Dec.  15,  1921,  wheti  the 
meather  was  fair  and  the  arer- 
aye   temperature  26  deg.   F. 

less  an  important  item  in  the  cost 
of  the  service  and  for  a  true  com- 
parison must  be  included.  Another 
important  factor  in  determining  the 
cost  of  service  is  the  relative  life 
of  plant  and  equipment.  The  bus  has 
a  life  of  one-third  that  of  a  street 
car,  or  even  less. 

For  the  purpose  of  determining  as 
accurately  as  may  be  the  cost  of  bus 
operation  the  available  .statistics 
from  operation  of  buses  in  New  York, 
London,  Chicago,  Detroit  and  other 
localities  have  been  analyzed.  They 
are  presented  on  a  bus-mile  basis  in 
Table  I.  In  this  comparison  only 
the  two-man  type  of  operation  will 
be  considered,  for  where  the  one-man 
bus  is  applicable  the  one-man  car 
can  be  used  equally  well.  Table  I 
shows  that  the  total  cost  of  service, 
averaged  from  the  American  com- 
panies operating  two-man  buses,  is 
41.5  cents  per  bus-mile,  exclusive  of 
wear  and  tear  on  paving.* 


•In  the  Atlantic  Uonthlj/tor  Aii)rti5>t.  1921, 
ihls  iti'm  Is  estimated  by  Phllli     •   '    •   •     ' 
about  10  cents  per  ton-mile. 


Table  II — Composite  OperatinK   Iteport 

of  Fifty-two  .\miTiran  City   .Strcft 

Railways.  Six   Months  Kndcd 

June  .30.  H"2I 


Item 
Operat  inst  rcvenur 


OperatinK expeiua. . . 

Taxes 

Interest  anfl  other  revenue  deflueiititu> . 


■  r  Car-Mile 

(Cental 

46.  S 


55  0 
3.2 
7  5 


Total  coat . 


«  7 


111  New  York  the  co.hI  of  «lreel  cat- 
operation  is  exceptionally  high.  The 
adoption  of  modern  and  efficient 
methods  of  operation  .should  reduce 
this  materially.  An  average  of  the 
cost  of  service,  including  taxes  and 
interest,  for  street  railways  in  the 
United  States,  as  shown  in  Table  II. 
is  45.7  cents  per  car-mile. 

The  greater  capacity  of  the  street 
car  makes  each  car-mile  operated  in 
base  hour  service  equivalent  to  1.4 
bus-miles,  and  each  rush  hour  car- 
mile  equivalent  to  2. .53  bus-miles, 
making  a  weighted  average  of  1.81 
bus-mile.s  to  each  car-mile  over  the 
day.  One  car-mile  costing  45.7  cent.s 
is,  therefore,  the  equivalent  of  1.81 
bus-miles  costing  75.1  cents.  Hence 
the  cost  of  bus  .service,  not  including 
the  indirect  costs  mentioned  above, 
is  approximately  65  per  cent  greater 
than  the  average  cost  of  street  rail- 
way service. 

Effects  on  the  Public 

A  seat  per  passenger  at  all  time.s 
is  an  attractive  feature  of  bus  serv- 
ice except  that  it  sometimes  involves 
waiting.  To  secure  efficient  opera- 
tion it  is  necessary  to  fill  all  the 
seats  during  periods  of  heavy  traffic. 
Consequently  at  such  times  there 
must  be  a  surplus  of  passengers  wait- 
ing, reservoir-like,  along  the  route 
to  do  this. 

In  other  ways  the  relative  merits 
of  the  bus  and  street-car  .service  de- 
pend largely  on  the  territory  ser\'ed. 
In  spar.sely  settled  sections  the 
smaller  capacity  of  the  bus  is  no  dis- 
advantage and  may  even  result  in 
greater  frequency  of  .service.  In 
many  localities,  especially  where  car 
lines  as  yet  do  not  exist,  the  bus  mav 


74 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


Table  III— Vehicle  Count  at  Fifth  Avenue  and  57th  Street 
Data  Taken  Dec.  15,  1921 


Per 

, Other  Vehicles . 

Grand 

Cent 

Tim« 

North 

South 

Total 

North 

.South 

Total 

Total 

Buses 

7:00  to 

7:15 

0 

4 

4 

13 

2 

35 

39 

10.2 

7:15  to 

7:30 

1 

8 

9 

7 

22 

29 

38 

23  6 

7:30  to 

7:45 

4 

12 

16 

26 

43 

69 

85 

7:45  to 

8:00 

9 

24 

33 

26 

72 

98 

131 

25   2 

8:00  to 

8:15 

18 

35 

53 

40 

114 

154 

207 

25   6 

8:15  to 

8:30 

25 

43 

68 

67 

149 

216 

284" 

23.9 

8:30  to 

8:45 

28 

56 

84 

39 

229 

268 

352 

23.8 

8:'«5  to 

9:00 

27 

51 

78 

83 

277 

360 

438 

17   8 

9:00  to 

9:15 

46 

38 

84 

106 

312 

418 

502 

16  7 

9:15  to 

9:30 

41 

27 

68 

79 

273 

352 

420 

16.2 

9:30  to 

9:45 

40 

28 

68 

127 

226 

353 

421 

16    1 

9:45  to 

10:00 

36 

28 

64 

129 

214 

343 

407 

15   8 

10:00  to  10:15 

34 

26 

60 

131 

250 

381 

441 

13   6 

10:15  to 

10:30 

27 

29 

56 

104 

255 

359 

415 

13   5 

10:30  to 

10:45 

23 

28 

51 

116 

233 

349 

400 

12  7 

10:45  to 

11:00 

27 

27 

54 

84 

196 

280 

334 

15  9 

1 1 :00  to 

11:15 

21 

29 

50 

126 

240 

366 

416 

12  0 

11:15  to 

11:30 

27 

29 

56 

149 

156 

305 

361 

15  5 

11:30  to 

11:45 

27 

28 

55 

128 

172 

300 

355 

15   5 

11:45  to 

12:00 

26 

29 

55 

161 

159 

320 

375 

14  7 

12:00  to  12:15 

27 

29 

56 

182 

137 

319 

375 

14   9 

12:15  to  12:30 

28 

29 

57 

140 

107 

247 

304 

18   8 

12:30  to 

12:45 

28 

28 

56 

229 

121 

350 

406 

13,8 

12:45  to 

1:00 

30 

27 

57 

219 

131 

350 

407 

14  0 

1:00  to 

1:15 

31 

27 

58 

168 

154 

322 

380 

15  2 

1:15  to 

1:30 

24 

33 

57 

152 

172 

324 

381 

14  9 

1:30  to 

1:45 

28 

30 

58 

108 

173 

281 

339 

17    1 

1:45  to 

2:00 

26 

40 

66 

116 

174 

290 

356 

18  5 

2:00  to 

2:15 

29 

28 

57 

85 

182 

267 

324 

17  6 

2:15  to 

2:30 

25 

28 

53 

123 

213 

336 

389 

13  6 

2:30  to 

2:45 

27 

39 

66 

130 

186 

316 

382 

17  3 

2:45  to 

3:00 

28 

35 

63 

159 

155 

314 

377 

16  7 

3:0&  to 

3:15 

29 

35 

64 

180 

194 

374 

438 

14  6 

3:15  to 

3:30 

29 

31 

60 

131 

187 

318 

378 

15  9 

3:30  to 

3:45 

29 

29 

58 

155 

177 

332 

390 

14  9 

3:45  to 

4:00 

16 

35 

51 

155 

155 

310 

301 

14.  1 

4:00  to 

4:15 

28 

34 

62 

144 

178 

322 

384 

16.1 

4:15  to 

4:30 

28 

32 

60 

160 

172 

332 

392 

15  3 

4:3  (to 

4:45 

27 

32 

59 

186 

172 

358 

417 

14  2 

4:45  to 

5:00 

31 

22 

53 

135 

160 

295 

348 

15.2 

5:00  to 

5:15 

44 

18 

62 

248 

163 

411 

473 

13.1 

5:15  to 

5:30 

52 

24 

76 

238 

189 

427 

503 

15.1 

5:30  to 

5:45 

36 

12 

48 

251 

140 

391 

439 

10.9 

5:45  to 

6:00 

41 

28 

69 

273 

146 

419 

488 

14    1 

6:00  to 

6:15 

47 

22 

69 

318 

139 

457 

526 

13.1 

6:l5to 

6:30 

23 

15 

38 

271 

143 

414 

452 

8,4 

6:30  to 

6:45 

38 

13 

51 

344 

148 

492 

543 

9.4 

6:45  to 

7:00 

18 
1,334 

15 
1,349 

33 
2,683 

269 
7,010 

151 
8,133 

420 

453 

7.3 

Total. 

15,143 

17,826 

15.05 

Table  IV— Average  Speed  of  Buses,  Fifth  Avenue,  New  York 


Period      Number   of 
of  Observa- 

Section  of  Street  Day  tions 

(  A.  M.  Rush  7 

Washington  Square  to  23rd  St ■  Base  24 

[  P.  M.  Rush  9 

[  A.  M.  Rush  8 

23rd  to  31st  Sts -Base  26 

I  P.  M.  Rush  9 

A.  M.  Rush 

3 1st  to  42nd  Sts \  Base 

I,  P.  M.  Rush 
(  A.  M.  Rush 

42nd  to  57th  Sts '  Base 

[  P.  M.  Rush 


57th  St   to  125th. St.  and  7th  Ave.. 


57th  St.  to  135th  St.  and  Broadway. 


A.  M.  Rush 

Base 

P.  M.  Rush 

A.  M.  Rush 

Base 

P.  M.  Rush 


25 
9 
8 

25 
9 
3 

14 
5 
3 
9 
4 


.Average 
Time 

Minutes 
6.65 
7.13 
7.  II 
3  50 
3  56 
5  39 

5  70 
7  70 
7,50 

6  50 
8.28 
9  23 

21  5 

22  2 

23  5 
29  8 
28.3 
28.6 


Average 
Speed 
M.P.H. 

8  12 
7.58 
7.60 
6.86 
6.76 
4.46 
5  80 
4.28 
4.40 
6.93 
5.44 
4.88 

10.15 
9.73 

9  30 
9  87 

10  40 
10.28 


Table  V — Speeds  of  Fifth  Avenue  Buses  on  Different  Routes 


Period 
Route  of  Day 

125th  S  t.  a  n  d   7th  A  v  e.  t  o  (  A.M.       ' 

Washington  Square \  Base        1- 

\  P.M.        1 

Aveiage 
181st  St.  and  St.  Nieholaa  Ave.  (  A.M.       1 

to  25th  St.  and  Fifth  Ave Base        j- 

[  P.M.       J 

Average 

168th    St.    and    Broadway    to  (  A.M. 

Pennsylvania  Station -1  Base 

[  P.M.       J 

Average 
168th    St.    iind    Bioadway    to  (  A.M.       1 

Washington  Square {  Base        } 

I  P.M.       I 

Average 
72nd    St.    from     1st     Ave.    to  (  .\.M.       1 

Central  Park  West {  Base         \ 

[  P.M.        I 

Average 
157th    St.    and    Broadway    to  (  A.M.       1 

Pennsylvania  .Station \  Base        \ 

I  P.M.       J 

Average 
193rd  .St.  and  St,  Nicholas  Ave.  (  .\.M.       1 
to  1 25th  St.  and  7th  .\ve {  Base        'r 

[p.m.     J 


Distance 
in   Miles 

':■     6 .  25 


8.68 


Running  Time 

in    Minutes 

43  7 

45.7 

55.2 


8  50 


9    10 


2.98 


7.73 


4.13 


23.0 
27.0 


25  0 


Speed 

M  P.H. 

8.58 

8  20 
6.80 

7.79 

9  78 
9.13 

7  80 

8  84 
8  91 
8  65 
7.43 

8.27 

8.92 
8  06 

7  30 

8.05 
8.52 

8  52 
7.15 

8  02 
8  56 
8.29 
7.49 

8,08 

10  77 
9.18 


Average 

Grand  Average _. 

Note:  Each  of  the  above  speeds  is  the  averajre  of  four  trips  observed. 


9.91 
.8.37 


be  much  more  economical  on  account 
of  the  smaller  investment. 

In  congested  districts  frequency  of 
headway  presents  a  different  prob- 


lem. Concentration  of  passengers  is 
here  advantageous.  For  instance,  in 
the  heaviest  half-hour  of  the  after- 
noon   eighty-eight    buses    on    Fifth 


Table  VI — Speed  and  Stops  of  Chicago  Motor  Bus  Company's  Buses 

Made  Oct.   19  and  20,  1921.  from  Center  of  Link   Bridge,   South  on   Michigan  Avenue. 

West  to  State  Street.  North  on  State  Street,  East  on  Washington  Street, 

North  on   Michigan  Avenue  to  Linls   Bridge 


Distance 

Time  in 

Number  of 

Time  of  Stops 

Average 

Return 

Via               Time  of  Day 

in    Miles 

Minutes 

Stops 

in  Seconds 

Speed    MP. 11, 

...     .        9:10A.M. 

1.824 
1.229 

15  50 
11    50 

13 
11 

228 
186 

7.06 

ll:16A.Nr 

6.42 

MoiinM- 

1:35  P.M. 

1,473 

18.00 

17 

326 

4.91 

3:43:30P.M. 

1    473 

17  00 

15 

336 

5.20 

Monroc 

5:24  P.M. 

1    473 

19  25 

18 

448 

4  59 

.lackson 

7:33:15P.M. 

1.824 

14  75 

15 

164 

7  41 

Total 

9.296 

96.00 

89 

1,688 

Average 

8.57permile     18.96 

5.81 

Between  Center  of  Link 

Bridge  and  North 

Terminals 

(  Outside  Loop) 

Distance 

Time  in 

Number  of 

Time  of  Stops 

Average  Speed 

From 

To            Time  of  Day 

in  Miles 

Minutes 

Stops 

in  Seconds 

M.P.H. 

Link  BridKC 

Devon  Ave.       9:25  A.M. 

8.45 

36  00 

4 

32 

14.09 

Devon  Ave. 

Link  Bridge     10:25  A.M. 

8  45 

50  50 

30 

301 

10.03 

Link  Bridge 

Wilson  Ave.     11:27  A.M. 

5  96 

25  50 

19 

105 

14   01 

Devon  Avf. 

Link  Bridge     12:51P.M. 

8  45 

43  50 

30 

255 

M  ,60 

Link  RridRe 

Edg  It   Hotel     1:53  PM 

6  90 

32  50 

11 

76 

11    65 

r)cvon  Ave. 

Linkllri.lge       3:00  P.M. 

8   45 

43.00 

18 

232 

11   78 

Link  Bridge 

Edg  B.  Hotel    4:01  P.M. 

6  90 

34.00 

3 

46 

12    16 

Edg.B.  Hotel 

Link  BridKo       4:49  P.M. 

6   90 

35  00 

18 

129 

11    82 

Link  Biidgc 

■Devon  Ave.       5:43  P.M. 

8.45 

45  25 

39 

298 

11.20 

Devon  .\vc. 

Link  Bridge      6:48  P.M. 

8.45 

45  25 

23 

173 

11.20 

Total 

77.36 

390.50 

195 

1.647 

Average 

2  54  per  m 

le      8  45 

11   87 

Avenue  passed  Fifty-seventh  Street 
northbound  carrying  2,828  passen- 
gers. This  was  at  the  rate  of  nearly 
three  buses  per  minute  with  an  aver- 
age load  of  thirty-two  passengers. 
With  the  same  number  of  street  cars 
6,688  passengers  could  have  been  car- 
ried. To  accommodate  this  latter 
number  of  passengers  on  buses  more 
than  seven  buses  per  minute  would  be 
necessary. 

Effect  on  Street  Congestion 

At  present  the  buses  on  Fifth 
Avenue  represent  15  per  cent  of  the 
total  number  of  vehicles  in  the  street. 
On  account  of  their  size  and  fre- 
quency of  stops  they  are  responsible 
for  a  great  deal  more  than  15  per 
cent  of  the  congestion,  however.  To 
increase  the  rate  to  seven  buses  per 
minute  would,  with  the  traffic  inter- 
ferences at  intersecting  streets,  cause 
an  intolerable  congestion.  Indeed,  it 
is  highly  questionable  if  they  could 
receive  and  discharge  their  passen- 
gers and   move  through  the  streets. 


February,  1923 


Table  Vll 


Srt:ra>  AM>  S-rors  orCiiiOAUo  Motmu  His  i'om- 

I'ANT'B  Buses  Betweb.v  Nohtii  Tehmi.vai.s 

AND   Downtown   Retuhn   Stiikki.-. 

Made  0<'T.  19  and  UU.  I'.'Jl 


Uoure 

Milemge 

.Stops 

Time  of  5tu|N» 
Avenme  ruiiniug  8iK-f<l 
.Average  number  ol  atup-t 
.Average  lime  per Btop.  .  . 


6.11   buB-liuuni 
86  66 
284 

3.335  MC 
10.70  m.p  h. 

3 .  28  jHT  mile 
M    74  s.r 


In  referring'  to  Fifth  Avenue  it 
is  for  the  purpose  of  illustration  only. 
Upon  it  operates  America's  largest 
bus  line.  The  double-deck  type  of 
bus  used  there  is  admirably  suited 
to  the  unusual  traffic  demands,  which 
are  largely  shopi)ing,  sight-seeing 
and  fair  weather  riding. 

FiKTH  Avenue  Operation 

The  following  table  is  from  an 
article  in  the  Electric  Railway  Jour- 
nal of  July  24,  1920,  written  by 
George  A.  Green,  general  manager 
and  engineer  of  the  Fifth  Avenue 
Coach  Company.  The  data  apply  to 
that  section  of  Fifth  Avenue  below 
Fifty-seventh   Street. 


Buses 
Period  Per  Hour 

Morning  rush   193 

Mid-day 107 

Kvcning  rush    184 

Sunday 144 


Headway^ 
Seconds 

18 
H 
20 
26 


The  above  figures  indicate  that  the 
number  of  buses  operated  in  the  base 
is  increased  80  per  cent  to  cover  the 
rush-hour  requirements. 

It  is  estimated  herein  that  786 
buses  will  be  required  in  the  mid-day 
and  2,538  in  the  rush  hours.  This 
means  that   the   number  in  service 


BUS 

75 

TRA.\SPORUlK>sl 

Table  \  111— t  oniparativf  ltu«  .^ 

Table    IX — Comparati 

»e   Street 

New   York  and  Chicago 

Car  Specdii 

M 

.\K\V  YOHK  (Kifih  Ave  C-oaehCo  ) 

III  »''»ng»*n''<l  -ii'Tn  '  "li  rifiti    \\«-    l«'wr«-n 

Pittsburgh 

t  42 

Thir!' 

4  74 

llullalo 

♦  95 

Difitrin 

1, 

(  llicililiatt       .     

*  95 

>- 

9  80 

Philadelphia  (Burfaee  Ijim-« 

10  M 

.Milwaukee 

10  12 

.Avernge  of  all  Uiiitricta 

«   37 

lirlrolt 

10  II 
10  It 

('IIIC.ACOlC'hirago.MuIui  ll.i-  < 

'.'.      '               1 1  f  • 

10  21 

In  Loop  DiMtriet 

10  5« 

(>utj,itli-of  L'Hin  lluttitrt 
.\ver»Ke  of  ttII«lt-'r"-•- 

1  1    »7 
10   70 

1   in.  ,,«.. 

10  52 
10  64 

In  Upip  Uistrirt 

b 

21 

i  tutjitde  of  Ltxfp  l>iatrirt 

~'    l-'.ub 

1 1 

«l 

Table  X— Results  of  Twi-Im- 

lliiur    TraMic  Count,  7  a.m.  lo  7  p.tn 

.  Thursday, 

Dec.  1'..  11I2I 

,  Fifth  .\\fnuf  Coach  (  ompanv 

Per  C«it 

South  Bound  Trips 

Vo.  of       . S«-nf-                           PsMenge 

f» 

H»U 

Point   of  Obser^'ation 

Buitm        Total            IVr  ilu»      Total         I'rt   Ku* 

OratipMi 

Fiflh.Ave.  at  57lh.St 

I.S41 

64.730            48   0         23.697 

17    6 

Fifth  .Ave.  at  42nd  St. 

1.271 

62.119            48   7         21.505 

16  9 

J5 

Fifth  .Ave.  at  33rtlSt 

l.26<i 

61.757           48  7        13.140 

10  4 

21 

North  Br..,...l  Trip. 

Fifth  .Ave.  at  33nl.'!t 

1.251        61,43)           48  9         15.581 

12   4 

25 

Fifth  .Ave  at  42nd  Si 

1.28 

62.424             48    5         21.813 

17   0 

35 

Fifth  Ave.  at  57tnSt. 

l.3)< 

f.5  20S             48   9         21.710 

It  3 

3) 

during  the  base  will  have  to  be  in- 
creased 223  per  cent  if  the  buses  are 
to  accommodate  the  rush-hour 
patrons. 

Other  Statistics 

In  addition  to  the  tables  mentioned 
above,  Mr.  Beeler's  report  contained 
considerable  other  statistical  infor- 
mation. 

The  curves  illustrate  graphically 
the  number  of  passengers  and  seats 
on  buses  of  the  Fifth  Avenue  Coach 
Company  passing  Thirty-third, 
Forty  -  second  and  Fifty  -  seventh 
Streets  in  each  direction  between 
7  a.m.  and  7  p.m.  These  observations 
were  taken  on  Dec.  15,  1921,  a  clear 
day  with  an  average  temperature  of 
26  deg.  F.  The  large  percentage  of 
seats  unoccupied  all  day  and  even  in 
the  peak  of  the  rush  hour  denioii- 


.stiales  the  fact  that  unprotected 
seats  on  the  upper  deck  do  not  fur- 
nish all  year  .service. 

Table  I  shows  in  tabulated  form 
the  cost  of  service  for  thirteen  bus 
companies.  Four  of  the.se,  including 
London  and  New  York,  operate  the 
two-man  type  of  bus.  The  remaining 
nine  comi)anies  operate  the  one-man 
type  of  bus.  In  all  ca.ses  the  co.st  ih 
itemized  where  possible  with  the  in- 
formation available.  With  taxes, 
fixed  charges,  and  depreciation,  the 
cost  of  two-man  bus  .service  is  shown 
to  be  practically  41.5  cents  per  V)U.s- 
niile  for  the  American  companies. 

Table  II  shows  the  revenue  and 
cost  of  service  of  the  average  Amer- 
ican city  street  railway.  The  figures 
given  are  the  average  of  the  actual 
revenue  and  cost  for  the  si.x  months 
period  ended  June  30,  1921,  for  com- 


Table  XI — Cost  of  One-Man  Motor-Bus  Serv 
per  Bus-Mile 

ice  in  Cents 

Table  XII— Cost  o 

One-.Man  Street  Car  Service  in  Cents 
per  Car-Mile 

(.A) 

Thiilwall 

0  0 

lUi 

Simmon 

10 

10.6 

6  0 

7  3 
4.0 

28.9 

1.0 
5.6 
2.0 

37.5 

(C) 
Jackson 
0.0 
9  0 
5   5 

10  0 
3  8 

28  3 

8  0 
1.7 

38.0 

Stocks 
0.08 
8.44 

3  54 
9  02 

4  06 

U 
Maintenance:  way  and  structure        1 .  46 
Maintenance:  equipment      ..               1.55 

Power      1 .  04 

Conducting  Iransponalion  .               6  35 
General  and  miscellaneous . .                1 .  92 

Total  operating                              12.52 

Taxes                                                      2  0 
Depreciation                                              2.4 
Interest 4  9 

Total  ooat  of  ser\'ici                      •21.62 
Average 

F 
2  0 
2.0 
2  5 
6  5 
3.5 

16.5 

2  0 
2  4 
4  9 

•25.8 

<» 
16 
17 
1.9 
8  4 
2.4 

16  0 

2  0 
2.4 
4.9 

•25  J 

11 

2  5 

1  5 

2  5 
7  5 
4.0 

17  S 

2.0 
2  4 
4.9 

•27.1 

1 

2.0 

1  7 

2  5 
9  0 
3.0 

l«.2 

15 

17 
4.9 

26.3 
.     2*.i 

J 
1.63 
1  94 

Maintenance:  equipment 

Power 

8.5 
7.0 
9  0 

5  62 
9  92 
4   06 

General  and  miscellaneous 

3  0 

27  5 

0  8 

1  9 

Total  operatinK 

Taxes.. 

Depreciation. . 

25.14 

0  48 

1  87 
1.18 

28.67 
34.2 

25.17 

1.16 
2  93 

Interest 

Total  cost  of  service  

2  5 
32  7 

4.0* 
51.52 

Average 

I  eenla 

A — J.  C.  Thlrlwall.  railway  enRinwi-  General  Electric  Coinpany. 
in   Klcctric   Ititihrotf  Journal.  Oct.   1.  1921. 

H — K.  V.  Simmon,  railway  pnginfcr  WostinRliouse  Electric  & 
ManufacturiiiK  Comp.my.  In  Ehctric  Raihcati  Journal.  Sept.  10. 
1921.  with  Interest,  t.axos.  and  depreciation  calculated  on  basis 
of  costs  and  life  of  bu.s  as  given  by  Mr.  Simmon. 

t" — Waller  Jackson,  consulting  engineer,  in  Electric  Raihcay 
Journal.  .Aug.   27,    1921. 

n — C.  W.  .Stocks,  now  editor  of  Bus  Transportatio.v,  in  Electric 
Rnihcaii  Journal.  Sept.   21.   1921. 

E — Actual  average  costs,  midwestern  property  operating  sixty- 
six  cars,  year  1921.  H.  L.  Andrews,  General  Electric  Company.  In 
Electric  Raiheaii  Journal.  Oct.    29.  1921. 


F — Cost  estimate  of  holding  company  operating  se%'er«l  hundr**d 
cars.  H.  !>.  Andrews.  General  Electric  Company.  In  Etrclrtc  Rail- 
way Journal,  Oct  29,  1921. 

C; — Actual  average  results  In  1920  of  ten  companies  operating 
.iOO  cars.  H.  Iv.  Andnws.  General  Electric  Company.  In  Electric 
Railicaii  Journal.  Oct.    29.  1921. 

H — K.  F".  Simmon,  railway  engineer  AVestlnghouse  Electric  A 
.Manufacturing  Company.  In  Klcrlric  Rallu-au  Journal,  Sept.  10, 
1921. 

I — J.  <^.  Thlrlwall.  railway  engineer  General  Electric  Company. 
In   Elcrtrir  Railira)/  Journal.  Orl.  1.  1921 

J — c.  W.  Storks,  now  editor  of  His  Tbansi-obtation.  In  Electric 
Railwau  Journal.  Sept   24.  1921. 

•Taxes    depri.-clatlon.  and  Intiresl  estimated. 


76 


BUS 

TIWJSPORTATION 


Vol.2,  No.2 


panics  operating  in  fifty-two  cities  as 
reported  to  the  American  Electric 
Railway  Association. 

Table  III  shows,  in  tabulated  form, 
a  count  of  vehicular  traffic  at  Fifth 
Avenue  and  Fifty-seventh  Street  on 
Dec.  15,  1921,  from  7  a.m.  to  7  p.m. 
From  7  to  25  per  cent  of  the 
total  vehicular  traffic  on  Fifth 
Avenue  is  buses,  the  average  for  the 
full  twelve-hour  period  being  15  per 
cent.  The  average  speed  of  the  Fifth 
Avenue  buses  in  various  sections 
along  the  route  and  for  different 
periods  of  the  day  is  shown  in  Table 
IV.  To  one  familiar  with  the  terri- 
tory, the  speed  attained  in  the  dif- 
ferent sections  is  comparable  with 
the  congestion  encountered.  The 
speed  between  Washington  Square 
and  Twenty-third  Street  averaged 
between  7.5  and  8  m.p.h.;  in  the 
section  between  Thirty-first  and 
Forty-second  Streets  it  was  less 
than  4.5  m.p.h.;  between  Forty-sec- 
ond and  Fifty-seventh  Streets,  it 
varied  from  6.9  m.p.h.  in  the  morning 
rush  to  4.9  m.p.h.  in  the  evening 
rush.  The  speed  north  of  Fifty- 
.seventh  Street  is  greater  than  in 
any  other  section.  This  territory  is 
very  favorable  for  fast  operation, 
there  being  long  distances  with  few 
or  no  intersecting  street  crossings. 

Table  V  gives  speeds  of  Fifth  Ave- 
nue buses  for  various  routes  at  dif- 
ferent periods  of  the  day,  the  average 
for    the    system    being    8.37    m.p.h. 
Each   speed   recorded    is   itself   the 
average  of  values  taken  on  four  trips. 
There     were     several     tables     of 
speeds    of    buses    operated    by    the 
Chicago   Motor   Bus   Company.      In 
the  Chicago  Loop  District  the  aver- 
age over  various  periods  of  the  day 
was   5.81  m.p.h.     Outside  the  Loop 
District  the  average  speed  through- 
out  the   day    was    11.87   m.p.h.      In 
this  section,  however,  the  stops  aver- 
age only  2.5  per  mile,  and  much  of 
the  territory   is  through  parks   and 
boulevards  where  there  are  few  inter- 
secting  streets.     Details  pertaining 
to  the  different  sections  of  the  route 
are  shown  in  Table  VI,  while  a  com- 
posite of  this  information   is  given 
in  Table  VII.     In  this  connection  it 
is  interesting  to  note  that  the  aver- 
age speed  of  all  the  Chicago  surface 
cars,  as  shown  in  Table  IX,  is  10.64 
m.p.h.  or  practically  the  same  as  for 
the  buses,  while  that  of  lines  operat- 
ing in  sections  similar  to  the  bus 
territory  is  very  much  higher. 

A  comparison  of  the  .speeds  of  the 
buses  operated  in  New  York  and  in 
Chicago  is  given  in  Table  VIII.  The 
general  average  of  8.37  in  New  York 


Summary 

The  analysis  cf  the  proposi- 
tion to  supplant  street  car 
service  throughout  the  city  cf 
New  York  t^ith  buses  may  be 
summed  up  briefly  as  follows: 

Adequacy — Bus  service  to 
be  adequate  must  provide 
each  passenger  with  a  seat  at 
all  times.  The  type  of  bus 
must  be  such  that  its  full 
capacity  will  be  suitable  for 
all  seasons  and  in  all  weather. 

First  Cost — Appioximately 
7,300  buses,  with  shop  and 
garage  facilities,  will  be  re- 
quired at  an  estimated  cost  of 
$55,000,000. 

Cost  cf  Service — The  cost  of 
bus  service  will  be  approxi- 
mately 65  per  cent  greater 
than    street  railway  services. 

Effects  on  the  Pufe/ic— Bus 
service  should  result  in  more 
frequent  headway  where  light 
travel  exists,  but  will  intro- 
duce intolerable  congestion 
where  traffic  is  heavy.  A  seat 
per  passenger  sounds  desira- 
ble but  waiting  in  line  is  not 
popular. 


is  comparable  to  10.70  in  Chicago. 
The  difference  in  speed  is  2.33  m.p.h., 
or  28  per  cent  faster  in   Chicago. 

Table  IX  compares  the  speed,  be- 
tween terminals,  attained  by  the 
surface  street  cars  in  twelve  of  the 
largest  cities  in  the  United  States. 
All  of  these  speeds  apply  only  to 
cars  operated  in  city  service.  In 
several  cities  where  a  company  oper- 
ates both  city  and  interurban  service, 
the  interurban  cars  have  been  omit- 
ted. With  one  exception  Chicago 
heads  the  list,  the  average  speed 
being  10.64  m.p.h.  with  stops  averag- 
ing about  six  per  mile.  Exclusive  of 
the  Loop  District,  which  in  all  prob- 
ability is  the  most  congested  surface 
car  territory  in  America,  the  speed 
averages  11.63  m.p.h.  The  approxi- 
mate average  speed  in  the  other  cities 
shown  is  about  10.2  p.m.h. 

An  analysis  of  the  curves  showing 
the  traffic  handled  by  the  Fifth 
Avenue  bus  service  indicates  that 
when  the  bu.ses  are  loaded  heaviest, 
which  is  between  8 :  15  and  9 :  15  a.m. 
at  Fifty-seventh  Street,  only  52  per 
cent  of  the  seats  are  filled.  The  all- 
day  average  shows  the  proportion  of 
seats  occupied  to  be  37  per  cent  at 
Fifty-seventh  Street,  35  per  cent  at 
Forty-second  Street,  and  21  per  cent 
at  Thirty-third  Street.     The  general 


average  at  these  locations  shows  that 
31  per  cent  of  the  seats  furnished 
are  occupied,  which  means  an  average 
load  at  these  points  of  fifteen  pas- 
sengers   per    bus.      In    northbound 
traffic    the    average    percentage    of 
seats   occupied   between   7   a.m.   and  - 
7    p.m.   was    twenty-five    at    Thirty- 
third    Street,    thirty-five    at    Forty- 
second    Street    and    thirty-three    at 
Fifty-seventh    Street.      The   general 
average  of  these  locations  is  31  per 
cent  or  the  same  as  that  southbound. 
Between    5:15    and    6:15   p.m.,    the 
hour  of  heaviest  traffic  northbound, 
176  buses  carried  5,580  passengers  at 
Fifty-seventh  Street.     This  Is  about 
the  number  that  the  subway  carries 
in  seven  minutes  on  one  track  and 
at  a  much  higher  speed.   Other  tables 
give  estimates   of   the    cost   of    bus 
and   one-man  electric   car  operation 
as  contributed  to  the  Electric  Rail- 
way Journal.     The  costs  of  one-man 
bus  service,  in  Table   XI,  show  the 
average    to   be   34.2    cents  per  bus- 
mile.    The  average  of  the  first  three 
columns,  as  given  by  Messrs.  Thirl- 
wall,   Simmon  and  Jackson,   is   36.1 
cents.     These  figures  allow  for  addi- 
tional service  for  rush  periods.     In 
the  last  column  Mr.  Stocks  gives  a 
figure  of  28.7  cents,  which  he  states 
does   not   include   any  provision  for 
more  service  during  heavy  traffic. 

The  average  cost  of  one-man  bus 
service  as  given  in  Table  I  (with 
charges  for  taxes,  depreciation  and 
fi.xed  charges  allowed,  where  not 
given,  at  the  average  rate  of  that 
for  the  other  companies)  is  27.1 
cents.  Little  or  no  additional  rush- 
hour  service  is  provided  by  any  of 
these  companies,  it  is  understood. 

The  foregoing  indicates  that  the 
cost  of  one-man  bus  service,  without 
provision  for  additional  rush-hour 
service,  would  be  about  28  cents, 
while,  with  allowance  for  additional 
service  in  the  rush  periods,  it  would 
be  about  36  cents.  However,  taking 
34.2  as  the  average  and  comparing 
it  with  the  figure  of  41.5  for  two- 
man  bus  service,  it  is  seen  that  the 
cost  of  one-man  bus  service  is  82  per 
cent  of  the  cost  of  two-man  service. 

The  cost  of  one-man  street  car 
service  as  given  in  Table  XII  is  26.2 
cents  per  car-mile  which  is  about  57 
per  cent  of  the  cost  of  two-man  car 
service.  Thus,  it  appears  that  the 
possibilities  for  more  economical 
and  efficient  operation  are  greater 
with  the  one-man  street  car  than 
with  the  bus.  As  has  been  pointed 
out  in  the  report,  wherever  one-man 
bus  operation  is  applicable,  one-man 
car  service  is  equally  so. 


February,  1923 


BUS 

lKV\SK>KIAMON 


77 


Motor  Bus  Aclivities  al  liie  National 
Aulonioljile  Shows 

MeetiniLts  and  Exhibits  Indicate  that  (ieneral  Advances  Have  lU-en 
Made  in  Construct iim — Many  Parts  Designed  for  lUis  Service — 
Railroad  Kxecuti\e  I'avors  C  o-ordination  of  Kail  and  Motor  Transport 


A  DVANCES  in  the  construction 
Z\  of  motor  vehicles  as  a  whole 
X  JL  and  in  those  designed  for  buses 
in  particular  were  everywhere  in  evi- 
dence during  the  national  automobile 
shows  held  during  the  first  month 
of  the  year  in  New  York  and  Chi- 
cago. Another  sign  of  the  interest 
taken  in  motor  transport  was  the 
address  given  by  a  Pennsylvania 
railroad  executive  before  the  Society 
of  Automotive  Engineers,  and  warn- 
ing them  that  co-ordination  of  the 
different  forms  of  transport,  road 
and  rail,  whether  carrying  freight 
or  passengers  in  mass,  was  absolutely 
essential  for  the  good  of  the  public 
and  of  all  the  interests  concerned. 

The  show  season,  in  addition  to 
furnishing  manufacturers  with  a 
chance  to  display  their  latest  equip- 
ment, also  offered  an  opportunity  for 
meetings  of  various  organizations, 
manufacturing  and  technical,  and 
for  the  discussion  of  the  more  press- 
ing problems  which  the  industry 
must  face  and  solve. 

At  meetings  of  the  National  Au- 
tomobile Chaml)er  of  Commerce,  to 
which  all  the  leading  manufacturers 
of  passenger  cars  and  motor  trucks 
belong,  matters  of  interest  to  bus 
operators  were  also  discussed.  At 
a  motor  truck  conference,  the  main 
subject  was,  how  to  get  the  money 
for  them.  A  representative  of  a 
financing  company  made  important 
recommendations  as  to  installment 
.-^ales  methods. 

A  trade  commissioner  of  the  U.  S. 
Department  of  Commerce  told  of  e.x- 
tensive  bus  operation,  mostly  of  small 
or  light  vehicles,  in  Japan.  China  and 
other  parts  of  the  Orient. 

The  Motor  and  Accessory  Manu- 
facturers Association,  representing 
all  the  makers  of  parts  for  auto- 
motive vehicles,  elected  new  officers 
at  their  annual  business  meeting. 

To  one  interested  in  bus  trans- 
portation, it  was  remarkable  to  see 
the  number  of  bus  parts  shown  in 
strictly  passenger  car  shows,  but 
limited  to  passenger  cars  only  as  far 


as  the  exhibits  of  complete  vehicles 
and  bodies  were  concerned. 

The  various  shows  at  New  York 
and  Chicago  brought  out  a  number 
of  exhibits  of  buses  and  bus  parts, 
while  in  addition  many  manufac- 
turers, particularly  of  the  lighter 
equipment,  had  quarters  at  the  hotels 
where  they  could  entertain  their  cus- 
tomers and  show  their  wares.  It  will 
be  impossible  here  to  mention  all  the 
exhibits  of  equipment  useful  for  bus 
service,  but  mention  may  be  made 
of  some  of  them. 

The  Chicago  shows  at  the  end  of 
.January  brought  out  buses  and  parts 


is  Shuler,  and  rear  axle  WiKconsin 
double  reduction.  Wheein  are  Budd 
steel  disk,  with  36x6  front  and  36xG 
dual  rear  pneumatics.  Sixty-four 
inch  springs  are  mounted  on  the  rear 
and  Westinghouse  air  lirakes  are 
fitted  on  the  vehicle  exhibited.  Leece- 
Neville  starting  and  lighting  equip- 
ment is  included. 

In  the  field  of  engines  and  acces- 
sories, the  new  bus  engine  offered  by 
Waukesha  stood  out.  This  is  a  four- 
cylinder  job  with  4-in.  bore  and 
5-i-in.  stroke.  The  cylinder  head.s 
are  of  the  Ricardo  type,  and  give 
the  effect  of  a  semi-spherical  top  to 


Type  of  thirty-passenger  bus  shown  by  Americati  Motor  Truck  Company 
at  New  York  body  show 


not  exhibited  at  New  York.  Defiance 
and  Passenger  Lorry  buses  were  ad- 
ditional exhibits,  as  were  also  Buda 
engines,  Bethlehem  wheels,  Borg  & 
Beck  clutches,  Fuller  transmissions, 
Shuler  front  axles,  Lavine  steer- 
ing gears,  Rome-Turney  radiators, 
Teagle  magnetos,  Owen  Dyneto  gen- 
erators. 

A  composite  frame  features  the 
Passenger  Lorry  design;  this  frame 
embraces  in  one  structure,  chassis, 
frame  members  and  body  framing. 

The  Royal  Coach,  as  the  design  of 
the  Defiance  Motor  Truck  Company 
is  called,  was  exhibited  with  a  Bender 
twenty-passenger  de  luxe  body  of  the 
sedan  type.  The  chassis,  which  has 
recently  been  developed,  has  a  200-in. 
wheelbase.  The  engine  is  a  Con- 
tinental six-cylinder,  the  front  axle 


the  combustion  space;  this  permits 
the  use  of  a  higher  compre.ssion 
ratio,  and  therefore  greater  power 
and  eflxiency,  it  is  said,  without 
knocking.  The  valves  are  of  the 
L-head  type,  and  aluminum  pistons 
are  used.  Another  feature  of  this 
engine  was  the  use  of  "radiated" 
bearings  on  the  connecting  rod.s, 
these  having  grooves  on  the  edge.** 
to  carry  away  heat.  Other  engine 
exhibits  included  the  Midwest  with 
one  six-cylinder  and  three  four- 
cylinder  designs,  these  including 
units  for  both  single-deck  and 
double-deck  bus  service.  Continental 
showed  seven  engines,  four  four- 
cylinder  and  the  rest  six-cylinder 
types,  for  all  t.v-pes  of  .service,  pas- 
senger car  up  to  the  heaviest  size 
of  truck.    Crankshafts,  with  counter- 


78 


BUS 

TMNSPORIAIION 


Vol.2,  No.2: 


At    top — Clark-cranked 
with  70-in.  track. 


At  left  —  Wheeler  -  Schebler 
Model  S  carburetor,  ^vith  air 
and  fuel  controls  interconnected. 

At  right — Ross  steering  gear, 
with  variable  gear  reduction 
obtained  by  cam  and  lever 
mechanism. 


balances  forged  integral,  were  shown 
for  the  first  time  by  Wyman-Gordon. 

A  new  carburetor,  known  as 
Model  S,  was  shown  by  Wheeler- 
Schebler.  In  this,  the  air  valve  and 
needle  controlling  the  flow  of  gasoline 
are  interconnected.  Thus,  when  high 
power  is  needed,  the  area  of  the  open- 
ing for  air  is  increased,  keeping  the 
suction  required  at  a  minimum.  On 
account  of  this  type  of  construction 
the  Model  S  carburetor,  it  is  said, 
gives  high  power  at  high  speed  and 
dependable  action  at  low  speed  as 
well.  The  Model  S  design  is  shown 
in  the  illustration. 

Complete  lines  of  electrical  equip- 
ment were  shown  by  Scintilla,  while 
Remy  and  Leece-Neville  had  starting 
and  lighting  equipment  on  exhibi- 
tion. Remy  showed  its  new  bus 
generator  and  control  box.  The  gen- 
erator is  a  six-volt  unit  designed  to 
carry  40  amp.,  with  thermostatic  reg- 
ulation. The  control  box  includes 
resistance  and  relay  units,  fuses,  and 
all  .switches  for  ignition,  outside 
lighting  and  interior  lighting.  It 
can  be  mounted  on  the  dash  or  on 
the  side  of  the  body  at  the  left  of 
the  driver. 

Bus  axles  were  especially  notice- 
able, both  at  the  .shows  and  at  hotels. 
The  Clark-built  Fifth  Avenue  Coach 
L-type  axle  received  a  great  deal  of 
attention.  This  is  of  the  cranked 
internal-gear  type.  The  center  and 
cranks  are  a  solid  drop  forging,  and 
the  wheel  spindles  are  driven  in  to 
these  cranks.  The  axle  which  is 
shown  in  the  illustrations  here,  has 


an  inclined  drum  in  which  is  mounted 
the  first  (bevel)  gear  reduction.  In 
addition  Clark  showed  a  2i-ton  bevel- 
gear  single-reduction  axle,  said  to 
be  the  largest  of  that  type  ever 
built.  Timken-Detroit  exhibited  two 
sets  of  its  wide  gage  bus  axles — 
68  in.  front  gage  and  72  and  74  in. 
rear  gages  respectively.  Also  it  dis- 
played a  front  axle,  with  brakes, 
developed  for  taxicab  service.  L-M 
double  reduction  for  chassis  up  to 
2i  tons  were  shown,  and  also  the 
same  make  of  5-ton  axle  with  a 
triple-gear    reduction. 

Among  the  important  chassis  com- 
ponents were  the  transmissions  shown 
by  Brown-Lipe.  This  company  is 
supplying  the  horizontal  type  of 
transmission  for  low-level  buses. 
For  interurban  bus  service  the 
fourth  speed  is  geared  up,  with  direct 
drive  on  third  speed.  For  bus  serv- 
ice, where  quiet  opei-ation  is  desired, 
the  transmission  gears  on  second 
and  high  speeds  are  ground  and 
lapped. 

A  three-speed  transmission  of  the 
chain-drive  type,  as  developed  by  the 
Fifth  Avenue  Coach  Company,  was 
exhibited  by  the  Morse  Chain  Com- 
pany. This  is  substantially  similar 
to  a  constant  mesh  gear  transmis- 
sion, with  chains  used  in  place  of 
gears. 

A  new  line  of  steering  gears  was 
displayed  by  Ross  Gear  &  Tool  Com- 
pany. The  four  models  are  of  the 
cam  and  lever  type,  as  illustrated  in 
the  phantom  view.  The  cam  mechan- 
ism   replaces   the  screw  used  previ- 


ously in  Ross  gears;  it  is  mounted 
between  ball  bearings  which  take 
both  thrust  and  radial  load.  When 
the  steering  wheel  is  turned,  the  cam 
turns  in  its  bearing  and  moves  up 
and  down  a  diamond  stud  projection 
on  the  inner  side  of  the  lever.  The 
lever  then  rotates  the  trunnion  shaft,, 
which  is  pivoted  in  the  sides  of  the 
housing.  The  total  turning  from  f ul? 
lock  of  the  wheels  on  one  side  to  full 
lock  on  the  other  is  made  with  from 
one  and  three-fourths  to  two  and 
one-half  turns  of  the  steering  wheel,, 
varying  with  the  model.  The  prin- 
cipal feature  of  the  new  gear,  how- 
ever, is  the  variable  pitch  on  the 
cam.  In  the  center  the  angle  is  very 
slight,  whereas  at  the  ends  it  is 
greatly  increased.  This  gives  a  low 
reduction  of  the  gear  in  mid-position, 
which  is  said  practically  to  eliminate 
all  road  shocks  when  the  vehicle  is 
driven  straight  ahead.  Rounding  a 
corner  a  very  slight  turn  of  the  wheel 
is  required,  and  the  ratio  becomes 
constantly  greater,  the  further  the 
wheel  is  turned.  The  housing  for 
the  cam  is  assembled  with  shims,  so 
that  it  is  an  easy  matter  to  retain 
the  right  adjustment  between  the 
stud  and  the  cam  surface.  Shim  con- 
struction is  also  provided  so  as  to 
permit  ea.sy  adjustment  of  the  ball 
bearings. 

Several  20-in.  rim  wheels,  for 
"doughnut"  tires,  were  shown.  The 
Budd  Wheel  Company  had  one  of  these 
for  a  32x6-in.  tire,  and  also  dis- 
played its  36x6  dual  pneumatic  disk 
wheel.      A     32x6-in.     wheel     of    the 


February,  1923 


BUS 

TRANSPORTATION 


79 


laminated  hardwood  type  was  shown 
by  the  Hopkins  Manufacturing  Com- 
pany. Others  were  the  Morand  typi- 
of  cushion  wheel.  Clark  steel  wheel 
in  disk  and  spoke  types,  and  Van 
wheels  in  metal  (malleable)  and 
aluminum  spoke  construction. 

Amonp  accessories  for  rolling  stock 
may  be  listed  the  Perfection  ami 
Linendoll  heaters,  the  new  line  ot 
Dietz  Sentinel  electric  headlights  and 
tail  lights  for  heavy  duty  service. 
Folberth  windshield  cleaners  driven 
with  the  help  of  the  engine,  and 
Berkshire  windshield  wipers,  oper- 
ated by  a  small  electric  motor 
mounted  above  the  windshield.  The 
Cleveland  Pneumatic  Tool  Company 
displayed  Gruss  springs  in  Transport 
Special  and  Heavy  Duty  types  for 
bus  work. 

Shop  Tools  a.nd  Equipment 

All  sorts  of  devices  for  intensive 
maintenance  were  shown  at  the 
Palace,  and  an  overflow  show  was 
held  at  Madison  Square  Garden  dur- 
ing New  York  Show  week.  At  the 
Chicago  show's,  also,  maintenance 
equipment  was  well  represented. 

Lubricating  devices  included  high- 
pressure  guns,  such  as  Bowen- 
Empress,  Alemite,  and  the  Warner 
Oil  Gat.  The  last  is  put  out  by  the 
Warner  -  Patterson  Company  and 
works  with  a  trigger  like  a  pistol. 
It  is  said  to  feed  600-W.  oil  at  more 
than  a  ton  pressure. 

Lamp  stands  or  portable  floor 
lights  were  shown  by  several  com- 
panies. The  Manley  floor  light  is 
mounted  on  a  stand  with  a  bracket 
arranged  so  that  the  lamp  arm  can 
be  set  vertical  or  dropped  down  for 
use  under  the  chassis.  Battery 
charging  outfits,  some  of  them  in- 
cluding electrical  testing  equipment, 
were  exhibited  by  the  General  Elec- 
tric Company,   Roth   Brothers   Com- 


W'liilfiild  roach  witli  Fabrikoid  imneh,  nhoirii  nl  liody  Kxiinmliiin  in  Sru-   Yurk 


pany  of  Chicago,  and  by  H.  E. 
Witwer,  Cleveland,  Ohio.  The  G. 
E.  Company  displayed  the  Tungar 
charger,  a  current  rectifier.  For 
larger  installations  the  Roth  constant 
potential  system  was  shown,  consist- 
ing of  an  electric  motor,  direct  con- 
nected to  a  dynamo,  and  with  a 
charging  bench  for  the  batteries. 

Air  compressors  of  the  two-stage 
type  with  volume  and  pressure  suffi- 
cient to  service  giant  pneumatics 
were  axhibited  by  Brunner,  United 
States  Air  Compressor  Company, 
American  Pump  &  Tank  Company, 
and  the  Utica  Manufacturing  Com- 
pany. 

Presses  and  attachments,  arbor 
and  wheel,  and  portable  hoists  and 
jacks  were  shown  by  Manley,  Ekern- 
Turk,  Millers  Falls  Company,  and 
the  Midwest  Manufacturing  Com- 
pany, Minneapolis.  The  Auto  Table 
Company,  Inc.,  displayed  a  wheel 
table  which  includes  a  work  bench 
and  twelve  trays  for  small  parts. 
Also  an  auto  trolley  consisting  of 
two  cradles  each  with  a  pair  of 
rollers  to  be  mounted  under  the  rear 


wheels,  so  that  the  engine  can  be 
driven  and  the  wheels  turned  in 
making  brake  adjustment.s  and  in 
locating  engine  trouble.  A  runway 
or  auto  table  built  up  on  xtructural 
steel  channels  and  standing  about 
24  in.  above  the  floor  wa.s  shown. 
This  is  recommended  for  all  kinds 
of  lubricating,  repairing,  crankcaM- 
draining,  oiling,  greasing  of  stand- 
ard gage  cars,  although  it  can  be 
built  for  wide  gages   if  required. 

At  the  Automobile  Body  Exposi- 
tion held  in  the  Twelfth  Regiment 
Armory  three  complete  buses,  each 
of  a  diff'erent  type,  were  shown. 
The.se  included  the  American  Motor 
Truck  Company's  thirty-pas.senger 
street-car  type  of  bus,  and  its  new 
seventeen  -  pa.ssenger  six  -  cylinder 
Model  F  was  used  for  demonstra- 
tion purposes.  There  was  also  a 
seventeen-passenger  Whitfield  Body 
with  Fabrikoid,  craftsman  quality, 
panel  covering  on  a  I-jirrat)ee-I)eyo 
speed  chassis,  and  a  forty-pas.senger 
Maccar  sightseeing  char-a-banc,  with 
a  body  designed  and  built  by  FitzGib- 
bon  &  Crisp.  Inc. 


Frame  of  body  dfucribed  at  S.A.E.  eiiynaii  imj  .-irs.-.c 
Proposed  to  cut  cost  of  closed  passenger  cars 


Siiii.i   lj:tii,  .' W/i   .<...    ..cttuijj  lantdud  to  Iranvii.y.     /' 
finished  with  buckram  and  neic  type  of  fabric 


80 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


All  told  there  were  sixty-eight  ex- 
hibitors. Their  exhibits  were  varied 
and  included  practically  everything 
for  bus  and  automobile  bodies,  from 
panel  materials  to  the  smallest 
fittings  used  in  high-class  custom- 
built  bodies. 

Exhibits  of  panel  materials  in- 
cluded Haskelite,  Plymetl,  Vehisote, 
Agasote  and  Steelasote.  Some  of 
these  were  exhibited  on  completed 
bodies,  or  by  means  of  photographs. 
Finishing  materials  included  chem- 
icals for  preparing  metal  panels  for 
painting,  such  as  Peroline  and 
Deoxidine,  paints  and  varnishes  by 
Valentine,  Sherwin-Williams,  Murphy 
and  Zapon.  Two  exhibits  demon- 
strated that  waterproof  sandpaper 
could  secure  quicker  and  more  fin- 
ished results  than  the  method  using 
pumice  stone  and  oil. 

Among  body  accessories  were  the 
Petry,  Bovey  and  Comfort  exhaust 
heaters,  as  well  as  dome  lights  fitted 
with  one  or  two  lamps,  with  or 
without  special  globes.  Hale  & 
Kilburn  exhibited  bus  seats  and 
seat  covers.  Several  types  of  D'Arcy 
springs  were  shown.  There  were 
other  exhibits  of  hardware,  door 
locks  and  hinges,  body  irons,  service, 
rear  door  and  step  control  apparatus, 
window  anti-rattlers,  window  reg- 
ulators and  curtain  snaps.  In  the 
Eberhard  Manufacturing  Company's 
exhibit  was  a  bus  body  built  to  dem- 
onstrate the  application  of  Emco 
body  irons.  The  Cleveland  Hard- 
wai-e   Company    showed   a   new  type 


mire  Economic  Service,  Inc.,  dis- 
cussed business  conditions  for  1923 
and  indicated  that  business  condi- 
tions for  the  first  half  of  1923  would 
be  at  least  good,  but  there  is  a 
tendency  for  the  price  of  materials 
used  in  body  building  to  increase. 
Addresses  were  also  made  by  Alfred 
Reeves,  general  manager  of  National 
Automobile   Chamber  of   Commerce, 


and  L.  Clayton  Hill,  assistant  general 
manager  of  the  Society  of  Auto- 
motive Engineers.  Mr.  Reeves  pre- 
sented statistics  concerning  the 
growth  of  the  automobile  industry 
in  general.  Mr.  Hill  spoke  of  the 
necessity  for  .standardization  of 
hardware  and  glass  sizes  in  auto- 
mobile body  construction  and  de- 
scribed S.A.E.  standards  activities. 


Enffineers  Meet  at  New  York  Show 

High-Compression  Engines,  Investigations  to  Improve  Fuels  and  Closed  Bod> 

Constructioii   Discussed   by   Society   of   Automotive  Engineers — 

Standards  for  Tail-Lamps  and  Lubricants  Proposed 


THE  Society  of  Automotive  Engi- 
neers held  a  meeting  Jan.  9-12  in 
New  York.  Details  of  construction 
were  proposed  for  standardization,  with 
a  view  to  making  well-settled  practice 
available  for  the  benefit  of  manufac- 
turer and  user  alike;  obtaining  greater 
fuel  economy  was  discussed,  from  th? 
standpoint  of  the  refiner  and  of  the 
designer  of  engines;  and  the  parallel 
problem  of  getting  engines  to  operate 
better  on  present  fuel  was  also  re- 
viewed. Body  engineering  was  taken  up 
at  two  sessions,  and  great  interest  was 
evidenced  in  a  proposed  padded  or  soft 
type  of  body,  so  far  developed  only  for 
closed  car  designs,  but  considered  use- 
ful for  the  bus  body. 

S.A.E.  Standards 

Some  sixteen  reports  relating  to 
standardization  were  adopted.  These 
include  sizes  of  front-axle  hubs  on 
pleasure  cars,  thickness  of  stock  for 
runningboard  brackets,  and  rivet  loca- 
tion for  facings  of  multiple-disk 
clutches.       The     S..^.K.     standards    for 


Bus  Transportation's  booth  at  New  York  Body  Exposition 


of  door-operating  mechanism.  There 
were  many  displays  of  upholstery 
fabrics,  decks  coverings,  curtain  ma- 
terials, as  well  as  full  and  imitation 
leather. 

The  Automobile  Body  Builders' 
Association  held  its  annual  meeting 
during  the  Body  Builder.s'  Exposi- 
tion.    John  C.  Howell  of  the  Brook- 


spark-plug  shells  were  revised  by 
the  recommendation  of  four  types 
(threaded,  ball,  slip,  and  post)  of 
terminals.  On  the  small  plug  now 
standardized  the  dimensions  across  the 
flat  of  the  hexagonal  head  has  been 
increased  i'.t  in.  so  as  to  give  sufficient 
wall  to  stand  up  under  wrench  strain, 
especially  in  two-piece  construction. 
In  connection  with  automobile  light- 


ing, several  standards  of  interest  to 
bus  operators  were  proposed.  Incan- 
descent lamps  for  automobile  head- 
lamps should  be  of  the  gas-filled  type 
and  of  21  cp.  The  tail-lamp  should  be 
weather  and  dustproof  and  so  con- 
structed as  to  withstand  ordinary 
shock  and  vibration.  The  light  from 
the  ruby  lamp  must  be  visible  for  a 
distance  of  at  least  .500  ft.  Lamps  are 
not  considered  acceptable  if  found  un- 
satisfactory for  any  of  the  following 
reasons:  Unstable  or  bad  mechanical 
construction;  unduly  dark  or  bright 
areas  or  excessive  contrast  in  the  il- 
lumination on  the  registration  number 
plate;  cut-off  of  illumination  within  IJ 
in.  of  the  plate  measured  perpendicular 
to  the  plane  of  the  plate  at  the  edge 
farthest  from  the  light  source. 

The  figures  or  letters  as  well  as  the 
colors  of  the  background  and  of  the 
figures  should  be  standardized  by  the 
various  states  so  as  to  permit  the  prac- 
tical application  of  the  law  that  the 
plate  must  be  legible  at  a  distance  of 
about  60  ft.  The  specifications  provide 
for  size  and  spacing  of  figures  and  let- 
ters and  recommended  a  high  contrast 
between  colors  of  plate  and  figures. 

A  specification  for  internal-combus- 
tion engine  lubricating  oil  was  adopted. 
This  covers  ten  different  grades  of  pe- 
troleum oil,  but  does  not  include  com- 
pounded lubricating  oils  containing 
products  other  than  those  derived  from 
petroleum.  The  list  includes  two  light 
grades,  two  medium  grades,  two  heavy 
grades,  and  four  extra-heavy  grades. 
For  each  grade  a  flash  point,  fire  point, 
viscosity  at  100  and  210  deg.  F.  are 
given.  Other  laboratory  tests  are  al.so 
defined. 

Proceebings  at  Body  Session 

Two  meetings  devoted  to  body  engi- 
neering were  held  during  the  S.A.E. 
meeting.  At  the  first  L.  Valentine  Pul- 
sifer  talked  about  the  qualities  re- 
quired for  successful  finishing  varnish, 
and  Frederick  F.  Murry  about  the  need- 
less waste  of  hardwood  lumber.  At  the 
second  session  two  papers  were  pre- 
sented on  methods  of  reducing  the  cost 
of  inclosed  bodies.  While  these  re- 
ferred primarily  to  the  pleasure-car 
body  produced  in  large  quantities,  the 
use  for  bus  bodies  was  discussed. 


February,1923 


BUS 

TMNSHORTXnON 


bl 


Georne  AU'icer,  Moik-l  Buily  C'orpora- 
tion,  Detroit,  announced  a  new  ty|>e  of 
closed  body.  This  consists  of  the  con- 
ventional hardwood  frame  with  gal- 
vanized wire  nettins;  tacked  across  it. 
Next  is  a  coverinK  of  three-ply  buck- 
ram and  outside  a  new  type  of  fabric 
known  as  Meritas,  and  developed  by  the 
Standard  Textile  Proilucts  Company. 
It  is  said  that  this  panel  construction, 
which  replaces  metal  panels  weiKhintj 
about  U  lb.  per  siiuare  foot,  itself 
wei^'hs  less  than  J  lb.  per  square  foot. 
The  outside  material,  or  Meritas,  is 
black  and  shiny  and  resembles  leather 
in  appearance.  It  is  claimed  for  this 
that  (lust,  trrease  and  mud  will  not  mar 
the  surface,  and  that  it  will  not  ex- 
pand or  contract  under  variations  in 
temperature.  In  case  of  damage  it  is 
an  easy  matter  to  substitute  a  new 
prelinished  panel. 

Automobile  Finishing  Varnish 

The  qualities  required  of  a  success- 
ful automobile  finishing-varnish  were 
described  by  L.  Valentine  Pulsifer, 
chief  chemist  Valentine  &  Company, 
New  York.  Mr.  Pulsifer's  paper  dealt 
with  the  qualities  required  by  the  paint 
shop  in  applying  the  varnish,  and  also 
those  needed  in  service  on  the  vehicle. 
Extended  directions  were  given  for 
tests  to  check  the  required  qualities. 

Before  deciding  just  what  service 
qualities  are  required,  the  causes  of 
the  final  breakdown  that  comes 
eventually  to  all  varnishes  must  be  un- 
derstood. The  most  important  of  these 
is  the  chemical  action  of  the  sun's  rays. 
This  results  in  a  slow  breakdown  of  the 
vegetable  compound  in  the  dried  film  of 
varnish.  It  also  promotes  progressive 
oxidation  or  "rotting,"  and  causes  a 
gradual  loss  of  elasticity.  When  this 
elasticity  is  reduced  below  that  neces- 
sary to  withstand  expansion  and  con- 
traction of  the  surface  underneath 
and  of  vibration  due  to  operation  of 
the  vehicle,  then  small  cracks  appear 
and  final  breakdown  is  near  at  hand. 

To  postpone  final  breakdown  varnish 
should  possess  as  great  an  initial  elas- 
ticity, as  high  a  resistance  to  the 
destructive  chemical  effect  of  moisture, 
and  as  thick  a  dried  film  as  are  per- 
mitted by  the  method  of  application  and 
the  time  schedule. 

Progress  in  Fuel  Research 

Reports  were  presented  by  repre- 
sentatives of  the  Bureau  of  Standards 
and  the  Society  of  Automotive  Engi- 
neers on  their  study  of  automobile 
fuels.  A  general  research  program  is 
being  undertaken  jointly  by  the  auto- 
motive and  petroleum  industries  to  find 
an  answer  to  the  question,  What  grade 
of  fuel  will  afford  the  maximum  mile- 
age per  barrel  of  crude  oil  consumed  in 
its  production?  Tests  have  been  made 
in  Washington  by  the  Bureau  of 
Standards  and  by  a  number  of  dif- 
ferent automobile  manufacturers  under 
the  supervision  of  the  Society  of  Auto- 
motive Engineers  with  four  grades  of 
fuel,  varying  from  a  light  gasoline 
with  an  end-point  of  about  400  deg.  F. 


to  a  heavy  fuel  which  does  not  finally 
distill  off  unt  1  about  ')00  deg.  F.  The 
general  result  of  the  tests  of  these  dif- 
ferent fuels  indicates  that  the  average 
passenger  car  gives  about  the  same 
mileage  with  any  of  them  in  warm 
weather.  It  appeared  that  crankcasc 
oil  dilution  increa.sed  with  a  decreasing 
volatility  of  the  fuel.  It  has  therefore 
been  decided  to  carry  on  the  tests  dur- 
ing winter  months.  The  Bureau  of 
Standards  will  make  engine  tests  in  a 
special  altitude  laboratory  developed  at 
Washington  for  aircraft  work.  The 
road  tests  by  the  various  manufac- 
turers will  also  be  continued  under  win- 
ter conditions.  It  is  hoped  that  in  the 
end  these  research  studies  will  develop 
accurate  information  so  that  it  will  be 
possible  to  draw  up  specifications  for 
fuel  to  suit  both  the  refiners  and  the 
engineers. 

In  a  paper  presented  by  C.  S. 
Kegerreis  and  G.  A.  Young  of  Purdue 
University  Engineering  Experiment 
Station  improper  carburetion  was 
blamed  for  the  great  waste  in  the  use 
of  fuel. 

Formerly,  satisfactory  performance 
of  motor  vehicles  was  easily  obtained 
by  the  use  of  volatile  fuels;  the  cost  of 
the  fuel  was  low,  so  economy  was  of 
minor  importance.  Economy  is  now- 
growing  to  be  considered  as  essential 
as  power.  Even  with  power  alone  con- 
cerned, too  much  trouble  is  experienced 
from  carbon  deposits,  oil  dilution,  and 
cost  of  .service  and  replacement  due  to 
rich  mixtures  used. 

The  u.se  of  higher  compressions  in 
present  engines  will  improve  economy 
wonderfully,  but  just  the  same  the  loss 
due  to  improper  mixture  preparation 
must  be  eliminated.  It  is  estimated 
that  the  loss  of  fuel  in  1921  alone 
amounted  to  about  25  per  cent  of  the 
gasoline  consumed,  this  being  wasted  on 
account  of  improper  carburetion  and 
consequently  poor  combustion. 

The  causes  of  the  high  fuel  waste  due 
directly  to  the  carburetor  are  (a)  im- 
proper mixture  ratios,  (b)  poor  ac- 
celeration, (c)  omission  of  temperature 
control,  and  (d)  high  fluid  frictional 
loss.  From  the  standpoint  of  the  mo- 
toring public,  and  from  an  economic 
viewpoint,  carburetion  in  present-day 
equipment  is  far  behind  the  other  com- 
ponent parts  of  the  engine.  More  effort 
is  being  extended  each  year  on  car- 
buretion development,  and  the  day  is  at 
hand  when  the  United  States  must 
utilize  more  than  7.5  per  cent  of  its 
annual  consumption  of  ga.soline. 

Papers  at  Detonation  Section 

Representatives  of  the  United  States 
Bureau  of  Standards,  Purdue  Uni- 
versity Engineering  Experiment  Sta- 
tion and  the  General  Motors  Research 
Corporation  presented  papers  showing 
what  is  being  done  to  prevent  "knock" 
in  automotive  engines  and  to  increase 
the  economy  of  pre.sent  fuels. 

P'rom  the  Bureau  of  Standards, 
Stephen  M.  Lee  and  Stanwood  W.  Spar- 
row discussed  tests  of  fuel  for  high 
compression   engines.     Using  gasoline, 


,nd  mixtures  of  the  two  the 
wed  an  increase  of  power  and 
a  decrease  in  the  fuel  cun&umptiun  with 
each  increase  in  the  compression  ratio. 
Since  the  maximum  power  is  obtained 
with  about  the  same  <|uantity  of  fuel 
in  each  ca.se,  it  follows  that  the  increase 
in  the  power  at  the  higher  raliug  ig  not 
obtained  at  the  cost  of  a  rich  mixture 
which  is  acting  as  an  internal  cooling 
medium. 

Alcohol  as  an  unti-dctonation  agent 
appeared  to  be  about  twice  a»  effective 
as  benzol,  at  the  low  cuiiipreKsiun  ratio 
where  the  greater  part  of  the  fuel  wa« 
gasoline.  When  ga.soline  formed  the 
smaller  part  of  the  fuel,  however,  there 
.seemed  to  be  little  difference  between 
the  effect  in  detonation  of  benzol  and 
that  of  alcohol. 

Natiral  Laws  Control  Knocking 

Thomas  Midgley,  Jr.,  and  Robert 
.Janeway,  of  the  General  Motors  Re- 
search Corporation,  Dayton,  Ohio,  as- 
serted that  certain  incontrovertible  and 
well-understood  natural  laws  are  re- 
sponsible for  gaseous  detonation.  After 
summarizing  the  theory  of  detonation 
in  explosion  tubes  and  other  laboratory 
apparatus,  results  were  given  of  ex- 
perimental work  on  a  one-cylinder 
Delco-Light  plant  using  kerosene  as 
fuel.  These  experiments  were  con- 
ducterl  to  show  how  the  critical  pres- 
sure at  which  detonation  takes  place 
may     be     determined     for     any     griven 

engine. 

* . 

Motor   Transport   and    Our 

Hailroa<!^-A  I'rohlrm  in 

(io-ortliualion'' 

By  Elisha  Lee 

Vlce-Presldeni  Penrwylvanla   Railroad 
System 

IN  DISCUSSING  the  relationship  of 
motor  transport  to  the  railroads,  we 
necessarily  have  in  mind  the  future  pos- 
sibilities for  the  further  development  of 
motor  vehicles  in  the  field  of  trans- 
portation for  hire.  I,  of  course,  share 
the  realization  of  railroad  officers,  gen- 
erally, that  this  activity,  although  al- 
ready of  important  .scope,  is  still  in  a 
state  of  comparative  infancy  and  is  en- 
tering upon  what  should  be  a  period  of 
lusty  and  vigorous  growth.  Neverthe- 
less, the  resulting  problems,  as  relating 
to  the  railroads  will  not,  except  in 
secondary  degree,  be  those  of  competi- 
tion, but  will  chiefly  be  those  of  co- 
ordination. 

For  holding  those  views,  I  have  a 
very  simple  reason.  Such  profits  as 
the  railroads  are  able  to  make  at  all 
come  practically  altogether  from  the 
ma.ss  transportation  of  freight  and  pas- 
sengers over  at  least  considerable  dis- 
tances— in  other  words,  from  what  we 
may  term  the  "wholesale"  departments 
of  transportation.  This  is  just  the 
form  of  service  in  which  experience 
shows   that   trucks  cannot   consistently 

•Abatruct  of  addrt^ss  given  Jan.  11.  1S2J. 
before  annual  dinner  Society  of  Automo- 
tive Enfrlnpcm.  New  York. 


82 


BUS 

TRANSPORTATION 


■Vol.2,  No.2 


earn  real  profits,  '  On  the  other  hand, 
those  forms  in  which  trucks  can  and 
do  make  money  are  almost  invariably 
the  strictly  "retail"  forms  in  the  ren- 
dering of  which  railroad  operation 
practically  always  involves  losses,  and 
sometimes  very  heavy  ones. 

The  demands  of  modern  large-scale 
industry  for  a  constantly  increasing 
volume  of  mass  transportation  are 
irresistibly  compelling  the  railroads  to 
adapt  their  motive  power,  cars,  struc- 
tures, terminals  and  operating  methods 
more  and  more  to  the  "wholesale" 
forms  of  service  and,  inevitably,  less 
and  less  to  the  "retail"  forms.  That 
thought  supplies  the  keynote  for  any 
sound  consideration  of  the  economic  co- 
ordination of  rail  and  motor  transport. 

Wasted  Competition 

The  question  of  competition  in  reality 
seems  seriously  important  from  only 
one  point  of  view,  and  that  is  to  enlist 
the  assistance  of  the  leaders  in  the 
automotive  industries  in  discouraging 
futile  attempts  at  losing  forms  of  com- 
petition. Such  experiments  are  harm- 
ful in  two  ways.  They  reduce  rail- 
road earnings  while  they  last,  and 
waste  and  dissipate  the  energies  of 
truck  operators  which  might  be  utilized 
in  productive  channels. 

I  am  satisfied  that  the  railroads  and 
their  patrons  urgently  need  the  co- 
operative services  of  both  motor  trucks 
and  motor  passenger  lines,  and  can 
therefore  ill  afford  to  see  these  forms 
of  enterprise  go  to  waste  in  fruitless 
and  needless  efforts  at  competition  with 
transportation  agencies  which  are  al- 
ready functioning  successfully. 

Outside  the  large  cities,  much  in- 
terest in  the  co-ordination  of  rail  and 
motor  facilities  centers  upon  the  pos- 
sibilities of  extending  the  use  of  motor 
trucks  as  lateral  feeders  to  the  rail- 
roads, thus  placing  the  farm  products 
of  vast  fertile,  but  sparsely  settled, 
territories  in  better  communication 
with  railroad  lines.  We  may  as  well 
face  the  fact  that  any  very  early  reali- 
zation of  such  hope.s,  upon  any  con- 
siderable scale,  will  necessitate  a 
change  in  the  policies  now  chiefly  dic- 
tating the  building  of  our  hard  sur- 
faced highways. 

There  seem  to  be  a  positive  mania  to- 
day for  building  long-distance  auto- 
mobile and  motor  truck  roads,  whereas 
the  more  urgent  need  is  probably  for 
shorter  distance  lateral  highways, 
bringing  the  more  remote  villages  and 
countryside  into  better  communication 
with  the  larger  towns  and  railroad 
centers.  But  just  now  no  one  seems 
to  be  much  interested  in  a  road  project 
unless  it  is  advertised  to  run  from 
ocean  to  ocean  or  lakes  to  gulf,  or  to 
create  some  other  new  and  striking  long 
red  line  on  the  touring  maps.  That 
appeals  to  the  imagination,  but  it  is 
very  doubtful  whether  it  constitutes,  in 
the  majority  of  cases,  the  best  expen- 
diture of  the  taxpayers'  money. 

This  same  policy  also  has  an  impor- 
tant bearing  upon  the  possibilities  of 
extending   motor   bus   service   for   pas- 


sengers into  the  territories  not  already 
served  by  railroads  or  by  interurban 
electric  lines.  Our  new  highways,  in- 
viting motor  travel,  are  not  being  built 
in  those  directions  for  the  most  part. 
Instead,  thousands  of  miles  of  concrete 
and  other  expensive  roadways  have 
been  built,  and  are  under  construction, 
paralleling  the  lines  of  the  trunk-line 
railroads.  These  highways  are  the 
great  routes  of  the  longer  distance 
motor  buses.  Their  coming  does  not 
assist  in  giving  transportation  service 
to  people  who  previously  had  none. 

To  make  matters  worse,  in  many 
cases,  especially  in  the  Central  West, 
the  rail  lines  had  already  been  paral- 
leled, years  ago,  by  interurban  trol- 
leys, so  that  the  advent  of  the  concrete 
road,  and  its  bus  lines,  often  simply 
provides  a  third  agency  of  transpor- 
tation where  one  would  suffice.  Thus, 
with  a  serious  shortage  of  transpor- 
tation for  the  country  as  a  whole,  we 
are  confronted  with  a  remarkable  ex- 
cess of  facilities  in  certain  instances. 

A  very  striking  case  which  came  to 
my  notice,  because  it  developed  in  Penn- 
sylvania Railroad  territory,  involves  a 
town  of  about  40,000  inhabitants,  lo- 
cated 31  miles  from  a  Middle  Western 
city  of  some  400,000  people.  The  size 
of  the  populations  and  the  compara- 
tively long  distance  between  the  points 
make  it  evident  that  the  volume  of 
traffic  could  not  be  extremely  heavy. 
Yet  an  investigation  showed  that, 
analyzing  the  service  in  one  direction 
only,  there  are  eighty-six  regularly 
scheduled  movements  of  passenger  ve- 
hicles daily,  including  steam  trains  on 
two  railroads,  cars  and  trains  on  the 
electric  lines,  and  a  number  of  bus  lines 
on  the  public  highway.  I  don't  suppose 
any  of  them  are  making,  or  possibly  can 
make,  money  under  such  conditions. 
The  railroads,  if  consulting  their  own 
interests  only,  would  abandon  their 
passenger  trains  at  once  between  those 
points. 

Requirements  for  Rail  Cars 

I  have  been  requested  to  discuss  the 
adaptability  of  motor-driven  rail  cars 
for  passenger  service  on  existing 
branch  railroad  lines  of  light  traffic. 
The  real  answer  to  this  lies  in  the  hands 
of  the  automotive  engineers  themselves. 
The  railroad  with  which  I  am  asso- 
ciated is  carefully  studying  every  new 
design  brought  out,  as  are  many  of 
the  other  roads  also.  But  thus  far  the 
type  has  not  been  produced  which  we 
can  regard  as  fully  and  satisfactorily 
solving  the  problem.  However,  we  are 
proceeding  to  give  a  practical  tryout 
to  a  number  of  cars  of  the  most  prom- 
ising type  yet  produced  and  other  lines 
;ire  following  a  similar  course. 

I  can  give  briefly  the  specifications  of 
what  the  successful  gasoline  rail  car 
must,  fi-om  the  railroad  manager's 
viewpoint,  be  and  do  to  meet  with  rea- 
sonable completeness  the  needs  of  light 
branch-line  traffic.  It  must  be  capable 
cf  carrying  seventy  to  eighty  or  more 
passengers,  with  suitable  baggage,  mail 
and  express  space.     It  must  he  capable 


of  a  sustained  speed  on  level  track  or 
ordinary  grades  of  at  least  40  m.p.h. 
It  must  be  reversible  and  capable  of 
operation  from  either  end.  It  is  need- 
less for  me  to  say  that  the  problem  re- 
solves itself  largely  into  the  designing 
ot  a  motor  of  sufficient  power — probably 
at  least  100  hp. — with  the  necessary 
mechanical  and  electrical  equipment 
that  will  allow  control  from  either  end 
and  movement  in  either  direction.  That 
problem  is  in  the  hands  of  your  pro- 
fession. I  have  no  doubt  that  it  will 
be  solved. 

There  is  just  one  more  subject  upon 
which  I  would  like  to  touch,  and  that 
is  the  question  as  to  the  limits  of  dis- 
tance within  which  the  motor  truck, 
in.stead  of  acting  jointly  with  the  rail- 
road, may  be  regarded  as  fitted  to  take 
over  merchandise  freight  service  in  its 
entirety.  In  my  opinion  all  freight 
service  within  the  city  and  highly  de- 
veloped suburban  areas  should  be  per- 
formed entirely  by  truck,  except  those 
special  cases  involving  single  pieces 
of  such  great  weight  as  to  necessitate 
the  use  of  railroad  equipment  and  road- 
bed. Otherwise,  the  railroads  ought  to 
be  relieved  altogether  of  intracity  busi- 
ness, so  that  the  tracks  within  the 
municipal  areas  may  be  reserved  en- 
tirely for  the  purposes  for  which  they 
were  constructed,  namely,  the  render- 
ing of  the  strictly  terminal  service  re- 
quired in  connection  with  the  line  hauls. 

Motor  Vehicle  Limits 

Similarly,  with  passenger  traffic, 
where  there  is  not  enough  to  support 
both  rail  and  bus  lines,  does  it  not  seem 
proper  to  determine  which  form  of 
service  shall  be  continued  within  speci- 
fied zones  and  which  shall  withdraw? 
When  the  people  permit  the  building 
of  hard  surface  roads  directly  paral- 
leling the  established  rail  lines,  and 
then  permit  and  encourage  the  opera- 
tion on  these  highways  of  bus  lines, 
paying  nothing  for  their  roadway,  and 
to  such  an  extent  that  the  revenues  of 
accommodation  passenger  trains  do  not 
cover  half  the  cost  of  operation,  does 
it  seem  fair  that  the  people  of  those 
communities  ought  to  insist  upon  the 
continued  running  of  the  trains?  Does 
it  not  seem  fair  to  call  upon  them  to 
decide  which  form  of  service  they  de- 
sire, and  abandon  the  other,  especially 
when  the  railroads  were  being  subjected 
to  constantly  increased  taxation  to  help 
build  such  highways?  That  is  a  situ- 
ation which  railroads  are  facing  in  dif- 
ferent parts  of  the  country,  and  it  will 
invariably  have  the  result  of  bringing 
about  a  movement  for  a  general  reduc- 
tion in  passenger  accommodation  trains. 

The  spirit  in  which  all  of  our  prob- 
lems of  co-ordination  ought  to  be  ap- 
proached should  be  one  of  live  and  let 
live.  For  both  the  men  in  your  occu- 
pation and  mine,  the  primary  purpose 
should  be  to  guide  the  development  of 
that  relationship  along  sane  and  sen- 
sible lines,  so  that  each  form  of  trans- 
portation may  be  enabled  to  give  to 
humanity  the  maximum  service  of 
which   it   is  capable. 


February,  1923 


BUS 

TKVNSKJHIATION 


83 


Autuinobilc  ( loiiiiuutiitieti 
in  1923* 

By  John  C.  Howell 

Bi'iukinin-    Kcuiiuinic   Svrvicf,   Inc., 
Xf-w    Yurk,   N.    V. 

I\  KSTIMATING  the  probable  move- 
ments of  particular  commodities  that 
are  of  automobile  interest  I  have 
selected  the  iron  and  steel  sroup,  lum- 
ber, rubber,  cotton,  paints,  varnishes 
and  glass.  All  basic  raw  materials  will 
move  in  the  same  general  direction  un- 
less there  be  some  particular  features 
in  a  given  commodity  that  might  tend 
to  prevent  this  movement  or  to  change 
its  direction.  In  considering  iron  and 
steel,  first,  the  principal  point  to  stress 
is  the  low  production  of  11)21,  low  not 
only  relatively  but  actually — relatively 
as  against  the  previous  ten-year  aver- 
age and  actually  as  against  what  may 
be  called  normal  requirements. 

The  total  amount  of  pig  iron  pro- 
duced in  1921  was  16,.306,000  tons,  which 
compares  with  28,472,000  tons  average 
1907-1914  inclusive.  Production  for 
1922  is  about  27,000,000  tons.  This  is 
below  the  country's  normal  require- 
ments in  view  of  the  increase  in  popula- 
tion and  the  low  production  of  1921, 
which  will  have  to  be  made  up.  Figur- 
ing on  a  .")  per  cent  rate  of  normal 
growth,  the  country's  requirements  for 
next  year  in  pig  iron  should  range  be- 
tween 32,000,000  and  35,000,000  tons. 
The  per  capita  rate  of  production  in 
1921  is  given  as  271  lb.,  which  is  the 
lowest  since  1894.  The  average  for 
the  last  twenty-eight  years,  1894-1921 
inclusive,  has  amounted  to  539  lb. 

The  great  consuming  channels  for 
iron  and  steel  are,  in  order  of  import- 
ance, railroads  and  equipment,  17.13  per 
cent;  building,  14.23  per  cent;  export, 
13.43  per  cent;  automotive  industries, 
9.82  per  cent;  oil  and  gas  works,  7.75 
per  cent;  machinery  and  tools,  4.46  per 
cent;  agricultural,  3.59  per  cent;  food 
containers,  3.12  per  cent,  and  all  other, 
26.36  per  cent.  It  is  my  judgment  that 
during  the  coming  year  all  of  these 
channels  of  consumption  will  be  actively 
in  the  market  for  iron  and  steel  fully 
up  to  these  percentages,  with  the  pos- 
sible exception  of  exports,  but  the  prob- 
able demands  of  the  other  groups  will 
more  than  compensate  for  the  falling 
off  which  may  develop  in  exports. 
Prices  as  a  consequence  of  increased 
demand  will  tend  to  higher  levels.  This 
despite  the  fact  that  present  prices  of 
pig  iron  and  steel  are  considerably 
above  the  pre-war  level  and  the  low  of 
1921. 

Conditions  in  the  Raw  Materials 
Markets 

While  it  is  true  that  the  principal 
source  of  demand  for  lumber  is  building, 
the  general  industrial  situation  is  such 
as  to  indicate  an  increasing  demand  for 
lumber  for  many  industrial  uses  during 
the  spring.  The  principal  channels  of 
consumption  for  hardwoods  are  flooring 

•Abstract  of  address  given  Jan.  11.  1023, 
at  annual  meeting  Auto  Body  Builders'  As- 
•sopiation.  New  York. 


manufacturers,  box  manufacturers,  fur- 
niture manufacturers,  and  sash,  door 
and  blind  manfacturers.  These  four 
channels  consume  around  00  per  cent  of 
the  total  hardwoods  produced.  While  the 
swing  of  demand  for  the  next  few  weeks 
may  be  away  from  building,  a  prac- 
tical certainty  exists  that  during  the 
spring  a  revived  demand  of  large  pro- 
portions will  be  witnessed.  The  out- 
look would  seem  to  be  that  with  all 
channels  of  demand  active,  the  prices 
of  lumber,  both  hard  and  soft,  because 
of  more  active  demand,  will  tend  to 
harden  as  the  spring  progresses. 

Ki  iiBER  Rallies  Reiently 

Rubber  is  a  notable  example  of  how 
a  commodity  will  follow  an  opposite 
trend  to  the  general  markets  when 
overproduced,  even  in  periods  of  rapidly 
rising  prices.  While  practically  every- 
thing else  was  rising  during  the  war, 
rubber  continuously  and  consistently  de- 
clined. This  was  due  wholly  to  factors 
within  the  industry  which  made  it 
impossible  to  restrict  production  more 
nearly  equal  to  demand,  and  large  sur- 
plus stocks  accumulate<l  not  only  in 
primary  markets  but  in  the  great  con- 
suming countries. 

A  reflection  of  the  extreme  depres- 
sion in  raw  rubber  is  indicated  by  the 
radical  decline  which  took  place  in 
prices.  Plantation  rubber,  smoked 
ribbed  sheets,  in  1912  averaged  $1.21. 
Through  the  succeeding  years  prices  fell 
steadily,  reaching  the  low  in  September 
of  last  year  at  14.25  cents.  Para  rub- 
ber in  1912  reached  $2.04.  This,  how- 
ever, was  due  to  a  speculative  boom 
rather  than  in  strict  accordance  with 
fundamentals,  and  since  that  time  a 
steady  decline  has  taken  place,  termi- 
nating in  July  of  last  year  at  16.5  cents. 
The  recent  rally  in  the  rubber  markets 
was  due  mainly  to  a  partial  valorization 
which  brought  about  heavier  buying 
from  consuming  interests  and  more 
speculation.  In  smoked  ribbed  sheets 
the  price  reached  28  cents  and  Para 
29  cents.  The  United  States  consumes 
about  75  per  cent  of  the  world's  pro- 
duction of  rubber,  of  which  about  70 
per  cent  is  consumed  in  tires  and  tubes, 
14  per  cent  in  mechanical  rubber  goods, 
8  per  cent  in  boots  and  shoes,  and  the 
balance  in  miscellaneous  items. 

Cotton,  due  to  its  statistical  strength, 
fits  into  the  fundamental  business 
situation.  The  world's  supply  for  the 
current  year  cannot  be  more  than 
25,000,000  to  26,000,000  bales.  Under 
normal  conditions,  the  world's  consump- 
tion ran  as  high  as  21,000,000  bales. 
While  from  present  indications  it  does 
not  seem  that  this  amount  of  cotton 
will  be  consumed  during  the  current 
year,  it  will  closely  approximate  20,000,- 
000  bales.  This  will  leave  next  year 
a  relatively  small  world  carry-over. 
The  outlook  in  cotton  may  be  sum- 
marized under  the  following  points, 
which  make  for  the  maintenance  of  a 
strong  tone  in  cotton  for  the  coming 
spring:  The  relatively  low  supply  as 
against  normal  requirements;  the  high 
rate  of  domestic  consumption  as  indica- 
tive of  healthy  and   high   demand;   the 


heavy  demand  for  cotton  goodf;  and 
the  practical  certainty  that  a  very  low 
carry-over  of  cotton  will  exist  in  the 
world  on  July  ai,  1J>23.  The  carry-over 
of  cotton  from  one  year  to  the  next 
may  be  called  the  ball,.  ,  to 

steady  the  market.     V,  ,,vy 

it  operates  to  narrow  llucluuliuiia  and 
generally  exertji  a  bearish  pressure. 
When  the  carry-over  is  light,  the  mar- 
ket i8  subjected  U>  wide  fluctuatioru 
through    speculative   activity. 

During  the  coming  six  niontha  it  will 
likely  be  subji-cted  In  ,idi(, 

or  HO  long  at  least  ax  :  ion 

continues  or  u  new  ana  lurj,'Lr  trup  U 
gathered.  The  cumulative  force  of 
these  factors  in  the  cotton  industry  ia 
distinctly  bullish,  both  on  the  raw  mate- 
rial and  the  products.  While  in  accord- 
ance with  seasonal  tendencieo  there 
may  be  some  reaction  during  January, 
the  certainty  of  a  better  spring  demand 
should  carry  prices  well  above  the  pres- 
ent level  and  perhaps  above  the  r«ent 
high  level. 

Paint  Advances  Moderate 

The  paint  and  varnish  industry  had  a 
record-breaking  year  in  1922  and  starts 
1923  with  a  very  bright  outlook,  due  to 
a  very  active  demand  both  for  new  «nd 
old  building  work.  Prici-s  held  steady 
during  the  year  and  are  now  about  72 
per  cent  higher  than  the  average  of 
1914.  Primary  paint  materials  show 
about  the  same  relations.  The  outlook 
for  demand  is  good  and  the  certainty 
of  strength  in  turpentine  may  be  offset 
to  some  extent  by  the  statistical  weak- 
ness in  linseed  oil.  Consumption,  how- 
ever, will  be  on  a  large  scale  both  for 
paints  and  varnishes  during  early  1923 
but  prices  for  finished  products  should 
show  only  moderate  advances. 

The  demand  for  glass  has  been  so 
great  during  the  past  year  that  the 
capacity  of  the  country  has  been  ex- 
tended and  consumption  has  kept  pace 
pretty  closely  with  production,  espe- 
cially so  during  the  last  six  to  nine 
months.  The  extensive  building  pro- 
gram and  the  greater  demand  for  fur- 
niture and  more  closed  cars,  the  latter 
certain  to  increase  during  the  spring,  is 
very  likely  to  strengthen  the  glass  mar- 
kets during  the  early  part  of  the  cur- 
rent year. 

I  consider  leather  for  spring  require- 
ments a  good  purchase.  These  mar- 
kets have  had  a  notable  rise  recently 
but  are  still  well  below  the  general 
level  of  prices.  All  lines  of  leather 
consumption  should  be  very  active 
through  the  spring  and  the  tendency  of 
prices  on  leather  is  towards  higher 
levels. 

In  the  case  of  the  automobile  indus- 
try, the  controlling  fundamentals,  the 
particular  commodities,  a  growing  gen- 
eral demand,  advancing  general  prices, 
exceptionally  healthy  credit  conditions, 
a  large  volume  of  purchasing  power,  a 
favorable  buying  public  attitude  and  the 
God-given  desire  on  the  part  of  our 
people  to  live  better,  own  more  and 
enjoy  life  all  combine  to  indicate  ex- 
panding business  for  the  first  half  of 
1923. 


84 


BUS 

TRANSPORTATION 


Five-Compartment  Bus  Serves 
Minneapolis  Territory 


Mack  limonsine-type  bus  on  Minneapolis  (Minn.)  line.     Little  boxes  along 
running  board  are  auxiliary  steps 


THE  De  Luxe  Line,  Inc.,  of  which 
J.  H.  Maylone  is  president,  is 
running  two  twenty-passenger  buses 
from  the  Majestic  Hotel,  Minne- 
apolis, to  St.  Cloud,  Minn.,  70  miles 
to  the  northwest.  It  is  planned  to 
extend  this  service  70  miles  to 
Brainerd,  Minn.,  the  next  large  town. 
A  third  bus  somewhat  improved  in 
appearance  over  the  present  type  will 
be  put  into  service  early  in  1923. 

As  the  photograph  shows,  these 
buses  are  of  the  limousine  type.  The 
cost  is  $11,000  each.  Access  to  the 
interior  is  through  five  side  doors, 
into  separate  compartments,  each 
carrying    three    passengers,    except 


the  one  in  the  rear,  which  is  used 
for  smokers  and  carries  nine  pas- 
sengers. Baggage  is  carried  in  a 
wire  mesh  rack  on  the  roof  at  the 
rear. 

The  chassis,  which  is  a  Mack  hook- 
and-ladder  design,  has  a  wheelbase 
of  232  in.,  so  that  the  body  is  30  ft. 
long  over  all.  Loaded,  the  total 
weight  is  6  tons.  The;  fuel  tank 
holds  29  gal.  Wheels  are  of  the 
wooden  artillery  type,  with  36  x  6 
front  and  40  x  8  rear  pneumatic 
tires.  Two  extra  tires,  one  at  each 
side,  are  carried  on  a  rack  at  the 
rear. 

The  limousine-type  body  was  built 


The  DeLuxe  Line.  Inc. 

Operators  Trip  Report 
Bus  No.  Date 


Trip  No. 


Tickets 


Cash 


Gas 


Tire  Changed— Yes 


No 


Name  of  Tire  Taken  off 


Number  of  Tire  Taken  off 


Name  of  Tire  Put  on 


Number  of  Tire  Put  on 


REMARKS 
Note  If  lact  Itavloft  or  ftrrlTlng  and  cauie 


The  De-Luxc  Line  Accident  Report 

PERSONAL  INJURY  AND  PROPERTY  DAMAGE 


Date  of  Accident 

Hour A.M.. 


_192-- 


_P.M.. 


Where  Accident  occurred 

Street City  &  Slate  . 


Make  ol  Car Car  No._ 

License  No. 

Name  of  driver Address^ 

Date Signed 


Nam»  and  Addresses  oi  Occupants 


Orjrr.ftf  Cauit  of  Accident  Fully  On -Batll  of    Thii 


Vol.2,  No.2 

by  Eckland  Brothers  Company, 
Minneapolis.  Mohair  velour  is  used 
for  the  four  front  compartments,  all 
of  which  have  seats  extending  across 
the  body.  The  smoking  compart- 
ment, which  is  finished  in  tan 
leather,  has  seats  on  three  sides  of 
a  square.  In  each  seat  is  an  over- 
head electric  light  and  push  buttons 
to  signal  the  driver.  The  floor  is 
carpeted  in  gray. 

Entrance  is  gained  by  a  running 
board  extending  the  full  length  on 
the  right-hand  side  and  by  auxiliary 
steps  placed  at  each  of  the  wide 
doors.  The  compartments  have  in- 
dividual ventilators  which  can  be 
controlled  by  the  passengers.  In 
each  one  is  a  register  for  heating, 
this  being  directly  connected  with 
the  jacket  above  the  exhaust  pipe. 
The  plate-glass  windows  are  oper- 
ated by  a  crank-type  regulator. 

The  present  schedule  provides  for 
two  round  trips  each  day,  or  a  daily 
mileage  of  280.  The  buses  start 
from  each  end  at  8  o'clock  in  the 
morning  and  at  12  noon,  3  and  6  p.m. 
The  trip  is  made  in  two  and  a  half 
hours,  the  one-way  fare  being  $2.25, 
with  rates  of  35  cents  and  up  for  the 
seven  stops  between  St.  Cloud  and 
Minneapolis. 

Two  forms  of  schedules  are  issued 
by  the  company,  both  being  printed 
in  black  and  red  ink.  The  large 
schedule,  suitable  for  posting  in 
hotels,  waiting  rooms,  etc.,  is  on 
9i  X  11  cardboard  sheets.  Then 
there  is  a  card  of  pocket  size,  21  x 
5*  in.,  which  gives  on  one  side 
schedule  information  and  list  of  ticket 
agencies,  and  on  the  other  an  invita- 
tion to  passengers  to  report  any 
discourtesies.  Two  of  the  driver's 
forms  are  here  reproduced.  The 
operator's  trip  report,  which  meas- 
ures 3S  X  7*  in.,  is  printed  on  the  front 
of  an  envelope,  in  which  can  be  in- 
closed small  reports  or  other  matter 
for  the  office.  An  example  is  the 
accident  report,  printed  on  Si  x  5i 
cardboard.  Only  one  side  of  this  is 
reproduced ;  the  other  has  spaces  for 
names  and  addresses  of  witnesses 
and  for  a  description  of  the  cause 
of  anv  accident. 


Forms  for  drivers'  reports.    At  left,  trip  report  printed  on  front  of  envelope. 

At  right,  accident  report,  on  the  back  of  which  are  spaces  for 

names  of  wityiesse.'^  and  cause  of  accident 


Bus  Operation  in  Newark 

A  recent  survey  of  traffic  condi- 
tions in  Newark,  N.  J.,  brought  out 
the  fact  that  between  8  a.m.  and  6 
p.m.  a  total  of  4,200  buses  passed 
the  intersection  of  Broad  and  Mar- 
ket Streets,  Newark's  busiest  corner. 


February,  1923 


BUS 

TRANSHORlAnON 


85 


Trend  of  Proposed  Legislation 

Gasoline  Tax  Advocated    in   Many  States — Tendency  Toward   Increased  Taxation  and   More  Extensive 

ReKuiation  Evident — Reiomnu'ndations  of  Interest  to  lUis  Industry  in  (iiivernor^"  Me>s;i>;es 

and  in  I'ublic  I  tiiity  Commission  Reports — I'endinn   LeKislation   DiKe^led 


AT  THE  time  this  is  written  the 
i\  legislatures  of  forty  -  three 
X  A.  states  are  in  session.  In 
these  sessions,  with  few  if  any  ex- 
ceptions, there  has  been  recommended 
and  there  is  being  drafted  legislation 
affecting  directly  or  indirectly  the 
business  of  every  bus  operator.  As 
an  index  to  the  general  trend  of 
this  legislation,  the  accompanying 
.symposium  has  been  made  up  from 
some  of  the  recommendations  con- 
tained in  the  messages  of  governors 
and  from  reports  of  utility  bodies  to 
the  various  legislatures  in  addition 
to  legislation  already  introduced. 
Putting  aside  for  the  moment  the 
character  of  the  proposed  legislation, 
one  significant  fact  clearly  stands 
out.  Virtually  every  governor  and 
many  public  utility  commissions  have 
taken  official  cognizance  of  the  motor 
bus  as  a  most  important  factor  in 
the  transportation  scheme  of  the 
country. 

Taxation 

Motor  vehicle  taxation  was  touched 
upon  in  the  majority  of  the  recom- 
mendations embodied  in  governors' 
messages,  from  which  the  following 
extracts  are  quoted: 

Colorado. — The  subject  of  licensing 
motor  vehicles  and  fixing  the  amount 
of  the  fees  is  one  that  should  engage 
the  attention  of  the  Legislature.  Trans- 
portation by  truck  has  grown  to  very 
large  proportions  and  is  bound  to  in- 
crease. Wear  and  tear  on  the  roads  by 
reason  of  such  transportation  is  very 
great;  I  recommend,  therefore,  that 
a  ta.x  be  imposed  on  trucks  carrying 
freight  which  shall  bear  some  relation 
to  the  extra  cost  of  construction,  upkeep 
and  repair  of  our  highway.s  made  neces- 
sary Dy  the  use  of  auto  trucks. 
Colorado  auto  license  on  pleasure 
vehicles  is  the  lowest  of  any  state  in 
the  Union.  I  recommend  that  our 
license  fees  be  increased  to  equal  the 
average  fee  charged  for  like  cars  in 
other  states. 

Idaho.  —  Highways  have  heretofore 
been  built  by  all  the  taxpayers,  but  our 
roads  should  be  maintained  by  those 
who  use  them,  including  tourists;  and 
this  can  be  accomplished  by  gasoline 
tax. 

Illinois. — In  my  opinion,  any  legisla- 
tion revising  the  present  scale  of  motor 
fees  at  this  time  should  be  directed 
not  at  the  average  passenger  vehicle, 
but  more  equitably  toward  the  heavy 
truck,  inasmuch  as  a  very  substantial 
part  of  the  cost  of  pavements  is  due  to 


the    necessity   of    providing    pavements 
capable  of  supporting  truck  loadn. 

Indiana. — Another  important  thing 
to  be  taken  up  at  this  time  is  the  plac- 
ing of  a  just  and  equitable  tax  on  gaso- 
line used  for  motor  driven  conveyances. 
It  is  not  fair  for  the  construction  and 
maintenance  of  our  highways  to  be  sup- 
ported by  a  general  property  tax  when 
the  benefit  accrues  largely  to  those  who 
own   and   operate   motor   vehicles. 

.A  tax  on  gasoline  would  distribute 
this  expense  in  accordance  with  the 
mileage  negotiated  as  determined  by 
the  amount  of  gasoline  consumed.  It 
would  also  enable  us  to  secure  some 
support  for  road  maintenance  from 
tourists  and  transient  cars  and  trucks 
which  now  escape  any  payment  for  the 
road  privileges  afforded  them. 

Indiana  license  fees  on  motor  cars 
and  trucks  are  among  the  lowest  of 
any  state  in  the  Union.  No  owner  of 
a  car  or  truck  should  complain  over  a 
raise  in  license  fee  when  they  know 
that  the  money  produced  will  go  toward 
construction,  repair  or  maintenance  of 
the  highways.  I  respectfully  ask  that 
the  license  fees  on  motor  cars,  trucks 
and  buses  be  increased,  and  leave  it 
to  your  discretion  to  say  how  much 
advance  should  be  made. 

KaiiKas. — I  recommend  the  enactment 
of  a  law  that  will  make  the  valuation 
fixed  or  claimed  by  public  utilities  or 
others  doing  business  in  this  state,  for 
rate-making  or  profit-making  purposes 
automatically  the  basis  for  assessment 
and  taxation. 

Masnacluisetts.  —  As  an  equitable 
method  of  producing  the  increased 
funds  neces.sary,  I  recommend  a  tax 
upon  gasoline  and  other  fuel  used  in 
propelling  motor  vehicles.  .  .  .  The 
amount  of  gasoline  consumed  bears  a 
very  direct  proportion  to  the  use  and 
wear  and  tear  upon  the  roads.  .  .  . 
The  Webster  Commission  recommended 
a  tax  of  2  cents  per  gallon  upon  gaso- 
line and  other  motor  vehicle  fuel 
brought  into  the  state  or  manufactured 
herein  to  be  collected  by  the  tax  com- 
missioner from  the  wholesale  dis- 
tributors, who  would  pass  it  along  to 
the  motor  vehicle  owners.  ...  I 
would  recommend  that  the  common- 
wealth keep  50  per  cent  and  return  to 
the  cities  and  towns  50  per  cent  of  the 
tax  so  collected.  .  .  .  The  additional 
mileage  per  gallon  of  gasoline  to  be  ob- 
tained upon  good  roads  might  in  large 
measure  offset  the  burden  of  the  addi- 
tional tax. 

Nebraska. — Public  utilities  and  com- 
mon carriers  should  be  taxed  on  their 
rate-making  valuation.  A  sales  tax  is 
a  tax  on  consumption  and  is  another 
plan  for  transferring  the  taxes  from 
the  rich  to  the  poor,  and  I  strongly 
urge  you  to  oppose  a  tax  on  gasoline 
or  any  other  kind  of  a  sales  tax. 

Nevada. — I  herewith  recommend  for 
your  consideration : 

The    enactment    of    a    gasoline    tax 


measure  providing  fur  a  tax  of  2  cenu 
per  gallon  on  all  ganoline  ■o!')  in  the 
state,  the  income  from   su  .be 

placed  in  the  state  hiuhwu  .  i  to 

be    used     for    m.-i; ani     ni-on- 

structlon  of  the  ■  ...    Such 

legislation  as  is  ii  ,....  .  ;..  fix  a  higher 
license  fee  to  trucks  and  transporta- 
tion lines  using  highwayn  ;t^  '  rnmon 
carriers. 

New  York. — It  ha3  not  lon- 

strated  to  my  satisfaction  that  high- 
ways should  be  built  from  the  proceedjt 
of  bond  issues. 

In  any  circumstances  they  are  of  so 
temporary  a  nature  that  the  cost  of 
building  and  maintaining  them  should 
be  met  from  the  current  revenues  of 
the  state. 

North  Dakota. — I  would  also  urge 
upon  you  the  adoption  of  laws 
and  needed  constitutional  amendmenL.<! 
which  will  devote  to  this  .  .  .  trunk 
line  system  of  good  roads  in  our  state 
the  license  money  from  motor  vehicle* 
of  every  kind  and  the  money  realized 
by  a  tax  on  motor  fuel. 

Oregon. — It  is  but  just  that  a  fair 
return  in  the  way  of  compensation  for 
the  actual  cost  of  supervising  their 
affairs  should  be  paid  by  the  utilities 
in  the  state  treasury,  thus  relieving  the 
general  taxpayers  of  what  is  otherwis*.- 
a  large  burden.  Indeed,  the  time  will 
come  .  .  .  when  all  public  service 
corporations  will  be  taxed  upon  their 
gross  earnings,  rather  than  upon  their 
general  property,  as  is  done  in  Cali- 
fornia  and  other  progressive  states. 

I  would  also  recommend  that  the  old 
quarter  mill  road  tax  be  retained  for 
the  road  funds,  that  the  tax  on  gasoline 
be  increased  and  that  any  adjustments 
that  may  be  made  in  the  present  auto- 
mobile laws  do  not  reduce  revenue.  If 
any  changes  are  made  in  the  license  law 
I  recommend  that  the  fees  on  high- 
priced  cars  be  increased. 

South  Dakota.  — The  sUte  Uking 
over  the  maintenance  of  roads  con- 
structed means  an  additional  expendi- 
ture of  money,  and  this  additional  rev- 
enue must  be  raised  in  some  manner 
by  the  present  Legislature.  Your 
automobile  tax  at  the  present  time,  in- 
cluding the  amounts  derived  from  the 
gasoline  tax,  is  only  sufficient  to  take 
care  of  the  regular  federal  aid  pro- 
gram in  this  state. 

I,  therefore,  urge  upon  you  the 
necessity  of  early  action  in  complying 
with  the  provision  of  the  federal  law 
in  reference  to  maintenance  of  high- 
ways. 

Utah. — We  have  many  millions  in- 
vested in  highway.i.  These  murt  be 
maintained  and  protected.  The  only 
source  of  income  is  the  present  motor 
vehicle  law.  This,  because  of  its  re- 
strictions and  exces.<i  levies,  has  become 
exceedingly  obnoxious.  Yet  the  pro- 
ceeds in  the  future  will  be  barely 
enough  to  pay  the  annual  interest  on 
sinking   funds  and   road   bonds.     Only 


86 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


one  other  means  of  meeting  this  di- 
lemma seems  available.  By  scaling  the 
schedules  down  and  levying  some  form 
of  gasoline  tax  it  can  be  solved. 

Vet-mont. — The  auto  tax  law  should 
be  thoroughly  revised,  and  favorable 
consideration  may  well  be  given  to  the 
Connecticut  law,  which  is  based  on  pis- 
ton displacement  and  therefore  seems 
much  more  closely  to  represent  the 
power  of  the  car  in  relation  to  its  wear 
and  tear  on  the  roads.  Weight  is  per- 
haps a  more  fair  basis  for  taxation 
than  our  present  methods.  A  scheme 
based  substantially  upon  weight  is 
worthy  of  consideration.  ...  In  this 
connection  I  would  also  suggest  for 
your  consideration  a  1-cent  per  gallon 
gasoline  tax  to  be  collected  on  the 
wholesale  basis. 

Washington. — At  a  conference  of 
governors  of  states  west  of  the  Rocky 
Mountains,  called  for  the  purpose  of 
establishing  uniformity  of  laws  and 
regulations  affecting  the  automobile 
traveling  public,  it  was  decided  to 
recommend  to  the  legislature  of  each 
state  a  tax  of  2  cents  per  gallon  on 
gasoline,  the  proceeds  to  be  used  exclu- 
sively for  construction  and  maintenance 
of  highways.  I  recommend  such  an  in- 
crease in  our  gasoline  tax.  The  present 
gasoline  tax  law  is  working  very  sat- 
isfactorily and  there  should  be  no 
amendment  to  the  general  policy,  ex- 
cept to  change  the  rate  of  tax  to  be 
collected. 

I  recommend  that  a  gross  earning  tax 
be  charged  auto  buses  and  auto  trucks 
used  as  public  utilities. 

Wisconsin. — I  recommend  that  the 
present  automobile  license  law  be  re- 
vised and  that  there  be  established  a 
graduated  license  fee,  based  upon  those 
elements  that  have  a  direct  relation- 
ship of  the  use  of  the  highway  to  the 
highway,  namely,  the  weight  and  cylin- 
der   displacements. 

The  Mayors'  Conference,  an  official 
organization  composed  of  mayors  of 
various  cities  of  the  state  of  New 
York,  at  a  convention  held  at  Albany 
on  Jan.  5,  made  the  foUovi'ing  recom- 
mendation: 

We  urge  the  Legislature  to  enact  a 
law  placing  a  tax  on  gasoline  and  to 
return  three-fourths  of  the  revenue 
therefrom  to  the  localities,  to  be  used 
exclusively  for  the  construction  and 
maintenance  of  highways,  and  for  the 
regulation  of  traffic. 

From  report  of  the  Department  of 
Public  Utilities  on  Investigation  of 
Transportation  Facilities  Within  the 
Boston  Metropolitan  District  to  the 
Massachusetts  Legislature : 

We  think  that  as  long  as  street  rail- 
ways and  steam  railroads  pay  for  sub- 
ways, tunnels,  elevated  structures, 
tracks,  etc.,  other  vehicles,  especially 
automobiles,  ought  to  pay  a  fair  sum 
for  the  use  which  they  make  of  the 
highways. 

The  following  bills  with  reference 
to  taxation  have  been  introduced  in 
the  legislatures  of  these  states: 

Massachusetts. — Senate  Bill  No.  27, 
introduced  on  Jan.  8  by  Senator  McCor- 
mack  to  accompany  petition  of  M.  A. 
O'Brien,  Jr.,  provides  that  in  addition 
to  the  taxes  now  provided  for  by  law, 
every  dealer  now  engaged  or  who  may 


hereafter  engage  in  the  sale  or  distri- 
bution of  gasoline,  shall  render  not 
later  than  the  fifteenth  day  of  each 
calendar  month  a  statement  of  the 
gasoline  sold  or  distributed  during  the 
preceding  month  and  pay  a  license  tax 
of  1  cent  per  gallon  on  all  gasoline  so 
sold  or  distributed.  This  bill  carries 
the  provision  that  said  license  tax  shall 
not  be  imposed  on  gasoline  when  sold 
for  exportation  from  the  state  of 
Massachusetts  to  any  other  state  or  na- 
tion, or  when  sold  to  the  government 
of  the  United  States  or  its  agencies. 

Missonri. — House  Bill  No.  93,  intro- 
duced on  Jan.  11  by  Mr.  McGregor,  is  an 
act  "to  provide  a  license  tax  on  motor 
vehicle  fuels,  purchased  for  use  in 
motor  vehicles,  operated  or  intended  to 
be  operated  upon  the  public  road  and 
highways   of  the   state   of   Missouri." 

New  Jersey. — Senate  Bill  No.  20,  in- 
troduced on  Jan.  10  by  Senator  Le- 
Fever,  is  an  act  "providing  for  an  ex- 
cise tax  of  1  cent  on  gasoline  at  retail, 
proceeds  to  be  divided  equally  between 
county  road  funds  and  municipalities  or 
townships." 

Senate  Bill  No.  S-103,  introduced  on 
Jan.  15  by  Senator  Richards,  "places  a 
tax  of  1  cent  per  gallon  on  gasoline." 
Referred  to  the  committee  on  highways. 

New  Hampshire. — House  Bill  No.  24. 
introduced  on  Jan.  11  by  Representa- 
tive Smith,  is  an  act  "providing  for  an 
excise  tax  of  2  cents  per  gallon  for  the 
purpose  of  doing  business  in  the  sale  of 
gasoline  and  other  products  used  in  the 
propelling  of  motor  vehicles  and  motor 
boats."  Referred  to  the  committee  on 
ways  and  means. 

West  Virginia. — House  Bill  No.  4, 
introduced  on  Jan.  11  by  Representa- 
tive Moore,  is  an  act  "raising  addi- 
tional public  revenues  by  annual  li- 
cense tax  upon  the  business  of  produc- 
ing coal,  natural  gas,  petroleum  or 
crude  oil."  Referred  to  the  committee 
on  taxation  and  finance. 

House  Bill  No.  14,  introduced  on  Jan. 
11  by  Representative  McLaughlin,  is  an 
act  "imposing  a  state  tax  on  gasoline 
and  all  other  liquids  containing  any 
derivative  of  petroleum  or  natural  gas." 
RefeiTed  to  the  committee  on  taxation 
and  finance. 

Regulation 
Recommendations  regarding  motor 
vehicle  regulation  were  contained  in 
the  messages  of  the  governors  of  the 
following  states : 

Connecticut. — I  believe  further  legis- 
lation regulating  not  only  tonnage  of 
motor  trucks,  but  also  the  dimensions 
of  the  tonneaus  or  bodies,  is  required 
in  the  interest  of  public  safety  as  well 
as  the  proper  maintenance  of  our  trunk 
line  highways. 

Illinois.  —  The  construction  of  per- 
manent roads  has  encouraged  a  large 
number  of  persons  and  corporations  to 
undertake  the  operation  of  motor  bus 
and  motor  truck  lines  for  the  trans- 
portation of  persons  and  property.  The 
authority  of  the  commission  to  deal 
with  these  companies  is  not  adequate 
for  the  protection  of  the  public.  There- 
fore, it  is  recommended  that  the  sec- 
tion of  the  Illinois  commerce  commis- 
sion act  dealing  with  this  particular 
question  be  carefully  and  fully  revised. 

Kansas. — Thp  development  of  com- 
mercial passenger  and  freight  traffic  on 
the  public  roads  is  of  such  growing  im- 


portance that  it  will  be  necessary  for 
you  to  consider  matters  relating  to  the 
control  of  the  rate  charged  for  traffic. 

Nevada. — The   enactment   of   legisla- 
tion   properly    to    regulate    the    over- 
loaded   trucks    and    the    narrow    steel- 
tired  wagons  on  our  highways 
is  recommended. 

Neiv  York. — The  present  Public 
Service  Commission  should  be  abolished 
and  power  given  to  the  Governor  to 
appoint  not  more  than  three  commis- 
sioners to  regulate  such  utilities  as  will 
not  be  regulated  by  the  cities,  either 
because  they  operate  outside  the  cor- 
porate limits  of  a  city,  or  because  the 
city  may  by  proper  resolution,  request 
the  state  to  do  it.  .  .  .  The  state  can 
make  no  mistake  by  selecting  the 
elected  officials  of  the  cities  to  deter- 
mine questions  that  have  to  do  with 
welfare  of  the  municipality,  such  as 
proper  regulation  of  its  public  utili- 
ties. ...  I  further  recommend  that 
the  Transit  Commission  in  the  city  of 
New  York  be  abolished  and  all  its 
powers  with  regard  to  laying  out  of 
routes  and  supervision  of  construction 
be  ti-ansferred  to  the  Board  of  Esti- 
mate and  Apportionment,  to  be  exer- 
cised by  this  body  through  any  agency 
it  may  select.  ...  In  addition,  by 
scattering  all  over  the  state  the  li- 
censing and  control  of  motor  vehicles, 
not  only  has  the  expense  been  increased 
but  the  prevention  of  accidents  by  cen- 
tral conti'ol  has  been   entirely  lost. 

Wisco7isin. — I  recommend  that  our 
laws  be  strengthened  so  as  to  prohibit 
the  use  of  our  highways  by  trucks  or 
motor  vehicles  that  unreasonably  de- 
stroy our  highways  and  involve  the 
possibility  of  bankruptcy  of  farm  and 
industry. 

In  connection  with  the  matter  of 
regulation  in  New  York  the  Public 
Service  Commis.sion  has  had  its  say 
in  its  report  to  the  Legislature  for 
the  year  1922.  Sections  25  and  26 
of  the  transportation  corporation 
law  provide  for  the  granting  bj' 
this  commission  of  certificates  of 
public  convenience  and  necessity  for 
bus  lines  or  routes  wholly  or  partly 
within  the  cities  or  villages  or  towns 
which  by  resolution  have  placed 
themselves  under  the  provisions 
of  these  sections.  The  commission 
holds  that  it  has  jurisdiction  over 
the  entire  length  of  a  route  or  line 
coming  within  the  above  provi- 
sions of  law,  even  though  in  many 
instances  some  portion  of  such 
route  .  .  .  lies  outside  of  a  mu- 
nicipality, in  which  local  consent  is 
acquired  by  law.     It  recommends: 

The  law  on  the  subject  of  motor  bus 
regulation  should  be  stated  in  as  care- 
ful detail  as  are  the  statutory  provi- 
sions governing  other  carriers  and 
utilities.  .  .  .  The  attention  of  the 
Legislature  is  called  to  the  subject  in 
the  belief  that  it  is  one  which  is  con- 
stantly becoming  of  greater  importance 
in  many  respects.  The  commission  ven- 
tures the  suggestion  that  the  entire 
subject  warrants  careful  study  and  in- 
vestigation with  a  view  to  the  early 
enactment  of  a  general  and  compre- 
hensive statute. 


February,  1923 


BUS 

TRANSPORTATION 


87 


Standardization  is  undoubtedly  neces- 
sary not  only  in  the  methods  of  opera- 
tion but  also  in  the  type  of  vehicle  and 
the  appurtenances  thereon  which  di- 
rectly affi-ct  the  traveling  public. 

Unless  legislation  is  provided  to  in- 
sure effective  supervision  the  service 
which  the  public  will  receive  will  be  of 
a  very  poor  character,  and  in  fact  to 
continue  the  operation  of  some  of  the 
lines  is  likely  to  end  in  serious  acci- 
dents. 

N.  Y.  As.sembly  Print  No.  174, 
introduced  by  Henry  O.  Kahan  on 
Jan.  16,  amending  section  282-b  of 
the  hi^bway  law,  would  place  every 
person,  firm,  association  or  corpo- 
ration transporting  pa.s.senger.><  and 
pergonal  properly  in  any  motor  ve- 
hicle in  cities  of  the  first  class,  for 
hire  in  the  course  of  bu.siness,  in  the 
.same  category  as  taxicabs  as  requir- 
ing a  bond  or  insurance  policy  in  the 
amount  of  $2,500,  insuring  against 
injury  to  persons  or  property  caused 
in  tile  operation  or  defective  construc- 
tion of  such  motor  vehicle. 

This  bill  contains  a  clause,  mak- 
ing an  e.xception  of  motor  vehicles 
operated  under  a  franchise  by  a  cor- 
poration subject  to  the  provisions  of 
the  public  service  commission  law. 

From  report  of  Massachusetts 
Public  Utility  Department: 

The  creation  of  areas  in  congested 
districts  from  which  motor  vehicles 
should  be  excluded  wholly  or  partially 
and  the  subjection  of  operators  of  mo- 
tor trucks  for  hire  to  the  jurisdiction 
of  this  Department  to  the  same  extent 
and  in  the  same  manner  as  other  well 
recognized  common  carriers  are  recom- 
mended. 

Municipal  ownership  and  control 
was  considered  in  the  messages  of 
these  state  executives: 

Kansas. — I  believe  a  much  more  sat- 
isfactory control  could  be  had  by  re- 
turning to  local  municipalities  full  con- 
trol  over   their   local    utilities. 

New  Ycyrk. — Public  utilities  have  be- 
come  so   essential   to   the    life   of   our 


great  cities  that  the  cities  themselves 
should  be  permitted  to  purchase,  build, 
own  or  operate  them  when  a  munici- 
pality determines  this  to  be  in  its  best 
interest.  As  far  as  transit  is  concerned 
cities  should  be  free  to  adopt  any  sort 
of  conveyance  found  suitable  for  their 
needs  whether  it  be  railroads  or  omni- 
buses. 

From  recommendations  of  Mayors' 
Conference — New  York  State: 

We  urge  the  Legislature  to  give  to  cit- 
ies permission  to  determine  issuance  or 
non-issuance  of  consents  or  permits  for 
the  operation  of  bus  lines  in  their  limits. 
We  ur^e  the  Legislature  to  repeal  those 
provisions  of  the  public  service  commis- 
sion law  which  now  deprive  localities  of 
the  right  to  enforce  terms  of  existing 
franchises.  We  urge  that  the  LeKisla- 
ture  approve  a  concurrent  resolutit)n 
proposing  an  amendment  to  the  consti- 
tution, giving  to  municipalities  the 
right  to  acijuire,  construct,  own.  lease 
and  operate  within  or  without  their 
corporate  limits  any  public  utilities  the 
product  or  service  of  which  is  or  is  to 
be  supplied  to  the  municipality  or  its 
inhabitants. 

In  addition  the  following  legisla- 
tion has  been  introduced: 

N.  Y.  Senate  Print  No.  47,  introduced 
on  Jan.  9  by  Mr.  Lacey.  adds  new  section 
20-c  General  City  Law  so  as  to  permit 
any  first  or  second  class  city  to  investi- 
gate public  utilities  operated  wholly  or 
in  part  within  its  boundaries,  to  hear 
complaints  against  service  and  to  enact 
ordinances  affecting  such  utilities,  to 
establish  bureaus  of  public  utilities  and 
to  investigate  books   thereof. 

N.  v.  Senate  Print  No.  24.  introduced 
on  Jan.  8  by  Mr.  Lacey,  amending  Buf- 
falo charter,  by  permitting  city  to  lease. 
I)urcha!!e,  own.  operate  and  maintain 
bus  and  motor  vehicle  lines  and  to  li- 
cense operation  of  such  lines  by  private 
persons   or   corporations. 

N.  Y.  Senate  Print  No.  32.  introduced 
on  Jan.  8  by  Mr.  Lacey.  repeals  .sections 
1  and  2  and  adds  new  section  2.t  Trans- 
portation Corporation  Law,  permitting 
cities  to  operate,  lease,  own  and  main- 
tain bus  lines,  stage  routes  or  motor 
vehicle  lines,  or  to  consent  to  their  op- 
eration without  certificates  of  conven- 
ience and  necessity  from  the  Public 
Service  Commission. 


The  following  extracts  from  re- 
ports of  various  jjublic  utility  com- 
missions are  interesting  in  that  they 
indicate  the  increasing  prestige  of 
the  motor  bus  and  the  place  which 
it  holds  in  the  nation'K  transporta- 
tion system: 

Cuiiiiecticitt     I'lihlie     I'' 
minHioii. — -Jitni-ys  legally 
now    un<lcr    strict    supef.  .-.■.:        j     w.« 
conmiission  and  are  reiiderinif  vi-ry  de- 
pendable and  reaHunably  safe  and  sat- 
isfactory service.     The  Kafety  of  operm- 
tion   and    character   of  equtpmfrit   have 
been  and  are  showinK  ma'' 
ment.  and  the  holders  of 
nearly    all    case.s   .show    ii  ii' <• 

disposition  to  conform  U>  and 

regulations  of  the  comniin-i..., 

Tiuiwit  CommiHtion  of  Srv-  Ynrtc, 
The   commission    ha«    re.  .r 

since  it  assumed  ofTice,   ' 
of  the  omnibus  in  ci'-    • 
uahle  one.  and  may  * 
an  increasingly  i'"!. 
Recognition  of   ■ 
the   first   publisi 

of  readjustment.     A.->  a  fei-tlcr  for  rapMl 
transit   lines  the   flexibility  of   ihe  buit 
may   be   utilized    to   a   degree  not   pos- 
sible by   surface    railroa<l    lines.      How- 
ever this  may  be  truf         •       >    -•  v  .   :' 
as   the   unit    for   loir, 
tion,  under  urban  Ir.i 
omnibus  has  not  yet 
in   the  opinion  of  tb.  ■ 

not  do  so  unless  very  K'»^al  inipiuvi- 
ment.  an  improvement  which  cannot 
now  be  forecasted,  is  developed  bith  in 
construction  and  operation.  The  com- 
mission has  kept  an  open  mir  '  ■  "" 
entire  subject  and  has  fre<|uei  • 
its  position  that,  properly  <:.,...._  i 
and  operated,  the  bus  may  perform  a 
real  function  in  helping  solve  the  city 
traffic  problem. 

Sew  York  Public  Ser-'---  ''■■■■■m>«- 
yioii — The   number   of  ai  for 

the  granting  of  original  •  <  of 

public  convenience  and  necessity  for 
auto  bus  routes  ...  is  rapidly  increas- 
ing. There  is  a  constant  growth  of 
these  transportation  agencies,  and  in 
many  instances  consolidations  are  tak- 
ing place  all  of  which  will  tend  in  the 
very  near  future  to  make  these  lines  a 
very  imposing  class  of  common  carrierb. 


Some  Examples  of  Michigan  Cross-Country  Operation 


11    1   It 

^1 

pH 

m9h 

Reo  used  by  Renne's  Motor  Transit  oh  Detroit- 
Ypsilanti  route 


Cross  country  line,  working  thin  Stoughton  but  from 
Jackson  to  Adrian,  Mich. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


CARL  W.  STOCKS 

Editor 


THE  purpose  ofBus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 

New  York,  February,  1923 


Bridge  Building  and  Buses 


D 


N  A  REPORT  presented  not  long  ago  to  the 
National  Highway  Traffic  Association,  an 
organization  of  users,  manufacturers  and, 
in  fact,  every  one  interested  in  the  development  of 
the  highways,  reference  was  made  to  the  danger 
resulting  from  the  operation  of  heavy  motor  buses 
over  light  bridges. 

There  is  no  doubt  but  that  many  bridges,  espe- 
cially those  on  the  county  or  town  roads  in  the  dif- 
ferent states,  are  not  strong  enough  to  carry  modern 
motor  vehicle  traffic.  It  is  to  be  questioned  seriously, 
however,  whether  any  great  number  of  heavy  buses 
is  being  operated  over  these  bridges. 

In  some  cases  the  highways  have  grown  away 
from  the  bridges  and  the  value  of  modern  road 
development  has  been  decreased  considerably 
because  of  bridges  of  small  carrying  capacity.  These 
bridges  are  relics  of  the  days  when  a  capacity  of 
4  tons  was  considered  more  than  adequate.  It  is 
desirable  that  these  bridges  be  reconstructed  or 
rebuilt  as  soon  as  possible  to  carry  the  load  for 
which  the  connecting  highways  are  fitted. 

In  all  this  discussion  of  light  bridges,  it  must  be 
remembered,  however,  that  there  is  a  constant  and 
inevitable  tendency  to  fit  the  bridge  to  the  highway 
as  regards  width  and  capacity.  Then  the  lighter 
bridges  are  usually  found  on  the  more  lightly 
traveled  and  poorly  developed  highways.  Both  these 
facts  are  demonstrated  in  the  report  of  a  legislative 
committee,  which  in  1919  studied  the  condition  of 
the  bridges  of  New  York  State.  The  figures  shov 
that  about  70  per  cent  of  the  bridges  on  improved 
state  or  county  highways  are  of  15-ton  or  more 
capacity.  The  rest  of  them  vary,  with  many  of  14, 
10,  8-ton  capacity,  all  sufficient  for  the  most  heavily 
loaded  single-deck  bus.  Another  interesting  fact 
shown  in  the  report  is  that  while  about  30  per  cent 
of  the  total  mileage  of  rural  highway  in  the  state 
is  improved,  this  mileage  contains  less  than  11  per 
cent  of  the  number  of  bridges  on  all  highways.  The 
reason  for  this  is  probably  that  the  main  highways 
have  a  tendency  to  follow  the  rivers  and  other  water 
courses,  while  the  local  roads,  which  of  course  repre- 
sent the  great  mileage  of  unimproved  highway, 
must  necessarily  cross  rivers  and  brooks  with  more 
frequency. 

[ 


Some  seventeen  states,  it  is  reported,  have  estab- 
lished 15  tons  as  the  minimum  carrying  capacity  in 
building  bridges.  This  weight,  of  course,  will  take 
care  of  the  most  abnormal  bus  traffic,  even  assuming 
the  operation  of  a  double  decker  with  fifty  or  more 
passengers.  Such  a  vehicle  would  never  be  used, 
under  present  conditions  at  least,  on  the  rural  high- 
ways where  the  bridges  under  discussion  would  be 
found. 

As  a  matter  of  fact,  this  is  another  example  of 
the  tendency  to  judge  the  load-carrying  capacity  of 
the  bus  by  its  outside  dimensions.  People  often 
fail  to  realize  that  the  specific  gravity  or  weight 
per  unit  of  cubic  volume  of  human  beings  is  com- 
paratively small  and  that  this  weight  can  be  carried 
in  only  a  small  part  of  the  bus  body.  It  is  this 
fundamental  that  explains  why  the  weight  per  inch 
of  tire  width,  or  the  total  weight  of  buses,  is  usually 
less  than  allowed  by  the  laws  of  the  states  where 
they  are  used. 

[  EDITORIAL  ] 

What's  Behind  the  Stock  Dividend? 


D 


HE  EPIDEMIC  of  stock  dividends  which 
broke  out  so  virulently  during  the  closing 
months  of  the  old  year  continues  to  excite 
public  discussion.  Opinions  continue  to  differ  widely 
as  to  their  purpose  and  effect.  In  view  of  the  lead- 
ing part  played  by  the  Standard  Oil  group  in  the 
distribution  of  such  dividends,  particular  interest 
attaches  to  the  vigorous  defense  of  the  policy  ad- 
vanced by  A.  C.  Bedford  in  his  recent  address  before 
the  American  Petroleum  Institute  at  St.  Louis. 

Mr.  Bedford  flatly  denies  that  stock  dividends 
result  in  any  tax  evasion.  Further,  he  makes  a 
strong  plea  for  the  essential  soundness  of  the  process 
of  building  up  a  surplus  from  current  earnings, 
plowing  it  back  into  the  business  and  capitalizing  it 
through  the  issuance  of  new  shares  to  old  stock- 
holders. The  issuance  of  the  stock  dividend,  he 
insists,  means  merely  "changing  a  dollar  into  four 
quarters."    It  creates  no  new  wealth. 

Economists  and  accountants  generally  will  agree 
that  the  simple  act  of  declaring  a  stock  dividend 
creates  no  new  wealth.  They  will  also  agree  that  the 
increase  of  the  capital  fund  is  essential  to  the  prog- 
ress of  business  and  the  country  generally.  Finally, 
they  will  admit  that  the  stock  dividend  does  not  offer 
a  method  of  tax  evasion  in  any  legal  sense.  How- 
ever, having  conceded  all  of  these  points,  an  honest, 
inquiring  mind  may  still  hunger  for  a  deeper  anal- 
ysis than  Mr.  Bedford  has  made.  Is  there  nothing 
more  than  this  to  the  stock  dividend  epidemic?  Is 
there  no  rational  explanation  for  the  conviction  so 
generally  prevalent  that  the  stock  dividend  is  signifi- 
cant of  some  condition  which  needs  correction? 

Mr.  Bedford  apparently  accepts  the  orthodox  defi- 
nitions of  wealth  and  income,  for  he  argues  that  the 
stock  dividend  is  not  income  because  it  creates  no 
"new  wealth."  One  has  income  when  his  wealth- — his 
economic  strength,  in  the  sense  of  command  over 
goods  and  services — has  inci'eased.  This  is  the 
general  conception  of  income  which  underlies  our 
Federal  income  tax  law.  With  this  definition  in 
mind,  let  us  raise  a  few  queries  which  may  serve  to 
clarify  the  issues. 
88] 


Suppose  you  were  to  invest  25  cents  in  the  Stand- 
ard Oil  Company  of  New  Jersey.  Suppose  the  com- 
pany prospers  and  builds  up  a  lar^e  surplus,  your 
share  of  which  amounts  to  the  value  of  75  cents,  so 
that  your  interest  in  the  company  is  now  worth  a 
dollar.  Suppose  the  company  declares  a  stock  divi- 
dend "changing  the  dollar  into  four  quarters."  Has 
anything  of  significance  happened?  Has  your  eco- 
nomic strength  increased?  Have  you  received  any 
income? 

Clearly  the  stock  dividend  simply  recognizes  an 
e.\isting  situation.  It  recognizes  that  the  quarter 
has  expanded  into  a  dollar  and  makes  the  convenient 
"change."  But  the  significant  thing  is  that  you  are 
ahead  to  the  e.\tent  of  75  cents  in  value — not  merely 
because  of  the  stock  dividend — but  as  the  result  of 
the  whole  process.  At  the  beginning  you  had  a 
quarter  invested  in  productive  enterprise.  Now  you 
have  an  investment  worth,  because  of  our  assump- 
tion, a  dollar. 

The  real  nub  of  the  matter  from  the  tax  point  of 
view  is  this:  The  process  described  in  the  above 
example  is  about  the  only  way  you  can  make  75  cents 
and  reinvest  it  in  productive  enterprise  without  sub- 
jecting the  three  new  quarters  to  the  heavy  surtaxes 
of  the  Federal  income  tax.  The  corporation  pays  the 
normal  tax  (slightly  higher,  it  is  true,  than  the  indi- 
vidual normal  rate)  when  it  adds  the  new  quarters 
to  sui-plus,  but  you  are  asked  to  account  for  them 
only  if  and  u'hen  the  corporation  distributes  them 
to  you  as  a  cash  dividend  or  //  and  xohen  you  sell 
your  stock  at  the  enhanced  value  due  to  the  surplus 
which  has  been  built  up.  Thus,  this  "if  and  when" 
is  of  considerable  importance. 

If  you  had  invested  your  original  quarter  in  an 
equally  prosperous  individual  enterprise  or  partner- 
ship you  would  have  been  asked  not  only  to  pay  the 
normal  tax  as  the  new  quarters  were  earned  and  re- 
invested, but  you  would  also  have  been  compelled  to 
pay  the  surtaxes  on  them  when  earned  rather  than 
"if  and  when"  distributed  or  "if  and  when"  the 
stock  was  sold  at  an  advance. 

Clearly  the  corporate  form  of  business  organiza- 
tion has  an  advantage  under  the  tax  law  because  of 
this  situation,  and  the  stock  dividends  are  advertis- 
ing this  advantage  in  a  mo.st  striking  manner.  It 
is  this  advantage  which  is  really  the  shining  mark  at 
which  the  "agitators"  are  aiming.  Is  it  not  an  ad- 
vantage which  must  in  some  manner  be  equalized  if 
the  "sturdy  qualities"  of  individual  initiative  and 
resourcefulness,  which  Mr.  Bedford  so  properly 
praises,  are  to  be  given  full  play? 

How  to  accomplish  this  is,  indeed,  perhaps  the 
most  puzzling  tax  problem  which  the  Federal  govern- 
ment is  facing.  It  cannot  be  solved  by  refusing  to 
recognize  its  existence  or  by  approaching  it  from  the 
point  of  view  of  one  industry,  one  form  of  business 
organization,  or  one  economic  class.  The  differen- 
tial in  favor  of  the  corporation  may  conceivably  be 
removed  by  increasing  the  burden  on  the  corpora- 
tions or  by  decreasing  the  burden  on  the  other 
forms  of  business  enterprise.  The  "agitators"  sug- 
gest a  new  tax  on  the  undistributed  surplus  of  cor- 
porations as  closely  equivalent  as  possible  to  the 
present  surtax  burden  on  reinvested  earnings  of 
other   forms  of  business   enterprise — a  suggestion 


which  Mr.  Bedford  labels  "a  proposal  of  sabotage  by 
legislation."  The  fear  of  such  a  tax  is  probably  a 
contributing  cause,  although  not  the  sole  or  perhap.s 
not  the  most  important  cause  of  the  stock  dividend 
epidemic.  The  alternative  plan  for  eliminating  the 
corporations'  differential  would  be  to  reduce  the 
present  burden  upon  reinvested  profits  of  partner- 
ships and  individuals.  But  he  who  propose.s  this 
must  be  prepared  to  convince  the  public  that  a  dollar 
of  wages  should  be  more  heavily  taxed  than  the 
dollar  of  reinvested  profit.    This  is  the  dilemma! 


EDITOBIAI, 


Stages  and  Buses      IVhat's  in  a  Name? 


Q 


S  OXK  travels  over  the  United  Staten  and 
Kimpares  the  varieties  of  practice  in  bus 
transportation  in  different  sectionu,  it  in 
impossible  to  avoid  the  conclusion  that  the  major- 
ity of  the  service  along  the  Atlantic  Seatioard  is 
of  the  "bus"  variety  while  that  along  the  Pacific 
Coast  is  fundamentally  of  the  "stage"  variety.  The 
Pacific  Coast  highway  passenger  salesman  wants  to 
know  what  is  the  matter  with  the  rest  of  the 
United  States,  trying  to  call  this  business  a  "bu.t" 
business,  and  his  Eastern  brother  answers  back, 
"What  is  a  stage — they  became  obsolete  decade> 
ago?"  Yet  there  is  more  to  this  than  merely  a 
matter  of  name.  Each  has  something  to  learn  from 
the  other — there  is  work  for  buses  to  do  in  the 
West  and  for  stages  in  the  East. 

Fundamentally,  a  bus  is  a  vehicle  with  a  body, 
chassis  and  engine  designed  for  frequent  stops  and 
frequent  interchange  of  passengers  in  more  or  less 
congested  areas.  It  is  largely  a  city  and  suburban 
vehicle;  though  it  is  not  infrequently  used  in  the 
East  in  interurban  business,  where  its  limitations 
in  such  service  are  apparent  or  becoming  apparent 
to  the  users.  The  bus  usually  has  a  single  entrance 
and  exit  with  cross-seats  and  center  aisle. 

A  stage,  on  the  other  hand,  being  primarily  for 
interurban  long-haul  business,  need  provide  for  no 
frequent  passenger  interchange;  it  need  have  no 
"aisle"  or  other  facilities  for  moving  around  much 
inside  the  vehicle.  As  developed  in  the  West  it 
resembles  an  elongated  limousine,  with  low  chassis, 
powerful  engine,  a  full-length  door  for  each  cro.ss- 
seat — a  high-speed,  comfortable,  grey-hound  type 
of  vehicle.  But  in  the  West  the  stage  is  sometimes 
applied  to  service  which  might  more  adequately  and 
efficiently  be  performed  by  buses. 

Aside  from  these  two  principal  types,  other  use- 
ful designs  or  modifications  are  also  not  only  u.-^eful 
but  necessary  in  special  cases.  The  parlor  car 
stage,  the  limousine  coach  and  similar  productions 
are  almost  self-explanatory. 

Bus  Transportation  has  spoken  before  of  the 
necessity  of  considering  the  service  requirements  in 
bus  design.  There  is  no  better  object  lesson  for  an 
Easterner  who  has  an  interurban  problem  than  to 
go  West  and  see  the  stage  service.  More  than  that. 
a  study  of  the  stage  in  the  W'esX  will  indicate  i 
bilities  of  intercity  stage  lines  of  which  the  V. 
erner  has  never  dreamed.  And  on  the  other  hand, 
as  the  Westerner  develops  more  business  in  con- 
gested areas  he  can  learn  a  great  deal  from  his 
"bus"  brother  in  the  East. 


[89] 


90 


BUS 

TR\NSPORTATION 


Vol.2,  Xo.2 


Mc^tiufacturers' 
^  Section 


Developments  in  equipment  for 
vtliicles,  s-aragea  terminals — 
all  the  imiirovempnts  manu- 
factured for  tlie  industry. 


Sedan-Type  Bus  Carries 
16  Passengers 

I'^HE  Stoughton  Wagon  Company, 
Stoughton,  Wis.,  has  announced 
a  sedan-type  bus,  which  is  highly 
recommended  for  interurban  work. 
It  will  seat  si.xteen  passengers  com- 
fortably. The  chassis  is  the  .stand- 
ard speed-truck  design  except  for 
a  somewhat  longer  wheelbase  and 
heavier  tire  and  wheel  equipment. 
On  high  a  speed  of  35  m.p.h.  is  easily 
made. 

The  body  shown  in  the  photograph 
is  13  ft.  long,  6  ft.  wide  and  5  ft. 
high;  it  has  three  doors  on  the  right 
and  one  on  the  left-hand  side.  Three 
of  the  seats  are  full  width,  while 
the  second  one  from  the  back  is  split 
to  allow  entrance  for  passengers  to 
the  rear  seat. 

The  body  is  hand-made  through- 
out and  so  constructed,  it  is  said,  as 
to  prevent  spreading  or  squeaking. 
The  frame  is  entirely  of  hard  wood, 
with  sheet  steel  panels  put  over  a 
layer  of  wadding  to  prevent  rum- 
bling. 

The  door  openings  are  30  in.  wide 
and  are  of  the  full  coach  type  with 
drop  sash.  The  seats  are  20  x  66, 
with  23-in.  back,  and  have  specially 
designed  springs  in  both  cushion  and 
back. 

The  trimmings  include  taxi-style 
door  locks  with  heavy  plungers  and 


inside  lever  handles  on  the  back  of 
seats.  Large-size  bumpers  are 
mounted  on  each  door.  There  are 
grab  handles  on  the  back  of  the 
seats. 

The  interior  is  lighted  by  three 
dome  fixtures,  with  one  dome  light  on 
the  top  in  front.  Push  buttons  are 
fitted  in  each  side  post.  The  three- 
way  windshield  has  a  green  glass 
visor.  Regular  equipment  includes 
two  floor  heaters,  full  crown  ventila- 
tors, and  a  stop  light  mounted  at 
the  rear. 

The  chassis  for  the  sedan  bus  has 
a  152-in.  wheel  base,  with  571-in. 
gage  front  and  58-in.  gage  rear.  The 
loading  height  at  the  forward  en- 
trance is  30  in.  The  chassis  weight 
is  about  2,500  lb. 

The  chassis  details  include  a  Mid- 
west engine,  3S  x  5  in..  Zenith  car- 
buretor, Remy  battery  ignition, 
Brown-Lipe  multiple-disk  clutch  and 
three-speed  transmission,  Columbia 
front  and  rear  axles,  and  Lavine 
steering  gear.  The  rear  axle  is  of  the 
bevel  gear  type. 

Tires  are  Goodyear  pneumatic,  34 
X  5  front  and  36  x  6  rear.  Complete 
electrical  equipment  is  supplied, 
starting  motor,  generator  with  auto- 
matic cut-out,  and  three-cell  battery 
of  an  adequate  capacity.  The  Ale- 
mite  system  of  lubrication  is  used, 
thermo  syphon  cooling,  and  vacuum 
fuel  feed. 


Control  for  Fuel  Tanks 

IN  MOST  designs  little  or  no 
thought  is  given  to  what  the  fuel 
tank  must  do,  aside  from  acting  as  a 
container  for  the  fuel.  As  a  result, 
trouble  is  often  experienced  on  ac- 
count of  leaks,  splashing  and  plugged 
lines. 

The  Fifth  Avenue  Coach  Company 
has  sought  to  overcome  the  difficulty 
by  the  construction  shown  in  the 
accompanying  drawing.  The  main 
features  of  this  are  given  as  follows : 

1.  Valve  placed  where  it  is  easy  to 
close  when  the  bus  reaches  the 
garage.     In   case    of   fire   or    other 


F/7/er  cap 


'Fuel  lim 


Stoughton  sixteen-pasHenyer  sedan-l ypv  bti-f.    Compartment  for  baggage  at  rear. 
Three  doors  on  right-hand  side,  and  one  on  left  for  driver 


Control  and  cleaning  arrange- 
ments in  Fifth  Avenue  fuel 
tanks. 

emergency,   the   fuel    supply   can   be 
shut  off  almost  instantaneously. 

2.  Large  hand  hole  for  the  re- 
moval of  any  accumulation  of  foreign 
matter. 

3.  Fine-mesh  strainer  of  large 
area,  which  effectually  reduces  de- 
lays due  to  choked  lines.  This  mesh 
is  sufficiently  fine,  it  is  said,  to  pre- 
vent the  passage  of  water,  unless 
present  in  very  large  quantities. 

4.  Generous  sediment  and  water 
trap,  which  eliminates  the  necessity 
of  cleaning  at  frequent  intervals. 

5.  Tower  at  filling  point,  which  re- 
duces to  a  negligible  quantity  the 
loss  due  to  splash  in  gi'avity  system. 

6.  Tank  with  only  one  seam,  thus 
reducing  the  possibility  of   leakage. 

This  construction  is  a  recent  de- 
velopment for  use  on  the  Fifth  Ave- 
nue types  A  and  L  coaches. 


February,1923 


BUS 

mvSSK)HIATK)N 


91 


Device  Used  to  C.oiilrol 
Engiue  Speed 

THE  McCanna  governor,  which  is 
put  out  by  E.  R.  Klemm  of 
Chicago,  has  the  advantages,  it  is 
said,  of  being  inexpensive,  easy  to 
attach,  simple  and  sturdy  in  con- 
struction, and  has  no  adjustments 
that  can  be  tampered  with.  This 
device,  it  is  claimed,  decreases  the 
consumption  of  fuel,  and  makes  a 
better  running  and  more  economical 
engine. 

The  governor  consists  of  an  out- 
side frame,  which  can  be  coimected 


Cross  -  section   showing   working 
pnrts  of  .l/cCn»7!a  governor. 


to  the  manifold  of  the  engine;  a 
plunger  with  twelve  small  holes 
around  its  edge,  and  a  spring,  wash- 
ers, nut,  and  cotter  pin.  The  usual 
installation  is  made  by  removing  the 
carburetor  and  attaching  the  gov- 
ernor between  it  and  the  intake  mani- 
fold, thus  dropping  the  carburetor 
by  about  2  in.  Fittings  are  supplied 
so  that  the  governor  can  be  attached 
in  place  of  other  types. 

After  leaving  the  carburetor,  the 
fuel  mi.xture  passes  through  the 
small  holes  in  the  plunger.  This 
breaks  the  mixture  up  into  fine 
streams,  and  makes  necessary,  it  is 
said,  a  leaner  setting  of  the  car- 
buretor. 

Speed  is  varied  by  changing  the 
washer  above  the  base  of  the  plunger. 
According  to  the  manufacturer,  each 
additional  washer  means  an  addi- 
tional mile  per  hour  .speed;  the  oper- 
ator who  adds  two  washers  to  the 
base  of  the  plunger  will  increase  the 
speed  of  his  vehicle  2  m.p.h.,  or  he 
can  decrease  the  speed  1  m.p.h.  for 
each  washer  removed.  This  is  pos- 
sible because  of  the  taper  given  the 
inside  of  the  governor.  Changing 
the  number  of  washers  changes  the 
position   of   the  plunger  in   this  ta- 


pered portion,  and  thus  the  size  of 
the  opening  through  which  the  mix- 
ture is  admitted  to  the  cylinder. 
This,  of  course,  at  once  varies  the 
amount  of  mixture  that  can  be  ad- 

niitte<^ 

♦ 

Dr  I. live  Riis  for  Iiiteriirhan 
Service 

THE  Selden  Truck  Corporation, 
Rochester,  N.  Y.,  has  brought 
out  a  de  luxe  bus  of  the  limousine 
type  intended  for  suburban,  inter- 
urban  and  long-distance  sightseeing 
service.  The  chassis  is  the  Selden 
Unit  31,  of  160-in.  wheelbase,  with 
a  Brown  body  seating  eighteen  pas- 
sengers in  addition  to  the  driver. 
The  body  dimensions  are  as  follows : 

l.i'MKtIi  Ijiu'k  of  driver's  seat ....  14  ft.  10  In. 

Ov.T-ull  length   14  ft.     6  In. 

Wiilth  inside  at  belt  line 8  ft.     5  In. 

Width  over  all 6  ft.  11  In. 

I  I.'iKht  over  all 8  ft.     8  In. 

Ui'iidroom.  Inside 6  ft.     1  In. 

The  exterior  panels  are  18  gage 
terne  plate,  and  the  roof  is  solid 
panel  covered  with  heavj-  white  duck. 
The  tire  carrier  is  under  the  chassis 
frame  at  the  rear.  Curtains,  heaters, 
six  dome  lights,  and  collapsible  lug- 
gage carrier  on  the  rear  are  provided 
as  standard  equipment.  Other  gen- 
eral specifications  follow: 

Windshield,  two  -  piect  slanting 
type,  both  sections  adjustable,  with 
rain  shield  fitted  of  the  aluminum- 
visor  type. 

Windows  and  doors  are  equipped 
with  mechanical  lifts  operated  with 
crank.  The  three  windows  in  the 
rear  and  two  windows  on  the  side  are 
stationary. 

There  are  four  doors  on  each  side, 


those  in  front  24  in.  wide  and  others 
28  in.  wide,  with  American  plate 
glass  throughout  ■■"  ^vlr.l.Ai,  .,nd 
windshield. 

Ventilators,  two  .s  i.  ii.i|.-i,iiit.-rn 
of  bus  type,  mounted  along  centei 
iini-  of  bus  ro<jf. 

Upholstering,  Spanish  Texileather 
throughout. 

Miiffiieto  rf)nil)in<'(l  N\itli 
Dislriljulor 

THE  magneto  shown  in  the  illus- 
tration is  the  Type  "ZU  4." 
made  by  the  Robert  Boach  Magneto 
Company,  Inc.,  New  York.  It  in  de- 
signed to  be  driven  at  crank.shaft 
speed,  and  is  carried  on  ball  bear- 
ings.    The  distributor  i»  placiil  on 


Magneto  /«/    tnyimr,   ujt  (o  41-iii.  bore 

the  magneto  itself,  which  is  recom- 
mended for  engines  not  exceeding  4 
or  4i-in.  bore.  If  desired,  impulse 
couplings  can  be  furnished.  The 
weight  of  the  complete  magneto  is 
141  lb;  Because  of  the  completely 
inclosed  construction  the  magneto  is 
said  to  be  entirely  water  and  dust- 
proof. 


Selden  sedan-type  bus — with  Brown  eightccti-ixigsetigrr  bndu 


92 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


The  Springfield  Fare  Box 

THE  fare  box  here  illustrated  is 
a  new  design  of  the  locked  type, 
made  by  the  Springfield  Change  Mak- 
ing Register  Company,  Springfield. 
Mass.,  and  embodies  a  number  of  im- 
provements. These  features  have 
been  developed  by  men  with  sixteen 
years  of  experience  in  the  operating 
and  traffic  departments  of  the 
Springfield  Street  Railway  system, 
and  have  been  worked  out,  it  is  said, 
to  overcome  defects  in  present  boxes, 
now  in  use. 

The  outside  casing  or  body  of  the 
box  is  a  single  casing  of  aluminum 
alloy  of  30,000  lb.  per  square  inch 
tensile  strength.  This  construction 
reduces  the  weight  to  the  lowest 
amount  consistent  with  strength,  and 
eliminates  all  riveted  or  bolted  joints. 


telltale  ball  so  mounted  that  if  the 
fare  box  is  overturned  the  ball  rises 
to  the  top  of  a  vertical  staflf.  It  is 
held  there  by  a  latch  underneath  the 
plate  which  cannot  be  released  until 


Taken-dowii    views     of     Spring- 
field fare  box. 

Above  the  casing  is  a  plate-glass 
receiving  chamber  constructed  with- 
out corner  members.  The  receiving 
hopper,  also  a  casing  of  aluminum 
alloy,  forms  the  top  of  the  receiving 
chamber.  This  hopper  has  a  large, 
free  passage  admitting  tickets  as 
well  as  money.  It  is  so  carefully 
baffled,  however,  that  money  cannot 
be  drawn  back  through  it  by  any 
mechanical  means. 

The  inspection  plate  is  so  well 
lighted  that  the  ordinary  lighting  of 
the  vehicle  enables  the  driver  to  see 
the  collections  clearly  at  night.  An 
accumulation  of  more  than  four 
ounces  of  coins  will  cause  the  plate 
automatically  to  discharge  into  the 
money  drawer  below  if  the  conductor 
neglects  to  operate  the  discharge 
handle.  If  the  box  is  overturned, 
the  plate  is  closed,  and  therefore 
the  passage  to  the  money  drawer. 

In  the  receiving  chamber  at  one 
side    of    the    inspection    plate    is    a 


Showing  push  button  for  register 
of  Springfield  fare  box. 

the  box  is  I'eturned  to  the  office  and 
opened,  when  of  course  the  over- 
turning of  the  box  may  be  investi- 
gated. 

The  money  drawer,  a  single-piece 
aluminum  alloy  casting  carried  in  an 
opening  at  the  lower  part  of  the  cas- 
ing, can  be  removed  only  by  an  au- 
thorized person  who  is  provided  with 
a  key  to  the  Yale  lock.  In  addition, 
an  automatic  locking  device  retains 
the  drawer  in  the  casing  independ- 
ently of  the  Yale  lock  mentioned 
above,  until  the  inspection  plate  has 
been  tripped  and  held  down;  this 
means  that  all  coins  on  the  plate  are 
discharged  into  the  drawer  before  it 
can  be  removed.  The  money  drawer 
itself  forms  a  portion  of  the  front 
and  bottom  of  the  casing,  so  that 
when  the  money  drawer  is  not  in 
place  the  fare  box  cannot  be  used. 
Any  money  deposited  would  go  onto 
the  floor,  and  an  inspector  would  see 
that  the  equipment  was  out  of  order. 


The  money  drawer  is  provided  with 
a  separate  cover  cast  of  aluminum 
alloy.  Through  a  passage  in  this 
cover,  money  and  tickets  from  the 
inspection  plate  are  deposited  in  the 
money  drawer.  The  passage  is  closed 
by  a  sliding  shutter,  which  is  held 
closed  by  an  automatic  lock,  which 
can  be  released  only  when  the  cover 
is  unlocked  and  removed  from  the 
drawer. 

The  maker  states  that  the  con- 
struction provides  for  absolute  safety 
of  the  contents  of  this  fare  box, 
because  it  is  securely  locked  at  all 
times.  Theft  is  impossible  by  any 
means  short  of  actual  destruction,  as 
there  is  no  stage  of  the  handling  of 
the  box  when  its  contents  are  acces- 
sible to  any  one  but  the  collector. 

In  addition  to  the  safety  devices, 
a  passenger  register  is  provided.  The 
push  button  shown  beside  the  re- 
ceiving hopper  is  connected  to  a  sig- 
nal bell  and  to  a  visible  register 
inside  the  glass  receiving  chamber, 
by  means  of  which  the  operator 
registers  the  number  of  entering 
passengers. 

The  box  complete  is  21  in.  high, 
6  in.  wide,  9  in.  from  front  to  back, 
and  weighs  22  lb. 


Biiilt-Up  Frame  in  New 
Bus  Chassis 

STRUCTURAL  steel  members  with 
forgings  to  give  the  kick-up  over 
the  rear  axle  are  one  of  the  features 
of  the  bus  chassis  put  out  by  the 
Menominee  Motor  Truck  Company 
of  Wisconsin,  Clintonville,  Wis. 
This  chassis,  known  as  the  Model 
DB,  weighs  5,100  lb.  and  is  designed 
to  take  bodies  of  from  twenty-five  to 
thirty-passenger  capacity. 

The    construction    is   of   the    low- 
level,   long  wheelbase  type.     At  the 
service    door   the   chassis    is   24    in. 
from   ground  to  top   of  the  frame. 
The   Timken   axle   on  the  front  has 


Menominee  Model  DB  bus  chassin  for  heavy-duty  service _ 


February,1923 


BUS 

1RA,SSHORlAIK)S 


98 


68-in.  gage,  while  the  Wisconsin 
double  reduction  axle  rear  has  73-in. 
gage. 

Equipment  includes  a  Wisconsin 
4x6  four-cylinder  engine,  Strom- 
berg  carburetor,  Eisemann  ignition, 
Detlaff  multiple-disk  clutch,  Cotta 
four-speed  gear  set,  Ross  steering 
gear,  and  Tuthill  springs.  Goodyear 
pneumatic  tires,  lUxo  single  front, 
and  'Mxn  dual  rear,  are  fitted  on  In- 
destructible steel  disk  wheels. 


Plymoiitli  Str«M'l-r.ar 
Ty|>«'  Ho<ly 

THE  twenty-one-passenger  body 
shown  in  the  accompanying  illus- 
tration is  fitted  with  cross  seats,  each 
32  in.  wide,  leaving  18  in.  of  center 
aisle.  These  seats  are  built  up  by 
the  maker  of  the  body,  Plymouth 
Wagon  Works,  Plymouth,  Ind.,  with 
leather  upholstery,  Heywood  &  Wake- 
field bases,  and  with  D'Arcy  coiled 
springs. 

The  body  is  heated  by  pipes  in- 
closed in  a  perforated  metal  pro- 
tector. Control  is  by  Petry  valves. 
Lighting  is  by  dome  reflectors,  fitted 
with  20-cp.  bulbs.  The  interior 
finish  is  white  on  the  ceiling  and 
mahogany  below  the  bottom  of  the 
window. 

For  emergency  service,  a  door  is 
fitted  on  the  left-hand  side,  back  of 
the  rear  wheels.  The  front  of  this 
door  is  cut  off  diagonally  at  the  bot- 
tom corner  in  order  that  it  will 
conform  to  the  line  of  the  wheel 
housing. 

The  general  dimensions  of  the 
body  are  as  follows:  Length,  15  ft. 
6  in.;  width,  top  of  seats,  6  ft.  6  in.; 
width,  bottom  of  seats,  6  ft.;  height, 
inside,  6  ft.  1  in. 


L'lii'ml  iiutdel  *i'   rear  axle  far  10,00(1  lb.  luad  on   Hpriny  padu 


liilernul  Gear  .\vlf 
Slrenglliened 

IN  THE  May  issue  of  Bus  Trans- 
portation, page  297,  a  heavy  duty 
axle  made  by  the  Russel  Motor  Axle 
Company,  Detroit,  Mich.,  was  de- 
scribed. The  company  now  announces 
that  the  model  referred  to  previously 
has  been  replaced  by  a  much  stronger 
design. 

The  total  weight  of  the  axle 
has  been  increased  only  ,55  lb.,  but 
extra  strength  having  gone  into  larv-'i  r 
parts  for  the  driving  mechanism. 
The  pitch  diameter  of  the  bevel  drive 
gear  has  been  increased,  as  have  also 
the  number  of  teeth  and  the  w-idth 
of  face.  The  drive-shafts  have  been 
made  i  in.  larger  in  diameter,  a 
larger  differential  is  used,  and  its 
housing  is  now  a  drop  forging  in- 
stead of  the  casting  applied  on  the 
former  design.  For  bus  service,  the 
axle  can  be  supplied  in  gages  up  t" 
70  in. 

In  the  illustration  is  shown  tht- 
latest  type,  model  83  axle. 


Rui!^iii<2  aiitl  l.«iHrriiig 

THE  "Common  Sense"  window 
regulator,  &a  furnished  by 
Ackerman-Hlaesser-F'ezzy,  Inc.,  De- 
troit, Mich.,  is  shown  in  the  accom- 
panying illustration.  It  weighs  only 
4  lb.,  but  it  is  said  will  lift  any  siz« 
glass.  The  working  principle  of  this 
regulator  is  such  that  equal  pres- 
sure is  exerted  from  both  sides.     It 


/   _ 


Plymouth  twenty-one-seat  body.    Grab  rail  and  light  at  left  of  entrance. 
Emergency  door  at  rear  on  left-hand  side 


fiegulator  J"r  i/  u/c   iit)id<iun 
of  sedan-type  bodies 


is  claimed,  therefore,  that  a  wide 
window  is  just  a»  easy  to  lift  as  a 
narrow  one,  so  that  the  regulator  is 
particularly  useful  on  sedan-type 
buses  with  wide  windows.  The  de- 
vice is  counterbalanced  so  that  it  op- 
erates smoothly  and  easily  up  and 
down,  and  in  addition  the  strong  ten- 
sion under  which  it  i-  h-ld  «frvps  to 
prevent  rattle. 


94 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.2 


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96 


BUS 

TRANSPORTATION 


What  theAssociations 
i>%<t»A  aredoin^ 


% 


News  and  happenings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tion industry. 


The  Use  of  the  Interurban  Bus* 

By  Installing  a  High-Grade  "Coach"  Service  Between   Youngstown  and  War- 
ren, the  Pennsylvania-Ohio  Electric    Company    Eliminated   All   Other 
Bus  Competition  and  Built  Up  a  New  and  Increasing  Traffic 

By  Garrett  T.  Seely 

Vice-President    and    General    Manager, 
The  Pennsylvania-Ohio  Electric  Company 


THE  Pennsylvania-Ohio  Electric 
Company  has  for  many  years 
operated  a  15-mile  suburban  line  be- 
tween Youngstown  and  Warren,  follow- 
ing the  main  public  thoroughfare  along- 
side the  Mahoning  River.  The  line  for 
its  entire  length  is  situated  in  the  heart 
of  the  steel  manufacturing  district  and 
extends  through  a  large  part  of 
Youngstown,  Girard,  Niles  and  War- 
ren. Of  the  total  length  of  15  miles, 
11.4  miles  is  on  city  streets,  divided  as 
follows:  In  YoungstowTi,  3  miles;  in 
Girard,  1.7  miles;  in  Niles,  3.7  miles,  and 
in  Warren,  3  miles. 

In  the  short  distances  between  cities, 
the  electric  railway  is  on  the  side  of 
the  main  highway  but  none  of  its  length 
is  on  private  right-of-way. 

Youngstown  has  a  population  of  ap- 
proximately 140,000,  Girard  nearly  10,- 
000,  Niles  13,000  and  Warren  27,000. 
The  electric  railway  line  throughout  its 
entire  length,  with  the  exception  of  a 
short  distance  in  Warren  and  3  miles 
in  Youngstown,  is  single  track.  In 
addition  to  the  disadvantage  of  having 
so  large  a  part  of  its  route  in  city 
streets,  the  electric  railway  line  de- 
scribes a  circuitous  loop  through  the 
business  district  of  Niles,  this  loop 
being  0.64  mile  in  length  and  requiring 
seven  or  eight  minutes  for  the  cars  to 
traverse. 

A  regular  all-day  headway  of  twenty 
minutes  is  maintained  on  the  Youngs- 
town to  Warren  suburban  line.  On  the 
same  track,  there  is  a  shorter  suburban 
service  between  YoungstowTi  and  Girard 
on  a  twenty-minute  headway  so  that 
there  is  a  ten-minute  service  to  Girard. 
From  the  mid-town  terminus  of  the 
line  in  Youngstown  to  the  city  limits 
of  Youngstown,  a  route  distance  of  3 
miles,  a  frequent  service  is  given  by 
the  Youngstown  Municipal  Railway 
with  safety  cars.  As  a  result  of  the 
large  proportion  of  the  line  in  city 
streets,  frequent  through  service  and 
additional  service  to  Girard  and  the 
city  limits  of  Youngstown,  the  through 
service  from  Youngstown  to  Warren 
and    from   Warren    to    Youngstown    is 


•Abstract  of  paper  presented  at  annual 
moetlns  of  Central  Electric  Railway  Asso- 
ciation, Louisville,  Ky.,  Jan.  18  and  19, 
1923. 


slow,  the  service  between  the  two  cities 
being  given  by  seven  cars  on  a  head- 
way of  twenty  minutes  and  making  the 
trip  in  one   hour  and   ten  minutes. 

Why  the  Coach  Service 
Was  Inaugurated 

There  has  been  a  persistent  demand 
for  quicker  service  between  these  com- 
munities. The  Erie  Railroad  parallels 
the  electric  railway  and,  on  account  of 
the  frequent  through  service  between 
Pittsburgh  and  Cleveland  by  way  of 
these  cities,  is  to  a  certain  extent  in 
competition  with  the  Youngstown,  Niles 
and  Warren  electric  railway  line.  A 
great  deal  of  the  local  travel  in  the 
valley  avails  itself  of  the  steam  rail- 
road facilities.  The  steam  trains  make 
the  trip  from  Y'oungstown  to  Warren 
in  thirty-five  to  forty  minutes. 

In  March,  1921,  bus  competition  com- 
menced on  this  line  and  gradually  in- 
creased. The  original  bus  service  con- 
sisted of  a  rebuilt  Cadillac  chassis  with 
custom  made  body,  seating  fourteen 
people.  On  Aug.  1,  1922,  the  bus  com- 
petition along  this  route  consisted  of 
three  such  Cadillac  units,  two  large 
Mack  buses  of  the  street  car  type,  one 
Garford  bus  of  the  street  car  type, 
and  a  large  number  of  touring  cars. 
The  fare  on  the  buses  ranged  from  25 
to  40  cents.  That  on  the  electric  rail- 
way from  Youngstown  to  Warren  was 
30  cents  with  a  10-cent  intermediate 
cash  fare  between  towns.  Zone  tickets 
are  sold  for  $1,  three  of  which  are 
acceptable  for  the  through  fare  between 
Youngstown  and  Warren,  thus  making 
the  one-way  fare  22  cents  with  tickets. 

Careful  investigation  and  checking  of 
the  competitive  bus  service  indicated 
that  the  bus  lines  wore  carrying  pas- 
sengers that  had  not  been  carried  by 
the  electric  cars,  some  of  this  additional 
traffic  being  from  the  steam  railroad 
and  some  of  it  being  traffic  they  had 
developed  through  the  service  they  were 
giving.  The  buses  made  the  trip  from 
Youngstown  to  Warren  in  approxi- 
mately fifty  minutes,  twenty  minutes 
less  than  the  electric  cars.  This  not  only 
attracted  traffic  that  would  otherwise 
have  gone  upon  the  cars,  but  increased 
the  riding  habit  between  the  communi- 


Vol.2,  No.2 

ties.  These  buses  were,  however,  more 
or  less  noisy  and  inconvenient;  the 
schedules  were  poorly  adhered  to;  the 
drivers  were  not  uniformed  or  mark- 
edly courteous,  and,  in  general,  the 
bus  service,  given  as  it  was  by  a  large 
number  of  independent  owners,  lacked 
the  necessary  discipline  and  respon- 
sibility to  attain  the  best  results.  How- 
ever, the  traffic  on  the  buses  was  in- 
creasing in  volume  due  to  the  saving 
in  time  and  due  to  the  fact  that  some 
people  apparently  preferred  the  gas 
car  service. 

To  compete  successfully  with  the 
buses  and  prevent  further  interference 
with  electric  railway  patronage,  it  was 
apparent  that  the  running  time  of  the 
cars  would  have  to  be  reduced.  The 
cars  in  use  were  modern  light-weight 
interurban  cars  with  modern  motors. 
They  were  constriicted  with  large  fold- 
ing doors  in  front  and  in  the  center  so 
that  traffic  interchange  was  as  rapid 
as  has  been  developed  in  street  rail- 
way practice.  The  cars  were  geared  to 
obtain  a  running  speed  of  from  40  to 
45  m.p.h.  City  stops  had  been  elimi- 
nated to  such  an  extent  that  litigation 
was  in  progress  with  the  different  com- 
munities over  the  question  of  stops. 
It  vs'as  apparent  that  the  only  way  to 
put  on  a  faster  electric  limited  service 
was  to  double  track  the  line,  and  since 
so  large  a  proportion  of  the  line  was  in 
city  streets,  this  would  involve  an  ex- 
penditure of  approximately  a  million 
dollars,  and  the  limited  service  possible 
after  such  expenditure  would  be  given 
subject  to  such  disadvantages  of  fran- 
chise provisions  as  to  stops  as  would 
slow  up  schedules  and  this  at  low  rates 
of  fare.  Manifestly,  such  an  expendi- 
ture was  not  possible. 

As  limited  service  could  be  given 
with  gasoline  buses  with  very  much 
less  original  expenditure,  without  re- 
strictions as  to  stops  that  would  de- 
stroy efficiency,  and  with  fares  that 
could  be  fixed  to  pay  the  cost  of  serv- 
ices, it  was  determined  to  give  this 
limited  service.  The  study  that  had 
been  made  of  the  existing  bus  lines 
convinced  the  company  that  in  in- 
augurating the  gas  car  service  vehicles 
should  be  secured  which  would  be  at- 
tractive and  clean,  which  would  be  free 
from  mechanical  noises,  which  should 
run  strictly  according  to  definite  sched- 
ules and  in  which  the  passenger  would 
not  have  to  scramble  for  a  seat  and  in 
which  all  passengers  could  sit  com- 
fortably. Decision  to  render  this  kind 
of  service  was  made  in  January,  1922, 
but  the  service  was  not  inaugurated 
until  Aug.  1,  1922,  because  of  the  time 
spent  in  investigating  to  determine  the 
correct  type  of  vehicle  and  service. 
The  White  Model  50  bus  chassis  was 
adopted  but  with  a  modified  straight 
beveJ  gear,  single-reduction  rear  axle 
with  gear  ratio  of  4.25  to  1.  This 
axle  was  adopted  on  account  of  the 
fact  that  the  15-mile  trip  was  to  be 
made  over  a  good  road  with  but  few 
stops  and  vnthout  heavy  grades.  Its 
adoption  cut  down  the  engine  speed  to 
the  usual  traveling  speed  of  the  vehicle. 


February,1923 


bus 

TRV\SK)KIMK)N 


97 


thus  reducing  wear  and  tear  on  the 
engine  and  body  and  reducing  vibration. 
Through  collaboration  with  the  Bender 
Body  Company  of  Cleveland,  a  limou- 
sine type  of  body  was  developed,  seat- 
ing eighteen  passengers  on  cross  seats. 
The  driver  is  separated  from  the  pas- 
sengers by  a  glass  bulkhead  as  in  the 
ordinary  type  of  passenger  limousine, 
and  all  passengers  have  plenty  of  el- 
bow ami  leg  room.  The  seats  are  up- 
holstered in  a  special  variety  of 
embossed  leather.  The  fittings  of  the 
limousine  in  the  way  of  carpets,  cur- 
tains and  other  accessories  are  of  the 
highest  type.  The  whole  aim  was  to 
make  the  vehicle  outside  and  inside  so 
'  attractive  in  appearance  that  it  would 
draw  attention  on  the  streets  and  at 
the  stations,  and  also  give  a  passenger 
a  sense  of  riding  with  the  utmost  degree 
of  comfort.  To  distinguish  the  new 
vehicles  from  the  often  forlorn  and 
decrepit-looking  vehicles  called  buses, 
they  are  called  coaches.  While  the 
coaches  were  being  manufactured  an 
intensive  advertising  campaign  was 
carried  on  throughout  the  entire  ter- 
ritory of  this  company,  calling  attention 
to  the  coach  service  that  was  being  in- 
augurated. 

A  half-hour  headway  was  decided 
upon  and  five  coaches  ordered — four  for 
regular  service  and  one  to  serve  as 
a  spare.  In  the  meantime,  drivers  were 
selected  and  trained,  the  original  selec- 
tion of  seven  drivers  being  made  from 
239  applicants.  A  chauffeur's  uniform 
of  gray  whipcord  was  selected  and  a 
cap  bearing  the  insignia  "P-0."  Each 
driver  was  provided  with  two  suits  so 
that  the  uniforms  could  always  be 
kept  neat. 

The  Fare  Fixed  in  Accordance  with 
THE  Quality  of  the  Service 

The  fare  between  the  terminal  cities 
was  fixed  at  45  cents,  this  being  double 
the  lowest  ticket  fare  on  the  electric 
railway  and  higher  than  the  fare  of 
the  competing  independent  buses.  The 
service  was  inaugurated  on  Aug.  1  and 
from  the  standpoint  of  traffic  has  Deen 
successful  from  the  start.  By  the  first 
day  of  October  the  competitive  buses 
had  disappeared  from  the  field  and  the 
service  from  Youngstown  to  Warren  at 
the  present  time  is  being  given  ex- 
clusively by  the  electric  cars  and 
coaches.  The  receipts  from  the  coach 
lines  since  the  inauguration  of  the 
service  have  been  as  follows:  August, 
$8,986;  September,  $9,283;  October, 
$12,580;  November,  $11,320;  and  De- 
cember, $13,707. 

Immediately  after  service  started, 
two  additional  coaches  were  purchased 
for  this  line.  In  October,  three  more 
coaches  were  purchased  for  similar 
service  on  another  lino  of  the  company, 
and  two  additional  coaches  purchased 
in  November  brought  the  fleet  up  to 
twelve. 

Inquiry  from  the  bus  operators  pre- 
viously on  this  route  indicated  that 
their  business  during  the  cold  months 
of  the  year  was  from  25  to  40  per 
cent   less    than    during   the   warm    sea- 


Meetings,  Conventions  and  Exhibits 


Feb.  3-10 
Feb.  )-IO 
Feb   S-IO 

Feb.  S-IO 
Feb.  5-10 
Feb    S-IO 

l.\>  S-li 
Feb  5-11 
Feb.  11-17 

Feb    15 

lib.  17-24 

Feb.  17-24 
Feb.  19-24 

Feb.  21-24 

1  Vb    26-.Mar. 
.Mnr    S-IO 


Troy,  N    V 
Portland,  Ore 

Worcwter,  ^laaa 

London,  Out. 
Winnipcs.  .Man. 
WiunipeK,  Man. 

Waterbury.  Conn. 
Toledo,  Onio 
Kalamaioo,  Mich 


irtrl. 


A  ».   F    .M.   Ilaucu- 

•^  «.  H   Ktaehll,  42* 

■^  ■  -r.,w.    W.  H.    Ijvi,  , 

Wr..-.r.  .Mm.. 
.S'atiuiial  .Motor  (ihow  of  Weatern  Ontario 
Western    Canada    Automotive    and    Hadio    Kquipneot    Ska* 
Autoinobde  tjbow,  It.  C.  Emmcii,  202  Sootl  B(oek,  WiBWpta 

Caiuula.  ^^ 

Aul    rn.hjl.  Jihow,  M.  A.  Doolittl*. 
Ai.  ,w.    11.  V.  Burlow. 

A  >w.    O.  H.  Ucylan,  120  Imi  Water  tkrwt.  Kal- 


Rocheater,  N.  Y.      .\ut. 


Sou  Franciaco, 

Calif. 
Hitrtford,  Conn. 
Grand  Uapida. 

Micb. 
Trenton.  N.  J. 

Omaha,  Neb. 
Indianapolia,  Ind. 

Richmond,  \'a. 


Ii. 
Hi-  Afai<>«iation  of  New  York  State,  Quarterly  mevtiac, 
I'owera   Hotel,  J.   J.    Dadd.    120  VemioDI  litrert,   Hixknttt 

Pacific  Coaat  Auto  Hhow    G   A.  Wahlcren. 

Automobile   Show,    A.    Fifool.    Hotel   Bosd,   Hartfncd.    <     i.t. 

A  w.    M.  D    El«in.  Pantllnd  Hotel 

A  w.    Frederick  i'etry.  Jr  ,  W«i  Mate  and  W  dloa 

i^tun,  N.J. 
.\»|.  I,  .  i.il.   ~ii,j».  A.  11    Wauch,  2051  Kanium  Ktm4 
Automobile  A  Acrrwwry  Hhow,  J.  U.  Ormac,  338  North  Delaoan 

titreet,  Iiid)ana(><lui. 
Virginiu  .\utuniobite  Dealera  AM'jriatiuit. 


son.  This  is  not  true  with  the  P-0 
coach  service.  Perhaps  the  business  is 
increasing  through  its  merit  as  trans- 
portation service  sufficiently  to  over- 
come the  natural  seasonal  changes.  It 
is  our  belief  that  in  the  spring  busi- 
ness will  probably  be  greater  than 
at  present.  Now  the  service  is  on 
a  fifteen-minute  headway  from  12  a.m. 
until  S  a.m.,  on  a  half-hour  basis  in 
the  mornings  and  on  a  twenty-minute 
basis  in  the  late  evening.  On  Satur- 
days, Sundays  and  holidays,  the  service 
is  fifteen  minutes  throughout  the  greater 
part  of  the  day. 

Ticket  offices  are  maintained  in  both 
Youngstown  and  Warren,  and  ticket 
sales  are  limite<l  to  the  seating  ca- 
pacity of   the  coach. 

Tickets  are  on  sale  at  all  times  in 
advance  for  any  trip.  At  both  ter- 
minals a  seat  chart  is  maintained  for 
each  trip  during  the  day,  and  all 
tickets  are  stamped  with  the  leaving 
time  of  the  coach  so  that  advance  sales 
are  conveniently  made  and  insure  a 
seat.  Unused  coach  tickets  are  re- 
deemable at  any  time  at  any  ticket 
office  of  the  company.  During  Decem- 
ber, the  ratio  of  receipts  to  possible 
receipts  was  50  per  cent,  that  is,  if 
everj'  seat  on  every  trip  had  been  paid 
for,  the  receipts  would  have  been  double 
the  actual  receipts  secured. 

As  to  the  effect  of  the  coach  line 
upon  the  electric  railway  line,  the 
following  figures  are  of  interest:  The 
receipts  from  the  Youngstown-Warren 
electric  railway  line  for  December,  1922, 
were  $30,632,  which  was  an  increase  of 
$43  over  December,  1921.  This  com- 
pany operates  two  other  suburban  lines 
of  approximately  the  same  length  as 
the  Youngstown-Warren  line.  On  one 
of  these,  the  receipts  for  December 
were  $1,098  more  than  the  year  before, 
and  on  the  other  $1,150  more.  The 
Youngstown-Warren  line  could,  there- 
fore reasonably  have  expected  from 
$1,000  to  $3,000  in  December.  Evi- 
dently, then,  the  coach  business  created 
a  new  traffic,  representing  in  excess 
of  $10,000,  or  33  per  cent  increase  over 
existing  traffic.  A.  limited  street  car 
service  would  hardly  have  produced  such 
an  increase. 

Our  original  installation  of  tire  equip- 


ment comprised  36  x  6  pneumatic  tire* 
carried  on  Budd  Michclin  diak  wheels 
with  dual  wheel.s  in  the  rear.  None  of 
the  rumored  disadvantages  of  dual 
wheels  has  developed  in  practice,  the 
wear  on  the  tires  being  very  uniform. 
After  five  months  of  operation  we  can 
expect  an  average  mileage  of  nearly 
20,000  per  tire  with  36  x  6  tires  in  our 
service.  We  have  changed  several 
coaches  to  34  x  5  tires  with  good 
results.  We  have  had  few  delays  or 
interruptions  to  service  on  account  of 
tire  trouble,  and  only  two  or  three 
cases  of  puncture  on  the  front  wheels. 
In  case  of  a  puncture  or  other  trouble 
on  one  of  the  tires  on  the  rear  wheels, 
the  vehicle,  can  run  on  the  other  tire 
to  the  terminal,  where  the  wheel  can 
be  changed. 

Until  severe  cold  weather  set  in 
we  were  getting  about  8  miles  per 
gallon  of  gasoline.  In  order  to  keep 
the  vehicles  comfortable  during  the 
cold  season  the  engines  are  allowed  to 
run  continuously.  This  cuts  down  the 
mileage  per  gallon  of  gasoline,  but  we 
do  not  need  to  use  wood  alcohol  or 
other  anti-freeze  solution  in  our 
radiators. 


New  Association  Formed 
in  Indiana 

A  FLAX  to  fight  legislation  detri- 
mental to  motor  bus  owners  has 
been  prepared  by  a  committee  of  the 
Newly  organized  Indiana  Bus  Owners' 
Association.  Amendment.^  to  any  exces- 
sive tax  measure  have  been  prepared  and 
are  held  in  reserve  pending  introduc- 
tion of  such  measures  in  the  General 
Assembly,  now  in  session.  Representa- 
tives of  the  association  have  been 
watching  the  legislative  situation  for  a 
month. 

The  motor  bus  owners  favor  a  gaso- 
line tax,  according  to  Stanley  Pitch- 
ford,  sccretarj'-treasurer  of  the  or- 
ganization, and  E.  S.  Cook,  an  owner  of 
one  of  the  larger  lines.  They  stand 
united,  however,  against  the  flat-rate 
tax  of  li  cents  a  ton-mile,  which  ha-i 
been  proposed.  The  motor  bus  owners 
are  willing  to  pay  proportionately,  but 
feel  that  it  is  unfair  to  them  to  impose 
such  a  tax. 


98 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


The  Engineer  in  Public  Affairs 

Italian  Ambassador  Gaetani  Believes  Engineer  Should  Participate  in  International 
Aflfairs — Advocates  Close  Commercial  Relations  Between 
His  Country  and  United  States 


POLITICS  needs  a  larger  dose  of  logic 
and  practical  sense.  Prince  Gelasio 
Gaetani,  new  Italian  Ambassador  to  the 
United  States,  so  declared  in  an  address 
at  the  annual  dinner  of  the  American 
Engineering  Council  of  the  Federated 
American  Engineering  Societies  held  at 
the  Chevy  Chase  Club,  Washington,  on 
Jan.  11.  These  qualities  of  the  engi- 
neer, he  said,  would  bring  great  ad- 
vantages to  public  affairs. 

The  Ambassador,  himself  an  engineer 
and  for  thirteen  years  previous  to  the 
war  a  resident  of  the  United  States, 
said  that  his  principal  aim  is  to 
strengthen  the  bonds  of  friendship  and 
esteem  between  this  country  and  Italy. 
Recalling  his  engineering  career  in  the 
West  following  his  graduation  from  the 
Columbia  University  School  of  Mines  in 
1903,  Prince  Gaetani  said  that  he  was 
returning  not  only  as  a  diplomat  but  as 
an  engineer  and  friend  of  America. 

In  part  the  Ambassador's  speech  fol- 
lows: 

We  pride  ourselves  in  saying:  "Once 
an  engineer,  always  an  engineer." 
Whatever  may  be  the  course  of  life  fol- 
lowed by  one  of  us,  it  will  always  be 
marked  by  the  indelible  seal  of  the 
scientific,  practical  and  logical  training 
to  which  an  engineer  is  subjected  dur- 
ing the  early  years  of  life  and  we  can 
say  that  in  each  and  every  occupation 
we  have  felt  and  thought  and  acted 
chiefly  as  engineers. 

Some  have  made  the  remark  in  criti- 
cism that  engineers  lack  political  intui- 
tion and  ability;  I  would  answer  that  a 
larger  dose  of  logic  and  positiveness 
applied  to  politics  would  bring  great 
advantages  to  public  affairs. 

Whatever  the  case  may  be  it  is  very 
agreeable  that  politics  bears  little  weight 
in  the  relations  between  Italy  and  the 
United  States.  Between  our  two  coun- 
tries there  has  never  existed  political 
rivalry  or  serious  commercial  competi- 
tion; our  relations  have  been  confined 
almost  exclusively  to  contacts  of  labor, 
of  engineering,  of  commerce,  of  science 
and  of  art. 

These  conditions,  the  deep  feeling  of 
affection  that  I  have  for  your  country, 
and  the  desire  of  faithfully  serving  my 
country  in  such  an  important  moment, 
have  induced  me  to  abandon  suddenly 
my  many  occupations  and  to  accept  the 
mission  entrusted  to  me.  Much  can  be 
accomplished  to  the  mutual  advantage 
of  our  peoples,  but  a  large  share  of  the 
success  will  depend  upon  the  co-opera- 
tion of  the  engineers. 

The  characteristics  of  our  two  coun- 
tries are  both  distinct  and  complemen- 
tary; each  has  much  to  offer  to  the 
other,  and  many  good  qualities  and 
noble  aspirations  are  common  to  both. 

I  do  not  hesitate  to  state  that  Italy 
and  the  United  States  are  at  present 
the  most  youthful  nations  of  the  world. 
Italy  is  the  oldest  one  in  history  and 
three  times   has  ruled   the  world;  once 


politically,  once  spiritually  and  once  in- 
tellectually. However,  as  a  political 
and  social  unit  Italy  did  not  exist  from 
the  fall  of  the  Roman  Empire  to  the 
middle  of  the  last  century;  as  race  and 
as  nation  it  had  an  enforced  rest  of 
some  fourteen  centuries.  With  the 
forming  of  its  national  unity  in  1870 
it  awakened  to  a  new  life;  born  again 
as  a  new  being  to  play  its  role  in  world's 
history,  it  is  healthy,  fertile  and  exu- 
berant of  youthful  energies. 

The  best  proof  of  this  is  given  by 
the  latest  events  which  led  to  the  estab- 
lishment of  a  new  national  government. 
The  younger  and  healthiest  part  of  the 
people,  the  bulk  of  the  nation,  openly 
rebelled  against  the  old  ways  which 
were  leading  Italy  into  a  critical  con- 
dition; not  only  bolshevism  and  anarchy 
have  been  wiped  off  the  map,  but  also 
demagogy  and  all  low-grade  politics 
aiming  to  the  fostering  of  party  and 
class  interests. 

The  other  youngest  nation  in  the 
world,  I  was  saying,  is  the  United 
States,  the  new  great  power  of  the  his- 
tory to  come;  unlimited  in  its  financial 
powers,  unrivalled  in  its  capacity  of  or- 
ganization and  technical  knowledge, 
wonderful  in  the  possibilities  of  its  vast 
empire. 

The  co-operation  of  these  two  young 
countries  will  lead  to  remarkable  re- 
sults; both  our  peoples  are  laborious 
and  have  an  inventive,  engineering  turn 
of  mind. 

Italy's  largest  asset  is  the  remark- 
able quality  of  its  people's  labor;  sober, 
mtelligent,  hardworking  and  plastic,  the 
Italian  peasant  or  workman  will  in  an 
incredibly  short  time  become  efficient  in 
whatever  he  is  called  upon  to  do. 

The  electrical  industry  in  our  country 
has  made  rapid  strides,  and  as  to  per- 
centage of  utilized  water  power  Italy 
ranks,  I  believe,  foremost  in  the  world. 
Electricity  is  our  "white  coal"  and  at 
the  present  day  its  use  results  in  an 
economy  of  about  two  billion  lire,  other- 
wise necessarily  spent  on  fuel  import;^. 
The  newly  redeemed  provinces  in 
northern  Italy  are  virgin  ground  for 
hydro-electric  engineering,  because  Aus- 
tria for  political  reasons  prevented  the 
development  of  the  power  plants  which 
could  only  have  an  outlet  toward  Italy. 
Another  interesting  plan  which  is 
gradually  being  carried  through  is  to 
connect  the  northern  power  plants,  fed 
by  the  summer  streams  of  the  Alps, 
with  those  of  central  Italy  where  water 
is  plentiful  in  winter  and  rather  poor 
in  summer,  by  a  network  of  high-tension 
lines  and  by  standardization  of  voltage 
to  obtain  a  better  seasonal  compensation 
than  could  be  secured  by  the  use  of 
even   very   large   reservoirs. 

But  I  must  not  lose  myself  in  details! 
I  shall  only  mention  the  new  and  won- 
derful deposits  of  magnetite  near  Cogne 
and  the  leucite  deposits  near  Naples 
which  some  day  will  make  of  Italy  one 


one  of  the  greatest  potassium  salts  pro- 
ducers of  the  world. 

Railroads  are  to  be  electrified  and 
telegraphs  and  telephones  are  to  be  re- 
organized, then  gradually  handed  over 
to  private  enterprises;  experience  has 
proved  that  state  administration  of  in- 
dustrial concerns  ends  always  in  a  finan- 
cial and  technical  failure. 

I  should  mention  also  the  large  works 
for  reclaiming  waste  or  marshy  land 
by  irrigation  or  drainage.  There  are 
148  enterprises  of  this  kind  in  Italy  for 
the  reclamation  of  some  3,000,000  acres 
of  land;  of  these  thirty-five  have  been 
completed,  covering  an  area  of  about 
820,000  acres.  Personally  I  was  en- 
gaged in  this  kind  of  work  when  I  was  , 
■lalled  to  sail  for  America,  and  felt  sorry 
to  leave,  since  the  bettering  of  the 
Pontine  Marshes,  while  very  difficult 
and  complicated,  is  a  most  interesting 
problem. 

There  are  most  remarkable  possibili- 
ties for  increasing  the  commercial  and 
industrial  exchange  between  Italy  and 
the  United  States.  Each  of  our  coun- 
tries is  especially  fit  for  the  production 
of  certain  kinds  of  products.  You  have 
the  raw  materials,  you  produce  wheat 
cheaper  than  we  can,  you  have  the 
means  and  the  capacity  to  build  ma- 
chinery in  series.  We  have  arts  and 
products  of  our  own  and  skilled  and 
intelligent  workmen  to  turn  out  to  bet- 
ter advantage  any  material  in  which 
labor  accounts  for  a  large  percentage 
of  the  cost. 

For  each  item  there  exists  a  differ- 
ence in  cost  between  Italy  and  America 
which  causes  merchandise  to  flow  from 
one  country  to  the  other  and  creates 
a  circulation  of  products;  that  is,  com- 
mercial and  economic  intercourse. 
These  diflTerences  are  a  vital,  indispen- 
sable requisite  for  prosperity. 

The  only  thing  I  want  to  realize  now 
is  that  I  am  standing  here  in  the  midst 
of  many  good  friends.  For  thirteen 
years  I  worked  in  your  country,  and 
your  people  have  been  kind  and  hospit- 
able to  me  beyond  words.  I  will  never 
forget  this. 

♦ 

Permanent  Association  Formed 
in  Pennsylvania 

A  MEETING  of  the  Pennsylvania 
Motor  Bus  Owners  Association, 
held  in  the  Penn-Harris  Hotel,  Harris- 
burg,  on  Jan.  4,  was  attended  by  twenty- 
three  operators  representing  directly 
and  by  authority  thirty  bus  companies. 
The  provisional  organization  formed 
on  Dec.  18  through  the  efforts  of  E.  B. 
Burritt,  manager  of  the  National  Motor 
Transportation  Association,  was  made 
a  permanent  one,  with  Frank  Martz, 
Plymouth,  president,  and  W.  J.  Emer- 
ick,    Bellefonte,    treasurer. 

The  scale  of  dues  was  fixed  at  $25  per 
annum  for  each  bus  owned.  It  was 
decided  that  the  association  would  em- 
ploy a  permanent  secretary  with  head- 
quarters in  Harrisburg.  The  following 
committee  was  named  to  draft  a  con- 
stitution and  by-laws  and  perfect  organ- 
ization details:  T.  D.  Boal,  Boalsburg 
Bus    Line,    Boalsburg;    D.    J.    Forney. 


February,1923 


BUS 

TRANSPOHIAHON 


99 


Gettysburg  &  Harrisburg  Transporta- 
tion Company,  Gettysburg;  and  W.  J. 
Enierick,  Emerick's  Bus  Lines,  Belle- 
fonte.  Funds  for  immediate  use  were 
provided  through  an  underwriting  ar- 
rangement made  by  those  present. 

At  a  later  meeting  held  in  the  Penn- 
Harris,  Harrisburg,  on  Jan.  25,  thirty- 
three  companies  were  represented,  many 
of  whom  \rere  not  represented  at  the 
first  meeting.  In  the  absence  of  Pres- 
ident Martz,  R.  C.  Miller  acted  as  chair- 
man of  the  meeting.  Mr.  Burritt,  of  the 
National  Motor  Transport  Association, 
was  secretary. 

A  report  on  membership  showed  that 
the  pre.sent  membership  numbers  fifty- 
two  operators  and  seven  manufacturers. 


The  fee  for  manufacturers  was  fixed 
at  $50.  Among  the  matter  discussed, 
insurance  and  finance  played  a  prom- 
inent part.  Several  of  the  oil 
a  number  of  the  members  . 
themselves  in  favor  of  joining  the 
national  association  as  a  state  associa- 
tion and  consideration  of  th»'  matter 
was  postponed  until  the  next  meeting, 
when  it  is  hoped  that  the  finances  of 
the  association  will  permit  its  entrance 
into  the  national  lx>dy. 

The  following  vice-preseidents  were 
elected:  R.  C.  Miller,  Gettysburg  & 
Harrisburg  Transportation  Company; 
P.  H.  Corcoran,  Westchester  Trans- 
portation Company;  Charles  Hanv, 
Newcastle. 


Urban  Motor  Bus  0|m  ralicm  ami  ('osi* 

Bus  Operation  on  a  ."i-Cent  I'aro  with  Intcrchanm-able  I'rcc  Transfers  to   Trol 
Cars  Has  Resulted  in  a  Deficit— Neverlheless,  I'opular  Demand  for  Hus 
Service  Must  Be  Met  by  Established  Street  Railways 

By  A.  C.  BUNN 

Vice-President  and  Goneiiil   Mnnagur 
Northern  Ohio  Traction  &  Liglit  Company 


HAVING  gone  through  nine  months 
of  bus  operation  in  the  city  of 
Akron,  the  service  being  auxiliary  to 
the  city  railway  system  of  the  Northern 
Ohio  Traction  &  Light  Company,  I 
stand  today  in  the  wilderness  of  trans- 
portation problems  and  wonder  whether 
this  Star  of  Busism  will  yet  lead  us 
into  the  Valley  of  Despair,  or  onto  the 
Road  of  Success.  I  am  not  yet  ready 
to  subscribe  to  the  growing  theory  that 
buses  are  indispensable  in  a  city's  trans- 
portation system;  and  most  assuredly 
I  am  not  convinced  of  their  economy. 
It  will  take  more  than  our  experience 
to  prove  the  advisability  of  using  buses 
as  feeders;  I  am  more  ready  to  agree 
that  they  are  successful  as  a  temporary 
substitute  for  a  needed  railway  line 
into  a  partly  developed  territory. 

I  do  not  mean  that  we  plan  to  curtail 
our  bus  operation;  I  do  not  say  that  we 
will  not  establish  additional  lines.  In 
all  human  probability  we  shall  continue 
our  bus  development.  I  am  convinced 
the  public  demand  for  bus  operation  is 
not  subsiding,  and  I  am  just  as  firmly 
convinced  that  their  operation  properly 
belongs  to  an  established  transportation 
company — the  street  railway — and  not 
to  irresponsible  operators.  I  subscribe 
to  the  belief  that  if  the  public  actually 
wants  bus  transportation,  the  public 
ought  to  have  it,  but  the  public  should 
pay  the  cost,  and  that  cost  must  em- 
brace full  redemption  of  the  investment. 

It  is  cost  that  I  first  desire  to  discuss, 
and  in  this  connection  I  shall  present 
some  comparisons  taken  from  our 
records.  Please  remember  that  our 
company,  in  the  city  of  Akron,  is  still 
operating  on  a  5-cent  fare  with  free 
transfers,  and  in  the  figures  I  submit 
the  point  that  our  car  lines  are  losing 
money  should  not  be  forgotten.  The 
bus  fare   is   the  same  as   the   railway 


fare  and  the  transfer  privileges  are 
also  identical.  Transfers  are  inter- 
changeable between  car  lines  and  bus 
lines. 

Our  company  first  entered  the  bus 
field  on  March  19,  1922,  establishing 
a    line    from    thf    <|M\v"''.\vn    ■;pcr  r.n    of 


tween  bui>  and  car  lines.  In  letss  than 
thirty  days  the  independent  line  ceased 
operation.  This  was  due  to  the  fact 
that  we  maintained  u  regular  schedule 
over  an  eighteen-hour  period  daily, 
kept  our  buses  neat  and  clean  at  all 
times,  employed  only  the  best  drivers 
obtainable  and  iKsued  transfers  to  and 
from  cars  and  buses.  Thi--  lino,  fol- 
lowing the  first  month,  I  '  d  a 
profit.  It  covers  a  distrii  i  i  car 
lin'  n  would  probably  pay  with 
a  !■                 '•   rate  of  fare. 

The  next  lines  to  be  e>-  -.vas 

a    "feeder"    to    our    Arlii.^  ■  ;    a 

cro.istown  line  extending  across  the 
southern  section  of  the  city  and  inter- 
secting four  street  railway  lines,  and 
one  into  the  northern  section.  These 
three  lines  began  operation  early  in 
August  and  do  a  heavy  transfer  busi- 
ness to  and  from  car  lines,  40  per  rent 
of  the  passengers  being  transfer  pas- 
sengers. All  these  lines  have  lost  money 
from  the  beginning,  show  no  indication 
of  doing  otherwise  and  so  far  as  we 
have  been  able  to  determine  have  not 
increased  the  street  railway  revenue. 

Our  next  step  was  taken  in  October, 
when  we  bought  out  an  independent 
operator  who  was  uting  five  buses  on 
a  line  extending  from  the  downtown 
district  out  West  Exchange  and  South 
Maple  Street  into  a  developed  territory 
in  the  southwestern  section  of  •'••  " 
In  addition"  we  put  in  a  line 
m-w  'i'y  vjadiicf  •<j>anriing  the  i    . .  .:     .   . 


One  nf  the  While  bun  chassin  with  Kuhhmni  ntrel  hodji  nprrntrd  hy 
railway  conifmny  in  Akron,  Ohio 


•Abstract  of  paper  read  before  Central 
Electric  Railway  Association.  Louisville. 
Ky..  Jan.  18-19,  1923. 


Akron  westward  out  what  is  known 
as  Maple  Street,  to  Exchange  Street, 
where  the  bus  line  intersects  a  railway 
line  at  its  terminal,  the  bus  line  contin- 
uing out  Exchange  Street  to  about  the 
city  limits.  The  territory  is  all  thickly 
populated.  At  the  time  tfie  V.ne  was 
established  an  independent  line  was 
operating  over  the  same  route.  We 
voluntarily    issued    free    transfers    be- 


Vallcy  to  the  north  from  the  downtown 
section  and  supplied  service  to  the 
northeast  section  of  the  city.  Wc  also 
established  a  "feeder"  to  our  West  Mar- 
ket Street  line  reaching  beyond  the  city 
limits  into  a  sparsely  settled  section  to 
the  west.  None  of  these  lines  has  show** 
a  profit,  although  we  expect  the  viaduct 
line  ultimately  will  produce  a  profit 
and  hope   the  South    Maple  Street  line 


100 


BUS 

TMNSPORTATION 


Vol.2,  No.2 


will  do  the  same.  These  are  only  hopes, 
however,  for  figures  give  no  such  indi- 
cations. 

In  all,  we  operate  twenty-four  buses. 
All  but  five  are  Kuhlman  closed  bodies 
mounted  on  White  model  50  chassis. 
The  other  five  are  on  White  chassis 
with  special  bodies  not  so  satisfactory 
as  our  new  ones.  We  are  remodeling 
the  old  one  to  conform  with  the  Kuhl- 
man bodies.  The  buses  are  pleasing 
the  public  and  have  given  satisfaction. 
We  believe  the  operating  cost  is  below 
the  average  so  far  as  we  can  determine 
from  figures  of  other  operation  in  Akron 
and  vicinity,  but  I  submit  the  following 
comparison  for  your  careful  consider- 
ation as  showing  the  differences  be- 
tween bus  operating  costs  and  car 
operating  costs: 

Cars        Buses 

Fare  with  transfer  exchange, 

cents    5  5 

Average    fare    per    passenger 

carried,   cents    4.07  3.8 

Percentage  transfer  passen- 
gers to  total 20  24 

Maintenance  based  on  passen- 
gers carried,  cents 0.41  1.12 

Depreciation     (monthly),    per 

cent     0.5  2.25 

Fuel  (power  vs.  gasoline)  cost 

per  passenger,  cents   0.4  1.14 

Per  cent  operation  to  gross.. 86. 82         98.89 

Gross    earnings    per    car-mile. 

cents    33.12         24.53 

Speed    per    revenue    mile    per 

hour,  miles   8.8  8.49 

Seating  capacity    55  25 

Up  to  Dec.  1  the  gross  revenue  from 
our  bus  lines  totaled  $78,252.74.  During 
this  time  the  maintenance  alone  has 
been  $18,875.97— more  than  24.13  per 
cent.  And  we  believe  we  are  conducting 
our  maintenance  department  as  econom- 
ically as  possible  and  give  the  equip- 
ment the  proper  attention.  This  main- 
tenance expenditure  was  divided  as 
follows: 

Per  Cent 
Amount       of  Gross 

Chassis $11,605.46         14.83 

Body   1,963.98  2.52 

Tires: 4,814.77  6.15 

Miscellaneous    491.76  0.63 

During  the  period  referred  to,  that  is 
from  the  establishment  of  the  bus  lines 
up  to  Dec.  1,  we  carried  1,560,845  rev- 
enue passengers  and  476,139  transfer 
passengers,  a  total  of  2,036,984  passen- 
gers. The  bus-miles  operated  were 
337,021  and  we  used  66,969  gallons  of 
gasoline  at  an  average  cost  of  a  trifle 
more  than  26  cents  per  gallon.  We  have 
charged  off  $12,445.08  for  depreciation, 
$3,869.78  interest  and  $740.72  taxes. 
These  figures  are  based  on  the  value 
of  the  property  used  in  the  bus  opera- 
tion. In  the  matter  of  insurance,  super- 
intendence, wages,  etc.,  the  charges  are 
direct.  For  injuries  and  damages  a 
charge  of  6  per  cent  of  the  gross  has 
been  set  up.  It  is  yet  to  be  determined 
whether  some  of  the  charges  are  proper, 
but  so  far  we  cannot  see  that  any  of 
them  are  excessive.  Based  upon  all 
charges  the  lines  show  a  total  loss  of 
$12,928.49  on  a  gross  of  $78,252.74  for 
the  period  ending  Dec.  1. 

So  much  for  costs  in  dollars  and 
cents.  I  now  want  to  take  up  this  ques- 
tion of  maintenance,  for  that  appears 
to  be  the  burden  of  responsibility.    The 


buses  must  be  kept  in  first-class  condi- 
tion. If  not,  the  depreciation  will  soon 
become  so  great  that  the  average  life 
of  a  bus  is  cut  in  two. 

The  maintenance  of  the  buses  was 
assigned  to  the  shop  department  on  the 
theory  that  many  of  the  bus  parts  are 
the  same  as  car  parts,  thus  making  it 
possible  to  reduce  the  amount  of  stock 
necessary  to  be  kept,  while  car  ma- 
chinery could  be  used  to  do  bus  work. 
Instead  of  hiring  garage  mechanics 
for  bus  inspection,  trained  car  inspec- 
tors were  used  and  a  written  inspection 
and  oil  schedule  laid  out  similar  to  that 
used  on  electric  cars.  These  men  are 
far  more  reliable  than  the  average  me- 
chanic, having  been  trained  to  the  high 
standard  of  electric  car  inspection.  They 
check  all  parts  for  wear  and  keep  the 
engines  clean. 

The  bus  operators  are  uniformed 
drivers  who  have  no  tools  and  make  no 
repairs,  but  submit  written  reports  as 
to  the  condition  of  the  bus  at  the  end 
of  the  run.  The  name  of  the  bus  oper- 
ator is  posted  in  the  bus  for  the  con- 
venience of  the  public  and  as  a  matter 
of  record. 

A  part  of  the  inspection  shop  was 
used  as  a  garage  by  cementing  over  the 
floor,  thus  saving  the  necessity  of  build- 
ing or  renting  a  garage. 

The  buses  run  on  an  average  of  160 
miles  per  day,  or  nearly  5,000  miles  per 
month,  and,  due  to  the  frequent  stops 
and  hilly  contour  of  Akron,  it  is  nec- 
essary that  they  be  operated  in  the 
lower  gears  a  considerable  part  of  the 
time.  This  is  a  very  severe  service  and 
has  developed,  within  a  few  months, 
troubles  that  do  not  regularly  occur  on 
ordinary  freight  trucks  within  two  or 
three   years. 

Because  of  our  peculiar  conditions, 
that  is,  the  extremely  heavy  grades,  it 
has  been  found  advisable  to  equip  the 
buses  with  three  sets  of  brakes — two  on 
the  rear  wheels  and  one  on  the  drive 
shaft.  The  brake  bands  wear  so  rapidly 
that  our  repair  men  have  become  ex- 
perts and  can  change  them  almost  as 
quickly  on  the  bus  as  on  a  car.  Extra 
brake  bands  are  always  kept  relined  and 
ready  for  instant'  service.  The  brake 
drums  soon  score,  but  instead  of  buying 
new  drums  the  old  ones  are  built  up 
by  electric  welding.  These  welded 
drums  are  harder  than  the  original  and, 
therefore,  give  longer  life.  The  cost  of 
repairing  the  drum  is  less  than  one- 
half  the  price  of  a  new  one. 

We  have  found  it  advisable  to  do  all 
the  gasoline  filling  from  the  inspection 
shop  tanks  and  thereby  prevent  any 
delay  to  service.  We  are  also  enabled 
to  secure  a  better  check  on  the  quantity 
and  quality  of  gasoline  used.  For  the 
reason  that  on  some  of  the  long  runs 
(more  than  230  miles  daily)  the  origi- 
nal 35-gal.  gasoline  tanks  would  not 
suffice,  it  was  necessary  to  install  a 
17-gal.  auxiliary  tank.  The  buses,  there- 
fore, leave  the  garage  with  52  gal.  of 
gasoline  daily.  In  order  to  secure  a 
uniform  quality  of  gasoline,  we  put  in 
apparatus  for  making  the  standard  dis- 
tillation test  of  the  American  Society 
of    Testing    Materials,    for    under    the 


modern  methods  of  making  gasoline, 
testing  the  gravity  does  not  determ.ne 
the  quality.  As  the  gasoline  bill  for 
the  twenty-four  buses  runs  approxi- 
mately $5,000  per  month,  this  item  of 
fuel  has  received  much  study  from  all 
angles.  Low  test  gasoline  from  58  to 
60  gravity  with  high  end  point  was 
given  a  test  for  three  months  on  three 
of  the  buses  with  different  types  of 
carburetors.  Although  this  gasoline 
gave  greater  mileage  per  gallon,  and 
showed  a  big  saving  for  a  month  over 
a  high  test  gas  of  69  to  72  gravity, 
it  was  found  advisable  to  use  the  high 
test.  With  the  hill  conditions,  and  fre- 
quent stops,  the  cars  soon  filled  with 
carbon  and  did  not  have  sufiicient  power 
with  low-test  gas  for  climbing  the  hills. 
Tests  have  been  made  of  different  types 
of  carburetors  and  the  latest  type  has 
resulted  in  a  saving  of  several  hundred 
dollars  per  month  in  gasoline. 

In  an  effort  to  stop  the  breakage  of 
springs,  tests  are  being  made  of  heavier 
and  graduated  springs  with  extra  leaves 
that  come  into  play  with  the  extra  load. 
No  definite  decision  has  been  reached 
as  to  the  best  spring.  Westinghouse  air 
shock  absorbers  are  also  being  tried, 
but  definite  conclusions  have  not  as  yet 
been  made. 

The  question  of  the  use  of  tires  has 
received  very  careful  consideration — ten 
different  makes  of  pneumatic  tires  be- 
ing tested.  As  yet,  however,  definite 
results  have  not  been  reached,  little 
material  difference  having  developed. 
Solid  tires  and  cushion  wheels  were 
tested  but  did  not  give  the  high  grade 
of  riding  that  was  obtained  from  the 
pneumatic  tires,  and  it  also  developed 
that  the  mileage  per  gallon  of  gasoline 
is  considerably  greater  with  pneumatic 
tires. 

All  buses  used  in  service  are  equipped 
with  36  X  6  tires,  with  dual  wheels  in 
the  rear.  There  was  fear  that  the  air 
might  become  low  in  one  of  the  dual 
tires,  not  be  noticed,  and  run  for  some 
time,  one  of  the  tires  thus  carrying  the 
entire  load  and  breaking  down  the 
fabric.  This  situation  is  followed  very 
carefully  on  the  inspection  schedule, 
tests  being  made  every  night  and  the  air 
pressure  being  brought  up  to  standard. 
Drivers  are  also  instructed  to  get  out 
of  the  car  at  the  end  of  the  run  and 
carefully  look  over  the  rear  tires,  test- 
ing them  as  best  they  can.  In  this  way 
flat  tires  are  often  located  within  a 
few  miles.  It  was  also  feared  that 
stones  might  get  between  the  two  tires. 
This  has  only  occurred  once,  and  in  this 
instance  both  of  the  tires  were  de- 
stroyed. One  of  the  frequent  bills  for 
tire  repairs  is  due  to  side  wall  abrasions 
caused  by  striking  the  curbs.  We  like 
to  get  the  buses  as  close  to  the  curb  as 
possible  so  passengers  will  have  less 
trouble  in  boarding  and  alighting. 
Drivers,  in  attempting  to  get  close  to 
the  curb,  sometimes  strike  it  because 
of  the  wide  dual  wheels.  In  order  to 
take  care  of  these  abrasions,  we  have 
induced  some  of  the  tire  concerns  to 
build  special  tires  with  tread  stock  in 
the  side  walls,  and  in  some  inst-inces- 
heavy  rubber  beads  have   been   put   on. 


February,1923 


BUS 

IKVsSPOHIATlON 


101 


This  has  resulted  in  a  considerable   in- 
crease in  the  tire  life. 

It  was  hoped,  when  the  bus  service 
was  started,  that  by  using  (jood  tires  on 
the  rear  with  their  heavy  non-skid 
markinRs,  it  would  not  be  necessary  to 
install  chains  on  the  dual  wheels,  but 
when  the  first  snow  storm  was  encoun- 
tered it  was  found  that  when  a  bus  was 
stopped  goinjj  up  heavy  tirades  —on  an 
asphalt  street  -it  could  not  be  started 
without  chains.  It  was  only  necessary 
under  such  conditions  to  install  a  single 
36  X  6  chain  on  the  outer  wheel.  Never- 
theless the  chain  problem  is  a  big  item 
in  bus  maintenance  and  should  receive 
very  careful  study.  The  life  of  a  chain 
in  bus  service  is  exceptionally  short. 
After  they  are  used  for  a  single  day 
they  require  considerable  repair.  The 
use  of  chains  is  hard  on  the  tires.  Dur- 
ing two  days  they  were  kept  on  recently, 
fifteen  tires  were  cut  through  and  had 
to  be  scrapped.  These  were  partly  worn, 
but  they  would  have  been  run  for  some 
time  under  normal  conditions. 

How  Snow  Fighting  Is  Carried  On 

When  the  snow  gets  about  J  in.  deep, 
two  automobile  wreckers  leave  the  in- 
spection shop  and  start  to  equip  the 
twenty-four  buses  on  the  lines  with 
chains.  It  takes  two  wreckers  close 
to  four  hours  to  equip  these  buses,  as 
it  is  necessary  to  go  to  the  ends  of  the 
lines,  jack  up  both  sides  of  the  bus  and 
loosen  the  wheel  bolts  because  there  is 
no  room  between  the  dual  tires  to  put 
in  the  chains  without  loosening  the 
wheels.  The  wrecker  trucks  are 
equipped  with  the  same  36  x  6  tires, 
mounted  on  Budd  Michelin  steel  disk 
wheels,  the  same  as  the  buses.  Thus, 
the  extras  that  they  carry  will  take  care 
of  the  buses.  They  are  also  equipped 
with  blocks,  jacks  and  wrecking  ma- 
terial, so  that  they  can  be  used  for 
either  bus  work  or  car  wrecking.  While 
these  wrecker  trucks  are  out  putting 
on  chains,  they  keep  in  close  touch,  by 
telephone,  with  the  car  dispatcher  and 
call  up  when  leaving  the  end  of  each 
line  so  that  they  can  be  reached  easily 
for  either  bus  calls  or  car  troubles.  It 
is  found  that  the  buses  require  far  more 
minor  adjustments  and  attention  than 
street  cars;  in  fact,  one  of  the  wrecker 
trucks  is  out  almost  all  of  the  time 
either  changing  tires,  making  minor 
adjustments  or  going  to  the  supply 
houses  to  secure  parts.  Although  the 
first  engines  have  made  over  40,000 
miles,  it  has  not  been  necessary  to 
change  piston  rings  or  rebore  cylinders. 

Cleaning  of  the  buses  has  been  kept 
to  a  high  standard.  They  have  been 
scrubbed  inside  and  outside  every  third 
day,  while  the  rear  ends,  windows  and 
the  floors  are  cleaned  every  night. 
Nevertheless,  due  to  their  being  so  close 
to  the  ground,  splash  from  passing  ma- 
chines often  keeps  them  spattered  with 
mud  in  bad  weather. 

The  body  frames  are  made  of  steel 
and  covered  with  a  veneer  of  wood  and 
sheet  steel  material.  Some  anxiety  was 
felt  at  first  as  to  how  this  material 
would  repair  after  being  damaged,  but, 
although    the    buses    have    been    struck 


repeatedly  by  other  vehicles,  it  has  been 
found  that  this  built-up  material  can  be 
easily  pushed  back  into  place.  The  outer 
sheet  is  repaired  by  soldering  on  patches. 


Motor  Hu.s  OrKanizations 

.N'ATHl.NAL    MUTUI: 
.\.S.SUl'l.\TU).N';       l*r. 
lUr.ilfy.  .sfurclary    itnd 
port   tc    Wiitcrbury    Pu 
Inc.,    36    North    Mulii 

tiiiry.   Conn  ;    man  iKti    ■ 

R  B.  Burritt.  FlBk  Uui 
\Vi'«l  FIfty-Bcvcntli  Sirct-l,  .' 
.V.    V. 

.\1U/,<;)NA  MOTOR  TRAN8PORTA- 
TIO.V  .ASSOCIATION:  Pregldent.  D. 
i\  O'.N'iil,  Doiiclaji.  Ariz.;  secretary. 
K  A.  Joni«,  127  North  Central  Avenu<-, 
Phoonlx.   Aril. 

.MOTOR       CAKHIKR-S' 
TIO.V:    PrfHident.   \V.    K    Tr 
<li-nt  California  Trinnlt  Cou., 
Francisco.   Calif.,   secretary,   Juiiiiti    CJ. 
lilalno.    1290    Bush    Street,    San    Fran- 
i-iseo.    Calif. 

CON.VE(^TICUT  MOTOR  STA'iK 
.V.S.St)CIATION:  President.  Patrick 
llcaky.  si-cri'tary  .-md  counsel  Brlli-" 
port  &  Waterburv  Passt-nKor  S-r'.  <  ■- 
Inc..  36  North  Sinin  Street.  %V,,i.i 
luiry,  Conn.;  secretary.  Edwanl  J. 
Glldea.  treasurer  Congress  Taxi  Com- 
pan.v.  Panbury,  Conn. 

FI.<>Rin.\  BUS  ASSOCIATION: 
President  (pro  teni),  A.  D.  IlartZ'll. 
president  and  general  nianaKer.  White 
Bus    Line.    Tampa.    Fla. 

INDIANA  MOTOR  BUS  OWNERS' 
.ASSOCIATION:  President,  H.  E. 
ijahns.  (teneral  m  inaRer  Jahns'  Bus 
T..lnes.  La  Porte.  Ind.  :  tre.-isurer.  W. 
E.  Rent-schler,  manager  Indiana  Motor 
Bus    Company,    Plymouth,    Ind. 

I.\DI.-\N.\  BUS  OWNERS'  -VSSO- 
Cl.VTION:  secretary,  Suinley  Pitch- 
ford.    Indianapolis.    Ind. 

GlOORGIA  MOTOR  I!l"S  &  TRANS- 
PORT.\TIO.N'  .\SSOCI.\TION:  Prfsl- 
dent.  B  A.  Harrison.  Bainbrldce.  G;i.  : 
secretary.  W.  M.  Riley.  Decatur.  Ga. 
or  25  West  Peachtree  Street,  Atlanta. 
Ga. 

IOWA  BUS  ASSOCIATION:  Presi- 
dent, H.  A.  Pomeroy.  Cedar  Falls, 
lowa- 

MICHIGAN  HIGHWAY  TR.\.NS- 
POKT.VTION  ASSOCIATION:  Presi- 
dent, E.  Foster.  Moreton,  pre.sldent 
Moreton  Trucking  Compan.v.  Third  & 
Howard  Streets.  Detroit.  Mich.;  sec- 
retary.   H.    H.    Hardy,    Lanslnp,    Mich. 

.MINNESOTA  MOTOR  BUS  ASSO- 
C'I.\TION:  President.  Rodney  S.  Dim- 
mick.  president  Touring  Car  Bus 
Company.  29  Seventh  Street.  North. 
Minneapolis.  Minn.;  secretary.  Earl 
F  .lackson,  Endlcott  Arcade,  St. 
Paul.    Minn. 

NEW  JERSEY  BUS  TRANSPOR- 
TATION ASSOCIATION:  President. 
John  Morning.  408  Warren  Street, 
newark,  N.  J. :  secretary,  Harry 
litiess.r,  79  Madison  Street,  Guten 
here.    N.  J. 

NEW   JERSEY    AUTO   BUS   ASSO 
CIATION:    President,   George   F.    Sey- 
mour,  Jr.,    20   Clinton   S'reet,    N<-w.ark, 
N.  J.  ;  secretary.  George  L.  Cowan.  20 
Clinton    Street,   Newark,   N.   J. 

AUTO  BUS  ASSOCIATION  OF 
NEW  YORK  STATE:  President,  Alan 
V",  Parker.  Niagara  Falls.  N.  V.. 
.secretary  and  tre.isurer,  James  J. 
Dadd,  T>resldent  Rochester  Bus  Lines 
Advertising  Corporation.  120  Vermont 
Avenue,   Rochester,   N.  T. 

OHIO  MOTOR  BUS  ASSOCIATE' V 
President      R       E.      McCoUum,      "'i' 
Motor  Bus  Company.  Columbus.   <  r  i 
s.K-retary,   C.   J.   Randall.   419   Maj..i:;.. 
Building.  Columbus.  Ohio. 

PENNSYLVANIA       MOTOR       BUS 
OW.NERS'  .ASSOCIATION:    Presl.r  ;.' 
Frank  Martz.  trea.surer  White  Ti    ■ 
("ompanv.     I'lymouth,     Pa.:     trea.'-  .   ■ 
AV.     J.     Emirlck.     president     Em-riiK 
Bus    IJnes.     Bellefonte.    Pa. 

WASHINGTON       AUTO       TRANS- 
PORTATION   ASSf^CIATION:     In- 
dent.    .A.     C.     Ellington,     Des     M     ' 
.Auto    Company,    S.'attle.    Wash   ;    ^■ 
retary-manager.      Erven      H.      Palm,  r 
Terminal    Building.    Seattle.    Wash. 

WISCONSIN  MOTOR  TRANSPilR- 
T.ATION  ASSOCI.ATION:  President 
A.    C.    Homan.    Mf-nasha.    Wis. 


We  have  endeavored  to  keep  our  cost 
figures  accurately.  Just  now  we  ur* 
segregating  them  so  the  ma  nti  r::i::ro 
cost    on    each    bus    can    be  d 

sepurat.Iv.     .\   .i.uhlr-  chi-i-V:  ! 

"11  ' ' 
ami  .    : 

ug  the  lime  buiics 
lays  of  all  kinds  ai 
lUmed  in  making 
and  records  will    u 

in  time  to  ren  >? 

to  the  value  <■:  >• 

terial    and    apparatus.  i,    we 

trust,   lift   US   from   the  ■•*  and 

show  us  the  right  road,  whether  that 
road  leads  us  into  a  Land  of  Buses,  or 
whether  it  takes  us  back  to  the  field  of 
exclusive   electric   railway   service. 

For  the  present  we  can  only  say  that 
we  know  the  buses  cost  more  to  oper- 
ate per  passenger  tairried;  that  they  will 
not  handle  the  crowds;  that  they  are 
less  reliable;  that  they  really  move  no 
faster;  that  they  are  more  flexible,  and 
that  in  spite  of  the  crowding,  poor  ven- 
tilation, and  harder  rid  i:i.'.  'here  is  a 
popular  clamor  for  th-  ist  b« 

met— and  met  by  the  »■  '  :  street 

railways. 

But  of  the  future  -oh,  that  wc  could 
look  with  wisdom  through  the  year* 
that  lie  in  waiting!  Who  knows  but  the 
public  demand  of  today  may  again 
swing  to  the  modern  electric  car,  carry- 
ing to  the  scrap  pile  the  va.nt  invest- 
ment now  going  into  the  passenger  bu«. 
Already,  along  the  ice-paved  streets  of 
our  own  city,  there  come  murmurs  from 
the  people,  who  depend  upon  us  for 
transportation,  that  the  bus  will  only 
do  in  an  emergency.  We  can  only 
move  with  care  lest  we  find  a  danger- 
ous place  in  this  Bus  Pathway  that  may 
enmesh  us  in  a  tangled  transportation 
web  of  financial  loss.  Therefore,  I  re- 
peat, just  as  the  public  demands  bus 
transportation,  just  so  it  should  be  fur- 
nished by  us,  but  just  so  must  the 
public  pay  the  full  cost,  including  amor- 
tization of  the  investment. 


California  .Motor  Carriers'  .Asso- 
ciation Elects  Officers  for  1923 

Ar  THE  annual  meeting  in  San 
Francisco  on  Dec.  13,  1922.  the 
California  Motor  Carriers'  .Association 
elected  the  following  officers  for  the 
year  1923:  President,  W.  E.  Travis, 
president  California  Transit  Company, 
San  Francisco;  first  vice-pre-idont, 
Charles  Wren.  Pickwick  Sta.  i- 

ern  Division.  Los  .\ngeles;  ■•  ■•• 

president,  F.  D.  Howell,  Motor  Traii.tit 
Company.  Los  .\ngeles.  Other  members 
of  the  board  of  directors  are:  Burr  P. 
McConnaha.  Eureka -Crescent  City  SUge 
Line,  Eureka;  J.  P.  Walling,  Valley 
Transit  Company,  Madera;  E.  J.  Thomp. 
son.  Anchor  Stage  Line.  Fresno,  and 
H.  W.  Regan.  Peninsula  Rapid  Transit 
Company,  Burlingame.  H.  W.  Regan 
was  elected  treasurer  and  James  G. 
Blaine  sccretarj-.  The  office  of  the 
California  Motor  Carriers'  Association 
is  located  at  1290  Bush  Street,  San 
Francisco. 


102 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


Ohio  Bus  Men  Draft  Legislative 
Program 

PLANS  for  obtaining  fair  legisla- 
tion for  motor  bus  interests  of  Ohio 
were  made  at  the  convention  of  the 
Ohio  Motor  Bus  Owners'  Association 
held  at  the  Chamber  of  Commerce  In 
Cincinnati  on  Jan.  5. 

Although  a  bill  regulating  taxation 
of  motor  buses  was  drawn  up  to  be  pre- 
sented to  the  Ohio  State  Legislature,  its 
provisions  were  not  made  public  because 
several  changes  are  to  be  made  in  the 
measure.  A  policy  of  co-operation  with 
state  and  city  authorities  was  adopted. 
It  was  made  known  that  the  association 
would  favor  a  state  tax  on  motor  buses, 
but  Vvould  dempnd  a  voice  in  preparing 
the  taxation  bills. 

Traction  interests  throughout  the 
state  were  charged  by  the  members  with 
framing  taxation  bills  for  the  state 
Legislature  and  for  many  of  the  cities 
and  towns.  The  so-called  "model  bill" 
regulating  taxation  of  buses  which  will 
be  presented  to  the  Legislature  in 
March  was  termed  one  of  the  traction 
accomplishments.  Passage  of  this  bill, 
association  members  declared,  would 
spell  ruin  for  the  industry,  as  the  pro- 
posed tax  of  IJ  cent  per  ton-mile  for 
solid-tire  buses  and  1  cent  per  ton-mile 
for  pneumatic-tire  buses  provided  for  in 
the  "model  bill"  would  equal  the  net 
revenue  of  the  bus. 

The  association  went  on  record  as 
favoring  a  liberal  state  tax  which  may 
amount  to  as  much  as  $1,000  a  year  per 
bus,  according  to  the  mileage  or  the 
number  of  cities  it  goes  through. 

The  convention  was  divided  into  two 
sessions  and  was  attended  by  100  bus 
owners  from  all  parts  of  the  state.  In 
the  afternoon  the  delegates  were  taken 
on  an  automobile  tour  of  the  city,  after 
which  they  were  the  guests  of  the  Cin- 
cinnati association  at  a  dinner.  The 
major  part  of  the  evening  session  was 
devoted  to  the  subject  of  taxation  and 
regulation  as  set  down  for  the  bus  oper- 
ators. Each  member  present  was  called 
on  to  give  his  views  on  the  subject  and 
to  relate  his  experience.  Every  speaker 
had  tales  of  fights  over  taxation  and 
against  extermination. 

Sylvester  Hickey,  Cincinnati,  who  has 
represented  Cincinnati  bus  interests, 
was  chairman  of  the  meeting.  Speakers 
included  W.  C.  Culkins  of  the  Cincin- 
nati Chamber  of  Commerce;  R.  E.  Mc- 
Collum  of  Columbus,  president  of  the 
state  association;  J.  B.  Cox  of  Alliance, 
vice-president;  E.  N.  Young,  Toledo, 
treasurer,  and  C.  J.  Randall,  Columbus, 
secretary. 

The  support  of  the  two  Cincinnati 
automobile  associations  was  pledged 
through  communications  from  officials 
of  each  club. 

It  was  announced  that  James  J.  Fitz- 
patrick,  formerly  manager  of  the  Cin- 
cinnati Motor  Club  and  now  a  practicing 
attorney,  would  be  the  attorney  for  the 
Cincinnati  branch  of  the  association. 
He  succeeds  Sylvester  Hickey,  who  has 
been  appointed  assistant  prosecuting 
attorney  of  Hamilton  County. 

The  convention  was  arranged  by  the 


board  of  governors  of  the  state  asso- 
ciation, which  consists  of  E.  C.  McAtee, 
Toledo;  Judge  R.  W.  Sanborn,  Cleve- 
land; M.  E.  Blackburn,  Martins  Ferry; 
F.  J.  Mayo,  Hamilton;  C.  Stoner,  Xenia, 
and  J.  S.  Carlisle,  Columbus. 

The  headquarters  and  office  of  the 
state  secretary  have  been  moved  from 
562  East  Mound  Street  to  419  Majestic 
Building,  Columbus,  Ohio. 


Georgia  Association  Holds  Annual 
Meeting  in  Atlanta 

A  MEETING  of  the  Georgia.  Motor 
Bus  and  Transportation  Associa- 
tion was  called  to  order  at  the  Piedmont 
Hotel,  Atlanta,  Ga.,  on  Jan.  15  and 
extended  through  Jan.  16,  with  B.  A. 
Harrison  of  Bainbridge,  the  president, 
in  the  chair. 

Various  matters  of  interest  to  the 
motor  bus  owners  of  the  state  were 
discussed  and  a  progressive  program 
along  several  lines  was  adopted  by  a 
unanimous  vote.  A  resolution  that  the 
publishers  of  Watts  Railroad  Guide  be 
furnished  with  a  list  of  the  operators 
of  automobile  bus  lines  in  the  state 
who  are  members  of  the  association, 
and  that  their  full  schedules  in  detail 
will  be  obtained  for  publication  in  the 
Guide  each  month  was  adopted.  Mr. 
Watts,  the  publisher,  was  present  and 
made  some  valuable  suggestions,  among 
them  that  the  schedules  would  be  placed 
in  a  Motor  Bus  section  of  the  Guide, 
showing  time  of  arrival  and  departure 
at  each  station,  giving  railroad  connec- 
tions and  mileage  of  the  bus  route,  all 
properly  indexed  and  as  complete  in 
detail  as  the  railroad  schedules  that 
are  now  published  in  the  same  Guide. 
This  will  enable  the  traveler  to  figure 
out  his  complete  schedule  before  leav- 
ing home,  and  by  using  motor  buses 
save  much  time  in  his  itinerary.  The 
association  also  plans  to  place  a  map 
of  the  state  in  this  Guide,  showing  all 
bus  routes,  indicating  in  heavy  dark 
lines  the  routes  which  are  covered  by 
members  of  the  association,  and  in  light 
lines  show  the  bus  lines  which  are  oper- 
ated by  those  who  are  not  members. 

Considerable  discussion  was  given  to 
the  best  method  of  securing  new  mem- 
bers for  the  association.  There  are 
about  fifty  operators  of  buses  in  the 
state  now  who  are  not  members.  Be- 
cause there  ai'e  many  problems  coming 
up  constantly  that  can  better  be  solved 
by  a  united  body  than  individually,  the 
present  membership  desii'es  that  all 
bus  owners  of  the  state  share  the  ad- 
vantages and  privileges  of  membership 
in  the  state  association. 

It  was  decided  that  the  secretary  be 
instructed  to  send  each  member  of  the 
association  the  names  of  operators  in 
his  territory  who  are  not  now  members, 
and  in  this  manner  every  present  mem- 
ber of  the  organization  will  take  part 
in  a  concerted  state-wide  drive  for  addi- 
tional memberships  by  covering  his  own 
locality. 

While  no  definite  plans  were  made, 
the  question  of  legislation  was  dis- 
cussed.    The  propaganda  against  motor 


buses  from  certain  quarters  is  recog- 
nized, but  it  is  felt  that  as  the  buses 
serve  a  useful  purpose,  save  much  time 
for  many  people,  furnish  an  economical 
means  of  transportation  and  are  helpful 
in  all  aspects,  the  association  and  its 
members  could  depend  on  receiving  jus- 
tice at  the  hands  of  the  lawmakers. 
The  feeling  was  that  while  they  must 
be  on  the  alert  in  looking  after  the 
interests  of  its  members,  they  would 
get  a  fair  deal  from  the  Legislature. 

No  election  of  officers  was  held,  so 
that  the  present  officers  continue  to  hold 
their  respective  places.  These  officers 
are:  B.  A.  Harrison  of  Bainbridge, 
president;  C.  P.  Vaughn  of  Gumming, 
vice-president;  W.  M.  Riley,  Decatur, 
secretary  and  treasurer.  The  meeting 
adjourned  on  the  afternoon  of  Jan.  16, 
to  meet  again  in  Atlanta  on  May  15 
and  16,  1923. 


New  Jersey  Association  Meets 

THE  annual  meeting  of  the  New 
Jersey  Bus  Transportation  Asso- 
ciation, held  in  Achtel-Stetters  Hall, 
Newark,  on  Jan.  30,  was  attended  by 
representatives  of  bus  lines  from  sev- 
eral counties  of  the  state.  This  asso- 
ciation was  formed  in  June,  1922,  and 
has  a  membership  of  about  300. 

The  business  session  was  preceded  by 
a  discussion  in  which  legislative  mat- 
ters and  plans  for  increasing  the  mem- 
bership and  efficiency  of  the  organization 
were  the  chief  topics.  George  L.  Record, 
Jersey  City  attorney  and  general  coun- 
sel for  the  organization,  took  a  prom- 
inent part  in  the  discussion.  It  was 
agreed  that  constant  vigilance  must  be 
maintained  in  watching  the  legislative 
program  at  Trenton  in  order  to  safe- 
guard the  interests  of  the  bus  industry. 
E.  B.  Burritt,  manager  of  the 
National  Motor  Transport  Association, 
outlined  the  aims  and  purposes  of  the 
national  association,  and  told  of  the 
activities  and  procedure  of  other  state 
organizations.  The  matter  of  employing 
a  salaried  secretary-manager  was  dis- 
cussed and  laid  over  until  a  future  meet- 
ing. 

A  resolution  commending  Governor 
Silzer  for  the  stand  he  has  taken  toward 
the  industry  and  expressing  the  utmost 
confidence  in  his  administration  was 
adopted.  The  meeting  also  adopted  a 
resolution  urging  upon  the  members  a 
greater  regard  for  the  safety  of  the 
public. 

Mr.  Gallagher  was  tendered  a  re- 
nomination  as  president,  but  declined 
because  of  the  pressure  of  other  busi- 
ness. John  Morning  of  the  Market 
Street  lines,  Newark,  was  unanimously 
elected  president  and  the  following 
other  officers  were  chosen: 

First  vice-president,  Charles  J.  Gal- 
lagher, Jersey  City;  second  vice-pres- 
ident, John  Yates,  Newark;  third  vice- 
president.  Michael  P.  Fofge,  Lodi; 
fourth  vice-president,  Benjamin  P.  Huff, 
Paterson;  secretary,  Harry  Buesser, 
Hillside  Bus  Lines,  Gutenberg;  treas- 
urer. Curt  R.  Wothke,  West  New  York; 
general  counsel,  George  L.  Record- 
Jersey   City. 


February,  1923 


ftL'S 

IRVNSICIUAIJON 


lU^ 


News  of  the  Road 


I'luin  wheitvtT  thw  buH  rurin. 
biuUK)»t  toe*  l»u  r  lh«f  liiiiiurtuiil 
tvents.  here  pn^fntiMl  to  •lOW  Ihe 
moveinentfl  uf  Khv  duy. 


=i ■■    i; 


Bus  to  Supplaiil  Trolli'N  in -N*'ul)ur«ili 

Local  Railway  to  Replace  All  Trolley  C'nrs    With    Buses   on    Muy    I — Factum 

Cau-sinK   Chantte   Are   Outliiu-d  by  City   MansiKer  and 

RaiJMav  Otiicial 


THE  Orange  County  Traction  Com- 
pany, NcwburKh,  X.  Y.,  in  the  fall 
of  1922  replace<l  its  crosstown  railway 
lines  with  motor  buses  ami  organized  a 
subsidiary,  the  Newburjrh  Public  Service 
Corporation,  to  conduct  its  bus  busi- 
ness. At  that  time  it  was  stated  that 
the  railway  was  planning  more  exten- 
sive use  of  the  bus  in  place  of  trolleys. 
In  the  November,  1922,  issue  of  Bus 
Transportation  the  supplanting  of 
the  company's  entire  railway  system  by 
motor  buses  was  forecasted.  Recent 
developments  in  Newburgh  bear  out  the 
accuracy  of  this  prediction. 

The  Newburgh  Public  Service  Cor- 
poration has  been  granted  a  franchise 
by  the  Council  to  operate  buses  in  place 
of  electric  cars  over  its  6-mile  route 
from  Newburgh  to  Orange  Lake,  which 
passes  through  one  of  Newburgh's  sub- 
urban residential  districts.  A  similar 
application  has  been  made  to  the  State 
Public  Service  Commission. 

But  of  far  greater  significance  is  the 
fact  that  the  Orange  County  Traction 
Company  is  also  preparing  to  turn  its 
main  city  line  over  to  the  Public  Serv- 
ice Corporation  on  May  1,  1923,  which 
means  that  the  city  is  now  seeing  the 
last  of  its  trolley  system.  Since  the 
first  of  the  present  year  the  company 
has  been  grradually  getting  rid  of  its 
trolley  cars. 

One  of  the  things  that  has  brought 
about  this  decision  on  the  part  of  the 
company  is  the  fact  that  the  crosstown 
bus  lines  carried  a  total  of  106,000 
passengers  during  December  of  1922,  as 
against  47,000  carried  by  the  trolley 
cars  on  the  same  lines  in  December  of 
1921.  In  addition  to  the  increased 
traffic,  there  has  been  a  reduction  of 
about  37  per  cent  in  the  cost  of  opera- 
tion. 

In  December,  1921  the  crosstown  rail- 
way lines  were  tied  up  for  four  days 
due  to  snow  storms.  During  December 
of  1922,  during  which  three  times  as 
much  snow  had  fallen  as  in  the  previous 
year,  not  one  bus  was  tied  up  more  than 
five  minutes.  It  was  not  necessary  to 
put  on  crews  of  men  to  clear  the  streets 
so  that  they  could  get  through.  A  snow 
plow,  purchased  for  the  purpose,  pre- 
ceded the  first  bus  in  both  directions. 
Unquestionably  the  large  volume  of 
snow  that  had  fallen  this  winter  has 
had  a  lot  to  do  with  showing  up  the  ad- 
vantage of  the  bus  as  a  public  carrier. 
While  Broadway  has  been  lined  with 
crowded,  stalled  trolley  cars,  the  cross- 


town  buses  have  continued  to  operate 
without  trouble. 

Thf  .Newburgh  Public  Service  Cor- 
poration operates  eight  F'ifth  Avenue 
Coach  type  "J"  buses  on  its  lateral 
lines.  Conclusive  evidence  that  the  bus 
is  to  supersede  the  trolley  in  Newburgh 
is  the  fact  that  the  company  has  placed 
an  order  for  seven  "J"  type  buses  with 
the  Fifth  Avenue  Coach  Company, 
delivery  to  be  made  before  May  1. 
(Through  error  ihese  were  reported  as 


year.     When  a  city  with  •  population 

..f  35.000  in  vi*itfd  by  thi^  of 

people   in  one  year,  the  in,  of 

the  buK  aH  a  conimerci  .     '  be 

better  undenitoo<l.     Su;  of 

the  HHialler  linen  brinK>   ;■  tr 

of  the   riders   each  of  the   ■  •.<.•» 

does.  This  would  make  a  total  •■!  ;!,i<JO,- 
000  people  •■nterini:  .N'ewburgh  each 
year. 

"Visitom    marvel    at   the   number   of 
stores  and  t)  ■  ii  New- 

burgh.   The\  .  can  all 

be  made  to  pay.  Tiii;>  ilun'l  ivalize  that 
thoy  and  the  bu.s  they  came  in  on  are 
two  of  the  rea-sonn.  Now  that  the 
Orange  County  Traction  Company  is 
going  over  to  the  bus  system  entirely. 


One  of  the  Fifth  Avenue  ninyle-decl;  busm  ni  S'ewburgh  ncrric: 


double-deck  buses  on  page  60  of  the 
January,  1923,  issue.) 

That  Newburgh  is  a  bus  city.  City 
Manager  W.  Johnston  McKay  proves  in 
the  following  remarks  made  to  a  Bus 
Transportation  representative:  "Ac- 
cording to  figures  compiled  and  sub- 
mitted to  the  New  York  Public  Serv- 
ice Commission  by  a  bus  line  operating 
between  Newburgh  and  Marlborough, 
when  seeking  permission  to  extend  its 
franchise,  a  total  of  165,000  passengers 
were  brought  into  Newburgh  from  the 
northern  direction.  When  one  stops  to 
realize  that  this  is  almost  five  times  the 
population  of  Newburgh,  the  impor- 
tance of  the  bus  as  a  commercial  feeder 
to  a  city  and  its  merchants  can  be  bet- 
ter understood. 

"The  Newburgh-.Marlborough  line  is 
the  only  line  we  have  actual  figures  on, 
but  it  must  not  be  forgotten  that  there 
are  nine  other  lines  carrying  just  as 
many  riders  into  the  city  and  forty  lines 
which  are  carrying  a  smaller  total. 
Thus  it  will  be  seen  that  the  ten  big 
lines  bring  a  total  of  approximately 
1,650,000   persons   into  Newburgh  each 


I  think  Newburgh  is  entitled  to  the 
credit  of  being  the  banner  bus  city  in 
New  York  State,  if  not  of  many 
states." 

Fred  Berry,  superintendent  of  the 
Orange  County  Traction  Company  and 
the  Newburgh  Public  Service  Corpora- 
tion, says  of  the  shift  from  trolley  cars 
to  buses: 

"The  change  had  to  come.  There  is 
no  comparison  between  bu.ies  and 
trolley  cars.  With  the  trolley  sy-stem, 
when  there  happened  to  be  a  fire  in 
any  of  the  streets  through  which  our 
tracks  ran,  it  was  a  case  of  shutting 
down  the  system  in  that  street,  whereas 
now,  if  there  is  a  fire  in  any  of  the 
streets  our  buses  tra%-el  and  fire  hose 
litters  the  street,  the  bus  merely  de- 
tours, taking  the  next  street.  Passen- 
gers are  not  compelled  to  sit  chafing 
under  forced  delay,  or  get  out  and  con- 
tinue their  journey.t  afoot.  Of  course 
the  difference  in  cost  and  simplicity  of 
operation  is  the  big  thing  from  the 
standpoint  of  the  stockholder.*,  and  tha'. 
is  all  on  the  side  of  bus  transportation. 
There  arc  thousands  of  people  in  New- 


104 


BUS 
TRANSPORTATION 


Vol.2,  No.2 


burgh  riding  in  our  buses  who  seldom 
or  ever  rode  in  our  trolleys.  This,  we 
think  is  due  to  the  fact  that  the  buses 
are  running  more  frequently  than  did 
the  cars;  there  is  little  or  no  waiting 
now.  When  the  snow  isn't  too  deep  the 
buses  run  to  the  street  curbs  taking  on 
and  letting  off  passengers.  The  ad- 
vantages of  the  bus  over  the  trolley  are 
too  numerous  to  enumerate  at  this 
time." 

Springfield  Railway  Receives 
Bus  Permit 

The  Massachusetts  Public  Utilities 
Commission  has  granted  the  Springfield 
Street  Railway  a  permit  to  operate 
motor  buses  within  the  territory  served 
by  that  company.  This  privilege  was 
sought  owing  to  the  demand  for  trans- 
portation service  across  the  new  Hamp- 
den County  Memorial  Bridge  to  con- 
nect with  car  lines  in  West  Springfield, 
until  such  time  as  electric  cars  may  be 
routed  over  the  bridge.  For  that  pur- 
pose the  company  has  provided  itself 
with  two  buses,  a  Selden,  Model  52, 
seating  thirty,  and  a  White,  Model  50, 
seating  twenty-five  passengers. 

At  a  meeting  of  the  transportation 
committee  of  the  City  Council  the  sug- 
gestion was  made  that  the  railway  pro- 
vide a  complete  service  of  electric  cars 
and  buses,  displacing  the  present  jit- 
neys, which  run  largeily  in  competition 
with  the  railway.  President  Wood  of 
the  street  railway  indicated  a  willing- 
ness to  make  such  an  arrangement,  pro- 
vided he  could  be  assured  that  such 
competition  would  be  abolished.  This 
■would  open  the  way  for  a  feeder  serv- 
ice in  co-ordination  with  the  railway 
lines. 

The  independent  i)us  operators,  of 
■whom  there  are  thirty  in  the  Spring- 
field district,  voice  opposition  to  this 
plan,  but  as  yet  have  adopted  no  defi- 
nite measures  for  combating  it.  Their 
municipal  licenses  are  granted  for  one 
year  only,  and  will  expire  May  1. 


Toledo  Extension  Held  Up 

The  plans  for  the  establishment  of 
bus  service  as  an  adjunct  to  the  Com- 
munity Traction  Company's  railway 
lines  in  Toledo,  Ohio,  have  been  blocked 
by  objections  raised  in  the  City  Council 
as  to  the  manner  in  which  the  proposed 
extension  would  be  financed.  As  stated 
in  Bus  Transportation  for  January, 
1923,  the  Council  authorized  the  rail- 
way to  issue  $30,000  of  preferred  stock 
for  the  purchase  of  four  buses  and  the 
construction  of  a  garage.  This  meas- 
ure was  later  repealed.  Several  other 
plans  were  presented  but  at  present  the 
entire  matter  seems  to  be  held  in 
abeyance. 

Street  Railway  Commissioner  W.  E. 
Cann  recently  was  instructed  to  receive 
bids  from  private  operators,  who  sub- 
mitted proposals  ranging  from  $13.50 
to  $26  a  day,  depending  upon  the  value 
of  the  equipment.  Mr.  Cann  estimates 
the  cost  of  similar  service  if  griven  by 
the  street  railway  under  the  original 
plan  to  be  $17.38  a  day. 


City-Wide  Bus  System  Pro- 
posed for  Los  Angeles 

Two  Million  Dollar  Corporation  Be- 
hind Petition — William  G.  McAdoo 
and  Eastern  Financiers  Interested  in 
Project. 

PERMISSION  to  establish  a  motor 
bus  system  in  Los  Angeles,  Calif., 
similar  to  those  operated  in  New  York 
City,  Chicago,  Detroit  and  other  large 
cities,  was  sought  in  a  petition  pre- 
sented to  the  City  Council,  Jan.  23,  by 
Marco  H.  Hellman,  president  of  the 
Merchants  National  Bank,  and  signed 
by  William  G.  McAdoo,  former  secre- 
tary of  the  treasury,  who  represents 
Eastern  business  interests. 

The  buses,  of  the  double-deck  type, 
would  operate  in  the  congested  district 
and  run  to  all  parts  of  the  city,  oper- 
ating over  thirteen  routes  and  travers- 
ing 60  miles  of  streets.  Mr.  McAdoo  is 
now  a  resident  of  Los  Angeles  and  is 
counsel  for  the  $2,000,000  California 
corporation  to  be  organized  to  operate 
the  bus  lines.  The  application  is  also 
signed  by  E.  F.  Simms  and  former 
Congressman  Joseph  L.  Rhinock,  both 
of  New  York.  Mr.  Simms  is  vice-presi- 
dent of  the  Sinclair  Gulf  Oil  Company. 
The  director  and  manager  of  the  com- 
pany is  Richard  W.  Meade,  for  many 
years  head  of  the  Fifth  Avenue  Coach 
Company,  New  York,  and  also  inter- 
ested in  the  installation  of  similar  serv- 
ice in  St.  Louis,  Mo.  (See  Bus  Trans- 
portation for  October,  1922,  and  Jan- 
uary, 1923.) 

The  proposed  fare  is  10  cents,  with  a 
universal  transfer  system.  The  pro- 
posed buses  would  cover  practically  all 
territory  reached  by  the  present  rail- 
way lines. 

The  petition  pointed  out  that  the 
buses  would  run  in  competition  with 
the  lines  of  the  Los  Angeles  railway, 
although  the  fare  would  be  higher  than 
that  on  the  railway;  and  that  every 
passenger  would  have  a  seat  in  the 
buses.  Each  bus  would  seat  fifty 
people.  The  system  would  employ  125 
buses  of  the  double-deck  type. 

Drivers,  conductors  and  supervisors 
will  be  neatly  uniformed.  The  petition 
states  that  the  proposed  bus  system 
involves  an  expenditure  of  several  mil- 
lion dollars  and  that  the  promoters 
would  be  willing  to  spend  the  money  if 
the  city  of  Los  Angeles  would  guar- 
antee it  a  fifteen-year  franchise,  allow- 
ing the  city  3  per  cent  of  the  gross 
earnings  in  exchange  for  the  franchise 
and  the  privilege  of  selling  the  bus  sys- 
tem to  the  city  after  five  years,  pro- 
vided the  city  should  decide  to  buy  it. 
The  corporation  also  states  it  does  not 
propose  to  sell  any  stock,  as  it  is  well 
financed  to  carry  out  its  operations  and 
agrees  to  pay  the  city  a  license  fee  for 
each  bus  placed  in  operation. 

The  corporation  agrees  to  deposit 
with  the  city  bonds  to  be  fixed  by  the 
Council  as  evidence  of  good  faith  and 
the  carrying  out  of  its  policies. 

There  would  be  two  lines  to  the  east- 
ern part  of  the  city,  as  it  is  pointed  out 
in   the  petition   that  the  congestion   is 


not  so  dense  on  that  side  of  the  city  as 
it  is  on  the  rapidly  growing  western 
side.  Routes  selected  do  not  cor- 
respond in  every  case  with  the  service 
already  supplied  by  t'ne  present  street 
railway  lines. 

A  motor  bus  ordinance  in  effect  in 
the  city  at  present  prohibits  the  opera- 
tion of  buses  in  the  congested  district. 
While  the  motor  buses  could  run  just 
outside  this  zone,  it  was  stated,  a  few 
of  them  would  have  to  travel  into  the 
congested  area  in  order  to  maintain  a 
maximum  efficiency.  Terminals  would 
be  at  the  Plaza,  with  loops  at  intervals 
where  buses  wonld  be  turned  around. 

It  is  brought  out  in  the  petition  that 
when  a  bus  is  stalled  the  other  buses 
simply  run  around  the  stalled  onq,  and 
no  time  is  lost.  It  is  also  pointed  oat 
that  the  buses  could  be  easily  diverted 
in  case  of  tie-ups  caused  by  fires,  ac- 
cidents, etc.  The  application  states 
that  the  double-deck  bus  is  the  only 
way  for  transient  visitors  to  see  the 
city.  With  the  California  climate  pas- 
sengers could  sit  on  the  top  deck  nearly 
the  year  round. 

The  City  Council  has  referred  the 
petition  to  the  Board  of  Public  Utilities 
for  investigation  and  report. 


Deaths  by  Automobile  Increase 
41.2  per  Cent  in  Four  Years 

The  Department  of  Commerce  an- 
nounced recently  that  the  returns  con»- 
piled  by  the  Bureau  of  the  Census  show 
that  during  the  year  1921  10,168  deaths 
resulting  from  accidents  caused  by 
automobiles  and  other  motor  vehicles, 
excluding  motor-cycles,  occurred  within 
the  death  registration  area  of  the 
United  States  (exclusive  of  Hawaii), 
which  area  contains  82  per  cent  of  the 
total  population.  This  number  repre- 
sents a  death  rate  of  11.5  per  100,000 
population,  as  against  10.4  in  1920,  9.4 
in  1919,  9.3  in  1918  and  9  in  1917.  Be- 
tween 1917  and  1921,  therefore,  the 
death  rate  per  100,000  population  from 
motor  vehicle  accidents  and  injuries  in- 
creased about  28  per  cent.  In  the 
t-wenty-seven  states  for  which  data  for 
1917  are  available  the  actual  number  of 
these  deaths  increased  from  6,014  in 
1917  to  8,492  in  1921,  or  41.2  per  cent. 
♦ 

Jersey  Bus  Line  Allowed 
to  Parallel  Railway 

The  New  Jersey  Board  of  Public 
Utility  Commissioners  has  granted 
Samuel  E.  George  the  right  to  operate 
a  bus  line  between  Rahway  and  Car- 
teret, N.  J.,  over  a  route  paralleling 
the  electric  line  of  the  Public  Service 
Corporation,  in  spite  of  the  railway's 
opposition.  Prior  to  this  decision  Mr. 
George  had  been  forced  to  make  a  long 
and  uncomfortable  detour  in  order  to 
avoid  paralleling  the  railway  tracks. 

The  commission's  opinion  holds  that 
"it  appears  that  these  buses  will  afford 
convenient  transportation  ...  as 
well  as  affording  more  frequent  serv- 
ice in  the  city  of  Rahway  than  the 
half-hour  service  now  afforded  by  the 
.     .     .     railway." 


February,  1928 


BUS 

IHANSKJKIATION 


105 


Si.  Louis  System  to  \iv  an 
Extensive  One 

United  Stall's  Bus  Transit  Corporation 
F'lan.s  Kml)race  .Mcnlorn  (Parages  and 
Service  Stations — Kutiirc  ICoutes  Con- 
sidered. 

THE  United  States  Bus  Transit  Cor- 
poration, which  about  April  1  will 
begin  the  operation  of  motor  bus  lines 
in  St.  Louis  Mo.,  and  East  St.  Louis, 
111.,  as  outlined  in  Bus  Transportation 
for  January,  1923,  plans  to  spend  up- 
ward of  $300,000  immediately  for  the 
erection  of  (rarages. 

Present  plans  call  for  three  major 
structures,  with  one  or  two  auxiliary 
garages.  One  large  garage  will  be 
located  in  the  west  end,  somewhere 
along  the  east  and  west  line.  A  second 
will  be  at  the  southern  end  of  the  8-mile 
Grand  Boulevard  route.  The  third  major 
garage  will  be  in  the  downtown  section 
to  serve  the  St.  Louis-East  St.  Louis 
line.  There  will  be  auxiliary  garages  at 
the  north  end  of  the  Grand  Boulevard 
route  and  probably  in  East  St.  Louis. 
According  to  Augustus  Barnes,  finan- 
cial representative  of  the  company, 
the  buildings  will  be  the  last  word 
in  garage  construction.  They  will  be 
one  story  in  height  and  have  a  front- 
age of  200  ft.  by  a  depth  of  150  ft.,  or 
30,000  sq.ft.  of  floor  area.  The  most 
modern  machinery  will  be  installed  so 
that  any  repairs  needed  can  be  made 
immediately.  There  will  be  plenty  of 
repair  pits  under  the  parking  spaces 
for  the  buses,  so  that  mechanics  may 
work  with  the  least  inconvenience  in 
making  repairs. 

The  structures  will  also  contain  club 
rooms  for  the  employees,  which  will  be 
equipped  with  billiard  tables,  bowling 
alleys  and  other  devices  to  keep  the 
chauffeurs  and  conductors  amused  while 
waiting  to  go  on  service. 

Along  every  route  there  will  be  a 
number  of  service  stations,  so  that  if  a 
driver  runs  short  of  gas,  oil  or  has  a 
puncture  or  minor  breakdown  he  can 
have  this  need  met  with  a  minimum  of 
delay.  A  rigid  system  of  inspection  will 
be  installed  so  that  when  a  motor  bus 
leaves  the  garage  it  will  be  in  perfect 
condition  for  service.  Chauffeurs,  con- 
ductors and  mechanics  will  be  held  to  a 
strict  accountability  for  failure  to  live 
up  to  these  rules  properly. 

Mr.  Barnes  told  a  representative  of 
Bus  Transportation  that  the  initial 
installation  in  the  St.  Louis  service  will 
embrace  140  double-deck  buses,  while 
twenty  will  operate  in  the  East  St. 
Louis  district. 

A  feature  of  the  St.  Louis  servjce 
will  be  the  renting  of  motor  buses  to 
private  parties.  This  service  will  be 
pushed  to  popularize  the  use  of  buses. 

It  is  said  that  eventually  the  St. 
Louis  service  will  include  upward  of 
300  double-deck  buses,  and  several  ad- 
ditional lines  will  be  installed  as  the 
demand  grows.  At  present  the  com- 
pany officials  are  studying  the  possi- 
bility of  extending  the  Grand  Boulevard 
line  northward  along  Twentieth  Street 
to    O'Fallon    Park    and    southeastward 


along  Kansas  Street  and  Vermont  Ave- 
nue to  connect  with  the  Bellefontaine 
Street  car  line  near  Roberts  Street. 
These  extensions  would  tap  rather 
populous  sections  of  the  city  that  are  at 
I)resent  somewhat  distant  from  street 
car  service. 


Throe  Killed  in  .Seattle 
Bus  Accident 

On  Dec.  30,  a  municipal  auto  bus, 
driven  by  Floyd  Perry,  and  operating 
between  the  downtown  district  of  Seat- 
tle, Wash.,  and  Carleton  Park,  collided 
with  a  small  car,  driven  by  Henry  Al- 
brecht,  on  the  West  Wheeler  Street 
bridge,  hurling  the  bus  through  the 
guard  rails  and  killing  three,  including 
the  driver. 

As  a  result  of  the  accident,  claims 
against  the  city  totalling  $42,000  have 
been  filed.  Charges  of  manslaughter 
brought  against  Albrecht  were  dis- 
missed. Evidence  from  the  Coroner's 
office  indicated  that  the  bus  was  travel- 
ing at  a  speed  of  30  ni.p.h.  and  the 
Albrecht  car  20  m.p.h. 

As  a  result  of  an  investigation  by  the 
Public  Utilities  Department  heavier 
bulkheads  have  been  built,  heavy  guard 
rails  installed,  and  a  new  system  of 
lighting  the  bridge  installed  at  the  point 
where  the  accident  occurred. 


{'ros.stown  IJu.s  Service 
for  Ea^t  St.  Luuis 

The  Ea.-it  St.  Louis  (III.)  lUilway  will 
establish  crosslown  motor  bus  service 
on  March  15  along  Twenty-fifth  Street 
from  Lansdowne  to  Minsouri  Avenue, 
according  to  a  recent  announcement 
made  by  W.  H.  Sawyer,  president  of  the 
company. 

This  line  will  serve  as  a  feeder  to  the 
Lan.sdowne,  Jones,  Park.  State  Street, 
Cleveland  Avenue  and  Broadway  car 
lines,  and  will  be  operated  as  part  of 
the  railway's  service.  The  same  rates 
of  fare  as  charged  on  the  street  cars 
will  prevail  and  transfers  will  be  issued 
without  extra  charge. 

Three  twenty-five  passenger  buses 
will  form  the  initial  equipment.  Three 
White  Model  50  chassis  and  one  Kuhl- 
man  body  have  already  been  purchased. 
In  announcing  the  company's  plans  Mr. 
Sawyer  stated  that  while  the  insUlla- 
tion  of  buses  is  in  the  nature  of  an  ex- 
periment, in  his  opinion  they  would  con- 
tinue in  service  for  some  time.  It  was 
found  inexpedient  for  the  railway  to  ex- 
tend its  lines  at  this  time,  and  the  pro- 
posed crosstown  bus  service  is  regarded 
as  a  solution  to  a  problem  that  has  long 
confronted  East  St.  Louis.  The  local 
Chamber  of  Commerce  was  active  In 
furthering  a  movement  for  this  service. 


British  Bus  News  Summarized 

.Much  New  Legislation  Is  Proposed — Establishment  of  New  Bus  l.ineH  Is  Indtr 

Consideration — Safety  First  Competition  Contest  Is  Being  Condurtrd  by 

London  Safety  First  Council — Two  Recent  Publications  Reviewed 


A  PROPOSAL  that  the  drivers  of  all 
motor  vehicles  pass  tests  before 
being  licensed  will  come  up  in  the  com- 
ing session  of  Parliament,  at  which  the 
Town  Council  of  Stoke-on-Trent  is  pro- 
moting a  bill  carrying  such  provisions. 
At  present  anybody  can  get  a  license. 
It  seems  doubtful,  however,  whether  the 
Stoke  corporations  bill  will  be  passed, 
as  the  contention  will  no  doubt  be  put 
forward  that  such  a  change  should  be 
made  by  general  legislation  affecting 
the  whole  country,  and  not  by  a  private 
bill  affecting  only  one  town. 

Elaborate  arrangements  are  being 
made  for  means  of  access  both  by  rail 
and  road  to  the  British  Empire  Exhi- 
bition, which  is  to  be  held  at  Wembley, 
on  the  northwestern  outskirts  of  Lon- 
don, next  year.  In  regard  to  bus  and 
motor  car  traffic  various  new  roads  are 
being  made  and  existing  roads  widened. 
A  sum  of  £135,000  is  being  spent  on 
road  construction,  of  which  the  Minis- 
try of  Transport  is  providing  half  out 
of  the  national  road  fund,  which  de- 
rives its  money  from  road  motor 
vehicle  taxation.  A  "transport  park" 
will  be  provided,  consisting  of  an  open 
space  of  five  acres,  to  accommodate  130 
motor  coaches  and  buses  and  350 
touring  cars. 

The  London  Safety  First  Council 
proposes  during  1923  to  hold  a  freedom 
from  accident  competition,  for  which 
drivers  of  all  classes  of  vehicles  will  be 
eligible.  There  will  be  350  badges  of 
merit  for  drivers  whose  records  qualify 


them  to  receive  these  awards,  and 
prizes  of  10s.  each  will  be  awarded  to 
100  out  of  the  350.  The  record  as  to 
freedom  from  accidents  will  be  kept 
throughout  the  year. 

A  municipal  interurban  bus  service 
between  a  terminus  of  the  Rotherham 
Corporation  Tramways  and  a  terminus 
of  the  Doncaster  Corporation  Tram- 
ways has  been  approved  by  the  Minis- 
ter of  Transport.  The  scheme  was  put 
forward  by  the  Rotherham  Corpora- 
tion. 

A  proposal  by  the  Bradford  Town 
Council  to  run  railless  trolley  cars  out- 
side the  boundaries  of  the  city  has  been 
considered  by  a  conference  of  neigh- 
boring local  authorities.  It  appeared 
that  there  was  a  consensus  of  opinion 
that  there  was  not  sufficient  demand  for 
the  scheme. 

The  Greenock  Town  Council  is  seek- 
ing authority  to  borrow  £30,000  for  the 
establishment  of  motor  bus  services  and 
£10,000  for  the  purchase  of  land  and 
the  erection  of  the  necessary  buildingn. 

The  watch  committee  of  the  Stoke- 
on-Trent  Town  Council  is  enforcing  an 
order  that  bu.ses  must  ha%-e  seating  ac- 
commodation for  all  passengers. 

With  the  opening  of  the  new  year 
came  the  first  issue  of  a  monthly 
journal  called  Roadt  and  Road  C<m^ 
struction,  dealing  with  road  engineer- 
ing and  development.  Technical  and 
practical  articles  occupy  most  of  the 
space  in  the  first  issue. 

A    book   entitled    "The    MetropoliUn 


106 


BUS 

TRV^SPORTAIION 


Vol.2,  No.2 


Traffic  Manual,"  by  Carol  Romer,  M.A., 
has  been  officially  issued  under  the 
auspices  of  the  Metropolitan  Police 
authorities.  The  London  law  as  to 
street  traffic,  licensing  of  vehicles,  etc., 
differs  from  that  in  the  rest  of  the 
country,  and  besides  often  appears  very 
complicated.  While  the  book  embraces 
all  enactments  relating  to  street  traffic 
in  London,  it  is  so  arranged  as  to  be 
readily  usable  as  a  reference  book.  Lo- 
cal by-laws  as  to  motor  traffic  are  ade- 
quately explained,  and  even  the  laws 
relating  to  air  navigation  receive  due 
attention. 

The  profit  of  the  National  Omnibus 
&  Transport  Company  for  the  year 
ended  Oct.  31  last,  before  providing  for 
depreciation,  was  £20,170,  making  with 
the  amount  brought  forward  £39,782. 
Out  of  this,  £18,000  is  transferred  to 
depreciation  of  rolling  stock  account, 
£1,926  to  writing  off  good  will,  and  the 
remainder  is  carried  forward.  The  re- 
sults for  the  year  were  affected  by 
exceptionally  bad  weather  of  last  sum- 
mer. 

The  London  General  Omnibus  Com- 
pany on  Jan.  1  signed  a  check  for 
£245,923  in  payment  for  the  renewal  of 
licenses  for  its  buses  for  the  year  1923. 

The  watch  committee  of  the  Scars- 
borough  Council  has  proposed  new 
rules,  one  of  which  is  that  when  appli- 
cation is  made  for  licenses,  specifica- 
tions and  drawings  of  the  vehicles  pro- 
posed to  be  licensed  are  to  be  submitted. 
A  bus  with  entrance  at  the  front  must 
have  an  exit  at  the  rear.  There  is  to 
be  a  restriction  on  the  licensing  of 
double-deck  buses.  It  is  also  proposed 
that  buses  must  have  pneumatic  tires 
or  others  of  such  a  resilient  nature  that 
vibration  is  reduced  to  a  minimum. 
Buses  must  be  operated  only  over 
routes  approved  by  the  Council. 

The  term  "jitney"  is  not  used  in 
Kngland.  but  protests  are  being  raised 
on  behalf  of  bus  companies  that  carry 
on  regular  services  all  the  year  around 
against  what  are  called  pirate  buses. 
These  pirate  buses  cut  in  at  intervals 
when  the  weather  is  good  or  when  from 
any  other  cause  extra  traffic  may  be 
expected.  There  is  still  another  form 
of  the  business  which  may  prove  ex- 
tremely valuable  to  the  small  operator 
but  which  will  be  anathema  to  the  regu- 
lar bus  company,  .should  competition 
arise.  This  takes  the  shape  of  a  lorry 
which  can  in  a  few  minutes  be  con- 
verted into  a  bus  by  putting  a  passen- 
ger carrying  body  onto  it.  If  the  goods 
haulage  man  finds  business  slack  and  if 
he  sees  a  prospect  of  getting  passengers, 
he  quickly  can  convert  his  vehicle  into 
a  bus.  To  settle  matters  properly,  it 
would  appear  that  some  general  legis- 
lation is  necessary.  No  uniform  regula- 
tion for  the  whole  country  can  be  ex- 
pected from  the  multitudinous  local 
authorities  who  control  the  licensing  of 
motor  vehicles. 

The  London  General  Omnibus  Com- 
pany recently  conducted  experiments 
in  its  shops  to  determine  how  far  an 
omnibus  may  tip  without  overturning. 
In  the  accompanying  cartoon,  London 
Punch  applied  the  idea  to  street  service. 


From  London  Punch 
"No  Cause  for  Alarm" 


Competition  betweeji  rival  bus  owners 
serving  the  Garw  Valley  in  South 
Wales  resulted  in  allegations  that  run- 
ning times  were  being  disregarded. 
The  Ogware  and  Garw  Urban  District 
Council,  after  a  hearing  on  the  case, 
appointed  a  committee  to  confer  with 
those  concerned,  and  to  fix  on  a  definite 
time  schedule.  If  the  time-table  when 
prepared,  is  not  adhered  to,  the  Council 
proposes  to  suspend  the  licenses  for  the 
vehicles,  and  to  call  in  an  outside  com- 
pany to  provide  a  bus  service. 


Fare  War  in  Jersey 

The  action  of  the  Southern  Boulevard 
bus  men  of  Jersey  City  in  announcing 
a  fare  increase  from  5  to  10  cents  effec- 
tive Feb.  1,  precipitated  a  fight  between 
the  Boulevard  Commission  and  the  bus 
men  which  is  still  raging  as  this  issue 
goes  to  press. 

About  sixty  buses  are  operated  over 
this  route  from  Journal  Square,  Jersey 
City,  to  Bayonne.  The  bus  men  are  or- 
ganized under  the  name  of  the  South 
Hudson  Boulevard  Bus  Owners'  Asso- 
ciation and  the  pooling  system  has  been 
in  use  for  some  time.  The  present 
fare  is  5  cents  from  Jersey  City  to  the 
Bayonne  line  and  5  cents  from  the 
Bayonne  border  to  the  terminal  at 
Bergen  Point.  The  bus  men  proposed 
to  charge  a  straight  10-cent  fare  for 
any  part  of  the  distance  between  ter- 
minals and  posted  placards  in  their 
buses  announcing  this  increase. 

This  move  did  not  meet  with  the  ap- 
jiroval  of  the  Boulevard  Commissioners, 
who  on  Jan.  28  served  summons  on  the 
bus  owners  to  show  cause  at  a  special 
meeting  held  on  Jan.  31  why  their  oper- 
ating permits  should  not  be  revoked. 
At  this  meeting  final  notice  -was  served 
upon  the  bus  men  that  unless  they  re- 
ceded from  their  present  position  before 
Feb.  2,  they  would  be  ruled  off  the 
boulevard.  The  bus  owners  then  se- 
cured a  writ  of  certiorari,  taking  the 
case  to  the  Supreme  Court  for  review 
and  tying  the  hands  of  the  commission 
for  the  present,  at  least. 


Plans  for  Newburgh-New  York 
Line  Under  Way 

At  a  recent  meetmg  of  the  New- 
burgh  (N.  Y.)  City  Council,  a  franchise 
was  granted  the  Hudson  Transit  Corpo- 
ration, controlled  by  Didsbury,  Aber 
&  Didsbury,  Walden,  to  extend  its  bus 
service,  now  running  south  as  far  as 
West  Point,  to  the  village  of  Nyack. 
This  is  to  be  the  start  of  a  Newburgh- 
to-New  York  bus  route.  The  route 
will  be  extended  south  to  Weehawken, 
N.  J.,  as  soon  as  the  corporation  can 
increase   its  equipment. 

The  route  and  rate  of  fares  proposed 
are:  From  Newburgh  to  Cornwall,  20 
cents;  Cornwall  to  West  Point,  20 
cents;  West  Point  to  Highland  Falls, 
10  cents;  Highland  Falls  to  Fort  Mont- 
gomery, 15  cents;  Fort  Montgomery 
to  Bear  Mountain  Park,  25  cents;  Bear 
Mountain  Park  to  lona  Island,  15  cents; 
lona  Island  to  Jones'  Point,  15  cents; 
Jones'  Point  to  Tompkins  Cove,  15 
cents;  Tompkins  Cove  to  Stony  Point, 
15  cents;  Stony  Point  to  West  Haver- 
straw,  15  cents;  West  Haverstraw  to 
Haverstraw,  10  cents;  Haverstraw  to 
Rockland  Lake,  25  cents;  Rockland  Lake 
to  Upper  Nyack,  15  cents;  Upper  Nyack 
to  Nyack,  10  cents. 

During  the  spring  season  two  round 
trips  daily  will  be  made.  The  buses 
will  leave  Newburgh  at  7  a.m.  and  2 
p.m.  and  will  leave  Nyack  at  10:45  a.m. 
and  5:15  p.m. 

The  petition  stated  that  the  Hudson 
Transit  Corporation  is  capitalized  at 
$100,000;  owns  and  operates  fourteen 
modern  buses,  and  has  contracted  for 
five  additional  buses  of  latest  design 
and  construction,  for  immediate  de- 
livery. The  company  recently  acquired 
a  site  in  Mill  Street  in  Newburgh  on 
which  a  large  bus  terminal  and  repair 
shop  will  be  erected. 


Sunday  School  Buses  the  Latest 

Motor  buses  and  touring  ears  each 
Sunday  bring  100  persons  to  Sunday 
school  at  the  Madison  Township  Bap- 
tist Church  in  Lake  County,  40  miles 
east  of   Cleveland. 

No  other  rural  church  in  Ohio,  so 
far  as  is  known,  is  covering  its  parish 
systematically  each  Sunday  with  or- 
ganized bus  routes.  It  is  said,  however, 
that  the  scheme  is  being  used  by  some 
Iowa  rural  churches. 

The  buses  are  owned  by  private  in- 
dividuals, and  the  services  of  the  ma- 
chines on  Sunday  are  engaged  by  the 
church  at  the  same  rate  the  school 
board  pays.  The  other  cars  are  do- 
nated by  their  owners,  one  of  whom  is 
the  Rev.  R.  R.  Tinkham,  paster  of  the 
church. 

The  bus  lines  reach  4  miles  from  the 
church  in  all  directions.  They  have  ex- 
tended the  area  of  the  parish  to  cover  an 
area  8  miles  square.  The  bus  service 
was  commenced  last  January.  Since 
then  it  is  stated,  the  regular  at- 
tendance at  the  Sunday  services  has  in- 
creased from  less  than  100  to  nearly 
200. 


February,1923 


BUS 

TR\NSPORTATX)N 


107 


Tabular  Presentation  of  Recent  Bus  Developments 


Company 


Adilr 


Incorponiclofu 

.Scbipp  Autu  Bua  LineC"..  Kiugcttun,  N.  \ 

Motor  Tranait  Co Atxrdei-n.  8.  D 

Layae  Bus  Co Decatur.  Ill 

S«uide  Traiuportation  Co Atlantic  City.  N.J 

Columbia-FrankJin  Bus  Co Naahville,  lenn 

Kast  Fayette  St.  BusCA.,  Inc Baltimnrr.  .Md 

Int«rr-C»ty  Bu-i  Tranifportation  Co.  North  UtTKen,  N  J 

Red  Line  Bus  Co Grecnwoou,  .Miao 

Shawneetown-MarioD  BuaCo Harrisbuic,  lU 


Houte 

KinfBtud 
Aberdeen 
Decatur  to  Pan*.  III. 


E.  Fayett*  St.,  Balilmorr 


Charlea  Potter 

Edmr  C.  Miller 

Whitehall  Auto  Bua  Co 

John  Fabia 

W.  N.  Birney 

Geneseo  A  Uock  laland  Motor  Bus 

Co 

Ventura  Tranaportation  Co. 

CD.  Gulick 

Chpsler  Auto  Bus  Co 

Packard  Stage  Lines , 

Louis  Hansen 

D.  L.  Gladfelter 


E.  T.  Bransfipld    

C.  E.  Grooms  and  H.  Brooks. 

A.  V.  Casner 

Chester  Yoder 

City  Transportation  Co 

Hudson  Transit  Corp 

Dctrnii  .Motor  Bua  Co 

W.  G.  MoAdoo,  as  counsel 


AppUcadons  FUed 


Ernest  E.  Knisa 

Chicago  4t  Jolict  Transp.  Co.. 

E.  J.  Thompson 

G.  E.  Jacoba^ 

J.  C.  Atkinson 

Reo  Motor  Bus  Line 

Midland  Bus  Co 

Barncv  Huffhea 

F.4C.  RUey 

D.  W.  Renfro 


R.  R.  Young 

Henry  Crocker  ... 
James  H;  Ransome. 
Claude  L.  Scott.... 


Miniintown     to     l.ewistowil, 

* '  Port     Royal    to    Uurnham, 

Whiiehall.  N.  Y. 

TarT>lo«m  to  Mount  Kisco,  N.  Y 

West  .Springfield.  Mass 

• ., Geneseo  to  Sheflield,  111. 

Ventura,  Cal Ventura  to  Fwter  Park.Cal. 

•  -. IxM    Angeles     to    Sunland, 

Chester,  P» Cheater 

Los   Angeles   to   Lancaster, 

•■ .■••• Ukiah     to     Potter     Valley, 

East  Berlm.  Pa. I  East     Birlin     to     Hanover, 

\  Hanover  to  York.  Pa. 

S95  .Monroe  Are.,  Elisabeth,  N.  J.  Rlisabetli 

Chaumont,  N.  Y Canton    to    Gouverneur,    N.    Y 

Lindenau,  N.  J New  Brunswick  to  Lindenau,  N  J 

Belleville      to      Lewiatown.      Pa 

Tacoma.  Wash Tacoma  lo  Regents  Park  Wash. 

Walden,  N.  Y Newburgli     to     Nvaek.     N.     V 

Detroit,  Mich Extension  I^fayette  Blvd. 

Los  Angeles,  Calif Los  Angela , 

Permits  Granted 

joiiet.iii.'.  v. '.!!!'.!!!!!'!'.!!' 


I'a 
Pa. 


Cal. 

Cal 
Cal 
Pa. 


Camden,  N.  J. . 


Collingcr  &  Miller 

Compton  Transportation  Co.. 

George  W.  Bush  &  .Sons  Co. . . . 


Corinth.  N.  Y 

.Applications  Denied 


Fort  .Seward  to  Zenia.  Cal. 
Lockport  to  State«\Tlle,  111. 
Kemmn  to  Fresno.  Cal. 
Mountain  Lakes  to  I)en\-ille,  N.  J. 
Camden  to  Audubon.  N.  J. 
Dan\-ille,   III  ,   to  Crawfordavill.-. 

Ind. 
Divemon  to  Tsylorville,  111. 
Paterson  to  Midvsle,  N.  J. 
Psteraon  to  Midvale,  N.  J. 
Folsom  to  Sao  Juan  High  School, 

Cal. 
Stockton  lo  Carlin.  Cal. 
Manitowoc  to  Appleton,  Wis, 
Big   Pine   to    Deep   Springs,    Ciil. 
Amsterdam  to  Ballston  Spa,  N.  Y. 


Jennings  A  Moore 

Leonard  Dickinson 

Northern  Valley  Bus  Line 

J.  H.  .\wwiller 

Weisberg  &  Gordon 

Vermilion  County  Motor  Bus  Co.. 

Bryant  Bouslog 

R.  C.  A.  Dickey 

Ritter  Motor  Bus  Co 

Russell  Transportation  Co 

W.  A.  McConncI 


LInca    Started 

Clarksdale,  Miss 

Owego,  N.  Y 


Ashland,  Ohio. 


Newcastle,  Ind. . 


Bloomington,  111.. 
nion.N.  Y 


James  Hanlon,  Jr 

G.  J.  Merritt 

W.  Farrars 

Bergman  &  Shosie 

Arthur  Scagel 

Four  States  Motor  Bus  laterurban 

Line 

Red  Star  Line 

\.  L.  Cornman 

John  Lobeck 

Reo  Motor  Bus  Co 


.Service  Motor  Co 

W.  H.  Mens 

Chicago,    North   Shore   and    Mil- 
waukee Ry 


Los  Angeles  to  Big  Bear  Ijike,  Cal. 

Huntingdon  Park  to  Pasadena, 
Cal. 

Wilmington.  Del.,  to  Chester- 
town,  Md. 

Clarksdale    to    Glcndora.     Miar. 

Owego    to    Binghamton,     N.     Y. 

Nyack.  N.  Y.  to  Englewood,  N.  J. 

Ashland  to  Mansfield.  O. 

Freehold    to    llightstown,    N.    J. 

Danville  to  Sidell,  m. 

Newcastle   to   Connersvillc.    Ind. 

Oakwood  to  Lima.  Ohio 

Bloomington     to     Pontiac,     111. 

Ilion 

Springfield  to  South  Charleston, 

Ohio 
Paaaaio 

Bobcales  to  Austin,  Tex. 
Meridian,  Miss. 
Duluth  to  Eveleih,  Minn. 
Ayer  to  Groton,  Mass. 

Texarkflna  to  New  Boston.  Tex. 

Texarkana     to     Shreveport,     La. 

Davenport  to  De  Witt,  Iowa 

3403  Tliirty-Siith  St.,  Elmfaurst, 

N.  Y Flushing  to  N.  Y.  City 

DeKalb.      to     Geneva     and      St 

Charles.  111. 

DeKalb,  DI DeKalb  to  Dixon,  DL 

Kenton  to  Lima,  Ohio 


Passaic,  N.  J 

San  Marcos,  Tex. 

Soooba,  Miss 

427  W.  Superior  St.,  Duluth,  Minn. 


Smith  Bus  Line  Co 

Mark  Mitschum 

Reliable  Motor  Bus  Line 

John  Veal 

Rapid  Transit  Bus  Co 

William  Allen 

Packard  De  Luxe  Motor  Bus  Co 

George  Karraidos  

Cincinnati,    Toledo    ft    Columbus 
Transportation  Co 


Bradfield  ft  James 

Glendale  Motor  Bus  Co 

Leon  Rymsha 

Stanley  Cornell 

White  Freight  Co 

W.  L.  Richards 

William  Cox 

Newberry  County  Bus  Line.. 
East  St.  Louis  Railway  Co. . . 


Kenosha.  Wis.,  to  Waukegan,  III. 

Lines    Proposed 

Bata^-ia,  III Aurora  to  Elgin  and  Aitrora  to 

Bif  Rock 

Detroit,  Mich Lansmg,  Mich. 

Clinton,  Iowa Sheffield  (o  Kewnee,  III. 

Rome  to  Calhoun.  Ga. 

JeiaeyCity,  N.  J Eliiabeth    to    Plainfield.     N.    J. 

West  New  York,  N.  J Wechawken  and  Union  Hill,  N.  J. 

Chicago  to  St.  Louis 

Des  Moines,  Iowa Des    Moines    to    Nevada,    Iowa 

Dayton,  Ohio f  Dayton  to  Columbus 

1  Dayton  to  Hamilton 

Greeley,  Col Greeley 

Glendale    to    Los    Angeles,    Cal. 

Perth  Amboy,  N.  J South  River  to  Jamesburg.  N.  J. 

Canton.  N.  Y Waddington    to    Canton,    N.    Y. 

Peoria,  III Peoria  to  Galeaburg.  111. 

Stoekbridge     to     Mason,     Mich. 

Union  Hill,  N.  J Wechawken  snd  Union  HOI,  N.  J 

Newberry    to    Whilmire,    S.    C. 

E.  St.  Louis,  m E.  St.  Louis 


N«'H    l)('\<'l«>|iiii«-i)t-  ill 
(lity  of  Sa«;inaw 

Council  .Vpprusrn  .SaKiiiaH  .Mulor  Om- 
nibuM  Cumpany  Franrhi»r — ('itifrn--' 
C'ommilU-f  NNiirkinK  Kor  KmubmiA- 
xion  uf  Juint  IIua  and  Trullr)  (Jrdi- 
nuncF. 

THE  City  Council  of  Saginaw.  .Mi.l. 
has  approved  the  grant  of  a 
year  bun   franchige  to  a   newly-fur 
concern,   the   .Sajfinaw    Motor   Orn: 

Company,  and  has  ordered  the  auii 

aion  of  thio  franchiHc  to  the  voters  on 
March  7.  The  followini;  men  are  inter- 
ested in  the  new  corporation,  which  has 
a  capitalization  of  $500,0iiii  f  ix 
Wade,  Atlantic  City,  N.  J.;  .^ 
Kcrt,  Walter  Kutzlcb  and  (i.  ... 
Bidwell,    New    York    City.      It    i^ 

that  the  »yKtem  will  be  under  the  ;; 

ugement  of  Mr.  Wade  and  that  Im- 
perial buses  will  be  used  if  the  fran- 
chise meets  with  the  approval  of  the 
Saginaw  electorate. 

This  i.s  one  phase  of  the  situation, 
which  has  been  more  or  less  compli- 
cated since  the  street  railway  sus- 
pended operations  in  the  summer  of 
1921.  Previous  issues  of  Bus  Trans- 
PORTATIO.N  have  contained  accounts  of 
the  developments  leading  up  to  the 
present  situation.  The  litigation  sur- 
rounding the  street  car-bus  franchise, 
which  was  submitted  to  the  voters  on 
Nov.  7,  is  still  before  the  courts.  Re- 
cently a  movement  has  been  on  f""'  '■ 
resubmit  this  ordinance  with  moii  ■: 
tions  and  the  citizens'  committee  v.  .m,.;. 
has  sponsored  this  plan  will  continui- 
its  activities  along  this  line  in  spite 
of  the  Council's  action. 


Rochester  Buse.s  Maintain  Their 
Schedule  During  Bad  .Storm 

During  thi-  night  uf  Dei-.  J7  and  the 
morning  of  Dec.  28,  Rochester,   .\.   Y 
was  visited  by  one  of  the  worst  storm - 
that  city  experienced  in  years.    .Sleet  fol- 
lowed  by  a   foot   of  snow   was   accum- 
panied  by  a  25-mile  wind  that  at  ' 
reached  the  velocity  of  a  70-mile  k'  '  ■ 
Irregular  ser\'ice  was  maintained  by  the 
railways  during  the  morning  of  Dec.  28, 
but  at  3  o'clock  in  the  afternoon,  the 
street  cars  were  virtually  at   a   stand- 
still.    At  9:30  p.m.,  with  all  the  avail 
able  men  and  apparatus  at  work,   five 
lines  were  opened  up. 

The  following  item  regarding  the  per- 
formance of  the  East  Avenue  buses  dur- 
ing the  storm  is  taken  from  the 
Rochester  Democrat  and  Chronicle  of 
Dec.  29. 

"Regular  service  was  maintained  by 
the  Ea.st  Avenue  buses  despite  the 
storm.  The  buses  were  crowded  u> 
capacity  during  the  rush  hours,  but  were 
able  to  keep  on  regular  schedule.  Many 
people  residing  in  the  city  used  the 
buses,  but  the  regular  patrons  were  not 
inconvenienced,  the  officials  of  the  bus 
line  claimed.  There  were  drifts  of 
snow  along  the  rout*  to  Pittsford,  but 
the  powerful  vehicles  experienced  no 
difficulty  in  going  through  them.  At  no 
time  were  the  buses  off  schedule." 


108 


BUS 

TR\NSPORTAnON 


Vol.2,  No.2 


San  Diego  Railway  Expanding 
Its  Bus  System 

The  motor  bus  equipment  of  the  San 
Diego  Electric  Railway  has  been  in- 
creased to  five  buses  by  the  recent  ac- 
quisition of  a  new  Pacific  twenty-nine- 
passenger  eight-wheeler,  of  the  same 
type  as  already  owned  by  the  railway. 
The  recently  established  National  City- 
Chula  Vista  bus  feeder  line  is  said  to 
be  proving  so  successful  that  General 
Manager  Claus  Spreckels  is  already 
planning  an  additional  bus  feeder  route 
to  the  railway. 


Municipal  Bus  Line  for 
Frisco  Waterfront 

A  motor  bus  line  along  the  San  Fran- 
cisco waterfront,  to  be  operated  as  a 
part  of  the  Municipal  Railway,  a 
scheme  which  has  been  under  considera- 
tion for  some  time,  now  seems  to  be 
assured.  At  a  public  discussion  held  on 
Jan.  3  the  San  Francisco  Board  of  Su- 
pervisors announced  that  steps  would 
be  taken  at  once  toward  the  establish- 
ment of  this  service.  The  proposed 
route,  which  is  3J  miles  long,  will  fol- 
low the  Embarcadero  past  the  Ferry 
Building  to  a  northerly  terminal  at  the 
foot  of  Hyde  Street,  which  is  also  the 
terminal  of  the  Goilden  Gate  ferry.  The 
construction  of  electric  railway  tracks 
over  this  route  was  decided  to  be  im- 
practicable because  of  the  fifty  railroad 
track  crossings. 

The  present  plan  calls  for  a  ten-min- 
ute service  during  most  of  the  day  and 
a  twenty-minute  schedule  up  to  mid- 
night for  a  B-cent  fare.  Six  buses  will 
probably  be  required.  The  exact  type 
of  bus  has  not  yet  been  determined, 
although  one-man  twenty-five-passen- 
ger coaches  are  said  to  be  favored. 
There  have  been  no  new  developments 
in  connection  with  the  proposed  double- 
deck  line  for  this  route,  to  which  refer- 
ence was  made  in  Bus  Transportation 
for  July,  1922,  page  403. 

Need  for  transportation  facilities 
along  the  waterfront  has  been  recog- 
nized for  years.  At  present  there  is 
almost  a  total  lack  of  any  sort  of  tran- 
sit agency,  so  the  bus  line  will  un- 
doubtedly be  popular. 


connect  with  the  existing  electric 
lines,  and  insure  satisfactory  transfer 
service.  The  whole  matter  is  now  in 
abeyance  pending  future  hearings  to  be 
held  by  the  board. 

Commenting  upon  the  general  situa- 
tion in  its  relation  to  bus  service,  the 
report  of  Mr.  Osborne  said: 

All  inadequate  transportation  service  in 
certain  sections  o£  our  city  can  be  largely 
attributed  to  the  phenomenal  growth  o£  the 
city.  Competitive  operation  strictly  in  the 
same  territory  is  disastrous,  whether  con- 
sidered from  the  standpoint  of  financial  re- 
turns to  the  operating  companies  or  from 
the  standpoint  of  service  rendered  the 
public.  Rail  carriers  serving  a  district 
should  be  required  to  render  such  transpor- 
tation as  to  meet  the  full  demands  of  the 
public  necessity  and  convenience  before 
other  service  be  inaugurated. 

The  application  of  the  Hollywood 
Motor  Bus  Company  may  be  affected 
by  the  recent  appointment  to  the  Util- 
ities Board  of  E.  F.  Bogardus  of  that 
concern  in  that  he  will  be  prevented 
from  passing  upon  an  application  in 
which  he  is  interested. 


Many  Applications  to  Serve 
Hollywood  District 

The  Board  of  Public  Utilities,  Los 
Angeles,  Calif.,  has  under  consideration 
several  applications  and  plans  for  the 
installation  of  bus  service  between 
Hollywood  and  the  downtown  district 
of  Los  Angeles.  Chief  Engineer  Os- 
borne of  the  board,  after  a  study  of  the 
traffic  situation  and  of  the  several  pro- 
posals, recently  rendered  a  report  in 
which  he  recommended  that  the  appli- 
cations of  S.  C.  Hamilton,  W.  F.  Young 
and  the  Hollywood  Motor  Bus  Com- 
pany to  provide  this  service  over 
various  routes  be  denied.  Instead  of 
granting  permits  to  independent  lines, 
the  report  urged  the  establishment  of 
feeder  lines  by  the  Pacific  Electric  and 
Los    Angeles    Railways,    which    would 


Railway's  Franchise  Provides 
for  Bus  Service 

One  of  the  clauses  of  a  recent  agree- 
ment made  between  the  city  of  Van- 
couver, B.  C,  and  the  British  Colum- 
bia Railway  provides  that  wherever 
the  electric  service  proves  inadequate, 
the  railway  must  put  motor  buses  into 
service.  Two  bus  lines  are  under  con- 
sideration at  the  present  time,  but  no 
definite  action  will  be  taken  along  this 
line  until  the  city  has  made  a  careful 
survey  of   traffic   conditions. 

According  to  the  agreement  the 
present  6-cent  fare  is  to  remain  in 
force  for  three  years. 


North  Shore  Installs  Another 
Feeder  Line 

The  Chicago,  North  Shore  &  Milwau- 
kee Railroad  recently  opened  a  feeder 
bus  line  over  a  16-mile  route  from  Wau- 
kegan.  111.,  to  Kenosha,  Wis.  On  Aug. 
12,  the  railway  first  instituted  bus  serv- 
ice as  a  supplement  to  its  rail  system, 
when  the  Lake  Geneva-Kenosha  line 
was  put  into  operation  (see  Bus 
Transportation  for  September,  page 
512).  Several  other  feeder  routes  are 
under  consideration  by  the  company. 

The  one-way  fare  over  the  Waukegan- 
Kenosha  line  is  45  cents  and  the  run- 
ning time  one  way  is  fifty-six  minutes. 
Three  twenty-seven  passenger  buses  are 
operated  on  an  hourly  schedule. 


Popular  Demand  for  This 
Bus  Line 

Ballston,  N.  Y.,  a  village  of  4,000, 
and  Amsterdam,  a  city  of  40,000,  are 
connected  by  a  20-mile  stretch  of 
improved  highway.  At  present  the 
only  means  of  public  transportation 
between  the  two  points  is  by  a  cir- 
cuitous 32-mile  trolley  route  by  way  of 
Schenectady.  This  condition  will  soon 
be  remedied,  however. 

At  a  recent  hearing  before  the  Public 
Service  Commission,  C.  L.  Scott  of 
Corinth,  N.  Y.,  was  granted  a  certifi- 
cate of  convenience  and  necessity  for 
the  operation  of  bus  service  between 
the  two  places.  The  petition  aroused 
more  than  a  little  interest  in  view  of 
the  strenuous  opposition  to  the  pro- 
posed line  on  the  part  of  two  railways. 
On  the  other  hand,  supporting  the  peti- 
tion at  the  hearing,  were  delegations 
from  Amsterdam's  City  Council,  Ro- 
tary Club  and  Chamber  of  Commerce 
as  well  as  many  of  the  leading  busi- 
ness men  of  the  city.  The  bus  service 
means  to  those  who  travel  between 
Amsterdam  and  Ballston  a  saving  of 
12  miles  journey,  one  and  one-half 
hours  in  time  and  a  small  amount  of 
fare. 


P.  R.  T.  to  Buy  Trolley  Buses.— The 

Philadelphia  Rapid  Transit  Company 
has  decided  to  purchase  fifteen  trolley 
buses  for  use  on  its  Oregon  Avenue 
route  in  Philadelphia. 

Minnesota  Buses  Christened.  — ■  Bus 
owners  in  the  Minneapolis  section  have 
recently  adopted  the  plan  of  giving 
their  buses  distinctive  names,  such  as 
"Miss  Minneapolis,"  "Miss  Virginia," 
etc.  It  is  reported  that  this  innovation 
is  proving  to  be  popular  with  travelers. 
Bus  Service  Follows  Abandonment  of 
Railway. — Simultaneous  with  the  be- 
ginning of  the  work  of  tearing  up  the 
rails  of  the  Springfield  &  Washington 
Electric  Railway  between  Springfield 
and  South  Charleston,  Ohio,  motor  bus 
service  was  installed  between  the  two 
points  by  W.  A.  McConnell,  formerly 
ticket  agent  of  the  railway. 

Three-Year  License  Granted  Glouces- 
ter Company. — In  accordance  with  the 
provisions  of  an  ordinance  recently 
adopted  by  the  Gloucester  (Mass.)  Coun- 
cil, the  Gloucester  Autobus  Company 
has  been  granted  licenses  for  seven 
buses  for  a  three-year  period.  The  only 
condition  imposed  upon  the  company 
was  the  stipulation  that  present  routes 
be  maintained. 

Rockford  Bus  Service  Discontinued. 
— The  Fay  Motor  Bus  Company,  Rock- 
ford,  111.,  which  carried  thousands  of 
soldiers  and  their  relatives  and  friends 
to  and  from  Camp  Grant  during  the 
World  War,  has  been  denied  an  exten- 
sion of  its  certificate  of  convenience 
and  necessity,  following  an  investiga- 
tion by  the  Illinois  Commerce  Commis- 
sion. After  the  war  the  Fay  Motor  Bus 
Company  continued  to  operate  buses  to 
the  factory  districts,  but  its  business 
has  dwindled  until  the  commission  saw 
no  reason  for  its  existence  being  pro- 
longed. 

Modern  Ark  to  the  Rescue.  —  The 
Pellon  Motor  Bus  Company,  Rushville, 
111.,  when  its  operations  were  inter- 
nipted  by  the  floods  along  the  Illinois 
River,  demonstrated  its  enterprise  by 
chartering  a  motor  boat  and  thus  made 
connection  with  the  motor  buses  where 
the  latter  were  halted  by  the  high 
water.  By  this  combination,  travelers 
between  Rushville  and  Beardstown 
were  accommodated  without  delay. 
This  joint  service  was  kept  up  as  long 
as  the  river  was  out  of  its  banks. 


Febiuary,1923 


BUS 

IRAN  SHOHl  Alios 


109 


%  Financial 
W      Section 

Wonder  Tour  of  America 
Company  Incorporated 

The  Womlei-  Tciui-  nf  Anurica  Com- 
pany, Clfvi'laiul,  Ohio,  has  been  incor- 
porated with  a  capital  stock  of  $10,000, 
which  will  be  materially  increased 
later.  The  interests  and  officers  of  this 
company  are  identical  with  those  of  the 
Cleveland-Akron  Bus  Company,  and  the 
tourinK  business  initiated  by  the  latter 
last  year  under  the  name  of  Wonder 
Tours  will  be  taken  over  by  the  new 
organization.  The  scope  of  the  tours 
is  to  be  greatly  extended,  according  to 
officials. 

Laet  summer  the  Cleveland-Akron 
Bus  Company  conducted  tours  at 
frequent  intervals  to  New  York  and  re- 
turn, takinn:  in  Washing:ton,  Gettys- 
burg, Atlantic  City  and  other  points  of 
interest.  Trips  to  Florida  were  made 
in  the  fall  in  the  same  way. 


New  Jersey  Company  Sold 
by  Receiver 

George  B.  .Astley  has  been  appointed 
permanent  receiver  for  the  Boonlon- 
Newark  Bus  Company,  Inc.,  operating 
between  Newark  and  Boonton,  N.  J., 
Mr.  Astley  was  some  time  ago  named 
custodial  receiver  upon  the  application 
of  August  Fraser,  president  of  the  com- 
pany. 

The  sale  of  the  assets  of  the  defunct 
bus  company,  by  George  B.  Astley,  as 
receiver  to  Frank  T.  Forbes,  Paterson, 
N.  J.,  has  been  confirmed  by  Vice- 
Chancellor  Church.  By  the  terms  of 
the  sale  Mr.  Forbes  pays  $1,000  and 
assumes  a  $17,000  mortgage,  covering 
the  four  buses  of  the  company,  anil 
other  liens  and  claims,  making  the 
entire  cost  of  the  line  about  $20,000. 


Bus  Competition  Curtails 
Train  Service 

Because  motor  bus  and  interurban 
competition  has  seriously  cut  its 
passenger  business  in  certain  localities 
the  Pennsylvania  Systems,  Southwest- 
ern Division,  effective  Jan.  14,  elim- 
inated several  trains  operating  between 
St.  Louis,  Indianapolis,  Columbus,  Cin- 
cinnati, Louisville,  South  Bend,  Ind.,  and 
Peoria,  111. 

In  the  public  announcement  of  the 
withdrawal  of  the  trains  by  Benjamin 
McKenn,  vice-president  of  the  South- 
western Lines,  motor  bus  competition, 
aided  by  the  development  of  improved 
highways,  is  said  to  be  one  of  the  chief 
factors  in  forcing  the  curtailment  of  the 
service. 


Three  California  Lines 
Consolidate 

Three  extensive  stage  systems  of 
California  were  recently  consolidated 
into  the  Pickwick  Corporation,  which 
will  serve  as  a  holding  company  through 
which  all  three  companies  will  be  oper- 
ated as  individual  branches.  The  sys- 
tems consolidated  are  the  Pickwick 
Stages,  Northern  Division,  Inc.,  which 
operates  about  fifty  cars  over  through 
routes  connecting  Portland  and  Los 
Angeles  (1,185  miles);  the  Pickwick 
Stages,  Inc.,  which  operates  about  forty 
stages  on  runs  between  Los  Angeles 
and  San  Diego,  between  San  Diego  and 
Imperial  Valley  and  on  branch  lines  in 
the  Imperial  Valley;  and  the  Crown 
Stages  which  operates  about  thirty  cars 
in  Santa  Ana  and  vicinity. 

The  offices  of  the  Pickwick  Corpora- 
tion will  be  in  the  Union  Stage  Ter- 
minal at  Los  Angeles.  The  officers  are 
Charles  Wren,  president;  A.  L.  Hayes, 
vice-president;  and  Warren  E.  Libby, 
secretary  and  treasurer. 


Troy  Company  Changes  Name. — The 

name  of  the  Troy  Auto  Car  Company, 

Troy,  N.  Y.,  was  changed  to  the  Fifth 

Avenue  Bus  Company,  Inc.,  at  a  recent 

meeting  of  stockholders. 

Crown  Stages  Sells  Route  to  Pickwick 
— A.  B.  Watson,  owner  of  Crown  Stages, 
has  requested  the  California  State  Rail- 
road Commission  to  approve  the  sale  of 
the  Los  Angeles — Santa  Ana  division  to 
Pickwick  Stages,  Inc. 

Elizabeth  Reports  Greatly  Increased 
Bus  Traffic.  According  to  a  recent 
report  made  public  by  the  Elizabeth 
(N.  J.)  Board  of  Works,  an  average  of 
sixty-three  buses  operating  on  the 
several  lines  of  the  city  carried  during 
1922  a  total  of  14,946,672  passengers. 
In  1921  the  total  was  10,654,112  fares. 
The  gross  receipts  for  1922  are  re- 
ported as  $747,333.60,  against  a  toUl 
of  $532,705.60  for  the  previous  year. 

Fifth  Avenue  Bus  Dividend  Declared. 

— The  directors  of  the  Fifth  Avenue 
Bus  Securities  Corporation  have  de- 
clared a  dividend  of  16  cents  a  share 
payable  Feb.  15  to  stockholders  of 
record  Feb.  1.  Payment  of  the  dividend 
is  conditioned  on  receipt  by  the  com- 
pany of  a  dividend  of  50  cents  a  share 
recently  declared  on  the  stock  of  the 
New  York  Transportation  Company. 

Bus  Lines  Must  Obtain  Permission 
to  Quit. — The  Tidewater  Bus  Company, 
operating  between  Washington  and 
Leonardtown,  Md.,  and  Washington  and 
Rock  Point,  Md.,  which  notified  the 
Maryland  Public  Service  Commission 
that  it  intended  to  cease  operation  of  its 
lines,  will  have  to  get  authority  to  do 
so  from  the  commission.  Commission 
officials  have  indicated  that  an  order 
would  not  be  passed  authorizing  the 
company  to  discontinue  the  line  until 
an  investigation  has  been  made. 

Motor  Transit  Units  to  Be  Consoli- 
dated.— The  Motor  Transit  Company, 
operating  automobile  passenger,  bag- 
gage and  express  service  in  southern 
California,  has  apphed  to  the  State  Rail- 
road Commission  for  authority  to  join 
together  all  of  its  operating  rights  and 
to  conduct  the  system  as  a  unit.  The 
company  also  requested  the  commission 


to  define  the  nature  and  extent  of  iu 
\csted  or  operating  priority  right.'< 
secured  by  virtue  of  operation  prior  to 
May  1,  1917,  and  to  grant  certificalts 
for  continued  service  if  any  of  itji 
claimed  right*  should  be  held  to  U- 
invalid. 

Suuthwratern  .New  York  Cumpeliliun 
I.eH^ened.  The  Red  Star  line,  whuh 
has  been  ojwrating  a  big  fleet  of  bu!!e> 
in  Chautauqua  County  between  Janu-A 
town,  N.  Y.,  and  ituburban  iKjintx  ha^ 
been  taken  over  by  the  Randolph 
Jamestown  Bus  Company.  The  Public 
Service  Commission  recently  isnued  an 
order  permitting  the  Golden  Star  But 
Line  of  Jamestown  Xu  discontinue  nerv- 
ice  between  Kennedy  and  East  Randolph 
as  the  service  rendered  between  thcite 
points  by  the  Randolph-Jamestown  com- 
pany was  shown  to  be  adequate  and 
there  seemed  to  be  no  necesiity  for  two 
competing  routes. 

Colorado  Company  Faib. — A  volun- 
Ury  bankruptcy  petition  was  filed  in  the 
United  SUtcs  District  Court,  District  of 
Colorado,  on  Dec.  28  by  the  Inter-City 
Automobile  Lines,  Inc.  The  petition  listj* 
liabilities  amounting  to  $41,744  and 
assets  of  $30,000,  the  latter  represented 
by  five  buses.  The  Inter-City  Automo- 
bile Lines,  Inc.,  commenced  operation  on 
June  18,  1922,  between  Denver  and 
Colorado  Springs,  Pueblo  and  Canon 
City.  The  motor  car  equipment  of  the 
defunct  company  consisted  of  five 
Fageol  twenty-passenger  buses  and  five 
White  sixteen-passenger  buses.  A  new 
company,  the  Colorado  Motor  Way,  Inc.. 
has  taken  over  considerable  of  the  Inter- 
City  Company's  equipment  and  is  em- 
ploying many  of  its  former  drivers. 
Buses  are  being  operated  from  Denver 
to  Greeley,  Colorado  Springs  and  Canon 
City,  and  an  additional  line  from  Den- 
ver to  Pueblo  is  under  consideration. 


1923  Hand  Book  of  Automobiles 

Issued    by    .National    Automobile    Chamber 
of  Commerce,  368  Madlaon  Ave.,  N.  Y. 

Two  hundred  and  twenty-nine  model.n 
of  motor  cars  are  illustrated  in  the 
1923  Hand  Book  of  Automobiles,  which 
has  just  been  issued  by  the  National 
Automobile  Chamber  of  Commerce,  366 
.Madison  Avenue,  New  York.  The  total 
number  of  car  models  and  truck  chassis 
listed  is  834. 

The  book  is  a  ready  guide  to  the 
general  appearance,  price  group  and 
specifications  of  the  principal  models 
of  automobiles  and  motor  trucks  being 
produced  this  year  by  the  leading 
manufacturers  in  th<?  United  St>te.» 
who  are  members  of  the  N.A.C.C.  In 
the  commercial  division  251  chassis 
types  are  listed,  with  various  body 
eqnipment. 

This  hand  book  of  the  automobile 
industr>'  in  America  has  become  a 
general  standard  of  reference. 


110 


BUS 

TR\NSPORTATION 


Vol.2,  No.2 


Bus.     1^ 
Regulation  ?P 

Licensing  Ordinances  Held  Invalid 
by  Oregon  Court 

Justice  McCourt,  of  the  Oregon  Su- 
preme Court,  recently  handed  down  a 
written  opinion  in  the  case  of  E.  W. 
Dent  against  Oregon  City,  a  munic- 
ipality, stating  that  motor  bus  or  stage 
lines  operating  as  common  carriers  that 
have  complied  with  all  requirements 
imposed  by  the  Public  Service  Commis- 
sion cannot  be  compelled  by  ordinance 
to  pay  license  to  any  city  through  which 
they  may  pass. 

This  decision  reversed  the  decree  of 
Judge  J.  U.  Campbell  of  the  Clackamas 
County  Circuit  court,  and  also  declared 
illegal  the  ordinance  passed  by  the 
Oregon  City  Council  iregulating  the 
operation  of  buses. 


Proposed  Law  Will  Exempt  All 
Buses  in  School  Service 

An  amendment  to  the  revenue  act 
has  been  proposed  by  United  States 
Senator  Ransdell  of  Louisiana,  which 
would  exempt  from  taxation  all  motor 
vehicles  used  exclusively  in  the  trans- 
portation of  children  to  and  from 
schools. 

As  the  act  reads  at  present  the  Com- 
missioner of  Internal  Revenue  declines 
to  exempt  from  taxation  the  vehicles 
used  in  school  service  unless  they  are 
owned  and  operated  by  the  school  au- 
thorities. In  almost  every  instance 
these  vehicles  are  privately  owned  and 
the  service  is  performed  under  contract 
with  the  school  authorities.  The  ob- 
ject of  this  amendment  is  to  free  all 
such  vehicles  from  taxation. 


The  content'on  of  the  Government  in 
making  provision  for  checking  the  busi- 
ness is  that  these  cars  break  up  the 
main  highways,  and  their  continued 
use,  except  under  careful  and  restric- 
tive legislation,  will  mean  that  the 
money  spent  by  the  province  on  roads 
will  have  gone  for  naught. 

The  city  of  Montreal  recently  amend- 
ed its  charter  so  that  a  $50  yearly  tax 
might  be  levied  on  all  buses  which  enter 

the  city. 

* 

California  Commission  Ends  Bus 

Operations  Disguised  as 

Taxi  Service 

Several  California  operators  who 
sought  to  legalize  their  operations  over 
unauthorized  routes  by  designating 
such  operations  as  taxi  service  have 
been  ordered  by  the  State  Railroad 
Commission  to  discontinue  the  trans- 
portation of  passengers. 

The  operators  claimed  exemption 
from  the  provisions  of  the  automobile 
transportation  act  requiring  all  motor 
carriers  to  obtain  state  certificates,  on 
the  grounds  that  their  operations  con- 
stituted rent  car  or  taxi  service,  which 
is  not  included  in  the  act.  The  com- 
mission ruled  that  the  character  of 
service  is  determined  by  the  facts  of 
operation,  and  inasmuch  as  the  evi- 
dence clearly  showed  that  the  opera- 
tions of  the  defendants  came  within 
the  terms  of  the  act,  the  designation  of 
their  transportation  activities  as  taxi 
service  was  mere  subterfuge. 


Government  Regulation  for 
(Juebec  Buses 

Government  control  of  motor  bus 
traffic  in  the  Province  of  Quebec, 
Canada,  will  be  effective  March  1  in 
accordance  with  legislation  made  dur- 
ing the  last  session  of  the  Legislature. 
The  Lieutenant-Governor  in  Council  is 
given  wide  powers  in  the  matter  of 
regulating  bus  traffic  and  a  great  many 
restrictions  have  already  been  adopted 
and  more  are  said  to  be  in  the  making. 

The  law,  as  amended  last  session, 
provides  that  the  speed  limit  for  a  motor 
bus  must  not  exceed  16  miles  an 
hour,  and,  furthermore,  that  the  gov- 
ernment may  require  each  motor  bus  to 
be  equipped  with  an  automatic  device 
which  will  prevent  it  going  over  the 
speed  limit  of  Ifi  miles.  The  Govern- 
ment may  restrict  the  capacity  and  di- 
mensions of  all  buses,  regulate  their 
construction,  and  also  enact  provisions 
for  the  protection  of  the  public  and 
roads.  All  buses  must  have  pneumatic 
tires.  They  must,  of  course,  have  the 
provincial  licenses. 


New  Regulations  Announced 
in  Washington  State 

Hereafter  motor  stage  operators  in 
the  state  of  Washington  must  post 
the  name  of  the  driver  of  each  car  in 
some  conspicuous  place  in  the  stage, 
where  passengers  can  see  it,  according 
to  a  recent  ruling  of  the  Department  of 
Public  Works.  Operators  are  declared 
to  have  suffered  lapses  of  memory  when 
passengers  complain  of  discourtesy  on 
the  part  of  a  driver,  and  the  department 
has  frequently  been  unable  to  discipline 
drivers  against  whom  charges  have 
been  made.  In  future,  the  department 
will  require  an  identification  of  drivers 
when  complaints  are  made,  and  an 
investigation  will  then  determine  the 
facts  in  the  case. 

At  the  same  time,  the  department 
warned  stage  companies  that  more  care 
must  be  exercised  to  keep  within  the 
speed  limits;  that  courtesy  and  care 
must  be  shown  in  passing  vehicles, 
especially  in  the  face  of  oncoming 
traffic,  and  the  welfare  of  passengers 
must  be  painstakingly  guarded.  The 
department  also  ordered  that  stages 
must  be  heated  on  cold  days,  and  that 
lights  on  the  stage  and  inside  the  com- 
partments for  travelers  must  be  looked 
after. 

Finding  that  some  of  the  companies 
are  careless  about  using  equipment  on 
which  licenses  have  not  been  obtained, 
a  complete  report  on  collections  of  fares 
and  equipment  used  is  required  of  op- 
erators. 


Davenport  Ordinance  Virtually 
Eliminates  Bus  Operation 

Bus  lines  have  been  practically 
wiped  off  the  streets  of  Davenport, 
Iowa,  by  an  ordinance  which  went  into 
effect  Jan.  1,  1923. 

The  bus  lines  have  been  doing  a  fair 
business  since  August,  1920,  when  they 
were  licensed  by  the  City  Council  and 
regulated  by  ordinance.  They  have 
been  operating,  however,  only  on  lines 
without  grades  and  their  routes  par- 
alleled street  railway  lines.  They 
have  been  charging  a  7-cent  fare,  while 
the  street  cars  have  been  collecting  an 
8-cent  fare.  The  buses  have  also  been 
licensed  according  to  capacity  by  a 
considerable  but  not  prohibitive  fee. 

The  new  ordinance  prohibits  buses 
operating  on  streets  where  a  car  line 
is  at  present  in  operation  except  in 
cases  where  bus  lines  have  a  down- 
town terminus  and  are  unable  to  reach 
it  except  by  operating  over  these  pro- 
hibited streets.  The  routes  are  to  be 
established  later  by  the  City  Council 
in  case  there  are  bus  operators  who 
wish  to  comply  with  the  stringent  regu- 
lations. 

The  bus  operators  are  also  required 
to  file  indemnity  bonds,  ranging  from 
$5,000  to  $10,000,  according  to  seating 
capacity  of  vehicles.  In  addition  to  the 
bonds  the  city  license  is  to  be  from  $15 
to  $35  a  year,  depending  on  the  seating 
capacity  of  the  bus. 

No  bus  may  stop,  take  on  or  dis- 
charge passengers  within  any  street 
intersections  on  streets  on  which  car 
lines  are  operated  except  on  the  oppo- 
site corner  to  the  one  on  which  the 
street  cars  regularly  stop.  The  bus 
lines  will  also  be  compelled  to  main- 
tain regular  schedules  according  to  the 
terms  of  the  ordinance. 

At  the  present  time  the  half  dozen 
buses  operating  have  been  running  dur- 
ing the  rush  hours  and  have  been 
parked  during  that  time  of  the  day 
when  traffic  is  very  light.  Most  of  the 
passengers  who  ride  in  buses  have  been 
voluntarily  paying  10  cents  a  ride. 
This  has  made  possible  their  continued 
operation,  aided  by  such  special  events 
as  the  Mississippi  Valley  Fair  and  Ex- 
position, which  runs  for  one. week  each 
year  during  which  time  the  bus 
operators  are  allowed  to  collect  a  25- 
cent  fare.  The  city  of  Des  Moines 
adopted  a  similar  ordinance  over  a  year 
ago,  which  practically  eliminated  bus 
operations  in  that  city. 


California  Certificate  Unnecessary 
for  Interstate  Lines 

The  California  State  Railroad  Com- 
mission, in  dismissing  the  application 
of  the  Interstate  Auto  Tours  Stage 
Company  for  a  certificate  authorizing 
the  establishment  of  bus  service  be- 
tween points  in  California,  Oregon  and 
Washington,  ruled  that  as  the  appli- 
cants did  not  intend  to  carry  any  pas- 
sengers solely  between  points  in  Cali- 
fornia no  certificate  of  public  conveni- 
ence and  necessity  was  required  unde' 
the  law  of  the  state  of  California. 


Febiuary,1923 


BUS 
lKvsst\JKTATK)S 


111 


New  Safety  Regulation  in  Jersey. — 
The  New  Jersey  Public  Utility  Boarii 
has  ruled  that  because  of  the  danKer 
involved,  the  practice  of  fillint;  (jasoliiu- 
tanks  on  buses  while  the  vehicles  con- 
tain passengers  must  be  discontinued. 

Accidents  Cause  liegulation  of  Speed 
and  Schedule  in  Indiana  City. — The 
owners  of  buses  operating  between 
Elkhart  and  South  Bend,  Ind.,  will  be 
asked  shortly  by  city  oflficials  of  Misha- 
waka,  Ind.,  to  lengthen  their  running 
time.  Under  present  schedules  runninp 
time  between  Mishawaka  and  Elkhart 
is  thirty  minutes  and  between  South 
Bend  and  Mishawaka  twenty  minutes. 
A  large  number  of  accidents  in  which 
buses  have  figured  during  the  past  frw 
months  led  the  Mayor  of  Mishawaka 
recently  to  ask  that  the  Board  of 
Works  recommend  much  slower 
schedules  and  see  that  speed  limits  ai'e 
strictly  enforced. 

Operators  Petition  Springfield  Com- 
mission for  Change  in  Insurance  Laws. 

— Intercity  motor  bus  lines  operating  to 
and  through  Springfield,  Ohio,  have 
petitioned  the  City  Commission  to 
amend  the  motor  bus  ordinance  to  per- 
mit the  bus  operators  to  carry  liability 
insurance  in  mutual  insurance  com- 
panies. Under  the  present  terms  of  the 
ordinance,  the  insurance  must  be  car- 
ried with  a  stock  company  operating 
under  state  license.  The  petition 
pointed  out  that  this  is  unjust  dis- 
crimination inasmuch  as  the  mutual 
companies  are  recognized  by  the  state 
insurance  department  and  permitted  to 
carry  risks  in  the  state. 

State  Control  Over  Interstate  Routes 
Upheld. — The  Washington  State  De- 
partment of  Public  Works  was  upheld 
recently  when  Judge  John  M.  Wilson 
in  the  Superior  Court  refused  to  grant 
an  injunction  which  would  prevent  the 
department  from  interfering  with  the 
operation  of  the  Seattle-Portland  stage 
lines  by  A.  D.  Schmidt,  and  dissolved  a 
temporarj-  retraining  order  which  the 
court  had  pre\nously  issued.  Following 
his  arrest  for  operating  a  Seattle-Port- 
land stage  without  a  certificate  of 
public  convenience  from  the  depart- 
ment. Mr.  Schmidt  sought  to  enjoin 
further  interference  with  his  operation, 
on  the  ground  that  the  department  had 
no  jurisdiction  over  an   interstate  line. 

No  Jurisdiction  Over  Irregular  Serv- 
ice, Says  Illinois  Commission. — In  dis- 
missing the  complaint  of  the  Village  of 
Elnnvood  Park,  111.,  against  George 
M.  .Anderson,  in  which  it  was  alleged 
that  Mr.  Anderson  was  operating  a 
motor  bus  in  violation  of  the  public 
utility  law,  the  Illinois  Commerce  Com- 
mission held  that  a  motor  bus  operator 
starting  invariably  from  a  definite  point 
and  sometimes  following  the  same  route 
for  a  considerable  distance  but  going  to 
various  destinations  according  to  the 
wishes  of  the  riders;  making  trips  at 
irregular  times  and  charging  rates  of 
fare  entirely  in  the  discretion  of  the 
driver,  was  held  not  to  be  operating  a 
public  utility  business  over  which  the 
commission  had  jurisdiction. 


Personal  \t  Notes 


lainuu.-i  Son 

1!.  I{.  (tdfll.  Jr..  Twice  (iovvrnor  nl  .\e» 
York,  as  Hrad  of  Railway  Deciden  to 
Place  RuM-s  ()\,r  All  Exislini;  Rail 
Lines. 

M.ANY  historical^ssociations  cling 
around  the  old  town  of  Ncw- 
burgh-on-Hud.son,  yet  perhaps  the 
proudest  day  in  its  history  was  Jan.  1, 
IS'Ol,  for  thousands  of  people  gathered 
at  Albany  that  day  to  witness  the  in- 
auguration as  Governor  of  the  Empire 


/;.  /;.  Odelt.  Jr. 

State  of  a  man  born  and  bred  in  New- 
burgh  and  Orange  County. 

Since  that  inauguration  day  nine 
other  men  have  taken  the  Governor's 
oath  at  Albany,  but  Benjamin  B.  Odell, 
Jr.,  is  still  Newburgh's  first  citizen. 
Although  the  advance  of  the  years  has 
caused  Mr.  Odell  to  retire  voluntarily 
from  active  politics,  the  former  Gov- 
ernor, now  more  than  sixty-nine  years 
of  age,  retains  a  vigorous  interest  in 
the  affairs  of  his  community. 

Mr.  Odell's  business  and  commercial 
interests  are  many  and  varied.  Chief 
among  these  is  the  Orange  County 
Traction  Company,  of  which  he  has 
been  for  years  the  president.  This 
company  controls  the  electric  railway 
at  Newburgh  as  well  as  the  suburban 
line  to  Orange  Lake,  a  very  popular 
summer  resort.  In  the  fall  of  1922  the 
company  decided  to  replace  the  trolleys 
on  its  crosstown  lines  with  buses  and 
formed  the  Newburgh  Public  Service 
Corporation  to  conduct  the  motorized 
portion  of  the  company's  business. 

Benjamin  B.  Odell  has  a  well  de- 
served reputation  for  business  sagacity. 
The  bus  installation  was  an  experi- 
ment, which  he  and  the  other  railwav 


' 'III'- ,.«i..i     >s  <tl^  fivii    »,-,  aii- 

nuuncementu   from    ."  -at* 

the  BuccetiH  of  the  ejipfi  :jn.  i.i.  .iiu;r  a 
long  ntudy  of  the  local  tranii|xirtatioD 
situation    and    careful    c'^  -  be- 

tween buH  and  trolley  tru''  the 

railway    now    planii    to     -uinniu.--    the 
trolleys  on  all  its  linen  with  motor  buseo. 
B    n^..   ..,,'"       manager  and  Fred 
Berry  of  both  the  New- 

burgh  1  uiuir  .-.-r-.  i.c  Corporation  and 
the  Orange  County  Traction  Company. 
It  is  expected  that  after  the  replace- 
ment of  the  rail  line.s  by  motor  equip- 
ment the  Public  Service  Corporation 
will  absorb  the  older  company. 

.Mr.  Keenan  in  New  Field 
V.  E.  Keenan,  for  the  past  two  years 
assistant  research  engineer  of  the  Fifth 
-Avenue  Coach  Company,  New  York 
City,  assumed  charge  of  the  service  de- 
partment of  the  American  Motor  Truck 
Company,  Newark,  Ohio,  on  Feb.  1. 
Mr.  Keenan  came  to  the  Fifth  Avenue 
Company  in  March,  1920,  when  Col. 
George  A.  Green,  then  general  man- 
ager, instituted  the  research  depart- 
ment of  the  compan>  The  development 
of  that  department  to  it.«  pre.sent  high 
standard  of  efficiency  is  largely  due  to 
the  work  of  Mr.  Keenan,  •■vhose  duti.s 
comprised  a  thorough  ana  vsis  of  all 
mechanical  devices  that  wou!d  in  any 
way  tend  to  contribute  to  the  economi- 
cal operation  of  bus  equipment.  While 
Mr.  Keenan  was  at  the  head  of  the  le- 
partment  comprehensive  studies  wen- 
made  on  the  subject  of  involuntar>' 
stops  as  well  as  important  researches 
in  the  way  of  fuel,  oil  and  metallurgical 
analv.ses. 


Financier  and  Former  C'cmirress- 
man  in  Bus  Indu.stry 

No  better  evidence  of  th.-  growing 
prestige  of   bus   tran-  can    be 

advanced  than  the  im  :  jmber  of 

men   of   national   promiiicitce,   who   are 
becoming  as.sociated  with  the  indu«try. 
One  of  the  foremost  of  these  : 
L.  Rhinock,  former  Member  of  < 
from    Kentucky    and    for    years    prum- 
inent   in   public  and  financial  affairs. 

Mr.  Rhinock  is  at  present  a  resident 
of  New  York  City,  where  he  has  ex- 
tensive busine-ss  interests.  His  name 
first  became  connected  with  the  bug 
industry  as  one  of  the  organizers  of 
the  United  Bus  Transit  Corporation, 
which  is  making  extensive  plans  for 
city-wide  service  in  St.  Louis,  Mo. 
More  recently  he  became  as.iociated 
with  E.  F.  Simms  and  William  G. 
Mc.Adoo  in  the  proposal  for  a  large 
bus  system  in   Los   Angeles. 


112 

O.  D.  Street  McGraw-Hill 
Vice-President 

Former  Western  Electric  Official  Takes 
Charge  of  Transportation  and  Elec- 
trical Units  of  Publishing  House. 

OD.  STREET,  well  known  for  the 
.  past  ten  years  as  general  manager 
of  distribution  of  the  Western  Electric 
Company,  has  been  elected  vice-presi- 
dent of  the  McGraw-Hill  Company,  in 
executive  charge  of  Bus  Transporta- 
tion, Electrical  World,  Electrical  Mer- 
chandising, Journal  of  Electricity  and 
Western  Industry,  Indnstrial  Engineer 
and  Electric  Railway  Journal.  Mr. 
Street  brings  to  these  publications  a 
broad  background  of  business  training 
and  a  very  extensive  contact  in  the 
electrical  industry. 

Mr.  Street  entered  the  organization 
of  the  Western  Electric  Company  in 
1901  on  his  graduation  from  Williams 
and  has  a  broad  practical  training.    He 


BUS 

TIVkNSPORTAnON 

ville,  N.  Y.  He  belongs  to  the  Bankers', 
University  and  Williams  Clubs  and  the 
Siwanoy  and  Pittsfleld  Country  Clubs. 


O.  D.   Street 

was  in  charge  of  telephone  sales  on  the 
Pacific  Coast,  assistant  to  the  president, 
Atlanta  branch  manager,  general  tele- 
phone sales  manager  and  latterly  gen- 
eral manager  of  distribution.  During 
the  war  he  rendered  invaluable  service 
in  reorganizing  the  warehousing  divi- 
sion of  the  Quartermaster's  Corps  and 
estal)lishing  an  orderly  system  of  for- 
warding to  Pershing's  army  where 
chaos  had  existed  before.  Under  his 
administration  the  Western  Electric  sys- 
tem was  expanded  by  the  creation  of 
twenty-two  branch  houses  until  Mr. 
Street  was  in  executive  charge  of  fifty 
jobbing  houses  distributing  electrical 
supplies.  This  responsibility  has  en- 
tailed a  personal  contact  with  all  sec- 
tions of  the  country  and  all  branches  of 
the  industry  gained  in  the  sei-vice  of 
central  stations,  telephone  systems,  in- 
dustrial plants  and  contractor-dealers, 
in  co-operation  with  the  manufacturers 
of  practically  all  classes  of  electrical 
products.  He  has  become  a  recognized 
authority  on  the  broad  problem  of  dis- 
tribution, now  one  of  the  most  pressing 
issues  before  the  industries  of  America. 
Mr.  Street  was  born  in  Massachusetts 
in    1877.     He   is   a  resident  of   Bronx- 


Mr.  Thorn  with  Manu- 
facturer 

Transportation  Expert  With  Special 
Experience  in  Car  Design  Goes  Into 
New  Field. 

WRAY  T.  THORN  has  become  con- 
nected with  the  Garford  Motor- 
Truck  Company,  Lima,  Ohio.  He  was 
formerly  assistant  engineer  of  cars  and 
equipment  of  the  Board  of  Supervising 
Engineers,  Chicago  Traction.  It  was 
under  the  direction  of  this  body  that 
the  rehabilitation  of  the  traction  lines 
in  Chicago  was  carried  out.  With  the 
practical  completion  of  that  work  some 
time  ago  Mr.  Thorn  became  restive. 
He  saw  the  opportunity  passing  from 
him  to  do  any  considerable  amount  of 
additional  creative  work  in  Chicago 
along  the  line  for  which  he  had  es- 
pecially qualified  himself  and  decided 
that  the  field  of  the  automobile  of- 
fered the  greatest  possibilities  for  the 
future  for   him. 

Some   people    change    from    one    line 
of  work  to  another  just  for  the  sake  of 
change.     They  assume   that  change  in 
itself   means    progress.     The   engineer, 
however,   trained   to  weigh   and  decide 
knows  better  than  this,  so  that  when  he 
makes  a  decision  to  go  from  one  kind  of 
work  to   another  he   is   pretty   sure  to 
have  studied  the  matter  in  its  remoter 
aspects.       Mr.     Thorn     did     just     this 
thing.     The  auto  as  a  means  of  trans- 
portation has  engaged  his  attention  for 
a  long  time,  and  in   Bus  TRANSPORTA- 
TION   la&t   March   Mr.   Thorn    set   down 
with  facts  and  figures  what  he  thought 
were    the    possibilities    for    a    class    of 
urban    transportation    service    by    auto 
between    the     cheap     electric     railway 
service  and  the  expensive  taxi  service, 
operating    on    the    basis    of   long   non- 
stop   runs,    a    seated    load    and    rates 
double  or  triple  those  of  the  car  fare. 
Few,  if  any,  there  are  in  the  United 
States  better  qualified  than  Mr.  Thorn 
to  make  such  a  study.     Ever  since  his 
graduation  from   Purdue  University  in 
1903    Mr.   Thorn   has   been   engaged  in 
transportation     engineering.       It     has 
been    cars    and    equipment    with    him 
almost  from  the  first.    From  the  draft- 
ing board  he  went  out  into  the  field  as 
rolling   stock  inspector  of  the  Chicago 
street    railways,    ascertaining    and    re- 
porting conditions.     In  all,  Mr.  Thorn 
served    the    Chicago   board    more    than 
ten     years.       As    engineer     in     charge 
of  the   division   of  cars   and  operation 
he    had    to    do    with    the    preparation 
of  plans  and  specifications  for  cars  and 
equipment  costing  $7,000,000.     He  also 
acted  as  general  consultant  in  the  de- 
sign  of   new   passenger   equipment,   his 
most  important  work  along  these  lines 
being  for  the  Kansas  City  Railways. 

It  is  a  broad  experience  that  Mr. 
Thorn  has  had  in  his  own  field,  and  the 
best  part  of  it  is  that  all  the  while  he 
has  been  looking  beyond  the  confines  of 


Vol.2,  No.2 

that  field,  realizing  that  a  new  trans- 
portation agency  has  arisen  that  is  to 
become  a  big  factor  in  the  future.  In 
appointing  Mr.  Thorn  to  its  staff  the 
Garford  Company  not  only  pays  him 
a  personal  compliment,  but  indirectly 
acknowledges  the  place  of  the  trans- 
portation engineer  as  a  factor  in  the 
future  development  of  the  bus. 


"Ask  Dadd,  He  Knows" 

THE  old  advertising  slogan  holds 
good  in  the  case  of  James  J.  Dadd, 
secretary  of  the  Auto  Bus  Association 
of  New  York  State,  for  Mr.  Dadd  knows 
the  bus  situation  in  the  Empire  State 
as  probably  no  one  else  does. 

In  addition  to  being  secretary-treas- 
urer of  the  state  association,  Mr.  Dadd, 
is  president  of  the  Rochester  Bus  Lines 
Adveitising  Corporation  with  offices  at 
120  Vermont  Street,  Rochester.  Mr. 
Dadd  was  one  of  the  first  men  identified 
with    the    industry,   in    New    York    to 


J.  J.  Dadd 

visualize  the  possibilities  of  bus  trans- 
portation. He  was  one  of  the  founders 
of  the  state  association,  which  was  or- 
ganized in  December,  1921.  To  use  Mr. 
Dadd's  own  words,  "I  conceived  the  idea 
that  to  cement  the  bus  owners  of  the 
state  together  would  tend  to  stabilize 
the  business." 

Since  the  inception  of  the  organiza- 
tion, Mr.  Dadd  with  the  president,  Alan 
V.  Parker  of  Niagara  Falls,  has  given 
unsparingly  of  his  time  and  energy  to 
the  advancement  of  the  industry. 

Mr.  Dadd  has  many  live,  virile  ideas 
on  the  subject  of  automotive  transpor- 
tation. At  the  next  meeting  of  the 
state  association,  to  be  held  in  Rochester 
Feb.  15,  he  will  outline  a  new  plan  for 
co-operative  insurance.  Both  in  his  offi- 
cial and  business  capacities.  Mr.  Dadd 
has  done  much  to  further  the  cause  of 
ti'ansporl  by  bus. 


John  N.  Flaherty  has  been  appointed 
bus  sujH'rvisor  in  charge  of  all  buses 
operated  by  the  Northern  Ohio  Light  & 
Traction  Company,  Akron,  Ohio.  This 
is  a  promotion  from  the  ranks  of  the 
drivers,  as  Mr.  Flaherty  for  a  longtime 
drove  a  bus  on  the  West  Exchange  line. 


February,1923 


BUS 

IKWSHOHTMXJN 


113 


Business  Information 


What  Is  tn'IriB 
btiuKht  iinU  IjulU. 
Latitit  !!••»•«  from 
the  factories  and 

th.-  n.M. 


Market  contUtionH 

ufCtrctUl^'  ill-    I'lM 


Price  . 


.-^r 


gleaned  from  the  following  fiptircv  com- 
piled by  the  Department  of  < 

Automobile  Production  by   Halt    Wan 

(Number  "'(  Maciiiiieoi 

Pi>i>iicns*r  Cam  Truck* 

T8».414  •>.f24 

1.0SM>7  li4.«i( 

l,IIT.«Ti  ISl.tfl 


1922  Sets  New  Kecorcl  for 
Gasoline  Consumption 

Production  of  Crude  Oil  Increased — 
(lasoline  Price  l-owered  Three  Cents 
Since   HfKinninc   of    15122. 

WITH  a  record  year  in  motor  pro- 
duction, the  consumption  of  gaso- 
line in  the  United  States  reached  a 
new  high  mark  in  1922.  The  total 
amount  of  gasoline  consumed  in  1922 
is  estimated  at  5,800,000,000  gal.,  in- 
cluding exports  amounting  to  000,000,- 
000  p:il.  Total  production  and  imports 
amounted  to  about  6,000,000,000  gal. 
The  average  tank  wagon  price  of  gaso- 
line in  thirty  representative  cities  on 
Jan.  1,  1922,  was  22.8  cents.  The  aver- 
age price  on  Jan.  1,  1923,  for  the  same 
cities  was   19.4  cents. 

According  to  figures  collected  by  the 
American  Petroleum  Institute,  the  im- 

Daily  Average  Production 

(Figures  In  barrels) 

1923  1922 

Jan.  20  Jan.  21 

Oklahoma    407,850  325.900 

Kansa.s     83.200  83.350 

North    Texas    57,400  60.900 

Central    Texas    127.700  214.250 

North    Louisiana     72.000  94.450 

Arkansas    118.000  36.950 

Gulf    Coast     123. -"0  107.4iiO 

Eastern 114.000  113.500 

Wyoming  and  Montana     103,050  54.500 

California    530.000  325.000 

•Total     1,736,900       1.418,200 

•Daily  average  production. 

ports  of  petroleum  (crude  and  refined 
oils)  at  the  principal  United  States 
ports  for  the  week  ended  Jan.  20 
totaled  1,993,157  barrels,  a  daily  aver- 
age of  284,737  barrels,  compared  with 
1,777,901  barrels,  a  daily  average  of 
253,985  barrels  for  the  week  ended 
Jan.  13. 

Receipts  at  Atlantic  Coast  ports 
were  1,037,839  barrels,  a  daily  average 
of  148,263  barrels,  against  1,346,901 
barrels,  a  daily  average  of  192,414  bar- 
rels, for  the  week  ended  Jan.  13. 

Receipts  at  Gulf  Coast  ports  were 
955,318  barrels,  a  daily  average  of 
136,474  barrels,  against  431,000  bar- 
rels, a  daily  average  of  61.571  barrels, 
for  the  week  ended  Jan.  13. 

In  the  accompanying  table  are  given 
estimates  of  daily  average  gross  pro- 
duction of  crude  oil  for  the  weeks 
ended  Jan.  20,  1923,  and  Jan.  21,  1922. 


than  in  1922.  There  will  be  plenty  of 
opportunities  to  make  money.  I  do 
not  e.xpect  any  great  boom,  however, 
iillhough  attempts  at  artificial  stimu- 
lation may  be  made.  The  most  opti- 
mistic feature  of  the  present  outlook 
is  that  the  process  of  business  read- 
"istment  will  be  carried  on  and  the 
foundation  laid  for  a  period  of  real 
prosperity.  To  the  student  who  under- 
stands our  present  position  in  the  busi- 
ness cycle,  this  is  the  most  optimistic 
forecast  for   1923  which  possibly  could 

be  made!" 

•       — 

Increase*!  Motor  I*r<nlue- 
tion  Forecasted 

Tire  Industry  Experts  Busy  Year — 
Further  .\dvance  in  Tire  Prices  Pre- 
dicted— Tire    Production    Increased. 

TH.\T  the  year  1923  will  witness  a 
considerable  increase  in  the  produc- 
tion of  motor  vehicles  is  the  prediction 
heard  on  all  sides.  Although  there 
was  a  slight  seasonal  decline  in  Decem- 
ber, this  decrease  in  production  was 
not  nearly  as  marked  as  a  year  ago. 
According  to  the  Bureau  of  the  Cen- 
sus, the  December,  1922,  output  of  au- 
tomobiles amounted  to  206,418  pas- 
senger cars  and  20,138  trucks  or  nearly 
triple  the  December,  1921,  production. 
It  is  significant  of  the  improved  con- 
ditions that  many  motor  plants,  which 
ordinarily  closed  down  at  least  for  a 
week  in  December  for  inventor^',  de- 
cided that  because  of  the  many  orders 
they  have  booked  ahead,  any  break  in 
their  production  at  this  time  would  be 
inadvisable. 

A  good   idea  of  the  progressive  ad- 
vance of  automobile  production  may  be 


Babson  Sees  Better  Business 
Conditions  Ahead 

Roger  W.  Babson,  well-known  au- 
thority on  economic  and  financial  mat- 
ters, gives  the  following  as  his  forecast 
for  1923: 

"Business    in    1923   should   be   better 


Gasoline  Prices — Jan.  29, 1923 


City 
Albany.  N.  Y.. 

Atlanta.  Ga 

Boston,  Maaa. . .  . 
ChicflKO,  ni.      .    . 
Cincinnati,  Ohio 
Detrnit,  Mich., 
Fort  Worth. Tei 
Indianap^ilia,  Ind- 
Jackaon'.illc.  Fla 
KanaaaCitv,  Mo. 
Louia\'illc,  Ky.  - 
Memphu.  Tcnn. 
Nlilwaukcc.  Wi.-?. 

Mobile.  Ala 

Newark.  N.J 

New  Haven.  Conn. . . 

New  Orleans.  La 

New  York.  N.  Y.   ... 
Oklahoma  City,  Okla. 

Omaha.  Neb 

Philn'Iclphia.  Pa 

PitliibiirKh.  Pa 

Richmond.  Va 

.St.  Louis.  Mo 

.St   Paul.  Minn 

.Salt  Lake  City.  Utah. 
.San  Franei-sco,  Cal. .  . 

Seattle.  Wa«h 

Spokane,  Waah 

w«ahin4fton,  D.  C 


CeDta 

Per  Gal. 

Tank 

Seniee 

Wauon 

Station 

21 

23 

[t 

21 

11 

24 

18 

20 

11 

21 

19  4 

21  4 

U 

16 

18  8 

20  8 

17 

[t 

17  5 

19  5 

ll 

21 

16  S 

IS  5 

18  6 

20  6 

16 

18 

21  5 

22  5 

22 

24 

17 

19 

22 

24 

16 

|9 

21  25 

25  5 

21 

24 

21 

24 

21 

23 

18  2 

20  i 

21  5 

23  5 

20  S 

22  5 

17 

20 

19 

22 

22  5 

25  5 

21 

23 

'  l,>lf  ..f  1121 


'Ilia   tul.i 

Ject       to       r- 


[leBfl    vehlclea. 


The  fortunes  of  the  motor  industry 
are  reflected  in  the  production  and 
sales  of  tires.  It  would  therefore  fol- 
low that  the  tire  industry  may  look  for- 
ward to  a  year  marked  by  greatly  in- 
creased prtKluction.  Virtually  all  the 
rubber  companies,  which  were  not  in- 
cluded among  those  which  announced 
price  advances  on  Jan.  1  or  earlier, 
have  since  fallen  in  line.  Apropos  of 
the  general  outlook  for  the  induntry, 
the  Wall  Street  Journal  recently  pub- 
lished an  article  in  which  a  further  ad- 
vance in  tire  prices  and  the  stabiliza- 
tion of  the  industrj-  from  a  financial 
standpoint  were  forecasted.  A  portion 
of  this  article  follows: 

"The  rubber  industrj-.  particularly 
the  tire  manufacturing  division,  enters 
1923  with  every  indication  that  the 
year  will  witness  the  return  of  real 
earning  power,  absent  since  1920. 
Liquidation  of  high  cost  inventories 
has  been  practically  completed,  work- 
ing forces  were  never  more  efficient, 
and  more  important  still — the  price 
trend  of  finished  product  has  started 
upward.  The  10  per  cent  general  ad- 
vance in  tire  prices  put  into  effect  the 
beginning  of  the  year  is  almost  cerUin 
to  be  followed  by  a  similar  increase  be- 
fore early  summer." 

In  the  same  issue  appears  the  fol- 
lowing tabulation:  


tl923. 
tl922. 

1921. 

1920. 

1919. 


Tire 
rrcHluctlon 

45. .""" 

36.1111" 
27.27.- 
32.411" 
33.0011.11"" 


•Motor 
rteKlsi  radon 
11  snn.ooo 

'>7 
•10 

^*7(,>'lt,  *..!«•>. bl7 


•.•\t   l.eKliinlnp  of   year.      tKsllmBtM 


Tire  News  from  Akron 

THE  tire  industry  is  in  the  midst  of 
production  increases  which  will 
bring  the  output  of  factories  in  the 
Akron  district  to  a  point  never  exceeded 
in  the  entire  history  of  the  industrj-. 

Orders  received  during  the  past 
month  have  exceeded  those  received 
during  any  first  month  of  any  year  and 
everj-  company  in  the  district  is  adding 
men  rapidly  as  they  can  be  obUined. 

A  considerable  labor  shortage,  which 
will  handicap  production  of  tires  after 
the  season  opens  in  earnest,  is  now  con- 
fidently forecast,  together  with  a 
general  increase  in  wages  and  salaries. 

This  upward  movement  in  labor  cost, 
coupled  with  the  upward  movement  al- 
ready completed  in  crude  rubber  and 
the  tjnavoidable  advance  in  the  price  of 
automobile  tire  fabric,  brought  about  by 
a  growing  shortage  of  cotton  suitable 
for  tire  production,  will  doubtless  bring 


114 


BUS 

TRANSPORTATION 


Vol.2,  No.2 


oliniit    •fiivfVior    inprpn<iP<!    in    tirp    nripes  Tl'e   JUssissippi   Transportation   Compaai 

about  lurtner   increases   in    tire   priLes.     ^pg^j^tj^g  between  Jackson  and  Vicksburg, 

before  the  end  of  the  spring  season.  Miss.,   is  considering  the  purciiase  of  addi- 

The  la«;1-  tirp  tirice  increase  had  to  be     t'onal    equipment    for    proposed    extensions 
tne  last  tire  price  inLiedbe  udu  uu  uc     ^^  ^^^^.^   ^.^^  ^.^  canton  and  IMcComb,  Miss. 

divided  to  a  great  extent  with  the  deal- 
ers. Consequently  little  additional 
revenue  has  come  to  the  manufactur 


ers   and  for  this  reason  a  further  ad- 
vance can   be  confidently  predicted  al- 
though the  time  at  which  this  advance     Waterto\\-n  section 
will  take  place  is  problematical.  coiumbus.   Newark 


Hunard     Vrooman,      Watertown,     N.     If., 

recently  purciiased  a  twenty-five  passenger 
Wiiite  bus  for  his  Watertown-Sacketts 
Harbor  line  and  another  bus  of  the  same 
type  for  the  Watertown-Cape  Vincent  route. 
The  sale  was  made  by  De  Friend  Motors, 
ag-ents    for     the     White     Company    in     the 


rrn            T-L        J.-        •    J      i        •            •        1,,      Railway  lias  put  into  use  on  Ridge  Avenue, 
The  rubber  tire  industry  is  seriously     zeLnesviUe  "■■"" 


Zanesvillie    Streot 

lue, 
bus 


Cornelius  T.  Myers,  consulting  automo- 
tive engineer,  Rahway,  N.  J.,  announces 
that  he  has  resigned  as  a  member  of  the 
advisory  council  of  the  Federated  Engineers 
Development  Corporation  of  Jersey  City, 
and  that  he  now  has  no  connection  what- 
soever with   that  concern. 

F.  W.  Gargrett,  formerly  with  the  Trans- 
port Truck  Company  in  the  capacity  of 
factory  manager,  has  accepted  a  position 
with  the  Indiana  Truck  Corporation.  Mar- 
ion, Ind.,  as  assistant  to  the  president.  In 
this  capacity  Mr.  Gargett  will  look  after 
tlie  branches  and  subsidiaries  of  the 
company. 


seventeen -passenger 


^^„^^,...^,       -       r „   -        The    Vig-Tor    Axle    Company,    Cleveland, 

considering    plans    for    the    abolition    of  mounted  on  a  Graham  Brothers  chassis  and     Ohio,   has  purchased   tlie   plant  of   the  For- 

i,  1-  i        11.  i..  i      1.  J  Durchased   through  tlie    Gorrel   Motor  Com-     est    City    Machine    &    Forge    Company    at 

the    policy    of    selling    tires    to    bus    and  ^any  t">""en   uie    ex  ^^^^   Lakeside  Avenue,   N.   E.,   in  tliat  city. 

automobile      manufacturers     at     almost  Newberry    county    Bus    Line,   inc..   New-     Viggo^V.  Torbensen,   president  of  theVig 

cost  prices  berry,  S.  C,  recently  purchased  a  fourteen- 
A  '  ,1  ii.  T/-  11  cj  _■  passenger  bus,  with  a  Conover  body  mount- 
Announcement    by    the    Kelly-Spnng-  ^f,    up^„    ^    white    chassis.      According    to 

field   company   that  in   the  future  tires  Hal  Kohn.   president  of  the  company,   two 

sold  to  manufacturers  must  be  at  prices  ^e^r'lJfce"'"  "'"'"''  ''""""  "'*"  ""*"■  "'  ''"'  '"'° 

very  nearly  equaling  those  of  dealers  is         .south  Bend  Motor  Bus  company.  South 

a  forerunner  of  similar  action  by  other  Bend,  iiui     has  placed  an  order  with  the 

,,  ■        ■      i..  Overland-South    Bend    Company,    Inc.,    for 

rubber  companies  in  time.  tour   Indiana    truck   chassis.    Model   No.    25, 

That   this   policy   will    be   inaugurated  equipped    with    Indiana    twenty-nve-passen- 

,1  .  J.     j:  ii.  J.-        u    1.  &er    bus    Ijodies.       Delivery    will    be    made 

this  year  seems  out  of  the  question  but  - - 

it  is  something  which  the  rubber  com- 
panies are  working  forward  to.  It  is 
impossible  to  carry  this  out  now  be- 
cause factory  capacity  is  e.xpanded  far 
beyond  replacement  needs. 

Rolling  Stock 


L.  H.  Blair,  Clearspring,  Md.  announces 
tile  purcliase  of  a  new  Fageol  coach. 

Peerless  Stages,  operating  from  Oakland 
to  San  Jose,  Calif.,  has  added  another 
Fageol  intercity  model  safety  coach  to  its 
fleet. 

Lot  Leonard,  proprietor  De  Luxe  Stage. 
Eldorado,  Kan.,  is  in  the  market  for  a  bus 
for  his  Wichita-Eldorado  route. 

Shelton-Olympia  (Wash.)  Line,  operated 
by  Thompson  &  Dunbar,  has  added  a  six- 
teen-passenger  White  bus  to  its  equipment. 
.  Continental  Coach  Company,  Camden, 
N".  J.,  recently  purchased  two  twenty-two 
passenger  Inter-city  model  Fageol  buses. 

Thomas  Lowe,  Fort  Covington,  N.  X. 
plans  the  purchase  of  a  motor-driven  snow 
plow  for  use  over  the  Malone-Fort  Coving- 
ton  route. 

Northwest  Transportation  Company,  oper- 
ating from  Olympia  to  Centralia,  Wash., 
has  placed  a  Fageol  safety  coach  in  opera- 
tion. 

Washington  Township  School,  Arcadia, 
Ohio,  recently  purchased  two  buses,  Increas- 
ing the  total  bus  equiiiment  of  the  town- 
.ship  to  eight. 

Kenilworth     Bus    Line.     .-Xshevllle.     N.     C. 

has  purciiased  two  Mack  buses  for  use  on 
the  Ashevillc-Weavervillc  route,  aLso  two 
White.s  for  the  Asheville-Charlotte  service. 
Range  Rapid  Transit  Company,  operating 
between  Duluth  and  Eveleth.  Minn.,  an- 
nounces the  purchase  of  a  Fageol  safety 
coach. 

Greenlaw  Brothers,  operating  between 
Bogaiusa,  La.,  and  McComb,  Miss.,  recently 
added  a  twenty-passen^jer  bus  with  Tour  a 
Bus  body  to  tlieir  equipment. 

<irand  Kaplds,  (Mich.)  Railway  has 
placed  an  order  with  the  Fifth  Avenue 
Coacli  Company.  New  York  City,  for  six 
buses  of  the  "J"  type. 

•lamestown  Street  Railway,  Jamestown, 
N.  Y.,  recently  placed  in  operation  three 
new  eighteen-pas.senger  iiuses,  mounted 
upon  Grniiam  Brother.s  chassis. 

I>arrel  Wa.v  I>e  Luxe  Motor  Bus  Company, 
Okmulgee,  oklii..  recently  purchased  a 
twenty-four  passenger  White  bu.s  of  the 
Tulsa   branch  of  the   Wliite  Company. 

Greenfleld-Indianupolls  Line,  Indian- 
apolis, Ind..  through  Norman  Harvey,  man- 
ager, has  announced  the  purchase  of  an 
eighteen-passenger  Reo   bus. 

Springlleld  (Mass.)  Street  Railway  has 
purciiased  a  lliirty-passenger  Selden  bus. 
Model  02.  and  a  twenty-flvc-passenger 
White  50  bus  for  use  between  Springfield 
and   West  Springfield. 

The  Sutherland  Stages.  San  nlego.  Calif.. 
announces  tln'  addllion  rif  another  Kagenl 
safety  coach  lo  llie  Meet  wliich  this  company 
operates  to  Tia  .luana.  Mexico. 


March   1. 

White  Coach  Transit  Company,  F.  S. 
Sapri.  proprietor,  announces  the  purchase  of 
two  twenty-five-passenger  Wliite  buses. 
Tile  sale  was  made  through  the  White 
Truck  Sales  Company,  Canton.  Ohio,  and 
the  liuses  will  be  used  on  the  newly  estab- 
lished   Youngstown-Canton   route. 

Pocahontas  Transportation  Company, 
Welch,  W.  Va.  is  in  the  market  for  five 
sixteen  to  eigliteen-pa.sstnger  buses.  This 
company  requires  buses  witM  short  wheel- 
base,  built  low  and  as  narrow  as  possible 
to  conform  to  the  requirements  of  moun- 
tain roads.  Carroll  R.  Woods  is  president 
and  manager  of  the  coiicei  n. 


Business  ISotes 


Johnson   Fare   Box  Company,  Chicago,  III.. 

has  opened  an  Eastern  sales  office  and 
service  station  at  366  Madison  Avenue. 
New    Yorlc    City. 

Sanford  Motor  Truck  Company,  Syracuse, 
N.  y.,  announces  the  appointment  of  B.  A. 
Dauer  as  New  England  sales  manager  with 
headquarters  at   Boston. 

Tire  &  Rim  Association  of  America,  Inc., 
announces  the  new  location  of  its  Cleve- 
land (Ohio)  offices  as  1401-1402  Cleveland 
Discount  Building,  Superior  Avenue  and 
East   Ninth  Street. 

Francis  W.  Davis,  formerly  truck  engi- 
neer for  the  Pierce-Arrow  Motor  Car  Com- 
pany, Buffalo,  N.  Y'..  has  opened  offices  as 
a  consulting  engineer  in  tlie  Metz  Building, 
Waltham.   Mass. 

Air  Reduction  Sales  Company,  whose 
executive  offices  were  formerly  maintained 
at  120  Broadway  and  160  Fifth  Avenue, 
have  consolidated  these  offices  at  their  new 
location,  342  Madison  Avenue,  New  Yorii 
City. 

A.  J.  Sanderson,  better  know  as  "Jack." 
has  resigned  as  general  sales  manager  of 
tlM'  Maccar  Company,  .Scranlon,  Pa.,  to 
become  vice-president  of  the  Mueller  En- 
gineering Company,  manufacturer  of  auto- 
motive units,  with  offices  in  Scranton. 

American  Chemical  Paint  Company,  with 
main  offices  in  Philadelphia,  Pa.,  has  com- 
menced manufacturing  its  products  in  the 
new  Canadian  factory  at  425  Pierre  Avenue. 
Windsor.  Ont.,  from  which  the  export  and 
Canadian  trade  will  be  supplied. 

C.  M.  McCreery.  intimately  connected 
with  the  development  of  the  bus  tire  of 
the  Goodyear  Tire  &  Rubber  Company 
and  the  transport  department  of  that  con- 
cern, has  gone  to  Europe  to  study  bus  and 
truck    developments. 


Tor  Company,  has  announced  tliat  opera- 
tions at  the  newly  acquired  plant  will  begin 
at  once.  .     ' 

The  Barr  Rubber  Products  Company, 
Lorain,  Ohio,  heretofore  a  closed  corpora- 
tion, will  increase  its  capital  stock  from 
$25,000  to  $100,000  and  will  move  from 
Lorain  to  Sandusky,  Ohio,  where  it  will 
occupy  the  former  plant  of  the  Kroma 
Color  Company  on  East  Market  Street. 
The  president  of  the  company  is  N.  T.  Barr. 
Horace  L.  Howell,  formerly  with  the  Na- 
tional Railway  Appliance  Company.  New 
Y'ork,  as  manager  of  research  and  informa- 
tion in  behalf  of  the  London  Underground 
Group  and  the  London  General  Omnibus 
Company,  is  now  sales  manager  and  engi- 
neer with  the  Johnson  Fare  Bo.k  Company, 
Chicago. 

Ackerman-Blaesser-Fczzey,  Inc.,  1258 
Holden  Avenue,  Detroit,  Mich.,  lias  been 
organized  to  manufacture  a  mechanical 
window  regulator.  The  company  is  headed 
by  E.  L.  Ackerman.  president.  His  asso- 
ciates are  C.  E.  Blaesser,  secretary-treas- 
urer, and  Chet  Fezzey,  sales  manager. 
.41ois  Zwierzina  has  been  appointed  super- 
intendent in  charge  of  manufacturing  and 
production. 

The  Ohmer  Fare  Register  Conipany,  Day- 
ton. Ohio,  has  acquired  the  fare  register  and 
fare  box  business  of  the  Dayton  Fare 
Recorder  Company  and  the  Recording  and 
Computing  Machines  Company  of  the  same 
city.  Included  with  this  transfer  is  the 
business  of  the  Sterling-Meaker  Register 
Company  and  the  New  Haven  Register 
Company,  which  was  previously  acquired  by 
the   Dayton   Fare   Recorder   Company. 

Motor  Truck  Industries,  Inc.,  is  the  new 
name  of  the  organization  formerly  known 
as  the  National  Association  Motor  Truck 
Industries.  The  organization,  membership 
and  officers  are  tlie  same  as  heretofore  and 
the  headquarters  are  still  at  1156-57  Book 
Building.   Detroit,    Midi. 

Brown  Body  Corporation.  Cleveland.  Ohio. 
announces  tlie  opening  of  tiie  new  plant 
No.  2  at  Forty-ninth  Street  and  Superior 
Avenue.  This  is  a  much  larger  plant  than 
the  original  No  2.  which  was  recently 
destroyed  liy  fire,  and  the  company  expects 
with  the  new  arrangement  to  double  its 
capacity. 


Advertising  Literature 


Schick-Wheeler  Company,  Milwaukee, 
Wis.,  has  issued  a  bulletin  describing  tlie 
S&W  "Limited"  motor  coach.  This  coach 
consists  of  a  Packard  twin-six  rebuilt 
chassis,  and  a  body  of  fifteen  to  eighteen 
passenger  capacity. 

FitzJohn-Erwin  Manufacturing  Company, 
Muskegon,  Mich.,  has  issued  for  distribution 
among  Reo  dealers,  a  portfolio,  containing 
illustrations  and  specifications  of  three 
models  of  standard  Fitz-Er  motor  bodies 
for  mounting  on   Reo  speed  wagon  chassis. 

Continental  Axle  Company,  Edgerton, 
Wis.,  has  issued  a  reprint  of  C.  B.  Orr  s 
article  entitled  "Small  Diameter  Pneumatic 
Tires "  which  appeared  in  the  November 
issue    of    Bus    Transportation.      The    re- 


General  Motors  Corporation  has  acquired     print  also  contains  details  of  the  Continental 
all    the    outstanding    stock    of    tlie    Brown-      coach   front   axle 


Ijipe-CIiaiiin  Company,  manufacturers  of 
gears  and  differentials  with  plants  at  Syra- 
cuse. N.  Y'.  H.  W.  Chapin,  general  manager 
of  the  concern  since  its  inception,  becomes 
president,  succeeding  A.  T.  Brown. 

United  Globe  Rubber  Company,  operat- 
ing a  large  plant  in  Trenton,  N.  J.,  has 
been  alisorbed  by  the  United  Globe  Rub- 
ber Corporation,  recently  incorporated  in 
iielaware.  The  new  company  has  acquired 
all  tlu-  assets,  patent  rights,  trade  marks 
and  business  of  the  old  company,  which 
passes  out   of  existence. 


The  White  Company,  Cleveland,  Ohio,  has 

issued  a  twenty-four-page-  booklet  giving  a 
wealth  of  information  on  the  use  of  motor 
buses  Profusely  illustrated,  the  booklet 
shows  a  wide  variety  of  designs  suitiible 
for  manv  different  fields  of  bus  operation. 
According  to  information  contained  in  the 
booklet,  more  than  3.200  White  buses  are 
now  in  service.  Information  is  also  given 
on  the  operation  of  buses  in  city  service  as 
traction  line  feeders,  intercity  lines,  for  de 
luxe  tours,  for  schools  and  institutions,  and 
for   park    ami   siglitseeing. 


BUS 

TRANSPORTATION 


New  York,  March,  192J 


Zone  Fare  S\slein 

Used  Suecessfullv  on  IJne  ScM-vinir 

Roeln^ster's  Firili  AveiiiK' 


All  aboard  for  Corbett's  Glenn,  Maplewood  Inn  Fark  and  other  points  en  route  to  fitttford,  N.  Y. 


DO  VV  N  TOWN  in  Rochester, 
N.  Y.,  East  Avenue  is  a  high- 
class  shopping  and  business 
street.  Further  out  are  several 
blocks  devoted  to  Automobile  Row, 
and  then  East  Avenue  continues  on 
to  the  city  limits  as  one  of  the  best 
residential  sections  of  the  "Kodak" 
city.  Beyond  the  city  line  East 
Avenue  passes  through  the  adjoin- 
ing suburb  of  Brighton,  and  to  the 
town  of  Pittsford,  a  rapidly  growing 
suburb  of  Rochester. 

All  this  by  way  of  describing  the 
route  covered  by  the  East  Avenue 
Bus  Company,  Inc.  Over  the  7-mile 
stretch,  from  Main  Street  and  East 
Avenue,  Rochester,  to  the  center  of 
Pittsford,  four  thirty  -  passenger 
buses,  with  Selden  chassis  and 
Kuhlman  steel  bodies,  have  been  op- 
erated since  last  June.  In  keeping 
with  the  character  of  the  territory 
covered,  these  vehicles  are  of  the  de 
luxe  type,  well  kept  up  and  finished, 
and   driven   by    drivers   in    uniform. 

During  the  summer  the  first  bus 


Modern    Buses   Give    Fre- 
quent Service  to  Outl\  in>; 
Suburbs  —  Business 
Houses    and    Hotels 
Help  to  Develop 
Bus  Habit 


left  Pittsford  at  6  o'clock  in  the 
morning,  and  Rochester  at  11:30  in 
the  evening,  but  under  a  new 
schedule  started  on  Sept.  20,  this 
bus  leaves  at  6:45  a.m.  and  the  last 
one  from  Rochester  at  11:45  p.m. 
The  schedule  calls  for  hourly  serv- 
ice during  the  greater  part  of  the 
day,  with  buses  on  the  half  hour 
during  morning  and  evening  rush. 
Thus  nineteen  round  trips  are  made 
on  each  weekday ;  on  Sunday  the 
schedule  is  cut  down  slightly,  and 
only  thirteen  round  trips  are  made. 

There  are  only  four  zones,  the  first 
from  the  Rochester  terminal  to  Cul- 
vpr  Road.  i>n  thn  r)iitskirts  of  the  city. 


taking  a  10-cent  fare.  Beyond  that 
there  are  three  5-cent  zone«.  Culver 
Road  to  Clover  Street,  Clover  Street 
to  Maplewood,  and  Maplewood  to 
Pittsford.  The  total  one-trip  fare, 
Rochester  to  Pittsford,  is  therefore 
25  cents.  These  fares  are  on  the 
cash  basis,  of  course.  Two  special 
forms  of  tickets  are  used,  the  first 
of  the  strip  type,  containing  twenty 
tickets  in  5-cent  units,  and  .selling  for 
90  cents.  Then  there  is  a  monthly 
commutation  ticket,  good  only  for 
the  trip  between  Pittsford  and 
Rochester.  This  is  good  for  fifty 
trips,  and  is  sold  for  $7.50.  The  25- 
cent  rate  is  thus  brought  down  to  15 
cents  by  the  use  of  the  commutation. 
Fare  collection  is  on  the  pay-leave 
plan.  Each  passenger  on  entering  is 
given  a  colored  receipt,  different 
colors  being  used  for  each  zone. 
These  are  numbered,  in  addition  to 
being  of  the  different  colors.  When 
the  passenger  leaves  he  delivers  up 
this  receipt  so  that  the  driver  knows 
iust    how   much  fare  should  be  col- 


116 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


Interior  of  Rochester  bus  showing  passenger  accomm-odations 


lected.  Separate  boxes  are  provided 
on  the  left-hand  side  of  the  driver 
where  the  different  receipts  are  de- 
posited. The  drivers  carry  a  change 
maker  and  a  punch  for  the  commu- 
tation ticket,  but  all  cash  is  deposited 
in  a  Cleveland  fare  box. 

The  route  followed  by  the  East 
Avenue  buses  is  fortunately  selected, 
in  that  it  practically  cuts  across  the 


center  of  a  strip  of  territory 
not  served  by  any  transportation 
medium.  On  the  edges  of  this  strip 
are  two  interurban  lines,  so  that  the 
buses  reach  many  people  who  would 
have  a  long  walk  through  rather  un- 
pleasant surroundings  to  reach  the 
interurban  cars.  On  the  Rochester 
and  Eastern  Line  of  the  New  York 
State  Railways  a  fifty-four-trip  com- 


mutation ticket  is  sold  for  $4.40,  but 
this  is  good  only  to  the  city  line. 
To  get  downtown  costs  7  cents  more. 
The  total  fare  is  about  15  ooits  then, 
practically  the  same  as  the  bus  com- 
mutation rate.  The  one-trip  fare  on 
the  interurban  is  21  cents,  this  in- 
cluding the  city  fare,  as  compared 
with  25  cents  on  the  bus. 

Where  the  Tickets  Are  Sold 

The  drivers  sell  no  tickets,  but 
both  forms,  strip  and  commutation, 
are  handled  through  stores  and  other 
agents  in  Pittsford  and  in  the  down- 
town shopping  section  in  Rochester. 
No  commission  is  paid  since  the  busi- 
ness people  are  anxious  to  have  the 
bus  line  operated,  and  gladly  help  it 
along  by  the  sale  of  tickets.  In  fact, 
the  East  Avenue  Association,  an  or- 
ganization devoted  to  the  building  up 
of  East  Avenue  as  a  shopping  and 
business  district,  has  stood  by  the 
bus  both  financially  and  morally. 

The  two  forms  of  tickets  (strip 
and  commutation)  are  reproduced 
here,  as  is  also  the  report  filled  out 
each  day  by  the  driver.  This  report 
is  printed  on  100  lb.  manila  stock, 
one  side  for  mileage  and  condition 
report  and  the  other  containing 
space  for  the  daily  consumption  of 
gasoline    and    oil.      The    two    large 


DAILY  BUS  REPORT 

NOTICE            0»M»TO«a    WHCH    r*K>Ne    BUWa    »«OM 
•H>LL    Sl£    TM»T    BUk    IS    ^WVIDCO    *ITM    ONt  OT  T 
rO*1S  AND  ULl    I-  TMl  iHroMMAIIOH  AMID  rOit 

oamtac 

XCMNC- 

Kiyro--. 

COHDITION  Of  MS 

i 

MMMTT  WOVI  «HT  T>MU«J  TOU  .«»*  TO    CJUJ.  TO 

GASOLINE 

TIMr  Of  OUT 

OUAMTITY 

F.WIII. 

OIL 

TIMIC^OAV 

(»u*«TirT 

riLLCD 

•v 

TH(«i  niPomt  tHtLL  •■  Tuonro  into  iuc  orrict  diilt 

East  Ave  bus  Co.  inc. 

Driver's  report,  typex  of  tich-efs  and  office  record  forms  used  hi/  Hast  ArriiKc  Bus  Line,  Rochester,  N.  Y. 


March,  1923 


BUS 

TK\.\SP()HUT10. 


117 


forms  show  how  the  rect'ipts  are 
recorded.  The  trip  record,  which  is 
filled  out  in  the  office  on  the  basis  of 
the  daily  bus  reports  and  the  tickets 
turned  in,  is  practically  a  record  of 
all  receipts,  except  commutation 
tickets.  The  daily  earninjrs  report 
form,  which  sums  up  the  work  done 
by  all  buses  during  the  day,  also  con- 
tains spaces  for  recording  the  out- 
standing tickets  or  ticket  liability, 
total  passenger  revenue,  and  char- 
tered car  revenue. 

East  Av-enue  Eqi'IPMent 

Four  buses  are  in  service,  the 
schedule  requiring  three  as  a  maxi- 
mum so  that  one  is  always  kept  in 
reserve.  These  buses  are  mounted 
on  Selden  unit  52  chassis  and  carry 
twenty-nine  passenger  bodies  built 
by  the  Kuhlman  Company,  Cleveland. 
The  chassis  is  of  the  low-hung  type, 
which  brings  down  the  floor  to 
within  SO  in.  of  the  ground.  The 
frame  is  kicked  up  over  the  rear 
axle  for  this  purpose.  Three  of  the 
buses  are  fitted  with  Sewell  cushion 
wheels.  The  front  tires  are  36  x  4 
single,  and  the  rear  35  x  4  dual, 
both  Goodrich  semi-pneumatics.  The 
fourth  bus  was  fitted  with  .steel  disk 
wheels  and  pneumatic  tires,  3()  x  G 
front  and  36  x  6  dual  rear,  but  these 
have  been  replaced  by  Firestone 
solids.  The  pneumatics  were  tried 
on  account  of  the  bad  road  condi- 
tions outside  the  city  which  resulted 
in  uncomfortable  riding  over  the 
greater  part  of  the  route.  It  was 
found,  however,  that  on  the  right- 
hand  front  wheels  they  wore  out 
quickly  because  of  the  rough  un- 
paved  shoulders  of  the  highway. 
The  route  covered  by  the  buses  is  to 
be  repaved,  however,  and  it  is 
thought  that  when  the  improvements 
are  completed  the  cushion  tire 
equipment  will  prove  satisfactory. 

The  chassis  components  include  a 
Continental  engine,  4i  in.  bore  and 
5*  in.  stroke,  giving  48  b.hp.  at  1,400 
r.p.m.  Ignition  is  by  Eisemann 
magneto.  The  carburetor  is  Strom- 
berg,  1}  in.  size.  The  clutch  is  of 
the  multiple-disk  type  and  is  fitted 
with  a  clutch  brake.  Transmission 
is  mounted  amidship  and  is  of  the 
four-speed  type.  Final  drive  is 
through  underslung  worm  on  the 
semi-floating  type  rear  axle. 

Fuel  is  carried  in  a  35-gal.  tank, 
mounted  in  a  compartment  at  the  left 
of  the  driver.  The  batter>-  is  placed 
under  the  driver's  seat  in  a  21  x  12* 
x  12  in.  space.  Ample  illumination  is 
provided  by  a  2.5-amp.  generator. 


(]Ios(mI  S\sl<'ni 
<)('  liilercilv  Fai*r  ( i<>ll<M*ti<Mi 

Comparison  of  .Methods  I  sed  by 
C'onnedicut  and  Ohio  Lines — Forms 
of  Punched    Tickets    .\re    lllustralid 


MacDonaid  ticket  holder.     Weighs  ,'  oz.  with  pad 


THE  systems  of  fare  collection 
used  by  the  Connecticut  Motor 
Transportation  Company,  New  Lon- 
don, Conn.,  and  the  Cleveland- 
Youngstown  Bus  Company,  Cleve- 
land, Ohio,  offer  an  interesting 
contrast.  The  tickets  for  the  two 
lines  are  shown  here,  and  it  will  be 
noticed  that  while  both  are  of  about 
the  same  size,  the  arrangement  is 
strikingly  different. 

Both  of  them  make  use,  however, 
of  the  closed  system  of  fare  collec- 
tion and  of  the  system  of  cash 
receipts  put  out  by  the  MacDonaid 
Manufacturing  Company,  Cleveland, 
Ohio.  In  this  .system  the  tickets  are 
printed  in  pads  of  100  to  fit  a  holder 
containing  pointers  that  mark  the 
tickets  when  they  are  torn  from  the 
stub. 

Fare  collection  on  the  Connecticut 
line,  which  operates  over  a  new 
45-mile  concrete  highway  between 
Hartford  and  New  London,  is  about 
as  follows: 

A  few  minutes  before  the  time 
scheduled  for  the  bus  to  leave  the 
terminal,  the  driver  starts  at  the 
rear  and  inquires  the  destination  of 
each  passenger.  The  driver  then  col- 
lects the  amount  of  the  fare,  and 
sets  the  pointers  of  the  ticket  (^on 
which  the  date  and  hour  have  already 
been  punched )  in  four  places  as  fol- 
lows: Station  where  passenger 
starts,  station  where  he  says  he  will 


leave,  fare  between  the  two  pointx, 
and  the  item  cash.  As  the  final  step 
the  ticket  is  separated  from  the  stub 
and  given  the  passenger,  the  stub 
being  retained  by  the  operator. 

Pa.ssengers  picked  up  at  inter- 
mediate points  along  the  line  pay 
their  fares  and  receive  their  tickets 
as  they  enter,  and  before  the  bu.s 
starts. 

The  Connecticut  ticket,  which  is 
reproduced  here,  shows  that  on  Nov. 
10  No.  0004  was  issued  by  operator 
"B"  of  Car  No.  8,  between  5  and  8 
a.m.,  to  a  passenger  picked  up  at 
Glastonbury,  di.scharged  at  Salem, 
and  that  $1.25  cash  was  received. 

Throughout  the  trip  the  driver 
announces  each  station  or  zone, 
which  on  the  Connecticut  line  takes 
a  fare  of  25  cents,  with  25  cents  for 
each  lap-over.  When  the  pas.senger 
leaves  the  bus,  the  ticket  is  collected 
by  the  driver.  If  a  pai^senger  pre- 
sents a  ticket  which  indicates  he  has 
passed  the  destination  punched,  the 
driver  knows  that  he  has  tried  to 
"beat"  his  passage  part  way,  and  he 
is  made  to  pay  the  balance  of  the 
fare. 

At  the  end  of  each  round  trip  all 
tickets  and  fares  received  are  turned 
in.  Stubs  are  turned  in  at  the  end 
of  the  day's  operations  and  must 
check  with  the  tickets  issued  and 
money  received. 

To    understand    how    the    system 


118 


BUS 

TMNSPORTATION 


Vol.2,  No.3 


4^ 


iN      )>C.VSH 


m 


:S— EMPL'EE 


SPECIAL  TRIP 


El^jj.-KI 


SPECIAI.   TRIi* 
FARE    PAID 


1    I.2S 


EAST   HAKT. 


CLASTONBT 


EAST    HART. 


)}- 


CLASTONB'Y 


BUCKS  COR. 


D'K   H0LU1W 


PAWN   BROOK 


coir HESTER 


WESTCM  ESTER 


BLCK9  COR. 


D'K    HOLLOW 


MARLBORO 


TAWN    BROOK 


COLCHEbTER 


WESTCraESTEK 


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6  S£P. 

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25 

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71 


Car  No. 8 


^ar  No.    6 


Ticket  form  used  on  Connecticut 
line,  punched  for  month,  day, 
hour,  fare  and  terminal  points. 

works,  reference  should  be  made  to 
the  holder  which  is  illustrated  here. 
This  takes  a  ticket  5  in.  long,  al- 
though sizes  taking  6  and  7-in.  tick- 
ets are  also  available.  The  holder, 
which  is  made  of  German  silver  and 
heavy  sheet  aluminum,  has  two  pur- 
poses: to  hold  the  pad  and  to  mark 
the  individual  tickets.  Its  interior, 
which  is  hollow,  contains  small  posts 
which  pass  through  holes  punched 
along  the  inside  edge  of  the  ticket 
pad.  On  the  outside  are  carried  mov- 
able pointers  which  can  be  set  at 
the  place  desired,  along  the  ticket. 
The  result  is  a  permanent  record  on 


the  ticket  when  it   is  torn  off,   and 
also  on  the  stub  portion  in  the  holder. 

On  the  back  of  each  holder  is  a 
numbering  device  or  register  which 
indicates  the  number  of  times  the 
holder  has  been  opened.  When  the 
driver  receives  the  holder  it  is  loaded 
with  a  pad  of  100  tickets  and  a  record 
made  of  the  pad  number  and  register 
reading.  This  reading  must  corre- 
spond to  the  reading  made  when  the 
holder  is  returned  for  a  new  pad, 
as  drivers  are  not  permitted  to  open 
the  holder,  or  for  that  matter  to 
check  up  on  the  amount  of  money 
they  owe  the  company.  Instead  they 
are  required  to  return  all  cash  in 
their  possession  over  and  above  their 
"bank"  or  change. 

A  still  more  simple  form  of  ticket 
is  that  used  on  the  Cleveland-Youngs- 
town  bus  line,  a  sample  of  which  is 
illustrated.  It  will  be  noticed  that 
only  three  settings  are  required  to 
mark  a  ticket.  As  a  rule,  however, 
most  of  the  work  will  be  done  with 
one  pointer.  For  example,  the 
pointers  will  probably  be  set  at  cash 
and  Cleveland,  and  all  the  fares  col- 
lected by  setting  the  third  pointer 
on  the  destination,  which  would  also 
represent  the  fare  amount.  In  the 
other  ticket  shown  here,  the  amount 
of  the  fare  is  definitely  indicated, 
but  it  is  said  that  this  is  unneces- 
sary; it  is  a  simple  matter  for  pas- 
sengers to  figure  their  own  fare  from 
the  ticket,  and  a  new  driver  can 
carry  a  schedule  of  rates  so  that  he 
will  neither  overcharge  nor  under- 
charge the  passenger.  The  Cleve- 
land form  is  said  to  be  the  fastest 
ticket  ever  put  out,  and  is  recom- 
mended for  one-man  bus  lines. 

The  use  of  this  system  results  in 
valuable  data.    In  addition  to  being 


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CASH 

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Cleveland 

,00 

Cleveland 

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CiCy  Limits 

.10 

City  Limits 

.10 

Randall 

-35 

Randall 

.35 

Solon 

40 

Solon 

.40 

CeaiiK'i  Lake 

.50 

Geauga  Lake 

.50 

Aurora  Sta. 

.60 

Aurora  Sta. 

.60 

Mantua  Cent. 

.70 

Mantua  Cent. 

.70 

Mantua 

85 

Maiilua 

.85 

Shayleniville 

.95 

ShaylersviMe 

.95 

RavMina 

1.10 

r2o 

Ujvenna 

MO 

Campbellsport 

Campbellsport 

1.20 

Edinburg 
Palmvra 
Lake  Millou  " 

L30 

Edinburg 

1.30 

I.4S 
L55 

Palmyra 

1.4S 

Lake  Milloo 

1.55 
LTO 

lackson 

1.70 

Jackson 

Aublintown 

IJIO 

AuBlintowB 

1.80 

WirklilTe 

Voungsfown 

1.90 

Wickliffe 

1.90 
200 

2.00 

Youn[;slown 

Ticket  form  nsed  by  Cleveland- 
Youngstown  line.  Fare  and  des- 
tination shown  bji  same  pointer. 

a  check  on  the  driver,  the  system 
gives  the  number  of  passengers  car- 
ried per  day,  per  trip,  per  bus,  the 
through  traffic  or  that  between  cer- 
tain zones,  the  earnings  for  any  one 
bus,  and  the  cash  collected  per  bus. 


Magnitude  of  Oregon  Bus 
Operations 

ACCORDING  to  a  report  prepared 
l\  by  the  Oregon  Public  Service 
Commission,  automobile  stage  and 
truck  lines  in  Oregon  now  cover 
more  mileage  than  all  the  railroads 
combined.  At  present,  practically 
every  highway  in  the  state  is  traveled 
by  regularly  scheduled  passenger 
and  freight  lines,  and  it  is  now  pos- 
sible to  purchase  a  ticket  in  British 
Columbia  for  a  through  stage  trip 
to  the  Mexican  border. 


Fleet  of  White  buses  used  on  Hartford-New  London  Bus  Line 


March,  1923 


BUS 

lR\NSPO»<TM)ON 


111^ 


How  a  Nortliw«*st«'rn  Liiu- 
CoUectH  Fares 

THE  Ortonville  Transportation 
Company,  whose  routes  extend 
into  three  Northwestern  states,  has 
something  different  in  the  line  of 
fare    collection.      Facsimiles    of    the 


K.  E.  Biliintf.s  i.s  the  president  of 
this  concern,  which  operates  a  line  in 
Ortonville  as  well  as  three  lines 
radiatingr  from  that  city  to  Sioux 
Fall.s,  S.  U. ;  Milbank.  S.  D..  and  Wah- 


tentiiuu  of  the  Milbank  route  to 
VVaterlown  is  planned.  The  routes 
have  been  kept  open  thia  winter  only 
under  heavy  dilficultiea  because  of 
blockades    exi>erienced    afl    a    result 


peton,  X.   1).     In  the  spring  an  ex-    of  hea\T  Bnowfalls. 


Round  Trip  Ticket 

o  Ortonville- Milbank o 

AND  RETURN 
Price  $1.25 


Iiiipi*<»iii«;  liihTiirhaii  Service  willi   Dual 
Tires  on  Hiise.-^  ol 


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pe 


The  coupon  form  of  ticket  is 
used  on  the  Ortonville-Milbank 
route  for  round  triit  rates, 

tickets  in  use  over  two  of  the  lines 
of  this  company  are  shown  on  this 
page  and  illustrate  the  methods  em- 
ployed. On  the  third  route,  the  Or- 
tonville, Minn., -Milbank,  S.  D.,  line, 
an  oblong  pasteboard  ticket  of  the 
railroad  type  is  used. 


THE  run  of  125  miles  from  Los 
Angeles  to  Bakerstield  over  the 
•Motor  Transit  Company's  system  fol- 
lows the  Ridge  Route,  which  for 
50  miles  winds  and  twists  con- 
tinually around  sharp  curves  on  a 
10  per  cent  grade.  This  road,  re- 
garded as  one  of  the  outstanding 
Western  accomplishments  in  high- 
way construction,  follows  the  back- 
bone of  the  Castaic  mountains;  it 
rises  to  a  height  of  a  mile  above  sea 
level,  includes  1,100  turns  within  a 
distance  of  29  miles  and  affords  an 
ever-changing  panorama  with  a  wide 
variety  of  colorings.    Stages  making 


this  run  have  until  recently  been 
(•(|uip|)ed  with  single  tirea  on  each 
wheel.  By  substituting  dual  lirek 
on  the  rear  the  tire  cost  has  been 
materially  reduced  and  the  safety 
and  comfort  of  the  .ser\icc  ha«  been 
increa.sed. 

With  the  single  36  x  6-in.  tire- 
originally  u.sed  a  ver>'  decided  sway- 
ing of  the  stage  body  waa  caused  by 
the  reversal  from  one  sharp  curve 
into  another.  The  substitution  of 
dual  34  x  5-in.  tires  not  only  gave  a 
lower  center  of  gravity,  but  by 
lessening  the  height  and  increaaing 
the   width   of   the   flexible  base   on 


___ 

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HEVenSE  SIOE  FOR  RATES.     RETURN  TICKET  TO  DRIVER  UPON  LEAVING  SUt 

RETIR.N  TICKET  TO  DRIVES  ITON  LEAVLNC  BUS 

PUNCH   BOTH 

STATIONS   AND 

AMOUNT. 

GIVE   TICKET 
TO   PASSENGER. 

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RATES   0 

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OrlonvIM*  10  Pipeito 
Ononvllle   to   Uuvern 
Pipeilene   to   Siou«    F 

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Regular  ratei   will   tw  chargad  from    and  to  all   oiher  atailsna.     PaaMfla«n  plciivd  up  an 
r\<ghm»f  will  b«  chjrg«d  from  nearett  itatlon  to  dvatmation. 

We   will   not  be  rtapontlble   tn  caa«  of  d«lay   of   fatlufe  to   make   Ifain   c«nna<ll»na,   »wl   wift 
noifl  to  tcneduie  at  ail  nmei  if  poa*ibi«. 

Umf 

/I   fari^  card  in  the  baaiti  fur  form   of  ticket   used.     The  driver   (junchcn   the   buardinij  and  alighting    paiiitf.  aiirf  aUo   the 

amount  of  fare  paid.     On   thf   reverse  side,  as  shown  at    the  bottom,  the  tickets  are  serially  nHmbtrrd.  and  special 

through    rates    shown   for   continuous    trips.      At    Left — Ticket   used  on   OrtonviUeSiouj-   Falls   Line.     At 

Right — Ticket  used  on  Ortonville-Wahpeton  Line 


120 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


1  iipe  of  stage  using  dual  tires  on  steel  yeoy  wheels 


which-  the  car  swayed,  the  swaying 
effect  so  objectionable  to  some  pas- 
sengers was  practically  eliminated. 
There  is  also  a  decided  advantage  in 
the  resistance  to  skidding  for  which 
dual  tires  are  noted.  This  is  an 
economy  as  well  as  a  safety  feature, 
■because  to  this  elimination  of  the 
tendency  to  slip  sidewise  is  ascribed 
a  much  greater  tire  mileage  than 
would  otherwise  be  obtained  on  this 
route,  which  is  paved  with  unsur- 
faced  concrete.  In  a  comparative 
test,  the  single  36  x  6-in.  tires,  list- 
ing at  $82.75  each,  gave  4,500  miles 
as  against  9,500  miles  for  34  x  5-in. 
tires  listing  at  $53.50  each,  a  dif- 
ferential of  1.44  cents  per  bus-mile 
in  favor  of  the  dual  tires. 

This    test    was    made    in    warm 

weather  and  is  believed  to  represent 

a  somewhat  lower  mileage  than  the 

average  for  the  year.    Exact  mileage 

records  cannot  be  compiled  because 

tires  are  not  kept  on  stages  on  the 

Ridge  Route  until  they  are  worn  out. 

As    soon    as    the    treads    are    worn 

smooth  the  tires  are  transferred  to 

stages    operating    on    valley    runs. 

This  is  done  to  insure  the  maximum 

of  safety  on  the  heavy  grades   and 

sharp   curves    of   the    Ridge    Route. 

Previous  discussion  of  tire  mileages 

on   mountain    and   valley    routes    of 

this     company     appeared     in     Bus 

Transportation      for      November, 

1922,  page  595. 

The  use  of  dual  tires  on  these 
stages  is  made  possible  by  the  spe- 
cial extension  wheels  developed  by 
the  Motor  Transit  Company  and 
described  in  Bus  Transportation 
for  March,  1922,  page  172.  The 
only  change  in  the  design  of  that 
wheel   made   to    adapt    it   to   stages 


that  operate  on  the  Ridge  Route  was 
to  decrease  by  1  in.  the  width  of  the 
spacer  strip  between  the  two  rims. 
The  narrower  width,  which  is  ample 
for  the  smaller  sized  tires,  was  de- 
sirable because  it  decreases  the  width 


of  tread  and  to  this  extent  decreases 
overrun  on  pavement  shoulders. 

Although   the  advantages  of  dual 
tires  for  service  on  cars  of  the  street 
car  type,  which  this  company  uses  in 
local  service,  has  long  been  appreci- 
ated,  it  was  not  until  the  company 
had    developed    the    steel   wheel    re- 
ferred to  above  that  it  was  thought 
feasible  to  use  dual  tires  in  a  service 
where   the   stage   would   operate    so 
far  from  the  repair  base.     Then,  too, 
the  stage  used  for  long  distance  serv- 
ice is  a  development  of  the  touring 
car,    while    the    local    service    bus 
(street  car  type)    is  a  development 
from  the  truck.     Hence  the  logical 
process  of  evolution  was  for  stages  to 
operate  with  single  tires  in  the  rear, 
merely    increasing  the   tire   size   as 
the  car  was  lengthened  to  carry  more 
passengers.      The    steel    wheels    for 
dual  tires  are  not  in  danger  of  get- 
ting out  of  shape,  and  if  the  inside 
tire  goes  flat  it  can  be  changed  in 
about  ten  minutes,  as  against  an  hour 
or  more  for  old  wooden  wheel  duals. 


Detroit  Independent  Operators  Have 
Paying  Organization  Plan 


PRACTICALLY  all  the  individual 
bus  owners  in  the  city  of  Detroit 
are  organized  into  one  association, 
the  Red  Star  Motor  Drivers'  Asso- 
ciation. This  was  organized  under 
Michigan  laws  about  a  year  ago  and 
is  the  sole  survivor  of  a  number  of 
similar  organizations.  It  regulates 
and  supervises  virtually  all  independ- 
ent motor  passenger  transportation 
in  the  city,  excepting,  of  course,  the 
Detroit  Motor  Bus  Company. 

Members  own  their  own  cars  and 
pay  all  maintenance  costs.  A 
monthly  association  fee  of  $12  is  also 
levied.  Funds  collected  in  this  way 
are  devoted  to  the  payment  of  $1,000 
public  liability  insurance,  $1,000 
property  damage  insurance,  miscel- 
laneous legal  assistance  and  associa- 
tion maintenance. 

It  is  estimated  that  a  driver  carry- 
ing 100  passengers  daily  and  cover- 
ing 100  miles  earns  a  total  of  about 
$12  per  day.  His  expenses  are: 
Association  fee,  43  cents;  gasoline, 
$1.60;  oils,  25  cents;  depreciation 
and  repairs,  65  cents;  total  expenses, 
$3.93;  leaving  a  net  profit  of  about 
$8  per  day. 

The  buses  of  the  association,  which 
are  nearly  all  of  the  touring  car  type, 
are  operated  over  four  leading 
thoroughfares  of  the  city.    The  fares 


are:  Within  the  4-mile  circle,  10 
cents;  outside  the  4-mile  limit,  15 
cents.  Twenty  cents  is  charged  for 
service  between  the  hours  of  1  a.m. 
and  5  a.m. 

The  approximate  number  of 
vehicles  in  operation  in  the  city  is 
given  as  550  and  the  daily  passenger 
total  is  said  to  average  35,000  people, 
increasing  to  from  45,000  to  50,000 
on  Saturdays. 

A  large  majority  of  these  buses 
operate  between  the  City  Hall  and 
the  Ford  motor  plant,  where  at  the 
termination  of  each  eight-hour  shift, 
about  20,000  employees  are  released. 
About  two  hundred  of  the  motor  cars 
which  meet  these  shifts  aid  greatly 
in  supplementing  the  street  railway 
service  and  reducing  street  conges- 
tion. Passengers  save  from  ten  to 
fifteen  minutes  by  using  the  buses, 
which  make  the  trip  of  5i  miles  from 
City  Hall  to  the  Ford  plant  in  twenty 
minutes  while  the  street  cars  require 
thirty-five  minutes. 

Since  the  inception  of  the  business 
two  years  ago,  the  number  of  opera- 
tors has  declined  considerably.  At 
one  time  968  machines  were  in  opera- 
tion. This  decrease  is  attributed 
largely  to  legal  efforts  on  the  part 
of  the  city  to  eliminate  this  kind  of 
service. 


March,  1923 


bus 

TKVSSKJRIATION 


121 


Iiidiviclual  and  Company  Applications  of 

the  Motor  Bns 

The  Writer  Sets  Forth  the  t  oiulitions  Which  Call  for 
Motor  Hus  Operation  Kither  hy  Independent  Indi\  iduals 
or    by    the    Old     Kstablished    Transport    Orjjanizations 

By  Walter  Jackson 

Fare  and  Bus  Consultant,  Mount  Vernon,  N.  Y. 


«FTER  hall"  a  dozen  years  of 
Za  blind  opposition,  our  steam 
1.  JL  and  electric  railways  have 
come  to  realize  that  the  motor  truck 
and  the  motor  bus  really  belong. 
Wise  steam  operators  are  no  longer 
worried  because  the  motor  truck  will 
take  the  short-haul  le.-*s-than-carIoad 
lot  shipments  off  their  hands,  while 
forward  -  looking  electric  railways 
are  making  motor  bus  operation  an 
integral  part  of  their  business.  So 
we  have  now  come  to  that  stage 
where  we  can  discuss  the  matter  of 
"rail  or  tire"  dispassionately.  This 
article  will  touch,  however,  only  on 
the  passenger  aspect  as  related  to 
city  and  country  bus  or  coach. 

For  Light  Country  Service  Indi- 
vidual Operation  Is  Best 

The  fact  that  a  single  vehicle  cost- 
ing but  a  few  hundred  dollars  is 
power  station,  distribution  .system 
and  rolling  stock  all  in  one,  while  the 
roadway  is  supplied  by  the  state  and 
the  repair  shops  and  fuel  stations  by 
concerns  founded  to  serve  owners  of 
private  cars  makes  the  one-man  pub- 
lic utility  a  perfectly  natural  develop- 
ment. Indeed,  the  one-bus  operator 
of  today  is  in  the  same  delightful 
position  as  the  journeyman  of  the 
Middle  Ages:  He  and  his  tools  for 
living  travel  together.  Like  the 
journeyman,  also,  if  the  picking  is 
not  good  in  one  place  he  hies  him- 
self to  another.  Of  course,  this 
nomadism  cannot  be  permitted  to  one 
who  seeks  even  the  humblest  trans- 
portation monopoly.  That  is  why 
more  and  more  state  legislation  in- 
sists upon  dependability. 

Assuming  that  the  operator  does 
propose  to  give  the  regular  service 
required  by  his  permit,  the  que.stion 
arises:  Will  an  individual  or  a  com- 
pany give  the  public  more  value  for 
its  money? 

Generally  speaking,  individual  op- 
eration will  give  the  better  value  if 


the  business  is  so  small  that  the 
owner  himself  is  a  driver  and  direct 
supervisor  of  service,  and  if  the 
number  of  buses  operated  are  so  few 
that  the  drivers  are  close  friends  of 
the  owner  and  not  restricted  by  labor 
legislation  as  to  hours,  accident  in- 
surance and  the  like.  The  reason  is 
simple:  A  transportation  outfit  of 
this  kind  is  not  troubled  by  eight, 
nine  or  ten-hour  laws,  so  one  or  two 
shifts  can  serve  in  place  of  two  or 
three.  Wages  per  diem  are  also 
lower  because  no  one  expects  the  men 
to  wear  uniforms.  So,  too,  inspec- 
tion and  upkeep  costs  are  less  because 
the  community  does  not  e.xpect  as 
high  a  standard  of  comfort  and  re- 
liability as  it  would  demand  from  a 
corporation.  Finally,  the  fact  that 
the  vehicles  are  run  by  the  owner,  his 
brother,  his  first  cousin  or  his  par- 
ticular chum  leads  to  a  degree  of 
helpfulness  toward  the  passenger 
that  can  hai-dly  be  duplicated  by  im- 
personal company  operation. 

Since  there  are  thousands  of  vil- 
lages and  hamlets  to  hundreds  of 
towns  and  cities,  we  may  rest  as- 
sured that  there  will  always  be  an 
enormous  field  for  the  individualist 
in  bus  transportation.  It  behooves 
our  legislators  not  to  confuse  this 
useful  field  of  creative  work  with 
that  of  depredations  into  territory 
already  served  by  rails.  Such  a  dis- 
tinction is  necessary  to  save  the 
country  operator  from  being  asked 
to  supply  reports  according  to  a 
standard  accounting  .system  intended 
for  large  concerns;  or  from  furnish- 
ing liability  bonds  commensurate 
with  those  demanded  for  running  in 
crowded  cities. 

Co-operation  with  Merchants 
and  Railways 

Although  operating  alone,  there  is 
no  reason  why  the  individual  opera- 
tor should  not  join  hands  with  his 
fellows    or    with    the    local    railways 


when  opportunity  arises.  The  great- 
est weakness  of  the  individual  opera- 
tor is  that  he  is  not  likely  to  have 
reserve  equipment  of  the  same  capac- 
ity, although  one  can  always  borrow 
a  touring  car  or  limousine.  Where 
five  or  si.x  operators  are  feeding  into 
the  same  market  or  traffic  center, 
they  ought  to  find  no  trouble  in  work- 
ing out  a  plan  for  purchase  of  one 
or  two  buses.  The  capital  cost 
could  be  shared  among  themselve? 
and  the  use  of  this  spare  equipment 
charged  for  at  an  agreed  figure  per 
mile. 

It  is  not  customary  for  merchants' 
associations  in  general  to  work  co- 
operatively with  many  electric  rail- 
ways nowadays.  At  the  moment, 
however,  they  are  as  glad  to  have 
buses  come  in  from  the  country 
towns  as  they  were  to  see  the  trolley 
aforetime.  So  it  has  come  about 
that  quite  a  number  of  such  bodies 
have  gone  to  the  e.xpense  of  building 
terminal  stations  and  waiting  rooms 
for  busmen  at  practically  nominal 
rentals.  This  is  a  great  help  to  the 
bus  operator,  not  only  in  .saving  over- 
head expense  but  also  in  attracting 
traffic  that  he  would  not  get  other- 
wise. Those  who  have  done  much 
traveling  on  buses  know  how  much 
easier  it  is  to  get  started  if  one  has 
a  well-known  bus  station  with  infor- 
mation booth  to  go  to  than  to  l>e  told 
that  "the  Hicksville  bus  is  suppo.sed 
to  come  in  at  3  o'clock  or  maybe 
4  o'clock  at  the  corner  of  Smith 
Street  and  Main — or  maybe  Smith 
Street  and  Wilkins,  I  ain't  sure." 

How  long  merchants  will  continue 
to  subsidize  bus  operators  is  ques- 
tionable. It  is  one  thing  to  do  this 
before  a  rival  town  wakes  up  and 
another  thing  to  continue  it  after 
everybody  else  is  doing  it.  After  all, 
the  building  of  a  terminal  station  is 
a  strictly  transportation  affair.  For 
this  reason,  the  action  of  Stone  & 
Webster,    who    control    the    electric 


122 


BUS 

TRANSPORTATION 


Vol.2,  No.S 


railways  at  Bellingham,  Wash.,  is 
one  that  sets  an  example  for  perma- 
nent following'.  Here,  in  the  summer 
of  1922,  the  Puget  Sound  Power  & 
Light  Company  built  a  station  for 
the  buses  that  center  in  Bellingham 
from  various  directions.  Unlike  the 
merchants  or  realtors,  the  company 
had  no  axe  to  grind  as  to  location, 
and  therefore  could  pick  out  a  spot 
which  would  not  be  expensive  or 
too  far  away  from  the  logical  busi- 
ness center.  The  significance  of  this 
policy  is  that  an  organization  which 
had  done  great  things  itself  with  the 
bus  in  the  very  same  state  should 
recognize  that  in  instances  of  this 
kind  it  is  better  to  help  the  individ- 
ual operator  than  to  attempt  to  sup- 
plant him. 

Where  Company  Operation 
Is  Necessary 

The  next  step  in  motor  bus  trans- 
portation relates  to  communities  con- 
nected by  a  trunk  highway  which  are 
of  sufficient  size  to  call  for  more  and 
better  equipment  than  can  be  handled 
by    the    individual    operator.     Here, 
again.  Stone  &  Webster  furnish  an 
example  of  leadership.     Not  so  long 
ago  the  highway  territory  between 
Seattle    and     Everett    and    further 
north    between    Everett    and    Mount 
Vernon  was  served  by  a  variety  of 
vehicles   in  the  hands  of  individual 
owners.     These  vehicles  and  attend- 
ant operating  permits  were  acquired 
at    a    resonable    purchase    price    be- 
cause competition  and  wear  of  equip- 
ment had  made  the  business  unprofit- 
able.     Under    the    new    ownership, 
fewer  vehicles  are  giving  far  better 
service   because   they   are   run   on   a 
definite  time  card  and  not  haphazard. 
The    vehicles    themselves — limousine 
motor  coaches — are  such  an  improve- 
ment in  fitments  and  reliability  over 
their    predecessors    that    traffic    has 
improved   enormously.      The   drivers 
are  now  uniformed  and  the  men  are 
of   such    high    grade   that    the    rider 
involuntarily  feels  he  is  riding  in  a 
personal  car  with  a  private  chauffeur. 
It  is  true  that  while  the  Seattle- 
Everett   rights,   at  least,   were   orig- 
inally purchased  to  protect  the  inter- 
urban    railway,   the   final    result   has 
shown  the  superiority  of  .scientific  to 
haphazard   means   of  transportation 
when  there  is  sufficient  business  for 
company  standards  of  service. 

In  the  Seattle-Everett  ca.se.  the 
motor  coach  supplements  interurban 
service  over  practically  parallel 
routes  through  alternation  in  time, 
viz.,  the  cars  leave  on  the  hour  and 


the  coaches  on  the  half  hour.  In  the 
case  of  the  Citizens  Traction  Com- 
pany, operating  between  Oil  City  and 
Franklin,  Pa.,  a  bus  route  was  in- 
augurated to  provide  a  detour  from 
a  river  route.  In  other  instances, 
railways  have  started  alternative 
routes  because  their  cross-country 
trolleys  become  the  roundabout 
routes  after  the  construction  of  new 
paved  highways. 

In  these  examples,  the  motor  bus 
was  not  primarily  installed  to  make 
money  but  to  protect  existing  invest- 
ments. It  is  but  fair  that  the  rail- 
ways should  have  the  first  choice  of 
making  use  of  any  advances  in  the 
art  of  transportation.  If  they  have 
waited  for  a  jitney  operator  to  show 
them  the  way,  it  has  been  due  often 
enough  to  a  natural  hesitation  to  add 
to  an  already  excessive  investment. 

It  is  not  pleasant  for  investors  in 
a  small  town  railway  to  be  told  that 
all  or  part  of  it  must  be  taken  up  and 
replaced  by  motor  buses.  Yet  this 
is  something  that  many  such  rail- 
ways are  facing  today.  So  far  as  the 
writer  can  judge,  the  chief  reason 
for  this  lies  in  the  immediate-service 
habit  which  the  private  automobile 
has  created.  The  very  communities 
which  were  raised  on  twenty  and 
thirty-minute  headways  are  precisely 
those  with  the  highest  percentage  of 
private  ownership  automobiles.  The 
auto  owner,  his  family  and  his 
friends  have  become  used  to  start- 
ing off  at  once  and  at  higher  than 
car  speeds,  as  well.  How  can  we  ex- 
pect him  to  patronize  the  street  rail- 
way with  the  single-track  operation 
that  makes  a  delay  in  one  direction 
produce  another  in  the  opposite 
direction? 

Partial  or  Complete  Busing  of 
Our  Smaller  Cities 

The  one-man  safety  car  has 
rescued  many  railways  that  could 
profitably  go  to  a  ten-minute,  seven 
and  one-half-minute  and  five-minute 
basis;  but  there  are  scores  of  roads 
or  parts  of  roads  where  such  head- 
ways are  out  of  the  question. 
Naturally,  when  one  has  to  maintain 
the  paving  for  a  route  with  a  twenty 
or  thirty-minute  headway,  rail  op- 
eration can  no  longer  be  considered. 
The  revenue  from  two  or  three 
starved  cars  an  hour  cannot  pay  for 
wages,  power,  investment,  overhead, 
track,  in  addition  to  the  wear  of 
paving  by  motor  vehicles.  The  only 
answer  short  of  total  abandonment 
is  the  bus.  Then,  at  any  rate,  the 
equivalent  of  a  double-track  line  will 


be  obtained  as  regards  reliability  of 
headways.  A  second  advantage  is 
that  the  routes  can  be  altered  at  will 
until  the  most  profitable  or  least 
losing  is  determined.  A  third  ad- 
vantage is  that  short  loops  can  be 
operated,  as  with  two  buses  running 
always  in  opposite  directions  a  pas- 
senger has  the  choice  of  waiting  full 
headway  interval  or  getting  aboard 
sooner  for  the  longer  way  around. 
Two  examples  of  rails  no  longer  in 
the  right  place  may  be  mentioned : 
Case  1  is  that  of  a  town  having  7 
or  8  miles  of  route  in  all.  Of  this,  a 
2-mile  route  parallels  the  main  line 
two  blocks  away.  This  2-mile  route 
nevei'  did  amount  to  much  as  it  was 
too  close  to  Main  Street.  At  present 
the  matter  of  track  renewal  and 
street  repaving  is  up  for  settlement. 
This  raises  the  question  should  the 
management  wipe  this  rail  route  and 
investment  off  the  books  and  in- 
stall a  bus  line  several  blocks  away 
through  a  street  that  really  needs 
service,  or  throw  good  money  after 
bad  by  rebuilding  the  unprofitable 
trolley  route?  It  takes  a  lot  of 
courage  to  wipe  out  25  to  30  per  cent 
of  a  cherished  investment — especially 
after  valuation  engineers  have 
solemnly  assured  the  owners  that  the 
replacement  value  of  the  track  was 
double  the  original  investment!  But 
value  and  earning  power  are  things 
apart  in  this  instance. 

Case  2  may  be  named,  inasmuch  as 
action  has  already  been  taken.  This 
is  Everett,  Wash.,  a  city  of  30,000. 
The  original  lines  were  laid  out  by  a 
land  development  company  long  be- 
fore Stone  &  Webster  took  hold  of 
this  property.  For  some  reason  the 
town  preferred  to  grow  north  and 
south  instead  of  east  and  west,  so 
much  of  the  trackage  was  no  longer 
in  the  logical  place.  Furthermore, 
as  franchises  were  due  to  expire  dur- 
ing the  price  peak,  it  was  but  natural 
for  the  railway  to  postpone  extensive 
rehabilitation  as  long  as  possible. 
Hence,  the  opening  of  1922  found  a 
railway  would  have  cost  more  for 
reconstruction  than  the  original 
system.  Bearing  in  mind  the  taxes 
on  electric  railways  compared  with 
similar  charges  on  the  same  gro.ss 
business  in  bus  operations.  Stone  & 
Webster  decided  to  start  from  the  be- 
gining.  The  result  is  a  combination 
motor  bus  and  street  car  system  in 
which  the  buses  will  probably  carry 
the  greater  share  of  the  traffic.  Op- 
eration began  late  in  1922. 

No   one   can    tell    to   what    degree 
other  small  cities  will  or  can  follow 


March,  1923 


BUS 

IKANSKORIXnON 


r. 


Everett's  example.  It  must  be  re- 
membered that  the  lapse  of  the 
franchises,  the  worn-out  condition  of 
the  roadway  and  the  mal-placement 
of  routes  are  all  dominant  factors. 
In  this  connection  jt  may  be  men- 
tioned that  several  small  British 
municipal  railways  have  considered 
complete  changeover  to  motor  buses, 
but  their  engineers  have  advised 
them  that  this  would  not  pay  inas- 
much as  the  track  was  in  fair  shape, 
and  the  routes  correctly  placed  (so 
far  as  the  writer  knows).  The  main 
objection  raised  by  them,  however, 
was  that  the  bus  system  would  have 
to  operate  sufficiently  cheaper  to 
carry  all  trolley  investment  and 
amortization  charge  plus  its  own  new 
investment.  In  other  words,  it  is 
one  thing  to  supplant  a  trolley 
system  by  ruthless  destruction  of  in- 
vestment values,  and  another  thing 
to  guard  those  values. 

Motor  Bus  Rapid  Transit  for 

Cities  Between  100,000 

AND  1,000,000 

It  is  good  to  turn  to  motor  bus 
possibilities  that  offer  a  big  field 
without  hurting  legitimate  under- 
takings. This  is  the  operation  of 
motor  bus  express  services  in  cities 
of  rapid  transit  distances  but  not  of 
rapid  transit  population.  British 
practice  affords  us  a  broad  hint  in 
its  operation  of  suburban  motor 
buses  at  fares  so  graduated  that 
there  are  practically  no  pick-ups  and 
therefore  few  stops  on  the  city  part 
of  the  run.  An  enormous  amount  of 
private  automobile  operation  could 
be  eliminated  if  the  suburbanite  was 
offered  a  luxurious  coach — not  a 
lumbering  bus — in  which  he  could 
speed  to  town  with  his  particular 
coterie  as  in  a  club  car.  To  be  sure, 
such  service  cannot  be  given  at 
street  car  fares,  but  it  is  one  way 
out  for  communities  between  100,000 
and  1,000,000  population  to  help  solve 
their  traffic  problem.  Thirty  minutes 
is  a.-;  much  as  most  people  are  willing 
to  spend  en  route  to  and  from  their 
job.  The  rapid  transit  coach  de  luxe 
will  make  this  possible.  It  should  be 
a  part  of  the  local  street  railway 
system,  for  otherwi.se  one  kind  of 
service  would  always  be  poaching 
upon  the  field  of  the  other. 

Many  Bus  Opportunities  in  the 
Big  Cities  in  General 

Lastly  we  come  to  our  larger 
cities,  by  which  is  meant  any  and  all 
over  100,000  population.  Studies  in- 
dicate that  each   of  them  has  .some 


possibility  for  motor  bus  operation. 
This  does  not  imply  that  the  appli- 
cations would  pay  for  themselves  in- 
dividually, but  it  does  imply  that 
they  would  be  a  gain  to  the  local 
transport  system  considered  as  an 
entity.  Not  every  track  route  pays 
by  itself.  It  has  to  be  considered  in 
its  relation  to  the  main  trunks.  So, 
too,  with  the  bus  possibilities.  Some 
of  them  possess  only  the  merit  of 
cutting  down  losses  from  little-used 
trackways.  Others  offer  the  ad- 
vantages accruing  from  opening  new 
districts,  of  keeping  out  wildcat  com- 
petition and  of  cutting  down  conges- 
tion on  main  lines  (through  paral- 
lels)  so  that  the  heaviest  traffic  can 


once  more  be  moved  at   a   protilable 
schedule  speed. 

It  is  true  that  the  minor  applica- 
tions in  cities  might  throw  off  u 
profit  to  individual  operators  where 
they  bring  a  loss  to  company  opera- 
tors, but  unlike  the  country  cases 
first  considered  the  company  as  pur- 
veyor of  the  mass  transportation  in 
a  given  area  must  take  the  lean  with 
the  fat,  both  as  a  matter  of  fairness 
and  self-protection.  It  would  be  just 
as  wrong  to  permit  individual  opera- 
tors to  come  into  a  communal  area  as 
it  would  be  to  fail  to  protect  the 
country  operator  against  the  com- 
petition of  later  comers  in  his  terri- 
tory. 


New  Hriti.'^h  Gasoline- Electric  Rii* 


Frost  Smith  foi'ii-eight-seat  gasoline-elect rir  biiK  now  running 
on  the  streets  of  London 


THERE  are  now  being  put  on 
London  streets  a  number  of 
gasoline-electric  buses  which 
show  differences,  which  are  held  to 
be  substantial  improvements,  from 
existing  designs.  Whether  the  new 
buses  will  substantially  compete  with 
those  of  the  London  General  Omni- 
bus Company  remains  to  be  seen,  but 
meanwhile  it  is  of  interest  to  note 
some  points  of  the  chassis  con- 
struction. 

This  machine  has  been  designed  by 
Percy  Frost  Smith,  who  was  for- 
merly associated  with  Tilling-Stevens 


Motors,  Ltd.,  Maidstone.  (,0n  page 
283,  May  issue,  the  Tilling-Stevens 
gasoline-electric  bus  was  described.) 
The  chassis  is  simple  and  strong, 
with  a  pressed-steel  frame.  The 
four-cylinder  engine  develops  40  hp. 
at  1.000  r.p.m.  The  crankshaft  is  of 
high-tension  steel.  Forced  lubrica- 
tion is  employed.  A  specially  de- 
signed compound-wound  dynamo  is 
driven  by  the  engine  and  is  cooled 
by  a  fan.  The  dynamo  drives  a 
.series-wound  motor  whose  yoke  is 
bolted  to  the  main  members  of  the 
frame  to  form  an  additional  brace. 


124 


BUS 

TMNSPORTATION 


Vol.2,  No.3 


A  novel  feature  is  the  patent  com- 
bination controller,  the  design  of 
W.  P.  V.  Powell  and  Mr.  Frost 
Smith,  which  includes  four  elements 
—starting  switch,  speed  regulator, 
electric  brake,  and  positive  magnetic 
stop.  The  positive  means  of  prevent- 
ing the  driver  from  moving  from  a 
forward  to  a  reverse  position  or  vice 
versa  while  current  is  flowing  is  a 
valuable  feature,  while  the  electric 
brake  means  easy  and  safe  control. 
Speed  is  regulated  by  resistances  in 
the  dynamo  and  motor  fields,  these 
being  cut  in  or  out  by  a  lever  con- 
nected to  a  sleeve  operating  the 
necessary  segments.  By  a  continua- 
tion of  its  movement,  the  same  lever 
brings  into  action  the  electric  brake. 
By  this  brake  the  driver  has  control 
of  his  vehicle  without  recourse  to 
the  mechanical  brake  down  to  a  speed 
of  2i  m.p.h.,  regardless  of  the  sever- 
ity of  the  grade.  The  usual  mechan- 
ical brakes  are  also  fitted. 

The  bus  is  electrically  lighted  by 
current  from  a  storage  battery 
which  is  charged  from  the  dynamo. 
An  automatic  cut-out  and  pole 
changer  cut  ofl"  the  charging  current 
when  the  voltage  of  the  dynamo  falls 
below  that  of  the  battery,  and  also 
provide  that  the  battery  continue  to 
be  properly  charged  should  the  polar- 
ity of  the  generator  be  reversed. 

In  this  appa:ratus  there  are  two 
solenoids,  energized  from  the  dy- 
hamo.  The  plungers  of  the  solenoids 
are  permanent  magnets  connected  by 
a  crosshead  of  non-magnetic  mate- 
rial. The  arms  of  the  crosshead 
carry  insulated  contacts,  which  in 
operation  make  contact  with  either 
of  a  pair  of  brushes  connected  with 
the  dynamo.  In  practice,  the  battery 
being  disconnected,  the  generator  is 
run  up,  the  changing  switches  closed, 
and  at  a  predetermined  voltage  the 
solenoids  are  energized. 

The  solenoid  plungers  are  at- 
tracted either  up  or  down  according 
to  the  polarity  of  the  dynamo.  Thus 
the  insulated  contacts  are  brought 
into  contact  with  one  or  the  other  of 
the  brushes.  On  finding  the  correct 
polarity  of  the  dynamo  in  relation  to 
the  polarity  of  the  battery,  the  latter 
is  then  connected  to  the  circuit  and 
charging  commences.  When  the 
voltage  of  the  dynamo  falls  below  a 
predetermined  value,  a  V-spring 
brings  the  contacts  to  a  neutral  posi- 
tion, thus  breaking  the  circuit  to  the 
batterj'.  Should  the  dynamo  build 
up  its  voltage  in  the  opposite  direc- 
tion, contact  is  made  with  the  oppo- 
site pair  of  brushes,  and  by  means  of 


Frost  Smith  gasoline-electric  bus  chassis 


cross-connections  the  battery  receives 
its  charge  in  the  right  direction. 

A  three-point  .spring-drive  coup- 
ling connects  the  engine  and  dynamo. 
The  load  is  automatically  taken 
equally  by  the  three  driving  springs. 
The  propeller  shaft  from  the  motor 


connects  with  the  rear  axle,  the  case 
of  which  is  a  one-piece  steel  forging, 
heat-treated  after  machining.  Sep- 
arate hard-steel  sleeves  form  the 
main  bearings,  and  the  sleeves  are 
easily  renewable.  Torque  and  radius 
rods    are    eliminated,    the    stresses 


A — Dynamo  and  motor-field  and  brake 

lever. 
B — Motor-field   resistance   contact   segment. 
(■ — Removable  bar  carrying  contacts  and 

motor  and  brake  resistance  units. 
D — Motor-field  and  brake  resistance  units. 
E — Main  frame  of  aluminum. 
F — Magnetic  locking  sector  plate. 
G — Removable  bar  carrying  main  and  brake 

contacts. 
H — Reversing  switch  contact  drum. 
I — Main  contacts. 
J — Brake  contact. 


K — Insulated  switch  spindle. 

L — Brake  contact. 

M — Removable  bar  carrying  main  and  brake 
contacts. 

N — Dynamo-field  resistance  units. 

O — Insulated    sleeve   carrying   contact   seg- 
ments. 

P — Removable  bar  carrying  contacts  and 
dynamo   resistance  units. 

Q — Dynamo-field  resistance  contact  seg- 
ment. 

R — Brake  locating  trigger. 

S — Reversing  switch  lever. 

T — Indicator  plate. 


Vieu's  of  Gasoline-Electric  chassis.     Above,  at  left — Combination  controller. 
At  right — Automatic  cutout  and  pole  c'^anger 


Marth,1923 


BUS 

TRVNSHORTAllOS 


125 


being  taken  through  springs.  The 
worm-case  unit  can  easily  be  removed 
from  the  main  axle  case.  A  bevel- 
type  (lifFerential  gear  is  employed, 
and  details  are  of  robust  design. 

An  I-beam  section  axle  and  ball 
and  socket  joints  are  features  of 
the    front    axle.      Special    attention 


has  been  given  to  the  springing  of 
the  chassis.  Front  and  rear  road 
wheels  are  of  the  same  diameter,  and 
are  made  of  cast  steel.  Twin  types 
are  as  usual  fitted  to  the  rear  wheels. 
The  double-deck  body  is  not  unlike 
the  latest  type  of  the  London  General 
Omnibus  Company.     This  vehicle  is 


painted  externally  a  rich  blue  color, 
and  on  the  side  panels  is  the  legend, 
"Petrol— F.S.— Electric."  It  is  thus 
quite  a  contrast  in  color  to  the 
L.G.O.C.  buses,  which  are  painted  a 
brilliant  red.  The  seating  accommo- 
dation is  for  forty-eight — twenty-two 
inside  and  twenty-six  on  top. 


Many  Operating  Changes  Are  Being  Macie 
in  Chicago  Bns  Service 

Traffic  on  North  Side  Carefully  Analyzed — South  and  West  Side  Opera- 
tions Cover  115  Miles  of  Routes  and  Will  Keeiuire  •>•")()  liuses  and  Four 
Operatinjr  (iarajjes — Two  Subsidiaries,  wilh  the  Same  Officer  i'ersonnel 
as    Operating   Company,    Formed    to   Desijjn   and   Construct    the  liuses 


0.\E  of  the  first  steps  taken  by 
the  new  management  of  the 
Chicago  Motor  Coach  Com- 
pany, after  taking  hold  of  operations, 
was  a  complete  study  of  the  traffic 
conditions  existing  on  the  lines  run- 
ning north  of  Michigan  Avenue.  This 
study  resulted  first  in  the  establish- 
ment of  new  turn-back  points  in  the 
evening  rush  hours,  and  in  the  morn- 
ing rush  in  dead-heading  buses  from 
the  Rosemont  garage  to  predeter- 
mined points  in  order  more  fully  and 
adequately  to  serve  the  bus  riders  by 
assuring  them  a  seat  on  the  first 
bus  instead  of  having  to  wait  their 
chance.  This  simple  change  in  op- 
eration also  enabled  passengers  to 
reach  their  destination  within  a 
minimum  of  time,  since  time  lost 
waiting  to  board  a  bus  has  been 
greatly  reduced.  Then,  too,  as  the 
public  has  found  out  that  seats  can 
be  obtained  promptly,  upon  arrival 
of  the  bus,  new  traffic  has  resulted, 
and  it  is  not  uncommon  for  pas- 
sengers to  walk  several  blocks  to 
travel  by  bus. 

On  Jan.  4,  1923,  an  entire  new 
schedule  was  put  into  effect.  This 
schedule  provides  for  rerouting 
changes  in  the  downtown  or  Loop 
District  to  facilitate  movement, 
thereby  decreasing  the  delays  due 
to  other  vehicular  interference. 
Through  service  from  the  Loop  to 
Devon  Avenue  was  put  on  a  ten- 
minute  headway,  but  instead  of 
passing  through  the  Loop  via  Jack- 
son Boulevard,  State  and  Washing- 
ton Streets  as  heretofore  at  all  times, 
the  buses  are  routed  around  the  block 


bounded  by  Washington,  State  and 
Randolph  Streets  during  the  period 
from  7:30  a.m.  to  6:30  p.m. 

This  rerouting  results  in  a  saving 
of  103  miles  per  day  and  de- 
creases the  number  of  buses  required 
to  fill  the  schedule  by  two.  In- 
cidental to  the  new  schedule,  running 
time  points  were  established  for  all 
bus  operations  and  drivers  are  held 
to  strict  accountability  to  maintain 
their  running  time.  The  accompany- 
ing table  built  up  from  the  allowed 
running  time  gives  the  schedule 
speed  in  miles  per  hour  over  differ- 
ent sections  of  the  routes  that  go 
north  on  Michigan  Avenue. 

Short-line  service  is  operated 
every  ten  minutes  all  day  from  the 
Loop  to  Edgewater  Beach,  Clark 
Street  and  Wilson  Avenue,  except 
that  the  Clark  Street  and  Wilson 
Avenue  runs  are  combined  after  7:30 
p.m.  until  midnight.  On  these  three 
routes  the  trip  through  the  Loop 
District  is  also  shortened  during 
the  evening  rush  hours  by  turning 
off  Michigan  Avenue  at  Monroe 
Street,  two  blocks  north  of  Jackson 
Boulevard.  This  operation  not  only 
results  in  a  saving  of  four 
minutes  in  running  time  per  trip  but 
also  of  58  miles  per  day.  both 
of  which  redound  to  the  benefit  of 
the  traveling  public.  The  company 
realizes  that  undoubtedly  some  op- 
erators will  criticise  severely  this 
method  of  rendering  service,  but  it 
believes  that  when  it  becomes  pos- 
sible to  walk  faster  than  to  ride  on 
the  buses  it  is  good  operation  to 
avoid  such  traffic  congestion. 


In  the  morning  during  the  peak 
hour  additional  service  is  run  to  the 
Loop  on  ten-minute  headways  from 
six  other  points.  In  the  evening 
rush  hours,  in  addition  to  the 
routes  previously  mentioned,  other 
northbound  service  is  run  on  a  ten- 
minute  headway  from  the  Wrigley 
Building  and  from  Lake  Street  to 
Devon,  the  northern  terminus. 

Figures  Show  Incre.\se 

Figures  on  the  comparative  busi- 
ness for  December,  1921.  and  Decem- 
ber, 1922.  and  for  January.  1922.  and 
January,  1923,  follow: 

Di'CT'niber,  Decrrobw,  P«C»Dt 
„         .  I 'J  I  1122        locrrue 

Bu»-mil«-s  127,684        177.808       39  26 

Hound  trips  7.508  10.811       43.99 

I'lussonirerecariifd. ...       492.025        731.899       48  70 
.'^f-ais  offered 805.545     1.308.244       62.40 

January.  Jonuarj-,  Pft  Cenl 

1922  1925  IncrrMc 

Bu»-mile« 122,284  192,855  57.71 

Round  trips                         7.162  12.455  73  90 

I'a.ss<nKrr>  (•!im..il             495.471  783  509  58    M 

."Jeat^  •■fTiTMi              ..       77(1. 262  t.4l6.84<  -i      n 

Among  other  things,  the  neu 
agement  has  instituted  a  systematic 
checking  of  traffic  at  three  or  four 
points  along  the  line  so  as  to  de- 
termine and  keep  posted  on  any 
variations  in  riding  habits  that 
might  necessitate  changes  in  sched- 
ules. It  is  only  by  such  constant 
checking  that  the  information  so 
essential  in  building  schedules  can 
be  obtained.  With  such  facts 
known,  buses  can  be  put  at  the  places 
when  and  where  the  people  want  to 
ride. 

All  of  the  efforts  of  the  manage- 
ment have  not  been  confined  merely 
to    revamping   the   schedules   more 


126 

nearly  to  meet  the  needs  of  the 
traveling  public.  Many  changes  have 
been  instituted  in  the  shops,  includ- 
ing a  systematic  plan  for  the  in- 
spection, cleaning  and  overhauling  of 
buses,  patterned  very  largely,  as 
might  be  supposed  from  the  previous 
experience  of  the  present  managers, 
on  the  Fifth  Avenue  Coach  Com- 
pany's practice. 

New  equipment  includes  tvv'enty 
new  Type  K  double-deck  coaches 
built  in  Chicago,  ten  Type  L  double- 
deckers  and  one  Type  J  single-deck 
coach  of  Fifth  Avenue  design  and 
construction.  Forty  of  the  front- 
wheel  drive  buses  have  also  been 
thoroughly  overhauled,  renovated  and 
repainted  both  inside  and  out.  making 
them  as  attractive  in  appearance  as 
the  newer  model  buses. 

The  inspection  service  in  the  shops 
calls  for  examination  every  night  and 
a  more  thorough  inspection  every 
2,000  miles.  This  practice  alone  has 
resulted  in  the  elimination  of  prac- 
tically all  road  delays  due  to  failures 
of  equipment,  so  that  a  passenger 
now  feels  assured  on  boarding  a  bus 
that  he  will  reach  his  destination 
without  unforeseen  circumstances 
preventing. 

An  analysis  of  the  delay  reports 
for  the  month  of  January,  1923, 
three  months  after  the  property 
changed  hands,  indicates  that  it  is 
not  uncommon  practice  to  make  a 
day's  schedule  without  a  failure  in 
equipment  of  any  kind.  This  of 
itself  has  done  much  to  restore  the 
confidence  of  the  riding  public. 

The  Plan  and  Scope  of  the  New 
Organization 

The  plan  and  scope  of  the  present 
management  divides  itself  into  five 
natural  divisions: 

The  local  operating  company  will 
be  known  as  the  Chicago  Motor 
Coach  Company  and  will  cover  about 
88  miles  of  route  over  what  is 
unquestionably  a  most  wonderful 
boulevard  system.  In  addition  it 
will  cover  about  30  miles  of  city 
streets,  making  a  total  route  mileage 
of  approximately  118  miles.  On  the 
south,  operations  will  extend  to 
South  Chicago,  approximately  5.15 
miles  from  the  Loop;  to  the  west,  to 
the  city  limits  at  Austin  Boulevard, 
or  about  8  miles  from  the  Loop.  On 
the  north  side  present  operations  will 
be  extended  to  the  city  limits,  at  the 
beginning  of  Evanston,  making  the 
distance  from  the  Loop  approxi- 
mately  1 1    miles.     It   is  anticipated 


BUS 

TRANSPORIATION 

that  when  all  routes  are  in  opera- 
tion and  fully  equipped  nearly  650 
buses  will  be  needed  to  fill  the 
schedules.  To  complete  this  under- 
taking it  is  estimated  that  the  final 
investment  required,  including  al- 
lowances for  garages  and  shop 
facilities  that  will  of  necessity  have 
to  be  furnished  to  maintain  and 
operate  this  large  fleet  of  buses, 
will  amount  to  16,000,000.  This  op- 
eration will  be  by  far  the  largest  of 
its  kind  in  this  country,  the  excep- 
tion to  the  largest  in  the  world  being 
the  London  General  Omnibus  Com- 
pany in  London. 

There  will  be  two  garages  on  the 
South  Side  of  40,000  and  50,000 
sq.ft.  respectively.  On  the  West 
Side  but  one  garage  of  70,000  sq.ft. 
area  is  planned.  At  these  garages 
everything  pertaining  to  repairs  and 
general  maintenance  will  be  done, 
but  all  annual  overhauling,  repaint- 
ing, etc.,  is  to  be  done  at  some  cen- 
tral point. 

As  has  already  been  stated  in  the 
columns  of  Bus  Transportation,  the 
company  now  holds  franchises  and 
operating  rights  for  its  contemplated 
South    Side    operations.      It    is    ex- 


Vol.2,  No.3 

matter  under  advisement.  With 
favorable  action  on  the  part  of  the 
commission  the  company  anticipates 
that  operation  will  be  started  by 
July  1  of  this  year  in  a  small  way 
over  a  part  of  the  routes. 

All  buses  are  to  be  built  by  a  sub- 
sidiary of  the  Yellow  Cab  Manufac- 
turing Company  to  be  known  as  the 
Yellow  Coach  Manufacturing  Com- 
pany. Except  for  the  financial  re- 
lationship it  will  be  in  every  respect 
a  wholly  independent  organization 
and  under  a  separate  management. 
The  manufacturing  plant  adjoins 
that  of  the  parent  company  on  West 
Dickens  Avenue.  Already  34  acres  of 
land  have  been  purchased  and  it  is 
planned  to  lay  out  the  plant  in  four 
separate  units,  each  unit  occupying 
100,000  sq.ft.,  the  first  of  which  is 
now  under  construction.  The  plant 
has  been  designed  along  the  most 
modern  lines,  and  through  the  instal- 
lation of  a  combination  of  crane  and 
telferage  system  manual  handling 
will  be  reduced  to  a  minimum.  The 
capacity  of  each  of  these  four  sep- 
arate units  will  at  the  start  average 
at  least  five  buses  per  day,  so  that 
when  the  plant  is  at  its  maximum 


Operating  Schedule  Information  Com] 


NEW  RUNNING  TIME  AND  SPEEDS  BY  SECTIONS 


Section 
Mileage 

Cumu- 
lative 
Mileage 

6:30  A.M.  to  9:30  A.M. 

and 
6:30  P.M.  to   1:00  A.M. 

9:30  A.M.  to  2:00  PM. 

Running 
Time    In 
Section 

Speed 
In 

.Section 

Cumulative 

Running 
Time    In 
Section 

Speed 
In 

.Section 

Cumulative 

Section 

Running 
Time 

Speed 

Running 
Time 

Spee 

Devon  to  Balmoral 

Hahnoral  f  o  .\rgyle 

-Vrgyle  to  Lawrence 

Lawrence  to  Wilson 

Wilson  to  Montrose 

Montrose  to  Irving  Park.  . 
Irving   Park   Boulevard  to 

1.565 
0  397 
0,292 
0   260 
0.253 
0  505 

0  466 
0  988 
0  626 
2  651 
0  493 

0  457 

0.165 

1  962 

2  254 

2  514 
2.767 

3  272 

3  738 
4.726 
5  352 
8.003 
8.496 

8.953 

9.118 

10 

13  4 
119 
5  85 
5  20 
7  60 
7.60 

14  00 

14  80 
12  50 

15  90 
14  80 

9    15 

9.90 

9 
12 
15 
17 
21 

23 
27 
3D 
40 
42 

45 

46 

i3'08 
II    27 

11  06 
9  77 
9  35 

9  75 
10  50 

10  70 

12  00 
12    14 

12  00 

11  90 

7 
2 
3 
3 
2 
4 

2 

4 

3 

10 

2 

4 
2 

13  4 
119 
5.85 

5  20 
7  60 
7  60 

14  00 
14  80 
12.50 
15.90 
14.80 

6  85 
4.95 

9 
12 
15 
17 
21 

23 
27 
30 
40 

42 

46 
48 

II.. 
II. t 

9.; 
9  : 

9    - 

Pine  Grove  to  Melrose 

Melrose  to  Diversey 

niversey  to  Chicago 

10  ; 
10.; 

12. ( 

1? 

Kinzie    to    Michigan    and 

II  " 

Michigan  and  Washington 

1 1 

Total 

9   118 

46 

11.90 

48 

II.' 

All  day  average  speed  1 1.  55  miles  per  hour. 

pected  that  service  will  be  in- 
augurated on  a  part  of  the  lines  on 
April  1  and  will  continue  to  expand 
as  rapidly  as  equipment  can  be  se- 
cured and  the  necessary  garages  for 
operating  purposes  constructed. 

As  for  the  West  Side  operations, 
the  company  reports  it  has  secured 
the  necessary  franchises  from  the 
West  Side  Park  Board  and  that  the 
hearings  before  the  Illinois  Com- 
merce Commission  to  prove  necessity 
and  convenience  have  been  com- 
pleted.   The  commission  now  has  the 


working  capacity  at  least  twenty 
completed  buses  can  be  turned  out 
daily.  At  present  onl\-  one  unit  is  be- 
ing built.  It  is  expected  to  have  this 
completed  the  latter  part  of  March 
so  that  during  the  month  of  April 
one  bus  per  day  can  be  turned  out. 
During  the  month  of  May  plans  call 
for  two  a  day,  and  for  three  a  day  in 
June,  after  which  it  is  hoped  to  keep 
the  plant  working  at  full  capacity. 

In  order  to  insure  a  supply  of  en- 
gines for  its  buses  the  engine  works 
of  the  Root  &  Vandervoort  organiza- 


March,1923 

tion  at  Moline,  III.,  were  purchased. 
All  the  equipment,  tooLs,  patterns, 
etc.,  were  included — in  fact,  every- 
thing except  the  manufacturing 
buildings.  The.se  have  heen  leased 
for  the  present.  A  separate  company 
has  been  organized  to  take  over  the 
engine  works  and  it  bears  the  same 
rtlation  to  the  Yellow  Cab  Manu- 
facturing Company  as  the  Yellow 
Coach  Manufacturing  Company. 
While  it  is  financed  by  the  parent 
company  it  will  have  an  independent 
operating  organization,  which  will  be 
known  as  the  Yellow  Sleeve  Valve 
Engine  Works,  and  will  have  the  sole 
manufiicturing  rights  of  R  &  V 
motors  both  for  buses  and  for  pas- 
senger cars.  This  plant  will  have  a 
maximum  output  of  fifty  engines  per 
day.  The  engines,  which  will  be  con- 
structed for  bus  operation,  will  con- 
tain many  improvements  making  for 
greater  economy  in  maintenance 
and  in  the  consumption  of  gasoline. 

The  Yellow  Coach  Manufacturing 
Company  also  plans  a  consulting 
service  for  those  who  contemplate 
the  installation  of  motor  coach 
service.  This  service  is  to  be  at  the 
disposal   of  those   who  purchase   or 


BUS 

TRVMSPORrXnON 

type  of  equipment;  but  the  company 
will  be  prepared  to  assist  in  a 
financial  way. 

In  territories  not  at  present 
served,  preliminary  surveys  for  mo- 
tor coach  installations  will  be  con- 
ducted and  attempts  made  to  inter- 
est local  capital  for  the  purpo.se  of 
organizing  local  operating  companies. 
Failing  in  this,  an  operating  sub- 
sidiary company  will  be  oiganized 
and  financed  to  carry  out  the  plans 
for  motor  bus  service. 

Equipment  Designs 

Already  the  manufacturing  or- 
ganization has  developed  two  designs 
of  chassis  on  which  a  multiplicity  of 
body  designs  can  be  mounted.  All 
told,  there  are  five  types  of  bodies 
that  can  be  mounted  on  one  type  of 
chassis.  These  bodies  cover  not  only 
open-top  double  deckers  but  also  in- 
closed for  one  or  two-man  operation. 
This  same  type  of  chassis  is  also  to 
be  used  under  a  thirty  -  passen- 
ger single  decker  so  that  the  excess 
weight  of  standees  can  be  accommo- 
dated without  fear  of  over-loading 
so  far  as  weight  is  concerned.  The 
second    type    of    chassis    is    for    a 


ared — Chicago  Motor  Coach  Company 


OLD  UrNNING  TIMK  .AND  SPEED.S  BY  SECTIONS 

2:00  P.M    In  6:30  PM. 

6:30  A.M.  to    12:00  .\'..  •.: 
and 
6:30   P.M.    to   Close                1         12:00  Noon  to  6:30  P.M. 

Running 
Time    In 
Section 

Spoc<i  In 
Sefllion 

Cumulative 

RunninK 
Time    In 
Section 

Speed  In 
Section 

Cumul»tive 

Running 
Time    In 
.Section 

Speed  In 
Section 

Cumulative 

RunninKj 
Time     1    Spec<l 

Running 
Time 

Speed 

Running 
Time 

Speed 

10 

13  4 
119 

5  85 

5  20 
7  60 
7  60 

14  00 
14  80 
12  50 
15.90 
14  80 

6.85 

2  48 

9 
12 
15 
17 
21 

23 
27 
30 
40 
42 

46 

50 

13  08 
M   27 

11  06 
9  77 
9.35 

9  75 
10  50 

10  70 

12  00 
12   14 

11  70 
11.00 

2 
10 

13.4 
11.9 
5  85 

5  20 
7  60 
7  60 

14  00 

14  80 
12  50 

15  90 
14  80 

6  85 
4.95 

9 
12 
15 
17 
21 

2J 
27 
30 
40 
42 

46 

48 

iros 

11  27 
11.06 

9  77 
9  35 

9  75 
10.50. 

10  70 

12  00 
12   14 

11  70 
11.45 

7 
2 
3 

3 
2 

4 

2 

4 
3 
10 

2 

4 
4 

13  4 
11.9 

5  85 
5  20 
7.60 
7  60 

14  00 

14  80 
12  50 

15  90 
14  80 

6.85 

2.48 

9 
12 
15 
17 
21 

23 
27 
30 
40 
42 

46 

50 

13  08 
II   27 

11  06 
9  77 
9  35 

9.75 
10  50 

10  70 

12  00 
12   14 

11  70 

1  1    nil 



50 

11.00 

48 

11.45 

50 

1  1    III) 

who    are   contemplating   purchasing 
motor  bus  equipment. 

In  cities  or  localities  now  served 
by  existing  means  of  transportation, 
it  is  the  purpose  of  the  organization 
not  to  compete,  but  to  co-operate  in 
devising  ways  and  means  of  install- 
ing motor  coach  service  as  a  ."ervice 
supplemental  to  existing  mepns  of 
transportation.  Where  necessary 
and  justified  by  local  conditions, 
however,  this  co-operation  will  by  no 
means  end  with  only  advice  and  coun- 
sel and  the  supplying  of  the  proper 


.\I!  day  average  speed  11.22  miln*  per  hour. 

smaller  and  lighter  vehicle  and  will 
have  a  capacity  of  but  eighteen  pas- 
sengers. 

More  details  of  each  vehicle 
follow : 

1.  A  double-deck  two-man  bus  ac- 
commodating sixty-nine  passengers. 

2.  A  double-deck  pay-as-you-cnter 
one-man  bus  accommodating  fifty- 
eight   passengers. 

3.  A  Pullman  de  luxe  single-deck 
pay-as-you-enter  one-man  bus  capable 
of  seating  thirty  and  accommodating 
twenty-five  standees. 

4.  An  inclosed  upper-deck  bus  of 
either  one  or  two-man   type. 

.'>.  .\    high-speed    enlarged    limousine 


127 

type  of  bu.s  seating  twenty-five  passi-ii- 
gers  and  capable  of  a  .«uslained  .spt-i'il 
of  40  m.p.h.  and  a  maximum  speed  of 
50  m.p.h. 

6.  A  light  coach  de  luxe  accommodat- 
ing a  minimum  of  eighteen  pa.ssengeri* 
for  country  clubs,  hotels,  schools,  etc. 
In  treating  with  labor  in  its  manu- 
facturing activities  the  company  ha« 
based  its  wages  upon  the  output  of 
honest  co-operative  and  individual 
effort,  so  that  those  who  produce  will 
participate  in  two  ways: 

First — In  direct  payment  for  in- 
dividual effort,  which  includes  a  lib- 
eral basic  rate  of  pay  for  an  honest 
day's  work.  This  will  be  determined 
on  a  basis  well  within  the  produc- 
tive ability  of  the  ordinary  arti.san 
or  workman.  As  an  incentive  to  the 
ambitious,  industrious  workman, 
there  will  be  a  liberal  reward  for 
anything  produced  in  excess  of  what 
might  be  considered  a  fair  day's 
work.  There  will  be  incorporated  in 
the  plan  also  certain  safeguards 
against  the  possibility  of  overwork 
and  exhaustion  by  the  more  .selfish 
and  greedy. 

Second — In  sharing  with  the  stock- 
holders in  profits  produced  through 
co-operative  effort  in  excess  of  an 
amount  which  will  be  predetermined 
and  agreed  upon  as  a  fairly  liberal 
return  to  the  investors. 

Night  Service  Exteutled 

PICKWICK  STAGES,  Northern 
Division,  Inc.,  has  announced  that 
another  through  stage  between  San 
Francisco  and  Los  Angeles  will  be 
added  to  its  schedule.  The  time  of 
departure  on  the  new  run  from  both 
ends  will  be  12  o'clock  midnight. 
This  will  make  a  total  of  five  daily 
schedules  in  each  direction  without 
layover  between  the  two  cities,  which 
are  455  miles  apart  via  the  highway. 
There  are  also  two  daily  .schedules 
each  way  on  which  an  overnight 
stopover  is  made  en   route. 

Under  the  new  program  the  de- 
partures from  each  terminal  on 
through  runs  will  be  a.s  follow.s:  7 
a.m.,  8  a.m.,  2:45  p.m.,  7  p.m.  and 
11:59  p.m.  Cars  on  the  7  a.m.  run 
do  not  handle  any  local  p)a.ssengers, 
but  all  other  runs  carry  pa.ssengers 
between  all  points  en  route.  The 
schedules  as  now  arranged  have  been 
found  to  be  such  that  the  hours  of 
passing  through  the  various  points 
closely  check  with  the  demand  for 
transportation  and  a  desirable  uni- 
formity of  loading  is  .secured.  The 
business  on  the  San  Francisco-Los 
Angeles  run  is  said  to  have  practi- 
cally doubled  the  last  year. 


128 


BUS 

TRANSPORTAllON 


Vol.2,  No.3 


Two  Bus  Lines  Aid  Local  Transportation 

The  Youngstown  Trolley  Car  Company  Adopts  Buses  as  a  Medium  of  Transportation  to  Two  Residential 

Districts — The    Bus    Routes.   Which    Reach    the  Center  of  the  City,  Are  Operated  Under  the 

Same  Conditions  as  the  Trolley   Lines — The  Rates  of  Fare  Are  the  Same  and   the 

Passengers  Can  Get  Transfers  from  the  Cars  to  the  Buses  and  Vice  Versa 


WHEN  the  history  of  motor 
transportation  is  written,  it 
must  be  recorded  that  the 
Youngstown  (Ohio)  Municipal  Rail- 
way was  among  the  first  of  the  rail- 
ways of  the  country  to  adopt  the 
motor  bus  as  an  adjunct  to  its  urban 
electric  service. 

On  Sept.  24,  1922,  seven  Republic 
motor  buses  of  the  street  car  type 
began  operations  on  regular  sched- 
ules over  two  routes  in  the"  city  of 
Youngstown.  These  lines  serve 
rapidly  developing  residential  sec- 
tions, the  Lincoln  Park  and  the  Cran- 
dall  Park  districts.  Direct  transpor- 
tation from  the  business  district  to 
their  homes  is  thus  afforded  resi-. 
dents  of  these  sections  that  are  dis- 
tant from  street  car  lines.  The 
Crandall  park  line  also  performs  a 
valuable  service  to  the  city  in  that 
it  serves  the  hundreds  of  students 
attending  the  new  Rayen  School. 
The  Lincoln  Park  line  buses  have 
Federal  and  Champion  Streets,  in 
front  of  the  Central  Store,  as  their 
downtown  terminal.  On  the  out- 
bound trips  they  proceed  east 
through  Federal  Street  and  Wilson 
Avenue  to  Rigby  Street,  where  they 
depart  from  the  street  car  line  and 
go  up  Rigby  to  Jackson,  to  Shehy  and 
thence  to  Lincoln  Park.  Libound 
they  traverse  Oak  Street  to  Himrod, 
Himrod  to  Garland,  thence  into 
Rigby,  Wilson  and  Federal  Streets 
to  the  central  terminal. 

The  Crandall  Park  line  has  its  cen- 
tral station  in  Wick  Avenue  at  the 
same  point  as  the  Elm  Street  cars. 
The  route  for  them  has  been  so  laid 
out  that  they  barely  touch  the  street 
car  line  at  any  point.  They  proceed 
north  in  Wick  to  Broadway  and 
thence  to  Elm  and  on  north  to 
Benita,  through  Fifth,  Crandall, 
Guadeloupe,  Belmont,  Foster  (con- 
necting with  the  North  Avenue  car 
line  terminal),  Belmont,  Crandall 
and  back  to  the  center  of  the  city. 

A  third  route  which  would  servo 
the  Cochrane  Park  district  on  thr 
south  side  of  the  city  is  under  con- 
sideration.    An    ordinance    recently 


All  aboard  for  Craiidall  Park 


Looking  forward — Note  the  fare 
box  location  and  the  overhead 
register  for  showing  how  many 
passengers  ride  on  weekly  passes. 
Hand  rails  on  the  roof  are  used 
instead  of  straps  for  they  pro- 
vide better  steadying  powers. 


BE 

^mS 

-ni|IB 

1 

H 

u 

■*■•*•  1 

1  Q 

■ 

t^iii 

Pt 

^ 

^^^E 

1 

^^3 

iH 

■ 

passed  the  Youngstown  Council  au- 
thorizing the  purchase  of  eleven  new 
buses,  seven  of  which  are  to  be  used 
on  the  Cochrane  Park  line. 

At  present  the  company  operates 
seven  buses.  The  bodies  were  con- 
structed by  the  Bender  Company  of 
Cleveland  to  the  design  of  the 
Pennsylvania-Ohio  Company,  and 
are  mounted  on  Republic  chassis 
which  have  the  Knight  sleeve-valve 
engines.  Pneumatic  tires,  36  x  6, 
are  used  exclusively.  The  rear 
wheels  have  dual  tires. 

The  very  best  of  workmanship  and 
design  was  put  into  the  construction 
of  the  bodies.  All  framework  is  of 
second-growth,  air-dried  ash  or  oak. 
Main  sills  are  mortised  and  heavily 
braced,  while  the  panels  are  of  six- 
teen-gage  aluminum.  The  windows 
are  equipped  with  special  anti- 
rattling  devices  and  weather  strips, 


March,  1923 


BUS 

TRVSSHOHIATION 


I2fl 


and   a   protecting   wire   guard    runs 
along  the  side  of  the  windows. 

The  service  door  of  the  jack-knife 
type  at  tlie  front  and  the  low-step 
shod  with  safety  tread  give  easy 
ingress  and  egress,  a  feature  aided 
by  special  illumination  at  the  en- 
trance. 

All  of  the  seats  are  transverse  ex- 
cepting the  front  seat  on  the  right 
hand  side,  which  is  longitudinal. 
This  not  only  gives  the  greatest  com- 
fort to  the  bus  riders,  but  also  gives 
ample  space  at  the  forward  end  of 
the  car  to  facilitate  loading  and  un- 
loading. All  seats  are  of  .standard 
type  upholstered  in  brown  leather. 
They  are  spaced  to  give  ample  room 
for  comfort  and  for  easy  passage 
along  the  aisle.  At  each  seat  is  a 
push  button  connected  with  a  buzzer 
to  the  driver  so  that  passengers  can 
signal  the  approach  to  their  .stops. 
Attractive  Appearance  and  Pas- 
senger Comfort  Are  Features 
The  interior  and  exterior  decora- 
tions are  in  keeping  with  the  gen- 
eral appearance  of  the  buses.  Light- 
ing is  afforded  by  six  dome  electric 
lights  in  the  roof.  At  the  top  in 
front  are  two  green  designation 
lights  and  in  the  rear  at  the  top  two 
red  lights,  these  and  the  special 
lighting  at  the  entrance  being  in 
addition  to  the  lighis  required  by 
law.  The  same  type  of  roller  destina- 
tion signs  as  used  on  the  street  cars 
are  installed  on  the  buses. 

It  might  be  said  in  passing  that 
the  Youngstown  Municipal  Railway 
is  a  subsidiary  of  the  Pennsylvania- 
Ohio  Electric  Company,  which 
also  operates  the  Pennsylvania-Ohio 
Coach   Lines  mentioned  in  previous 

issues       of       Bus      TRANSPORTATION. 

Needless  to  say  the  company  has 
striven  to  attain  on  the  urban  routes 
the  same  high  degree  of  comfort, 
safety  and  efficiency,  combined  with 
elegance  of  appearance,  as  developed 
in  its  interurban  service. 

A  yearly  local  license  fee  of  $10 
per  bus  for  owners  is  required  by  a 
city  ordinance,  which  also  calls  for  a 
$5  fee  for  each  driver.  According 
to  a  recent  decision  rendered  by  the 
Municipal  Court,  the  i-ailway  does 
not  come  within  the  terms  of  this 
measure  as  its  buses  are  auxiliaiy 
and  supplementary  to  the  trolley 
service.  This  decision  resulted  from 
an  action  brought  by  an  independent 
operator  alleging  violation  by  the 
railway  of  an  overcrowding  clause 
in  the  ordinance.  These  licenses  are 
therefore  no  longer  paid.     The   in- 


77  <    relation  of  the  local  bus  lines  to  trolley  lines  in  the  city  of  Yoiinf/stmrn 


ternal  revenue  tax  is  $20,  and  tht- 
Ohio  State  auto  license  is  $36.45  per 
bus. 

According  to  the  provisions  of  an 
ordinance  adopted  Dec.  13,  1921,  an 
indemnity  insurance  policy  or  bonds 
to  the  extent  of  $10,000  per  bus 
must  be  filed  with  the  city. 

The  prevailing  rates  of  fare  on  the 
buses  are  the  same  as  on  street  cars. 
Weekly  passes,  good  for  unlimited 
rides,  are  issued  for  $1.25,  coupon 
tickets  are  sold  six  for  50  cents, 
while  the  cash  fare  is  9  cents,  with 
an  additional  charge  of  1  cent  for 
transfers  from  bus  to  car  and  vice 
versa. 

The  Lincoln  Park  route  is  4.2 
miles  in  its  round-trip  length  and 
a  ten-minute  headway  is  maintained 
from  5  a.m.  to  12  -.40  a.m.  The  Cran- 
dall  Park  line  is  6.7  miles  in  its 
round-trip  length  with  a  twelve- 
minute  headway  from  5:20  a.m.  to 
12:40  a.m. 

Jitney  competition  with  large 
touring  cars  is  active  on  both  lines. 


More  than  135  touring  cars  are  op- 
erated over  four  routes  in  the  city. 

Fares  are  collected  as  the  passen- 
ger leaves  the  bus.  A  locked  fare- 
box  is  used  for  the  cash  and  ticket 
fares.  Weekly  passes  are  registered 
on  an  overhead  register.  Transfers 
are  collected  but  are  not  registered. 

During  the  week  of  Dec.  18,  1922, 
the  sales  of  weekly  pas.ses  by  the  rail- 
way company  on  cars  and  buses 
amounted  to  10,096,  which  was  de- 
clared to  be  a  record.  For  the  week 
of  Jan.  29,  1923,  pass  .sales  amounted 
to  10,065.  The  bus  lines  are  credited 
with  aiding  materially  in  this  in- 
crease. 

The  maintenance  shop  for  the 
buses  operated  by  the  Youngstown 
Municipal  Railway  is  located  on  East 
Commerce  Street,  almost  in  the  heart 
of  the  city.  Here  a  force  of  two 
mechanics  and  three  helpers,  one  of 
whom  is  also  a  wa.sher,  is  main- 
tained. The  schedule  at  the  East 
Commerce  Street  garage  is  to  wash, 
inspect,  and  clean  two  buses  per  day. 


130 


BUS 

TR\NSP0RTAT10N 


Form  BZSCI-SI  S>^^£OM  Y.  P.  Co 


The  Youngstowti  Municipal  Railway  Company 


CONDUCTOR'S  DAILY  REPORT 

Kun  No.  ..-Cif  No,  -...-. RcBUier  No.- 

Conduclor 

Operator  .— _. — No.  — ■— 

Car  Received  From ~ -" - 


Due 

-K«y  No F«e  Box  No. 

MoionMMt — .-.-.  ~— — — _ 


■  .  Cub  Box  No.~ 


.  Lioc- 


By  Whom  Relieved 

Cash  Rciti.rer  Openins 
Ticket  ReKitler  Openlne 


Time  On Time  OH -Hoon- Mllease- 

. ..doling  ToMl - Total  Cuh    ... 

Ciosine — ToulTickctt 


Tr«na(crs  luued  0|>cnins  No. 


Transfers  Issued  CIosIdsNo.  1 


r 

_.I8_ 

39,, 

40 





i 

TOTALS 

1 

1    1     ! 

Form  of  dniiy  report  used  by  bus  driver,  slwu-inf/  traffic  handled  by   trips,  and 

total  for  his  day's  work.      On   the   reverse  side  notation  must  be 

made  of  delays,  trips  lost,  etc.,  and  the  reasons  why 


This  brings  a  bus  in  every  600  to 
800  miles.  The  tire  pressure  in  each 
of  the  six  buses  is  checked  up 
nightly.  The  required  pressure  in 
the  front  tires  is  100  lb.  and  in  the 
dual  rear  tires  100  lb.  on  the  outside 
tires  and  95  lb.  on  the  inside  tires. 
The  reason  for  the  difference  in  pres- 
sure is  on  account  of  the  crown  in 
the  roads,  it  being  believed  that  more 
weight  is  carried  on  the  outside  tires 
than  on  the  inside. 

At  the  garage  the  company  has  its 
ovm  gasoline  filling  tanks  and  has 
a  contract  with  the  Texas  Company 
for  fuel.  Bowser  pumps  located  at 
the  curb  provide  the  means  for  fill- 
ing the  tanks  on  the  buses. 

The  garage  equipment  consists  of : 

One  valve  urinder,  manufactured  by 
the  Franklin  Machine  &  Tool  Company, 
Sprinpfield,   Mass. 

One    arbor    press,    manufactured    by 


the  Manlev  Manufacturing  Company, 
York,  Pa.  " 

One  electric  drill,  semi-portable 
type. 

One  Alemite  grease  gun  (motor 
driven). 

One  motor-driven  air  compressor, 
manufactured  by  the  Union  Engine  & 
Manufacturing  Company,  Butler,  Pa. 

One  vacuum  cleaner. 

Performance  records  of  each  bus 
are  kept  at  the  garage.  Here  the 
amount  of  gasoline  and  oil  used  daily 
by  each  bus  is  recorded  in  a  special 
form,  likewise  a  daily  trouble  re- 
port, showing  the  buses  assigned  to 
each  route  and  if  for  any  reason  they 
have  to  be  pulled  in.  The  cause  for 
the  pull-in  must  also  be  entered 
under  the  heading  "Nature  of 
Trouble,"  and  under  the  heading 
"Disposition  by  Transportation  De- 
partment" is  shown  the  number  of 
the    bus    substituted.      In    the    last 


Vol.2,  No.5 

column  the  garage  foreman,  who,  by 
the  way,  is  under  the  direct  super- 
vision of  A.  B.  Creelman,  indicates 
what  the  mechanical  trouble  was 
that  caused  the  pull-in.  The  reports 
are  kept  in  duplicate  and  one  copy 
goes  to  the  manager  daily  for  his 
information. 

Records  are  also  kept  of  the  life  of 
tires,  showing  the  bus  on  which  they 
are  put,  the  dates  on  and  off  and  the 
mileage  run,  which  is  taken  from  the 
conductors'  daily  report  card  of  trips 
made  on  the  various  lines. 

The  Crandall  Park  route  is  very 
hilly.  For  200  ft.  a  10  per  cent 
grade  has  to  be  surmounted,  for 
1,000  ft.  a  4  per  cent  grade,  and  there 
is  more  than  a  half  mile  that  will 
average   a   3   per  cent  grade.      The 


Bus 

Gas 

Oil 

Mileage 

Iiis^p. 

6 
7 

FL 

FR 

RRO 

RRI 

RLO 

RI.I 

2 

3 

1 

Signed 

Siynfrf 

1 

Form  used  to  keep  record  of  gas 
and  oil  used,  and  the  tire  pres- 
sures in  each   tire. 


company's  drivers  on  this  line  have 
been  taught  to  brake  with  the  hand 
brake,  which  is  on  the  rear  wheels, 
and  to  stop  with  the  foot  brake, 
which  works  on  the  propeller  shaft, 
while  the  hand  brake  is  still  on.  The 
push-away  type  of  hand  brake  that 
stays  put  is  used. 

.J.   B.  Stewart,  Jr.,  is  the  general 
superintendent  of  operations. 


F^fn.  SIMM  1  !J  P  *  f  C. 

'^"-^                             '"2                 DAILY   TROUBLE   REPORT                           Da,e               ^             i« 

CAR  No. 

TIME 

LOCATION 

NATURE  OF  TROUBLE 

DISPOSITION  BY  TRANSPORTATION  DEPARTMENT 

DISPOSITION  BY  MECHANICAL  DEPARTMENT 

^ ^__ . — — 

L>-  r ! 

.— - . 



: : •■■■ 

SlAn«l 

■  NSPftCTTOR 

The  i^ame  form  of  trouble  report  is  w.serf  for  both  buses  and  trolley  cars. 


March,  1923 


BUS 

IKWSHORIATION 


131 


Six  Months  of  Operation  Has  Developed  Substantial  Tratlic  —  I'ower  Is  Purchased  from 
Hydro  Power  Commission  —  Kner^y  Consumption  Is  One  Kilowatt-Hour  per  IJus-Mile 

Trolley  Bu8  Opc^ratioii 
ill  Toronto 

By  W.  Forsyth 

Superintendent  Bus  Operations  Toronto  (Ont.)  Transportation  Commission 

IX  AN  ARTICLE  which  appeared 
in  the  issue  of  Bus  TR-WSPOR- 
TATION  for  March,  1922,  three 
months  previous  to  the  iiiau>,'urati(iii 
of  trolley-bus  service  in  Toronto,  de- 
tails were  fc'iven  of  the  bus  which  had 
been  selected  by  the  Toronto  Trans- 
portation Commission  for  this  serv- 
ice. Retruiar  passenger  service  was 
inauKurated  by  the  commission  in 
June.  Two  of  the  four  buses  pur- 
chased maintain  a  normal  traffic 
schedule  on  what  is  known  as  the 
Mount  Pleasant  route,  having  a 
round-trip  length  of  approximately 
2h  miles.  One  end  of  the  line  con- 
nects with  the  Toronto  &  Yorke 
Radial  Railway  at  Yonge  and  Merton 
Streets,  this  system  in  turn  connect- 
ing with  the  trolley  system  of  the 
Toronto  Transportation  Commission 
on  Yonge  Street. 

The  trolley  bus  route  e.xtends  east 
about  1^  miles  on  Merton  Street  at 
a  right  angle  to  Yonge  Street,  then 
turns  north  and  parallel  to  the 
Toronto  &  Yorke  Radial  Railway  for 
approximately  ■;  mile.  The  entire 
route  is  on  macadam  and  brick  road- 
ways. 

On  the  route  there  are  only  two 
rather  level  sections,  the  remainder 
being  a  series  of  ascending  and  de- 
scending grades.  On  Merton  Street 
near  Mount  Pleasant  Road  there  are 
two  short  grades  of  from  4  to  5  per 
cent,  and  a  longer  grade  on  Mount 
Pleasant  Road  averaging  3  per  cent. 

The  section  of  Toronto  served  by 
the  trolley  bus  is  rather  sparsely 
settled,  consequently  the  heaviest 
traffic  is  during  the  morning  and 
evening  rush  periods,  each  of  which 
is  of  only  about  an  hour's  duration. 
On  Saturday  mo.st  of  the  industrial 
concerns  close  at  noon,  making  the 
peak  of  traffic  at  noon  instead  of  in 
the  evening.  During  these  rush 
periods  the  bulk  of  the  traffic  is  car- 
ried from  the  Toronto  &  Yorke 
Radial  in  the  direction  of  the  up- 
grade. Most  of  the  passengers  make 
the  continuous  trip  from  or  to  the 
end  of  the  line  at  Eglinton  Road  and 


Fnitr  of  tlicxf  trolley  bimes  are  in  operation  in  Toronto 


Mount  Pleasant  Road.  There  are, 
however,  a  number  of  cross  streets 
at  which  stops  are  made.  With  the 
present  arrangement  for  transfer 
service,  through-section  tickets  are 
sold,  thereby  permitting  the  holder 
to  transfer  from  the  trolley  bus  to 
the  Toronto  &  Yorke  Radial  and  then 
to  the  commission  railway  system  or 
vice  versa.  Such  tickets  are  sold  at 
four  for  25  cents.  The  attractive 
service  offered  by  the  trackless 
trolley  system  has  been  largely  re- 
sponsible for  the  enormous  increase 
over  the  traffic  handled  by  the  gas- 
oline buses  previous  to  the  installa- 
tion of  the  present  system. 

Throughout  the  week,  except  Sat- 
urday and  Sunday,  the  buses  make  a 
total  daily  mileage  of  334  miles.  On 
Saturday  and  Sunday  they  average 
350  and  230  miles  respectively.  Dur- 
ing the  rush-hour  periods  three  buses 
are  used  on  the  route,  but  in  normal 
service  two  buses  maintain  a  head- 
way of  about  ten  minutes,  making 
three  round-trip  runs  in  an  hour. 

For  the  overhead  trolley  wires, 
two  pairs  of  wires  are  u.sed  over 
the  entire  route.  The  contact  wires 
are  suspended  from  cross-span  con- 


struction exclusively,  standard  line 
construction,  hardware  and  fittings 
being  used,  with  the  exception  of  the 
crossings  and  frogs,  for  the  overhead 
line  work.  Standard  susi>ension  and 
pull-ofTs  were  installed  using  cross- 
spans  in  the  usual  way.  All  of 
the  cross  -  spans  are  sectionalized 
between  contact  wires  by  strain  in- 
sulators. This  requires  five  strain 
insulators  in  a  cross-span  for  two 
pairs  of  contact  wires,  including  the 
insulation  at  the  poles. 

Wyes  are  installed  in  the  overhead 
construction  on  both  ends  of  the  line. 
Spring-type  frogs  are  used  on  both 
sides  of  the  line,  arranged  to  guide 
the  trolley  wheels  in  the  predeter- 
mined direction  \vithout  attention. 
For  crossovers  at  wyes,  uninsulated 
crossings  are  used,  four  being  re- 
quired. Each  crossing  is  sectional- 
ized from  one  side  of  the  line,  but  is 
at  the  potential  of  the  other  side  with 
respect  to  the  bus.  A  short  section 
of  dead  line  results,  owing  to  the 
wires  being  of  the  same  polarity. 
The  buses  coast  over  the  dead 
section. 

Power  for  the  trolley  bus  line  is 
purchased    from    the    Hydro    Power 


132 


BUS 

IR^NSPORTATION 


Vol.2,  No.3 


<  ■ 


1 


JL. 


7  Windows 


Door  operating  Handle 
Emergency  Bruke.^   \ 
Control  Pedal ^.,       \  \ 


I 


stanchion--^ 


Seat  4 


\  1  Platform  4  befow  floor- 

U LocafionoffrolleybasesH'froinrear M  ^ 

U —I Length iTf  body  21-3 -; »  .  „  | 

^-Overhang  93"- ->]<- Whee/baseJS! ■M-24 -A 

u. Overall  length  including  bumper  25-9 '^_ 


are  located  side  by  side  slightly  ahead 
of  the  center  of  the  bus. 

A  building  not  unlike  an  ordinary 
automobile  garage  has  been  erected 
to  house  the  buses.  All  repair  work 
is  carried  on  in  this  structure.  The 
buses  have  not  been  in  service  a 
sufficient  length  of  time  to  accumu- 
late data  on  the  maintenance  of  tires, 
brakes,  etc.,  or  comparative  data  on 
their  operation  against  that  of  the 
gasoline  bus  or  one-man  cars. 


Plan  showing  general  dimensions  and  seating  arrangement  of 
Toronto  Transportation  Commission  trolley  bus 


Commission,  which  also  feeds  the  two 
railway  systems.  The  bus  line  is 
fed  from  the  T.T.C.  substation  lo- 
cated on  Yonge  Street  near  Merton 
Street.  This  requires  a  feeder  of 
about  1*  miles  on  Merton  Street. 
The  all-day  average  voltage  at  the 
driving  motors  is  approximately  500. 
Observations  show  that  approxi- 
mately 1  kw.-hr.  per  bus-mile  is  used 
at  the  bus,  including  lighting  but 
not  heating. 

Description  of  the  Bus 

The  accompanying  sketch  shows 
the  general  arrangement  and  ap- 
proximate dimensions  of  the  bus. 
As  was  explained  in  detail  in  the 
earlier  article,  the  body  is  built  on  a 
Packard  Model  E  D  truck  chassis, 
which  has  a  normal  rating  of  from 
3i  to  4i  tons.  The  standard  chassis 
has  been  slightly  modified  for  trolley 
bus  application,  the  trolley  bus  hav- 
ing a  wheelbase  of  192  in.  The 
bodies,  built  by  the  Canadian  Brill 
Company,  are  a  framework  of  steel 
covered  with  Plymetl  on  the  sides 
and  roofed  with  Agasote.  Spacious 
windows  all  around  afford  an  ample 
supply  of  light  during  the  day. 

The  interior  walls  of  the  buses  are 
finished  in  a  cherry  red  color  and 
the  ceiling  in  a  cream  colored  enamel. 
The  accompanying  plan  of  the  bus 
shows  the  seating  arrangement  which 
accommodates  twenty-nine  persons 
comfortably.  Standing  passengers 
are  not  permitted  on  the  Toronto 
buses. 

The  fare  box  is  located  on  a 
stanchion  constructed  on  the  right- 
hand  side  of  the  operator's  seat.  This 
stanchion  also  prevents  interference 
with  the  operator  when  passengers 
are  entering  or  alighting  from  the 
bus.  During  normal  service  only  the 
door  at  the  front  of  the  bus  on  the 
right-hand  side  is  used.     However, 


there  is  an  emergency  door  at  the 
rear  left-hand  side  that  can  be  oper- 
ated with  a  push  button  near  the 
operator  or  by  a  passenger  breaking 
the  glass  cover  of  a  lock  with  spring 
contact  placed  directly  above  the 
door.  The  exterior  of  each  bus  is 
finished  in  the  Toronto  Transporta- 
tion Commission's  standard  colors, 
red  trimmed  with  a  cream  enamel, 
and  finished  with  gold  striping  and 
letters. 

All  wheels  are  equipped  with  solid 
tires,  the  front  wheels  having  34x5 
and  34x10'  (dual  5)  for  the  rear 
wheels.  These  tires  can  be  worn  to 
a  diameter  of  about  30  in.  before 
replacement  is  necessary. 

Practically  all  of  the  control  equip- 
ment is  housed  under  the  hood  of  the 
bus.  In  this  manner  practically  all 
equipment  is  placed  in  an  out-of- 
the-way  but  still  convenient  place. 
The  only  parts  inside  the  bus  are 
those  switches  which  the  operator 
must  have  at  his  immediate  com- 
mand. The  complete  motor  and 
control  equipment  was  built  by  the 
Westinghouse  Electric  &  Manufac- 
turing Company  and  installed  on  the 
buses  by  the  Canadian  Brill  Com- 
pany. 

Two  current  collectors  are  used  on 
each  bus.    The  bases  of  the  trolleys 


Swiss  Government  Uses  Bus 
to  Good  Advantage 

TRANSITION  from  horse-drawn 
government  stage  to  motor  bus 
in  Switzerland  has  attracted  much 
attention.  For  more  than  a  half  cen- 
tury the  Swiss  government  is  re- 
ported to  have  operated  the  stages  at 
a  loss,  including  carrying  of  mail. 
However,  it  was  compelled  to  continue 
operation  to  accommodate  the  tourist 
traffic  in  resort  country  and  pay 
deficits  from  taxation.  Several  years- 
ago  it  turned  to  the  motor  bus  and 
now,  with  more  than  300  in  opera- 
tion, the  deficit  has  been  converted 
into  a  surplus.  Carrying  of  mail 
could  be  done  free  of  charge.  Ex- 
tension is  now  under  contemplation, 
as  well  as  switching  from  solid  to 
pneumatic  tires. 


A    stanchion    at    the    operator's 
right  accommodates  the  fare  box. 


Views  of  Govermnent  on 

Highway  Transport 

Regulation 

ANNOUNCEMENT  that  the  fed- 
L  eral  government  contemplates 
the  regulation  of  traflJic  on  federal- 
aid  roads  has  given  rise  to  the  fear 
in  uninformed  quarters  that  this 
may  result  in  drastic  and  trouble- 
some conditions  which  will  affect  the 
use  of  highways.  Ju.st  the  opposite 
is  the  case.  Federal  officials  are 
inclined  toward  more  liberal  regula- 
tions than  are  now  being  enforced  in 
many  states.  It  is  believed  that  high- 
way transport  is  suffering  from  un- 
scientific regulation. 

Federal  ofl^cials  are  keenly  alive 
to  the  fact  that  the  country  is  suf- 
fering severely  from  lack  of  trans- 
portation. Their  entire  inclination 
is  to  encourage  the  maximum  use 
of  highways.  Before  attempting  to 
draft  regulations,  however,  very  care- 
ful studies  are  being  made,  largely 
with  the  idea  of  making  regulations 
which  are  just  as  liberal  as  can  be 
devised. 


March,  1923 


BUS 

■nWNSPORTATKW 


133 


Good  Roads 
the  Key  to  West  Virginia  Bus  Operation 

I.iiirht  Vehicles  I'scd  Pending  (irowth  of  |{usinf>s  and  ImproM-d  Highways 
— .Man>  Lines  Act  as  I'eeders  to  Sleani  l{ailr(ia(l> — Hi>;h«a.\  (  on^triiilion 
and    Motor    N'ehicle    He);ulation    Centralized    in    Stale    Koad    Commission 


SPEAK  of  bus  operation  to  many 
people  in  West  Virginia,  and 
they  will  tell  you,  particularly 
if  the  subject  is  brought  up  in  the 
winter  or  spring  months,  "There 
ain't  no  such  thing."  As  a  matter  of 
fact  a  survey  made  last  month  by 
an  editor  of  Bus  Transportation 
who  visited  most  of  the  bus  centers 
in  the  state  shows  that  some  seventy 
lines  are  supplying  regular  service 
over  892  miles  of  highway.  A  few 
of  the  lines,  it  is  true,  have  to  quit 
during  the  bad  months  of  the  year, 
but  even  they  operate  when  the  roads 
would  be  considered  impassable  by 
the  ordinary  motorist.  Some  of  the 
lines,  it  was  found,  use  horse-drawn 
vehicles  when  the  going  is  impossible 
for  their  gasoline  steeds,  and  on 
others,  where  Nature  has  furnished 
a  liquid  right-of-way,  gasoline  motor 
boats  are  pressed  into  service  for 
part  of  the  year. 

But  the  future  is  bright,  for  the 
state  has  appropriated  $50,000,000 
with  which  to  build  highways,  and 
while  only  a  small  part  of  this  has 
been  spent,  already  its  influence  is 
felt,  and  scores  of  applications  are 
being  made  to  the  State  Road  Com- 
mission by  operators  willing  to  dis- 
count the  future  and  to  supply 
present  needs  on  what  will  some  day 
be  improved  highways.  A  consider- 
able mileage  of  good  roads  is  now 
available,  but  this  radiates  as  a  rule 
from  the. large  cities  and  towns,  and 
there  are  many  dirt-road  gaps  yet  to 
be  filled  between  points  that  would 
justify  bus  operation  on  a  fair-sized 
scale.  The  work  is  being  carried  on, 
however,  as  rapidly  as  appropriations 
are  made  available  and  can  be  ex- 
pended. 

Where  the  Buses  Run 

The  maps  and  table  accompanying 
this  article  ^ihow  the  present  situa- 
tion in  West  Virginia.  In  the  north. 
Wheeling,  Morgantown  and  Clarks- 
burg are  the  main  centers  of  bus  ac- 
tivity. Bluefield  on  the  southern 
border  has   a   number  of  lines.     In 


the  western  part,  Huntington  leads, 
with  lines  working  up  and  down  the 
Ohio  River  and  inland  or  eastward 
along  the  road  toward  Charleston, 
the  state  capital.  Here  also  there  is 
considerable  activity,  and  Charleston 
is  practically  the  only  place  in  the 
state  where  local  bus  service  is  given. 
Negotiations  are  under  way,  how- 
ever, for  a  local  line  in  Wheeling,  and 


mills  and  factories  scattered  all  over 
the  state,  and  la.st  and  perhaps  most 
important  at  present,  to  make  rail- 
road connections.  At  all  the  impor- 
tant stations  on  the  Baltimore  & 
Ohio,  Chesapeake  &  Ohio,  Norfolk  & 
Western,  and  other  pas.senger-carry- 
ing  railroads,  the  buses  connect 
with  the  trains.  The  result  is  a 
large  amount  of  operation  between 


Types  of  buses  openited  over  West  Virginia  mountai)is 
Khcnim  in  front  of  Huntington  waiting  room 


the  route  proposed  for  this  is  shown 
on  one  of  the  maps. 

Most  of  the  cities  are  so  small, 
both  in  area  and  population,  that 
purely  local  service  is  not  in  de- 
mand. Of  the  million  and  a  half 
population,  about  7.5  per  cent  are 
classed  by  the  census  as  living  in 
towns  of  less  than  2,500  people.  The 
largest  city.  Wheeling,  has  56.000 
people,  and  then  come  Huntington 
with  .50,000  and  Charleston  with 
40,000  people.  In  all  there  are  only 
ten  cities  of  more  than  10,000  popu- 
lation. 

The  business  is  like  that  in  most 
other  states.  Passengers  are  car- 
1  ied  to  do  business  in  the  trading 
centers,    to   work    in    the   mines   and 


the  hours  of  1  and  5  in  the  morn- 
ing, when  bus  operators  in  other 
states  are  getting  a  well-earned  rest, 
or  at  least  are  not  making  scheduled 
runs. 

Light  Equipment  the  Rule 

Touring  cars  are  used  exclusively 
on  most  of  the  West  Virginia  lines, 
although  there  are  in  service  a  con- 
siderable number  of  medium-duty 
buses,  of  from  twelve  to  twenty  pas- 
senger capacity.  On  many  lines, 
however,  because  of  the  poor  roads 
and  light  traffic,  the  five  to  seven  pas- 
senger touring  car  is  the  most  practi- 
cable equipment.  As  these  conditions 
improve  many  operators  plan  to  buy 
buses.    These  will  probably  be  of  the 


134 

medium-duty  type,  with  standard  53- 
in.  gage,  plenty  of  power  and  with 
good  riding  qualities.  West  Virginia 
roads  are  hilly,  full  of  twists  and 
turns,  and  in  many  cases  narrow. 
The  conventional  body  construction, 
with  center  aisle  and  standard  36-in. 
.seats  on  either  side,  is  seldom  used. 
Preferred  is  a  modified  form  with  a 
row  of  cross  seats  on  one  side  and 
a  single  longitudinal  seat  on  the 
other. 

Fare  Collection  Methods 

Most  of  the  lines  operate  on  the 
pay-leave  system,  with  the  driver's 
pocket  serving  as  the  farebox.  Some 
of  the  larger  operators  use  tickets. 
On  the  Ultimate  line  in  Wheeling  a 
strip  ticket  is  sold  by  the  drivers, 
which  entitles  the  passenger  to  a 
5-cent  ride  for  3i  cents.    The  trolley 


BUS 

TRANSPOKIAnON 

on  the  same  route  gets  8  cents  cash 
fare,  or  5  cents  for  a  ticket  sold  in 
lots  of  ten. 

The  rate  per  mile  varies  consider- 
ably, as  is  to  be  expected  under  the 
conditions.  On  some  lines  it  is  as 
high  as  25  cents,  but  a  large  num- 
ber are  found  to  charge  around  10 
cents  per  mile.  Where  bus  routes 
parallel  the  railroad  the  rates  are 
about  the  same.  There  is  little  com- 
fetition  between  the  buses  and  the 
city  electric  lines.  The  local  bus 
routes  in  Charleston  are  laid  out  to 
serve  parts  of  the  city  not  reached  by 
the  trolleys.  Operating  costs  in  the 
.'■tate  are  high,  but  with  better  roads 

h>  West  Virginia  the  bus  is  an 
important  feeder  to  the  steam 
railroads.  Notice  also  the  inter- 
state operation. 


Vol.2,  No.3 

operators  are  looking  forward  to  the 
use  of  improved  equipment  which  can 
be  operated  profitably  at  lower  fares. 
One  operator  on  a  55-mile  route  in 
the  southern  part  of  the  state,  now 
charging  a  $5  fare  for  touring-car 
service,  is  ready  to  reduce  it  to  $4 
as  soon  as  the  present  road,  dirt  for 
half  the  way,  is  improved. 

On  the  Highways 

In  1921  West  Virginia  passed  a 
road  law  that  created  a  commission 
in  charge  of  highway  matters,  con- 
struction and  maintenance.  This 
commission  also  has  charge  of  licens- 
ing of  all  motor  vehicles,  and  of  bus 
regulation.  The  total  mileage  of 
public  roads  in  the  state  is  given  as 
.32,000,  of  which  4,675  miles  are  so- 
called  inter-county  roads,  connecting 
county  seats,  commercial  centers  and 


Motor  Bus  Unas 
Trot  fey    Lines 
Sfcam    Railroads 


Scale  ,  Miles 
0         10         20        30        40        50 

1 !_/ .  .         I \ I 1 lJ 


only 


March,  1923 


BUS 

mVMSHORIATIOl 


135 


agricultural  sections.  After  the  pas- 
sage of  the  1921  law,  3.400  miles  of 
4,675  mentioned  were  designated  as 
state  routes  and  form  the  system 
now  being  improved  by  the  Stati- 
Road  Commission.  This,  of  course, 
leaves  many  thousands  of  miles  oi 
district  roads,  which  are  under  the 
supervision  of  the  various  counties. 
Other  highway  and  population  statis- 
tics are  given  in  an  accompanying 
table. 

Of  surfaced  or  paved  highways  the 
state  has  about  1,000  miles,  accord- 
ing to  the  latest  report  available. 
The  1922  program  contemplated  the 
construction  of  125  miles  of  hard 
surfaced  road,  that  is,  of  water  bound 
or  bituminous  macadam,  or  of  as- 
phalt concrete.  In  the  latest  con- 
struction the  roads  are  graded  24 
or  28  ft.  wide,  with  a  hard  surface 
of  16  or  18  ft.,  respectively.  Grades 
in  general  are  kept  down  to  10  per 
cent,  and  the  8  per  cent  maximum 
iillowed  for  federal-aid  highways  is 
adhered  to  whenever  possible. 

Motor  Vehicle  Legislation 

All  the  regulations  relating  to 
motor  vehicles  in  West  Virginia  are 
incorporated  in  a  Good  Roads  Law. 
passed  by  the  Legislature  in  1921. 
Under  this  the  Good  Roads  Commis- 
sion collects  all  motor  vehicle  license 
fees,  regulates  highway  traffic,  and 
grants  permits  for  the  operation  of 
motor  vehicles,  carrying  passengers 
or  freight,  on  fixed  schedules  between 
regular  terminals. 

The  license  fee  for  vehicles  oper- 
ated in  bus  service  is  50  cents  per 
horsepower  (based  on  A.  L.  A.  M. 
formula)  and  50  cents  per  hun- 
dred pounds  weight  of  vehicle  and 
load.  The  load  weight  is  the  adult 
seating  capacity  multiplied  by  125. 
(For  private  passenger  cars  the  rate 
is  30  cents  oh  both  horsepower 
and  weight  of  vehicle  and  load.)  In 
addition  each  driver,  whether  owner 
or  hired  operator,  must  pay  a  yearly 
chauffeur's  fee  of  $3. 

Motor  vehicles  must  not  be  used  in 
bus  service,  according  to  the  law, 
unless  a  permit  is  secured  from  the 
proper  authority.  For  operation 
wholly  within  cities  or  incorporated 
towns  the  authority  is  the  city  or 
town  council  or  corresponding  body. 
In  other  cases  the  authority  is  the 
State  Road  Commission,  which  con- 
sequently grants  most  of  the  per- 
mits in  West  Virginia.  The  purpose 
of  this  part  of  the  law,  the  commis- 
sion has  indicated,  is  to  insure  re- 
liable and  dependable  service  to  the 


m^ 

~^f-^a^^^t  •  _^l  j_j 

1 

Tico  types  of  bodies  used  on  White  chassis  by  Huntinyton-Hiirricane  Line 


public  at  reasonable  rates.  The 
commission  has  followed  the  policy 
of  refusing  permits  where  adequate 
service,  by  railroad  or  other  means, 
is  already  available.  Applicants  for 
permits  are  required  to  present  their 
case  in  a  public  hearing,  a  notice  of 
which  must  appear  at  least  twice  in 
the  local  county  newspapers.  In 
considering  applications  the  commis- 
sion requires  evidence  of  good  moral 
character  and  financial  standing;  the 
applicant  must  show  conclusively: 

1.  That  a  public  necessity  exists 
for  the  service. 

2.  Whether  the  proposed  route  or 
any  part  of  it  is  a  part  of  or  clo.sely 
parallels  a  public  utility  giving  simi- 
lar service. 

3.  Approximate  number  of  passen- 
gers to  be  carried. 


4.  Number  of  vehicles  proposed  to 
be  operated,  kind,  make,  capacity  and 
physical  condition.  That  they  con- 
form with  rules  and  regulation  of 
the  State  Road  Commission. 

5.  Proposed  schedule. 

6.  Proposed  rates  and  that  they 
are  rea.sonable  and  fair  to  the  public 
and  sufficient  adequately  to  maintain 
continuous  service. 

The  law  requires  that  an  approved 
bond  must  be  filed  by  applicants  to 
whom  permits  are  granted.  This 
may  he  a  personal  or  a  surety  bond ; 
the  amount  is  $2,500  for  one  vehicle, 
and  $500  for  each  additional  vehicle 
up  to  a  maximum  of  $5,000.  The 
purpose  of  the  bond  is  to  secure 
faithful  performance  of  the  Good 
Roads  Law  and  of  the  rules  pre- 
scribed by  the  commission.    It  is  not 


These  fire  local  lines,  using  tourinf/  cars  owned  by  iii(l!rid'inl^,  nrr  xpfmtrd 
in  the  West  Virginia  state  cap  ■ 


136 


BUS 

TR\NSPORTAnON 


Vol.2,  No.3 


supposed  to  provide  indemnities  in 
case  of  accident,  for  which  the  gen- 
eral law  provides  ample  relief. 

Permits  are  usually  granted  for 
the  calendar  year,  and  renewed  on 
Jan.  1  unless  there  is  good  cause  for 
a  refusal.  At  present  the  West  Vir- 
ginia lines  are  operating  on  tempo- 
rary permits  covering  the  first  four 
months  of  1923,  these  having  been 
issued  because  of  important  changes 
proposed  in  the  present  law. 

There  are  now  before  the  state 
legislature  two  bills  relating  to  bus 


operation.  The  first  ( Senate  No.  208) 
leaves  the  amount  of  taxes  and  li- 
cense fees  unchanged,  but  takes  away 
from  the  Road  Commission  the  work 
of  collecting  them.  This  work  would 
be  done  by  the  clerks  of  the  various 
county  courts,  as  would  also  the 
granting  of  chauffeurs'  licenses  and 
of  permits  for  the  operation  of  bus 
lines.  A  new  section  is  added  requir- 
ing all  vehicles,  before  passing  rail- 
way grade  crossings,  to  stop  at  a 
distance  of  not  less  than  10  nor  more 
than  100  ft. 


The  second  bill  (House  No.  368) 
is  sponsored  by  the  commission,  and 
would  require  permits  for  both  bus 
and  taxicab  service  wherever  lo- 
cated; if  operation  is  wholly  within 
cities  or  incorporated  towns  the  con- 
sent of  the  local  authorities  must 
first  be  obtained.  Another  condition 
is  that  the  permit  or  certificate  of 
convenience  must  be  obtained  from 
the  governing  body  before  the  oper- 
ator can  get  his  license  or  certificate 
of  registration. 

Under  the  proposed  law  the  com- 


Bu8  Routes  and  Schedules  Operated  in  State  of  West  Virginia  as  of  March  1,  1923 


Route 

i-3 

1^ 

£ 

d 

Unit 
Seating 
Capacity 

o 

s. 

s 

J 

1 

-2 

5 

Average  No.  of 

Round  Trips 

per    Day 

Normal  Outside 
Time 

Rimning 
Time 

Headway 

Buses 

ii 

s 

M-F 

Sat. 

Sun, 

A.M. 

P.JL 

1 

15.0 

19.0 

25.0 

6.0 

9.0 

20  0 

18  0 

20.0 

6.0 

55  0 

16.0 

100.0 

47.0 

2.2 

1.8 

1.5 

2.4 

2.0 

II. 0 

19.0 

12.0 

6.0 

2.0 

14.0 

10.0 

8.0 

30.0 

14  0 
3.0 

11.0 

12.0 

6.0 

3.0 

12.0 

22.0 

20.0 

10.0 

4.0 

5.0 

6.0 

3.0 

8.0 

32.0 

3.0 

15  0 
5.0 

12.0 
9.0 

25.0 

50t 

5 
11 

2 

4 
16 

(; 

15 
15 

18 

20 
15 

11 
16 

is 

12 
12 
15 
10-19 
15 

16.^20 

14-18 

16 

6 

* 

16 

16 

12 

12 

16 
16-24 
16-24 

I6\ 
/ 

24 

5-7 
5-7 

5-7 

5-7 

5-7 

5-7 

5-7 

5^8 
5-7 

*' 

5-7 
5-7 

$1.00 
1.75 
1.25 
1.00 
1   00 
1   00 
2.00 
2.00 
.35 
5  00 
65 
5.00 
5  00 

.05 

.05 

.05 

.05 

.05 

.50 

1.00 

.50 

.25 

.10 

.50 

.75 

75 

2.25 

1.00 

25 

2.50 

1   50 

.50 

25 

.35 

.50 

,60 

.50 

1    00 

25 

25 

15 

1    00 

1.15 

:l    50 
1   25 

1  00 

2  00 

1.00 

1.00 
25 
3.00 
2,50 
.25 
,95 
65 

1  50 
2.00 

.75 
.10 
.15 
.25 
50 
05 

2  00 

$0.10 
.50 
.10 

+ 

.25 
25 

+ 

.25 

.35 

.25 

15 

.50 

05 
.05 
.05 
.05 
.05 

15 
.  15 
.05 
.25 
.10 
.10 
.25 
.10 
.10 
.10 

25 

* 
.50 

25 
.25 

15 
,15 

.25 
.05 
05 

15 
.25 
.25 

* 

1.50 
.50 
,25 
50 

* 

.25 
.  10 
.50 
.50 
.25 
.15 
.05 
.25 
.50 
.50 
.05 
05 
* 
* 

,05 
.25 

D 
D 
D 

* 

D 
D 

* 

D 
F 
D 
D 

* 

D 

F 
F 
F 
F 
F 
D 
I) 

n 

F 
F 
D 
D 
D 
D 

n 

F 
D 

n 

F 
F 

n 

D 
D 

n 

D 
D 
F 

n 

D 

* 

F 
D 
D 
D 

* 

D 
D 
D 

n 

F 
D 
I) 

n 
u 
n 
I) 

D 

* 
• 

F 
U 

6.67 
9  21 
5.00 
16.67 
11,11 
5  00 

11  11 
10,00 

5,83 
9    11 
4.06 
5,00 
10  62 

2.27 

2  78 

3  33 
2.08 
2.00 

4  55 
5.26 
4    17 

4  17 
5.00 
3.56 
7  50 
9  38 

7  50 
7,14 

8  33 
22  73 
12,50 

8  33 
8  33 
2,92 
2,27 

3  00 

5  00 
25.00 

5  00 

4  17 

5  00 
12.50 

3  60 
* 

10.00 

25  00 

8,33 

22  22 

4.00 

6  25 
8  33 

14  29 
16  67 

12  50 
4.21 
5  42 
9.38 

4  00 
5.00 
2.13 
2  73 
2  08 
5.00 
2.08 

50.00 

4 

1 
2 
4 
3 

* 

2 

6 
2 
2 
4 
2 
2 

30 

8 
12 

4 
16 
12 

3 

1 

2 

2 
12 

4 

1 

4 

2 

9 

4 
32 

5 

1 
25 
27 
18 

* 

2 

19 
6 
2 

1 
2 

2 

4 

64 

1 

2 
7 

iJ' 
4 
II 

75 

75 
4 
2 

64 
4 

4 

1 
2 
4 
3 

* 

2 
6 
2 
2 
4 
* 

2 

30 

8 
12 

4 
22 
12 

4 

1 

2 

2 
12 

4 

1 

4 

2 

9 

5 
33 

3 

1 
25 
27 
18 

* 

2 
19 
6 

2 

1 
2 

2 

4 
64 

1 
2 

7 

1^* 

4 
II 

1 
75 
75 

5 

2 
64 

4 

* 
2 

3 

+ 

6 

2 
3 

* 
* 

30 

+ 

16 
2 
2 

2 

12 

2 

9 

2 

26 

3 

20 

* 

i5 

6 

* 
* 
* 

* 

0 
64 

* 
* 
7 

l'4* 

1 

II 

65 
65 

3 

2 

64 

6:|0 
8:30 

* 

7:15 
7:00 

* 

7:00 

* 

7:10 
8:00 
7:00 

* 

8:00 

6:30 
6:00 
6:00 
8:10 
12:00 
6:00 
7:00 
8:15 
7.30 
7:00 
8:10 
7:00 
8:00 
7:00 
9:00 
6:55 
5:45 
5:30 
5:10 
8:20 
5:30 
5:50 
5:30 
* 

9:00 
5:00 
6:00 
6:00 
6:15 
8:10 

10:00 

7:45 
6:15 
8:00 
5:00 
8:20 
7:00 
7:00 
5:45 
7:00 
9:00 
5:40 
5:40 
5:50 
7:00 
6:00 
7:00 

8:30 
.S:00 

* 

4:40 

4:45 

8:00 

* 

6  :10 
6:00 
6:50 

5:30 

IS   hr. 

2hr. 

2hr. 
45  min. 
60liiin. 

15  hr. 

2i  hr. 

H  hr. 
25  min. 

4hr. 
60  min, 

4hr. 

Irregular 

7 

Beckley  to  Amigo  (o) 

* 

7r 

Be  1  kley  to  Fayetteville 

Irregular 

1 

Beckley  to  Harper  (6) ." . . 

Irregular 

4 

»,  4hr. 

■> 

BeckJey  to  Mount  Hope 

* 

6 

Irregular. 

7 

Beckley  to  Thurmond  (2  operators). 

Irregular 

R 

Irregular 

<) 

Bluefield  to  Beckley  (2  operators) 

Irregular 

in 

Irregular 

II 

Bluefield  to  Bristol  (Tenn.) 

* 

17 

Irregular 

n 

Charleston — Local  routes 

14 

IS 

16 

17 

18 

Charleston  to  Bell 

12:00 
1  :30 
8:20 
5:20 
8:00 

11:00 
5:45 
9:30 
5:00 
6:30 

11:00 
5:30 
2:40 
5:17 
6:00 
6:35 
8:00 

12:30 

(>')  12:00 

5:20 

12:30 

12:00 

11:30 
* 

7:00 
12:00 
6:00 
6:30 
8:05 
6:45 

5:45 

i  hr. 

H  hr, 
40  min. 
25  min, 
20  min. 
60  min. 
45  min. 
45  min, 

2hr. 

1!  hr. 
20  min. 

IS  hr. 

1!  hr. 

45  min. 

* 

40  min. 

1!  hr. 
70  min. 
30  min. 
30  min. 
30  min 
30  min. 
20  min. 
45  min. 

Ijhr. 
30  min. 
60  min. 
40  min. 
45  min. 
60  min. 

Ii  hr. 

30  min. 

19 

2l.r. 

20 
21 

Charleston  to  Sissonville  (2  operators) 

Clarksburg  to  Mt.  Clare 

60  min. 
Irregular 

22 

30  min. 

2H 

3     hr. 

24 
25 

Clarksburg  to  West  Milford  (c)  (2  operators) . 

Irregular 
IrreRular 

26 

Clendenin  to  Spencer 

Irrenular 

27 

Irregular 

28 

Uavis  to  Thomas        

60  min. 

29 

Gilbert  to  Wharnrliffe 

[Irregular 

^n 

Glenville  to  Gilmer 

31 
32 

Hamlin  to  West  Hamlin 

Hillsboro  to  Seebert  via  Mill  Point     

Irregular 
Irregular 

33 
34 

Huntington  to  Barboursville  (2  operators). .  .  . 
Huntington  to  Glenwood .    .. 

60  min. 
Irregular" 

35 
36 
37 

Huntington  trj  Hurricane  via  Barboursville.. .  , 
Huntington  to  Kenova    

30  min. 
Irregular 

38 
39 

Morgantown  to  Dellslow  via  Sabraton 

30-60min. 
20  min. 

40 

Morglntown  to  Star  Citv 

60  min. 

42 
43 

Mt.  Hope  to  Thurmond 

* 

44 
45 

Farkersburg  to  Rockland  (Ohio)  via  Belpre .  .  . 

60  min. 
2hr.    ^ 

46 
47 

Uacine  to  Brushton 

llacine  to  Joe  Creek  (Seth  P  0  ) 

Irregular^ 

48 

Racine  to  Marmet 

Irregular 

49 

Ridgeway  to  Williamsport  (Md.)  via  Martins- 
burg 

Irregular 

50 

51 

Ilonceverte   to    White   Sulphur  Springs   via 
I*wisburg 

16.0 

3.0 

21.0 

15.0 

2.0 

22.0 

12.0 

16.0 

50.0 

15  0 

4.8 

5.5 

12.0 

10.0 

2  4 

4.0 

6:10 

10:45 

3:20 

6:30 

8:20 

11  :00 

10:00 

7:40 

8:00 

6:00 

1  :05 

1  :05 

7:15 

5:00 

11:00 

7:45 

45  min. 
20  min. 

* 

* 
10  min. 

2hr. 
60  min. 
85  min. 
2hr. 
1  i  hr. 
25  min. 
25  min. 
45  min. 
45  min. 
20  min. 
65  min. 

Irregular 

yi 

15  min. 

53 

54 
55 

Summersville  to  Swi.ss 

Terra  Alta  to  Hopeniont    

Irregularl 
Irregular^ 

56 

Welch  to  Maybeury  via  Northf ork. 

2hr. 

57 

Welch  to  Filbert 

30-60niin. 

58 

Welch  to  War 

Irregular 

59 

Wheeli  ng  to  Cambridge  (Ohio) 

60  min. 

60 

Wheeling  to  Harri.sville  (Ohio) 

5 

61 

Wheeling  Id  Martins  Ferrv  (Ohio) 

30  min. 

6I'i 

Wheeling  to  Hellaire  (Ohio) 

30  min. 

62 

Wheeling  to  Sherrard 

4hr. 

63 

Wheelingto  West  Liberty 

Irregular 

64 
65 

\Vlieeling:  East  Knd  Line  (.'1 

Kccncy's  Creek  to  Lookout  via  Winona 

15  min. 
Irreg  ular 

*  Information  not  availublc.         t  Approximately  fifty  touring  cars,  classed  by  the  city  as  jitneys,  furnish  8cr\*ice  over  routes  specified. 

(a)  Operates  over  a  dirt-road  which  necessitates  stopping  during  spring  and  winter. 

(6)  Uses  horse-(iraw[i  vehicles  in  winter. 

(c)  Openites  over  a  dirt-nmd.  Service  only  rendered  when  road  permits. 

id)  Makes  two  extra  trips  between  \ .  00  and  5 .  00  a.m.,  at  double  fare,  to  connect  with  C.  &  O.  and  B.  &  O.  trains  at  Kenova. 

(e)  Application  pending  before  State  Road  Commission. 

(/)  Application  pending — now  before  Wheeling  City  Council. 


March,1923 


BUS 
TRVsSHUHiAnON 


137 


mission  would  be  given  power  to  is- 
sue bus  permits  for  periods  up  to 
ten  years,  when  justified  by  the  serv- 
ice proposed  and  the  capital  to  be 
invested.  A  bond  is  required,  of  an 
amount  deemed  necessary  by  the 
commission  to  protect  adequately  the 
public  interest,  and  this  would  also 
cover  injury  to  person  and  property. 
If  the  financial  responsibility  of  the 
applicant  is  less  than  $5,000  each  ve- 
hicle must  carry  a  liability  insurance 
bond  of  $1,000  to  guarantee  perform- 
ance and  cover  damage  claims. 

Taxicabs  would  pay  a  flat  rate  of 
$100  a  year  for  the  certificate  of  reg- 
istration and  the  corresponding  reg- 
istration plates,  and  a  levy  on  the 
Maryland  seat-mile  basis  is  specified 
for  passenger  -  carrying  vehicles 
working  between  fi.xed  terminals. 
For  vehicles  weighing  less  than  3  000 
lb.  the  rate  is  one-twentieth  of  a  cent 
per  seat-mile  per  year;  then  up  to 
7,000  lb.  it  is  one-fifteenth  of  a  cent; 
and  for  vehicles  weighing  more  than 
7.000  lb.  the  fee  would  be  one-sixth 
of  a  cent  per  seat-mile  per  year.  The 
seat-miles  are  obtained  by  multiply- 
ing the  number  of  passenger  seats  in 
the  vehicle  by  the  total  number  of 
miles  to  be  traveled  during  the  year. 

Under  the  present  law  the  maxi- 
mum gross  weight,  including  load,  of 
vehicles  allowed  on  the  state  high- 
ways is  22,000  lb.,  with  a  limit  of 
600  lb.  per  inch  of  tire  width.  The 
proposed  law  would  limit  the  gross 
weight  to  10.500  lb.  and  the  weight 
on  any  one  wheel  to  300  lb.  per  inch 
of  tire  width.  Heavier  vehicles  re- 
quire a  special  permit  and  bond. 

As  a  means  of  enforcing  the  new 
law  the  commission  is  empowered  to 
require  the  evidence  of  witnesses  and 
the  production  of  documentar\'  evi- 
dence at  its  designated  hearings,  and 
failure  to  obey  such  summons  can 
be  made  punishable  for  contempt  of 
court.  Special  oflicers  appointed  by 
the  commission  are  given  the  same 
authority  as  duly  qualified  constables 
to  make  arrests  for  violations  of  the 
Good  Roads  Law,  and  must  execute 
a  bond  of  not  less  than  $2,000  for 
faithful  performance  of  their  duty. 

In  closing  this  article  mention 
should  be  made  of  the  local  ordi- 
nances relating  to  the  bus.  The  state 
law  gives  cities  or  incorporated 
towns  the  authority  to  grant  permits 
for  operation  within  their  borders. 
They  also  may  regulate  the  type  of 
equipment  thus  used,  and  also  the 
parking  of  vehicles  and  progress  of 
traffic.  The  tendency  has  been  to 
follow   the    state    laws   and    regula- 


West  Virginia  Transportation  Facta 


I'uiiuluilon    

.\r<-u.  »<|uare  rallea: 

Uand 

Water    

l-lty    |...,.„l  .11..,. 


.1,-163,701 


.24.170 
148 


1« 
I-urBfst  city,   Wheeling,  uopulatlon 
.Milv.H    of    hlRliwayH    outHidt-    townH 

and   cItli'H    

MlliM  of  buH  rOUtfM 

Nuiiihrp  of  IjuM  ruutes 

XutnluT  vi'hlcleH  In   bus  service:.. 

Open  or  closvd  buMi-g 

TourlnK   cars    

r.ii.s   mlK-8   per    day,    estimated.... 

.MIIeaRe    electric    railways 

.MileaiTL-   of   steam    railrundM 


&6.L'0S 

32.000 

8!)2 

66 

2S4 

71 

183 

13.4011 

624 

3.995 


tions,  with  certain  minor  changes. 
The  bond  is  required  to  cover  claims 
for  damages  for  injury  to  persons  or 
property,  rather  than  performance. 
In  Clarksburg,  where  there  are  at 
present  no  local  lines,  the  bond  is 
$2,500  for  each  vehicle  carrying  pas- 
sengers for  hire,  and  it  covers  viola- 
tion of  the  city  traffic  ordinance,  as 
well  as  claims  for  damages.  Charles- 
ton requires  a  bond  of  $2,500  for  the 
first  motor  vehicle,  and  $500  for  each 
additional  one,  with  a  maximum  of 
.$5,000  from  any  one  applicant.  Seat- 
ing capacity  fixes  the  amount  in 
Wheeling,  the  bond  being  $2,500  for 
a  five-passenger  vehicle,  and  $500  for 


each  additional  seat,  up  to  a  maxi- 
mum of  $5,000  for  any  one  vehicle. 
The  Wheeling  bus  ordinance  pro- 
vides for  an  inspection  of  vehicles 
proposed  to  be  used  by  a  mechani- 
cian designated  by  the  City  Council, 
the  expense  of  which  must  be  borne 
by  the  applicant.  Another  Wheeling 
requirement,  as  expressed  in  the  or- 
dinance, is  that  vehicles  must  operate 
over  their  regular  routes  for  not  less 
than  twelve  consecutive  hours  out  of 
every  twenty-four,  with  not  more 
than  two  hours  allowed  for  going  to 
and  from  meals. 

So  far  no  special  licen.se  fee  is 
charged  for  city  or  intercity  opera- 
tion by  West  Virginia  cities.  It  is 
held  that  the  state  law  does  not  per- 
mit charging  for  the  privilege  of 
operating.  In  Wheeling,  however,  by 
agreement  with  the  various  lines 
with  terminals  there,  from  $25  to 
$75  per  bus  per  year  is  collected,  the 
amount  varying  with  the  mileage 
covered  by  each  vehicle.  To  get  into 
Wheeling  from  Ohio,  operators  must 
pass  two  toll  bridges,  and  the  toll 
charges  form  a  considerable  item  in 
their  operating  e.xpenses;  one  large 
bus  line  in  1922  paid  .some  $20,000.  it 
is  understood,  for  the  use  of  bridges 
across  the  Ohio  River. 


Makes  Gallant  Fight  Against  Snow 


During  one  of  the  worst  winters  in 
the  history  of  northwestern  Pennsyl- 
vania the  Bradford-Smithport  line  has 
kept  its  lines  open  with  but  one  in- 
temiption. 

As  this  line,  which  is  operated  by 
C.  H.  Latham,  Inc.,  Bradford,  Pa., 
foltotcs  a  route  mainly  through  the 
mountains,  difficult  to  keep  open  even 
during  ordinary  winters,  the  feat  is 
even  more  remarkable. 


The  manner  I'li  which  this  cnm)>any 
has  fought  the  snow  blockades  is  best 
shown  by  the  accompanying  Ultis- 
tration^  Two  Duplex  buses  are  coupled 
together  and  push  a  heavy  snotrplow 
before  them.  This  work  has  been  un- 
dertaken by  the  bus  company  with 
practically  no  outside  assistance  and 
has  cost  the  line  a  considerable  sum  to 
keep  the  route  clear  not  alone  for  its 
own  use  but  also  for  the  other  traffic. 


BUS 

TRANSPORTATION 

Published    by    McGraw-HiU    Company,    Inc. 


CARL  W.  STOCKS 

Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 

New  York,  March.  1923 


Study  Your  Fare  Colledion  Methods 


lEPEATEDLY  Bus  Transportation  has  been 

requested  to  help  solve  rhe  problem  of  coUect- 
I  ing  fares  on  various  motor  bus  routes. 

The  bus  operator  today,  whether  running  on  an 
urban  flat-fare  line  or  on  an  intercity  route  that  has 
a  multiplicity  of  fares,  has  a  collection  problem  con- 
fronting him  that  does  not  differ  materially  from 
that  on  many  electric  railway  systems,  even  though 
all  the  work  must  be  performed  by  one  man — the 
bus  driver.  With  the  flat-fare  system,  however,  the 
problem  is  not  as  acute  as  with  the  distance  basis 
tariff.  The  only  real  solution  so  far  worked  out  for 
the  latter  is  the  meter  so  largely  used  by  the  taxi- 
cabs  throughout  the  country.  This  meter,  which  can 
be  set  in  motion  at  the  will  of  the  taxi  operator,  as 
he  picks  up  a  passenger,  registers  the  distance  trav- 
eled directly  in  the  rate  of  fare  charged. 

If  some  similar  system,  equally  simple  in  oper- 
ation, could  be  devised  for  the  collection  of  intercity 
zone  bus  fares  many  of  the  difficulties  in  the  problem 
would  be  immediately  solved,  but  unfortunately  there 
is  no  such  device  that  can  be  used.  Today,  the  work 
done  mechanically  by  the  taximeter  must  be  per- 
formed by  the  bus  driver,  and  it  is  here  that  the 
human  equation  enters  with  its  likelihood  of  errors 
and  lack  of  ability  of  the  driver  always  to  do  the 
right  thing. 

One  of  Ihe  fundamentals  for  the  collection  of  fares 
on  any  transportation  system  is  that  it  be  done  as 
far  as  possible  by  mechanical  means.  This  not  only 
relieves  the  bus  driver  from  excessive  responsibility 
and  the  necessity  of  making  elaborate  reports  for 
the  purpose  of  determining  the  riding  characteris- 
tics of  the  passengers  carried,  but  most  of  all  facili- 
tates operation.  Really  there  are  only  two  things 
that  it  should  be  necessary  for  the  driver  to  do  in 
addition  to  seeing  that  pas.sengers  pay  the  correct 
fare  for  the  distance  traveled;  namely,  keep  a 
record  of  the  number  of  passengers  carried  and 
identify  the  boarding  point  and  direction  of  travel  of 
each  passenger.  There  are  a  number  of  ways  in 
which  this  can  easily  be  done.  The  simplicity  with 
which  the  end  is  accomplished,  however,  depends 
entirely  on  the  nicety  of  accuracy  with  which  the 
company  desires  to  handle  its  affairs. 

In  this  issue  of  Bus  Transportation  are  printed 


articles  which  deal  with  three  different  means  of 
collecting  distance  fares,  each  of  which  has  its  own 
merits.  Bus  operators  are  urged  to  give  the  ques- 
tion of  fare  collection  serious  consideration  in  order 
to  assure  themselves  that  they  are  receiving  their 
full  share  of  the  revenue  collected  on  their  buses. 

1  EDITOHIAI,  ] 

A  Standardized  Bus  Accour}ting 
tern  Needed 


Systc 


D 


N  THE  motor  bus  industry,  especially  among 
individuals  and  independent  companies,  there 
is  a  shameful  lack  of  attention  to  accounting 
or  bookkeeping.  Few  operators  are  able  to  tell  accu- 
rately the  amount  of  earnings  from  different  sources 
or  even  in  bulk  for  a  given  period,  and  are  entirely 
unable  to  separate  the  major  expenses  of  opera+ion 
item  by  item. 

In  fact,  many  operators  are  cognizant  only  of  the 
items  "gasoline  and  oil"  and  "driver's  wages."  The 
industry  is  growing  and  growing  fast,  and  it  be- 
hooves the  operators  to  know  what  it  costs  them  in 
detail  to  conduct  their  operations.  Unless  the  oper- 
ators get  together  and  formulate  an  accounting  plan 
applicable  alike  to  large  and  small  undertakings, 
they  will  find  that  the  regulatory  bodies  will  pre- 
scribe a  system  of  accounting  that  will  perhaps  be 
more  arduous  to  maintain  than  is  necessary.  A 
definite  knowledge  of  operating  ccrsts  is  the  key  to 
the  whole  study  of  operating  economies. 

Products  low  in  first  cost  are  not  always  the  cheap- 
est in  transportation  service,  for  the  life  of  the 
product  or  material  is  the  all-important  factor.  One 
of  the  first  items  essential  to  an  intelligent  compara- 
tive analysis  of  costs  is  the  number  of  bus-miles  run, 
both  as  a  total  and  by  individual  vehicles.  Tire 
records,  for  instance,  must  be  kept  on  a  mileage 
basis,  likewise  the  records  of  gasoline  and  oil  con- 
sumption. Some  operators  have  given  this  question 
of  accounting  considerable  attention  and  can  furnish 
statistics  of  performances  which  have  proved  ex- 
tremely beneficial  when  ordering  new  types  of  equip- 
ment. All  operators  should,  however,  emulate  the 
example  thus  set  for  them,  adjusting  the  system 
which  they  follow  to  their  individual  needs.  While 
it  is  true  that  expense  is  involved  in  the  keeping 
of  records,  it  is  for  the  good  of  the  operator  and 
the  industry  that  the  application  of  uniform  ac- 
counting methods  is  urged. 

[  EDITORIAL  ]  — 

What  Organization  Has  Done  for 
Bus  Operation  in  Chicago 


IINCE    last    Octo' er,    when    .John    A.    Hertz, 
Charles  McCulloeh  and  their  associates  took 

I  over   the   interests   of   the    Lake    Shore   Bus 

Company,  including  among  other  things  the  Chicago 
Motor  Bus  t'ompany,  and  put  .John  A.  Ritchie  at 
its  head  as  president  and  George  A.  Green  as  vice- 
president,  many  changes  in  operating  policies  have 
taken  place.  Some  of  these  are  now  becoming  ap- 
parent to  the  layman,  who  daily  uses  this  bus  line  to 
get  to  and  from  his  place  of  business  or  who  rides 
atop  because  of  his  desire  to  take  the  air. 

Strange   as    it   may   seem,   the   open-top   double- 


[138] 


decked   bus  seems  to  be   more  popular   in   Chicago 

in  winter  than  in  other  American  cities  where  this 

type  of  vehicle  is  operated.     But  why?  is  a  natural 

inquiry.    The  only  reason  advanced  that  throw.s  any 

j      light  on  this  phenomenon  of  operation  is  that  Chi- 

[      cagoans  are  more  accustomed  to  the  open  air  and  do 

I      not  feel  the  cold  as  do  the  people  in  other  gities 

j      where  the  open-top  double  deckers  are  operated; 

And  how  the  people  do  ride  the  buBoa.  With  a 
40  per  cent  increase  in  service  for  last  December 
over  the  previous  year  trattic  handled  increased  50 
per  cent.  Janua'y  with  its  new  schedules  in  full 
force,  calling  fur  many  new  turn-back  points  both 
in  the  morning  and  evening  rush  hours,  has  ma- 
terially improved  riding  facilities  and  traffic  for 
the  month  has  shown  a  material  increase  over  the 
previous  year  as  well  as  a  gain  over  the  previous 
month. 

There  is  no  doubt  but  that  the  new  manage- 
ment, with  its  intensified  enthusiasm  to  make 
Chicago  bus  opeiation  the  fine.st  in  the  world,  is 
fast  making  friends  and  is  steadily  building  up 
new  traffic,  which  will,  when  the  year  is  over,  show 
a  verj-  material  gain  in  the  number  of  pa.ssengers 
handled,  not  only  in  total  but  on  a  bus-mile  or  seat- 
mile  basis  as  well. 

All  this  is  said  with  full  appreciation  in  mind  of 
the  work  of  the  former  management,  for  with  little 
or  no  working  capital  it  was  able  to  build  up  the 
nucleus  of  what  promises  soon  to  be  the  greatest 
bus  system  in  the  country. 

1  EDlTOIil.\I.  I 

Closer  Co-operation  Between  National 

and  Stale  Associations  an  Aid 

to  Bus  Industry 


■>  WAS  anticipated,  it  has  not  taken  .some  of 
the   mo:e   progressive   bus   owners   and   offi- 

cials  of  incorporated  bus  companies  long  to 

see  the  value  in  associations.  One  needs  only  to 
glance  at  the  list  of  organizations  shown  on 
page  146  of  this  i.ssue  of  Bus  Transportation  to 
see  how  the  number  of  state  bus  associations  is 
increa.sing. 

Only  last  month  did  the  Aulo  Bus  A.ssociation  of 
New  York  State  affiliate  with  the  National  Motor 
Transport  Association.  The  plan  whereby  the  state 
association  becomes  actively  associated  with  the 
national  organization  merits  consideration  by  other 
state  associations.  First  of  all,  membership  in  the 
state  association  is  to  carry  membership  in  the 
national  association  as  well.  With  the  dues  of  the 
associations  on  the  same  basis  the  national  associ- 
ation agrees  to  divide  on  an  equal  basis.  This  plan 
will  provide  funds  for  further  enlarging  the 
national  organization  through  a  more  active  mem- 
bership campaign.  In  the  meantime,  the  plan 
provides  a  mouthpiece  in  the  state  on  all  legislative 
matters  affecting  the  motor  bus  industry.  With 
a  half  dozen  .state  bus  organizations  allied  in  a 
similar  manner  there  might  be  a  chance  of  securing 
some  uniformity  in  regulatory  and  tax  laws  in  the 
various  states,  instead  of  each  successi%'e  state  at- 
tempting to  find  some  new  way  in  which  to  levy  on 


the  motor  bus  industry  through  general  automobile 
ta.x  laws.  As  it  is  now  the  automobile  industry  pays 
its  fair  share  of  taxes.  Perhaps  the  taxes  are  not 
equitably  divided  according  to  the  various  types  and 
kinds  of  automobiles,  but  that  is  a  question  that 
can  be  studied  by  all  of  the  automobile  and  bus 
associations  in  joint  conference. 


Letters 
to  theEditor 


Tl.'    r'  ;m1'  r^<  ruruin. 
1,  .|u<     I.  ■!  '.n  !.■  1  111.' 


i  '..11, MM   fits 

1,1   r-Ul.;'     •    . 


Three  Years  of  Bus  Operation 

Albright,  W.  Va.,  Feb.  1,  1923. 
To  the  Editor: 

We  appreciate  Bus  Transportation.  All  our  boys 
seem  anxious  to  receive  the  new  number.  The  in- 
formant, E.  E.  Watson,  started  this  line  in  191'J. 
making  two  round  trips  a  day,  using  a  Ford  one- 
ton  truck.  In  the  fall  of  1919  I  bought  a  White 
;-ton  chassis  with  a  McKay  body.  This  has  been 
in  almost  daily  .service  since  we  bought  it.  Later  we 
bought  two  Reo  Speedwagons  with  the  .same  make 
of  body. 

I  well  remember  how  hard  it  was  in  the  year  1919 
to  get  a  bus  body  for  the  White  trucks,  as  there 
were  only  a  few  building  bodies  at  that  time.  Per- 
ha])s  there  were  more  than  we  knew  about  for  there 
was  no  way  for  the  builder  and  the  buyer  to  get  in 
touch  with  each  other.  Bus  TRANSPORTATION  now 
solves  this  problem. 

We  are  watching  with  great  interest  the  improve- 
ments being  made  by  the  different  manufacturers, 
both  in  chassis  and  bodies,  for  some  of  these  days 
we  are  going  to  be  in  the  market  for  new  equipment. 
And  when  we  buy  we  want  buses  that  won't  jar  the 
false  teeth  out  of  our  patrons,  so  they  must  be  easy 
riding  and  with  i)lenty  of  power  to  pull  these  West 
V'irginia  hills  that  you  have  all  heard  about  if  you 
haven't  had  the  pleasure  to  see. 

When  we  first  started  we  had  to  collect  8  per 
cent  war  tax  on  all  fares  over  42  cents.  I  looked 
everywhere  I  knew  of  for  a  device  that  would  give 
us  this  information  and  the  nearest  to  what  we 
wanted  was  a  small  cash  register.  We  bought  two 
National  cash  registei-s  that  print  all  fares  on  a 
strip  of  paper  which  is  turned  in  at  the  end  of  the 
day  by  the  drivers.  We  are  watching  for  some- 
thing to  come  out  that  we  think  is  better. 

In  1921  I  incorporated  under  the  laws  of  the  state, 
.selling  half  the  stock  to  good  people  along  the  route, 
which  has  i)roved  very  satisfactory.  One  object  I 
had  in  incorporating  was  to  protect  my.self  and  the 
other  stockholders  in  case  of  an  accident.  However, 
in  the  three  and  one-half  years  we  have  been 
operating  we  haven't  had  a  cent  to  pay.  Unless  the 
insurance  companies  reduce  the  rates  on  that  kind  of 
insurance  we  will  take  the  ri.ik  ourselves. 

E.  E.  Watson,  President, 
Preston  County  Bus  &  Garage  Company,  Inc. 


[139] 


140 


BUS 

TJWJSPORTATION 


Vol.2,  No.3 


^  Section 


Developments  in  equipment  for 
vtliicles,  garaKess  terminals — 
all  the  imnrovements  manu- 
factured for  the  industry. 


Dual  Wheel  Has  Single 
Air  Valve 

THE  wheel  shown  in  the  draw- 
ing is  furnished  especially  for 
bus  work  by  the  Indestructible 
Wheel  Company,  Lebanon,  Ind.  It 
takes  two  34  x  5-in.  or  two  36  x  6-in. 
tires,  using  standard  rim  bases  and 
standard  valve  stems.  The  stems 
may  be  connected  with  a  special 
valve,  which  allows  the  pressure  in 
both  tires  to  be  equalized.  Tires 
can  then  be  inflated  from  the  outside 
through  one  nozzle  for  the  two  tires. 
The  inflating  valve  is  made  by 
A.  Schrader's  Son,  Inc.,  Brooklyn, 
N.  Y.  With  this  valve  arrangement 
should  one  tire  blow  out  or  become 
punctured,  both  tires  would  be  de- 
flated. This  would  serve  as  a  sig- 
nal to  the  driver  that  he  was  carry- 
ing the  load  on  one  tire.  In  case  of 
such   trouble   the    inflating  valve   is 


Bus  Generator  and 
Switch  Box 

THE  Reray  Electric  Company, 
Anderson,  Ind.,  is  making  a  line 
of  equipment  consisting  of  a  heavy- 
duty  generator  and  a  switchbox  to 
serve  all  the  bus  wiring. 

The  generator,  known  as  model 
971-A,  is  of  the  third-brush  regulated 
type,   equipped   with   Remy  thermo- 


static control.  The  maximum  output 
is  40  volts  at  1,000  r.p.m.  Cut  in 
occurs  at  400  r.p.m.,  and  20  amp.  can 
be  generated  at  600  r.p.m.  This  out- 
put, of  course,  is  too  great  to  be  used 
for  charging  any  normal  sized  bat- 


detached  and  a  new  spare  installed, 
or  the  other  tire  inflated  from  air 
bottle  or  pump,  and  the  trip  com- 
pleted. The  equalizing  valve  is  not 
essential,  however,  as  the  wheel  can 
be  used  just  as  well  without  it.  The 
dual  wheel  is  made  to  fit  standard 
axle  hubs,  so  that  special  hub  equip- 
ment is  unnecessary.  The  company 
also  makes  disk  wheels  for  single 
tires,  to  fit  standard  axle  hubs. 


Remy  smtch  box,  where  practi- 
cally all  bus  wiring  is  concen- 
trated. Cover  remolded  to  show 
fuse  blocks  and  terminals. 

tery,  so  that  when  the  lights  inside 
the  bus  body  are  turned  on,  a  re- 
sistance is  automatically  shunted  out 
of  the  generator  field  circuit;  thus 
the  field  strength  is  increased,  with 
a  consequent  rise  in  the  generator 
output. 

On  account  of  the  severe  service 
encountered  by  buses  the  Remy  com- 
pany recommends  conductors  of  lib- 
eral size,  both  for  charging  capacity 
and  for  mechanical  strength.  Ter- 
minals should  be  extra  heavy  gage 
and  connections  carefully  soldered. 
The  main  leads  in  the  generator  cir- 
cuit and  to  the  lights  should  be 
No.  10  extra-flexible,  rubber-covered, 


Indestructible  steel  disk  ivheel  for  d-ual  pneumatic  tires,  brake  drum  attached 


Model  971-A  Remy  generator 
designed  for  biis  serznce  and  for 
nwuntitig  on  poiver  take-off  pad 
of  transmissio7i. 

double-braided  wire,  while  connec- 
tions to  step,  pilot  and  stop  lights 
should  be  No.  14  flexible  conductor, 
covered  with  rustproof  flexible  armor. 
Because  of  the  unusual  number  of 
connections  in  bus  work,  there  has 
been  difficulty  in  securing  suitable 
junction  boxes,  fuse  panels  and 
switches.     All  these  are  centralized 


Marth.1923 


BUS 

TTVVNSPORIAnON 


141 


in  a  single  Remy  unit  designed  for 
use  with  the  Model  971- A  generator. 
The  model  480-A  switch  box  con- 
sits  of  an  aluminum  box,  5x9x12, 
in  size  approximately,  on  the  face  ol" 
which  are  two  panels.  On  the  upper 
panel,  which  is  hinged,  are  the  re- 
verse current  cut-outs,  ammeter,  and 
all  switches  of  the  electrical  system, 
except  the  starting  switch.  Back  of 
the  lower  panel,  which  is  held  in  place 
by  two  thumb  nuts,  is  a  junction  and 
fuse  block  with  terminals  for  variou.-; 
connections.  On  the  back  of  the 
panel  are  held  a  number  of  spare 
fuses.  The  use  of  this  box,  it  is 
said,  provides  plainly  marked  ter- 
minals, individual  fuses  for  each 
circuit,  and  a  simple  method  of  con- 
necting the  circuits  to  the  right 
terminals.  It  may  be  mounted  on  the 
side  of  the  body  or  over  the  dash,  as 
preferred. 


Fare  Box  for  Motor  Buses 

THE  MODEL  No.  lOlA  fare  box, 
put  out  by  the  Ohmer  Fare 
Register  Company,  Dayton,  Ohio,  is 
intended  particularly  for  motor  bus 
.service.  This  box  is  shown  in 
the  accompanying  illustration.  It 
weighs    only    10    lb.,    the    height    is 


Liyht-neigitt  fare  box 


12A  in.  and  width  and  length  each 
6  in.    The  plate  glass  is  \\  in.  thick. 

Security  against  unauthorized  In- 
terference is  gained  by  a  telltale  of 
the  gravity  type  which  drops  down 
and  stays  out  of  position  if  the  box 
is  turned  upside  down.  The  cash 
drawer  is  fitted  with  a  Yale  pin 
tumbler  lock. 

The  box  can  be  furnished  either 
with  a  hanger  for  1-in.  pipe,  or  with 
a  bracket  for  attaching  to  a  flat  sur- 
face. 


Sttldn-ly/jf  body  scats  sixteen  pasxenyerK  on  Modtl-AH  Uuyylex  chaxHiM 


Cliantirlrrr  Motor  Coach 
Announced 

RUGGLES  Motor  Truck  Company, 
Saginaw,  Mich.,  and  London, 
Ont.,  Canada,  announces  a  new  motor 
coach  called  the  Chanticleer,  and 
playing  on  the  name  the  makers  use 
as  a  slogan,  "Cock  o'  the  Road." 
The  Chanticleer  seats  sixteen  pas- 
sengers, including  the  driver.  There 
are  three  full-length  seats  and  two 
short  seats  divided  by  an  aisle.  All 
passengers  sit  facing  forward.  Ac- 
cess to  the  coach  is  secured  by  three 
doors  for  passengers  and  a  separate 
door  for  the  driver. 

The  seat  cushions  and  backs  are 
upholstered  with  imitation  gray 
Spanish  leather.  The  exterior  above 
the  body  line,  and  the  interior,  in- 
cluding the  roof,  are  trimmed  in  the 
same  material  as  the  seats. 

The  body  is  mounted  low  and 
Stabilitors  are  used  to  insure  road- 
ability.  The  Ruggles  20-AR  chassis 
gives  34  hp.,  ample  to  handle  the 
load.  This  chassis  has  a  138-in. 
wheelbase,  and  178  in.  of  ten-leaf 
springs. 

Built  into  the  body  is  a  compart- 
ment at  the  rear  for  bags  and  suit 


cases.  This  has  a  small  electric  light 
for  night  loading.  Adju.stable  side 
windows  are  frameless,  and  set  in 
felt  channel.  The  interior  is  kept 
comfr)rtable  by  a  forced  air  exhaust 
heater.  Standard  equipment  includes 
all  lamps,  spring  covers,  bumper, 
motometer  and  tire  carrier. 


Round  Front  Corners 

Feature  Twenty-five 

Passen«;er  Body 

THE  Hoover  Body  Company, 
York,  Pa.,  has  now  in  production 
a  twenty-five-passenger  body  of  the 
type  shown  in  the  photograph.  This 
has  the  conventional  cross  seats,  with 
longitudinal  seats  over  the  rear  wheel 
housings.  White  ash  and  white  oak 
framing  is  covered  with  plymetl, 
aluminum  molding  being  used.  The 
roof  is  aluminum,  riveted  to  wood- 
metal  carlines.  The  rounded  corners 
on  the  front  give  unusual  visibility 
to  the  driver.  On  the  rear  is  placed 
a  solid  ash  bumper  faced  with  heavY 
steel;  emergency  door  is  also  at  the 
rear  end. 

The  fi-ont  door,  which  is  operated 
from  the  driver's  seat,  is  29  in.  wide. 


oiniSH  f  BET   \ 


Hoover  twenty-five-passenger  body  mounted  on  White  btis  chassis 


142 


BUS 

IJVVNSPORTATION 


Vol.2,  No.3 


Inside  the  floor  is  covered  with  slats 
and  the  seats  with  rattan.  The  metal 
window  sash  is  said  to  eliminate 
noise  from  vibration.  All  windows 
are  fitted  with  street  car  type  cur- 
tains. Equipment  also  includes  heat- 
ers and  buzzers,  dome  lights,  ventila- 
tors, sign  panels,  and  rear  view 
mirror. 


Experimental  Clutch  for 
Paris  Buses 

THE  research  department  of  the 
Unified  Transportation  System  in 
Paris  (le  Societe  des  Transports  de  en 
Comun  de  la  Region  Parisienne)  has 
developed  a  bus  clutch  of  a  new  type. 
It  has  been  in  use  on  five  new  buses 
since  last  July  and  has  given  satisfac- 
tion. The  principles  of  this  clutch  are 
.shown  in  the  accompanying  illustra- 


This  new  cone-type  clutch  has 
been  tried  out  on  the  buses  in 
Paris.  Meaning  of  letters  ex- 
plained in  the  article. 

tion.  It  was  designed  to  be  lighter 
and  less  costly  than  the  multiple-disk 
clutch  generally  used,  and  to  combine 
so  far  as  possible  the  advantages  of 
that  type  and  the  plate  type  of  clutch. 
Referring  to  the  cross-section,  it 
will  be  noted  that  the  clutch  consists 
of  an  outtM-  shell,  V,  carrying  two  re- 
newable contact  rings  of  steel,  C. 
One  of  these  is  fastened  tight  to  the 
shell;  the  other  is  carried  inside  a 
ring,  which  slides  axially  in  the  shell. 
V,  under  the  control  of  levers,  L,  the 
latter  being  actuated  through  a  sleeve 
sliding  on  a  shaft,  A.  under  the  ac- 
tion of  a  fork  and  system  of  outside 
levers.  The  shell  as  described  is  car- 
ried on  the  end  of  the  shaft  shown  at 
the  left  in  the  illustration. 


The  sliding  cone  is  forced  against 
the  other  by  means  of  the  springs 
R,  which  determine  the  maximum 
applicable  force.  The  levers  L,  of 
course,  oppose  the  action  of  the 
springs.  Between  the  two  cones,  C, 
rotates  the  outer  portion  of  a  dished 
steel  plate,  P,  shod  with  asbestos  on 
both  faces  opposite  the  cones.  The 
dished  plate  P  is  carried  by  a  wheel 
firmly  mounted  near  the  end  of  the 
shaft  A.  Obviously  when  the  cones 
are  permitted  by  the  levers  L  to  be 
forced  together  by  the  springs  R, 
they  clamp  firmly  on  the  asbestos 
shod  faces  of  the  dished  disk  P, 
transmitting  motion  from  one  shaft 
to  the  other.  On  account  of  the  in- 
clination of  the  cone  surfaces,  which 
has  been  worked  out  carefully,  thf' 
force  applied  through  the  levers  L 
is  multiplied  to  the  maximum  exten*^ 
that  is  found  to  be  economical,  thus 
minimizing  the  axial  force  necessary 
to  be  applied.  The  end  of  the  shaft 
A  is  carried  in  a  ball  bearing  which 
forms  an  integral  part  of  the  shell  V. 


Bus  ill  Jersey  Service 

ONE  of  a  group  of  buses  now 
being  delivered  in  northern  New 
Jersey  by  the  Motorbus  Sales  Cor- 
poration, Passaic,  N.  J.,  is  shown  in 
the  accompanying  illustration.  A 
Fierce-Arrow  bus  chassis  with  192- 
in.  wheelbase  is  fitted  with  disk 
wheels,  pneumatic  tires,  dual  on  rear, 
long  springs,  fle.xible  outriggers  on 
the  frame  to  support  the  body,  and 
with  the  sixteen-valve  engine  used 
on  standard  Pierce- Arrows. 

The  body,  which  is  built  by  the 
Paterson  Body  Company,  is  of  the 
Pullman  cai'  type,  19:!.  ft.  long  and 
7'  ft.  wide.  Inside  finish  is  mahog- 
any and  the  bus  has  three  ventilators 
on  the  roof.  The  body  will  seat 
twenty-five    passengers    comfortably 


on  cross  seats,  with  two  longitudinal 
seats  over  the  wheel  housing.  The 
seats  are  covered  with  imitation 
leather.  The  equipment  also  includes 
dome  lights,  racks  for  advertising 
cards,  and  emergency  door  on  the 
left-hand  side  at  the  rear. 


Chain-Type  Transmission 
for  Buses 

THE  design  of  transmission  used 
extensively  by  large  bus  oper- 
ators in  London  and  New  York  is 
now  being  offered  by  the  Morse 
Chain  Company,  Detroit,  Mich.  This 
transmission,  which  is  shown  in  the 
photograph,  is  of  the  standard  selec- 
tive type,  with  three  speeds  forward. 


Morse       three-speed      chain-type 
transmission,  cover  removed. 

The  feature  is  the  use  of  silent  chains 
instead  of  the  conventional  gears. 
The  forward  drive  is  by  chain  en- 
tirely, and  the  reverse  through  chain 
and  gears. 

In  the  standard  construction  the 
reverse  speed  has  a  ratio  of  3.561 
to  1,  while  the  forward  speeds  are 
as  follows :  first,  3.397  to  1 ;  second, 
1.650  to  1 ;  and  third  or  direct,  1  to  1. 

The  transmission  is  about  30  in. 
long,  from  end  to  end  of  the  shaft ; 
bolt  attaching  centers  are  13  ;x21 1  ; 
and   over-all   height    is  about    14    in. 


Pierce-.Arrow  twenty-five-iKisxenfier  bus  fitted  with  Paterson  Pnllnian-type  body 


March,1923 


Four  (!vliii<lrr  Kiii;iiiet» 
ftir  Mils  Service 

'r^HK  Waukesha  Motor  Company, 
X  Waukesha,  Wis.,  announces  two 
new  models  tlesigned  for  heavy 
duty  service.  These  are  known  as 
.Model     "\."      l-iii.     l)()re     bv     5A-in. 


Manifold  sirfc   «/   Wunkesha  eii- 
pine,   dixifiin'fl    tm    />".•<   sfrrice. 


.■-Iroke,  2(i4  cu.in.  displacement  and 
"YA,"  3i'-in.  bore  by  51-in.  stroke. 
232  cu.in.  displacement.  They  were 
shown  for  the  first  time  at  the  New 
York  and  Chicago  Automobile  shows. 
Following'  is  a  brief  description  cov- 
ering the  general  points  of  design. 
Cylinder  block  and  upper  half  of 
crankcase  and  flywheel  housing  is  of 
gray  iron,  cast  integi-al.  Split  line 
between  crankca.se  and  oil  pan  is  2i 
in.  below  center  line  of  crankshaft. 
Lower  half  of  flywheel  housing  is 
also  a  gray  iron  casting,  and  con- 
tains an  oil  pan,  of  the  center-sump 
type,  which  can  be  dropped  without 
removing  the  housing. 


Fan  drive  and  magneto  installa- 
tion on  Wiiiihexha  engine 


The  separate  cylinder  head  is  held 
in  place  by  twenty-one  l-in.  studs. 
Lifting  lugs  on  the  sides  make  re- 
moval easy.  The  combustion  chamber 
is  a  modified  Ricardo  type,  for  which 
maximum     turbulence     and     higher 


BUS 

IKVNSPORIATXJN 

etticiency    at    all    speeds    is    claimed. 

Removable  gray  -  iron  cylinder 
sleeves  are  held  at  the  bottom  by  a 
composition  rubber  gasket  and  at  the 
top  by  a  copiK'i'  asljestos  gasket.  The 
pistons  are  aluminum  alloy,  with  four 
piston  rings  above  the  piston  boss. 
>nap  rings  at  each  end  of  the  boss  are 
used  to  hdld  the  piston  pin.  Connect- 
ing rods  are  forged  out  of  S.A.E.  No. 
1035  .steel  and  are  Hi  in.  center  to 
tenter.  Bearings  at  the  lower  eml 
(if  rod  are  21  in.  in  diameter  and  2  in. 
wiile,  of  luonze  back  and  Fahrig- 
nieUd  lining  construction.  These 
bearings  have  heat  radiating  flanges 
to  carry  off  the  heat  from  the  bear- 
ings instead  of  through  the  bearing 
to  the  connecting  rod. 

The  crankshaft  is  a  carbon  steel 
forging,  the  center  and  rear  bearings 
!>eing  2^  in.  in  diameter  by  2  J  in.  in 
width,  and  the  front  bearing  21  in. 
in  diameter  by  2  in.  in  width.  Thus 
the  center  and  rear  bushings  are  in- 
terchangeable, as  are  also  the  front 
main  bearing  and  connecting-rod 
l)ushings.  The  camshaft,  a  steel  forg- 
ing, runs  in  three  bronze  bearings. 

The  full-pressure  oiling  system  in- 
cludes a  gear  oil  pump  fastened  to 
the  outside  of  the  crank  case,  and 
driven  by  spiral  gears  from  the  cam- 
shaft. Separate  pipes  carry  the  oil 
to  the  front,  center  and  rear  main 
hearings  and  a  relief  valve,  adjust- 
able from  the  outside,  regulates  the 
pressure.  Lubricating  oil  is  strained 
twice,  first  through  a  large  circular 
.screen  in  the  oil  pan  and  secondly 
through  a  screen  on  the  pressure 
side  of  the  pump.  The  oil  filler, 
which  is  also  the  breather,  is  on  the 
valve  side,  as  is  the  blade,  the  oil 
pump,  the  pressure  sti'ainer,  the  reg- 
ulation valve  and  the  oil  drain  plug. 
Thus  the  maintenance  operations  in 
the  lubrication  system  can  be  carried 
nut  from  the  side  and  without  getting 
under   the  engine. 

tooling  is  by  thermosyphon,  e.\tra 
large  water  passages  being  provided. 
Here  again  the  removable  cylinder 
sleeves  make  it  po.ssible  to  clean 
thoroughly  the  jacket  passages  of 
core,  sand  and  wires.  The  fan  is 
driven  by  a  1,'  in.  flat  belt  from  the 
pulley  mounted  on  the  magneto 
drive-shaft. 

The  intake  and  exhaust  manifolds 
are  cast  integral,  a  small  hot  spot 
being  incorporated  in  the  design  to 
assist  in  the  vaporization  of  the 
heavier  fuels. 

Three-point  suspension  is  used, 
the  front  bearing  being  a  4 '-in.  diam- 
eter   trunnion    turned    on    the    gear 


143 

cover;  the  two  other  points  are  arms 
on  the  crankcase. 

The  .smarting  motor,  generator,  car- 
buretor, oil  indicator  and  oil  drain 
are  all  on  the  right  hand  or  curb 
side  of  the  engine.  Thus  it  is  un- 
neces.sary  to  stand  out  in  the  street 
to  make  minor  adjustments  and  till 
.ind  drain  the  oil. 

Killrr  for  .Straiiiiiifj 
(vU>oliiir 

A  FILTER  made  by  the  Standard 
Filter  Company,  Newark,  N.  J., 
and  illustrated  below,  can  be  attached 
either  to  the  vacuum  tank  or  the 
carburetor.  The  filter  includes  a 
drain  cock,  shown  connected  at  the 
right,  through  which  any  .sediment 
can   be   removed.     The  cock   is   also 


FILrCK  xxttti 


ttsn.1 


TO  VACUUM  TAUK 


Cross-section  of  Standard  filter 

available  to  draw  fuel  for  washing 
the  hands,  cleaning  spark  plugs,  or 
priming  the  engines,  and  thus  the 
sediment  which  collects  is  being  con- 
stantly removed. 

Fuel  enters  at  the  left  of  the  filter. 
passes  upward  through  a  screen  and 
down  through  a  central  tube,  the  dirt 
collecting  underneath  the  .screen,  and 
is  shaken  loose  and  washed  over  the 
baftle  wall   into  the  .sediment  cham- 


Filter  attached  to  top  of  vacuum 
tank. 

ber  by  the  inflow  of  fuel.  This  fea- 
ture, it  is  said,  makes  the  .screen  con- 
tinuously self-cleaning.  The  .screen 
is  made  of  non-corrosive  monel  metal 
woven  into  a  fine  triple  mesh  which 
gives  the  equivalent  of  a  million  holes 
in  the  6  sq.in.  of  mesh  area. 


144 


BUS 

TJWJSPORTATTON 


Vol.2,  No.3 


JB3H 


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BUS 

TIWISPORTAnON 


Vol.2,  No.3 


What  tKeAssociations 


are  doin^ 


News  and  happenings 
of  the  associations.. 
Proceedings  of  interest, 
to  the  bus  transporta- 
tion  industry. 


Transportation  Keyed  to  Production 

By  Julius  H.  Barnes 

I'l-i'sirlent    Chamber   of   Commerce    of    the 
United    States 


IN  THE  RECORD  of  our  railroads— 
always  the  chief  channel  of  trans- 
portation— we  find  the  following  assur- 
ances of  a  great  expansion: 

1.  The    141,599,000,000    ton-miles    of 
1900  had  increased  in   1920  to  413,675,- 

'000,000  ton-miles. 

2.  Passenger-miles  had  increased 
from   16,039,000,000  to  47,366,000,000. 

3.  The  miles  of  track  increased  from 
258,784  to  405,1S31. 

Thus  there  i.s  an  increasing  volume  of 
•earning  traffic  per  mile  of  road,  and 
this,  of  itself,  would  mean  a  natural 
■economy  in  capital  charges.  On  the 
other  hand,  railroads  requiring  labor 
and  service  must  meet  in  their  wage 
scales  the  constantly  enlarging  eai'n- 
ing  power,  and  also  the  competition  for 
labor  set  by  industries. 

There  is,  of  course,  a  constant  effort 
'to  offset  this  trend  of  higher  labor 
charge.  This  effort  has  been  effective, 
in  the  relation  of  the  dead-load  to  earn- 
ing-load  per  car.  Fifty  years  ago,  and 
before  specialized  types  of  cars  were 
generally  developed  and  in  use,  the 
freight  car  of  American  railroads  rep- 
resented roughly  65   per  cent  of  dead- 


•Ab.stract  of  aclclre.s.'i  given  Jan.  18.  1923. 
in  New  York  before  .\merican  Society  of 
Civil  Engineei-s- 


load  and  35  per  cent  of  earning-load. 
In  1922,  a  specialized  type  of  car  for 
ore  and  coal  had  reached  a  point  of  20 
per  cent  of  dead-load  and  80  per  cent 
of  earning-load  capacity.  It  is  mani- 
fest that  the  limits  of  further  economy 
in  improving  this  relation  must  be 
small  indeed. 

Again,  any  material  expansion  of 
our  railroad  service  must  require  new 
and  large  additional  capital  invest- 
n:ents.  Some  single-track  lines  and 
double-track  lines  are  probably  ap- 
proaching the  maximum  load  possib';e 
for  the  capacity  of  their  present  rails, 
and  any  substantial  increase  means  at 
once  new  roadbeds  and  new  rails. 

As  to  terminal  facilities,  the  maxi- 
mum limit  of  service  is  even  nearer  to 
final  exhaustion.  James  J.  Hill  said  in 
1907  that  it  would  require  the  invest- 
ment by  American  railroads  of  $1,100,- 
000,000  per  year  for  five  yeais  to 
equip  the  railroad  terminals  of  this 
country  to  meet  adequately  the  traffic 
which  was  clearly  in  sight  for  those 
terminal  facilifes.  No  such  sum  has 
been  invested  in  terminal  improve- 
ments, even  in  the  fifteen  years  which 
have  since  intervened. 

The  explanation  of  this  lies  largely 
in    the    supplementary    service    of    the 


motor  truck.  In  some  quarters  this 
form  of  transport  is  treated  as  an  ac- 
tive competitor  of  railroad  service, 
while  by  other  eyes  it  is  looked  upon 
as  a  great  supplement  and  feeder  to 
railroad  traffic.  Against  the  2,600,000,- 
000  actual  tons  lifted  by  all  the  rail- 
roads in  1921,  we  can  place  the  estimate 
by  the  National  Automobile  Chamber  of 
Commerce  of  the  actual  tons  lifted  that 
year  by  motor  trucks  at  1,400,000,0011 
tons,  even  though  for  shorter  distances. 

To  co-ordinate  these  two  forms  of 
transportation  requires  a  determination 
of  the  question  of  fair  competition  be- 
tween a  railroad,  whose  rates  are  regu- 
lated and  controlled,  and  using  a  road- 
bed constructed  by  the  investment  of 
private  capital,  as  against  a  shuttle  of 
service  like  the  motor  truck,  free  of 
regulation  and  using  a  highway  con- 
structed and  maintained  at  the  public 
expense. 

The  motor  truck,  which  is  engaged  in 
competitive  freight  service,  should  at 
least  make  a  contribution  in  return  for 
the  construction  and  maintenance  of 
the  highway  on  which  it  operates.  It 
will  require  careful  analysis,  aided  by 
the  best  engineering  opinion,  to  work 
out  a  proper  charge. 

On  the  other  hand,  the  railroad  rate 
structure  in  recent  years  has  not  been 
adequately  reviewed.  This  structure 
has  been  blanketed  up  and  blanketed 
down  without  attempt  to  approximate 
the  varying  degrees  of  an  expanding 
labor  charge  into  relative  commodities. 

Motor  transport  has  an  especial  ad- 
vantage in  its  flexibility  and  in  ease  of 
transfer  of  its  surplus  capacity  from 
one  route  or  one  section  to  another, 
with  the  fluctuating  needs  of  sectional 
industry.  Moreover,  it  appeals  to  the 
American  conception  of  reliance  upon 
free  competition,  rather  than  govern- 
ment regTilation. 

And  then  we  have  the  slowly  develop- 
ing avenues  of  water  transport,  with 
their  possibility  of  quick  expansion  of 
facilities,  once  the   watei'  channels  are 


nationaij    motor    transport 

ASSOCIATION:  President.  Patrick 
Healey.  secretary  and  counsel  Bridge- 
port &  Waterliury  Passenger  Service, 
Inc..  36  North  Main  Street.  Walerliury, 
Conn. :  manager  and  secretary.  E.  B. 
Burritt.  FIsk  Building.  250  West  Fifty- 
seventh    Street,   New   Y'ork.   N.  Y. 

.■^RIZON.V  MOTOR  TRANSPORTA- 
TION ASSOri.\TU)N:  President.  1). 
G.  O'Neil,  Douglas.  Ariz.  ;  secretary.  F. 
A.  Jones.  127  North  Central  Avenue, 
Phoenix.    ,Vriz. 

MOTOR  C.VRHIFRS'  ASSOCIATION: 
President.  \V.  K  Travis,  president  Cali- 
fornia Transit  Company.  San  Francisco. 
Calif.,  .secretary.  James  C.  Blaine.  12!i" 
Bush    Street,    San    Pranciseo.    Calif. 

CONNRCTKTT  MOTOR  STAtlK  AS- 
SOCIATIO.N:  I'resident.  Patrick  Healey, 
secretai-y  and  covuisei  Bridgeport  & 
W'aterluir.v  Passenger  Service,  Inc.  3(i 
North  Main  Street.  Waterbury,  Conn.  ; 
secretary,  Kdwurd  .1.  Cildea.  treasurer 
Congress  Taxi  Company,  Danbury, 
Conn. 

MOTOR  TRUCK  ASSOCIATION  OF 
FLORIDA:  President.  W.  T.  Callahan, 
Miami  ;  secretary-treasurer,  P.  IC.  Mc- 
Mann,   .16  N.  W.   1st  St.,   Miami,  Fla. 

GEORGIA  MOTOR  BUS  &  TRANS- 
PORTATION     ASSOCIATION:      Presi- 


Motor  Bus  Organizations 

dent,  B.  A.  Harrison,  Bainbridge,  Ga. ; 
secretary,  W.   M.   Riley.  Decatur,  Ga. 

INDIAN.^  MOTOR  BUS  OWNERS' 
ASSOCIATION :  President,  H.  E.  Jahns. 
general  manager  Jahns'  Bus  Lines.  La 
i'orte.  Ind. ;  treasurer.  W.  E.  Rentschler, 
manager  Indiana  Motor  Bus  Company, 
Plymouth,   Ind. 

TOWA  MOTOR  TRANSPORTATION 
ASSOCIATION:  President,  J.  Edging- 
ton,  Des  Moines,  Iowa  :  secretary,  E.  P. 
Cronk.  Des  Moines.    Iowa. 

MICHIGA.N  HIGHWAY'  TRANS- 
I'ORTATIOX  .VSSOCI.\T10N:  Presi- 
dent, E.  Foster,  Moreton.  president 
Moreton  Trucliing  Conipanj'.  Third  and 
Howard  .Streets.  Detroit.  Mich.;  secre- 
tary.  H.   H     Hardy,    i^ansing,   Mich. 

MlNNKSt  iT.V  MOTOR  P.US  .-VSSO- 
CI.VTION:  I'residi'iU,  Rodney  S.  Dim- 
mick,  president  Touring  Car  Bus  Coni- 
liany.  29  Seventh  Street.  North  Minne- 
aiioiis.  Minn.  ;  secretary,  1'2arl  F.  ,hu'li- 
son.   Kndientt   .\rca<le,    St.   Paul,   Minn. 

NEW  jioRsKV  nrs  transporta- 
tion ASSOCIATION:  President,  John 
Morning,  408  Warren  Street,  Newark. 
N,  J.  ;  secretarv.  Harry  Buesser.  Tit 
Madison  Street,  GiUtenherg.  N.  J. 

NEW  JERSICY  Al'TO  BUS  ASSO- 
CIATION: President,  George  F.  Sey- 
mour,   Jr.,    20    Clinton    Street,    Newark, 


N.  J.;  secretary.  George  L,  Cowan,  20 
Clinton    Street,    Newark,    N.   J. 

AUTO  BUS  ASSOCIATION  OF  NEW 
Y'ORK  STATE:  President.  Stanley 
Chatterton.  White  Rapid  Transit  Com- 
pany, Lima.  N.  Y.  :  seci-etary  and  treas- 
urer, James  J.  Dadd.  president  Rochester 
Bus  Lines  Advertising  Corporation.  120 
Vermont  Avenue,   Rochester.   N.   Y. 

OHIO  MOTOR  BUS  .\SSOCI.\TION : 
President.  R.  10.  McColluni.  Ohio  Motor 
Bus  Company.  Columbus.  Ohio:  secre- 
tary, C,  J.  Randall.  419  Majestic  Build- 
ing.   Columbus.    Ohio. 

.\UTOMOTIVR  CARRIERS'  .\SSOCIA- 
Tlo.X  OF  OREGON:  President.  Max  H. 
Clark,  Portland,  Ore.;  secretary.  J.  L. 
S.    Snead.    I'ortland,    Ore. 

PKNNSYLVA.N1.\  MOTOR         BUS 

OWNIORS'  .\SS0C1.\T10N:  President. 
Frank  Martz.  treasurer  White  Transit 
l^ompan.v,  Plymouth.  Pa,  :  treasurer,  W. 
J.  Kmerick,  president  Emerick  Bus 
Lines.    Bellefonte.    I'a. 

WASIIl.VC.TON  AUTO         TRANS- 

PORTATION ASSOCI.\TION:  Presi- 
dent, A.  C.  Ellington.  Des  Moines  Auto 
Company.  Seattle.  Wash.  :  secretary- 
manager.  Erven  H.  Palmer,  Terminal 
Building.    Seattle.    Wash. 

WISCONSIN  MOTOR  TRANSPOR- 
TATION ASSOCI.'^TION:  Presl(;ient  A. 
C.  Homan,  Menasha,  'Wis. 


Maich,1923 


bus 


147 


provided.  The  waterways  of  this  coun- 
try, on  its  various  routes,  actually  lifted 
in"  19iy  about  250,000,000  tons.  A 
proper  development  of  our  water  chan- 
nels could  greatly  expand  this  lonnatre 
service. 

One  is  forced  to  a  conclusion  from  a 
survey  of  these  factors  in  transporta- 
tion that,  in  the  future  as  in  the  past, 
this  country  must  rely  mainly  on  the 
adetiuate  development  of  our  railroads. 

Public  regulation  of  transportation 
by  railroads  is  justified  in  return  for 
the  use  of  the  right  of  eminent  domain 
for  roadways,  and  on  the  broader 
ground  of  public  interest,  becau.se  in 
the  hands  of  their  operators  rests  the 
power,  by  rate  relation  and  rate  dis- 
crimination, practically  to  make  or  un- 
make whole  communities.  In  the  past 
regu.ation  which  destroyed  the  current 
earning  power  of  railroads,  undermined 
with  it  the  credit  of  such  railroads  also. 
Thus,  by  curtailment  of  both  earning 
and  credit,  they  were  denied,  wholly  or 
partly,  the  abil.ty  to  expand  their  facil- 
ities with  the  expanding  tonnage  of  the 
country  and  in  anticipation  of  further 
growth.  Enlightened  self-interest  re- 
quires a  fair  and  even  generous  inter- 
pretation of  regulation  of  these  great 
arteries  of  commerce. 

Before  large  investments  are  made  in 
terminal  facilities  and  equipment  in 
these  railroads,  there  should  be  a  com- 
prehensive survey  of  the  future  of 
transportation  in  all  its  various  forms, 
and  then  intelligent  preparation  for  ex- 
panding commerce  of  the  country  which 
will  fall  upon  these  avenues  of  trans- 
portation. This  should  be  painstaking 
and  guided  by  the  widest  vision.  Only 
by  such  intelligent  considerat'on  will  it 
be  possible  to  key  transportation  to  pro- 
duction in  America. 


maintenance  ccstK  can  be  reduced.  It 
will  be  pointed  out  that  this  system  of 
upkeep  is  by  no  means  an  experiment. 
It  is  simply  the  application  to  the  high- 
way of  the  section  gang  method  which 
has  been  employed  so  many  years  on  tne 
railroads.     Instances  will  be  cited  where 


^reat  economies  have  been  made  pos- 
sible by  the  installation  of  this  system. 
Attention  will  be  called  to  the  fact  that 
the  policy  of  having  each  landowner  dc 
a  certain  amount  of  maintenance  work 
is  not  only  unsatisfactory  but  is  very 
costly. 


HiRhway  Association  Opens 
Offices  in  Capital 

THE  American  Association  of  State 
Highway  Officials  has  opened  its 
general  offices  in  Washington,  I).  C,  in 
the  Munsey  Building.  W.  C.  Markham 
is  in  charge,  with  the  title  of  executive 
-■secretary.  Miss  Oudida  Cox,  a  member 
of  the  office  staff  of  W.  S.  Kellar,  the 
Alabama  state  highway  engineer,  has 
been  assigned  to  the  Washington  office 
to  assist  in  the  statistical  and  other 
work  which  will  be  undertaken  by  the 
new  organization. 

The  Washington  office  of  the  asso- 
ciation was  established  principally  for 
the  purpose  of  gathering  helpful  infor- 
mation for  the  use  of  all  the  state 
commissions,  and  to  have  a  permanent 
point  of  contact  with  the  federal  gov- 
ernment. 

One  of  the  early  studies  will  cover 
the  subject  of  highway  maintenance. 
Facts  and  figures  will  be  collected  to 
call  attention  to  the  large  saving  which 
can  be  made  by  the  institution  of  the 
patrol  system.  Just  at  this  time  when 
the  public  is  showing  some  disposition 
to  scrutinize  highway  expenditures  more 
closely  than  ever  before,  it  is  regarded 
as  desirable  to  point  out  ways  whereby 


Far  EasI  U.siiijr  Bii.s  Service* 


By  W.  I.  Irvine 

.\iiliiniotivf  Trade  rommlHHlonLr. 
r.  S    iJep't'tment  of  Commerce 


J.VI'A.N  leads  nut  only  in  the  present 
consumption  of  motor  vehicles,  but 
also  in  the  possibilities  for  the  future. 
China  is  a  promising  field,  as  its  walls 
can  be  used  for  highways,  and  some  of 
the  wall  material  is  now  being  used  for 
road   building. 

Theie  are  good  roads  in  the  Straits 
Settlement  and  Malay  Peninsula.  The 
automobile  business  there  depends  upon 
the  condition  of  the  tin  and  rubber  mar- 
kets, since  these  commodities  are  the 
main  businesses. 

In  Japan  the  motor-driven  vehicle  is 
proving  quicker  than  the  leg-drawn 
two-wheel  carriage,  and  also  more  eco- 
nomical in  distances  in  excess  of  a  mile. 
Hard  surfaced  highways,  connecting  the 
major  cities  in  Japan,  will  probably  be 
completed  within  two  years.  In  Tokyo 
the  new  roads  are  sure  to  bring  about 
suburban  development,  for  the  city  is 
crowded.  This  will  mean  the  introduc- 
tion of  bus  transportation,  which  makes 
its  appearance  now  whenever  conditions 
are  favorable. 

Buses  on  Chinese  City  Wall 

The  Celestial  Empire  progresses,  as 
is  shown  by  the  fact  that  a  motor  road 
on  top  of  the  great  Chinese  wall,  or 
built  out  of  the  material  of  the  wall, 
is  being  seriously  considered.  The  late 
city  wall  of  Canton,  which  looks  not 
unlike  a  section  of  the  great  wall,  serves 
as  a  top  surface  for  28  miles  of  highway, 
over  which  motor  buses  and  motor  cars 
are  now  running. 

In  China  hundreds  of  miles  of  new 
proving  quicker  than  the  leg-drawn 
five  years,  under  conditions  far  from 
peaceful.  Despite  his  conservatism  the 
Chinaman  is  a  gambler,  and  prospects 
of  profits  cause  him  to  take  risks.  Here 
is  how  it  works  out:  A  group  of 
Chinese  are  attracted  by  the  bus  idea 
and  plan  a  route  between  two  settle- 
ments. There  is  no  road  there,  so  by 
paying  komsha  (graft)  to  the  author- 
ities they  secure  the  right  to  construct 
a  highway,  usually  dirt,  and  are  given 
an  exclusive  franchise  to  operate  ve- 
hicles over  it.  A  certain  part  of  the 
revenue  collected  from  fares  goes  to 
the  authorities  for  protection.  This  then 
becomes  a  toll  road  and  everyone  using 
it  has  to  pay  for  the  ride.  The  rich  as 
well  as  the  poor  of  the  neighborhood  use 
the  buses.  The  routes  are  well  patron- 
ized, as  the  Orientals  love  to  ride.     It 


•Ab.«!tract  of  paper  before  Export  Man- 
.-iger.s"  Convention.  National  Automobile 
Cliambor  of  Commerce,  held  January  8  In 
X,-w    Yorli    City. 


is  not  an  uncommon  thing  for  a  poor 
Chinaman  to  take  a  bus  ride  for  a 
couple  of  hours,  and  then  walk  back 
home  because  he  cannot  afford  the  re- 
turn journey. 

Generally  speaking,  the  buses  in 
China  are  mounted  on  passenger  car 
chassis  and  carry  about  a  dozen  people, 
although  the  light  bus  chassis  is  begin- 
ning to  be  favored.  The  trouble  with 
the  passenger  car  is  that  capacity 
limits  are  not  regarded.  The  Chinaman 
is  out  to  get  all  he  can  in  the  shortest 
possible  time,  and  if  the  bus  will  move 
the  load,  then  everything  is  all  right. 
It  is  better  business  to  get  larger  buses, 
and  some  of  them  are  coming  into  use. 

The  best  equipped  buses  in  China  are 
operated  in  Hongkong.  In  Victoria,  the 
main  city  of  Hongkong,  there  are  wide, 
well-paved  streets.  With  the  introduc- 
tion of  good  highways  people  are  mov- 
ing out  of  the  congested  center.  The 
place  is  too  small  to  make  railroad  oper- 
ation profitable,  so  that  the  expansion 
depends  almost  entirely  on  motor  ve- 
hicles. Already  there  is  a  first-class 
bus  line  operating  from  across  the 
island. 

The  only  transportation  in  the  city  of 
Canton  is  provided  by  motor  buses,  and 
these  are  always  crowded.  The  venture 
has  not  been  a  financial  success,  not 
because  of  bad  management  or  bad 
equipment,  but  because  of  the  heavy 
taxes  which  were  imposed  by  the  former 
administration  of  the  district. 

Korea,  now  part  of  the  Japanese 
Empire,  is  mountainous,  and  this  makes 
railway  building  expensive,  so  there  are 
not  at  present  any  plans  for  expansion. 
The  main  line  traverses  the  country 
from  north  to  south,  and  the  govern- 
ment plans  to  build  highways  to  con- 
nect with  this.  The  motor  bus  has 
taken  hold  in  Korea,  so  that  the  major- 
ity of  800  or  so  machines  are  used  in 
bus  service.  The  bu.ses  are  touring  cars 
with  extra  seats,  usually  carrying  about 
ten  people.  As  rapidly  as  roads  are 
completed  franchises  to  operate  bus 
lines  are  granted.  Too  many  of  these 
have  been  granted  and  there  has  been 
ruinous  competition. 

In  the  Straits  Settlement  and  the 
Malay  States  the  tin  mines  are  a  con- 
siderable distance  from  the  nearest 
towns.  They  are  not  connected  by 
railroads,  so  bus  lines  have  sprung  up 
all  over  the  country.  One  can  travel 
from  one  end  of  Malay  to  the  other  end 
in  buses  and  hired  cars  which  have 
regular  runs.     The  buses  are  run  from 


148 


BUS 

TRANSPORIAnON 


Vol.2,  No.3 


the  mines  for  the  Chinese  miner,  who  is 
off  to  town  just  as  soon  as  he  draws 
his  pay  check. 


Future  S.A.E.  Meetings 

THE  first  transportation  meeting  of 
the  Society  of  Automotive  Engi- 
neers will  be  held  April  26-28  in  Cleve- 
land, Ohio.  The  two  days'  session,  to 
be  concluded  by  a  transportation  dinner, 
will  be  devoted  solely  to  the  use  of 
motor  vehicles  and  their  design  for  the 
business  of  transportation.  During  the 
meeting  sessions  will  be  held  on  opera- 
tion and  maintenance  of  motor  buses, 
motor  trucks,  taxicabs  and  motor  rail 
cars.  Visits  vidll  be  made  to  represent- 
ative automotive  factories  in  Cleveland 
and  vicinity. 

The  announcement  has  also  been  made 
that  the  summer  meeting  of  the  society 
will  be  held  June  19-23  at  Spring  Lake, 
N.  J.,  on  the  Atlantic  Coast,  instead  of 
in  the  Middle  West  as  has  been  the 
practice  for  a  number  of  years.  The 
next  annual  meeting  will  also  represent 
an  innovation,  since  it  will  be  held  in 
Detroit  some  time  in  January,  1924. 
For  years  the  annual  meeting  has  been 
held  during  Automobile  Show  Week 
early  in  January  in  New  York,  and  the 
change  has  been  made  to  avoid  the 
numerous  conflicts  resulting. 


3.  As  a  prerequisite  to  the  operation 
of  the  motor  vehicle  common  carrier, 
the  owner  thereof  should  be  obliged: 

(a)  To  obtain  a  certificate  of  public 
convenience  and  necessity,  with  a  pro- 
viso that  lines  in  actual  operation  be- 
fore the  law  goes  into  effect  shall  be 
regarded  as  necessary  to  public  con- 
venience and  necessity,  and  therefore 
automatically    granted    a    certificate. 

(b)  To  take  out  liability  insurance 
adequate  to  indemnify  injuries  to  per- 
sons or  damage  to  property  resulting 
from  negligent  operation. 

4.  The  state  regulatory  bodies  having 
control  over  motor  vehicle  common  car- 


Regulation  of  Motor  Vehicle 
Common  Carriers 

AT  A  MEETING  of  the  New  York 
.  Electric  Railway  Association  held 
on  Jan.  25  in  New  York  City,  D.  C. 
Fenner  of  the  Motor  Vehicle  Conference 
Committee  discussed  the  present  con- 
dition of  motor  vehicle  regulation,  and 
gave  the  arguments  for  and  against 
state  control  or  regulation. 

After  a  thorough  investigation  of  the 
subject,  the  Motor  Vehicle  Conference 
Committee,  consisting  of  representa- 
tives of  the  American  Automobile  Asso- 
ciation, Motor  and  Accessory  Manu- 
facturers' Association,  National  Auto- 
mobile Dealers'  Association,  National 
Automobile  Chamber  of  Commerce,  and 
the  Rubber  Association  of  America,  has 
concluded  that,  granted  a  state  needs 
regulation  of  motor  vehicles  as  com- 
mon carriers,  the  following  fundamental 
principles  should  underlie  laws  on  the 
subject: 

1.  Control  over  intrastate  trans- 
portation of  persons  and  property  for 
hire,  over  regular  routes  or  between 
fixed  points,  if  adopted,  should  be  ex- 
clusively in  the  hands  of  some  agency 
of  the  state.  No  power  whatever  in 
the  premises  should  be  vested  in  the 
governing  bodies  of  the  municipalities 
of  the  state. 

2.  Such  state  control  over  motor 
vehicle  common  carriers  should  be 
placed  in  existing  commissions,  such  as 
public  utility  commissions,  etc.,  of  the 
various  states.  It  should  be  provided, 
however,  that  at  least  one  member  of 
such  a  commission  should  be  conversant 
with  and  in  sympathy  with  motor  trans- 
portation. 


riers  should  be  vested  with  the  same 
powers  they  exercise  in  controlling 
other  forms  of  utilities. 

5.  Any  special  or  extra  fees  levied  on 
motor  vehicle  common  carriers  should 
be  utilized  exclusively  for  highway 
maintenance.  Such  special  or  extra 
fees  should  in  no  case  be  more  than 
100  per  cent  greater  than  the  normal 
registration  fees  for  the  vehicles  of  the 
class  to  which  they  belong. 

6.  Legislation  should  be  enacted  en- 
abling steam  railroads,  trolleys  and 
shipping  companies  to  acquire,  own  and 
operate  the  motor  vehicle  in  conjunc- 
tion with  their  regular  line  of  business. 


Engine  Behavior  Under  High  Compression' 

By  J.  H.  HoLLOWAY,  H.  A.  Huebotter, 
AND  G.  A.  Young 

Purdue  University  Engineering  Experiment  Station 


DETONATION,  according  to  this 
paper,  is  ordinarily  accompanied 
by  one  of  two  characteristic  kinds  of 
knock.  Sharp  metallic  "ping"  that  is 
most  commonly  encountered  in  auto- 
motive engines  appears  to  originate 
from  too  early  ignition  of  the  com- 
pressed charge.  This  knock,  if  due  to 
excessive  spark  advance,  is  eliminated 
by  proper  timing  of  the  ignition.  If 
retarding  the  spark  produces  no  dimi- 
nution of  the  knock,  preignition  is 
probably  due  to  some  overheated  spot 
within  the  combustion  chamber. 

A  second  kind  of  detonation  occurs 
after  ignition  has  started  from  the 
electric  spark  and  is  characterized  by 
a  dull,  heavy  thud.  Such  a  knock  is 
evident  at  times  in  both  high  and  low 
compression  engines.  It  is  apparently 
an  intermediate  stage  between  auto- 
ignition  and  normal  combustion.  With 
high  compression  pressures,  ignition 
that  is  timed  to  occur  after  the  dead 
center  may  be  followed  by  this  heavy 
thud  when  the  engine  is  thoroughly 
heated  up.  Automobile  engines  with 
the  usual  compression  ratio  show  the 
same  trait,  when  the  spark  is  retarded 
after  a  period  of  preignition,  owing  to 
an  early  spark  or  to  excessive  carbon 
deposit.  One  form  of  detonation  may 
merge  into  the  other  or  may  disappear 
entirely,  depending  upon  the  condition 
of  normal  engine  operation.  Sufficient 
spark  lag  will  eliminate  the  heavy 
pounding,  but  at  the  expense  of  both 
power  and  economy. 

The  kind  of  detonation  that  occurs 
after  ignition,  according  to  the  paper, 
is  due  to  the  presence  of  high  tempera- 
ture areas,  which  ignite  the  unburned 
gas  before  the  spark  has  a  chance  to 
do  so. 

In  carrying  out  the  tests  to  determine 
the  maximum  compression  pressures 
that  could  be  used  without  detonation 
under  representative  operating  condi- 
tions, it  was  found  that  spark  plugs 
with  porcelain  cores  and  small  elec- 
trodes were  the  first  sources  of  preig- 


•Abstract  of  paper  given  Jan.  10,  1923. 
at  New  Y"ork  .-innual  meeting,  Society  of 
Automotive  Engineers. 


nition.  Mica  cores  with  heavy  elec- 
trodes and  water- jacketed  shells  were 
required  to  maintain  practical  working 
temperature  of  the  plug.  In  redesign- 
ing the  engine  for  further  tests,  mica 
plugs  were  incorporated  in  the  cylinder 
heads. 

Next  the  exhaust  valves  showed  un- 
mistakable signs  of  overheating.  In 
the  two  cylinders  that  detonated  first 
the  exhaust-valve  seats  were  not  com- 
pletely water  jacketed,  and  could  be 
cooled  sufficiently  to  eliminate  preigni- 
tion only  with  a  water-outlet  tempera- 
ture below  100  deg.  F.  This  engine  was 
not  a  good  example  of  modem  poppet- 
valve  design.  The  trouble  from  over- 
heated valves  was  eliminated  by  chang- 
ing to  a  sleeve-valve  type,  with  which 
further  investigations  were  conducted. 

In  an  engine  with  suitable  spark 
plugs  and  effective  cooling  of  the 
water-jacketed  walls  of  the  combustion 
chamber,  the  temperature  of  the  piston 
heads  is  the  deciding  factor  in  limiting 
compression  pressure.  This  surface, 
being  most  distant  from  the  origin  of 
combustion,  is  in  the  best  position  to 
detonate  the  final  portion  of  the  charge 
ahead  of  the  flame  front.  On  account 
of  their  higher  conductivity,  aluminum 
pistons  remain  cooler  than  gray  iron 
pistons,  and  hence  reduce  the  tendency 
of  the  engine  to  detonate.  The  original 
gray  iron  pistons  were  therefore  re- 
placed by  aluminum  pistons  of  practi- 
cally the  same  design. 

The  breaker  of  the  battery  system, 
with  which  the  engine  was  originally 
equipped,  failed  under  the  high  primary 
voltage  found  necessary  to  assure  re- 
liable ignition  with  high  compression 
at  full  throttle.  This  difficulty  was 
overcome  by  the  substitution  of  a  high- 
tension   magneto. 

The  salient  features  in  the  engine 
that  permitted  the  carrying  of  high 
compression  under  all  conditions  of  op- 
eration were: 

1.  Effectively  cooled  spark  plugs. 

2.  Comparatively  cool  exhaust  valves. 

3.  Uniform  circulation  in  the  water 
jacket. 


March,  1923 

4.  Carburetion  system  that  gave 
good  distribution  with  low  mixture  tem- 
peratures. 

5.  Aluminum-alloy  pistons. 

6.  Ignition  system  capable  of  pro- 
ducins  adequate  spark  under  high  com- 
pression. 

P'rom  these  tests,  which  the  authors 
state  cover  only  a  narrow  range  in  the 
field  of  gasoline  engine  operation,  it 
was  concluded  that  increase  in  the  com- 
pression ratio  results  in  a  marked  im- 
provement in  the  thermal  efficiency  and 


BUS 

TRANSPORTAIXJN 

in  the  general  performance  of  the  en- 
gine, at  all  loads,  and  in  the  maximum 
power  at  all  speeds.  Under  laboratory 
conditions  a  compression  pressure  of 
120  lb.  per  square  inch  is  feasible  when 
the  engine  is  designed  with  full  re- 
gard for  the  elimination  of  factors  that 
induce  detonation.  Under  service  con- 
ditions the  same  attention  to  these  fac- 
tors will  permit  the  use  of  much  higher 
pressures  than  those  common  at 
present  in  the  internal-combustion  en- 
gine used  for  automotive  service. 


Cooling  Capacity  of  Radiators' 

By  E.  H.  Lockwood 

AssUtant  riofessor  of  Mechanical  Engineering, 
Yale  University,  New  Haven.  Conn. 


A 


R.\DI.A.TOR  is  used  to  cool  the 
jacket  water  of  engine  cylinders. 
Its  ability  to  dissipate  heat  depends  not 
only  on  the  extent  and  form  of  its  cool- 
ing surface,  but  also  on  the  velocity 
at  which  the  air  and  the  water  flow 
past  the  surface.  The  air  velocity  in 
the  case  of  automobiles  and  trucks  is 
frequently  low,  and  must  be  supple- 
mented by  a  fan  which  is  driven  by  the 
engine. 

The  cooling  capacity  of  a  radiator 
can  be  increased  by  adding  to  its  depth, 
without  changing  the  frontal  area.  The 
increased  depth  will  be  accompanied  by 
a  proportionate  increase  of  the  cooling 
surface  and  the  quantity  of  circulating 
water,  but  no  change  in  the  air  flow. 
It  follows  that,  although  the  capacity 
will  increase  with  the  depth,  it  will 
do  90  in  a  diminishing  ratio,  and  will 
reach  a  limit  where  no  further  increase 
of  the  depth  will  be  justified. 

A  radiator  contains  tanks  located 
on  the  top  and  at  the  bottom  to  receive 
and  to  distribute  the  water.  A  cellular 
portion,  usually  called  the  core,  occu- 
pies the  space  between  the  top  and  the 
bottom  tanks  and  ser\'es  to  cool  the 
water.  Numerous  small  passages  allow 
the  water  to  flow  through  the  core, 
while  provision  is  made  for  air  to  circu- 
late freely  around  the  hot  metal  to  re- 
move the  heat.  In  addition  to  the  parts 
mentioned,  a  protecting  case  usually  is 
added  to  support  the  radiator  and  to 
give  a  pleasing  appearance  to  the  front 
of  the  vehicle. 

The  core  is  made  preferably  of  rec- 
tangular outline  and  of  uniform  depth 
or  thickness.  It  is  constructed  in  a 
variety  of  forms,  but  all  have  the  same 
characteristic  thin-walled  water  pas- 
sages, with  free  air  circulating  on  their 
exterior.  With  regards  to  their  heat- 
dissipating  properties,  cores  may  be  di- 
vided into  three  classes:  (a)  fin-and- 
tube,   (6) ribbon  and   (c)   air-tube. 

In  the  first  type  the  water  passages 
are  straight  tubes  leading  from  the 
top  to  the  bottom  tanks,  with  fins  at- 
tached to  give  an  increased  surface  for 
removing  the  heat.  The  tubes  usually 
are    cylindrical,    but    occasionally    are 


drawn  in  oval  or  flat  forms.  Disk  fins 
are  made  by  soldering  to  the  tube  at 
close  intervals  round  or  square  metal 
plates  of  about  twice  the  diameter  of 
the  tube.  This  method  of  construction 
is  varied  by  using,  instead  of  fins, 
strips   that   are    punched    to    receive    a 


A  ^^ 


SMp  Rns  Con*invoo6  Fin* 

EXAMPLES  OF  FIN-HND-TUBE  CORES 


■Baffk 

ArRTUBE  CORE 
SionsHcujoml  Endtonj  Bofflo 

Examples  of  three  types  of  ra- 
diator cores  in  general  use. 


•-Abstract  of  paper  clven  Jan.  12.  1923. 
before  Society  of  Automotive  Engineers, 
New   York. 


row  of  tubes.  A  more  common  ar- 
rangement is  called  the  continuous  fin, 
since  it  consists  of  a  larger  plate 
punched  to  receive  all  the  tubes  of  the 
core.  Whatever  the  type  may  be,  the 
fins  are  spaced  about  equal  distances 
apart  and  are  usually  five  or  six  per 
inch.  The  tubes  are  of  i  to  S-in.  di- 
ameter. 

In  the  ribbon-core  type  the  water 
passages  are  formed  between  paral- 
lel plates,  which  are  separated  slightly 
by  crimping  the  edges,  or  by  using  a 
spacing  wire  and  then  soldering  them. 
The  water  ribbons  are  made  the  full 
depth  of  the  core,  and  extend  from  the 
top  to  the  bottom,  where  they  are  fast- 
ened to  the  water  tanks.  The  ribbons 
have  either  straight  or  zigzag  channels. 
They  are  separated  at  regular  inter- 
vals by  the  attached  ribs,  or  fins,  which 
serve  the  double  purpose  of  stiffening 
the  core  and  increasing  the  amount  of 
surface  for  dissipating  the  heat.  The 
attached   fins   are   laid   out   in   regular 


149 

lines  and  give  to  the  front  a  cellular 
appearance  of  squares,  diamonds  or 
hexagons,  according  to  the  shape  of  the 
ribbons. 

Two  sides  of  each  air  passage  as 
a  rule  are  bounded  by  water  ribbons 
and  the  others  by  fin  surfaces.  It 
is  possible,  however,  to  join  the  corners 
of  zigzag  ribbons  together  to  form  a 
Core  without  connecting  the  fins,  and 
this  construction  is  sometimes  used. 
The  water  passages  in  the  ribbons  are 
from  0.05  to  0.06  in.  wide.  The  air 
cells  arc  from  3/16  to  i  in.  square. 

Air-tube  cores  arc  made  up  of  short 
tubes   packed  clo.sely   together   in   hori- 
zontal rows,  with  their  ends  flared  and 
soldered   to    form    the    front   and    back 
of   the   core.     Air   passes   through    the 
tubes,  while  the   water   fills  the  entire 
space   around   the   tubes,   and    flows   in 
any  path   from  the  top  to  the  bottom. 
In  appearance  air-tube  cores  resemble 
ribbon    cores    and    both    belong    to    the 
cellular  class.     Air  tubes  have  no  fins, 
the  surface  being  heated  by  direct  con- 
tact with  the  hot  water.     In  some  cases 
baffles,    or    dents,    are    formed    in    the 
tubes  to  increase  their  effectiveness  in 
cooling.     This   result   is   produced,  not 
by  an  increase  of  the  surface,  but  by  a 
turbulence  in  the  air  flow  that  renders 
the     same    amount    of    surface    more 
effective.      Air-tube    cores    have    been 
made  with  both  round  and  square  tubes, 
but   neither  type  has  been   much   used 
owing  perhaps  to  the  cost  of  manufac- 
ture.     Diagrammatic   drawings   of   all 
three   types   of  cores   are   shown   here. 
The   examples   under   ribbon   cores   are 
so  numerous  that  only  a  few  common 
forms  are  illustrated. 

A  study  of  the  cooling  capacities 
of  typical  radiator  cores  suggests  sev- 
eral interesting  conclusions,  which  may 
be  stated  as  follows: 

1.  Between  ribbon  and  air-tube  cores 
as  classes,  there  is  little  to  choose  for 
the  speeds  used  in  automobiles.  For 
low  air  velocity,  ribbon  cores  are 
slightly  better.  For  higher  air  velocity 
the  results  are  about  on  a  par. 

2.  The  baflles,  or  dents,  used  in  air- 
tube  cores  add  materially  to  the  cool- 
ing, without  increasing  the  surface  or 
weight. 

.3.  The  straight-walled  ribbon  core, 
having  small  square  cells  with  50  per 
cent  of  indirect  surface,  cools  as  well 
as  other  ribbon  cores  with  100  per 
cent  direct  surface.  This  result  is 
partly  due  to  the  greater  amount  of 
surface  pos-sessed  by  the  small  cell 
core,  but  it  also  indicates  that  the  in- 
direct surface  of  this  type  of  core  is 
nearly  equal  to  the  direct  surface  in 
cooling   ability. 

4.  The  fin-and-tube  core  has  only 
about  three-quarters  of  the  cooling  ca- 
pacity of  the  best  forms  of  ribbon 
core  of  the  same  size.  This  is  not  sur- 
prising in  view  of  the  large  amount 
of  indirect  surface  contained  in  the 
fin-and-tube  type. 

The  cooling  of  the  thermosyphon 
cores  may  be  taken  as  about  two-thirds 
of  that  for  pump  circulation,  and  the 
water  circulation  as  about  one-fifth  as 


150 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


fast  These  figures  are  based  on  an 
arbitrary  temperature  drop  in  the  radi- 
ator, and  may  be  revised  to  suit  the 
existing  data.  It  is  likely  that  the  tem- 
perature drop  may  be  much  less  than 
that  assumed,  as  an  active  circulation 
may  be  kept  up  by  the  steam  bubbles 
in  the  pipe  leaving  the  cylinders,  even 
vifith  the  water  at  nearly  a  constant 
temperature. 


Indiana  Bus  Owners  Fight 
Proposed  Legislation 

THE  Indiana  Bus  Owners'  Associa- 
tion has  joined  forces  with  the 
Allied  Motor  Commerce,  the  Wholesale 
Grocers'  Association  and  otner  organi- 
zations in  fighting  the  Moorhead  bill, 
which  would  place  all  bus  and  truck 
lines  under  the  control  of  the  Public 
Service  Commission. 

H.  E.  Jahns  of  Laporte,  president  of 
the  Bus  Owners'  Association,  appeared 
before  a  Senate  committee  in  opposi- 
tion to  this  proposed  law.  He  took  the 
stand  that  regulation  at  this  stage  of 
the  industry's  development  was  pre- 
mature and  that  in  any  event  such 
regulation,  unless  very  wisely  adminis- 
tered would  tend  to  throttle  the  busi- 
ness by  discouraging  the  entrance  of 
new  capital  into  the  industry. 


One  is  protection  of  the  e.staljli.sUeii  stage 
lines,  those  rendering  adequate  service,  from 
the  inroads  of  fly-by-night  or  good-weather 
competition,  and  the  other  is  a  change  in 
speed  which  will  permit  of  30  miles  per 
hour,  instead  of  the  25  miles  as  prescriljed 
by  the  laws  of  today. 

A  guarantee  of  protection  for  the  estab- 
lished stage  line  by  giving  it  a  prior  right 
to  operate  until  it  is  proved  that  its  service 
is  inadequate,  or  traffic  demands  greater 
transportation  facilities,  is  really  a  guaran- 
tee of  protection  to  the  public. 

Why? 

Because  that  which  protects  stage  lines 
attracts  new  capital  into  the  stage  field,  and 
new  capital  means  more  and  better  equip- 
ment— fleets  of  de  luxe  highway  Pullmans — 
operating  on  schedules  sufficient  to  meet 
every  reasonable  demand  from  an  exacting 
public. 

Increasing  the  speed  limit  from  25  to  30 
miles  per  hour  means  faster  service  for  you. 
Mr.  Average  Citizen.  It  will  enable  you 
to  make  stage  journeys  much  more  ciuickly, 
without  in  any  sense  increasing  the  risk. 
The  public  demands  a  faster  paee  than   25 


Oregon  Association  Active 
in  Legislation 

THE  Automotive  Carriers'  Associa- 
tion of  Oregon  is  making  itself 
known  in  that  State.  At  present  the 
association  is  engaged  in  promoting 
legislation  that  will  give  the  Public 
Service  Commission  power  to  refuse 
the  granting  of  permits  to  lines  deemed 
by  it  unnecessary.  According  to  present 
laws  the  commission  is  obliged  to  grant 
permits  to  all  applicants  who  comply 
with  the  requirements. 

The  Oregon  association  publishes  at 
iiitervals  a  booklet  entitled  "Trackless 
Transit  Truths." 

A  few  of  the  timely  paragraphs  con- 
tained in  recent  issues  of  this  bulletin 
follow: 

We  believe  that  if  the  motor  carriers  are 
not  allowed  to  develop  their  ultimate  "econ- 
omies" the  inevitable  results  will  be — 

First — Development  of  the  state  will  re- 
ceive a  serious  setback. 

Second — Real  estate,  where  values  depend 
directly  on   transportation,  will  depreciate. 

Third — The  growth  of  minor  cities  and 
towns  will  be  checked  and  in  some  cases 
brought  to  a  full  stop. 

Fourth — It  will  cost  more  to  deliver  farm 
Iiroducts  to  their  markets  and  less  will  be 
received   for  them. 

Wherever  the  motor  has  been  given  a  fair 
trial  ,ind  operated  by  responsible  parties 
it  has  proved  profitable  to  both  patrons  and 
owners.  It  has  opened  new  avenues  of 
travel,  provided  new  accommodations  for 
the  public.  Established  bus  lines  are  fol- 
lowing schedules  as  regularly  as  rail  lines. 
.\s  yet  they  are  only  in  their  infancy,  but 
even  now.  in  spite  of  the  organized  clamor 
against  them  and  some  acknowledged  im- 
perfections, which  will  be  overcome  in  time, 
they  are  winning  their  way. 

Progress  is  marching  on.  whether  all  of 
us  like  it  or  not.  What  is  best  for  the 
public,  must  be.  Th<;  thing  to  do  now  is  to 
initiate  wise  regulations  <>i  the  new  means 
of  transportation  for  both  passengers  and 
freight,  so  that  the  cost  of  operation  plus 
a  reasonable  profit  will   insure  f.iir  rates. 

Better  stage  service  to  tlie  pultlic  of 
Oregon  will  result  from  two  things  that  the 
Oregon  Automotive  Carriers'  Association 
will  seek  at  the  next  Oregon  Legislature. 


miles  over  the  straightaways  utilized  by 
the  average  car  owner  at  considerably  over 
30  miles  per  hour — when  the  speed  cops  are 
not  around.  A  25-mile  limit  under  such 
circumstances  is  an  aggravation  to  the 
public  and  an  invitation  to  the  stage  driver, 
urgently  seconded  by  passengers,  to  break, 
the  law. 

Why  not  let  your  legislative  represent- 
atives know  that  you  favor  this  thing  in 
order  that  this  modern  form  of  transporta- 
tion, upon  which  the  public  has  so  firmly 
placed  the  stamp  of  approval  by  its  ever- 
growing patronage,  be  given  greater  oppor- 
tunity  to  develop? 

The  officers  of  the  organization  are; 
President,  Max  H.  Clark,  Portland; 
vice-presidents,  J.  W.  Parker,  Salem, 
and  V.  C.  Gorst,  North  Bend;  secretary, 
J.  L.  S.  Snead,  Portland;  treasurer. 
R.  W.  Lenien,  Portland;  counsel,  John 
F.  Logan,  Portland. 


Modern  Steering  Systems" 

By  Herbert  Chase 

.\utrimotive   Industries,   New   York 


THE  steering  system  has  lagged  be- 
hind in  the  general  development  of 
motor  vehicles.  Little  attention  has 
been  given  to  safety,  which  should  be 
the  primary  consideration.  Important 
details  such  as  the  means  for  locking 
the  yokes  properly  to  the  tie  rod  are 
overlooked  too  frequently.  Lost  mo- 
tion that  results  at  this  and  other 
points  frequently  makes  the  vehicle  un- 
safe. In  some  instances  it  has  been 
necessary  to  braze  the  yokes  and  tie 
rods  together  before  the  joint  would 
remain  tight.  Some  manufacturers.,  it 
is  said,  refuse  to  accept  parts  in  which 
the  limits  are  held  sufficiently  close  to 
insure  good  fits,  simply  because  they 
cannot  be  assembled  so  rapidly  as 
others  with  greater  clearance. 

The  primary  causes  of  hard  steering- 
are  friction  and  faulty  design,  the  lat- 
ter frequently  resulting  in  the  former. 
Insufficient  lubrication  is  so  common  a 
fault,  especially  in  the  king  pins  and 
at  drag-links  and  tie-rod  joints,  that 
these  parts  wear  rapidly  and  often  rust. 
This  lubrication  is  usually  a  decidedly 
hit-and-miss  factor  aid  is  seldom  given 
sufficient  attention  when  it  depends 
upon   a   hand  operation. 

Failure  to  exclude  dirt  and  moisture, 
especially  at  drag-link,  tie-rod  and 
knuckle  joints,  naturally  results  in  ex- 
cessive friction  and  rapid  wear.  Pro- 
vision for  adequate  lubrication  at  all 
times,  by  means  that  tend  to  work  dirt 
out  of  rather  than  into  bearings,  is  a 
kind  of  antidote,  partly  becau.se  good 
lubricant  properly  applied  tends  to  pre- 
vent rust  and  foreign  matter  from  ac- 
cumulating on  the  bearing  surfaces, 
and  partly  because  the  construction 
that  keeps  the  lubricant  in  place  fre- 
quently is  fully  as  effective  in  exclud- 
ing dirt. 

Ball-and-socket  joints  properly  in- 
closed have  advantages  over  the  yoke- 
and-pin  type  in  respect  to  the  facility 
with  which  the  lubricant  can  be  kept  on 
the    surfaces,    as    well    as    in    freedom 


•Abstract  of  paper  given  .Ian.  10,  1923, 
at  annual  meeting.  Society  of  .\utomotive 
i'lncinecrs.  New  York. 


from  rattle  or  binding,  one  of  which 
defects  is  almost  certain  to  occur  with 
the  conventional  yoke  and  pin.  (In  the 
discussion  of  this  paper,  ball  and  socket 
joints  were  held  to  be  objectionable  be- 
cause the  ball  becomes  flattened  or  oval, 
thus  cramping  the  steering,  and  they 
are  hard  to  lubricate  and  to  keep  out 
mud  or  water.) 

Ease  of  steering  is  affected  by  tire 
inflation,  condition,  character  and 
width  of  tread,  and  by  the  type  of  tire. 
One  authority  states  that  the  static 
resistance  of  turning  offered  by  a  tire 
varies  inversely  as  the  square  root  of 
the  inflation  pressure.  Cord  tires,  be- 
cause of  the  lower  inflat'on  pressure 
employed  and  the  consequent  greater 
area  of  tread  in  contact  with  the 
ground,  are  said  to  steer  harder  than 
the  same  nominal  size  of  fabric  tire 
when  properly  inflated.  But  whether 
this  is  true  when  the  vehicle  is  in  op- 
eration is  open  to  some  question.  Pneu- 
matic tires  are  sad  to  render  steering 
harder  than  solid  or  cushion  tires. 
Common  Types  of  Gear 

When  well  proportioned  and  well 
lubricated  the  worm  and  wheel  type  of 
steering  gear  has  excellent  wearing 
qualities,  even  though  the  bearing  area 
between  the  worm  and  wheel  is  rather 
small.  If  lubrication  fails,  considerable 
friction  and  rapid  wear  are  apt  to  re- 
sult. A  disadvantage  of  this  type  is 
that  it  is  practically  impossible  to  take 
up  any  lost  motion  caused  by  wear, 
although  when  the  full  wheel  instead  of 
a  sector  is  employed,  the  wheel  can  be 
moved  successively  to  four  different  po- 
sitions, 90  deg.  apart,  thus  compensat- 
ing for  wear  in  the  wheel  but  not  for 
wear  in  the  worm. 

One  of  the  most  widely  used  types  of 
steering  gear  is  the  screw  and  nut 
type,  which  is  generally  regarded  as 
being  very  satisfactory  when  well 
made.  Its  chief  advantage  is  good 
wearing  qualities  due  to  the  large  bear- 
ing surface  between  the  screw  and  the 
nut,  and  its  chief  disadvantages  are  its 
lack  of  adjustability  and  rather  high 
cost   of   manufacture   when    the   nut    is 


March,  1923 


BUS 

lKVMS(X)RUTIO\ 


151 


well  fitted  to  the  worm.  It  can  be  said, 
however,  that  adjustment  is  seldom  re- 
quired provided  a^ain  that  lubrication 
is  cared  for  properly. 

.Muskt'Kon  .Vssocia(i(»n  .\ctive 

MK.MBKKS  of  the  Muskegon  ( .Mich,  i 
Interurban  Bus  Association  are 
trying  out  a  new  plan  of  increasing  the 
business  in  rural  districts  and  further 
servin^:  the  public. 

Under  the  new  plan  all  hishway  cross- 
ings will  be  marked  giving  the  schedule 
of  the  buses  at  that  point.  The  high- 
way crossings  will  also  be  named  by 
the  bus  owners  and  it  is  planned  in  the 
future  to  erect  waiting  rooms  at  the 
points,  where  there  is  a  large  amount 
of  traflic. 

An  effort  will  be  made  by  local  bus 
owners  to  increase  the  business  in  the 
rural  districts  and  especially  the  short- 
haul  traffic.  The  bus  owners  expect 
that  by  posting  schedules  they  will  be 
able  to  double  the  business  within  a 
short  time. 

Recently,  the  local  association  opened 
a  waiting  room  in  the  business  district 
which  has  increased  business  and  also 
added  to  the  comfort  of  the  passengers. 
The  waiting  room  expense  is  more  than 
paid  for  by  the  concessions  which  are 
operated. 

The  interurban  bus  lines  operating 
out  of  Muskegon  have  had  little  diffi- 
culty in  maintaining  schedules  during 
the  winter  despite  the  fact  motor  traffic 
has  been  curtailed  gre:itly  because  of 
the  icy  condition  of  the  highways.  The 
county  highway  departments  have  co- 
operated in  maintaining  schedules,  and 
not  only  have  the  buses  operated  with- 
out missing  trips,  but  have  maintained 
regular  schedules. 

U.  S.  to  Join  International 
Road  Body 

PASSAGE  by  the  Senate  of  the  reso- 
lution authorizing  the  Secretary  of 
Agriculture  to  accept  membership  in 
the  Permanent  Association  of  Inter- 
national Road  Congresses  foreshadows 
favorable  action  in  the  House  of  Repre- 
sentatives. The  resolution  allows  the 
United  States  to  maintain  the  maximum 
number  of  delegates  in  the  Congress  to 
which  any  country  is  entitled.  It  will 
permit  the  United  States  to  be  repre- 
sented by  fifteen  delegates.  The  cost 
of  these  memberships  is  mhe  paid  our 
of  the  3  per  cent  of  the  total  highway 
appropriation  which  is  allowed  the 
Bureau  of  Public  Roads  for  the  adminis- 
tration of  the  act. 

Since  the  final  passage  of  the  legis- 
lation now  seems  assured,  plans  already 
are  being  made  to  secure  the  meeting  of 
the  association  in  the  United  States  in 
1924.  The  meeting  this  year  is  in 
Seville,  Spain.  In  that  connection  it 
is  pointed  out  that  a  meeting  in  the 
United  States  would  insure  a  very 
large  attendance  because  of  the  mag- 
nitude of  the  highway  program  in 
progress  here  and  because  of  the  great 
use  being  made  of  motor  vehicles  in 
this  country. 


Meetings,  (iuiiventioiiis  uiui  E\hibit8 

March     i-10 — AniNtc-rclam,   N.   Y.     Automobil*-  Show. 

Mnrch  10-17 — lioston,  Mae8.     Annual  Autoinubllu  Show. 

March  lU-17 — Wahhlngton,   D.   C.      WaKhlnKtuii    Auiomuhtic  Show.   K.  JoB«,    1138 

t'onnectliut   Av<-.,    Wu.ihlMKton,   U.   C 
.March  15 — lllnKliainton,    N.    V        M<'<-tliii;    Auto    Huh    AHuoeiailon    of    NVw    York 

Siaii'.  Iliilfl  lii'iwii'tl. 
March  28-31— Ciroi-nvllle.  S.  C.     Aulomubile  Show. 
April  26-2S — eifveland,  Ohio.     Society  of  Automollvi-    KnelnecrK,  TranHportation 

Meetlne. 
.Iunels-23 — Spring    I^ke,    N.    J.      Society    of    Automotive  Knelm-erti'  Sumni' 

M.i  tliif. 


I'"li>rida  .\ssm-iati(in  Drafts 

LcKi^^lalion  and  Increases 

.Memliership 

nOWN  in  Florida,  the  .Motor  Truck 
.\ssociation  of  Florida  is  making 
itself  known  by  its  activities  in  legis- 
lative matters.  W.  F.  Ellithorpe  of 
Miami,  state  organizer,  recently  con- 
ducted a  successful  membership  cam- 
paign. Other  leaders  in  this  movement 
were  T.  F.  Grace,  A.  D,  Hartzell  and 
.John  Sherman  of  Tampa. 

This  association  was  formed  last 
.A.pril  in  Orlando,  having  for  its  objects 
protection  against  inimical  legislation 
and  support  of  constructive  legislation, 
encouragement  of  road  building  and 
protection  of  existing  highways,  elimi- 
nation of  unfair  business  methods  in  the 
hauling  industry,  and  other  objects  of 
importance  to  truck  owners.  Bu^ 
owners  have  recently  joined  the  truck 
owners.  W.  T.  Callahan,  Miami,  is 
president,  and  D.  E.  McMann,  Miami, 
secretary  and  treasurer. 

A  bill  is  being  drawn  to  be  presented 
to  the  Legis'ature  for  the  protection  of 
bus  and  truck  owners  against  extremely 
high  license  fees  and  high  gasoline  tax. 
Florida  now  has  the  highest  license  fees 
of  any  state  in  the  Union  for  trucks, 
according  to  association  officials.  The 
fee  for  a  2-ton  truck  for  hire,  with  solid 
tires,  last  year,  was  $234,  and  with 
pneumatic  tires,  $96,  in  Florida,  while 
the  average  in  other  states  was  about 
$33,  it  is  stated. 


pluii  uf  selling  unlde  eacii  Mulidtty 
afternoon  for  an  open  hearing,  where 
bus  patrons  may  present  complaints. 


('  imden  County  Bus  .\ssocialion 
.\dopts  Safety  Rules 

AFTER  adopting  as  its  slogan  "If  it's 
not  good  for  the  public,  it's  not 
good  for  the  bus  business,"  the  public 
safety  committee  of  the  Camden  County 
Bus  Association,  Camden,  N.  J.,  recently 
promulgated  a  set  of  rules  for  busmen. 

Some  of  these  rules,  announced  by 
Charles  Aceto,  chairman  of  the  commit- 
tee, are: 

.\'o  lius  shall  I pirated   which   has  bail 

br.tkes. 

Racine  and  Hpeedlng  will  not  be  tolerated. 

Drivers    must    not    smoke    on    the    buses. 

No  oni-  but  the  driver  is  to  occupy  the 
driver's   seat    in    the   bus. 

Buses  must  not  pass  each  other  on  the 
riKht- 

Drivers  must  keep  their  feet  on  the 
brakes  in  takinc  on  or  discharBing  pas- 
sengers. They  must  not  proceed  until  all 
patrons    are   on   and   off   safely. 

Full  stops  must  be  made  when  nearinc 
railroad  crns.sinEs  The  eear  shift  must 
he  placed  in  ntutral  and  the  driver  is 
requlrerl  to  look  :ind   listen. 

Passencers  shimld  not  be  allowed  to 
stand  outside  the  body  line  of  a  bus.  The 
bus   door   .should    always   be    cIo.sed. 

The  safety  committee  has  adopted  the 


Road  Huilders  Name  Officers 

The  official  nominations  for  officers 
and  directors  of  the  American  Road 
Buililers'  Association  for  the  year  192.'!- 
1924,  as  submitted  by  the  nominating 
committee  elected  at  the  meeting  of  the 
a-isociation  held  in  Chicago,  III.,  on  Jan 
18,  1923,  are: 

President,  Frank  Page,  chairman 
State  Highway  Commission,  Raleigh, 
N.  C. 

Vice-Presidents:  E.  L.  Powers,  editor 
r;oorf  Roads,  New  York,  N.  Y.;  W.  F 
Keller,  state  highway  engineer,  Mont- 
gomery, Ala.;  S.  F.  Beatty,  vice-presi- 
dent Austin  Western  Road  Machinery 
Company,  Chicago,  111.;  Samuel  Hill, 
honorary  life  president,  Washingtoiv 
State  Good  Roads  Association,  Seattle, 
Wash. 

Treasurer,  .lames  II.  MacDonald,. 
consulting  road  and  paving  expert. 
New  Haven,  Conn. 

Directors  for  one  year:  J.  R.  Draney,. 
sales  manager  United  States  Asphalt 
Refining  Company,  New  York,  N.  Y.; 
W.  A.  Van  Duzer,  assistant  mainte- 
nance eng'neer.  State  Highway  Com- 
mission, Harrisburg,  Pa.;  Frank 
Sheets,  superintendent  of  highways,  de- 
partment of  public  works  and  build- 
ings, Springfield,  III. 

Directors  for  two  years:  E.  .1.  Meh- 
ren  editor  Engiiueriuy  XtirK-Rrrord 
New  York,  N.  Y.;  I.  W.  Patterson, 
chief  engineer  state  board  of  public 
roads,  Providence,  R.  I.;  William  R. 
Smith,  president  Lane  Construction 
Corporation,  Meriden,  Conn.;  H.  K. 
Bishop,  chief,  division  of  construction. 
United  States  bureau  of  pubMc  roads 
Washington,  D.  C;  J.  H.  Cranford. 
president  Cranford  Paving  Company, 
Washngton,  D.  C;  C.  M.  Babcock.  coin- 
missioner  of  highways,  St.  Paul,  Minn.,- 
H.  S.  Carpenter,  deputy  minister  of 
highways,  Regina,  Sask.,  Canada. 

Directors  for  three  years:  S.  T. 
Henry,  Allied  Machinery  Company  of 
America,  New  York,  N.  Y.;  R.  Keith 
Compton,  chairman,  paving  commisson. 
Baltimore,  Md.;  Fred  A.  Reimer,  engi- 
neer the  Asphalt  Association,  Newark. 
N.  J.;  Charles  M.  Upham.  .state  high- 
way engineer,  Raieigh.  N.  C;  H.  G. 
Shirley,  chairman  state  highway  com- 
mission, Richmond,  Va.;  Will  P.  Blair, 
National  Paving  Brick  Manufacturer*- 
Association,  Cleveland,  Ohio;  Frank 
Terrace,  president  Washington  State 
Good  Roads  Association,  Orillia,  Wash. 


152 


BUS 

TRANSPORTATION 


March,1923 


New  York  State  Bus  Association  Holds 
Annual  Meeting 


ON  FEB.  15  the  second  annual  meet- 
ing of  the  members  of  the  Auto  Bus 
Association  of  New  York  State  was 
held  at  the  Powers  Hotel  in  Rochester, 
N.  Y.  There  was  a  fair  attendance  con- 
sidering the  severity  of  the  weather.  In 
the  absence  of  President  Alan  V. 
Parker,  Niagara  Falls,  Secretary- 
Treasurer  James  J.  Dadd  presided. 

The  report  of  the  secretary  showed 
that  membership  consisted  at  present  of 
eleven  bus  companies,  but  that  only 
seven  had  actually  paid  their  dues  and 
initiation  fees  in  full.  The  treasurer's 
report  showed  a  deficit  of  approxi- 
mately $10,  which  would  be  wiped  out 
if  all  those  who  had  signified  their  in- 
tention of  joining  had  paid  their  dues. 

The  association,  through  its  secre- 
tary, is  urging  the  passage  of  a  bill  by 
the  State  Legislature  that  will  amend 
the  present  insurance  law  and  allow  the 
formation  of  a  mutual  insurance  com- 
pany by  any  organization  of  twenty- 
five  or  more  bus  owners  operating  in 
the  state  for  the  purpose  of  carrying 
their  own  liability  insurance.  Discus- 
sion at  the  meeting  brought  out  that  on 
an  average  the  intercity  bus  men  be- 
longing to  the  association  paid  a 
premium  of  nearly  $500  per  bus  per  year 
for  liability  insurance  alone.  This  rate, 
it  was  pointed  out,  was  far  in  excess  of 
the  risk  attendant  in  actual  operation, 
for  actual  damages  paid  did  not  amount 
to  more  than  $50  or  $70  per  year  per 
bus.  Presumably  the  reason  for  this  is 
that  nearly  all  the  drivers  are  either 
bus  owners  themselves  or  else  own 
stock  in  the  bus  corporations. 

The  meeting  also  indorsed  the  bi'l 
now  before  the  Legislature  providing 
for  the  counties  cleaning  the  highway."^ 
of  snow.  There  was  also  informal  dis- 
cussion relative  to  the  bill  making  it 
mandatory  for  all  buses  to  have  their 
gasoline  tanks  outside  of  the  bus  body. 
There  was  some  discussion  as  to  what 
Governor  Smith's  proposals  for  changes 
in  regulatory  bodies  might  mean  so  far 
as  the  intercity  bus  lines  were  con- 
cerned. Carl  W.  Stocks,  editor  Bus 
Transportation,  outlined  the  bill  that 
has  recently  been  introduced  concerning 
transit  affairs  in  New  York  City.  He 
also  pointed  out  that  so  far  as  intercity 
bus  lines  were  concerned  these  motor 
carriers  must  be  operated  under  somo 
form  of  supervision.  Not  that  each 
city,  tovvm  or  village  through  which 
each  line  is  operated  should  attempt  to 
enforce  different  regulations  concern- 
ing operation,  but  that  there  should  be 
.some  central  supervisory  board  that 
has  the  power  to  enforce  regulations 
governing  safe  and  efficient  operation 
for  the  benefit  of  the  bus  patrons. 

Only  by  such  governing  regulation,  he 
said,  can  the  motor  bus  industry  of  the 
State  be  put  on  a  sound  basis  and  cut- 
throat competition  between  bus  com- 
panies themselves,  the  traction  lines 
and  the  steam  railroads  eliminated.  It 
is  not  a  question  of  the  survival  of  the 


fittest,  but  a  question  of  the  elimination 
of  duplication  of  service,  which  will  in 
the  end  provide  the  community  with 
adequate  service  at  the  lowest  possible 
fare. 

After  a  talk  on  the  value  of  affiliat- 
ing with  national  bus  associations  by 
Manager  E.  B.  Burritt  of  the  National 
Motor  Transport  Association,  New 
York,  the  association  discussed  the 
question  of  joining  in  this  most  import- 
ant work,  and  the  following  resolution 
authorizing  Messrs.  Burritt  and  Dadd  to 
work  in  harmony  with  the  idea  of  build- 
ing up  membership  in  both  associations 
was  approved: 

Re-solved,  That  the  con.stitution  and  by- 
laws of  the  Auto  Bus  Association  of  New 
York  State  be  changed  to  provide  for  direct 
affiliation  with  the  National  Motor  Trans- 
port   .Association   on   the   following  basis: 

That  members  of  the  Auto  Bus  Associa- 
tion of  New  York  State  become  members 
of  the  National  Motor  Transport  Associa- 
tion. 

That  the  annual  dues  for  membership  of 
bus  operators  be  changed  to  one-tenth  of  1 
per  cent  of  the  gross  receipts  of  the  preced- 
ing calendar  year,  with  an  initiation  fee  of 
$10  tor  new  "members.  The  initiation  fee 
not  to  apply  to  present  members  of  the  Auto 
Bus  Association  of  New  York  State. 

That  members  taken  into  the  Auto  Bus 
Association  of  New  York  in  future  become 
at  the  same  time  and  without  payment  of 
further  fee  a  member  of  the  National  Motor 
Transport   Association. 

Resolved,  further.  That  the  dues  paid 
after  Jan.  1,  1923,  in  the  Auto  Bus  Associa- 
tion of  New  York  State  be  divided  between 
the  two  associations  on  a  basis  of  50  per 
cent  to  each  ; 

And,  further.  That  the  National  Motor 
Transport  Association  agrees  to  pay  to  the 
Auto  Bus  Association  of  New  York  State 
."iO  per  cent  of  dues  of  its  members  now 
in  New  York  State  and  in  the  future  50 
per  cent  of  all  dues  and  initiation  fees  of 
all  members  secured  in  New  York  State. 

The  following  officers  were  elected  for 
the  ensuing  year:  President,  Stanley 
Chatterton,  treasurer  White  Rapid 
Transit  Company,  Lima,  N.  Y.;  first 
vice-president,  Neil  H.  McGreevy,  Alle- 
gheny Transportation  Company,  Hor- 
nell,  N.  Y.;  second  vice-president,  F.  D. 
Carpenter,  Carpenter  Bus  Lines,  Black 
River,  N.  Y.;  third  vice-president,  Clyde 
Manning,  Ithaca,  Cortland  Bus  Line, 
Ithaca,  N.  Y.;  fourth  vice-president, 
W.  M.  Hicks,  Elmira-Ithaca  Transpor- 
tation Company,  Elmira,  N.  Y.;  fifth 
vice-president,  F.  J.  Kroboth,  Bingham - 
ton-Greene  Bus  Line,  Greene,  N.  Y.: 
sixth  vice-president,  W.  F.  Aldrioh. 
Aldrich  Bus  Lines,  Norwich,  N.  Y.;  sec 
retary-treasurer,  James  J.  Dadd,  120 
Vermont  Avenue,  Rochester,  N.  Y. 

Membership  Campaign  Inaugurated 

On  March  1  the  first  of  a  series  of 
special  meetings  in  an  increased  mem- 
bership campaign  was  held  in  Albany. 
Representatives  of  some  twenty  bus 
lines  principally  from  Albany  and  the 
immediate  surrounding  cities  attended 
an  all  day  session  at  the  Hampton 
Hotel.  President  Stanley  Chatterton, 
Lima,  N.  Y.  presided.  Secretary  James 
J.  Dadd  explained  the  reason  for  the 
meeting  and  said  that  the  motor  bus 
industry  was  practically  the  only  busi- 
ness today  that  had  no  representative 
association.     E.   B.  Burritt  also  talked 


on  the  work  of  the  National  Motor 
Transport  Association.  At  the  after- 
noon session  a  discussion  on  fare 
collection  methods  was  led  by  C.  W. 
Stocks,  editor  Bus  Transportation. 
Secretary  Dadd  also  talked  on  the 
advantages  of  mutual  insurance. 

Another  meeting  is  to  be  held  March 
15  at  the  Bennett  Hotel,  Binghamton, 
N.  Y.,  and  all  bus  men  of  New  York 
state,  whether  members  or  not,  are 
invited. 

Camden  Association  Guests 
at  Dinner 

EIGHTY  association  members  were 
recently  entertained  at  a  dinner  at 
the  Ridgeway  Hotel,  Camden,  N.  J.,  by 
the  United  Tires  Stores  Company  of 
that  place.  Horace  L.  Brewer,  the  new 
president,  said  he  would  work  with  state 
and  city  authorities  to  elevate  the  bus 
business  to  the  highest  possible  stand- 
ard. Thomas  Rooney,  of  the  Mutual 
Casualty  Insurance  Company,  said  it 
was  his  company's  intention  to  place 
bus  transportation  in  Camden  as  nearly 
as  possibly  on  a  100  per  cent  safety 
basis.  The  company  would  not  tolerate 
recklessness  on  the  part  of  drivers,  he 
said,  and  warning  will  be  given  to  those 
found  operating  their  buses  contrary  to 
state  or  city  ordinances.  He  declared 
drivers  would  have  to  be  discharged 
after  a  second  offense,  or  policies  would 
be  discontinued. 


Associations  Formed  in  Iowa 

OWNERS  of  Iowa  motor  bus  ana 
truck  lines  have  formed  the  Iowa 
Motor  Transportation  Association,  with 
headquarters  in  Des  Moines.  Articles 
of  incorporation  for  the  association 
have  been  filed. 

The  officers  of  the  organization  are: 
J.  Edgington,  president;  E.  P.  Cronk, 
secretary,  and  G.  C.  Beale,  treasurer. 

Another  organization  (Jomposed  of 
owners  of  interurban  bus  lines  is  in  the 
process  of  formation,  for  the  purpose 
of  protecting  the  interests  of  the  bus 
men  in  the  Legislature.  C.  A.  Pomeroy, 
Cedar  Falls,  and  Charles  Lyon,  Des 
Moines,  attorney,  are  prominently  iden- 
tified with  this  movement. 


Michigan  Association  Meets 
in  Lansing 

AT  A  MEETING  of  the  Michigan 
.  Highway  Transportation  Associa- 
tion held  at  the  Kerns  Hotel,  Lansing, 
Mich.,  Feb.  13,  150  members  were 
present.  A  model  regulatory  bill 
drafted  by  the  association  was  read 
and  discussed,  after  which  Attorney 
Caldwell  presented  a  memorial  to  be 
sent  to  the  legislators  of  the  state. 
E.  B.  Burritt,  manager  of  the  Na- 
tional Motor  Transport  Association,  ex- 
plained the  plans  of  that  organization. 
A  resolution  indorsing  this  work  was 
adopted.  A  banquet  was  held  in  the 
evening.  Addresses  were  delivered  by 
Clarence  E.  Benient,  general  manager 
of  the  Novo  Engine  Company,  and 
Secretary  of  State  Deland. 


March.1923 


BUS 

TRANSPORTATION 


News  of  the  Road 


rnim  wlic-rrV'T  tlio  bus  runa.  in  • 
brought  tos'-thiT  the  Importum 
I'vents,  here  pri-jicnted  to  show  Ih' 
movements  of  the  day. 


153 


* 


-Milwaukee  Kaihvay  Ex- 
pands Its  Bus  System 

Kacine-Kenosha  Line  Taken  Over — Mil- 
waukee-Racine Limited  I'lanned  — 
Company  Now  Has  600  Miles  of  Bus 
Routes. 

MOTOR  bus  service  between  Racine 
and  Kenosha,  Wis.,  has  been 
taken  over  by  the  Wisconsin  Motor 
Bus  Lines,  a  subsidiary  of  the  Mil- 
waukee Electric  Railway  &  Light  Com- 
pany. .\  combination  of  local  and 
limited  motor  bus  service  will  be  given. 
Two  buses  per  hour  will  be  operated 
with  additional  service  on  Saturday  and 
Sunday  afternoons. 

Racine,  a  city  of  approximately 
60,000,  and  Kenosha,  one  of  about 
40,000,  are  connected  by  interurban  lines 
of  the  Milwaukee  Electric  Railway  & 
Light  Company  and  the  Chicago,  North 
Shore  &  Milwaukee  Railway  and  by  the 
steam  lines  of  the  Northwestern. 

About  two  years  ago  a  dye  works 
concern  in  Kenosha  started  motor  bus 
service  between  these  two  cities,  using 
some  Reo  buses  with  locally  made 
bodies.  This  service  was  operated  by 
the  Lake  Shore  Transportation  Com- 
pany, which  planned  to  extend  its  oper- 
ations into  Illinois  by  running  a  line 
from  Kenosha  to  Waukegan,  111.,  and 
for  a  time  had  operated  buses  between 
Racine  and  Burlington,  Wis.,  a  distance 
of  about  35  miles.  The  permit  for  the 
Waukegan  route  was  denied  to  it,  how- 
ever, the  Illinois  Utilities  Commission 
issuing  one  instead  to  the  Chicago, 
North  Shore  &  Milwaukee  Railway  as 
being  in  a  better  position  to  furnish  an 
adequate  service. 

The  Lake  Shore  Company  decided  to 
dispose  of  its  equipment  to  the  Mil- 
waukee Electric  Railway  &  Light  Com- 
pany, which  was  also  able  to  acquire 
the  equipment  of  another  competitor, 
the  Red  Bus  Lines,  thus  giving  it  con- 
trol to  a  large  extent  of  the  intercity 
transportation  facilities  between  Racine 
and  Kenosha.  The  Chicago,  North 
Shore  &  Milwaukee  Railway  has  its 
terminals  on  the  outskirts  of  both  cities 
and  is  therefore  somewhat  at  a  dis- 
advantage in  ti^'ing  to  serve  the 
localities. 

The  Milwaukee  Electric  Railway  & 
Light  Company  decided  that  since  there 
was  a  demand  for  bus  service  between 
the  two  cities,  it  would  furnish  it  in 
co-ordination  with  interurban  service. 
A  schedule  has  been  worked  out  which 
will  give  Racine  and  Kenosha  one  inter- 
urban train  per  hour  and  two  motor  bus 
trips,  one  of  which  will  be  a  limited 
and  will  make  no  stops  between  the  city 
limits  of  Racine  and  the  city  limits  of 


Kenosha.  The  rate  of  fare  on  the 
limited  will  be  30  cents,  the  same  as 
on  the  interurban.  The  rate  of  fare 
on  the  local  bus  will  be  25  cents.  This 
bus  will  serve  not  so  much  the  people 
of  Racine  and  Kenosha  as  the  smaller 
intermediate  communities,  making  stops 
anywhere  along  the  route. 

The  railway  also  plans  to  operate  a 
limited  de  luxe  motor  bus  service  be- 
tween Milwaukee  and  Racine,  parallel- 
ing its  own  line  but  making  no  stops 
between  terminals.  At  the  beginning 
four  round  trips  per  day  will  be  made, 
fitting  in  with  the  company's  Racine- 
Kenosha  bus  schedule.  A  somewhat 
higher  rate  of  fare  will  be  charged  on 
the  limited  bus  between  Milwaukee  and 
Racine  than  is  charged  on  the  inter- 
urban railway.  The  latter  is  really  a 
suburban  line  since  it  serves  numerous 
small    communities    along    the   25-mile 


route  and  because  of  people  constantly 
getting  on  and  off  is  unable  to  make 
any  great  speed.  The  bus  service  will 
therefore  supply  the  rapid  transit  facil- 
ities, while  the  interurban  will  tiike 
care  of  the  more  heavy  local  traffic. 
The  rate  of  fare  between  Milwaukee 
and  Racine  will  be  75  cents  or  at  the 
rate  of  3  cents  per  mile,  and  between 
Racine  and  Kenosha  30  cents.  Inter- 
changeable mileage  will  be  accepted  at 
about  2J  cents  per  mile. 

Another  extension  in  the  near  future 
of  its  Milwaukee-Hartford  motor  bus 
service  from  Hartford  through  Hustis- 
ford  and  Juneau  to  Beaver  Dam  and 
Fox  Lake  has  been  announced  by  the 
company.  This  extension  of  an  addi- 
tional 30  miles  of  route  will  add  another 
link  to  the  already  extensive  motor  bus 
system,  comprising  approximately  600 
miles,  covering   southeast   Wisconsin. 


Titanic  Struggle  Being  Waged  lor 
Los  Angeles  Franchise 

Three  Propositions,  Including  Plan  Hacked  by  Railways,  Before  Public 

Utility  Board — Extensive  Financial  Interests  Involved  Cause 

Much  Discussion  of  Projects 


LOS  ANGELES,  CALIF.,  is  the  battle 
J  ground  of  a  transportation  struggle 
which  approaches  the  colossal  in  its 
proportions,  with  a  franchise  for  motor 
bus  service  at  stake.  Three  applica- 
tions, each  backed  by  strong  financial 
interests,  have  been  submitted  to  the 
Board  of  Public  Utilities,  which  is  now 
conducting  a  series  of  hearings  and  con- 
ferences. 

The  proposal  to  establish  a  city-wide 
system  of  double-deck  buses  of  the  Fifth 
.\venue  type  as  submitted  by  W.  G. 
McAdoo,  former  Secretary  of  the  Treas- 
ury, in  behalf  of  Eastern  capitalists, 
was  described  in  the  February  issue  of 
Bus  Transportation.  A  hearing  upon 
this  application,  originally  scheduled  for 
Feb.  14,  was  postponed  pending  the  ar- 
rival from  the  East  of  one  of  its  chief 
promoters,  Richard  W.  Meade. 

Early  in  February  the  Los  Angeles 
Railway  Corporation  and  the  Pacific 
Electric  Railway  jointly  entered  the  field 
by  the  formation  of  the  Los  Angeles 
Motor  Bus  Company  and  the  presenta- 
tion of  an  application  in  the  mme  of 
the  new  concern.  On  Feb.  13  the  utili- 
ties board  considered  the  proposal, 
which  would  establish  combination 
motor  bus  service  on  Western  Avenue 
between  Holly^vood  Boulevard  and  Santa 
Barbara  Avenue,  with  transfers  be- 
tween the  buses  and  the  street  cars  of 
the  two  street  railways. 


Officials  of  the  railways  present  at 
the  hearing  explained  their  plan  of  ex- 
tending the  railway  lines  and  establish- 
ing motor  bus  feeders  adequately  to 
meet  the  needs  of  the  growing  city. 
D.  W.  Pontius,  vice-president  and  gen- 
eral manager  of  the  Pacific  Electric 
Railway,  told  of  the  company's  $3,800,- 
000  proposed  Hollywood  subway  to  give 
rapid  transit  between  Los  Angeles  and 
Hollywood,  the  new  cars  recently  placed 
in  service  on  the  Hollywood  lines  and 
the  motor-bus  connecting  lines  which 
the  company  is  asking  permission  to 
establish  as  showing  what  the  company 
is  doing  to  improve  its  service. 

The  Pacific  Electric  Railway  and  the 
Los  Angeles  Railway  have  recently 
placed  an  order  with  the  White  Com- 
pany for  81  Model  50  chassis.  The 
bodies,  of  twenty-five-passenger  capac- 
ity, will  be  constructed  in  the  Pacific 
Electric  Railway's  car  shops  at  Tor- 
rance, Calif.  The  investment  cost  of 
the  new  equipment  is  estimated  to  be 
$550,000. 

Some  of  the  new  buses  to  be  pur- 
chased, the  railways  announce,  will  be 
jointly  operated  by  the  two  street  rail- 
way companies  and  others  individually, 
but  all  will  be  used  to  supplement  their 
street  car  and  interurban  service. 

On  Feb.  15  the  board  heard  the  ap- 
plication of  C.  D.  Gulick  of  Glendale,  who 


154 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


has  tiled  an  application  for  bus  fran- 
chises on  behalf  of  the  Glendale  Motor 
Bus  Company  and  the  Southern  Pacific 
Motor  Bus  Company  for  permission  to 
operate  buses  over  fifteen  routes  cover- 
ing various  sections  of  the  city,  as  well 
as  connecting  Los  Angeles  and  Glen- 
dale. Glendale,  which  is  8.15  miles 
from  Los  Angeles,  is  now  served  ex- 
clusively with  interurban  service  by  the 
Pacific  Electric  lines.  The  Gulick  line, 
which  is  said  to  be  backed  by  local 
business  men,  plans  to  serve  every  sec- 
tion of  the  city  and  in  a  great  many 
instances  the  proposed  route  parallels 
the  local  railway  lines  and  the  routes 
proposed  by  the  McAdoo  corporation. 
The  Southern  Pacific  Motor  Bus  Com- 
pany, in  its  application,  states  that  it 
will  charge  .5  cents,  while  the  McAdoo 
interests  plan  a   10-cent  fare. 

.^CITATION   FOR  PUBLIC   OWNiajSHIP   AND 

Control  Anticipated 

While  these  various  interests  are 
seeking  franchises,  there  is  considerable 
discussion  among  Councilmen  as  to  the 
question  of  municipal  ownership  and 
operation  of  bus  lines,  claiming  that  it 
is  bound  to  become  an  issue  before  the 
city  government  in  the  not  far  distant 
future.  Further  strength  to  the  pro- 
posal for  public  ownership  and  control 
of  transportation  facilities  may  grow 
out  of  the  hearings  to  be  held  before 
the  Board  of  Public  Utilities  on  the 
various  bus  applications,  and  a  sweep- 
ing review  is  to  be  made  of  the  trans- 
portation needs  of  every  section. 

The  board  in  deciding  to  handle  the 
bus  situation  by  a  committee  as  a  whole 
plans  to  obtain  the  public's  view  of  the 
matter  by  holding  a  series  of  confer- 
ences with  representatives  of  business, 
civic  and  improvement  organizations 
throughout  the  entire  city. 

Leading  business  men,  however,  have 
liiffeied  upon  these  projects,  some  en- 
thusiastically indorsing  the  proposed 
plan  as  submitted  by  Mr.  McAdoo,  de- 
claring that  public  necessity  and  con- 
venience demand  the  establishment  of 
the  bus  system.  Opposing  factions,  one 
of  which  is  the  Los  Angeles  Develop- 
ment League,  are  opposed  to  the 
McAdoo  project,  on  the  grounds  that 
it  will  mean  a  loss  of  millions  of  dollars 
in  street  railway  improvements,  and 
classify  the  bus  plan  as  a  "drive  for  Los 
.A.ngeles  money  on  the  part  of  Eastern 
capitalists." 

The  Board  of  Public  Utilities  has 
also  received  a  plan  submitted  by  a 
citizen  which  proposes  to  repeal  the 
ordinance  that  prohibits  the  operation 
of  buses  into  the  congested  district  of 
the  city  and  to  establish  a  department 
of  motor  bus  service,  before  which  peti- 
tions for  operation  of  bus  lines  would 
be  filed.  The  city  would  make  pro- 
visions in  the  bus  franchises  for  the 
purchase  of  the  bus  lines  after  they 
have  been  placed  in  operation. 

It  is  authentically  reported  at  the 
City  Hall  that  at  least  two  members  of 
the  Board  of  Public  Utilities  look  favor- 
ably on  the  entry  of  the  motor  bus  into 
Los  Angeles  but  the  matter  must  be 
finally  settled  by  the  City  Council. 


To  Use  Bus  in  Short 
Haul  Traffic 

Railway  Granted  Bus  Permit  by  Com- 
mission— Would  Operate  Trolleys  on 
Express  Schedules,  with  Buses  Han- 
dling Local  Service. 

THE  United  Electric  Railways  has 
been  granted  authority  by  the 
Rhode  Island  Public  Utilities  Commis- 
sion to  operate  buses  between  Provi- 
dence's civic  center  and  the  corner  of 
Barton  Street  and  Broadway,  in  the 
direction  of  Olneyville.  This  proposal 
first  received  the  approval  of  the  local 
authorities. 

The  railway  will  make  all  trolleys 
operating  over  Broadway  express  cars 
and  leave  the  short-haul  business  to 
the  buses.  The  proposed  schedule  calls 
for  the  operation  of  five  buses  during 
normal  periods  and  ten  buses  during  the 
peak  hours.  The  distance  to  be  covered 
by  the  bus  route  is  1.52  miles  and  fol- 
lows Broadway,  a  50-ft.  thoroughfare, 
from  Exchange  Place  to  Barton  Street. 

The  buses  used  will  be  of  twenty-five 
passenger  capacity.  The  method  of 
fare  collection  will  be  pay-as-you-enter 
inbound  and  pay-as-you-leave  outbound. 
Operators  will  use  the  Rooke  automatic 
registers,  which  are  capable  of  taking 
either  the  new  metal  fare  tickets  now  in 
use,  or  a  5-cent  piece  accompanied  by  a 
cent  paid  into  the  hand  of  the  operator. 
By  the  former  method,  there  is  a  saving 
of  20  per  cent  over  the  latter  procedure, 
the  only  requirement  being  the  purchase 
of  ten  of  these  metal  tickets  for  50 
cents.  The  same  transfer  privilege  as 
prevails  on  the  trolley  cars,  the  purchase 
of  one  for  2  cents,  will  be  in  effect  with 
the  bus  operation. 

The  United  Railways  now  operates 
five  bus  routes,  four  of  which  are  subur- 
ban and  one  is  cross  city  in  character. 
The  present  motorized  equipment  of  the 
company  is  made  up  of  seventeen  buses, 
six  Republics,  six  Macks  and  five 
Whites. 

Capital  Traction  Bus  Line 
Authorized 

The  Public  Utilities  Commission  of 
the  District  of  Columbia  following  a 
recent  hearing  denied  the  petition  of 
the  Sixteenth  Street  Highlands  Citizens 
Association  for  an  extension  of  the 
Washington  Rapid  Transit  bus  line  from 
Sixteenth  and  Buchanan  Streets  north- 
ward on  Sixteenth  Street.  Instead,  the 
commission  authorized  the  Capital 
Traction  Company  to  operate  buses 
over  the  following  parallel  route:  From 
the  terminus  of  its  Fourteenth  Street 
line,  west  on  Kennedy  Street  to  Six- 
teenth Street,  north  on  Sixteenth  Street 
to  Montague  Street,  east  on  Montague 
Street  to  Fourteenth  Street,  south  on 
Fourteenth  Street  to  the  terminal  at 
Kennedy  Street. 

The  comment  of  the  commission  on 
the  case  follows: 

"The  Capital  Traction  Company 
stated  its  willingness  to  operate  motor 
buses  through  the  section  covered  by 
the    pending    petition    as    an    extension 


of  its  Fourteenth  Street  railway  line, 
until  the  latter  can  be  extended  to  the 
Walter  Reed  Hospital  grounds. 

"The  commission  is  of  the  opinion  that 
the  operation  of  this  motor  bus  line, 
acting  as  a  feeder  for  the  Fourteenth 
Street  railway  line,  with  a  2-cent  trans- 
fer privilege  between  the  two,  will  fur- 
nish convenient  and  adequate  service 
to  the  section  referred  to  in  the  petition 
now  under  consideration,  and  can  read- 
ily be  extended  to  provide  transporta- 
tion facilities  for  the  picnic  grounds 
and  golf  course   in  Rock  Creek  Park." 


Detroit  Motor  Bus  Company  Adds 
One  Line — Plans  Another 

Motor  bus  service  was  started  on 
Feb.  2  by  the  Detroit  Motor  Bus  Com- 
pany on  West  Grand  Boulevard  con- 
necting the  Lafayette  Boulevard  and 
Dexter  Boulevard  lines  in  Detroit,  Mich. 

Bus  service  over  the  entire  length  oi 
East  Grand  Boulevard  between  Wood- 
ward and  Jefferson  Avenues,  connecting 
at  these  intersections  with  other  lines 
of  the  company,  has  been  proposed  by 
W.  F.  Evans,  president  of  the  Detroit 
Motor  Bus  Company.  It  was  announced 
that  this  service  would  be  started  on 
May  1  if  the  company's  petition  for 
permission  was  granted.  The  operation 
of  thirty  buses  would  take  care  of  the 
entire  East  Grand  Boulevard  route. 

The  matter  has  been  referred  to  the 
street  railway  commission.  The  ques- 
tion has  arisen  whether  bus  lines  should 
be  first  established  in  other  sections 
where  they  can  operate  more  efficiently 
in  conjunction  with  the  municipal  street 
railway  lines. 


.lersey   Fare  Question  Hinges  on 
March  Hearing 

The  present  situation  in  the  Hudson 
Boulevard  fare  war  may  be  termed  an 
armed  truce.  The  controversy  between 
the  bus  men  on  the  north  and  south 
lines  radiating  from  Journal  Square  in 
Jersey  City,  on  the  one  side,  and  the 
Boulevard  Commission  on  the  other,  was 
recorded  in  Bus  Transfxirtation  for 
P'ebruary,  1923,  page  106.  A  hearing 
will  be  held  on  the  matter  early  in 
March. 

The  writ  of  certiorari  which  the  bus 
owners  secured  from  Justice  Swayze 
did  not  tie  the  hands  of  the  commission 
as  had  been  anticipated.  Instead  it  re- 
acted in  a  manner  unfavorable  to  the 
operators  on  the  northern  route,  who 
had  been  operating  for  a  straight  10- 
cent  fare,  a  privilege  sought  by  the 
Southern  Boulevard  Association.  An 
order  of  1919  was  brought  to  life  by  the 
commission  fixing  the  fare  to  be  charged 
within  the  limits  of  .lersey  City  at 
5  cents.  The  bus  men  on  the  northerly 
route  were  obliged  to  comply  with  this 
measure. 

As  matters  now  appear  the  commis- 
sion will  stand  on  its  decision  to  allow 
no  fare  increases  and  the  bus  men  upon 
their  demand  for  a  straight  10-cent 
fare.  The  bus  association  has  compiled 
figures  tending  to  show  the  necessity  of 
a  10-cent  fare. 


March, 1923 


BUS 

IKVVSPORTATION 


156 


.limit's  I  own  Itailwa.N   I'lan.s 
New  Hiis  Line 

The  Jami'Stiiwii  t.N'.  V.)  Street  Kail- 
way  announces  that  a  new  bus  line  will 
be  in  operation  early  in  March.  The 
proposed  new  line  will  serve  a  section 
of  the  city  which  at  present  is  virtually 
without  transportation  facilities  of  any 
kind.  The  terminal  of  the  new  line 
will  be  at  West  Third  and  Washington 
Streets  and  the  route  will  follow  Wash- 
ington Street  to  Fluvanna  Avenue,  to 
North  Main  Street,  to  Buffalo  Street, 
to  Allen  Street,  to  the  Jamestown- 
Falconer  boundary  line  at  Tiffany 
Avenue. 

The  railway  has  oriiered  five  sixteen- 
passenper  buses  for  ilelivcry  by  March  1. 
When  the  new  ecjuipment  arrives,  the 
total  number  of  buses  owned  by  the 
company  will  be  eleven,  operating  over 
three  city  routes.  Previous  issues  of 
Bi's  Transportation  have  described 
the  installation  of  the  west  and  south 

side  lines. 

♦ 

Greeley  Has  Bus  War 

Greeley,  Col.,  has  today  one  form 
of  transportation  —  the  motor  bus. 
Furthermore,  an  independent  company, 
the  Greeley  Transportation  Company 
and  the  local  railway,  the  Greeley  and 
Denver  Railroad,  are  competing  for  the 
patronage  of  the  city's  traveling  public. 

Upon  the  recent  suspension  of  street 
railway  service,  F.  E.  James,  as  head  of 
the  independent  concern,  commenced 
operations  with  three  Reo  buses.  Im- 
mediately the  railway  put  a  Stanley 
steamer  into  service  and  later  added  a 
White  bus.  No  effort  has  been  made 
to  revive  the  railway  service.  Arthur 
J.  Connor  of  Denver  is  in  charge  of  the 
railway's  buses. 

Mr.  James  made  application  to  the 
utilities  commission  for  a  permit,  but 
that  body  referred  his  application  back 
to  the  city  for  action.  The  Council  so 
far  has  failed  to  grant  any  franchise 
and  at  the  present  time  both  lines  are 
operating  in  the  keenest  kind  of  com- 
petition. 

m 

Nassau  Bus  Line  Grant 
Sets  Precedent 

In  connection  with  the  recent  grant- 
ing of  a  certificate  of  convenience  and 
necessity  by  the  New  York  Transit 
Commfssion  to  the  Nassau  Bus  Line. 
Inc.,  to  operate  a  bus  line  from  F'ar 
Rockaway  easterly  to  the  city  line  at 
Lawrence,  it  is  brought  out  that  this 
application  was  the  first  one  received 
by  the  Transit  Commission  under  a 
franchise  legally  granted  by  the  city, 
and  the  franchise  is  the  first  to  be 
granted  by  the  Board  of  Estimate  since 
the  decision  of  Justice  Mullan  last 
October  in  which  operation  carried  on 
merely  under  permits  issued  by  the 
Commissioner  of  Plant  and  Structures 
was  declared  invalid.  The  action  of  the 
Board  of  Est  niate  in  the  Nassau  Line 
case  apparently  fixes  a  precedent  under 
which  other  bus  lines  still  in  opera- 
tion with  ut  legal  authority  may  be 
validated   in  similar  manner.     The  law 


(uuvides  thai  after  the  Board  of  Esti- 
mate has  grunted  a  franchise  where  the 
proposed  line  is  located  in  New  York 
City,  application  shall  be  made  to  the 
Transit  Commission  for  a  certificate  of 
convenience  and  necessity. 

The  company  has  now  resumed  op- 
erations over  the  entire  length  of  its 
original  route  from  Lynbrook,  Nassau 
County,  to  Far  Rockaway  in  Queens. 
Prior  to  the  granting  of  the  permit,  the 
line  was  run  only  from  Lynbrook  to 
the  city  line  as  operations  within  the 
cit>'  limits  had  been  halted  by  an  in- 
junction. The  company  is  to  pay  the 
city  .")  per  cent  of  its  gross  receipts.  It 
formerly  paid  nothing. 

The  president  of  the  Nassau  Bus 
Line  is  Paul  M.  Wiedemann  of 
Brooklyn. 


.Vcluiii   (111    Hullalii    \pplU'aliiins 
I'ustponed 

The  Buffalo  transportation  problem 
remains  unsolved.  Buii  franchises  sought 
by  the  Buffalo  Jitney  Owners'  Asso- 
ciation, Motor  Bus  Drivers  Union  No. 
363  and  E.  K.  Jaggard  were  deferred 
by  Commissioner  Prendergast  at  a  re- 
cent meeting  until  the  Public  Service 
Commission  at  Albany  had  passed  upon 
the  proposals.  This  decision  wa»  the 
result  of  a  recent  hearing  in  Buffalo, 
at  which  counsel  for  the  International 
Railway  appeared  in  opposition  to  the 
granting  of  the  applications. 

The  Buffalo  Jitney  Owners'  Associa- 
tion asks  the  privilege  of  operating 
over  Niagara  and  Amherst  Streets  and 
Delaware,  Bailey  anil  Kenmore  Avenues. 


British  Bus  News  Siininiarizefl 

Both  Sides  of  Controversy  lU-tween  London  (Jeneral  Omnibus  Companx 

and  Competitors  Presentetl — IJus  Employees  (Appose  WaK^ 

Decrease — Successful  Trolley  IJus  Operations 

Carried  On  in  Birmingham 


THE  pros  and  cons  of  competition 
with  the  London  General  Omnibus 
Company  and  its  allies  were  put  before 
the  public  early  in  February.  Lord 
Ashfield,  chairman  of  the  company,  said 
that  the  number  of  buses  competing  for 
traffic  in  the  streets  of  London  was  in- 
creasing. These  newcomers  did  not 
propose  to  take  their  share  of  the 
lighter  traffic  routes.  The  London  Gen- 
eral Omnibus  Company  could  not  stand 
idly  by  and  see  the  results  of  life-long 
work  seriously  prejudiced  by  the  con- 
duct of  irresponsible  people. 

As  Lord  Ashfield  saw  it,  the  public 
demanded  services  which  in  many 
instances  were  not  remunerative,  be- 
cause the  population  tended  to  live  in  an 
ever-widening  area.  There  should,  he 
contended,  be  an  obligation  on  all  trans- 
port undertakings  to  make  provision  for 
those  unremunerative  facilities,  pro- 
vided that  in  the  aggregate  the  earn- 
ings were  suflScient  to  meet  all  the 
expenses.  If  there  was  to  be  competi- 
tion without  regulation,  it  would  have 
unfortunate  consequences  both  to  the 
public  and  to  the  bus  employees.  Waste- 
ful transport  meant  inefficient  service 
and  higher  fares  and  more  precarious 
employment  and  lower  wages  for  the 
employees.  ,  The  services  which  the 
London  General  Omnibus  Company  pro- 
vided included  many  unremunerative 
routes,  the  object  being  to  furnish  Lon- 
don with  adequate  transport.  It  did  not 
ask  a  monopoly,  but  only  that  every 
traffic  undertaking  should  be  regulated 
in  the  interests  of  the  public.  Small 
bus  companies  had  never  shared  the 
burdens.  They  sought  the  routes  of 
dense  traflic  and  ran  their  buses  only 
with  a  view  to  serving  their  own  in- 
terests. They  interfered  with  the  suc- 
cessful conduct  of  the  system  of  trans- 
portation and  seriously  restricted  its 
expansion  and  development.  His  com- 
pany was  providing  the  best  service  in 
the    world    at    fares    lower    than    were 


charged  in  other  large  cities  and  wu- 
giving  its  employees  more  favorable 
conditions  than  were  to  be  found  else- 
where. 

To  this  statement  Percy  Frost  Smith 
replied.  He  is  at  the  head  of  the  con- 
cern which  has  recently  put  on  the 
streets  several  petrol-electric  buses, 
easily  distinguished  because  they  are 
painted  blue,  while  the  London  General 
buses  are  painted  red.  Mr.  Smith  said 
that  the  policy  of  the  London  General 
Omnibus  Company  was  directed  towanl 
obtaining  a  monopoly.  The  streets  were 
open  to  any  one  who  obtained  licenses 
for  running  vehicles.  No  sane  indi- 
vidual was  going  to  operate  a  bus  where 
the  traffic  was  so  congested  that  he 
could  not  earn  a  living.  After  eighteen 
years'  service  with  the  firm  of  Thomas 
Tilling,  he  felt  that  he  could  design  « 
petrol-electric  bus  which  would  prove 
a  better  vehicle  than  any  now  operating. 
To  demonstrate  this  and  to  get  money 
for  developments,  he  began  running  six 
buses  of  the  new  type.  He  was  risking 
his  own  money,  friends  were  backing 
him  and  a  company  was  about  to  be 
formed  to  market  his  type  of  bus  all 
over  Great  Britain.  He  had  made  an 
honest  attempt  to  open  a  route  of  his 
own  in  London,  a  cross-country  one, 
without  undue  interference  with  the 
London  General  Omnibus  Company's 
working  arrangements.  He  had  six 
buses  running  on  this  route,  on  which 
he  had  been  assured  there  was  no  ade- 
quate service,  and  he  received  the  sup- 
port and  thanks  of  the  traveling  com- 
munity. 

After  being  on  the  route  for  fourteen 
days,  he  found  that  the  older  company 
had  put  on  more  than  twenty  buses  in 
competition  with  his  fleet.  This  step 
had  rendered  the  route  unprofitable  to 
him  and  to  them.  It  might  make  it 
necessary  for  him  to  select  certain  spe- 
cial highly  remunerative  routes  in  order 
to  trv  to  evade  the  attentions  of  the 


156 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


"Underground"  group.  He  objected  to 
the  term  "irresponsible"  being  applied 
to  enterprising  men  who  were  trying  to 
get  their  living  honestly  and  giving 
good  service  to  the  public  at  the  least 
possible  cost  to  the  passenger. 

The  London  General  Omnibus  Com- 
pany's employees  have  on  a  ballot  re- 
jected a  proposal  for  a  reduction  of 
wages.  The  vote  was  8,803  votes  to 
1,501.  Negotiations  had  gone  on  be- 
tween the  company  and  the  Transport 
and  General  Workers'  Union  and  the 
negotiating  committee  of  the  latter  had 
advised  acceptance  of  the  proposals. 
Under  these  there  would  have  been  a 
reduction  of  2s.  a  week  in  the  pay  of 
drivers  and  6d.  in  that  of  conductors. 
Future  adjustments  were  to  be  made 
quarterly  on  the  basis  of  an  increase  or 
decrease  of  Is.  for  every  four  points 
rise  or  fall  in  the  cost  of  living  index 
figure.    Negotiations  will  be  continued. 

At  a  recent  inspection  of  the  railless 
trolley  bus  system  in  Birmingham, 
which  began  operation  in  November 
last,  a  number  of  interesting  particu- 
lars were  forthcoming.  The  route, 
which  is  served  by  twelve  double-deck 
trolley  buses,  is  2h  miles  long  and  is 
described  as  the  Nechalls  route.  For- 
merly it  was  served  by  a  tramway,  but 
the  tracks  were  torn  out  and  the  Town 
Council  decided  that  the  traffic  did  not 
warrant  the  reconstruction  of  the  tram- 
way at  the  high  post-war  prices.  Thus 
the  trackless  trolley  system  was 
adopted.  The  trackless  cars  can  also 
run  over  tramway  routes,  a  skate  being 
used  to  make  contact  with  the  rails  for 
the  return  current.  When  they  are  run- 
ning on  their  own  route,  with  the  double 
trolley  wares,  they  have  freedom  of 
movement  over  the  whole  width  of  the 
roadway. 

• 

New  Ohio  Concern  in 
the  Field 

The  Zanesville  &  Dayton  Ti-ansporta- 
tion  Company  has  been  incorporated  in 
Columbus  with  officials  of  two  Spring- 
field (Ohio)  traction  companies  as  the 
incorporators  and  officials.  The  incor- 
porators, however,  deny  that  the  two 
railways — the  Indiana,  Columbus  & 
Eastern,  and  the  Columbus,  Newark  & 
Zanesville  lines — have  any  financial  in- 
terest in  the  bus  project. 

The  officers  and  incorporators  of  the 
new  company  are:  President,  John  S. 
Bleecker;  general  manager,  C.  C.  Fast; 
secretary-treasurer,  F.  A.  Healy;  super- 
intendent, Ralph  .Jacobs;  counsel,  Paul 
Martin;  head  of  department  relations, 
Arthur  Bland.  The  bus  company  is 
capitalized   for  $5,000. 

The  first  bus  line  was  placed  in 
operation  on  Feb.  12  between  Columbus 
and  Grove  City,  Ohio,  two  buses  being 
used.  Eventually  it  is  planned  to 
operate  a  system  throughout  tbe  state. 
The  Columbus-Grove  City  line  will  have 
its  station  and  parking  space  at  the 
Indiana,  Columbus  &  Eastern  station  in 
Columbus.  Trolleys  operated  between 
the  two  points  leave  on  the  even  hour; 
the  bus«s  will  leave  on  the  half  hour, 
and  one  hour  apart. 


Auxiliary  Bus  Service  to  Be 

Added  to  Toledo  Traction 

System 

At  a  recent  meeting  of  the  Council  of 
Toledo,  Ohio,  Street  Railway  Commis- 
sioner W.  E.  Cann  was  directed  to  make 
plans  for  the  installation  of  bus  lines 
on  South  Erie  Street  and  from  the  Fas- 
sett  Street  bridge  to  the  end  of  the 
Oak  Street  line.  The  tracks  and  wires 
in  South  Erie  Street  from  Monroe 
Street  to  Swan  Creek  will  be  removed 
and  trolley  service  discontinued  on  that 
route.  These  bus  lines  will  be  operated 
as  a  part  of  the  Community  Traction 
Company  system. 

» 

Metropolitan  Bus  Lines  Involved 
in  Litigation 

On  Feb.  9  the  Appellate  Division  of 
the  New  York  Supreme  Court  granted 
an  injunction  restraining  the  operation 
of  the  Concourse  and  Washington 
Heights  bus  lines  in  New  York  City. 
These  lines,  which  are  operated  under 
the  supervision  of  the  Department  of 
Plant  and  Structures,  however,  are 
still  doing  business  by  reason  of  the 
filing  of  an  application  for  an  appeal, 
which  acts  as  a  stay  on  the  operation  of 
the  injunction.  The  bus  lines  involved 
in  this  litigation  charge  a  5-cent  fare. 

The  Appellate  Court  on  March  2  de- 
nied the  petition  for  an  appeal  vacating 
the  stay  of  the  injunction.  It  is  said 
that  the  city  will  renew  efforts  to  carry 
the  ease  to  the  higher  courts. 

Another  phase  of  the  situation  is  the 
announcement  by  the  Third  Avenue 
Railway  that  in  July,  1920,  the  Con- 
course Transportation  Company,  a  sub- 
sidiary of  the  railway,  submitted  an 
offer  to  the  Board  of  Estimate  to  oper- 
ate buses  on  the  Grand  Concourse  for 
a  5-cent  fare  with  an  additional  3-cent 
charge  for  transfers  to  Third  Avenue 
Railway  lines.  S.  W.  Huff,  president  of 
the  railway,  recently  wrote  the  Board 
of  Estimate  requesting  action  on  his 
company's  application. 
» 

Competition  Keen  in 
Richmond,  Va. 

Richmond,  Va.,  is  experiencing  a 
transportation  war  for  the  business  of 
the  west  end  of  the  city  in  what  is 
known  as  the  Fan  District,  where  elec- 
tric railway  service  cannot  be  obtained. 
The  battle  was  launched  on  Feb.  1  when 
the  Richmond  Rapid  Transit  Corpora- 
tion began  operation  of  twenty-six 
buses  in  competition  with  about  fifty 
Ford  touring  cars  operated  by  the  Rich- 
mond Jitney  Association. 

The  first  step  was  a  court  action 
taken  against  the  new  company  by  the 
jitneurs,  when  one  of  the  buses  of  the 
transit  company  turned  off  its  route 
fixed  by  ordinance  and  returned  to  the 
city  without  a  load.  The  company  was 
promptly  fined.  Two  days  later,  on  an 
exceptionally  cold  morning,  twenty  jit- 
ney drivers  were  haled  to  court  for 
failure  to  operate  their  cars  for  the 
service  of  the  public  during  the  early 
morning  hours.  Under  the  law  regular 
service  must  be  kept  up  during  the  en- 


tire day.    The  operators  were  convicted 
and  fined. 

The  Richmond  Rapid  Transit  Cor- 
poration has  invited  the  public  to  ask 
for  its  service  in  any  section  of  the 
city.  Officials  have  stated  that  it  will 
be  extended  only  on  such  petitions  and 
on  the  promise  of  the  public's  support. 
♦ 

Increased  Bus  Operations 
in  Omaha  District 

Omaha,  Neb.,  continues  to  grow  as 
a  bus  center.  The  Boulevard  Transit 
Company  recently  opened  the  first 
motor  bus  service  ever  operated  be- 
tween Omaha  and  Sioux  City,  la.,  a 
distance  of  105  miles.  The  schedule 
calls  for  one  trip  each  way  daily.  This 
company  already  has  buses  in  opera- 
tion between  Omaha  and  Fremont, 
Neb.,  with  a  schedule  of  five  return 
trips  every  day.  One  bus  is  in  opera- 
tion between  Sioux  City,  Correction- 
ville  and  Moville,  la.  Two  new  buses, 
with  White  model  50  chassis,  have  been 
ordered  for  use  on  the  Sioux  City  line. 

The  White  Transportation  Company, 
operating  between  Omaha  and  Lincoln, 
has  arranged  to  use  the  Boulevard 
Company's  Omaha  station  at  1715 
Douglas  Street,  which  is  in  the  business 
district.  The  White  company  now 
makes  four  round  trips  daily  between 
Omaha  and  Lincoln,  a  distance  of  65 
miles.  This  company  also  operates  be- 
tween Lincoln  and  York,  Neb. 


Railway  Organizes  Subsidiary 
Bus  Corporation 

The  Rochester  Railways  Co-ordinated 
Bus  Lines,  Inc.,  has  been  incorporated 
in  the  office  of  the  Secretary  of  New 
York  State  at  Albany.  The  directors 
of  the  new  concern  are  officials  of  the 
New  York  State  Railways.  Under  the 
terms  of  its  charter,  the  new  concern 
may  operate  bus  lines.  Crosstown  bus 
lines  connecting  railway  routes  in 
Rochester  are  under  consideration. 

To  provide  transportation  facilities 
to  Rochester's  outlying  districts,  the 
operation  of  buses  between  Dewey 
Avenue,  Rochester,  and  the  Stone  Road, 
Greece  Township,  is  planned.  The 
railway  already  has  franchises  from 
the  city  for  the  extension  of  its  lines 
and  has  recently  made  application  to 
the  township  for  the  necessary  permits. 

The  plan  to  install  crosstown  trolley- 
bus lines,  mentioned  in  the  September 
issue,  has  been  abandoned. 


Extensive  Ea.st  Shore  System 
Contemplated 

The  first  link  in  a  proposed  motor  bus 
system  that  would  traverse  the  nine 
counties  of  the  eastern  shore  of  Mary- 
land has  been  established  by  the  Shore 
Transit  Line,  between  Salisbury  and 
Claiborne,  Md. 

According  to  General  Manager  R.  T. 
Bonham,  another  line  under  considera- 
tion would  serve  the  towns  of  Hurlock, 
Williamsburg,  Fcderalsburg,  Denton, 
Goldsboro  and  Church  Hill.  A  con- 
necting link  between  ChestertowTi  and 
Elkton  is  also  proposed. 


March,  1923 


BUS 

TRANSPORTATION 


157 


Many  Bus  Prtniosals 
in  Massafhiisftts 

Entrance  of  Kailways  Into  liiis  Kit-Id 
Stirs  I'p  Disi-ussiiin — Malili-n  IJitomi-H 
Center  of  Conflict  Between  Railway 
and  Independent. 

THE  recent  action  of  two  Massachu- 
setts railways  in  applying  for  per- 
mission for  the  operation  of  buses  over 
their  systems  has  created  a  jcreat  deal 
of  discussion  in  the  localities  affected 
by  the  projects.  This  seems  to  be  par- 
ticularly true  of  Maiden  and  Revere. 

In  Revere  a  mass  meeting  was  held 
protesting  against  the  grant  of  bus 
franchises  to  the  Eastern  Massachusetts 
Street  Railway.  Representatives  from 
localities  traversed  by  this  line  have 
appeared  before  the  State  Utilities  Com- 
mission in  opposition  to  the  railway's 
plan. 

In  Maiden  the  situation  has  a  tri- 
angular aspect.  Not  only  does  the 
Eastern  Massachusetts  Street  Railway 
seek  a  franchise  for  bus  operation  in 
that  city  but  the  Boston  Elevated  Rail- 
way and  Joseph  Hart,  an  independent 
operator,  are  involved  in  a  controversy 
over  bus  operation  on  Salem  Street, 
east  of  Maiden  Square. 

The  City  Council  has  granted  fran- 
chises to  these  two  competing  lines,  but 
the  Mayor  has  not  yet  approved  them. 
The  Boston  Elevated  Railway  takes  the 
position  that  if  the  community  prefers 
the  independent  service,  it  will  not  enter 
into  competition  with  the  bus  operator, 
but  the  elevated  does  propose,  if  the 
Mayor  signs  the  Hart  franchise,  to  dis- 
continue its  railway  service  from  Mai- 
den Square  east  on  Salem  Street. 

At  the  time  this  is  written  the  matter 
is  still  undecided.  One  aspect  of  the 
situation  should  not  be  overlooked. 
There  is  no  question  as  to  the  popularity 
of  the  buses  no  matter  how  involved 
the  controversy  may  be  that  exists  re- 
garding the  operators. 


Three  Bus  Proposals  Before 
People  of  Saginaw 

Three  separate  plans  for  providing 
Saginaw,  Mich.,  with  transportation 
facilities,  will  be  presented  to  the  voters 
of  that  municipality  this  spring. 

On  March  7  a  ten-year  franchise  for 
the  Saginaw  Motor  Omnibus  Company 
will  be  submitted  to  the  voters.  This 
proposition  was  described  in  the  Febru- 
ary, 1923,  issue  of  Bus  Transporta- 
tion. If  this  franchise  does  not  carry, 
two  other  plans  will  be  presented. 

One  of  these  is  the  petition  of  the 
Saginaw  United  Transit  Company  for 
a  three-year  franchise.  This  company 
guarantees  an  eight-minute  schedule 
and  proposes  to  charge  a  5-cent  cash 
fare  and  2  cents  for  transfers.  If 
granted  a  franchise,  this  concern  prom- 
ises to  operate  sixty-five  twenty-  and 
thirty-passenger  buses.  The  Saginaw 
United  Transit  Company  operates  the 
present  independent  system  of  buses  in 
the  city. 

The  third  proposition  in  an  amended 
form  is   the  street  car  bus   franchise. 


which  failed  of  passage  by  a  few  votes 
last  November.  The  Board  of  Com- 
merce has  secured  over  7,000  signers) 
to  a  petition  for  the  resubmission  of 
this  measure.  This  will  be  presented 
to  the  Saginaw  electorate  at  a  special 
election  .\pril  2,  providing  the  omnibus 
Company  franchise  fails.  It  is  said  both 
the  advocates  of  the  present  bus  system 
and  the  backers  of  the  street  car-bus 
joint  plan  will  oppose  the  Saginaw 
Omnibus   franchise. 


Independent  Company  Wins 
Sunla  -Monica  Franchise 

The  commissioners  of  the  City  of 
Santa  Monica,  Calif.,  have  awarded  to 
the  Bay  Cities  Transit  Company  a 
blanket  bus  franchise  providing  for  the 
operation  of  a  bus  line  in  the  Santa 
Monica  Bay  district  for  a  period  of  six 
years,    for   a   consideration   of   111. 

The  Bay  Cities  Transit  Company  was 
the  only  bidder  when  the  franchise  was 
put  up  for  sale,  although  the  Pacific 
Electric  Railway  entered  a  counter 
proposition  to  operate  over  the  same 
route  under  permit.  Owing  to  the  fact 
that  the  franchise  calls  for  a  5-cent  fare 
the  railway's  proposition  was  not  ap- 
proved. The  present  street  car  fare  is 
()  cents. 

The  Bay  Cities  company  has  for  sev- 
eral years  been  operating  bus  lines  in 
the  Santa  Monica  Bay  district,  and  its 
general  manager  states  that  additional 
buses  will  be  placed  in  operation  and  a 
more  efficient  schedule  arranged. 


Three  Applicants  for  Tacoma 
Hospital  Line 

Three  applications  for  a  certificate 
of  public  necessity  from  the  state  De- 
partment of  Public  Works  have  been 
filed  for  a  proposed  stage  line  from  Ta- 
coma, Wash.,  to  the  new  Veterans' 
Bureau  Hospital  to  be  built  at  once  on 
the  Camp  Lewis  Military  Reservation. 

The  City  Transportation  Company, 
now  operating  stages  to  Steilacoom,  is 
one  applicant,  claiming  that  any  other 
company  given  the  right  to  operate  to 
the  hospital  would  have  to  duplicate 
the  Steilacoom  run  nine-tenths  of  the 
way.  The  United  Auto  Transportation 
Company,  operating  from  Tacoma  to 
Camp  Lewis,  also  wants  the  line.  The 
third  applicant  is  C.  P.  Sharman,  one 
of  the  members  of  the  United  Auto 
Transportation  Company. 


Bus  Service  Proposed 
for  Cheyenne 

Application  for  the  operation  of  bus 
lines  in  Cheyenne,  Wyo.,  has  been  made 
to  the  city  by  the  Casper  Bus  &  Trans- 
fer Company.  The  proposed  routes  do 
not  parallel  the  lines  of  the  Cheyenne 
Electric  Railway,  which  has  indicated 
it  would  not  oppose  the  granting  of  a 
franchise  to  a  non-competing  line. 

S.  H.  Pontonney  is  manager  of  the 
company,  which  operates  a  bus  system 
in  Casper.  If  granted  the  franchise, 
his  company  plans  to  use  twenty-five 
passenger  buses.  A  Cheyenne-Fort  Rus- 
sell route  is  also  under  consideration. 


Changes  .Made  in  Itockford 
Routes 

The  Rockford  (111.)  Traction  Company 
on  Jan.  15  made  a  change  in  its  bus 
system  by  establishing  two  mid-city 
through  routes.  At  the  same  time  the 
Charles  Street,  Greenwood  and  South 
Rockford  feeder  lines  were  discontinued 
as  such  as  the  through  routes  take  care 
of  the  territory. 

The  company  has  also  commenced 
operating  buses  during  the  rush  hours 
between  the  Main  Street  railway  line 
in  South  Rockford  and  the  .southern 
extremity    of    the    Seventh    Street    car 

line. 

• 

Sprini^lield  M;i>(ir  Declares  War 
on  independent  Operators 

Mayor  Leonard  of  Springfield,  Mass., 
has  expressed  a  purpose  to  terminate 
independent  bus  service  in  that  city 
and  has  warned  the  operators  that  they 
need  not  expect  that  their  municipal 
licenses  would  be  in  force  for  more 
than  one  year  following  the  expira- 
tion of  the  present  term.  May  31  next. 
The  buses  are  regulated  by  a  transpor- 
tation committee  of  the  City  Council, 
through  its  jitney  supervisor.  By 
abolishing  the  independents  the  Mayor 
hopes  to  bring  the  Springfield  Street 
Railway  more  fully  under  municipal 
regulation,  induce  that  company  to  put 
on  a  fleet  of  buses  for  feeder  lines  and 
rush-hour  emergencies  as  well  as  obtain 
some  reduction  in  car  fares  or  the  alter- 
natives of  cheaper  rates  for  ticket 
strips  or  lengthened  zone  limits. 

President  Clark  V.  Wood  of  the  rail- 
way is  said  to  have  given  his  assurance 
that  the  railway  would  take  steps  to 
provide  a  complete  transportation  serv- 
ice in  the  event  of  existing  competition 
being  removed,  but  has  remained  non- 
committal on  the  proposal  of  accepting 
a  larger  measure  of  municipal  regula- 
tion. Officers  of  the  Motor  Bus 
Owners'  Association  say  they  are  not 
dismayed  by  the  Mayor's  stand  and  de- 
clare that  the  independent  jitney  op- 
erators will  proceed  with  their  plans  to 
install  new  and  larger  buses  in  opera- 
tion the  coming  spring. 


.lacksonvilie  Considers  Installa- 
tion of  .Municipal  Buses 

Plans  for  a  municipally  owned  motor 
bus  line  between  Jacksonville  and  South 
Jacksonville,  Fla.,  have  been  drafted 
by  a  special  committee  of  the  City 
Council  and  submitted  to  that  body. 

These  plans  call  for  a  bus  system  to 
be  financed  by  the  city's  use  of  $40,000 
of  paying  lien  certificates.  The  com- 
mittee recommended  that  the  proposi- 
tion be  submitted  to  the  taxpayers  at 
a  special  election. 


To  Use  Buses  Instead  of  Laying 
Tracks. — The  Princeton  Power  Com- 
pany, which  haltfrom  time  to  time  been 
urged  to  build  an  electric  railway  be- 
tween Princeton  and  .Athens,  W.  Va., 
has  declared  the  proposition  imprac- 
ticable, and  instead  has  launched  a 
plan  to  operate  a  bus  line. 


158 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


Syracuse-Watertown  Line 
Planned 

Establishment  of  bus  service  between 
Syracuse  and  Watertown,  N.  Y.,  a  dis- 
tance of  72  miles,  is  announced  by 
Albert  F.  Warner,  Watertown,  who 
with  several  Syracusans  will  own  and 
operate  the  company. 

The  present  plans  call  for  three  round 
trips  each  day.  Buses  will  leave  at  both 
terminals  at  8  a.m.,  noon  and  at  5  p.m. 
Each  bus  will  have  a  capacity  of  twenty 
passengers.  Several  machines  are  to  be 
bought  by  the  new  company. 


Tabular  Presentation  of  Recent  Bus  Developments 


Twenty-one  Million  Bus  Riders 
in  Paterson  During  1922 

Bus  transportation  in  Paterson,  N.  J., 
made  rapid  strides  during  1922,  accord- 
ing to  reports  on  file  at  the  Traffic 
Commissioner's  office.  One  hundred  and 
forty-four  buses  carried  a  total  of 
21,806,217  passengers  during  the  year, 
an  increase  of  4,433,500  over  1921. 
The  city's  share  of  5  per  cent  of  the 
gross  receipts,  together  with  the  income 
derived  from  permits  and  transfers, 
amounted  to  $44,843.05,  which  is  an  in- 
crease of  $11,160.87  over  the  preceedin^ 
year's  revenues. 

An  indication  of  the  growth  of  the 
business  and  its  importance  is  given  in 
the  statement  that  in  1919  the  receipts 
for  the  city  amounted  to  $13,000  and 
that  today  the  capital  equipment  is  esti- 
mated at  $500,000.  Sixteen  new  buses 
were  added  during  1922. 


Canadian  Exhibition  Train  to  Tour 
France  in  Buses.  -According  to  plans 
now  being  formulated,  the  proposed 
Canadian  exhibition  train  to  tour  France 
will  be  made  up  of  a  caravan  of 
especially  constructed  motor  buses. 

Hoboken  Business  Men  Ask  for  Bus 
Line. — Hoboken,  N.  J.,  business  men, 
through  the  Chamber  of  Commerce, 
have  asked  the  Hoboken  Jitney  Owners' 
Association  to  establish  a  bus  line  be- 
tween Hoboken  and  North  Hudson. 

California  Company  Plans  Extensive 
New  Line. — The  Califoniia  Transit 
Company  is  contemplating  an  important 
addition  to  its  already  extensive  system. 
The  proposed  route  would  start  from 
the  foot  of  Hyde  Street,  San  Francisco, 
and  connect  with  Napa,  Calistoga, 
Stockton  and  Sacramento  Valley  points. 
Illinois  Railways*  Bus  Feeder  Lines 
Expanding — Illinois  railways  are  plan- 
ning more  extensive  use  of  the  motor 
bus  as  an  adjunct  to  their  railway  sys- 
tems. Evidence  of  this  tendency  is  the 
recent  application  of  the  Peoria  Rail- 
way, a  part  of  the  Illinois  Traction  Sys- 
tem, for  the  permission  of  the  Illinois 
Commerce  Commission  to  operate  bus 
feeder  service  on  the  West  Washing- 
ton Highway. 

New  Terminal  in  Minnesota  Bus 
Center. — A  union  bus  te^iinal  has  been 
established  in  Virginia,  Minn.,  for  thf 
accommodation  of  the  patrons  of  these 
lines:  The  Range  Rapid  Transit. 
Biwabic  Transfer,  White,  Anderson  am\ 
West  Virginia  Comiianios. 


Company 


Chicago   Heights  &  Joliet    Tniii 

portation  Co 

Blue  Star  Motor  Bus  Co.  - 

American  Cab  Co.,  Inc. 

Ohio-Kentucky  Transp.  Co.. . 

Boh  Air  Bus  Line,  Inc 

Lenoir-Blowing  Rock  Line. .  . 

Peoples  Park  Bus  Co. 

Bus  Transportation  Co 

Zanesville  &  Dayton  Transp.  Co. 


Anderson  Bros 

Philip  Noce    

Connie  McCloskey 

Wolverton  Auto  Bus  Co. . 
Joseph  Morawa 
Frecl  Carpenter  ,  ,  , 

White  Star  Bus  Line   .  .  . 


Address 
Incorporations 


JoJiel.  Ill 

CJary,  Ind 

Hammond,  Ind. 
Ironton.  Ohio. 

Mobile,  Ala 

Lenoir,  N.  C. , 
Paterson,  N.  J.      . 
Wheeling,  W.  Vn. .  . 
Springfield,  O 


Applications     Filed 

New  Bethlehem.  Pa.      .    ,    , 


Tulsa,  Okla 

Port  Angeles,  Wash 

390  East  8t.,  Hartford.  Conn.. 


Kipps'  Express  &  Van  Co.. 

Yellow  Bus  Co 

Clarion  Bus  Co. 

A.C.Tidwel! 

Santa  Rosa- Pet aluma- 
Sua.'^alito  Auto  Stage  Co.. 

O.  Ray  Fleming   

Geo.  S.  Jones  Co.,  Inc 

United  Stages,  Inc 

Carson-Tahoe  Transp.  Co. . 
11.  S.  Brown 


Oil  City,  Pa.. 
Clarion,  Pa. . 


Sunbury,  Pa. , 


It.  L.  HHH-er.<on 
I''..  (_',  Cope 
I  loyd  Tripp 
.lacob  J.  Good,    , 

.1.  B.  Enos 

A.  V.  Casner.  .  . 


Dillingham  Transp.  Co 

Jona  Borden 

Ventura  Tran.sp.  Co 

.\nthony  De  Alarco 

California  Transit  Co 

Middelsex  Bus  Owners  Assn.. 

S.  L.  James 

Motor  Transit  Co 

Yakima  Eastern  Transp.  Co. . 

C.  D.  Gulick 

West  Ridge  Transp.  Co 


Bellport.  .\    N  .    .       .  , 

lerniits  Cirantetl 

Manitowoc,  Wis 

Irwin,  Pa 

Lindeneau,  X.  J 


Decatur.  III. 
Ventura,  Cal. 


San  Francisco,  Cal. .  .  . 

Girard,  Pa 

Applications  Denied 


Auto  Interurban  Co. .  . 

White  Star  Bus  Co 

K.  W.  Hyserman    

Mt.  Wilson  Stage  Line 
Mexico  Stage  Co 


Peoria,  III. 


Lines   Started 


Hal  A.  Sidles 

W.N.&  Carl  French 

Edward  Bennett 

Horace  L.  Asbell 

Elkhart  &  South  Bend  Bus  Co. . 

Blue  Bus  Line 

Stanley  Baker 

Roy  Spruce 

IClmer  Hammonds 

G.  D.  Steele 

Ortonville  Transp.  Co. 

O.  H.  Woosley 

Red  Star  Bus  Co 

Claud  Phillips 

C.  ^t.  Brandon    

E.  |{.  Webb 

Star  Taxi  Co 

Reliable  Motor  Bus  Line 

Ross  Hcirlocker 

layette  Transp.  Co 

I\  S-  Sapri    

Lot  Lcnord 

Richmond  Rapid  Transit  Co 


Coleman,  Tex. .  .  . 
Hillsboro,  t  hio. 
Hunts\'ille,  Mo. . 


Decatur,  III. 


Greensboro,  Ala. .  . 
St.  Albans,  W.Va. 


Ortonville,  Minn. 

Shoals,  Ind 

Orange,  Tex 


Lexington.  Ky. 
Salina.  Kans. .  . 
Kewanee,  111.    . 


Fayette,  Mo..  .  . 
Wooster,  Ohio.  . 
Eldorado,  Kans. 
Richmond,  Va. .  . 


Route 


Chicago  Heights  to  Joliet 


Ironton  to  Ashland,  Ky. 
Bon  Air  to  Mobile,  Ala. 


Wheeling 


Oakland,      Pa. 
Kinsley,      Cal. 


Hawthorne 
Coullerville 
Tulsa 

Brinnon   to    Port    Angeles,   W'ash. 
Hartford 

North  Tonawanda,  N.  Y. 
Peoria    to    Farmington    &    Gales- 
burg.  111. 
Chicago  to  Joliet,  111. 
Oil  Citv  to  Clarion,  Pa. 
Oil  City  to  Clarion,  Pa. 
Fresno  to  Los  Bancs.  Cal. 

Cotati  to  Sebastopol,  Cal. 

Los  Angeles  toArtesia,  Cal. 
Niland  toBrawley,  Cal. 
Lakeside     to     Tahoe     City,     Cal 
Pati-hoguc    to    Yaphank,     N.    Y. 


Modesto  to  D 

Manitowoc 

Eagleville     to     Cedar\ille, 


Pedro  Bar,  Cal 
Cal 


Linos  Proposed 


M  id- West  Dispatch  Co 

ritimate  Bus  Co 

VVoburn  ct  Reading  Bus  Co.. 

Highway  Motor  Bus  Co 

T.  R.Gillespie 

C.  H.  Wooley 

r.  E.  Davis 

Howard  Allen 

'leorge  Rutledge 

Herbert  F.  Gates 

Monticello  Improvement  Club. .... 

( ;  lendalo  Motor  Bus  Co 

William  Miller 

Waterloo,  Cedar  Falls  &  Northern 

Ry 

Wilkes-Barre  Ry.  Co 

Casper  Motor  Bus  Co 


Woburn,  Mass 

Detroit,  Mich 

Kokomo,  Ind 

Buflfalo,  N.  Y 

lOutaw,  Ala, 
Eldorado,  Kans. 

Pittston.  Pa 

Ellington.  N.  V. 
Monticello,  Town, 
Glendale,  Cal.      . . 
Sandusky,  Ohio 

Wnterloo.  Iowa.  , 
Wilkes-Barre,  Pa. 
Casper,  Wyo 


Weaverville      to      Peanut,      Cal 
Lindeneau     to     New    Bnmswick, 

N.J. 
Santa  Fe  Springs,  Cal. 
Decatur 

\'entura    to    Foster    Park,     Cal. 
Elizabeth  to  Glassport,  Pa. 
San    Francisco    to    Merced.    Cal 
Fords  to  Rahway,  N.  J. 
Mariposa  to  Bagby,  Cal. 
Riverside  to  Eedlands,  Cal. 
Yakima  to  Prosser,  Wash. 
San  Fernando  to  Los  Angeles.  Cal. 
Erie,  Pa.,  to  Conneaut,  Ohio 


\  era  to  Spokane,  Wash. 
Chillicothe  to  Sparta,  111. 
Albany  to  Castleton.  N.  Y. 
Pasadena    t o    I-os    Angeles.    Cal . 
Tia    Juana    to    San    Diepo.    Cal. 


Wichita  to  Anthony,  Kans. 
Coleman    to     Brown  wood,     Tex 
Hillsboro  to  Cincinnati,  O. 
Macon  to  Moberly,  Mo. 
Goshen     to     South     Bend.     Ind 
Champaign  to  Decatur,  111. 
Alma  to  Green^-ille.  Mich. 
Arkadelpbia     to     Gurdon,     Ark 
Greensboro    to    TuscalooFa,    Ala, 
St.    Albans    to    Nilro.    W.     Va. 
Ortonville   to   Sioux    Falls,   S.    D. 
Ortonville   to    Wahpeton,    N.    D. 
Ortonville    to     Milbank,     S.     D 
Shoals  to  Washington,  Ind. 
Springfield  to  Lima,  Ohio 
Orange 

Aberdeen     lu     Cc-lumbus.     Ohio 
Lexington  to  South  Elkhorn,  Ky, 
Concordia  to  Salina,  Kans. 
Kewanee  to  Sheffield,  III. 
Liberty   Center   to   Toledo,   Ohio 
Fayette  to  Glascow,  Mo. 
C.inton     t  o     Youngsto  wn,     Ohi<  > 
Wichita  to  Eldorado.  Knn.s. 
Richmond  West  End. 


Chicago  In  Davenport.  Iowa 
Benwood  to  Wheeling,  W.  Va. 
Hudson  to  Concord,  Mass. 

f  Lansing  icj  Flint.  Mich. 

[  Lansing  to  Jackson.  Mich. 
Kokomo  to  Elwood.  Ind. 
Niagara  St.,  ButTalo 
Eutaw  to  Tuscaloosa,  Ala. 
I'ildorailo  to  Wichita.   Kans. 
Pittston  to  Dupont.  Pa. 
I'llington    to    Jamestown,    N.    Y 
( >xfonl    Juncti<)n     to     Monticello 
Glendale  to  Los  Angeles 
TifTin  to  Oak  Harbor.  Ohio 


Waterloo    to    Ceda 
Wilkes-Barre 
Cheyenne,  Wyo. 


Falls.    L 


ow  a 


.Maith,1923 


BUS 

TKANSPORIAIION 


15!) 


Bus  Succeeds  Defunct  Kailway.  -Fol- 
lowing the  suspension  of  operations  by 
the  Concord,  Maynanl  &  Hudson 
(Mass.)  Street  Railway,  bus  franchise^ 
have  been  granted  to  A.  J.  Lovell  to 
cover  the  territory  formerly  served  by 
the  railway. 

Merchants  Take  Over  Ituses  for  Sales 
l)a>.— The  merchants  of  Beaver  Kails, 
Pa.,  in  order  to  give  shoppers  from 
near-by  towns  reduced  fares  on  Dollar 
Day,  Feb.  15,  took  over  the  bus  lines 
serving  the  Darlington  and  East  Pales- 
tine districts. 

Kuses  Run  \\  hen  Uy  TracKx  Malt 
Trolley  Operation.  -Buses  were  i)Ut  into 
use  between  Windsor  Locks,  Conn.,  and 
the  State  line  when  the  rails  of  the 
Hartford  &  Springtield  Street  Railway 
were  so  covered  with  ice  recently  that 
trolleys  could  not  be  operated. 

Iowa  Railway  Buys  Bus  Line. — -The 
Johnson  bus  line,  operating  between 
Waterloo  and  Cedar  P'alls,  Iowa,  has 
been  purchased  by  the  Waterloo,  Cedar 
Falls  &  Northern  Railway  and  will  be 
operated  in  co-ordination  with  the  elec- 
tric railway  service  between  the  cities. 

Taroma  Railway  to  L'se  Buses.  -The 
Taconia  Railway  &  Power  Company, 
Tacoma,  Wash.,  plans  the  operation  of 
buses  from  the  city  hall  to  the  water- 
front flourmills,  in  preference  to  the  re- 
establishment  of  street  car  service  on 
Pacific  Avenue,  north  of  Seventh  Street, 
in  Tacoma. 

Seven  New  Bus  Routes  in  Schenec- 
ladj. — Fourteen  buses  are  operating 
over  seven  routes  in  Schenectady,  N.  Y., 
aiding  the  local  railway  i.i  handling 
passenger  traffic.  The  installation  of 
this  emergency  bus  system  was  a  re- 
sult of  a  movement  instituted  by  Mayor 
Whitmyre  and  other  city  oflicials. 

Buses  Succeed  Street  Cars  on  Wash- 
ington Line. — The  Public  Utilities  Com- 
mission of  the  District  of  Columbia  has 
given  the  Washington  Railway  &  Elec- 
tric Company  permission  to  substitute 
buses  for  street  car  service  over  the 
Tenleytown-Potomac  Park  line  from 
Seventeenth  and  H  Streets  to  Potomac 
Park.  Car  service  is  operated  also  dur- 
ing the  rush  hours.  Service  started 
Feb.  17.  Free  transfers  between  buses 
and  trolleys  are  issued. 

Seattle  Council  Rejects  Damage 
Claims.— All  claims  arising  from  the 
accident  at  the  West  Wheeler  Bridge, 
Seattle,  Wash.,  on  Dec.  30  (described 
in  Bi;s  Transportation  for  February. 
1923),  when  three  people  were  killed  in 
a  collision  between  an  automobile  and 
a  municipal  bus,  have  been  rejected  by 
the  Council.  It  is  contended  that  the 
city  was  in  no  way  to  blame  for  the 
accident. 

Northumberland  Railway  Considers 
L'se  of  Buses.  The  Northumberland 
County  Railway.  Sunbury,  Pa.,  has 
under  serious  consideration  the  pur- 
chase of  two  up-to-date  buses  to  be 
used  in  transporting  passengers  to 
Hamilton  and  the  east  end  section  of 
Sunbury.  doing  away  with  the  branch 
trolley  line,  wliich  extends  from  Second 
and  Reagan!  Streets  to  Hamilton. 


Danville   Appreciates    Bus   Service. — 

Recognizing  the  value  to  the  merchants 
of  the  city  of  the  motor  buses  that 
operate  between  Danville,  111.,  and  ad- 
jacent counties,  the  City  Council  o! 
Danville  has  granted  the  Reo  Motor 
Bus  Company  the  free  use  of  the  streets. 
These  buses  bring  into  Danville  several 
hundred  shoppers  each  day  and  their 
trade  amounts  to  many  thousand  dol- 
lars weekly. 

Bus  Proves  Valuable  in  Emergency. — 
The  motor  stage  stepped  into  the  emer- 
gency recently  in  Chehalis,  Wash.,  when 
the  electric  railway  service  of  the 
.North  Coast  Power  Company,  between 
Chehalis  and  Centralia,  was  temporarily 
suspended  due  to  the  burning  out  of  a 
generator  in  the  company's  power 
house.  The  railway  supplied  bus  service 
during  the  three_-day  shutdown,  satis- 
factorily handling  the  usual  traffic. 

British  Columbia  Railway  Joins  Bus 
Operators. — Under  the  terms  of  a  re- 
cent agreement  between  the  British 
Columbia  Railway  and  the  city  of  Van- 
couver, B.  C.  (see  Bis  Transportation 
for  February,  1923)  the  railway  plans 
to  commence  by  April  1  the  operation 
of  motor  buses  in  the  Grandview  dis- 
trict of  the  city.  A  contract  for  two 
White  chassis  has  been  let.  The  bodie.^ 
will  be  built  in  Vancouver  and  will  have 
a  seating  capacity  of  twenty-one  pas- 
spngers. 

Bus  Service  For  Wilkes-Barre's  West 
Side. — Motor  bus  service  supplemental 
to  its  regular  railway  operations  in 
the  city  of  Wilkes-Barre,  Pa.,  is  pro- 
posed by  the  Wilkes-Barre  Railway. 
\  charter  for  the  operation  of  buses 
is  being  sought  in  the  name  of  the 
Wyoming  Valley  Autobus  Company, 
whose  chief  incorporators  are  railway 
officials.  The  proposed  route  covers  the 
growing  west  side  section  and  is  said 
to   be    meeting   with    popular   approval. 

Co-ordinated  Bus  and  Railway  Serv- 
ice Proposed  for  Des  .Moines. — Follow- 
ing the  presentation  of  a  petition  to  the 
Des  Moines  (Iowa)  Council  by  the  mem- 
bers of  the  Four  Mile  Improvement 
League,  asking  for  better  transporta- 
tion service,  steps  were  taken  to  secure 
auxiliary  bus  service  from  the  Des 
Moines  Street  Railway,  which  operates 
the  local  traction  system.  Officials  of 
the  railway  were  said  to  have  several 
lines  under  consideration.  The  section 
mentioned  in  the  petition  is  the  north- 
cast  corner  of  Des  Moines. 

Oregon  Line  Has  Fine  Record. — 
A  concrete  demonstration  of  the  use- 
fulness of  the  motor  stage  as  an 
efficient  method  of  transportation  is 
noted  in  the  fact  that  for  the  first  time 
in  the  history  of  the  towns  of  Prineville 
and  Mitchell,  Ore.,  highway  trans- 
portation between  the  two  places  has 
continued  uninterrupted  every  day  dur- 
ing the  winter,  despite  the  fact  that 
the  Ochoco  Highway  is  still  uncom- 
pleted. Although  in  past  years  the 
stage  service  between  Crook  and 
Wheeler  Counties  has  been  irregular 
during  the  winter  months,  the  John 
Cornett  Stage  Line  has  operated  on 
schedule  all  winter. 


%  Financial 

"^^  ^  Section 

Vi-;ir!>    Kt|)i»r(  ol   .New, irk  Hu> 

Operations  .Shows  Great 

lncreai>e 

More  than  7(),000,000  passengerii  were 
carried  by  bu.ses  in  Newark,  N.  J.,  dur- 
ing 1922,  according  to  figures  compiled 
by  J.  J.  Kroehl  and  made  public  by 
Director  Howe.  This  is  an  increase  of 
2:1,000,000  over  the  total  number  car- 
ried in  1921.  The  gross  revenues  for 
1922  were  $.'i,818,7r(9,  an  increase  of 
$1,148,276  over  the  preceding  year. 
The  .T  per  cent  gross  earnings  tax  paid 
the  city  amounted  to  a  total  in  1922 
of  $149,9.i6.  The  average  number  of 
buses  operating  in  .Newark  during  the 
year  was  402. 

The  enormous  growth  of  the  business 
in  the  city  since  its  inception  in  1916  is 
best  illustrated  by  the  accompanying 
table: 


1916.. 

1917.. 

1918. 

1919.. 

1920.. 

1921.. 

1922 


<.>peratinj( 

KtccipUi 

*l)).04) 

409.774 

8S6.0J2 

1.844.730 


Tai 

Paid  gftv 

tS.SS6  2.660.8)4 

17.332  e.l9S.497 

36.ISI  r7.l20.6)» 

74.635  36.89S.0I0 


2.670.S23  IOS.332  S3.4I0.460 
2.075.082  78.959  41.501.854 
3.818.759         149.956        76.375.199 


\V.1..\.T.  Corporation  (iranted 
Fare  Increase 

Under  an  order  granted  by  the  .New 
York  Public  Service  Commission  on 
F'eb.  1.5,  the  Woodlawn  Improvement 
.Association  Transportation  Corpora- 
tion, operating  in  Albany  and  vicinity, 
put  into  effect  an  increase  of  from  7  to 
8  cents  in  the  fare  charged  on  its  city 
lines.  It  is  said  that  the  corporation 
will  apply  to  the  commission  for  a  re- 
hearing of  the  case  for  permission  to 
charge  a  10-cent  fare. 

According  to  the  order  of  the  com- 
mission, the  fare  between  points  within 
the  city  and  those  beyond  the  limits  i- 
fixed  at  15  cents.  There  are  many 
points  of  interest  to  bus  owners  in  the 
comments  on  valuation  and  operating 
expenses  to  be  found  in  the  memoran- 
dum of  the  commission  on  the  case. 
An  abstract  of  this  memorandum  will 
appear  in  an  early  issue. 


Ohio  lAne  in  Recei\erahip 

The  .1.  B.  Cox  Transportation  Com- 
pany, Alliance,  Ohio,  which  has  been 
operating  bu.ses  between  Canton  and 
Alliance,  has  been  placed  in  receiver- 
ship by  Common  Pleas  Judge  Agler  on 
the  application  of  stockholders  of  the 
company.  The  court  named  J.  A. 
Kress  as  receiver. 

This  action  followed  the  filing  of  a 
petition  by  the  Mack  International 
Truck  Company  to  replevin  seven  buses 
sold  to  the  Cox  Company.  A  tire  con- 
cern had  previously  removed  the  tires 
from  all  buses,  causing  suspension  of 
the  service. 


160 


BUS 

TRANSPORTATION 


Vol.2,  No.3 


Comparative  Statement  of  Operations  of  Chicago  Motor  Bus  Company  for  1922,  1921,  1920  and  1919 


Gross  earnings: 

Transportation  revenue. 

Special  bus  revenue 

Advertising  revenue 


Total  operating  revenue. . . 
Non-operating  revenue . 


Total  revenue 

Opeiating  expenses,  maintenance  way  and 

structures: 

Repairs  to  building 

Depreciation  to  buildings 

Total 


Maintenance  of  equipment; 

Superintendence 

Repairs  to  bodies 

Repairs  to  running  gears 

Repairs  to  engines 

Repairs  to  electrical  equipment 
Repairs  to  service  equipment .  . . 
Miscellaneous  shop  expense .  .  . 
Tires  (reserve) 

Total 

Depreciation.  , 

Gasoline 

Conducting  transportation: 

Superintendence 

Conductors  and  drivers 

Miscellaneous  trans,  expenses. . . 

Lubricant 

Garage  employees  and  expenses . 

Station  expenses 


Total 

Traffic  expenses 

General  and  miscellaneous : 

Officers'  salaries  and  expenses .  , 

Office  salaries  and  expenses. . .  . 

Miscellaneous 

Injuries  and  damages  (reserve) . 

Insurance 

Stationery  and  printing 

Storeroom  expenses 

Law  expenses 


Total 

Taxes: 

City  taxes .  , 

licenses 

Boulevard  prvileges . 

Capital  stock  tax. . .  . 

Other  taxes 

Total 

Total  expenses 

Net  earnings 

Income  deductions: 

Interest  on  funded  debt. . 
Interest  on  unfunded  debt 
Discount  on  funded  debt . . 


Total 

Net  income .  .  . 

Revenue  bus-miles . 


1922 
$961,955.80 
1,206.00 
9,470.82 

Cents  Per 
Bus-Mile 
47.59 
0.05 
0.47 

48.11 
0.43 

48.54 

0.39 
0.19 

0.58 

0.62 
1.23 
3.58 
1.17 
0.42 
0.05 
0.69 
1.05 

8.81 
3.20 
4.14 

1.21 
11.26 
0.67 
0.30 
1.33 
0.06 

14.83 

1.14 
0.55 
1.77 
1.29 
0.52 
0.13 
0.18 
0.50 

6.08 

0.25 
0.31 
1.63 
0.30 
0.12 

2.61 

40.28 

8.26 

0.01 
1.24 

1.25 
7.01 

1921 
$777,495.30 
495.50 
10,516.43 

Cents  Per 

Bus-Mile 

47.00 

0.03 

0.64 

47.67 
0.21 

47.88 

0.08 
0.15 

0.23 

0.79 
0.91 
3.88 
0.98 
0.50 
0.11 
1.07 
1.86 

10.10 
3.20 
3.80 

0.83 
11.50 
0.52 
0.50 
1.23 
0.06 

15.64 

1.35 
0.56 
1.24 
1.36 
0.54 
0.16 
0.17 
0.39 

5.77 

0.45 
0.32 
1.50 
0.06 
0.12 

2.45 

40.19 

7.69 

0.15 
1.00 

1.15 
6.54 

1920 
$639,547.20 
660.00 
7,263.61 

Cents  Per 

Bus-Mile 

44.23 

0.05 

0.50 

44.78 
0.23 

45.01 
0.06 

0.06 

0.72 
0.85 
4.28 
1.09 
0.55 
0.20 
0.96 
1.30 

9.95 
3.22 
4.89 

0.92 
11.51 
0.42 
1.15 
1.39 
0.07 

15.46 

0.51 
0.74 
0.85 
1.00 
0.75 
0.16 
0.47 

4.48 

0.30 
0.37 
1.16 
0.20 
0.16 

2.19 

40.25 

4.76 

0.20 
0.51 
0.34 

1.05 
3.71 

1919 
$606,036.50 
200.00 
2,742.64 

Cents  Per 

Bus-Mile 

40.91 

0.01 

0.19 

$972,632.62 
8,793.68 

$788,507.23 
3,553.22 

$647,470.81 
3,391.75 

$608,979.14 
1,467.08 

41.11 
0.10 

$981,426.30 

7,961.29 
3,750.00 

$792,060.45 

1,289.44 
2,600.02 

$650,862.56 
889.54 

$610,446.22 
1,521.49 

41.21 
0.10 

$11,711.29 

12,617.63 
24,930.01 
72,355.85 
23,712.56 
8,491.52 
1,066.73 
13,859.92 
21,129.68 

$3,889.46 

13,131.88 
15,008.34 
64.255.22 
16,293.10 
8,303.05 
1.794.96 
17,654.15 
30,772.63 

$889.54 

10,491.56 
12,277.94 
61,948.63 
15,760.25 
7,957.14 
2,879.59 
13,815.94 
18,760.85 

$1,521.49 

11,821.20 
12,966.81 
61,504.78 
13,046.35 
9,482.74 
3,811.44 
13,252.0! 
31,156.49 

0.10 

0.80 
0.88 
4.15 
0.88 
0  64 
0.26 
0.89 
2.10 

$178,163.90 
64,776.24 
83,717.42 

24,599.50 

227,601.86 

13,506.75 

6,003.75 

26,816.47 

1,304.94 

$167,213.36 
52,891.42 
62,787.26 

13,684.63 

190,210.38 

8,630.66 

8,199.70 

20,302.13 

1,058.31 

$143,891.90 
46,499.25 
70,673.72 

13,351.20 

166,522.77 

6,022.40 

16,624.58 

20,156.23 

948.03 

$157,041.82 
47.714.19 
59,079.06 

12,442.74 

151,103.21 

7,035.00 

12,447.31 

21,786.66 

845.99 

10.60 
3.22 
4.00 

0.84 
10.20 
0.47 
0.84 
1.47 
0.06 

$299,833.27 
484.28 

$242,085.81 

$223,625.21 
2.00 

7,315.38 
10,763.02 
12,360.56 
14,504.30 
10,840.17 
2,328.16 
6,614.80 

$205,660.91 
571.79 

r  5,848.61 
10,710.89 
10,606.70 
14,825.98 
11,027.52 
2,442.23 
7,911.06 

13.88 
0.04 

22,995.50 
11,210.31 
35,869.06 
26,035.71 
10,556.12 
2,575.31 
3,562.53 
10,089.43 

22,397.83 
9,249.98 
20,516.83 
22,468.02 
5,930.12 
2,582.04 
2,877.60 
6,386.66 

0.39 
0.72 
0.72 
1.00 
0.74 
0.17 
0.53 

*  ' 

$122,893.97 

5,031.13 
6,270.50 
33,075.81 
5,863.14 
2,556.60 

$95,409.08 

7,367.30 

5,330.52 

24,863.48 

971.92 

2,056.39 

$64,726.39 

4,327.83 
5,311.64 
16,815.58 
3.012.12 
2,246.60 

„  $63,372.99 

3,480.96 

3,026.46 

15,884.77 

381.00 

1,660.42 

4.27 

0.23 
0.21 
1.07 
0.03 
0.11 

$52,797.18 
814,377.55 
167,048.75 

220.00 
25,049.33 

$40,589.61 
664,866.00 
127,194.45 

2,440.00 
17,616.45 

$31,713.77 

582,022.78 

68,839.78 

2,845.00 
7,396.20 
4,889.45 

$24,433.61 

559,415.86 

51,030.36 

7,890.00 
4,049.48 
8,622.36 

1.65 

37.76 

3.45 

0.53 
0.27 
0.58 

$25,269.33 

141.779.42 

2,021,543 

$20,056.45 

107.138.00 

1,654,100 

$15,136.65 
53,709.13 
1,446,031 

$20,561.84 
30,468.52 
1,481,311 

1.38 
2.07 

Ohio  Line  Sold. — The  Mechanicsburg- 
Urbana,  Ohio,  bus  line  has  been  sold  to 
George  Stross  of  Piqua,  by  Charles 
Brazil!,  who  has  gone  to  Covington, 
Ohio,  to  operate  another  line. 

Northern  New  York  Line  Changes 
Hands.  —  The  Ogdensburg-Alexandria 
Bay,  N.  Y.,  line  has  been  sold  to  Fred 
Rutherford  and  Horace  Allen  by  George 
Willard,  who  has  operated  the  route 
under  the  name  of  the  Willard  Bus 
Lines. 

Niagara  Falls-Lockport  Line  Sold. — 

The  Frontier  Automobile  Transfer 
Company,  Inc.,  Niagara  Falls,  N.  Y., 
which  has  been  operating  a  fleet  of 
buses  between  Niagara  Falls  and  Lock- 
port  for  more  than  a  year,  has  sold 
its  equipment  and  franchises  to  A.  L. 
Slavin  of  1830  Ontario  Avenue,  Niagara 
Falls. 

Ohio  Motor  Bus  Company  Elects 
Officers. — -Under  a  reorganization,  re- 
cently effected,  the  new  officers  of  the 
Ohio  Motor  Bus  Company  are:  F.  M. 
Morrison,  Columbus,  president;  E.  B. 
Alspach,  Newark,  vice-president;  I.  C. 
Robinson,    Weaterville,    secretary    and 


treasurer;  John  B.  Miller,  Westerville, 
general  manager. 

Coast  Line  Increases  Stock. — The 
Camas  Stage  Company,  which  operates 
buses  between  Camas,  Wash.,  Portland, 
Ore.,  and  Vancouver,  Wash.,  has  filed 
amended  ai'ticles  of  incorporation,  in- 
creasing the  capital  stock  of  the  com- 
pany to  $20,000.  The  officers  of  the 
concern  are  W.  T.  Crawford,  president, 
and  Max  Clark,  secretary. 

Reading-Pottstown  Line  Seeks  Fare 
Increase. — A  new  rate  schedule  to  be 
effective  March  l.'S  has  been  filed  with 
the  Pennsylvania  Public  Service  Com- 
mission by  the  Reading-Pottstown  bus 
line.  Increases  of  1  cent  per  zone  in 
cash  fares,  workmen's  rates  and  strip 
tickets  are  announced.  Rates  for  school 
children  are  increased  from  3i  to  5 
cents. 

Dillingham  Corporation  Succeeds  Co- 
partnership. —  E.  B.  Dillingham  and 
H.  L.  Dillingham,  co-partners  doing 
business  under  the  name  of  the  Dilling- 
ham Transportation  Company,  have 
been  granted  permission  by  the  Cali- 
fornia Railroad  Commission  to  transfer 
the  stage  line  and  operating  rights  of 


that  co-partnership  between  Long  Beach 
and  Whittier  to  the  Dillingham  Trans- 
portation Company,  a  corporation. 

Colorado  Company  Reports  Increased 
Business.  —  According  to  Victor  De 
Merschman,  manager  of  the  White  Bus 
Lines  operating  between  Grand  Junction 
and  Montrose,  Col.,  the  business  of  the 
line  during  1922  showed  a  decided  in- 
crease over  the  1921  figures.  During 
1921  4,600  passengers  were  carried 
and  7,603  in  the  foUovnng  year.  The 
business  for  the  month  of  December, 
1922,  was  reported  to  have  been  greater 
than  that  of  any  previous  month  in 
the  year. 

Bridgeport  Company  Reorganizes. — 
The  Grey  Line  Bus  Corporation,  which 
operates  from  the  General  Electric  plant 
in  East  Bridgeport  to  Seaside  Park  in 
West  Bridgeport,  Conn.,  recently  reor- 
ganized and  elected  the  following  offi- 
cers: President,  H.  Dryer;  treasurer, 
A.  Patrick;  secretary,  A.  Kimball.  The 
board  of  directors  is  made  up  of  bus 
owners  operating  the  line.  Plans  are 
under  way  for  the  standardization  of 
equipment  and  for  a  revision  of 
schedules. 


March,1923 


BUS 

TRANSPORTATION 


161 


Bus      1^ 

Re  o  Illation  TT 
— o  ^^ 

Iiiter.stair  Line  Takes* 
Legal  Action 

El  Fasu-Lo8  Angeles  Company  Sues 
City  of  I.os  Angeles  t<i  Obtain  Permit 
— Complicated  Legal  Situation  Exists. 

FOK  some  time  the  El  Paso  and  Los 
Angeles  Stage  Line  Company  has 
been  endeavoring  to  obtain  a  permit 
from  the  Board  of  Public  Utilities  of 
Los  Angeles  for  rights  to  operate  an 
interstate  motor  bus  line  between  Los 
Angeles  and  El  Paso,  Tex.  The  board 
denied  the  permit  and  now  the  motor 
bus  coniiiany  is  endeavoring  to  compel 
that  body  to  grant  the  desired  permit 
by  filing  a  petition  for  a  writ  of  man- 
damus in  the  Superior  Court. 

The  bus  company  asserts  that  its 
line  is  to  be  operated  for  the  carrying 
of  interstate  business  exclusively,  and, 
due  to  this  fact,  it  presents  a  legal 
difficulty  as  to  who  has  control  over 
operations  of  this  nature,  whether  the 
jurisdiction  rests  with  the  city  of  Los 
Angeles,  the  State  of  California  or  the 
United  States  Government.  Counsel  of 
the  motor  bus  company  claims  the  State 
Railroad  Commission  has  declared  that 
it  has  no  jurisdiction  to  regulate  the 
bus  line,  which  is  engaged  in  interstate 
commerce. 

The  bus  interests  declare  that  since 
the  city  of  Los  Angeles  is  vested  with 
rights  to  regulate  traffic  on  its  own 
streets  the  Board  of  Public  Utilities  has 
the  power  to  grant  it  a  permit  to  oper- 
ate under  the  same  conditions  as  those 
involving  the  bus  lines  entirely  within 
the  city. 


No  Damages  for  Injuries  on  City 
Buses,  Says  Court 
According  to  a  recent  decision  handed 
down  by  the  .Appellate  Division  of  the 
New  York  Supreme  Court,  the  city  of 
New  York  is  not  liable  for  injuries  sus- 
tained by  passengers  of  buses  operated 
by  the  Department  of  Plant  and  Struc- 
tures. 

"This  decision  was  handed  down  in 
the  $10,000  suit  brought  against  the 
city  by  Helen  O'Reilly  and  is  regarded 
as  establishing  a  precedent  for  such 
cases.  The  decision,  signed  by  three  of 
the  five  judges,  held  that  the  city  was 
not  empowered  with  authority  to  run 
bus  lines  and  was  therefore  irre- 
sponsible. 

* 

Colorado  Commission  Drafts 
Safety  Measure 

The  following  safety  rule  was  re- 
cently promulgated  by  the  Colorado 
Public  Utilities  Commission: 

"All  transportation  companies  are 
required  and  ordered  to  stop  each  and 
every  automobile  stage,  wagon,  sleigh 
or  any  other  vehicle  engaged  in  the 
transportation     of     passengers     before 


rossing  the  tracks  of  any  steam,  inter- 
urban  or  other  railroad,  such  stop  to 
be  made  not  less  than  20  ft.,  nor  more 
than  75  ft.,  from  the  nearest  rail  of  the 
railroad  over  which  the  highway 
•  losses. 

■'After  making  the  stop  the  operator 
uf  the  vehicle  shall  carefully  look  in 
each  direction  and  shall  not  start  his 
stage  until  it  has  been  a.scertained  that 
there  are  no  cars,  engines  or  trains  ap- 
proaching the  crossing  from  either  di- 
rection. 

"The  foregoing  rule  shall  not  apply 
to  the  operation  of  pas-senger  stages 
within  a  municipality  as  regards  pass- 
ing over  the  track  of  electric  or  other 
street  railroad." 


Seattle  Granted  Itight  to  Upt-rale 
BuseH. — A  bill  which  recently  paisbed 
the  Washington  Legislature  gives  the 
city  of  Seattle  authority  to  operate 
motor  buses  in  connection  with  the 
municipally-owned  street  railway  sys- 
tem. The  buses  are  to  be  entirely  under 
the  supervision  of  the  city,  and  in  no 
way  under  the  authority  of  the  Depart- 
ment of  Public  Works.  The  bill  was 
drafted  to  permit  the  city  to  operate 
buses  in  the  outlying  districts  instead 
of  making  street  car  extensions,  and 
will  also  give  the  city  the  right  to 
parallel  the  lines  of  the  Rainier  Valley 
Electric  Railway,  which  is  not  owned  by 
the  city.  The  railway  now  operates 
four  bus  routes  within  the  city  limits. 


jWhat  the  Legislatures  Are  Doing 


Bus  Regulation  and  Ta.xation  Hills  Introduced  in  Nearly  All  State  Legis- 
lative Bodies — Gasoline  Tax  Is  Favorably  Considered 
by  Many  Legislators 


AT  THIS  season  of  the  year  the  voice 
of  the  legislator  is  heard  in  the 
land,  and  1923  has  seen  to  a  greater  ex- 
tent than  any  previous  year  the  atten- 
tion of  the  legislative  iDodies  directed 
toward  taxation  and  regulation  of  the 
bus  industry.  The  legislatures  of  the 
various  states  with  few  exceptions  now 
have  under  consideration  measures 
which,  if  they  became  laws,  would  have 
a  direct  relation  to  the  business  of  bus 
owners  in  general. 

In  the  main  the  recommendations 
made  by  governors  and  utility  bodies 
as  outlined  in  Bus  Transportation  for 
February,  1923,  have  been  followed 
out  in  the  drafting  of  legislation.  At 
the  time  this  account  is  written,  sev- 
eral measures  bearing  upon  the  bus 
industry  have  passed  one  of  the  legis- 
lative branches  and  are  before  the  other 
body,  but  the  great  majority  are  still 
in  committee. 

A  bird's-eye  view  of  the  legislative 
situation  from  a  national  angle  may  be 
gleaned  from  the  accompanying  sum- 
mary of  legislation  advanced  by  the 
lawmakers  of  the  different  states. 

Gasoline  Tax  Generally  Advocated 

There  seems  to  be  a  general  tendency 
toward  the  levying  of  taxes  on  gasoline 
in  states  which  do  not  already  have 
such  a  law  on  the  statute  books.  This 
tax  in  the  majority  of  cases  is  levied 
upon  all  dealers  in  gasoline.  Where  it 
applies  only  to  wholesalers,  it  is  so  in- 
dicated. 

Bills  providing  for  a  gasoline  tax  of 
1  cent  per  gallon  have  been  proposed 
in  Massachusetts,  New  Hampshire, 
Ohio,  Vermont  and  West  Virginia  and 
for  a  2-eent  tax  in  Alabama,  Arkansas 
(wholesale),  Idaho,  Indiana,  Maine, 
Michigan  (wholesale),  Montana,  Nevada, 
Washington  and  Wyoming  (wholesale). 
In  Utah  a  tax  of  2J  cents  per  gallon  is 
under  consideration.  Three  cents  per 
gallon  is  the  tax  proposed  in  bills  in- 
troduced in  Arizona  and  North  Dakota. 
In  Delaware  a  measure  has  been  intro 


gallon  on  gasoline  during  1923  and  2 
cents  per  gallon  thereafter. 

The  Ball-Focht  bill  introduced  into 
the  two  national  bodies  provides  for  a 
tax  of  2  cents  per  gallon  on  all  gasoline 
sold  in  the  District  of  Columbia  and  a 
registration  fee  of  ?1  for  all  motor 
vehicles,  to  be  effective  Jan.  1,  1924. 
California  lawmakers  have  for  consid- 
eration two  measures  proposing  a  gas- 
oline tax,  one  for  a  2-cent  and  another 
for  a  1-cent  tax.  Two  gasoline  tax  pro- 
posals are  before  the  Iowa  Legislature. 
One  calls  for  a  tax  of  2  cents  per  gallon 
on  all  gasoline  sold  and  the  other  for  a 
tax  of  1  cent  per  gallon  to  be  paid  by 
the  retailer  and  not  to  be  added  to  the 
retail  price  of  gasoline.  Two  measures 
have  also  been  introduced  into  the 
Oregon  Legislature,  one  providing  for  a 
4-cent  and  the  other  a  3-cent  per  gallon 
gasoline  tax. 

Other  measures  seek  to  levy  a  tax 
upon  the  gross  profits  on  receipts  for 
gasoline  sales.  In  Arkansas  a  measure 
has  been  advanced  providing  for  a  tax 
of  1  per  cent  of  the  gross  profits  derived 
from  sale  of  gasoline  by  wholesalers. 
In  North  Carolina,  House  Bill  No.  45G 
provides  for  an  annual  license  tax  of 
1  per  cent  of  the  gross  sales  of  gaso- 
line which  amount  to  more  than  $25,000 
yearly. 

A  bill  before  Texas  lawmakers  fixes 
a  tax  at  5  per  cent  of  the  receipts  de- 
rived from  sale  of  gasoline. 

Other  Proposed  Lex:islation 

Aside  from  the  legislation  relating 
to  gasoline  taxation,  other  important 
bills  affecting  the  industry  are  under 
discussion  in  many  states. 

In  California  there  has  been  intro- 
duced an  act,  sponsored  by  Senator 
Arbuckle,  by  which  all  motor  bus  and 
freight  transportation  companies  would 
pay  7  per  cent  of  their  gross  earnings 
to  the  State.  The  revenues  derived 
from  this  taxation  would  be  used  for 
state  highway  construction  and  main- 
tenance.    The  bu.s  and  truck  men  are 


All     l^ClClVTaiC     a     lilCaSUlC     IlilS     UUUIl     illCIU-  wtliaiivt.  ^  n^       viM.~>      oou       biu\.iv      111^11      a 

duced  stipulating  a  tax  of  1  cent  peropposing  this  bill  on  the  grounds  that 


162 

their  business  is  under  the  regulation  of 
the  Railroad  Commission  and  any 
change  would  necessitate  an  amendment 
to  the  constitution.  Such  an  amend- 
ment could  not  be  submitted  until  the 
election  two  years  hence. 

Colorado  bus  operators  would  be 
;.ffected  by  a  bill  which  would  place  all 
bus  lines  completely  under  the  regula- 
tion of  the  Public  Utilities  Commis- 
sion, from  which  body  a  certificate 
would  first  be  secured.  With  each  ap- 
plication, the  bus  owner  would  be 
required  to  file  indemnity  bonds  or  in- 
surance policy  in  such  sum  as  the  com- 
mission may  deem  necessary.  The 
annual  license  fees  would  be  revised  so 
that  all  buses  with  pneumatic  tires 
carrying  seven  or  less  passengers  would 
be  assessed  $60,  from  seven  to  twelve 
passenger  buses  $100,  twelve  to  eigh- 
teen passenger  buses  $200,  those  carry- 
ing more  than  eighteen,  $360.  Motor 
vehicles  with  rubber  tires  other  than 
pneumatic  engaged  in  the  transporta- 
tion of  passengers  would  pay  a  20  pei- 
cent  higher  fee  than  the  foregoing  and 
if  equipped  with  metal  and  steel  tires 
.50  per  cent  more. 

A  bill  regulating  the  operation  of 
buses  in  Delaware  has  been  introduced 
by  Representative  Little.  According  to 
its  provisions  bus  owners  would  be  re- 
quired to  secure  a  license  from  the 
secretary  of  state.  Bus  owners  would 
be  compelled  to  pay  a  $10  license  fee 
and  carry  $.5,000  accident  insiraii-e  for 
machines  with  seating  capacity  of  less 
than  seven  and  pay  a  license  fee  of  $30 
for  those  seating  more  than  seven.  A 
$25,000  insurance  policy  would  be  re- 
quired for  buses  of  more  than  seven- 
passenger  capacity.  Drivers  would 
have  to  secure  special  licenses. 

In  Illinois  a  bill  has  been  introduced 
to  grant  to  cities,  villages  and  incor- 
porated townships  the  right  to  acquire 
and  operate  transportation  systems  and 
to  make  grants  of  the  use  of  streets  for 
such  systems. 

Foremost  among  Indiana  legislation 
is  the  Moorhead  bill,  recently  passed  by 
the  Senate,  which  would  place  all  trucks 
and  buses  under  control  of  the  Public 
Service  Commission.  A  similar  measure 
has  been  introduced  in  the  lower  body 
in  that  state. 

A  Kansas  House  bill  would  place  bus 
lines  under  the  control  of  the  Public 
Utility  Commission.  It  provides  for  a 
lax  of  1  cent  a  ton  mile  for  vehicles 
with  pneumatic  tires  and  U  cents  a  ton 
mile  for  those  equipped  with  solid  rub- 
ber tires. 

In  Michigan  a  bill  placing  buses  and 
trucks  under  the  control  of  the  Public 
Utilities  Commission  has  been  sub- 
mitted to  the  Legislature.  This  bill 
l)laces  a  tax  at  5  per  cent  on  gross  earn- 
ings. A  $2,000  indemnity  insurance  per 
car  is  provided  in  another  clause.  A 
capacity  weight  limit  of  20,000  lb.  is 
stipulated  in  the  bill. 

A  25  per  cent  tax  on  the  earnings  of 
Minnesota  buses  and  trucks  is  proposed 
in  a  bill  introduced  in  the  Senate.  An- 
other bill  gives  the  State  Railroad  & 
Warehouse  Commission  supervision  of 
all  bus  lines  excepting  those  operating 


BUS 

IRANSPORIATION 

within   limits   of  a   municipality,   which 
are  regulated  locally. 

Regulation  of  motor  bus  operations  in 
Nebraska  is  embodied  in  a  measure 
brought  forward  by  Senator  Banning. 
This  bill  calls  for  the  collection  of  an- 
nual license  fees  ranging  from  $60  to 
$400,  depending  upon  seating  capacity, 
and  provides  for  maintenance  of  per- 
sonal injury  insurance  by  bus  owners. 

In  New  Jersey  several  bills  relating 
to  the  bus  industry  have  been  throw:; 
into  the  legislative  hopper  at  Trenton. 
On  Feb.  6  a  bill  was  presented  giving 
street  i-ailways  the  right  to  operate 
motor  buses.  Senator  Mackay  is  the 
author  of  a  bill  giving  the  Boards  of 
Freeholders  in  all  counties  increased 
powers  over  bus  lines.  The  Lyons  bill 
introduced  in  the  Assembly  would  give 
municipalities  greater  control  over  bu.- 
lines  running  wholly  within  their  bor- 
liers.  The  Assembly  has  passed  two 
bills  sponsored  by  Mr.  Hershfield,  one 
granting  counties  proportions  of  5  per 
cent  tax  on  buses  based  on  mileage  of 
county  roads  traversed  and  another  pro- 
viding that  all  drivers  of  motor  buse> 
must  pass  a  physical  test  before  bein^: 
granted  licenses. 

Many  are  the  transportation  bills  be- 
fore  the   New  York  lawmakers.    Chief 
among    these    are    the    so-called    Smith 
utility    bills    which    would    abolish    thr 
public     service     commission     and     giv<- 
municipalities  the  right  to  establish,  ac 
quire  and  operate  public  utilities.     The 
transit  program  of  Mayor  Hylan  is  em- 
bodied   in    proposed    legislation,    which 
gives   the  city   of   New  York   virtually 
complete  control  over  its  transit  facili 
ties.      This  bill    provides  for   municipal 
(operation  of  bus   lines.     Assemblyman 
Ullman  has  brought  forward  a  bill  re 
quiring  all  motor  buses  in  Greater  New 
York   to  carry   insurance  policy  or   in- 
demnity bonds  of  $5,000.     Another  bill 
would   make   compulsory   the  use   of  a 
standard  signal  device  to  be  attached  to 
all  automobiles.     The  Stapley  bill  would 
make  it  necessary  for  all  bus  drivers  to 
secure  a  general  operator's  license.  This 
applies    to    operators    in    counties    not 
wholly    within    a    city.      Control    over 
these   licenses  would   be   vested   in   the 
Tax   Commission.     Operators    in   cities 
wholly   within   the   limits    of   a    county 
would   have   to   take  a   local  operator's 
license,   likewise   under   the    control   of 
the     Tax     Commission.       A     measure 
fathered    by    Senator   Webb   authorizes 
supervisors  to  appropriate  from  motor 
vehicle   fees  sufficient  funds   to   remove 
snow   on    state    and    county    highways. 
.\nother  bill  would  compel  motor  buses 
to    place    their    gasoline    tanks    on    the 
outside  of  their  vehicles. 

Because  of  the  mode  of  taxation  pro- 
posed, bills  introduced  by  Messrs.  Free- 
man and  Collister  are  of  importance  to 
Ohio  bus  owners.  A  graduated  scale  of 
taxes  increasing  with  the  weight  of  the 
bus  and  its  passenger  capacity  is  pro- 
vided ranging  from  2  cents  a  mile  to 
10  cents  a  mile.  These  bills  also  pro- 
vide for  the  regulation  and  control  of 
buses  in  the  same  manner  prescribed 
for  other  public  utilities.  All  applica- 
tions    are    to    be    accompanied    by    a 


Vol.2,  No.3 

liability  insurance  bond.  Safety  and 
regulatory  rules  are  to  be  promulgated 
by  the  commission.  The  Suhivan  bill 
before  the  lower  house  would  require 
all  bus  lines  to  carry  liability  insur- 
ance. 

A  joint  highway  committee  of  the 
Wisconsin  Legislature  is  dratting  a  bill 
which  would  considerably  increase  the 
tax  on  buses.  It  is  said  that  the  mini- 
mum fee  would  be  $352  per  car.  Weight 
will  be  the  determining  factor  in  this 
tentative  bill. 

In  the  Rhode  Island  Legislature  the 
repeal  of  the  Joslin  jitney  law,  by  which 
all  buses  were  declared  common  carriers 
and  subject  to  public  utilities  commis- 
sion regulation,  is  sought  in  a  measure 
advanced  by  Mr.  Shawcross. 

Senate  Bill  No.  208  before  the  West 
Virginia  Legislature  would  vest  the  col- 
lection of  motor  vehicle  licenses  and 
fees  with  the  clerks  of  the  county  courts. 
.A.t  present  this  is  done  by  the  Road 
Commission.  The  fee  would  remain 
unchanged.  Authority  to  grant  chauf- 
feurs' licenses  and  bus  permits  would 
be  given  the  clerks  of  courts.  In  the 
lower  branch  a  bill  has  been  presented 
which  would  require  all  bus  lines  operat- 
ing wholly  within  the  limits  of  a  city  or 
incorporated  town  to  secure  permits 
from  local  authorities.  No  operator 
could  get  an  operating  license  without 
this  permit.  Under  this  bill  the  com- 
mission would  have  power  to  grant  per- 
mits for  periods  up  to  ten  years  and 
to  fix  the  amount  of  indemnity  insur- 
ance or  bonds.  A  levy  on  the  Maryland 
seat-mile  basis  is  embodied  in  the 
terms  of  this  act.  Gross  weight  of 
buses  would  be  limited  to  10,500  lb.  and 
weight  on  any  one  wheel  to  300  lb.  per 
inch  of  tire  width. 


Jersey  Buses  Must  Stop  lielore  Cro.s,s- 
ing  Tracks.  The  Public  Utilities  Com- 
mission of  New  Jersey  has  issued  an 
order  that  all  drivers  of  motor  buses  in 
the  state  shall  bring  their  cars  to  a 
full  stop  before  crossing  a  railroad 
track  at  grade.  The  commission  holds 
that  these  motor  vehicles  are  common 
carriers  and  subject  to  all  the  regula- 
tions for  safety. 

.VIontreal  Buses  to  Be  Taxed. Ac- 
cording to  the  provisions  of  a  by-law 
recently  adopted  by  the  City  Council  of 
.Montreal,  Que.,  all  motor  "buses  using 
the  streets  are  subject  to  a  yearly  tax 
of  $,50.  Other  clauses  in  this  law  call 
for  a  $15  a  year  tax  upon  all  owner.-; 
of  motor  vehicles  plying  for  hire  and 
for  the  payment  of  a  $5  license  fee  for 
all  drivers  of  such  vehicles. 

Detroit  Buses  to  Fay  Mileage  Tax. 

According  to  the  provisions  of  a  Detroit, 
.Mich.,  ordinance,  which  went  into  eflfect 
on  Jan.  5,  all  motor  bus  owners  are  re- 
quired to  file  with  the  City  Controller 
each  month  a  verified  report  of  mileage 
traveled  by  each  bus  and  to  pay  a  tax 
of  1  cent  per  mile.  The  measure  as 
originally  drafted  called  for  a  tax  of 
2  cents  per  mile,  but  was  amended 
following  protests  by  the  Detroit  Motor 
Bus  Company. 


March.  1923 


BUS 

TfUNSKmiAIIOK 


163 


Personal  % 


K.   L.  Hrvcint.   l*ionr<T  Min- 
neapolis Operator 

KxtenHJve  System  Huilt  I'p  from  Small 
Beginning — I'roKressive  .Methods  and 
Faith  in  l-utiirc  nf  Industry  Secrels 
of  Mr.  Bryant's  Success. 

F"*ROM  (irujctri^t  to  president  of  one 
of  the  leadinj;  bu.<  systems  in  the 
.\orthwest  in  two  jumps  describes  the 
recent  business  life  of  E.  L.  Bryant  of 
.Minneapolis,  Minn.,  head  of  the  Jeffer- 
son irighway  Transportation  Company. 
The  intermediate  jump  landed  him  in 
the  motor  transportation  business  as 
the  driver  of  a  tourinn  car  bus  and  from 
that  modest  beKinning  Mr.  Bryant  de- 
veloped a  well  equipped  and  extensive 
intei  urban  bus  transportation  system 
that  carries  yearly  more  than  150,000 
passenjrers. 

For  fifteen  years  E.  1..  Bryant  was  a 
druppist  in  .Minneapolis.  Then  for  two 
years  he  traveled  for  a  dental  supply 
concern,  but  disliked  beinjj  away  from 
his  home  so  much.  His  next  move  was 
to  drive  a  small  bus  of  the  touring  cai- 
type  on  Nicollet  Avenue  seven  years 
ago  when  the  industry  was  in  its  in- 
fancy. 

It  was  about  this  time  Mr.  Bryant 
conceived  the  idea  of  building  a  regu- 
lar bus  and  this  resulted  in  his  operat- 
ing the  first  large  bus  seen  on  the 
streets  of  Minneapolis.  It  had  an  in- 
closed body  for  sixteen  passengers  and 
was  built  by  the  Downham  &  Cammett 
Company  for  White  chassis.  At  the  end 
of  two  years  he  had  four  buses,  borrow- 
ing money  to  procure  them. 

In  1918  the  Minneapolis  Street  Rail- 
way bought  up  the  buses  for  operation. 
From  that  time  until  1920  Mr.  Bryant 
was  not  in  active  business,  but  the  germ 
of  the  bus  idea  persisted.  In  1920  he 
started  what  is  now  the  Jefferson  High- 
way Transportation  Company,  in  a 
small  way.  with  only  one  bus,  running 
12  miles,  to  Osseo,  Minn.,  a  suburb. 

Gradually  Mr.  Bryant  has  added  to 
the  fleet  and  extended  the  routes  until 
the  company  has  now  $300,0011  author- 
ized capital.  It  was  started  at  $.50,000. 
and  a  small  amount  of  stock  was  sold, 
but  expansion  has  been  carried  on 
mainly  by  turning  the  earnings  back 
into  the  property.  Later  the  line  was 
extended  to  Mille  Lacs  district,  and  to 
.■\itkin.  Minn.  Other  extensions  were 
to  St.  Cloud  and  Little  Falls,  and  a 
branch  was  established  between  St. 
Cloud  and  Willmar.  Minn.  Still  another 
extension  is  planned  for  the  coming 
spring. 

In  1922  the  Jefferson  Company  bought 
the  Touring  Car  Bus  Company,  operat- 
ing: to  Rochester,  Minn.     This  line  has 


Notes 


six  cars  and  a   run  of  98  miles  and  is 
operated  under  its  former  name. 

Including  the  Rochester  line.  Mr. 
Bryant's  concern  now  operates  twenty- 
six  buses,  which  in  1922  carried  l.'>0,000 
persons,  covering  3..500  miles  a  day. 
There  are  thirty-three  employees.  The 
company  builds  its  own  bodies,  has  a 
two  story  garage,  60  ft.  x  130  ft.,  with 
which  is  combined  a  paint  shop  and 
welding  plant.  The  standard  is  twenty- 
passenger  capacity  sedan  type  on  a 
White  .50  chassis.     The  upholstering  is 


which  occupies  the  Union  Station  which 
was  first  operated  by  the  Jefferson 
Company  for  eighteen  months  alone. 
.Since  the  association  was  formed  last 
spring  nearly  all  the  lines  in  the  city 
radiate  from  this  terminal. 

Because  of  increased  travel  it  in  ex- 
pected that  a  new  terminal  will  be 
established  in  the  spring.  This  plan  has 
not  yet  taken  definite  shape,  but  when 
it  does  the  new  structure  will  be  the 
last  word  in  accommodation  and  ap- 
pointments, so  far  as  the  means  at 
command   will  permit. 


E  L.  Bryant 


blue  velour,  with  all  modern  conven- 
iences possible  in  a  bus.  Mr.  Bryant  be- 
lieves this  pays.  The  company  colors 
are  blue  and  white  and  the  cars  are 
entirely  white  above  the  bottom  of  the 
windows  so  that  the  buses  may  be  easily 
distinguished  on  the  road. 

"The  possibilities  of  bus  transporta- 
tion are  unlimited."  said  Mr.  Bryant. 
"The  bus  gives  frequent  service,  a  serv- 
ice right  at  the  door  of  the  ruralites, 
who  realize  that  the  bus  means  the 
building  up  and  settling  of  territories 
that  have  never  had  adequate  trans- 
portation service  and  were  therefore 
held  back.  For  instance,  the  Mille  Lacs 
territory  never  before  had  direct  trans- 
portation to  Minneapolis,  and  the  bus 
saves  the  people  five  hours  time  and 
$2. .50  each  way.  and  gives  frequent 
service. 

"Success  of  bus  transportation  de- 
pends on  service  at  frequent  intervals 
rather  than  on  volume  at  any  one  time. 
Those  who  do  not  get  the  10  o'clock  bus 
take  the  12  o'clock. 

"Freight  business  retards  the  service, 
and  requires  extra  space,  so  we  carry- 
only  passengers  and  leave  the  freight 
to  specialists  in  that  line." 

Mr.  Bryant  is  president  of  the  Minne- 
apolis   Motor   Bus   Terminal    Company. 


.1.  K.  Hihhins  Resipn.s  as  Chamber 
<tl  Comnierce  OIHcial 

J.  Rowlan<i  Bibbins,  for  the  last  two 
years  connected  with  the  United  States 
Chamber  of  Commerce  as  manager  of 
the  transportation  department,  has  re- 
signed that  post  to  engage  in  consulting 
engineering  practice  in  transportation 
and  its  related  problems. 

Mr.  Bibbins'  work  in  Washington  in- 
cluded a  special  study  of  the  whole 
group  of  transport  agencies  and  their 
relative  status  and  possibilities  of  co- 
ordinated development,  all  in  connec- 
tion with  legislation  and  public  policy. 
Prior  to  his  association  with  the  Cham- 
ber of  Commerce,  Mr.  Bibbins  was  con- 
nected with  the  Bion  J.  Arnold  Engi- 
neering organization  in  Chicago  as 
.supervising  engineer,  a  position  which 
called  for  an  intensive  study  of  im- 
portant transportation  problems  both 
in  the  United  States  and  Canada. 

Educated  in  Baltimore  and  the  Uni- 
versity of  Michigan.  Mr.  Bibbins  early 
acquired  direct  experience  in  electric 
and  railway  utilities  in  Detroit,  and 
with  manufacturing  and  power  develop- 
ment in  the  Westinghouse  companies 
as  commercial  engineer.  He  has  been 
honored  by  various  engineering  a.sso- 
ciations  and  civic  bodies  in  whose  ac- 
tivities he  has  been  an  ardent  and  in 
telligent  worker. 

-Messrs.  .Moser  and  Wddon  .Join 
Chica«:o  .Motor  Coach  Company 

Herbert  C.  Moser,  superintendent  of 
transportation  of  the  Fifth  .Avenue 
Coach  Company,  iVew  York  City,  has 
accepted  the  position  of  director  of 
transportation  for  the  Ch'cago  Motor 
Coach  Company.  Mr.  .Moser  has  been 
connected  with  the  Fifth  Avenue  Com- 
pany since  1913,  and  has  played  a 
prominent  part  in  shaping  the  policies 
and  carrying  on  the  operations  of  that 
system.  He  will  enter  upon  his  new 
duties  about  March  10. 

J-  W.  Mullahey,  who  has  been  con- 
nected with  the  transportation  depart- 
ment of  the  Fifth  Avenue  Company 
as  division  foreman,  succeeds  Mr.  Moser 
as  superintendent  of  transportation. 

Edward  Wotton  has  resigned  as  su- 
perintendent of  equipment  of  the  Fifth 
Avenue  Coach  Company  and  will  join 
the  Chicago  Motor  Coach  Company  as 
superintendent  of  equipment.  Mr. 
Wotton  is  a  pioneer  in  bus  transpor- 
tation, having  been  with  the  Fifth 
.Avenue  Company  since  190fi. 


164 

Mr.  Killeen  Leaves 
Operating  Field 

H.  H.  England  Succeeds  W.  P.  Killeen 
as  Manager  of  Washington  Company 
—Mr.  Killeen  to  Devote  His  Time  to 
Private  Business. 

WHEN  at  the  end  of  1922  William 
P.  Killeen  had  brought  the  costs 
of  the  Washington  Rapid  Transit  Com- 
pany's buses  to  17  cents  per  mile,  he 
felt  that  he  could  retire  from  the  ardu- 
ous duties  of  the  active  management  of 
the  company  and  devote  more  of  his 
time  to  his  other  business  interests.  He 
consequently  submitted  his  resignation 
from  the  active  management  of  the 
company,  while  retaining  his  office  of 
vice-president  and  his  membership  on 
the  board  of  directors.  It  was  with  a 
great  deal  of  regret  that  the  resignation 
of  Mr.  Killeen  was  accepted  by  the 
directors  of  the  company  he  had  served 
so  well. 

In  addition  to  being  president  of  a 
local  bank,  Mr.  Killeen  is  representative 
for  the  Duplex  Truck  Company.  As 
the  special  representative  of  this  con- 
cern, he  plans  to  study  the  transporta- 
tion situation  throughout  the  East,  with 
the  idea  of  giving  the  advantage  of  his 
experience  to  those  who  are  contemplat- 
ing bus  operations.  Mr.  Killeen  will 
make  a  number  of  specialized  studies  at 
points  where  the  need  for  traffic  relief 
is  particularly  great.  He  realizes  that 
the  prestige  of  the  bus  as  a  medium  of 
transportation  has  suffered  to  no  small 
extent  because  of  inexperience  on  the 
part  of  those  engaged  in  this  business. 
As  a  result,  he  is  going  forth  equipped 
with  full  data  as  to  cost  accounting, 
methods  of  general  bookkeeping,  etc., 
prepared  to  advise  prospective  oper- 
ators as  to  the  type  and  number  of 
buses  which  should  be  employed. 

Mr.  Killeen  was  born  in  Peoria,  111. 
He  was  educated  at  St.  Johns  College  in 
Washington  and  has  lived  in  the  capital 
city  since  an  early  age.  His  entire 
business  career  has  been  confined  to 
specialization  in  short-haul  transporta- 
tion. His  work  in  that  specialty  ante- 
dates the  automotive  vehicle. 

His  early  activities  were  devoted 
largely  to  contracts  for  placing  ma- 
terials on  the  ground  for  railroad  con- 
structors. He  had  charge  of  the  haul- 
ing for  one  of  the  largest  construction 
companies  in  the  country  at  the  time  of 
the  outbreak  of  the  war.  In  that 
capacity  he  superintended  the  local  de- 
livery of  all  materials  which  went  into 
the  extensive  program  of  construction 
done  for  the  Marine  Corps  at  Paris 
Island,  S.  C,  and  for  the  entire  canton- 
ment construction  in  the  Washington 
area.  In  this  latter  operation,  he  cm- 
ployed  a  fleet  of  295  motor  trucks.  He 
commanded  this  great  fleet  throughout 
the  war,  during  which  entire  period  his 
principal  was  called  upon  to  pay  but 
$7  for  demurrage  on  cars  not  unloaded 
within  the  prescribed  time. 

Mr.  Killeen  was  called  into  conference 
by  the  Washington  authorities  when 
the  congestion  on  the  street  cars,  dur- 
ing the  war  period,  became  so  great  as 


BUS 
TRANSPORTATION 

to  make  it  necessary  to  secure  i-elief. 
When  the  street  railway  companies  de- 
clined to  operate  buses  on  Sixteenth 
Street,  one  of  the  capital's  main 
thoroughfares,  on  the  ground  that  they 
could  not  afford  to  pay  the  deficits 
which  would  be  incurred  in  bus  opera- 
tions, Mr.  Killeen  undertook  the  forma- 
tion of  a  company  to  perform  this  serv- 
ice. The  enterprise  has  been  a  very 
successful  one  and  today  the  buses  of 
that  company  are  carrying  close  to 
500,000  passengers  monthly.  Mr.  Kil- 
leen was  recently  elected  vice-pres- 
ident of  the  National  Motor  Transport 
Association. 

Howard  H.  England,  the  new  general 
manager,  has  been  with  the  company 
since  its  inception  in  March,  1921.  Prior 
to  that  time  he  was  associated  with  Mr. 


©VnilcrwQod  if-  Vjidcrviood 

W.  p.  Killeen 

Killeen  in  the  distribution  of  Duplex 
trucks  in  Washington  and  vicinity. 

He  is  eminently  qualified  by  experi- 
ence and  ability  to  carry  on  the  ex- 
tensive business  built  up  by  his  pred- 
ecessor. Ever  since  the  first  bus  was 
operated  over  the  company's  lines,  Mr. 
England  has  followed  step  by  step  the 
advance  of  the  transportation  company. 
Starting  in  as  a  checker,  by  his  own 
eflPorts  he  rose  to  superintendent.  Be- 
cause of  hard  study  and  close  attention 
to  business,  Mr.  England  assumes  the 
management  of  the  company,  equipped 
with  a  fund  of  practical  knowledge  of 
bus  operations  and  its  intricate  prob- 
lems. 

Mr.  England,  a  native  of  Maryland, 
has  been  a  resident  of  Washington  for 
the  past  twelve  years.  His  business 
career  began  with  a  clerkship  in  a  local 
hardware  store;  later  he  was  employed 
in  a  piano  salesroom.  Prior  to  the  war 
he  was  on  the  sales  force  of  the  Lyndall 
Motor  Truck  Company.  Then  he  went 
into  the  Duple-x  sales  organization  with 
Mr.  Killeen,  where  the  basis  of  his 
transportation  experience  was  formed. 

Mr.  England  is  thirty  years  old  and 
is  married.  He  is  extremely  popular 
with  his  employees  in  the  shop,  in  the 
office  and  on  the  road.  "Howard,"  as 
he  is  known  in  the  capita!  city,  is  a 
popular  and  an  able  executive  with  a 
well-rounded  experience  in  the  bus  field. 


Vol.2,  No.3 

Mr.  Kuhns  Becomes  Aberdeen 
Manager 

J.  D.  Kuhns  is  the  new  manager  of 
the  Aberdeen,  Wash.,  offices  of  the 
Tacoma,  Olympia  &  Aberdeen  Trans- 
portation Company.  He  succeeds  W. 
S.  Kennedy,  who  will  devote  his  entire 
time  to  the  Kay-Bee  Stage  Company. 
» 

William  H.  Connell,  Philadelphia,  has^ 
been  appointed  assistant  highway  com- 
missioner of  Pennsylvania,  succeeding 
George  H.  Biles,  who  tendered  his  resig- 
nation to  Commissioner  Paul  D.  Wright 
on  Jan.  30,  to  become  effective  March  1. 

Frank  L.  Oberfield,  formerly  super- 
intendent of  transportation  with  the 
American  Motor  Truck  Company,  is 
now  with  the  Ohio  Motor  Bus  Company, 
Columbus,  Ohio,  in  the  capacity  of 
superintendent  in  charge  of  transpor- 
tation and  maintenance. 

Donald  F.  Hine  has  resigned  from 
the  editorial  staff  of  Bus  Transpokta- 
TiON  and  Electric  Railway  Journal. 
The  recent  death  of  his  father  made 
it  seem  to  Mr.  Hine  to  be  necessary  to 
return  home  and  take  up  a  part  of 
his  father's  duties  as  general  manager 
of  Fishers  Island  Farms,  Inc.,  Fishers 
Island,  N.  Y. 

Merrill  B.  Knox  has  joined  the 
editorial  staff  of  Bus  Transportation 
and  Electric  Railway  Journal.  He 
comes  to  the  McGraw-Hill  Company 
from  the  Chicago  Elevated  Railroads, 
where,  as  student  engineer  for  the  past 
two  years,  he  has  worked  in  several 
departments  of  one  of  the  leading  rail- 
way operating  organizations  of  the 
country,  which  has  also  been  among  the 
most  progressive  in  taking  up  the  bus. 
Mr.  Knox  will  make  his  headquarters 
in  the  Chicago  office  of  the  McGraw- 
Hill  Company.  After  graduation  in 
1920  from  the  Massachusetts  Institute 
of  Technology,  department  of  mechan- 
ical engineering,  Mr.  Knox  was  for  a 
short  time  employed  as  designer  in  the 
gas  power  engineering  department  of 
the  International  Harvester  Company, 
leaving  this  position  to  enter  the  rail- 
way field.  He  received  his  early  educa- 
tion in  the  public  grade  schools  and 
the  R.  T.  Crane  Technical  High  School 
of  Chicago,  later  continuing  a  junior 
college  course  at  Crane.  After  Mr. 
Knox  was  graduated  from  the  Crane 
School  and  previous  to  matriculating  at 
"Boston  Tech"  he  was  employed  in  the 
signal  department  of  the  Chicago  & 
Northwestern  Railway.  During  the  war 
Mr.  Knox  served  as  seaman,  second 
class,  U.S.N.R.F.,  stationed  at  Boston. 
He  was  born  in  Goshen,  Ind.,  Nov.  17, 
1896. 


Obituary 


Col.  William  D.  Uhler,  state  high- 
way engineer  of  Pennsylvania,  died 
recently  at  his  home  in  Harrisburg,  fol- 
lowing an  apoplectic  stroke.  He  was  an 
engineer  of  high  attainment  and  ren- 
dered invaluable  service  not  only  to  the 
people  in  his  own  state,  but  to  the 
country  at  large. 


March,  1923 


BUS 

TR\NSH0H1AT10N 


Business  Information 


What  Is  being 
bought  and  built. 
Latest  ni'W8  from 
the  factories  and 

thf  n.-ui. 


Market  conditions 

affecting  the  bua 

Imluatry. 

Price  changes  In 

lm|)orlalU 

i-cjiniii'"IHi'H 


.-r 


With  the  Tire  Makers 

Akron  liopiirts  Enurmuus  Production — 
Tire  Mi-n  Fiiturt'  on  50,000  Buses  in 
Operation  by  Mid-Summer. 

BUSINESS  on  all  classes  of  tires  is 
greater  now  than  it  has  ever  been 
in  the  history  of  the  industry.  Labor 
costs  are  being  rapidly  boosted  by  the 
payment  of  bonuses  to  workers  of  every 
tjTie  and  raw  material  prices  continue 
to  advance.  It  is  impossible,  however, 
definitely  to  predict  the  date  or  extent 
of  the  ne.xt  price  advance.  There  seems 
to  be  little  doubt  that  such  an  advance 
is  forthcoming. 

The  next  two  months  will  probably 
find  the  industry  sending  out  reports  of 
a  shortage  of  tires.  In  fact,  these  re- 
ports are  already  beginning  to  be  heard 
in  the  higher  rubber  circles,  but  there 
is  no  reason  to  believe  that  the  coming 
summer  will  actually  witness  a  tire 
shortage. 

Inability  to  obtain  sufficient  men  and 
transportation  difficulties  may  make  im- 
possible the  shipment  of  tires  as  rapidly 
as  might  be  desired,  but  an  analysis  of 
the  situation  makes  for  the  opinion  that 
while  production  will  probably  be  larger 
than  at  any  previous  time,  the  demand 
for  tires  will  be  met. 

The  entire  industry  at  the  present 
time  is  absorbed  in  measures  to  increase 
production.  The  four  largest  rubber 
companies  have  inaugurated  the  bonus 
system  for  employees  to  speed  up  pro- 
duction and  plans  are  being  made  to 
recall  as  many  of  the  rubber  workers 
who  left  Akron  with  good  records  as 
possible. 

Bus  experts  connected  with  the  rub- 
ber companies  are  preparing  their  pro- 
duction schedules  based  upon  a  total 
of  50,000  buses  in  operation  by  the  mid- 
dle of  the  .summer.  The  estimates  on 
the  part  of  different  bus  experts  vary 
somewhat.  Some  place  the  number  in 
operation  higher  and  some  lower  than 
B0,000  by  July,  but  this  is  the  average 
mark  by  which  tire  producers  will  be 
guided  during  the  next  few  months. 

Goodyear  announces  that  its  smaller 
diameter  tire  is  finding  increased  favor 
among  bus  manufacturers  and  that 
while  the  process  of  introducing  the 
new  type  of  tire  is  necessarily  slow  the 
indications  now  point  to  a  large  use  of 
this  tire  within  the  next  year  or  so. 
Similar  information  is  given  out  by 
some  of  the  other  factories  which  are 
making  the  new  type  of  tire. 

Some  of  the  manufacturers  also  re- 
port increased  sales  to  bus  owners  of 
the  semi-pneumatic  or  cushion  tires. 
There  is  not  a  distinct  trend  in  this  di- 
rection, but  a  sufficiently  large  number 
of  bus  owners  is  using  this  newer  tire 


to  make  it  worthy  of  mention.  This  is 
the  opinion  expressed  by  some  of  the 
large  tire  manufacturers. 

The  Lambert  Tire  &  Rubber  Com- 
pany, which  makes  a  patented  solid 
tire,  also  reports  that  its  tire  is  being 
used  more  widely  in  bus  service,  espe- 
cially by  owners  who  operate  in  terri- 
tories where  roads  are  bad  in  places 
and  in  hot  climates  where  pneumatic 
tires  deteriorate  because  of  the  intense 
heat. 

During  the  present  year  there  does 
not  seem  to  be  much  possibility  of  any 
extensive  development  of  new  ideas  in 
bus  tires.  It  seems  now  that  the  in- 
dustry will  confine  itself  to  the  produc- 
tion'of  existing  types  without  spending 
much  money  or  energy  in  producing 
new  models. 


Gasoline  Prices  Advance 

A  comparison  of  the  gasoline  prices 
shown  in  the  accompanying  table  with 
those  in  effect  Jan.  29,  published  in  the 
February  issue,  shows  a  general  ad- 
vance ranging  from  1  to  2  cents  per 
gallon.  Exceptions  to  this  upward 
movement  are  noted  in  the  Pacific  Coast 
section,  where  the  price  remains  the 
same  as  last  month,  and  in  Omaha  and 
St.  Paul,  where  a  1  cent  per  gallon  drop 
in  price  occurred. 

The  Standard  Oil  Company  of  New 
York,  announced  an  advance  of  li 
cents  per  gallon,  making  the  price  24i 
cents  for  tank  wagon  gasoline  in  its 
territory,  New  York  and  the  New  Eng- 
land  States. 

This  increase,  made  on  Feb.  26,  is 
not  included  in  the  figures  shown  in 
the  following  tabulation,  which  is  of 
Feb.  24. 


Gasoline  Prices — Feb.  24,  1923 


Ccnia 

Per  Gal. 

Tank 

Sciricc 

City 

Wagon 

Station 

Albany,  N.  ^ 

.     22 

24 

Atlanta.  Oa. 

.21 

23 

Iloston.  .\fii.'..s 

. . .      .     2J 

25 

riiicaeo.  Ill            

20 

22 

Cincinnati 

21 

23 

Hotroit.  Mich..    .  . 

21.4 

23.4 

Furl  Won h.  Tex. 

18 

21 

Indianapolis,  Ind. 

.     20  8 

22  8 

Jackiionvillp.  Fla. 

19 

21 

Kansaj^  City.  Mo. 

17  5 

19  5 

Loui-sville.  Ky.    . 

20 

22 

Mcrnphii,  T<-nn. 

18 

20 

Milwauke*-.  Vt'ig. 

.      20  6 

23  6 

M. .bile,  Ala 

18 

20 

N-wark.NJ. 

2? 

25 

N*»'w  Haven.  Conn. 

23 

25 

New  Orleans.  La..  . 

18  S 

20.5 

New  York.  N.  Y 

23 

25 

Oklahoma  City,  Okla 

17 

20 

Omaha.  Neb 

20  25 

22  25 

Philadelphia,  Pa 

23 

26 

PittMbiirnh.  P« 

23 

26 

Richmond.  Va 

23 

25 

.St.  I.oui.<<.  Mo 

20  5 

22  5 

St.  Paul.  Minn 

20.7 

22.7 

.Salt  Lake  City,  Utah 

...     22.5 

24  5 

San  Franciseo.  Calif. 

17 

20 

Seattle.  Wa.ih. 

19 

22 

Spok.ine.  Wash, 

22  3 

25.5 

Wa.shin(jton,  D.  C. 

23 

25 

165 

Conditions  in  the  Steel  Industry 
Reviewed 

Since  the  first  of  the  year  the  trend 
of  steel  prices  has  been  steadily  up- 
ward. Purchases  at  today's  prices 
carry  no  definite  promise  regarding 
shipping  date  and  on  some  orders  it  is 
said  that  premiums  have  been  paid  for 
prompt  acceptances  of  contract.  Apropos 
of  the  present  situation  in  the  iron 
and  steel  business,  the  Iron  Trade 
Review  in  a  recent  article  said: 

Cont>"<»tlon    of    the    utifl    situ"    ■     '-     '■- 
crcanliii;  and  Is  r<ll<-<-tfd  by  a  e. 
In   prki«  and  In  dl(t|eiili|.-«  of   ;  ■  i 

miiKe     thtlr    ton!  .     •      .  < 

needs  biUiK  pre 
are    now    beinc    ; 

mills    liblt^    to    furm:li    •  :iil>-    in.n-[i;ii.      .^i  wi.* 

toiinftKe.H  eontlnue  to  bf  nfuned  b«<:ause  the 

denlnd    shipment    Is    not    aasured 

mills  are  bcglnnlne  to  exert  tb'   - 

agnln.it  a  too  rapid  rise  of  the   : 

as    yet    siKns    or    feverl«line"S 

ShortaceH    of    steel    are    k'    ; 

In  check  antl  many  mills. 

Steel  Corporation  subsldlai . 

Ing  with    little   success   to   nuisiy    ir 

open    market  purchases. 


jtrRcr 
I 

i 


Gasoline  Tax  Would  Brinji 
$40,000,000 

Forty  million  dollars  annually  can 
be  raised  for  road  building  and  main- 
tenance by  a  tax  of  1  cent  a  gallon 
on  gasoline,  according  to  a  statement 
made  recently  by  Thomas  H.  Mac- 
Donald,  chief  of  the  Bureau  of  Public 
Roads  of  the  United  States  Department 
of  .Agriculture,  in  urging  a  readjust- 
ment of  sources  of  revenue  so  that  a 
larger  proportion  will  be  paid  by  the 
road  user  and  a  lesser  percentage  from 
State  or  local  taxes.  This  method  of 
raising  funds  has  been  adopted  in 
Arizona,  Arkansas,  Colorado,  Connecti- 
cut, Georgia,  Kentucky,  Louisiana, 
Maryland,  Mississippi,  Montana,  New 
Mexico,  North  Carolina,  Oregon,  Penn- 
sylvania, South  Carolina,  South  Dakota 
and  Washington. 


Tire  Executive  Predicts  Vast 
Bus  Expansion 

That  the  next  five  years  will  see  as 
many  buses  in  operation  as  there  are 
now  automobiles  in  use  in  the  United 
States  is  the  prediction  of  Frank  A. 
Seiberling,  president  of  the  Seiberling 
Rubber  Company,  Akron,  Ohio,  and 
formerly  president  of  the  Goodyear 
Tire  &  Rubber  Company. 

Mr.  Seiberling  is  showing  his  con- 
fidence in  the  future  of  the  industry  in 
seeing  that  his  engineers  are  constantly 
working  out  plans  for  new  bus  tires 
and  his  entire  organization  is  making 
plans  to  pay  more  attention  to  this 
phase  of  the  business  than  ever  before. 

The  development  of  the  "All  Tread" 
tire,  which  was  placed  on  the  market 
several  weeks  ago,  is  just  the  first  step 
in  the  direction  of  specializing  in  bus 
and  truck  tires,  according  to  semi- 
official announcements  by  the  company. 

Mr.  Seiberling  loresaw  the  present 
development  of  the  bus  business  and 
eight  years  ago  prepared  for  it  for  the 
Goodyear  Tire  &  Rubber  Company,  of 
which  he  was  then  president,  by  placing 
experimental  buses  in  operation. 


IGC 


BUS 
TBANSP0RTAT10N 


Vol.2,  No.3 


Rolling  Stock 


Fred  Piper,  Irving,  Kan.,  is  in  the  mar- 
ket  for   a   moclcrii    twelve-passenger   bus. 

Boulevard  Transit  Company,  Sioux  City, 
la.,  has  purchased  two  White  buses.  Model 
.30   chassis. 

British  Columbia  Electric  Railway,  Van- 
couver, B.  C,  has  contracted  for  two  White 
bus  chassis. 

Howard  .\sliell,  Moberly,  Mo.,  has  pur- 
chased a  Packard  bus  for  use  on  tile  Hunts- 
ville-Salisbury    line. 

Jefferson  Highway  Transportation  Com- 
puny,  Minneapolis,  Minn.,  has  purchased  six 
twenty-ija.sseiiger    White    buses. 

E.  J.  Dorey,  White  Bus  L,ine,  Bingliani- 
lon,  N.  Y.,  has  ordered  a  snow  plow  from 
B.    P.    Hawley.    Binghamton. 

Frank  Kern,  Rochester,  Ind.,  plans  the 
purchase  of  an  eighteen-passenger  bus  for 
the  South  Bend-Fort  Wayne  service. 

Gray  Motor  Stage  L-ines,  JanesvUIe, 
Wis.,  has  placed  in  operation  a  new  Fageol 
bus   over   its  Janesville-Watertown   line. 

Smith  Bus  Line,  operating  between 
Aurora.  KIgin  and  Big  Rock,  111.,  has  pur- 
chased nine  thirty-passenger  Selden  buses. 
Uroton  &  Stonington  Railway,  Norwich. 
Conn.,  has  added  to  its  equipment  two 
twenty-nine-passenger  Fageol  buses  of  the 
city    type. 

Milwaukee  Electric  Railway  &  Light 
t'ompany,  Milwaukee,  Wis.,  has  added  two 
Fageol  buses  of  the  Inter -City  model  to 
its  motor  etpiipment. 

Frank  Hungerford,  owner  of  the  AI- 
bany-Slingersland,  N.  Y.,  line,  has  bought 
a  Ill-ton  tractor  and  snow  plow  for  use  in 
keeping   his   line   open. 

l>aytoii,  Hamilton  &  Cincinnati  Rapid 
Transit  Company  contemplates  the  purchase 
of  four  additional  twenty-passenger  buses 
for    its    <Jakley.    Ohio.    line. 

Ultimate  Bus  Company.  Wheeling.  W. 
Va.,  ha.s  ordfrpd  four  new  buses  for  use  in 
Wht^eliitg  and    inter<;ity  routes. 

The  Continental  Coach  Company,  Cam- 
den, N.  J.,  recently  purchased  two  twenty- 
two  passenger  Intercity  model  Fageol  buses. 
The  .School  Department,  New  Bedford, 
.Mass.,  recently  acfpiired  a  thirty-passenger 
bus,  ecitiipp.'d  with  a  Wa>'n«;  body  mounted 
upon   a    Reo   .Speed    Wagon   chassis. 

Cincinnati  Motor  Bus  Company,  ol)erat- 
ing  from  t'iiu-imiati  Ui  .Vorwood,  Ohio,  haa 
replaced  its  six  solid  tirefl  bus._'s  with  a  like 
number   of  pii.Mimati.-   lir'-d   .\^-r   l>uses. 

City  CfHincil,  l.os  Angties.  Calif.,  lias 
awarded  to  tli.'  .Miuiland  Sales  Corpora- 
tion the  contract  foi-  two  buses  to  be  oper- 
ated over  tb.'  Oriflitli  P;irk  municipal  line. 
Butler-Newark  Bus  l-ine.  Inc.,  Newark, 
N.  .J.,  will  iner.'asc  its  .'riiiipinent  by  the 
addition  of  four  twf?ii.\--nine-passenger 
buses,  manufactured  by  the  .Vmerican 
Motor    Truck    Company. 

Tackard  I)e  l.u\e  M<dor  Bus  Company. 
\vliirli  plans  to  iip.ratr  b.twren  <.'hicagt» 
and  .St.  Louis,  annouiic'-s  tlli-  d.-li\'<'r.\'  of 
iwo  I'ackar-d  Ims.-s.  Twt-nty  more  are 
promisi-ti    fdi-    .\j)j-il    1    d.'liver.\-. 

Voangstiiwn  (Ohio)  .Municipal  Railway 
has  contracted  for  eleven  new  buses  for 
operation  on  city  lines.  Tbr  bodii-s  ar. 
consi-ructi'd  b.\-  the  Hendi-r  Comi)an\'  and 
the   chassis   b.\-    iht-    Whit*-    Company. 

Clarence  (.'.    (ioodmun,   Springfield,    .Mass., 

has  purchased  a  Iwent.v-two  i)assenger  bus 
from  the  .Springfield  Motor  Corjioratioii. 
The  bod\-  was  constructed  by  the  Patersoii 
Vehicle  C(inipan,\'  .and  is  motinted  upon  a 
Stewart    chassis. 

Peekskill-Brewsfer  Bus  Line  rec»MUl.\'  in- 
stalled an  Arr  Model  C  motor  bus  for 
operation  over  its  route  between  Peekskill 
and  Brewsti'r.  iV.  Y.  This  operation  is 
owni'd  and  managed  by  Henry  .1.  O'Meara 
of    l.akf    .Mahopac. 

l*uget  Sound  International  Railwa.v  & 
Power  Compan.v.  Everett.  Wash.,  has  pl.aced 
an  order  for  three  additional  F.igeoI  coaches 
of  the  street  car  type,  to  augment  the 
fleet  with  which  it  i.s  gradually  replacing 
it.s  traction  .system. 

Itorilen    Bus   Line,  Inc.,   Decatur,    111.,  has 

contracteil  for  two  twenty-five  passenger 
Garford  buses,  one  of  which  is  now  being 
built  at  the  c.arford  factory.  The  other 
will  be  delivered  in  the  spring  for  use  on 
West   liecatur   routes. 

WasliinKton  Kailwa.v  &  Electric  Com- 
pan.v, Washington.  I).  C,  has  received 
authorization  from  the  Public  t'tilities 
Commission  to  operate  twenty  passenger 
buses,    built    upon    Dodge-Graham    chassis. 


This  roiiipany  lias  purchased  two  new 
Hoover  bodies. 

Detroit  Motor  Bus  Company,  Detroit, 
Mich.,  has  placed  orders  with  the  Fifth  Ave- 
nue Coach  Company,  New  York,  N.  Y..  for 
fifty-si.x  sixty-passenger  double-deck  buses 
and  twenty-four  twenty-nine-passenger  sin- 
gle deckers.  These  buses  will  be  used  in 
city  service. 

C.  W.  Gordon  Company,  dealing  in  in- 
vestment securities  in  several  Pacific  Coast 
cities,  has  purchased  a  specially  built  com- 
bined traveling  private  office  and  club 
coach,  for  use  in  transporting  prospective 
purchasers.  Tliis  vehicle,  which  carries 
thirteen  passengers,  is  built  on  the  Fageol 
chassis. 

I'acific  Electric  Railway  and  Los  Ange- 
les Railway  Companies  have  placed  an  or- 
der with  the  White  Company  for  eighty 
Model  50  chassis.  Bodies  will  be  built  in 
the  Pacific  Railway's  shops.  These  buses 
will  supplement  the  city  and  interurban 
service  furnished  by  the  two  railways  in 
soutlit-rn  California. 

Ohio  &  Kentucky  Transportation  Com- 
pany. Irouton,  Ohio,  has  purchased  one 
White  model  50  chassis  and  one  Denby 
chassis,  both  equipped  with  bodies  built 
by  the  Cynthiana  Carriage  (Company.  Cov- 
ington, Ky.  This  company,  of  whicli  R.  H. 
McGugin,  Ironton,  Ohio,  is  secretary  and 
general  manager,  plans  to  litiy  another  bus 
in   the   near   future. 


Shops  and  Garages 


Puget    S«tuml     International     Railwa.v    an- 

ncjtmees  that  in  future,  bodies  for  buses 
operated  in  Kverett  (W'ash.)  by  the  rail- 
way as  a  part  of  its  motorization  plan, 
will  be  built  in  the  company's  shops  in 
Everett.  The  company  recently  received 
two  new  cha.ssis  from  Oakland  auto  shops, 
for  which  bodies  similar  to  those  now  in 
use  will  bt-  built. 


Business  ISotes 


C.  .1.  Cassese.  formerly  assistant  sales 
manager  and  acting  general  sales  manager 
of  the  Four  Wheel  Drive  Auto  Company, 
was  recently  made  general  sales  manager 
for   that   company. 

J.  J.  Shea  is  the  new  treasurer  of  the 
Firestone  Tire  &  Rubber  Company,  Akron. 
Ohio,  succeeding  J.  G.  Robertson,  who  be- 
comes the  executive  in  charge  of  all  sub- 
sidiary operations  of  the  company. 

President  Myron  E.  Forbes  of  The  Pierce- 
.\rrow  Motor  Car  Company  announces  that 
a  production  .schedule  has  been  adopted  for 
the  year  which  calls  for  a  doubled  output 
'if    Pii'ree-.Xrrow    trucks    during    i;t23. 

The  tieneral  Motors  Corporation  has  ac- 
quired thi'  body  plant  of  the  Milburn 
Wagon  Works  at  Toledo,  Ohio,  for  $2,000.- 
000,  and  it  is  understood  will  use  tht* 
Iiropcrt,\    as   a    new  l)od,\-luiilding   imit. 

O.  -M.  Kdwards  Company,  Inc.,  Syra- 
cuse, N.  Y.,  has  made  Kdward  K.  Chaffee 
a  vice-president  of  the  company.  Mr. 
Chaffei'  has  been  manager  of  the  railroad 
department    for    the    past    twelve    years. 

.\nieriean  F^ngineering  Compan.v,  Phila- 
delphia, I'a..  has  taken  o\'er  the  Standard 
Cratii'  .>i  Hoist  Company  and  the  patent 
anil  manufacturing  rights  to  the  mono-rail 
electric  hoist  formerl,\'  known  as  the 
Standard. 

Globe  Ticket  Compan.v,  Philadelphia^  Pa., 
Inis  oprin-d  ;i  bramdi  faetorv  at  4:i0  ,South 
San  P.Miro  SI  net,  Los  Angeles.  Calif.  C. 
M.  Mac.Mlisler.  formerlv  connected  with 
the  Philadelphia  oflic.',  has  charge  of  the 
Coast     fHctor.\  . 

The  De.lon  lOhM'lric  Corpttratioll,  a  Dela- 
ware eorpoi'ation.  with  general  offices  and 
plant  at  I'onglikeipsie.  N.  Y..  has  leased 
the  PnuKlik.ipsie  iilaiit  of  the  Klectric 
.\uto  I. ill'  Ciimiiany  and  has  purchased  all 
of    its   mai'liiiH-r.N-    and   etpiipment. 

Moie  Cook,  fcirnierl>-  of  the  .Service  Motor 
Truck  c'omiiany.  Waljash.  Ind.  has  acquired 
a  substantial  interi  st  in  IIu-  liusine.'-"s  of  the 
Indiana  Truck  Corporation,  Marion,  Ind.. 
wlier.'  his  work  will  \w  e.'on-^  (Xeeuti\f  and 
managerial  lines. 

.Mutual  Truck  Conipan.>.  Siilli\UM.  Ind.. 
will  begin  soon  to  turn  out  mnloi-  bus 
Imdies  in  addition  to  manufacturing  trucks 
and  truck  bodies.  K.cently  the  company 
took  over  the  machinery  and  business  of 
the  Sullivan  Baler  &  Manufacturing  Com- 
pany. 

.M.  S.  Botlume,  former  secretary  and 
sales    managir    of    C.    Cowles    &    Company, 


New  Haven,  Conn.,  lias  Ijecome  vice-presi- 
dent of  Joseph  N.  Smith  &  Company,  De- 
troit, Mich.,  builders  of  automotive  hard- 
ware. Mr.  Bottume  will  be  in  charge  of 
sales. 

Fred  H.  Chesnut  has  resigned  from  the 
White  Company,  where  he  held  the  posi- 
tion of  transportation  engineer  for  the 
Pacific  Coast  district  with  headquarters  in 
San  Francisco  to  become  vice-president  of 
the  Anderson-Endebroek,  Inc.,  Pacific  Coast 
distributors  of  Trailmobiles. 

William  N.  Shaw,  who  has  been  president 
of  the  Eisemann  Magneto  Corporation, 
Brooklyn,  N.  Y.,  for  the  last  four  years, 
also  vice-president  of  the  New  York  Air 
Brake  Company  since  1916,  has  resigTied 
the  latter  office  in  order  to  devote  his  entire 
time  and  attention  to  the  interests  of  the 
Eisemann  Corporation. 

Standard  Parts  Company  stockholders  at 
a  recent  meeting  held  in  Cleveland,  Ohio, 
drafted  plans  for  a  reorganization  of  the 
company,  which  is  now  in  the  hands  of  a 
receiver.  These  plans  propose  the  forma- 
tion of  a  new  company,  which  would  have 
a  capitalization  of  $2,500,000  of  preferreil 
stock  and  $6,000,000  of  common  stock. 

Rhoda  Body  &  Manufacturing  Company. 
Lima,  Oliio,  has  made  arrangements  for 
the  construction  of  a  new  one-story  all 
steel  structure  to  be  erected  at  a  cost  of 
approximately  $30,000.  Increased  busines.s 
is  given  as  the  reason  for  the  compan.\ 
leaving  its  present  quarters  in  the  Rhoda 
Brothers  building  on  South  Union  Street, 
Lima,    Ohio. 

Kennedy  Engineering  Company,  New 
York,  N.  \.,  has  completed  a  series  of  bus 
designs,  incorporating  the  elements  of  the 
trolley  bus,  semi-tractor  and  self-propelled 
vehicle.  No  arrangements  for  the  taking 
over  of  these  designs  have  yet  been  made. 
W.  P.  Kennedy  is  president  and  Arthur  J 
Slade  vice-president  of  the  company. 

Parker  .Appliance  Company,  Superior  'Via- 
duct and  Vermont  .\ venue,  Cleveland,  Ohio, 
is  in  the  market  for  spindle  automatic- 
-screw  machines  with  a  capacity  for  g-in. 
sfock  to  be  used  in  the  manufacture  of  Die- 
form  tube  couplings.  Several  adjustablt- 
multiple-spindle  drilling  machines  will  alsc) 
be  installed,  also  a  number  of  hand  screw 
machines   principally   of   the   No,    2   size. 

H.  L.  Hurst,  who  has  been  assistant  gen- 
•  ral  manager  of  the  General  Motors  Truck 
Comi>aiiy.  I'ontiac.  Mich.,  has  been  elected 
vice-president  of  the  company.  In  his  new 
position  Mr.  Hurst  will  be  the  second  of- 
ficer in  charge  at  the  factory,  while  O.  E 
.Stoll,  manager  of  the  New  York  branch 
and  a  viei--presitlent  of  the  company,  will 
continui-  in  chargi-  of  the  Eastern  territory. 

The  Curtain  Suppl.v  Company  has  moved 
mto  its  new  qtiarti-rs  at  Elkhart,  Ind.. 
w-here  a  modern  one-story  concrete  and 
steel  building  has  been  erected.  The  gen- 
eral offices  of  the  company  will  be  in  Elk- 
hart, where  T.  W.  Holt,  general  manager, 
will  have  charge.  .\  Chicago  office  will 
be  maintained  to  look  after  remittances 
and  financial  correspondence.  The  general 
correspondence  and  orders  will  be  handled 
at  the    Elkhart   offices. 

The      Macear     Compan.v,     Scranton,     Pa., 

nutnufai-tui-.-r  of  motor  trucks,  announces 
that  H.  C.  II.  Rupp  has  been  elected  presi- 
dent of  tilt-  eotti)>any  to  succeed  A.  B.  War- 
man,  who  becomes  chairman  of  the  board 
of  directors;  also  that  W.  1  >.  Woodworth. 
formerly  of  tin-  Packard  Motor  Car  Com- 
pany and  for  many  years  general  manager 
of  the  Wood  Hydraulic  Hoist  &  Body  Com- 
pany, has  been  electeil  vice-president  and 
general  manager  of  the  company,  and  that 
C.  A.  Weymouth  has  been  appointed  di- 
rector of  sales. 

.Vrthur  M.  Luycock,  110  West  Forty- 
Second  Street,  New  York,  N.  Y..  has  been 
;ippointed  New  York  r.-presentative  of  the 
Detroit  Steel  Products  Comp.any,  Detroit. 
Mich.,  and  also  will  re|)resent  the  Wau- 
kesha Motor  Companj-  in  tiie  East.  For 
eleven  years.  Mr.  I.,aycock  served  as  chief 
engineer  for  the  Sheldon  Axle  &  Spring 
Company.  During  the  war  he  was  general 
manager  of  the  Fifth  .Avenue  Coach  Com- 
pany. He  has  also  bi  en  identified  with 
the  London  Omnibus  Company  and  the 
English    Daimler    ("ompany. 

I'ierce  .Vrrow  -Motor  Car  Company  stoCK- 
liolders,  at  a  spei-ial  uieeiing  held  in  Buf- 
faUi.  N.  Y.,  on  Feb.  \:i.  agreed  upon  a  plan 
for  financing  Ihe  company's  floating  debt. 
This  program  was  proposed  by  the  direc- 
tors anil  includes  the  sale  and  i.'ssue  of  $3.- 
500.000  one-year  li  per  cent  secured  notes, 
the  creation  of  an  issue  of  $ti.oo0.000  first 
mortgage  bonds.  $1, 200,000  s  per  cent 
debentures  and  15.750  shares  of  preferred 
stock  and  78.75o  sliares  of  aiUlitional  com- 
mon stock.  Tile  bank  loans  which  are  to 
be  liquidated  unilev  ibis  plan  amount  to 
about     $7.150,0011. 


New  York,  April.  1923 


Maintaining;  Stages  on  a  Largo 
Western  System 


California  Transit  Company  Oper- 
ates 2r)().000  Sta},'e-Miles  per 
Month  Chielly  on  Lonj;  Kuns — 
Makes  Axles.  Hubs.  Whistles, 
Etc..  but  Finds  Tire  Retreadinu 
Ineconomical 

t 

MAINTENANCE  problems  on 
a  Western  stage  system  are 
widely  diversified,  but  they 
always  call  for  a  goodly  share  of 
origrinality  because  the  man  in  charge 
will  have  to  design  and  manufacture 
to  meet  special  requirements,  and  in 
emergencies  he  must  find  his  way  out 
of  difficulties  without  the  aid  of  con- 
sultation with  factory  experts.  The 
California  Transit  Company,  operat- 
ing in  central  California,  is  no  excep- 
tion to  this  rule.  With  seventy  to 
ninety  cars  operating  an  average  of 
2.50,000  car-miles  per  month  over  all 
kinds  and  conditions  of  roads  it  is 
one  of  the  largest,  if  not  the  largest, 
Western  system  operating  stages  as 
distinct  from  buses.  Cars  of  this 
company  have  wheelbases  up  to  236 
in.  and  carry  fourteen  to  twenty- 
seven  passengers  in  seats  entered  by 
side  doors. 

The  system  includes  the  network 
of  routes  covered  by  some  sixteen  in- 
dependent lines  which  were  consoli- 
dated in  1921  by  Wallace  E.  Travis  to 
form  the  California  Transit  Com- 
pany. At  that  time  all  old  rolling 
stock  was  sold  and  the  system  was 
standardized  on  White  chassis,  a 
well-equipped  maintenance  shop  was 
built  and  an  efficient  organization 
was  developed  along  the  substantial 
line  for  which  Mr.  Travis  has  a  repu- 
tation extending  back  into  the  days 
of  the  horse-drawn  stagecoach. 

The  maintenance  department  head- 
quarters in  Oakland  is  a  one-story 
concrete  structure  with  15,000  sq.ft. 
of  floor  space  divided  into  office,  stock 
room,  tire  department,  electrical  and 
carburetor     department,     designing 


■PORTHVIILE 
LEGEND 

r-^  jf  California  Tronsit  Co. 
::nrwdiiig  bus  route) 

ToLosAngetei.SonDego     "J  BAKERSnElD 
and  nay  statiom  •  "^i 


Route    map   of   the   Califortiia 
Transit  Compani) 

room  and  the  main  "shop,"  in  which 
space  is  set  aside  and  equipped  for 
machine  work,  dismantling,  over- 
hauling, painting,  storage,  etc.  The 
shop  is  in  charge  of  A.  T.  Shere, 
superintendent  of  maintenance. 

Cars  are  maintained  on  the  unit 
system;  that  is,  motor,  clutch,  trans- 
mission, rear  end,  brakes,  etc.,  are 
each  considered  separate  units.  Re- 
pairs are  seldom  made  on  units  in 
service;  when  a  car  comes  in  with 
some  unit  needing  attention  an  ex- 
pert, who  works  on  one  or  more  of 
these  units  exclusively,  tests  it,  and 
if  adjustment  cannot  be  made  quickly 
the  unit  is  removed  bodily  and  an- 
other substituted.  A  new  differen- 
tial or  transmission,  for  example,  can 
be  substituted  in  three  hours.  Of 
the  cars  owned  by  this  company  75 
per  cent  are  u.sed  in  service  con- 
stantly and  about  25  per  cent  are 
snares  except  in  summer,  when  the 
travel  reaches  its  peak.  The  summer 
schedules  call  for  an  average  of  5,000 
miles  per  month  per  car. 

Five  extra  motors  complete  are 
kept  on  hand  and  a  motor  change  is 


Indexed  Cards  in  Kach  De- 
partment Record  I'erformance 
Accurately  with  .Minimum  of 
Bookkeepinj;  —  The  Com  pan  y 
.Maintains  a  \\'eekl>  "School"  at 
Noon  for  the  Shop  Men 


ordinarily  made  in  about  eight  hours. 
The.se  extra  units  are  mounted  on 
stand^s  supported  on  castors  so  they 
can  be  quickly  moved  under  the  over- 
head rail.  The  rail  carriage  has  a 
chain  block,  with  which  one  man  can 
lift  the  motor  and  deliver  it  to  place 
in  a  chassis.  When  the  inspectors 
order  a  motor  out  of  service  for  over- 
haul it  is  lifted  out  of  the  chassis 
by  one  man  with  the  aid  of  a  crane 
and  taken  to  the  wash  rack,  where  it 
is  thoroughly  cleaned.  As  it  is  dis- 
mantled all  parts  are  placed  in  a 
metal-bound  box  4  ft.  square  and  16 
in.  deep.  This  box  is  mounted  on 
castors  and  can  be  rolled  to  the  motor 
department,  where  the  engine  base 
is  placed  in  a  motor  stand  for  as- 
sembly. The  box  is  placed  under  the 
bench  out  of  the  way  and  parts  are 
picked  out  as  needed.  The  number 
of  the  car  from  which  the  motor  is 
taken  is  marked  on  the  box  and  thus 
overhauling  time  is  charged  to  the 
car  which  used  the  motor. 

A  device  for  centering  and  holding 
connecting  rods  while  boring  new 
bearings  has  been  developed  by  Mr. 
Shere  and  is  shown  in  one  of  the 
accompanying  illustrations.  With 
this  machine  four  connecting  rods  are 
bored  and  the  whole  operation,  in- 
cluding scraping  by  hand,  is  finished 
in  six  hours,  an  operation  that  pre- 
viously required  four  days.  The  ma- 
chine cuts  to  within  0.001  in.,  after 
which  the  hand  finish  is  made.  It 
consists  of  a  hea\'>'  frame  for  sup- 
porting the  connecting  rod  fii-mly 
and  with  means  of  accurately  center- 
ing the  upper  bearing.  A  tubular 
.section  at  the  base  contains  a  thread 


168 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.4 


for  a  long  shaft  which  carries  a 
single  cutting  tooth  and  a  hand 
wheel.  The  long  bearing  keeps  the 
shaft  accurately  centered  and  once 
adjusted  the  boring  is  done  quickly. 
Two  men,  experts  especially  trained 
for  this  work,  do  all  motor  overhaul- 
ing required  on  the  entire  fleet.  Re- 
construction on  differential,  trans- 
mission, steering  gear  and  on  pumps 
for  oil  and  water  is  all  done  by  an- 
other man  who  works  in  the  same  de- 
partment. On  many  of  the  minor 
operations,  because  of  the  exigencies 
and  heavy  duty  required  in  stage 
service,  the  policy  is  to  renew  rather 
than  to  repair  where  the  new  part 
will  cost  but  little  more.  Before  in- 
stalling a  new  motor  it  is  operated 


cially  heavy  section,  the  diameters  of 
the  old  and  new  axle  at  this  point 
being  \U  and  2 ft  in.  respectively; 
an  idea  of  the  other  dimensions  may 
be  gained  from  the  accompanying 
illustration  and  the  fact  that  the 
new  axle  weighs  24  lb.,  as  against 
18  lb.  for  the  factory  design.  (2) 
The  new  axle  permits  the  use  of 
larger  bearings,  and  (3)  puts  the 
bearings  on  the  axle  itself  instead  of 
on  the  hub.  This  latter  feature  not 
only  gives  space  for  larger  bearings 
and  lari^er  axle  without  exceeding  any 
of  the  housing  limitations,  but  it 
makes  it  possible  to  "pull"  a  rear 
wheel  without  disturbing  axle  and 
bearing. 

In  building  new  chassis  this  com- 


shafts,  for  which  purpose  the  mate- 
rial is  well  suited. 

Bronze  bearings,  bushings  and 
many  other  .=mall  parts  are  also  made 
by  the  company,  the  castings  being 
made  in  local  foundries,  according  to 
specifications,  and  the  machining  and 
finishing  being  done  in  the  company's 
own  shop.  In  many  cases  the  cost  of 
this  method  is  much  lower  than  for 
parts  bought  from  an  Eastern  fac- 
tory. One  part  that  cost  $7  as  de- 
livered from  the  East  is  made  for 
$2.63,  including  20  per  cent  for  over- 
head. Another  item,  on  which  the 
Eastern  factoi-y  quotations  is  $1.14, 
is  made  in  the  shop  for  32  cents. 

All  cars  are  greased  and  oiled  on 
a  mileage  basis.    Each  car  carries  in 


for  eight  hours  on  the  "running-in" 
stand.  This  gives  the  equivalent  of 
several  hundred  miles  of  service  and 
the  motor  is  ready  for  the  road  when 
placed  in  the  chassis. 

Parts  of  Special  Design 

Early  in  the  operations  of  this 
company  it  was  realized  that  heavier 
rear  axles  were  needed.  The  expense 
entailed  by  breaking  a  rear  axle  on 
a  stage  in  service  was  excessive  as 
compared  to  the  cost  of  any  type  of 
axle  that  might  be  designed.  The 
breaking  of  rear  axles  in  service, 
however,  has  now  been  entirely  elim- 
inated by  the  adoption  of  a  new  rear 
axle  design,  heavier  than  anything 
heretofore  used  on  this  system. 

The  design  as  worked  out  by  Mr. 
Shere,  using  hot  rolled,  chrome- 
vanadium,  heat-treated  steel,  can  be 
fitted  in  the  standard  rear  end  with- 
out any  changes  in  housing  or  differ- 
ential. The  points  of  advantage  over 
the  standard  axle  are:  (1)  The  new 
design  is  stronger  in  all  sections  and 
at  the  point  where  breaks  were  found 
to  occur  most  frequently  has  a  spe- 


A  stage  of  the  California  Transit  fleet 

This  latest  addition  to  the  fleet  is  typical 
in  size  and  .style.  Its  new  departures  in- 
clude dual  rear  tires  and  extensive  baggage 
capacity  on   the  roof. 


pany  never  allows  the  drive  shaft  to 
have  an  unsupported  length  greater 
than  5  ft.  On  most  of  the  stages  this 
necessitates  two  drive  shaft  center 
bearings.  The  California  Transit 
Company  has  found  it  economical  to 
manufacture  its  own  bearing  hous- 
ings for  this  purpose  and  in  so  doing 
has  changed  the  design  in  several 
particulars.  For  example,  as  made 
by  the  factory  the  bearing  has  six 
bolts,  four  I  in.  and  two  ]  in.  in 
diameter.  As  built  in  the  Oakland 
shop  all  requirements  are  fulfilled  by 
two  g-in.  bolts. 

The  drive  shafts  also  are  made  up 
in  the  company's  shops  out  of  seam- 
less steel  tubing  bought  in  long 
lengths  and  cut  as  needed.  When 
transmission  and  differential  pinion 
shafts  are  worn  out  in  the  splines 
they  are  not  scrapped,  but  are  put  in 
salvage  and  are  most  often  re- 
machined    into    stub-ends    for    drive 


a  celluloid  pocket,  beside  the  driver's 
seat,  an  oil  and  grease  card,  size  3  x 
10  in.,  on  which  entries  are  made 
under  ten  classifications.  Five  of 
these,  A  to  G  inclusive,  refer  to  vari- 
ous units  of  the  chassis  that  require 
lubrication  at  different  times.  Col- 
umn A,  for  example,  refers  to  all 
parts  that  require  greasing  every  250 
miles,  B  is  for  parts  to  be  greased 
every  500  miles,  column  C  refers  to 
crankcase  oil,  which  is  changed  every 
1,000  miles.  Records  are  made  in 
these  columns  by  the  greasers  as  they 
perform  the  greasing  service  indi- 
cated. Time  clock  I'ecords  made  on 
the  card  itself  show  the  time  the 
greaser  consumed  in  each  o]>eration. 
Other  columns  filled  in  daily  by 
the  driver  give  miles  traveled  during 
the  day  and  gallons  of  gasoline  and 
oil  used.  At  the  end  of  each  month 
the  mileage  per  gallon  is  compared 
with  the  driver's  way  bills  to  check 
any  discrepancies  in  mileages  re- 
ported. This  system,  particularly 
the  plan  of  keeping  the  grease  cards 
in  each  car,  was  worked  out  to  insure 
proper  lubrication  regardless  of  what 


April,1923 


bus 

IRVSSPOHUIION 


1G9 


point  on  the  system  the  cars  were 
stored  Ijetween  runs. 

Brake  lining  has  been  a  costly  item 
in  the  maintenance  bucljret  and  atten- 
tion has  been  concentrated  on  this 
subject.  To  date,  however,  the  ideal 
brake  lininyr  has  not  been  found. 
Some  linings  that  were  very  satis- 
factory in  wet  weather  were  not  jrood 
in  dry  weather.  The  soft  linings 
wear  out  rapidly  and  the  hard  ones 
wear  the  brake  drum;  the  lining  that 
glaze's  does  neither,  but  will  not  stop 
the  car. 

The  search  is  still  being  continued 
in  the  hope  that  the  happy  medium 
will  some  time  be  found.  Meantime, 
two  men  are  assigned  to  brake  work 
constantly  and  when  not  actually  ad- 
justing or  installing  are  kept  em- 
ployed lining  interior  and  exterior 
brake  bands  so  there  will  always  be 
a  supply  on  hand  ready  to  be  put  on. 
Either  of  these  men  can  "puH"  a 
rear  wheel  and  renew  an  inside  brake 
lining  in  about  thirty  minutes.  A 
factor  in  this  short  time  for  the 
operation  is  the  convenient  form  of 
rear  a.xle  already  mentioned  in  this 
article. 

A  sub-maintenance  shop  at  Stock- 
ton, 87  miles  from  Oakland,  and  now 
centrally  located  to  several  routes 
on  the  system,  is  operated  by  about 
twelve  men.  These  men  do  service 
work  and  make  slight  repairs  that 
save  sending  cars  in  to  Oakland  head- 
quarters. The  daily  tire  and  battery 
reports  from  Stockton  and  San  Fran- 
cisco come  in  to  Oakland  head- 
quarters in  the  garage  mail  sack  that 
goes  each  way  twice  a  day  on  the 
stages. 


A  comer  of  the  California  Transit  shop 

-Vt   the   Ifft   two  new  chassis  frames  are  lieiiiK  aM-..-ntM'- 
fur  a  low  lioily  sta»^e  of  new  ili-si^n. 


Two  ser%'ice  cars  are  kept  loaded 
with  a  "dolly"  and  a  few  essential 
spare  parts  ready  for  immediate 
service.  One  is  stationed  at  Oakland 
and  one  at  Stockton. 

Tire  Department 

Samson  cord  tires  are  used  exclu- 
sively on  the  fleet  and  average  10.000 
miles  before  they  are  ordered  out  of 
service;  several  instances  of  continu- 
ous service  for  25.000  miles  are  on 
record.  The  tire  pressures  carried 
are  as  follows : 


'iU'Kh  stantlard 
3'ixa  oversize  . 
3-1x5  fronts  . . . 
a-lx.'i  rears  .  . . 
3Bxe  fronts  . . . 
36x6  rears  ..  . . 


1'jO  lb. 

\0i  lb. 

110  lb. 

110  lb. 

125  lb. 


Tire  presures  are  tested  by  the 
inspectors  on  each  wheel  and  spares 
as  the  car  comes  in  from  a  run,  and 
if  there  is  indication  that  the  driver 
has  been  careless  he  receives  a 
"notice  of  tire  abuse,"  after  which  he 
must  get  a  clearance  from  the  oper- 
ating department  before  he  is  again 
permitted  to  take  out  a  stage. 


T 

1 

1      — 

1 
L 

';^T^» 

.       H 

<          fm 

J  ,   mr-    Tm^mIm 

W^^    V 

A  r 

"^ 

• 

■■■■r 

1 

Box  for  parts  used  in  dismantling 

For  motor  parts  a  box  without  partitions  is  used.  Transmission 
and  rear-end  boxes  are  partitioned  as  in  this  illustration.  The  corners 
are  protected  with  Iron  and  the  boxes  mounted  on  castors. 


Device  for  speeding  up  rcboring  of  connecting  rods 

.Vote  the  capstan  headed  set  screws  for  centering,  both 
above  and  below.  Borini;  is  done  by  the  one  tooth  to  be 
seen  on  top  of  the  horizontal  shaft. 


170 

Tire  abuse  consists  in  running 
with  tire  flat,  loose  on  wheel,  out  of 
line  or  with  more  than  one  tire  below 
pressure,  indicating  that  pressures 
have  not  been  tested.  In  "notices  of 
abuse"  covering  under-inflation  the 
air  pressure  for  all  four  wheels  and 
the  two  spares  is  entered  on  the 
notice.  This  impresses  the  driver 
with  the  close  check  kept  on  the 
equipment  with  which  he  is  intrusted 
and  tends  to  make  him  careful. 

When  a  new  tire  comes  into  the 
stock  room  it  is  branded  with  a 
serial   number   and   is   listed   on   the 


BUS 

TMNSPORTATION 

ket  were  too  expensive  and  several 
makes  that  were  tried  literally  shook 
to  pieces  or  required  frequent  ad- 
justment. 

The  whistle  finally  adopted  was 
invented  by  Mr.  Shere  and  built  in 
the  company's  shops.  It  is  a  three- 
tone  whistle,  costing  less  than  34 
complete,  which  gives  a  clear,  loud 
tone  and  on  which  maintenance  cost 
is  said  to  be  negligible.  Because  all 
the  whistles  sound  alike  the  cars  of 
the  system  have  come  to  be  known 
by  the  whistle. 

The   chief   feature   of   the   design 


S?f»^ 


Side  view  of  the  maintenance  shop  in  Oaklcoid 


master  card  index.  Each  driver 
turns  in  a  daily  report  showing  what 
tires,  if  any,  were  changed  on  the 
road,  or  were  taken  from  or  delivered 
to  other  stages  or  tire  depots.  Eight 
tire  depots  distributed  over  the  sys- 
tem carry  spare  tires  to  which  the 
drivers  have  access.  These  depots 
make  daily  reports  to  the  main  oflSce 
and  thus  give  a  means  of  checking 
that  would  show  any  error  or  false 
entry.  With  the  simple  forms  used 
the  tiro  department  records,  kept  by 
one  man  who  has  charge  of  the  de- 
partment, show  a  monthly  mileage 
total  for  each  tire.  Thus  without  the 
overhead  entailed  by  a  bookkeeping 
system  the  records  show  which  runs 
the  mileage  was  made  on  and  give 
a  close  check  on  tire  .service. 

When  the  tread  of  tire  casings  is 
worn  down  to  the  breaker  strip  they 
are  taken  out  of  service  and  sold  for 
junk.  Retreading  has  not  been  found 
economical  and  has  been  discontinued. 
Inner  tubes,  however,  are  repaired  as 
long  as  the  rubber  of  the  tube  shows 
life.  Repaired  tubes  are  never  put 
in  new  casings. 

Developing  a  Whistle 

Considerable  experimenting  was 
required  to  develop  a  warning  signal 
suitable  for  stage  service  and  which 
would  not  require  excessive  main- 
tenance.   Some  of  those  on  the  mar- 


developed  is  a  combination  heater  and 
whistle  valve  consisting  of  a  single 
ca.sting  through  which  there  is  a 
square  passageway,  lix2  in.  in  cross 
section.  The  square  passageway 
simplifies  manufacture  and  makes  it 
easy  to  fit  with  a  rectangular  vane. 
The  casting  weighs  5  lb.,  the  metal 
being  i  in.  thick,  with  two  longitu- 
dinal ribs  on  the  bottom  to  give  it 
strength. 

The  two  valves  are  placed  in  tan- 


Thc  old  and  the  ttcw  rear  axle 

]jarger  axle,  rte.>iigned  and  built  by  Cali- 
fornia Transit  Company,  has  eliminated 
rear  axle  breakage.  It  weighs  24  lb,,  as 
compared  to  18  lb,  standard  design. 


dem  with  the  whistle  valve  ahead  of 
the  heater.  Standard  pipe  floor 
flanges  are  bolted  to  front  and  rear 
ends  of  the  casting  so  it  can  be  in- 
serted in  the  exhaust  line  and  simi- 
lar standard  fittings  are  used  on  two 
apertures  in  the  top  of  the  casting 
by  which  the  heater  and  the  whistle 
pipes  respectively  are  attached. 

The  same  type  of  valve  is  used 
for  both  cutouts  and  consists  of  a 
l';.x3-in.  vane,  at  one  end  of  which 
is  welded  an  operating   shaft.     The 


Vol.2,  No.4 

shaft  is  placed  in  a  groove  on  top 
of  the  casting  and  the  vane  may 
thus  be  swung  down  into  the  rectan- 
gular passageway.  When  the  front 
end  of  the  vane  is  tilted  down  the 
exhaust  is  diverted  into  the  whistle 
pipe.  The  whistle  proper,  which  is 
mounted  on  the  valve  casting,  con- 
sists of  three  pieces  of  1-in.  steel 
tubing  of  different  lengths  welded 
together.  With  this  arrangement,  to 
remove  a  cutout  valve,  it  is  only 
necessary  to  take  off  the  four  bolts 
that  fasten  the  pipe  flange,  after 
which  the  vane  and  shaft  can  be  re- 
moved. However,  the  construction 
and  operation  are  so  simple  that  re- 
placement is  rarely  required. 

The  heater  is  also  built  in  the  shop 
and  consists  of  12  ft.  of  seamless 
steel  tubing,  of  which  6  ft.  is  in  the 
forward  compartment  and  6  ft.  in 
the  rear  or  smoking  compartment. 
In  both  compartments  the  heating 
element  is  a  "coil"  of  the  tubing 
placed  under  a  seat.  Standard  pipe 
and  fittings  complete  the  circuit  be- 
tween the  heaters  and  the  exhaust 
line. 

Battery  Maintenance 

Batteries  are  assembled  at  the  Oak- 
land shop,  branded  with  "C.T."  and 
a  serial  number  which  identifies  the 
battery  for  record  purposes.  Only 
one  man  is  assigned  to  the  electrical 
department,  and  here,  as  in  all  other 
departments,  records  are  kept  in  card 
form  showing  the  service  and  main- 
tenance history  of  each  piece  of 
equipment. 

Battery  records  are  kept  on  3x10- 
in.  cards  ruled  in  four  columns.  One 
of  these  cards  is  made  out  for  each 
battery  as  it  is  put  in  service  and 
the  four  columns  then  show  succes- 
sively the  numbers  of  the  stage  to 
which  a  battery  was  assigned,  the 
date  on  which  it  left  the  shop,  the 
driver  who  took  it  out  and  the  date 
on  which  it  came  back.  If  any  re- 
pairs are  made  the  date  and  cost  are 
entered  on  a  space  at  the  top  of  the 
card. 

The  battery  man  goes  through  his 
card  index  every  three  days  and 
checks  the  drivers  who  have  batteries 
on  the  cars  not  equipped  with  gener- 
ators. The  driver  of  such  a  car  is 
responsible  for  bringing  his  battery 
in  for  recharge  every  three  days,  and 
if  he  fails  to  do  so  the  check  of  the 
battery  records  brings  him  notice  of 
his  delin(iuency.  Batteries  on  cars 
with  generators  are  tested  by  the 
battery  man  twice  a  month. 

The  electric  department  has  a 
mercury    arc    rectifier    magnet    for 


Apiil,1923 


BUS 

TIUNSPORTATION 


171 


battery  charging  and  all  necessary 
tools  for  maintenancf  on  generators, 
starters  and  other  electrical  equip- 
ment. Extra  cars  and  those  on  cer- 
tain runs  carry  only  batteries.  Cars 
on  through  run.s  and  those  constantly 
in  service  use  generators  arranged 
to  charge  the  batteries.  The  new- 
model  Ford  generator  has  been 
adopted  as  standard  for  the  fleet. 

Stock  Room 

The  stock  room  in  the  Oakland 
shop  usually  has  on  hand  material 
and  tools  that  total  in  value  about 
$30,000.  The  window  to  which  work- 
men come  for  tools  has  a  central  lo- 
cation and  the  items  in  demand  most 
frequently  are  placed  nearest  the 
window.  The  usual  bin  system  of 
storage  is  used  with  tiers  back  to 
back  and  an  aisle  is  left  along  the 
far  wall  where  lengths  of  wire, 
tubing,  etc..  can  be  conveniently 
measured  off. 

Tools  are  taken  from  the  stock 
room  in  exchange*  for  brass  tags,  of 
which  five  are  issued  to  each  work- 
man on  employment.  These  tags  all 
have  to  be  turned  in  before  a  man 
receive.?  his  final  pay  on  leaving  the 
company. 

All  tools  are  listed  on  a  board  just 
inside  the  stock  room  window,  the 
name  of  each  tool  being  written  on  a 
metal-rimmed  cardboard  tag,  tacked 
on  the  board  and  then  shellacked. 
Beneath  each  li.sted  item  is  a  nail  on 
which  the  brass  tag  of  the  workman 
is  hung  when  the  tool  is  delivered  to 
him.  No  record  of  date  of  delivery 
is  made,  but  if  tags  remain  on  the 
board  more  than  one  day  the  stock 
room  attendant  makes  inquiry  about 
them.  An  unusual  number  of  special 
tools  are  to  be  found  in  the  .stock 
room.  A  new  tool  is  made  as  often 
as  a  workman  can  show  that  an 
operation,  often  repeated  in  the 
process  of  maintenance,  can  be 
speeded  up  by  a  tool  specially  adapted 
to  the  purpose. 

Painting  car  bodies  by  the  air 
brush  system  has  recently  been 
adopted  by  this  company,  but  there 
has  not  yet  been  time  to  observe 
wearing  qualities  of  the  paint  so 
applied.  However,  as  a  time  saver 
and  in  reducing  the  time  that  stages 
must  be  out  of  sers-ice,  the  method 
has  much  in  its  favor.  These  ad- 
vantages are  not  only  becau.se  it  is 
applied  so  quickly,  but  because  it 
dries  so  rapidly  that  all  three  coats 
usually  used  can  be  applied  within 
an  eight-hour  period.  Even  the  num- 
bers and  other  special  work  are  done 
with  a  spray  through  stencils. 


The  importance  of  keeping  skilled 
labor  happy  has  not  txjen  overlooked. 
Where  the  highest  union  wage  scale 
is  74  cents  per  hour,  the  men  in  this 
shop  are  paid  80  cents  per  hour.  The 
work  is  so  laid  out  that  while  every 
one  is  kept  bu.sy  the  work  is  not 
rushed  beyond  the  point  where  rea- 
.sonable  time  is  allowed.  About  thirty 
men  on  day  shift  and  five  men  at 
night  (greasing  and  .service)  do  all 
the  major  maintenance  and  service 
work  of  the  fleet.  The  labor  turn- 
over is  extremely  low;  it  is  seldom 
that  a  man  leaves  the  company's 
employ  of  his  own  accord. 

Employees'  School 

A  feature  of  relationship  with  em- 
ployees is  the  once-a-week  school. 
This  is  held  in  the  designing  room  at 
one  corner  of  the  shop  from  12:45 
to  1 :30  p.m.,  thus  taking  fifteen  min- 
utes of  the  men's  time  and  thirty 
minutes  of  the  employer's  time. 
Every  one,  from  the  office  men  to 
greasers,  attends  these  lectures. 

Most  of  this  forty-five  minute 
period  is  devoted  to  a  talk  by  the 
superintendent  illustrated  with  black- 
board sketches;  time  is  always 
afforded  for  questions  and  answers. 
Often  the  leader  will  refer  a  ques- 
tion to  one  of  the  men  to  answer  or 
may  question  them  on  the  subject 
covered  at  the  previous  meeting. 
Each  period  is  confined  to  one  sub- 
ject; some  of  those  covered  are  bear- 
ings, steering  gear,  clutch,  brake 
adjustments,  shop  efficiency,  etc. 

The  entire  shop  force  is  organized 
as  a  fire-fighting  crew,  made  up  of 
squads  of  four  men  each.  Each  squad 
is  assigned  to  a  portable  extin- 
guisher, conveniently  placed,  and 
when  the  alarm  sounds  the  man  who 
reaches  the  extinguisher  first  takes 
it  in  charge.  The  alarm  is  a  siren 
on  the  compressed  air  reservoir  and 
is  never  used  except  for  fire  or  fire 
drill.  The  shop  is  divided  into  three 
bays  and  the  siren  is  made  to  give 
one,  two  or  three  blasts  to  indicate 
in  which  bay  the  fire  has  been  dis- 
covered. 

Fire  drills  are  held  every  few 
weeks  and  there  is  much  rivalry  in 
each  squad  to  see  who  can  first  report 
to  the  "fire  chief"  with  the  extin- 
guisher assigned  to  his  squad.  Fire 
drills  show  that  ordinarily  at  least 
a  dozen  men  equipped  to  fight  fire 
will  be  on  the  scene  in  less  than  ten 
seconds  after  the  alarm  sounds.  It 
is  the  duty  of  the  stock  room  attend- 
ant to  ring  in  an  alarm  to  the  city 
fire  department  and  of  the  office  staff 
to    telephone    the    fire    department 


whenever  the  siren  sounds,  unless 
previously  advised  by  the  foreman 
that  a  fire  drill  is  to  be  held. 

New  drivers  are  employed  by  the 
operating  department  after  being  ex- 
amined as  to  character,  personality, 
credentials,  etc.,  but  are  subject  to 
an  examination  by  the  maintenance 
department  before  being  authorized 
to  take  out  a  stage.  This  consists 
of  a  thorough  road  and  driving  test 
in  hanilling  a  car  in  traffic  and  as  to 
adju.stments,  etc. 

Each  driver  is  assigned  to  a  car 
and  so  far  as  possible  is  kept  on  the 
.same  car  continually.  Except  in 
emergencies,  a  driver  is  forbidden  to 
make  any  changes  or  adjustments 
on  the  road.  On  coming  in  from  a 
run  a  "driver's  trouble  report,"  made 
out  in  triplicate,  is  always  required 
of  each  driver  to  show  the  condition 
of  the  car.  Before  a  car  goes  out  on 
a  run  driver  and  inspector  both  sign 
a  "garage  clearance"  stating  that 
they  have  tested  and  found  sers'ice- 
able  steering  gears,  motor,  brakes, 
lights  and  speedometer. 

Cost  Records 

From  the  data  kept  on  cards  in 
the  several  departments  a  monthly 
"dope  sheet"  is  made  up  giving  cost 
of  operations  under  nineteen  classi- 
fications and  figuring  the  cost  per  car 
mile  to  the  fifth  decimal  place  on  each 
item  and  al.so  on  totals.  The  nine- 
teen classifications  are  as  follows. 

Front  axle  Wheels  IioiiUon 

Radiator  Frame  Ijn^.-    uuns 

M(  tor  Prakes  '  ■' 

.Steering  gear  .Springs  I  ic* 

Ciulch  Bod)  «' airs 

Tiansmi.ssion  Tup 

Rear  axl.;  Lighting 

From  this  monthly  sheet  the  cause 
of  any  excessive  maintenance  cost  is 
at  once  apparent.  Companion  sheets 
give  a  more  detailed  analysis  of 
each  classification.  It  is  interesting 
to  note  that  of  these  items  the  most 
costly  is  motors,  the  second  is  bodies 
and  the  third  is  brakes. 


Newly  Discovered  Motor 
Fuel  Imperviou.s  to  Cold 

PRESS  reports  from  Alberta,  Can- 
ada, state  that  Prof.  Charles  A. 
Robb  of  the  University  of  Alberta 
has  concocted  a  motor  fuel  in  which 
ether  is  used  and  which  enabled  him 
to  start  within  seven  minutes  a 
Liberty  12  400-hp.  motor  that  wa.s 
left  out  all  night  in  a  temperature 
below  freezing.  The  motorized  ap- 
paratus was  thoroughly  frozen.  It  is 
said  that  the  Hudson  Bay  Company 
will  use  the  new  liquid  for  airplanes 
and  trucks. 


172 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


Ready  to  start.    McNear  body,  White  Model  iU  chassis  nncd  by  Marsters  Touring  Ayency 


Buses  at  the  Boston 
Auto  Show 


NEW  ENGLAND'S  growing  in- 
terest in  passenger  transporta- 
tion by  means  of  the  motor  bus  was 
indicated  by  the  exhibits  at  the 
Boston  Automobile  Show,  Mechanics 
Building,  Boston,  Mass.,  during  the 
week  of  March  12  to  17.  Six  makes 
of  motor  buses  were  viewed  by 
bus  operators,  present  and  prospec- 
tive, and  they  also  attracted  much 
interest  among  the  many  other  visi- 
tors to  the  show.  Representing  prob- 
ably the  last  word  in  luxurious 
accommodation,  the  "Mohawk  III" 
attracted  unusual  attention.  This  is 
the  third  of  its  kind  built  for  George 
H.  Marsters,  Inc.,  a  touring  agency 
of  Boston,  and  used  in  summer 
tourist  business  in  New  England,  and 
in  Florida  during  the  winter  season. 
A  thirty-pas.senger  Model  51-D 
was    shown    by    the   Garford    Truck 


Company  with  a  body  built  by  the 
Essex  Body  Company  of  Lynn,  Mass. 
This  model  has  a  special  underslung 
chassis,  with  an  especially  wide  front, 
which  it  is  said  eliminates  sidesway. 
This  particular  bus  was  one  of  those 
sold  to  John  Lovell  for  the  Concord, 
Mayward  &  Hudson  Bus  Lines. 

The  Selden-de-Luxe  touring  type 
eighteen-passenger  bus  was  an  inter- 
esting feature  of  the  show.  The 
handsome  body,  finished  in  a  blue  and 
white  color  scheme,  was  built  by  the 
Brown  Body  Corporation,  Cleveland, 
Ohio. 

The  Stewart  Motor  Corporation 
had  on  exhibition  a  3-ton  type  pas- 
senger bus,  with  a  Paterson  Vehicle 
Company   thirty-seat  body. 

In  the  exhibit  of  the  International 
Motor  Company  a  Mack  AB  type 
bus   was   shown,   featuring  patented 


At  Miami,  Florida,  showing  the  Marsters  touring  bus  on  winter  duty 


rubber  "shock  insulators"  and  the 
Mack  one-piece  dual  reduction  axle. 
It  is  claimed  that  by  the  use  of  these 
special  shock  insulators  riding  qual- 
ities are  so  improved  that  solid  tires 
with  their  resulting  economy  can  be 
used  and  still  provide  passenger  com- 
fort equal  to  pneumatics.  This  Mack 
bus  was  the  second  of  its  kind  which 
has  been  sold  to  the  Boston  Elevated 
Railway. 

It  was  reported  that  the  Ultimate 
bus  shown  by  the  Vreeland  Motor 
Company  had  been  sold  to  the  Nor- 
folk &  Bristol  Bus  Company  of 
Foxboro,  Mass.  It  was  a  twenty- 
five-passenger  job,  with  a  body  built 
by  the  Burstein  Body  Works,  New- 
ark, N.  J. 

The  "Mohawk"  buses  consist  of 
a  unique  limousine  type  body,  built 
by  George  W.  McNear,  Brookline, 
Mass.  So  far,  three  of  these  touring 
limousines  have  been  delivered,  and 
it  is  said  that  the  Marsters  Touring 
Agency  is  considering  the  purchase 
of  two  more.  The  body  is  of  entirely 
original  design  and  patents  covering 
many  of  its  features  have  been  ap- 
plied for. 

The  chassis  of  the  Mohawk  is  the 
standard  White  Model  50,  with  minor 
alterations  made  by  the  body  builder. 
It  is  pneumatic-tired  throughout, 
with  Miller  cord  tires  36x6,  dual  in 
the  rear.  The  lines  of  the  top  of  the 
radiator  were  slightly  altered  to  con- 
form to  the  hood  design  and  the  gaso- 
line tank  was  shifted  to  a  position 
under  the  driver's  seat.  Rolls-Royce 
type  lamps  were  used  for  headlights 
and  cowl  lights. 

In  the  body  design  Mr.  McNear 
has  gone  the  limit  in  providing  Pull- 
man-like accommodations  and  luxury 
for  passengers.  The  frame  itself  is 
of  Western  ash,  such  as  is  used  for 
the  highest  class  limousine  work,  and 
is   covered   with    14-gage   sheet   alu- 


April,1923 

minum.  The  exterior  fini-sh  is 
polished  black  enamel.  There  are 
full-width  cross-seats  for  eit'hteen 
passengers  and  the  driver.  These 
are  arranged  in  five  sections,  four 
passengers  to  a  section,  with  side 
doors  for  each  section  opening  on 
either  side  of  the  body.  Probably  the 
most  unique  feature  is  the  provision 
of  a  baggage  compartment  to  hold 
twenty-five  .suitcases,  entirely  sepa- 
rated from  the  passengers  and  placed 
in  the  extreme  rear  of  the  body;  this 
fills  the  entire  space  where  the  sides 
curve  into  the  rear,  yet  is  so  cleverly 
designed  that  it  is  not  apparent  from 
the  outside  that  any  space  has  been 
used  for  this  purpose.  The  com- 
partment door  opens  out  to  the  rear 
and  is  automatically  locked  while 
the  car  is  in  service,  so  that  it  cannot 
be  robbed.  This  permits  the  carry- 
ing of  ordinary  travelers'  hand  bag- 
gage without  filling  up  the  passenger 
compartment  to  the  discomfort  of 
passengers  who  are  riding  largely 
for  pleasure.  However,  there  is  also 
room  under  the  seats  for  additional 
suitcases  should  it  be  required. 

All  seats  are  hair-cushioned  and 
covered  with  the  finest  grade  hand- 
buffed  leather.  The  cushions  are  very 
deep-seated,  providing  maximum 
comfort.  Deep  recesses  are  left 
under  the  backs  of  each  seat,  so  pas- 
sengers can  extend  their  legs  practi- 
cally full  length.  At  the  backs  of 
seats  are  pockets  for  canes  and  um- 
brellas, and  also  coat  rails.  Heavy 
plate-glass  drop-sash  are  used  and  the 
window  sash  is  so  arranged  that  a 
plate  of  glass  can  be  changed  in  five 
minutes  in  case  of  breakage  on  the 
road.  Heavy  linen  curtains  protect 
the  passengers  from  the  heat  of  the 
sun's  rays.  Solid  mahogany  wood- 
work is  used  throughout  the  interior 
and  plate  glass  mirrors  at  the  end 
of  each  seat  on  the  main  window  post. 
The  floors   are  carpeted. 

This  summer  the  Marsters  Touring 
Agency  will  operate  one  "Mohawk" 
bus  on  a  regular  route  between  Bos- 
ton and  New  York,  via  Providence. 
Narragansett  Pier  and  New  Haven, 
with  an  alternate  route  over  the 
Mohawk  Trail,  via  Greenfield,  Wil- 
liamstown,  Albany  and  the  Hudson 
River.  Another  touring  limousine 
of  the  "Mohawk"  type  will  operate 
between  Boston  and  Montreal,  and  a 
third  between  Boston  and  Niagara 
Falls.  In  the  winter  all  three  buses 
are  used  in  Florida.  The  touring 
agency  was  on  the  job  at  the  show 
and  dii^tributed  a  leaflet,  "Motoring 
in  the  Mohawk,"  at  the  exhibit  of 
Mohawk  III. 


BUS 

lR\NSHUHr\IX>l 


173 


liiis  Data  from  Pro>  idriice 

This  .Article  Contains  (  omprehen.sive  Data  Kegarding  the  Operation  of 
Buses  bv  the  Lnited  Electric  Railways 


^pHE  United  Electric  Railways, 
X  Providence.  R.  I.,  inaugurated 
bus  operation  la.st  July  on  four  lines, 
adding  a  fifth  in  October.  The  com- 
pany operates  all  electric  railway 
lines  in  Providence,  a  city  of  nearly 
240.000  population,  and  in  a  score 
of  neighboring  cities  and  towns.  It 
installed  bus  service  as  supplemen- 
tary to  the  rail  lines  and  at  present 
has  a  fleet  of  seventeen  buses.  Else- 
where in  this  issue  is  a  description 
of  a  fifty-bus  garage  which  the  com- 
pany now  has  under  construction. 

Following  is  a  complete  summary 
of  the  characteri.-^tics  of  the  several 
lines: 

PA.WTUXET-LAKEWOOD  BUS  LINE 

Length  in  miles 1-10 

Fare 6  cents 

Number  of  buses  assigned 1 

Headway 30  minutes 

Transfers Not  issued 

For  a  number  of  years  previous  to 
1922,  the  Pa\vtuxet-Lakewood  line  was 

Table   I— Bus   Operating  Data— United 
Electric  Railways,  Providence,  R.  L 

Averaise 

Total 

Opt-ratinR 

ExpensPM 

Por 

Receipts    Bua-Mile 

Per         InrludiPK 


1922 
Twenty- 
nine 
Davs  of 
.luly 


August 


Bux-Mile 

Lines  (Cents) 

l*!iWtuxpl-I.akewood  8.99 
Pa  wtuxet- Warwick 

nown-s  19.11 
Providence-Oakland 

Beach.    .  30.10 

Providence- .Arctic. , .  8.53 

.\vernKc. .  .  19,31 

Pawtuxet-I>akew«*<xl  9.34 
Pawtuxet-Warwick 

Downs 21.87 

Pro\-idence-0»kland 

Bench 32.03 

Providcnce-.Arctic. . .  M  09 


Taxe.-.' 
(Cents  I 


.Aveniite.  .  . 
September    Pawtuxet-I-akewood 
Pawtuxet-Warwick 

Downs 

Providence-Oakland 

Beach 

Providence- Arctic . . . 

Average. . . 

October         Pawtuxct-Lskcwood 
Pa  wtuxel- Warwick 

Downs    .     .         ... 
Providence-^.)akland 

Beach 

Providence-.\rctic. . . 
Olneyville-Eddy  St. 

.\veraKe. .  . 
November    Pawtuxet-Lakewood 
Pawtuxet-Warwick 

Downs 

ProvidenceOakland 

Beach 

Providence- Arctic. . . 
01ne>-i-ille-Eddy   St. 

Average. 
December     Pawtuxet-Idikewood 
Pawtuxet-Warwick 

Downs 

Providence-Oakland 

Beach 

Providence- .\rctie. . . 
01ney\-ille-Eddy    St. 


16  33 

24  66 
18.32 

21.05 
9.21 

7  94 

20  9} 

21  14 
18.80 

20  34 
8.14 

6.31 

20  30 
24.25 
24.25 

21.94 
8.80 

6.71 

20.65 

25  34 
27  94 


Average. . .     23 .  02 


20.18 


21.75 


25  32 


26  58 


22.98 


•Operatinir  expenses  cannot  be  se^reyated  by  lines. 


operated  by  twu-man  trolley  cars.  For 
a  part  of  11(22,  it  was  operatetl  with 
u  one-man  trolley  car.  It  was  never 
a  paying  line,  but  was  operated  for 
the  eonveiiii-nce  of  people  residing  in 
Lakewood  who  desired  to  go  to  Paw- 
tuxet,  which  i.s  a  community  center. 

The  tracks,  for  a  part  of  this  route, 
were  laid  along  a  state  highway,  and 
the  .State  Board  of  Public  Koadit,  in 
1922.  informed  the  company  that  the 
state  would  re-lay  the  macadam  road. 
This  would  have  necessitated  renewing 
a  portion  of  this  track.  Rather  than 
to  go  to  this  expense,  the  company  took 
off  the  car  .service  and  substituted  a 
thirteen-passenger  bus. 

Pawtifxet-Wakwick  Downs  Bus  Line 

Length  in  miles 1.28 

Fare   6  cents 

Number  of  buses  assigned 

See  note  1  below 

Headway See  note  2  below 

Transfers Not  i.ssued 

Warwick  Downs  is  a  summer  colony 
about  1.',  miles  from  Pawtuxct.  "This 
route  coincides,  for  part  of  the  way, 
with  the  Lakewood  bus  route,  and  (1) 
the  Lakewood  bus  is  used  in  this 
service. 

2.  There  are  not  many  all-year  resi- 
dents, and  only  a  few  trips  morning 
and  night  are  made  in  the  winter. 
All-day  service  is  given  in  the  summer. 

Previous  to  the  inauguration  of  the 
bus  service,  the  people  had  no  trans- 
portation service  whatever,  either  sum- 
mer or  winter,  except  what  was  spas- 
modically afforded  by  jitneys. 

Providence-Oakland  Beach  Bus  Line 

Length  in  miles 1 1.55 

Fare   30  cents 

Number  of  buses  assigrned 4 

Headway 30  minutes 

Transfers    Not  issued 

Four  twenty-four-passenerer  buses 
operate  on  this  line.  The  Providence- 
Oakland  Beach  line  travels  through  a 
number  of  small  summer  resorts  along 
Narragansett  Bay. 

In  the  summer  the  line  is  profitable, 
but  in  the  winter,  although  there  are 
a  considerable  number  of  all-year  resi- 
dents, the  line  is  operated  at  a  loss. 

The  company  has  a  high-speed  trolley 
line  operatinjr  to  Oakland  Beach  over 
a  private  risrht-of-way  for  much  of  the 
distance.  There  are  stations  along  the 
line,  but  the  colonies  are  so  scattered 
that  the  bus  line  is  operated  throueh 
the  winter  for  the  benefit  of  tho.se  who 
live  a  considerable  distance  from  the 
trolley  station :  otherwise,  in  many  in- 
-stances.  a  walk  of  a  mile  or  more  would 
be  necessary  to  reach  the  station. 

Providence- Arctic  Bus  Line 

Lenirth  in  miles 10.45 

fare  30  cents 

Number  of  buses  assigned 4 

Headway .30  minutes 

Transfers Xot  is.sucd 

Arctic  is  a  mill  village  about  lOJ 
miles  from  Providence.  The  United 
Electric  Raihvavs  operates  four  twenty- 
four-passenger  buses  on  this  line. 

There  are  onerating  on  this  route 
nine_  jitneys  of  the  touring-car  type, 
seating  from  seven  to  eleven  persons. 


174 


BUS 

TfV\NSP0RTAT10N 


Vol.2,  No.4 


Table  II— Bus-Mile  Data 


Pawtuxet- 
1922  Lakewood 

July3-3I M38,33 

August •iJrSn 

September I'Vmll 

October ■???  5j 

November 'ici  ci 

December 1,252.51 


Pawtuset- 
Warwick  Downs 
2,560.73 
2,728.97 
2,631.  10 
1,227.72 
1,143.86 
912.27 

Providence- 
Oakland  Beach 
25,228.82 
26,803.80 
26,096.71 
21,452.32 
20,550.73 
21,159.34 

Providence- 
Arctic 
23,783.68 
25,349.52 
23,658.98 
25,338.81 
24.364.59 
25,425.88 

Olneyville- 
Eddy  Street 

2,629.92* 
4,724  48 
4,814  76 

*  Commence!  operation  on  October  15,  1922. 

The  jitneys  do  not  operate  on  schedule 
time    but   leave   when    they   are    filled, 
while    the    United    Electric    Railways 
buses  are  run  on  schedules. 
The  trolley  cars  of  the  United  Electric 

Table  111 — Statement  of  Bus  Operations 
July  3  to  Dec.  31,  1922 

Per 
Bu.<-Mil.- 
Operatinq  Revenues  Total        (Ccnt.si 

lOI-A    Passenger  revenue-bu,s 

operation $68,745.45     21,44 

Total  revenue  from 

transportation....     $68,745  45     21,44 

Opekatino  Expenses 
12--\    Removal  of  snow  and 

ice $585 

24-.\    Buildings,  fixtures  and 

grounds 444    27        0    14 


Total  way  and  struc- 
tures  


$450   12       0   14 


29-A 

3  7- A 

3  8- A 
38-B 
38-C 
38-D 

38-E 

40- A 


Superintending     bus 
equipment 

Shop  expenses,  bus  de- 
partment  

Repairs  to  motor 

Repairs  to  chassis 

Repairs  to  body 

Tire    repairs    and    re- 
newals  

Miscellaneous  bus 
maintenance 

Depreciation  of  buses. 

Total     maintenance 
of  equipment 


$1,903.72       0.59 


87.55 
6,070.95 
3,372.37 
1,358.00 


0.03 
1.89 
1,05 
0  42 


5,632.41        1.76 


1,100  68 
9,184  66 


0.34 
2.87 


$28,710.34       8.95 


bus 


63-A    Superintending 

operation 

78-.\    Operators'  wages 

78-B    Garage  employees 

78-C    Garage  expenses 

78-1)   Gasoline 

78-E    Lubricating     oils    and 

greases 

78-F    Miscellaneous  bus 

transportation 

expenses 

Total  cond.  transpor- 
tation  


80- A 
84-A 

8  5- A 

8  6- A 
89-A 

92-A 

9  3- A 
94-A 
9  5- A 
9&-A 


Advertising  buses 
Salaries  and  expenses  of 

general  office  clerks. . 
General  office  supplies 

and  expenses 

Law  expenses 

Miscellaneous    general 

expenses 

Injuiies  and  damages. . 

Insurance 

Stationery  and  printing 

Store  expense 

Rent  of  c(iuipment. .  .  . 


9.10 


23.75       0.01 


102 

68 

0.03 

589 

31 

0.  19 

161 

80 

0.05 

175 

84 

0.04 

62 

50 

0,02 

735 

.00 

0,23 

Total  traffic  and  gen- 
eral and  miscel- 
laneous       $2,141.30 


0  67 


Total  operating  ex- 
penses     $71,757.25     22-38 

Net  operating  revenue   $8,011.80       0  9^ 


Taxes 

Net  income. 


MlBCELLANEOnS   STATISTICS 

Operating  ratio  ( per  cunt) 

Average  passengor  revenue  per 
day 

Revenue  mileage 

Revenue  pas.sengers  carried .  .  , 

Gallons  gasoliiir  ronsumcd. . .  . 

Miles  per  K^ll""  Ka.-<oline 

Gasoline  cos',  per  mile  per  gal- 
lon (cents) 

Investment — bus  department; 
Motor  buses. 
Elmwood  garagi- 
Miscolluiieous. .  . 


Total $157,534.35 


$156  63 

0  05 

0  99 

104.38 

$377.72 

320,627   00 

848,546.00 

52,568.00 

6.10 

3.80 

$99,258.36 
90,857.92 
18,418.07 

Railways  also  operate  to  Arctic  from 
Providence,  touching  the  bus  route  at 
times  and  then  branching  off  in  other 
directions.  As  the  buses  are  run  ex- 
press with  but  few  stops,  the  trolley 
cars  take  care  of  much  of  the  inter- 
mediate business.  Because  of  this 
jitney  competition,  the  bus  line  is  not 
as  profitable  as  it  otherwise  would  be. 

Olneyville-Eddy  Street  Bus  Line 

Length  in  miles 1.40 

Fare 6  cents 

Number  of  buses  assigned 

One  normal ;  two  rush  hour 

Normal  headway 60  minutes 

Rush-hour  headway 30  minutes 

Transfers Issued  2  cents  each 


The  Olneyville-Eddy  Street  (South 
Providence)  line  is  operated  with  a 
twenty-four-passenger  bus.  Two  buses, 
however,  are  operated  at  the  rush-hour 
period. 

This  is  a  cross-city  route  and  one 
which  has  been  suggested  for  a  number 
of  years  for  trolley  operation,  because 
of  the  community  interest  between  the 
Olneyville  section  of  Providence  and 
the  South  Providence  section  of  Provi- 
dence. The  company  has  never  con- 
structed the  trolley  line  because  it  did 
not  feel  that  there  was  sufficient  traffic 
to  warrant  so  great  an  outlay  for  track 
construction.  This  is  borne  out  by  the 
earnings  of  the  bus  on  this  route,  as 
the  line  is  being  operated  at  a  very 
small  gain. 

The  operating  results  for  all  of 
these  lines,  from  the  beginning,  and 
including  the  latest  audited  figures 
are  given  in  Table  I. 

The  data  of  bus-miles  run  for  the 
several  routes  are  given  in  Table  II. 

A  detailed  analysis  of  revenue  and 
costs  is  given  in  Table  III. 


Watches  Are  Important  Tools 


THERE  are  few  enterprises  today 
in  which  time  plays  so  important 
a  part  as  in  transportation.  The 
wheels  of  the  motor  coach  industry 
synchronize  their  revolutions  to  the 
ticks  of  the  chronometer  and  ef- 
ficiency cannot  exist  if  either  the 
wheel  or  the  watch  is  not  functioning 
properly.  Therefore  it  behooves  men 
engaged  in  the  transportation  fie'd  to 
give  a  serious  thought  to  watches. 

Coachmen  are  not  asked  to  carry 
very  many  tools,  and  the  most  im- 
portant part  of  their  job  has  to  do 
with  time.  The  movement  of  coaches 
must  be  according  to  a  prescribed 
schedule  under  normal  conditions, 
and  this  timing  cannot  be  carried  on 
without  the  proper  tools.  These  are 
the  watches  that  every  coach  conduc- 
tor or  driver  has,  or  should  have,  on 
his  per.son  at  all  times.  It  is  just  as 
necessary  for  the  conductor  to 
possess  a  good,  reliable  watch  as  it 
is  for  the  driver,  who  must  measure 
his  progress  along  the  route  by  the 
ticks  of  the  chronometer. 

Frequently  drivers  are  heard  to 
say,  by  way  of  explaining  their  early 
or  late  arrival  at  a  terminal,  that  the 
dispatcher  at  another  terminal  gave 
them  the  incorrect  time.  Of  course 
such  is  a  possibility,  but  a  check 
made  of  dispatcher's  and  sujiervisor's 
watches  in  the  recent  past  revealed 
that  if  a  difference  existed  it  was 
merely  a  matter  of  seconds.  A  dif- 
ference of  even  a  minute  is  a  rarity. 
Several  dispatchers  and  supervisors 
are  known  to  carry  two  and  some  of 
them  three  watches.    They  appreciate 


the  frailty  of  the  watch  mechanism 
and  realize  that  climatic  conditions 
have  a  serious  effect  on  the  works. 
While  there  unquestionably  are 
some  very  fine  time  pieces  along  our 
routes,  such  as  the  clock  in  the 
Metropolitan  Tower,  it  is  not  advis- 
able to  depend  upon  them  for  the 
correct  time.  These  clocks  are  sta- 
tionary and  are  subject  to  the 
changes  that  unfavorable  climatic 
conditions  produce.  Then,  it  must 
be  remembered,  the  hands  on  most 
of  these  clocks  are  electrically  con- 
trolled and  do  not  move  until  the 
completion  of  the  minute.  There- 
fore you  may  glance  at  the  Metro- 
politan Tower  and  set  your  watch 
accordingly  only  to  find  later  that 
it  may  be  fifty-nine  seconds  slow. 

Jewels  are  the  most  important 
feature  of  a  watch.  They  aid  in 
eliminating  friction,  the  retarding 
influence  in  any  piece  of  mechanism. 
Oil  is  employed  in  the  automotive  in- 
dustry to  lubricate  the  parts  where 
friction  is  the  greatest.  It  is,  of 
course,  virtually  impossible  to  lubri- 
cate a  watch,  so  the  next  best  means 
to  combat  friction  found  thus  far  by 
jewelers  has  been  jewels.  It  is  a 
known  fact  that  all  steam  railroads 
require  their  men  to  possess  a  watch 
that  has  at  least  nineteen  jewels. 

While  there  is  no  rule  requiring  it, 
every  one  of  our  coach  men  should 
possess  a  good  watch.  If  this  were 
the  case  one  source  of  annoyance 
could    be    eliminated. 

— Fi-om  Motor  Coach,  tho  monthly  magrazine 
of  the  Fifth  Avenue  Coach  Company,  New- 
York. 


April, 1923 


BUS 

1RANSHORIATX)N 


175 


Cociclns    loadiHij    ut     \imnif.<ioan     /< 


De  Luxe  Service 
Given  by  Iiiterurban  Coach  Line 


YOUNGSTOWN,  OHIO,  is  the 
center  of  one  of  the  most  im- 
portant steel  and  iron  manu- 
facturing districts  in  the  country,  as 
well  as  being  located  in  a  rich 
dairying  and  agricultural  section. 
Youngstown  and  Warren,  15  miles 
distant,  are  closely  connected  indus- 
trially, commercially  and  socially. 
For  years  interurban  railway  service 
has  been  maintained  between  these 
points  by  the  Pennsylvania-Ohio 
Electric  Company.  Since  Aug.  1, 
1922,  de  luxe  motor  coaches  have 
been  operated  by  the  company  over 
the  highways  paralleling  the  railway 
tracks.  This  in  itself  is  unusual,  but 
there  is  more  to  this  plan  than  mere 
parallel  motor  and  electric  operation. 
Ths  Pennsylvania-Ohio  Company 
has  pioneered  in  attempting  an  ex- 
periment in  transportation  that  is  of 
outstanding  importance.  The  com- 
pany has  succeeded,  by  the  use  of 
two  modes  of  transportation  with 
different  rates  of  fare,   in  dividing 


Pennsylvania-Ohio  Electric  Com- 
pany O  p  e  r  a  t  e  .s  Coach  Lines 
I'arallelinK  Interurban  Routes — 
Revenues  of  Both  Lines  Increased, 
Competition  Lessened  and  Traffic 
Divided  Into  Two  Classes  .Since 
Adoption  of  Coaches — Lines  Serve 
Steel  .Manufacturin^r  and  Farm- 
inn  District  IJorderiny  on  Ohio- 
Pennsvlvania  Line 


its  traffic  into  two  classes  and  at  th  • 
same  time  it  has  operated  both  elec- 
tric and  motor  lines  upon  a  paying 
basis. 

On  Nov.  5,  1922,  the  company  re- 
peated the  experiment  by  installing 
motor  coach  service  between  Youngs- 
town and  Sharon,  Pa.,  over  a  15-mile 
route  paralleling  the  Youngstown- 
Sharpsville  trolley  line. 

The  motor  coach  business  of  the 
company  is  conducted  by  a  sub- 
sidiary concern,  the  Pennsylvania- 
Ohio  Coach  Lines..  Inc. 

The  most  important  cities  covered 
by  the  Youngstown- Warren  line  are: 


Youngstown,  with  a  population  of 
132,000:  Girard,  6,500;  Niles.  13,- 
000,  and  Warren,  27,000.  On  the 
Youngstown-Sharon  branch,  Hub- 
bard, Ohio,  8  miles  northeast  of 
Youngstown,  has  a  population  of 
3,000.  and  Sharon,  Pa.,  the  eastern 
terminus,  an  important  coal  mining 
and  iron  manufacturing  city,  has 
21.000  inhabitants. 

Paved  highways  make  up  both 
routes  with  the  exception  of  a  1-mile 
stretch  in  Niles  which  is  compo-'^ed 
of  cobblestones.  This,  however,  is 
.scheduled  for  repaving  this  year. 
Most  of  the  highway  on  the  Youngs- 
town-Warren  line  has  single  trolley 
tracks  in  the  center,  but  there  are 
many  short  stretches  between  towns 
where  the  railway  tracks  are  on  the 
side  of  the  highway,  giving  the 
buses  the  use  of  a  20-ft.  roadway. 

The  rolling  stock  of  the  company 
consists  of  twelve  eighteen-pas.sen- 
ger  coaches  built  by  the  Bender  Body 
Corporation,  Cleveland,  to  the  design 


176 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


All  metal  parts  shown 
in  full  lines;  wc»d  parts 
shown  dotted 


CLwheelfoerdof 
body 


■■_^^-lSl-  front  of  dash  " 
/    "    ToC.Lrear axle   .-' 
Nodoorsinihese  iwo panels.on     _  •' 
leftside.  Doors  on  right  side  only 


Seathig  plan  and  elevation  of  Bender  body  used  in  Younffstown 


developed  by  R.  N.  Graham,  general 
manager  of  the  Pennsylvania-Ohio 
Electric  Company,  and  mounted  on 
the  White  Company's  model  50  bus 
chassis.  This  chassis  was  described 
on  page  487  of  Bus  Transportation 
for  September,  1922. 

The  body  is  of  special  construc- 
tion and  of  a  type  that  is  useful  in 
the  operation  of  lines  upon  which 
there  is  little  or  no  interchange  of 
passengers  except  at  certain  fixed 
points.     The  coach  bodies  are  18  ft. 


6  in.  long,  6  ft.  high  from  chassis 
frame  to  roof,  and  75  in.  wide.  All 
seats  are  crosswise,  three  of  them 
running  the  full  width  and  each  ac- 
commodating four  passengers.  The 
two  seats  directly  over  the  rear  axle 
are  divided  by  an  aisle,  one  passen- 
ger being  accommodated  to  the  right 
and  two  to  the  left  of  the  aisle  in 
each  of  them.  The  driver's  compart- 
ment is  separate  from  the  passenger 
compartments  by  a  split  sliding  glass 
bulkhead.      No   passengers   are  car- 


Time-table  iti  operation  on  Yoiingstoiv7i-Warre7i  line 


THE  PENNSYLVANIA-OHIO 

COACH  LINES 

Limousine  Coach  Service 

Youn«»eown-Warren 

Schedule  EffecHve  Sept.  22.  1922 

EAST  BOUND 

Leave 

Leave 

Leave 

Warren 

Niles 

Girard 

t6;00  A.M. 

t6:15  A.M. 

t6:30  A.M. 

6.4S     •• 

7:00 

7:15      •■ 

7:45      ■• 

8:00 

8:15      ■■ 

t8:lS      •• 

t8:30 

tS:45     •• 

8:45      " 

9:00 

9:15      •■ 

9:15      •• 

9:30 

9:45      •■ 

9:45      " 

10:00 

10  1!     ■• 

10:15     •• 

10:30 

1045     •■ 

10:45     " 

11:00 

111!     •■ 

11:15      " 

11:30 

11:4!     ■■ 

lh45      ■■ 

12:00 

12:1!  P.M 

12:15  P.M. 

12:30  P 

M. 

12:45     ■• 

12:40     " 

12:55 

1:10     ■■ 

1:00     •• 

1:15 

1:30     ■• 

1:20     " 

1:35 

1-50     ■■ 

1:40     •• 

1-55 

2:10     " 

2:00     •■ 

2:15 

2:30     •• 

2:20     ■■ 

2:35 

2:50     ■• 

2:40     •• 

2:55 

3:10     •• 

3:00     •• 

J:15 

3:30     ■• 

3:20     •• 

3:35 

3:!0     ■■ 

3:40     " 

3:55 

4:10     ■■ 

4:00     " 

4:15 

4:30     ■• 

4:20     •• 

4:35 

4:!0     •■ 

4:40     ■• 

4:55 

5:10     •■ 

5:00     •• 

5:15 

5:30      ■• 

5:20     ■• 

5:35 

5:50     •■ 

•5:40     " 

5:55 

6:10     •• 

6:15     •■ 

6:30 

6-45     •• 

6:45     " 

7  00 

7:15     •• 

7:15     " 

7:30 

7:45     " 

7:45     ■• 

8:00 

8:15      •• 

8:15     " 

8:30 

8:45     ■■ 

845     " 

9:00 

9:15     •• 

9:45     ■■ 

10:00     •■ 

10:1!      ■■ 

•  Twent/   minute  lervice  continues   until 

10:40  P.  M.  Saturday  and  Sunday. 

t   Daily  except  Sunday. 

TIIF,  PKNNSVLVANl.\-OIII() 

COACH  LINE.S 

WEST  BOUND 

Le.ive 

Leave 

I.eivc 

^  oungstown 

Girard 

Niles 

t7:00  A.M. 

t7:l!  A.M. 

t7:30  A.M 

8:00     •• 

8:15     •■ 

8:30     ■■ 

9:00     •• 

9:15     ■■ 

9:30     •' 

t9:30     ■■ 

t9:4!     ■• 

tIO:00     •• 

10  00    ■• 

10:1!     ■• 

10:30      •• 

10  10    ■■ 

10:45     •■ 

11:00      •■ 

1100    •■ 

11:15      •■ 

11:30     " 

11:30     •• 

114!     ■■ 

12:00  Noon 

12:00  Noon 

12:15  P.M. 

12:10  I».M. 

12:20  P.M 

12:35     ■• 

12:50     ■■ 

12:40     •■ 

12:55     •■ 

1:10      '• 

1  :00      ■• 

1:15      ■• 

1:30     ■■ 

1:20     " 

1:35      ■■ 

1!0     " 

1 :40      " 

1:55      •• 

2:10     ■• 

2:00      •• 

2:15      •• 

2:30     •• 

2:20     •• 

2:35      ■■ 

2:50     •■ 

2:40      •■ 

2:55      •■ 

310     •• 

3:00      ■• 

3:15      ■• 

3:30     ■■ 

3:20     ■• 

3:35     •■ 

3:iO     •' 

3:40      " 

3:55     ■• 

410     •• 

4:00     •• 

415     •■ 

4:30     •■ 

4:20      " 

4:35     ■■ 

4:50     ■■ 

4:40     ■■ 

4:55     ■• 

5:10      " 

!:00      ■• 

5:15     •• 

5:30     •• 

5-20     ■• 

5:35      •■ 

5:50     ■• 

5:10     " 

5:55     ■■ 

6:10     " 

•c  no   •■ 

6:15-     ■■ 

6:30     ■' 

6:30     •■ 

6:4!      ■■ 

7:00     •• 

7.00     •■ 

7:15      ■• 

7:50     ■• 

7:30     ■■ 

7:45     ■■ 

8:00     •• 

«:00     ■• 

8:15 

8:30     •• 

8:30     •■ 

8:4!     ■• 

9:00     •• 

9:00     •• 

9:15     ■• 

9:30     •• 

9:30     " 

9:45     ■■ 

10:00      " 

10:00      " 

10:15      ■• 

10:30      •■ 

11:00      ••                11    l>      ■■            1 

1I;J0      •■ 

*   Twenty   minute   service  < 

ontiniies   until 

11  40  !■.  M.  S.iturday  and  Sund 

t   Daily  except  Sunday. 

Warren  Terminal  is  locatet 

at Inlerurbad 

Sl.ition  near  Erie  Depot. 

The  YounRstotvn  Termina 

is  Incited   at 

Frdcr;il  and  Phelps  Street. 

ried  in  the  driver's  compartment,  the 
extra  space  there  being  utilized  to 
carry  the  passenger's  hand  baggage. 

Four  doors  open  fi-om  the  running 
board  into  the  passenger  compart- 
ment, three  on  the  right  side  and 
one  on  the  left.  Two  doors,  one  on 
either  side,  open  into  the  driver's 
section.  The  fittings,  finish  and 
equipment  throughout  have  been 
carefully  selected  and  designed  to 
add  to  the  elegance  of  appearance 
and  comfort  of  the  passengers.  The 
cushions  and  backs  of  all  seats  are 
heavily  padded  and  are  upholstered 
in  dark  green  hand-buffed  leather, 
which  also  is  used  for  the  interior 
trimming  to  the  roof  line.  Six  dome 
lights  in  the  roof  give  ample,  soft 
illumination,  while  perfect  ventila- 
tion in  all  weathers  is  assured  by  the 
two  roof  ventilators  and  the  ventilat- 
ing windshield. 

The  heating  system  was  devised 
by  John  Bender,  of  the  Bender  Body 
Company,  being  used  for  the  first 
time  on  the  Pennsylvania  -  Ohio 
coaches.  It  comprises  a  series  of 
pipe  coils  running  from  the  engine 
along  the  side  of  the  coach,  branch- 
ing under  each  seat  and  with  the 
exhaust  under  the  coach  at  the  rear. 
It  has  proved  superior  to  former 
methods  of  heating,  having  stood  the 
test  of  some  severe  weather. 

Extra  precautions  have  been  taken 
in  the  construction  to  prevent  the 
development  of  any  rattle  in  the 
coaches.  Silencers  were  installed  in 
all  doors  and  windows  and  the  roof 
is  heavily  padded,  as  was  the  body 
frame  before  the  16-gage  aluminum 
panels  were  placed.  Likewise,  be- 
tween the  body  and  the  frame  there 
is  a  strip  of  i-in.  felt. 

The  floor  .stringers  are  of  ash  full 
length.  In  constructing  the  body 
the  cross  members  were  mortised, 
glued  and  screwed  together.  The 
side  posts,  also  of  ash,  were  mor- 
tised and  screwed,  then  braced  with 
iron  or  bronze  braces  and  screwed 
down,  after  which  the  carlines  were 
set  in  and  screwed. 

The  roof  is  of  tongue  and  grooved 
slats  and  covered  with  Pantasote. 
Inside  the  roof  is  covered  with 
leather.  An  unusual  feature  is  that 
the  front  casting  holding  the  wind- 
shield i.s  in  one  piece  instead  of  in 
several  sections,  as  is  commonly  the 
case. 

The  general  pleasing  appearance 
of  the  coaches  is  still  further  set 
forth  by  the  use  of  heavy  plate 
glass  throughout,  the  installation  of 
Bausch-Lomb  headlights,  and  special 
parking  lights  and  the  use  of  nick- 


April,1923 


BUS 

mvVSHORlATION 


177 


eled  hardware  inside  and  outside. 
The  exterior  painting  is  deep  blue 
and  black. 

These  are  some  of  the  interesting 
features  regarding  the  construction 
of  the  de  lu.\e  bodies,  which  weigh 
2,600  lb.  each. 

Many  safety  accessories  are  used 
as  part  of  the  equipment  on  these 
coaches;  some  of  these  are  speed 
governors  on  the  engine,  headlight 
dimming  devices,  leather  -  covered 
sun  visors,  automatic  windshield 
cleaners,  spotlights  and  automatic 
rear-end  stoplights. 

In  addition  to  the  regulation  Ohio 
motor  \ehicle  ta.\es  and  to  the  federal 
yearly  tax  local  license  fees  of  $50  are 
paid  in  Warren,  Niles,  Girard  and 
Youngstown. 

The  company  carries  a  blanket  in- 
surance policy  of  $75,000  covering 
liability  insurance  for  injury  to  pas- 
sengers and  property  damage.  The 
policy  provides  for  $10,000  for  any 
one  person  injured  in  an  accident, 
with  a  total  of  $50,000  for  all  injuries 
in  any  one  accident. 

A  most  interesting  feature  of  the 
operation  of  the  Youngstown-War- 
ren  line  is  that  even  with  the  fares 
50  per  cent  higher  than  its  direct 
competitor,  the  coaches  have  shown 
a  continued  increase  in  earnings 
every  week  since  oparations  were  be- 
gun last  August.  Doubtless  some  of 
this  revenue  has  been  taken  from  the 
company's  railway  line,  but  never- 
theless the  latter  shows  a  steady  in- 
crease in  revenue ;  not  as  great,  how- 
ever, as  that  of  the  coach  lines.  The 
combined  earnings  of  the  rail  and 
motor  lines  exceed  by  far  those  of 
a  year  ago.  This  situation  is  more 
fully  explained  by  the  accompanying 
graph  which  shows  the  revenue  re- 
ceived on  each  route  by  weeks  for 
both  forms  of  service. 

The  fluctuations  in  the  interurban 
revenue  are  said  to  be  caused  by  the 
fact  that  daily  revenues  are  not  cal- 
culated by  determining  the  ecjuivalent 
value  of  fares  carried,  but  are  arrived 
at  by  adding  the  cash  turn-in  of  the 


THE  PENNSYLVANU  OHIO  ELECTRIC  CO. 

Motor  Co«ch  Paucnger  Department 

LOCAL  TARIFF 


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Taiilf  slioiring  present   rates  oi'er 
i'oungstoivn-Warrett  branch 


conductors  to  the  ticket  sales  at  the 
office.  These  ticket  sales  are  not  al- 
ways reported  so  as  to  reflect  the 
actual  business  of  each  day  and  it  is 
not  unusual  to  have  fluctuations  as 
are  observed  on  the  chart.  One  of 
these  occurred  during  the  week  of 
Nov.  5,  which,  together  with  the  fact 
that  it  was  a  non-pay  week,  would 
lead  to  the  erroneous  conclusion  that 
the  inauguration  of  the  coach  service 
was  responsible  for  a  decrea-'se  of  ap- 
proximately $1,000  in  interurban  rev- 
enue. A  further  analysis  of  the  fluc- 
tuations will  indicate  that  this  condi- 
tion did  not  exist.  For  instance,  for 
the  week  of  Nov.  19.  the  increase  of 
receipts  over  the  previous  week  was 
chiefly  upon  the  interurban  car  line 
for  the  reason  that  the  increase  in  the 
total  revenue  is  approximately  the 
same  as  the  increase  in  interurban 
revenue. 

Comparison  of  Revenue  for 
Motor  Coach  and  Interurban 
Lines.  At  left,  Youngstown  to 
Warren,  and  at  right,  Y'oungs- 
town  to  Sharon 


However,  it  can  bt  stated  that  the 
Youngstown-Sharon  coach  line  has 
taken  a  greater  percentage  of  traffic 
from  the  interurban  trolley  line  than 
has  been  the  case  upon  the  Youngs- 
town-Warren  line. 

Th«  Youngstown-Warren  route  is 
divided  into  three  fare  zones,  each 
Aith  a  20-cent  fare.  The  through 
fare,  however,  is  45  cents,  which  is 
i-quivalent  to  3  cents  a  mile.  On  the 
trolleys  the  rate  between  the  same 
competing  points  is  30  cents,  or 
three  10-cent  fare  zones. 

These  figures  serve  to  illustrate 
the  company's  plan  of  dividing  the 
traffic.  The  higher  fare  on  the  mo- 
tor coaches,  of  course,  creates  a  bar- 
rier against  the  use  of  the  de  luxe 
service  by  the  lower  class  of  riders. 

The  through  fare  on  the  15-mile 
Youngstown-Sharon  line  is  50  cents 
divided  into  two  zones,  as  compared 
to  the  trolley  fare  of  35  cents,  with 
zones  in  most  of  which  the  fare  is 
10  cents  or  higher. 

An  innovation  has  been  introduced 
by  the  advance  sale  of  tickets  over 
all  the  coach  lines.  On  the  Youngs- 
town-Sharon route  seat  resen'ations 
even  can  be  made  in  person  or  by 
telephone.  At  Youngstown.  at  the 
main  office  and  waiting  station  for 
both  interurban  ears  and  coaches, 
at  Boardman  and  Champion  Streets, 
similar  tickets  are  sold. 

A  ticket  agency  has  been  estab- 
lished in  a  local  store  on  Phelps 
Street  for  the  sale  of  coach  tickets 
for  the  Youngstown-Warren  line,  in- 
asmuch as  the  demand  for  the  main- 
tenance of  a  separate  ticket  office 
had  to  be  met,  because  of  the  dis- 
tance between  the  terminals  of  the 
two  coach  lines. 

In  Warren,  tickets  are  sold  at  the 
interurban  ticket  office.  Everything 
possible  is  done  to  facilitate  fare 
collection  on  the  coaches,  as  it  must 
be  remembered  that  the  seat  en- 
trances are  from  running  board  in- 
stead of  through  a  service  door  as 
in  the  street  car  types  of  bu.^^.  The 
driver  cnllfcts  all  fares  prior  to  leav- 


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Week  of 


178 


BUS 
TJUNSPORTATION 


Vol.2.  No.4 


ing  the  terminal  and  collects  from 
passengers  picked  up  en  route  as 
they  enter  the  coach.  This  practice 
means  the  driver  must  leave  his  seat 
at  such  times. 

After  each  round  trip  the  driver 
turns  in  all  cash  and  tickets  collected 
to  a  receiver  in  the  Warren  ticket 
office,  who  gives  him  a  receipt  and 
makes  an  entry  on  a  i-ecord  sheet  of 
all  cash  and  tickets  by  denomina- 
tions to  show  the  length  of  haul. 
Coach  drivers  are  paid  a  flat  rate  of 
50  cents  per  hour.  The  traffic  is 
checked  by  on  and  off  methods.  The 
average  fare  is  found  to  be  38  cents 
and  average  length  (jf  ride  12  miles. 

When  the  Youngstown-Warren 
line  was  first  put  into  operation  a 
half-hourly  schedule  was  observed. 
On  Dec.  6,  1922,  a  new  schedule  was 
put  into  effect,  providing  for  fifteen- 
minute  service  during  afternoons 
and  early  evenings,  and  twenty-  to 
thirty-minute  service  at  periods 
when  travel  is  less  heavy.  The  fif- 
teen-minute service  is  extended  over 
a  longer  period  during  the  heavy 
week-end  traffic. 

Service  from  the  Sharon  terminal 
starts  at  6:30  a.m.;  the  next  coach 
leaves  at  7:15  a.m.,  and  afterward 
until  10:15  p.m.,  hourly  service  is 
maintained.  The  first  coach  leaves 
Youngstown  at  6:25  a.m.,  followed 
by  another  at  7: 15  a.m.,  after  which 
the  schedule  calls  for  hourly  trips 
until  11:15  p.m.  During  the  three 
months  of  operation  the  patronage 
on  the  Sharon  route  has  constantly 
increased  so  that  the  company  now 
plans  to  operate  its  coaches  at  closer 
intervals  during  the  rush  hours. 

The  upkeep  and  maintenance  of 
the  coaches  is  by  no  means  the  small- 
est part  of  the  operation  of  the  sys- 
tem. The  company  has  developed 
many  systematic  methods  of  keeping 
its  rolling  stock  in  up-to-the-minute 
condition. 

The  garage  of  the  Youngstown- 
Warren   line    is   located    in   Warren, 


Interior  of  coach  showiriff  seat- 
ing arrangements  and  ventilation 
ayul  lighting  systems. 


less  than  a  block  from  the  terminal. 
Here  a  building  50  ft.  x  70  ft.  is 
leased  for  a  term  of  years.  The  roof 
was  trussed  so  as  to  eliminate  posts 
and  thus  have  a  full  clear  span.  For 
heating  there  are  Peter  Smith  heat- 
ers with  motor-driven  fans. 

The  garage  force  is  divided  into 
two  shifts:  a  day  force  consisting  of 
one  mechanic  and  a  helper — a  night 
force  of  one  mechanic,  one  washer 
and  one  polisher. 

For  oil  storage  in  the  garage 
a  tank  of  25-gal.  capacity  is  used. 
At  the  curb  outside  is  a  1,000-gal. 
gasoline  tank,  the  property  of  the 
Vahey  Oil  Company,  a  Youngstown 
concern  from  which  high-test  army 
gasoline  is  bought  in  tank-wagon  lots. 

The  garage  equipment  consists  of : 

One  valve  grinder,  manufactured  by 
the  Franklin  Machine  &  Tool  Company, 
Springfield,  Mass. 

One  arbor  pre.ss,  manufactured  by 
the  Manlev  Manufacturing  Company, 
York,  Pa. 

One  Black  &  Decker  electric  drill, 
semi-portable  type. 

One  Alemite  grease  gun  (motor 
driven) . 

One  motor-driven  air  compressor, 
manufactured  by  Union  Engine  & 
Manufacturing  Company,  Butler,  Pa. 

One  vacuum  cleaner. 

In  addition  to  a  complete  annual 
overhaul  and  a  general  weekly  in- 
spection, all  coaches  are  gone  over 
nightly.     They  are  washed  only  with 


Type  of  bus  operated  over  P.  O.  Coach  Lines — special  Bender  I)c  Lkxc  Body 

viounted  on  White  chassis 


adulterated  Mahoning  Valley  water, 
and  no  soap  is  used  except  on  the 
wheels  and  running  gear.  The  nickel 
plate  is  polished  and  the  interior  of 
each  coach  is  cleaned  with  vacuum 
cleaners  nightly.  The  spring  shack- 
els  and  bearings  are  greased  every 
night,  and  valves  are  ground  after 
3,000  to  4,000  miles  of  operation. 
The  average  gas  consumption  of  the 
coaches  is  1  gal.  to  8*  miles,  except 
for  periods  of  exceptionally  cold 
weather  when  engines  run  while 
coaches  are  standing,  to  maintain 
heat  in  the  coaches. 

The  garage  of  the  Youngstown- 
Sharon  line  is  located  at  214  Bridge 
Street.  Sharon,  Pa.  This  is  60  ft.  x 
30  ft.  in  dimension  and  is  one  of  the 
most  modern  garages  in  that  section. 
It  is  entirely  free  from  obstructions 
and  has  a  capacity  for  twelve  or 
more  coaches,  as  well  as  providing 
ample  shop  space. 

A  day  card  and  a  trouble  sheet 
are  kept  by  each  operator  and  aid 
much  in  systematizing  the  business. 

Some  parts  of  the  routes  are  hilly, 
and  as  an  aid  to  hill  climbing  a  new 
head  has  been  placed  upon  the 
engine  to  increase  the  size  of 
compression  and  thus  prevent  pre- 
ignition.  Rear  axle  ratios  were  first 
changed  from  5.86  to  4.66  and  will 
be  changed  to  4.25  in  an  endeavor  to 
cut  down  the  noise  of  operation. 

The  manner  in  which  the  accounts 
are  classified  follows: 


Classification  of  Accounts  for  Youngs- 
town-Warren Coach  Operation 
Effective  October  1st,  1922 

Revknue 
Passeng:er  earnings. 
Rent  of  equipment. 
Revenue  from  advertising. 

Operating  Expenses 
Maintenance,  Way  and  Structures 
S24 — Repair  to  garage  buildings. 
Maintenance  of  Equipment 
8  29 — Superintendence. 
830 — Repair  chassis. 
S.'!! — Repair  bodies. 
832 — Tire  repairs  and  renewals. 
833 — Accessories. 
837 — Shop  expense. 

Conductinfj   Transportation 

863 — Superintendence. 
864 — Chauffeur  wages. 
868 — Dispatclier's  and  sti'eet  men's  wages. 
867 — Miscellaneous  service  expense. 
870 — Garage   employees. 
871 — Garage  expenses. 
87.5 — Gasoline. 
876 — Lubricating  oil, 

878 — Miscellaneous       transportation       ex- 
pense. 

Traffic 
880 — Advertising. 

General  and  Misrellnnrous 
883 — Salaries  of  general  officers. 
884 — .Sal.aries  of  general  office  clerks. 
88.5 — Office  rent, 

885 — Office  supplies  and  expense. 
889 — Teh'phone  expenses. 
892 — Liability  in.'^urance. 
893 — Fire  insurance, 
894 — Stationary  .and  printing. 
895. — Stoi'e  expenses. 
889 — Miscellaneous. 
898 — Rent  of  equipment. 
899 — Rent  of  garage. 

Total   Operating  Expenses 


April,1923 


BUS 

IKVsSHOKIMlOS 


179 


Fifty-Bus  Garage 
for  the  United  Eleelrie  Railways 

The  C'()mpan\  Is  lUiildin^  a  (Jarajii'  and  Sit\  ice  Huildiny;  in  l'r<i\- 
idence  lo  House  Present  and  i'rospective  |{us  K(|uipnunt  and  \S  ill 
Have  There  the  Best  of  Facilities  for   Economical  Maintenance 


THE  Uiiitod  Klcctric  Railways, 
rrovidence,  R.  I.,  has  gone  into 
the  bus  business  on  a  consider- 
able scale  and  is  securing  valuable  in- 
formation regarding  this  phase  of 
transportation.  The  company  has  at 
present  seventeen  buses  of  several 
ditTerent  makes.  These  have  been 
maintained  in  the  railway  repair 
shops.  Operating  data  for  these 
buses  are  given  elsewhere  in  this 
issue  of  Bus  Transportation. 

The  company  determined,  last 
year,  to  centralize  the  bus  equipment 
by  building  a  garage  at  a  point  con- 
venient to  the  bus  lines,  of  size  suffi- 
cient to  care  for  prospective  growth 
but  with  provision  for  further  ex- 
pansion if  needed.  Accordingly  the 
garage  was  designed  for  a  present 
capacity  of  fifty  buses.  It  is  under 
erection  on  a  site  at  Russell  and  Mel- 
rose Streets. 

Before  the  details  were  decided 
upon  a  number  of  preliminary  studies 
were  made  to  insure  the  best  results 
at  a  minimum  of  cost.  In  fact,  the 
item  of  cost  was  emphasized  by  the 


board  of  directors,  who  are  deter- 
mined to  put  the  property  on  an  in- 
creasingly sound  fmancial  basis. 

Among  the  first  questions  was  one 
as  to  the  necessity  for  an  unobstructed 
floor  in   the  bus  shed.     This  would 


1       Oit  fank 
I  1  aiam.  20'ic~j 
\ £J 


Above,  plan  of  basement  of  serv- 
ice building.  Below,  at  left,  gen- 
eral plan  of  bus  shed  and  service 
building.  Below,  at  right,  plan 
of  second  floor  of  service  build- 
ing and  bus-shed  roof. 


have  necessitated  the  u.se  of  roof 
trusses.  While  the  entire  lloor  could 
thus  have  been  utilized  the  con.struc- 
tion  was  considered  unneces.sarily  ex- 
pensive. Trusses  would  have  had  to 
be  fireproofed  or  a  ceiling  would 
have  had  lo  be  put  under  them.  This 
would  have  cost  about  $  10,000  more 
then  the  column-supported  roof  as 
actually  adopted. 

Another  arrangement  considered 
was  that  of  two  decks,  a  plan  used 
in  many  garages.  As  there  was 
plenty  of  space  available  for  a  single- 
floor  garage  it  was  decided  that  from 
the  operating  standpoint  it  was  best 
to  have  the  buses  all  on  one  floor. 

The  use  of  pits  for  repair  work 
was  also  considered,  but  it  was  de- 
cided not  to  use  them  on  account  of 
the  danger  involved. 

The  result  of  the  preliminary 
study  was  a  design  for  a  fireproof 
building,  involving  a  bus  shed  218 
ft.  X  88i  ft.  in  dimensions,  with  a 
two-story  office,  supply  and  locker- 
room  building  at  one  end.  The  over- 
all  dimensions   of   the   building   are 


1       Oil  tank.       1 
I  7'cliam.  20'lona^ 


•c 

Foundation    and  First  Floor  Plan 


Russell     St. 


180 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


249  ft.  X  884  ft.  The  bus  shed  pro- 
vides for  the  storage  of  twenty-five 
buses  at  right  angles  with  each  longi- 
tudinal wall,  with  a  wide  aisle  for 
maneuvering  the  buses  in  the  center. 
The  bus  shed  is  17  ft.  high  in  the 
clear.  One  end  is  a  temporary  wall, 
permitting  extension  without  great 
expense.  The  construction  and  di- 
mensions are  such  that  the  building 
could  readily  be  converted  into  an 
excellent  carhouse  in  case  the  neces- 
sity arose. 

The  building  is  of  reinforced  con- 
crete throughout,  differing  from  the 
slow -burning  construction  used  in 
the  company's  carhouses.  The  bus 
shed  roof  is  of  4A-in.  concrete  slab, 
supported  on  massive  reinforced 
girders  and  columns,  the  latter 
spaced  43  ft.  on  centers.  The  col- 
umns rest  on  foundations  with  a 
spread  of  8  ft.  x  8  ft.  Some  idea  of 
the  strength  of  the  construction  can 
be  gathered  from  the  fact  that  the 
longitudinal  concrete  roof  girder  is 
56  in.  X  20  in.  in  dimensions. 

The  roof  was  designed  for  a  live 
load  of  40  lb.  per  square  foot.  It 
pitches  both  ways  toward  the  row  of 
columns  nearer  the  Russell  Street 
side,  where  the  water  is  carried  off 
in  5-in.  drains  mounted  close  to  the 
columns.  The  pitch  of  the  roof  is 
i  in.  per  foot  on  the  long  slope.  The 
roof  water,  as  well  as  all  other  drain- 
age except  the  drip  from  the  buses, 
goes  into  a  cesspool. 

The  floor  of  the  bus  shed  is  of 
concrete,  5  in.  thick  with  a  1-in. 
granolithic  finish.  It  drains  toward 
the  center  of  the  building,  where  a 
12-in.  X  12-in.  gutter,  covered  with 
cast-iron  gratings,  receives  the 
drainage.  This  drain  pitches  toward 
the  front  of  the  building,  where  it 
empties  into  the  sewer. 

The  walls  of  the  bus  shed  consist 
practically  altogether  of  brick  piers 
and  metal  sash,  thus  providing  a 
large  window  area  and  excellent  day- 
time lighting.  The  interior  will  be 
left  with  the  natural  finish  of  the 
brickwork  and  timbers. 

The  two-story  section  of  the  build- 
ing provides,  on  the  first  floor,  an 
oflice  for  the  superintendent,  a  sup- 
ply room,  a  liberal  repair  section  and 
a  driving  entrance.  The  last-named 
has  a  slight  ramp  rising  from  the 
ground  level  to  the  level  of  the  bus- 
shed  floor.  Upstairs  is  liberal  space 
for  a  locker  and  recreation  room  for 
the  employees.  The  walls  and  ceil- 
ings in  this  section  will  be  neatly 
finished. 

The    building    will    be    heated    by 


A'o./  /fo/^  roof  connection 
i>v/ff7,  atumrnum  strainer 


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^  No.  24  Toncan  metcf 

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V        column 


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Supply  Room  . 


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Oil  tank 
7  'o/icrm. 
20 'long. 


rt--ii-4'-6"x4'6" 


At  top — Cross-section  of  bus  shed  looking  west.     Below — Cross-section 
of  building  at  two-story  end,  looking  west 


steam  generated  from  fuel  oil.  A 
boiler  room  is  provided  in  the  base- 
ment, with  an  oil  tank  7  ft.  in  diam- 
eter and  20  ft.  long  buried  in  the 
ground  just  outside  the  wall.  In  the 
bus  shed  the  heating  coils  will  be 
mounted  around  the  walls  above  the 


level  of  the  buses  so  that  the  latter 
will  not  back  into  them.  While  this 
places  the  heating  coils  higher  than 
is  desirable  from  the  standpoint  of 
distribution  of  heat,  it  was  consid- 
ered the  best  all-round  arrangement. 
Gasoline    for    the    buses    will    be 


m  m 


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m 


m  m 


[m 


N= 


Russell 
Sh 


West    Elevation 


W\_  M  H 


Ml  1 1 1 1 1 


C30 


North     Elevation 


West  and  north  elevations  of  garage  building,  showing  general 
external  architectural  features 


April,1923 


BUS 

IKWSHUHIAnON 


Pitch  ^'ptr  l^t  .^ 


*S'mSM 


rani.    . 
I'dicim.  *'. 
20' long 


"T^ 


J2X/2" 


k'V-*^' 


3-i'-'<-> 


Lonyitudinal  section  at  north  rotv  of  colutmis,  looking  north 


stored  in  ;i  10,000-gal.  tank  buried 
below  floor  level  in  the  bus  shed  near 
the  supply  room,  where  the  usual 
filling  and  measuring  e(iuipnient  will 
be  installed. 

The  garage  was  planned  with  a 
view  to  the  buses  entering  at  one 
end  and  leaving  at  the  other.  There 
are  doors  on  the  side,  but  these  are 
for  emergency  use  only.  The  doors 
and  other  clearances  were  designed 


for  single-deck  buses,  although  pro- 
vision could  be  made  for  double 
deckers  in  case  the  use  of  these 
should  later  prove  desirable. 

Washing  of  buses  will  be  done  in 
the  wide  central  aisle. 

Electric  power  for  the  machine 
tools  and  lighting  will  be  alternating 
current,  purchased  from  the  N'ar- 
ragansett  Electric  Lighting  Com- 
pany. 


An  English  Front-Drive 
Trolley  Bus 

Double-Deck  Vehicle  Has  Seating  Capacity  of  Sixty-four — 

Stairway  to  Upper  Deck   Is  Inside — Design  Incorporates 

Provision  for  Easy  Riding  Qualities 


THE  development  of  a  front- 
drive  railless  trolley  car  has  for 
a  considerable  time  occupied 
the  attention  of  Trackless  Cars 
Limited,  Leeds,  England,  and  a  de- 
scription is  here  given  of  the  latest 
tj'pe  of  vehicle  which  this  company 
has  evolved.  The  firm's  front-drive 
principle  has  been  in  use  by  the  Leeds 
Corporation  Tramways  for  nearly 
three  years  and  is  reported  to  give 
much  satisfaction. 

The  makers  claim  that  the  front- 
drive  system  is  simpler  and  more 
efficient  than  the  drive  of  the  usual 
type.  On  account  of  the  new  de- 
sign, it  is  possible  to  withdraw  and 
replace  the  driving  mechanism  in 
one  complete  unit.  There  are  no 
drive-shafts,  gear  chains  or  differ- 
entials. The  drive  is  direct  by 
pinion  on  the  motor  shaft  to  the 
road  wheel.  By  having  the  power 
unit  at  the  front,  it  is  possible  to 
drop  the  chassis  to  within  1 1  in.  of 
the  ground,  thus  insuring  the  benefit 
of  a  low  center  of  gravity.    This  en- 


ables a  double-deck  body  with  a  cov- 
ered-in  top  to  be  fitted  without  the 
risk  of  overturn. 

The  aim  of  the  makers  has  been 
to  put  on  the  market  a  vehicle  which 
will  give  the  ma.ximum  service  at  the 
minimum  expense,  and  with  this  ob- 
ject in  view  particular  attention  has 
been  paid  to  the  following  points: 
Elimination  of  all  unnecessary  mech- 
anism, simplicity  in  design,  accessi- 
bility, increased  efficiency,  low  main- 
tenance charges  and  standardization. 

The  front-drive  combination  is  a 
self-contained  unit  and  can  be  taken 
out  of  the  chassis  frame  by  merely 
undoing  eight  bolts.  A  defective 
unit  can  be  taken  out  and  a  spare  one 
placed  in  position  in  two  hours. 
Brake  pedals  and  levers,  steering 
column,  etc.,  are  fixed.  The  fore  car- 
riage consists  of  an  upper  and  a 
lower  portion,  the  latter  ( or  under 
carriage)  being  virtually  connected 
to  or  fixed  to  the  upper  turntable 
through  a  well-tested  design  of  hall- 
race.     Connection   is  made   between 


181 

the  under  carriage  and  the  rotating 
turntable  by  clamping  the  inverted 
.semi-elliptic  springs  to  sealings.  The 
springs  are  also  attached  by  links  to 
the  torque  arms. 

By  a  method  of  three-point  suspen- 
sion of  the  front  drive  unit  the  start- 
ing torque  is  absorbed  before  the  re- 
action is  transmitted  through  the 
ihassis  frame.  This  insures  easy 
starting  of  the  vehicle. 

Motor  Mounting  on  the 
Front  Axle 

Two  motors  are  employed,  mounted 
fore  and  aft  on  the  front  axle,  and 
supported  at  the  outer  ends  by  means 
of  shock  absorbers  bearing  on  the 
under-carriage  frame.  The  motors 
are  of  the  interpole  type  and  are  of  a 
power  depending  on  the  requirements 
of  the  service.  Owing  to  varied  condi- 
tions of  road  surfaces  self-alignment 
of  the  motors  is  of  importance.  The 
motors  are  therefore  .separately  sus- 
pended, thus  rendering  it  possible  for 
them  to  take  up  their  own  relative  po- 
sitions during  operation.  A  pinion  on 
the  end  of  each  motor  shaft  engages 
directly  with  an  internal  gear  ring 
fixed  in  the  road  wheel.  The  gears 
are  inclosed  and  run  in  oil.  A  con- 
troller of  the  series-parallel  type, 
located  on  the  floor  of  the  driver's 
cab,  is  used.  There  are  two  circuit- 
breakers  with  blow-out  coil  and  sim- 
ple trip  mechanism.  The  breaker  is 
reset  by  means  of  a  handle  of  in- 
sulating material.  Bearings  re- 
quired for  brake-lever  shafts,  etc., 
are  cast  on  the  fixed  turntable,  an 
arrangement  which  aids  in  reducing 
maintenance  costs  and  in  facilitating 
inspection.  Irreversible  steering  is 
obtained  by  means  of  a  worm  and 
worm  rack,  by  which  the  turntable 
and  fore  carriage  are  rotated.  By 
tests  it  has  been  proved  that  no  road 
obstacle  placed  in  the  path  of  one  of 
the  front  wheels  can  deflect  the  line 
of  motion  of  the  vehicle,  even  were 
the  driver  not  holding  the  steering 
wheel. 

The  chassis  frame  is  of  channel 
section  steel  suitably  braced  by 
transverse  members.  Long,  resil- 
ient, semi-elliptic  springs  are  fitted 
to  the  wheels.  The  rear  wheels 
are  fitted  with  a  supplementar>' 
springing  device,  in  order  to  insure 
ea.sy  riding  for  both  light  and  heavy 
loads.  The  front  axle  is  turned  from 
3  per  cent  nickel  steel,  while  the  rear 
axle,  which  is  of  the  .same  material, 
is  cranked  to  allow  for  the  low  floor 
of  the  bus  body.  This  axle,  of  course, 
has    no   driving   stress    to    take,    its 


182 


BUS 

TRANSPORTATION 


Novel  type  of  trolley  bus  with  front  drive  carried  in  self-contained  unit 


■woi'k  being  confined  to  carrying  the 
load  and  withstanding  the  stress 
from  braking  on  the  rear  wheels.  A 
spring  box,  containing  the  rear 
spring,  is  fitted  on  the  squared  por- 
tion of  the  axle,  thus  preventing  any 
risk  of  slip  bolts  failing  or  of  springs 
getting  out  of  alignment.  The  wheels 
are  fitted  with  brakes  of  the  internal 
expanding  type,  two  brakes  on  each 
rear  wheel  and  one  on  each  front 
wheel.  The  rear  brakes  are  operatei 
by  foot,  and  one  set  is  connected  with 
a  ratchet  device  attached  to  the  pedal 


for  easy  holding  of  the  vehicle  on  an 
incline.  A  hand  lever  operates  the 
emergency  brakes,  which  are  placed 
on  the  front  wheels. 

Body  Construction 

Features  of  the  body  construction 
are  the  rounding  off  of  angles  and  an 
internal  staircase.  The  underframe 
and  end  sills  consist  of  ash, 
strengthened  with  steel  plates,  tied 
together  with  steel  angle  brackets. 
Corners  and  side  posts  are  of  ash  and 
interior  panels  are  of  polished  wal- 


Vol.2,  No.4 

nut,  all  sheathed  on  the  outside  with 
sheet  steel.  The  over-all  height  of 
the  bus  from  the  ground  is  13  ft. 
10  in.,  allowing  for  a  head  room  of  6 
ft.  in  the  lower  saloon,  and  5  ft. 
9i  in.  in  the  upper.  Other  dimen- 
sions may  be  gathered  from  the  ac- 
companying drawings  showing  ex- 
terior and  interior  views  of  the 
trolley  bus. 

In  reference  to  the  low  center  of 
gravity  previously  mentioned,  the 
tilting  angle  is  43  deg.  when  the  car 
is  empty  and  38  deg.  when  fully 
loaded.  The  absence  of  undue  oscil- 
lation when  the  vehicle  is  running  in- 
spires confidence  in  the  public.  A 
front  entrance  33  in.  wide  is  pro- 
vided on  the  left,  the  door  being  of 
the  double  type,  opening  inward.  An 
easy  rising  staircase  situated  near 
the  center  of  the  car  body  leads  from 
the  lower  to  the  upper  saloon.  The 
former  has  seating  accommodation 
for  thirty  passengers,  and  the  latter 
for  thirty-four,  a  total  of  sixty-four 
on  both  decks. 

Comfort  of  passengers  has  been 
considered  in  every  possible  way.  All 
seats  have  spring  cushions,  the  back 
rests  are  padded  and  the  trouble  of 
small  knee  room  has  been  entirely 
overcome. 

A  single-deck  car,  to  seat  thirty- 
two  passengers,  is  made  on  similar 
principles  by  Trackless  Cars,  Limited. 


( 

V 

—"-^ 

.^Jl -^-■-'" /d'-Sf"-^ 

~\ 

vo 

Plan  of  Lower  Saloon 


Plan  of  Upper  Saloon 


English  double-deck  trolley  bus.     Seating  arrangement  of  botli  decks,  with  side  and  end  elevation 


April,1923 


BUS 

IRANSI-UHIMIOS 


183 


Maiiiteiiaiice  Methods  in  Nation's  Capital 

Washinjiton  Line  Ises  Simple  Forms  lor  Atturate 
Keiords  of  Repair  and  Tire  Expense — Maker  Overhauls 
Enjrines   at    Ntariv    One-third    Less    than    Local    Price 


BOOKKEEPING  for  the  bus 
operator  reqiiiri'S  simple,  ade- 
(|uate  forms,  used  without  fail. 
It  is  no  good  of  course  to  have  elab- 
orate forms  printed,  laboriously  fill 
them  out  for  a  time,  and  then  con- 
sign them  to  the  junk  dealer  for 
scrap  paper 

It  is  fairly  easy  to  handle  the 
white-collar  part  of  the  work.  Book- 
keepers on  whole  or  part  time  can 
make  ledger  entries  or  recapitula- 
tions, or  whatever  it  is  they  do.  The 
hard  thing  is  to  start  at  the  begin- 
ning, and  get  the  men  in  the  -shop  to 
supply  the  facts  on  which  the  book- 
keeper can  work,  and  without  which 
his  recoi'ds  are  so  much  wasted 
effort. 

The  Washington  Rapid  Transit 
Company  seems  to  have  done  this,  in 
a  way  that  should  help  even  bus  men 
operating  on  a  much  smaller  scale. 
Of  its  methods  more  will  be  told  later 
in  this  article.  The  routes  and  equip- 
ment of  this  company  were  de- 
scribed in  the  January,  1922,  issue 
of  Bus  Transportation.  Starting 
in  March,  1921,  w-ith  ten  buses  on 
two  routes,  there  are  now  being  oper- 
ated thirty-six  buses,  on  eight  routes 
representing  some  18  miles  of 
streets.  Equipment  is  standardized 
on      Duplex     chassis     and     Hoover 


Till    three  shop  doors  permit   quick  haudliiifi  of  biitivs. 
used  for  emergency  service 


In  front — Duplex  truck 


t\vent.\-one  or  twenty-two  passenger 
bodies. 

These  are  housed  in  a  modern 
brick  and  concrete  building,  which  is 
located  at  the  terminals  of  the  two 
most  important  routes.  Here  in  an 
unbroken  floor  space  of  75x125  ft. 
are  employed  a  shop  force  of  thirteen 
men,  of  whom  eight  are  on  the  day 
shift.     This     includes     a     foreman. 


three  mechanics,  a  tire  man  who  also 
runs  the  Duplex  emergency  truck, 
and  three  washers.  At  night  two 
mechanics,  two  helpers,  and  one 
cleaner  are  on  duty.  The  photo- 
graphs with  this  article  show  where 
these  men  work. 

The  drivers  are  naturally  the  first 
source  of  maintenance  information. 
In  Washington  these  men  make  writ- 


1"  ftfiT'  • 

1 

Tank   icagon   filling    550-gal.    tank.      Lubricants   stored 
along  wall  under  "No  Smoking"  sign 


Work  bench,  storage  bin,  and   welding  outfit,  with   }nen  who 
work  behind  them 


184 


BUS 

TRANSPORTAllON 


Vol.2,  No.4 


ten  reports  on  the  conditions  of  their 
buses,  when  they  turn  them  in  at 
night.  The  report  is  made  on  the 
form  shown  here,  and  all  the  driver 
has  to  do  is  check  off  the  parts  need- 
ing attention ;  he  then  hands  the 
form  to  the  foreman,  who  can  issue 
necessory  instructions  to  the  shop 
mechanics. 

Thus  the  maintenance  system 
tiroper,  to  which  this  article  is  lim- 
ited, starts  with  the  mechanics,  and 
Ivith  the  two  forms,  shop  card  and 
stores  requisition,  which  are  here  re- 
produced. The  shop  card,  which  is 
printed  on  4x7  in.  heavy  cardboard, 
is  first  filled  out  by  the  foreman,  with 
instruction  about  the  work  to  be 
done.  It  then  serves  to  record  the 
time  spent  for  repairs  on  each  bus, 
and  also  as  a  check  on  the  parts  or 
supplies  used.  The  check  comes  from 
the  fact  that  serial  numbers  are 
printed  on  the  requisition  forms  and 
the  number  must  appear  on  the  shop 
card. 

To  make  sure  that  the  stores 
requisition  is  issued  whenever  parts 
are  used  on  a  job,  a  stockroom  is 
maintained,  in  which  about  $15,000 
worth   of    parts    and    supplies    are 


^astlingl 

0\\ 

%apii)  Ulransit  ^o. 

Driv 

■r-i 

4«;h*nical  Report 

'Dnttn  CUik  (-')  ll'nu  NttJmg  Allentnn 

MOTOR— 

STEERING  gear- 

P^iwcr 
K.,ock 
Mifsing 

D 
D 
D 

a 

O 

Co!  umn                            D 
Tic  Rod                        D 
Front  Axle                   D. 

miscellaneous— 

TRANSMISSION— 

OnUh 
Shift  Lever 

□ 
D 
□ 

Sp.mgs 
Radiator 
Horn 

D 
O 
D 
D 

BRAKES— 
Ki«i  It  rake 
Hind  Rrakc 
I.rvcr 
Pedal 

TIRES- 

D 
D 

a 
a 

D 

Bu/icr 
Xrank 
Battery 
Generator 
Seats 
Windows 

D 
D 
D 

D 
D 

D 

CREASING— 
DIFFERENTIAL— 

Dr.vc  Shad 
liiivcr^al 

D 

C 

o 
a 

D<«rs 
Ligbl*- 

Outside 

InMd^ 

Destination 

D 

D 
C 
D 

REMARKS: 

~ 

DRIVER 

— 

MECHANIC 

DATE 

DATE 

rus  No. 

TIME 

1 

Blanks  for  keeping  maintenance 

records,      Washington      Rapid 

Transit  Company 

Above — Simple  form  for  daily  condi- 
lion  report. 

Below — Shop  card  for  instruction  to 
have  work  done  and  to  record  time. 
Stores  requisition  form,  numbered 
serially  as  check.  Bus  repair  ledger 
form.  Tire  tag,  showing  what,  where, 
and  when  used.  Tire  record  form  for 
entering  complete  mileages  and  costs. 


stored.  The  foreman  has  the  key  tO' 
the  stockroom,  and  gives  out  parts 
only  on  order  as  shown  by  a  requisi- 
tion. The  material  stored  is  checked 
once  a  month,  to  make  sure  that  the 
necessary  spares  are  on  hand,  and  to 
see  that  withdrawals  are  charged 
properly. 

The  next  step  in  the  system  takes 
place  in  the  office,  where  shop  cards 
and  requisitions  are  first  priced,  and 
then  posted  to  what  is  really  a  re- 
pair department  ledger,  with  sepa- 
rate sheets  for  each  bus.  The  form, 
which  is  shown  here,  is  9Jxl2  in., 
punched  for  a  loose-leaf  binder.  On 
it  labor  and  material  charge.s  are 
itemized,  so  that  totals  can  be  easily 
drawn  off  monthly  when  reports 
must  be  submitted  to  the  public  ser- 
vice commission. 

Tire  mileage  and  costs  are  kept  by 
an  entirely  separate  system.  The 
shop  record  is  a  tag  (SJxGi,  heavy 
manila  stock)  which  is  filled  out 
whenever  a  new  or  repaired  tire  is 
mounted  on  any  of  the  buses.  It  will 
be  seen  that  spaces  on  the  tag  are 
provided  so  that  complete  informa- 
tion on  mileage,  maker's  number  of 
old  and  new  tires,  and  their  location. 


Bui 


REPAIR    DEPT., 

BUS    ACCOUNT  ,                       No. 

LABOn 

MATERIAL                                                                                                    N 

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HOUH 

ux 

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) 

/ 

/ 

SHOP  O  CARD 

/ 

/,. 

^'"e^a  ^                  ■'°»-,.. 

/ 

__7  ""°°-'*       -"■■-- 

--/ 

TROUBLE                                           /                °f..^                ----.. 

7  "'"*  ^*,      ■■"---. 

REPAIR  DEPARTMENT                                                                      TV9               J)24 

Stores  Requisition 

0>i. 

e«N*. 

OE9CRIPTION 

...  1 

T*l>l               1 

/     ''""-"'o,          ■■■---.. 

/""'"■,,         ■--- 

/  s            ^  '"'•«.,               ""--^_^ 

/   "  '"--         """""■- 

/  "'y,                  """""--                          "■■■-~ 

/          """ ' ~--                     "/ 

/  "*-....                                 .                """---/ 

For.raMi'.0   K. S 

C — ^^       ""--                 "/ 

M.l.ri.1  U«d  Req.  No. 

=^ TmeOtf 

Time  On 

=     i  """>^^  "*" 

■■-/- 

1 

Tire  No Make Cost  J - Bought , 

-..K,         r  .„■    .1                D.-                1       ...         1            _     ...              t           _                      1                                R «*_. 

a. 

Ol 

T» 

Frm 

^ 

= 

= 

= 

^~^ ' 

Repurmui 

[z=r- 

■J 

April, 1923 

is  recorded.  When  thus  filled  in,  the 
tags  go  to  the  office,  where  the  card 
shown  ( 5x8  in.,  cardboard)  is  kept 
for  each  tire.  This  gives  the  work- 
ing history  of  the  tire,  and  of  an.v 
changes  or  repairs,  so  that  the  mile- 
age and  costs  can  be  obtained.  It  is 
nece.-^sary  to  have  all  this  in  detail, 
because  the  cost  is  not  charged  to 
operating  expense  until  the  tire  is 
ready  for  the  scrap  pile.  This 
method,  it  is  believed,  amounts  to 
the  same  thing  in  the  end  as  if  the 
cost  was  entered  regularly  on  the 
customary  mileage  or  time  basis. 

The  repair  and  tire  forms  men- 
tioned are  of  course  not  the  only 
ones  kept  by  the  company.  Gasoline 
and  oil  are  recorded  daily  for  each 
bus.  Revenue  is  classified  to  show 
the  income  for  each  bus  and  each 
route.  But  the  forms  covering  re- 
pairs and  tires  are  necessarily  the 
most  difficult  to  keep  for  any  definite 
time  or  vehicle. 

Drivers  are  not  allowed  to  make 
adjustments  or  repairs  of  any  kind. 


BUS 

•nVSNSPOHfATlON 

8  to  9  miles  to  the  gallon,  and  with 
the  system  followed,  the  oil  consump- 
tion averages  from  160  to  170  miles 
to  the  quart. 

A  nuniljer  of  the  Hinkley  engines 
on  the  older  buses  are  being  sent  to 
the  factory  for  complete  rebuilding 
and  reboring.  In  spite  of  the  fact 
that  the  bus  company  pays  the 
freight  to  and  from  Detroit,  the 
work  costs  almost  .30  per  cent  less 
than  it  could  be  done  for  locally. 
During  the  rebuilding  the  battery 
ignition  will  be  replaced  with 
Apollo  magnetos,  and  the  timing 
gears  will  be  changed  so  they  will 
not  suck  oil,  something  that  has 
caused  generator  trouble. 


Extt'iisive  Federal  Ai<I  Ho;ul 
l*ro«irain  for  1923 

HIGHWAY  construction  will  pro- 
ceed during  the  coming  season 
on  a  much  more  extensive  scale  than 
ever  before,  in  the  opinion  of  officials 
at  the  Bureau  of  Public  Roads.    Not 


Orrihoid    hose    connectinn,    with    tswivel    vninieciinn,    for    waxhiyig    hum's, 
ivork  is  done  diiring  the  day,  whenever  buses  are  off  duty 


This 


The  emergency  truck  goes  out  when- 
ever a  tire  replacement  is  required, 
and  if  necessary  will  replace  units, 
such  as  rear  axles,  on  the  street. 
Buses  are  fueled  and  oiled  each  night 
at  the  shop,  the  gasoline  being  dealt 
out  from  a  550-gal.  tank,  which  tank 
trucks  fill  twice  daily  with  Crown 
gasoline.  It  is  planned  to  install  an- 
other fuel  tank  of  the  same  size  in 
the  near  future.  Oil  is  kept  in 
drums,  iMobiloil  A  or  B  being  used 
in  winter  and  summer  respectively. 
Each  day  about  two  quarts  of  fresh 
oil  are  added  to  the  crankcase,  and 
once  a  month  it  is  cleaned  out  en- 
tirely.     Fuel    consumption    is   about 


only  is  the  amount  of  Federal  aid 
money  available  30  per  cent  greater 
than  the  amount  available  last  year, 
but  there  are  large  balances  from 
previous  years  which  will  be  put 
under  contract  from  this  time  for- 
ward. A  portion  of  that  amount  will 
be  lost  if  it  is  not  put  under  contract 
before  July  1.  Since  it  is  improbable 
that  any  state  will  allow  any  of  its 
Federal  aid  money  to  revert  to  the 
Treasury,  it  is  expected  that  an  un- 
usual amount  of  work  will  be  put 
under  contract,  particularly  in  the 
Southern  states.  If  Florida  is  to 
catch  up  with  the  road-building  pro- 
gram it  will  have  to  put  900  per  cent 


185 

more  road  work  under  contract  than 
was  placed  under  contract  Ia.st  year. 

Reports  submitted  by  Federal  in- 
spectors from  all  parts  of  the  country 
indicate  that  the  .states  are  taking 
excellent  care  of  the  maintenance 
work  on  Federal  aid  roadis.  There  is 
every  evidence  that  the  maintenance 
provision  written  into  the  law  two 
years  ago  is  adequate  to  accomplish 
the  purpose  desired.  Arkansas  is  the 
only  state  which  has  l>een  given 
notice  that  it  must  make  repairs  or 
contracts  covering  the  road  work  will 
be  let  by  the  Federal  Government. 
Realizing  that  maintenance  must  be 
looked  after,  most  of  the  states  have 
provided  a  patrol  system  and  are 
taking  scrupulous  care  of  their  Fed- 
eral aid  roads. 

A  large  number  of  individual  com- 
plaints as  to  the  state  of  highways 
are  reaching  the  Bureau  of  Public 
Roads.  Motorists  on  encountering 
a  stretch  of  poorly  maintained  road- 
way frequently  assume  that  it  is  a 
Federal  aid  road,  but  in  practically 
every  case  it  is  found  at  the  Bureau 
of  Public  Roads  that  the  road  com- 
plained of  is  not  a  part  of  the  Fed- 
eral aid  .system.  In  some  states  90 
per  cent  of  the  roads  are  built  with- 
out Federal  aid.  As  a  result  of  these 
complaints  consideration  now  is  be- 
ing given  to  a  plan  whereby  all  Fed- 
eral aid  roads  will  be  marked. 


Brake  Inspection— Your 
Froteclion 

THE  Asbestos  Brake  Lining  As- 
sociation, a  manufacturer's  or- 
ganization with  headquarters  in 
New  York,  has  adopted  the  slogan, 
"Brake  Inspection  —  Your  Protec- 
tion." This  will  be  u.sed  by  mem- 
bers in  their  advertising  and  on  their 
stationery. 

The  association  offers  the  follow- 
ing suggestions  to  keep  brakes  in 
good  working  condition: 

1.  Inspect  brakes  every  thirty  days. 

2.  Keep  the  right  and  left  wheel 
brakes  operating  with  equal   pre.ssure. 

.3.  The  brake  lininir  should  be  kept 
clear  of  oil,  grit  and  metal  particles. 

4.  Have  the  brake  lining  cleaned 
with  gasoline  every  three  months. 

5.  Glazed  spots  on  the  lining  should 
be  removed. 

6.  Tighten  nuts,  rivets,  etc.,  at  regu- 
lar intervals. 

7.  The  foot  pedal  and  hand  lever 
should  be  kept  in  proper  position. 

8.  Both  brakes  should  be  tested  be- 
fore -starting. 

9.  Apply  the  brakes  .slowly  as  a  rule, 
but  use  them  quickly  when  necessary. 

10.  Your  brakes  should  be  adjusted 
so  that  in  an  emergency  you  can  slide 
the  wheels. 

11.  Use  engine  as  brake  on  hills. 


186 


BUS 

TfWISPORTATlON 


Vol.2,  No.4 


Minnesota's  bus  activities  center  hn-gely  around  the  Ttviri  Cities,  St.  Paul  and  Minneapolis.     All  told,  there  are  ninety-six- 
7-oiites  in  the  state  totaling  about  S,700  miles  in  length  over  which  ^50  buses  are  operated 


April, 1923 


BUS 

mvNSHOHUlK)N 


18T 


Bus  Operation  Crowing 
in  Minnesota 


AUTOBUS  transportation  in  Min 
.  nesota  emerges  from  the  forma- 
tive period  of  its  development — the 
year  1922 — with  a  considerably  wider 
vision  of  the  problems  of  motor 
bus  transportation.  This  knowledge, 
however,  has  been  acquired  at  great 
expense  by  the  majority  of  bus  oper- 
ators. The  total  absence  of  any 
state  control  over  bus  transportation 
which  by  the  issuance  of  licenses  or 
permits  would  have  placed  a  reason- 
able restraint  upon  "pirate"  competi- 
tion has  been  the  principal  origin  of 
these  problems.  Combined  with  this 
has  been  the  inevitable  result  of  an 
active  publicity  campaign  in  the  in- 
terest of  good  roads  in  Minnesota, 
and  many  men  meagerly  informed 
and  without  adequate  capital  plunged 
into  the  motor  bus  field  and  seized 
upon  an  untried  and  untested  route, 
only  to  find  it  was  not  immediately 
lucrative.  Then  finding  their  work- 
ing capital  rapidly  diminishing,  they 
would  either  sell  their  equipment  or 
establish  themselves  on  a  proven 
route  at  the  expense  of  a  pioneer 
company. 

Concrete  evidences  of  this  condi- 
tion may  be 
found  on  two 
routes  which  op- 
erate out  of  the 
Twin  Citie.^.  One 
route  which  is  15 
miles  in  length, 
and  over  which 
half-hour  service 
was  offered  by 
the  original  com- 
pany developing 
it.  was  subjected 
to  competition 
from  tnree  other 
outfits  at  one 
time,  two  of 
which  offered 
practically  the 
identical  service 
with  touring  cars 
that    the    motor 

bus  company  offered  with  its  bu.'ies. 
The  other  route  which  is  70  miles  in 
length  has  four  competitive  outfits, 
one  of  which  advertises  $1.35  as  its 
one-way  fare. 

The  first  bus  route  .scheduled  in 
Minnesota  was  established  in  1908 
on  the  Mesaba  Iron  Range  by  Eric 


I 


.M1M{()VKI)  roads  :illo«  the 
Use  (>(  lari^er  \ehii-les.  and 
the  limousine  tNpe  of  bus  is 
rep!acin>>;  the  lourinR  car  here- 
tofore so  largely  used  on  the 
graveled  intercity  hij;:h«ays. 
The  many  lakes  in  .Minnesota 
prove  a  mecca  for  summer  visi- 
tors and  a  hiuf  inducement  for 
bus  operation.  The  severe  win- 
ters make  operation  for  four 
months  diiiicult  and  expensive. 


Wickluiui  of  Hibbing.  The  railroad 
service  has  been  and  even  today  is 
generally  considered  inadequate  and 
most  of  the  cities  on  the  Iron  Range 
are  reached  by  branch  lines.  Mr. 
Wicklund  conceived  the  idea  of  con- 
necting up  these  cities  or  branch 
line  terminals,  as  they  might  be  re- 
garded, with  an  auto  bus  system.  His 
idea  continued  to  grow  and  today  the 
Mesaba  Transportation  Company  rep- 
resents the  largest  motor  bus  inter- 


plan  of  road  development  became 
active,  which  was  in  the  spring  of 
1921.  The  Babcock  good  roads  plan 
was  to  put  into  pasHable  condition 
and  under  constant  patrol  a  7,000- 
mile  system  of  trunk  highways 
which  would  be  of  equal  benefit  to 
all  sections  of  the  state.  While  the 
total  mileage  of  Minnesota  roads  is 
107,103  miles,  the  7.000  miles  selected 
for  improvement  by  the  Highway 
Commission,  combined  with  a  num- 
l,er  of  state  aid  roads,  constitutes  :i 
chain  of  maintained  highways  reach- 
ing into  evry  corner  of  the  stale. 

According  to  the  Bureau  of  Public 
Roads,  United  States  Department  of 
Agriculture,  Minnesota  now  has 
82,660  miles  of  improved  road  not 
including  that  added  during  the  1922 
season.  The  improved  road  mileage 
at  the  beginning  of  1922  was  as 
follows : 


Ora'If-dand  dritined 

.Sand-<'hiy 

Gravel,  chart,  and  ithali* 
Water-buund  inacuiiiini 
■Surface  trealc<l  mariiiJum 
HituininoUB  niacadain 
Sheet  oppbalt    . 
Bituminoua  concri-ti- 
Cement  concret*- 

Brick 

Wood  block , 


I6'l> 
75 
!» 

4 

100 
350 

10 
10 


Type  of  bus  largely  used  by  Bouteimrd  Tranirit  Company  on  its  lines  to 
Carver  and  Willmar  » 


ests  in  the  state.  Not  far  from 
this  date  a  motor  bus  line  between 
Minneapolis  and  St.  Paul  was  estab- 
lished and  then  several  lines  devel- 
oped to  the  lakes  and  recreational 
centers  near  the  Twin  Cities. 

Real  impetus  was  given  to  the  auto 
bus  in  Minnesota  when  the  Babcock 


In  1914  the 
total  road  mile- 
age was  93,517 
miles,  and  during 
the  seven  -  year 
period  from  191-1 
the  graded  and 
drained  mileage 
has  increased 
from  15,378  to 
65,755  and  the 
surfaced  and 
paved  roads  from 
3.968  to  16,904 
miles.  Deriving 
its  funds  from 
the  revenue  on 
state  licenses 
this  highway 
commission  is 

rapidly  bringing 

Minnesota  roads 
into  extellent  condition.  In  the  sixteen 
months  during  which  the  commission 
has  been  operative  it  has  undertaken 
500  separate  improvements  in  the  way 
of  road  construction  and  reconstruc- 
tion and  has  increased  the  paved  roads 
by  241  miles  and  the  graveled  roads 
by  2,261  miles.     The  following  table 


188 


BUS 

TRANSK)RTATION 


Vol.2,  No.4 


shows  the  condition  of  Minnesota 
roads  at  the  time  the  commission 
was  founded  and  their  present  condi- 
tion. 

State  Record  on  Trunk  Routes 

Miles  At  Start     By  State      Totals 

Graded 1.499         2,261  3,760 

Graveled 1,371  2,246  3,617 

Paved 112  241  353 

All  exclusive  of  982  miles  of  reshaping  and  80  miles 
of  regraveljng  and  regular  maintenance. 


A  comparison  of  the  figures  of  this 
table  and  those  of  the  statistical 
table,  would  indicate  that  all  of  the 
paved  roads,  a  very  large  percentage 
of  the  graveled  roads,  and  even  some 
of  the  graded  but  ungraveled  roads, 
are  being  utilized  by  the  auto  bus 
operators.  It  is  natural  for  the  type 
of  road  to  be  reflected  in  the  style  of 
bus  which  is  most  popular.     And  as 


the  roads  are  being  improved  the 
style  of  bus  is  undergoing  a  similar 
evolution. 

The  prevailing  type  of  vehicle  over 
paved  roads  has  been  and  remains 
the  motor  bus,  while  over  the 
graveled  roads  the  touring  car  type 
predominates  in  popularity.  With 
the  improvement  in  roads  the 
limousine  type  is  replacing  the  cur- 


Statistical  Information  Concerning  Motor  Bns  Operations 
in  Minnesota  as  of  March  15,  1923 


>, 

Route 

> 
"o 
d 
7. 

Seating 
Capacity 

c 
O 

1 
E 

3 

B 

'c 

s 

s 

Pi" 

7.     >. 

Normal  Outside 
Time 

Running 
Time 

Headway- 

t4 

Buses 

d 

P 

A.M. 

P.M. 

Alexandria  to  Benson 

Willmar  to  Glenwood 

Austin  to  .\lbert  Lea   .... 

Barnesville  to  Fargo,  N.  I> 

Crookston  to  Grand  Forks 

Crookston  to  Halstead   

Duluth  to  Evpleth  ( 2  operators)      

75 
65 
22 
25 
25 
38 
53 
65 
52 
22 
60 
30 
90 
40 
90 
5 

60 
134 

97 

68 

47 
140 

70 

32 

29 

28 

98 

16 
103 

70 

85 

96 

96 

68 

10 
16 

52 

12 
181 

77 

50 

50 

91 

38 

50 

25 

21 

41 

* 

* 

96 

56 

50 

75 

46 

93 

32 

47 
160 
170    ' 

83 

52 

45 

12 

10 
10 

14 
18 

22    1 

^i' 
57 
3 
80 

* 

',      4 

/ 
1 

1 

1 

14 

3 

1      2 
( 
28 

2 

19 

f 
1 
3 

7 

1 
1 

2 
2 
2 
4 
2 
2 
2 
1 

4 
3 

4 

5 
4 

6 
2 
3 

* 

2 
2 

5 

2 

2 
3 
13 

34 

2 

4 

7 
2 

* 

1 
* 

14 

12 

* 

■15 

15 

12-21 

14 

18 

12 
18 
20 
22 

+ 

20 
14 
17 
19 
2j) 

17-22 

* 

22 

16 

18 
14 
21 
16 
17 
12 

10-18 
12 

19 

17-20 

15-16 

15 

* 

12 

10 
20 

15 

II 

21 
15-20 
15-20 

16 

15-22 
18 

15 
II 

* 

12 

* 

...      / 
I 

* 

* 

* 
* 

1 

1' 
J 

'"    i 

7 

1 
■■! 

... 

■■■i 
M 

$3.75 
3.25 
1.00 
1.25 
1.25 
1.90 
* 

3.80 
2.70 
1.20 
3.25 
1.55 
3.25 
1.50 
2.75 

0  10 
* 

2.00 

4  25 

3.45 

2  00 
2.15 

2.25 

1  00 
0  95 
0  65 

3  00 
0  25 

2  25 
2.00 

3  00 
2  GO 
* 

* 
* 

0  06 
2  60 

(n>    75 
7.00 
3.00 
2  00 
* 

3.50 
2  50 
2  00 

1  00 
0.84 

1  64 
0  05 
* 

* 

2  50 
2  00 

2  40 
(c)2  00 

3  50 
1.25 

« 

5  50 
3.00 

2  00 

* 

.25 

* 

0  25 
0  35 
0  40 
0  80 
2.50 
* 

* 

3  no 

* 

* 
* 
* 
* 

.50 

* 
* 
* 
* 

* 
* 
.05 

* 

* 

* 

* 

* 

.35 

* 
* 
* 
* 
* 
* 
* 

* 
* 
* 
* 
0  06 

.^IQ 
.10 
.  10 

* 
* 
* 
* 
* 

.05 

* 
* 

.05 

* 

* 

* 
* 
* 

* 

* 
* 
* 
* 

* 
* 
* 

* 

.25 

* 
* 
* 
* 
* 
* 
* 
* 
* 

D 
D 

D 
D 
D 
D 

* 

D 
D 
D 
D 
D 
D 
D 
D 
D 
* 

D 
D 
D 
D 
D 
+ 
D 
D 
D 
D 
D 
D 
D 
D 
D 
D 
* 
* 
* 
F 

D 
D 
D 

* 

D 
D 
D 
D 
D 
D 
F 
* 
* 
D 
D 
D 
D 
D 
D 
* 
* 
D 
D 
D 
* 
* 
* 

F 
D 
D 
D 
D 
* 
* 
* 

D 

* 

5  00 
5  00 
4.55 
5.00 
5,00 
5.00 
* 

5;20 
5.45 
5.41 
5.17 
3.61 
3.75 
3.00 

2  00 
* 

3.33 

3  17 
3  84 

2  94 
4.58 

3.22 

3  13 
3  27 
2.32 
3.06 
1.56 
2.18 

3^54 
2.08 

* 

* 

* 

3  74 
5  00 
5,00 
5.00 
5  00 

4  00 
* 

3.85 
6.58 
4  00 
4  00 
4.00 
4.00 

* 

* 

* 
4   46 
4.00 
3,  13 
4,35 

3  76 
3.90 

* 

3.23 

3.62 

4  00 

* 

2.50 

2.50 
2.50 

2  23 

3  64 
4.00 

« 
* 

3  75 

* 

1 
1 
3 
2 
2 
2 

2 
1 

1 
1 
1 
1 

15 
4 

* 

3 
3 
3 
II 

1 
* 

4 
2 
4 
7 
2 
5 
1 
3 

I 

* 

* 
* 

54 

1 

* 
* 
* 

1 
* 

1 
2 
2 
2 
3 
2 
* 

*4 

2 
2 
1 

4 
1 

4 
3 
* 

1 
1 
2 

* 

14 

« 

250 
30 

8 

1 

10 

* 

14 
10 

♦ 

7:00 
8:00 
7:45 
7:00 

* 

* 

* 
7:00 
7:05 
7:05 
7:05 
7:05 
9:00 
7:00 
9:00 
5^30 

8:00 
7:30 
8:00 
7:30 
7:30 
* 

8:00 
9:15 
8:00 
9:00 
8:00 
8:40 
* 

8:00 
8:30 
8:00 

* 

6:00 
8:00 

* 
* 

5:15 

* 

1:20 

10:15 
7:00 

* 

* 

* 

* 

* 

* 
8:00 
7:00 
8:00 

* 

8:00 
8:00 

* 

12:45 

6:30 
8:00 

6:15 

7:00 
7:00 
6:40 
8:00 

* 

7:30 

10:00 

8:00 

* 

* 

2:45 

t:00 

* 

* 

* 
8:45 
8:55 
8:!)5 
8:55 
8:55 
.3:00 
2:45 
6:00 
1  :00 

5:00 
5:30 
5:00 
9:00 

* 

* 
8:30 
5:.30 
5:10 
1:00 
4:00 
10:10 
5  :00 
6:00 
5  :.30 
1  :00 

* 

I2:C0 

* 

* 

* 

* 

* 

* 
6:25 
1:30 
9:15 
8:40 
3:50 

* 

* 

1  :30 

* 

# 

* 

8:00 

* 
* 

6:30 

* 

11  :30 

* 

* 

2:15 

11  :15 

6:45 

* 

* 

* 

9:30 

10:30 

* 

* 

5  hr.  55  min. 
3  hr   30  min. 

50  min. 
1  hr.  15  min. 

1  hr.  30  min. 

2  hr.    5  min. 

* 

3  hr.    5  min. 

3hr. 
1  hr.  20  min. 
3  hr.  40  min. 

1  hr.  45  min. 
3  hr.  30  min. 
2nr.  30  min. 
3hr.  15  min. 

13  min. 

2  hr.  55  min, 

5hr. 

4hr. 

2  hr.  25  min. 

3hr. 

* 

2  hr.  30  min. 
1  hr.  30  min. 
1  hr.  1  5  min. 

1  hr-  15  min. 

4hr. 
45  min. 
4hr. 
4hr. 
4hr. 

3  lir.  25  mjn. 

* 
* 

6  min. 

2  hr.  30  min. 

* 

9  hr.  50  mfn. 
* 

2  hr.  15  min. 

* 

3  hr.  50  miii- 

1  hr.  55  min. 

2  hr.  20  mill. 
1  hr.     5  min. 

1  hi. 

2hr. 

* 

* 

* 

2hr. 

2hr.  20  min. 

3hr.  35  min. 

* 

4  nr. 

1  hr.  30  min. 

* 

* 

6  hr 

3  hr.  45  min. 
2hr.  15  mill. 

* 

45  min. 

♦ 

40  min. 

45  min. 

50  min. 

1  hr.  15  min. 

3  hr.  15  min. 

* 

* 

Ik 

3hr.  35  min. 
20  min. 

2 
3 
4 

5 
6 
7 

Irregular 
Irregular 

* 

8 

Irrtgular 

9 

10 
II 
12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
76 

Fergus  Falls  to  Pelican  Rapids    , 

Feigus  Falls  to  Wadena 

Fergus  Falls  to  Wahpeton  S.  D. 

Grand  Rapids  to  Duluth 

Grand  Rapids  to  Hibbing. 

Hibbing  to  Duluth 

Hibbing  local  li'je 

Minneapolis  to  Alamund 
Minneapolis  to  .\nnandaIo 
Minneapolis  to  Brainard 
Minneapolis  to  Onamia. . 
Minneapolis  to  St.  Cloud 

St.Cloudto  Willmar 

Minneapolis  to  Brainard 

Minneapolisto.St. Cloud..    . 

Minneapolis  to  Carver 

Irreguhxr 

I»ri-gul:ir 

5-10    min. 

* 

Irregular 
Irreg!-lar 
Irregular 
Iricgulai 

"'"*'"*' 

Irregular 
Irregular 
Irregular 

77 

Irregular 

78 

Irregular 

10 

Irregular 

30 
31 

37 

Minneapolis  to  l-ittle  Falls 

Minneapolis  to  Mankato 

Irregular 
Irregular 

33 

Irregular 

34 

« 

IS 

* 

36 

Minneapolis  to  St   Paul         

* 

37 

MinaeaiJolisUicalline — MarshallSt 

10-I2imn. 

39 
40 
41 
42 
43 
44 
45 
46 

Ortonville  lo  Milbank,  S.  D 

Ortonville  to  Sioux  Falls,  S.  D 

Ortonville  to  Wahpeton.  N.  D.    . 

Rochester  to  .\ustin 

Rochester  to  Faribault 

Rochester  to  Mankato 

Hf)che.ster  to  Preston    

* 
* 
* 

* 

Irregulfl* 
Irregular 

47 

48 

Rochester  to  C;hat field 

Irregular 
Irregular 

49 

Irregular 

50 

10  min. 

51 

Rochester— local  lines  B.&C 

(b) 

ST 

Irregular 

53 

54 

K<.clicst(T  to  W,-d)asha  via  Doty  (2  operators) 

Irregular 
Irregular 

<iS 

56 

.•^t.  Paul  to  .\lmalund     

Irregular 

S7 

58 

St.  Paul  to  River  Falls,  Wis 

Ii  regular 

59 

.St.  Paul  to  Ellsworth 

Irregulai 

60 

* 

61 

St  Paul  to  Duluth 

62 
63 
64 
65 

St.  Paul  to  Hinckley 

St.  Paul  to  Taylor's  Falls 

St.  Paul  to  St.  Croix  Falls,  Wis 

St.  Paul  to  SI.  Paul  Park.                      

Irregulnr 

* 

Irregular 

66 
67 

St.  Paul  to  South  St.  Paul 

St.  P.aul  to  Minneapolis 

* 
* 

68 

3i-IOmin. 

69 

St.  Paul  to  White  Bear  &  Bald  Eagle 

30-60min. 

70 

.St.  Paul  to  Stillwater 

Irregular 

71 

7? 

VirgitUH  to  Ely 

In  efiulai 

73 

60  min. 

74 

75 

76 

Virginia  to  Duluth 

Virginia  to  White,  Anderson  &  West  Virginia 

Willmar  to  Marshall 

60  min. 
60  min. 

77 

IJemidjelocnlline 

+          * 

20  min. 

(fi)  R-mml   trin  81.25. 

(b)  DuriuK  a.m.  noon  and  p.m.  rush  hours  fifteen  minutes.     Normal  hours  Koute  B — thirty  minutes;     Route  C — sixty  minutes. 

(c)  Round  trin  tiekcts  $3.50  or  12)  per  cent  roduntion. 

Note: — In  addition  to  the  information  shown  above  there  ire  nineteen  other  organizations  operating  at  least  thirty-eight  vehiclep,  twenty-eight  of  which  have  a 
seating  capacity  of  fourteen  or  more,  that  cannot  be  identified  as  to  a  particular  route. 


April,1923 


BUS 

1RANSH0RTA1K)N 


189 


tainecl  touring  car,  and  likewise  the 
touring'  car  bus  is  coming  into  use 
over  roads  on  which  a  year  ago  only 
a  light  touring  car  could  travel. 

Minnesota  offers  big  inducements 
for  bus  transportation  in  the  sum- 
mer months,  for  its  10,000  lakes 
attract  nearly  a  million  visitors  each 
season.  Offsetting  this  inducement, 
partially  at  least,  are  the  severe 
winter  months,  which,  though  fre- 
quently limited  to  three  or  four 
months,  cause  a  tie-up  in  motor  bus 
transportation;  or  make  operation 
exceedingly  expensive  as  the  high- 
ways must  be  cleared  by  the  bus  com- 
panies themselves.  One  auto  bus 
company  claims  to  have  expended  as 
much  as  $65,000  in  the  winter  of 
1921-1922  in  clearing  its  route.  The 
larger  bus  companies  now  own  their 
snow-removal  equipment,  which  con- 


General  Transpurtaliiin  StatisticM  fur 
.Minnesota 


I'opulatioD  ( I920miiiual 

2.387.  I2S 

Arro  in  square  uiilcv: 

[..iiid 

60.8S8 

Wnt« 

3.824 

(' ' T'lila'i"" 

.  ■  r 

2 

1  UOIJ 

1 

:  ..U.J.,  ..  .M.uou         

0 

S.UUUt.,  2S,UU0 

24 

LarKt^t  city — .Miulieapolta.  pfipulation 

.Mil™  o(  higbwayii  uuuidc  ol  eilic*  nnd 

380.382 

tuM  115 

107.103 

.Mili-n  of  bua  rouitu  spproiimaifly 

,    3.700 

NiiMiberof  routm.  . 

96 

-N'miiber  of  vebicli-j* 

257 

t  t|K'n  or  cUis*^l  bll.n»-^ 

252 

5 

h^tirtmtcil  bua  mill's  nlHTa!<ii  p4T  day. 

30.000 

.MibiiKo  of  iliTlnc  railways.  .\UK    1922 
M, (......,.   ■• --.".irn  railroaoii.  Jan.  1,  1922   . 

769 

9.114 

motor  buses  is  in  their  application 
for  licenses.  All  intercity  commer- 
cial trucks  and  trailers  engaged  in 
commercial  -freighting,  or  motor 
buses  of  more  than  seven  passenger 
seating  capacity  engaged  as  carriers 


0)1  the  Mhuieapotis-St.  Cloud  line  one  of  the  Jefferson  Highway  Transportation 
Com/x(H(/'.s  bnses  is  equipped  for  radio  entertainment  while  en  route 


sists  of  a  rotary  plow,  caterpillar 
tractor  and  scraper. 

There  are  three  important  centers 
of  bus  activities  in  Minnesota.  The 
Twin  Cities,  Minneapolis  and  St. 
Paul,  have  two  bus  terminals  each 
with  a  local  association.  From  these 
two  cities  eighteen  bus  companies 
operate  twenty-eight  trips.  The 
center  second  in  importance  in  bus 
activity  is  the  Mesaba  Iron  Range 
and  Duluth.  Eight  bus  companies 
operate  in  this  group  and  they  offer 
seventeen  trips  to  the  public.  In  the 
southern  section  of  the  state, 
Rochester  is  conceded  a  center  of  bus 
activity.  Four  bus  companies 
operate  nine  trips  out  of  Rochester. 
These  three  terminals  of  bus  com- 
panies are  all  connected  up  with  bus 
routes,  and  while  this  group  com- 
prises the  majority  of  aggressive  bus 
companies,  there  are  many  enter- 
prising organizations  operating  in 
other  sections  of  the  state. 

The    only    state    registration    of 


of  passengers  for  hire  have  to  pay  25 
per  cent  increase  over  the  base  tax 
provided  for  regulation  passenger 
automobiles.  The  basis  for  taxation 
is  as  follows: 

The  rate  on  all  motor  vehicles  except 
motorcycles  is  2  per  cent  of  value.  The 
value  is  reckoned: 

1.  For  the  first  three  years  of  life  of 
vehicle,  full  list  price  at  factory. 

2.  For  the  fourth  and  fifth  years  of 
life  of  vehicle  25  per  cent  less  than  list 
price  at  factory. 

.3.   For  each   year   thereafter   .50   per 
cent  less  than  list  price  at  factory. 
Minimum  tax: 

4.  For  trucks  and  tractors  of  2  ton 
and  over  but  under  4-ton  hauling  or 
carrying  capacity,  $30. 

5.  For  trucks  and  tractors  of  4 
ton  and  over  carrying  and  hauling 
capacity,  $50. 

The  only  supervision  over  bus 
operations  has  been  of  a  local 
nature.  In  two  cases  the  local 
authorities  of  the  two  cities  have 
favored  the  plan  of  establishing  bus 
depots  and  have  extended  liberal  ex- 
clusive parking  rights  at  the  depots. 


This  has  done  away  with  congestion 
of  traffic  in  front  of  the  leading 
hotels. 

The  Highway  Commission  aRsumes 
the  right  to  dictate  to  the  bus  com- 
panies, at  times  of  the  year  when  the 
roads  are  soft,  as  to  whether  or  not 
they  shall  operate.  This  has  pro- 
duced .some  confusion.  One  bus  com- 
pany which  has  a  mail  contract  was 
prohibited  from  using  a  state  high- 
way for  three  weeks  in  the  spring  of 
the  year,  and  for  each  day  was  penal- 
ized by  the  government  for  failure 
to  deliver  the  mail  according  to  con- 
tract. 


Brakr  Drums  Rrinforrrd 
with  SU't'l  Haiulft 

WORN  brake  drums  on  the  model 
20-45  White  buses,  used  to 
supplement  street  car  service  by  the 
San  Francisco  Municipal  Railway, 
are  being  renewed  by  metal  placed  in 
the  form  of  a  ring  that  is  securely 
fastened  to  the  worn  drum  h»y  a 
shrinking  fit. 

As  the  worn  drums  come  in  ready 
for  renewal,  the  surface  usually  has 
irregularities  in  the  form  of  ridges 
that  necessitate  turning  the  drum 
down  in  a  lathe.  After  turning,  the 
diameter  is  measured  accurately  and 
a  steel  ring  of  suitable  diameter  is 
made  up  in  the  blacksmith  shop. 
This  ring  is  made  of  stock  somewhat 
heavier  than  the  thickness  of  metal 
desired  for  the  drum,  and  it  is  thus 
possible  to  turn  the  ring  down  on  the 
lathe,  machining  the  inside  surface 
to  get  the  exact  diameter  desired  and 
still  leaving  a  sufficient  thickness  of 
metal  so  that  after  shrinking  the 
ring  to  place  the  outside  can  al.so  be 
machined  to  give  the  finished  drum 
the  same  diameter  as  when  new.  This 
renewal  is  made  only  when  the 
splined  hub  is  in  first-class  shape  and 
still  capable  of  being  fitted  securely 
to  the  shaft  which  drives  it. 


1922  Brokr  All  HrronU  for 
Road  Coii^triictioii 

ALL  records  for  road  construction 
i  in  the  United  States  were 
broken  in  1922.  Federal  aid  roads 
constructed  totaled  10,000  miles  dur- 
ing this  period,  and  highways  with- 
out federal  aid  more  than  an  equal 
mileage.  The  federal  aid  program 
calls  for  the  expenditure  of  $3,000,- 
000,000  in  twenty  years  i  $17,000  a 
mile).  One-third  of  the  propo.sed 
system,  60,000  miles,  has  either  been 
constructed  or  is  under  construction. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Htll    Company,    Inc. 


CARL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  beHeve  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  April,  1923 


Say  It  with  Flowers 


LORISTS  all  over  the  country  have  adopted 
the    slogan    "Say    It    with    Flowers."      Pre- 

I  sumably    they   are   prepared   to   sell    flowers 

for  every  thought  or  sentiment  that  the  buyer  may 
wish  to  express.  Using  this  slogan  for  his  inspira- 
tion, perhaps,  a  bus  operator  on  one  of  the  city  lines 
in  Paterson,  N.  J.,  has  mounted  a  holder  just  above 
the  dash  at  the  entrance  of  his  bus.  In  this  holder 
he  carries  cut  flowers. 

Now  the  flowers  in  themselves  attract  business, 
particularly  women  shoppers,  to  whom  the  line 
mentioned  caters  to  a  large  extent. 

Then,  in  addition,  the  very  presence  of  flowers 
is  likely  to  indicate  a  courteous,  obliging  driver, 
one  who  would  hardly  use  such  a  striking  bit  of 
color,  unless  his  bus  was  well  kept,  clean  and,  in 
fact,  inviting  outside  as  well  as  inside. 

The  bus  operator  who  puts  the  "Say  It  with 
Flowers"  spirit  into  his  work  surely  is  building  a 
real  business,  one  that  will  increase  and  multiply, 
and  will  show  the  black  figures,  or  profits,  which 
should  be  the  worthy  ambition  of  every  operator. 

[  EDITORIAL  ] 

Elevate  the  Bus  Business 


0TTEMPTS  by  individuals  to  secure  the  ap- 
proval of  the  bus  applications  in  the  State  of 
I  New  Jersey  by  unsavory  methods  and  sub- 
terfuge are  followed  closely  by  the  State  Board  of 
Public  Utility  Commissioners.  Chairman  Osborne 
of  the  commission  has  taken  a  determined  stand 
against  the  use  of  illegal  and  improper  methods  to 
secure  the  board's  approval  of  municipal  permits, 
and  more  easily  to  check  authorized  operations  has 
furnished  plate  markers  to  put  on  the  buses. 

Such  action  on  the  part  of  New  Jersey's  board 
cannot  but  meet  with  the  approval  of  those  who 
have  entered  the  bus  transportation  business  and 
have  established  the  bus  as  a  permanent  and  a 
proper  means  of  transportation.  Trafficking  in 
municipal  permits  in  the  past  has  been  a  serious 
detriment  to  the  development  of  bus  transportation 
in  the  large  cities  and  should  no  longer  be  tolerated. 
Illegal  practices  and  operation  should  everywhere 
be    discouraged,    not    only    by    the    bus    men    in- 


dividually but  collectively  through  their  associ- 
ations. Every  eff'ort  should  be  made  to  raise  the 
standard  and  type  of  bus  operators  and  drivers. 
No  honest  and  conscientious  bus  operator  should 
fear  proper  regulation  which  places  the  bus  industry 
on  a  higher  plane  of  efficiency,  thereby  making  it  a 
better  and  cleaner  business  in  public  estimation. 

Manufacturers  of  motor  buses,  dealers  and  sales- 
men can  also  assist  in  this  attempt.  They  should 
be  particularly  careful  in  their  dealings  to  eliminate 
the  type  of  individual  who  appears  unreliable  and 
unqualified  financially  to  enter  the  transportation 
field.  State  commissions  and  regulatory  bodies 
should  have  the  co-operation  of  these  manufacturers 
and  others  engaged  in  the  promotion  and  sale  of 
motor  bus  equipment,  for  irregular  transactions 
must  surely  militate  against  the  best  interests  not 
only  of  bus  men  but  also  of  the  motor  bus  industry. 

Success  comes  only  from  co-operation  with  the 
public  and  regulatory  bodies,  backed  up  by  honest 
and  efficient  business  methods  on  the  part  of  the 
manufacturer  and  operator. 

[  EDITORIAL  ] 

Buses  Have  a  Place  in  City 
Transportation 

ECOGNITION  is  constantly  increasing  of  the 
place  of  the  bus  in  the  scheme  of  city  transit. 
That  this  is  true  is  evidenced  by  the  i-ecent 


m 


activity  to  secure  bus  operating  rights  in  the  cities 
of  Philadelphia,  Buffalo,  St.  Louis  and  Los  Angeles 
and  the  projects  that  have  been  announced  for 
supplying  passenger  transportation  service  by  bus 
in  New  Orleans  and  Pittsburgh. 

The  historic  example  of  city  bus  transportation 
on  a  large  scale  in  America  is,  of  course,  the  Fifth 
Avenue  Coach  Company  in  New  York.  Aligned 
with  that  company  now  in  the  permanence  of  the 
service  which  it  furnishes  are  the  Chicago  Motor 
Coach  Company,  the  Detroit  Motor  Bus  Company, 
the  Baltimore  Transit  Company,  the  Washington 
Rapid  Transit  Company  and  others.  Ambitious 
plans  are  now  under  way  for  extending  the  service 
of  the  Chicago  company. 

In  this  connection  it  is  interesting  to  record  that 
the  Illinois  Commerce  Commission  has  taken  formal 
note  of  the  right  of  the  bus  to  a  place  in  the  trans- 
portation scheme,  and  that  in  New  York  City  the 
New  York  Transit  Commission  is  on  record  as 
favoring  bus  operation.  The  quarrel  of  the  New 
York  commission  with  the  Hylan  plan  was  not 
with  the  basic  idea  of  the  use  of  the  bus,  but  with 
the  method  of  operation  under  the  Hylan  regime. 
The  New  York  City  administration,  on  the  other 
hand,  contends  that  the  emergency  bus  service  now 
being  given  would  be  more  nearly  adequate  if  it 
were  not  hampered  by  political  conditions. 

In  Philadelphia  both  the  Philadelphia  Rural 
Transit  Company,  afliliated  with  the  Philadelphia 
Rapid  Transit  Company,  and  the  Keystone  Bus 
Transit  Company  have  submitted  offers  to  operate. 
The  offer  of  the  traction  company,  all  things  con- 
sidered, appears  to  be  the  more  ,  attractive,  but 
it  is  for  the  people  of  Philadelphia  to  say  what 
shall  be  done.     In  Buffalo  there  is  a  somewhat  sim- 


[190] 


ilar  situation.  In  St.  Louis  the  United  States  Bus 
Transportation  Corporation  appears  to  be  alone  in 
its  bid  for  operating  rights.  The  New  Orleans  pro- 
posal has  not  yet  taken  definite  form.  This  is  true 
also  of  the   Pittsburgh   proposal. 

It  is  not  intended  to  convey  the  idea  that  this 
summary  exhausts  the  number  of  proposals  in  con- 
templation in  the  large  cities.  The  instances 
referred  to  are  cited  merely  to  call  attention  again 
to  the  growing  recognition  of  the  place  of  the 
bus.  So  far  as  the  traction  companies  are  con- 
cerned, there  are  now  more  than  eighty  such  com- 
panies operating  buses.  Among  the  most  notable 
examples  of  city  operation  of  buses  by  such  com- 
panies are  the  Baltimore  Transit  Company,  the 
Northern  Ohio  Traction  &  Light  Company  in 
Akron,  the  Youngstown  Municipal  Railway  in 
Youngstown  and  the  San  Framisto  Municipal 
Railway.  The  ca.se  for  the  bus  has  been  stated 
too  often  before  to  need  reiteration.  Even  the 
proposal  of  the  Saginaw-Bay  City  Railway  to  re- 
establish railway  service  in  Saginaw  carried  with  it 
a  plan  to  use  the  bus. 

Not  all  the  proposals  now  under  consideration 
may  be  wise  from  the  standpoint  of  the  trans- 
portation engineer  with  respect  to  routes  covered, 
fares  or  other  details,  but  the  fact  that  such  pro- 
posals have  been  made  show  to  what  extent  the  idea 
of  making  greater  use  of  the  bus  has  taken  hold. 

. —  [  EIlirORIAI,  ] 

Progress  in  Stage  Maintenance 


methods  that  are  making  for  success  in  the  shops 
of  the  larger  progressive  systems.  The  rapid 
progress  of  the  industry  and  the  ability  to  maintain 
schedules  with  safety,  despite  the  complex  mech- 
anism of  the  modern  automobile  stage,  is  largely 
due  to  the  courage  and  forward  thinking  in  the 
management  of  the  larger  companies,  of  which  the 
California  Transit  Company  is  one. 

• — I  Et>IT<>IIIAL  I 

Road  Safety  with  Bus  Equipment 


IT  AGES  of  the  long-body  type  used  on  long 
runs   in    the   West   cover   large   mik'ages   at 

I  comparatively     high     speeds.       Keeping     up 

regular  service  on  such  systems  means  mechanical 
maintenance  of  a  high  order — a  goal  that  is  being 
achieved  very  creditably  by  the  more  successful 
Western  systems.  The  article  in  this  issue  describ- 
ing maintenance  methods  on  the  California  Transit 
system  shows  how  problems  typical  of  such  condi- 
tions are  being  worked  out  and  reflects  the 
tendency  of  Western  maintenance  departments  not 
only  to  manufacture  their  own  parts  to  a  consid- 
erable extent  for  reasons  of  economy,  but  also  to 
redesign  in  order  to  secure  simpler  and  more 
rugged  equipment.  Occasionally  designs  ara  devel- 
oped that  are  better  for  all  purposes  than  the 
standard  design.  The  wise  manufacturer  is  on  the 
alert  for  such  improvements  and  is  not  above  adopt- 
ing them  as  his  own. 

High  maintenance  methods  only  are  not  enough; 
they  would  be  of  little  avail  without  effective  in- 
spection and  an  appreciation  on  the  part  of  every 
employee  that  he  must  take  person?.!  responsibility 
for  his  work.  With  such  a  system  in  operation 
delinquencies  bring  warnings,  such  as  the  "notice 
of  tire  abuse."  In  such  an  atmosphere  the  careless 
man  is  soon  eliminated,  while  the  careful  man 
takes  pride  in  having  a  good  record  appreciated. 

A  systematic  plan  of  organization  that  takes 
advantage  of  teamwork  and  leaves  nothing  to 
chance  is  perhaps  more  needful  in  the  motor  car- 
rier industry  than  in  other  transportation  utilities. 
Even  the  small  organization  that  can  afford  only 
necessities   will   find   it   worth  while   to   study   the 

r  191 


HE  bus  operator  has  a  peculiar  responsi 
bility — to  the  highway-using  public  in  gen 

I  eral  and  to  his  own  passengers  in  particular— 

in  respect  to  safety.  Statistics  show  that  mo.st  of 
the  motor  vehicle  accidents  have  a  personal  muse; 
that  is,  the  driver  of  the  vehicles  or  the  pedestrians 
using  the  highways  are  primarily  at  fault.  Of 
course,  this  applies  to  accidents  involving  all  the 
different  types  of  motor  vehicles,  and  undoubtedly 
would  not  hold  for  the  vehicles  used  in  bus  service. 
Here  the  equipment  is  likely  to  be  just  as  important 
a  factor  as  any  other. 

Road  safety  from  bus  equipment  is  tied  up  with 
both  its  original  design  and  with  the  care  given  it 
by  the  operator.  The  precautions  to  be  taken  were 
well  emphasized  in  an  address  delivered  several 
months  ago  by  A.  L.  McMurtry  before  the  New  York 
Section,  Society  of  Automotive  Engineers.  Mr. 
McMurtry.  who  was  formerly  the  chief  official  for 
the  enforcement  of  motor  vehicle  laws  in  the  state 
of  Connecticut,  said  that  safety  indicated  the 
necessity  of  better  tire  chains,  more  effective 
drivers'  mirrors,  larger  area  of  braking  surfaces, 
light.^  to  show  width  of  vehicles,  reliable  direction 
signals — to  mention  some  of  the  things  he  named. 

The  responsibility  for  the  condition  of  the 
vehicles  is  up  to  the  operator,  and  Mr.  McMurtry 
also  called  attention  to  the  absolute  necessity  for 
keeping  lighting  devices  and  mechanical  units  al- 
ways in  good  condition. 

The  man  who  operates  a  bus  stands  out  among  all 
users  of  motor  vehicles.  Thus  the  bus  operator — 
the  driver  and  the  owner  as  well — should  be  a  leader 
in  the  observance  of  common-sense  rules  that  will 
not  only  increase  the  utility  of  the  highways  but 
will  also  cut  down  the  enormous  number  of  acci- 
dents now  being  reported. 

—  f  EDITORIAt.  1 

Table  of  Specifications  Enlarged 

IH  this  issue,  an  important  addition  is  made 
!i(  the  table  of  chassis  specifications,  which  is 
regularly    included    in    the    Manufacturers' 


m 


Section  of  Bus  Transportation. 

The  table,  representing  as  it  does  a  summary  of 
the  fundamentals  of  bus  chas.'sis,  now  contains  such 
details  as  the  make  of  starter  and  generator,  and 
make  and  size  of  battery. 

This  recognition  of  electrical  equipment  is  well 
deserv'ed,  for  during  the  last  year  it  has  come  to 
form  one  of  the  most  essential  chassis  parts. 

The  table  itself  thus  gains  in  value  to  the  oper- 
ator by  giving  him  a  better  view  of  the  different 
chassis  available  for  bus  service. 
] 


192 


BUS 

TR\NSPORTATION 


Vol.2,  No.4 


Manufacturers' 
^  Section 


square  steel  bars  and  then  case- 
hardened.  A  tool  steel  point  is 
placed  in  the  working  end  of  the 
screw  to  engage  the  center  hole  of 
the  shaft  against  which  force  must 
be  exerted.    If  there  is  no  center  hole, 


Developments  in  equipment  for 
vehicles,  earasess  terminals — 
all  the  improvements  manu- 
factured for  the  industry. 


Speed  Controlling  Device 

THE  K.  P.  Products  Company, 
Inc.,  New  York,  N.  Y.,  has  de- 
veloped the  K.  P.  governor,  a  device 
said  to  eliminate  over-speeding  with- 
out loss  of  power.  This  governor  is 
of  the  velocity  type  and  is  arranged 


tapered  screw  shown  at  the  right- 
hand  side  of  the  illustration.  This 
regulates  the  size  of  the  porthole 
opening,  and  therefore  of  the  ex- 
posed surface  on  which  the  manifold 
vacuum  can  act.  By  a  few  turns  of 
this  small  screw  any  tendency  of  the 
engine  to  hunt  or  surge  can  be  com- 
pletely eliminated,  states  the  maker. 


Removing  Rotating  Parts 

THE  Crane  Puller  Company, 
Arlington,  Mass.,  specializes  on 
tools  for  removing  rotating  parts 
from  their  shafts.  Flywheel  gears, 
cams,  brackets,  joints  and  similar 
parts,  also  road  wheels,  can  be  re- 
moved by  the  pullers  which  are  made 
in  various  .sizes,  according  to  the 
work  required.  The  small  sizes  have 
two  arms,  the  larger  have  three,  as 
shown  in  the  illustration.  The  locking 
arms  for  this  heavy  duty  puller  are 
made  in  two  lengths,  7  in.  and  11  in., 
and  are  adjustable  so  that  different 
diameters  of  work  can  be  handled. 
The    screws    are    machined    from 


Cross-section  of  K.P.  governor, 
screws  at  top  (above  plunger) 
and  on  right-hand  side  control 
vacuum  pressure. 

for  mounting  between  the  carburetor 
and  the  intake  manifold. 

The  outer  housing  of  the  governor 
contains  a  bell-shaped  housing,  in 
which  a  small  plunger  moves.  This 
plunger  carries  a  sleeve  valve  on  the 
outside  of  the  bell-shaped  housing, 
and  opens  and  closes  a  valve  in  the 
housing.  By  this  means  the  mixture 
passing  through  the  intake  passage 
is  admitted.  The  impact  of  the  mix- 
ture plus  the  vacuum  pressure,  work- 
ing in  harmony,  are  said  automati- 
cally to  operate  the  governor  throttle 
and  to  control  the  speed  at  any 
desired  point. 

Two  adju.stments  are  provided. 
The  main  speed  control  is  by  means 
of  a  small  screw,  set  above  the  spring 
in  the  main  plunger.  One  turn  of 
this  screw  varies  the  engine  speed 
about  75  r.p.m.,  the  exact  amount 
depending  on  the  engine.  Finer 
speed  adjustment  is  provided  by  the 


Bus  Brakes 

A  MAKER  of  brake  lining 
estimates  that,  on  an 
average,  a  bus  is  relined  about 
four  times  a  year  and  that 
each  relining  takes  about  6  ft. 
of  brake  lining. 

This  is  way  low  for  many 
operators,  particularly  when 
you  consider  that  on  an 
average  bus  the  6  ft.  allowed 
is  practically  all  needed  on 
one  of  the  four  brakes  using 
lining. 

But  anyway  it  goes  to 
show  the  importance  of  se- 
lecting good  lining,  so  as  to 
strike  a  balance  in  cost  be- 
tween soft  and  hard  products. 
Soft  linings  mean  expense  in 
changing  frequently;  hard  lin- 
ings mean  expense  in  replac- 
ing or  repairing  brake  drums. 

But  with  brakes,  as  with 
many  other  parts  of  the  bus: 

Safety  first,  then  economy. 


Crane  puller  for  heavy-duty  service 

the   point  will   center   itself   on   the 
shaft,  it  is  said. 

A  number  of  attachments  for  the 
puller  are  available,  these  including 
stud  forks  for  removing  solid  web 
flywheels  or  gears,  separate  jaws  to 
grip  heavy  wheel  spokes,  and  pipe 
bending  fixture  for  straightening 
shafts. 


New  Hollow-Center  Tire 

1->0  MEET  the  demand  for  a  tire 
with  the  riding  qualities  of  the 
pneumatic  and  the  mileage  and  free- 
from-attention  characteristics  of  the 
solid  type,  the  Kelly-Springfield  Tire 
Company,  New  York,  has  brought 
out  the  Aircore  tire.  Its  hollow 
center,  shown  in  the  sectional  view, 
resembles  a  spekr  head.  On  the  out- 
side of  the  tire  deep  notches  are  cut 


Side-wall  notches  of  new  type 
cushion  tire,  and  Aircore  tire  in 
silhouette.  The  dotted  line  rep- 
resents bottom  of  notch  cut  in 
side  wall. 

in  the  tread  and  side  walls,  these 
being  staggered.  Each  contains  a 
series  of  pebble  ejector  steps,  in- 
tended to  prevent  the  accumulation 
of  mud  or  stones. 

It  is  said  for  this  type  of  construc- 
tion that  the  notches  on  the  outside 


April,1923 

permit  the  flow  of  rubber  into  them 
from  the  adjoining  blocits,  and  thus 
the  traction  wave  is  eliminated;  the 
central  opening,  by  supplying  a  dis- 
placement space,  permits  a  deflection 
of  1  to  ;  in.  under  normal  load,  which 
equals  the  average  deflection  of  a 
properly  inflated  pneumatic  tire.  The 
spear-head  shape  of  the  hollow  center 
is  such  that  it  retains  its  shape  under 
different  loads,  so  that  there  is  no 
sharp  bend  or  break  in  the  rubber. 


BUS 
TKVNSHtmUTlON 


193 


Majjiu'lo  cIihI  rijrliliiif;  Geii- 
t'ralor  Cuinbiiifd 

AN  INSTRUMENT  consisting  of 
.  a  magneto  ignition  system  and 
a  compact  generator  is  furnished  by 
the  Eisemann  Magneto  Corporation, 
Brooklyn,  N.  Y.  The  generator  sits 
above  the  magneto  and  is  driven  by 
an  intermediate  gear,  which  at  the 
same  time  acts  as  a  distributor  for 
the  ignition  system. 

The  magneto  is  practically  of  the 
same  construction  as  the  Type  G  4 
Eisemann,  with  slight  modifications 
to  permit  the  installation  of  the  gen- 
erator. The  weight  complete  is  only 
24  lb.,  about  35  per  cent  in  excess  of 
the  weight  of  the  standard  magneto 
alone.      Installation   is   the   same  as 


Eisemarm  magneto  -  generator 
unit,  on  single  base  with  gen- 
erator on  top. 

for  the  standard  magneto,  since  the 
shaft  diameter,  height  and  distance 
from  base  holes  are  the  same.  The 
maker  strongly  recommends,  how- 
ever, that  the  top  of  the  generator 
be  kept  as  far  away  as  possible  from 
the  exhaust  manifold  or  pipe,  and 
also  that  room  be  allowed  for  the  re- 
moval of  parts  requiring  inspection. 


Xnf  type  I)/  twenty-five  passenger  bus  put  out  by  Indiana  Truck  Corpuraliun 


The  generator  output  is  rated  at  80 
watts,  the  unit  giving  about  12  amp. 
on  the  6-volt  system.  Third-brush 
regulation  is  used,  to  prevent  the 
output  rising  to  a  dangerous  value. 
A  cut-out  relay  is  mounted  on  the 
machine  so  as  to  prevent  discharge 
of  the  battery  through  the  gen- 
erator. Cut-in  speed  for  the  gen- 
erator is  from  425  to  450  r.p.m.  of 
the  engine.  The  machine  is  designed 
for  the  single  wire  system,  so  that  it 
is  a  simple  matter  to  connect  up  out- 
side lights. 

Indiana  .\nnounces  Tw«"nty- 
five-Passenger  Bus 

THE  accompanying  illustration 
shows  the  Indiana  Overland  bus, 
a  product  of  the  Indiana  Truck  Cor- 
poration, Marion,  Ind.  The  body  is 
I  if  the  cross-seat  type  with  accom- 
modations for  twenty-five  pas- 
sengers, and  lengthwise  seats  over 
the  rear  wheel  housings.  It  is  built 
up  of  liardwood  framing,  sheet-steel 
panels,  eighteen-gage,  and  beaded 
ceiling  3  in.  thick.  The  floor  is 
tongued  and  grooved  hard  pine,  ar- 
ranged so  that  it  is  only  2?  in.  above 
the  chassis  frame.  This  gives  a  total 
liiading  height  of  floor  at  passenger 
tntrance  of  33  in. 

Following  are  the  general  dimen- 
sions (in  inches)  of  the  body: 

I.enKth.  (l.-ish  to  rear 202 

HtlRht.  top  of  floor  to  ct-iling  at  center.    76 

Inside   width   at   cushions 84J 

Over-.nll   width    S9J 

Lencrth  of  cross-seats 32 

Wiilth  of  aisle    20 

LiT.plh  of  seat.**  over  wheel 51 

I.i-nKth  of  r»-ar  seat    84 

IfiiRlit  of  cushions  from  floor 171 

IleiKht  of  cushion-back  from  floor 32 

Width  of  cushions 16 

Included  in  the  body  equipment 
are  seats  upholstered  with  imitation 
leather,  six  21-cp.  dome  lights,  pilot 
lights  at  front,  step  light.  Utility 
exhaust  type  ventilators  with  metal 
adjustable  shutters,  sign  box  at  front 
with    lights,    push    buttons    at    each 


side  post,  driver's  curtain,  and  heat- 
ers fitted  under  each  front  cro.ss-KCat. 
The  chassis  is  the  model  25 
Indiana  with  192-in.  wheelbase. 
Truss  rods  are  used  to  reinforce  the 
frame.  Fuel  is  supplied  by  the 
Stewart  vacuum  system  from  a  30- 
gal.  tank  placed  under  the  body  on 
the  left-hand  side;  the  four-cylinder 
engine  is  of  the  company's  make, 
with  4i  in.  bore  and  5*  in.  .stroke. 
Other  equipment  includes  Stromberg 
carburetor,  McCord  radiator,  Eise- 
mann magneto,  Westinghouse  start- 
ing motor,  Remy  lighting  generator. 
Wiilard  175-amp.-hr.  battery,  Borg 
&  Beck  clutch,  Brown-Lipe  four- 
speed  gearset,  Sheldon  front  and 
rear  axles,  the  rear  of  the  worm  type, 
Wolhrab  steering  gear,  and  Budd 
disk  wheels  with  36  x  6  front  and 
36  X  6  dual  rear  tires. 


Easy 


RicMng  for  Buses 


THE  Supplementary  Spiral  Spring 
Company,  New  York.  N.  Y.,  is 
offering  its  series  multiple  device  as 
a  remedy  for  the  condition  that  ex- 


AuxUiary    device    for    use    with 
main  springs. 

ists  in  heavy-duty  vehicles  subjected 
to  wide  variations  in  load. 

The  device,  as  shown  in  the  draw- 
ing, includes  a  semi-elliptic  spring 
with  the  ordinary-  eye  at  one  end  and 
a  special  seat  at  the  other.  On  this 
inspection. 


194 


BUS 

TTUNSP0RTAT10N 


Vol.2,  No.4 


rests  the  top  of  the  clip  which  takes 
the  place  of  the  spring  link,  to  con- 
nect the  spring  to  the  spring  hanger. 
Included  in  the  device  are  two  spiral 
springs,  one  under  compression  at 
no  load  and  the  second  carrying  the 
working  load. 

The  20-in.  leaf  and  spirals,  com- 
plete per  bus,  weigh  but  100  lb.  and 
are  said  to  eliminate  200  or  400  lb.  of 
leaf  springs.  The  device  can  be  used 
with  the  ordinary  springs,  although 
the  weight  saving  is  not  so  great. 
There  is  still  a  considerable  advan- 
tage claimed  of  improved  riding,  even 
though  solid  tires  are  used  front  and 
rear. 


Motor-Driven  Hoist  Con- 
nected to  Light  Circuit 

AN  ELECTRICALLY  operated 
IX.  chain  hoist,  known  as  the  Motor- 
bloc,  has  been  placed  on  the  market 
by  the  Motorbloc  Corporation,  Sum- 
merdale,  Philadelphia.     The  purpose 


J 

'£m\H^ 

Jack  with  folding  handle  used  to  raise,  lower,  remove  and  place  it  in  position 


of  one  hand,  leaving  the  other  free 
to  guide  the  load.  Motorblocs  are 
made  in  capacities  from  500  lb.  to 
10  tons.  The  1-ton  size  complete 
weighs  only  140  lb. 

The  controller  is  attached  to  a 
malleable  iron  supporting  bracket,  in 
which  is  included  the  electrifying 
unit.  This  consists  of  a  heavy 
duty  motor,  worm  and  wheel  reduc- 
tion, and  a  slip  friction  clutch.  The 
armature  shaft  on  the  motor  and  the 
worm  are  carried  in  ball  bearings. 

If  electric  current  should  not  be 
available,  the  hand  chain  can  be 
quickly  applied,  and  the  hoist  oper- 
ated as  an  ordinary  block.  The 
chain  hoist  itself  is  of  the  standard 
spur  gear  type. 


a  lift  of  12  in.  and  at  its  maximum 
position  stands  20*  in.  above  the 
ground.  The  handle,  which  is  shown 
in  the  operating  position,  is  of  the 
folding  type.  The  capacity  of  this 
jack  is  3i  tons,  and  its  weight  com- 
plete is  only  15  lb.  The  material,  it 
is  said,  is  entirely  steel  or  malleable 
iron;  no  gray  iron  is  used  for  any 
part.  Gear  and  rack  bars  are  ma- 
chined out,  and  the  thrust  end  of  the 
driving  worm  is  carried  on  ball 
bearings. 


Bu8  Jack  Has  Folding 
Handle 

SHOWN  in  the  illustration  is  the 
No.  2  model  jack  of  the  Woods 
Engineering  Company,  Alliance, 
Ohio.  This  jack  is  recommended 
particularly  for  bus  service.     It  ha? 


Small-Unit  Cross-Seat  Bus 

THE  International  Harvester 
Company  of  America,  Chicago, 
111.,  has  developed  a  twelve-passenger 
cross-seat  bus,  mounted  on  its  Model 
S  chassis.  The  appointments  of  this 
bus  are  said  to  approach  those  of  the 
ordinary  private  passenger  car.  Be- 
cause of  the  cross-seat  construction 
and  limited  seating  capacity,  it  can 
be  loaded  and  unloaded  quickly. 

Inside  the  width  of  the  body  is 
64  in.,  and  the  length  is  134  in.  Be- 
tween the .  top  of  the  seats  a  30-in. 


Electrified  chain  hoist,  ivith  pend- 
ent controller,  reqidriny  only  one 
hand  to  operate 

of  this  is  to  fill  the  gap  between  the 
standard  hand  chain  hoist  and  the 
traveling  electric   hoist. 

The  Motorbloc  may  be  mounted 
on  a  swinging  jib,  or  on  a  rail.  Cur- 
rent can  be  obtained  through  a  plug 
from  the  nearest  electric  circuit. 

The  operation  is  said  to  be  par- 
ticularly simple,  since  a  pendent 
controller   requires   only  the  fingers 


Twelve-passenger  International  Harvester  bus.  mounted  on  Model  S  chassis 


April.  1923 


BUS 

TRANSPORTATION 


195 


Xaiional  Easy-Lift  jack  in  position  under  rear  axle  of  heavy  vehicle 


space  gives  room  for  pa.ssenger.s. 
Entrance  is  through  three  doors,  the 
rear  door  taking  care  of  the  two  rear 
seats  by  means  of  an  aisle  through 
the  center.  There  is  one  door  on 
the  left-hand  side  of  the  driver. 
Seats  are  upholstered  in  gray  Span- 
ish Fabrikoid.  Length  of  the  chassis 
over  all  is  181?  in. 

This  unit  is  recommended  to  sup- 
plement large  buses  in  moving  rush- 
hour  crowds,  or  to  take  their  place 
when  traffic  lightens.  They  also 
lend  themselves  veo'  well,  it  is  said, 
for  use  in  fleets  of  two  and  three  in 
small  towns  or  villages. 


Washing  Set  Has  Three 
Sprays 

THE  Lavoto  automobile  washing 
set.  made  in  France  and  im- 
ported by  Armin  De  Gener,  Inc.. 
New  York,  N.  Y.,  consists  of  three 
parts  as  shown  in  the  illustration. 
The  two  brushes  can  be  screwed  on 
the  end  of  a  hose  connection;   this 


consists  of  a  framework  of  cast  alu- 
minum and  brushes  of  China  silk. 
For  washing  the  body  panels  and 
hood,  the  large  brush  can  be  ad- 
justed so  as  to  give  a  fan-shaped 
spray  or  a  moderate  jet. 

The  small  brush,  known  as  La- 
voto, Jr.,  is  for  cleaning  the  spokes 
of  wheels,  under  the  mud  guards, 
springs,  in  and  around  lamps,  and 
other  parts  ordinarily  hard  to  reach. 

Then  there  is  the  lance  which  gives 
a  strong  stream  of  water,  to  flush 
out  the  floor  of  the  garage  or  to 
clean  under  the  vehicle. 

The  importer  states  that  the  water 
does  not  come  straight  through  the 
China  silk  of  the  brushes  but  spreads 
out  from  the  center  so  that  the 
turned-over  ends  are  used  rathi-r 
than  the  tips  of  the  material.  By 
un.screwing  a  nut  the  individual  tufts 
can  be  replaced,  and  in  France  the 
large  users,  such  as  taxieabs  and  bus 
companies,  have  the  brushes  renewed 
every  three  months  on  a  contract 
basis. 


2= 


# 


4B0BBt 


^^jJSBUBk 


Lon{»  Distance  Control 
of  Jack.*^ 

AHEAVV-DUTV  wheel-type  jack, 
which  ha.s  the  advantage  of  a 
handlu  80  in.  long,  is  made  by  the 
National-Standard  Company.  Niles, 
Mich.  The  No.  66  Easy-Lift  jack,  as 
it  i.s  called,  is  shown  in  the  accom- 
panying illustration.  With  a  weight 
of  only  110  lb.,  it  gives  a  height, 
down,  of  8  to  12  in.,  and  a  height 
raised  of  from  124  to  17  in.  The 
material  u.sed  is  malleable  iron  and 
steel. 

The  handle  can  be  moved  in  a 
limited  space  since  its  movement  is 
communicated  to  the  jack  by  a 
ratchet.  Another  advantage  claimed 
is  that  when  placed  under  a  front 
axle  the  handle  can  be  pa.s.sed  under 
the  wheels  so  that  the  jack  can  be 
u.sed  as  a  truck  to  guide  the  vehicle 
into  a  new  position. 


Ball-Brarliifr  J;irk  Has 
24.1n.  Handle 

F  THE  complete  line  of  jacks 
built  by  the  Elite  Manufactur- 
ing Company,  Ashland,  Ohio,  the 
Nos.  28  and  29  are  recommended  for 


o 


Two  sizes  of  brushes  and  lance  (in  center)  of  Lavoto  ^cashing  set.    Cup  on  head 
of  large  brush  for  fan-shaped  spray 


hea\'y  duty  bus  ser\'ice.  Each  has  a 
capacity  of  10  tons.  A  view  of  one 
of  these  jacks  accompanies  this  arti- 
cle. 

Stand,  gears,  handle,  handle  socket 
and  corrugated  top  are  made  from 
malleable  iron.  The  screw  is  cut 
from  cold-rolled  steel  shafting  1*  in. 
in  diameter.  The  standard  pipe 
handle  is  24  in.  long,  but  a  longer 
handle  is  supplied  if  required. 

The  main  difference  in  the  two 
jacks  is  in  the  working  height.  No. 
28  having  a  lowered  height  of  114  in. 
and  a  height  raised  of  16}  in.,  while 
the  No.  29  gives  134  in.  and  20i  in. 
for  the  two  heights,  respectively. 
Each  of  these  jacks  weighs  about 
20  1b. 


196 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


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198 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


What  theAssociations 

are  doin^ 


News  and  happenings 
of  the  as^jociations. 
Proceeding's  of  interest 
to  the  bus  transporta- 
tion industry. 


Michigan  Bus  Men  Hold  Rousing  Meeting 

Model  Bill  Drafted  and  Memorial  Sent  to  Legislature — The  Memorial  Outlines 
the    Progress    of   the    Industry    and   Its   Needs — Strong   Interest   and 
Complete  Harmony  Characterizes  Meeting 


AT  A  meeting  of  the  Michigan  High- 
.  way  Transportation  Association, 
held  at  the  Kerns  Hotel,  Lansing,  Mich.. 
Feb.  13,  twenty-eight  counties  of  the 
state  were  represented  by  about  150 
association  members.  The  meeting  was 
called  to  order  by  President  E.  F.  More- 
ton.  After  the  minutes  of  the  preced- 
ing meeting  had  been  read  by  Secretary 
H.  H.  Hardy  and  approved  the  meet- 
ing proceeded  to  consider  a  bill  which 
had  been  drafted  by  the  board  of  direc- 
tors and  the  attorneys  for  the  associa- 
tion. 

This  bill  is  entitled  "An  act  to  regu- 
late the  transportation  of  persons  and 
property  for  compensation  over  the 
public  highways  of  the  state  by  motor 
vehicles." 

Provisions  of  the  Bill 

Briefly,  this  bill  provides  for  (1) 
Licensing  of  all  vehicles  operating  over 
highways  for  hire,  the  license  to  be  $5. 
Each  vehicle  so  licensed  must  have 
painted  upon  its  side  the  number  of  the 
license.  (2)  Each  application  for 
license  made  to  the  Secretary  of  State 


must  be  accompanied  by  a  certificate  of 
indemnity  insurance.  (3)  Each  motor 
vehicle  must  carry  property  damage 
insurance  of  not  less  than  $1,000  and 
personal  liability  insurance  of  not  less 
than  $.5,000  for  any  one  person  injured 
and  of  not  less  than  $10,000  for  in- 
juries arising  from  any  one  accident, 
for  vehicles  seating  from  thirteen  to 
twenty  passengers,  the  minimum  in- 
surance for  injuries  arising  from  any 
one  accident  shall  be  $20,000;  for 
vehicles  seating  twenty-one  to  thirty 
persons,  a  minimum  of  $30,000;  for 
those  seating  over  thirty,  $40,000.  (4) 
Cities  or  villages  may  not  require  any 
additional  indemnity  bonds  nor  insur- 
ance other  than  those  provided  for  in 
this  act  nor  shall  cities  or  villages  pro- 
hibit use  of  streets  to  any  bus  line  nor 
impose  a  license  fee  to  exceed  $5.  (5) 
Licenses  may  be  revoked  for  reckless 
driving  and  intoxication  by  the  Secre- 
tary of  State.  (6)  All  fees  derived 
from  the  provisions  of  this  bill  shall  be 
turned  over  to  the  state  for  the  main- 
tt  nance  of  the  state  highways. 

The  clauses  covering  insurance  were 


not  fully  decided  upon  and  these  were 
held  over  for  discussion  at  a  later  meet- 
ing of  the   association. 

At  the  conclusion  of  the  reading  of 
the  bill,  there  was  presented  for  the 
information  of  the  association  a  me- 
morial to  the  Legislature  of  Michigan, 
di-afted  by  Attorney  Caldwell.  Mr. 
Caldwell  read  the  memorial  and  the 
members  were  urged  individually  to  see 
to  it  that  the  members  of  the  Legisla- 
ture representing  their  districts  receive 
a  copy  of  the  memorial  and  be  urged 
personally  to  support  the  association's 
bill.  The  memorial  is  printed  in  full  in 
this  issue. 

E.  B.  Burritt,  manager  of  the  Na- 
tional Motor  Transport  Association, 
addressed  the  meeting,  explaining  the 
work  of  the  national  association,  the 
program  which  was  before  it  and  the 
plan  now  actively  under  way  looking 
tc  the  formation  of  state  associations 
where  none  existed,  utilizing  members 
of  the  national  association  to  build  up 
the  local  organizations. 

A  resolution  was  adopted  indorsing 
the  work  of  the  national  association  and 
the  plan  of  organizing  state  associa- 
tions. 

The  bus  section  of  the  association, 
under  the  chairmanship  of  Roy  Wolf  of 
Coldwater,  numbering  about  forty-five 
bus  operators,  met  at  luncheon  before 
the  main  meeting  of  the  association  and 
discussed  features  of  the  proposed  legis- 
lation which  had  particular  bearing  on 
the  operation  of  motor  buses. 

At  a  banquet  held  in  the  evening  120 
members  were  in  attendance,  who  were 
addressed,  among  others,  by  Clarence  E. 
Bement,  general  manager  of  the  Novo 
Engine  Company.  In  speaking  on  the 
motor  bus,  Mr.  Bement  compared  bus 
lines  entering  Detroit,  which  land  their 
passengers  at  the  hotel  with  the  rail- 
roads, which  invariably  leave  them  out 


national    motor    transport 

ASSOCIATION:  President,  Patrick 
Hoaley,  secretary  and  counsel  Bridge- 
port &  Waterbury  Passenger  Service, 
Inc.,  36  Nortli  Main  Street,  Waterbury, 
*;onn. :  maniigei-  and  secretary,  E.  B. 
Burritt,  Pisl<  Building,  250  West  Fifty- 
seventh  Street,  New    York.   N.  Y. 

ARIZONA  MOTOR  TRANSPORTA- 
TION ASSOCI.A.TION :  President,  D. 
('.  O'Neil,  Douglas,  Ariz. ;  secretary,  F. 
A.  Jones.  127  North  Central  Avenue, 
Phoenix.   Ariz. 

.MOTOR  CARRIERS'  ASSOCIATION: 
I'rt-sident,  W.  K.  Travis,  president  Cali- 
fornia Transit  Company,  San  Francisco. 
Calif.,  secretary.  .lames  G.  Blaine,  1290 
Bush  Street,  San  Francisco,  Calif. 

CONNECTICUT  MOTOR  STAGE  AS- 
SOCIATION: President.  Patrick  Healey. 
secretary  and  counsel  Bridgeport  & 
Waterbury  Pji.ssenger  Service.  Inc.,  36 
North  Main  Street,  Waterbury,  Conn. ; 
secretary,  Edward  J.  Gildea,  treasurer 
Congress  Taxi  Company,  Danbudy, 
Conn. 

DELAWARE  BUS  TRANSPORTA- 
TION ASSOCIATION:  President.  George 
A.  Moses,  treasurer  West  Chester  &  Wil- 
mington Transportation  Company,  Wil- 
mington, Del.;  .secretary,  C.  S.  White, 
president  Delaware  Rapid  Transit  Com- 
pany.  Wilmington.  Del. 

MOTOR  TRUCK  ASSOCIATION  OF 
FLORIDA :  President,  W.  T.  Callahan, 
Miami  :  .secretary-treasurer.  D.  K.  Mc- 
Mann,  36  N.  W.  1st  St.,  Miami.  Fla. 


Motor  Bus  Organizations 

GEORGIA  iloTol;  nr.S  &  TR.A.NS- 
PORTATION  ASS(i(;iATI()N:  Presi- 
dent, B.  .\.  Harrison.  Bainbridge,  Ga. ; 
secretary,  W.  M.  Riley,  Decatur,  Ga. 

INDIAN.4  MOTOR  BUS  OWNERS' 
ASSOCIATION  :  President,  H.  E.  Jahns. 
general  manager  Jahns'  Bus  Lines,  La 
Porte.  Ind.  ;  treasurer,  W.  E.  Rentschler, 
manager  Indiana  Motor  Bus  Company, 
Plymouth,  Ind. 

IOWA  MOTOR  TRANSPORTATION 
ASSOCI.A.TION:  President,  J.  Edging- 
ton,  Des  Moines,  Iowa  ;  secretary,  E.  P. 
Cronk.   Des   Moines.   low^a. 

MICHIGAN  HIGHWAY  TRANS- 
PORTATION ASSOCIATION:  Presi- 
dent, E.  Foster  Moreton,  president 
Moreton  Trucking  Company,  Third  and 
Howard  Streets,  Detroit.  Mich. ;  secre- 
tary. H.  H.  Hardy.  Fireproof  Storage 
Company.  Lansing.  Midi. 

MINNESOTA  MOTOR  BUS  ASSO- 
CIATION: President,  Rodney  S.  Dim- 
mick,  president  Touring  Car  Bus  Com- 
pany, 2!)  Seventh  Street,  North.  Minne- 
apolis. Minn.  ;  secretary.  Earl  F.  Jack- 
son. Endicott  .\rcade.  St.  Paul.  Minn. 

NEW  JERSEY  BUS  TRANSPORTA- 
TION ASSOCIATION:  President,  John 
Morning,  4  08  Warren  Street.  Newark. 
N.  J.  ;  secretary.  Harrv  Buesser.  79 
Madi.son  Street,  Guttenberg.   N.  J. 

NEW  JERSEY  AUTO  BUS  ASSO- 
CIATION: President,  George  F.  Sey- 
mour. Jr.,  20  Clinton  Street.  Newark. 
N.  J. ;  secretary.  George  L.  Cowan.  20 
Clinton  Street,  Newark.  N.  J. 


AUTO  BUS  ASSOCIATION  OF  NEW 
YORK  STATE :  President.  Stanley 
Chatterton,  treasurer  White  Rapid  Tran- 
sit Company.  Lima,  N.  Y.  :  secretary 
and  treasurer,  James  J.  Dadd,  president 
Rochester  Bus  Lines  Advertising  Cor- 
poration, 120  Vermont  Avenue,  Roches- 
ter,  N.  Y. 

OHIO  MOTOR  BUS  ASSOCIATION: 
President,  R.  E.  McColIum,  Ohio  Motor 
Bus  Company,  Columbus.  Oliio  ;  secre- 
tary, C.  J.  Randall,  419  Majestic  Build- 
ing, Columbus.  Ohio. 

AUTOMOTIVE  CARRIERS'  ASSO- 
CIATION OP  OREGON:  President.  Max 
H.  Clark,  Camas  Stage  Company,  Port- 
land, Ore.  ;  secretary.  J.  L.  S.  Snead, 
manager  Oregon  Auto  Stage  Terminal 
Company.  Portland.  Ore. 

PENNSY'LVANIA  MOTOR  BUS  OWN- 
ERS' ASSOCI.\TION:  President.  Frank 
Martz,  treasurer  White  Transit  Com- 
pany, Plymouth,  Pa.  ;  treasurer,  W.  J. 
Emerick,  president  Emerick  Bus  Lines, 
Bellefonte.    Pa. 

WASHINGTON  AUTO  TRANSPOR- 
T.\TIO,V  ASSOCI.\TION:  President.  A. 
C.  Ellinglon,  Des  Moines  .Auto  Company. 
Seattle,  Wash. ;  secretary-manager,  Er- 
ven H.  Palmer,  Terminal  Building,  Seat- 
tle.  W.Tsh. 

WISCONSIN  MOTOR  TRANSPOR- 
TATION ASSOCL\TION:  President.  A. 
C.  Homan.  Menasha.  Wis.  ;  secretary. 
E.  H.  Kanilje,  Caswell  Block,  Milwaukee, 
Wis. 


April, 1923 


BUS 

1RANSPORTATK)N 


199 


in  the  yard,  making  it  necessary  for  the 
passengers  to  walk  down  between  bag- 
gage  trucks,  express  trucks  and  other 
impediments. 

Tl.e  Secretary  of  State,  Charles  J. 
DeLand,  gave  a  very  interesting  ad- 
dress on  taxation.  It  is  his  idea  that  if 
all  petty  taxes  were  eliminated  and  one 
tax,  to  be  known  as  an  income  tax, 
was  assesswl,  it  would  take  care  of  all 
funds  required  by  this  state  and  the 
entire  amount  would  be  paid  at  one 
time.  In  this  way  the  people  who  are 
now  making  money  would  pay  for  the 
privilege. 

Memorial  Adopted   by   .Association 

Th«_'  CiUf-slion  of  r«*Kuhitinii  and  laxatioii 
of  freight  and  passeiiKtr  carrviiiK  iiuitor 
vehicles  Is  now  the  subjril  of  public  ilis- 
cussion.  Some  solution  of  it  should  and 
doubtlt-ss  will  be  offered  by  the  present 
Lei;i3<lalure. 

The  business  Is  In  Its  Infancy.  Its  re- 
markable growth  has  denumsi rated  that  it 
meets  a  public  need,  and  is  permanent  In 
its  character  rather  than  a  passing  phase 
of  motor  development. 

.\nv  business  involvinK  the  use  of  the 
highways  and  the  transportation  of  passen- 
gers is  a  proper  subject  for  legislative  con- 
trol. The  great  e.xpense  of  highway  main- 
tenance makes  it  proper  that  a  business 
which  uses  the  highways  and  assists  in 
their  rapid  deterioration  should  contribute 
to  the  fund  necessary  for  their  maintenance. 
This  association  recognizes  these  facts. 
It  has  no  desire  to  escape  reasonable  regu- 
lation nor  its  just  .share  of  taxation. 

Instead  it  proposes  to  join  with  the 
proper  committees  of  the  Legislature  In 
framing  a  mea.sure  or  measures  designed  to 
accomplish  the  purposes  set  forth,  to  give 
the  Legislature  the  benefit  of  its  experience 
and  knowledge  of  the  conditions  under 
which  the  business  is  operated,  and  to 
attempt  to  eliminate  any  provisions  from 
such  measures  which  would  unnecessarily 
and   unwisely   injure  the   business   itself. 

The  association  has  no  objection  to  a 
reasonable  taxation  of  its  business.  We 
make  no  recommendation  to  the  Legislature 
as  to  the  form  of  such  taxation.  Should 
it  take  the  form  of  a  gasoline  tax,  as  pro- 
posed in  current  discussion,  we  have  no  ob- 
jection to  it.  Nor  have  we  any  objection  to 
the  tlat  rate  of  taxation  proposed  by  Col. 
Waldron.  On  the  contrary  we  will  will- 
ingly pay  our  share  of  a  tax  determined  in 
that  or  any  other  uniform  and  fair  way 
for  the  maintenance  of  the  highways. 

We  are  willing  to  pay  a  reasonable 
license  fee,  but  we  wish  to  point  out  the 
distinction  between  a  license  fee  and  a  tax. 
The  purpose  of  a  llcen.se  fee  is  not  to  raise 
revenue,  but  rather  to  defray  the  incidental 
expense  of  regulation  of  a  business  Such 
expense  as  the  state  may  necessarily  incur 
in  the  regulation  of  our  business  may  be 
imposed  upon  us  in  license  fees,  but  such 
license  fees  should  go  no  further  than  this. 

The  amount  of  revenue  which  could  be 
derived  from  a  license  fee  upon  buses  and 
trucks  would  be  so  inconsiderable  in  any 
event  as  not  to  merit  serious  consideration, 
and  certainly  not  to  justify  a  departure 
from  sound  principles  of  legisl.ition. 

In  view  of  the  fact  that  our  business  is 
carried  on  largely  by  individuals  of  small 
means,  and  the  nature  of  the  business  does 
not  lend  itself  readily  to  large  aggregations 
of  capital,  it  is  proper  that  some  measure 
be  adopted  to  protect  the  public  from  ir- 
responsible carriers. 

Doubtless  the  best  means  to  accomplish 
this  object  is  to  require  each  carrier  to 
carry  indemnity  insurance  as  a  protection 
to  the  public  against  personal  injuries  and 
damage  to  property. 

We  not  only  do  not  oppose  but  we  advo- 
cate such  a  requirement.  We  call  atten- 
tion, however,  to  the  fact  that  it  will  entail 
no  small  burden  upon  us.  It  necessitates 
the  payment  of  a  premium,  which  differs 
widely  with  the  completene.ss  of  the  cover- 
age required.  The  detail  of  an  in.surance 
requirement  should  be  the  subject  of  care- 
ful study  in  committee,  .ind  should  have  in 
view  the  double  object  of  protection  to  the 
public,  and  fairness  to  the  business. 

We  have  no  objection  to  a  permit  being 
required  of  every  motor  carrier  of  passen- 
gers or  freight.  Such  a  requirement  is 
necessary  to  their  proper  identification  and 
control,  to  the  regulation  of  insurance  and 
collection  of  taxes  and  license  fees. 

In  this  connection,  however,  we  wish  to 
point  out  that  the  nature  of  the  business  is 


Coiiv«*ntions.  Mrrtiiijrs, 
E.xhihits 

.Vpril    16-19 — American  Society  of  Civil 

lOngiii'  ■  1  •-,   New  Orleans,   La, 
.\prll   26-:  of      Automotive 

l^ngiii  i>ortutlon  Meeting, 

CleV.  U ::...-,. 

.lunc  l»-23 — Society  of  Automotive  lin- 

glneers.    Summer    Meeting,    Spring 

Lake,  N.  J. 
,luly — To   be   announced    later — Annual 

meeting   of   the    Washington    Auto 

Transportation    Association. 
July      20-21    —  Southern      Automotive 

lOqulpment     Jobbers'     Association, 

Atlanta,  Ga. 
•lulv  23 — Alabama  Automotive  Dealers' 

As.soclatlon.  Mobil.  ,  .\l:i. 


.sueli  that  ilelailed  regulation  by  a  state 
board  or  conunissit>n  would  be  highly  bur- 
densome to  thi'   Industry. 

It  is  impossible,  especially  In  the  freight 
carrying  branch  of  the  industry,  to  fix  rigid 
rates  which  must  apply  under  all  circum- 
stances. It  would  be  very  dillicult  for  each 
individual  operating  a  bus  or  truck  to  apply 
to  a  state  board  or  commission  whenever  he 
desired  to  change  rates,  equipment,  routes, 
or  other  detail  of  his  business.  In  the  case 
of  nuiny  small  operators  It  would  be  a  great 
haniship  and  might  even  be  prohibitive. 

We  do  not  believe  the  present  condition 
of  the  business  nor  the  interests  of  the 
public  require  such  detailed  supervision. 
We  believe  that  in  inaugurating  legislation 
In  an  entirely  new  field  it  is  the  part  of 
wisdom  to  make  the  first  enactment  mild 
and  tentative.  It  is  probable  that  any  law 
now  enacted  will  encounter  conditions  which 
will  make  its  amendment  necessary  by  the 
next  legislature. 

Should  its  provisions  prove  too  severe,  an 
amendment  (wo  years  later  cannot  remedy 
a  damage  already  done.  If,  however,  the 
present  act  should  be  too  weak  and  should 
prove  inadequate  to  meet  conditions,  it  can 
be  changed  without  such  serious  conse- 
quences. 

A  danger  which  we  wish  to  caution 
against  is  the  imposition  of  a  double  bur- 
den on  this  infant  industry.  We  are  not  In 
a  position  to  stand  more  than  our  share  of 
taxation.  We  are  now  burdened  with  a 
federal  license  fee  and  with  considerable 
state  license  fees.  A  gasoline  tax,  if  im- 
posed, will  be  a  considerable  tax  upon  us. 
in  view  of  the  heavy  use  we  are  compelled 
to  make  of  it.  and  the  proposed  insurance 
will  entail  a  severe  burden  which  must  not 
be  overlooked  in  the  consideration  of  the 
question. 

It  must  be  borne  in  mind  also  that  cities 
exhibit  a  growing  tendency  to  impose  licens> 
fees  and  bonds,  and  to  fix  other  regulations, 
all  of  wliicii  are  burdensome  and  confusing. 
We  believe  that  these  local  regulations 
should  all  be  merged  in  a  general  regula- 
tion by  the  state  in  cases  where  the  busi- 
ness is  not  conducted  within  the  limits  of  a 
single  municipality.  We  expect  to  continue 
to  be  subject  to  local  police  regulations 
which  are  uniform  in  their  character  and 
apply  alike  to  all  motor  vehicles,  but  we 
believe  that  the  specific  regulation  of  our 
business  can  best  be  done  by  the  state  .ilone. 
.\  brief  survey  of  the  nature  and  growth 
of  the  business  of  motor  transportation  may 
not  be  out  of  place  here. 

In  the  early  day  railroad  transportation 
was  seen  to  be  vital  to  the  progress  and 
prosperit.v  of  the  nation.  The  policy  of  gov- 
ernment favored  the  construction  and  oper- 
ation of  railroads.  Grants  of  money  and 
land  were  made  to  them.  All  sorts  of  con- 
cessions were  granted  to  foster  their 
growth. 

This  policy  has  proven  a  wise  one.  Un- 
der it  the  country  reached  a  point  whore 
railroad  construction  was  no  longer  ex- 
tensively needed.  There  were  still  unsolved 
problems  of  tr.\nsportation.  however,  which 
were  temporarily  met  by  the  construction 
of  electric  interurban  lines.  The.se  also 
were  viewed  with  favor.  The  policy  of 
government  waa  one  of  sympathy  and 
assistance,  rather  than  obstruction  and  dis- 
couragement. 

But  the  day  of  their  rapid  growth  has 
pas.sed,  A  new  form  of  transport.itlon  is 
rapidly  revolutionizing  travel  and  trans- 
portation. No  longer  are  ste.im  and  elec- 
tric railways  adequate  to  meet  the  nei^is  of 
the  vastly  increased  passenger  and  freight 
traltic  of  today.  Travel  is  now  divided 
between  rail  and  motor  vehicles,  and  the 
latter  are  becoming  an  Increasingly  vital 
part  in  the  structure  of  society. 

Much  of  the  automobile  travel  and  trans- 


t>orlatlun    Is   in   private    vehicles, 
leen  one  of  its  nurdHhl|>s.     It  ha- 

i..r~..ii-   of  small    means  uf   Itji  uu.  „..,..„.  >. 
:•  ••^tnini;  such  vehieleK  are  not  always 
■mon  to  UHe  them. 

I  ...l.i..     the    grea'    -'      •    -     ' •      -;     the 

held    of    hiKhu'u)  the 

line  of  public  veh.  and 

pUHSengerS       over       <1.  it,  '     - 

tween  (Ixed  termini.     '1  i 
liuHeh   ha^i   grown    with   .  . 

Ill  ^-aUSe    It     has    met     a     |.-ai    puum,      u«-i--i    anu 

performM  a  real  itervlce. 

The  rapidity  of  its  growth  however,  and 
the  nature  of  the  buiilnesn  render  It  uii- 
Ubuaily  precarious.  Many  llni-«  afford  only 
a  HHiall  return.  Much  of  the  bUBtn>-aa  Is 
done  upon  HO  »niall  u  margin  thui  its  very 
IXiMtellce  l.f  .l.-lieale.  The  tlrxt  breath  of 
adverse  N-Kl«latl..n  would  kill  it.  It  re- 
i|Ulr<«  boosting  instead  of  knotklng 

Many    of    lliit    circumstaneeH    which    have 
eauHed   dlsuuHslon  of  the  niH:4Tislty  of  regit- 
■    I'  if     ..re    Incident    lo    th.-    Infancy    of    the 
.'ind  lis  rapid  growth.     An  the  bum- 
i.       inies   better  eHtablishid    IT    -.vill   lend 
lo  MaliJljze  Itself.     .N'on-payiri.  ;|  b" 

abandoned.       Irn-Hponslbie     ir  will 

be   eliminated       I'ornet   prii.  .:in- 

agement  and  operation   will   i  .,ut. 

It     would      be     unulse     ti>     .t  ihts 

natural    development    by    vev  -ula- 

tlon  which  would  tend  to  hinder  and  poMl- 
bly  destroy  an  agency  of  valuable  public 
service. 

There  Is  a  natural  tendency  t'l  Increase 
the  paternallsllc  regulation  of  things.  The 
true  function  of  govirnment,  however.  Iji  lo 
leave  private  enterprlM<-  as  free  and  un- 
trammeled  as  is  conslHtent  with  the  In- 
terests of  the  public.  Uegulutlon  should 
be  adopted  slowly  and  reluctantly,  and  not 
with  the  zeal  and  enthualasm  of  Inex- 
perience. 

Any    detailed    regulation    of   our 
would  require  a  large  force  of  dep 
clerks  and  employei^a.     The  expen 
added  burden  must  be  met  by  the  public,    it 
would  probably  not  add  to  general  taxation. 
sUne  it  would  doubtless  be  placed  upon  u». 
and   by  us   passed   on   to  our   patron.^.      Rut 
the  public  must   stand    it    neveriheleaa.    and 
with   the  heavy  burden  of  prei«-nt  taxation 
no  such  additional  Item  should  be  Impooed. 
unless  a  longer  experience  proves  Its  neces- 
sity. 

We  desire  to  apologize  for  the  length  of 
this  memorial,  and  to  express  the  hope  that 
it  may  be  of  assistance  to  legialatora  in 
arriving  at  a  sound  and  con8er%'atlve  solu- 
tion of  the  problem  discussed. 


Washinplon    .\s.socia(ion    .\sks 
Square  Deal  in  Le«i,slation 

THE  Washington  Auto  Transporta- 
tion As.sociation  has  been  following 
closely  all  legislative  moves  affecting 
stage  operation,  in  the  Legislature  now 
in  session.  A  recent  conference  was 
devoted  to  the  consideration  of  a  pro- 
posal to  place  additional  fees  and 
taxes  upon  freight  and  passenger 
stages  operated  in  the  state  under 
direction  of  the  department  of  public 
works. 

Officers  of  the  association  claim  that 
there  is  discrimination  against  stages 
operating  under  this  supervision 
through  a  condition  that  has  arisen  in 
the  last  two  years.  The  operators  claim 
that  the  proposed  gross  income  tax 
would  place  a  tax  upon  some  650  pas- 
senger vehicles,  and  permit  more  than 
2,000  "for  hire"  cars  and  taxicabs  to 
operate  at  no  additional  cost.  This  tax. 
they  point  out,  would  put  a  tax  on  21.3 
trucks,  and  allow  approximately  .32,000 
other  trucks  to  operate  in  competition 
without  additional  tax  burden. 

The  stage  men  call  attention  to  the 
fact  that  motor  transpoi^tion  is  doing 
much  to  develop  the  state  and  to  give 
frequent  transportation  to  outlying  dis- 
tricts, which  in  most  cases,  have  no 
other  means  of  transportation.  Any 
additional  tax  burden,  stage  operators 
claim,  will  have  to  be  absorbed  by  the 


200 


BUS 

TIUNSPORTAnON 


Vol.2,  No.4 


stage  riders  through  an  increase  in 
fares.  Without  a  raise  in  stage  fares 
and  freight  rates  the  operators  claim 
they  will  be  forced  out  of  business  if 
additional  taxes  are  levied. 

The  operators  point  out  that  uncon- 
trolled motor  vehicles  are  not  required 
to   furnish   indemnity   bonds,   file   rates 


and  schedules,  and  are  free  and  unlimi- 
ted in  their  activity,  while  certified 
opei'ators  are  not  only  required  to  pay 
for  all  of  these  things,  but  are  also  re- 
quired by  the  state  department  to  oper- 
ate and  maintain  schedules,  even  if  they 
have  to  send  out  empty  cars  in  order 
to  obey  the  regulations. 


Motor  Bus  Experience  in  Tulsa,  Okla." 

By  B.  Hilburn 

General  Manager  Tulsa   ^Okla.)    Street  Hallway 


THE  subject  of  "trackless  trans- 
portation" is  so  important  that  it 
commands  much  consideration.  I  am 
quite  sure  that  I  am  not  alone  in  the 
belief  that  the  time  has  come  when 
we  must  accept  trackless  transporta- 
tion as  a  part  of  the  industry.  I  am 
also  one  who  believes  that  as  nearly  as 
possible  it  should  be  co-ordinated  with 
the  established  transportation  lines. 
The  acceptance  of  trackless  transpor- 
tation as  a  legitimate  part  of  the  elec- 
tric railway  industry  ."hould  require 
that  it  have  the  same  regulation  and 
bear  its  just  share  of  taxation  and  other 
responsibilities.  It  is  my  opinion  that 
the  operation  of  trackless  transporta- 
tion units  should  not  be  prohibited,  but 
regulated.  If  it  can  be  self-sustaining 
and  show  profits,  when  operating  as  a 
legitimate  business  enterprise,  and  if 
more  satisfactory  public  service  can 
be  performed,  then  the  public  is  en- 
titled to  that  class  of  transportation. 
It  is  inconsistent  to  say  that  under  all 
circumstances  the  jitney,  the  motor 
bus,  etc.,  cannot  perform  a  satisfactory 
service.  There  is  no  doubt  but  that  a 
vehicle  that  loads  quickly  and  reaches 
its  destination  rapidly  is  always  going 
to  make  a  very  wide   appeal. 

We  have  been  engaged  in  the  oper- 
ation of  several  motor  buses  in  Tulsa 
since  July  1,  1922.  Therefore,  you 
probably  will  expect  something  au- 
thoritative concerning  bus  operation. 
However,  we  ai'e  as  much  bewildered 
as  A.  C.  Blinn,  vice-president  and  gen- 
eral manager  Northern  Ohio  Traction 
&  Light  Company,  Akron,  Ohio,  ex- 
pressed himself  to  be  when  he  recently 
addressed  the  Central  Electric  Railway 
Association.!  We  are  at  present  sub- 
jected to  such  a  deluge  of  unregulated 
and  unrestricted  competition  that  our 
situation  cannot  reflect  accurately  what 
the  results  would  be  under  other  cir- 
cumstances. 

In  the  fall  of  1921  agitation  was 
started  for  the  installation  of  bus  lines, 
to  displace  two  jitney  lines  operating 
into  sections  that  were  not  served  by 
car  lines.  Being  prevented  from  build- 
ing into  those  sections  because  of  the 
lack  of  proper  franchise  rights,  we 
proposed  to  the  city  administration 
that  upon  the  passage  of  a  regulatory 
ordinance  we  would  install  motor  buses 
on  these  routes.  We  practically  reached 
a  tentative  agreement  with  the  Mayor 

♦Abstract  of  paper  pre.sentcd  before  Okla- 
homa Utilities  Association.   March  12,   1923. 

+  For  an  abstract  of  the  paper  referred  to 
see  Bus  Transportation  for  Februarv, 
1923,  page  99. 


and  Commissioners,  and  an  ordinance 
was  drawn  and  presented  for  passage. 
However,  when  the  ordinance  was  pre- 
sented the  Commissioners  thought  its 
passage  might  jeopardize  a  bond  issue 
which  was  to  be  voted  on  by  the 
citizens,  which  was  to  be  used  for  the 
construction  of  large  municipal  water 
projects.  Therefore,  the  matter  was 
dropped  until  the  spring  of  1922.  A 
new  administi'ation  went  into  office, 
which  started  negotiations  with  us  for 
the  installation  of  buses  to  take  the 
place  of  the  jitneys.  The  Real  Estate 
Exchange,  the  Chamber  of  Commerce 
and  other  civic  bodies  expressed  them- 
selves as  favorable  to  such  an  under- 
taking. 

An  ordinance  was  drawn  by  the 
City  Attorney,  and  the  Mayor  and 
Commissioners  agreed  to  pass  it  if  we 
would  install  suitable  motor  buses. 
This  we  agreed  to  do,  and  immediately 
ordered  equipment  for  the  installation 
of  four  twenty-five-passenger  buses 
on  what  was  known  as  the  East  Sixth 
Street  line,  commencing  July  1.  This 
line  is  2.7  miles  long,  and  we  started 
operating  on  a  thirty-two-minute 
round-trip  schedule,  providing  an 
eight-minute  service  with  four  buses. 
We  soon  found,  however,  that  we 
needed  extra  buses  in  the  peak  hours, 
and  on  delivery  of  three  more  twenty- 
five-passenger  buses  in  the  latter  part 
of  July  we  instituted  the  operation  of 
one  extra  bus  in  the  morning  and 
afternoon  rush  hours  and  operated  on 
a  thirty-five-minute  round  trip  sched- 
ule,  affording   a    seven-minute   service. 

The  jitney  operators  attempted  to 
resist  the  enforcement  of  the  ordi- 
nances, and  on  the  first  of  July  pro- 
ceeded to  operate  in  violation  of  the 
ordinance.  This  ordinance  practically 
excluded  the  jitney  or  touring  car  from 
operation  for  it  provided  that  all  self- 
propelled  vehicles  operating  over  desig- 
nated routes  for  hire  should  be  of 
the  motor  bus  type,  with  a  seating  ca- 
pacity of  not  less  than  sixteen  includ- 
ing the  driver.  The  ordinance  also 
provided  for  the  filing  with  the  city 
of  an  indemnity  insurance  bond  and 
other  reasonable  requirements.  How- 
ever, at  that  time  the  jitney  operators' 
counsel  failed  to  make  a  case  and 
their  petition  for  a  temporary  restrain- 
ing order  to  prevent  the  enforcement 
of  the  ordinance  was  denied. 

Another  and  the  most  important 
jitney  line  paralleled  our  car  line,  one 
block  away,  for  a  distance  of  twenty- 
five  blocks  and  the  city  administration 


attempted  to  negotiate  with  the  jitney 
operators  to  install  buses  on  this 
route.  The  jitney  operators  would  not 
agree  to  do  that,  and  the  commission 
then  took  the  matter  up  with  us. 
Although  it  meant  that  we  would  have 
to  enter  into  competition  with  our  ovv'n 
car  lines,  we  agreed  to  install  buses. 
The  line  was  2.5  miles  long,  and  after 
making  a  check  of  the  traffic,  we 
ordered  six  sixteen-passenger  buses 
and  prepared  a  schedule  requiring  the 
operation  of  the  six  buses  on  a  thirty- 
six-minute  round  trip,  providing  a  six- 
minute  headway,  and  the  addition  of 
four  tripper  buses  for  the  morning  and 
afternoon  peak  hours,  which  provided 
a  four-minute  headway.  We  put  the 
buses  on  this  line,  known  as  the 
Admiral  line,  on  Sept.  1,  and  the  jitney 
operators  ceased  opei'ation  without 
court  action.  Therefoi'e,  on  the  two 
lines  we  were  operating  fifteen  buses, 
nine  of  the  twenty-five-passenger  seat- 
ing capacity  type  and  six  of  the  six- 
teen-passenger type.  This  operation 
continued  without  competition  through 
the  month  of  September,  and  we  showed 
a  small  profit  and  rendered  a  fairly 
satisfactory  service. 

On  Oct.  3,  1922,  the  former  oper- 
ators of  the  jitneys  decided  again  to 
contest  the  ordinance  and  went  into 
court  asking  for  a  temporary  i-estrain- 
ing  order,  on  the  ground  that  the  ordi- 
nance was  in  conflict  with  a  state  law 
authorizing  jitney  service.  Their  con- 
tention was  upheld  by  the  court,  on 
the  ground  that  the  ordinance  specified 
the  capacity.  The  City  Commission 
then  repassed  the  ordinance,  leaving 
out  the  capacity  requirement,  retaining 
the  insurance  regulation,  prohibiting 
the  carrying  of  passengers  on  the  run- 
ning boards,  etc.  The  ordinance  was 
again  contested,  but  the  court  held  the 
ordinance  valid,  warning  the  city 
against  any  discrimination  in  the  en- 
forcement, and  stayed  the  enforcement 
for  seven  days,  to  give  the  jitney  oper- 
ators time  to  comply  with  the  ordi- 
nance. The  operators  then  proceeded 
to  file  application  for  licenses,  but 
failed  to  file  the  insurance  bonds  or 
to  file  detailed  schedules,  and  the  City 
Commission  refused  to  license  them. 
They  then  again  went  into  court  and 
asked  for  a  restraining  order,  on  the 
ground  that  the  commission  was  dis- 
criminating. This  time  the  court  gave 
them  the  restraining  order,  and  finally 
a  temporary  injunction,  preventing  the 
enforcement  of  the  ordinance.  This 
ruling  of  the  court  was  appealed  to  the 
Supreme  Court,  where  it  is  now  pend- 
ing. 

Kind  of  Equipment  Used 

We  have  one  Model  50  White  chassis, 
on  which  is  mounted  an  all  steel  Kuhl- 
man  body,  of  the  twenty-five-passenger 
seating  capacity.  The  weight  of  this 
bus  is  8,825  lb.  It  has  only  one  step 
between  the  ground  and  the  floor  of 
the  bus,  the  height  of  which  is  17J  in. 
The  floor  height  is  29J  in.  and  the  door 
width  28  in.  This  is  a  pay-as-you- 
enter  type.  We  have  nine  Model  725 
Garford  chassis,  on  which  are  mounted 


April,1923 


BL'S 
TKANSPORIAIXJN 


201 


Gai-ford  built  bodies,  of  wood  and  steel. 
They  are  of  twenty-fivc-passenger  ca- 
pacity, and  their  weight  is  8,550  lb. 
Except  that  they  have  two  steps  be- 
tween the  ground  and  the  floor  of  the 
bu.s  they  are  similar  to  the  White  bus 
on  other  body  specifications.  We  have 
six  Model  15-L  Garford  chassis,  on 
which  are  mounted  sixteen-passenger 
Garford  built  bodies.  They  have  one 
step  between  the  ground  and  the  bus 
floor.  We  also  have  seven  Reo  Speed 
Wagon  chassis,  on  which  are  mounted 
*  local  built  bodies.  .-Vll  told,  we  have 
twenty-three  buses. 

-After  our  eight  months  of  experi- 
ence we  are  led  to  believe  that  there  is 
yet  much  to  be  done  to  develop  the 
gasoline  bus  into  a  practical  unit  for 
affording  city  transportation.  They 
are  so  much  more  delic:ite  than  the  old 
reliable  electric  railway  car  that  they 
require  constant  attention,  which  makes 
the  cost  of  operation  per  revenue  pas- 
senger compare  very  unfavorably  with 
the  electric  car.  Ignition  trouble  and 
many  minor  adjustments  constantly 
interrupt  the  schedules,  causing  criti- 
cism as  well  as  expense  and  loss  of 
revenue.  We  are  endeavoring  as  much 
as  possible  to  keep  the  same  operators 
on  the  same  buses  because  the  more 
familiar  the  operator  becomes  with  his 
equipment  the  less  trouble  we  have  in 
keeping  it  in  operation.  However,  we 
follow  the  same  rule  in  assigning  inins 
as  are  followed  in  the  operation  of  the 
street  cars,  and  seniority  prevails. 
One  of  our  chief  troubles  is  the  brak- 
ing. The  constant  stopping  requires 
continuous  brake  adjustment  and  many 
pull-ins.  As  we  understand  it,  that  is 
one  of  the  engineering  problems  that 
is  attracting  much  attention  from  the 
automotive  manufacturers.  At  the 
present  time  we  are  getting  approxi- 
mately 7,000  miles  per  set  of  brake- 
shoe  linings. 

All  of  our  twenty-five-passenger 
type  buses  are  equipned  with  solid 
tires  on  cushion  wheels  on  the  rear, 
with  36  X  6  pneumatic  tires  on  standard 
wheels  on  the  front.  The  sixteen- 
passenger  buses  are  equipped  with  36 
X  6  oversize  tires  on  the  rear  and  35  x 
5  on  the  front.  We  think  that  we  are 
getting  fairly  good  results  with  our 
tires,  as  we  are  getting  about  20,000 
miles  per  tire,  which  makes  our  tire 
cost  about    1.3  cents   per  bus-mile. 

.Summing  up  our  operating  expense, 
which  is  the  only  thing  that  we  have 
any  definite  knowledge  of,  the  statistics 
show  the  following  cost  per  bus-mije 
of  opteration: 

Cents  per 
Bus-Mile 

Tires    1.3 

Gasolene  and  oil  2.7 

Operators'   wages   5.5 

Repairs.  m.iin(enance  and  general 

expen.ses   4.8 

Indemnity  insurance    1.0 

Depreciation    2.7 

Total    operating    expense.    In- 

cludinpr   depreciation    IS.O 

The  first  four  months  of  operation 

was  practically  free  from  competition. 
During  that  period  we  operated  180.000 
miles  and  carried  558,085  revenue  pas- 


senger.-i,  which  produced  $34,731.66 
gross  revenue,  which  netted  $3,093.91. 
I  regret  that  I  cannot  intelligently 
discuss  the  trackless  trolley,  as  it  is 
my  opinion  that  it  is  the  most  practical 
of  all  railless  cars  de-^igned  to  date. 
However,  my  knowledge  of  this  type 
of  car  is  confined  almost  exclusively  to 
what  I  have  read.  It  seems  altogether 
probable  that  the  trackless  trolley  can 
be  more  easily  co-ordinated  with  the 
electric  railways,  because  the  main- 
tenance Would  more  nearly  fit  in  with 
the  maintenance  of  street  cars.  It 
is  certain  that  electric  energy  would 
be  a  large  item  of  saving  over  gasoline 
for  the  motor  bus.  After  all,  it  is  my 
opinion  that  the  motor  bus  is  here  to 
stay,  but  I  am  doubtful  if  it  can  ever 
be  operated  as  economically  as  the  elec- 
tric car  and  will  have  a  tendency  to 
increase  fares.  Therefore  the  per- 
manency of  the  electric  railway  seems 
assured,  because  the  low  rate  of  fare 
will  always  be  a  deciding  factor.  The 
public  should  be  educated  to  the  neces- 
sity of  putting  trackless  transportation 
on  an  equal  footing  with  the  legitimate 
end  of  the  business. 


Conference  on  Standardization 
Held  in  Washinjjt^in 

WIDER  adoption  and  increased  use 
of  standards  in  automobile  and 
motor  truck  construction,  particularly 
as  applies  to  uniform  sizes  for  certain 
parts,  were  discussed  on  March  9  at  a 
meeting  in  W'ashing^on,  D.  C,  of  rep- 
resentatives of  various  interested  as- 
sociations called  by  the  Division  of 
Simplified  Practice  of  the  Department 
of  Commerce. 

It  was  suggested  that  instead  of  the 
fifteen  sizes  of  spark  plugs  now  on 
the  market,  it  might  be  possible  to 
adopt  three  sizes  which  would  answer 
all  purposes  of  service.  Another  sug- 
gestion advanced  was  that  the  out- 
side dimensions  of  battery  containers 
be  standardized  so  that  any  battery 
would  fit  any  car. 

-As  a  result  of  the  conference,  a  cen- 
tral committee  was  decided  upon  to 
represent  engineers,  manufacturers, 
distributors,  dealers,  garage  operators 
and  service  men,  owners  and  users  and 
the  trade  press  to  co-operate  with  the 
joint  committee  on  simplified  practice 
of  the  Society  of  Automotive  Engi- 
neers and  the  National  Automobile 
Chamber  of  Commerce  to  bring  about 
reduction  of  excessive  sizes.  The  first 
subjects  to  be  taken  up  by  this  central 
committee  will  be  spark  plugs,  roller 
bearings,  storage  batteries  and  tires. 

M.  L.  Hemingway,  general  manager 
of  the  Motor  and  .Accessory  Manufac- 
turers .Association,  was  elected  per- 
manent chairman  of  the  central  com- 
mittee, and  Carey  E.  Quinn,  of  the 
Automobile  Body  Builders  .Association. 
was  elected  permanent  secretary.  Each 
association  interested  will  name  one 
member   of   this  central   committee. 

.A  brief  resume  of  the  addresses 
made  by  some  of  the  leading  men  of 
the  automotive  field  give  some  very  in- 
teresting side  slights  on  the  growth  of 


the  industry,  as  well  as  the  application 
of  and  necessity  for  standardization. 

C.  C.  Hanch,  vice-president  of  the 
Lexington  Motor  Corporation,  brought 
out  the  necessity  of  organizing  the 
human  side  to  get  better  results.  He 
believetl  that  all  elements  should  t>e 
brought  into  this  problem  and  that  in- 
telligent co-ordination  of  these  elements 
will  have  the  necessary  influence  to 
effect  standardization  within  the  in- 
dustry. In  reciting  an  example  of  di- 
versification in  its  extreme,  he  stated 
that  during  one  week  he  was  compelled 
to  u.se  three  different  types  of  gear 
shifts  on  three  different  cars,  proving 
that  the  standard  shift  us  adopted  by 
the  S.A.E.  is  not  being  adhered  to 
very  clo.sely.  He  was  also  of  the  opin- 
ion that  concentration  leading  toward 
standardization  should  be  confined  to 
parts  that  benefit  Ihe  user.  He  made 
plain  the  fact  that  personal  appear- 
ance of  the  exterior  of  the  car,  design 
and  style,  are  features  that  must  be 
Ivft  to  the  art  of  the  manufacturer  and 
to  the  individuality  of  the  consuming 
public. 

C.  F.  Clarkson,  general  manager  of 
the  Society  of  Automobile  Engineers, 
spoke  of  standardization  and  the  ac- 
complishments thus  far  of  the  Society. 
He  emphasized  the  importance  of  the 
S..A.E.    standards    and    their    adoption. 

.A.  J.  Grimm,  chairman  of  the  stand- 
ardization committee  of  the  Automo- 
tive Equipment  .Association,  outlined 
the  origin  and  development  of  his  asso- 
ciation and  their  efforts  along  the  line 
of  standardization.  The  handbook  of 
the  Automotive  Equipment  As.sociation 
now  contains  the  standards  as  promul- 
gated by  the  S.A.E.  as  a  guide  for 
manufacturers  in  their  production  of 
accessories.  He  felt  that  his  associa- 
tion could  do  a  great  deal  in  selling  the 
standards  to  its  manufacturing  mem- 
bership. 

A.  D.  T.  Libby  of  the  Automotive 
Electric  Association  spoke  forcefully 
upon  the  necessity  of  standards  within 
the  industry,  and  laid  particular  stress 
upon  the  electrical  equipment  stand- 
ards as  adopted  by  all  manufacturers 
making  it  possible  for  any  magneto  to 
be  readily  adjusted  to  any  type  of  car. 
The  same  standards  are  possible  for 
generators  and  starters.  He  suggested 
questioning  the  manufacturers  as  to 
why  the  standards  of  the  .S.A.E.  were 
not  used  more  generally.  If  the  stand- 
ards proved  unsuitable,  or  caused 
greater  cost  to  the  manufacturer,  they 
should  be  changed  to  meet  the  situation. 

E.  E.  La  Sehum.  American  Railway 
Express,  gave  a  talk  on  the  durability 
and  reliability  of  the  motor  truck. 
The  chief  problem  that  confronted  the 
large  users  of  transportation,  he  said, 
was  the  education  of  drivers.  He 
favored  greater  standardization  from 
the  maintenance  angle,  as  an  unlimited 
variety  of  parts  must  be  carried  in 
stock  completely  to  repair  a  fleet  of 
trucks   constantly   in   operation. 

Among  organizations  reoresented 
were  the  National  Automobile  Cham- 
ber of  Commerce;  the  Motor  and  Ac- 
cessory     Manufacturers      Association; 


202 


BUS 

TIV^NSPORIATION 


Vol.2,  No.4 


Automobile  Body  Builders  Association; 
Automotive  Metal  Wheel  Association; 
American  Gear  Manufacturers'  Associ- 
ation; Automotive  Electric,  Motor 
Truck,  Tire  and  Rim  and  other  associa- 
tions. Delegates  were  present  repre- 
senting dealers',  equipment,  national 
hardware  and  other  organizations, 
while  large  users  of  motor  trucks  also 
were  represented. 


Transportation  Problems 
Up  for  Discussion 

ffnPRANSPORTATION  in  All  Its 
-I-  Phases  in  the  United  States"  will 
be  the  keynote  of  the  eleventh  annual 
meeting  of  the  Chamber  of  Commerce 
of  the  United  States  in  New  York,  May 
7  to  10,  as  it  is  the  keynote  of  virtually 
every  business  discussion  over  the 
country  these  days.  Already  the  na- 
tional chamber  is  engaged  on  a  com- 
prehensive study  of  the  whole  problem 
from  every  point  of  view,  hoping  to 
aid  in  the  ultimate  formulation  of  a 
national  transportation  policy.  That 
study,  however,  has  been  intrusted  to 
a  transportation  conference  created  by 
the  national  chamber  and  its  conclu- 
sions will  not  be  available  for  months, 
in  all  probability.  Special  committees 
of  the  conference,  dealing  with  specific 
divisions  of  the  general  question,  will  be 
in  session  at  the  time  of  the  annual 
meeting,  and  the  discussion  of  trans- 
portation subjects  at  the  meeting  in 
New  York  naturally  divides  itself  into 
lines  similar  to  the  committee  work 
of  the  conference. 

Representatives  of  the  motor  indus- 
try, the  railroads,  shipping  interests, 
producers,  waterway  operators  and  the 
public  are  included  in  the  conference 
makeup  and  also  will  be  heard  before 
the  annual  meeting.  The  aspects  they 
will  discuss  at  the  meeting  include  gov- 
ernmental relations  to  transportation, 
railroad  consolidations,  rate  schedule  re- 
adjustments, co-ordination  of  motor 
transport  and  waterway  carriers. 

Elliot  H.  Goodwin,  resident  vice-pres- 
ident of  the  national  chamber,  has 
pointed  out  that  the  transportation 
problem  was  a  purely  domestic  question 
which  "can  and  must  be  solved  by 
American  business  genius."  The  an- 
nual meeting  will  provide,  he  says,  a 
far-reaching  review  of  transportation 
needs. 

"No  factor  in  our  national  life  is  so 
universal  in  its  application  as  the  need 
of  adequate  means  of  transporting  our 
goods,"  according  to  Mr.  Goodwin. 
"Business  prosperity,  and  that  means 
our  greatness  as  a  nation,  depends  on 
finding  the  right  way  to  deal  with  our 
carriers  by  rail  or  water  or  highway. 
Concern  in  this  regard  is  manifest  in 
every  department  of  our  national  life, 
in  farming,  mining,  manufacturing,  dis- 
tribution, and  nowhere  more  than 
among  railroad  executives. 

"There  is  necessity  for  adoption  of  a 
national    tran.sportation    policy. 

"Men  of  the  business  world  feel  that 
there  must  be  a  way  to  harmonize 
operations  of  trains  and  trucks  and 
water  carriers  to  make  our  transporta- 


tion system  capable  of  any  expansion 
that  our  commercial  growth  demands. 
But  involved  in  such  a  project  is  all 
the  question  of  planning  for  national 
treatment  of  transportation,  insurance 
of  protection  for  the  proper  public  in- 
terest in  railroads  and  at  the  same  time 
restoration  of  confidence  among  in- 
vestors in  the  railroads  and  their  man- 
agement, revision  of  the  railroad  rate 
framework  so  that  trafliic  will  not  be 
stifled,  yet  providing  such  revenues  as 
will  make  the  carriers  living,  expanding 
industrial  entities. 

"It  is  not  to  be  expected  that  a  trans- 
portation cure-all  can  be  evolved  over- 
night at  the  coming  annual  meeting  of 
the  national  chamber.  It  is  to  be  ex- 
pected, however,  that  the  meeting  will 
foster  and  stimulate  discussion  both 
among  business  men  and  the  public. 
Men  who  are  recognized  nationally  as 
authorities  on  transportation  will  be 
among  the  speakers,  and  the  annual 
meeting,  while  not  attempting  itself  to 
offer  a  transportation  solution,  well 
may  have  an  important  influence  in 
helping  to  develop  national  thought  on 
this  vital  subject. 

"Proposals  for  solution  of  the  trans- 
portation problem  have  been  varied. 
Some  would  turn  increasingly  to  motor 
truck  movement  of  freight,  some  to 
waterway  developments.  All  of  these 
proposals  are  to  be  presented  before  the 
delegates  at  New  York.  The  annual 
meeting  will  serve  the  purpose  of  ac- 
quainting thousands  of  delegates  with 
the  ebb  and  flow  of  national  thought  on 
the  whole  subject.  It  will  be  a  stepping- 
stone  to  the  day  of  a  national  trans- 
portation policy,  to  intelligent  consid- 
eration of  the  forthcoming  conclusions 
of   the   transportation    conference." 


New  York  Bus  Men  Hold  Three 
Meetings  During  March 

DURING  March  three  meetings  of 
the  Auto  Bus  Association  (Of  New 
York  State  were  held — at  Binghamton 
on  the  15th,  Poughkeepsie  on  the  16th 
and  Newburgh  on  the  19th.  The  pur- 
pose of  these  meetings  was  primarily 
to  interest  the  bus  men  of  the  Empire 
State  in  the  work  of  the  state  associa- 
tion in  conjunction  with  that  of  the  Na- 
tional Motor  Transport  Association.  At 
each  meeting  new  members  were  added. 
Several  meetings  in  different  parts  of 
the  state  are  planned  for  April. 

James  J.  Dadd  of  Rochester,  secre- 
tary of  the  organization,  was  present 
at  all  the  March  meetings  and  outlined 
the  progress  being  made  in  securing 
enabling  legislation  for  the  formation 
of  a  mutual  insurance  oompany  to  be 
made  up  entirely  of  bus  men.  E.  B. 
Burritt  also  addressed  the  various 
meetings  and  outlined  the  aims  and 
\vork  of  the  national  association.  C.  V. 
Funk,  Ohmer  Fare  Register  Company, 
spoke  at  the  Poughkeepsie  gathering  on 
"The  Fundamentals  of  Fare  Collec- 
tion." C.  W.  Stocks,  editor  of  Bus 
Trans-.-ortation,  at  the  three  meetings 
pointed  out  to  the  bus  men  the  value 
of  co-operative  organization  from  an 
educational  .standpoint. 


Highway  Transport 
Franchises* 

By  Arthur  H.  Blanch.\rd 

Profes.sor  of  Highway  Engineering  and 

Highway    Transport,     University 

of   Michigan 

ALTHOUGH  the  phrase  "Highway 
Transport  Franchise"  has  not  been 
officially  defined,  it  may  be  explained 
as  an  agreement  between  a  state  con- 
trolling body  and  the  highway  trans- 
port operator  covering  a  guarantee  of 
definite  service  on  a  prescribed  route 
under  stipulated  conditions  by  the  op- 
erator and  a  guarantee  by  the  state 
that  there  shall  not  be  unwarranted,, 
ruinous  competition  by  other  operators.. 
Highway  transport  operators  carry- 
ing on  under  franchises  are  motor 
vehicle  common  carriers,  as  they  carry 
indiscriminately,  within  reasonable  lim- 
itations, all  persons  or  commodities,, 
under  general  conditions  of  agreement 
applicable  to  the  whole  public,  on  de- 
fined routes  according  to  definite  serv- 
ice schedules. 

The  legal  right  of  the  state  to  con- 
trol the  operations  of  common  carriers- 
is  generally  admitted  except  in  the  case 
of  interstate  common  carriers.  At  the 
present  time,  at  least  twenty-two  states 
provide  in  their  statutes  for  some  de- 
gree of  state  control  over  motor  vehicle 
common  carriers. 

Are  highway  transport  franchises  an 
economic  and  public  necessity?  To 
those  familiar  with  the  development  of 
the  commercial  transportation  of  com- 
modities and  passengers  by  motor 
vehicles  during  the  past  fifteen  years 
in  the  United  States  and  the  longer 
history  of  highway  transport  in  Great 
Britain,  the  answer  is  unreservedly  in 
the  affirmative. 

Failures  of  highway  transport  en- 
terprises are  occurring  every  day  due 
to  a  lack  of  knowledge  of  the  funda- 
mentals of  the  economics,  science  and 
art    of    highway    transport. 

While  50  per  cent  may  fail  due  to 
cut-throat  competition  by  fly-by-night 
companies,  it  is  conservatively  esti- 
mated that  at  least  50  per  cent  fail 
because  of  lack  of  knowledge  of  the 
A  B  C's  of  efficient  highway  transport 
business  methods,  cost  accounting, 
management,  and  the  operation  and 
maintenance  of  equipment. 

Those  interested  in  the  efficient  de- 
velopment of  highway  transport  in  the 
United  States  have  a  big  task  before 
them  in  bringing  to  the  attention  of 
groups  of  business  men  or  capitalists, 
operators  and  prospective  operators, 
the  necessity  of  having  connected  with 
their  operating  organizations  men  who 
are  thoroughly  trained  in  the  methods 
of  highway  transport,  the  interrela- 
tionship of  highway,  railway  and  water- 
way transport,  legislation,  the  funda- 
mentals of  costs  and  record  systems 
and  the  principles  of  highway  trans- 
port management,   together,   of  course, 


•Paper  presented  at  Michigan  Conference 
on  Higlnvay  Engineering  on  Feb.  12.  1923. 
at  the  University  of  Michigan.  .Ann   .\ilior. 


April,1923 


BUS 

TRANSHORTADOI 


203 


with  a  knowli-dKe  of  the  mechanism, 
operation  and  maintenaiite  of  motor 
trucl<s,  tractors  and  trailers. 

It  is  absolutely  necessary  that  high- 
way transport  be  placed  upon  a  sound 
business  basis  in  order  that  respon- 
sible operators  may  be  protected  and 
that  this  branch  of  common  carrier 
service  may  be  conducted  in  such  a 
manner  as  will  guarantee  to  the  public 
constant,  efficient,  economic  service. 

From  the  standpoint  of  public  safety, 
the  state  must  insist  that  our  motor 
vehicle  common  carriers  transportinfr 
passengers  provide  a  maximum  degree 
of  safety  to  the  traveling  public  and 
eliminate  reckless  driving  by  inexperi- 
enced chautTcurs,  and  the  utilization  of 
wholly  inadetiuate  motor  vehicle  equip- 
ment. 

Based  on  an  analysis  of  all  state 
statutes  covering  the  control  of  motor 
vehicle  operation,  the  powers  given  to 
state  public  service  controlling  bodies 
may    be    classified    as   follows  :t 

1.  Grant,  refuse  to  prant,  amend  or  re- 
voke eertlflcates  of  public  convenience  and 
necessity. 

2.  Prescribe  routes. 

3.  Fi.\    schedules. 

4.  Determine  character  of  service  and 
promote  the  comfort  and  safety  of  travelinp 
public. 

5.  Bslabli.sh  fares  and  rates. 

6.  Require  reports  and  uniform  methods 
of  accountinK. 

7.  Examine  accounts  and  records. 

8.  Supervi.se  fiscal  affairs  such  as  incor- 
poration,  capitalization   of  stock,   etc. 

9.  Compel  additions  to,  extensions  of  or 
betterments  in  physical  equipment. 

It  is  evident  that  a  grave  responsi- 
bility to  the  public  and  to  highway 
transport  business  will  rest  upon  the 
members  of  such  a  body.  They  should 
be  men  possessing  vision,  judicial 
minds,  and  a  broad  knowledge  of  trans- 
portation, and  should  be  unprejudiced 
concerning  development  of  railway,  wa- 
terway and  highway  transport.  Dif- 
ferent fields  of  public  and  business 
affairs  should  be  represented.  An  effi- 
cient controlling  body  might  be  made 
up  of  the  following  with  the  state  high- 
way commissioner  and  the  attorney  gen- 
eral of  the  state  as  ex-officio  members;  a 
highway  transport  man  of  high  stand- 
ing and  possessing  a  broad  knowledge 
of  transportation  by  motor  vehicles; 
an  experienced  highway  engineer,  who 
understands  the  fundamentals  of  high- 
way transport,  and  a  banker  who  has 
dealt  with  big  commercial  problems 
and  is  familiar  with  the  practice  of 
bonding  common  carriers.  To  this 
group  of  five  might  be  added  a  steam 
railroad  man  and  an  electric  railway 
man,  provided  that  they  possess  a 
broad  vision  relative  to  the  develop- 
ment of  transportation  in  America. 

It  may  be  said  that  the  highway 
transport  operator  of  sound  financial 
standing,  who  is  endeavoring  to  render 
to  the  public  an  efficient,  economical 
and  safe  transportation  service,  will 
welcome  the  passage  of  state  laws  rela- 
tive to  highway  transport  franchises 
provided  that  they  are  based  and  ad- 
ministered on  the  principles  which 
have  been  herein  outlined. 


The  Field  oi'  llie  1  r<>II«'\    I5iis* 

This   Vehicle  Occupies   a    roMlion    Mi(lHa\    l!ct»ccn   the   .Motor   Kum  and  Trolley 

Car — While    Few    Installation-    Arc    Vet    in   Operation,   Interest   in   the 

New   TranHport^tiiin    I'lan   Is   un   the   InrreaHe 

By  J.   A.  QUEENEY 

Railway  Dcpartmi-m  of  cj, m-ral  Kh'ctric  Company, 

.Sthintctndy.  N.  V. 


t  Report     by    Motor    Vehicle    Conference 
Committee.   March   1.   1922. 


IT  IS  GRATIFYING  that  the  Ameri- 
can Institute  of  Electrical  Engineers 
is  taking  an  active  interest  in  the 
transpcvrtation  problem  because  there 
is  none  that  more  vitally  affects  the 
interest  of  every   community. 

From  time  to  time  we  hear  it  said 
that  the  electric  railway  has  outlived 
its  usefulness  and  that  in  the  near 
future  it  will  be  replaced  by  the  gaso- 
line bus.  In  my  judgment  there  is  no 
system  yet  developed  that  offers  any 
hope  of  more  adequate  or  efficient 
transportation  for  the  great  mass  of 
people,  for  our  large  and  medium-size 
cities  at  least,  than  the  electric  railway. 

However,  there  are  conditions  in  al- 
most every  city,  regardless  of  size, 
where  a  car  or  bus  operating  on  rubber 
tires  will  prove  to  be  equally  depend- 
able and  much  more  economical  than  the 
street  car.  In  most  such  cases  the  trolley 
bus  will  best  meet  the  requirements. 
When  overhead  wires  cannot  be  in- 
stalled or  where  the  headway  is  very 
long  the  gasoline  bus  will  prove  more 
economical. 

Until  two  years  ago  the  trackless 
trolley  as  a  system  of  transportation 
was  practically  unknown  to  the  Ameri- 
can public,  although  it  has  been  in  suc- 
cessful operation  in  Europe  for  many 
years.  As  early  as  1903,  however, 
there  were  three  or  four  more  or  less 
experimental  installations  in  this  coun- 
try, which  were  abandoned  on  account 
of  inability  to  secure  a  franchise  or 
because  the  traffic  reached  the  point 
where  the  operating  companies  felt  jus- 
tified in  substituting  the  standard 
street  car. 

To  demonstrate  the  operation  of  a 
trackless  trolley  system  the  General 
Electric  Company  secured  a  trolley  bus, 
put  up  the  overhead  wires  and  operated 
a  trackless  trolley  at  the  Schenectady 
works  in  June,  1921.  Several  hundred 
street  railway  men  from  all  parts  of 
the  country  were  present  at  the  dem- 
onstration. Shortly  after  the  demon- 
stration at  Schenectady  the  city  of 
New  York  decided  to  install  this  sys- 
tem on  Staten  Island  on  two  routes; 
one  from  Mier's  Comer  to  Sea  View 
Hospital,  a  distance  of  2.6  miles,  the 
other  from  Mier's  Corner  to  Linoleum- 
ville,  approximately  4J  miles.  The  cost 
of  overhead  line,  including  poles,  all 
material  and  labor  was  approximately 
$4,.500  per  mile.  Seven  trolley  buses 
were  purchased,  each  seating  thirty 
passengers  with  standing  room  for  as 
many  more,  although  on  Saturdays  and 
Sundays  they  frequently  carry  seventy- 
five  to  eighty  passengers. 

These  buses  have  been  in  continuous 
and   successful   operation   since  Oct.   8, 

•Abstract  of  paper  presented  before  Phila- 
delphia Section.  A.I.E.E..  Nov.  13.  1922. 


1921.  They  have  provided  safe,  rapid, 
dependable  and  economic  transporta- 
tion to  the  people  of  that  section  of 
Staten  Island  through  which  they  oper- 
ate. In  fact,  during  the  winter  months 
when  on  several  occasions  the  roads 
were  covered  with  snow  and  ice  and 
when  the  street  cars  operating  in  the 
same  vicinity  failed  to  perform  their 
regular  schedule  the  trackless  trolley 
buses  never  once  failed  to  render  their 
regular  service.  As  a  consequence  the 
city  of  New  York  on  Nov.  4  inaugurated 
trolley  bus  service  on  a  10-mile  route 
from  Richmond  to  Tottenville. 

The  buses  on  the  new  route  are  of 
the  "gas-bus  type,"  that  is,  they  are 
equipped  with  a  chassis  having  a  long 
wheelbase,  with  a  hood  in  front  exactly 
like  that  on  a  gasoline  bus,  the  rheostat 
being  located  in  the  space  ordinarily 
occupied  by  the  gas  engine.  The  city 
has  another  trackless  trolley  route  4 J 
miles  long  under  construction  on  City 
Island.  Operation  will  begin  there 
early  in  1923. 

Commissioner  Grover  Whaien  of  New- 
York  City  has  recently  recommended 
that  $4,325,000  be  appropriated  for  a 
trackless  trolley  system  to  comprise 
approximately  120  miles  of  route  with 
power  station,  substations  and  12.5 
buses. 

Since  the  opening  of  the  trackless 
trolley  route  on  Staten  Island  a  line 
about  6J  miles  long  has  been  placed  in 
operation  by  the  United  Railways  4 
Electric  Company  of   Baltimore. 

There  are  two  other  trackless  trolley 
lines  in  this  country;  one  in  Minne- 
apolis operated  by  the  Twin  City  Rapid 
Transit  Company  and  the  other  in  Los 
Angeles  operated  by  the  Los  Angeles 
Railway.  Both  are  short  routes  with 
one  bus  each  installed  chiefly  to  demon- 
strate to  the  railway  officials  and  city 
authorities  the  operation  of  this  system. 
However,  the  Twin  City  Company  has 
now  under  construction  a  second  trol- 
ley bus. 

The  Virginia  Railway  &  Power  Com- 
pany was  the  first  of  the  street  rail- 
ways to  adopt  the  trackless  trolley,  and 
demonstration  lines  were  in  operation 
in  both  Richmond  and  Norfolk  prior 
to  the  opening  of  the  first  Staten  Island 
routes.  Due  to  difficulty  in  securing 
franchises  actual  operation  has  been 
delayed,  but  definite  arrangements  have 
now  been  made  with  the  authorities  in 
Petersburg  for  operation  and  two  buses 
which  are  now  under  construction  will 
shortly  be  placed  in  operation.  Addi- 
tional buses  will  soon  follow,  as  the  offi- 
cials of  Petersburg  and  those  of  the  rail- 
way agree  that  the  transportation  needs 
of  the  people  of  Petersburg  can  best  be 
served  by  this  form  of  transportation. 
As  soon  as  franchises  can  be  drawn  up. 


204 


BUS 

TfWJSPORrATTON 


Vol.2,  No.4 


the  company  will  also  make  installa- 
tions in  Richmond,  Norfolk  and  Ports- 
mouth. 

The  officials  of  the  New  York  State 
Railways  and  the  street  railway  com- 
missioner of  Rochester  have  come  to  the 
conclusion  that  the  trackless  trolley 
furnishes  the  means  best  suited  to  sup- 
plement the  present  trolley  system  in 
Rochester,  and  plans  are  now  under 
way  to  install  a  route  to  tie  together 
several  of  the  street  car  lines.  There 
are  also  two  trackless  trolley  routes  in 
operation  in  Canada ;  in  Windsor  and 
Toronto,  each  with  four  buses. 


The  operating  cost  of  the  trolley  bus 
is  approximately  19  cents  per  bus^mile 
or  about  the  same  as  that  of  the  Birney 
safety  car,  which  is  undoubtedly  the 
most  efficient  and  economical  car  yet 
developed  for  urban  transportation. 

The  trolley  bus  operates  with  very 
little  noise  and  vibration.  Its  accel- 
eration is  rapid  and  smooth.  Slower 
moving  vehicles  and  other  obstructions 
can  be  passed,  passengers  can  be  taken 
on  and  discharged  at  the  curb — in 
short,  faster  schedule  speeds  and  more 
dependable  service  are  possible  than 
with   cars  operating   on   rails. 


Regulation  of  Motor  Vehicles  in  lowa^ 

By  C.  W.  Eby 

Assistant    Chief   Engineer 
Waterloo,  Cedar  Falls  &  Northern  Railway,  Waterloo,  Iowa 


TEN  years  ago  the  Iowa  State  High- 
way Commission  was  created  to 
provide  plans  for  highway  construction, 
including  bridges,  and  to  supervise  con- 
struction and  maintenance  of  the  high- 
ways of  the  state.  The  sphere  of  activ- 
ity and  volume  of  highway  work  looked 
after  by  the  commission  have  increased 
every  year,  until  in  1922  nearly  $12,- 
000,000  was  expended  on  the  highways. 
Iowa  now  has  many  miles  of  paved 
highways  and  first-class  gravel  roads, 
and  a  comprehensive  program  has  been 
entered  upon  for  rapidly  increasing  the 
mileage  of  such  roads.  The  work  of  the 
State  Highway  Commission  and  its 
engineering  department  in  planning, 
constructing  and  maintaining  better 
highways,  is  a  great  achievement. 

What,  then,  is  the  cause  of  the  op- 
position to  the  Iowa  State  Highway 
Commission  and  the  present  highway 
program  ?  I  believe  that  a  large  part 
of  it  comes  through  the  belief  of  tax- 
payers that  the  burden  of  taxation  for 
highway  purposes  is  not  distributed  in 
proportion  to  benefits.  The  commission 
is  probably  not  responsible  for  the  in- 
equitable taxation,  but  through  being 
the  chief  official  body  of  the  state  in 
highway  matters,  it  gets  the  blame. 

Ourselves  as  Others  See  Us 

Many  classes  of  citizens  have  been 
displeased  by  their  experiences  in  high- 
way matters,  but  one  illustration  will 
suffice: 

Mr.  Smith  of  Any  Town,  who  drives 
his  car  mostly  for  pleasure,  took  his 
family  and  a  friend  out  for  an  evening's 
ride.  When  he  came  to  the  newly- 
paved  country  highway,  Mr.  Smith 
settled  back  in  his  seat  to  enjoy  the 
ride.  He  was  not  a  fast  driver  but 
soon  overtook  the  big  car  in  front, 
which  had  stopped  several  times.  A 
sign  on  its  side  read  "Local  Bus."  He 
was  turning  off  the  path  of  the  bus 
when  a  horn  honked  loudly  from  behind. 
Mr.  Smith  turned  back  again  to  the 
right  and  barely  kept  from  running 
over  a  woman,  who  had  alighted  from 
the  bus,  by  setting  the  brakes  so  tight 
that    he    slipped    his    tires    and    caused 


•Abstract    of   paper   given    Jan.    24,    1923, 
before  Iowa   Kngineering  Society. 


Mrs.  Smith  to  bump  her  nose  on  the 
back  of  the  front  seat  and  to  mutter 
something  about  his  learning  how  to 
drive  a  car.  A  huge  blue  and  gold  car 
sailed  by,  with  its  horn  still  bellowing. 
The  driver,  wlio  was  trimmed  with  brass 
buttons,  gave  Mrs.  Smith  such  a  look 
as  the  Kaiser  might  give  a  Frenchman. 
On  the  side  of  the  big  car  was  a  beauti- 
ful sign  which  read  "Limited  Bus." 

For  another  mile  Mr.  Smith  followed 
the  bus,  which  traveled  as  fast  as  he 
cared  to  go,  aiming  to  pass  when  it 
stopped  again.  Three  times  it  did  this, 
but  each  time  cars  coming  from  ahead 
prevented  his  turning  out,  and  Mr. 
Smith  had  to  stop  behind  the  bus.  He 
watched  the  passengers  drop  coins  in 
the  fare  box  and  felt  that  it  was  not 
just  right  for  the  stopping  of  the  bus 
to  bring  money  to  its  owners,  while  it 
brought  to  himself  only  expense  for 
gasoline,  brake  linings  and  tires. 

The  incident  just  related  is  not  a 
great  exaggeration  of  what  is  actually 
happening  every  day  throughout  the 
state.  The  fact  that  the  State  Highway 
Commission  has  been  active  in  promot- 
ing highway  construction,  and  at  the 
same  time  has  been  passive  in  the  mat- 
ter of  equalizing  the  highway  tax  bur- 
den on  the  basis  of  benefits,  has  created 
so  much  dissatisfaction  and  opposition 
in  our  state  that  it  may,  if  the  condi- 
tion is  not  changed,  become  a  greater 
obstacle  to  carrying  out  the  highway 
improvement  program  than  any  engi- 
neering or  financial  problem.  It  is  the 
case  where  highway  engineering  needs 
also  "human"  engineering. 

In  1922  twenty-two  states  regulated 
motor  carriers  in  a  greater  or  lesser 
degree.  Iowa  did  not.  Twenty-two 
states,  not  the  same  ones  just  referred 
to  in  every  case,  collected  additional 
or  extra  taxes  from  motor  carriers,  in 
addition  to  the  rates  levied  on  private 
automobiles.  Iowa  got  no  extra  money 
from  them.  The  proposed  bill  formu- 
lated by  the  committee  from  the  Amer- 
ican Electric  Railway  Association,  ad- 
mirably meets  the  needs  of  the  State  of 
Iowa  in  the  regulation  and  taxation  of 
motor  buses  and  motor  trucks  and 
merits  the  attention  of  all  persons  who 
are  in'erested  in  the  subject. 


Hudson  County  Bus  Men  Have 
Active  Organization 

ELEVEN  lines  traversing  one  of  the 
most  congested  centers  of  popula- 
tion and  one  of  the  most  highly  de- 
veloped bus  transportation  fields  in  the 
country  form  the  Hudson  County  Bus 
Owners'  Association,  which  has  its  head- 
quarters in  Jersey  City,  N.  J. 

This  organization  has  shown  con- 
siderable activity  recently  in  legislative 
matters.  After  a  series  of  meetings,  a 
delegation  headed  by  President  Charles 
J.  Gallagher  and  Counsel  George  L. 
Record  appeared  at  the  state  Capitol  in 
opposition  to  measures  they  considered 
detrimental  to  the  bus  interests. 

Among  such  measures  were  Senate 
Bill  No.  255,  giving  municipalities  in- 
creased regulatory  powers  over  buses, 
and  No.  356,  authorizing  bus  operations 
by  street  railways. 

The  following  lines  are  identified  witn 
this  body: 

Hudson  Boulevard,  president,  Cor- 
nelius Eaton;  Hudson  Boulevard  South, 
president,  William  Kase;  Hillside  Bus 
Line,  president,  Chas.  D'reyer;  Palisade 
Bus  Line,  president,  C.  R.  Wothke; 
Park  Avenue  Bus  Line,  president,  Hugo 
Dock;  Bayonne  Bus  Line,  president, 
Frank  Grecco;  Union  Hill  Bus  Line, 
president,  James  O'Keefe;  Hoboken 
Jitney  Association,  president,  Philip 
Martini;  West  Side  &  Montgomery, 
president,  Alfred  Pakenham;  Greenville 
&  Lafayette,  president,  Thos.  Fleming; 
Bergen  &  Central  Avenue,  president, 
Robert  Taylor. 


Motor  and  Accessory  Body 
Elect  Officers 

THE  Motor  and  Accessory  Manufac- 
turers Association  announces  the 
election  of  the  following  officers  for 
1923: 

President,  W.  0.  Rutherford,  vice- 
president  B.  F.  Goodrich  Rubber  Com- 
pany; first  vice-president,  A.  W.  Cope- 
land,  president  Detroit  Gear  &  Machine 
Company;  second  vice-president,  H.  L. 
Horning,  general  manager  Waukesha 
Motor  Company;  third  vice-president, 
E.  P.  Hammond,  president  Gemmer 
Manufacturing  Company;  treasurer, 
L.  M.  Wainwright,  president  Diamond 
Chain  &  Manufacturing  Company; 
assistant  treasurer  and  secretary,  G. 
Brewer  Griffin,  Westinghouse  Electric 
&  Manufacturing  Company,  Springfield, 
Mass.;  general  manager,  M.  L.  Hemin- 
way;  counsel,  Sidney  S.  Meyers. 


Caution  and  Courtesy  Urged 
by  Bus  Association 

THE  Camden  (N.  J.)  Bus  Association 
recently  sent  out  a  circular  letter 
to  all  members  urging  greater  caution. 
The  letter  read  in  part:  "During  the 
holiday  season  the  number  of  bus  riders 
and  the  amount  of  traffic  increases. 
The  drivers  should  watch  every  move 
they  make.  Constant  courtesy  will 
make  an  impression  on  the  public,  which 
will  be  reflected  in  next  year's  busi- 
ness."   A  ban  was  also  i^laced  on  racing. 


April, 1923 


News  of  the  Road 


205 


brought 

:  unit 

•  vents.  1 

A    th.- 

riioveiin.-iji.-i 

or  u.u  aa>. 

.Vflioii  Deferred  on  Los 
-Viigeles  Franchise 

Interests  Represented  by  Mr.  Me.Vdoo 
Form  New  ('ompany  and  .Suhniit 
.Vniended  I'etition — Hoard  Dividfd  on 
Issue — .-Vgitatiun  for  Referendum. 

RECENTLY  when  interests  repre- 
sented by  W.  G.  McAdoo  applied 
to  the  Los  Angeles  Council  for  fran- 
chises to  operate  buses  in  that  city  an 
agitation  for  a  general  improvement  in 
transportation  developed  throughout 
the  entire  city.  Three  applications  are 
now  pending  before  the  Board  of  Pub- 
lic Utilities  as  announced  in  Bus 
Transportation  for  March.  1923.  The 
board  is  making  an  extensive  study  of 
the  city  transportation  situation.  How- 
ever, the  board  during  the  period  of  its 
study  has  been  divided  on  the  franchise 
issue. 

The  McAdoo  interests  have  formed  a 
new  company  and  filed  an  amended  ap- 
plication for  a  blanket  bus  franchise 
covering  the  whole  city.  The  new  con- 
cern is  known  as  the  Peoples  Motorbus 
Company,  and  its  officers  are:  Marco 
W.  Hellman,  local  banker,  president; 
H.  H.  Cotton,  treasurer;  William  G. 
Mc.'Vdoo,  Jr.,  a  son  of  the  former  Secre- 
tary of  Treasury,  secretary,  while  Wil- 
liam G.  McAdoo,  Sr.,  is  the  chief  coun- 
sel and  John  Dickinson  associate  coun- 
sel. Col.  Henry  Laub  has  been  ap- 
pointed one  of  the  division  superintend- 
ents. The  amended  application  was 
signed  by  Messrs.  E.  F.  Simms  and 
Joseph  L.  Rhinock,  New  York  capital- 
ists, and  W.  G.  McAdoo,  Sr.,  appearing 
as  attorney. 

Petition  Provides  for  Future 
City  Ownership 

This  petition  provides  that  after  five 
years  the  city  may  terminate  the  fran- 
chise by  taking  it  under  municipal  own- 
ership, after  giving  one  year's  notice. 
Universal  transfers  are  provided  with 
a  fare  not  to  exceed  10  cents  for  one 
continuous  ride  in  the  same  general 
direction.  Free  transportation  is  to  be 
given  all  city  employees  while  on  duty. 
The  petition  provides  for  the  payment 
to  the  city  of  3  per  cent  of  the  gross 
income. 

A  bond  of  $100,000  is  provided  to  in- 
sure that  at  least  100  buses  will  be  in 
operation  within  eighteen  months  after 
the  granting  of  a  franchise.  According 
to  its  president,  the  company  states 
that  it  is  ready  to  spend  from  $2,030,000 
to  $3  000,000  in  equipment  and  ter- 
minals. 

Whether  or  not  the  new  company 
feels  that  it  will  meet  defeat  in  its  ap- 
plication, it  is  now  conducting  an  active 


campaign  to  place  the  matter  in  the 
hands  of  the  voters  at  the  next  May 
election.  Agents  of  the  bus  company 
are  circulating  initiative  petitions  to 
obtain  the  voters'  consent  to  grant  an 
operating  permit  as  well  as  to  repeal 
the  191(>  ordinance  which  drove  Ih'- 
jitney  buses  off  of  the  streets 


Independent  Loses  in  .Maiden 
Controversy 

Mayor  Kimball  of  Malilen,  .Mass., 
has  refu.sed  to  authorize  bus  operation 
in  competition  with  the  lines  of  the 
Boston  Elevated  Railway  in  Maiden. 
The  controversy  between  the  railway 
and  Joseph  Hart,  independent  operator, 
over  bus  franchises  was  mentioned  in 
the  March,  1923,  issue  of  Bus  Trans- 
portation. 

The  Mayor  yielded  after  the  railway 
threatened  to  withdraw  all  service 
from  the  Salem  Street  line  if  a  permit 
was  granted  Mr.  Hart.  As  a  result  of 
the     Mayor's     action,     the     Hart     bus 


New  ^'ork  (!ily  Itiises 
ln>a(i4-  .Vlliauy 

.Municipal  Huses  .Make  llillii-ult  Juurncr 
Thriuncli  KnorinouK  .Snow  lirifls — 
I'arl  of  .Mayor's  Program  i<i  I'romote 
Nome  Rule  Policies. 

BOTH  in  Albany  and  New  lurk  City 
transit  matters  have  been  much  in 
the  foreground  during  March  and  in 
all  discussion  of  transit  the  bus  hu8 
loomed  up  as  an  important  factor. 

On  .March  12  the  bus  came  into  the 
limelight,  when  four  vehicles  placarded 
with  legends  proclaiming  Mayor 
Hylan's  transit  policies  left  the  City 
Hall  in  New  York  on  a  unique  pilgrim- 
age to  the  state  capital.  The  city  ad- 
ministration working  in  conjunction 
with  the  Yorkville  Chamber  of  Com- 
merce, which  desires  additional  bus 
service,  evolved  the  plan  of  dispatch- 
ing buses  to  Albany  to  appear  at  the 
hearing  held  on  the  Walker-Donahue 
bill    (.Mayor   Hylan's   pet   measure)    on 


Mayor's  "Paul  Revere"  buses  about  to  leave  New  York  City  Hall  for  Albany 


service  has  been  withdrawn  and  the 
elevated  will  introduce  bus  feeder 
service  at  various  points. 


Saginaw  Votes  Down  Independent 
Bus  System. — At  the  special  election 
held  in  Saginaw,  Mich.,  on  March  7. 
the  grant  of  a  ten-year  bus  franchise 
to  the  Saginaw  .Motor  Omnibus  Com- 
pany was  decisively  defeated.  The  vote 
was  6,020  for  and  8.601  against.  This 
franchise  was  sought  by  John  Wade  of 
.Atlantic  City,  N.  J.,  associated  with 
several  New  York  City  men  and  had 
the  support  of  Mayor  Mercer.  On  .April 
2,  the  joint  railway-bus  ordinance,  which 
was  defeated  last  November,  will  be 
submitted  in  an  amended  form. 


March  14.  The  main  idea  was  to 
demonstrate  the  ability  of  the  bus  to 
cope  with  the  elements  and  to  show  the 
up-state  legislators  the  type  of  buses 
used. 

A  Garford  and  a  Reo,  taken  from 
service  on  the  Eiirhty-ninth  Street  line, 
and  two  new  Macks  were  chosen  for  the 
advance  on  Albany.  A  half  dozen  York- 
ville citizens  accompanied  the  buses. 
The  Mayor  and  his  party  made  the  trip 
by  train  on  the  1-lth.  Three  of  the 
"Paul  Revere"  buses,  as  they  were 
labeled,  reached  .Albany  on  the  early 
morning  of  the  day  set  for  the  hearing 
after  a  strenuous  trip.  The  snow  drifts 
increased  in  size,  the  pilgrims  found, 
as  they  journeyed  northward  and  only 
by  continuous  running  and  much  shovel- 


206 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.4 


jnfr  did  the  caravan  reach  its  destina- 
tion on  time. 

The  performance  of  the  buses  is  re- 
markable as  they  were  forced  to  break 
their  way  through  roads  over  which  no 
motor  vehicle  had  passed  for  six  weeks. 
The  betting  in  the  capital  city  was 
ten  to  one  against  their  ever  reaching 
Albany. 

Upon  the  arrival  of  the  buses,  they 
were  stationed  along  the  streets  lead- 
ing to  Capital  Hill  at  strategic  points, 
where  their  placarded  messages  re- 
ceived the  attention  if  not  the  approval 
of  up-state  legislators. 

At  the  hearing  held  on  March  14  the 
Walker-Donahue  bill  giving  New  York 
City  the  right  to  operate  her  own  tran- 
sit lines  was  the  only  measure  con- 
sidered. At  the  head  of  685  New 
Yorkers  the  Mayor  led  the  fight  for 
the  measure.  The  principal  points 
brought  out  by  the  defenders  of  the  bill 
were  early  relief  to  the  city  in  its 
traffic  problems,  an  end  to  the  long- 
standing deadlock  over  transportation 
and  the  right  of  municipal  home  rule. 
It  is  well  known  that  the  Mayor's 
transit  plans  include  the  operation  of  an 
extensive  bus  system. 

The  opposition  speakers,  mostly  rep- 
resentatives of  civic  organizations,  at- 
tacked the  constitutionality  of  the  meas- 
ure, assailed  the  record  of  the  city  ad- 
ministration in  bus  operation,  and 
pointed  out  the  enormous  cost  the  pro- 
visions of  the  bill  entailed. 

The  outcome  of  this  measure,  as  well 
as  of  the  other  similar  Democratic 
bills,  depends  upon  the  action  of  the 
Republican  Assembly.  Recent  develop- 
ments would  indicate  that  if  these  bills 
ever  receive  the  Governor's  signature, 
it  will  be  in  a  considerably  amended 
form  in  that  the  powers  granted  the 
city  administration  will  be  much  less 
than  originally  proposed. 


severe  weather  did  not  operate  at  all. 
It  was  admitted  that  on  the  dirt  roads, 
when  the  mud  became  such  that  the 
buses  could  not  operate,  the  service  was 
discontinued.  In  a  short  time,  it  is 
promised,  all  these  roads  will  have  con- 
crete surfacing,  insuring  all-year-round 
service. 

The  rehearing  reviewed  only  the  bus 
company's  side  of  the  case.  The  rail- 
road attorneys  asked  for  a  continuance 
until  April  3  when  the  evidence  sub- 
mitted by  the  Ritter  company  will  be 
answered  and  arguments  advanced  to 
show  that  the  bus  service  is  not  needed 
and  that  the  steam  line  service  is 
adequate.  In  the  event  that  the  Ritter 
company  is  again  notified  to  suspend 
operation,  it  is  expected  that  the  com- 
pany will  test  in  the  courts  the  right 
and  authority  of  the  commission  to 
prevent  bus  operation  upon  the  public 
highways.  Such  a  service  will  be  of 
prime  importance  to  all  of  the  bus 
operators  in  Illinois. 


cial  agents  of  the  International  and  city 
police. 

Gradual  replacement  of  trolley  cars 
by  buses  by  the  International  Railway 
has  been  proposed  by  the  Mayor.  The 
problem  already  has  been  discussed  by 
the  Mayor  with  Herbert  G.  Tulley, 
president  of  the  International,  and  other 
railway  officials.  Mayor  Schwab's 
plan  is  to  have  the  company  purchase 
two  buses  as  each  trolley  car  becomes 
worn  out.  It  was  declared  that  800 
buses  would  provide  adequate  service 
for  the  city.  Rails  and  wires  would  be 
removed  as  the  service  gradually  be- 
comes motorized,  which  Mayor  Schwab 
thinks  would  be  within  three  years. 


Bus  Petition  Opposed  by  Illinois 
Steam  Roads 

The  Ritter  Motor  Bus  Company  of 
Bloomington,  111.,  is  making  a  strong 
fight  for  existence  in  the  face  of  keen 
opposition  from  Illinois  steam  railroads. 
The  rehearing  of  the  bus  company's 
petition  to  operate  between  Blooming- 
ton,  Pontiac,  Colfax  and  Urbana  was 
held  in  Bloomington  on  March  6  before 
a  representative  of  the  State  Commerce 
Commission.  Following  the  first  hear- 
ing, the  commission  entered  an  order 
prohibiting   the  buses   from    operating. 

At  the  rehearing,  additional  evidence 
was  presented,  tending  to  prove  the 
financial  responsibility  of  the  company, 
the  amount  of  business  handled,  the 
poor  service  afforded  by  the  steam  lines 
and  the  convenience  of  the  buses  by 
comparison.  Citizens  of  the  towns 
served  explained  how  unsatisfactory 
was  the  service  of  the  steam  lines  and 
how  the  buses,  operating  frequently 
and  at  hours  which  suited  the  conven- 
ience of  the  public,  have  grown  to  be 
a  real  necessity.  The  lawyers  for  the 
.  steam  lines  cross-examined  each  wit- 
ness in  the  effort  to  prove  that  the 
buses   operated   irregularly  and  during 


Buffalo  Traffic  Situation 
Unsettled 

Mayor's  Emergency  Measure  Sustained 
^Railway  Acts  Against  Independents 
— Mayor  Plans  Motorization  of  Rail- 
way System. 

A  recent  decision  of  the  New  York 
State  Court  of  Appeals  sustains  Mayor 
Prank  X.  Schwab  and  the  City  Council 
of  Buffalo  in  their  action  to  provide 
transportation  facilities  in  Bufltalo  dur- 
ing the  strike  of  platform  employees 
which  started  on  June  1,  1922.  This 
decision  dismisses  the  appeal  taken  by 
the  International  Railway  in  the  matter 
of  the  application  of  the  company  for  a 
writ  of  mandamus  against  the  Mayor. 
The  decision  of  the  court  sustains  the 
findings  of  the  Appellate  Division, 
Fourth  Department,  which  reversed  the 
order  of  Supreme  Court  Justice  Pooley, 
and  approves  the  stand  taken  by  Mayor 
Schwab  that  the  court  had  no  power  to 
compel  him  to  remove  buses  from  Buf- 
falo's streets. 

The  decision  of  the  Court  of  Appeals 
establishes  the  right  of  the  Mayor  to 
issue  permits  to  buses  if  a  similar 
emergency  should  again  arise.  Justice 
Kruse  upheld  the  Mayor's  action  only 
in  so  far  as  it  was  taken  to  provide 
emergency  transportation  while  the 
railway  lines  were  paralyzed  by  the 
strike. 

The  International  Railway  has 
started  John  Doe  proceedings  in  the 
City  Court  to  ascertain  what  connec- 
tion, if  any,  there  is  between  drivers 
and  starters,  who  are  stationed  at  start- 
ing points  in  the  downtown  business 
district. 

The  routes  of  jitney  lines,  it  is  alleged, 
are  advertised  by  the  starters,  who  are 
claimed  by  the  railway  to  be  in  the 
pay  of  owners  and  drivers  of  jitneys  to 
solicit  passengers. 

The  International  claims  these  opera- 
tions illegal,  inasmuch  as  no  certificates 
have  been  obtained  by  the  operators 
from  the  Public  Service  Commission. 
Arrests  again  arc  beins:  made  by  spe- 


New  Bus  Line  Connects  Leading 
Kentucky  Cities 

Louisville  and  Lexington  are  now 
connected  by  a  bus  line  which  began 
operation  on  March  28. 

J.  W.  Barnes,  Jr.,  and  H.  O.  Barnes 
are  proprietors  of  the  Louisville-Lexing- 
ton Bus  Line,  as  the  new  line  is  known. 
Headquarters  are  at  the  Auto  Bus 
waiting  room  in  Lexington  and  at  the 
Tyler  Hotel  in  Louisville. 

The  route  runs  from  Lexington 
through  Versailles,  Frankfort  and 
Shelbyville  to  Louisville. 

The  new  company  will  have  a  con- 
siderable amount  of  competition  on 
local  business,  as  the  Louisville  & 
Interurban  Railroad  parallels  its  route 
from  Louisville  to  Shelbyville,  while 
there  is  a  gap  of  about  20  miles  from 
Shelbyville  to  Frankfort,  where  the 
Kentucky  Traction  &  Terminal  Com- 
pany operates  through  Versailles  to 
Lexington,  about  25  miles.  The  bus 
route  is  over  the  best  pikes  and  through 
the  highest  part  of  the  state.  The 
route  is  through  rich  agricultural  and 
stock  raising  districts,  including  the 
gTeat  thoroughbred  horse  breeding  sec- 
tion of  the  Blue  Grass  country.  Frank- 
fort, the  state  capital,  will  produce  a 
lot  of  business  going  both  ways. 

The  Chesapeake  &  Ohio  and  Louis- 
ville &  Nashville  Railroads  will  form 
the  greater  portion  of  the  through 
competition,  as  these  two  steam  roads 
make  several  of  the  smaller  towns  on 
the  route. 


Trackless  Trolleys  and  Municipal 
Buses  Proposed  for  Philadelphia 

Philadelphia,  Pa.,  has  seen  several 
new  developments  in  transit  matters 
within  the  last  month. 

An  ordinance  authorizing  the  opera- 
tion of  trackless  trolleys  on  Oregon 
Avenue  by  the  Philadelphia  Rapid 
Transit  Company  was  introduced  in  the 
Council  on  March  8.  The  proposed 
route  is  over  Oregon  Avenue  from 
Eighteenth  Street  to  Delaware  Avenue, 
and  the  present  fares,  with  free  trans- 
fers to  intersecting  lines,  would  prevail. 
This  operation  would  be  carried  on  by 
a  newly-formed  subsidiary,  the  Penn- 
sylvania Rapid  Transit  Company. 

At  the  initial  meeting  of  Mayor 
Moore's  new  transit  advisory  board, 
the    motor    bus    question    was    brought 


April,1923 

into  promineme  by  a  letter  to  the 
Mayor  from  the  United  Business  Men's 
Association,  suggestinK  that  the  city 
operate  a  system  of  100  buses.  This 
would  place  the  city  in  direct  compe- 
tition with  the  rapid  transit  company. 

Up  to  the  present  time  no  action  has 
been  taken  by  the  Council  on  the  appli- 
cations of  the  Philadelphia  Rapid 
Transit  Company  and  the  Keystone 
Transit  Company  for  bus  franchises. 
These  applications  were  filed  in  De- 
cember, 1922,  and  were  reported  in 
Bi's  Tra.nsportatio.n  for  December, 
ltt22.  and  January,  192.3. 

The  petition  of  the  Philadelphia 
Rapid  Transit  Company  was  presented 
in  the  name  of  a  subsidiary,  the  Phila- 
delphia Rural  Transit  Company.    A.  E. 


Hutt  is  in  charge  of  bus  developments,     machines. 


BUS 

mvvSK)RTAT10N 

Two  New  Lines  Opened 
in  Youn^^stown 

The  YounKslown  Municipal  Railway 
on  March  1«  opened  two  new  bus  lines 
to  serve  the  southern  residential  section 
of  YounRstown,  Ohio.  The  routes  are 
auxiliary  to  the  existing  railway  system 
an<l  serve  sections  not  now  served  by 
the  railway  lines.  The  company  oper- 
ates two  other  bus  lines,  one  to  the 
eastern  part  of  the  city  and  the  other 
to  the  northern  part  (sec  page  128, 
Bis  Ticv.NsroRTATlON  for  March,  1923). 

The  railway  recently  ordered  eleven 
new  buses,  equipped  with  Bender  bodies 
and  White  chassis.  When  this  entire 
consignment  is  received,  the  company's 
bus     equipment     will     total     eighteen 


British  Bus  News  Summarized 

.\uthoritlcs  Discuss  Bus   Stopping   Points — Manufacturers    I  avor    Heavy 
on  Motor   \' chicles — Tramwavs  and  Bus  Lines  Consolidate 


Duty 


T 


HE  question  of  bus  stopping  points     position  of  an  important  duty  on  such 
in   London  has   been   considered   by     machines    coming    from    abroad.      This 


the  Ministry  of  Transport  and  the 
police  in  conjunction  with  the  London 
General  Omnibus  Company.  The  prin- 
cipal object  of  the  new  scheme,  which 
is  well  advanced,  is  to  fix  permanent 
stopping  points  for  the  buses,  and 
where  buses   and   tramcars   run  along 


could  be  carried  out  by  bringing  such 
vehicles  under  the  safeguarding  of  in- 
dustries act,  which  provides  for  a  33J 
per  cent  ad  valorem  duty  on  certain 
classes  of  goods.  Pleasure  cars  are 
already  subject  to  duties.  The  British 
manufacturers    say    that    they    cannot 


side  each  other  to  fix  separate  stopping     compete  with  countries  which  have  de- 


places  with  a  view  of  avoiding  the  con- 
gestion which  now  occurs.  Where  there 
are  no  tramways,  the  bus  stopping 
points  are  also  being  reconsidered  in  an 
endeavor  to  secure  the  best  possible 
positions  for  them  from  a  traffic  point 
of  view. 


predated  currencies,  and  that  they  can- 
not compete  with  the  United  States 
because  of  the  cheapness  there  made 
possible  by  production  on  an  enormous 
scale.  Those  who  advocate  the  new 
import  duty  say  that  the  existence  of 
the  British  heavy  motor  vehicle  manu- 


Stopping  sign  posts  of  a   temporary  facturing  industry  is  in  the  balance  and 

nature  have  been  in  use  for  some  time  that  without  help  it  cannot  go  on.   .■Vny 

but  these  are  giving  place  to  signs  of  attempt  to  impose  the  duty  will  doubt- 

an  improved  type.     These  are  in  cream  less  be  violently  resisted  by  the  great 

enamel  with  bronze  moldings  mounted  body  of  British  free  traders.    The  safe- 

on   a    tapering   steel    post.      A    further  guarding  of  industries  act,  which  aims 


207 

on  a  proposal  to  reduce  wages  by  Is.  a 
week,  with  a  sliding  scale  governing 
future  adjustments.  The  proposal  was 
rejected  by  a  vote  of  8,352  to  2,016. 
At  a  mass  meeting  held  on  Feb.  25, 
however,  it  was  aimounced  that  the 
omnibus  companies  had  withdrawn  the 
notice  for  a  reduction  of  wages,  after 
negotiations  between  the  parties.  The 
possibility  of  a  strike  being  called  was 
thus  averted. 

The  report  of  the  directors  of  the 
United  Automobile  Services  Ltd.,  which 
operates  in  the  north  and  east  of  Eng- 
land shows  that  during  the  past  year 
the  gross  profit  was  only  £381.  This 
is  attributed  to  bad  weather,  to  com- 
petition, and  to  trade  depression.  It 
was  found  necessary  to  write  olT  £24,210 
for  depreciation,  so  that  no  dividend 
could  be  paid.  In  previous  years  there 
had  been  good  profits. 

At  the  annual  meeting  of  the  York- 
shire (West  Riding)  Electric  Tramways 
Company,  the  chairman  stated  that  the 
position  of  the  company  had  been  im- 
proved by  the  omnibus  services  which 
it  had  provided.  The  bu.ses  had  not 
only  protected  the  company  from  com- 
petition but  had  been  a  source  of  profit. 
There  were  now  twenty-three  motor 
vehicles  in  commission  and  ten  more 
were  on  order. 

D.  Hays,  general  manager  of  the 
Scottish  General  Transport  Company,  in 
a  speech  at  a  social  meeting  of  the  staff, 
reviewed  the  progress  of  the  company. 
In  1913  there  was  only  one  bus  and 
now  the  company  has  more  than  sixty 
motor  vehicles.  Last  year  its  pas.senger 
vehicles  carried  nearly  5,000,000  pas- 
sengers. He  denied  accu.sations  that  the 
company  wanted  a  monopoly,  and  .said 
that  it  did  not  object  to  competition 
provided  that  it  was  conducted  fairly 
and  properly. 


improvement  is  the  provision  of  a  frame 
beneath  the  sign  in  which  certain  cur- 
rent traffic  particulars  can  be  shown. 
On  the  reverse  side  of  this  frame  are 
exhibited  safety-first  legends.  The  num- 
ber of  bus  stop  signs  to  be  dealt  with 
is  650  and  they  are  being  fixed  at  the 
rate  of  thirty  a  week,  .^s  a  result  of 
the  erection  of  the  temporary  signs 
considerable  speeding  up  of  the  traffic 
has   been   effected. 

Two  additional  improvements  which 
are  designed  still  further  to  assist  in 
the  regulation  of  the  traffic  are  the 
introduction  of  time-table  boards  and 
time  clocks  on  outlying  country  routes. 
The  time-table  boards  are  exhibited  all 
along  the  routes  at  all  regular  stopping 


at  preventing  "dumping"  and  at  pro- 
tecting certain  "key"  industries,  was 
passed  a  year  or  two  ago  in  the  face  of 
keen  opposition  by  the  government 
which  had  a  great  majority  in  the 
House  of  Commons,  and  it  has  been 
subject  to  repeated  attack  since.  The 
present  government  has  a  compara- 
tively small  majority. 

The  tramways  in  Newcastle-on-Tyne 
are  owned  and  worked  by  the  Town 
Council,  while  those  on  the  opposite 
side  of  the  river  belong  to  and  are 
operated  by  the  Gateshead  &  District 
Tramways  Company.  Recently  the  two 
systems  were  linked  and  through-run- 
ning established  by  the  construction  of 
a  tramway  line  on  a  bridge  across  the 


New  Bus  System  Welcomed 
in  .\berdeen 

The  Aberdeen  Motor  Transit  Com- 
pany began  the  operation  of  buses  on 
the  streets  of  Aberdeen,  S.  D.,  on  Feb. 
26,  the  same  day  upon  which  the  last 
of  the  abandoned  Aberdeen  Railway's 
equipment  was  sold.  The  street  rail- 
way discontinued  operations  on  July  31 
last.  A  proposal  to  have  the  city  take 
over  and  operate  the  line  was  defeated 
at  the  polls  last  October.  As  the  city 
has  been  \'irtually  without  transporta- 
tion facilities  since  the  discontinuance 
of  the  railway  service  the  advent  of  the 
bus  line  was  welcomed. 

Three  twenty-passenger  auto  buses, 
equipped  with  White  chassis  and  Brown 
bodies,  constitute  the  company's  roll- 
ing  stock.      A    fifteen-minute    "schedule 


points  and  have  proved  to  be  of  great     River  Tyne.   Collaboration  has  now  been     is  maintained  over  two  routes,  the  West 


utility  to  passengers.  The  clocks  have 
been  introduced  to  assist  the  traffic  staff 
in  running  the  buses  at  even  intervals. 
The  conductors  now  "clock  on"  the 
buses  on  arrival  at  all  important  traffic 
points. 

Quite  a  lively  agitation  has  been 
started  among  manufacturers  of  heavy 
motor  vehicles  in  England  for  the  im- 


reached  between  the  tw^o  tramways  and 
two  local  bus  lines  so  as  to  secure 
connections  between  tramcars  and  buses. 
The  buses  provide  feeders  and  pro- 
longations of  the  tramway  routes  for 
some  15  miles  north  and  south  of  the 
Tyne. 

The    London    bus    drivers    and    con- 


and  North  Side  lines.  The  cash  fare 
is  10  cents  for  adults  with  tokens  issued 
for  7J  cents  each,  and  5  cents  for  chil- 
dren. The  company,  which  is  capital- 
ized at  $50,000.  was  incorporated  last 
December  with  the  following  officers: 
President,  C.  H.  Herreid ;  vice-presi- 
dent, B.  C.  Lamont;  secretary-treasurer 


ductors  took  another  ballot  in  February     and  general  manager,  A.  J.  Maclntyrc. 


208 


BUS 

TRANSPORTATION 


Vol.2,  No.4 


New  Indiana  Laws  May  Affect 
Bus  Rates 

Although  reports  from  main  bus 
terminals  in  Indiana  indicate  that 
rates  will  be  increased  considerably 
because  of  the  tax  of  2  cents  per  gallon 
on  gasoline  imposed  by  the  last  General 
Assembly,  the  ten  bus  lines  which  oper- 
ate from  the  Indianapolis  terminal,  the 
largest  in  the  State,  probably  will  not 
increase  their  rates.  Owners  of  sev- 
eral of  these  bus  companies  say  they 
are  satisfied  with  the  legislation  affect- 
ing the  motor  transport  business  which 
was  enacted  during  the  Assembly.  The 
main  fight  was  to  kill  the  bill  which 
would  have  placed  bus  and  motor 
freight  lines  under  the  jurisdiction  of 
the  Indiana  Public  Service  Commission. 
This  was  accomplished. 

The  plan  of  the  Motorurban  Com- 
pany, which  operates  buses  from  the 
Indianapolis  terminal  to  Fort  Benja- 
min Harrison,  is  to  construct  large  oil 
tanks  along  its  route  for  the  storage 
of  carload  shipments  of  gasoline.  The 
owners  of  the  line  assert  they  can  save 
6  cents  a  gallon  by  buying  gasoline  in 
large  shipments  and  therefore  will  not 
have  to  increase  their  rates.  Rates 
on  lines  running  from  Indianapolis 
average  about  2  cents  a  mile.  Forty- 
six  buses  leave  the  terminal  each  day 
for  towns  in  a  70-mile  radius. 

The  bus  owners  who  are  members  of 
the  Indianapolis  Terminal  Company 
supported  the  administration's  bills  in 
the  Legislature  for  increased  automo- 
bile license  fees,  a  2-cent  gasoline  tax 
and  a  special  tax  for  buses  according 
to  their  seating  capacity.  Under  the 
license  fee  act,  which  was  enacted  dur- 
ing the  final  days  of  the  session,  bus 
owners  will  pay  an  annual  tax  of  $3 
for  each  passenger  capacity  in  each 
bus,  in  addition  to  increased  license 
fees  and  the  gasoline  tax.  Some  in- 
dependent owners,  not  members  of  the 
association,  have  announced  that  they 
will  increase  their  rates  when  the  gaso- 
line tax  becomes  effective  about  June  1. 


Seven  Lines  Use  Terre  Haute 
Terminal 

Terre  Haute,  Ind.,  is  coming  to  the 
front  as  a  center  of  motor  bus  opera- 
tions. The  majority  of  the  lines  entering 
the  city  operate  from  the  union  bus  ter- 
minal, which  is  located  in  the  business 
district.  It  is  estimated  that  between 
twelve  and  fifteen  hundred  people  use 
the  terminal  daily.  The  owners  of  lines 
using  the  station  have  formed  the 
Terre  Haute  Motor  Bus  Terminal  Asso- 
ciation, with  P.  A.  Wilkey  as  general 
manager. 

The  following  lines  belong  to  this 
association:  Wabash  Valley  Transit 
Company,  Charles  A.  Turner,  president, 
operating  to  Greenup  and  Effingham; 
Ben  Hur  Bus  Line,  Frank  Nosier,  presi- 
dent, serving  North  Terre  Haute,  Jes- 
sup,  Catlin,  Rockville,  Marshall  and 
other  points;  New  Goshen  Line,  Leo 
Minnock,  proprietor;  Linton-Terre 
Haute,  Clay  City,  North  Terre  Haute 
and  Burnett  lines.  An  additional  route 
to  Sullivan  will  be  opened  soon. 


Tabular  Presentation  of  Recent  Bus  Developments 


Company 

WilUmantic    &     Hartford    Jitney 

Ass'n.,  Inc 

Long  Island  Motor  Bus  Corp 

Lakeland  Bus  Co 

White  Motor  Bus  &  Truck  Co 

Greeley- Denver  Transit  Lines,  Inc. 
Ellington  Transit  Corporation 


Alfred  Smith  &  Gordon  Quimby. . 

Gadberry  Transportation  Co 

John  Simon 

Northwestern  Transit  Co 

C.  C.  Shinar 

Market  Bus  Co 

C.  8.  Sirvain 

Gem  City  Motor  Bus  Co 

Egyptian  Transportation  Co 

Libratore  Marchigianu 

F.  M.  Von  Atzenger 

Wabash  Valley  Transit  Co 

Eniil  Leindorf 

LawTence  Stage  Co 

Ultra  Uiban  Bus  Co. 

Andrew  Castro 

George  E.  Davis'  Sons 

Earl  Hoover. 

Donald  MacPherson 

Salavatore  Angelis 

Fred  W.  Hyserman 

F.  A.  Warfield 


Address 
Incorporations 


Route 


Hartford.  Conn.. 
Lynbrook,  N.  Y.. 
Lakeland,  Fla.. . . 
Peoria,  111.. ..... 

Greeley,  Colo 

Ellington.  N.  Y.. 


Greeley 

Jamestown  to  EUington 


/ipplicadons  Filed 

Wilmington,  111 

oakPark,*iii..;;!;;:;;:'. 

Paterson,  N.  J 

Quincy,  111 


West  Hoboken,  N.  J 

Effingham,  III 

31  E.  1 36th  St..  New  York.. 


Martins  Ferry,  Ohio.. 
CastroviUe,  Cal 


Rensselaer,  N.  Y.. 


Permits  Granted 


Holbrnnk  &  Shuler 

John  Enright 

T.  L.  Clark  Truck  Co 

Superior  Motor  Bus  Co 

John  McAlevy 

Philip  Noce 

John  Keyser 

I'nited  Stages,  Inc 

Ellington  Transit  Corp 

Charles  Bouchard 

Arrow  Motor  Line 

W.  M.  Wood  &  C.  Briscoe 

Samuel  Garrigues 

S.  S.  &  Dan  Summers 

J.  H.  Cottrell 

Zanesville  &  Dayton  Transp.  Co. 

Ivy  Way  Bus  Line,  Inc 

L.  S.  Cullison 

J.  L.  Dotson 


Elizabeth.  N.  J.. 
Danville,  111 


Pateraon,  N.  J 

Paterson,  N.  J 

Ellington^  N.  Y.'. '. '. 


Newark.  Del.. . 
Camden.  N.  J.. 


Springfield,  6. 


Yosemite  National  Park  Co 

George  Long 

Eastern  Massachusetts  Street  Ry. 

Bus  Transportation  Co 

Casper  Bus  &  Transfer  Co 

Intercity  Bus  Transportation  Co.. 


Boston,  Mass 

Wheeling.  W.  Va 

Casper.  Wyo 

North  Bergen,  N.  J.. 


Dalton's  Ranch  to  Susanville,  CaL 
Joliet  to  Wilmington,  111, 
Pasadena  to  East  San  Gabiiel,  Cal. 
Oak  Park  and  adjacent  territory 
Happy  Camp  to  Orleans.  Cal. 
Paterson  to  Maywood,  N.  J. 
Sacramento  to  Jackson,  Cal. 
Quincy  to  Clayton,  III. 
Marion  to  Carbondale,  111. 
Katonah  to  Pleasantville,  N.  Y. 
Union  Hill,  N.  J. 
Effingham  to  Marshall,  111. 
Grand  Concourse,  Bronx,  N.  Y. 
Chester  to  Drakesbad.  Cal. 
Martins  Ferry  to  Washington,  Va. 
CastroviUe  to  Monterey,  Cal. 
Cornwall.  N.  Y. 
Little  Rock  to  Red  Gates,  Ark. 
Areata  to  Samoa,  Cal. 
Conshohocken  to  Bridgeport.  Pa 
Albany  to  Ca.stleton.  N.  Y. 
Avila  to  San  Luis  Obispo,  CaL 


Huntingdon  Park  to  Cudahy.  Cal. 
Elizabeth  to  Linden,  N.  J. 
Danville  to  Georgetown,  111. 
Bene\'ille  to  Mascoutah,  111. 
Hawthorne,  N.  J. 
Colterville  to  Kinsley,  Cal. 
Paterson  to  Newton,  N.  J. 
Niland  to  Brawley,  Cal. 
Jamestown  to  Ellington,  N.  Y. 
Litchfield  to  Standish.  Cal. 
Chicago  to  Libert>'\'ille,  III. 
Elkton,  Md.,  to  Wilmington,  Del. 
Camden  to  Turnerville,  N.  J. 
Burney  to  Cayton,  Cal. 
San  Diego  to  Tecata,  Cal. 
Columbus  to  Grove  City.  Ohio 
Bureau  to  Chilhcothe,  III. 
Columbus  to  Mount  Vernon,  Ohio 
Nlilfiird  to  Newhouse,  ftah 
El  IV.rtal  to  Tahoe,  Cal. 
\  Briceberg  to  Mariposa,  Cal. 
Susanville  to  W^endell,  Cal. 
(Blanket  Franchise) 
Wheeling 
Cheyenne 
Jersey  City  to  Kearney,  N.  J. 


Erie  County  Bus  Line. . 

Cadillac  Bus  Co 

George  S.  Jones  Co..  .  . 
Pickwick  Stages,  N.  D,. 


Applications  Denied 

Erie,  Pa.,  to  Conneaut,  Ohio 

Erie,  Pa.,  to  Conneaut,  Ohio 

Petaluma  to  Napa,  Cal. 

Los  Angeles,  Cal Los  Angeles  to  Cole\nlle,  Cal. 


Lines  Started 


H.  D.Snyder... 

Shore  Transit  Lim-  ,  .  , 
Kasey  Vineyard,  .  . 
Caddo  Transfer  &  Warehouse  Co. 
C.  L.  Richards 

S.  R.  Sundstroni    

Ernest  S.  Cook 

Hud-son,  Maynard  &  Clinton  Bus 

Co 

Scri  vner  Co 

Fred  Ballard 

Na.th  Bus  Line 

Willialn  Miller 

White  Star  Bus  Transit  Co 

-Motor  Transit  Co 

Sioux  FalLs  Transportation  Co 

Northwestern  Transp.  C'o 

East  Berlin  Transportation  Co.    ,  . 

H.  A.  Davidson 


Cannon  Ball  Transportation  Co. 

Tlioiiias  A.  Jones 

Christensen  &  Ridings 

Newark  Bus  Corp 

W.  M.  Brown  &  George  McConnell 

R,  I-:.  Angst    

Albert  I''.  Warner 

Hatfield  Transfer  Co.. 
.1    I{.  Scanlon    . 

J    II    Willi.vighby 

.\    ]■:    K.-Ity 

Candy  Bridge  Co 

Dixon  I-'erry  Co 

C.  B.  Ellin 


Maiden,  Mo. . . . 
Shreveport,  La 


Janesville,  Wis.. . . 
Indianapolis,  Ind.. 

Woburn,  Mass.. . . 


Moline,  111.. 


Aberdeen.  S.  D. 

Sioux  Falls,  S.  D 

Sioux  Falls,  S.  D 

East  Berlin,  Pa 

East  Ely,  Nev 

Proposed  Lines 

Portsmoutl).  Ohio 


Waterville,  N.  Y. 
Newark,  N.  J.. . . 


St.  Joseph,  Mo 

Watertown,  N.  Y. 

Trrnfon,  Mo 

Il!iriirnt)nd.  N.  Y.. 

Lorain,  Ohio 

Zanesville,  Ohio.  . 


Dixon,  Ky 

Trenton,  N.  J.. 


Ashland  to  Mount  Vernon,  Ohio 
Salisbviry  to  Claiborne,  Md. 
Maiden  to  Kennett,  Mo. 
Mansfield  to  Pelican,  La. 
Greenv'ille  to  Conneaut  Lake,  Pa 
Madison  to  Janes\'ille,  Wis. 
Greensburg  to  Indianapolis,  Ind. 

Hudson  to  Clinton,  Mass. 

Twin  Falls  to  Pocatello,  Idaho 

Faribault  to  Mankato,  Minn. 

Moline  to  Clinton,  111. 

Hamilton  to  Cincinnati,  Ohio 

Columbus  to  Springfield  via  London,  Ohio 

.Aberdeen 

Sioux  Falls  to  Yankton,  S.  D. 

Sioux  Falls,  S.  D..  to  Alton.  Iowa 

Hanover  to  East  Berlin,  Pa. 

I'-ast  Ely  to  Ely.  Nev. 


Port.sniduth  to  Ironton,  Ohio 
T'tira  to  Clayville.  N.  Y. 
Waterville  to  New  Hartford.  N.  Y. 
Morristown  to  Newark,  N.  J. 
Laramie,  Wyo. 
St.  Joseph  to  Cameron,  Mo, 
Watertown  to  S>Tacu.se.  N.  Y. 
Trenton  to  Chillirc.the,  Mo. 
Ogdensburg  to  Gouveneur,  N.  V. 
Dunkirk.  N,  Y. 
Zanesville  to  Columbus,  Ohio 
Tampa  to  Gandv  Bridge.  Fla. 
Dixon,  Ky.,  to  Evansvillc,  Ind. 
Morrisvilic  to  Trenton,  N.  J. 


April,1923 


BUS 

TRVJSPORTATJON 


209 


United  Stages  Seeks  Authority 
for  New  Route 

A  second  hearing  was  held  on  Feb. 
20  and  21  on  the  plea  of  the  United 
Stages  Company  requesting  the  Cali- 
fornia Railroad  Commission  to  grant 
it  a  certificate  to  operate  passenger 
and  express  service  connecting  Los 
Angeles,  Venice  and  intermediate 
points,  territory  which  is  now  served 
by  the  lines  of  the  Pacific  Electric 
Railway. 

At  the  opening  of  the  rehearing  of 
the  ease  the  Stages  Company  presented 
its  case  through  its  general  manager 
and  attorney.  The  railway  offered  its 
opposition  to  the  bus  lines'  applications 
through  its  chief  counsel. 

The  United  Stages  Company  since 
the  year  1912  has  been  operating  stage 
lines  in  southern  California,  handling 
baggage,  express  and  passengers.  Its 
operations,  schedules  and  fares,  how- 
ever, have  been  controlled  by  the  Rail- 
road Commission  only  since  1917. 

The  Stages  Company's  proposed  new 
route  between  Los  Angeles  and  Venice 
originates  in  the  heart  of  the  business 
district  of  Los  Angeles,_  and  from  this 
terminal  the  line  proposes  to  operate 
via  Eighth  Street,  Western  Avenue, 
Washington  Boulevard  to  Culver  City, 
thence  along  Motor  Avenue  in  Culver 
City,  thence  along  Venice  Boulevard 
from  Culver  City,  paralleling  the  elec- 
tric railway's  interurban  line  to  the 
proposed  terminal  in  Venice. 

The  proposal  of  the  bus  concern 
points  out  that  the  entire  distance  of 
the  proposed  line  will  be  over  asphalt 
paved  boulevards  and  that  no  local 
passenger  business  will  be  handled 
within  the  city  limits  of  Los  Angeles; 
however,  pickups  of  passengers  will  be 
made  locally  within  Los  Angeles  for 
passengers  destined  to  either  Culver 
City,  Venice  or  points  along  the  pro- 
posed bus  line.  It  is  proposed  to  es- 
tablish a  running  time  of  forty-five 
minutes  each  way  between  Los  Angeles 
and  Venice;  the  one-way  distance  is 
15.4  miles. 

The  bus  company  proposes  to  operate 
twenty-passenger  buses  on  a  thirty- 
minute  schedule  between  the  hours  of 
6:30  a.m.  and  7  p.m.,  and  after  7  p.m. 
hourly. 

Officials  stated  the  company  would 
require  six  buses  to  start  service,  and 
would  borrow  this  equipment  from  its 
other  lines  until  the  special  type  of 
bus  for  the  new  line  could  be  obtained. 
Three  months  would  be  required  to 
obtain  the  equipment,  it  was  said. 


The  real  purpose  of  the  referendum 
campaign  is  to  give  the  people  an  op- 
portunity to  express  their  will  on  the 
question  of  transportation  in  Santa 
Monica. 

On  March  10  the  Bay  Cities  Transit 
Company,  which  operates  the  present 
bus  system  in  the  city,  applied  to  the 
State  Railroad  Commission  for  author- 
ity to  negotiate  a  loan  of  $25,000  for  the 
purpose  of  purchasing  new  equipment. 
The  company  was  obliged  to  file  a 
$10,000  bond  to  guarantee  its  compli- 
ance with  the  term.s  of  the  franchise 
or<linance  within  ninety  days  from  the 
date  of  its  adoption. 


licard     bf^ulc 


ril:.1    tl.at 


valid.    We    fi-el    Uiul    in    aii\ 
tills  drparini«nt  nhuuUl  8pr> 
tho    purttoular    caite    uiitl    e. 
railway   an   ojiiK^nunUy   lo  h' 
Krafitiiji;    appr'Aal 

It  Hliuuld  be  wald  th;it    \k .    uri'l 
tho    l*^Hti-rn    AIa^■ 
has  no  Intcniluri 
vehlcleH    over    tilt 
It  now    haa   .> 
not  comr  In 
way.     ir  it  .; 

lit    at    any    tiin.     il.  -i..!    di.:    c.jir,i,.iiiy 
riadlly  apply  to  un  for  Hiich  auiliorlty. 


Referendum  Sought  on  Santa 
Monica  Franchise 

Factions  opposed  to  the  franchise  re- 
cently granted  the  Bay  Cities  Transit 
Company  to  operate  buses  in  the  Bay 
district  of  Santa  Monica,  Calif.,  have 
drawn  up  petitions  to  institute  referen- 
dum proceedings  against  the  operation 
of  this  system.  The  grant  of  this  fran- 
chise was  announced  in  the  March, 
1923,  issue  of  Bus  Transportatio.v. 


State  Commission  Sanctions 
Use  of  Bus  by  Railway 

Eastern  .Massachusetts  Authorized  by 
I'ommission  to  Operate  in  Seventy- 
two  Cities  I'rovided  It  Secures  Local 
Consents. 

ONE  of  the  most  sweeping  orders 
ever  issued  in  Massachusetts  has 
been  promulgated  by  the  Department  of 
Public  Utilities.  It  authorizes  the 
Eastern  Massachusetts  Street  Railway 
to  acquire,  own  and  operate  motor 
vehicles  for  the  transportation  of 
passengers  in  seventy-one  cities  and 
towns. 

This  order  covers  practically  the 
whole  territory  which  this  company 
serves,  but  it  should  be  explained  that 
the  company  must  also  obtain  a  license 
from  the  city  or  town  in  which  it  is  to 
operate.  The  company  does  not  now 
intend  to  run  motor  buses  in  all  these 
places,  but  desires  to  supplement  its 
trolley  service  with  motor  vehicle  serv- 
ice, feeding  into  the  latter,  wherever 
it  can  be  done  to  advantage  without 
competing   with    some    other    railway. 

St.atement  Explaining  Order 

In  connection  with  its  order  of  ap- 
proval the  Department  of  Public  Utili- 
ties makes  the  following  explanation: 

Thp  approval  of  this  department  Is  merr- 
ly  the  (Inst  step,  and  that  after  sucli  ap- 
proval is  obtained  the  company  Is  .subject 
to  the  provisions  of  Sees.  45  to  49  of  Chap- 
ter 159,  which  provides,  among  other  things, 
ihat  motor  vehicles  for  the  carriage  of  pas- 
sengers for  hire  cannot  be  operated  In  the 
manner  of  a  railway  without  first  obtain- 
ing a  license  therefor  froiji  the  IlcensinR 
authority  of  the  city  or  town  In  which  it 
Is  desired   to  operate. 

We  have  no  doubt  that  It  Is  In  general 
for  the  public  Interest  and  convenience  that 
the  Eastern  Ma.ssachusett8  Street  Railway 
should  be  permitted  to  own  and  acquire 
motor  vehicles  for  the  transportation  of 
pas.sencers,  and  to  operate  them  in  any 
city  or  town  where  It  Is  not  operating 
street  cars  and  where  the  local  licensing 
authorities  may  deem  It  advisable  to  issue 
a  license  for  such  operation.  The  onlv 
limitation  that  we  feel  should  be  placed 
upon  this  general  permission  Is  In  respect 
to  certain  areas  In  some  cities  or  towns 
In  which  some  other  street  railway  Is  now- 
operating  over  Its  own   locations. 

It  Is  possible  that  In  such  a  communltv 
the  Eastern  Maasachu.setts  Street  Rallwav 
might  be  given  by  the  local  authorities  a 
licejise  to  operate  motor  vehicles  upon 
highways  or  portions  of  highways  upon 
which  It  now  has  no  location,  and  where 
it  might  cause  undesirable  competition  with 
another  electric  railway.  This  would  be  In 
effect  to  grant  to  the  Eastern  Mas.sachu- 
setts  Street  Railway  a  location  upon  a 
highway  In  competition  with  another  rail- 
way. As  a  grant  of  location  to  a  railway 
by  a  city  or  town  Is  subject  to  the  certlflca- 
'"jr,. "/..*'' '^  department  that  It  Is  consistent 
with  the  public  Interest  before  the  .same  Is 


Railway  Donates  Buh«-«  for  Cripplied 
Children. — Baltimore  Transit  Company, 
a  subsidiary  of  the  United  Railways, 
Baltimore,  Md.,  on  March  12  turned 
over  to  the  City  Department  of  Educa- 
tion two  buses  to  be  used  in  transport- 
ing crippled  school  children. 

.\kron  .Municipal  Buh  SyHlem  Pro- 
posed.— Councilman  Rose  recently  intro- 
duced in  the  Akron,  Ohio,  Council,  a 
resolution  calling  upon  the  city  to  in- 
vestigate the  cost  of  installing  and 
operating  a  municipal  bus  system.  The 
resolution  was  referred  to  the  utilities 
committee. 

New    Idaho    Route    Opened. — A    bus 

route  between  Twin  Falls  and  Pocatcllo, 
Idaho,  has  been  established  by  the 
Scrivner  Company,  and  negotiations  are 
practically  closed  for  the  purchase  of 
another  line  now  in  operation  between 
American  Falls  and  Pocatello.  Tenta- 
tive plans  have  also  been  formed  for  the 
erection  of  a  motor  bus  depot  at  Twin 
Falls. 

Johnstown  Railway  to  Open  Third 
Bus  Line.— The  Traction  Bus  Company, 
a  subsidiary  of  the  Johnstown  Traction 
Company,  has  made  application  to  the 
Pennsylvania  Public  Service  Commis- 
sion to  operate  buses  from  the  railway's 
offices  to  the  Johnstown  city  line  in  the 
Twelfth  Ward.  The  company  now  oper- 
ates four  buses  on  two  feeder  lines, 
which  traverse  the  Dale  district  and 
Lorain  borough. 

Capital    Bus    Line    Extended.  —  The 

Public  Utilities  Commission  of  the  Dis- 
trict of  Columbia  has  authorized  the 
Capital  Traction  Company  to  operate 
buses  from  the  end  of  the  car  line 
at  Fourteenth  and  Kennedy  Streets, 
west  on  Kennedy  Street  to  Si.xteenth 
Street  and  north  on  Sixteenth  Street 
to  Alaska  Avenue.  This  is  an  amend- 
ment to  an  order  previously  issued,  by 
which  the  railway  would  have  operated 
buses  only  to  Sixteenth  and  .Montague 
Street.s. 

Suit  Started  lo  Restrain  .Montebello 
Municipal  Line.— The  city  of  Monte- 
bello, Calif.,  i.s  made  the  defendant  in 
a  complaint  recently  filed  with  the  State 
Railroad  Commission  by  Henry  F.  Col- 
man  of  Los  Angeles,  in  which  Mr. 
Colman  charges  that  the  municipality  is 
operating  a  bus  line  in  violation  of  the 
law  requiring  a  certificate  of  con- 
venience and  necessity  from  the  Rail- 
road Commission.  Mr.  Colman  asks 
the  commission  to  compel  the  munici- 
pality to  cease  operating  the  bus  line 
until  it  has  complied  with  the  law.  The 
claim  is  made  that  because  of  the  city's 
activity  as  a  common  carrier  the  legally 
authorized  carriers  in  the  district  have 
suffered  great  loss. 


210 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.4 


%  Financial 
W^      Section 


V   ¥^ 


California    Commission    Releases 
Motor  Vehicle  Figures  for  1922 

In  the  1922  report  of  the  California 
State  Railroad  Commission  is  shown 
for  the  first  time  a  classification  ac- 
count for  motor  stages  and  trucks 
known  as  Class  A;  that  is  companies 
showing  a  gross  revenue  of  $20,000  or 
more  for  the  year  ending  Dec.  31,  1921. 


Abstract  of  Balance  Sheet  of  Class  A 

Automotive    utilities    operating    in    Cali- 
fornia. 


ASSKTS 

Value  of  equipment    $4,930,722 

Value  of  shop  equipment     221,515 

Value  of  materials  and  supplies.  .  415,70.S 

Value  of  lands  owned     451,231 

Cash    ?H-ii^. 

Accounts  receivable    a92,71fi 

Stock  debt  discount    77,95-1 

Other  assets    2,082,5  i  8 

Deficit     516,25b 

Total  assets    $9,555,091 

Liabilities 

Stock  outstanding  (incorporated)  $3,052,510 

Cash  invested  (unincorporated)  .  .  2,143,681 

Notes  outstanding    923,851 

Balance  due  on  automotive  con- 
tracts      354.181 

Other  accounts  payable     1,196,9.t3 

Reserve  for  accrued  depreciation.  1,069,821 

Interest  accrued  but  not  due    ....  8,607 

Other  liabilities     599,493 

Surplus     205.994 

Total  liabilities     $9,555,091 


Abstract  of  Revenue  and  Expense 

Accounts 

Automotive    utilities    operating    in    Cali- 
fornia. 


Revenues 

Passenger    $6,918,944 

Freight     2,386,977 

Mail    191,417 

Express ■  649,468 

Miscellaneous   2,079,408 

Total  revenues    $12,226,21  4 

Expenses 

Labor     $2,822,038 

Gasoline  and  oil    1,250,986 

Repair  and  replacements    2,055,772 

Salaries — officials 417,091 

Office  and  clerical  expenses    613,355 

Insurance,  licenses,  taxes   451,752 

Rent    325,207 

Stationery  and  printing     119,902 

Depreciation 1,078,614 

Interest    83,408 

Miscellaneous   2,819,244 

Total  expenses    $12,037,372 

Net  revenues $188,842 

Number  of  passengers  carried  ...  11,128,530 

Average  fare  per  passenger    6.25 

Number  of  tons  of  freight  carried.  185.59  7 

Number  of  cars     1,158 

Number  of  trailers 59 


Receiver  Named  for 
Albany  Company 

At  a  special  term  of  the  United 
States  Court  at  Syracuse,  N.  Y.,  on 
March  17  Judge  John  R.  Hazel  named 
Milton  Van  Keuren,  president  of  the 
Hudson  Valley  Distributing  Company, 
as  receiver  for  the  Woodlawn  Improve- 
ment Association  Transportation  Cor- 
poration, Inc.,  operating  in  Albany  and 
vicinity. 


Petition  for  a  receiver  was  filed  by 
William  Birney  and  John  G.  Shea,  repre- 
senting 80  per  cent  of  the  claims  against 
the  company  and  a  majority  of  the 
creditors.  The  corporation  resumed  bus 
operation  on  March  19  and  is  now  giv- 
ing service  over  all  of  its  routes. 


Oregon  Line  Issues 
Annual  Report 

Figures  compiled  by  the  Linnton 
Transit  Company  show  that  during 
1922  more  than  200,000  persons  were 
carried  by  its  three  Mack  buses  on  the 
Portland-Linnton  (Ore.)  line.  Accord- 
ing to  the  report  which  covers  the  first 
full  year  of  the  company's  operation, 
the  average  number  of  passengers  car- 
ried by  the  three  buses  each  day  was 
well  over  700. 

The  business  during  the  last  six 
months  showed  a  gain  of  38,000  passen- 
gers over  the  first  half  of  the  year. 

Figures  on  operating  costs  are  also 
given  in  the  accompanying  tabulation, 
which  was  compiled  by  W.  E.  Young, 
secretary  and  treasurer  of  the  com- 
pany. 

Bus  No.  1,  purchased  Jan.  1,  1922, 
traveled  during  the  year  45,776  miles. 
Its  operating  expense  was: 


Gas 

Oil 

Tires   ... 
Repairs .  . 

TotaL, 


$1,552  75 

59  71 

441 ,00 

232.90 

$2,296   37 


Per  Mile 

$0.0339 

.0015 

.0096 

.005 


0  050 


Bus  No.  2,  purchased  Jan.  1,  1922, 
traveled  55,903  miles  and  its  cost  of 
operation  was: 


Gas 

Oil 

Tires.  . . 
Repairs . 

Total 


$1,864.57 

83.55 

441.00 

240  00 

Per  Mile 
0.033 
.0014 
.0078 
.  00429 

$2,629.12 

0  047 

Bus  No.  3,  purchased  July  4,  1922, 
traveled  34,584  miles,  with  following 
operating  expenses: 


Gas 

1.214.17 

14.69 

255.00 

47.78 

Per  Mill- 
0  0351 

Oil 

Tires 

Repairs 

0003 

.0073 

0013 

Total 

$1,531.64 

0   044 

Hudson-Philmont   Line   Sold.  —  The 

Hudson-Philmont  (N.  Y.)  line  has  been 
sold  by  George  and  Louis  Kranz  to  Paul 
Hirschmann  of  Hudson. 

Minnesota  Line  Changes  Hands. — The 
Mesaba  Transportation  Company  has 
purchased  the  White  Bus  Line  operating 
between  Duluth  and  Virginia,  Minn. 

Kentucky  Company  Buys  Line. — The 
Columbia-Campbellsville,  Ky.,  bus  line 
has  been  purchased  from  Tartar 
Brothers  by  the  Service  Transfer  Com- 
pany. 

Dillingham  Company  Stock  Issue 
Authorized. — The  Dillingham  Transpor- 
tation Company,  operating  a  number  of 
stage  lines  in  southern  California,  has 
been  authorized  by  the  State  Railroad 


Commission  to  issue  956  shares  of  its 
capital  stock  of  a  par  value  of  $95,600 
and  to  assume  the  payment  of  indebted- 
ness aggregating  $46,851. 

Pickwick  Stages  Proposes  Additional 
Stock  Issue. — Pickwick  Stages,  Inc.,  has 
applied  to  the  California  State  Railroad 
Commission  for  authority  to  issue 
$44,800,  par  value,  of  its  capital  stock, 
being  the  unissued  balance  of  $100,000 
of  common  stock  of  the  company. 

Ohio  Company  Plans  S50,000  Stock 
Issue.  —  The  Akron-Youngstown  Bus 
Company  has  filed  with  the  Ohio  Util- 
ities Commission  an  application  for 
authority  to  issue  $50,000  of  8  per  cent 
preferred  stock  for  the  purpose  of  pur- 
chasing three  new  buses,  refunding 
short-time  obligations,  amounting  to 
$20,753,  and  purchasing  garage  equip- 
ment and  insurance. 

Illinois  Company  Dissolved  —  The 
Jacksonville-Springfield  Transportation 
Company,  organized  last  fall  to  operate 
a  bus  line  between  the  two  Illinois 
cities,  has  dissolved  and  surrendered 
its  charter  to  the  Secretary  of  State. 
William  McNamara,  Jacksonville,  was 
president  and  W.  J.  Houston,  the  same 
city,  secretary-treasurer.  Too  much 
competition,  it  is  said,  made  it  advis- 
able to  drop  the  project. 

Some  Colorado  School  Bus  Operating 
Costs. — According  to  statistics  compiled 
by  the  superintendent  of  schools  of 
Weld  County,  Colorado,  the  Grover 
motor  buses,  carrying  children  to  and 
from  school,  traversed  4,040  miles  dur- 
ing December,  1922.  The  average  mile- 
age per  gallon  of  gasoline  was  9.1;  the 
average  cost  to  operate  the  buses  was 
22.7  cents  per  mile;  the  salary  of  the 
driver  varied  from  $20  a  month  to  $60 
a   month. 

Authority  Sought  for  Motor  Transit 
Stock  Issue. — The  Motor  Transit  Com- 
pany, Los  Angeles,  Calif.,  has  applied 
to  the  State  Railroad  Commission  for 
authority  to  issue  $657,753  of  its  capital 
stock  and  to  issue  shares  of  the  par 
value  of  $110,000,  to  be  sold  at  not  less 
than  90  per  cent  of  par,  for  the  purposes 
of  capitalizing  investment  not  hereto- 
fore represented  by  any  issued  stock, 
and  to  cover  cost  of  proposed  expendi- 
tures for  additions  and  improvements 
to   its  equipment. 

Employees  to  Share  in  Profits  of 
Cincinnati  Company. — The  Cincinnati 
(Ohio)  Motor  Bus  Company  has  an- 
nounced a  profit-sharing  plan  whereby 
efficient  employees  will  receive  a  bonus 
of  25  per  cent  of  the  net  earnings  of  the 
company  for  1923.  According  to  James 
J.  Fitzpatrick,  attorney  for  the  com- 
pany, this  step  was  taken  for  the  pur- 
pose of  promoting  closer  co-operation 
and  harmony.  A  grievance  committee, 
consisting  of  employees  of  the  company, 
has  been  appointed  to  consider  all  mat- 
ters of  complaints  among  employees. 
This  committee  also  has  power  to 
recommend  the  discharge  of  any  em- 
ployee for  good  cause.  The  employees 
will  meet  semi-monthly  with  the  offi- 
cers to  discuss  new  ideas  looking  toward 
the  welfare  of  the  company. 


April,  1923 

Bus.     t^ 

Iiiiportaiit  Dccisiuii  in 
New  York 

JuUko  l£ulfs  I.inos  OptTalini;  I'rior  to 
Enactnu-nt  i>l'  Local  C'onsc-nt  Law 
Must  Hi-  Saiu-lionod  hy  Loral  Author- 
ities— Appeal  Kntert'd  by  Owner  of 
Troy-Grafton  Line. 

A  DECISION'  recently  rendered  by 
Justice  Rosch  in  the  New  York 
Supreme  Court  is  of  particular  interest 
to  bus  line  owners  in  New  York  State 
who  were  operating  prior  to  1914,  when 
the  transportation  laws  were  amended 
so  that  local  consent  was  required.  The 
court  held  that  a  bus  line  in  existence 
prior  to  1914  must  comply  with  the  law 
requirins  local  consents,  notwithstand- 
ing the  fact  that  the  owner  possesses  a 
certificate  of  convenience  and  necessity 
from  the  Public  Service  Commission. 

The  case  in  question  involved  the 
operation  of  buses  between  Troy  and 
Grafton,  with  John  Burdick  as  the  plain- 
tiff and  Nelson  P.  Tilley  as  defendant. 
An  injunction  restraining  operation  of 
Ml.  Tilley's  line  was  granted.  An  ap- 
peal to  the  Appellate  Division  of  the 
Supreme  Court  has  been  taken  but  this 
appeal  has  not  as  yet  been  argued. 

History  of  the  Case 
The  history  of  the  case  follows:  In 
1912  Burdick  and  Snyder  established  a 
bus  line  between  Troy  and  Grafton 
under  the  name  of  the  Troy  Auto  Bus 
Company.  They  later  dissolved  part- 
nership, and  in  1921  Burdick  was 
granted  a  certificate  of  convenience  and 
necessity  by  the  commission  to  operate 
between  Troy  and  Grafton.  At  that 
time  the  transportation  corporations 
law  contained  the  provision  that  the 
city  must  consent  to  such  operations. 
Mr.  Burdick  secured  authority  from  the 
City  of  Troy  in  accordance  with  this 
act.  In  1914,  the  Lamphere  Bus  Line 
obtained  a  certificate  from  the  com- 
mission and  after  desultory  operations 
in  1922  was  assigned  to  the  defendant, 
Mr.  Tilley.  The  assignment  was  ap- 
proved by  the  Public  Service  Commis- 
sion after  a  hearing,  at  which  Mr.  Bur- 
dick appeared  in  opposition. 

.\pplication  was  then  made  to  the 
Supreme  Court  for  an  injunction  re- 
straining operation  by  Mr.  Tilley  on  the 
grounds,  first,  that  the  commission, 
under  the  law  as  it  existed  at  the  time 
the  original  certificate  was  issued  to 
the  Lamphere  Bus  Line,  had  no  juris- 
diction over  the  streets  of  cities  of  the 
second  class,  and,  second,  that  the  later 
amendment  to  the  law  requiring  the 
consent  of  the  local  authorities  was  a 
police  regulation  and  applied  to  certifi- 
cates already  issued  as  well  as  those  to 
be  issued;  that  the  grant  from  the 
Public  Service  Commission  was  a  mere 
license  subject  to  revocation  or  control 
by  legislative  enactment  and  not 
a  vested  property  right,  and,  therefore. 


BUS 

IKVSSrtJlOAHO. 

before  the  Tilley  bus  line  could  legally 
operate  its  owner  must  obtain  the  con- 
.•^eiit  of  the  authorities  of  the  cities  and 
towns  through  which  it  passe.*. 


\\  ashiny:ton  Court   Itenders   Deci- 
.sion  on  Interstate  Operations 

The  Supreme  Court  of  the  State  of 
Washington  in  two  recent  decisions  up- 
held the  constitutionality  of  the  law 
passed  in  1921,  requiring  that  parties 
operating  automobiles  over  the  state 
highway  for  the  transportation  of  per- 
sons and  property  for  private  gain  be 
required  to  obtain  certificates  of  con- 
venience and  necessity  from  the  State 
Department  of  Public  Works. 

The  most  important  of  the  two  ac- 
tions, calling  for  the  fullest  opinion 
from  the  court,  was  that  brought  by 
the  Northern  Pacific  Company  and 
other  railroads  operating  between 
Seattle  and  Portland,  to  enjoin  A.  M. 
Schoenfeldt,  operating  the  Interstate 
Motor  Transit  Company,  from  operat- 
ing stages  between  Seattle  and  Port- 
land. He  had  been  operating  for  some- 
time without  having  a  certificate  of 
necessity. 

The  court  held  that  because  trans- 
portation from  one  point  within  the 
state  to  another  outside  the  state  is  in 
character  an  interstate  operation,  it 
does  not  follow  that  the  state  cannot 
regulate  such  business,  and  that  the 
act  is  a  valid  police  regulation  and  bind- 
ing upon  all  who  use  the  highways  for 
private  gain. 

The  other  case  was  a  test  case  in- 
stituted at  the  behest  of  the  Depart- 
ment of  Public  Works  to  confirm  the 
constitutionality  of  the  same  law. 


News  from  the  Legislatures 

The  legislative  session  of  1923  is 
drawing  to  a  close  with  comparatively 
few  of  the  measures  discussed  in  pre- 
vious issues  of  Bus  Transportation 
becoming  laws.  The  state  legislatures 
have  already  adjourned  in  .Alabama, 
Arizona,  Arkansas,  Idaho.  Indiana, 
Montana.  North  Carolina,  Oregon, 
South  Carolina,  South  Dakota,  Te.xas, 
Utah,  Washington  and  Wyoming. 

The  Indiana  Legislature  passed  a 
bill  providing  for  an  annual  tax  on 
bu.ses  based  on  seating  capacity.  Three 
dollars  per  person  is  the  stipulated  fee. 
AH  vehicles  carrying  passengers  or 
commodities  must  also  pay  registra- 
tion fees  according  to  capacity  in  tons. 
These  fees  range  from  $10  for  one-half 
ton  capacity  to  $250  for  7J  tons.  A 
law  was  also  enacted  in  Indiana,  levy- 
ing a  license  fee  of  2  cents  a  gallon 
on  gasoline,  to  be  collected  on  the  retail 
basis.  The  Moorhead  bill,  which  would 
place  all  bus  lines  under  the  regulation 
of  the  Public  Service  Commission,  was 
killed  in  the  House.  This  measure  was 
strenuously  opposed  by  bus,  truck  and 
automobile  associations. 

In  the  New  Jersey  Legislature,  the 
Barkman  bill,  which  would  allow  rail- 
way companies  to  operate  buses,  was 
defeated. 

Montana    House    Bill    No.    191,    pro- 


2U 

viding  for  2  cents  a  gallon  tAx  on 
gasoline,  met  defeat,  as  did  Senate  Bill 
No.  64  in  the  Vermont  Legislature, 
calling  for  a  tax  of  1  cent  a  gallon  on 
ga.soline.  In  Ohio  the  Brown  bill  pro- 
viding for  a  1-cent  gasoline  tax  was 
killed. 

The  Missouri  Legislature  ■ 
bill  authorizing  the  State 
Commission  to  issue  bonds  in  cxceoa 
of  $5,000,000  a  year.  It  i«  understood 
that  the  pa.ssage  of  this  bill  will  mean 
the  speeding  up  of  construction  of  the 
highways  under  the  $00,000,000  bond 
issue,  voted  in  November,  1920. 

In  the  State  of  Washington  all 
motorists,  after  June  9,  1923,  will  be 
permitted  to  drive  at  a  maximum  speed 
of  35  m.p.h.,  according  to  a  measure 
recently  passed  the  State  legislature. 
The  rate  of  si>eed  permitted  for  motor 
trucks  is  ahso  increased,  based  on  the 
size  of  the  truck.  This  measure  had 
the  support  of  the  bus  men  of  the  state. 

At  the  present  time,  the  great  ma- 
jority of  the  proposed  legislation  men- 
tioned in  the  March.  1923,  issue  is 
reposing  in  committer 


Touring  Car  Uu.ses  Ruled  Out 
of  Newburgh 

The  discontinuance  of  operating  tour- 
ing cars  between  Newburgh,  N.  Y.,  and 
outlying  points  under  franchises  that 
call  for  motor  buses  or  stages  has  been 
ordered  by  a  resolution  passed  by  the 
Newburgh  City  Council  at  a  meeting 
held  on  P'eb.  19.  The  enforcement  of 
the  requirements  of  the  ordinance  is 
left  with  the  City  Manager,  Major  W. 
Johnston  McKay,  who  was  voted  full 
power  to  regulate  the  bus  situation. 

Major  McKay  outlined  his  views  on 
the  matter  to  a  Bits  TRANSPORTATION 
representative  as  follows: 

"It  is  not  my  intention  to  work  any 
hardship  on  any  bus?  operator.  Our 
city  needs  all  of  them  it  can  get,  but 
I  do  not  mean  to  allow  a  few  men  to 
operate  ramshackle  touring  cars  as 
buses  in  competition  with  operators  who 
have  from  $5,000  to  $50,000  invested 
in  modern  buses.  You  realize  that  the 
man  with  the  touring  cars,  by  carr>'ing 
passengers  for  slightly  less  than  the 
operators  of  large  buses  can  raise  havoc 
with  the  summer  riding  and  still  make 
a  good  profit." 


License  Fees  Reduced. — The  Town 
Council  of  West  Hoboken,  N.  J.,  has 
reduced  the  bus  license  fee  from  $100 
to  $25.  The  higher  fee  was  placed  in 
effect  a  year  ago. 

California  Sightseeing  Lines  Do  Not 
Require  Certificates.  —  The  application 
of  Charles  G.  Newman  for  a  certificate 
of  public  convenience  and  necessity  to 
operate  sightseeing  bus  serv'ice  from 
Long  Beach  to  variou.s  points  in  south- 
ern California  has  been  dismissed  by 
the  State  Railroad  Commission.  The 
commission  held  that  this  class  of  serv- 
ice does  not  come  under  the  provisions 
of  the  law  of  1917,  requiring  a  cer- 
tificate for  the  operation  of  automobile 
passenger  vehicles. 


212 


BUS 

TMNSPORTATION 


Vol.2,  No.4 


Personal^ 

cjt  fJL 


Notes 


Chicago  Clainis|^Mr.  Moser 

Herbert  C.  Moser,  for  Ten  Years  with  P'ifth  Avenue  Organization,  Now  in 

Charge  of  Transportation  for   Chicago    Company — Joined    Industry 

in  Its  Infancy  and  Aided  Materially    in    Its    Development 


LOST  in  admiration  of  a  well-bal- 
/  anced,  seemingly  perfectly  organ- 
ized institution,  it  is  but  natural  to 
forget  that  its  efficiency  is  but  a 
symbol  of  long  years  of  planning  and 
labor  on  the  part  of  men,  unheralded 
and  unsung,  who  have  built  stone  upon 
stone  the  structure  so  admired.  Such 
an  institution  is  the  Fifth  Avenue  bus 
and  such  a  man  is  Herbert  C.  Moser, 
for  nine  years  in  charge  of  its  trans- 
portation department,  who  on  March  10 
became  assistant  general  manager  for 
the  Chicago  Motor  Coach  Company. 

It  is  no  exaggeration  to  say  that 
many  of  the  methods  that  have  made 
the  Fifth  Avenue  system  both  popular 
and  famous  had  their  origin  in  the  brain 
of  Herbert  Moser.  When  he  joined  the 
organization  the  bus  industry  was  an 
infant,  and  a  puny  one  at  that.  As  for 
the  Fifth  Avenue  Company,  it  was  a 
mere  shadow  of  its  present  self.  It 
took  prophetic  vision,  indeed,  in  1913  to 
foresee  the  possibilities  of  automotive 
transportation,  but  that  was  just  what 
Mr.  Moser  had.  Only  a  man  of  daring 
leaves  an  established  field  for  an  un- 
tried one.  That  was  what  Mr.  Moser 
did,  impelled  by  his  faith  in  the  future 
of  the  motor  bus.  The  passing  of  the 
years  has  justified  his  choice. 

Herbert  Moser  is  a  New  Yorker  bom 
and  bred.  All  of  his  forty  years  have 
been  spent  in  the  greater  city.  When  a 
boy  of  fifteen,  he  took  his  place  in  the 
ranks  of  the  workers  of  the  world,  and 
since  that  day  he  has  never  let  up  work- 
ing. His  first  job  was  with  the  Stand- 
ard Oil  Company  as  an  office  boy. 

TwnNTY  Years  with  Railway 

From  the  employ  of  the  Standard  Oil 
Company  he  went  to  the  Metropolitan 
Street  Railway,  where  he  remained  for 
twenty  years.  His  first  job  with  the 
railway  was  to  sort  and  count  transfers. 
His  early  days  in  the  transportation 
field  may  be  defined  as  "days  that  were 
filled  with  labor  and  nights  devoid  of 
ease,"  for  most  of  his  jobs  in  those  days 
demanded  time  be  seized.  Mr.  Moser 
did  make  the  most  of  his  "spare  time" 
by  attending  night  school  at  the 
Y.M.C.A.,  and  taking  a  correspondence 
course. 

It  is  difficult  for  those  who  know  Mr. 
Moser  today  as  a  well-built  athletic 
man,  with  a  hand  clasp  like  the  grip  of 
a  steel  vise,  to  realize  that  the  present 
man  is  the  outgrowth  of  the  stripling  of 
only  a  few  years  ago  who  weighed  98 
lb.     It  is  characteristic  of  the  man  that 


in  a  few  years,  by  continual  training  in 
physical  culture,  Mr.  Moser  practically 
built  himself  over  physically. 

In  the  railway  business,  he  was  suc- 
cessively register  inspector,  chief  clerk, 
traveling  auditor  and  secretary  to  the 
superintendent    of    transportation.      In 


H.  C.  Moser 

going  from  department  to  department, 
he  gained  a  broad  view  of  the  trans- 
portation business,  which  stood  him  in 
good  stead  in  his  later  career. 

When  the  New  York  State  Public 
Service  Commission  was  established  in 
1907,  Mr.  Moser  got  his  first  real  big 
opportunity.  The  commission  asked  the 
Metropolitan  Street  Railway  for  state- 
ments and  reports  regarding  operating 
expenses  and  other  similar  data.  It  was 
discovered  that  the  company  kept  no 
such  records.  A  statistical  bureau  was 
then  created  and  Mr.  Moser  placed  in 
charge.  It  was  not  long  before  the  rail- 
way had  complete  data  on  operating 
costs,  and  the  statistical  department  be- 
came a  real  factor  in  the  company's 
business.  Mr.  Moser  made  a  specialty 
of  time-tables,  and  in  his  efforts  to  per- 
fect the  schedules  of  the  railway  he 
made  an  exhaustive  study  of  traffic  con- 
ditions in  the  larger  Eastern  cities. 

Meanwhile  a  change  was  taking  place 
in  the  transportation  world.  The  bus 
entered  the  field.  Herbert  Moser  was 
one  of  the  few  railway  men  of  these 
days  who  did  not  regard  the  newcomer 
with  scorn.  He  visualized  at  once  the 
possibilities  of  the  use  of  buses  in  urban 
transportation,  and  was  probably  the 
first  street  railway  man  to  enter  the  bus 
industry. 

Since   1906  the  Fifth  Avenue   Coach 


Company  had  been  operating  buses  in 
New  York  with  varying  success.  On 
Feb.  1,  1913,  Mr.  Moser  joined  that 
organization  as  head  of  the  transporta- 
tion department,  a  position  he  held  until 
his  recent  resignation.  At  the  time  Mr. 
Moser  joined  the  company  it  had  125 
buses  in  operation  and  the  daily  rev- 
enues never  exceeded  $4,000.  Today  the 
system  operates  270  buses  and  a  big 
day's  receipts  will  amount  to  $25,000. 

The  office  of  superintendent  of  trans- 
portation tried  but  did  not  exhaust  Mr. 
Moser's  capacity  for  work.  That  Mr. 
Moser  made  good  no  one  will  gainsay. 
He  has  done  more  than  that.  He  has 
planted  a  new  idea  in  the  transpoi-tation 
world  as  applied  to  the  handling  of 
traffic.  Herb  Moser  was  the  man  be- 
hind the  famous  civility  crusade  of  the 
Fifth  Avenue  Coach  Company.  All  his 
life  he  has  preached  the  gospel  of  cour- 
tesy, and  he  succeeded  in  permeating 
the  entire  organization  with  that  spirit. 

Mr.  Moser  introduced  the  human  ele- 
ment in  all  of  the  relations  of  his  com- 
pany both  with  its  employees  and  the 
public.  He  early  learned  the  secret  of 
handling  men.  To  him  his  men  were 
never  cogs  in  a  big  machine;  they  were 
human  beings  and  he  treated  them  as 
such.  He  took  away  the  numbers  from 
the  badges  worn  by  conductors  and  in- 
serted their  names  instead.  This  inno- 
vation has  proved  very  successful,  as  it 
promoted  better  feeling  among  the  men 
and  better  relations  with  the  public. 

When  Mr.  Moser  came  to  the  Fifth 
Avenue  Company  he  found  a  feeling  of 
discontent  among  the  men  because  of 
the  uncertainty  of  the  hours.  This  he 
dispelled  by  establishing  regular  runs 
and  hours  for  all  employees.  Mr.  Moser 
changed  the  rates  of  pay  from  platform 
time  to  a  minimum  of  five  hours.  A 
man  woi'king  over  five  hours  received 
pay  for  eight  hours,  over  eight  hours 
actual  time  up  to  ten  hours:  for  over 
ten  hours  time  and  one-half.  The  prac- 
tice of  hiring  extra  men  for  the  summer 
months  was  discontinued  under  Mr. 
Moser's  management.  He  allowed  men 
to  volunteer  for  the  extra  night  runs 
during  the  summer  and  let  the  natural 
depletion  of  his  forces  during  the  fall 
take  care  of  the  decreases  for  the 
winter. 

Starts  Drivers'  School 

A  school  for  instructing  new  drivers 
was  instituted  and  the  merit  system  in- 
troduced. Safety  campaigns  and  com- 
mittees were  appointed  and  accidents 
reduced  thereby  to  a  minimum.  Stand- 
ardized uniforms  for  the  men  and 
standard  equipment  for  the  buses,  tailor 
and  barber  shops,  lunch  i-ooms,  a  pool 
and  billiard  parlor  were  established  as 
part  of  the  Moser  plan  of  promoting 
good  will  and  efficiency  among  the  men 
in  the  organization. 

Mr.  Moser  organized  get-together 
meetings  for  the  employees  at  which  he 
encouraged  public  speaking  among  the 
supervisory  force.  In  shoi't,  at  all  times 
he  endeavored  to  create  common  bonds 
of  interests  and  loyalty  among  his  men. 
About  his  last  official  act  was  to  foster 
a  plan  for  using  service  emblems  for 
the  employees  to  wear  in  their  lapels. 


April,1923 

These  badges  are  in  bronze,  silver  and 
gold  in  proportion  to  the  length  of  ser%'- 
ice. 

Mr.  MostT  introduced  many  new 
methods  of  operation.  He  successfully 
developed  the  method  of  queue  loading, 
organized  the  snow  fighting  forces  of 
his  company  and  instituted  express 
and  limited  service  during  rush  hours. 
He  established  an  efficient  set  of  sched- 
ules and  time-tables.  Incidentally  for 
ten  years  he  endeavored  to  induce  the 
city  to  pile  the  snow  on  the  sides  of  the 
street  and  finally,  in  1923,  saw  his  plan 
actually  put  into  practice. 

In  Chicago,  where  he  joins  John  A. 
Ritchie  and  George  A.  Green,  his  former 
associates,  Mr.  Moser  will  have  an  op- 
portunity to  apply  his  progressive  ideas 
to  a  newly  organized  and  rapidly  grow- 
ing concern.  One  does  not  need  to  be  a 
seer  or  a  prophet  to  venture  the  predic- 
tion that  history  will  repeat  itself  and 
that  Herbert  Moser  will  be  as  impor- 
tant a  factor  in  the  building  of  the  Chi- 
cago organization  as  he  was  in  the 
development  of  America's  pioneer  bus 
system. 

• 

Mr.  Sparks  Goes  to  Chicago 

On  April  1  Ralph  M.  Sparks  became 
vice-president  of  the  Yellow  Coach 
Manufacturing  Company,  Chicago,  111., 
in  charge  of  the  public  utility  division  of 
that  company.  P'or  thirteen  years  Mr. 
Sparks  has  been  identified  with  trans- 
portation and  brings  to  his  new  post 
a  broad  knowledge  of  the  industry  in 
its  many  phases. 

Mr.  Sparks,  a  native  of  Muncie,  Ind., 
received  his  education  in  the  local  high 
school  and  at  Purdue  University.  In 
1910  he  went  with  the  Bay  State 
Street  Railway  as  a  special  assistant  to 
President  Sullivan.  During  his  nine 
years  with  the  railway  he  filled  many 
positions,  being  successively  general 
passenger  agent,  assistant  to  the  gen- 
eral manager,  assistant  to  the  first  vice- 
president  and  transportation  manager 
in  charge  of  operations. 

In  1919  Mr.  Sparks,  foreseeing  the 
development  of  trackless  transporta- 
tion, started  his  activities  in  the  auto- 
motive field  by  organizing  a  company 
for  the  distribution  of  Willys-Knight 
cars  in  Worcester  County,  Mass.,  includ- 
ing the  city  of  Worcester.  Two  years 
later  Mr.  Sparks  was  the  prime  mover 
in  the  organization  of  the  public  utility 
division  of  the  Republic  Motor  Truck 
Company,  at  .\Ima,  Mich.  In  this  posi- 
tion, he  developed  and  introduced  the 
Republic-Knight  motored  bus.  Fifty- 
two  of  these  buses  were  installed  in 
eight  cities,  namely,  Baltimore,  Boston, 
Providence,  New  Haven,  Newark, 
Youngstown,  San  Diego  and  Detroit. 


BUS 

iRvNSPcmrATiON 

E.  \  .  Hull  Operates  Network 
of  .Maryland  Line.s 

K.  V.  Hull  (if  Smithsburg,  Md.,  has 
done  as  much  to  develop  the  section  in 
which  he  lives  as  any  other  one  man. 
His  accomplishment  has  been  in  the 
way  of  transportation  for  the  people 
of  Western  Maryland. 

Starting  in  191ti,  with  one  sixteen- 
passenger  bus,  he  now  has  a  fleet  of 
twenty-one  "White  Line"  buses.  These 
go  out  of  Smithsburg  and  Hagerstown 
to  outlying  districts,  some  of  the 
routes  extending  a  distance  of  75  miles. 
They  pass  through  a  beautiful  country, 
and  have  been  the  means  of  developing 
a  section  hitherto  not  reached  by  any 
transportation  medium.  The  number 
of  miles  covered  each  day  is  approxi- 
mately 1,150,  and  it  is  safe  to  say  that 
.")00    passengers   are   handled   daily. 


Herbert  B.  Flowers  has  resigned  as 
vice-president  and  general  manager  of 
the  United  Railways  &  Electric  Com- 
pany, which  controls  the  Baltimore 
Transit  Company,  operator  of  buses  on 
Charles  Street,  Baltimore,  Md.  Mr. 
Flowers  becomes  president  of  the  New 
Orleans  Public  Service,  Inc. 


E.  V.  Hull 

Efficiency  and  persistency  are  the 
paramount  features  of  his  success,  and 
wherever  he  has  operated  a  line,  these 
have  been  made  the  cardinal  principles. 
In  his  efforts  to  be  of  service  to  the 
general  public,  Mr.  Hull  has  won  the 
commendation  of  the  Public  Service 
Commission,  which  has  favored  him  in 
the  granting  of  permits  as  he  now  holds 
fifteen  of  them. 

The  commissioners  claim  that  Mr. 
Hull  has  developed  one  of  the  greatest 
transportation  lines  in  the  state  of 
Maryland.  Mr.  Hull  believes  that  his 
success  in  operating  his  various  lines 
is  due  in  a  large  measure  to  the  co- 
operation of  E.  Austin  Baughman,  road 
commissioner  of  motor  vehicles,  in 
keeping  all  public  highways  open  for 
traffic  during  all  kinds  of  weather, 
especially    during   the   winter. 

In  1916,  he  started  his  first  bus  line 
between  Smithsburg  and  Hagerstown,  a 
distance  of  9  miles,  with  one  sixteen- 
passenger  car.  This  was  operated 
three  months  and  proved  to  be  a  pay- 
ing proposition,  whereupon  a  second 
bus  was  purchased  and  put  in  opera- 
tion. 

From  this  small  beginning  Mr.  Hull 
has  built  up,  virtually  single  handed,  a 
system  embracing  seven  interurban 
lines  and  covering  a  large  part  of 
western    Maryland.      The    development 


213 

of  the  Hull  system  did  not  come  all  at 
once.  Gradually  lines  were  added,  new 
equipment  purchased  and  service  ex- 
tended wherever  there  was  a  need 
for  bus  transportation.  Several  new 
projects  are  under  consideration  and 
will  doubtless  become  realities  in  the 
near  future. 

Mr.  Hull  now  employs  twenty-eight 
people  and  maintains  an  up-to-date  re- 
pair and  maintenance  shop.  Notwith- 
standing the  cxu-nt  of  his  operations, 
there  is  no  detail  that  escapes  his  vigi- 
lant eye.  He  inspects  the  buses  per- 
sonally, keeps  in  close  touch  with  all 
his  employees  and  knows  his  business 
from  A  to  Z.  He  insists  upon 
courteous  treatment  of  pasjtengers  and 
takes  the  attitude  that  he  is  a  seller  of 
transportation,  not  merely  a  bus  op- 
erator. Upon  this  firm  foundation, 
E.  V.  Hull  has  built  up  a  business  that 
is  steadily  growing  in  popularity  as 
well  as  in  size  and  scope. 


G.  K.  I'ollock.  Founder  of  the 
Richmond  Hu.s  System 

Twenty  years'  experience  in  dealing 
with  every  possible  phase  of  the  trans- 
portation problem  of  a  municipality  of 
170,000  as  chairman  of  the  Council  com- 
mittee on  streets  fitted  Gilbert  K.  Pol- 
lock, Richmond,  to  become  operating 
head  of  the  first  bus  company  success- 
fully operated  on  a  large  scale  in  Vir- 
ginia. Mr.  Pollock  is  an  attorney  by 
profession  and  in  close  touch  with  pub- 
lic sentiment  and  conditions  in  his  city. 
It  was  this  insight  into  public  opinion 
which  led  him  to  see  the  possibility  of 
forming  and  successfully  operating  the 
Richmond    Rapid   Transit   Corporation. 

The  company  was  organized  and  be- 
gan operations  on  Feb.  1  last  and 
patronage  on  its  lines  has  increased 
every  day  since  the  first  bus  left  its 
terminal.  On  March  1  the  company 
began  operating  its  second  line,  with  an 
open  invitation  to  the  public  to  petition 
the  Council  for  additional  service  in 
other  districts. 

"I  saw  the  trend  and  need  of  the 
city,"  Mr.  Pollock  .said  in  explaining 
how  the  idea  of  forming  a  bus  line  first 
entered  his  head.  "Richmond  has  a 
large  fan-shaped  area  in  the  West  End 
where  the  people  have  rebuffed  every 
effort  to  install  street  car  tracks.  Over- 
head wires  for  trollibuses  were  ahso 
opposed,  so  I  saw  a  chance  to  perform  a 
service  to  this  section,  and  at  the  same 
time  establish  a  paying  proposition,  by 
instituting  bus  service." 

Through  Mr.  Pollock's  efforts  the  bus 
line  was  financed  and  placed  in  opera- 
tion. His  idea  was  to  keep  abreast 
of  the  time  through  the  new  method  of 
transportation,  and  in  this  he  received 
the  co-operation  of  some  of  Richmond's 
leading  financiers,  who  are  numbered 
among  the  stockholders  of  the  company. 
Oliver  J.  Sands,  president  of  the  Ameri- 
can National  Bank,  is  treasurer  of  the 
Richmond    Rapid   Transit   Corporation. 

Mr.  Pollock  is  a  lifelong  resident  of 
Richmond  and  has  always  taken  an 
active  interest  in  the  affairs  of  the  city. 


214 


BUS 

TIV\NSPORTAnON 


Vol.2,  No.4 


Business  Information 


What  is  being 
bought  and  built. 
Latest  news  from, 
the  factories  and 
the  field. 

i 


Market  conditions 

affecting  the  bus 

industry. 

Price  changes  in 

important 

commodities. 


Tire  Notes  froiu  Akron 

Ten  per  Cent  Price  Advance  Announced 
by  Some  of  the  Companies  —  Re- 
mainder Expected  to  Follow  Suit — 
General  Expansion  in  tlie  Industry. 

THE  attitude  of  many  of  the  leaders 
in  the  tire  industry  was  correctly 
reflected  in  Bus  Transportation  for 
March,  1923,  which  described  the  re- 
luctance with  which  the  Akron  makers 
approached  the  subject  of  price  ad- 
vances. Even  at  this  writing  the  entire 
industry  has  not  as  yet  advanced  prices 
and  many  are  taking  advantage  of  the 
situation  to  obtain  business  on  the  lower 
basis.  It  is  not  unlikely,  however,  that 
all  will  move  prices  forward  within  the 
next  few  weeks.  Several  companies 
announced  10  per  cent  advances  during 
March.  Because  of  the  smallness  of 
the  price  increase  there  is  still  talk  of 
another  advance,  but  this  must  be  dis- 
counted as  was  the  constant  rumor 
that  prices  were  to  go  up  during  the 
first  two  and  one-half  months  of  the 
year. 

During  the  month  many  of  the  larger 
companies  which  sell  exclusively  to 
dealers  either  completed  or  started  new 
expansion  programs.  The  General  Tire 
&  Rubber  Company,  one  of  the  largest 
producers  of  bus  tires  in  the  Akron 
district  and  which  specializes  on  this 
type  of  equipment,  moved  into  its  new 
addition,  which  doubles  the  production 
capacity  of  the  company.  Output  now 
is  in  the  neighborhood  of  4,000  tires  a 
day  as  compared  with  half  this  number 
previously  produced. 

The  Miller  Rubber  Company,  which 
is  making  efforts  to  get  away  from  the 
automobile  makers'  original  equipment 
business  and  is  also  making  strenuous 
efforts  to  obtain  bus  business,  has  an- 
nounced a  new  $32.5,000  addition  to  its 
plant.  While  this  addition  will  not  be 
built  specifically  for  tire  production,  its 
•ompletion  will  relieve  present  conges- 
tion in  the  tire  department.  During 
the  month  the  Lambert  Tire  &  Rubber 
Company  of  Barberton  moved  into  its 
new  addition,  which  doubles  the  produc- 
tion of  the  company  for  the  second 
time  in  fourteen  months.  L.  J.  Schott, 
formerly  president  of  the  Amazon  Rub- 
ber Company,  completed,  during  March, 
the  formation  of  the  Northern  Rubber 
Company.  This  company  has  taken  over 
the  BiUwell  Rubber  Company  plant  at 
Barberton  and  will  start  production  of 
tires  in  the  near  future. 

The  new  small  diameter  tires  which 
have  been  especially  designed  for  buses 
have  received  their  first  commercial 
impetus.  The  Firestone  Tire  &  Rubber 
Company,  one  of  the  companies  making 
this  new  tire,  announced  that  a  large 


Chicago  motor  transit  company  has 
applied  a  large  number  of  these  tires. 
At  the  same  time  some  of  the  other 
companies  announced  that  additional 
bus  manufacturers  are  showing  an  in- 
terest in  the  new  tires.  As  described 
previously  in  Bus  Transportation  the 
new  tire  brings  the  body  of  the  vehicle 
closer  to  the  ground  and  reduces  body 
swaying  and  overturning  hazards. 


Gasoline  Prices— March  26,  1923 

Cents  Per  Gal. 

Tanlv  Serxnce 

Citv  Wagon  Station 

Albany;  N.  Y 24.5  26.5 

Atlanta.  Ga 23  25 

Boston,  Mass 23 .  5  26 

Chicago,  111 20  22 

Cincinnati,  0 21  23 

Detroit,  Mich 21.4  23.4 

Fort  Worth,  Tex 18  21 

Indianapolis,  Ind 20.8  22.8 

Jacksonville,  Fla 19  21 

Kansas  City,  Mo .  .  15.5  17.5 

Louisrille,  Ky 22  24 

Memphis,  Tenn.  .  19  21 

Mil'vaukee,  Wis 20.6  23.6 

Mobile,  .\la 22  24 

Newark,  N.J 23  25 

New  Haven,  Conn 24.5  27 

New  Orleans,  La 20.5  21.5 

NewYork,  N.  Y 24.5  26.5 

Oklahoma  City,  Okla 20  23 

Omaha,  Neb 20.25  22.25 

Philadelphia,  Pa 23  26 

Pittsburgh,  Pa 23  26 

Richmond,  \'a 23  25 

St.  Louis.  Mo 20.5  22.5 

St.  Paul,  Minn 20,7  22.7 

Salt  Lake  City,  Utah 25.5  27.5 

San  Francisco,  Calif 17  20 

Seattle,  Wash 19  22 

Spokane,  Wash 22.5  25.5 

Washington,  D.  f ^ 23  25 


Rolling  Stock 


Frank  Krobotli,  Greene,  N.  Y.,  has  placed 
a  Fageol  bus  in  service. 

Pacific  Northwest  Traction  Company. 
Everett.  Was.li.,  has  installed  two  Fageol 
buses  of  the  limousine   type. 

Garner  &  Beloof,  708  North  Waco  Street, 
AVic'hita,  Kan.,  are  in  the  market  for  a  new 
motor  bus 

William  K.  Collins,  proprietor  the  Mil- 
biook-Poughkeepsie  (N.  Y.)  line,  has  pur- 
chased a  Fageol  bus. 

.lefferson  Highway  Transportation  Com- 
pany. JMinneiipoIiN,  .Minn.,  has  added  two 
Kageol  limousine  type   coaches  to  its  fleet. 

Dudley  Mishard,  Fort  Scott,  Kan.,  ex- 
pects to  purchase  a  large  heavy-duty  bus 
in  the  near  future. 

.\lbert  F.  Warner.  AVatertown.  N.  Y.,  is 
in  the  market  tor  additional  equipment  for 
a  new   72-niile  Syracuso-Watertown   route. 

l*ugei  Sound  International  Railway  & 
Power  Company,  Everett.  Wash.,  h.ts  re- 
ceived two  street  car  type  Fageol  buses. 

Mesaba  (Minn.)  Transportation  Company 
annouiu'cs  tlu-  purchase  of  a  Fageol  safety 
coach. 

Red  Hall  Transportation  Company,  oper- 
ating between  Charles  City  and  Mason  City, 
Iowa,  recently  purchased  a  seventeen-pas- 
scnger  Packard  bus. 

Northwestern  Transportation  Company, 
Sioux  FallN,  S.  D.,  has  put  two  new  seven- 
passenger  Cadillacs  into  service  over  its 
Sioux  Falls-Alton   route. 

Iranl«tan-(ienernl  Electric  lAne,  Bridge- 
port. Conn.,  has  installed  a  sixteen-passen- 
ger  Bridgeport  bus  and  also  purchased  two 
IVIaccar  buses. 

rlttsburcli.  Harmony.  Butler  &  New 
(  nvde    Kailway.    PittsburKh.    Pa.,    has   pur- 


chased three  Packard  cars  tor  bus  service 
between  New  Castle  and  Ellwood-  City. 

.lolm  J.  Flournoy,  401  Minnesota  Street. 
«  iehita,  Kan.,  is  planning  to  put  a  new  bus 
in  the  place  of  one  recently  damaged  m  an 
accident. 

E.  J.  Dorev.  White  Bus  Service,  Bingliam- 
ton  N  Y.,  "has  purchased  from  Cook  & 
Towner,  local  distributors,  a  Brockway  E-2 
chassis  with  a  McKay  body. 

The  Homefolks  Company,  W.  D.  Weaver, 
manager,  33  Cusacks  Building,  New  Or- 
leans. La.,  is  considering  the  purchase  ot 
both  single  and  double  deck  buses. 

Royal  Blue  Route,  Butler.  Pa.,  has  ordered 
a  thirtv-passenger  White  bus  for  the  But- 
ler-Parkers Landing  line,  which  will  com- 
mence operations  April   1. 

I.one  Hill  Bus  Line,  Bridgeport.  Conn.. 
has  installed  a  new  sixteen-passenger  Reo 
bus.  C.  H.  Randall  is  proprietor  of  this 
line. 

Speder  Bus  lines,  operating  bet^veen 
Newburgh  and  Cornwall,  N.  Y.,  has  pur- 
chased two  Brockway  omnibuses,  of  twenty- 
five  passenger  capacity. 

Bingaman  Motor  Express  Company, 
Reading,  Pa.,  recently  bought  a  twenty-two 
passenger  Fageol  bus  for  the  Reading- 
Pottstown  route. 

Richmond  Rapid  Transit  Corporation. 
Richmond,  Va.,  has  installed  sixteen  buses 
equipped  with  White  chassis  and  Bender 
bodies  and  ten  with  Reo  chassis  and  Fitz- 
John-Erwin   bodies. 

Missouri-Kansas-Texas  Railway  has  pur- 
chased from  the  General  Motor  Truck  Com- 
pany's Dallas  branch  a  GMC  model  K-2ii 
bus  for  service  between  Waco  and  Bell- 
mead.   Tex. 

P.  G.  .4tkins,  197  Main  Street.  Greenwich, 
N.  \'.,  expects  to  increase  his  equipment  by 
the  purchase  of  two  additional  buses.  Mr. 
Atkins  operates  six  routes  in  the  Green- 
wich-Cambridge section. 

Wisconsin  Motor  Bus  liines,  Milwaukee. 
Wis.,  has  purchased  four  type  "J"  buses  of 
the  Fifth  .Avenue  Coach  Company,  New 
York.  N.  Y.  The  Milwaukee  company  is  a 
subsidiary  of  the  Milwaukee  Electric  Rail- 
way &  Light  Company. 


Business  Notes 


Central  Motor  Sales  Company,  Dayton. 
Ohio,  has  been  appointed  distributor  for  the 
General  Motors  Truck  Company  in  that 
territory. 

J.  Rowland  Bibbins.  engineer,  will  en- 
gnge  in  private  consulting  practice  in  trans- 
poilation  development,  with  offices  at  921 
Fifteenth  Street.  Washington,  D.  C.  Mr. 
i;il)l)ins  was  formerly  manager  of  the  De- 
p;;rtment  of  Transportation,  t'nited  States 
Chamber  of  Commerce. 

Morand  Cushion  Wheel  Company.  Chi- 
cago, III.,  is  now  in  production  on  a  new 
34  X  :U-in.  wheel  of  the  vulcanized  type. 
This  new  wheel  is  suitable  for  light  duty 
buses  and  for  trucks  of  the  speed  wagon 
type,  in  the  3  to  1-ton  clas.sitication. 

The  Six  Wheel  Truck  Company.  Fox  Lake. 
Wis.,  and  the  Wisconsin  Truck  Company. 
Madison.  Wis.,  have  merged  their  interests. 
The  product  of  this  merger  is  to  be  re- 
named the  "Super-Traction"  truck,  produc- 
tion on  which  is  to  be  concentrated  in  Madi- 
son. 

Oneida  Motor  Truck  Company  has  closed 
a  contract  with  the  Russell  Company.  Ke- 
nosha, Wis.,  for  the  building  of  gas-pro- 
pelled railroad  coaches.  The  Oneida  works 
has  started  production  on  six  trains  for  the 
Russell  company  which  have  already  been 
sold  to  several  Eastern  .steam  railroad  lines. 
The  engines  for  these  coaches  are  six  cyl- 
ind.'r,    70-hp.   Wisconsins. 

.■\rtlinr  H.  l.arey.  formerly  assistant  direc- 
tor of  engineering  for  the  Hall-Scott  Motor 
Car  Company  and  recently  engaged  in  the 
practice  of  consulting  engineering  in  Oak- 
land. Calif.,  is  now  in  charge  of  engineering 
and  production  on  the  new  Dohle  steam 
car  to  be  produced  l)y  Poble  Steam  Motors. 
San  Francisco.  Mr.'  Lacey  will  be  avail- 
able for  consultation  on  automotive  matters 
at    714    Harrison   Street.  Oakland. 

Ctnnmerce  Motor  Truck  Company,  De- 
tiolt.  Mich.,  announces  that  it  has  taken 
over  the  exclusive  manufacture  and  sale  of 
Conmierce  trucks,  having  leased  the  plant 
of  the  Commerce  Motor  Car  Company,  which 
retires  as  a  manufacturing  organization  and 
is  being  llquid.ated.  The  new  company  also 
lakes  over  the  entire  dealer  and  distributor 
organization  which  w.as  formerly  operated 
under  the  direction  ot  the  Commerce  Motor 
Cai"  Company. 


New  York,  M:iv,  19-'.? 


The  Motor  Bus  Handles  All  L  rl)an  Traffii 

in  Middletown,  Ohio 

Henry's  Transportation  Company  Operates  P'ourteen  liuses  Over 
Six  Routes — The  Fare  Is  a  Nickel  on  Any  Route,  the  Average 
LenK'th  of  Which  Is  a  Mile  and  a  Half— It  Takes  Two  Fares.  10  Cents, 
to  do  Across  the  City — The  Traflic  Handled  Amounts  to  Approxi- 
mately   4,000    Passengers    per    Week    Day.    with    3.000   on    Sunday 


THE  city  of  Middletown,  Ohio. 
i.s  one  of  the  few  cities  of  its 
size  in  this  country  that  have 
no  local  electric  street  railway  sys- 
tem. The  only  electric  line  passing 
through  the  city  is  that  of  the  Cin- 
cinnati &  Dayton  Traction  Company, 
and  this  system  does  not  handle  local 
traffic.  At  one  time  a  horse-car  line 
existed  along  one  of  the  main  streets 
of  the  city  operating  between  the 
two  railroad  stations.  But  this  has 
long  since  passed  out  and  the  tracks 
have  been  removed.  As  a  matter  of 
fact,  what  really  happened  was  that 
the  bus  and  the  private  automobile, 
coupled  with  well-paved  streets,  de- 
veloped with  the  city  and  made  an 
extension  of  rail  service  unnecessary. 
Motor  buses  now  furnish  the  sole 
means  of  regular  scheduled  trans- 
portation in  this  city  of  24.000  pop- 
ulation. The  entire  system  of  bus 
lines,  except  one  two-bus  line  from 
the  business  district  to  an  outskirt 
community,  is  owned  and  operated 
by  Henry's  Transportation  Company, 
a  local  concern,  of  which  Henry 
Johnson  is  president  and  general 
manager.  Four  years  ago,  so  Mr. 
Johnson  told  a  representative  of 
Bus  Transportation,  he  bought 
out  a  concern  which  was  operating 
a  few  buses,  and  since  that  time  has 
built  up  a  system  of  lines  which  he 
believes  adequately  cares  for  the 
traffic  of  the  city. 

Mr.  Johnson  has  built  up  his  busi- 
ness by  somewhat  rough  and  ready 
methods,  rather  than  by  any  attempt 
scientifically  to  analyze  the  traffic 
requirements  and  then  meet  them. 
He  is  a  keen  observer  and  has  plenty 


ROU.IWC.  rtlLiS 


The  map  of  Middleti/wn  shows  the  bus  routes  operated  by  the  Henry  Johnson 
Transportation  Company.     All  routes  start  atid  terminate 
at  Third  and  Broad  Streets     , 


of  good  horse  sense,  which  has  en- 
abled him  oftentimes  to  make  as 
good  an  analysis  of  traffic  require- 
ments by  his  own  reasoning  as  is 
sometimes  made  by  more  scientific 
methods. 

The  largest  industry  in  Middle- 
town  is  the  American  Rolling  Mills, 
a  producer  of  steel  and  iron  products. 
There  are  numerous  other  smaller 
plants  and  several  large  tobacco  con- 
cerns   and     paper  mills.      The    city 


might  be  termed  an  industrial  town 
with  a  large  proportion  of  home 
owners,  and  is  spread  out  over  con- 
siderable territory,  as  the  map  in- 
dicates. The  rolling  mills  are  in  two 
units  about  a  mile  apart,  and  the 
entire  plant  when  operating  at  ca- 
pacity employs  about  6,000  people, 

Henry's  Transportation  Company 
has  six  bus  routes  in  the  city  and 
operates  a  fleet  of  fourteen  buses  to 
cover  these  routes.     Two  additional 


216 


BUS 

TR\NSP0RTA110N 


Vol.2,  No.5 


This  is  the  statidard  type  of  bus  adopted.     It  is  a  twenty-six-passenger  body 
on  a  Model  N  United  States  chassis 


lines  are  to  be  established  as  soon 
as  two  new  buses  now  on  order  are 
received.  The  new  lines  will  be  ex- 
tensions of  existing  ones  and  were 
made  necessary  by  the  growth  of 
outlying  residential  districts.  The 
present  and  prospective  routes  are 
shown  on  the  map.  Each  of  the  ex- 
isting lines  is  symbolized.  Crossed 
and  dotted  lines  show  proposed  ex- 
tensions. It  will  be  noted  that  all  lines 
are  loop  routes,  and  all  radiate  from 
the  traffic  center  of  the  city  at  Third 
and  Broad  Streets.  The  average 
length  of  a  line  is  1.5  miles  each 
way,  or  3  miles  out  and  back.  Two 
of  the  lines,  the  Crawford  and 
Michigan  routes,  serve  the  American 
Rolling  Mills,  and  one  of  the  pro- 
posed lines  will  add  a  link  to  this 
service. 

During  the  rush  hours,  both  morn- 
ing and  afternoon,  the  Woodlawn 
Avenue  route  is  extended  to  the  East 
Plant  of  the  American  Rolling  Mills, 
and  instead  of  reaching  Third  Street 
via   Garfield    Avenue   the   buses   are 


routed  via  Crawford  Street.  They 
thus  pass  closer  to  two  of  the  steam 
railroad  stations.  With  the  receipt 
of  additional  buses  it  is  proposed  to 
extend  the  line  that  now  terminates 
at  the  Bonview  residential  district  to 
Garfield  Avenue,  and  thus  give  addi- 
tional service  to  the  factory  district 
of  the  city. 

The  buses  are  operated  on  a 
fifteen-minute  schedule  on  all  routes, 
and  run  from  5 :  15  a.m.  to  12 :  30  a.m. 
except  Sunday.  Fares  are  collected 
as  passengers  enter  the  bus,  a  fare 
box  being  placed  beside  the  driver's 
seat.  Three  different  makes  of  fare 
boxes  are  now  used,  as  Mr.  Johnson 
has  so  far  been  unable  to  standardize 
on  any  one.  No  transfers  are  issued, 
as  Mr.  Johnson  figures  that  the  addi- 
tional expense  of  carrying  transfer 
passengers  could  not  be  met  on  a 
5-cent  fare  and  he  wishes  to  adhere 
to  that  rate.  This  means  that  the 
5-cent  rate  is  from  or  to  the  center 
of  the  city,  a  crosstown  ride  costing 
10  cents. 


Traffic  de-mands  are  closely  watched 
by  Mr.  Johnson,  and  he  frequently 
checks  up  on  numbers  of  passengers 
carried  on  each  route  at  various 
times  of  the  day,  special  attention 
being  paid  to  the  accommodation  of 
peak  loads  which  occur  from  6  to 
7:30  in  the  morning  and  from  4:30 
to  6  in  the  evening.  From  5:15  to 
8:  30  a.m.  and  from  3  to  6  p.m.  all  of 
the  buses  are  in  service,  operating  on 
the  various  routes,  on  seven  and  one- 
half-minute  headway  or  on  fifteen- 
minute  headway.  During  the  remiain- 
der  of  the  day  only  part  of  the  buses 
are  in  service  on  fifteen-  and  thirty- 
minute  headways,  respectively. 

In  laying  out  runs  a  nine-hour 
work  day  for  drivers  is  used  as  the 
basis  with  a  twelve-hour  spread.  The 
first  set  of  drivers  come  on  at  5  a.m. 
and  work  till  12  o'clock  noon.  They 
are  relieved  by  the  second  shift,  who 
work  from  12  to  3  p.m.  The  first 
crew  then  work  from  3  p.m.  to 
6  p.m  and   the  second  from  6  p.m. 


The  Henry  Johnson  Transportation  Co. 

Driirr   .       .      Bo-     Nu-.      .      Kouir 

R-Kbilrr  Optninc K»iti»lfr   UoslKK Time.' 

Trip      .             PnKwiiBtr*            j    OU    ]   f.ai.      Rtpalrs  [                  Hennrfci 

1      i               1 

i         1 

__lI 

Ike  "hay  burner"  once  ran  up  and  down  Third  Street 
betiveen  the  three  railroad  stations 


The  form  of  day  card  used  by 
the  drivers  not  only  shows  the 
traffic  handled  but  the  oil  and 
gasoline  consumption  and  cost  of 
repairs 


till  closing  time  at  midnight.  The 
men  are  required  to  turn  in  trip 
sheets  like  the  sample  shown  in  the 
accompanying  illustration.  In  han- 
dling crews  Mr.  Johnson  believes  the 
best  service  is  obtained  by  being 
constantly  on  the  job  with  the  men 
and  not  trusting  to  blind  luck  and 
to  the  average  initiative  of  the 
drivers.  It  is  by  putting  his  own 
time  and  attention  to  the  work  that 
he  keeps  things  going  as  well  as 
he  does. 

The  expansion  and  development  of 
the  city  is  also  watched  and  new 
routes  or  additions  to  old  ones  are 
added  to  keep  pace  with  this  growth 
of  new  residential  sections.  New 
buses  are  put  on  only  when  it  is  cer- 
tain that  they  will  be  in  constant 
use,  as  Mr.  Johnson  does  not  believe 
in  having  idle  equipment  on  hand. 

Of  the  fourteen  buses  now  in  oper- 
ation, eight  are  Reos  and  the  bal- 
ance are  United  States  Motors.  The 
two  new  ones  soon  to  be  put  in  serv- 


May,  1923 


BUS 

mvSSKWUTlON 


217 


ice  are  also  United  States  Motors. 
which  is  the  type  on  which  Mr. 
Johnson  has  now  standardized.  All 
have  twenty-six-passenjrer  bodies, 
and  are  etiuipped  with  pneumatic 
tires  all  around.  He  reports  only 
one  broken  spring  in  two  year.-;' 
operation  of  these  vehicles.  He  be 
lieves  that  economy  of  operation, 
mobility  and  comfort  are  all  stronjr 
features  of  these  buses. 

A  strikint-'  feature  of  the  Middlf 
town  buses  is  their  neat  appearand 
as  compared  with  others  of  their 
class,  and  it  is  evident  that  they  re- 
ceive careful  and  continuous  main- 
tenance. The  (luestion  at  once  arise.- 
as  to  how  this  can  be  accomplished 
at  the  low  rate  of  fare  charged.  The 
answer  is  that  Mr.  Johnson  has  com- 
bined his  bus  maintenance  with  a 
general  garage  and  agency  business 
and  thus  has  reduced  some  overhead 
charges  and  can  keep  his  mainte- 
nance men  always  busy  on  commer- 
cial work  if  not  on  bus  work.  Fur- 
thermore, since  entering  into  the 
automobile  agency  and  repair  busi- 
ness, he  can  purchase  all  of  his 
supplies  and  renewals  at  wholesale 
prices. 

Mr.  Johnson  has  just  completed  a 
fireproof  brick  and  concrete  garage 
and  salesroom,  and  here  he  maintains 
an  agency  for  Studebaker  cars.  He 
also  operates  a  retail  accessory  store 
and  a  gasoline  filling  station  and 
conducts  a  general  automobile  repair 
business.  Six  skilled  mechanics  are 
employed,  three  on  a  day  shift  and 
three  at  night.  Mr.  Johnson  buys 
tires  in  large  quantities  at  factoiy 
prices  and  keeps  a  stock  on  hand. 
Of  course,  there  is  small  outside  de- 
mand for  the  large  tires  used  on  the 
buses,  but  by  handling  a  complete 
line  of  tires  of  all  sizes  he  can  pur- 
chase at  wholesale,  and  effect  a  con- 
siderable saving.  In  the  same  way 
gasoline,  oil,  lights,  and  small  repair 
parts  are  bought  in  quantity,  and 
the  amount  of  working  capital  tied 
up  in  supplies  is  small  because  he  can 
turn  over  his  stock  rapidly  through 
his  retail  sales  business. 

Henry's  Transportation  Company 
does  not  make  any  analyses  of 
costs,  either  of  transportation  or 
maintenance.  In  other  words,  the 
business  as  a  gross — in  expense  and 
revenue — is  the  only  record  kept, 
except  that  each  operator's  daily 
receipts  are  separately  accounted  for. 
But  no  records  of  cost  per  bus-mile 
or  per  passenger-mile,  cost  of  upkeep 
of  each  bus,  etc.,  are  kept  by  the  com- 
pany.   This  makes  actual  analyses  of 


I 


Headquarters  of  Hei\>~y's  Tranaportation  Cowituiiy — nulmrooiDK  in  tin 
and  service  facilities  in  the  rear 


operations  and  of  profit  a  bit  difficult 
if  not  impossible. 

The  records  kept  do  show  —  as 
judged  by  cash  turned  in  by  drivers 
—  about  4,000  passengers  carried 
each  week  day  and  about  3,000  each 
Sunday.  The  only  check  on  this  fig- 
ure is  to  watch  the  drivers. 

Mr.  Johnson's  method  of  keeping 
out  opposition  is  simple.  By  antic- 
ipating the  traffic  demand  and  meet- 
ing it,  by  maintaining  a  low  rate  of 
fare,  and  by  keeping  his  e<iuipment 
in  first-class  condition  and  maintain- 
ing schedules,  he  keeps  his  customers 
satisfied.  There  is  really  no  occasion 
for  any  opposition  in  Middletown. 
Probably  the  most  important  bar  to 
opposition  is  the  5-cent  fare. 

It  is  notable  that  handling  local 
traffic  by  motor  buses  has  not  been 
generally  successful  in  the  towns  of 
southwestern  Ohio,  and  it  is  only 
in  Middletown  and  Cincinnati  that 
this  means  of  transportation  has 
assumed  any  commensurate  stability. 
Of  course,  the  absence  of  a  local  elec- 
tric railway  line  in  Middletown  is 
quite  a  factor.  However,  the  ab- 
sence of  electric  lines  makes  the 
appeal  to  prospective  bus  operators 
the  stronger,  and  it  is  undoubtedly 
due  to  Mr.  Johnson's  vigilance  and 
up-to-date  methods  that  he  is  able  to 
keep  the  local  business  to  himself. 

No  franchises  have  been  granted 
to  bus  operators  in  Middletown, 
though  the  City  Commission  has  had 
the  matter  before  it  several  times. 
Bus  and  taxi  owners  are  required  to 
pay  an  annual  license  fee  of  $10  for 
the  first  vehicle,  and  $5  for  each  ad- 
ditional one  operated  by  them.  Spe- 
cial parking  space  has  been  set  aside 
for  the  use  of  the  buses  at  the  corner 


of  Third  and  Broad  Streets,  from 
which  point  all  lines  radiate.  This 
space  is  sufficient  to  accommodate 
four  cars. 


Highwav  Finanrinj;  hv  Slair 
FuihIs  (irowiiig 

TWEN'TY-THKKK  slates  finance 
their  highway  programs  entirely 
through  a  state  fund  established  by 
each.  Twenty-two  .states  each  have 
a  state  fund  which  is  augmented  by 
contributions  from  counties,  while 
three  cling  to  the  county  unit  system. 
The  following  are  the  states  which 
finance  their  7  per  cent  system  en- 
tirely with  state  funds:  Alabama, 
Colorado,  Connecticut,  Florida,  Geor- 
gia, Illinois,  Indiana,  Kentucky, 
Maine,  Maryland.  Minnesota,  Ne- 
vada, New  Hampshire,  New  Jersey, 
New  Mexico,  New  York.  North  Car- 
olina. Pennsylvania,  Rhode  Island, 
Virginia,  Washington,  Wisconsin  and 
Wyoming. 

The  states  in  which  the  state  fund 
is  aided  by  direct  contributions  from 
counties  or  land  benefit  districts  are: 
Arkansas,  Arizona,  Californa,  Dela- 
ware, Idaho.  Iowa,  Louisiana,  Massa- 
chusetts, Michigan,  Mississippi,  Mon- 
tana, Missouri.  Nebraska,  Ohio, 
Oklahoma,  Oregon,  South  Carolina, 
Tennessee,  Texas,  Utah,  Vermont, 
and  West  Virginia. 

The  three  states  which  still  are 
entirely  dependent  upon  the  counties 
are:  Kansas.  North  Dakota  and 
South  Dakota.  The  state  basis  was 
adopted  in  Texas,  Utah,  Oklahoma 
and  Montana  this  year. 

This  information  was  prepared  by 
American  As.sociation  of  State  High- 
way Officials,  Washingrton,  D.  C. 


;il8 


BUS 

TMNSPORTATION 


Vol.2,  No.5 


The  Bus  and  Standardization 

Early  Action  Predicted  by  Automotive  Authority— Engineers,  Operators 

and  Insurance  Men  Should  Work  Together  to  Get  Real  Progress 

in  Distinctive  Branch  of  Industry 

By  C  F.  Clarkson 

General  Manager  Society  of  Automotive  Engineers.  New  Yorli 


THE  modern  bus  is,  it  seems  to 
me,  clear  evidence  of  the  coming 
of  a  new  epoch  in  transportation.  It 
embodies  very  effectively  recent  de- 
velopments of  automotive  engineer- 
ing with  respect  to  smoothness  and 
increased  power  output  of  engines, 
and  to  comfort  in  riding  over  various 
grades  of  road  under  different  cli- 
matic conditions. 

It  is  appreciated  generally  that 
standardization  will  prove  just  as 
useful  in  the  development  and  pro- 
duction of  a  large  number  of  buses 
as  it  has  proved  in  the  case  of  the 
now  very  widely  used  automobile. 
Many  of  the  standards  that  have  been 
established  are,  of  course,  applicable 
in  the  bus  field.  Thei-e  should  be,  at 
the  earliest  possible  date,  standard- 
ization of  features  peculiar  to  bus 
production  and  operation,  in  the  ra- 
tional manner  followed  generally  by 
the  Society  of  Automotive  Engineers 
for  many  years,  the  crystallization 
and  probable  permanency  of  design 
features  having  been  developed. 

The  procedure  in  the  adoption  of 
S.A.E.  standards  is  based  on  sound, 
safe  principles.  There  is  no  forcing 
of  any  kind  in  the  formulation  of 
standards  in  either  the  initiatory  or 
the  intermediary  steps.  The  society 
is  committed  to  the  policy  of  evolu- 
tion as  opposed  to  any  ideal  classifi- 
cation or  scheme;  that  is,  no  subject 
is  considered  for  standardization  ex- 
cept in  answer  to  a  normal  spon- 
taneous demand,  and  all  suggestions 
are  always  closely  scanned  before  a 
subject  is  listed  for  consideration. 

"Service,"  long  discussed  in  many 
quarters,  is  yet  a  largely  unsolved 
problem.  Basically,  nothing  is  as 
necessary  to  motor  vehicle  main- 
tenance as  systematic  service  con- 
ducted at  costs  fair  to  all  concerned. 
The  satisfactory  solution  of  this 
problem  can  be  greatly  hastened  by 
more  complete  standardization.  The 
greater  the  use  of  motor  vehicle  ap- 
paratus, the  greater  the  need  for 
standardization. 

As  to  what  has  been  done  to  date, 
it  has  been  estimated  that  the  saving 
effected  by  the  use  of  S.A.E.  stand- 
ards in  the  automotive  industry 
amounts  to  15  per  cent  of  the  total 


annual  retail  value  of  automotive 
products.  Without  S.A.E.  standard- 
ization the  sales  prices  of  new  and 
used  cars  could  never  have  been  as 
low  as  they  were.  Standardization 
is  not  stagnation  but  the  substance 
of  quantity  manufacture  develop- 
ment. It  has  never  impeded  worth- 
while improvements  in  automotive 
design.  In  fact,  it  rarely  involves 
design  at  all. 

All  sound  work  must  be  based  upon 
proper  test  over  a  sufficiently  long 
period.  S.A.E.  standardization  may 
be  defined  as  the  acceptance  and 
practice  of  carefully  correlated  engi- 
neering specifications  of  materials, 
dimensioning  and  methods  other  than 
those  of  a  proprietary  or  commer- 
cially protected  nature.  In  order  to 
formulate  successful  standards  it  is 
necessary  to  have  co-operative  action 
and  mutual  concession  between  all 
interests. 

A  problem  well  stated  is  half 
solved.  For  this  reason,  it  is  ad- 
visable that  due  consideration  be 
given  to  what  standardization  is  now 
needed  in  the  bus  field  as  such.  At 
the  present  time  the  society  has  not 
any  formal  committee  giving  atten- 
tion to  the  formulation  of  bus  stand- 
ards, for  the  reason  that  no  definite 
decision  has  been  made  as  to  what 
steps  should  be  taken  in  this  connec- 
tion. Various  members  of  the  truck 
division  of  the  S.A.E.  standards 
committee  are  of  course  qualified  to 
take  part  in  such  work,  and  naturally 
some  phases  of  the  matter  have  been 
discussed  informally. 

There  has  been  some  demand  for 
the  formulation  of  regulations  from 
the  insurance  underwriters'  point  of 
view  with  respect  to  such  features  of 
bus  design  as  exist,  braking  equip- 
ment and  safe  tilting  angles.  In  such 
work,  it  is  the  policy  of  the  society 
to  proceed  in  a  co-operative  way  with 
representatives  of  other  organiza- 
tions, giving  advice  on  engineering 
elements  involved.  The  society  takes 
up,  through  its  own  committees 
alone,  only  those  matters  which  are 
practically  entirely  of  an  engineering 
nature.  For  example,  the  National 
Automobile  Chamber  of  Commerce, 
through  its  committees,  has  handled 


such  subjects  as  body  weight  allow- 
ances, inasmuch  as  the  problems  in- 
volved are  mostly  of  a  commercial 
nature  affecting  the  vehicle  builder's 
guarantee. 

It  is  appreciated,  of  course,  that 
bus  development  will  proceed  largely 
along  a  distinctive  line,  probably 
drawing  further  and  further  away 
from  truck  construction.  The  so- 
ciety will  doubtless  have  a  special 
committee  on  the  subject  before  long. 
Some  of  the  engineers  feel  that  nu- 
merous mistakes  would  be  avoided 
and  the  possibility  of  standardization 
in  connection  with  buses  advanced 
materially  by  holding  early  confer- 
ences of  representatives  of  those  com- 
panies and  organizations  which  have 
had  valuable  experience  in  this  field. 

There  is  some  sentiment  to  the 
effect  that  unless  the  business  is 
guided  properly,  practices  will  de- 
velop which  will  handicap  progress, 
and  that  the  inherent  problems  in  the 
bus  field  are  more  diflicult  than  those 
connected  with  motor  trucks.  Ac- 
cording to  this  view,  the  formal 
study  of  salient  regulatory  and 
standardized  features  of  motor  bus 
operation  cannot  be  begun  too  soon. 
There  should,  of  course,  be  no  at- 
tempt to  standardize  the  pi'actice  of 
engineers  as  desigrers  or  the  exer- 
cise of  engineering  ability.  The 
things  which  should  be  standardized 
are  those  which  might  just  as  well 
be  standard  as  any  other  way  and 
have  a  real  bearing  on  economical 
and  safe  operation  of  the  vehicles. 

It  is  easy  to  foresee  that,  as  the 
number  of  buses  and  the  makes  of 
these  increase,  if  a  proper  amount  of 
standardization  is  not  had,  the  com- 
plications for  both  the  bus  builder 
and  operator  are  going  to  be  unduly 
great. 

Talent  is  measured  by  its  achieve- 
ments. The  automotive  engineer  can 
be  depended  upon  to  do  his  part  in 
rational  standardization  procedure 
with  regai'd  to  buses. 


Jersey  Operators  Pooling 
System 

ALL  of  the  bus  owners  on  the 
L  Palisade  Avenue  and  crosstown 
routes  in  West  New  York,  N.  J., 
with  one  exception  have  returned  to 
the  pooling  system.  Twenty-three 
signed  up  at  a  recent  meetiii',''  and 
perfected   details   of  organization. 

Each  of  the  twenty-three  buses  in 
the  pool  will  be  distinguished  as  in 
the  pooling  system  for  regular  head- 
way, which  means  greater  guarantee 


May,1923 


BUS 

TR\NSPORTAnON 


219 


of  safety  to  the  traveling  public,  by 
a  card  inside  and  another  outside. 

Under  the  plans  formulated  there 
will  be  twenty  cars  in  operation  all 
day  from  the  West  Shore  ferry  ter- 
minal. The  morning  rush-hour  pe- 
riod will  end  at  9  o'clock.  The 
Palisade  Avenue  line  will  be  oper- 
ated until  3  o'clock  in  the  morning 
and  the  crosstown  run  until  1  a.m. 

These  hours  may  be  suljject  to 
change  after  a  reasonable  trvout. 
The  meeting  of  the  twenty-three  own- 


ers was  pledged  to  give  proper  serv- 
ice to  the  public  as  the  first  essential 
to  success  and  upbuilding  of  the  busi- 
ness. A  small  number  of  owners 
caused  the  discontinuance  of  the  pool- 
ing .system  a  couple  of  months  ago. 
Under  the  terms  of  the  agreement 
no  limitation  is  placed  on  the  hours 
an  owner  may  run  his  bus.  The 
basis  of  revenue  from  the  business 
done  will  be  upon  the  number  of 
runs  made  and  in  this  way  no  check 
!.■*   lilared   upon   enterprise. 


liisiide  and  Outside  Advcrlisiii*^ 
Sells  Jersey  Service 


UP-TO-UATE  equipment,  backed 
by  frequent  and  well  arranged 
service,  are  the  main  methods  by 
which  the  Hillside  Bus  Association 
induces  people  to  use  its  service. 
Outside  the  buses  sell  themselves  and 
inside  advertising  cards  are  used. 
This  association  consists  of  forty- 
three  individual  owners,  who  operate 
in  a  pooling  organization  that  gives 
each     one     substantiallv     the     same 


amount  of  work  to  do  and  the  same 
return. 

The  8-mile  route  followed  starts 
in  West  New  York,  and  connects  with 
the  Lackawanna  Railroad  ferry  at 
Fourteenth  Street,  Hoboken.  A  great 
many  Hillside  passengers  take  the 
Hoboken  jitneys,  or  touring  cars; 
these  run  sixteen  blocks  beyond  the 
Fourteenth  Street  terminal  to  the 
Lackawanna  Station  of  the  Hud.^on 


I 

i 

n 

^ET"    "■' 

"u* ' 

■^  M_, 

I 

'iSIHHUK 

MMMiM^SBk 

—         *         '-  ] — B- 

- 

1 

^^^^" 

K|^^H 

'^m 

RV^Ikt-' 

2^ 

"  ■* 

[^ 

^^?f 

Bridgeport  bus  with  MitrojuAitun  body  uperatcd  on  Hillside  Line 


front  and  rear  view  of  Hillside  (N.  J.)  bug 


Tubes,  which  give  service  to  uptown 
and  downtown  New  York. 

The  fare  for  a  one-way  trip  is  10 
cents,  with  only  a  5-cent  charge  from 
the  Hill  section  in  Hoboken  to  \'. 
New  York.  Headways  vary  from  ■  • 
minutes  during  rush  hours,  night  and 
morning,  to  six  and  seven  minutes 
during  other  parts  of  the  day.  The 
first  buses  start  from  each  end  at 
5  :45  o'clock  in  the  morning  and  the 
last  trip  starts  at  12:30  a.m..  the 
running  time  being  about  forty 
minutes.  A  seven-day  a  week  service 
is  supplied.  The  .schedule  provide* 
for  thirty -seven  buses  a  day,  thus  al- 
lowing six  buses  off  for  repairs. 

Practically  all  the  buses  are  of  the 
standard  type  shown  in  the  illustra- 
tion, painted  in  brown  with  a  belt 
rail  of  light  cream.  While  the  gen- 
eral type  is  standardized,  this  <l.i.- 
not  apply  either  to  the  make  of  boil> 
or  chassis.  Chassis  include  Bridge- 
port, White,  Mack,  Day-Elder,  Mas- 
ter, Service,  and  others,  and  bodies 
are  made  by  Burstein,  Belmont, 
Metropolitan  of  Bridgeport,  etc.  The 
bodies  carry  twenty  to  twenty-six 
seated  passengers,  or  about  forty  with 
standees.  Most  of  the  bodies  have 
two  longitudinal  seats,  as  shown  in 
the  illustration,  although  a  few  have 
four  cross  seats,  that  is,  two  pairs  on 
each  side  of  the  center  aisle. 

Since  the  buses  pay  5  per  cent  of 
their  gross  income  as  a  tax  to  the 
city,  fare  boxes,  Johnson  make,  are 
installed  to  record  the  fares  collected. 
Each  bus  carries  about  750  pa.-- 
sengers  a  day. 

As  mentioned  above,  the  operators 
on  this  line  are  combined  in  a  volun- 
tary association,  with  a  paid  .-secre- 
tary and  an  office  in  West  New  York, 
also  four  starters,  working  in  two 
.shifts,  one  at  each  end  of  the  route 
during  the  working  day.  The  present 
officers  of  the  association,  serving  for 
the  first  six  months  of  this  year,  are 
Charles  Dreyer,  president,  and  the 
following  members  of  the  board  of 
directors,  Henry  Hoppock,  Rudolph 
Kaiser,  George  Lapore,  John  Lows- 
key,  Robert  Mclntyre.  The  secre- 
tary and  treasurer  is  William  Pres- 
brey. 

Advertising  cards  are  handled  by 
the  Schindler  Advertising  Company. 
Newark,  which  is  helping  the  opera- 
tors to  sell  transportation  by  special 
cards  carried  in  the  racks.  The  one 
now  in  the  buses  is  headed  "Items 
of  Interest  to  Bus  Passengers"  and 
quotes,  from  an  article  in  the  August, 
1922,  issue  of  Bu.s  Transportation, 
the  number  of  routes  and  mileage  of 
the  Jersev  bus  svstems. 


220 


BUS 

TIVVNSPORTAlK)N 


Vol.2,  No.5 


Some  Details 
of  the  Paris  Six- Wheel  Buses 

A  Trial  Vehicle  Has  Proved  Successful  and 
Fifty  More  Will  Be  Added — Seating  Capac- 
ity   Provided    for    Forty-eight     Passengers 


THE  Societe  T.C.R.P.*  has  in  oper- 
ation on  the  Madeleine-Bastille 
line  a  six-wheel  omnibus  which  pre- 
sents a  number  of  novel  features.  A 
preliminary  account  of  this  vehicle 
was  given  in  the  issue  of  Bus  Trans- 
portation for  August,  1922,  page 
418.  Additional  details  were  con- 
tained in  a  recent  issue  of  Le  Genie 
Civil,  from  which  source  the  follow- 
ing information  was  obtained. 

Experience  with  the  sample  bus 
has  been  so  satisfactory  that  fifty 
more  are  now  under  construction. 
The  first  series  of  the  large  buses 
will  be  used  on  the  above-mentioned 
route,  on  account  of  its  straightness, 
these  long  buses  being  best  adapted 
to  a  route  practically  straight,  al- 
though they  can  be  turned  with  facil- 
ity due  to  the  fact  that  steering  is 
done  by  both  the  front  and  the  rear 
axles. 

Dead  Weight  330  lb.  per  Seat 

The  six-wheel  bus  weighs,  empty, 
about  16,150  lb.,  and  it  has  a  seating 
capacity  for  forty-eight  passengers. 
The  dead  weight  per  passenger  is 
therefore  little  more  than  330  lb. 

The  total  wheelbase  is  21  ft.  4  in., 
the  over-all  length  34  ft.  4  in.,  the 
over-all  width  7  ft.  5  in.,  and  the 
wheel  diameter  37.4  in.     Other  im- 


portant dimensions  are  given  in  the 
accompanying  illustrations. 

The  engine  used  on  the  new  omni- 
bus is  the  same  type  as  that  em- 
ployed on  the  two-a.xle  buses  of  the 
same  company,  only  that  the  latter  is 
lighter.  The  engine  has  four  sep- 
arate cylinders,  Ah.  in.  bore  and 
slightly    under    6    in.    stroke.      The 


nated  by  .4  in  the  figure,  connects  the 
rear  and  middle  springs,  oscillating 
about  a  shaft  carried  on  a  support 
attached  to  the  chassis.  The  inter- 
mediate and  rear  axles  are  thus  able 
to  accommodate  themselves  to  ir- 
regularities in  the  road,  minimizing 
the  vertical  displacement  of  the  rear 
part  of  the  bus,  reducing  shocks,  etc. 
Two  main  brakes  and  one  auxiliary 
brake  are  provided  on  the  vehicle. 
One,  controlled  by  a  pedal,  is  of  the 
contracting  type  and  is  applied  to 
the  exterior  of  a  drum  mounted  on 
the  drive  shaft  near  the  gearset. 
The  second  brake  acts  on  the  inter- 
mediate wheels,  by  means  of  the  ap- 


t 

t 

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rff)^A  T^ 

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^ 

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l4-3i" 

T-Oi"  " 

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rtji 

_J±LL  IT^-i^ 

" V 

D'myum    nf    opting    siinptni 
showing  at  A  the 


sion    of   six-U'hi'fl    oiiuiibus, 
vertical  equalizer 


*The  Soci^t^  des  Transports  en  commun 
de  la  Region  parisienne,  the  unified  trans- 
portation  sy.stein   of   Paris. 


speed  is  1,000  r.p.m.  and  the  power 
developed  is  34  hp.  The  distribution 
of  gas  is  controlled  in  each  cylinder 
by  two  superimposed  valves,  operated 
by  a  single  camshaft.  Three  speeds 
forward  are  provided,  and  one  back- 
ward. 

The  chassis  carries  an  equalizing 
arrangement,  for  the  purpose  of  dis- 
tributing the  load  between  the  inter- 
mediate and  rear  axles.  The  prin- 
ciple is  shown  in  an  accompanying 
illustration.      The    equalizer,    desig- 


plication  of  wood  shoes  to  a  drum 
mounted  on  each  driving  wheel.  This 
is  operated  by  a  hand  lever  and 
ratchet.  The  brake-lever  ratio  is  63 
to  1.  The  auxiliary  brake  has  a 
lever  mounted  on  the  rear  platform, 
convenient  to  the  collector,  which 
permits  operation  of  brakes  on  the 
intei-mediate  wheels. 

The  bus  is  lighted  by  means  of  a 
generator,  with  an  auxiliary  storage 
battery,  and  it  is  heated  from  radi- 
ator.s  using  exhaust  gases. 


Ma\M<J23 


BUS 

TR\NSF'ORTAnON 


221 


Type  of  bun  to  be  used  on  south  aide  roiiti 


The  Chicago  Motor  Coach  Company 
Sells  Traiisportalioii 

The  New  IJus  Line  Makes  Chicago  the  Huh  of  All  Motor 
Bus  Industry — .Satisfied  Patrons  and  Employees  Are  Essen- 
tial   Features   Leading   to    the   Success    of    the    Enterprise 


WITH  the  inauKuration  of  bus 
service  on  the  south  side  of 
Chicajiro,  and  the  granting 
of  permission  by  the  Illinois  Com- 
merce Commission  for  similar  bus 
routes  on  the  west  side,  the  Chicago 
Motor  Coach  Company  promises  to 
give  to  the  city  of  Chicago  the  finest 
bus  transportation  system  in  the 
world. 

Although  the  certificate  of  conven- 
ience and  necessity  for  the  south 
side  lines  was  granted  by  the  Illi- 
nois Commerce  Commission  several 
months  ago,  the  company  did  not 
commence  service  there  until  enough 
buses  were  available  to  supply  the 
expected  need.  This  certificate  from 
the  commission  gives  the  company 
until  May  22  to  put  bu.ses  into  oper- 
ation, but  service  was  actually  started 
on  April  1,5  on  Route  No.  1,  shown  on 
the  accompanying  map,  with  fourteen 
buses  on  a  ten-minute  headway. 

The  Illinois  Commerce  Commi.'!- 
sion  has  also  granted  permission  to 
the  company  to  extend  the  present 
north  side  service  west  from  Clark 
Street  and  Wilson  Avenue  to  Ravens- 
wood    Avenue,    and    back    to    Clark 


Street,  this  l>eing  an  extension  of  the 
present  Wilson  Avenue  sen'ice.  A 
five-minute  schedule  was  started 
April  15. 

In  view  of  this  enormous  expan- 
sion, which  will  ultimately  mean  12.5 
miles  of  bus  routes  requiring  oper- 
ation of  600  of  the  double-deck  type 
motor  buses,  and  100  single-deck 
buses,  the  management  faces  the 
problem  of  selling  transportation  and 
keeping  it  sold  through  its  sales- 
men— the  driver  and  conductor  or 
operator  of  each  individual  bus.  To 
train  and  educate  these  men  in  a 
manner  to  inspire  them  with  the  spirit 
of  co-operation  characteristic  of  the 
company  is  the  task  recently  under- 
taken by  the  assistant  general  man- 
ager, H.  C.  Mo.ser. 

At  a  recent  get-together  meeting 
of  as  many  operators  as  were  free 
to  attend,  and  thi."  amounted  to 
about  85  per  cent  of  the  entire  force, 
the  management  endeavored  to  in- 
still in  them  the  spirit  of  good 
fellowship,  which  is  the  first  prereq- 
uisite to  courtesy  and  salesmanship. 
At  this  meeting,  which  wa.s  held  in 
the  club  rooms  of  the  Chicago  Motor 


Coach  Company,  with  the  manage- 
ment facing  a  $16,000  deficit  for  the 
month  of  March,  an  increase  of  5 
cents  per  hour  in  the  wages  of 
conductors,  drivers,  inspectors  and 
dispatchers  was  announced.  This 
increase  took  effect  as  of  April  1. 

Although  many  of  the  runs  break 
under  five  hours,  it  was  announced 
that  five  hours  pay  would  be  the  mini- 
mum for  each  day,  even  though  runs 
might  work  less  than  five  hours,  while 
those  having  runs  which  terminated 
in  less  than  eight  hours  and  more 
than  five  hours  would  be  paid  for 
the  full  eight  hours.  This  increase, 
it  is  estimated,  will  cost  the  company 
in  the  n<>ghborhood  of  $40,000  per 
year,  which  is  practically  $110  per 
day.  It  was  pointed  out  to  the  men 
that  economies  must  be  practiced  to 
meet  this  increase  and  that  the  com- 
pany needed  the  full  co-operation  of 
each  man. 

Many  possible  operating  economics 
suggest  themselves  which  will  result 
in  definite  daily  savings.  With  the 
present  gasoline  consumption  of 
1,.500  gal.,  at  a  cost  of  $300  per  day, 
and  an  average  of  practically  6  miles 


•It'l 


BUS 

TIVWSPORTATION 


Vol.2,  No.5 


yUi}>  of  smith  nide  routes 


to  the  gallon,  an  increase  of  only 
10  per  cent  in  this  mileage,  which 
is  not  very  much,  bringing  it  up  to 
an  average  of  6.6  miles  per  gallon, 
would  mean  a  saving  of  10  per  cent 
of  $300,  or  $30  per  day.  While 
accidents  are  costing  the  company 
an  average  of  $100  per  day,  it  has 
been  proved  by  statistics  that  98  per 
cent  of  all  of  these  are  avoidable. 
and  it  is  felt  that  a  reduction  in 
accidents  of  20  per  cent  can  easily 
be  effected.  Twenty  per  cent  of  $100 
is  $20,  a  material  saving  that  can  be 
made  entirely  by  being  careful. 

In  the  handling  of  fares  the  com- 
l)any  loses  about  $30  per  day  through 
fares  that  are  missed  or  stolen.  An 
appeal  is  made  to  the  men  to  get  rid 
of  the  thief,  as  no  one  wants  a  thief 
in  the  organization,  and  as  far  as 
the  missed  fares  are  concerned,  as 
President  Ritchie  of  the  company 
said,  "even  the  conductor  loses  those." 

If    all    of    these    economies    were 


practiced,  it  would  mean  a  saving  to 
the  company  of  about  $80  per  day, 
and  while  this  lacks  about  $30  of 
equaling  the  $110  increase  in  sal- 
aries, it  is  thought  that  this  deficit 
can  be  made  up  through  proper 
selling  of  transportation  by  the  con- 
ductor and  driver  as  partners  in  the 
business. 

Service  is  to  be  made  so  attractive 
that  it  will  draw  additional  patrons 
to  the  line.  The  men  are  given  to 
understand  that  they  are  in  a  busi- 
ness, that  they  have  their  coach, 
which  can  be  likened  to  a  store,  in 
which  they  are  selling  rides  at  10 
cents  each.  As  there  is  a  compet- 
itive store  doing  bu.siness  between 
practically  the  same  two  points  sell- 
ing rides  for  7  cents  each,  they  will 
only  be  successful  in  their  enterprise 
if  they  exercise  the  utmost  courtesy. 

Among  the  many  features  which  are 
to  be  introduced  in  an  organization  of 
this  kind  are  baseball  teams,  bowling 


Hourly  Rates  of  Pay,  Chicago  Motor 
Coach  Company 

Conductors 

Before  .\ftcr  Affrr 

Jan.    I,  Jan.  I,  April    I, 

Year  1923  1923  1923 

Cents  Cents  Cents 

First •         40  50  55 

Second 41  52  57 

Third 42  54  59 

I'mirth 43  56  61 

Fifth  and  after 45  58  63 

Drivers 

Before  After  After 

Jan.  I,  Jan.  1,  .\pril    1, 

Year  1923  1923  1923 

Cents  Cents  Cents 

First 45  57  62 

Second 46  59  64 

Thirtl 47  61  66 

p'mirth 48  63  68 

Fill  h  ,ind  after 50  65  70 

Inspectors  and  Dispatchers 

Before  After  After 

Jan.  1,  Jan.  1,  April  "1, 

I'osition                         1923  1923  1923 

per  Week  per  Week  per  Week 

Inspectors $35  $45  $48.50 

Relief  Disp 35  43  46.50 

Depot  Disp 35  43  46.50 

L.mpDisp 35  41  44.50 

Edge.  Beach  Disp.           35  40  43.50 

Receivers 35  40  40.00 

teams,  checker  and  chess  tourna- 
ments, while  in  the  line  of  entertain- 
ment an  annual  ball  and  minstrel 
show  has  been  planned.  Regular 
social  get-togethers,  such  as  the  first 
one  was,  are  to  be  held  from  time 
to  time  in  order  to  make  the  men 
feel  that  they  are  part  of  a  great 
co-operating  family.  At  a  recent 
meeting  of  this  kind,  Mr.  Moser 
spoke  to  the  men  in  the  following 
manner : 

First,  look  out  for  your  health.  It  is 
probably  your  greatest  asset  and  it  can 
be  best  taken  care  of  by  eating  regular 
food.  Do  not  eat  too  much,  get  plenty 
of  sleep  and  above  all  things,  get  plenty 
of  recreatioa.  Look  out  for  your  gen- 
eral, personal  appearance.  It  counts  a 
great  deal,  as  practically  70  per  cent  of 
the  passengers  on  our  coaches  are 
women.  And  remember  that  your  per- 
sonal appearance  tells  the  story  long 
before  you  open  your  mouth  to  speak. 

In  oiir  business,  we  are  public  ser- 
vants, and  when  you  come  into  the 
transportation  business  you  are  open  to 
complaints  and  criticisms  from  the 
traveling  public  which  you  must  meet 
with  the  utmost  courtesy.  It  is  essen- 
tial that  you  cultivate  the  habit  of  be- 
ing on  time,  for  when  a  driver  or  con- 
ductor misses,  and  there  may  be  no  one 
to  take  his  place,  and  hence  the  run 
docs  not  go  out,  we  are  perhaps  incon- 
veniencing 500  patrons  along  the  route 
who  would  have  liked  to  ride. 

A  word  about  running  on  time.  If 
you  are  behind  time,  make  an  honest 
effort  to  Kot  on  time,  but  do  not  take 
any  chances.  If  you  find  that  you  can- 
not make  up  the  time  on  a  speed  of  21) 
m.p.h.,  which  is  plenty  fast  enough,  for- 
get about  the  loss  and  while  it  is  in- 
stinctive for  a  driver  to  feel  a  little  sore 
when  an  inspector  asks  him  where  he 
was  after  he  has  made  an  honest  effort 
to  be  on  time,  it  is  necessary  for  us  to 
keep  records  of  what  time  it  takes  to 
make  the  various  trips. 

There  is  absolutely  no  reason  for  a 
man  running  ahead  of  time,  for  such  a 


May,1923 

man  is  cheating  the  public,  the  com- 
pany, and  asking  someone  else  to  do  his 
work.  The  figures  show  just  what 
amount  of  service  is  needed.  Under  a 
five-minute  headway,  each  bus  that 
comes  along  on  time  gets  its  equal  share 
of  fares,  but  if  a  man  is  three  minutes 
ahead  of  time,  instead  of  a  five-minute 
load  he  only  gets  two-fifths  or  10  per 
eent  of  what  he  should  carry,  and  the 
fellow  behind  takes  00  per  cent  in  adili- 
tion  to  his  own. 

P'rom  the  time  a  man  becomes  an 
applicant  for  a  position  with  the 
company,  until  the  time  he  deems  it 
necessary  or  wise  to  leave  the  com- 
pany, he  is  constantly  guided  and 
instructed  by  the  management.  The 
job  is  made  attractive  to  the  man 
with  the  hope  and  realization  that 
he  in  turn  will  try  to  make  the  ride 
of  the  patrons  on  the  bus  as  attractive 
as  possible. 

In  order  to  inspire  the  men  to 
greater  effort  in  the  economy  and 
operation  of  their  buses,  a  .series  of 
three  attractive  flags  has  bee!i  of- 
fered as  a  reward  to  each  man,  each 
week,  in  each  garage,  who  shows  the 
greatest  improvement  in  his  own 
bus,  and  one  also  to  the  man  with 
the  best  average  miles  per  gallon  of 
gasoline.  As  these  flags  will  be 
transferred  from  one  man  to  an- 
other each  week,  it  was  felt  neces- 
sary that  some  credit  should  be  given 
to  a  man,  in  the  form  of  a  permanent 
prize.  This  was  done,  and  the  man 
who  accumulates  20  points  receives 
as  his  reward  a  duplicate  flag  made 
of  silk,  similar  to  the  first  prize  flag, 
with  his  name  embroidered  in  the  cor- 
ner which  he  can  permanently  keep. 

As  a  preliminary  to  the  actual 
opening  of  the  south  side  line,  a  run 
was  made  over  the  new  route  by  five 
of  the  double-deck  buses  conveying 


BUS 

TIWJSPOHIAnON 


Comparative     Operating     .Statistics, 
Chicagu  .Motor  Coach  Company 


March, 
1923 

92 
13.533 


March, 
1922 

53 
7.74Q 


N'uiiibrr  u(  blue*  owned 
N'liiiilirr  uf  round  tripa 
NuiiiU-r  o(  iMiMM-ngfra 

ourn^l «53.528    574,223 

Total  rnvvnue  ntileaite   211.059    131,606 


IVr  CVnl 
IncreajM* 

73  5 

74  65 

4B   64 
6U    37 


members  of  the  Lions  Club,  who  had 
previously  held  a  meeting  at  one  of 
the  Chicago  hotels.  This  expedition 
was  made  not  only  to  acquaint  the 
immediate  members  of  the  Lions 
Club,  but  also  to  familiarize  the  peo- 


223 

pie  along  the  new  route  with  the  type 
of  buses  to  be  used,  and  where  they 
were  to  run.  Mr.  Ritchie,  president 
of  the  Chicago  Motor  Coach  Com- 
pany, in  his  address  l>efore  the  Lions 
Club,  spoke  at  some  length  about  the 
route,  the  new  equipment  and  the 
manufacturing  facilities  for  building 
the  buses.  He  also  spoke  aliout  the 
financial  prolilenis  of  the  company, 
the  need  of  traffic  studies  and  .sched- 
ule making  and  the  salutary  effect 
of  the  automobile  promoting  the 
health  and  happiness  of  the  Ameri- 
can people. 


Keepiiitj  Out  of  TrafTic  Biiild.s  Hu.siness 

Mount  Clemens  Line  Has  a  Terminal  in  an  Outlying  Section  of  Detroit  at  the  Knd 

of  the  AJain  Trolley  Line — .Vdvcrtising  in  Newspapers  and 

Also  in  Buses  Draws  Passengers 


MOST  bus  operators  try  to  get  as 
close  to  the  center  of  business 
or  pleasure  as  they  can.  In  some 
cases,  however,  it  may  mean  greater 
profit  if  the  terminal  is  at  the  out- 
skirts, connecting  with  some  other 
form  of  transportation.  This  is  well 
illustrated  in  Detroit,  where  the 
Wolverine  Transit  Company  starts 
its  buses  several  miles  out  from  the 
City  Hall,  at  the  point  where  most 
of  the  trolley  cars  finish  their  run. 
This  arrangement,  of  course,  makes 
it  possible  to  keep  the  buses  moving 
at  good  speed  all  the  time,  since  they 
do  not  have  to  travel  through  the 
crowded  section  of  the  city  to  reach 
some  downtown  terminal. 

The  Wolverine  Company  seems  to 
have  two  slogans,  which  it  has  ex- 
pressed in  print  and  by  other  meth- 
ods.    The  first   is,  "Our  buses  meet 


EASTER  GREETINGS 


T 

May 


O  our  patrons  and  to  our 
prospective  patrons,  we 
extend  cordial  greetings, 
we  suggest  that  the  Easter 
fashion  promenade  on  Michigan 
Avenue  and  on  Sheridan  Road 
is  best  seen  from  the  top  of  a 
•^osich  ^       ^^.,, 


"Selling  Transportation"  placard 


the  trolleys."  The  other,  "Comfort- 
able, safe,  enjoyable,"  speaks  for  it- 
self, and  is  painted  on  the  outside 
of  the  buses,  as  shown  in  the  illus- 
tration. 

During  good  weather  six  buses 
carry  an  average  of  3,000  passengers 
a  day.  They  make  about  250  miles 
each  day  for  seven  days  a  week.  The 
first  bus  starts  out  from  Detroit  at 
4  o'clock  in  the  murning  and  is  due 
at  the  other  end  of  the  line.  Mount 
Clemens,  an  hour  later.  The  la.st  one 
leaves  Mount  Clemens  at  twenty 
minutes  after  midnight,  arriving  at 
1:13  a.m.  in  Detroit.  The  interme- 
diate fare  point,  Ma.sonic  Boulevard, 
is  just  about  half  way,  or  a  thirty- 
minute  run  from  either  terminal. 
The  schedule  provides  for  a  twenty- 
minute  headway  all  day  until  eight 
in  the  evening,  then  a  thirty-minute 
headway  for  the  next  two  hours,  with 
an  hourly  headway  thereafter.  On 
this  basis  there  is  a  seven-minute 
layover  at  each  end,  giving  the  driv- 
ers a  chance  to  stretch  their  legs,  and 
holding  the  bus  long  enough  to  at- 
tract business.  Waiting-room  facili- 
ties are  available  in  small  .stores  at 
each  end  of  the  line,  but  the  buses 
leave  so  frequently  that  they  are  not 
required  to  any  great  extent  except 
during  inclement  weather. 

The  through  fare  to  Mount  Clem- 
ens is  15  cents,  with  a  10-cent  fare 
to  any  point  south  of  Masonic  Boule- 
vard. The  10-cent  fare  is  the  mini- 
mum charge. 

Within  the  last  few  month.s  .strip 
tickets  have  been  used.  The.se  are 
sold  by  the  drivers  on  the  bu.ses,  fif- 
teen of  the  15-cent  tickets  for  $2, 
and  the  same  number  of  the  10-cent 
tickets  for  $1.25.    This  represents  a 


224 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


W'oU-tiinc  hiin  for  t/iirti/  puti.sciiyc:  t:  tcitli  ciiylnoii  icIkiIh  mid  tires 


25-cent  saving  on  each  purchase,  and 
the  number  covers  a  week's  riding, 
so  that  the  passengers  can  invest  in 
transportation  at  the  time  they  re- 
ceive their  weekly  salary  or  wages. 
It  is  estimated  that  about  15  per 
cent  of  all  fare  collections  are  tick- 
ets. To  encourage  the  sale  a  weekly 
bonus  of  $2.50  is  given  to  the  driver 
disposing  of  the  largest  amount  of 
tickets.  It  is  estimated  that  about 
40  per  cent  of  the  total  business  goes 
through  to  Mount  Clemens,  the  other 
60  per  cent,  on  the  10-cent  basis, 
dropping  off  south  of  the  Masonic 
Boulevard. 

All  fares  are  collected  as  the  pas- 
senger enters,  a  Cleveland  fare  box 
being  used.  Coins  and  the  two  forms 
of  strip  tickets  are  all  deposited  in 
the  box. 

The  Wolverine  Transit  Company 
believes  in  creating  good  will  in  the 
minds  of  the  public  as  well  as  its 
passengers.  Small  advertisements, 
similar  to  the  one  reproduced  here, 
are  used  in  Mount  Clemens  and 
other  town  newspapers  along  the 
route.  In  the  buses  themselves 
small  printed  announcements  are 
pasted  on  the  windows,  and  larger 
placards  attached  to  the  outside  of 
the  bus,  as  shown  in  one  of  the  pho- 
tograph.4.  The  company  believes 
that  this  is  an  important  factor  in 
developing  business,  although  of 
cour.se  it  does  not  neglect  its  equip- 
ment, or  to  provide  service  frequent 
enough  to  meet  the  public's  nee'ls. 

The  vehicles  used  on  the  Moiini 
Clemens-Detroit  line  are  built  to  the 
specifications  of  the  Wolverine  Tran- 
sit Company,  and  are  said  to  be  the 
pioneers  of  the  large  long  wheelbase 
type  now  used  all  over  the  country. 
The  Wolverine  fleet  consists  of  two 
twenty-eight-passenger  buses  and 
four  thirty-passenger.     The  former 


have  four-cylinde/  engines  41  x  51 
and  the  latter  six-cylinder,  3»  x  5i. 
The  fuel  consumption,  it  is  said,  is 
about  64  to  7  miles  per  gallon  for 
the  smaller  buses,  and  about  61  miles 
for  the  thirty-passenger  type.     The 


MOTOR  COACH  SERVICE 


IS— 15c  Ticket.  $2.00  15— 10c  Ticket.  $1.25 

You  Mve  25  cent,  on  each  strip. 

TICKETS  GOOD  ALL  THE  TIME 

16  2-3  Pec  Cent  Interest  on  Yonjx  Money. 

MOTOR  COACHES  ALWAYS  IN  THE  LEAD 

TO  SAVE  MONEY  FOR  YOU. 

DON'T  FORGET— 20  MINUTE 

MOTOR  COACH  SERVICE 


Buy  Tickets 

WOLVERINE  TRANSIT  CO. 
9947  Gratiot  Ave.  Lincoln  4644 


Neivxjiaper    advertising    used    by    line 
near  Detroit 


six-cylinder  engine  gives  42-hp.  at 
1,800  r.p.m.,  this  corresponding  to  a 
speed  of  about  25  m.p.h.  The  car- 
buretor is  Zenith,  the  magneto  of  the 
Scintilla  make,  the  drive  at  the  rear 
is  through  a  semi-floating  Wisconsin 


axle,  of  double-reduction  construc- 
tion. Wheels  on  the  large  buses  are 
Sewell  cushion,  with  Kelly-Spring- 
field block  or  Swinehart  cellular 
cushion  tires.  These  are  36  x  5 
front  and  36  x  6  dual  rear. 

The  thirty-passenger  bodies  are 
built  by  the  Model  Body  Corpora- 
tion, Detroit,  of  oak  framing,  cov- 
ered with  No.  20  steel  panels,  and 
moldings  of  i  x  11-in.  aluminum. 
The  roof  is  Haskelite  plywood,  cov- 
ered with  10  oz.  oiled  duck. 

Four  automatic  ventilators  are 
mounted  in  the  roof,  which  is  braced 
by  tubular  stanchions  at  the  front 
and  rear  of  the  central  aisle.  Pas- 
senger signal  buzzers  take  current 
from  a  dry  battery  mounted  under 
one  of  the  front  seats;  this  being 
adopted  to  prevent  burning  out  push 
buttons.  The  seating  arrangement 
is  of  the  city  type,  with  longitudinal 
seats  at  the  front  and  rear  to  pro- 
vide space  for  standing  passengers, 
as  well  as  to  increase  the  space  avail- 
able for  quick  loading  and  unloading. 

Liability,  property  damage  and 
fire  insurance  are  carried  on  all 
buses.  The  passenger  liability  is 
$5,000  for  each  passenger,  or  $25,- 
000  for  any  one  accident.  Property 
damage  for  $1,000  and  fire  insur- 
ance to  the  amount  of  $.S,000  are 
carried.  No  collision  insurance  is 
maintained;  the  company  believes  it 
involves  a  let-down  in  responsibility 
and  consequently  carries  this  risk 
itself.  On  the  daily  basis  the  in- 
surance charges  are  $1.64  per  bus, 
but  since  it  is  carried  in  a  mutual 
company,  the  dividend  may  consider- 
ably lessen  the  cost.  So  far  25  per 
cent  has  been  returned  each  year. 

The  Wolverine  Transit  Company 
is  incorporated  under  the  laws  of 
the  State  of  Michigan  for  $75,000. 
Its  ofl[icers  are  A.  J.  Gnich,  presi- 
dent; C.  Carey,  vice-president;  and 
George  A.  King,  secretary-treasurer. 


Sales  ittessayes  almre  iriiidoies  mid  on  loieer  iimicls 


May,  1923 


BUS 
TRVSSKJHTATKDN 


225 


Huyers  of  Buses  on  the  Ik-ferred  Payment  IMan  Musi  Show  the  Leual  Uiuht  to  Operate,  and  Estab- 
lish Moral  Kesponsihilily   to  Show  They   Have  the  Ahility    to  Meet  Their  Notes  as  They   Fall  Due 


The  Fiiian<*r  Companies 

Deiiiaiul  Assurance  ol'  a  (joocI  Kisk  from 

Motor  Rns  Pnreliasers 


By  George  Mclnlyre 


^10T  all  credit  corporations  will 
I  accept  bus  paper,  but  those 
'  that  make  it  a  practice  hold 
that  the  general  conditions  of  col- 
lections on  this  class  of  insUillment 
paper  where  there  is  protective  legis- 
lation affecting  motor  bus  operation 
are  better  than  on  any  other  class  of 
automotive  paper. 

In  substance,  the  method  of  pur- 
chasing buses  under  a  deferred-pay- 
ment plan  in  all  parts  of  the  country 
is  about  the  same.  The  dealer  and 
purchaser  sign  a  conditional  pur- 
chase agreement  whereby  the  pur- 
chaser immediately  gets  possession, 
but  not  title,  of  the  bua  by  paying 
down  in  cash  at  least  30  per  cent  of 
the  delivered  price  and  signing  a 
note  for  the  balance,  which  is  to  be 
paid  off  in  equal  monthly  install- 
ments. The  period  of  time  over 
which  the  note  runs  is  mutually 
agreed  upon  between  the  dealer  and 
the  purchaser.  This  spread,  how- 
ever, is  dependent  entirely  on  the 
credit  of  the  purchaser  and  his 
ability  to  satisfy  the  dealer's  financ- 
ing corporation  of  the  safety  of  the 
note.  Title  to  the  bus,  of  course,  is 
not  made  until  all  payments  on  the 
note   have   been   completely    fulfilled. 

Purchase  Agreements  Vary  with 
Location  of  Sale 

The  form  of  purchase  agreement 
used  varies  in  detail  according  to  the 
state  in  which  the  sale  is  to  be  com- 
pleted. Pennsylvania,  for  example, 
takes  the  form  of  a  "Lease,"  whereas 
in  Colorado,  Illinois,  Louisiana,  Mis- 
souri, New  York  and  Ohio  it  is  called 
a  "Mortgage."  In  all  other  states  it 
is  called  a  "Conditional  Sale  Con- 
tract." In  many  states  this  mortgage 
must  be  filed  or  recorded  like  any 
other  deed  or  property  mortgage. 
This  is  true  except  for  Arkansas, 
California,  Delaware,  Florida,  Idaho, 
Indiana,  Massachusetts,  Michigan. 
Mississippi.  Nevada,  New  Mexico, 
Oregon,  Rhode  Island,  Tennessee  and 


Ne 


York.  N.  Y. 


Utah.  These  sale  agreements  or  con- 
tracts are  usually  made  out  in  quad- 
ruplicate, one  copy  being  given  to  the 
purchaser,  one  is  kept  by  the  dealer, 
the  other  two  going  to  the  financing 
corporation  along  with  the  note  it 
purchases. 

What  the  Finance  Companies 
Demand 

The  first  essential  on  the  part  of 
the  finance  companies  is  to  have  cor- 
rect assurance  that  the  purchaser  has 
the  right  to  operate  buses  over  fixed 
routes  in  accordance  with  the  laws  of 
the  state  and  local  communities 
through  which  the  route  is  to  oper- 
ate. The  reason  for  this  safeguard 
is  evident,  for  in  the  past  many 
finance  companies  have  been  put  to 
considerable  trouble  that  cost  them 
money.  This  was  because  they  had 
been  accepting  the  prospective  pur- 
chaser's word  alone  that  he  held  a 
local  franchise  or  permit  in  his  own 
name  as  well  as  the  state  certificate 
of  convenience  and  necessity,  where 
such  was  a  condition  of  the  right  to 
operate. 

A  bus  purchaser  will  find  that  the 
finance  companies  will  be  more  will- 
ing to  talk  credit  if  he  can  show- 
sworn  affidavits  from  the  city  and 
town  clerks  and  the  secretary  of  the 
public  service  commission  that  he 
holds  the  necessary  certificates  to 
operate.  Better  still,  it  is  advisable 
to  have  copies  of  the  actual  permits 
to  give  to  the  seller  of  the  l)us  so  thai 
he  can  turn  them  over  to  the  finance 
-ompany  along  with  the  buyer's  state- 
ment and  note.  This  will  serve  to 
establish  better  mutual  relations. 

Unless  the  prospective  bus  pur- 
chaser can  show  that  he  has  this 
legal  right  to  operate  the  bus  after 
agreeing  to  buy  it  the  finance  com- 
pany is  skeptical  as  to  the  safety  of 
the  promissory  note.  The  finance 
company  feels  that  the  bus  owner 
may  be  suddenly  prevented  from  con- 
tinuing   operation,    thereby    cutting 


off  the  source  of  revenue  from  which 
he  obtains  the  necessary  funds  to 
make  his  monthly  payments  a.s  they 
come  due.  In  cases  where  service  has 
been  stopped  and  the  bus  owner  has 
had  a  note  outstanding  the  finance 
company  has  found  it  necessary  and 
often  expedient  to  extend  the  note 
pending  the  litigation  preceding  re- 
sumption of  operation.  Naturally 
for  such  an  extension  of  time  the 
finance  company  makes  a  charge. 
Oftentimes  these  litigation  proceed- 
ings are  long  drawn  out  and  are  an 
inconvenience  to  the  finance  com- 
pany, especially  if  there  is  no  im- 
mediate prospect  of  a  speedy  settle- 
ment. It  then  becomes  necessary  in 
case  of  non-payment  of  notes  to  re- 
possess the  bus  and  to  sell  it  for  what 
it  will  bring  in  the  open  market  in 
order  to  close  up  the  account. 

The  second  step  that  a  financing 
company  requires  is  that  the  pros- 
pective bus  purcha.ser  establish  that 
he  is  of  sound  responsibility.  This 
practice  follows  the  well-defined  plans 
of  all  credit  financing  companies  to 
investigate  and  determine  the  moral 
responsibility  of  its  clients. 
Purchaser  Must  Show  He  Is  ok 

FINANHAL    RESPONSIBILlTi- 

The  finance  companies  have  a 
standard  form,  known  as  the  Buyer's 
Statement,  which  they  require  the 
dealer  to  have  filled  out  in  detail  for 
each  bus  sold  on  time.  The  form 
naturally  shows  the  name  of  the 
dealer  or  .seller  of  the  bus.  the  pur- 
chaser's name  and  address  and  the 
business  in  which  he  is  engaged.  In 
case  the  purchaser  is  a  corporation, 
information  is  requested  as  to  the 
.state  and  date  of  incorporation 
together  with  the  names  of  the  prin- 
cipal officers,  their  addresses,  the 
amount  of  stock  held  and  in  what,  if 
any  other  businesses,  the.se  officials 
are  engaged.  If  it  is  a  copartner.ship 
the  names  and  the  amount  of  interest 
that  each  has  must  be  given.    In  both 


226 


instances  the  names  of  the  banks  in 
which  the  purchaser  has  accounts  and 
a  statement  of  his  assets  and  liabili- 
ties, together  with  a  description  of 
the  real  estate  owned,  are  also  re- 
quired. In  other  words,  the  buyer  by 
this  statement  gives  the  finance  com- 
pany a  picture  of  his  worth  together 
with  what,  if  any,  assignments,  chat- 
tel mortgages  or  unsatisfied  judg- 
ments are  against  him.  Likewise  the 
amount  of  insurance  he  carries  on 
his  property. 

In  addition,  four  references  are  re- 
quired, and  the  finance  company 
usually  makes  a  personal  request  on 
each  of  them  as  to  the  financial  and 
moral  responsibility  of  the  prospec- 
tive purchaser.  In  some  instances, 
in  case  the  purchaser  is  an  indi- 
vidual, it  even  goes  so  far  as  to  in- 
vestigate him  locally  to  see  if  he 
pays  his  local  personal  household  bills 
promptly  or  otherwise. 

On  this  same  form  the  dealer  or 
seller  gives  information  as  to  the 
type  of  bus  purchased,  the  price  of 
chassis  and  body,  the  amount  paid  in 
cash,  freight  charges  and  war  tax, 
trade-in  allowance,  etc.  The  finance 
company  also  charges  for  ser-vice, 
in  buying  the  note.  These  items 
added  together  give  the  total  amount 
of  the  note  for  sale. 

Trade-ins  Often  Present 
Difficulties 

Finance  companies  watch  care- 
fully all  allowances  for  trade-ins  of 
old  equipment  that  enter  into  a  deal 
for  new  buses.  They  investigate  the 
seller,  who  may  be  a  dealer,  distrib- 
utor or  even  a  manufacturer,  to  de- 
termine his  ability  to  carry  supple- 
mentary paper,  as  it  is  called  in  the 
financing  world,  that  is  used  to  make 
up  any  deficiency  in  the  total  amount 
of  the  initial  down  payment  that  is 
demanded  from  the  purchaser  of  the 
new  vehicle.  If  the  seller  cannot 
measure  up  to  the  standards  of  the 
finance  company,  the  purchaser  had 
better  go  elsewhere  to  buy  his 
vehicle. 

This  demand  on  the  part  of  the 
finance  company  is  really  a  pro- 
tection for  the  customer,  even  though 
the  seller  assumes  no  responsibility 
in  seeing  that  the  bus  is  kept  in  first- 
class  condition  under  the  terms  of  the 
credit  contract.  It  assures  the  pur- 
chaser, however,  that  he  can  obtain 
redress  under  the  guarantee  clause  in 
the  purchase  contract  for  all  new 
vehicles. 

The  bus  purchaser  must  realize 
that  his  initial  payment  will  be  in- 
sufficient to  justify  the  delivery  of 


BUS 

TRANSPORTATION 

the  bus  unless  he  can  comply  with 
all  of  the  fundamental  conditions  of 
the  financing  plan.  What  the  financ- 
ing company  really  does  is  to  protect 
itself  against  loss  in  every  way  pos- 
sible in  the  event  repossession  has  to 
take  place  during  the  first  few 
months  that  the  purchaser  has  the 
bus. 

Payments  Spread  Over 
Long  Terms 

The  length  of  time  that  a  bus 
operator  has  to  pay  his  notes  is 
worked  out  on  the  basis  of  the  de- 
preciated value  of  the  bus.  In  other 
words,  it  is  possible  to  buy  a  modern, 
up-to-date  bus  on  a  longer  spread  of 
payments  than  it  is  possible  to  pur- 
chase an  ordinary  passenger  car. 
Usually  the  paper  runs  for  twelve 
months,  and  often  the  transactions 
are  for  eighteen  months.  Irrespec- 
tive of  the  length  of  time  allowed, 
however,  the  payments  are  made  on  a 
monthly  basis  in  equal  installments 
to  cover  the  balance  due  after  the 
initial  down  payment.  The  length  of 
time  that  a  mortgage  is  valid  varies 
in  different  states;  for  instance,  in 
New  York  and  New  Jersey  it  is 
limited  to  twelve  months.  In  these 
states  it  is  customary  after  the 
twelfth  payment  to  make  a  new  note 
for  the  balance,  for  which  a  nominal 
fee  is  charged,  spreading  the  balance 
due  over  six  additional  months.  This 
in  reality  allows  eighteen  months  in 
which  to  pay  for  the  bus. 

The  m.ortgage  or  finance  company 
also  requires  insurance  protection 
from  loss  by  fire  and  theft,  as  well 
as  from  damage  due  to  collision.  The 
risk  from  fire  and  theft,  in  itself,  is 
almost  negligible,  but  the  risk  due  to 
collision,  liability  and  property  dam- 
ages are  continuously  difficult  prob- 
lems confronting  all  finance  com- 
panies. 

Liability  insurance,  both  personal 
and  property,  is  not  required  by  the 
finance  corporation,  but  for  the  oper- 
ator of  buses  it  has  been,  and  even 
now  is,  a  serious  matter;  especially 
is  this  true  of  the  strictly  urban  bus, 
for  an  analysis  of  the  ratio  of  losses 
to  net  paid  premiums  for  this  class  of 
ri.sk  indicates  that  in  many  parts  of 
the  country  this  is  excessive.  In  the 
case  of  the  intercity  bus,  however, 
the  risk  is  somewhat  less,  but  the  in- 
surance companies  have  so  far  failed 
to  comprehend  any  difference  in  this 
risk. 

The  premiums  for  all  of  these 
policies  except  for  liability  is  in- 
cluded in  the  financing  companies' 
service  charge  and  added  to  the  pur- 


Vol.2,  No.5 

chase  price  less  the  first  payment. 
Many  of  the  finance  companies  carry 
their  own  fire,  theft  and  collision  in- 
surance and  demand  full  premium 
rates,  the  same  as  the  old  line  insur- 
ance companies. 

The  amount  of  fire  and  theft  insur- 
ance usually  demanded  by  the  financ- 
ing companies  is  equivalent  to  80  per 
cent  of  the  delivered  price  of  the  bus 
plus  extras  for  accessories  but  exclu- 
sive of  freight  and  war  tax.  So  far 
as  collision  insurance  goes,  the  pur- 
chaser must  secure  with  the  finance 
company  a  policy  for  the  total  deliv- 
ered price  of  the  bus,  exclusive  of 
freight  and  war  tax  with  a  deductible 
clause  so  that  the  first  $100  and  in 
many  cases  the  first  $200  of  any  loss 
is  not  covered. 

From  practical  experience,  some 
financing  companies  believe  that 
this  coverage  is  satisfactory.  Others 
have  even  said  that  they  have  never 
known  of  a  case  where  there  was 
complete  loss  from  fire  or  collision  on 
a  bus.  If  it  can  be  shovra  that  the 
risk  feature  remains  neglible,  it  will 
perhaps  be  to  the  credit  of  those  who 
are  contemplating  the  purchase  of 
additional  buses  on  credit. 

Collections  and  Repossession 
The  finance  companies  notify  the 
purchaser  usually  five  days  previous 
to  the  day  the  monthly  payment  falls 
due.  If  a  purchaser  is  unable  to 
meet  this  monthly  payment  he  can 
ask  for  an  extension,  which  will 
usually  be  granted  by  the  finance 
company  provided  he  has  a  good 
previous  record  of  payments.  This 
extension,  however,  costs  him  a  small 
fee,  based  largely  on  interest  and  in- 
surance premiums. 

In  case  payment  or  notification  is 
not  forthcoming  to  the  finance  com- 
pany the  day  following  the  payment 
is  due  a  second  notice  is  mailed. 
After  five  days  have  elapsed  and  the 
finance  company  still  receives  neither 
money  nor  notification  a  third  notice 
is  sent.  If  no  response  is  received 
within  the  next  ten  days,  either  in 
person  or  by  correspondence,  a  letter 
of  demand  is  mailed  calling  for  pay- 
ment within  twenty -four  hours.  Noth- 
ing forthcoming,  the  next  step  is  to 
send  a  local  constable  to  seize  the  bus. 
The  constable,  of  course,  attempts  to 
make  a  peaceful  collection,  but,  fail- 
ing, takes  repossession,  and  stores  the 
bus  in  a  local  garage  and  posts  the 
necessary  notice  of  sale,  which  in 
New  Jersey  cannot  take  place  within 
ten  days  after  seizure  and  in  New 
York  not  for  twenty  days.  The 
finance  company  at  the  sale  buys  in 


Miiy,l923 


BUS 

tr\nsk:)rtaiion 


227 


the  bus  for  the  outslaiuliiiK  portion 
of  the  note  due  and  turns  the  bus 
over  to  a  dealer  to  resell.  The  finance 
company,  however,  stands  no  chance 
of  losing  by  any  such  transaction  for 
the  oriKinal  dealer  or  seller  of  the 
bus  has  Kuaranteed  the  finance  com- 
pany apainst  loss   by   indorsing  the 


purchaser's   note,   made  at  the  time 
the  bus  was  turned  over  to  him. 

So  far  it  has  been  difficult  to  use 
this  particular  kind  of  automotive 
installment  paper  for  re<liscoimtin>c 
purposes.  Few  banks  as  yet  look 
with  favor  on  this  kind  of  installment 
paper,    yet    when    protected    as    out- 


lined above  it  should  appeal  more 
and  more  to  bankii  now  favorably  in- 
clined toward  all  automotive  paper, 
in  the  ratio  that  automotive  paper,  as 
a  whole,  becomes  more  attractive  not 
only  to  these  banks  but  possibly  to 
others,  including  the  Federal  Reserve 
Bank. 


How  Buses  Can  Be  Bought  on  Time 


By  Lawrence  SiVun 

Detroit,  Mich. 


THK  old  saying,  "Money  makes 
the  mare  go,"  now  has  an  ultra- 
modern variant:  "Credit  makes 
the  hiix  go!"  Despite  Solomon's  fa- 
mous dictum  to  the  contrary,  there 
ix  something  new  under  the  sun,  and 
in  this  particular  instance  this  some- 
thing new  is  the  current  adaptation 
of  credit  principles  to  the  distribu- 
tion of  motor  buses. 

Demand  and  supply  in  any  given 
industry  do  not  always  keep  step 
with  each  other,  or  with  their  own 
financing.  Growth  in  that  industry 
may  l>e  so  rapid  as  completely  to  out- 
distance money  and  credit.  The  au- 
tomotive industry,  for  instance,  ex- 
panded .so  rapidly  from  1910  to  1914 
that  existing  financial  machinery 
found  itself  unadjusted  to  its  amaz- 
ingly growing  needs.  Up  to  1912, 
or  thereabouts,  the  absorption  of  the 
product  was  chiefly  on  a  cash  basis. 
Thereafter,  volume  outgrew  its 
money  base.  Traditional  banking 
did  not  rise  either  to  the  occasion  or 
the  opportunity.  Going  into  debt 
for  an  automobile  was  regarded  as 
an  extravagance.  So-called  automo- 
bile paper  was  looked  upon  with  none 
too  much  enthusiasm. 

The  Finance  Company 

As  might  have  been  expected,  the 
needs  of  the  situation  were  met  by 
a  new  type  of  financial  house,  espe- 
cially adapted  to  the  requirements 
of  the  job  to  be  done.  In  1914,  and 
subsequently,  the  so-called  motor 
finance  companies  began  to  appear, 
the  business  of  which  it  was  and  is 
to  assist  in  the  financing  of  the  dis- 
tribution of  automobiles,  trucks  and 
tractors  on  a  time,  or  deferred- 
payment,  basis.  As  a  result  largely 
of  this  impetus,  the  industry  took 
gigantic  strides  forward. 

The  technique,  or  method,  of  these 


.Motor  financing:  or  credit  cor- 
poral ion.s  are  adapting  them- 
selves to  the  need.s  of  the  bus 
operator.  It  is  now  possible  to 
purchase  buses  on  a  deferred 
payment  plan  for  5'/2  per  cent 
of  the  retail  price.  This  plan, 
however,  calls  for  a  twelve- 
month full  payment  with  one- 
third  as  I  he  initial  down  pay- 
ment. Premiums  for  fire  and 
liability  insurance  are  in  addi- 
tion. 


companies  is  generally  known.  The 
purchaser  of  the  automotive  equip- 
ment pays  down  part  of  its  cost, 
giving  his  installment  notes  for  the 
remainder,  to  which  has  been  added 
a  reasonable  flat  service  charge,  in- 
terest and  the  cost  of  insurance 
coverage.  In  return,  the  finance 
corporation  buys  the  car  or  the 
truck,  permitting  the  ultimate  owner 
to  use  it  while  paying  therefor,  and 
taking  a  chattel  mortgage  on  the 
property  to  protect  itself  during  the 
life  of  the  loan.  The  resultant  com- 
mercial paper  is  either  discounted  or 
made  the  basis  of  note  issues,  which, 
when  marketed,  returns  the  com- 
pany's differential  investment  in  the 
transaction  in  liquidated  form. 

That  the  application  of  this  type 
of  credit  is  sound  has  been  proved 
in  practice.  A  vastly  enlarged  vol- 
ume of  business  has  been  made  pos- 
sible. It  is  a  truism  that  nine- 
tenths  of  the  world's  business  is  done 
on  credit.  To  attempt  to  continue 
the  financing  of  motors  on  sub.stan- 
tially  a  cash  basis  would  have  been 
stupid  and  economically  unwise,  and 
their  development  would  have  been 
seriou.sly  retarded. 


The  motor  bus  is  an  accepted  fact 
today.  Within  a  few  brief  years 
motor  buses  have  become  omnipres- 
ent— you  see  'em  wherever  you  go, 
and  they  likewise  go  wherever  you 
see  'em.  The  business  ha.s  reached 
tremendous  proportions.  It  is  in 
reality  a  gigantic  industry  within  an 
industry.  It  was  to  be  expected,  in 
view  of  this  .stupendous  development, 
that  credit  facilities  would  not  at 
first  grow  eorre.spondingly. 

While  the  general  truck  and  pleas- 
ure car  field  are  at  present  provided 
with  adequate  time-financing  ma- 
chinery, the  same  is  much  less  true 
of  the  motor  bus  division.  Any 
number  of  motor  finance  companies 
exist  to  meet  general  needs,  but  at 
this  stage  of  the  industry  few  exist 
with  special  reference  to  the  require- 
ments of  this  important  sub-field  as 
not  all  financing  companies  will 
handle  motor  bus  paper. 

Conditions  are  by  no  means  iden- 
tical. Both  the  buyer  and  the  equip- 
ment have  marked  differences.  For 
instance,  the  unit  cost  is  much 
greater  as  regards  buses.  A  pleas- 
ure car  or  a  truck  ranges  in  price 
from  $500  to  $5,000.  while  the 
motor  bus  starts  at  about  $3,000  and 
may  cost  as  high  as  $10,000  or 
$12,000.  Again,  the  bus  operator  on 
the  average  is  not  so  strong  finan- 
cially as  the  buyer  of  equally  costly 
truck  equipment.  The  reason  is  not 
far  to  seek. 

The  bus  industry  is  still  in  its 
infancy.  It  is  l)elieved  that  fully  85 
per  cent  of  tho.se  who  run  buses  arc 
individuals  or  partnerships.  The  day 
of  corporate  bus  operation  is  on  the 
way,  but  the  business  at  present  is 
still  largely  individual.  The  big 
operator  today  was  the  jitney  driver 
of  yesterday.  The  roomy,  comfort- 
able,   luxurious   motor   bus    we    see 


228 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


today  in  increasing  measure  is  a 
recent  evolution.  Its  great  -  grand- 
father was  the  flivver  jitney;  its 
grandfather  was  the  carpenter-built 
body-on-a-truck-chassis,  while  its 
immediate  ancestor  is  the  more  re- 
cent attempt  at  distinctive  motor 
bus  construction.  Which  is  all  but 
another  way  of  saying  that  the  bus 
operator-buyer  has  had  to  finance 
his  improving  equipment  largely  out 
of  his  own  earnings. 

Reference  has  already  been  made 
to  the  way  the  small  operator  for- 
merly had  to  get  his  equipment.  If 
he  could  utilize  local  credit  and  bor- 
row at  the  bank,  that  helped;  if  he 
could  get  somebody  to  go  "accom- 
modation," that  also  helped.  The 
most  substantial  form  of  assistance, 
however,  came  from  the  manufac- 
turer of  bus  equipment.  The  bigger, 
better  concerns  have  extended  credit 
lines  to  the  extent  that  their  manu- 
facturing activities  were  crippled. 
They  have  extended  millions  of  dol- 
lars of  credit  annually  to  dealers  and 
to  purchaser-users,  thus  doing  gen- 
eral financing  as  well  as  manufac- 
turing. In  no  other  big  way  could 
the  distribution  of  their  output  be 
financed. 

An  Example  from  the 
Practical  Side 

The  foregoing  may  be,  for  many 
readers,  largely  academic  —  mere 
historic  discussion.  Of  far  greater 
importance  is  the  logical  question  of 
"how  does  it  work  in  practice?" 

Suppose  you,  Mr.  Reader,  are  oper- 
ating a  small  fleet  of  buses.  You 
want  to  buy  another — a  more  modern 
one — to  replace  one  wearing  out  or 
for  purposes  of  expanding  your  busi- 
ness. Let's  see  what  the  bus  finan- 
cier can  do  for  you. 

For  ease  of  figuring,  suppose  you 
have  selected  the  type  of  bus  yqu 
want  and  that  it  has  a  retail  tag  on 
it  reading  "10,000."  Of  cour.se,  you 
may  not  have  to  buy  retail.  You  may 
be  in  a  position  to  buy  wholesale,  or 
get  some  dealer  to  waive  or  shave 
his  dealer's  commission  —  in  which 
case,  you  save  10  or  20  per  cent. 
Fine!     But,  if  not,  what? 

This  is  how  it  figures: 


Agreed  purcliaBC  price $10,000  00 

Initml  nown  paymont  (caslit      3,333.00 

Bahiiiec on  yearly  terms $6,667.00 

Service   charge    (5   per   cent   on    that 

balance) ; 333.33 

Interest  on  averaffc  outstanding  amount  216.66 
Insurance  (fire,  properly  damage,  public 

lial)ility  coveraKc  carried  duriliK  life 

of  loan*  premium  thereon 300.  00 

Total  balance  owed  on  equipment. .  $7,7 1 7 .  00 


For  this  the  purchaser  gives  a 
.series  of  twelve  installment  notes  of 
$643.08  each,  one  maturing  each 
month,  so  that  the  entire  obligation 
is  paid  off  in  one  year. 

That  amount,  plus  the  initial  down 
payment,  brings  the  total  bus  cost 
up  to  $11,050.  "What!"  shrieks  the 
bus  man,  "pay  a  premium  of  a 
thousand  dollars  just  to  buy  a  bus 
on  time!  You're  crazy,"  or  words 
to  that  effect! 

Analyzed,  it  is  not  so  bad  as  that, 
and  really  not  bad  at  all.  On  the 
contrary,  it  is  rather  reasonable,  and 
here  is  how  one  financing  company 
does  it. 

You  would  have  to  have  your  in- 
surance anyway.  You'd  pay  the 
same  price  no  matter  where  you  got 
it.  So  the  $500  insurance  item  may 
be  deducted  for  it  really  is  an  oper- 
ating, not  a  financing,  charge.  You 
are  insured  as  an  added  protection  to 
the  company  while  you  owe  it  money, 
of  course;  but  it  is  an  operating 
charge,  the  same  as  tires  or  fuel. 
That  brings  the  total  cost  down  to 
$10,550— the  $550  being  the  financ- 
ing costs  exactly,  or  51  per  cent  on 
the  total  cost — certainly  not  an  un- 
reasonable or  exorbitant  charge  for 
the  privilege  of  paying  for  equipment 
out  of  its  earnings. 

What  the  Finance  Company 
Gives  and  Gets 

Now,  from  the  standpoint  of  the 
credit  company,  the  corporation 
carrying  the  load,  how  does  it  work 
out?  How  much  money  does  ii  make? 
How  about   the  safety   element? 

Its  normal  profits  are  easily  fig- 
ured.   They  consist  of 


.\greed  purchase  price $10,000.00 

Initial  down  payment  (cash) 2,500.00 

Balanceon  1 8  months' terms $7,500.00 

Servicecharge  (5  per  cent  on  thi8l)alance)  375  00 

Interest  on  outstanding  average  amount  237 .  50 

Insurance 500.  00 

Total  balance  owed  on  equipment. . .  ,  $8,612.50 


Service  charge  (figured  on  the  above  deal). .  $333.33 
Interest  on  average  outstanding  amotmt  at 

6J  percent 216.66 

IiLsurancebrokerage 100.  00 

Total $650.00 


with  interest  charged  only  on  the 
actual  amount  owed.  It  therefore  is 
neither  a  charge  on  the  initial  pay- 
ment of  the  buyer,  nor  yet  on  the 
profits  of  the  financing. 

Financing  on  Eighteen-Month 
Basis 

The  foregoing  taliulation  shows  how 
the  bus  financing  transaction  works 
out  on  a  yearly  or  12-month  basis. 
Often,  longer  and  easier  terms  ai-e 
desirable,  however.  The  following 
.schedule  has  been  worked  out  on  the 
basis  of  25  per  cent  down,  and  the 
balance  in  eighteen  monthly  install- 
ment notes: 


For  this  the  bus  buyer  gives  a  se- 
ries of  18  installment  notes  of  $478.47 
each.  In  this  case  the  purchaser  pays 
a  total,  exclusive  of  insurance,  of 
$10,612.50,  or  about  6  J  percent.  This 
is  a  little  better  than  4  per  cent  a  year 
for  his  total  financing;  or  something 
in  excess  of  5  per  cent  per  year  on  his 
investment  other  than  the  initial  down 
payment. 

Dealer's  Profit 

An  auxiliary,  but  incidental,  source 
of  profit  is  the  dealer's  commission 
which  may  be  taken  by  the  finance 
company.  In  the  event  that  the 
finance  company  also  acts  as  dealer 
or  vendor,  in  the  absence  of  any  mid- 
dleman or  distributor,  it  is  entitled 
also  to  the  usual  dealer's  commission. 
The  commission  would  normally  go 
to  the  dealer,  and  consequently  is  no 
added  charge  to  the  retail  buyer.  In 
many  cases,  the  credit  company 
makes  no  such  profit,  and  in  reality 
it  is  not  an  inherent  part  of  deferred 
payment  service. 

Turning  Funds 

It  is  by  capital  turnover  that  the 
finance  corporation  makes  its  real 
profits.  The  return  that  a  single 
transaction  yields  is  relatively  small 
— but,  multiplied  by  several  turn- 
overs annually,  the  aggregate  profit 
is  quite  satisfactory. 

The  finance  company  can  effect  a 
turnover  in  two  principal  ways.  It 
usually  can  discount  its  commercial 
paper,  for  it  is  of  the  "two-name" 
variety  and  discountable  generally  at 
banks  and  elsewhere.  Or  it  can  de- 
posit the  mortgages  securing  equip- 
ment against  which  loans  are  made 
with  a  trustee  and  issue  collateral 
trust  notes,  the  sale  of  which  puts 
back  invested  funds  into  liquid  form 
for  further  profitable  investment. 
Ability  to  turn  capital  readily  not 
only  means  enhanced  profits  for  the 
finance  corporation,  but  means  that 
more  customei-s  can  borrow  and  more 
equipment  be  placed. 

Security 

The  type  of  commercial  financing 
thus  described  is  a  form  of  commer- 
cial banking.  Many  of  the  usual 
banking  safeguards  are  thrown  about 
the  transaction.  The  finance  concern 
takes  little  chance. 


May,1923 

In  the  first  place,  such  concerns 
do  not  loan  to  every  and  any  one.  A 
bus  buyer  must  be  a  good  risk.  He 
must  be  able  to  show  a  clean  record. 
Second,  the  concern  requires  that  his 
notes  be  indorsed.  "Two-name"  pa- 
per i.s  the  general  rule.  The  manu- 
facturer of  bus  equipment  often  is 
willing  to  put  his  name  on  paper  of 
this  sort.  The  risk  and  bother  are 
much  less  than  under  the  old  form 
where  he  had  to  carry  all  the  load 
unassisted — that  is,  the  credit  load. 
In  the  third  place,  the  company  takes 
a  chattel  mortgage  on  the  equipment 
itself.  The  company's  equity  usually 
is  less  than  the  forced  value  of  the 
property. 

Again,  insurance  is  required.  Pol- 
icies are  indorsed  in  favor  of  the 
lender  until  such  time  as  the  obliga- 
tion is  discharged.  Companies  also 
are    learning    by    experience.     The 


BUS 

m\NSK)RTA1K)N 

business  of  deferred  motor  financing 
is  a  real  business  and  latterly  has 
crystallized  into  standardized  form. 

General  Serviceability 

What  is  it  that  justifies  the  nmiin 
bus  finance  company?  Serviceability. 
As    regards    the   motor   bus   oper- 
ator, it : 

— enables    him    to    buy    nii)d<rn    ciiuip- 

ment  on  credit  with  small  cash  outlay. 

— permits   him  to  pay   for  mo.st  of  hi."! 

iKjuipment  out  of  earnings. 
— allows  him  to  consummate  all  details 
of  purchase,   tinancing  and   insuring 
in  a  single  operation. 
— provides  him   with  modern,  standard 
equipment    rather    than    the    cheap, 
flimsy  kind  he  would  be  forced  other- 
wise to  buy  with  limited  cash, 
^by  helping  to  provide  good  equipment, 
tends  to  insure  him  good  patronage, 
low  operating  and  replacement  costs. 

For  the  manufacturer,  it 
— extends    credit   by    means    of    which 

buyers  acquire  his  motor  buses. 
— enables  him   to  use   his  own   capital 


229 

and  credit  in  manufacturing  rather 
than  in  helping  to  finance  their 
buyers. 

— frees  him  from  a  large  annual  credit 
liability. 

helps  to  Rimplify  his  distribution 
problem. 

— permits    him    to    sell    more    of    his 
product  for  spot  cash. 
And    lastly,    for    the    motor    bus 

user,  it 

— itidirectly  insures  him  roomy,  com- 
fortable, safe  cars  to  ride  in. 

—  provides  him  higher  quality  bus 
wrvice. 

— provides  him  with  liability  insurance 
while  being  carried  in  a  bus  yet  un- 
paid for. 

— tends  toward  maximum  safety  and 
convenience. 

And,  in  so  doing,  the  bus  finance 
corporation  gives  ample  and  com- 
pelling reasons  for  its  existence  as 
a  permanent  and  important  part  of 
a  rapidly  growing  industry  and 
as  a  specialized  phase  of  the  world 
of  finance. 


The  Pacific  Electric  Finds  a  Place 

for  the  Bus 

Kjiilway  Now  Operating  in  Five  Southern  California  Cities  Has  Recently 
Purchased  Eighty-one  Additional  Buses — Co-ordinated  Bus  and  Riil  System 
to  He  Installed  in  Pasadena — Bodies  Being  Built  in  Company's  Car  Shops 


THE  policy  governing  the  oper- 
ation of  motor  bus  lines  by  the 
Pacific  Electric  Railway  calls 
for  co-ordination  with  its  rail  lines. 
Motor  bus  routes  have  been  estab- 
lished to  date  in  six  places  in  con- 
junction with  or  as  feeders  to  the 
trolley  lines.  These  bus  lines  reach 
territory  either  not  reasonably 
served  by  the  traction  lines  or  where 
the  construction  of  tracks  is  not  yet 
warranted  due  to  lack  of  sufficient 
traffic  to  justify  the  necessary  in- 
vestment. 

In  addition  to  the  bus  system  al- 
ready operated  in  these  five  south- 
ern California  cities,  plans  have  re- 
cently been  perfected  for  a  sixth 
installation  —  in  Pasadena,  where 
forty-five  buses  will  be  operated. 
The  railway  also  has  pending  before 
the  City  Board  of  Public  Utilities  an 
application  for  bus  service  in  Los 
Angeles,  and  that  future  bus  opera- 
tions on  a  large  scale  are  planned  by 
the  company  is  indicated  by  the  rail- 
way's recent  purchase  of  eighty-one 
White  chassis.  This  deal  is  said  to 
have  been  the  largest  single  transac- 
tion in  the  history  of  the  motor  bus. 


The  bodies  for  these  new  buses  will 
be  constructed  in  the  railway's  car 
shops  at  Torrance. 

The  first  venture  in  motor  bus 
operation  was  in  1917,  when  a  line 
was  established  between  San  Bernar- 
dino. Highlands  and  Patton  to  sup- 
plement the  interurban  line  l)etween 
the  same  points.  The  two  routes 
follow    entirely    different    highways, 


which  in  some  cases  are  nearly  a 
mile  apart.  The  distance  between 
San  Bernardino  and  the  Patton  ter- 
minal of  the  bus  line  is  6.6  miles. 
In  this  instance  interchangeable 
tickets  are  sold  on  a  mileage  basis 
that  are  good  going  on  the  bus  line 
or  returning  on  the  interurban  trol- 
leys or  vice  versa.  One-way  fares 
are  based  on  3}  cents  per  mile  with 


230 


BUS 

TMNSPORTATtON 


Vol.2,  No.5 


Fbcif  ic  Electric  Railway  local  lines  (lb  be  retained ) 
Pacific  Electric  Railway  cmncctinglinesClnterurbon) 
PacificElectricBus  Lines 
Pacific  Electric  Railway  locallincs  to  be  discontinued 


Map  of  Pasadena  showing  present  and  proposed  street  car  a)id  bus  lines. 


round-trip  rates  at  3i  cents  per  mile. 
Three  Reo  twenty-passenger  buses 
of  27-hp.  capacity  are  used  to  fill  the 
schedule,  which  calls  for  a  two-hour 
average  headway.  For  the  six 
months  ended  Dec.  31,  1921,  the  line 
handled  an  average  of  6,814  passen- 
gers per  month. 

The  second  installation  was  in 
Redlands,  Calif.,  a  town  of  9,500, 
where  a  route  was  established  on 
Sept.  1,  1921,  in  connection  with  the 
local  trolley  lines.  This  bus  line 
serves  a  section  of  the  town  and  the 
University  of  Redlands  that  hitherto 
had  been  without  local  transporta- 
tion facilities.  The  route  in  ques- 
tion is  but  one  of  natural  develop- 
ment and  its  operation  eliminates 
the  necessity  of  building  a  mile  or  so 
of  track.  The  length  of  the  line  is 
1.7  miles,  over  which  thirty-minute 
service  is  given  by  a  twenty-passen- 
ger Moreland  27-hp.  bus.  The  fare 
is  10  cents  with  seven  rides  for  50 


cents  and  free  transfers  are  inter- 
changed between  street  cars  and 
buses.  For  the  six  months  ended  Feb. 
28,  1922,  this  bus  line  averaged  a 
monthly  haul  of  7,847  passengers. 

The  third  installation  of  bus  serv- 
ice was  in  Glendale,  a  city  of  20,000, 
in  January,  1922.  This  bus  sei'vice 
likewise  connects  with  the  business 
district  two  outlying  portions  of  the 
city  heretofore  without  trolley  serv- 
ice. Thirty-minute  service  is  given 
over  the  entire  route,  which  has  an 
approximate  one-way  length  of  3.5 
miles.  It  takes  three  buses  of  the 
Moreland  type  in  this  service  to  fill 
the  schedule.  Five  months  after  the 
line  was  opened  the  monthly  traffic 
amounted  to  9,655  passengers.  The 
fare  is  6  cents.  Mention  was  made 
of  this  installation  in  the  January, 
1922,  issue  of  Bus  Transportation, 
page  69. 

The  fourth  installation  of  buses 
was  in  Santa  Ana,  a  city  of  18,000, 


about  35  miles  from  Los  Angeles. 
Here  a  ten-year  franchise  covering 
three  routes  of  10.27  miles  of  streets 
was  purchased  from  the  city  for 
$1,000  in  February,  1922.  Service 
was  started  on  Aug.  1  last  on  each  of 
these  three  routes,  which  have  a 
combined  length  of  14.4  miles. 
Three  types  of  buses  are  used,  Reo 
Speed  Wagons  having  a  capacity  of 
twenty-two  passengers  and  a  More- 
land  model  having  a  capacity  of 
twenty  seated  passengers.  This 
type  of  bus  was  designed  and  con- 
structed especially  for  use  in  Santa 
Ana.    A  White  bus  is  also  used. 

A  schedule  of  thirty  minutes  has 
been  established  on  each  route. 
Heretofore  the  only  local  transporta- 
tion service  rendered  was  by  the  in- 
terurban  trolley  line,  which  ran 
through  the  city.  This  bus  service 
is  intended  to  supply  the  much- 
needed  local  service. 

The  Pacific  Electric  Railway  on 
Feb.  19,  1923,  commenced  bus  opera- 
tions in  Alhambra,  a  city  of  12,000. 
The  bus  routes  form  a  loop  around 
the  city  and  thirty-minute  service  is 
maintained.  The  fare  charged  is  6 
cents  with  free  transfer  privileges 
to  or  from  buses  or  street  cars 
within  the  present  city  fare  limits. 
The  railway  does  not  operate  local 
street  car  lines  in  Alhambra,  but 
that  city  is  connected  with  Los  An- 
geles by  its  interurban  lines,  which 
perform  the  local  service  within  the 
city.  Three  White  buses,  one  of 
which  is  available  for  emergency, 
are  in  service.  These  buses,  which 
cost  $8,000  each,  are  the  results  of 
several  years  of  extensive  study  and 
investigation  by  the  company  with  a 
view  to  obtaining  a  standardized  bus 
to  be  used  as  feeders  to  main  lines 
and  for  local  service  where  the  vol- 
ume of  traffic  did  not  justify  the 
installation  of  rail  lines. 

Embodied  in  this  newly  adopted 
standard  bus  are  many  new  features 
and  it  is  the  company's  belief  that 
this  new  type  of  bus  is  ideally  suited 
to  meet  the  variable  road  and 
weather  conditions  encountered  in 
southern  California.  Among  some 
of  the  outstanding  features  are: 
Window  curtains,  which  slide  in  a 
pocket  in  the  roof;  unusually  low 
steps  and  wide  entrance;  electric 
dome  lighting;  extra  wide  and 
roomy  seats.  All  buses  are  equipped 
with  pneumatic  tires  and  a  novel 
spring  suspension,  which  insures 
comfort  of  passengers.  Their  seat- 
ing capacity  is  for  twenty-five  pas- 
sengers. 


May,1923 


BUS 

TMNSK)R1A7K>1 


231 


Pending  six  months  or  more  of 
negotiations,  complete  plans  have 
recently  been  announced  for  co-ordi- 
nated street  car  and  bus  service  in 
Pasadena.  The  details  of  the  proj- 
ect have  now  been  agreed  upon  by 
the  City  Board  of  Directors  and  offi- 
cials of  the  railway. 

The  new  bus  "feeder"  service  will 
go  into  effect  in  April,  at  which  time 
the  first  buses  of  the  company's  or- 
der of  Feb.  IG  for  eighty-one  model 
50  White  chassis  are  subject  to  de- 
livery. This  purchase  was  an- 
nounced in  the  March  i.ssue  of  Bus 
Transportation. 

The  buses  to  be  operated  in  Pasa- 
dena will  run  under  permits  only,  as 
no  long-term  franchises  are  granted 
by  the  city.  The  present  indepen- 
dent bus  lines  in  Pasadena  are  to  be 


dence  of  heavy  travel  a  ten-minute 
bus  service  will  l>e  given  from  6  a.m. 
to  10  p.m.  and  a  ten-minute  headway 
on  other  heavily  traveled  routes  will 
be  effective  during  the  morning  and 
evening  peak  hours. 

Under  the  terms  of  the  agreement 
between  the  city  and  thi-  railway, 
after  .service  is  installed  traffic 
checks  will  be  made  of  all  lines  and 
additional  service  provided  should 
the  traffic  warrant  it. 

The  plans  call  for  the  use  of  forty- 
five  buses,  thirty-eight  of  which  will 
be  in  active  service  and  seven  held  in 
reserve.  The  buses,  which  have  a 
seating  capacity  of  twenty-five  pas- 
sengers, are  the  same  type  as  oper- 
ated in  Alhambra,  described  in  a 
preceding  paragraph. 

According  to  present  plans,  street 


with  through  service  to  the  elemen- 
tary school  and  Institute  of  Tech- 
nology, located  in  the  southeast  .sec- 
tion. The  round-trip  distance  of  this 
route  is  8.2  miles. 

The  agreement  also  includes  a  re- 
duction in  fares  for  school  children 
to  3  cents  by  the  purcha.se  of  a  book 
of  tickets.  All  reduced  fares  include 
the  privilege  of  transfer  within  the 
city  from  either  buses  or  street  cars. 

On  a  general  average  the  bus 
schedule  will  range  from  five  to 
twenty  minutes  on  the  various  lines. 
It  is  also  expected  that  owl  service 
will  be  given  on  the  buses  to  all  sec- 
tions of  the  city. 

The  Pacific  Electric  and  Los  An- 
geles Railways  early  in  February 
formed  a  joint  bus  company  known 
as  the  Los  Angeles  Motor  Bus  Com- 


r/u'  /(/f(sf  tyjic  Morelattd  bux, 
which  is  being  used  in  Santa 
Ana,  was  especially  designed  and 
constructed  for  the  Pacific  Elec- 
tric lines 


purchased  by  the  Pacific  Electric 
Company.  The  proposed  system  will 
give  Pasadena,  which  has  a  popula- 
tion of  50,000  people,  a  transporta- 
tion service  unsurpassed  by  any  city 
of  its  siza  in  the  United  Slates,  ac- 
cording to  a  statement  of  the  City 
Board  of  Directors. 

The  local  fare  within  the  city  will 
be  6  cents,  with  privilege  of  trans- 
fer. By  the  purchase  of  a  block  of 
ten  tickets  the  rate  of  fare  per  mile 
can  be  reduced  to  5  cents.  These 
rates  will  become  effective  at  the  in- 
auguration of  the  bus  service.  The 
schedules  of  buses  and  street  cars 
will  be  so  co-ordinated  that  in  many 
instances  a  greater  frequency  of 
service  than  has  heretofore  been 
given  will  be  provided.  The  buses 
will  serve  districts  not  previously 
served  by  either  the  street  cars  or 
the  existing  bus  lines.  Ten  different 
bus  routes  are  planned.  On  one  of 
the  proposed  routes  that  gives  evi- 


car  .service  on  .some  of  the  more  im- 
portant lines  will  be  continued,  while 
on  other  lines  the  service  will  be 
withdrawn  and  succeeded  by  bus 
service.  None  of  the  railway  lines 
removed  from  service  will  be  phys- 
ically abandoned  until  the  proposed 
bus  and  street  car  system  is  thor- 
oughly tried  out ;  some  of  the  tracks 
mu.st  be  relaid  if  car  service  is  to  be 
continued.  When  any  of  the  tracks 
are  removed  the  roadway  must  be 
put  in  good  repair  by  the  railway. 
The  railway  has  at  present  approxi- 
mately 40  miles  of  single-track  local 
car  lines  in  Pasadena. 

The  ten  proposed  bus  routes  will 
reach  downtown  points  without  the 
necessity  of  changing  from  buses  to 
cars,  except  the  crosstown  Washing- 
ton Street  line. 

One  of  the  outstanding  features  of 
the  proposed  system  is  the  installa- 
tion of  crosstown  bus  service  on 
Washington  Street  from  Lincoln 
Avenue  on  the  west  to  Sierra  Bonita 
on  the  east.  Another  feature  will  be 
the  operation  of  the  South  Pasadena- 
East  Colorado-Tournament  Park  line 
which  will  provide  students  residing 
in  the  southwest  section  of  Pasadena 


liitirior  lit  t III  )ity-tiri>  passenger 
body  mounted  on  Reo  Speed 
Wagon  Model  F  chassis.  The 
body   was    built   in    Los   Angeles 


pany,  and  in  the  name  of  the  new 
company  submitted  to  the  Los  An- 
geles Board  of  Utilities  an  applica- 
tion to  operate  feeder  service  in  Los 
Angeles.  The  company  has  under 
consideration  extensive  bus  opera- 
tions in  Los  Angeles,  which  are  held 
in  abeyance  pending  a  result  of  the 
several  petitions  now  before  that 
city.  The  situation,  which  involves 
three  applications,  namely,  that  of 
Eastern  financial  interests  repre- 
sented by  W.  G.  McAdoo.  the  Glen- 
dale  Motor  Bus  Company,  and  the 
railway  subsidiary,  was  di.*cussed  on 
page  1.53  of  the  March,  1923.  i.ssue  of 
Bus  Transportation. 

All  of  the  motor  bu.ses  operated 
are  of  the  "pay-as-you-enter"  type, 
for  one-man  operation,  with  Ohmer 
cash  registers.  The  lines  are  operated 
by  the  Pacific  Electric  Land  Company, 
a  subsidiary  of  the  Pacific  Electric 
Railway,  in  order  to  escape  payment 
of  the  state  corporation  tax  of  .5} 
per  cent  of  gross   revenue  paid   by 


23^ 


BUS 

TIUNSPORTATION 


Vol.2,  No.5 


electric  railways.  This  layout  of 
motor  bus  equipment  now  serving 
the  five  above-mentioned  points  con- 
sists of  fifteen  buses.  The  eighty- 
one  new  buses  contracted  for  will  in- 
crease the  railway's  bus  equipment 
to  ninety-six.  Their  maintenance 
problems   are   treated    in    the    same 


manner  as  those  of  the  street  cars 
and  are  assigned  to  the  mechanical 
department  for  maintenance  and  up- 
keep. Where  there  are  no  carhouse 
facilities  available  for  housing  and 
repairing,  a  company-owned  garage 
and  equipment  for  their  accommoda- 
tion are  planned. 


Use  of  Buses  Recommended  in 
Los  Angeles 

The  Local  Utilities  Board  in  Recent  Report  on  Trans- 
portation Improvements  Advocates  Wider  Use  of  the 
Motor  Bus  as  Feeders  to  New  and  Existing  Rail  Lines 


THE  Board  of  Public  Utilities  of 
Los  Angeles,  Calif.,  which  for 
the  past  eight  months  has  been 
studying  traffic  conditions  in  and 
about  Los  Angeles,  on  March  20 
rendered  an  exhaustive  report  set- 
ting forth  its  conclusions  for  the 
improvement  of  transportation  facil- 
ities. The  report  was  signed  for  the 
board  by  Walter  R.  Leeds,  president; 
J.  P.  Kennedy  and  E.  F.  Bogardus, 
Commissioners,  and  F.  A.  Lorents, 
chief  engineer. 

One  of  the  principal  recommenda- 
tions was  that  the  two  railway  com- 
panies, the  Los  Angeles  Railway  and 
the  Pacific  Electric  Railway,  install 
twenty-four  motor  bus  lines  totaling 
82  miles  in  length  to  serve  portions 
of  the  city  heretofore  without  ade- 
quate transportation  facilities.  Some 
10  miles  of  double-track  extensions 
to  existing  rail  lines  of  the  two  com- 
panies was  likewise  urged. 

These  motor  bus  routes  will  take 
at  least  fifty  vehicles,  costing  from 
$6,000  to  $8,000  each.  The  report 
further  recommends  that  the  two 
railway  companies  abandon  their 
"gentlemen's  agreement"  and  allow 
the  Los  Angeles  Railway  to  extend 
into  Hollywood.  A  subway  is  also 
urged  in  Los  Angeles  for  the  inter- 
urban  cars  of  the  Pacific  Electric 
Railway. 

The  completion  of  this  extensive 
program,  including  increased  car 
service,  will  cost  approximately 
$4,000,000,  of  which  $350,000  will  be 
for  motor  buses  and  $L700,000  for 
tracks. 

The  repoi't  favors  universal  free 
transfers  at  all  points  of  contact, 
both  between  rail  lines  and  bus  lines, 
irrespective  of  ownership.  It  even 
urges  unification  of  the  two  railway 
systems.  These  two  features,  how- 
ever, are  subject  to  the  jurisdiction 


of  the  California  Railroad  Commis- 
sion. 

Commenting  on  the  use  of  motor 
buses,  the  report  states : 

The  use  of  motor  buses  as  auxiliaries 
to  our  existing  street  car  service  is  a 
foregone  conclusion.  The  vast  cost  of 
maintenance  of  the  rail  lines,  including 
the  upkeep  of  tracks,  paving  rights-of- 
way,  erection  of  substations  for  the 
generation  of  power  and  the  high  cost 
of  same,  to  which  is  added  a  very  large 
sum  in  the  form  of  depreciation,  are 
all  factors  that  will  occasion  the  in- 
stallation of  bus  line  service.  Such 
service  will  greatly  assist  in  solving  our 
transportation  problems  and  if  effi- 
ciently operated  will  prove  to  be  the 
most  important  adjunct  to  our  present 
rail  system. 

It  is  estimated  that  4i  cents  of  each 
5-cent  fare  that  is  taken  in  on  the 
street  cars  is  expended  in  the  manner 
stated  above.  Moreover,  street  cars 
move  slowly  and  deposit  passengers  in 
the  line  of  traffic,  while  buses  receive 
and  discharge  passengers  at  the  curb. 
The  bus  is  a  utility  within  itself.  It 
generates  its  own  power,  is  flexible, 
accommodates  as  many  people  as  thi- 
street  car,  moves  more  quickly  and  in 
every  way  is  more  adapted  to  the  needs 
of  the  traveling  public.  Less  than  half 
of  each  bus  fare  is  consumed  in  the 
maintenance  of  this  system,  hence  a 
greater  profit  and  better  service. 

The  board  states  in  its  report  that 
no  action  will  be  taken  on  the  appli- 
cation of  the  Peoples  Motor  Bus 
Company  until  after  the  May  1  elec- 
tion, at  which  time  the  question  of 
the  repeal  of  the  1916  ordinance 
which  put  the  free  lance  jitney  oflf 
the  streets  will  be  voted  on.  At  the 
same  election  the  fate  of  the  62-mile 
franchise  over  the  city  streets  will 
be  determined.  Mention  of  this 
franchise  was  made  in  April,  1923, 
issue  of  Bus  Transportation,  page 
205. 

The  board  was  not  unanimous  in 
respect  to  the  arguments  regarding 
the  use  of  motor  buses.  Comment- 
ing on  that  part  of  the  report.  Pres- 
ident Leeds  stated; 


I  do  not  approve  what  is  said  in  the 
report  about  motor  buses.  Experience 
of  approximately  fifty  cities  of  the 
United  States  for  the  past  few  years 
has  shown  the  following  conclusions  in 
regard  to  motor  bus  operation:  (a) 
Motor  buses  as  substitutes  for  street 
cars  in  heavy  traffic  areas  are  not 
satisfactory;  (b)  motor  buses  compet- 
ing with  the  street  cars  generally  re- 
sult in  inferior  service  on  the  car  lines 
with  increased  fare,  which  causes  pub- 
lic reaction  against  such  competition; 
(c)  motor  buses,  where  operated  as 
feeders  by  rail  carriers  in  new  terri- 
tory not  yet  able  to  support  street  car 
service,  are  found  to  be  satisfactory; 
and  (d)  motor  buses  are  most  eco- 
nomical where  traffic  is  comparatively 
light. 

In  his  comments  President  Leeds 
■further  states  that  while  universal 
transfers  are  desirable,  their  use  will 
result  in  increased  fares ;  and  also 
that  the  Board  of  Public  Utilities 
should  not  be  made  the  catspaw  to 
force  the  street  railways  to  extend 
either  their  rail  lines  or  to  operate 
buses  as  feeders  to  help  the  promo- 
tion of  new  real  estate  subdivisions. 


No  More  Wet  Bus  Seats 

A  CERTAIN  English  blacksmith, 
now  unemployed,  has  evidently 
been  inconvenienced  by  the  combina- 
tion of  open-deck  buses  and  rainy 
weather  supplied  travelers  in  Lon- 
don. Ignoring  the  weather  as  per- 
haps beyond  control,  this  blacksmith, 


Device  for  keeping  bus  seats  dry 

White  by  name,  has  invented  a  cover 
for  seats  and  backs.  This  is  ar- 
ranged so  as  to  disappear  into  a  case 
when  not  in  use,  and  to  be  dravra 
out  into  position  and  fastened  when 
required  to  cover  the  wet  seat  or 
back.  In  the  accompanying  illustra- 
tion is  shown  the  inventor  with  a 
model  of  his  device,  showing  the 
method  of  operation. 


May,1923 


BUS 

lRVNSrt)RlAlK3N 


233 


The  motor  bus  serves  as  the  principal  means  of  transportat  iuii  to  The  Hermitage,  General  Andrew  Jackson' »  homestead, 

which  is  just  outside  of  XashvUle 


Old  Hickory's  State 
Has  Bus  Operation  All  the  Year  Round 

Knoxville  and  Memphis  Most  Important  Centers — Mining,  Lumber  and  Farm- 
ing Are  Principal  Industries — Host  of  Proposed  Legislation  with  Two-Cent 
Gasoline  Tax  Recently  Passed  and  in  Force — "Travel  by  Bus;  It  Is  Safer. 
Cheaper   and   More  Sanitary,"   Is   the    Slogan   in   and   Around    Chattanooga 


IN  TENNESSEE,  where  the  mem- 
ory of  General  Andrew  Jackson 
— "Old  Hickory,"  as  he  was  affec- 
tionately called — is  enshrined  for- 
ever in  The  Hermitage,  his  old  man- 
sion now  made  into  a  museum,  bus 
transportation  is  admittedly  in  its 
infancy.  Already,  however,  there  are 
some  thirty-seven  lines  running  into 
Knoxville,  carrying  a  million  and  a 
half  passengers  a  year  from  points 
as  far  as  55  miles  away.  Memphis, 
Nashville,  Chattanooga  and  other 
places  are  also  active  centers,  where 
the  bus  serves  the  people  engaged  in 
farming,  mining,  lumbering  or  manu- 
facturing, in  all  of  which  the  state 
is  rich. 

Radiating  from  Chattanooga  and 
reaching  points  in  its  immediate  vi- 
cinity there  are  fifteen  bus  lines  ac- 
cording to  Haley's  Official  Bus  Line 
Time  Table.  The  buses  on  these 
routes  cover  a  road  surface  of  400 
miles,  operate  2,000  bus  miles  per  day 


and  carry  more  than  750,000  passen- 
gers annually. 

The  winter  months  have  little 
effect  on  bus  transportation,  since 
the  weather  is  mild  the  year  round, 
and  there  are  few  snowfalls.  In  the 
eastern  part  of  the  state  railroads 
are  few,  and  interurbans  still  fewer, 
so  the  bus  affords  the  only  transpor- 
tation to  the  cities  and  towns,  for 
trading  or  railroad  connections.  Even 
where  the  bus  parallels  the  railroad, 
the  service  is  often  preferred  to  the 
trains,  as  the  fares  are  about  the 
same,  or  in  some  cases  less,  and  the 
schedule  is  decidedly  more  frequent. 

"Travel  by  bus;  it  is  safer,  cheaper 
and  more  sanitary."  That  is  the  slo- 
gan of  the  bus  operator  in  Chatta- 
nooga and  vicinity. 

The  growing  possibilities  of  inter- 
state operation  are  also  suggested  by 
the  bus  systems  shown  in  the  accom- 
panying map.  From  Chattanooga, 
lines  run  south  to  Lafayette  in  the 


state  of  Georgia,  and  north  through 
Knoxville  without  a  break  to  Bristol 
on  the  Virginia  state  line.  From 
Bristol  service  is  given  to  Bluefield 
and  thence  into  the  central  part  of 
West  Virginia,  so  that  four  states, 
Georgia,  Tennessee,  Virginia  and 
West  Virginia,  are  linked  by  an  un- 
broken series  of  bus  lines.  No  at- 
tempt as  yet  has  been  made  to  co- 
ordinate schedules  to  avoid  waits 
at  connecting  points. 

The  Tennessee  lines  given  on  the 
map  are  described  in  the  accompany- 
ing table.  This  shows  that  some 
ninety  lines,  operating  180  vehicles, 
are  now  giving  scheduled  sers'ice 
over  2,400  miles  of  highway. 

A  tj-pical  example  of  Tennessee 
operation  is  that  carried  on  by  the 
Pucket  Auto  Bus  Company,  which 
has  several  lines  from  Murfreesboro. 
This  started  in  1921  with  one  Reo 
bus,  when  the  state  highway  to  Nash- 
ville was  completed.     Now  there  are 


234 


BUS 

nUNSPORTATlON 


Vol.2,  No.5 


four  Reos,  with  sixteen-passenger  McKay  bodies,  on  the 
32-mile  Nashville  route.  Six  trips  a  day  are  made,  the 
first  bus  leaving  Murf reesboro  at  6  a.m.  and  the  last  from 
Nashville  at  11 :  45  p.m.  One  way  the  fare  is  fifty  cents; 
the  railroad  charges  $1.06.  The  route  follows  the  Dixie 
Highway,  which  is  u.sed  extensively  by  southbound 
tourists,  passing  the  National  Cemetery,  where  soldiers 
of  the  Civil  War  are  buried,  and  the  other  forts,  monu- 
ments and  remembrances  of  the  days  of  '61.  The  sight- 
seeing business  is  also  active  at  Chattanooga,  for  trips 
to  Lookout  Mountain,  Chickamauga  Park  and  other 
historical  points. 

Another  line  that  should  be  mentioned  is  that  of  the 
Keeton  Auto  Service  Company,  which  was  inaugurated 
in  1917,  during  the  construction  of  the  government  pow- 
der plant  at  Old  Hickory.  Five  seven-passenger  touring 
cars  are  operated  on  regular  two  round-trip  schedules 
to  and  from  Nashville  on  a  50-cent  fare,  except  for  the 
extra  11  p.m.  trip  on  Saturday  night,  when  the  fare  is 
increased  to  75  cents.  This  route  was  important  during 
the  World  War  and  served  the  powder  plant  employees. 
This  government  property  is  now  being  developed  into 
an  industrial  center  and  the  bus  line  .<;erves  to  make 
Nashville  easy  of  access.  Trips  are  also  run  from  Old 
Hickory  to  Palmer  Station  to  make  trolley  connections 
via  the  Union  Traction  Company  to  Nashville  and 
Gallatin.     The  fare  in  this  instance  is  25  cents. 

Highways  in  Tennessee 

The  number  of  operators  in  the  state  has  increased 
greatly  with  the  building  of  good  roads,  and  in  many 
cases  the  completion  of  a  state  or  federal-aid  highway 
has  meant  a  new  bus  line  over  the  route.  Although 
Tennessee  has  not  built  roads  as  rapidly  as  many  of  the 
Eastern  and  Northern  states,  the  ones  built  are  of  a 
high-class  and  permanent  form  of  construction. 

Plans  are  on  foot  for  a  most  ambitious  program  of 
highway  construction.  At  the  biennial  session  of  the 
legislature  just  adjourned  the  bill  which  would  have 
authorized  a  $75,000,000  bond  i.ssue  for  a  complete  high- 
way system  of  4,000  miles  was  defeated  in  the  House 
by  a  small  majority  after  it  had  passed  the  Senate. 
This  plan  was  backed  by  the  Tennessee  Good  Roads 
Association,  which  maintains  an  office  in  Nashville  and 
a  field  organization  throughout  the  state.  The  associa- 
tion, notwithstanding  the  defeat,  plans  to  keep  up  its 
efforts  for  securing  a  complete  road  system  and  it  is  not 
unlikely  that  it  will  be  an  issue  in  the  next  legislative 
session.  However,  the  State  Highway  Department  will 
have  between  three  and  four  million  dollars  per  year  for 
the  next  two  years  for  state  road  construction.  This 
money  is  derived  from  a  tax  of  2  cents  per  gallon  on 
gasoline,  increased  truck,  bus,  tractor  and  trailer  privi- 
lege taxes  and  one-half  of  all  passenger  automobile 
license  fees  collected  and  in  addition  the  Federal  aid 
allowance,  which  amounts  to  $1,400,000. 

Legislation — Present  and  Future 

Under  the  existing  state  law,  an  annual  tax  must  be 
paid  on  each  bus,  amounting  to  50  cents  per  engine- 
hor.seDOwer,  as  rated  by  the  .so-called  S.A.E.  (A.L..'^.M.) 
formula,  plus  $5  for  each  ton  carrying  capacity  (factory 
rating).  Private  automobiles  pay  only  the  50  cents 
per  rated  horsepower. 

This  tax  is  collected  through  the  State  Highway  Com- 
mission,   which    retains    half    of    the    money    collected 


May,  1923 


BUS 

TRANSPORTATION 


235 


Statisliral  Information  ('onft'rninj:  Motor  Hiis  Operation^  in    IrnnrHwet* 

as  of  April   15.  1923 


Kouie 


a 

« 

1  Oandridfccto  Newpnn  via  Murruilown 

2  llarriintiii  toSwi-t^-twHitT  viu  I.ini<irCily 
)  Harrinitin  tu  CliniitintMiKH 

70  ll»rnnittii  to  Lt-n*  irCity 

4  Jackslioro  to  MiiUllraburo.  Ky 

5  KiiiRrtpori  to  Hriittt  1 1  ZopiTaton) 

6  KiiiKKpnrt  to  Ktuitiiiun 

7  KtngMpiirt  toCuK*  City  (\  a  )  i 2 upvrmoTn) . 

8  Kiii£Mp<  n  ioC;rc<*ii«*viII 

9  Knoxvillr  to  AiuU>rsi>n\'illf  via  Clinttn  bd 
Copper  Kidfd'  

10  Knoxvillf  to  AnicreonviU*'  via  HaWn  Croee 

K  aiti*  (iopenit'im) 

I  I  Km  •xvilli-  to  H<'acl  Spriiii-** 

12  Knoxvillf  t()  Hi-avi  r  '  itlirc 

n  Kn.»xviIIito  Kri(*cvil!i> 

71  Kn'>xvilU'to  KunictlB. 

72  KnoxvillitoCln-siiiut  lii  ii. 
M  Knoxvini'toCliilhowfv 

15  KnoxviUi-toC-mlOcek      

16  Knoxvillf  to  C'lnroni  ( 2  oiHTatora) 

73  Knoxvillf  to  Corryton  (2opfraloni). . 

74  Knoxviil*' toCViarFork. 

1 7  Knoxvillf  to  I  )un(lri(lKe  { 2  operatora) 

75  Knoxvillf  to  Orf«nback  ('A 

76  Knoxvillf  to  Huflin  Valley 

18  Knoxvillf  to  HuffnkeritFfiTy 

I<»  i  Knoxvillf  to  Kinibcrlin  Heights  (3  opermtoro 

20  KnoxvilletbLaFoIlcttfi  ) 


=  17 


z  — <^- 

0-- 


Knoxviilf  to  Lenoir  City  (2op<'n»tor8) 

Knoxvillf  to  Lo>nt<n  (3  operatora) 

Knoxviile  tol-uttrell    

Knoxvillf  to  Maryvillc(  3  operate  re) 

Knoxvillf  to  Mary^-illei  I8operttt<re) 

Knoxvillf  to  Maynanisville  (Jopcralcrs).. 

Knox\*ilirto  MmirrshurK 

Knoxviile  to  Morrisiown 

Knoxviile  to  Newport 

Knoxvillf  to(  )livfr  >*prinKS  (2 operatora)... 

Knoxvillf  torinfville(Ky.)(J) 

Knoxviile  to  HoKersville - 

Knoxvill."  to  Itiitledge 

Knoxviile  loSnlwny  .  .       .     . 

Knoxvillf  to  Thorn  Grovf      

KnoxvilletoTuckahoet    ) 

I.enoir  to  Sweetwater      ...  

Newport  toCireeneville 

Uutleilne  (o  Morristown 

Speedwell  to  MKlHlej-hfrofKy.)      


H.O 
30  0 


Seating 
Capacity 


25 
18 
16 
28 
10 
17 

16  0 
25   0 

17  0 
18.0 


Highway  Division  No.  3 

88    ChattanouKatoIiirchwoiKi 

34    Chattanooga  toSmidy 

55    Chattanooga  to  l.aFayctte(Ga.) 
3Sa'Chattanoogu  toChickatnauga 


89 
36 
87 
86 
37 
90 
83 
84 


v^iiimaiiuu^u  I"..  .......atnauKa . 

Chattanooga  to ( )olte»ah 
Chattanooga  to  Hingg(»Ui  (Ga.l 
Cleveland  t  o  Chat  I  anix>ga 

Clcv.^landtoI)alt.in(Ga.) 

Ila.vton  to  Harriman      

Howard\ille  to  Chattanooga 
Smithv-illc  to  Watcrtown 
Soddy  to  Uaylon.    . .    . 

Hlj^hway   Division   No.   3 

ColuniljiatoCrntprvillc  (2oporator8) 

Columbia  to  Hoht-nwald    

nipkj*on  to  Charlotte    

Lawrencohurgto  FloreneelAla.) 

I.awrenceburg  to  Waynesbt.ro 

I.awrcnreburg  to  Columbia  (2  operators)  . 

Murfreesboro  tt>  Liberty    - - 

Nlurfrefshorii  to  \Vor>dbury 

N'a.-.hvilleto.\!.hl:indCity 

N'a.Hl»viUe  to  Forrest  Grove 

N'ash%ille  to  Goodlettaville  (2 operatora) . . 

Nashvilleto.lcelton 

Na.«hvilleto  Murfreesboro (3 operatora).. 

Nashville  to  Old  Hickory 

Nashville  to  I'na      

Nashville  to  Columbia 
Oakwood  toClarksville 
Old  Hickor>'  to  Palmer  Station 


Highway    DIvbion    No.    4 

Covington  to  Uipley 

.Memphis  to  Colliervillc 

Memphis  to  Hernando  (Miss.)  (2op<^rator?<>. 
Nlemi>liis  to  Kerrville  ( 2  operators 
NIemphis  to  (Hive  Branch  (Miss.) 

Niemphis  to  Uosemark 

I'nion  City  to  Gibhs     ... 
Memphis  "to  Hughes  (.\rk.^ 
Memphis  to  Karle{.\rk.l 
Memphis  to  I'arkin  I  .Vrkl 

Memphis  toTuniea  (  Miss.) 

Memphis  to  Ryhalia  (Mi.s3i.) 

Huntington  to  Hollow  Reck  Jet 

Local  line  in  Dyersburg — Pepot  to  Hotels.. 


15  0 
16.0 
45.0 
27.0 
28.0 
20  0 
16.0 
16.0 
24.0 
50.0 
42.0 
45  0 
35  0 
63  0 


17  0 
JO  0 
20  0 
25  0 


32  0 
18  0 
31  0 
18  0 
15  0 
18  0 

33  0 
45  0 
44  0 
26  0 
20  0 
22  0 


32.0 
47  0 
8  0 
42  0 
30  0 
37  0 
25  0 
19  0 
24  0 
16  5 
12  0 
12  5 
32  0 
15  0 
12  0 
45  0 
10  0 
6  25 


14  0 

23  0 

24  0 

21   f] 

IB  (I 
18  0 
6   0 

25  0 
35  0 
40  0 
30  0 
25  0 
12  0 

I   0 


16 

25 

i.    26 

23 
20 

)5 

10 


16 
20 
20 
20 


15 
15 
15 


20 
20 
23 
20 
20 
20 
15-20 


20 


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7:00 


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Kuimios 
Time 


3  1  r   30  tuin. 

2br 

3  Ir    SOmin 

2hr 

15  min. 

40  miD. 


4hr 

2hr 

2  hr.  30  tnio. 

i  hr.  30uiin. 

2  hr  30  min. 

45  luio. 

2hr. 
1  hr.  15  (nio. 

I  hr.  30  min 
I  hr    15  min 

1  hr  45  min. 
2hr.  l5non 

2  hr.  25  mm 
I  hr.  20  min 
I  hr.  30  fiiln 

I  hr. 

3hr 

I  hr.  45  min. 

1  hr.  30  min. 

• 

I  hr 

• 

2hr 

2  hr.  30  niin. 
2hr  30  min 
2  hr.  30  mm. 
2hr  30  mm. 

4hr 

• 

2hr. 

m 
I  hr.  IS  min 
I  hr.  30  min. 
I  hr   30  min. 


2hr. 


I  hr.  30  min, 

I  hr 
I  hr.  IS  min. 

I  br. 


1  br.  30  min. 


5br 
2  hr.  30  min. 


I  hr. 


2br. 


HMdway 


Irrrcular 

Irrrffular 

Irrruular 
lirrcuUr 
Irrrcular 


Irr'-Kular 
Im-Kular 

Iff.,  .:   ■ 

irr-. 

IrrrcuUr 

IrrrnulM- 
In-f-ffuUr 

Irrrcular 
Irrrcular 

Irrrcular 
30  min. 
IrrrcuUr 


IrrvcuUr 


Irr^uUr 

Irrritular 
IrrricuUr 


I  i  to  24  hr. 

4  hr, 

4hr. 


60     min. 


6:15  I  hr 

'        I        •  •                          • 

*                *  *                          * 

8)0         6:45  45  nun  I          8  hr. 


0:30 
i>:50 
S:00 


I  hr  30  min. 
I  hr.  IS  mio. 


10  min. 


(a)  In  touring  cars  the  throuKh  fare  is  %2:  on  the  bus  it  i.<i  SO  cenfp.  'Information  not  available. 

(61  The  one-wRv  fare  in  t»>e  six-papsenjter  sedans  or  touririr  car?  in  $h  on  the  bus  it  if  SOcenif. 
(c)  On  late  Saturdav  niKht  trips  the  fare  is  75  cents,     (d)  Operation  ceaaed  temporarily. 


236 


BUS 

TRANSPORIATKW 


Vol.2,  No.5 


lor  use  in  construction  and  mainte- 
nance of  state  roads;  the  remainder 
is  distributed  equally  among  the  vari- 
ous counties  of  the  state. 

The  auto  privilege  tax,  as  it  is 
called,  for  the  right  to  use  trucks, 
buses,  tractors  and  trailers  for  rev- 
enue purposes  was  amended  at  the 
1923  legislative  session.  The  amend- 
ment provides  a  tax  over  and  above 
the  fee  of  50  cents  per  rated  horse- 
power. Motor  buses  in  addition  to 
this  state  privilege  tax  pay  also  a 
fee  of  $30  per  annum  per  bus  in 
each  county  through  which  the  bus 
operates,  according  to  a  bill  that  has 
just  become  a  law. 

Weights  and  speeds  for  heavy- 
duty  vehicles  are  specified  in  traffic 
rules  adopted  by  the  commission. 
The  maximum  gross  load  on  any  one 


Tennessee  Transportation  Facts 

Population    of   state    2,337,885 

Area,    square   miles    41,687 

Cities  with   population: 

100. 00/0  or  over    2 

50,000   to   100,000      2 

25,000  to      50,000     0 

5.000  to     25,000     10 

2,500  to        5,000     33 

Total     47 

Largest  city,  Memphis,  population. .  161,351 

Rural  highways,  improved,  miles..  8,880 

Rural  highways,  unimproved,  miles  37.170 

Rural    highways,    total,    miles 46.050 

Number  of  bus  routes 90 

Number   of  vehicles 180 

Inclosed  buses    123 

Touring   cars    57 

Miles  of  bus  routes 2.400 

Miles    of    electric    railways     438 

Miles    of    steam    railroads     4.076 

quires  the  use  of  mirrors  on  all  buses 
and  trucks,  on  penalty  of  fine  of  $5  or 
more. 

At  present  there  is  no  legislation 
controlling  the  operation  of  buses, 
other  than  the  state  license,  and  the 


A  foufteen-passenger  Reo  Speedwagov  with  cross-seats 


wheel  is  limited  to  650  lb.  per  inch 
width  of  tire.  Maximum  gross  load 
is  10  tons.  Speed  limits  vary  accord- 
ing to  the  gross  weight  of  the  vehicle ; 
under  2  tons  it  is  20  m.p.h.;  from  2 
to  6  tons  gross  load  the  maximum 
speed  is  15  m.p.h.;  and  for  6  to  10 
tons  12  m.p.h.  is  the  limit.  All  these 
provisions  may  be  enforced  by 
maintenance  patrolmen,  who  are 
given  police  authority  to  do  so. 

The  first  result  of  the  present 
legislative  activity  is  a  tax  on  gaso- 
line. The  law  was  passed  in  March 
of  this  year,  and  took  effect  the 
first  of  April.  It  levies  2  cents  on 
each  gallon  of  gasoline  or  distillate 
sold  in  the  state.  The  proceeds  are 
to  be  used  solely  for  the  construc- 
tion and  maintenance  of  the  state 
highway  system. 

Another   law   recently   passed    re- 


wheel  or  oil  tax  imposed  by  indi- 
vidual counties.  Under  the  legisla- 
tion that  eliminated  "jitneys,"  a 
bond  to  protect  the  public  is  required. 
A  tax  of  4  per  cent  on  gross  income 
was  recommended  for  all  bus  and 
truck  operators  by  the  chief  engi- 
neer of  the  State  Highway  Commis- 
sion, in  his  report  presented  early 
this  year.  He  also  recommended  that 
they  be  classed  as  common  carriers 
and  registered  with  the  State  Rail- 
road and  Utilities  Commission. 

There  were,  however,  several  bills 
pending  in  the  Legislature  which  if 
passed  would  have  meant  state  regu- 
lation and  increased  taxes.  Senate 
Bill  No.  217,  introduced  by  Senator 
Remine,  would  have  given  the  High- 
way Commission  power  to  regulate 
the  buses,  and  would  more  than 
have  doubled  the  present  taxes.   The 


Remine  bill  thus  outlined  was  fought 
by  the  bus  operators,  and  was  killed 
in  the  Legislature. 

The  bill  providing  that  passenger- 
for-hire  vehicles  shall  be  taxed  $4  if 
of  two-passenger  capacity,  $10  for 
five  passengers,  $14  for  seven  pas- 
sengers, and  $2  per  seat  when  the 
bus  is  of  more  than  seven-passenger 
capacity  was  also  killed.  This  tax 
would  have  been  in  addition  to  the 
present  license  fee  paid  by  all  auto- 
mobile owners. 

Local  Regulations 

In  the  city  of  Nashville  for-hire 
vehicles  under  35  hp.  pay  a  privilege 
tax  of  $10  a  year;  if  they  are  more 
than  35  hp.,  the  tax  is  $20  a  year. 

In  addition  all  ovmers  of  automo- 
biles for  hire  and  taxicabs  are  re- 
quired to  file  a  liability  insurance 
policy  with  the  city  clerk  and  drivers 
must  be  licensed.  This  city  ordinance 
was  passed  in  1921  but  an  injunction 
was  granted  temporarily  by  chancery 
court  restraining  its  enforcement. 
Recently  the  State  Supreme  Court 
handed  down  a  decision  declaring  the 
ordinance  valid. 

Many  of  the  counties  charge  a 
wheel  tax,  the  amount  of  which 
varies  with  the  locality.  In  Davidson 
County  (Nashville)  it  is  $20  a  year 
for  vehicles  carrying  twelve  passen- 
gers or  less,  and  $30  for  larger  ve- 
hicles. On  payment  of  this  tax,  for- 
hire  vehicles  are  exempt  from  an  oil 
tax,  required  of  pleasure  automobiles, 
and  used  for  the  construction  and 
oiling  of  Davidson  County  roads. 

The  status  of  bus  operation  in 
Tennessee  is  shown  by  the  plans  to 
establish  terminals  or  waiting  rooms 
in  such  cities  as  Memphis  and  Knox- 
ville.  In  addition  to  bus  connections 
with  other  places  in  Tennessee,  Mem- 
phis has  lines  running  into  Arkansas 
and  Mississippi.  In  Knoxville  sev- 
eral meetings  have  been  held,  at 
which  operators  and  business  men 
have  discussed  the  financing  of  a 
terminal  to  handle  both  passenger 
and  parcel  service.  A  terminal  built 
in  a  convenient  part  of  the  city,  with 
space  to  park  the  buses,  would  cost 
about  $100,000,  it  is  estimated.  Such 
a  structure  might  include  stores  for 
accessory  and  tire  dealers,  and  also 
a  restaurant  and  other  concessions, 
partly  to  meet  the  cost  of  operation. 
It  is  understood  the  Knoxville  Cham- 
ber of  Commerce  and  other  civic  or- 
ganizations are  backing  the  terminal 
movement,  on  the  ground  that  it 
would  be  highly  beneficial  to  local 
business. 


May,  1923 


KUS 

IKX-NSt-ORTATOM 


237 


Automotive  History 
Made  at  S.A.E.  CleveJaiul  Meeliiiii 


Transport 
Kcpresent 


HISTORY  was  made  in  Cleve- 
land on  April  26-28  at  the 
tirst  automotive  transporta- 
tion meeting  of  the  Society'  of  Auto- 
motive Engineers.  At  this  meeting 
representatives  of  the  automotive  in- 
dustry, operators  of  motor  buses, 
electric  railways  and  steam  railroads 
joined  in  discussinp  the  requirements 
of  an  organization  that  could  give 
satisfactory  service  to  the  public  at 
a  profit  to  the  operators. 

At  one  of  the  liveliest  sessions  the 
passenger-carrying  motor  bus  was 
the  only  subject  considered.  A  paper 
presented  by  C.  D.  Emmons,  presi- 
dent of  the  United  Railways  &  Elec- 
tric Company,  Baltimore,  JId..  which 
is  abstracted  on  the  following  page, 
brought  out  timely  comments  from 
several  engineers  and  operators. 

In  opening  the  discussion  Presi- 
dent H.  W.  Alden  said  that  the 
fundamental  error  in  the  present 
system  of  transportation  was  that 
capital  insisted  it  must  earn  a  re- 
turn on  the  investment  in  all  out- 
lying sections  where  really  the  com- 
munity should  provide  the  transpor- 
tation. He  mentioned  a  scheme  to 
scatter  business  centers  and  the 
people  throughout  a  city  and  stated 
that  a  plan  of  this  kind  is  now  being 
worked  out  in  Detroit. 

R.  E.  Fielder,  Fifth  Avenue 
Coach  Company,  New  York,  pre- 
dicted that  the  taxation  problem  had 
been  solved  fairly  to  all  classes  of 
service.  He  took  exception  to  the 
statement  of  Jlr.  Emmons  in  his 
paper  that  in  Bridgeport  and  Des 
Moines  bus  operation  was  inefficient. 
In  a  few  years,  he  argued,  the  bus 
would  be  on  a  par  with  both  electric 
and  steam  railroad  systems. 

F.  C.  Horner,  General  Motors 
Company,  urged  greater  vision  in 
solving  the  urban  transportation 
problem,  saying  that  the  best 
facility,  with  safety  and  comfort, 
would  be  used  in  the  end. 

Ralph  W.  Sanborn,  secretary 
Cleveland  -  Akron  Bus  Company, 
could  not  agree  that  the  electric  lines 
were  co-operating.    At  least  many  in 


ation  Meelinji  on  April  2H-2S  Attended  by 
atives  of  the  Automotive  Industry,  Oper- 
ators of  Motor  IJuses,  Elec- 
tric Railways  and  Steam 
Railroads,  Who  Discuss  the 
Retjuirements  of  a  Profit- 
able Organization  Thai 
Would  (iive  Satisfactory 
Service  to  the  Public 


Ohio  do  not.  Further,  it  was  not  his 
idea  of  co-ordination  to  have  the 
pioneers  in  bus  transportation  ruled 
out  when  the  electric  lines  saw  fit  to 
operate  buses.  Neither  did  he  believe 
in  fare  competition,  as  the  bus 
should  attract  a  distinct  traffic  and 
at  higher  rates.  He  cited  a  case  in 
Ohio  where  the  automobile  owners 
gave  up  the  use  of  their  private  cars 
to  ride  on  a  newly  established  bus 
line.  The  main  problems,  he  said, 
that  were  confronting  the  bus  in- 
dustry today  were  organization  and 
financing.  The  electric  railways,  he 
pointed  out,  have  the  better  organ- 
izations to  draw  on.  The  stabilizing 
law  relating  to  bus  operations  which 
has  just  been  passed  in  Ohio  will 
materially  help  the  financing  prob- 
lem. There  was  a  danger,  though, 
that  buses  operated  by  the  electric 
lines  would  have  to  carry  the 
charges  of  the  abandoned  rail  lines, 
so  it  is  cheaper  in  the  end  for  the  bus 
to  be  run  independently. 

In  closing  the  discussion  Mr.  Em- 
mons said  it  was  foolish  to  think 
he  favored  pushing  the  small  owner 
off  the  map  so  as  to  put  in  rails.  He 
implied,  though,  that  the  inde- 
pendent bus  operator  should  not  be 
barred  when  the  railway  did  not  fur- 
nish needed  bus  service  and  cited 
Baltimore  as  an  example  where  the 
state  commission  had  insisted  on  the 
railway  giving  bus  service  and  the 
railway  had  complied. 

At  other  sessions  the  bus  was 
spotlighted  frequently.  Rear  axle 
tests  conducted  for  the  Army  Motor 
Transport  Service  wc^e  described  by 
an  engineer  from  the  Bureau  of 
Standards.  These  tests  showed  at 
heavy  loads  that  the  gear  type  axles 


with  double  and  triple  reduction 
were  more  efficient  than  the  mili- 
tary design  of  worm  axle,  but  the 
efficiency  of  the  latter  could  be  ma- 
terially improved  by  better  circula- 
tion of  the  lubricant.  A  good  bus 
axle  is  not  nece.ssarily  the  best  for 
militai-y  service  where  a  high  torque 
at  low  speed  with  good  road  clear- 
ance is  essential  and  noise  is  not 
objectionable. 

A  plan  for  the  national  co-ordina- 
tion of  motor  trucks  with  rail 
services  was  presented  in  a  paper  by 
Major  Brainerd  Taylor,  in  which  he 
suggested  a  nationwide  network  of 
truck  haulers  under  a  centralized 
dispatching  and  maintenance  control 
system. 

In  discussing  this  paper  Lieut. - 
Col.  E.  S.  Stayer,  head  of  the  Army 
Motor  Transport  Service,  said  unit 
overhauls  and  replacements  were  es- 
sential for  economical  operation. 
Frames  and  springs,  he  pointed  out, 
do  not  break  often,  but  engines  and 
rear  ends  must  be  replaced  easily. 

"What's  Right  with  the  Motor 
Truck  Industry"  was  the  subject  of 
a  paper  by  Stephen  G.  Thomp.son, 
consulting  engineer  for  the  White 
Company.  He  showed  that  the  motor 
truck  industry  had  progressed  as 
rapidl.v  as  the  passenger  car  and 
that  the  truck  produced  exceeds  in 
durability  and  ser\'ice  that  of  the 
passenger  car.  Both  the  bus  and 
truck  supply  the  demand  for  new 
and  better  expansion  in  transporta- 
tion that  can  adapt  itself  to  chan;,'- 
ing  conditions  and  is  in  a  large 
measure  unrestricted  in  its  direction 
of  operation. 

David  Beecroft.  Class  Journal 
Company,  New  York,  agreed  that  the 
industry  was  fundamentally  right 
and  that  the  greatest  need  of  de- 
velopment was  the  personal  element 
and  better  organization  of  operators. 

At  the  taxicab  se.'fsion  two  papers 
were  presented.  That  by  Hugh  A. 
Bersie  is  abstracted  on  page  239. 
Paul  H.  Geyser,  Yellow  Cab  Com- 
pany, Chicago,  in  a  paper  on  con- 
st'uction,    maintenance    and    opera- 


238 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


tion,  told  how  vehicles  had  been  de- 
veloped to  eliminate  everything  that 
tended  to  lessen  their  earning-  power 
by  getting  out  of  order,  while  at  the 
same  time  including  features  for 
passenger  comfort  and  safety.  The 
present  taxicabs  are  designed  to  op- 
erate 60,000  miles  per  year  and  to 
give  300,000  miles  of  ultimate  serv- 
ice. The  power  plant  has  an  L  head 
engine  and  detachable  cylinders  for 
quick  valve  repairs,  fixed  hub  rear 
axles,  with  all  the  load  thrusts  taken 
in  bearings,  and  a  carbon  steel 
frame,  to  stand  straightening.  Elec- 
trical equipment  includes  a  lighting 
battery,  but  no  starter  or  generator 
or  electrical  horn.  The  muffler  is 
made  of  sectional  stampings,  while 
the  radiator  is  of  the  tubular  type 
with  replaceable  units.  It  has  out- 
side brakes,  2J  x  15},  that  are  good 
for  15,000  miles.  All  told  the  taxi- 
cab  is  built  to  stand  service. 


Co-ordinating  Motor  Bus 
and  Electric  Railway* 

By  C.  D.  Emmons 

Presirlpnt.  United  Railways  &  Electric 
Company.    Baltimore.    Md. 

IT  IS  well  recognized  that  no  form 
of  transportation  has  yet  been  de- 
vised that  can  take  the  place  of  the 
railroads  for  long-distance  travel,  in 
speed  and  comfort,  and  that  of  the  elec- 
tric railways  for  mass  transpor*^ation. 
They  unquestionably  carry  the  greatest 
quantities  of  goods  and  the  largest 
numbers  of  people  at  the  lowest  cost. 
Whatever  new  forms  of  transportation 
may  be  developed,  with  the  possible  ex- 
ception of  vehicles  navigating  the  air, 
must  be  auxiliaries  to  the  rail  lines.  I 
do  not  say  this  because  of  any  prejudice 
favorable  to  railroads  and  the  electric 
railways,  but  because  this  finding  is  a 
fact  that  has  been  amply  demonstrated. 

The  problem  before  everybody  inter- 
ested in  transportation,  therefore,  is  to 
bring  about  co-ordination  between  the 
railroads  and  railways  on  the  one  hand, 
and  all  other  forms  of  transportation  on 
the  other.  At  this  time  we  can  leave 
out  of  consideration  airplanes  and  air- 
ships, steamboats  and  canal  transport, 
and  concentrate  our  attention  upon  co- 
ordinating motor-bus  and  motor-truck 
service  with  rail  service. 

There  is  no  conflict  between  the  elec- 
tric railways  and  the  motor-vehicle  in- 
dustry. Instead,  there  is  the  heartiest 
co-operation.  There  are  many  electric 
railways  in  the  United  States  that  are 
using  motor  vehicles  in  connection  with 
their  transportation  service.  On  the 
other  hand,  there  are  many  railways 
that  are  suffering  from  parasitic  com- 
petition from  unregulated  motor 
vehicles.      These    railways    serve    com- 


•Abstract  of  paper  presented  at  Trans- 
portation Meeting,  Society  of  Automotive 
Engineers,  held  April  26-28  at  Cleveland, 
Ohio. 


munities  that  have  not  yet  learned  that 
these  two  forms  of  transportation  can- 
not operate  in  competition  with  each 
other  without  one  or  the  other  going 
broke. 

It  is  for  the  people  themselves  to  de- 
cide whether  they  wish  to  keep  the  rail- 
ways or  the  motor  vehicles.  I  think 
all  sensible  men  will  say  that  if  the 
motor  vehicle  will  serve  a  community 
better  and  at  a  lower  rate  of  fare  than 
can  be  offered  by  an  electric  railway, 
then  by  all  means  junk  the  i-ailway. 
The  fact,  however,  is  that  except  in 
small  communities  the  railway  is  much 
cheaper  to  operate  than  the  motor 
vehicle. 

Motor  Vehicles  as  Common  Carriers 

It  almost  universally  develops  that 
when  the  motor-vehicle  common-carrier 
is  subjected  to  the  same  burdens  of 
taxation  and  to  the  same  regulations 
that  apply  to  the  electric  railways,  they 
find  it  impossible  to  operate  success- 
fully. Electric  railways  in  many  states 
are  required  to  carry  extraneous  bur- 
dens. They  have  to  pay  for  the  paving 
between  the  rails  and  for  a  distance 
outside  their  rails;  they  have  to  pay 
for  watering  streets,  for  snow  removal; 
they  pay  a  percentage  of  their  gross 
income,  whether  they  have  any  net  in- 
come or  not,  in  taxes  to  the  state;  they 
pay  in  many  communities  a  tax  on  their 
income  to  the  community;  they  pay 
franchise  taxes,  license  fees  and  other 
charges  that  put  a  heavy  load  upon 
them. 

The  motor  vehicle  that  is  competing 
with  them,  in  many  communities,  has 
free  use  of  the  paving  for  which  the 
electric  railway  pays.  In  many  states 
motor  vehicles  have  not  yet  been  classi- 
fied as  common  carriers;  there  is  no 
regulation  of  the  rates  of  fare  or 
charges  for  carrying  freight;  in  many 
places  they  are  not  under  bond,  so  that 
if  a  passenger  becomes  involved  in  an 
accident  he  has  but  slight  chance  to  re- 
cover damages.  They  do  not  pay  a  per- 
centage of  their  gross  income  to  the 
state  or  communities;  they  do  not  have 
to  help  water  the  streets.  Put  upon  the 
motor  vehicle  the  same  burden  that  the 
railway  carries  and  fares  that  vdll  per- 
mit successful  operation,  then  com- 
petition with  the  railways  becomes  out 
of  the  question. 

The  automotive  industry  must  realize 
that  it  cannot  foster  a  service  that  en- 
gages in  ruinous  competition  with  rail 
lines,  whether  they  be  steam  or  electric. 
I  venture  to  say  that  there  are  not 
enough  motor  trucks  in  the  United 
States  to  bring  to  your  automobile  fac- 
tories the  raw  materials  that  are  neces- 
sary for  the  construction  of  motor 
vehicles.  Nor  are  there  streets  wide 
enough,  nor  automobiles  enough  in  any 
community,  to  carry  the  employees  of 
your  factories  to  and  from  work  as  ex- 
peditiously and  cheaply  as  they  are  car- 
ried by  the  electric  cars.  For  example, 
a  recent  traffic  survey  in  the  city  of 
Baltimore,  Md.,  of  the  travel  into  and 
out  of  the  business  area  showed  that, 
while  the  automobile  comprised  73  per 


cent  of  the  total  movements  and  the 
street  cars  only  27  per  cent,  the  street 
cars  actually  accommodated  almost  89 
per  cent  of  the  total  travel,  while  the 
automobile  only  accommodated  about 
11  per  cent,  disregarding  the  very  small 
percentage  of  horse-drawn  vehicles. 

Motor-Vehicle  Operation 

There  is  a  committee  of  the  American 
Electric  Railway  Transportation  and 
Traffic  Association  that  devotes  its  en- 
tire time  to  the  study  of  motor-vehicle 
operation.  It  is  made  up  of  men  who 
have  spent  practically  their  entire  lives 
in  the  transportation  business.  They 
know  what  is  necessary  in  any  vehicle 
for  economical  and  satisfactory  trans- 
portation. The  assistance  that  this  com- 
mittee can  render  and  will  render  the 
men  who  are  designing  vehicles  and 
engines  wil!  be  very  great. 

The  transportation  industry  no  longer 
will  take  any  old  kind  of  bus  body  put 
upon  a  standard  truck  chassis.  The 
vehicle  must  be  designed  for  the  kind 
of  service  in  which  it  is  to  be  used,  and 
we  have  found  the  motor-vehicle  build- 
ers willing  to  adopt  suggestions  that  we 
have  made. 

It  is  in  this  field  especially,  it  seems 
to  me,  that  the  Society  of  Automotive 
Engineers  conies  into  play.  Its  mem- 
bers should  be  the  ones  to  solve  the 
needs  from  a  design  standpoint  of  auto- 
motive vehicles.  The  operating  men, 
who  are  handling  the  public,  are,  in 
general,  the  ones  best  able  to  say  what 
is  needed  to  furnish  to  the  public  the 
most  satisfactory  character  of  vehicle 
for  transportation,  and  it  is  the  duty 
of  the  engineers  to  incorporate  these 
needs  into  actual  designs. 

The  question  of  light  weight  and  eco- 
nomical operation  are  of  particular  im- 
portance from  the  standpoint  of  the 
financial  returns  to  the  operator.  In 
connection  with  the  need  for  lightness, 
there  is  not  only  less  cost  of  operation 
and  maintenance,  but  it  lessens  the 
wear  on  the  roads  and,  in  a  number  of 
cases,  because  of  the  tax  laws  on  the 
books,  there  is  a  particular  demand  for 
light-weight  vehicles.  In  Maryland,  for 
instance,  there  is  a  tax  of  i  cent  per 
seat-mile  for  vehicles  weighing  more 
than  8,500  lb.;  the  tax  between  7,000 
and  8,500  lb.  being  1  15  cent  per  seat- 
mile,  and  you  can  easily  imagine  why 
we  want  a  light  automotive  vehicle  in 
Maryland,  when  there  is  an  increase  of 
almost  200  per  cent  in  the  tax  basis  the 
minute  you  go  over  8,500  lb. 

Comfort  of  Pas5engers  a  Necessary 
Factor  in  Design 

The  comfort  and  convenience  of  pas- 
sengers is  a  necessary  factor  in  design. 
The  appearance  of  the  car  is  another 
thing  that  has  a  marked  effect  on  pub- 
lic sentiment  and  involves,  of  course,  in 
addition  to  the  initial  design,  proper 
upkeep.  Convenience  in  handling  by 
driver  and  easy  riding  qualities  making 
for  comfort  are  of  great  importance. 
The  design  of  automotive  vehicles  with 
reference  to  safety  is  another  side  that 
must  always  be  kept  in  mind;  adequate 


May. 1923 

lighting;  ease  and  rapidity  of  accelera- 
tion; low  steps  and  additional  details 
of  construction,  all  of  which  bear  upon 
the  financial  return  to  be  expected;  the 
comfort  of  passenjfers  and  the  public- 
relation  side  of  operation,  which  last  is 
most  important.  You  will  see,  there- 
fore, that  the  automotive  en>cineer> 
need  to  co-operate  most  closely  with  thi- 
operators  in  order  that  the  most  satis- 
factory type  of  automotive  vehicle  may 
be  evolved. 

Buses  as  Railway  .Aixii.iARiE.-i 

The  development  of  a  motor  bus  that 
can  be  operated  at  the  minimum  of  ex- 
pense will  make  it  easier  for  people 
living  some  distance  from  a  rail  line  to 
pet  transportation,  although  at  a  higher 
price  than  is  charged  for  rail  service. 
By  extending  motor  bus  lines  from  the 
termini  of  rail  lines  or  from  other 
points  into  sparsely  settled  territory, 
railways  are  enabled  to  serve  sections 
that  could  not  hope  for  rail  service  for 
many  years  to  come.  When  the  rail- 
way does  this,  the  people  are  assured  of 
a  permanent  service  and  property 
owners  are  encouraged  to  build  homes. 
As  the  district  grows,  the  time  comes 
when  service  can  be  given  more  cheaply 
by  the  railway,  and  then  the  railway 
company  is  justified  in  extending  its 
rail  lines  into  districts  that  have  been 
built  up  by  motor  buses,  transferring 
the  buses  to  still  more  remote  sections. 
When  such  territory  is  served  by  in- 
dividuals or  unregulated  drivers,  the 
community  has  no  assurance  that  the 
service  will  be  permanent.  A  fly-by- 
night  jitney  driver  may  be  able  to  serve 
a  community  for  a  limited  time  at  a  low 
fare,  but  his  day  is  short  and,  when  it  is 
done,  the  people  find  themselve.s  ma- 
rooned unless  the  railway  company, 
with  its  years  of  experience,  comes  to 
their  rescue. 

Let  me  say  in  closing  that  the  pros- 
perity, comfort,  convenience  and  intel- 
lectual growth  of  the  people  depend 
primarily  upon  the  establishment  and 
maintenance  of  a  transportation  service 
that  is  reliable,  permanent  and  efficient- 
ly conducted.  There  has  not  yet  been  de- 
veloped any  transportation  service  of 
this  character,  except  that  of  the  steam 
railroads  and  the  electric  railways.  As 
a  representative  of  the  electric  railway 
industry  I  want  to  say  that  my  industry 
recognizes  the  great  service  that  can  be 
rendered  through  the  use  of  motor  ve- 
hicles, and  that  it  is  using  them  and 
will  use  more  of  them  in  the  future; 
but  further,  that  any  policy  of  competi- 
tion which  unwise  automobile  advocates 
may  adopt  is  certain  to  be  ruinous  to 
themselves  and  to  the  railways,  whether 
they  be  steam  or  electric;  and  once  a 
railway  stops  operating  it  is  an  ex- 
tremely difficult  matter  to  restore  the 
service. 

I  trust  that  I  have  made  clear  to  you 
in  this  discussion  the  fact  that  if  your 
great  industry  and  the  electric  railway 
industry  will  co-operate,  far  greater 
benefit  will  flow  not  only  to  us,  but. 
what  is  more  important,  to  the  public 
that  we  serve. 


BUS 

TRVNSfDHMTKDN 


Taxical)  IJodv  (!oii- 


struclioii 


* 


By  Hugh  G.  Bersie 

.\ilviill«lnB  MuniiKer 

lluxkellte  .MiimifiirturlnB  Corporation. 

ChUaK".   III. 

ON'  JAN.  1,  1922,  there  were  75.000 
taxicabs  operating  in  the  United 
States,  an  increase  of  4G  per  cent  as 
compared  with  Jan.  1,  1021.  It  is  esti- 
mated that  on  Jan.  1,  VJ2'.i,  at  least 
110,000  cabs  were  in  service.  This 
phenomenal  growth,  which  occurred  in 
spite  of  business  depression,  has  le<l  a 
number  of  automobile  companies  to 
enter  the  taxicab  field.  Compared  to 
the  passenger  car  industry,  the  efforts 
necessary  in  the  sale  of  taxicabs  are 
very  small.  The  number  of  cabs  that 
can  be  sold  is  limited  at  present  to  the 
production  facilities  of  the  companies 
engaged  in  their  construction. 

The  efforts  of  many  passenger  car 
builders  have  been  directed  along  the 
line  of  producing  an  inexpensive  light- 
weight cosed  car.  The  taxicab,  on  the 
other  hand,  must  be  durable  and  so  well 
built  as  to  run  approximately  27,000 
miles  per  year  as  compared  with  the 
passenger  car  average  of  about  3,000 
miles.  Taxicab  service  demands  not 
only  the  maximum  durability  in  the 
body,  the  engine  and  the  chassis,  but 
also  provision  for  the  satisfactory  and 
easy  replacement  of  any  worn  or  dam- 
aged parts,  a  factor  often  overlooked. 
The  plan  of  this  paper  is  to  suggest  a 
means  of  attaining  these  ends  in  body 
construction. 

Methods  of  Securing  Durability 

We  shall  begin  with  the  body  frame- 
work, because  the  quality  of  the  whole 
job  is  reflected  in  this  one  item  more 
than  in  any  other. 

First,  heavy  sills  are  very  desirable. 
They  are  about  50  per  cent  heavier  than 
in  passenger  car  bodies  of  the  same  size. 
The  numerous  "gunstocks,"  as  well  as 
the  paneled  roof,  reinforce  the  frame 
members.  That  part  of  the  sill  which 
is  over  the  wheelhousing  can  be  rein- 
forced by  an  iron  strap  applied  to  the 
side  of  the  sill.  Bent  or  formed  sills 
are  rarely  if  ever  used;  it  is  customary 
to  build  up  the  sills  by  screwing  and 
gluing  several  pieces  together  to  secure 
the  required  shape.  Tests  indicate  that 
the  four-piece  construction  is  most  de- 
sirable. 

The  door  pillars  and  door  frames  are 
next  in  importance.  Since  the  doors 
themselves  must  be  exceptionally  heavy 
so  as  to  prevent  warping,  it  follows 
al.so  that  their  pillars  must  be  corre- 
spondingly heavy.  The  rear  pillars 
may  be  about  2  in.  thick  and  should  at 
no  point  have  deep  mortises  or  cut-outs 
that  would  weaken  them  at  these  places. 

Woods  for  Framework 

Mountain   or   white   ash    is   the   best 

wood    for    frame    members    as    it    has 

better      strength      and      screw-holding 

properties.     Yellow  ash.  which  is  some- 


•vVbstract  of  paper  presented  at  Transpor- 
tation Meeting.  Society  of  Automotive  Enpl- 
n.-ers.  held  April  26-28,  at  Cleveland.  Ohio. 


239 

times  substituted,  is  inferior  in  these 
respects.  Poplar  is  used  for  arm  resta 
and  parts  subsequently  upholstered. 

The  quality  of  a  job  is  judged  largely 
by  the  joints.  .Modern  woodworking 
machinery  has  been  developed  to  make 
joint  forming  almost  automatic,  but 
there  is  still  the  need  of  the  careful, 
conscientious  workman  to  reject  mem- 
bers that  have  l)een  improperly  formed. 

Door  hardware  ha.s  been  the  object 
(if  much  study,  especially  the  hinges, 
which  are  now  almost  universally  of 
the  curved  joint   pattern. 

Roof  Constuuctio.v 

Taxicab  roofs  are  designed  and  con- 
structed far  differently  than  for  pas- 
senger cars.  The  panel  roof  is  in  uni- 
versal favor  with  taxicab  builders  and. 
when  properly  constructed  and  in- 
.stalled,  gives  excellent  service  in  alt 
closed  cars.  The  trouble  that  was  for- 
merly experienced  with  drumming  or 
vibration  has  been  practically  elimi- 
nated by  proper  methods  of  installation. 
At  present,  all  large-quantity  cab 
builders  use  plywood  molded  roofs. 

Construction  of  Plywood  Roof 

Practically  all  of  the  roofs  are  of  the 
three-ply  construction,  4  or  fi:  in.  thick. 
Upon  receiving  these  panels  from  the 
manufacturer,  the  body  builder  band- 
saws  them  to  shape  from  a  template 
and  then  clamps  and  glues  the  panel  to 
the  roof  rail  or  the  frame  at  all  edges. 

After  the  shaping  process  the  entire 
roof  is  covered  either  with  glazed  duck 
or  with  plain  sheeting.  The  glazed 
duck  is  already  finished,  and  need  not 
be  glued  to  the  roof.  However,  the 
sheeting  is  easily  glued  to  the  roof 
panel  and  is  inexpensive,  except  that  it 
requires  a  fairly  good  paint  finish.  A 
roof  so  constructed  is  light  and  durable, 
and  affords  a  reliable  watershed.  In 
case  the  cloth  covering  is  torn  or  rup- 
tured, and  this  is  unlikely  because  the 
roof  panel  itself  takes  all  the  stresses, 
the  panel  itself  will  shed  water;  this 
saves  the  upholstering  and  the  interior 
furnishings  of  the  car  until  such  time 
as  the  roof  covering  can  be  repaired. 

This  last  point  brings  us  to  a  con- 
sideration of  the  grade  of  plywood  that 
is  satisfactory  for  roof  panels.  The 
plywood  bonded  by  animal  glue  is  not 
suitable.  Extensive  experience  has 
shown  that  much.  The  waterproof  ply- 
wood is  recognized  as  the  standard  for 
roofs. 

Dash  and  Instrument  Board 

In  like  manner,  the  waterproof  panel 
of  highest  grade  has  found  wide  favor 
for  dashes.  It  fills  most  of  the  needs  of 
the  dash,  and  a  dash  has  many  func- 
tions. It  should  act  as  a  heat  barrier, 
should  deaden  sound  or  vibration  and 
act  as  a  structural  part  of  the  body. 
The  steel  dash  fails  on  several  counts: 
it  tends  to  rust,  the  bolt  fastenings  work 
loose  and  it  is  difficult  to  remove  and 
replace  if  spot-welded  in  place.  This 
point  of  replacement  must  be  con- 
sidered at  all  times  in  taxicab  body  con- 
struction, as  contrasted  with  passenger 
car  design. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


GAEL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


JNew  York,  May,  1923 


Q 


Why  Pick  on  the  Automobile? 

DOUBLED  tax  on  gasoline  and  a  50  per 
cent  increase  in  license  fees  for  all  automo- 
biles is  proposed  by  the  Pennsylvania  Legis- 
lature as  a  means  of  meeting  a  $20,000,000  deficit  in 
the  funds  available  for  general  educational  purposes. 

Assuming,  what  is  by  no  means  conceded  by  all 
members  of  the  Pennsylvania  Legislature,  that  the 
state  machinery  is  operating  without  undue  waste 
and  that  the  additional  revenue  is  actually  needed, 
there  arises  the  question  as  to  why  automobile 
owners  should  be  singled  out  to  meet  the  deficit. 

The  automobile  has  long  since  passed  out  of  the 
luxury  class.  Possession  of  a  motor  car  is  no  longer 
necessarily  a  sign  of  wealth.  As  a  matter  of  fact, 
the  necessary  acquisition,  operation  and  main- 
tenance of  these  vehicles  is  a  severe  drain  on  many 
an  income.  Obviously  automobile  owners  cannot 
fairly  be  singled  out  as  the  class  of  taxpayers  whose 
resources  mark  them  as  pre-eminently  fitted  to  meet 
the  state  deficit  for  educational  purposes.  Neither 
can  automobile  owners  be  singled  out  as  the  class 
which  more  than  any  other  will  be  benefited  by  the 
state's  educational  work. 

Already  the  owner  of  an  automobile  is  paying  his 
full  share  of  specific  taxes,  such  as  the  federal  sales 
tax,  the  state  license  fees,  the  gasoline  tax,  drivers' 
fees  and  in  some  states  still  other  specific  charges. 
It  should  be  easy  to  see  that  this  class  of  citizens 
is  already  doing  its  full  share  toward  paying  its 
own  way  and  its  part  of  the  general  burden.  Ap- 
parently nobody  has  set  up  the  claim  that  the 
deficit  is  specially  attributable  to  the  automobile 
owner,  the  present  administration  being  practically 
unanimous  in  blaming  its  predecessors.  Nobody 
can  logically  find  fault  with  the  principle  of  expect- 
ing 'the  automobile  owner  to  help  meet  state 
expenses  which  he  is  instrumental  in  creating,  nor 
does  the  car  owner  object  to  specific  assessments 
for  such  purposes.  But  there  is  little  if  any  logic 
for  this  taxation  to  meet  general  requirements.  By 
all  means  let  the  state  do  whatever  is  necessary  to 
maintain  and  if  possible  to  improve  its  schools,  but 
let  the  cost  be  distributed  among  all  who  will  be 
benefited;  that  means  among  all  taxpayers.  This 
may  not  be  good  politics,  but  it  is,  at  least,  just. 


There  is  no  more  sense  in  levying  this  additional 
tax  on  the  automobile  than  there  would  be  in  pick- 
ing on  the  butcher,  the  baker  or  the  candlestick 
maker. 

1  EDITORIAL  3 

In  Union  There  Is  Strength 


D 


HE  rapid  development  of  the  voluntary  bus 
associations  composed  of  individuals  who  own 
one,  two  or  three  buses  has  been  a  feature 
of  recent  bus  history.  These  associations  have  ap- 
peared in  many  of  the  more  important  bus  centers, 
primarily  to  insure  better  service  to  the  public  as 
well  as  for  the  general  protection  of  motor  bus 
interests. 

These  associations  are  undoubtedly,  in  fact  they 
must  be,  the  forerunners  of  more  stable  organiza- 
tions. Either  they  will  develop  into  holding  com- 
panies for  maintenance  and  purchasing  purposes,  or 
into  incorporated  companies,  with  the  equity  of  the 
individual  owners  proportioned  on  some  basis  ac- 
cording tc  the  value  of  their  equipment.  These 
companies  then  will  carry  on  all  the  work  of  opei-- 
ating  transportation  organizations. 

Already  in  Bridgeport,  Conn.,  the  owners  have 
turned  their  interests  over  to  a  corporation  of  which 
they  are  the  stockholders,  directors  and  officers. 
They  were,  undoubtedly,  inspired  to  take  this  action 
by  the  State  Utility  Commission,  which  desired  to 
deal  with  but  one  responsible  party  for  each  route 
rather  than  with  each  individual  owner-operator. 

There  are,  however,  many  reasons  for  owner- 
operators  joining  hands  when  they  run  over  the 
same  line.  It  puts  an  end  to  jealousies  and  hard 
feelings,  it  gives  every  operator  a  fair  show  whether 
business  is  good  or  bad,  and  it  gives  better  service 
to  the  public,  which  is  the  only  way  in  which 
money  can  be  made  for  all.  Another  important 
benefit  is  in  the  better  financial  position  of  the 
owners  thus  linked  together.  The  finance  com- 
panies which  h.^-ve  handled  bus  paper  in  the  past, 
and  the  new  ones  now  being  formed  to  specialize 
bus  financing,  are  both  keenly  alive  to  the  value  of 
strong  business  organizations. 

[  EDITORIAL  ] 

Engineering  in  Bus  Operation 


S 


LSEWHERE  in  this  issue  appears  an  article 
describing  the  standards  work  of  the  Society 
of  Automotive  Engineers.  For  the  benefit 
of  the  readers  of  Bus  Transportation,  the  general 
manager  of  the  society  shows  how  it  already  has 
helped  the  great  body  of  automobile  users  and  in- 
dicates that  in  the  future  it  will  also  assist  the  great 
body  of  users  represented  by  bus  operators. 

The  S.  A.  E.,  one  of  the  most  productive  workers 
in  the  field  of  practical  engineering  standardization, 
is  thus  beginning  to  appreciate  the  importance  of 
the  bus  as  a  distinctive  form  of  automotive  con- 
struction. This  in  itself  is  full  of  meaning  for  bus 
men  who  look  forward  to  the  wonderful  future  of 
this  new  form  of  mass  transportation. 

As  Mr.  Clarkson  points  out,  bus  operators  are 
already  getting  the  benefit  of  S.A.E.  standards. 
The   magneto   mounting   dimensions   and   the    cai-- 


[2401 


buretor  flanges,  which  permit  the  instailutioii  of 
any  make  of  these  devices  on  any  bus  engine,  are 
widely  used  examples  of  S.A.E.  standardization.  It 
must  be  recognized  however,  that  certain  standards 
adopted  by  the  society  will  not  do  at  all  for  buses. 
Take  the  location  of  engine  number,  which  is 
intended  to  identify  the  vehicle  as  well.  This  would 
not  be  of  much  use  to  the  bus  operator  who  shifts 
a  given  engine  from  one  vehicle  to  another,  or  takes 
it  out  from  one  bus,  overhauls  it  and  then  puts  it  in 
stock.  There  is  no  doul>t  that  the  bus  is  a  peculiar 
animal,  one  that  re(|uires  special  treatment,  even  by 
the  engineer. 

But  the  society  is  doing  something  more  than 
standardize  details  of  construction.  It  is  promoting 
the  use  of  engineering  brains  and  methods  in  the 
operation  and  maintenance  of  all  types  of  automo- 
tive vehicles.  In  this  broader  field  of  .society 
activities  bus  operators  have  much  to  give  and  much 
to  receive.  The  very  nature  of  their  business  re- 
quires the  constant  use  of  the  highest  type  of  engi- 
neering skill,  not  only  in  maintenance  work,  but 
too  often  in  rebuilding  present  equipment.  For 
this  an  engineering  degree  or  diploma  is  not  at  all 
necessary,  although  there  are  many  bus  operators 
thus  qualified.  The  knowledge  that  comes  from  the 
operation  of  a  successful  bus  system  is  after  all  the 
real  test  and  e\idence  of  engineering  ability.  It  is 
also  the  best  guide  to  the  building  of  better  buses. 
All  this  the  operator  can  give  to  the  designing 
engineers  in  the  society. 

In  return  he  is  already  getting  much  from  the 
society,  since  maintenance  and  operation  are  being 
discussed  more  and  more  at  the  S.A.E.  meetings. 
Only  recently  at  one  of  these  meetings  a  lead- 
ing operator  of  motor  trucks  suggested  that  the 
society  work  out  a  standard  method  of  keeping  costs 
and  also  a  form  that  operators  could  use  to  record 
the  mechanical  condition  of  their  vehicles.  Since 
both  of  these  represent  an  improvement  on  existing 
practices,  they  should  be  useful  to  bus  men. 

f  EDITORIAI.  1 

Help  Keep  Up  the  Highways 


and  iheir  f.xuct  lucatiun,  iht-y  are  a.s  u  rule  willing 
to  remedy  them  at  the  earliest  possible  moment. 
Only  in  unusual  circumstances  should  it  be  neces- 
sary to  go  over  their  heads,  so  to  speak,  and  take 
matters  ui)  with  the  legislatures,  common  councils 
and  other  bodies  which  should  represent  bus  opera- 
tors as  well  as  other  users  of  the  public  highway. 

The  bus  operator  should  also  co-operate  with 
automobile  clubs,  tourists'  bureaus,  business  men's 
a.-^sociations,  and  others  who  are  vitally  concerned 
not  only  with  the  building  of  good  highways  Ijut 
also  in  ki-ci)ing  them  in  good  shape  afterward. 

A  stitch  in  time  .saves  nine.  For  their  owii  good 
bus  operators  should  insist  upon  all  reasonable  step.- 
being  taken  to  keep  the  highways  in  good  condition 

1  BDITORIAI.  I  — 


D 


T  DOES  NOT  take  a  pencil  and  pad  and  a 
lot  of  complicated  figuring  to  show  bus 
operator.s  the  value  of  good  highways.  All 
of  them  know  it,  and  some  of  them  know,  much 
to  their  regret,  the  e.xpense  involved  when  the  high- 
ways are  not  good  or  are  not  properly  maintained. 

Tire  mileage,  fuel  economy  measured  in  miles 
obtained  for  each  gallon,  and  general  maintenance 
costs  are  all  controlled  to  a  great  extent  by  the 
highways. 

As  a  u.ser  of  the  highway,  the  bus  operator  is 
entitled  to  the  maximum  service  the  roads  can 
give.  There  are  several  ways  in  which  he  can  work 
to  secure  this  maximum  service. 

The  first  is  to  report  any  bad  spots,  broken  pave- 
ment, or  chuck  holes,  to  the  proper  authorities, 
whether  they  be  the  local  highway  patrol,  district 
highway  engineer,  city  or  town  street  departments, 
or  to  the  state  highway  authorities  themselves. 

All  these  people  are  the  servants  of  highway 
users,  and  when  given  a  statement  of  the  troubles 


The  Open  Air  Ride 


m 


NHiUESTIONABLY  the  public  likes  to  ride, 
and  likes  to  ride  out  in  the  open  air,  espe- 
cially in  good  old  summer  time.  The  popu- 
larity of  the  upi)er  seats  on  double-deck  buses  and 
the  crowds  which  pati'onize  the  big  sight-secinir  and 
beach-bound  buses  attest  to  this  condition. 

Well  do  we  remember  the  time,  a  little  i.mi  \wi 
decades  ago,  when  the  good  and  thrifty  mother  of 
the  little  family  used  to  take  her  children  for  an 
evening's  ride  in  the  big  cross-bench  open  trolley 
cars  that  the  trolley  companies  of  those  days  were 
wont  to  run.  For  a  few  nickels,  the  entire  family 
enjoyed  two  or  three  hours  joy  riding  and  came 
home  tired  but  happy.  Then  in  the  interest  of 
economy,  so  the  public  were  told,  those  grand  old 
open  cars  that  had  so  many  friends  and  tender 
memories  were  consigned  to  the  scrap  heap,  or  con- 
verted to  the  all-inclosed  type  of  car.  Of  course, 
•there  were  some  who  felt  sorry  for  the  poor  railway 
company,  but  the  fact  remains  nevertheless  that  the 
heretofore  joy  riding  passengers  didn't  care  so 
much  about  riding  when  it  had  to  be  done  on  closed 
cars.  The  one  result  was  inevitable.  They  confined 
their  patronage  to  necessary  and  unavoidable  trips. 

With  the  advent  of  the  automobile  the  dormant 
desire  to  again  joy  ride  out  in  the  open  has  been 
re-created.  This  is  mainfest  any  day  at  any  time  in 
almost  any  part  of  the  country.  There  are  still 
many  of  our  populace  who  have  not  yet  arrived  at 
that  state  of  affluence  where  they  feel  they  can  sup- 
port a  private  automobile  or  flivver  in  the  style  to 
which  they  are  accustomed.  They  are  buoyed  up, 
however,  with  the  hope  that  some  of  the  more  enter- 
prising motor  bus  operators  may  see  their  way  clear 
to  offer  what  they  want,  a  ride  out  in  the  open. 

As  yet  the  evening  coaching  party  is  unknowii. 
but  who  can  tell  what  the  summer  of  1923  will  de- 
velop. It  is  not  unreasonable  for  some  enterprisinL- 
bus  operator  or  operators  to  get  together  and  duriii 
the  pleasant  summer  evenings  make  it  again  po- 
sible  for  mother  to  go  out  to  the  corner  with  h.  r 
kiddies  dressed  in  the  freshly  laundered  ginghams 
and  hail  a  passing  bus  for  an  old-fashioned  joy  ride 
at  a  moderate  price.  Who  is  going  to  do  it,  and 
how?  No  one  profes.ses  to  know,  but  it  is  hoped  that 
some  one  will  have  the  initiative  to  take  up  this  sug- 


gestion and  see  what  can  be  done. 


[2411 


242 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


Manufacturers* 
^  Section 


Developments  in  equipment  for 
vehicles,  KaraKe&  terminals — ■ 
all  the  improvements  manu- 
factured for  the  industry. 


Braking  on  All  Four  Wheels 

A  FRONT  axle  design,  fitted  with 
brakes  and  arranged  for  con- 
nection to  the  rear  axle  brake  con- 
trol, has  been  brought  out  by  the 
U.  S.  Axle  Companj',  Pottstown,  Pa. 
The  front  brakes  can  be  equalized 
with  those  of  the  rear  wheels  by  a 
rod  or  cable  connection,  or  they  can 
be  hooked  up  with  a  brake  mounted 
ion  the  transmission. 

The  front  braking  mechanism  con- 
sists of  a  lever.  A,  keyed  to  a  push 
rod,  B,  the  former  being  hooked  up 
to  the  brake  pedal.  When  this  pedal 
is  pushed  down  the  lever  moves  in 
the  direction  to  the  rear  of  the  axle, 
thus  turning  the  push  rod.  The 
threaded  ends  of  the  rod  C  then 
move  toward  the  front  wheels;  the 
cam  D  is  pressed  down,  thus  forcing 
the  lever  E  against  the  yoke  F  and 
the  long  toggle  G,  the  latter  acting 
directly  on  the  brakeshoes.  The 
brake  toggles  are  of  unequal  length 
and  are  offset  from  the  center  of  the 
pivot.  This  construction,  it  is  said, 
prevents  chattering,  because  the  shoe 
that  tends  to  wrap  into  the  drum  is 
subjected  to  a  lighter  pressure  than 
the  one  that  tends  to  push  away 
from  it.  The  rotation  is  as  shown 
by  the  arrow  in  the  drawing  of  the 
brake  mechanism. 

Brackets  mounted  on  the  side  of 


the  I-beam  axle  carry  the  one-piece 
push  rod,  which  can  move  length- 
wise so  that  the  braking  pressure  is 
equalized.  The  lower  part  of  the 
cam  D  floats  in  the  push-rod  ends, 
so  no  binding  is  caused  by  beam  de- 
flection. 

Since  the  toggle  mechanism  is  con- 


Massachusetts  Firm  Pro- 
duces Bus  Design 

WACHUSETT  MOTORS,  INC., 
Fitchburg,  Mass.,  is  making 
various  models  of  buses,  of  sixteen 
to  forty  passenger  seating  capacity, 
on  three  sizes  of  chassis.  The  model 
K  design,  shown  in  the  illustration, 
takes  a  twenty-five-passenger  body, 
measuring  213  in.  from  dash  to 
rear  end.  The  head  room  is  74  in. 
and  there  are  two  step  risers,  14  in. 
and  8  in.,  so  that  the  forward  en- 
trance is  30  in.  from  the  ground. 
The  service  door  and  main  aisle  are 
each  24  in.  wide. 

The     equipment     inside     includes 
eight  dome  lamps,  each  6  volt,  21  cp. ; 


Wachiisett  bus  with  cushion  wheels  and  notched  type  tires 


trolled  by  a  yoke,  the  shoes  are  free 
to  move,  as  is  also  the  toggle,  and 
thus  the  shoes  are  self-centering. 

One  bolt,  H,  holds  the  brake  anchor 
and  the  steering  arm  in  position,  but 
there  is  no  direct  stress  on  this  one 
bolt  through  either  part.  In  addi- 
tion the  brake  mechanism  is  covered 
in  a  neat  and  compact  manner. 


a  Petry  heating  system  using  li-in. 
pipe,  and  four  Cowles  ventilators, 
located  at  the  front  and  rear.  The 
complete  job  (chassis  and  body) 
weighs  only  7,200  lb.  and  has  a  176-in. 
wheelbase  with  581-in.  gage  front 
and  rear. 

Chassis    units    include    a    Conti- 
nental 4J   X  5i-in.   engine,   Stewart 


Arrangement    of    front    wheel    brakes 


May,1923 


BUS 

n<v\sw)Hi\noN 


243 


vacuum  feed,  Zenith  carburetor,  G. 
&  0.  radiator,  Bosch  electrical  equip- 
ment (.ignition,  starting  motor  and 
lijrhting  generator),  and  Exide  110 
amp.-hr.  battery.  Brown-Lipe  clutch 
and  four  speed  transmission  are 
used,  and  Timken  front  and  rear 
axles.  The  wheels  are  Smith  cushion 
make,  with  36x4-in.  tires  on  front, 
and  3G  X  8  on  rear. 


]\I«-tli(>(l  for  i{r(-laiiiiiiig 
Crankcuse  Oil 

'■y^HE  accompanying  illustration 
J.  represents  a  belt  driven  oil  puri- 
fier made  by  the  De  Laval  Separator 
Company.  New  York,  N.  Y.  This 
company  has  developed  a  process  for 
purifying  crankcase  oil  containing 
gasoline  in  addition  to  water  and 
other  impurities.  In  addition  to  the 
purifier  two  tanks  are  required  for 
the  process;  first,  a  tank  into  which 
the  dirty  oil  is  pumped  and  live 
steam  blown.  The  water  is  then 
drained  off  and  the  heated  oil  sent 
through  the  oil  purifier  and  into  a 
second  tank.     From  the  second  tank 


Cut-open  view  of  De  Laval  oil 
purifier,  sthowing  disks  through 
which  nil  is  forced 


the   clean    oil   can    be   drawn   off    as 
required. 

The  purifiers  come  in  different 
sizes  and  with  different  types  of 
drives.  The  one  shown  is  driven  by 
belt,  but  an  electric  motor  mounted 
on  the  purifier  or  a  steam  turbine 
can  also  be  used.  The  capacity 
varies  with  the  different  sizes  from 
5  gal.  per  hour  up  to  several  hun- 


Sectional  view  of  De  Laval  belt- 
driven  oil  purifier.  Center  pipe, 
on  the  right,  discharges  purified 

oil;  others  '■  •'■   "" •  -tlow  and 

waste 

dred.  In  a  size  recommended  for 
small  installations,  very  dirty  oil  is 
purified  at  the  rate  of  5  gal.  an  hour, 
while  oil  fairly  clean  can  be  handled 
at  15  gal.  an  hour.  This  purifier  can 
be  driven  by  a  J-hp.  electric  motor. 

The  purifier  works  on  the  cen- 
trifugal principle,  the  purifying 
being  done  at  the  upper  part  in  a 
bowl.  The  drive  is  through  a  worm 
and  wheel  (shown  in  the  lower  part 
of  the  drawing)  to  a  vertical  shaft, 
on  which  are  mounted  a  number  of 
disks.  Instead  of  being  at  right 
angles  to  the  shaft,  as  in  a  clutch, 
the  disks  slant  away,  parallel  to  the 
top  of  the  bowl.  Oil  is  fed  in  at  the 
top  and  passes  through  the  center  of 
the  bowl  to  the  bottom,  then  flow- 
ing out  and  up  through  holes  in 
disks.  The.se  holes  distribute  the  oil 
in  thin  layers  between  the  disks. 
Here  the  mixture  is  subjected  to  a 
t'-emendous  centrifugal  force,  which 


throws  off  the  remaining  traces  of 
impurities  and  water.  These  are 
forced  along  the  lower  surface  of 
each  disk  toward  a  sediment  pocket, 
from  which  they  can  be  discharged, 
while  the  pure  oil  is  forced  toward 
the  center  shaft  and  from  there  up- 
ward through  an  oil  di.scharge  outlet. 


New  I  v|)«- of  l,«»u  lliiiiji 
Bus  (lliasHiM 

THE  Uay-EUler  Motor.s  Corpora- 
lion,  .Newark.  N.  J.,  announces  a 
thirty-passenger  bus  chassis,  with 
192  in.  wheelbase.  The  height  to  top 
of  frame  from  the  ground  is  23  in. 
at  the  front,  and  24}  in.  at  the  rear, 
of  the  loaded  chassis. 

Complete  electrical  eciuipment  is 
supplied,  including  a  Bosch  4-in. 
generator,  Bo.sch  4-in.  starting 
motor,  and  Eiseman  high-tension 
magneto.  As  shown  in  the  illustra- 
tion, helper  springs  are  mounted  to 
assist  the  main  rear  springs.  These 
are  the  same  length  as  the  main 
springs  but  are  mounted  above  them 
on  each  side,  so  as  to  come  into  play 
in  absorbing  the  rebound. 

The  engine  is  a  Continental  six- 
cylinder  type,  35x51  bore  and  stroke, 
giving  42  b.-hp.  at  1,200  r.p.m. ; 
Shuler  front  axle  of  68}  in.  gage  is 
used;  Timken  worm-drive  rear  axle, 
with  74  in.  gage,  and  double  internal 
expanding  brakes.  Fuel  is  supplied 
from  a  20-gal.  gasoline  tank  mounted 
under  the  driver's  seat. 

The  drive  is  through  a  Brown- 
Lipe  multiple-disk  clutch,  a  four- 
speed  transmission  of  the  same  make 
with  direct  drive  on  high,  and  a 
tubular  propeller  shaft  with  three 
8-in.  flexible  disks.  The  shaft  is 
supported  at  the  center,  on  a  cross 
member  of  the  frame,  in  a  self-align- 
ing double-row  ball  bearing.  Metal 
wheels,  36x6  pneumatic  tires  front, 
and  36x6  dual  rear,  are  standard 
equipment. 

The  chassis  complete,  without 
body,  weighs  about  6,000  lb.  and  is 
capable  of  a  speed  of  35  m.p.h. 


Day-Kldcr  Model  .10  b>u<  chassis  with  frame  up-swept  7i  in.  at  rear  axle 


244 


BUS 

TMNSPORTATION 


Vol.2,  No.5 

that  the  workman  can  use  both 
hands  in  adjusting  and  holding  the 
lining  and  brake  band. 

The  weight  of  the  machine  shown 
in  the  illustration  is  about  250  lb., 
its  length  24  in.,  width  21   in.  and 

height  55  in. 

» 

Indicating  and  Recording 
Fare  Register 

THE  Ohmer  Fare  Register  Com- 
pany, Dayton,  Ohio,  is  now  plac- 
ing on  the  market  a  number  of  new 
recording  registers  designed  for 
motor  bus  service.    These  i-etain  the 


Looking  at  rear  of  Fremont  twcnty-une-jMssenger  coach 
mounted  on  Clydesdale  bus  chassis 


Interurban  Coach  Seats 
Twenty-one  Persons 

THE  Fremont  Metal  Body  Com- 
pany, Fremont,  Ohio,  has  de- 
veloped a  twenty-one  passenger  body 
of  the  sedan  type.  As  shown  in  the 
illustration,  it  is  mounted  on  a  bus 
chassis  made  by  the  Clydesdale 
Truck  Company,  Clyde,  Ohio.  The 
body  has  four  doors  on  the  right- 
hand  side  and  two  on  the  left,  all 
31  in.  wide.  Each  door  is  mounted 
on  four  malleable-iron  hinges,  which 
can  be  attached  either  to  the  front 
or  the  rear.  Locks  are  provided  with 
double  catches  on  all  doors. 

Interior  equipment  includes  dome 
lights,  buzzer  plates,  three  Nichols- 
Lintern  ventilators  installed  in  the 
roof,  and  a  three-rail  baggage  com- 
partment over  the  rear  of  the  body. 
A  slat  roof  is  used  under  the  bag- 
gage-rail space,  while  the  rest  of  the 
roof  is  of  the  padded  type.  In  the 
rear  is  a  trunk  25  in.  high,  54  in. 
long  and  18  in.  wide,  at  the  bottom, 
tapering  to  14  in.  at  the  top.  This 
is  covered  with  imitation  leather  to 
match  the  body  and  has  a  Coi'biii 
lock. 

Inside,  the  cushions  and  backs 
are  covered  with  heavy  imitation 
leather,  the  ceiling  and  sides  are  in 
velour  imitation  leather,  and  the  in- 
terior finish  may  be  either  walnut 
or  mahogany. 

Body  framing  is  ash  and  oak,  cov- 
ered with  20-gage  metal  on  the  sides. 
Height  inside  is  54  in.  with  a  door 
height  of  48  in.  Outside  width  is 
73  in.  at  bottom  of  windows. 

The  Clydesdale  chassis  has  a  six- 
cylinder  engine,  and  is  fitted  with 
32x6  pneumatic  tires  so  arranged 
that  duals  can  be  used  in  the  rear. 
The  four-speed  transmission  is 
mounted  on  the  engine,  with  a  step- 


up  or  over-gear  on  high  speed. 
Chassis  wheelbase  is  198  in.,  and  its 
height  is  27  in.  from  the  ground. 


Macliine  to  Reline  Brakes 
and  Clutches 

THE  Service  Station  Equipment 
Company,  Chicago,  111.,  offers  its 
univei-sal  brake  relining  machine, 
which  it  is  said  will  reline  all  brakes 
and  practically  all  fabric-faced 
clutch  disks.  Various  types  of 
rivets,  such  as  solid,  tubular  or  split, 
can  be  used  in  this  device,  which  as 
sold  includes  the  necessary  chisels, 
punches,  dies  and  anvils.  The  ma- 
chine is  operated  by  a  foot  lever  so 


Ohmcr  installation  in  motor  bus. 
Amounts  of  fare  shown  on  regis- 
ter and  on  indicator 


Punching  holes  in  brake  band  on 
relining  inachirie 


features  of  Ohmer  registers  for  elec- 
tric railway  operation,  but  have  been 
made  smaller  to  adapt  them  to  the 
more  limited  space  available  in  motor 
buses.  The  illustration  shows  an 
Ohmer  indicating  and  recording  fare 
register  with  a  capacity  of  twelve 
different  fare  denominations.  The 
registers  are  made  in  many  different 
sizes  and  styles  and  with  capacities 
for  indicating  and  recording  any 
variety  of  fare  denominations. 

The  printed  record  obtained  from 
an  Ohmer  fare  register  tells  what 
drivers  operated  the  bus,  how  many 
trips  each  driver  made,  how  many 
fares  of  each  kind  each  driver  col- 
lected on  each  trip,  the  date,  the  num- 
ber of  the  register,  and  other  infor- 
mation depending  upon  the  particu- 
lar type  used. 

The  registers  are  operated  in  a 
variety  of  ways.  That  shown  has  a 
vertical  operating  handle  which  is 
turned  horizontally  to  indicate  the 
fare  desired,  and  is  then  given  a  gen- 
tle pull  to  complete  the  registration. 


May,1923 


BUS 

TM.NSK)RTaTX)N 


245 


Light  for  l)ri>iiif;  ami 
Repairs 

THE  Robert  Bosch  Magneto  Com- 
pany, Inc.,  New  York,  N.  Y.,  has 
brought  out  the  spotlight  as  shown 
in  the  illustration.  This  is  fitted 
with  a  polished  metal  reflector  for 
throwing  the  light  aheail.  Adjust- 
ments can  be  made  in  any  direction 
by  a  double  control;  the  lamp  moves 
in  the  trunnions  at  the  side  and 
be  turned  around  by  a  pivot  at  ti.. 
bottom. 

A  knob  for  directing  the  light  and 
for  switching  the  lamp  in  or  out   is 


Spotlight    s  h  o  w  i  ti  g    swiveling 
mechayiism   and  switching"  knob 


placed  at  the  back.  The  housing  i.s 
in  black  varnish,  with  front  ring  and 
knob  of  polished  aluminum.  This 
light  can  be  furnished  for  6  or  12- 
volt  circuits,  with  or  without  the 
driving  mirror  on  the  housing  knob. 


English  Roller  Bearings  In- 
trodnced  in  This  Country 

THE  Norma  Company  of  America, 
Long  Island  City,  N.  Y.,  an- 
nounces that  hereafter  Hoffmann 
roller  bearings  in  both  standard  and 
self-aligning  types  will  be  manufac- 
tured in  this  country,  in  a  new  plant 
built  and  equipped  for  the  purpose. 
These  bearings  have  been  made  for 
years  by  the  Hoffmann  Manufactur- 
ing Company,  Ltd.,  Chelmsford,  Eng- 
land. They  are  well  known  on  the 
Continent,  it  is  said,  as  a  high-pre- 
cision, heavy-duty  unit  combining 
the  speed  qualities  of  ball  bearings 
with  a  load  capacity  beyond  that  of 
any  bail  bearing  of  equal  dimensions. 
The  standard  type  Hoffmann  bear- 
ing has  an  outer  race  or  ring  of 
plain  cylindrical  form,  with  rectang- 
ular cross-section.  This  gives  a  "flat- 
line"  race-way  on  which  the  rollers 
run.  The  inner  race  or  ring  has  a 
channel   cross-section,    with    narrow 


=u  l'l«aJl-iL 


S 


At  left,  Hoffmunn  Ktutidard  roller 
bearing.  At  right,  Hoffmann  self - 
aligning   roller  bearing 

rims  either  side  of  the  flat-line  race- 
way to  retain  the  roller  endwise. 
The  rollers,  which  are  cylindrical  with 
a  length  equal  to  their  diameters, 
are  held  parallel  with  the  shaft  and 
with  one  another  by  these  rims  or 
shoulders.  Because  of  this  short 
roller  and  of  the  retainer  construc- 
tion, it  is  claimed  that  troubles  ex- 
perienced with  types  of  roller  bear- 
ings using  taper  rollers  or  long 
rollers  of  small  diameter  are  elimi- 
nated. 

While  the  bearing  as  thus  de- 
scribed has  no  end-thrust  capacity, 
this  can  be  taken  care  of  by  thrust 
buttons  at  either  end  of  the  shaft,  or, 
where  the  end  thrust  is  large,  by 
auxiliary  ball  bearings  mounted  be- 
tween two  roller  bearings. 

In  addition  to  the  standard  type, 
which  is  rigidly  mounted,  the  same 
general  construction  is  followed  in 
the  Hoffmann  self-aligning  roller 
bearing,  also  illustrated.  In  this  type 
the  rim  of  the  outer  race  and  its  two 
covers  are  ground  to  form  one  con- 
tinuous spherical  surface.  This  fits 
a  similarly  shaped  inner  surface  on 


the  shell  or  housing.  The  bearing  is 
thus  free  to  align  itself  with  its  op- 
posite members,  the  dust  covers  fol- 
lowing every  movement.  Thus,  the.se 
'iver.s  can  be  bored  with  a  small 
!  iinning  clearance  on  the  clumping 
-ieeve,  and  it  is  said  that  lubricants 
cannot  work  out  or  dust  get  into  the 
bearing  surfaces.  In  the  type  illus- 
trated, the  clamping  sleeve  extends 
through  the  dust  covers  so  that  the 
^I'aring  can  be  mounted  without  ex- 
:">sing  its  working  parts. 

From  this  brief  description  and 
I  rom  the  sectional  illustrations  given 
here,  it  will  be  seen  that  the  Hoff- 
mann rolk'r  bearings  depart  from  no 
established  practice  of  design  or 
construction.  The  main  advantage 
claimed  for  them  is  the  extreme  pre- 
cision to  which  they  are  built.  This 
accuracy,  it  is  .said,  is  the  result  of 
special  processes  on  special  precision 
machine  tools,  checked  at  even.- 
stage  to  eliminate  the  "per.sonal  equa- 
tion" of  the  mechanic. 


Sedan  Type  Body  Seat* 
Twenty-lliree 

THE  Holcker  ilanufacturing  Com- 
pany, Kansas  City,  Mo.,  offers 
the  body  shown  in  the  accompanying 
illustration.  This  carries  twenty- 
three  passengers  on  cross  seats. 
Sheet  steel,  20  gage,  covers  the  white 
oak  framing.  The  roof  is  match- 
board with  metal  sides  covered  with 
Fabrikoid.  Fittings  include  three 
dome  lights,  each  of  21  cp.,  a  pipe 
heating  system  on  the  left-hand  side 
of  the  body,  and  drop  glass  windows 
on  both  sides.  The  interior  finish  is 
natural  wood  throughout. 

The  body  weighs  about  1,800  lb., 
and  is  17  ft.  7  in.  long  from  dash 
to  rear.  At  top  of  seat  cushions  the 
width  is  66*  in.,  tapering  down  to 
59  in.  at  the  floor  level.  Service 
doors  are  22i  in.  wide. 


From  MisKouri — .4    twenty-thrre-passengcr  Hnlrkrr  Imdn  mniinted  on  G.M.C. 
chassis.     Extra  step  above  rear  wheels  gives  access  to  seat  over  rear  axle 


246 


BUS 
TRANSPORTATION 


Vol.2.  No.5 


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248 


BUS 

TRANSPORTATION 


What  theAssodations 

are  doin^ 


News  and  happenings 
of  the  associations. 
Proceeding's  of  interest 
to  the  bus  transporta- 
tion  industry. 


Fundamentals  of  Fleet  Operation* 

Leadin)^  Operators  and  Engineers  Discuss  Selection  and  Maintenance  of  Motor 
Vehicle  Equipment — Suggestions  Made  for  S.A.E.  Standardization 

By  Edward  La  Schum 

General  Superintendent  Motor  Vehicle  Equipment. 
American  Railway  Express  Company,  New  York 


THE  business  of  the  American  Rail- 
way Express  Company  is  transpor- 
tation. In  fact,  transportation  is  its 
sole  function. 

Our  total  equipment  throughout  the 
United  States  and  Canada  consists  of 
2,636  gasoline  vehicles,  1,195  electric 
street  trucks,  324  electric  industrial 
platform  trucks  and  100  semi-trailers 
and  about  8,500  horse-drawn  vehicles, 
which  means  a  total  of  12,755  units.  Of 
these  about  33i  per  cent  in  numbers  are 
motor  vehicles,  but  this  33J  per  cent 
carries  over  50  per  cent  of  our  ship- 
ments. The  horse-drawn  vehicle  aver- 
ages approximately  12  miles  per  day, 
the  electric  vehicle  20  miles  per  day 
and  the  gasoline  vehicle  30  miles  per 
day. 

On  July  1,  1918,  when  all  the  express 
companies  were  merged,  the  new  com- 
pany found  itself  in  control  of  fifty-nine 
different  makes  of  motor  vehicles  and 
in  these  fifty-nine  different  makes  there 


•From  a  paper  given  April  19,  1923,  tie- 
fore  the  Metropolitan  Section.  Society  of 
Automotive  Engineers,  New  Y'ork. 


were  131  different  models.  Out  of  377 
trucks  manufactured  by  an  old-line 
company  we  had  twenty-one  different 
models  in  which  the  parts  were  only  in 
a  small  degiee  interchangeable. 

We  have  recently  bought  trucks  from 
an  old-line  company  and  after  receiving 
the  first  lot  changes  were  made  without 
notice  to  us  before  we  received  the 
second  lot,  which  was  purchased  a  few 
months  after  the  first,  making  it  neces- 
sary for  us  to  carry  two  radiators  in 
our  stock  room  where  one  should  have 
been  enough.  In  a  fleet  of  eight  old- 
line  trucks,  all  delivered  at  the  same 
time,  there  were  three  different  makes 
of  magnetos. 

This  great  difference  in  models  and 
in  constructional  units  complicates  our 
maintenance  problem  and  adds  much  to 
its  cost.  It  was  necessary  to  keep  away 
from  complicated  apparatus  vastly  dif- 
ferent from  standard  or  common  prac- 
tice. 

The  buyer  of  motor  trucks  should  not 
criticise  the  engineers  for  what  has 
gone  before.    It  was  necessary  to  work 


Vol.2,  No.5 

out  and  improve,  but  since  engineers  are 
now  able  to  produce  a  motor  vehicle  that 
will  perform  satisfactorily  there  is  still 
further  need  to  keep  away  from  the 
hundreds  of  accessories. 

I  don't  know  how  many  spark  plugs 
there  are  to  be  had,  but  I  do  know  that 
there  is  only  a  slight  difference,  if  any, 
in  the  intrinsic  value,  and  that  the 
operator  who  is  continuously  trying  dif- 
ferent ones  is  creating  an  unwarranted 
expense. 

New  Equipment  Needed 

I  have  asked  engineers  to  develop  a 
mileage  counter,  but  there  seems  to  be 
great  indifference  on  the  part  of  truck 
engineers.  The  old  hubodometer  prob- 
ably would  record  accurately  were  it  not 
for  the  fact  that  it  is  placed  in  the  most 
hazardous  position.  It  is  impossible, 
therefore,  to  keep  records  based  on  ac- 
tual miles  traveled,  because  there  is  no 
hubodometer  made  that  will  stay  on  the 
job. 

I  have  asked  engineers  to  provide  a 
standardized  radiator  guard,  or  at 
least  complete  a  job  when  they  turn  it 
out  by  applying  a  radiator  guard.  They, 
in  many  cases,  leave  this  up  to  the 
owner. 

I  have  repeatedly  tried  to  find  out 
just  why  it  is  necessary  to  remove  the 
seat  cushion  in  a  motor  truck,  almost 
without  exception,  to  fill  the  gasoline 
tank.  Why  can't  we  have  a  filler  pipe 
extended  out  through  the  seat  panel  so 
that  the  tank  may  be  filled  without  dis- 
turbing a  lot  of  cushions  and  curtains? 

Distribution  of  Maintenance  Costs 

I  believe  that  the  following  figures 
will  interest  those  who  have  not  gone 
into  them  in  detail.  Not  considering 
drivers'  wages,  depreciation,  interest 
and  insurance,  our  operating  costs  are 
distributed  as  shown  in  table  on 
page  249. 


NATIONAL  MOTOR  TRANSPORT 
ASSOCIATION:  President.  Patrick 
Healey.  secretary  and  coimsel  Bridge- 
port &  Waterbury  Passenger  Service, 
Inc.,  36  North  Main  Street.  Waterbury, 
Conn.  ;  manager  and  secretary,  B.  B. 
Burritt,  Fisk  Building,  250  West  Fifty- 
seventh  Street,  New  York.  N.  Y. 

ARIZONA  MOTOR  TRANSPORTA- 
TION ASSOCIATION:  President,  D. 
C.  O'Neil,  Douglas.  Ariz. :  secretary.  F. 
A.  Jones.  127  North  Central  Avenue, 
Phojnix.  Ariz.  ^  , 

MOTOR  CARRIETIS'  ASSOCIATION: 
Pre.sident,  W.  E.  Travis,  president  Cali- 
fornia Transit  Company.  San  Francisco. 
Calif.;  secretary,  James  G.  Blaine,  1290 
Bush  Street.  .San  Francisco.  Calif. 

CONNECTICUT  MOTOR  STAGE  AS- 
SOCIATION :  President.  Patrick  Healey. 
secretary  and  counsel  Bridgeport  & 
Waterbury  Passenger  Service,  Inc.,  36 
North  Main  Street.  WMtcrbury.  Conn.: 
secretary,  Edward  J.  (JiUlca,  treasurer 
Congress  Taxi  Company,  Danbury, 
Conn. 

DELAWARE  BUS  TRANSPOHT.A- 
TION  ASSOCIATION  :  President.  George 
A.  Moses,  treasurer  West  Chester  &  Wil- 
mington Transportation  Company,  Wil- 
mington. Del.  ;  secretary.  C.  S.  White, 
president  Delaware  Rapid  Transit  Com- 
pany. Wilmington,  Del. 

MOTOR  TRUCK  ASSOCIATION  OF 
FLORIDA:  President.  W.  T.  C.'illahan. 
Miami :  secretary-treasurer.  D.  E.  Mc- 
Mann,  36  N.  W.  1st  St..  Miami.  Fla. 


Motor  Bus  Organizations 

GEORGIA  MOTliK  HIS  &  TRANS- 
PORT.ATION  ASSOCIATION:  Presi- 
dent. B.  A.  Harri.soii,  llainbridge,  Ga.  : 
secretary.  W.   M.  Riley,   Decatur.   Ga. 

INDIANA  MOTOR  BUS  OWNERS' 
ASSOCIATION:  President.  H.  E.  Jahns. 
general  manager  Jahns'  Bus  Lines,  La 
Porte.  Ind.  ;  treasurer,  W.  E.  Rentschler, 
manager  Indiana  Motor  Bus  Company. 
Plymouth,  Ind. 

IOWA  MOTOR  TRANSPORTATION 
ASSOCIATION:  President,  J.  Edging- 
ton,  Des  Moines.  Iowa ;  secretary,  E.  P. 
Cronk,  Des  Moines,  Iowa. 

MICHIGAN  HIGHWAY  TRANS- 
PORTATION ASSOCIATION :  Presi- 
dent, E.  Foster  Moreton.  president 
Moreton  Trucking  Company,  Third  and 
Howard  Streets.  Detroit,  Mich.  :  secre- 
tary, H.  H,  Hardy.  Fireproof  Storage 
Company,  Lansing.  Mich. 

MINNESOTA  MOTOR  BUS  ASSO- 
CIATION: Presidi-nt,  Rodney  S.  Dim- 
mick.  president  Touring  Car  Bus  Com- 
pany, 29  .Seventh  Street,  North.  Minne- 
apolis. Minn.  :  secretary.  Earl  F.  Jack- 
.son.  Endicott  Arc-ulc.   St.   Paul.   Minn. 

NEW  JERSEY  BUS  TR.VNSPORTA- 
TION  ASSOCIATION:  President,  John 
Morning,  408  Warren  Street,  Newark. 
N.  J.  ;  secretary.  Harry  Buesser.  79 
Madison   Street.   Guttenberg.  N.  J. 

NEW  JERSEY  AUTO  BUS  ASSO- 
CIATION: President,  George  F.  Sey- 
mour, Jr.,  20  Clinton  Street.  Newark, 
N.  J.  :  secretary,  George  L.  Cowan,  20 
Clinton  Street,  Newark,  N.  J. 


AUTO  BUS  .A.SSOCI.\TION  OF  NEW 
YORK  STATE:  President,  Stanley 
Chatterton.  treasurer  White  Rapid  Tran- 
sit Company.  Lima.  N.  Y.  :  secretary 
and  treasurer,  James  J.  Dadd.  president 
Rochester  Bus  Lines  Advertising  Cor- 
poration. 120  Vermont  Avenue.  Roches- 
ter. N.  Y. 

OHIO  MOTOR  BUS  ASSOCIATION: 
President,  R.  E.  McCoUum,  Ohio  Motor 
Bus  Company,  Columbus.  Ohio :  secre- 
tary. C.  J.  Randall.  419  Majestic  Build- 
ing. Columbus,  Ohio. 

AUTOMOTIVE  CARRIERS'  ASSO- 
CIATION OF  OREGON :  President,  Max 
H.  Clark,  Camas  Stage  Company.  Port- 
land. Ore.  :  secretary.  J.  L.  S.  Snead. 
manager  Oregon  Auto  Stage  Terminal 
Company,  Portland,  Ore. 

PENNSYLVANIA  MOTOR  BUS  OWN- 
ERS' ASSOCIATION:  President,  Frank 
Martz,  treasurer  White  Transit  Com- 
pany, Plymouth.  Pa.  :  treasurer.  W.  J. 
Bmerick.  president  Emerick  Bus  Lines, 
Bellefonte.  Pa. 

WASHINGTON  AUTO  TRANSPOR- 
T.\TION  ASSOCIATION :  President.  A. 
C.  Ellington,  Des  Moines  .\vito  Company, 
•Seattle.  Wash. ;  secretary  -  manager. 
Erven  H.  Palmer,  Terminal  Building, 
Seattle,  Wash. 

WISCONSIN  MOTOR  TRANSPOR- 
TATION ASSOCIATION:  President,  A. 
C.  Homan.  Menasha,  Wis.  ;  secretary. 
E.  H.  Kambe,  Caswell  Block,  Milwaukee, 
Wis. 


May,1923 


BUS 

TRANSPORTADON 


249 


Per  Cent 

of  Toiiil 

Gasolint  ...  .  .    30.00 

Cylinder  oil   ..  2.25 

Tire  costs    2.SU 

Painting    1.30 

Body  repairs ....      4.7.') 

Chassis  repairs    35.20 

Garage  expenses    24.00 

Total    1 00.00 

From  the  above  you  will  see  that 
gasoline  is  one  of  the  important  items 
of  expense.  Gasoline  should  be  saved, 
first,  by  knowinp  that  the  carbureter  is 
ripht  for  the  particular  truck,  and  that 
any  adjustments  are  made  by  a  capable 
carbureter  man.  Better  still,  use  a  non- 
adjustable  carbureter.  Then  teach  the 
driver  that  a  rich  mixture  which  may 
get  him  over  the  grade  without  shifting 
gears  is  bound  to  waste  3.")  per  cent; 
this  waste  will  accumulate  carbon, 
which  will  cause  a  bad  working  engine 
in  a  short  time,  and  as  a  matter  of  fact 
if  he  would  shift  the  gears  he  could  go 
over  the  grade  with  the  whole  machine 
in  better  condition  than  the  fellow  who 
is  kidding  himself  about  wonderful 
flexibility  or  pulling  power. 

I  believe  that  auxiliary  air  device.< 
which  are  operated  from  the  dash,  as 
the  driver  may  see  fit,  will  accomplish 
nothing,  but  an  auxiliary  air  device 
might  be  so  constructed  that  it  will 
function  only  at  prearranged  engine 
speeds  by  hooking  it  up  with  an  ac- 
celerator pedal  or  fly-ball  governor. 

Tire  costs,  we  must  agree,  are  very 
low.  As  a  matter  of  fact,  the  tire  cost 
today  is  approximately  2.5  per  cent  of 
what  it  was  in  1913  and  1914.  Solid 
and  pneumatic  tires  give  at  least  four 
times  the  mileage  they  did  in  the  period 
mentioned,  and  from  two  and  one-half 
to  three  times  as  much  service  as  the 
old  mileage  guarantee,  which  was  from 
3.500  to  5,000  miles  on  pneumatics  and 
from  7,000  to  8,000  miles  on  solids. 

The  greatest  item  of  expense  is  me- 
chanical repairs  to  chassis.  I  believe 
the  cost  of  mechanical  repairs  to 
chassis  can  be  kept  down  only  by 
proper  garage  employees;  that  is,  in- 
spector mechanics  taking  a  stitch  in 
time;  by  lubrication,  which  it  is  criminal 
to  neglect,  and  last,  but  by  no  means 
least,  instruction  should  be  worked  out 
to  give  the  driver  a  more  extended  con- 
ception of  his  duties  and  responsibilities 
for  the  valuable  equipment  in  his  hands. 

Discussion  of  the  Paper 
Systematic  inspection  and  education 
of  operators  are  the  most  important 
means  of  getting  economy,  said  J.  F. 
Winchester,  in  commenting  upon  the 
paper.  Mr.  Winchester,  who  is  super- 
visor of  motor  vehicle  equipment  for  the 
Standard  Oil  Company  (New  Jersey), 
urged  the  S.A.E.  to  standardize  a  cost 
accounting  system,  since  the  present 
forms  for  analyzing  costs  are  too  ex- 
pensive to  keep.  A  mechanical  installa- 
tion sheet  showing  the  details  of  vehicle 
construction  would  also  be  a  great  help 
in  handling  maintenance  work,  particu 
larly  if  the  manufacturers  would  supply 
operators  with  up-to-date  information 
on  tolerance  and  fits.  Such  a  record 
would  make  available  accurate  informa- 


tion as   to  sizes  of  cylinders,  pistons, 
gears  and  other  replacement  parts. 

Cushion-type  tires,  Mr.  Winchester 
believes,  should  be  recognized  by  the 
state  legislature  and  given  a  better 
rating  than  the  solid  tires,  instead  of 
being  classed  with  them.  Tire  costs 
alone  have  little  meaning,  and  the 
economy  of  different  lire  equipments 
should  be  judged  only  by  a  study  of  the 
general  operating  costs.  To  illustrate 
this  he  gave  the  following  figures  on 
two  different  types  of  tires,  each  used 
on  fleets  of  twelve  vehicles  for  slightly 
more  than  two  years: 

Tire  Cost.        Repair  Cost,  Mechanical  Cost. 
Cents  per  Mile  Cents  per  Mile  Cents  per  Mile 
2.72                     10.43                     17.53 
1.67 7;29 13.17 

Other  parts  of  the  vehicle  that  .should 
bi  improved  are  the  magnetos,  as  most 
of  those  now  made  are  not  as  efficient 
as  the  old  German  magnetos  made  be- 
fore 1914.  The  generator  wiring  should 
be  installed  more  securely  and  gen- 
erators made  to  work  with  the  nickel- 
plate  type  of  storage  battery. 


F.  C.  Horner,  consultinfc  transporta- 
tion engineer  of  the  General  Motors 
Corporation,  told  of  the  maintenance 
system  used  by  the  London  General 
Omnibus  Company.  The  daily  driver's 
report  is  the  basis  of  the  system.  This 
i."  made  on  a  form  covering  a  month's 
operation.  Each  bus  is  inspected  daily, 
however,  all  the  important  parts  being 
examined,  even  though  no  trouble  has 
been  reported.  .\s  an  example  of  the 
care  with  which  the  work  is  done,  Mr. 
Horner  said  that  the  steering  arms  and 
connections,  which  are  highly  polished, 
are  wiped  off  every  night  with  a  rajf 
dipped  in  kerosene.  This  has  reduced 
the  accidents  from  steering  gear  failure 
about  30  or  40  per  cent. 

David  Beecroft  told  of  a  study  of  fleet 
operation  made  among  some  5,000  own- 
ers, of  whom  50  per  cent  wanted  sim- 
plification of  their  motor  vehicle  equip- 
ment. One  such  operator  suggested  a 
change  in  design  so  that  universal  joints 
are  not  required  of  tho.se  who  are  held 
responsible  for  lubricating  many  of  the 
chassis  parts. 


New  York  As^^ociation  Active 


THE  Auto  Bus  Association  of  New 
York  State  held  a  sectional  meet- 
ing on  April  12  at  Utica,  N.  Y.  Presi- 
dent Stanley  Chatterton  of  Lima  and 
Vice-President  F.  D.  Carpenter  of 
Black  River  presiding.  A  large  num- 
ber of  bus  men  from  Utica  and  vicinity 
attended  the  meeting,  and  every  bus 
line  represented  that  was  not  already 
a  member  joined  the  association.  The 
association  now  has  a  membership  of 
more  than  forty  bus  lines  in  the  state, 
representing  an  invested  capital  of 
nearly  $5,000,000,  and  is  adding  new- 
members   rapidly. 

At  a  directors'  meeting,  prior  to  the 
regular  session,  Secretary  Dadd's 
mutual  insurance  plan  was  approved. 
This  plan  advocated  joining  the  Mer- 
chants' Mutual  Casualty  Company  of 
Buffalo  as  a  subsidiary  for  two  years, 
and  if  it  seemed  best  to  do  so  after 
that  time  to  run  its  own  mutual  in- 
surance.    This  mutual  insurance  is  for 


Meetings,  (lonventioiis 
and  Exhibits 

.May — National  Automobile  ChamLiir 
of  Commerce,  Directors  Meeting, 
Detroit.  Mich. 

May  10 — National  Highway  Traffic  As- 
sociation Automobile  Club,  247  W. 
54th   St...  New  Yorli. 

May  17 — Auto  Bus  Association  of  New 
York    State,    Syracuse,    N.    Y. 

June  1.5 — Jlotor  Hus  and  Transporta- 
tion Meeting,  Piedmont  Hotel. 
Atlanta.    Ga. 

June  25-29 — Automotive  Equipment 
-Association.   Dixvillc  Notch,   N.   H. 

July  14-15 — Idaho  Automotive  Trade 
Association.   Twin    Fall.<!.    Idaho. 

Oct.  1-.5 — National  Safety  Council  & 
Kxhibit.  Buffalo,  N.  Y. 

Oct.  25-26 — Society  of  .Automotive  Kn- 
Rineers  (Production),  Cleveland. 
Ohio. 

Dec.  l!i— Philadelphia  Motor  Truck 
.\ssr,olation,   Philadelphia.   Pa. 


members  of  the  Auto  Bus  Association 
only  and  its  initial  premium  will  be  a 
flat  reduction  of  15  per  cent  on  existing 
premium  costs. 

The  association  went  on  record  as 
not  favoring  Assemblyman  Jesse's  bill 
relative  to  sightseeing  buses  being  al- 
lowed to  operate  without  a  permit  from 
the  Public  Service  Commission,  and  the 
secretary  was  authorized  to  present  the 
views  of  the  association  at  the  public 
hearing  on  the  bill  at  .Mbany  on  April 
Ifi.  At  this  hearing  Mr.  Dadd  offered 
an  amendment  to  the  transportation 
law  which  would  in  the  future  obviate 
the  necessity  of  such  interpretation  in 
the  laws  covering  all   buses. 

Other  meetings  of  the  association 
were  held  during  the  week  of  April 
15  at  Massena,  Ogdensburg  and 
Watertown,  with  the  same  result  as 
previous  meetings,  namely,  an  increase 
in  the  membership  of  the  association. 

The  next  regular  state-wide  meeting 
of  the  association  will  be  held  on 
Thursday,  May  17,  at  Syracuse.  This 
will  be  a  meeting  of  the  bus  men  of  the 
entire  state.  Men  of  wide  repute  will 
speak.  Bus  owners  and  operators  are 
urged  to  keep  this  date  open  so  that 
they  can  attend  the  meeting. 

Buses  will  run  from  various  parts 
of  the  state  to  bring  bus  men  to  the 
state-wide  meeting.  Secretary  Dadd 
has  arranged  with  several  bus  manu- 
facturers to  run  their  demonstration 
models  of  buses  over  designated  routes, 
on  a  .scheduled  time  that  will  be  an- 
nounced later  by  letter  to  all  bus 
men.  Buses  will  start  from  Buffalo, 
Rochester,  Watertown,  .Albany,  White 
Plains,  Binghamton,  Hornell  and  other 
places,  making  stops  all  along  the  line 
until  Syracuse  is  reached. 

This  arrangement  will  afford  an 
agreeable  and  convenient  method  of 
reaching  the  meeting. 


250 


BUS 

TR\NSPORTATION 


Vol.2,  No.5 


Financing  Sales  on  Deferred 
Payment  Plan* 

By  Henry  Farmer 

Farmer  &  Ochs  Finance  Company,  Xew  York 


THE  problem  of  merchandising  mo- 
tor vehicles  has  become  so  closely 
related  to  the  problem  of  financing 
sales  made  on  the  deferred-payment 
plan  that  the  one  cannot  be  considered 
without  taking  into  account  the  other. 

It  is  stated,  on  good  authority,  that 
banking  and  financing  organizations 
of  the  country  must  absorb  yearly  more 
than  $250,000,000  in  notes  or  other 
paper  used  in  the  deferred-payment 
sales  of  trucks.  The  subject  is  therefore 
a  pertinent  one,  as  at  present  inotor- 
truck  paper  is  in  bad  repute  with  bank- 
ers, and  to  a  large  extent  with  finance 
companies. 

The  objectionable  features  to  truck 
paper  from  a  banking  standpoint  ap- 
pear to  be  as  follows:  (1)  Weak  pur- 
chasers; (2)  weak  dealers;  (3)  long- 
term  paper;  (4)  lack  of  co-operation 
by  manufacturers. 

If  these  reasons  are  sufficient  to  jus- 
tify the  banks  in  their  attitude  towards 
truck  paper,  what  can  be  done  to  cor- 
rect the  situation?  My  suggestions 
would  be  as  follows: 

1.  As  regards  weak  purchasers.  The 
manufacturers  should  endeavor  to 
supervise  sales  of  their  dealers,  espe- 
cially those  who  are  seeking  finance  ar- 
rangements, so  as  to  prevent  sales  to 
purchasers  who  have  no  means  beyond 
the  original  down  payment.  They 
should  explain  to  the  dealers  the  folly 
of  selling  without  a  sufl^cient  down  pay- 
ment, and  point  out  the  inevitable  re- 
sult of  such  sales.  The  dealers  should 
also  be  impressed  with  the  importance 
of  thoroughly  investigating  the  pur- 
chaser, and  with  the  wisdom  of  re- 
fusing to  sell  unless  such  investigation 
is  entirely  satisfactory.  We  have  had 
transactions  offered  to  us  where  the 
credit  investigation  has  shown  that  the 
prospective  purchaser  has  served  a  jail 
sentence  and  in  many  cases  the  men 
have  been  out  on  bail.  This  would  in- 
dicate either  no  investigation  on  the 
part  of  the  dealer,  or  an  inclination  on 
his  part  to  take  a  gamble. 

2.  The  appointment  of  weak  dealers. 
The  manufacturers  should  not  appoint 
dealers  without  a  thorough  investiga- 
tion, and  should  refuse  absolutely  to 
have  any  business  relations  with  a 
dealer  who.se  record  is  not  clean.  Deal- 
ers should  not  be  appointed  who  have 
an  inadequate  financial  standing,  even 
if  their  reputation  is  good.  The  capi- 
tal of  many  dealers  is  entirely  tied 
up  in  trade  allowances  and  they  have 
no  liquid  assets  with  which  to  conduct 
their  business. 

The  manufacturer  should  insist  that 
the  dealer  has  sufficient  capital  to  take 
care  of  a  normal  trade-in  inventory, 
and  a   surplus   with   which   to   conduct 

•Abstract  of  paper  given  .Tan.  II.  1923. 
at  Motor  Truck  Conference.  National  .\uto- 
mobile  Chamber  of  Commerce,  New  York 


his  business  properly.  It  is  my  opin- 
ion that  until  some  plan  is  devised  for 
correcting  the  trade-in  evil,  it  will  be 
difficult  to  improve  the  character  of  the 
paper  much  from  a  banking  stand- 
point. Manufacturers  should  give 
greater  supervision  to  the  business 
methods  of  their  dealers.  Many  deal- 
ers can  sell  trucks  but  they  have  no 
knowledge  of  how  to  run  a  business. 
These  men  need  advice  along  the  lines 
of  properly  organizing  their  sales,  serv- 
ice and  accounting  departments. 

If  the  dealers  were  convinced  of  the 
importance  of  having  their  customers' 
notes  paid  promptly,  they  would  un- 
doubtedly install  a  system  of  follow- 
ing up  these  notes  and  seeing  that  they 
were  paid  on  the  due  date.  The  deal- 
ers should  be  impressed  with  the  im- 
portance of  meeting  their  indorsements 
promptly.  Perhaps  the  present  laxity 
is  due  to  their  financial  condition,  but 
many  dealers  appear  to  think  it  in 
order  to  allow  the  notes,  if  unpaid  by 
the  purchaser,  to  be  protested  and  re- 
turned to  the  finance  company,  they  re- 
lying on  the  collection  from  the  pur- 
chaser before  they  really  make  good 
their  indorsement. 

3.  Long-term  paper.  The  manufac- 
turers should  attempt  to  discourage  the 
selling  of  trucks  on  a  long-term  basis. 
While  the  eighteen-month  paper  on 
heavy-duty  trucks  might  at  times  pay 
better  than  twelve-month  paper,  there 
is  an  inclination  to  extend  it  to  the 
smaller  models,  for  which  there  can 
be  no  excuse.  The  factory  branches 
seem  to  be  pioneers  in  this  practice, 
and  are  extending  the  period  in  some 
cases,  I  am  told,  to  twenty  and  twenty- 
four  months. 

4.  Lack  of  co-operation  by  manufac- 
turers. The  manufacturers  should  co- 
operate with  the  banks  in  the  resale 
of  repossessed  trucks,  whether  or  not 
they  are  indorsers  on  the  notes.  They 
have  the  facilities  for  reconditioning 
and  reselling  the  trucks,  which  no 
bank  or  finance  company  can  have.  I 
know  of  no  better  way  of  making  truck 
paper  more  attractive  to  banks  and 
finance  companies  than  for  the  manu- 
facturer to  assist  in  securing  a  fair 
market  price  for  repossessed  trucks. 
Trucks  properly  sold  should  bring  the 
amount  of  the  unpaid  notes  if  prop- 
erly remarketed  after  repossession.  In 
this  way  the  trucks  will  be  kept  out  of 
the  hands  of  the  so-called  "gyps"  and  in 
time  a  staple  resale  value  of  trucks 
will   be  established. 

From  a  banking  standpoint  I  realize 
that  these  suggestions  would  not  elim- 
inate all  the  undesirable  features,  but 
they  would  at  least  help.  Under  our 
plan  of  financing  automobile  paper  we 
have  endeavored  to  assist  the  dealers 
and  factories  in  making  their  paper 
more  attractive  to  the  banks. 


This  plan  primarily  contemplates 
putting  the  dealer  in  a  position  to 
finance  through  his  local  bank  by 
means  of  a  surety  company  bond  guar- 
anteeing the  payment  of  the  notes  to 
the  bank.  The  bond  removes  all  ques- 
tion on  the  part  of  the  bank  as  to  the 
security  of  the  collateral.  The  bank 
does  not  even  have  to  concern  itself  as 
to  whether  the  lien  instrument  is  valid, 
or  whether  the  truck  has  been  insured, 
or  the  responsibility  of  the  maker  or 
indorser;  the  bond  is  an  absolute  guar- 
antee to  pay  if  the  maker  and  indorser 
fail  so  to  do.  In  order  to  secure  such 
a  bond  the  dealer  purchases  from  his 
bank  a  certificate  of  deposit,  payable 
to  the  surety  company,  for  10  per  cent 
of  the  amount  of  the  notes,  and  this 
certificate  of  deposit  acts  as  a  com- 
pensating balance  to  the  bank  for  the 
loan  and  also  as  collateral  to  the  surety 
company.  The  cost  is  2  per  cent  per 
annum  on  the  amount  of  the  notes, 
which  includes  a  coverage  protecting 
the  dealer  against  conversion  of  the 
truck  by  the  purchaser.  Where  the 
dealer  prefers  to  send  the  paper  to  us 
for  discount  rather  than  handle  it 
through  his  local  bank,  we  make  an  ad- 
ditional charge  of  1  per  cent  per  annum 
on  the  amount  of  the  notes,  making  the 
total  charge  3  per  cent,  if  discounted 
by  us.  Dealers  seem  inclined  to  send 
their  paper  to  us  rather  than  discount 
it  through  their  local  banks.  This,  we 
believe,  is  partly  due  to  the  fact  that 
they  follow  the  line  of  least  i-esistance, 
and  also  because  they  have,  in  some 
cases,  direct  loans  with  the  bank  and 
feel  that  this  would  be  asking  for  ad- 
ditional accommodation. 

The  banks  should  consider  this  paper 
separate  and  apart  from  their  regular 
loans  to  the  dealers,  for  they  are  really 
buying  securities  at  a  rate  of  interest 
which  they  cannot  obtain  on  other  pa- 
per of  equal  value.  Even  where  local 
banking  arrangements  are  made  the 
bank  will  reach  its  limit  irrespective 
of  the  guarantees  back  of  the  paper, 
but  after  that  limit  has  been  reached 
the  dealer  can  send  the  paper  to  us 
for  discount.  If  this  plan  is  followed, 
with  the  resources  we  have  for  money, 
I  believe  we  can  take  care,  through  our 
plan,  of  a  large  proportion  of  the  mo- 
tor-truck financing  of  the  country. 


Highway  Body  Elects  Officers 

AT  A  MEETING  of  the  Lakes-to-the- 
Gulf  Highway  Association  held  at 
Sedalia,  Mo.,  on  March  15,  Frank  E. 
AtA'ood  of  Carrolton,  Mo.,  was  elected 
president.  Other  officers  named  were: 
.J.  A.  Anderson,  Princeton,  first  vice- 
president;  Guy  B.  Mitchell,  Branson, 
second  vice-president;  M.  V.  Carroll, 
Springfield,  Mo.,  secretary-treasurer, 
and  directors  for  Missouri  counties 
traversed  by  the  highway. 

It  is  believed  that  the  development  of 
this  highway  will  eventually  lead  to  the 
formation  of  bus  lines  to  serve  the 
communities  along  the  route,  many  of 
which  are  not  now  reached  by  the 
steam  railroads. 


May,1923 


BUS 

TRANSPORTATION 


251 


Hov 


Bus  I'alivs  at  S.  A.  E.  Mt'eliiius 

.Maintenance   Experience  Is   Used  to  Ituild  Better  Buses — EngineiTs 
.Service  iMcn  Discuss  Mechanical  Kequirenients  in  Operation 


ind 


NKARLY  every  month  the  bus 
makes  itself  known  at  meetings  of 
the  Society  of  Automotive  Engineers. 
In  January  at  Minneapolis,  at  New 
York  in  February  anil  March,  matters 
relating  to  bus  maintenance  and  con- 
struction were  di.scussed.  .Ml  of  these 
were  meetings  of  local  organizations  or 
sections  of  the  engineering  society. 
Now  comes  a  national  meeting  held 
.April  26-28  at  Cleveland,  where  the 
business  of  motor  vehicle  transporta- 
tion was  the  sole  subject.  The  pro- 
ceedings at  this  meeting  are  described 
elsewhere  in  this  issue. 

At  a   meeting  held  at  \ew  York  on 


ciely  of  Automotive  Engineers,  on 
Jan.  3,  mechanical  requirements  of  bus 
service  was  discussed  by  M.  O.  Moeller, 
mechanical  superintendent  Mack  Truck 
Company,  Minneapolis.  II.  L.  Bolluni, 
president  Twin  City  Motor  Bus  Com- 
pany, Minneapolis,  spoke  on  motor  bus 
line  operation. 

The  dilferent  units  required  to  give 
erticient  operation  were  taken  up  in 
Mr.  Moeller's  talk.  The  engine,  he  be- 
lieves, should  not  be  too  high  speed  since 
gear  reductions  can  be  used  to  get  the 
necessary  vehicle  speed.  Valves,  mag- 
neto and  carburetors,  the  parts  which 
usually  give  the  most  trouble,  should  be 


Second,  the  great  activity  in  road 
building. 

Third,  the  public  preference  for  bus 
transportation,  particularly  for  short 
distances,  this  third  cause  being  due  no 
doubt  almost  entirely  to  the  lirst  two 
causes. 

The  speaker  advocated  the  unit  re- 
pair system  where  engines  or  rear 
axles  can  be  taken  out  and  replaced 
with  others  out  of  8t<ick.  In  order  to 
work  this  in  the  most  satisfactory 
form,  the  bus  operator  must  stand- 
ardize on  as  few  different  models  as 
possible.  With  the  constant  changes 
in  design  now  going  on  the  question 
of  standardization  is  of  course  difficult. 

The  driver  is  one  of  the  most  impor- 
tant factors,  however.  According  to 
his  ability,  his  enthusiasm  for  his  job 
and  his  loyalty  to  his  employer,  are  op- 


March  l.T,  \V.  p.  Kennedy  advocated 
the  use  in  local  transportation  of  what 
he  calls  a  flexible  vehicle,  a  mixture  of 
trolley  bus  and  storage-battery  or  gaso- 
line design,  whereby  the  wire  could  be 
used  part  of  the  time  and  the  open 
road  the  rest.  An  abstract  of  Mr. 
Kennedy's  paper  appears  elsewhere  in 
this   issue. 

The  February  meeting  of  the  same 
organization  was  featured  by  a  talk 
given  by  R.  E.  Fielder,  chief  engineer 
Fifth  .Avenue  Coach  Company.  Mr. 
Fielder's  remarks,  which  appear  here- 
with, describe  how  maintenance  experi- 
ence can  be  used  in  improving  con- 
struction  of  equipment. 

Before  the   Minneapolis   section,   So- 


t  tjtit  Avenite  (  oacn  C'lm iminj 
methods  of  storing  maintenance 
equipment.  Small  toots  and  gas- 
kets are  kept  on  boards  ready 
for  service 

so  placed  that  they  can  be  changed  in 
only  a  few  minutes,  instead  of  laying 
up  the  apparatus  for  several  hours. 
Much  cylinder  and  bearing  wear,  as 
well  as  difficulty  with  lubricating  oil, 
can  ke  "overcome  when  a  suitable  car- 
buretor is  chosen. 

Causes   of   Bus  Growth 

The  great  rise  of  the  bus  operating 
industry  within  the  last  five  years  is 
due,  according  to  Mr.  Bollum,  to  three 
causes:  First,  the  improvements  made 
in  design  by  chassis  and  body  manu- 
facturers, and  the  development  of  the 
'arge  pneumatic  tires. 


crating  costs  nominal  or  excessive.  On 
the  one-man  bus  he  is  chauffeur, 
mechanician,  conductor  and  ticket 
agent  all  in  one.  He  is  the  medium  of 
contact  between  the  bus  company  and 
the  public.  Upon  him  rests  the  re- 
sponsibility of  maintaining  his  .schedule, 
collecting  fares  and  acting  as  general 
information  bureau.  He  is  abused  by 
one  passenger  for  loafing  and  by  an- 
other for  driving  too  fast.  He  gets  all 
this  blame  from  the  passengers,  besides 
being  considered  a  road  hog  by  other 
drivers.  Through  it  all  he  is  expected 
to  maintain  a  genial  disposition. 

His  employer  expects  him  to  look 
neat  and  clean,  wear  good  clothes, 
despite  the  fact  that  rain  or  shine  he 


252 

must  change  tii'es  and  occasionally 
make  adjustments  and  repairs.  He 
must  know  his  place,  not  be  pre- 
sumptuous, but  he  must  tactfully  in- 
form garrulous  passengers  that  he  can- 
not carry  on  a  conversation  and  drive 
his  bus  at  the  same  time.  He  is  beset 
with  requests  to  deliver  messages  and 
parcels  along  his  route,  regardless  of 
regulations  to  the  contrary. 

Service  Discussed  at  New  York 

At  a  joint  meeting  of  the  Metropoli- 
tan Section,  Society  of  Automotive  En- 
gineers, and  of  the  Automotive  Service 
Association,  held  ion  Feb.  8  in  New 
York,  automotive  engineers  and  service 
station  men  discussed  the  relation  of 
factory   and   service    problems. 

R.  E.  Fielder,  chief  engineer  of  the 
Fifth  Avenue  Coach  Company,  said 
that  in  bus  operation  where  vehicles 
must  be  operated  eighteen  hours  a  day, 
365  days  in  a  year,  it  will  never  be 
profitable  to  go  to  an  independent 
garage  or  service  station  and  expect  to 
get  immediate  attention,  at  any  time  of 
day  or  night.  The  operating  company 
should  employ  experienced  mechanics, 
and  the  time  of  these  men  must  be  di- 
vided so  that  it  covers  the  whole  period 
of  daily  operation. 

The  fundamental  requirements  of  the 
operator,  according  to  Mr.  Fielder,  are 
accessibility,  simplicity,  independent 
unit  construction,  light-weight  units 
that  are  easily  handled,  elimination  of 
surplus  refinements,  foolproof  and  ac- 
cessible adjustments,  and  lubrication 
devices  that  are  accessible  and  have 
adequate  storage  capacity.  As  an  ex- 
ample of  a  system  for  making  the 
experience  of  the  operating  end  avail- 
able to  those  who  build  the  vehicles,  he 
described  the  following: 

1.  Every  operating  unit  should  be 
supplied  daily  with  a  card  so  pre- 
pared that  the  driver  can  write  thereon 
all  the  faults  and  defects  with  which 
he  has  had  experience  during  that  day. 
He  should  also  note  the  mileage  op- 
erated and  fuel   and   oil   consumed. 

2.  An  experienced  mechanical  in- 
spector should  be  stationed  at  the 
garage  to  receive  the  card  from  the 
driver,  make  an  inspection  of  the 
vehicle  in  the  driver's  presence,  and 
check  the  report  according  to  the  card. 

3.  Assuming  that  fifty  or  more 
vehicles  are  in  operation,  then  adjust- 
ments and  repairs  will  be  handled  by 
specialists,  such  as  men  on  brakes,  rear 
axles,  transmissions,  engines,  ignition, 
fuel  tanks  and  carburetion.  To  each  of 
these  men  will  be  given  a  sheet  on 
which  will  be  marked  the  numbers  of 
vehicles  that  need  his  attention.  Thus 
the  information  checked  by  the  inspec- 
tor from  the  driver's  card  will  be  trans- 
ferred to  the  mechanic's  sheet  so  that 
he  can  make  these  adjustments  and 
repairs  in  the  garage.  The  mechanic 
will  also  be  responsible  for  stating  the 
correct  information  regarding  adjust- 
ment or  defects  that  he  finds. 

4.  The  mechanic's  sheets,  after  being 
used  by  him,  will  be  turned  in  to  the 
main  office,  where  the  reports  will  be 
transferred  to  a  master  record  sheet  of 


BUS 

TR\NSPORTAnON 

that  particular  vehicle.  This  master 
or  general  inspection  sheet  will  serve 
as  a  guide  to  the  mechanics  in  charge 
of  the  overhauls  made  every  2,000 
miles,  informing  them  of  particular 
weaknesses.  The  general  inspection 
sheet  should  also  carry  the  miles  the 
vehicle  has  operated,  and  the  amount 
of  gasoline  and  oil  consumed. 

5.  The  sheet  having  been  completed 
by  the  mechanics  or  others  in  charge  of 
repair  and  maintenance  will  be  used 
to  analyze  operating  difficulties. 

In  closing,  Mr.  Fielder  called  atten- 
tion to  the  need  of  adequate  tools  and 
facilities  for  use  in  the  maintenance 
department.  This  is  imperative,  as  is 
also  efficient  cai'e  of  such  tools  and 
equipment.  In  the  accompanying  illus- 
trations are  shown  some  simple 
methods  he  recommends  of  storing 
such  equipment. 


Battery  Dimensions  to  Be  Studied 

THE  second  meeting  of  the  automo- 
tive simplified  practice  committee 
was  held  in  New  York  at  the  offices 
of  the  Motor  and  Accessory  Manufac- 
turers' Association  on  April  10. 
Representatives  of  nine  associations  out 
of  the  thirteen  that  form  this  committee 
were  present.  M.  L.  Heminway,  chair- 
man of  the   committee,   presided. 

In  accordance  with  the  resolution  at 
the  Washington  conference  mentioned 
in  Bus  Transportation  for  April,  1923, 
page  201,  following  organizations  were 
asked  to  name  a  representative  on  the 
committee:  Aeronautical  Chamber  of 
Commerce,  New  York;  American  Auto- 
mobile Association,  Washington,  D.  C; 
Automotive  Equipment  Association, 
Chicago;  Automotive  Electric  Associ- 
ation, Cleveland;  Automobile  Body 
Builders'  Association,  New  York; 
Motor  and  Accessory  Manufacturers' 
Association,  New  York;  Motorcycle 
and  Allied  Trades  Association,  Chi- 
cago; Motor  Truck  Industries,  Detroit; 
National  Automobile  Chamber  of  Com- 
merce, New  York;  National  Automobile 
Dealers'  Association,  St.  Louis;  Na- 
tional Hardware  Association,  Philadel- 
phia; Rubber  Association  of  America, 
New  York;  Society  of  Automotive 
Engineers,  Inc.,  New  York. 

It  was  voted  to  change  the  name  of 
the  committee  from  "Simplified  Con- 
ference Committee"  to  "Automotive 
Simplified  Practice  Committee."  D.  C. 
Fenner  was  elected  vice-chairman,  but 
the  election  of  permanent  secretary 
was  deferred  until  the  next  meeting. 
The  chairman  and  vice-chairman,  with 
C.  F.  Clarkson,  were  appointed  an  ex- 
ecutive committee. 

The  work  of  the  committee,  it  was 
decided,  is  to  supplement  that  of  stand- 
ardizing and  commercial  bodies,  in  sell- 
ing to  the  industry  standards  that  have 
already  been  adopted.  It  will  not  in- 
terfere with  or  direct  actual  standard- 
ization except  to  outline  to  the  stand- 
ardizing bodies  wherein  the  committee 
investigations  may  indicate  the  possi- 
bility of  improvement  in  their  stand- 
ards. It  was  also  pointed  out  that 
the    committee    was    not    in    any    way 


Vol.2,  No.5 

working  under  the  direction  of  the 
government,  as  it  is  entirely  an  effort 
on  the  part  of  the  national  organiza- 
tions in  the  automotive  industry  to  be 
of  real  service,  and  that  the  govern- 
ment's position  is  merely  that  of  co- 
operation. 

The  first  subject  to  be  taken  up  by 
the  committee  is  storage-battery  dimen- 
sions. A.  D.  T.  Libby  and  G.  R.  Lun- 
dane  were  appointed  to  analyze  replies 
to  a  questionnaire  sent  out  by  the 
National  Automobile  Chamber  of  Com- 
merce. They  will  determine  to  what 
extent  the  S.A.E.  standards  for  storage- 
battery  dimensions  are  now  in  use,  and 
to  what  extent  the  battery  manufac- 
turers and  car  manufacturers  vary 
from  these  dimensions. 

At  the  afternoon  session  the  com- 
mittee discussed  other  existing  S.A.E. 
standards  which  might  eventually  be 
considered.  In  order  to  have  a  plan  of 
taking  up  new  subjects  as  soon  as  the 
one  under  investigation  has  progressed 
sufficiently,  a  sub-committee  on  sub- 
jects was  appointed,  the  personnel  of 
this  committee  being  C.  F.  Clarkson, 
chairman;  Azel  Ames  and  C.  B. 
Warren. 

The  next  meeting  of  the  committee 
will  be  held  on  May  10  at  the  offices  of 
the  Motor  and  Accessory  Manufac- 
turers' Association,   New  York. 


Bus  Operators'  Association 
Formed 

AT  A  RECENT  get-together  meeting 
of  all  owners  and  operators  of  bus 
lines  radiating  from  Watertown,  N.  Y., 
the  Bus  Operators'  Association  was 
formed.  H.  H.  Vrooman,  owner  of  the 
Sacketts  Harbor-Watertown  and  Low- 
ville-Watertown  bus  lines,  was  chosen 
president,  and  F.  D.  Carpenter, 
owner  of  the  Watertown-Carthage  and 
the  Watertown-Adams  bus  lines,  was 
made  secretary  and  treasurer.  A  per- 
manent organization  will  be  sought  and 
it  is  possible  the  association  will  in- 
corporate. 

Two  problems  confront  the  associ- 
ation. The  first  is  to  secure  a  suitable 
site  for  a  terminal  building.  The  buses 
now  park  on  Public  Square  in  front  of 
the  light  and  power  building,  but  no 
waiting  rooms  or  other  facilities  are 
obtainable  at  this  location.  It  is  not 
desired  to  locate  the  terminal  at  a 
distance  from  the  city's  center.  The 
Chamber  of  Commerce  and  other  indus- 
trial organizations  will  join  the  associ- 
ation to  use  every  effort  to  secure  a 
suitable  location  for  a  terminal. 

The  second  problem  is  to  provide  for 
a  uniform  service  through  the  entire 
year.  Bus  operators  in  the  extreme 
northern  section  lost  heavily  last  win- 
ter through  snowfall,  which  made  the 
roads  impassable.  The  owners  made 
every  eff'ort  to  keep  roads  open,  but  at 
times  it  was  impossible  to  do  so.  An 
effort  will  be  made  by  the  association 
to  secure  financial  assistance  from  mer- 
chants throughout  the  sections  benefited 
to  perfect  a  plan  of  maintaining 
.schedules  at  all  times. 


May,1923 


BUS 

m\.SSHOHTATX)N 


Troliev  Buses  and  1  lexiblt'  \  ehic-les 
lor  Street  Railway  Service* 

The   Need    for    Clo-.tT    t'o-oiMTation    IU-l»<fn    Aiitfinii>ti\»-    and    Stret-t    Railway 

Knginerr^  1-  Kmphasized — Opportiiiutii-v    for    Kstahlishixl   TranHporla- 

tion  Lint's — How  the  Kus  Affects  Heal   Kstale  \  alues 

Bv    WllAIAM    r.   KeNNEUV 
President  Kennedy  Engineering  Corporation,  New  York 


THE  purpose  of  this  paper  is  to 
make  evident  the  necessity  for 
closer  co-operation  K'tween  the  enpri- 
neers  of  the  automotive  industry  and 
the  operating  organizations  in  the 
street  railway  field.  Further,  to  pro- 
mote the  utilization  of  railway  power 
supply  in  the  employment  of  flexible 
equipment  in  supplementing  existing 
railway  service. 

This  attitude  of  self-assurance  com- 
bined with  the  natural  handicaps  of 
their  mode  of  operation,  such  as  rigid- 
ity of  rail  service  impeding  change  in 
routes  or  location;  inflexibility  of  equip- 
ment; danger  to  passengers  due  to 
increasing  traffic  in  boarding  and 
alighting  from  this  equipment;  increas- 
ing fares  and  limitations  of  transfers; 
all  these  have  aided  the  public's  general 
disposition  to  favor  the  more  flexible 
service  offered  in  bus  transportation. 
The  inclination  to  prefer  the  motor  bus 
has  been  fostered  by  the  public's  in- 
creasing familiarity  with  the  comfort 
and  convenience  of  automobile  trans- 
portation. 

Street  Railway  for  Mass  Trans- 
portation 

There  is  little  question  as  to  street 
railway  permanency  in  rendering  mass 
transportation  in  thickly  populated  dis- 
tricts, but  changes  in  equipment  and 
mode  of  service  will  be  demanded 
urgently  in  other  localities.  It  is 
reasonable  to  assume  that  these  organi- 
zations will  prepare  to  provide  for 
these  essential  changes,  in  the  direction 
of  employing  automotive  equipment, 
and  it  is  in  these  activities  that  there 
is  a  necessity  for  closer  co-operation 
between  the  engineers  of  the  automotive 
industry  and  those  of  the  railway 
industry. 

The  railway  engineer  has  been  handi- 
capped by  the  absence  of  competition. 
There  has  been  a  comparatively  limited 
output  in  machines  for  his  industry  re- 
ducing the  possibility  of  mass  pro- 
duction, and,  consequently,  of  necessity 
there  have  been  limited  sources  from 
which  he  could  procure  competitively 
developed  equipment.  Likewise  his 
sources  of  body  structures  were  con- 
fined to  comparatively  few  manufactur- 
ers. Furthermore,  the  necessity  for 
providing  against  accident  and  damage 
enforced  upon  him  a  conservatism  from 
which  the  automotive  engineer  has  been 
almost  entirely  free.  Now,  however, 
after  a  period  in  which  motor  buses 
have  been  permitted  to  intrude  upon  his 
business  field,  with  the  consequent  loss 


•Abstract  of  paper  presented  March  15. 
1923.  before  Metropolitan  Section.  Society 
of  Automotive  Engineers.  New  York. 


of  the  most  easily  secured  and  profit- 
able part  of  his  sources  of  revenue,  his 
attitude  must  change,  and  he  must  at 
once  provide  an  acceptable  solution  in 
a  new  form  of  equipment. 

The  fundamental  act  is  that  the 
vehicles  which  would  best  serve  the 
purpose  are  those  that  utilize  partly, 
if  not  entirely,  the  power  supply  and 
distribution  system,  within  the  street 
railway.  By  such  means  properties 
representing  large  investment  can  be 
preserved  and  applied  to  a  much 
greater  range  of  service  activity  than 
was  ever  contemplated  by  their 
founders. 

Trolley  Bus  One  Solution 

Obviously,  the  first  step  would  be  a 
broader  application  of  the  trolley  bus. 
It  cannot  be  expected  to  meet  all  the 
railway  problems,  but  the  desirability 
of  its  use  in  many  cases  is  clearly 
indicated. 

In  this  form  of  machine  the  vehicle 
is  immediately  relea.sed  from  the  handi- 
cap of  running  on  tracks,  and  while  it 
is,  so  to  speak,  tied  to  the  trolley  wire, 
the  flexibility  of  movement  has  many 
real  advantages.  It  is  free  to  pass 
roadway  obstacles  and  can  pick  up  and 
discharge  its  passengers  at  the  side- 
walk. Incidentally,  its  operation  may 
relieve  the  railway  organization  from 
street  paving  obligations,  and  there 
should  be  a  decided  further  economic 
advantage  in  a  lower  cost  of  mechanical 
upkeep  due  to  the  vehicle  operating  on 
rubber  tires. 

Dual  Power  Bus  Equip.ment 

The  next  logical  step  in  the  develop- 
ment of  more  flexible  vehicle  equip- 
ment would  be  the  inclusion  in  the 
trolley  bus  of  a  secondary  source  of 
power.  This  may  be  either  a  gas 
engine  equipment  or  a  storage  battery 
charged  either  from  the  line  or  at  the 
power  station.  The  advantage  of  either 
of  these  is  that  supplemental  service 
could  be  rendered  beyond  the  limita- 
tions of  the  trolley,  and  there  would 
be  marked  increased  earning  capacity 
in  a  machine  so  equipped.  Whether  the 
auxiliary  power  should  consist  of  gaso- 
line or  electrical  equipment  would  de- 
pend upon  the  extent  of  off-line  service 
to  be  rendered.  For  instance,  if  the 
line  operation  was  over  7.5  per  cent  of 
the  bus  rout«,  and  the  auxiliary  service 
over  2.5  per  cent  of  the  route,  gaso- 
line equipment  would  be  indicated.  If 
the  off-line  service  represented  50  per 
cent  of  the  performance  it  would  be 
desirable  to  use  central  station  power, 
and  for  this  purpose  a  storage  battery 
would    be    indicated.      If    charged    in- 


253 

termittently  from  the  line,  this  need 
not  be  very  large,  as  the  intermittent 
off-line  service  is  not  likely  to  be  at  any 
time  more  than  a  mile  or  two  tof 
operation. 
Electric  Tican.smis-sion  Equipment 

.\side  from  the  trolley  bus  utilizing 
central  station  power,  it  may  be  well 
from  the  standpoint  of  lower  transpor- 
tation cost  to  consider  vehicles  having 
gasoline-electric   transmission   systems. 

The  Tilling-Stevens  petrol-electric 
system  as  developed  in  Great  Britain 
has  been  in  use  there  since  1908,  and 
at  the  present  time  at  least  a  dozen 
transportation  companies  employ  fleets 
of  from  twenty  to  300  motor  buscH 
of  this  type,  and  many  more  vehicles 
using  this  system  are  employed  as  mo- 
tor trucks. 

In  passenger  transportation  the 
smooth  operation,  even  acceleration 
and  silence  contribute  both  to  ita  popu- 
larity and  to  its  economy  of  operation. 
When  the  vehicle  has  been  accelerated 
to  its  normal  speed,  the  power  required 
to  maintain  this  speed  is  a  small  per- 
centage of  that  required  for  accelera- 
tion. Therefore,  the  engine  may  be 
slowed  down  almost  to  idling  speed, 
but  the  electric  motor  speed  and  con- 
sequently the  vehicle  speed  is  main- 
tained by  reason  of  the  change  in  regu- 
lation of  motor  and  generator  fields. 
Well  substantiated  claims  are  made 
that  both  fuel  consumption  and  main- 
tenance costs  are  low  in  these  vehicles. 

The  electric  railway  organizations 
being  in  effect  electric  transportation 
engineering  institutions  should  be  more 
inclined  to  prefer  electrical  equipment 
than  mechanical,  and  consequently,  the 
obstacles  which  have  existed  to  the  ap- 
plication of  electrical  transmission 
systems  are  likely  to  disappear.  It 
would,  therefore,  be  well  for  automotive 
engineers  to  refresh  their  knowledge  of 
the  systems  which  have  been  in  isolated 
use,  so  that  any  superior  operating 
value  may  be  available  for  electric 
railway  organizations  using  motor 
vehicle  equipment. 

Body  and  Chassis  Requirements 
Body  and  chassis  requirements  pe- 
culiar to  mass  transportation  have  njt 
yet  received  much  consideration,  or  at 
least  have  been  sidetracked  by  the 
necessity  of  using  material  and  equip- 
ment designed  for  other  purposes,  but 
constituting  the  only  kind  available  for 
motor  bus  construction. 

Is  it  any  wonder  then  that  the  con- 
servatively trained  executives  in  public 
passenger  transportation  fields  are  re- 
luctant to  adopt  this  misfit  equipment? 
As  automotive  engineers,  we  are  prin- 
cipally concerned  with  the  design, 
manufacture  and  application  of  isolated 
unit  vehicles  where,  in  the  passenger 
car  direction,  speed,  luxury  and  comfort 
arc  the  ultimate  attainments;  and  in  the 
commercial  direction,  the  standardized 
production  of  merchandise  vehicles  to 
operate  with  tolerable  satisfaction  un- 
der a  great  variety  of  service  condi- 
tions. On  the  other  hand,  the  street 
railway    engineer    and    executive    have 


254 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


been  required  to  provide  rigidly  stand- 
ardized transportation  under  conditions 
where  failure  is  not  tolerated,  where 
catered  to  and  often  complied  with  un- 
der trying  conditions,  and  where 
"safety  first"  has  even  been  more  vital 
than  continuity  of  operation. 

Prospective  Business  for  Street 
Railways 

With  flexible  vehicles  operated  to  a 
large  extent  under  the  advantages  of 
central  station  power,  new  fields  of 
business  are  immediately  opened  up 
to  the  electric  railways.  Their  city 
passenger  transportation  can  be  ma- 
terially augmented  with  much  less 
investment  than  similar  expansions 
previously  called  for.  Sightseeing 
transportation  is  within  their  business 
province;  summer  touring  service  is  a 
possibility;  more  important  than  these 
is  the  opportunity  to  handle  the  local 
transportation  of  merchandise,  parcel 
post,  and  express;  as  well  as  local 
freight  transfer  for  merchants  and 
manufacturers,  and  the  possibility  of 
collaborating  with  the  railroads  in  put- 
ting into  execution  the  much-talked-of 
store-door  delivery.  Such  operations 
may  require  changes  in  their  existing 
franchises,  but  these  changes  or  en- 
largements should  be  readily  secured 
in  view  of  the  advantages  rendered  to 
their  communities. 

Flexible  Equipment  Requirements 

Having  indicated  the  directions  of  ex- 
pansion, we  may  return  to  the  body  and 
chassis  equipment  necessary  to  meet 
the  new  requirements.  In  seeking  a 
solution  of  the  problem  we  must  pre- 
suppose trials  to  insure  the  perform- 
ance required,  and  to  safeguard  the 
investments  to  be  made  for  such  new 
equipment.  Demand  principally  exists 
for  large  carrying  capacity  with  low 
operation  cost  and  one-man  control. 
Other  features  sought  are  low  center 
cf  gravity  and  floor,  large  seats  and 
wide  aisles,  with  smooth  acceleration, 
ample  power,  adequate  brakes,  and  per- 
manency of  the  power  plant  under 
continuous  operation.  These  require- 
ments cannot  be  supplied  in  machines 
designed  primarily  as  trucks.  The 
special  service  requirements  demand 
correspondingly  special  designs. 

A  combination  tractor  and  trailer  de- 
sign has  many  advantages.  This  type 
of  design  will  provide  the  following 
features: 

Tliree  axles  for  load  distribution  of  pas- 
sengers and  power  plant. 

Three  sets  of  springs  for  tlexil:)le  suspen- 
sion. 

Steering  on  all  six  wheels,  resulting  in 
short  turning  radius. 

Brake  application  to  two  axles,  as  well 
as  to  drive  .shaft. 

Power  plant  equipment  confined  to  trac- 
tor part.  This  allows  of  wide,  low-hung 
body,  comfortable  for  seated  and  .standing 
passengers. 

Tractor  may  be  detached  from  trailer 
section  for  ease  of  repair  and  maintenance. 

Trailer  bodies  of  open  and  closed  types 
may  be  interchanged. 

Carrying  capacity  up  to  100  pas.scngers 
may  bo  pr(<vided  for  within  reasonaJiIe 
vehicle   length. 

Extending  the  length  of  vehicles 
usually  handicaps  their  turning  abil- 
ity, but  with  three  axles,  all  performing 


turning  functions,  any  reasonable  turn- 
ing radius  required  for  city  operation 
can  be  attained. 

This  type  of  vehicle  having  included 
in  its  power  operating  equipment  the 
combinations  necessary  to  utilize  cen- 
tral station  power,  or  to  operate 
independently,  is  a  step  in  the  direction 
of  least  departure  from  existing  street 
railway  practice;  it  provides  for  utili- 
zation of  the  cheap  power  which  they 
are  equipped  to  furnish;  and  funda- 
mentally tends  towards  preservation  of 
their  existing  property  and  investment 
with  a  marked  extension  in  the  territory 
served. 

The  field  for  expansion  is  enormous, 
and  the  automotive  industry  should 
recognize  that  in  the  street  railway 
organizations,  taken  collectively,  there 
exists  a  greater  potential  g-roup-con- 
sumer  for  its  products  than  has  ever 
existed  in  any  single  direction.  In 
other  words,  here  we  find  what  may  be 
practically  regarded  as  a  unit  group  of 
customers  experienced  as  no  others 
have  been  in  the  utilization  of  trans- 
portation equipment  with  require- 
ments which  are  uniform  in  character, 
and  the  executives  and  engineers  of 
which  are  particularly  qualified  to  co- 
ordinate with  the  engineers  and  execu- 
tives of  their  own  industry. 

Discussion  of  Mr.  Kennedy's  Paper 

The  problem  before  everybody  in- 
terested in  transportation,  according 
to  G.  C.  Hecker,  special  engineer 
American  Electric  Railway  Association, 
is  the  co-ordination  of  all  facilities 
available.  There  is  no  conflict  between 
the  electric  railways  and  the  motor 
vehicle  industry.  Instead,  there  is  the 
heartiest  co-operation.  Mr.  Hecker 
made  the  following  suggestions  in  re- 
spect to  automotive  equipment  for  pas- 
senger transportation  service: 

1.  Development  of  designs  should  be 
along  such  lines  as  will  permit  a  maximum 
of  standardization. 

2.  .\dequate  consideration  should  be  given 
in  tile  design  to  the  inclusion  of  such  safety 
features  as  liave  proved  practicable. 

3  In  so  far  as  it  can  be  economically 
justified  the  design  should  embody  details 
tliat  will  provide  for  the  maximum  comfort 
and  convenience  of  passengers. 

4.  For  city  service  extensive  study  should 
be  given  to  entrance  and  exit  design,  so  as 
to  facilitate  rapid  loading  and  unloading  of 
passengers. 

.*».  In  the  design  of  buses  to  be  operated 
!)>■  one  man,  provision  should  be  made  for 
satisfactory  ccllectlon  and  registration  of 
fa  res. 

6.  If  practicable  in  one-man  buses,  ap- 
paratus should  be  developed  so  that  the 
operator  can  call  out  streets  without  facing 
the  rear  of  the  car. 

R,  E.  Fielder,  chief  engineer  Fifth 
Avenue  Coach  Company,  New  York, 
took  exception  to  Mr.  Kennedy's  state- 
ment that  the  Fifth  Avenue  Company 
wouhi  have  continued  the  purchase  of 
gasoline-electric  motor  buses  were  such 
equipment  available,  in  regular  pro- 
duction. He  said  that  this  design, 
while  in  use  from  1908  to  1914,  had 
been  given  up  for  several  reasons.  The 
gasoline  consumption  was  much  greater 
than  that  of  the  mechanical-transmis- 
sion buses,  and  although  the  vehicles 
were  similar,  other  than  for  the  elec- 
trical transmission,  the  unladen  weight 
of  the  electric  type  was  (>()4  lb.  greater 


than  that  of  the  then  standard  bus. 
When  defects  occurred  with  the  elec- 
trical units  there  was  often  difficulty 
in  discovering  the  fault,  and  a  great 
number  of  useful  bus-hours  were  lost. 
Since  1916  the  company  has  tested 
modern  electric  transmission  systems, 
and  the  result  has  justified  the  deci- 
sion to  use  entirely  buses  with  mechani- 
cal construction. 

New  York's  Trolley  Buses 

Prof.  Morton  Arendt,  representing 
Commissioner  Grover  A.  Whalen  of  the 
New  York  City  Department  of  Plant 
and  Structures,  said  that  the  trolley 
buses  in  Staten  Island  could  be  oper- 
ated at  25.6  cents  per  car-mile,  whereas  , 
the  gas  bus  operation  over  the  same 
route  would  cost  33.9  cents  per  car-mile. 
The  difference  in  favor  of  electrical 
equipment  will  be  even  greater  with 
more  vehicles  operated,  because  the 
charge  for  overhead  construction  would 
have  been  less.  He  called  attention  to 
the  value  of  the  trolley  bus  in  develop- 
ing localities,  because  of  its  permanent 
construction.  Real  estate  along  Staten 
Island  trolley  bus  lines  has  increased 
enormously  in  value.  In  Baltimore 
eighty  homes  were  erected  and  real 
estate  property  increased  about  20  per 
cent  in  value  after  a  trolley  bus  system 
was  installed. 

At  present  twenty-two  trolley  buses 
are  operated  on  two  lines  in  Staten 
Island,  seven  of  these  having  been  in 
service  for  two  years  and  fifteen  for 
about  six  months.  On  the  new  City 
Island  line,  now  being  built,  twenty- 
five  buses  will  be  operated,  so  that  it 
will  be  a  real  mass  transportation 
project. 

The  first  designs  used  on  Staten 
Island  were  so  high  above  the  ground 
that  two  steps  were  necessary,  and  also 
the  wheel  gage  was  too  narrow.  In 
the  latest  type  a  broad  gage  has  been 
used,  which  eliminates  the  swaying  pre- 
viously experienced,  and  the  wheels 
have  been  brought  forward  under  a 
hood,  thus  lowering  the  floor  to  28J 
in.  loaded  and  30  in.  empty.  On  the 
first  design  leather  seats  were  used  but 
these  seemed  to  be  unpopular  and  were 
mutilated  by  the  passenj^ers.  Con- 
sequently, cane  seas  are  now  installed 
in  all  new  vehicles. 

Frederick  C,  Horner,  transportation 
engineer  General  Motors  Corporation, 
told  of  his  study  of  the  trolley  bus  in 
England.  Many  tramway  men  there 
believe  that  the  trolley  bus  has  all  the 
disadvantages  of  the  tr'olley  and  none 
of  the  advantages  of  the  gasoline 
vehicle.  In  Bradford,  where  eighteen 
trolley  buses  are  used  on  a  9-mile  route, 
they  lost  money  in  1921,  while  the  tram- 
ways showed  a  profit.  The  trolley  buses 
cost  42  cents  a  car-mile  to  operate, 
while  the  revenue  was  only  27  cents. 
Expense  and  revenue  were  47  and  54 
cents  respectively  for  the  tramway,  or 
a  profit  of  7  cents  a  car-mile. 

Others  who  discussed  the  paper  were 
C.  W.  Kellogg,  Stone  &  Webster, 
Boston,  and  C.  J.  McPherson,  J.  G. 
Brill  Company,  Philadelphia. 


May,1923 


BUS 

IRA,NbPUHIAllON 


255 


News  of  the  Road 


■4: 


■'10m  wherever  the  bu8  runs,  an.- 
bioUKht  touether  the  Iniporlaiil 
events,  here  prenenti-il  to  SHOW  th.- 
movements  of  the  day. 


Service  Proposed  for 
Milwaukee 

Railway  Suhsidiarj  and  Independent 
Operatiirs  Holh  Anxious  to  Furnish 
Hit;li-(irade  Service. 

DOUBLK-DECK  motor  bus  service 
for  the  fity  of  Jlilwaukee,  Wis., 
has  been  proposed  by  a  »;roup  of  Chi- 
cajfo  promoters.  An  ordinance  intro- 
duced in  the  Milwaukee  Common  Coun- 
cil would  permit  the  operation  of 
double-deck  buses  on  two  routes  by  the 
Milwaukee  &  Suburban  Motor  Coach 
Company,  which  is  the  name  under 
which  the  promoters  propose  to  act.  One 
route  would  be  from  the  upper  east 
side,  the  choice  residential  section  of 
Milwaukee,  to  the  heart  of  the  down- 
town business  district  and  thence 
through  the  Washington  Park  district, 
a  residential  section  which  has  de- 
veloped very  rapidly  during  the  past 
few  years.  The  .-second  route  would 
in  a  general  way  parallel  the  first 
route.  According  to  press  reports,  the 
promoters  have  offered  to  pay  the  city 
of  Milwaukee  SlOO  per  bus  per  year 
and  to  permit  the  city  to  acquire  con- 
trol of  the  company  at  a  later  date. 

The  ordinance  has  been  referred  to 
the  Council  committee  on  public  utili- 
ties and  a  hearing  will  be  held  within 
a  short  time.  .■According  to  the  pro- 
moters they  are  ready  to  place  twenty- 
eight  buses  in  service  at  the  start  and 
to  increase  this  number  until  sixty  are 
in    operation. 

Following  the  announcements  made 
in  the  daily  papers  of  the  attempt  of 
Chicago  interests  to  obtain  a  franchise 
from  the  Common  Council  for  the  op- 
eration of  buses  in  Milwaukee,  the  Wis- 
consin Motor  Bus  Lines,  the  motor  bus 
subsidiary  of  the  Milwaukee  Electric 
Railway  &  Light  Company,  stated  that 
last  year  it  arranged  for  the  operation 
of  motor  buses  along  a  route  very  sim- 
ilar to  the  one  described  above,  but  did 
not  start  this  service  at  that  time  be- 
cause the  buses  it  had  obtained  were 
not  considered  entirely  suitable  for  the 
service.  Early  this  year  contracts 
were  let  by  that  company  for  the  latest 
type  of  double-deck  bus  and  it  is 
planned  to  operate  buses  of  this  kind 
on  an  east-west  route  in  Milwaukee  as 
soon   as   they   are   delivered. 

The  Wisconsin  Motor  Bus  Lines  is 
preparing  to  start  double-deck  service 
under  the  state  law  providing  for  the 
filing  of  a  bond  with  the  Wisconsin 
Railroad  Commission  and  the  approval 
of  the  route  by  the  commission.  Such 
bonds  were  filed  last  year  and  had  been 
approved  by  the  commission.  It  is 
probable  that  a  fare  of  10  cents  will  be 


charged  and  that  the  proposed  bus 
service  will  be  operated  independent  of 
the  city  rail  service. 

The  Milwaukee  Electric  Railway  & 
Light  Company  already  operates  a 
number  of  feeder  bus  lines  in  the  city, 
which  are  a  part  of  the  city  railway 
system,  however,  and  interchange 
transfers.  On  its  Lincoln  Avenue  bus 
line,  which  has  just  recently  been  es- 
tablished, a  charge  of  3  cents  for  a 
transfer  is  made  and  the  business  gives 
every  indication  of  growing  to  substan- 
tial  proportions. 


Bus  Operation  to  Start  in 
St.  Louis 

Augustus  Barnes,  local  representa- 
tive of  the  United  States  Bus  Transit 
Company  in  St.  Louis,  Mo.,  has  an- 
nounced that  his  company  will  shortly 
begin  operation  in  that  city.  In  behalf 
of  the  company  it  was  explained  in  St. 
Louis  on  April  24  that  forty  buses  had 
already  been  built  for  the  company  and 
that  the  first  shipment  was  expected  to 
arrive  within  the  next  few  days.  The 
buses  are  being  turned  out  at  the  rate 
of  six  per  week.  As  now  proposed 
the  company  will  start  operation  in  an- 
ticipation of  the  opening  of  the  munic- 
ipal opera  season  at  the  Forest  Park 
open  air  theater  on  May  28. 

Operations  will  be  started  over  four 
routes. 

In  the  evening  a  theater  route  will  be 
operated  and  during  the  municipal 
opera  season  a  line  of  buses  from  Del- 
mar  and  DeBaliviere  to  the  theater  and 
return.  A  charge  of  10  cents  will  be 
made  with  transfers  from  the  east  and 
west  lines  to  the  north  route  and  vice 
versa. 


Dr.  V.  K.  Irion  .Applies  for  Ri};hts 
in  New  Orleans 

An  informal  application  has  been 
made  to  the  Mayor  and  members  of  the 
Commission  Council  of  New  Orleans, 
La.,  by  Dr.  V.  K.  Irion,  of  8013  Pop- 
lar Street,  for  a  franchise  to  operate  a 
system  of  buses  in  New  Orleans.  It  is 
expected  that  the  matter  will  be  for- 
mally submitted  to  the  Commission 
Council  at  its  next  meeting.  Dr.  Irion 
refused  to  disclose  at  this  time  who 
would  be  his  associates  in  the  proposed 
venture,  though  he  did  state  that  the 
bus  line  was  not  intended  to  compete 
with  the  railway  lines  of  the  New  Or- 
leans Public  Service,  Inc.  It  is  also  pro- 
posed, he  said,  to  cover  territory  adja- 
cent to  New  Orleans  not  reached  by  rail 
transportation  or  to  which  rail  trans- 
portation is  too  infrequent  to  make 
the  trips  expeditious  to  passengers 
journeying  to  and   from  those  points. 


(!oIiiiiiI)iis-/ane>ville 
Service  Started 

.Another  Ohio  Inlerurban  I'laceK  HuHe« 
in  (Jperation  to  .Su|j|>lement  Kli-ctric 
Kailway  Service. 

BUS  operation  by  the  Indiana,  Co- 
lumbus &  Eastern  Traction  Com- 
pany in  Ohio,  held  in  abeyance  pending 
action  by  the  State  Legislature  on  the 
motor  bus  licensing  and  regulatory  bill, 
was  started  between  Columbus  and 
Zanesville  on  April  8,  following  adop- 
tion of  the  bus  measure  a  few  days  be- 
fore. The  Columbus-Zanesville  bus 
service  is  regarded  as  the  forerunner  of 
a  network  of  such  lines  in  Ohio  to  fol- 
low the  regular  routes  of  the  traction 
lines  and  to  supplement  the  service  of 
the  railway. 

Copies  of  the  new  schedule  have  been 
filed  with  the  State  Public  Utilities 
Commission,  together  with  tariff  rates, 
as  required  by  the  new  state  law.  The 
bus  service  is  under  the  general  man- 
agement of  R.  L.  Jacobs,  Springfield, 
who  has  been  relieved  from  duty  as 
dispatcher  in  the  Springfield  offices  of 
the  railway. 

The  bus  company,  known  as  the 
Zanesville  &  Dayton  Motorbus  Com- 
pany, was  organized  recently  for  the 
express  purpose  of  helping  the  traction 
company  in  its  campaign  against  out- 
side bus  competition,  which  had  been 
making  extensive  inroads  into  its  reve- 
nue. Terminals  of  the  traction  line  in 
the  various  cities  are  used  as  stations 
by  the  buses. 

The  Indiana,  Columbus  &  Eastern 
Traction  Company  has  already  placed 
orders  for  buses  to  be  used  on  other 
routes  of  its  lines,  and  within  a  short 
time  it  is  expected  to  establish  service 
between  Columbus  and  Springfield  and 
Springfield  and  Dayton,  later  extending 
to  all  points  served  by  the  company. 


Buffalo  Ready  to  Grant  Ralley  .\ve- 
nue  Permit. — By  a  unanimous  vote  the 
members  of  the  Council  of  Buffalo, 
N.  Y.,  on  April  14  denied  the  petition  of 
the  International  Railway  for  a  permit 
to  operate  a  bus  line  on  Delaware  Ave- 
nue. Its  application  for  a  permit  to  run 
buses  on  Bailey  .\venue  was  approved 
on  condition  that  the  fare  will  be  the 
same  as  charged  now  or  will  be  charged 
on  existing  lines  of  the  company.  Cor- 
poration Counsel  Rann  was  instructed 
to  prepare  an  agreement  covering  the 
Bailey  Avenue  petition.  The  railway 
wanted  to  charge  10  cents  and  3  cents 
for  a  transfer  on  the  proposed  Delaware 
Avenue  line.  The  fare  on  the  Bailey 
.■Avenue  line  is  to  be  7  cents  or  a  token 
with  no  charge  for  a  transfer. 


256 


BUS 

TJUNSPORTATION 


Vol.2,  No.5 


Buses  Up  to  Voters 

Apparently  It  Is  Up  to  People  of  Los 
Angeles  to  Decide  for  Themselves 
Their  Transportation  Problem. 

ON  MARCH  20  the  Board  of 
Public  Utilities  of  Los  Angeles, 
Calif.,  concluded  and  filed  with  the  City 
Council  its  report  on  the  transportation 
problem  in  the  city.  The  board's  re- 
port was,  in  turn,  forwarded  to  the  two 
railways  that  furnish  local  service.  The 
report  suggested  that  the  two  railways 
carry  out  certain  improvements  and 
reply  within  ten  days  as  to  their  ac- 
ceptance of  the  program  demanded  by 
the  board. 

On  April  5  the  management  of  the 
railways  filed  an  answer  to  the  board's 
report.  The  companies  agreed  among 
other  things  to  extend  six  car  lines, 
construct  four  new  lines  and  give  tem- 
porary bus  service  on  twelve  other 
lines,  but  requested  delay  on  nine,  and 
refused  to  make  the  changes  suggested 
by  the  board  on  eight  lines.  The  esti- 
mated cost  of  the  improvements  which 
the  rail  lines  agreed  to  carry  out  is 
$6,000,000. 

In  some  cases  where  the  board  recom- 
mended that  motor  bus  "feeder"  lines 
be  installed  the  street  railway  systems 
refused  to  accept  the  board's  report, 
claiming  that  the  business  to  be  had 
did  not  warrant  such  bus  lines,  and  in 
other  cases  certain  unimproved  streets 
made  bus  service  impossilale.  Recently, 
a  member  of  the  board  made  an  inspec- 
tion trip  over  certain  streets  on  which 
bus  routes  were  recommended  by  the 
board,  and  this  member  stated  that  a 
large  number  of  the  streets  were  in  a 
deplorable  condition  and  before  service 
was  established  these  streets  should  be 
improved,  while  certain  other  streets, 
now  permanently  paved,  should  be  re- 
paved  before  they  could  be  used  for 
bus  service. 

The  railway  management  states  that, 
in  its  judgment,  there  will  not  be  any 
reason  for  an  increase  in  railway  fares 
in  Los  Angeles  unless  motor  buses  are 
given  franchises  to  run  on  streets 
parallel  to  existing  car  lines,  but  if  the 
motor  buses  are  granted  such  permits 
to  parallel  the  street  car  lines  it  will 
mean  that  an  increase  in  fares  of  the 
railways  in  Los  Angeles  will  be  abso- 
lutely necessary. 

Commissioner  Bogardus  claims  that 
as  the  railways  have  refused  to  take 
advantage  of  their  chance  to  agree  to 
provide  adequate  facilities  it  now  re- 
mains to  find  a  means  to  obtain  the 
transportation  needed.  This  is  taken  to 
mean  that  the  motor  bus  will  be  brought 
into  the  Los  Angeles  transportation 
field  to  provide  additional  transporta- 
tion service. 

It  will  be  recalled  that  the  People's 
Motorbus  Company  was  successful  in 
having  two  initiative  petitions  certified 
and  placed  on  the  ballot  for  the  May  1 
elections.  In  one  of  these  it  is  in- 
tended the  people  shall  pass  upon  the 
question  of  repealing  the  existing 
"jitney"  bus  ordinance.  This  measure 
prohibits    motor    bus    operation    in    the 


congested  downtown  districts.  In  the 
other  measure  the  people  are  to  say 
whether  the  City  Council  shall  give  a 
franchise  to  the  Motorbus  Company  to 
operate  a  motor  bus  system  on  61  miles 
of  Los  Angeles  streets  paralleling  the 
lines  of  the  two  railway  companies.  A 
very  active  campaign  is  being  con- 
ducted in  behalf  of  these  measures. 
The  Motorbus  Company  has  imported 
one  of  the  double-deck  type  of  buses 
into  the  city  and  is  driving  it  about 
the  downtown  congested  streets,  to  gain 
public  favor.  The  Board  of  Public 
Utilities  has  taken  the  trial  motor  bus 
and  is  making  tests,  under  dense  traffic 
conditions,  in  running  it  along  the 
streets  into  and  out  of  the  street  car 
lines,  handling  passengers  free,  to 
demonstrate  and  ascertain  what  effect, 
if  any,  the  bus  will  have  on  traffic. 

The  City  Council  does  not  plan  to 
take  any  action  on  the  motor  bus  ques- 
tion until  after  the  election  on  May  1, 
when  the  voters  will  express  them- 
selves  on   the  subject. 


New  Crosstown  Bus  Line 
for  Chicago 

The  City  Motorbus  Company,  Chi- 
cago, has  started  a  crosstown  line  on 
one  of  the  streets  in  the  western  part  of 
the  city.  The  City  Motorbus  Company 
originally  hauled  the  crippled  children 
to  the  city  schools  of  Chicago  and  held 
its  contract  with  the  city  for  eight 
years.  During  this  time  it  operated 
twenty  buses  of  the  twenty-passenger 
type  and  continued  this  operation  up  to 
five  months  ago.  This  line  is  equipped 
with  four  twenty-passenger  buses, 
operating  on  a  seven-minute  headway. 
Operating  on  a  schedule  of  this  kind 
a  bus  makes  approximately  12.5  miles 
a  day. 

Buses  are  operated  from  7  a.m.  until 
6:30  p.m.  Inasmuch  as  this  is  a  cross- 
town  line  and  does  not  go  to  the  busi- 
ness center  the  bus  line  acts  more  as  a 
feeder  to  the  elevated  and  steam  rail- 
road stations,  which  it  passes.  The 
cash  fare  on  the  line  is  10  cents,  with 
three  tickets  for  25  cents. 


British  Bus  News  Summarized 

Growing  Number  of  Independent  Operators  in  London  Becoming  Traffic  Menace 

— Attempt  to  Link  Buses  and  Trolleys  Fails — Report  of  Committee  on 

Motor  Vehicle  Taxation  Not  Yet  Ready 


THE  number  of  independent  competi- 
tive buses  which  are  being  put  on 
the  streets  of  the  British  metropolis 
must  be  giving  concern  to  the  London 
General  Omnibus  Company.  So  far  the 
number  for  each  competitive  firm  or 
company  is  not  large,  but  there  is  a 
growing  number  of  such  firms,  and  it 
is  difficult  to  say  what,  as  they  de- 
velop, the  outcome  may  be.  The  point 
of  view  of  the  London  General  Omni- 
bus Company  of  course  is  that  it  has 
spent  millions  on  development  and 
should  have  protection.  The  new- 
comers' idea,  evidently,  is  that  the 
streets  are  free  to  all.  The  public  ap- 
parently does  not  care  who  owns  the 
buses  so  long  as  the  service  furnished 
is  comfortable  and  speedy. 

The  position  of  the  Metropolitan 
Police,  the  licensing  authorities,  is  a 
difficult  one.  Apparently  they  have  no 
power  of  discretion;  every  bus,  no  mat- 
ter who  owns  it,  which  is  presented  for 
license  is  licensed  to  run  on  the  London 
streets  if  it  conforms)  to  the  police 
regulations  as  to  size,  weight,  etc. 
Thus  it  may  well  be  that  a  time  will 
come  when  London  thoroughfares  will 
be  still  more  choked  than  now  with 
traffic,  largely  consi.sting  of  buses 
which  will  be  running  either  at  no 
profit  or  at  a  loss.  The  remedy,  of 
course,  is  a  traffic  board  for  London 
which  would  regulate,  control  and  ad- 
just all  local  passenger  traffic.  The 
creation  of  such  a  body  has  been 
recommended  by  royal  commissions  and 
Parliamentary  committees  (appointed 
to  investigate  the  subject)  and  by  local 
authorities  from  time  to  time  for  many 
years,  but  nothing  has  resulted.  In 
Britain  generally  outside  of  London  no 
difficulty  of  the  kind  arises,  because  the 


Town  Council  or  County  Council  has 
full  power  to  license  and  regulate  bus 
traffic.  But  in  London,  with  its  multi- 
tude of  local  authorities  possessing  only 
limited  powers,  and  with  the  licensing 
of  buses  in  the  hands  of  the  police,  who 
have  no  power  of  discretion,  chaos 
threatens.  Apparently  the  only  power 
which  the  police  have,  apart  from  un- 
limited licensing,  is  to  direct  what 
streets  should  not  be  used  by  buses. 

The  experiments  have  failed  which 
have  been  carried  on  for  some  two 
years  to  provide  a  linking  up  of  bus 
service  between  the  London  County 
Council  Tramways'  southern  and  north- 
ern divisions  by  means  of  London  Gen- 
eral Omnibus  Company's  buses  across 
the  tramless  area  of  the  West  End. 
Interchange  arrangements  at  various 
points  were  with  one  exception  with- 
drawn some  time  ago,  and  now  the 
single  exception  has  disappeared.  On 
March  27  the  London  General  Omni- 
bus Company  intimated  that  the  Hamp- 
stead  Heath  and  Thames  Embank- 
ment route  would  cease  to  operate.  It 
was  at  the  Embankment  that  connec- 
tion was  made  with  the  County  Coun- 
cil's tramcars.  The  route  was  spe- 
cially instituted  by  the  London  Gen- 
eral Omnibus  Company  to  provide  a 
connection  between  north  and  south 
London  by  linking  up  with  the  L.  C.  C. 
Although  it  has  been  running  for  a 
considerable  period  and  extensively  ad- 
vertised, repeated  traffic  tests  which 
have  been  made  show  the  patronage  of 
the  line  to  be  small,  and  the  route 
is  accordingly  withdrawn.  Through 
tickets  were  issued  which  gave  the  pas- 
senger an  advantage  for  certain  dis- 
tances of  a  halfpenny  in  the  fare. 

In   the  latter   part   of   March   Colonel 


May,1923 

Ashley,  Parliamentary  Secretary  to  the 
Ministry     of     Transport,    informed     a 
deputation  from  important  British  mo- 
tor organizations  that  it  would  not  be 
possible  for  the  report  of  the  depart- 
mental  committee   on    the    taxation    of 
motor   vehicles   to   be   received   in   time 
for    consideratioiv    in    connection    with 
this   year's   national   budget.     The   ob- 
ject of  the  deputation  was  to  impress 
on   the   trovernment  the   importance  of 
adopting   a    system    of   taxation    based 
on    fuel     consumption     instead     of    on 
horsepower    or    weight,    and    that    the 
change  should  be  introduced  by  Jan.  1. 
1924.       It     was     contended     that     the 
present  system  was  hampering  British 
trade  and  was  unjust.     Colonel  Ashley 
replied  that  it  was  impossible  for  him 
to  express  any  views  on  the  merits  of 
the  subject  until  the  committee  which 
was  examining  it  had  reported.     He  re- 
gretted that   it  would   not   be   possible 
for  the  report  to  be   received   in   time 
for    consideration    in    connection    with 
the    introduction    of    tho    budget    this 
year.      Very    wide    interests    were    af- 
fected, and  it  was  only  reasonable  that 
all    parties   concerned    should   have    an 
opportunity  of  stating  their  cases.     As 
to    a    suggestion    that    Parliamentary 
procedure    might    authorize    a    general 
power  which  could  be  left  for  depart- 
mental  action,   it   was   not   possible   to 
impose    taxation     by    regulation.      He 
would,  however,  examine  what  methods 
were    open   for   insuring    that   any    de- 
cision of  the  government,  taken  on  the 
report   of  the  departmental   committee 
could    be    carried    into    effect    before 
Jan.  1,  1925. 


TMNSPORTATION 

to  inerea.se  the  .service  rendered  by  the 
various  bus  companies  through  the 
medium  of  additional  buses. 


New  Jersey  Railway  Applies  for 
Permission  to  Operate  Bus  Line 

Plans  of  the  -New  Jersey  Transpor- 
tation Company,  a  subsidiary  of  the 
Public  Service  Corporation  of  New 
Jersey,  Newark,  to  operate  buses  in 
Belleville  were  further  advanced  re- 
cently when  the  company  filed  with  the 
Belleville  Town  Commission  an  appli- 
cation for  permits  authorizing  bus  op- 
eration between  Newark  city  line  and 
Nutley-Belleville  line.  The  application 
was  laid  on  the  table  for  consideration. 
At  the  start  it  is  propo.sed  to  fur- 
nish ten-minute  headway  during  the 
morning  and  evening  rush-hour  periods, 
with  a  continued  service  under  longer 
headway  during  the  non-rush  periods 
of  the  day.  The  company  will  agree 
that  if  traffic  increases  so  as  to  ju.stify 
a  shorter  headway,  increased  facilities, 
sufficient  to  meet  reasonable  traffic  de- 
mands, will  be  provided. 

As  it  is  intended  there  will  be  an 
operating  agreement  covering  the  trans- 
fer of  passengers  between  cars  and 
buses,  the  rate  of  fare  to  be  charged 
on  the  buses  will  be  the  same  as  that 
charged  street  car  passengers,  includ- 
ing the  privilege  of  obtaining  a  trans- 
fer from  bus  to  car  and  car  to  bus 
upon  payment  of  1  cent  for  each  pas- 
senger so  transferred.  The  company 
seeks  an  exclusive  right. 


257 

R;iilwa>   to  Operate  Huses  in 
K(K'hi'ster  and   I  tica 

The     New     York     State     Railways, 
Rochester,  N.  Y.,  is  going  into  the  bus 
business  in  earnest.     This  is  shown  by 
the   fact   that  orders   for  twelve  buses 
were    placed    during    the    week    ended 
April  21  and  that  on  April  24  officers 
were  elected  of  the  Rochester  Railways 
Co-ordinated    Bus    Lines,    Inc.,   and   the 
Utica  Railways  Co-ordinated  Bus  Lines, 
Inc.,  both   recently    incorporated   under 
the  laws  of  the  state  of  New  York.  The 
buses    are   scheduled_  for   delivery    late 
in  June.     They  will  "be  of  the  twenty- 
five-passenger  type,   Brockway   chassis 
with  Kuhlman  bodies.     Five  are  of  the 
trolley    bus    type    for    use    on    Dewey 
Avenue,  Rochester,  and  seven  are  gaso- 
line vehicles   which  will  be  distributed 
in  various  cities.     The  gasoline  service 
proposed  for  Rochester  is  an  extension 
of  the  Dewey  Avenue  rail  line,  into  the 
adjoining    town    of    Greece.      In    Utica 
service  is  planned  across  town,  east  to 
west,  over  the  Parkway.     Bus  develop- 
ments by  the  same  interests  are  pend- 
ing also  in  Syracuse  and  Schenectady. 


Service  Improvements  to  Be  Made 
at  Lonff  Beach 

Complaints  were  tiled  recently  with 
the  city  officials  of  Long  Beach,  Calif., 
regarding  the  motor  bus  service  ren- 
dered by  the  Long  Beach  Bus  Transpor- 
tation Company  and  other  independent 
bus  lines  serving  various  sections 
of  the  city.  It  has  now  developed 
that  the  improvements  demanded  to  be 
made  in  the  service  rendered  patrons 
by  these  various  operating  bus  com- 
panies of  Long  Beach  will  be  carried 
out  without  the  necessity  of  legislative 
action.  This  conclusion  is  a  result  of 
promises  made  to  the  City  Council  by 
representatives  of  the  bus  lines  in- 
volved. 

A  system  of  universal  transfers  from 
one  bus  line  to  another  was  declared 
impractical  by  bus  company  officials. 
The  question  of  equipping  the  buses  in 
operation  with  pneumatic  tires  was 
discussed  and  the  bus  operators  de- 
clared a  change  would  he  impossible  be- 
cause of  the  danger  of  punctures. 

The  bus  companies  have  agreed, 
however,  to  install  proper  ventilating 
systems  in  their  buses  and  to  maintain 
the  buses  in  better  condition  from  a 
standpoint  of  sanitation.  Furthermore, 
they  agreed  with  the  city  officials  to 
exercise  more  care  in  the  selection  of 
the  bus  drivers  and  to  extend  more 
•courtesy  to  the  riding  public,  as  well  as 


Nothing  But  Buses  in  Newburgh 

The  three  remaining  trolley  cars  of 
the  Orange  County  Traction  Company, 
Newburgh,  N.  Y.,  were  taken  off  the 
streets  of  Newburgh  on  March  31,  mak- 
ing it  exclusively  a  bus  city.  Accord- 
ing to  officials  of  the  Newburgh  Public 
Service  Corporation,  the  successor  to 
the  railway,  33  per  cent  more  persons 
have  ridden  in  buses  during  the  past 
winter  than  rode  in  trolleys  during  the 
similar  period  in  1922.  A  bus  terminal 
200  ft.  X  2.5  ft.  is  now  in  course  of 
construction  by  the  Newburgh  bus  con- 
cern. Five  additional  buses  have  been 
ordered  from  the  Fifth  Avenue  Coach 
Company. 

In  bringing  about  this  change  to  a 
completely  motorized  system  the  New- 
burgh Public  Service  Corporation  has 
absorbed  the  Hudson  Transit  Corpora- 
tion. The  former  corporation  is  headed 
hy  Benjamin  B.  Odell,  ex-Governor  of 
New  York  State.  The  latter  concern 
was  controlled  by  Didsbury,  Aber  & 
Didsbury,  Walden.  With  the  Hudson 
Transit  Corporation,  the  Newburgh 
Public  Service  Corporation  acquired  an 
additional  eleven  buses,  giving  it  a 
total  of  twenty-five  buses,  all  in  oper- 
ation. Fourteen  are  Fifth  Avenue 
Coach  Company  buses,  eight  Mack 
buses  and  three  Dodge  Brothers  buses. 
The  two  latter  came  in  with  the  Hud- 
son Transit  Corporation  purchase.  D.  G. 
.■Vber  has  been  made  manager  of  the 
Newburgh   Public  Service   Corporation. 


Another  "No!"  Vote  in  Saginaw 

For  the  second  time  in  a  period  of 
five  months  electors  of  .Saginaw,  Mich., 
on  April  2  rejected  a  street  car-bus 
franchise  proposal.  The  propcsal  which 
went  before  the  voters  on  April  2  was 
a  resubmission  in  an  amended  form 
of  the  Saginaw-Bay  City  Railway's 
offer  defeated  last  November. 

In  the  meantime,  however,  the  city 
also  voted  down  the  so-called  Wade- 
Henning  omnibus  ordinance.  This  pro- 
posal was  submitted  on  March  7. 

The  new  chief  executive  of  the  city 
is  Albert  W.  Tausend,  elected  over 
George  Phoenix.  Mayor-elect  Tausend 
supported  the  franchise,  and  although 
his  opponent  made  no  open  fight  against 
it,  he  was  not  in  accord  with  the 
measure.  Mr.  Phoenix  is  a  member  of 
the  Council  and  has  two  years  to  serve 
in  that  body. 

With  the  appointment  of  Frank  A. 
Picard  as  city  attorney,  friends  of 
street  car-bus  transportation  in  Sagi- 
naw, Mich.,  are  looking  forward  to  an 
early  solution  of  the  difficulties  con- 
fronting .Saginaw  since  bankruptcy 
proceedings  in  .\ugust,  1921,  caused  a 
suspension  of  electric  railway  service. 

Naming  the  city  attorney  is  the  first 
step  of  the  new  City  Council  toward 
public  conferences  between  the  grantee. 
Otto  Schupp,  and  whomever  he  may 
select  to  meet  with  the  Council  and 
prepare  a  franchise  to  be  submitted 
to  the  people. 


.\nother  Wiscjinsin  Tnter- 
urban  Line 

Through  bus  service  between  Fond 
du  Lac,  Wis.,  and  Neenah,  via  Oshkosh 
and  intervening  towns,  will  probably  be 
established  by  the  Eastern  Wisconsin 
Electric  Company  by  June  1  on  an 
hourly   schedule   and    alternating   with 


258 


BUS 

TRANSPORTAFION 


Vol.2,  No.5 


the  interui-ban  cars.  B.  W.  Arnold, 
manager  of  the  companj,  announces 
that  five  new  sedan  buses  will  be  pur- 
chased. 

A  conference  was  held  recently,  at- 
tended by  Mr.  Arnold,  J.  P.  Pulliam, 
vice-president  and  general  manager  of 
the  Wisconsin  Public  Service  Corpora- 
tion, and  A.  K.  Ellis,  general  manager 
of  the  Wisconsin  Traction,  Light,  Heat 
&  Power  Company,  Appleton,  for  the 
purpose  of  considering  the  establish- 
ment of  a  through  motor  bus  passenger 
service  between  Fond  du  Lac  and  Green 
Bay.  The  Wisconsin  Public  Service 
Corporation  operates  an  interurban 
system  between  Green  Bay  and  Kau- 
kauna.  The  company  represented  by 
Mr.  Ellis  operates  between  Neenah  and 

Kaukauna. 

♦ 

RaUway  Offer  Approved 

License  Expected  to  Be  Issued  Soon  for 
Additional  Service  in  Springfield- 
Independent  Operator  Sells  Out 
AN  OFFER  of  the  Springfield 
(Mass.)  Street  Railway  to  enlarge 
its  bus  service  by  putting  on  two  new 
lines  was  approved  by  the  transporta- 
tion committee  of  the  City  Council  on 
April  18,  and  it  was  understood  that 
licenses  would  issue  promptly  and  the 
service  be  instituted  within  a  few 
weeks.  A  third  route  is  proposed  to  be 
established  later  in  the  season.  These 
are  in  the  nature  of  crosstov/n  and 
feeder  systems  and  will  not  parallel 
electric  railway  lines. 

Three  other  routes  proposed  by  the 
transportation  committee  were  not  re- 
garded as  feasible  by  the  company  at 
this  time.  President  C.  V.  Wood  insist- 
ing on  the  rule  that  all  such  departures 
should  be  predicated  on  definite  promise 
of  public  support.  The  company  has 
bought  three  buses  and  one  additional 
bus  is  adjudged  sufficient  for  immediate 
needs. 

When  the  present  Hampden  County 
Memorial  Bridge  bus  is  replaced  with 
trolley  service,  probably  some  time  late 
this  year,  the  bridge  bus  will  be  avail- 
able for  some  other  line. 

The  displacement  of  independent  bus 
operators,  as  contemplated  by  the 
present  arrangements,  will,  however, 
entail  many  changes  for  the  future,  in 
the  event  that  the  plan  to  grant  the 
railway  a  monopoly  of  the  service 
should  find  fulfillment  a  year  hence. 

Whereas  independent  jitney  men  are 
required  to  furnish  a  bond  of  $10,000 
each  as  protection  against  accident 
claims,  the  railway  will  be  bonded 
under  a  general  arrangement  by  which 
the  company  is  liable  for  claims  for 
accidents  on  any  department  of  the 
service,  where  blame  may  be  charged 
against  it. 

Pending  the  time  when  the  monopoly 
shall  become  effective,  tentatively  set 
for  May  1,  1924,  applications  are  being 
received  from  persons  desirous  of  es- 
tablishing independent  bus  linos  run- 
ning out  of  the  city.  One  application  is 
for  a  route  from  Springfield  to  the 
town  of  Wilbraham,  and  another  calls 


Tabular  Presentation  of  Recent  Bus  Developments 


Company 


Cer;imic  Motor  Bus  Co 

Dayton  &  Xenia  Motorbus  Co 

Gray  Motor  State  Line,  Inc 

Mindak  Auto  Transit  Co 

Simpson  Motor  Bus  Company. . .  . 
Milwaukee    &    Suburban     Motor 

Coach  Lines 

Cleveland-Lorain  Bus  Company.. . 


John  Spencer. . 
A.  D.  Hetcher. 
.John  Speei .... 


AddrrsR 
Incorporations 

East  Liverpool,  Ohio 

Dayton,  Ohio 

Hibbing.  Minn.  .  . 
Barnesvilie,  Minn.  , 
Carrollon.  ID 

Milwaukee,  Wis. .  . 

Cleveland,  Ohio 

Lines  Started 

Maiion,  Ohio 


Edward  E.  Sweet 

Somerset  Auto  Bus  Co .  - 

Zanpsville-Dayton  Motorbus  Co. 

Woodward  Star  Coach  Line 

Louisviile-Lexington  Bus  Co 

City  Motorbus  Co.  of  Chicago.  .  . 

Blue  Streak  Bus  Line 

Mr.  Zumwalt 

Bon  Air  Bus  Line 


Marion,  Ohio 

Woodhaven,   Long   Island,    N. 

Uion,  N.  Y 

Somerset,  Pa . 


Poutiac,  Mich.  . 
Lexington.  K>  , ,  . 

Chicago,  111 

Columbus,  Miss. 
Columbia,  Mo. . , 
Mobile,  Ala 


Samuel  A.  Smith 

Washington    Interurban    Railway 


Wilham  Marshall  (Note  2) 

Wliiuhall  Auto  Bus  Company 

Clyde  G.Aherntlhy 

Ruchfster  &  Penfield  Bus  Line,  Inc. 

Paul  Atkins 

Logan  ^'alley  Bus  Co. 

George  Pattin 

J.  F.  Hickford 

Inter-State  Motor  Transit  Co 

Ross  Forsythe 

Wm.  Lester 

New    Jersey    Transportation    Co. 
Hudson  Bus  Transportation  Co..  . 
Charles  Phillips.    ,        - 
(_)rville  E.  Squier. .  


Applications  Filed 

Lowvilie,  N.  Y 

Washington,  D.  C 

Eimira,  N.  Y 

Whitcall.N.  Y 

Hotnell,  N.  Y 


Fort  Edward,  N.  Y, 
Aitoona,  Pa 


Butler,  Mo. 


Central  Pridge,  N.  \ 
Newark.  N.J 
Jersey  Citv.  N.  J.. . . 
Little  Falls.  N.  Y... 


Nevada-California-Oregon  Ky 

Chester  Francis  Massie 

.John  W^.  Martin 

John  R.  Scanlon .     ,        0^(l.■n,vl.urg.  N.  Y . 

A.  B.  Forrest lb  ahl.^lmrg 

Philip  Panella Inlet,  N.  Y 

I'tica-OId     Forge    Transportation 

Co..  Inc - Utica,  N.  Y.  . 

George  Thaver Rome,  N.  Y 

H.  M.  Parks.    ,  .      Rome.  N.  Y 

Stephen  Reed  .  .      Rome,  N.  Y 

V.K.Irion...  .  .  .      8013  Poplar  St.,  New  Orleans,  La. 


The    West    Penn-Manon-Gahelia 
Public  Service  Co 


New  York  State  Railways  Co- 
ordinal  ed  Bus  Lines 

Wallkill  Transit  Company 

C.  Cameron  Frozier 

.Vnson  Hauser 

Interstate  Motor  Transit  Company 

E.  F.  Winstead 

Kenihvorth  Transportation  Co 

Stanlev  Corned 

The  Ward  Bus  Co 

Camp  Taylor  Civic  Club 

Eastern  Wisconsin  Elec.  Co 

A.  D.  Fletchei 

Gadbury  Motor  Bus  Transporta- 
tion Company 

Georye  W.  I-ayne 

Louifsville  Lexington  Bus  Co   

J.  J.  O'Connor  and  E.  J.  Murphy 

Pocahontas  Transportation  Co. . .  . 


Charles  H.  Wooley.  - 

CeeilFarrell 

H.M.  Parks 

Port  Arthur-Port  Nechcs  Bus  Line 

Interstate  Bus  Line  Company 

Ivunest    J.    Hitch    &    Edward    J. 

Wortman 

N.  T.  Gatfelter 

Interstate  Bus  Line  (Note  I) 

V.  V.  Bullers  and  E.  W.  Speers  .. . 
Charles  Phillips     

James  R.  Scanlon 

Austin  Brothers  Transfer  Company 

The  Finot  Bus  Lines,  Inc 

C.  F.Whipple 

Matlera  Yosemite  Big  Trees  Auto 

Company 

J.A.Smith 

Pacific  Eloclric  Railway 

l-'.inil  J.  Kleinsmith 


Wheeling,  W.  Va 

Lines    Proposed 

Rochest(r,  N.  Y 

Middletown.  N.  Y 

Clayton,  N.  Y 

Manilowac,  Wis 

Butler,  Mo 

Dixon,  Ky 

Asheville,  N.  C_ . 
Canton,  N.  Y.  , 
Madison,  Wis.  . 

Louisville.  Ky 

Fond  du  Lac,  Wis 

1203  West  Wood  St  ,  Dacatur,  lil. 

Jo]iet,Tll 

Dan\iLe,  111. . 

Louisville,  Ky. 

East  Taunton,  Mass 


Pocahontas.  Va 

Permits  Granted 

Buffalo,  N.  Y 

Castle  Creek,  N.  Y 

Rome,  N.  Y 

Port  Arthur,  Texas 

Wilmington.  Del 


Kingston,  N.  Y 

East  Berlin.  Pa 

Wilmington,  Del. .  .  .  . 
Salt  Lake  City,  Utah. 
Little  Falls,  N.Y 

Hammond,  N.  ^ 


St.  Louis,  Mo 


Los  Angeles,  Cal. 


W.    D.    .Alexander,   Carson-Tahoe 

Transportation  Co 

Da\nd  Drake 

Bus  Transportation  Co Wheeling,  W.  Va. 


East  Liverpool 
Dayton  and  Xenia,  Ohio 
Madison  and  Janes\-ille,  Wis. 
Barnesvilie  to  Hawley,  Minn. 


Milwaukee  and  vicinity 

W.  H.  Dunn.     R.     W.     Sanborn, 


Bucyrus  and  Marion,  Ohio 
Decatur  and  Hunie,  111. 
Buc>TUS  to  Marion,  Ohio 
Howard    Beach    and    Woodliaven 
Shuttle  ser\'ice  in  Ilion,  N.  Y. 
Somerset  to  Johnstown 
Zanesville  to  Dayton.  Ohio 
Pontiac  to  High. and  Park,  Mich. 
Le\ington  to  Louis\ille,  Ky. 
Chicago  to  Austin,  111. 
Out  of  Columbus,  Miss. 
Jefferson  City  and  Columbia.  Mo. 
Bon  Air  and  Mobile,  Ala. 

Aider  Creek  to  Lowvilie.   N.   Y. 
Washington,  D.  C,  to  Brandens- 

berg,  Md. 
Eimira  and  Watkins  Glen,  N.  Y. 
Ticonderoga  to  Cambridge.  N.  Y. 
Hornell  and  Rochester,  N.  Y 
Rochester  to  Penfield,  N.  Y.  ^ 
Sa.eni  to  Fort  Edward,  N.  Y. 
Pleasant  Vaiiey  to  Aitoona,   Pa. 
Heaidsburg  and  Calistoga,  Cal. 
Elk  and  Older  Spi  ings,  Cai. 
Butler  to  Harrison\"ilie.  Mo. 
Fresno  and  Camp  No.  2,  Ca.. 
Schenectady    to    Central    Bridge, 
Newark  to  Nutley,  N.  J. 

Little  Falls  to  Cooperstown,  N.  Y. 
Williams.  Cal.,  and  Barlet  Springs, 

Crtlifornip. 
Alturas  and  Eagleville,  Cal. 
Pasadena  to  Millard  Canyon,  Cal. 
Hollywood  to  Culver  City,  Cal.^ 
Ogdonsburg   to   Richville,    N.   Y. 
Heaidsburg  to  Geysere,  Cal. 
Utica,  N.  Y.  to  Inlet 

Utica  to  Lowvilie,  N.  Y 
Rome-Westdale  to  Williamstown 
Rome  to  Williamstown,  N.  Y. 
Rome  to  Williamstown,  N.  Y. 
Inter-city  Systems,  New  Oneans 
Louisiana 

Wheeling,  W.  Va. 


Rochester  to  Schenectady,  N.  Y. 
Linos  inside  city 

Watertown  to  Cape  Vincent,  N.  Y. 
Sheboygan  and  Alanitowoc,  Wis. 
Butler  and  Harrisonville,  Mo. 
EvansviUe,  Ind..to  Henderson,  Ky. 
Charlotte  and  Asheville,  N.  C. 
Canton  to  Waddington,  N.  Y. 
Cross  Plains  to  Prairie  du  Lac, Wis. 
Louisville  to  Camp  Taylor.  Ky. 
Fond  du  Lac  and  Neenah,  Wis. 
Decatur  to  Hume,  111. 

Joliet  and  Wilmington,  lU 
Decatur  and  Pana,  111. 
Lexington  to  L'   is\'ine.  Ky. 
Taunton  Green  and  Elliott's  Cor- 
ner, Mass. 
Montcalm  to  Pocahontas 

Niagara  St.  to  City  Line,  Buffalo, 

New  York 
Cortland  to  Binghamton,  N.  Y. 
Rome  to  Camden 
Port  Arlhui  and  Port  Neches,  Tex. 
Wilmington  to  Chestcrtown,  Md. 

Kingston  to  Sawkill.  N.  Y. 
Gettysburg  to  Han<iver,  Pa. 
Elkton  and  Delaware  State  Line 
Salt  Lake  City  imd  Garfield,  Utah 
Little     Falls.     N.     Y..     Richfield 
Springs  and  Cooperstown,  N.  \  . 
Ogdcnsbnrg  to  Gouverneur,  N.  Y. 
Alariiii  to  Centralia,  111. 
St.  Louis,  Mo.  and  Fenton,  Mo. 
Sonora  and  Cow  Creek,  Cal. 

Merced  to  Yosemite  Valley,  Cal. 
Harbor  City  and  San  Pcdio,  Cal. 
LoB  Angeles  to  Maywood  Tract 
Santa    Monica    and    Los    Floris 
Canyon,  Cal. 


Lakcsid  e  and  Home  wood ,  Cal. 
Blue  Nose.  Cal.,  and  Ilappy  Camp 
Local  service  in  Wheeling 


Note  I — Formerly  operated  by  Gus  Paulos,  Chas.  Paulns.  Gus  Markis. 
Note  2 — Line  to  be  .started  if  E.  R.  R.  discontinues  route. 


May,1923 


BUS 

TRV\SPORTAnON 


259 


for  three  buses  to  be  operated  on  a 
ii'Kular  schedule  between  Springrfield 
and  Pittslield.  The  City  Council  will 
renew  the  licenses  of  twenty-nine  jit- 
ney operators  who  have  Kiven  service 
durinK  the  past  year. 

The  SprinRfield  Street  Railway  has 
bought  from  Clarence  Goodman,  presi- 
dent of  the  Motor  Bus  Owners'  Associa- 
tion in  Springfield,  Mass.,  his  new 
Stewart  bus,  ordered  for  use  on  an 
independent  line,  and  has  engaged  Mr. 
Goodman  to  operate  it  for  the  rail- 
way company.  This  comes  as  a  new 
development  in  the  plan  of  Mayor 
Leonard  of  Springfield  to  retire  all  in- 
dependent buses  in  the  near  future 
and  depend  on  the  railway  for  com- 
plete transportation  service  (see  Bus 
Tio\.Nsr(iitTATiON  for  March,  1923). 


way  to  Medford  Square  serving  the 
Wellington  district.  A  fifth  line  is  un- 
der discussion,  from  Medford  Square  to 
Medford  Hillside. 

For  the  four  lines  already  operating 
or  definitely  decided  upon  the  company 
has  seventeen  buses.  It  will  extend 
this  service  as  the  demands  develop  if 
it  obtains  permission  from  thi-  city  au- 
thorities. The  company  has  a  b'ankel 
permit  from  the  Stale  Dtparlmcnt  of 
I'ublic  Utilities,  but  must  have  licenses 
from  the  local  authorities  for  each  spe- 
cific route. 

^  Financial 
^^      Section 


Concourse  Bus  Line.  Stopped  by 
Injunction,  to  Uesume 

A  franchise  was  granted  on  April  20 
by  Mayor  Hylan  and  the  Board  of 
Estimate  of  New  York  to  the  Grand 
Concourse  Bus  Company  for  the  opera- 
tion of  a  bus  line  between  Harlem  and 
the  Bronx,  and  another  line  in  the 
Bronx  only.  It  was  feared  that  a 
technicality  which  was  discovered 
might  lay  the  franchise  open  to  an  in- 
junction by  interests  hostile  to  the 
Hylan  administration,  but  the  Mayor 
insisted  upon  going  ahead. 

The  franchise  extends  over  a  period 
of  three  months  with  a  clause  permit- 
ting revocation  in  thirty  days.  It  calls 
for  a  -^-cent  fare  and  5  per  cent  of  the 
gross  receipts,  with  the  minimum 
amount  of  $.5,000  for  the  entire  period 
as  the  city's  share.  To  circumvent  any 
transference  of  control  to  any  other 
company,  Emil  Leindorf,  the  president 
of  the  bus  company,  had  to  deposit  his 
capital  stock  with  the   Comptroller. 

The  Transit  Commission  has  set  May 
2  as  the  date  for  a  public  hearing  on 
the  bus  company's  application  for  a 
certificate  of  convenience  and  necessity. 
This  must  he  granted  before  the  buses 
can  be  legally  operated  and  it  is  under- 
stood that  it  will  be  granted  to  relieve 
the  people  of  the  Bronx  from  their 
present  transit  incovenience. 

One  bus  line  runs  from  110th  Street 
and  Fifth  Avenue,  over  the  Madison 
Avenue  bridge  and  up  the  Grand  Con- 
course to  Mosholu  Parkway.  The  other 
route  runs  from  150th  Street  and  Mel- 
rose Avenue  up  the  concourse  to  the 

parkway. 

♦ 

Boston  Elevated  Operating 
Four  Bus  Lines 

Four  regular  bus  lines  are  now^  in 
operation  or  immediate  contemplation 
by  the  Boston  (Mass.)  Elevated  Rail- 
way supplementing  its  trolley  service. 
The  company  has  now  established  a  full 
service  between  Linden  and  Maiden 
Square  operating  four  buses.  The  com- 
pany has  one  line  in  Xorth  Beacon 
Street,  another  in  Highland  Avenue, 
Maiden.  It  will  start  a  fourth  line  on 
May  1  in  Riverside  Avenue  from  Fells- 


.")7  per  Cent  Increa.se  in  Bus 
Trallic  in  Detroit 

At  the  time  the  annual  report  of  the 
Detroit  (Mich.)  Motorbus  Company 
was  presented  to  the  company's  stock- 
holders recently  eighty-one  buses  were 
in  operation,  with  seven  more  in  the 
course  of  construction  and  about  ready 
for  delivery.  The  new  covered  upper 
deck  buses  have  been  found  very  popu- 
lar in  both  summer  and  winter  and 
have  proved  to  be  a  source  of  increased 
revenue  to  the  company. 

Increased  demands  made  upon  the 
company  for  transportation  necessitated 
supplying  additional  equipment  and  the 
purchase  of  forty  more  buses  has  been 
authorized  by  the  directors.  According 
to  the  report,  the  motor  bus  company 
carried  in  1922  more  than  14,000,000 
passengers,  representing  an  increase  of 
■57  per  cent  over  the  1921  figures.  This 
increased  traflic  was  carried  with  an  in- 
crease of  42  per  cent  in  equipment. 

For  the  year  1922,  329,874  trips  were 
reported,  as  against  224,874  trips  in 
1921.  The  mileage  traveled  in  1922  was 
3,647,946,  as  compared  with  2,489,571 
in  the  preceding  year. 

Current  assets  were  given  as  $201,- 
7S1,  with  current  liabilities  at  §69,842. 
Included  in  the  current  assets  are 
$80,248  in  Government  securities  and 
$60,609  in  cash.  Total  assets  were 
given  at  $1,232,263.  Of  the  $205,167 
depreciation  reserve,  $196,985  was 
charged  tp  depreciation  on  equipment. 
Surplus  amounted  to  $67,820.  No  earn- 
ings statement  was  included  in  the 
report. 

Columbia  River  Stage  Line 
Highly  Profitable 

A  hearing  was  recently  instituted  in 
Portland,  Ore.,  by  the  Public  Service 
Commission  to  inquire  into  the  rates, 
schedules  and  practices  of  stage  lines 
operating  on  the  lower  Columbia  River 
Highway.  This  is  the  first  real  study 
of  the  cost  of  automobile  service  ever 
made  in  Oregon  by  any  official  body. 

The  hearing  disclosed  that  a  profit 
of  17.5  per  cent  net  was  made  on  last 
year's  operations  of  the  Columbia  River 
stages.    The  stages  are  operated  by  A. 


JalolT,  owner,  and  the  operating  data 
were  supplied  by  C.  F.  Hagemann, 
auditor  of  the  commission,  who  got  his 
data  from  the  company's  lHK>ks.  Depre- 
ciation was  figured  at  about  18  per  cent. 
The  testimony  showed  that  the 
Columbia  Stages,  the  largest  of  the 
bus  companies,  dues  a  business  of  about 
$1250,000  a  year.  The  earnings  are  in- 
creasing rapidly  and  the  results  of 
operation  indicate  the  extent  of  the 
competition  that  the  bus  lines  offer  the 
railroads. 

H.  D.  Wagnon,  Jr.,  testified  as  to  the 
condition  of  the  e(|uipment  operated  by 
the  Columbia  Stages  and  the  Royal 
Blue  Lines,  and  declared  that  l>oth  sys- 
tems were  good. 

It  is  considered  probable  that  the 
corrmission  will  take  the  s'age  lines 
in  hand  and  regulate  them,  as  there  is 
now  a  spread  of  from  1.7  to  5  cents 
per  mile  in  the  charge  being  made  for 
bus  fare.  The  commission  also  inquired 
into  the  question  of  the  sufficiency  of 
the  surety  afforded  by  the  cash  deposit 
cf  A.  JalofT. 


Public  Permitted  to  .Subscribe 

The  Jefferson  Highway  Transporta- 
tion Company,  Inc.,  Phoenix  Building, 
Minneapolis,  Minn.,  has  decided  to  issue 
Class  \  participating  stock  at  $100  per 
share,  paying  7  per  cent,  with  the  added 
right  to  participate  in  one-third  of  net 
profits  earned  annually  over  that 
amount  by  the  company.  The  shares 
will  be  issued  to  ."500  persons  only,  from 
one  to  three  shares  each.  There  are  no 
bonds  outstanding.  It  is  state<l  the  net 
earnings  for  the  year  ended  .■\ug.  1, 
1923,  will  be  $50,000. 

The  company  has  bought  the  De  Luxe 
line,  three  buses,  operating  to  St.  Cloud, 
Minn.,  the  Motor  'Transit  Company  line 
operating  to  Fergus  Falls,  Minn.,  two 
buses,  and  a  bus  line  operating  between 
Aitkin  and  Grand  Rapids,  Minn.,  one 
bus.  It  now  needs  more  rolling  stock 
and  will  use  the  proceeds  from  the  pres- 
ent sale  for  line  extensions. 

The  company  was  organized  in  the 
spring  of  1920.  In  the  year  1922  it  car- 
rie<l  200,000  pas.sengcrs.  From  one 
motor  bus  operating  to  a  near-by  sub- 
urb assets  have  increased  to  $197,789. 
Fifty  towns  within  150  miles  of  Minne- 
apolis are  reached  daily  by  the  com- 
pany's service.  The  company  has  a 
large  garage  and  despatches  its  cars 
from  the  Union  bus  terminal  in  Minne- 
apolis. It  has  recently  put  into  service 
a  twenty-four  passenger  Fageol  bus. 

In  a  full-page  advertisement  which 
appeared  in  the  Minneapolis  Journal  of 
April  19  the  company  said: 

"The  Jefferson  Highway  Transporta- 
tion Company,  operating  throughout 
the  state  of  Minnesota  a  large  fleet  of 
highway  bu-ses.  wants  friends.  The 
company  wishes  to  enlarge  a  business, 
already  amazing,  by  establishing  good 
will — in  Minneapolis  and  other  commu- 
nities it  serves.  For  that  reason,  and 
for  that  reason  primarily,  the  company 
will  permit  a  limited  number  (300)  to 
become  shareholders,  with  the  opportu- 
nity of  participating  in  big  profiU." 


260 


BUS 

TRANSPORTATION 


Vol.2,  No.5 


Bus,     1^ 
Regulation  Tn 

Unreasonable  Iowa  Ordinance 
Overruled 

Cities  of  Iowa  can  no  longer  pass 
prohibitive  and  unreasonable  ordi- 
nances designed  to  eliminate  motor 
buses  from  their  streets.  This  is  the 
substance  of  a  ruling  made  recently  by 
the  Supreme  Court  of  the  state.  The 
decision  was  rendered  in  a  case  brought 
up  from  Mason  City,  where  the  City 
Council  had  passed  an  ordinance  fix- 
ing a  license  fee  of  $300  per  annum 
and  requiring  a  bond  of  $50,000  for 
each  bus  carrying  ten  or  more  passen- 
gers. 

The  Star  Transportation  Company, 
which  operates  buses  out  of  Mason 
City,  held  that  such  an  ordinance  was 
prohibitive  and  unreasonable  and  de- 
fended its  stand  in  the  high  court.  The 
ordinance  in  question  further  pro- 
hibited the  buses  from  operating  over 
streets  occupied  by  an  electric^  rail- 
way. 

The  Star  Transportation  Company 
operates  four  twenty-passenger  buses 
connecting  Mason  City,  Garner  and 
Hampton.  When  the  objectionable 
ordinance  was  passed  the  bus  company 
successfully  brought  an  injunction  suit 
in  the  District  Court  of  Cerro  Gordo 
County.  This  action  was  appealed  to 
the  Supreme  Court  by  the  city.  The 
court's  ruling  was  based  almost  solely 
on  the  ordinance  being  "prohibitive  and 
unreasonable." 


Important  Minnesota  Bill  Lost 
in  Legislature 

The  Minnesota  Legislature  has  ended 
its  biennial  session  without  passing  the 
special  bus  control  bill  that  the  organ- 
ized bus  owners  desired  to  have  made  a 
law.  The  Legislature  did,  however, 
change  the  state  motor  car  registration 
law  so  as  to  make  the  annual  fees  more 
equitable  with  respect  to  the  basis  of 
the  tax.  Among  the  other  measures 
that  failed  was  a  ^20,000,000  bond  issue 
bill  to  enable  the  highway  commis- 
sioner to  do  work  in  1924  that  would 
ordinarily  take  ten  years.  It  is  sus- 
pected the  railroads  had  something  to 
do  with  the  fatality  of  this  measure, 
as  the  general  public  favored  the  pas- 
sage of  the  bill. 

Notwithstanding  the  showing  by  the 
bus  men  that  a  10  per  cent  tax  on  com- 
mercial and  freight  vehicles  could  not 
be  borne  by  them,  although  they  be- 
lieved they  could  pay  a  minimum  of 
$250  a  car  and  a  maximum  of  5J  per 
cent  of  the  valuation,  the  tax  was  put  at 
10  per  cent  ad  valorem  as  of  Nov.  1  of 
the  previous  year,  with  the  usual  10 
per  cent  depreciation.  The  bus  men  held 
that  buses  were  paying  25  per  cent 
more  than  trucks,  which  under  the  bill 
would  pay  taxes  ranging  from  $12  to 
$200,  according  to  size  and  weight. 


Ohio  Regulatory  Bill  a  Law 

Both  the  House  and  the  State  Senate 
of  Ohio  passed  the  bill  putting  buses 
under  control  of  the  Public  Utilities 
Commission  and  levying  taxes  upon 
them  for  the  upkeep  of  highways.  The 
bill  became  a  law  without  the  signature 
of  the  Governor.  It  becomes  effective 
in  ninety  days. 

The  bill  empowers  the  Public  Utili- 
ties Commission  to  supervise  and  regu- 
late all  motor  bus  companies,  fix  their 
rates,  regulate  the  service  and  safety 
of  operation,  require  filing  of  annual 
reports  and  provide  uniform  accounting 
.systems.  The  commission  is  to  have 
authority  over  the  bus  companies  to  the 
exclusion  of  local  communities. 

Existing  motor  transportation  com- 
panies are  protected  from  competition 
by  new  companies  by  reason  of  a  pro- 
vision which  makes  it  necessary  for 
any  new  bus  company  to  obtain  a 
certificate  of  convenience  and  necessity 
from  the  Public  Utilities  Commission 
before  beginning  to   operate. 

The  bill  provides  the  following 
schedule  of  taxes  for  bus  lines,  to  pay 
expenses  of  administration  and  to 
maintain  and  repair  highways: 

1.  For  cars  operating  between  fixed  ter- 
mini— For  seven-passenger  cars,  $.5ii  eacli : 
cars  carrying  twelve  to  eighteen,  $140  :  cars 
carrying  eighteen  to  twenty-four.  $180  ; 
cars  carrying  more  than  twenty-four,   $380. 

2.  For  cars  not  operating  between  fixed 
termini — For  seven-passenger  cars,  $25  ; 
cars  carrying  seven  to  twelve,  $60  ;  cars 
carrying  twelve  to  eighteen,  $90:  cars  car- 
rying eighteen  to  twenty-four,  $115:  cars 
carrying  more   than   twenty-four,   $150. 

Fifty  per  cent  of  the  taxes  collected 
go  to  the  state  to  the  credit  of  the  high- 
way maintenance  and  repair  fund, 
while  the  Treasurer  of  the  state  is 
authorized  to  apportion  50  per  cent  in 
accordance  with  the  lineal  miles  of 
route  in  each  municipality  and  county. 

There  are  stringent  provisions  cover- 
ing qualifications  of  drivers  and  fixing 
penalties  for  not  keeping  within  the 
terms  of  the  orders  of  the  commission 
fixing  schedules,  etc. 

The  schedule  setting  forth  the 
amount  of  the  bond  that  must  be  fur- 
nished, or  the  insurance  carried,  is  as 
follows : 

For  each  motor  vehicle  used  for  trans- 
portation of  property  or  for  transportation 
of  persons  or  both,  the  seating  capacity  of 
which  is  seven  passengeis  or  less,  for  any 
recovery  for  personal  injury  to  or  death  of 
one  person  not  less  than  $5,000  :  for  any 
recovery  for  personal  injury  to  or  death  of 
more  than  one  person  in  any  one  accident, 
not  less  than  $10,000,  and  for  any  re- 
covery for  damages  to  property  of  any 
person  other  than  the  assured  not  less  than 
$1,000. 

For  each  public  motor  vehicle  used  for 
the  transportation  of  persons  the  seating 
capacity  of  which  is  eight  to  twenty  pas- 
sengers, inclusive,  for  any  recovery  for  per- 
sonal injury  to  or  death  of  one  person,  not 
less  than  $5,000  :  for  any  recovery  for  per- 
sonal injury  to  or  death  of  more  than  one 
person  in  any  one  accident  not  less  than 
$12,000,  and  for  recovery  for  damage  to 
property  of  any  person  other  than  the  as- 
sured not  less  than  $1,000, 

For  each  public  motor  vehicle  used  for 
transportation  of  persons  the  seating  ca- 
pacity of  which  is  more  than  twenty  pas- 
sengers, for  any  recovery  for  personal  in- 
jury to  or  death  of  one  person  not  less 
than  $5,000  ;  for  any  recovery  for  personal 
injury  to  or  death  of  more  than  one  per- 
son in  any  one  accident  not  less  th.an  $15,- 
000,  and  for  any  recovery  for  damage  to 
property  of  any  one  person  other  than  the 
assured   not   less  than    $1,000. 

Before  the  bill  embodying  the  pro- 
visions becomes  a  law,  there  will  have 


to  be  a  conference  on  it  between  the 
House  and  Senate.  The  taxes  enumer- 
ated above  are  those  in  the  Senate  bill. 
As  the  bill  passed  the  House  the  taxes 
are  a  trifle  lower  because  at  the  time 
the  House  passed  the  bill  it  was  ex- 
pected that  there  would  be  a  gasoline 
tax  of  either  1  or  2  cents  a  gallon  in 
Ohio.  This  measure,  however,  has  al- 
ready been  defeated  and  for  that  rea- 
son the  rates  for  motor  buses  have  been 
increased  in  the  Senate  bill. 


Rights  of  Call  and  Demand 
Operators  Defined 

The  Public  Service  Commission  of 
Pennsylvania  has  gone  on  record  as 
defining  the  rights  and  privileges  of 
automobiles  and  motor  buses  holding- 
certificates  as  common  carriers  and 
those  holding  call  and  demand  certifi- 
cates. The  decision  was  rendered  in 
the  case  of  the  complaint  filed  by  the 
Emerick  Motor  Bus  Company,  Belle- 
fonte,  against  Harry  Roan,  Charles 
Tressler,  Percival  Rudy  and  Harry 
Resides,  who  operate  call  and  demand 
taxicab  service  in  State  College  and 
vicinity. 

The  complaint  in  the  case  charged 
these  men  with  improper  conduct  and 
alleged  that  they  were  operating  con- 
trary to  the  rules  and  regulations  of 
the  Public  Service  Commission,  in  that 
they  were  in  the  habit  of  coming  to 
Bellefonte,  parking  their  cars  about  the 
Pennsylvania  Railroad  station  and 
carrying  passengers  in  competition 
with  the  Emerick  Motor  Company  bus 
line  on  its  regular  schedule,  and  solicit- 
ing passengers  contrary  to  the  regu- 
lations of  the  commission. 

In  the  order  the  commission  directs 
that  Roan,  Tressler,  Rudy  and  Resides 
cease  and  desist  from  operating  motor 
vehicles  as  common  carriers  for  the 
transportation  of  passengers  between 
the  borough  of  State  College  and  the 
borough  of  Bellefonte;  px'oviding,  how- 
ever, that  the  restraining  order  shall 
not  apply  when  said  respondents,  or 
any  of  them,  are  specially  engaged  to 
transport  passengers  from  State  Col- 
lege to  Bellefonte,  and  shall  not  apply 
when  said  respondents,  or  any  of  them, 
are  specially  called  to  Bellefonte  to 
transport  particular  passengers  from 
Bellefonte  to  State  College, 

The  order  further  directs  that  the 
State  College  taxicab  men  shall  cease 
parking  their  cars  at  the  Pennsylvania 
Railroad  depot  or  other  places  in  the 
borough  of  Bellefonte,  and  prohibits 
them  from  soliciting  persons  for  trans- 
portation as  common  carriers. 

In  its  decision  the  commission  stated 
that  the  call  and  demand  certificates 
were  issued  for  State  College  and 
vicinity  and  did  not  contemplate  the 
carrying  on  of  such  a  business  in  the 
borough  of  Bellefonte,  which  would  be 
in  direct  competition  with  those  per- 
sons who  hold  call  and  demand  certifi- 
cates for  Bellefonte  and  vicinity.  The 
commission  states  that  unless  such 
rules  and  regulations  are  prescribed 
endless  confusion  would  result. 


May,  1923 


BUS 

mvSSHORfAllON 


261 


Personal 


Notes 


Miijcir  MrKav  Maimger 

Skftch  of  Iliad  1(1  lirst  Si/al)U'  City 
in  Which  Itiis  Has  Ki|ilaii-«1  Local 
KU'ctric  Kailway 

MAJOR  WILLIAM  JOHNSTON' 
McKAY,  nianaRer  of  the  city  of 
Newburgh,  N.  Y.,  under  Plan  C,  com- 
mission form  of  Kovt'inment,  is  a  stanch 
believer  in  bus  transportation.  The 
proud  distinction  is  his  of  beinj;  the 
head  of  the  government  of  the  first  city 
of  any  considerable  size  in  the  United 
States  to  Ko  over  from  electric  railway 
entirely  to  bus  operation  conducted  in 
an  orderly  way  by  a  stable  manage- 
ment. Under  Major  McKay  buses  have 
always  been  as  welcome  in  Newburgh 
as  are  the  flowers  in  May.  As  he  put 
it  some  time  ago: 

Don't  Try  to  Gum  Progress 

"The  man  or  men  who  reckon  to  fight 
the  bus  business  when  it  is  properly 
conducted  are  doing  an  unwise  thing. 
They  are  trying  to  gum  progress.  The 
bus  business  is  no  longer  an  infant 
industry.  It  is  fast  reaching  the  pro- 
portions of  a  swaggering  giant.  We 
like  giants  in  Newburgh.  The  more  of 
them  the  better  we  will  like  it." 

The  Major  was  born  in  Newburgh  on 
June  10,  1866.  He  was  educated  in  the 
public  schools,  and  at  the  age  of  twelve 
went  to  work  in  the  Newburgh  Steam 
Cotton  Mills,  where  he  remained  foi 
two  years.  From  this  he  took  what  he 
terms  as  a  "a  whirl"  at  the  dry  goods 
business,  at  which  he  remained  for 
five  years.  Wishing  to  see  "what  made 
the  wheels  go  round"  he  went  to  New 
York  City,  where  he  was  employed 
■"selling  shoes"  for  three  years. 

At  the  age  of  twenty-two  he  decided 
that  Newburgh  had  it  on  New  York 
City  as  a  "place  to  grow  up  in."  He 
returned  and  entered  a  real  estate  office, 
where  he  learned  that  business  from 
the  "middle  both  ways."  In  1894  he 
went  into  the  real  estate  and  insurance 
business  for  himself,  and  was  successful 
from  the  start.  He  mixed  humor  with 
his  business;  when  a  building  lot  buyer 
wanted  to  know  "how  deep"  the  lot  was, 
Mr.  McKay  would  remark  that  he 
wasn't  sure,  "nobody  having  dug  into  it 
as  yet,"  but  that  "the  official  survey 
showed  it  to  be  100  ft.  long  on  the  sur- 
face." Major  McKay  is  engaged  in  this 
business  yet. 

Made  Prison  Administrator 

In  the  year  1909  Governor  Hughes  ap- 
pointed him  to  the  post  of  Commis- 
sioner of  New  Prisons.  He  begat  him- 
self a  reputation  while  serving  in  this 
capacity,  because  of  the  fact  that 
grafters  could  never  get  to  him.  He 
insisted   that   a    cubic   foot   measure   a 


luul  each  way.  When  bujiii;;  buililiiig 
sand  he  used  to  insist  on  it  being 
weighed  only  once,  and  charged  sim- 
ilarly. In  1911  he  was  appointed  a 
member  of  the  Hudson-Fulton  Celebra- 
tion Commission  by  Governor  Dix.  In 
February,  1917,  he  enlisted  and  was 
appointed  a  captain  in  the  Quarter- 
master Corps  of  the  United  States 
Army.  On  Aug.  10,  1917,  he  was 
ordered  to  report  to  the  Embarkation 
Officer  at  Hoboken,  N.  J.,  for  service 
overseas.  He  went  across  and  reported 
personally  to  General  Pershing  at  his 
headquaiters  in  Paris. 

In  Service  Abroad 

Major  McKay  served  four  months  in 
the  Quartermaster's  Department  and 
was     transferred     to    the     Engineering 


II'.    ./.    McKau 

Corps,  .Army  Transportation  Section. 
He  was  stationed  at  Base  Section  No.  4, 
with  headquarters  at  Havre,  from 
November,  1917,  to  December,  1918.  He 
was  next  promoted  to  Major  in  the 
Engineering  Corps,  and  received  two 
citations  from  the  commanding  officer. 
General  Pershing,  of  the  A.E.F.  for 
"exceptional,  meritorious  and  con- 
spicuous service."  He  was  honorably 
discharged  in  January,  1919,  and  re- 
turned to  his  business.  He  was  ap- 
pointed city  manager  of  Newburgh  on 
Jan.  5,  1920.  He  has  held  the  office 
longer    than    any   other   city    manager. 

Likely  to  Keep  His  Job 

Major  McKay  is  a  born  diplomat, 
with  a  weird  method  of  knowing  just 
when  and  how  to  say  "yes"  or  "no." 
He  is  anxious  to  resign  and  devote  him- 
self to  his  own  business,  but  the  com- 
missioners and  the  Mayor  of  the  city 
of  Newburgh  have  put  it  up  to  him  to 
find  another  city  manager  "just  as 
efficient  as  the  present  incumbent  and 
we   will   accept   your   resignation." 


Mr.  MiillalHN    Mad.' 
Sii|M-riiitiMi(i('iit 

I  iirnier  District  Superintendent  .Suc- 
ceeds .Mr.  .Mo.ser  with  Fifth  .\venue 
Coach  Company — Other  OrKanization 
Changes 

JOSEPH  W.  .MULLAHEY.  who  hax 
been  identified  with  transportation 
m  New  York  City  since  190H,  succeeds 
Herbert  C.  Moser  as  superintendent  of 
transportation  of  the  Fifth  Avenue 
Coach  Company. 

Mr.  .Mullahey  entered  the  fleld  of 
transportation  as  a  conductor  on  the 
Lexington  Avenue  line  of  the  old 
Metropolitan  Street  Railway.  Dur- 
ing the  four  years  he  was  with  this 
concern  he  was  successively  a  con- 
ductor, clerk,  motorman,  starter,  in- 
spector, and  for  a  time  served  in  the 
carhouse  working  on  motorR,  con- 
trollers and  air  brakes.  He  joined  the 
Fifth  Avenue  Coach  Company  in 
August,  1912,  as  a  starter  and  was 
made  a  supervisor  the  following  No- 
vember. The  first  time-table  put  in 
force  by  the  company  was  prepared 
jointly  by  .Mr.  .Mullahey  and  Mr. 
Moser.  Mr.  .Mullahey  was  transporta- 
tion superintendent  of  the  eastern  divi- 
sion when  he  was  selected  as  .Mr. 
.Mcser's  successor. 

The  construction  and  overhaul  de- 
partments of  the  company,  which  came 
under  the  direction  of  Edward  Wotton, 
who  also  resigned  to  join  Mr.  .Moser  in 
Chicago,  have  been  reorganized  and 
divided  into  three  separate  depart- 
ments with  a  superintendent  at  the 
head  of  each.  Under  this  reorganiza- 
tion Matthew  Watson  has  been  made 
superintendent  of  rolling  stock;  Joseph 
Richardson,  superintendent  of  the  ma- 
chine shops,  an<l  Michael  Forrester, 
superintendent  of  the  carpenter  shop. 

Matthew  Watson  entered  the  field  of 
steam  transportation  in  Kings  Lynn, 
England,  in  1897.  In  1906  he  entered 
the  employ  of  the  Wolseley  Tool  & 
Motor  Company  in  Birmingham,  which 
at  that  time  was  the  largest  automobile 
factory  in   Great   Britain. 

In  1910  Mr.  Watson  came  to  this 
country  and  joined  the  Fifth  -Avenue 
company  as  a  mechanic.  He  later  was 
placed  in  charge  of  the  engine  bench 
and  from  that  post  was  advanced  to 
the  position  of  foreman  of  the  over- 
haul shops  by  G.  A.  Green,  then  gen- 
eral manager  of  the  New  York  Trans- 
portation Company,  which  was  operat- 
ing taxicabs.  Since  1912  .Mr.  Watson 
has  acted  as  foreman  of  the  mechani- 
cal departments  and  for  a  time  aided 
the  research  department  in  carrying 
out  experiments.  In  1922  he  helped  in- 
stall the  motor  coach  system  of  the 
.Milwaukee  Electric  Railway  &  Light 
Company,  and  last  wnnter  installed  a 
bus  system  at  Newburgh,  N.  Y.  Mr. 
Watson,  as  a  guest  of  the  London  Gen- 
eral Omnibus  Company,  visited  that 
company's  plants  and  made  a  study  of 
its  manufacturing  methods. 

Joseph     Richardson    started    in    the 
company  as  a  foreman  under  Mr.  Wot- 


262 

ton.  He  was  placed  in  charge  of  the 
mechanical  department  when  Mr.  Wot- 
ton  was  transferred  to  the  New  York 
Transportation  Company.  To  Mr. 
Richardson  falls  the  honor  of  having 
superintended  the  construction  of  every 
motor  coach  produced  by  the  company. 
In  his  new  role  of  superintendent  of 
the  mechanical  shops  the  assembling  of 
all  the  chassis  will  come  under  his  di- 
rection, as  well  as  the  annual  overhaul 
work. 

Michael  Forrester  is  the  pioneer 
motor  coach  body  builder  of  America 
and  designed  the  first  bodies  used  by 
the  Fifth  Avenue  company.  He  entered 
the  employ  of  the  company  in  May, 
1905.  The  first  De  Dion-Bouton  buses 
brought  to  this  country  in  1914  were 
used  by  Mr.  Forrester  as  the  basis  for 
subsequent  designs  in  which  he  in- 
creased the  seating  capacity  from 
thirty-four  to  forty-four,  then  to 
forty-seven  and  finally  to  fifty-one,  the 
present  capacity  of  the  L  type  Fifth 
Avenue  motor  coach. 

The  post  made  vacant  by  the  eleva- 
tion of  Mr.  Mullahey  to  the  superin- 
tendency  of  transportation  has  been 
filled  by  the  appointment  of  Herbert  A. 
Keirstead,  who  joined  the  company  on 
Oct.  6,  1909,  as  a  conductor. 


BUS 

TR\NSPORTAnON 

Young  Lady  Proprietor 

Red  Ball  Transportation  Company  of 
Mason  City,  Iowa,  Is  Headed  by 
Progressive  Young  Woman 

OUT  in  Iowa  there  is  a  young  woman 
upon  whom  devolves  the  main  re- 
sponsibility of  operating  a  bus  line.  She 
is  Helen  M.  Schultz.  She  and  her 
brother,  Magnus  J.,  are  the  proprietors 
of  the  Red  Ball  Transportation  Com- 
pany, Mason  City,  but  it  is  Helen  who 
is  at  the  business  end.  She  takes  care 
of  the  office,  sees  to  the  bookkeeping, 
hires  and  discharges  the  drivers  and 
oversees  the  routes.  The  brother  has 
charge  of  the  mechanical  end  of  the 
business. 

Helen  Schultz  is  only  twenty-four 
years  old,  but  she  is  made  of  stern 
stuff.  Miss  Schultz  read  William  James 
when  she  was  in  High  School  in  Shell 
Lake,  Wis.,  and  then  and  there  re- 
solved to  take  the  philosopher's  advice 
and  always  remain  young  mentally.  She 
is  not  afraid  of  a  new  idea.     Neither  is 


Highway  Commission  Appoint- 
ments Announced 

Recent  appointments  on  state  high- 
way commissions  are  as  follows: 

Massachusetts — William  F.  Williams, 
Commissioner  of  Public  Works;  A.  W. 
Dean,  chief  engineer. 

New  York — Frederick  Stuart  Greene, 
Commissioner  of  Highways;  William  A. 
Patton,  secretary  to  the  commission. 

Pennsylvania — Paul  D.  Wright,  State 
Highway  Commissioner;  William  H. 
Connel,  Assistant  Commissioner. 

New  Jersey — Gen.  H.  L.  Scott,  chair- 
man Highway  Commission;  E.  E.  Reed, 
acting  state  highway  engineer. 

Tennessee — J.  D.  Creveling,  Jr., 
chairman  Department  of  Highways; 
Major  D.  Q.  McComb,  chief  engineer 
(reappointed). 

Oklahoma — Paul  Nesbitt,  Commis- 
sioner of  Highways;  F.  G.  Simmonds, 
state  engineer. 

Kansas — Gov.  J.  M.  Davis,  chairman 
Highway  Board;  L.  R.  Tillotson,  high- 
way engineer. 

Nebraska — Ray  Cochran,  Secretary 
Department  of  Public  Works;  M.  C. 
Noble,  chief  of  the  Bureau  of  Roads. 

North  Dakota — R.  A.  Nestos,  chair- 
man Highway  Commission;  Walter  G. 
Black,  chief  engineer. 

New  Mexico — James  A.  French, 
Highway   Engineer. 

Arizona — F.  R.  Goodman,  State  Engi- 
neer. 

California — Harvey  M.  Toy,  Chief 
Department  of  Public  Works;  Robert 
M.  Morton,  Director  Division  of  Pub- 
lic Works. 

Oregon— Roy  A.  Klein,  Highway 
Engineer. 

Idaho— William  J.  Hall.  Director 
Public  Works. 


Helen  M.  Schultz 


there  an  inferiority  complex  anywhere 
m   her  makeup.     She   has   on  occasion 
defied  the  police  in  the  operation  of  her 
line,    but   her   defiance    was    not    mere 
bravado.     It  was  based  on  her  convic- 
tion that  her  point  of  view  with  respect 
to  her  operating  rights  was  correct,  and 
the  court  has  upheld  her  in  her  conten- 
tion,  both   the   District   Court  and   the 
Iowa     Supreme     Court.      This     is,     of 
course,  a  happy  result,  but  it  was  not 
achieved  until   after   Miss   Schultz  had 
gone  through  a  peck  of  trouble,  which 
involved  even  her  arrest.     Her  attitude 
is  that  she  is  willing  to  pay  a  tax  and 
that  the  operators  of  buses   should  be 
taxed,  but  it  is  not  her  idea  that  each 
city  or  town  through  which  she  oper- 
ates   should    have    the    right    to    exact 
whatever  charge  it  saw  fit. 

So  much  for  that  phase  of  the  story. 
Helen  Schultz  and  her  brother  started 
bus  operation  on  April  1,  1922.  They 
entered  the  business  with  one  White 
bus  in  service  between  Charles  City  and 
Waverly  over  a  dirt  road.  Three 
months  later  the  route  was  extended 
to  Waterloo,  Iowa,  and  on  Sept.  1  they 
began  operating  west  from  Charles  City 
to   Mason   City   and   thence   to   Abi'ona, 


Vol.2,  No.5 

Iowa.  From  this  modest  beginning  the 
business  has  been  extended  until  now 
the  Red  Ball  Transportation  Company, 
Inc.,  headed  by  Miss  Schultz,  has  the 
longest  route  in  the  State,  covers  the 
greatest  number  of  miles  in  the  State 
and  has  a  fleet  of  buses  which  for  its 
accommodations  is  probably  better  than 
that  in  service  on  any  other  line  in  the 
State.  Twenty-one  towns  are  touched 
by  the  lines. 

"  The  present  equipment  consists  of 
four  Packard  buses  each  of  1.5-passen- 
ger  seating  capacity  and  two  White 
buses  each  of  18-passenger  seating 
capacity.  These  machines  cover  on  an 
average  1,030  miles  a  day  and  as  many 
as  1,048  passengers  have  been  handled 
in  a  day.  The  weather  has  been  rough 
at  times  during  the  past  winter,  but 
the  cars  of  the  bus  line  got  through 
snow  banks  several  times  when  tour- 
ing cars  didn't.  Twice  during  the 
month  of  March  this  year,  however, 
the  bus  line  was  unable  to  operate,  but 
at  these  times  trains  were  also  unable 
to  make  their  way  through  the  drifts 
for  two  or  three  days. 

Miss  Schultz  has  driven  when  the 
necessity  arose,  but  she  does  not  make 
it  a  practice.  She  has  in  her  employ  at 
present  seven  drivers  and  two  me- 
chanics. One  of  her  big  problems  has 
been  to  get  reliable  drivers.  She  favors 
married  men  for  the  job.  Her  com- 
plaint against  the  young  unmarried 
men  is  that  they  are  for  the  most  part 
drifters. 

Miss  Schultz  became  imbued  with 
the  idea  of  entering  the  bus  game  while 
she  was  traveling  in  California.  She 
toured  that  State  and  some  of  the 
Southern  States  in  1921  and  returned 
home  filled  with  the  possibility  of  ap- 
plying the  bus  idea  ''n  Iowa.  The  trans- 
portation business  was  not  entirely  new 
to  her,  however,  for  after  she  had  been 
graduated  from  the  high  school  at  Shell 
Lake  and  had  attended  business  college 
at  Duluth  Miss  Schultz  was  employed 
for  some  time  in  accounting  work 
with  one  of  the  western  steam  rail- 
roads. 

One  of  the  new  buses,  named  Miss 
Iowa,  cost  the  Red  Ball  Transportation 
Company,  Inc.,  $11,000,  and  it  is  quite 
certain  that  Miss  Schultz  may  be  de- 
pended upon  so  to  keep  her  accounts 
that  she  will  know  from  month  to 
month  just  what  the  monetary  return 
i?  from  this  and  her  other  investments. 
Miss  Schultz  may  not  be  the  only 
woman  proprietor  of  a  bus  line  in  the 
United  States,  but  Iowa  may,  indeed, 
justly  feel  proud  of  a  young  woman 
who "  in  such  a  short  time  has  made 
herself  a  real  factor  in  the  life  of  the 
local  community. 


Major  Mark  L.  Ireland,  U.  S.  A.,  has 

been  appointed  Roy  D.  Chapin  Fellow 
in  Highway  Transport  by  the  Board  of 
Regents  of  the  University  of  Michi- 
gan. Major  Ireland  gained  eminence 
during  the  recent  war  as  post  com- 
mander at  Fort  Sam  Houston,  Tex.,  and 
later  as  an  officer  of  the  Motor  Trans- 
port Corps  in  France. 


Ma\M923 


BUS 

TRANSPORTATION 


Business  Information 


What  is  liiiiiK 
Ixjught  and  built. 
Latest  IHW8  from 
the  f actorlfs  and 
the  flfia. 


MaiuilatturtTs  An-  SiirM-jinn;  the  In- 
dustry with  Ihf  Idea  of  Fitting  Tires 
to  New   Requirements 

FRANK  A.  SEIBERLING,  presi- 
dent of  the  Seibcrling  Rubber  Com- 
pany, has  issued  a  review  of  tire  sizes 
during  the  past  ten  years.  He  ex- 
presses the  opinion  that  both  bus  and 
other  automobile  wheel  diameters  are 
due  to  become  still  smaller  and  that 
at  the  same  time  the  cross  section  of 
bus  tires  will  become  greater.  One  of 
the  tendencies  in  the  tire  business  is 
toward  a  decrease  in  the  number  of 
plies  of  fabric  in  the  tire.  According 
to  Mr.  Seiberling,  it  is  not  unlikely  thai 
six  plies  of  fabric  will  in  the  future 
be  used  in  tires  where  eight  are  now 
used,  and  that  four  may  be  used  where 
six  are  the  rule  at  the  present  time. 

The  so-called  small  diameter  tire, 
known  also  as  the  "balloon  or  dough- 
nut" tire,  has  recently  gained  favor 
with  bus  manufacturers.  This  has  led 
to  reviews  of  tire  sizes  by  other  manu- 
facturers than  Mr.  Seiberling.  It  is 
pointed  out  in  these  reviews  that  ten 
years  ago  wheels  were  much  larger 
than  they  are  at  the  present  time. 
Even  on  the  so-called  bus  sizes  the 
early  tires  were  from  4  in.  to  6  in. 
larger  in  diameter  than  are  similar 
tires  at  present.  Thus  the  tendency 
in  automotive  engineering  has  been  to 
bring  the  center  of  gravity  of  motor 
vehicles  closer  to  the  ground  by  de- 
creasing tire  diameters.  In  the  opinion 
of  some  of  the  foremost  engineers,  this 
movement  will  be  accelerated  in  the 
future.  This,  of  course,  would  not  be 
possible  except  for  the  development  of 
the  highway.  With  improved  high- 
ways, vehicle  bodies  can  with  safety 
be  brought  closer  to  the  ground  than 
during  the  early  days  of  the  industry, 
when  mud  roads  were  the  rule  rather 
than  the  exception. 

The  subject  of  a  possible  change  in 
tire  sizes  is,  of  course,  a  highly  im- 
portant one  to  the  bus  industry.  A 
point  brought  up  by  some  manufac- 
turers regarding  the  smaller  diameter 
tire  is  that  the  gas  consumption  will 
be  somewhat  larger  with  the  smaller 
diameter  tires  than  with  the  present 
tires  for  24-in.  wheels.  Offsetting  this 
in  a  measure  is  the  smaller  cost  of  the 
tires  in  the  reduce<l  sizes. 

The  construction  of  tires  to  meet 
the  new  bus  requirements  is  a  subject 
which  automobile  and  bus  tire  engi- 
neers are  studying  closely.  Thus  the 
Mason  Tire  &  Rubber  Company  during 
the  past  three  months  has  tested  under 
the  karde.st  possible  road   conditions  a 


larkit  conditions 

aftfClinB  the  Ijus 

iniluHtry. 

Price  changis  In 

lini'ortaiit 

,  ..ii.lniMlitl.  • 


new  bus  tire  which  will,  according  to 
Mason  oflicials  easily  give  12,000  miles 
of  service.  The  complete  details  of  the 
new  tire  are  not  yet  known,  but  it  is 
known  that  one  of  the  features  of  the 
new  casing  is  the  running  of  tread 
stock  over  the  entire  tire.  This  de- 
creases the  possibilities  of  side  wall 
abrasion. 

It  is  estimated  by  some  authorities 
in  Akron  that  the  1923  bus  tire  con- 
sumption will  exceed  the  1,000,000 
mark  for  the  first  time  in  the  history 
of  the  industry.  This  estimate  is  based 
on  unofficial  reports  that  there  are  at 
least  60,000  buses  now  in  operation  as 
compared  with  40,000  a  year  ago,  and 
that  the  average  bus  will  consume  be- 
tween four  and  five  sets  of  tires  a 
year. 

The  tire  indu.stry  is  operating  at 
peak,  but  the  rate  of  operation  is  be- 
lieved to  be  somewhat  too  high.  Any 
curtailment  in  production  within  the 
next  month  or  so  will  probably  not  be 
violent,  and  if  sales  continue  as  at 
present,  the  plants  may  be  expected  to 
keep  going  ahead  at  the  present  rate 
of  production.  This  development  dis- 
misses definitely  the  fears  expresse<l 
earlier  in  the  year  of  a  possible  short- 
age of  tires. 

The  Firestone  Tire  &  Rubber  Com- 
pany is  increasing  tire  prices  May  1 
in  conformity  with  increases  announced 
during  March  by  many  other  makers. 
At  the  time  this  account  was  written 
the  amount  of  the  increase  by  Fire- 
stone had  not  been  announced.  It  was 
expected,  however,  that  it  would  be  10 
per  cent.  This  was  the  extent  of  the 
general  increase  in  price  made  recently 
in  the  industry. 


Gasoline  Prices — April  26, 

Cfnts 
Tank 

City  Wagon 

Albany,  N.  Y M.5 

Atlanta.  Ga 23 

Hfjston.  Mass 23.  5 

C-liipano,  111 20 

Cincinnati.  0 21 

Detroii.  Mich 21.4 

Fort  W'orth.  Tex 20 

Tntlianapnli.**.  Ind 20. 8 

.lacksonviUc.  Fla 21 

Kansas  City.  Mo IS-' 

Louisville.  Ky 22 

Memphis,  Tenn 19 

Milwaukee.  Wi.^ 20  6 

Mobile,  Ala 22 

Newark,  N  J      24 

New  Haven.  Conn 24   5 

New  Orleans.  La 20.  5 

New  York,  N.Y 24  5 

Oklahoma  City.  Okla 20 

Oin.lha.  .N'eb .  .  20   25 

Philadelphia.  Pa 23 

Pitlsburuh.Pa 23 

Richmond.  Va 21 

.S|    Ixiuis.  Mo 20   5 

St    Paul.  Minn 20  7 

Sail  Lake  City.  Utah 25.5 

.San  Franeisco.  Calif '° 

.Seallle.Wash 18 

Snokane,  Wa-^h xl 

W.Tshinntf.n.D.C 25 


,5 


1923 

per  Gal. 
Service 
Station 
26.5 
25 
26 
22 
23 

23  4 
23 

22  a 
23 
17. 
24 
21 

23.6 
24 
26 
27 

21.5 
26.5 
23 

22  25 

26 

26 

25 

22.5 

22.7 

27.5 

19 

21 

24  5 
27 


263 

In  Bus  Transportation  for  April 
the  statement  was  made  that  "the 
Miller  Rubber  Company  is  making 
efforts  to  get  away  from  automobile 
makers'  original  equipment  busine.ss." 
The  company  says  this  statement  was 
in  error.  It  is  not  its  intention  to  get 
away  from  original  e(|uipment  business. 
*• 

To  FiiiaiMT  Motor  Hii» 
Traiisartions 

The  National  Comnurcial  Credit  Curpti- 
ration  of  ('le\ eland  Is  a  I'ii.neer  in 
Specialized   Field 

WITH  a  view  to  mceiiiiK  ii-  pro- 
portional part  of  the  instant  de- 
mand for  money  and  credit  with  which 
to  finance  the  increasing  number  of 
motor  bus  operators  who  desire  to  buy 
standard  modern  equipment,  the  Na- 
tional Commercial  Credit  Corporation, 
Cleveland,  Ohio,  a  $2,500,000  corpora- 
tion, was  recently  organized.  This  com- 
pany will  specialize  in  motor  bus  paper 
and  in  the  extension  of  commercial 
credit  to  bus-operating  corporations  in 
Ohio  and  adjacent  states  for  use  in 
adding  to  or  improving  their  equip- 
ment. The  company  is  working  in  close 
harmony  with  motor  bus  associations 
and  the' slate  commissions  with  a  view 
to  bettering  operating  conditions  and 
toward  making  bus  transportation  one 
of  maximum   .safety  and   convenience. 

"We  believe,"  said  Don  B.  McMuUen. 
president  of  the  company,  "that  in 
working  in  every  possible  way  with  the 
operators  on  the  one  hand  and  the  au- 
thorities on  the  other,  we  are  in  reality 
making  more  business  for  ourselves. 
The  more  popular  the  bus  becomes  with 
the  public,  the  greater  the  total  volume 
of  bus  business  that  will  be  done.  We 
franklv  hope  for  our  share.  The  in- 
dustry", big  though  it  is,  is  young  yet 
and  co-operation  must  be  the  order  of 
the  day." 

The  capital  requirements  of  the  cor- 
poration are  covered  by  an  8  per  cent 
gold  note  issue  which  has  been  under- 
written by  Shifflet,  Cumber  &  Company, 
bankers,   Detroit  and   New  York. 

The  officers  of  the  company  are  Don 

B.     McMuUen,     president;     William    J. 

Pinkett,    vice-president;    R.    H.    Nellis, 

secretary,  and  .John  L.  Dease.  treasurer. 

*■ 

New  Body  Concern  Formed 
The  Springfield  Body  Corporation,  re- 
cently organized  under  the  laws  of  the 
state"  of  New  Jersey,  will  take  over  the 
business  and  assets  of  the  Smith- 
Springfield  Body  Corporation  of  Spring- 
field, Mass. 

In  addition  to  the  operation  of  the 
Springfield  plant  additional  factories 
have  been  purchased  and  will  soon  be  in 
operation  at  Pontiac,  Mich.,  and  Bloom- 
field.  N.  J.  It  is  said  that  the  combined 
yearly  output  of  these  plants  will  reach 
15,000  bodies. 

The  officers  of  the  new  company  in- 
clude G.  S.  Dame,  president;  A.  H. 
Wolfe,  vice-president,  and  Frank  M. 
Livingston,  comptroller. 


264 


BUS 
TRANSPORTATION 


Vol.2,  No.5 


"Making  One  Thing  Better" 

The  Federal  Motor  Truck  Company, 
Detroit,  Mich.,  in  co-operation  with 
twenty-seven  manufacturers  of  parts 
and  equipment  for  its  vehicles,  has  pub- 
lished an  elaborate  booklet  of  forty- 
eight  pages,  entitled  "Making  One 
Thing  Better."  This  contains  a  history 
of  road  transportation,  from  the  time 
that  packs  were  carried  on  men's  backs 
up  to  the  present  day.  It  explains  the 
doctrine  of  "specialization"  by  which 
the  facilities  and  economies  of  a  large 
number  of  manufacturers  are  brought 
together  and  made  available  in  one  com- 
plete motor  vehicle.  The  part  and 
equipment  makers  that  co-operated  in 
bringing  out  the  booklet  are  each  given 
space  to  describe  their  product. 


in  the  Chemical  Building,  St.  Louis, 
Mo. 

The  manufacturing  plant  has  an  esti- 
mated capacity  of  600  to  800  street 
cars  annually.  It  is  also  planned  to 
make  a  stock  motor  bus  body,  but  the 
facilities  of  the  company  will  permit 
the  manufacture  of  a  bus  body  ac- 
cording to  any   desired   pattern. 

E.  S.  Stebbins,  the  president  of  the 
company,  will  direct  the  sales  organiza- 
tion and  handle  the  financial  details  for 
the  company.  He  was  formerly  Western 
district  manager  for  a  large  Cleveland 
industrial  plant.  T.  A.  Brewster  is 
vice-president  and  chief  engineer. 


Editors  Entertained  by 
Westinghouse 

Holding  that  the  technical  papers  are 
the  windows  through  which  the  public 
sees  what  is  being  accomplished  by  the 
larger  industrial  companies  of  the 
country,  the  Westinghouse  Electric  & 
Manufacturing  Company  on  April  23 
entertained  a  group  of  McGraw-Hill 
editors  at  its  East  Pittsburgh  woi-ks. 
The  trip  was  specially  arranged  to  give 
each  editor  the  opportunity  to  attain 
a  closer  knowledge  of  manufacturer's 
problems  and  accomplishments  and  to 
visit  with  the  company's  engineers  who 
are  handling  co-related  work.  Visits 
through  the  shops  were  arranged  so 
the  editors  would  have  an  opportunity 
to  see  special  equipment  in  course  of 
construction.  A  luncheon  and  a  dinner 
afforded  further  opportunity  for  the 
editors  and  the  company  engineers  to 
discuss  problems  of  mutual  interest. 


of  fourtefii-passengt-r  capacity  which  will 
be  operated  between  Decatur  and  Shelby- 
ville. 

City  of  Cincinnati.  Oliio.  will  receive 
.sealed  proposals  up  to  May  14  at  the  office 
of  the  Clerk  of  the  Board  of  Education  for 
furnishing  and  delivering  IJ  or  2-ton  chassis 
equipped  with  bus  body  of  sufficient  capac- 
ity to  seat  at  least  thirty  children  and 
driver.  C.  W.  Handman  is  business  man- 
ager of  the  Board  of  Education,  School  Dis- 
trict of   Cincinnati. 

I>ubuqiie  (la.)  Electric  Company  has 
purchased  three  new  buses  for  the 
Dubuque-East  Dubuque  line.  The  bodies 
of  the  new  buses  were  made  by  Graham 
Brothers,  while  the  clxassis  were  manu- 
factured bv  Dodge  Brothers.  As  soon  as 
the.  new  Ijuses  are  placed  in  service  four 
of  the  present  buses  will  be  sold.  The 
new  buses  will  carry  eighteen  passengers. 
They  will  have  a  longitudinal  seat  on  one 
side"  and   cross   seats   on    the  other. 


"Anti-Knock"  Gasoline  Arrives 

The  General  Motors  Corporation,  ac- 
cording to  newspaper  reports,  has 
organized  the  General  Motors  Chemical 
Company,  to  market  through  gasoline 
filling  stations,  refiners  and  large  dis- 
tributors of  gasoline  what  is  called  a 
modified  type  of  gasoline.  This  con- 
tains an  "anti-knock"  compound  de- 
veloped by  the  General  Motors  Research 
Corporation,  Dayton,  Ohio,  and  re- 
ferred to  in  the  August,  1922,  issue  of 
Bus  Transportation.  It  was  there 
stated  that  the  compound  is  a  chemical 
known  as  "tetra-ethyl-lead,"  which  can 
be  prepared  ready  for  mixing  with 
ordinary  gasoline  at  a  cost  of  about 
1  cent  a  gallon.  The  compound,  it  is 
said,  tends  to  eliminate  the  knock,  ma- 
terially improves  the  performance  of 
the  engine  and  makes  for  a  smoother 
running  engine. 


Rolling  Stock 


Master  Trucks  Reorganized 

The  reorganization  of  the  Master 
Trucks,  Inc.,  Chicago,  111.,  has  just  been 
completed.  The  plan  adopted  included 
the  formation  of  a  new  company  known 
as  Master  Motors  Corporation,  which 
has  purchased  all  of  the  assets  and 
good  will  of  the  old  company.  The  new 
company  will  have  assets  of  approxi- 
mately $800,000,  with  no  liabilities,  and 
will  continue  operation  of  the  greatly 
increased  business  without  interruption. 
No  changes  will  be  effected  other  than 
those  contemplated  further  to  improve 
the  company's  product  and  to  increase 
the  large  volume  of  business  enjoyed 
by  Master  Trucks,  Inc.,  sincg  1916. 
The  petition  filed  some  time  ago  against 
the  Master  Trucks,  Inc.,  to  adjudicate 
it  bankrupt  was  dismissed,  the  court 
finding  the  company  to  be  solvent. 


C'Hiitiin    Bus    Lin 

lilt'    market    for    a 


Missouri  Car  Company  Will  Build 
Bus  Bodies 

Plans  were  made  for  opening  the 
Missouri  Car  Company's  plant  at 
Twenty-fourth  Street  and  McCasland 
Avenue,  East  St.  Louis,  Mo.,  on  April 
15  for  the  purpose  of  designing  and 
building  auto  bus  bodies  and  steel  cars. 
The  company  maintains  general  offices 


Business  Notes 


e — Pyrites.    X.    Y.,    is    in 

used    bus    body. 
Seven    New    Buses    are    now    under    con- 
I ruction    for    the    North    Shore    Line,    Wau- 
k.-san.   111. 

Kastern  Wisconsin  Electric  Company, 
lond  <lu  Lac.  Wis.,  has  announced  that  five 
new  .sedan  buses  will  be  purchased. 

Karl  Goodrich.  Twenty-Nintli  and  .\rkan- 
siis.  Wicliita.  Kan.,  is  in  the  market  for  a 
bus.     He  iirefiT-s  a  Winton  engine. 

l>etroit  (Mi<-h.)  Motorbus  Company  has 
authorized  the  purciiase  of  forty  .idditional 
buses  to  take  care  of  increased  traffic. 

.1.  W.  Blodsrctt.  Watertown,  X.  Y.,  who 
operates  the  Watertown.  Smithville  and 
Henderson  route,  has  just  purchased  a 
sixteen-passfnger  bus  mounliMl  on  a 
I  ';i'lillac_  chassis. 

Henr.v      Crocker,     Manitowoc.      Wis.,      has 

liuri^hased  two  Reo  buses,  with  all  modern 
equipment,  to  be  used  on  the  new  bus 
line  between  Appleton  and  Manitowoc,  Wis. 

W.      I^.      Morrison.      Somerset,      l*a..      who 

oi»ei*ates  a  motor  l)us  line  between  Somer- 
set and  Johnstown  via  Sitesville.  lias  re- 
ci-nlly  purcha.sed  a  Defiance  chassis  with 
a     Mender    de    luxe    closed    l)od.v. 

A\'est  Pcnn-MononKalicIa  l*ulilic  .Scrvi<'e 
Conipan.v,  >Iarictta.  Oliio,  i)|-opnses  to  in- 
st,iil  liuses  constructed  on  i'it  ree-.\ri-o\v 
chassis    with    Kuhliuaii    lioilies. 

K'ack  D'anioiid  Itii*.  I.ine.  now  operating 
between  Bluclhlil  .mil  Welch,  W.  Va..  has 
I'urchased  five  new  Reo  ".Speed  Wagon'' 
i-hassis  to  be  added  to  its  present  line  of 
liuses. 

i'liiinon  Hail  Tr:insportation  Conipan.v. 
rortsmoutli,  Oiiio.  has  purchased  two  Cadil- 
lacs for  use  over  the  new  I'oi'tsiTlouth-Iron- 
lon  line.  This  conipan.v  contemplates  the 
purchase  of  two  additional  niacliines  in  the 
near  future. 

Itliie  Huh  Transfer  Conipan.v.  whicll  is 
operating  lietween  Decatur  and  (^hanipaign. 
Ill  .  has  placed  an  order  for  two  more  buses 


I.  M.  Lewis,  formerly  president  of  the 
Bessemer  Motor  Truck  Company,  will  be  in 
charge  of  motor  truck  sales  of  the  newly 
organized  Bessemer  American  Motors  Cor- 
poration. 

Alartin-Parry  Corporation.  York.  Pa,, 
manufacturer  of  commercial  bodies,  an- 
nounces the  appointment  of  R.  P.  Hender- 
son as  general  sales  manager,  and  T.  E. 
Chancellor  as  assistant  general  sales  man- 
ager. 

McQuay-Xorris  Mannfacturlng  Company, 
St.  Louis.  Mo.,  has  purchased  the  plant  and 
property  of  the  Victor  Bearings  Company, 
Indianapolis.  Ind..  thus  adding  to  its  line  a 
full  list  of  crankshaft  and  connecting  rod 
bearings. 

Gay  V.  Sass  and  Harold  W.  Scholl  will 
take  over  the  Xew  England  territory  for 
the  distribution  and  servicing  of  automo- 
bile ignition  units  for  the  Splitdorf  Electri- 
cal Company,  Xewark.  X.  .7..  and  will  estab- 
lish headquarters  at  o2-,t4  Brookline  Ave- 
nue, Boston,  Mass. 

Prof.  W.  K.  Hatt.  director  of  the  Advisory 
Board  on  Highways  of  the  Xational  Re- 
search Council,  has  sailed  for  Europe  to 
make  a  study  of  highway  development  in 
several  countries  there.  He  will  attend  the 
International  Road  Congress,  to  be  held  in 
Seville  in  May.  and  will  return  to  the 
United  States  early  in  June. 

George  M.  stadleman.  for  twenty-two 
years  connected  with  the  Good.vear  Tire  & 
Rubber  Company.  Akron,  Ohio,  as  its  sales 
manager,  has  been  named  president  to 
succeed  president  E.  G.  Wilmer.  who  became 
president  two  years  ago  during  the  re- 
organization. Mr.  Wilmer  becomes  chair- 
man of  the  board  and  chairman  of  the 
executive  committee  with  offices  in  Xew 
York.  He  will  retain  practical  supervision 
over   .ill   opcr.itions. 

.\merican  Insulated  AVire  &  Cable  Com- 
pany. Cliicago.  III.,  is  now  manufacturing 
magnet  wire,  having  begun  operations  on 
April  1.  Us  products  are  sold  under  the 
trade  name  A-1  Magnet  Wire  and  consist 
of  the  following;  plain  enameled;  single 
cotton  covered  (S  C  C)  ;  double  cotton 
covered  <D  C  C)  ;  single  cotton  enameled 
(S  C  K)  :  double  cotton  enameled  (D  C  K)  ; 
single  silk  covered  (S  S  C)  ;  double  silk 
covered  (D  S  C)  ;  single  silk  enameled 
(S  S  E).  and  double  silk  enameled  (D  S  E). 
(D    S    Ei. 

Miller  Rubber  Company  stockholders  at 
their  annual  meeting  in  .\kron.  Ohio.  March 
ft,  re-elected  the  present  lioard  of  directors, 
also  all  the  officers.  According  to  the  an- 
nual report,  the  net  sales  for  ,the  year  1922 
were         $24,764,244.  Total         inventories 

amounted  to  $S.12S,074,  as  compared  with 
$3,981,922  at  the  end  of  the  previous  year. 
After  an  allowance  for  depreciation,  obso- 
lescence and  interest  charges,  the  net  earn- 
ings, before  provision  for  Federal  taxes, 
were  $3,116,607. 


Advertising  Literature 


Copiicr  and  Brass  Kesearcli  .Association. 
■Zrt  Broadwat.  Xew  York  City,  has  issued 
a  32-page  booklet  entitled  ■To  .Make  a  Good 
Car  Better."  This  describes  by  means  of 
illustrations  and  text  all  the  parts  for 
which  copper,  brass  and  bronze  are  used  on 
the  modern  automobile.  Particular  atten- 
tion is  paid  to  electrical,  cooling,  fuej  and 
oil  systems,  to  bushings  and  bearings,  and 
to  hardware,  fittings  and  trim. 


BUS 

TRANSPORTATION 


New  York.  June,   1923 


A  Six-Wheel  Stage  Is  Developed 

ill  California 

Better  I^nikinnr.  No  Skidding.  Wider  Tread,  More  Tire  Mileajje  and 
Kasier  Riding  Are  Ad\anta.i,a's  Claimed  for  the  Sta<je  with  a  Fdur- 
Wheel  Rear  End  in  Service  on  the  California  Transit  Company's  System 


THE  first  six-wheel  stage,  built 
in  the  California  Transit 
Company's  shops  according  to 
original  designs,  was  put  on  a  reg- 
ular run  early  in  Ajjril  and  has  since 
then  been  in  service  continually  on 
a  schedule  that  covers  approximately 
7,500  miles  per  month.  The  company 
has  five  more  cars  of  the  same  type 
under  construction  in  its  Oakland 
shops,  and  these  are  all  to  be  in 
service  by  July  1.  Although  it  is 
still  too  early  to  give  data  based  on 
performance  over  a  considerable 
period  of  time,  the  first  six-wheeler 
in  its  first  month  of  operation  did 
all  that  its  builders  expected  of  it, 
and  no  fundamental  changes  were 
made  in  the  design  of  other  cars  of 
the  same  type  yet  to  be  constructed. 
In  addition  to  the  novelty  of  the 
rear  end,  these  six-wheelers  have 
several  interesting  features,  notably 
the    arrangement    of    springs    and 


bumper  on  the  front  ends,  the  posi- 
tion of  steering  post,  the  roof  bag- 
gage rack,  and  the  single  door  en- 
trance serving  the  rear  or  smoking 
compartment. 

The  new  stage  seats  twenty-six 
passengers  and  driver,  is  27  ft.  long 
from  front  to  rear  bumpers,  and  has 
a  216-in.  wheel  base  measured  from 


front  axle  to  a  point  midway  between 
the  rear  axles.  The  tread  is  68  in. 
wide,  and  without  load  the  floor  at 
the  front  end  is  21  in.  above  the 
road,  and  at  the  rear  end  it  is  24  in. 
high.  The  front  axle  clearance  is  9 
in.  and  the  lowest  point  on  the  motor 
has  an  11-in.  clearance.  This  first 
stage  to  be  completed  has  a  White 


Sketch  showing  seating  arrangement  and  doors 


The  six-wheel  stage  in  service.     Note  the  front  bumper,  the  gasoline  filling  spout  and  roof  baggage  rack 


266 


BUS 

IMNSPORTATION 


Vol.2.  No.6 


\'iew  of  rear  spring  monntuiy 
with  forward  axle  swung  down 
to  shoiv  rotation  of  springs 
around  the  rocker  arm  shafts 


Model  50  motor;  the  tires  are  34x5 
in.,  the  same  size  on  all  six  wheels, 
but  on  the  other  five  cars  it  is  planned 
to  use  the  new  32x6-in.  tire,  which 
is  expected  to  give  the  same  service 
with  a  lower  center  of  gravity. 

Only  one  rear  axle,  the  forward 
one,  carries  a  differential  and  hence 
there  are  only  two  drive  wheels. 
These  two  wheels,  including  differ- 
ential, axle  housing,  brakes,  and  all 
other  features,  are  standard  in  every 
respect.  The  second  pair  of  rear 
wheels  are  trailers,  except  that  they 
have  a  brake  equipment  duplicating 
that  on  the  other  pair,  an  equalizer 
being  used  to  give  even  distribution 
of  pressure  to  all  four  rear  wheels. 

The  novel  feature  of  the  rear  end, 
and  perhaps  its  chief  advantage,  lies 
in  the  double  support  for  the  springs. 
As  the  illustration  shows,  on  each 
side  of  the  frame  the  two  semi- 
elliptical  springs  each  rest  at  the 
middle  point  upon  a  shaft  or  rocker 
arm  which  extends  across  and 
through  the  chassis  frame,  support- 
ing a  spring  on  either  end.  With 
this  arrangement  the  axle  carrying 
the  differential  is  always  kept  paral- 


Steering  post  on  frame  giving 
straight  line  steering  rod.  Note 
front  spring  mounted  on  frame 
hanger 


lei  to  the  car  body.  This  remains 
true  even  when  a  chuck  hole  or  an 
obstruction  drops  or  raises  one  wheel 
as  much  as  12  in.  from  the  plane  of 
the  three  others.  This  is  brought 
about  by  the  arrangement  of  the 
two  springs  free  to  rotate  about  the 
rocker  arms. 

With  this  arrangement  of  springs 
there  are  no  spring  shackles,  radius 
rods  or  torque  arms,  thus  I'educing 
wear  and  greasing  requirements  by 
a  considerable  amount.  In  fact,  de- 
spite the  use  of  two  more  wheels  and 
four  rocker-arm  bearings  that  a 
standard  rear  end  would  not  have, 
the  six-wheeler  has  no  more  lubri- 
cators on  the  rear  end  than  the 
standard  stage. 

The  comparatively  large  diameter 
of  the  cylinder  in  which  the  second 
or  trailer  axle  is  housed  is  due  to 
the  desire  to  use  standard  differential 
side  brackets.  On  later  buses,  with 
all  these  parts  made  especially  for 
the  job,  this  diameter  will  be  con- 
siderably less.  The  trailer  axle  has 
standard  axle  and  hub  design  except 
that  instead  of  the  differential  at 
the  center  there  are  two  bearings 
mounted  in  the  center  housing  to 
carry  the  axle  shafts. 

With  this  arrangement  of  the  rear 
end  there  is  twice  the  braking  area 
afforded  by  two  wheels,  the  spring 
arrangement  greatly  improves  the 
easy  riding  qualities  of  the  car  and 
there  is  found  to  be  no  tendency  to 
skid  when  brakes  are  applied  sud- 
denly in  wet  weather.     Considerably 


Sptiiig  nr.iKiiting  {Cith  phiiie  of 
the  txoo  rear  axles  parallel  to 
chassis  frame.  Note  the  absence 
of  spring  shackles 


better  tire  mileage  is  expected  from 
the  wheels  mounted  tandem  than 
when  mounted  on  the  same  axle, 
according  to  the  usual  dual  tire 
scheme.  With  the  separate  spring 
connection  over  each  wheel,  which 
the  tandem  arrangement  affords,  one 
wheel  does  not  take  the  entire  weight 
of  the  stage  as  is  the  case  when  one 
tire  in  a  pair  of  duals  goes  over  an 
obstruction  and  raises  the  other  tire 
off  the  pavement.  Sharply  crowned 
pavements  do  not  affect  the  loading 
of  tires  arranged  in  tandem,  as 
might  be  the  case  with  ordinary 
duals. 

The  spring  mounting  on  the  front 
end  of  the  chassis  is  novel  in  that 
it  gives  a  simpler  and  more  rugged 
construction  than  the  standard. 
These  stages  with  their  216-in. 
wheelbase,  but  with  the  steering  rod 
out  of  the  way  of  the  wheel,  can  turn 
in  a  69-ft.  circle,  which  is  the  same 
space  required  for  turning  the  stand- 
ard fourteen-i)assenger  stages  with 
a  180-in.  wheelbase.  The  use  of  a 
transverse  member  of  the  frame  at 
the  front  end  as  a  bumper  has  the 
advantage  that  it  protects  the  shock 


Looking  to  the  rear  over  the  tivo 
rear  axles.  Note  the  two  trans- 
verse rocker  armi  AA  on  ivhich 
the  springs  are  iupported 


June,1923 


BUS 

TMNSPORfAllON 


267 


absorbers  from  collision  damage  and 
affords  a  very  desirable  forward  an- 
choraKe  for  the  fenders. 

From  the  photojrraph  it  will  lie 
no:ed  that  the  steerinj;  post  is  sup- 
ported directly  on  the  chassis  frame 
The  steering  rod  follows  a  straight 
line  from  the  steerinK  lever  to  the 
front  axle  and  the  steering  gear 
construction  as  a  whole  is  very 
rugged.  This  is  expiH-'ted  materially 
to  reduce  maintenance  on  this  item. 
Besides  the  gain  in  structural 
strength  it  puts  the  driver  well  over 
to  the  left,  wheie  he  can  drive  to  good 
advantage,  at  the  same  time  leaving 
the  maximum  amount  of  room  for 
passengers.  The  forward  end  of  the 
front  spring  is  attached  to  the  piston 
of  the  shock  absorber  and  the  rear 
end  is  connected  with  a  hanger  which 
is  standard  for  the  front  end  of 
the  rear  springs  on  a  S-ton  White. 

With  the  baggage  rack  on  the  top 
of  the  stage  no  rear  boot  is  provided. 
A  spare  tire  is  carried  on  either  side 
of  the  running  board  at  the  forward 
end,  the  front  fenders  being  curved 
on  short  radius  to  allow  the  running 
board  to  extend  as  far  forward  as 
possible  so  as  to  keep  the  spare  tires 
well  forward.  The  30-gal.  gasoline 
tank  is  mounted  on  the  side  of  the 
frame  and  is  filled  through  a  spout 
just  above  the  running  board  on  the 
driver's  side.  On  the  same  side  a 
small  box  for  tools  is  accessible 
through  a  door  just  above  the  run- 
ning board.  The  battery  is  also 
carried  on  this  side  supported  on  the 
frame  under  a  metal  cover. 

Behind  the  driver's  seat  a  sliding 
partition  of  wired  glass  closes  off  the 
forward  end  of  the  main  or  ladies' 
compartment.  This  compartment  in 
turn  is  separated  from  the  rear  or 
smoking  compartment  by  a  similar 
partition.  Each  of  the  three  seats 
of  the  forward  compartment  is  sep- 
arate, entered  by  its  own  door.  The 
accompanying  plan  shows  the  ar- 
rangement of  seats. 

The  facilities  of  the  California 
Transit  Company  for  construction 
are  such  that  it  was  economical  to 
do  all  the  machine  and  assembly 
work  on  the  new  six-wheelers  in  the 
Oakland  shops  (described  in  Bus 
TR.ANSP0RT..VT10N  for  April,  1923, 
page  167).  Frames  and  bodies  are 
being  built  there  complete,  as  are 
also  most  of  the  parts  that  do  not 
require  extensive  special  equipment. 

The  work  is  done  under  the  per- 
sona] supervision  of  A.  T.  Shore, 
superintendent  of  maintenance,  who 
developedthe  six-wheel  stage  designs. 


II>ilraulic  Brakes  Suecessliil 
oil  California  Systnii 


''T'^IIE  Peninsula  Rapid  Transit 
J.  Company,  which  operates  a  fleet 
of  stages  and  buses  on  the  52-mile 
run  between  San  Francisco  and  San 
Jose,  substituted  a  hydraulic  brake 
for  the  emergency  or  hand  brake  on 
one  of  its  cars  last  June.  This  first 
installation  was  by  way  of  experi- 
ment, and  after  running  this  bus 
."50,000  miles  an  order  was  placed  last 
October  for  equipiiing  twelve  more 
cars.  These  have  now  been  in  oper- 
ation several  months  and  W.  H. 
Pearson,  president  and  general  man- 
ager of  the  Peninsula  Rapid  Transit 
Company,  pronounces  them  an  un- 
qualified success. 

In  selecting  a  hydraulic  brake  the 
retiuirements  laid  down  by  the  P.R.T. 
mechanical  department  were  that  the 


newed  lining  the  brakes  were  still 
going  strong.  During  this  8er\'iee 
the  night  schedule  on  which  this  bus 
operated  was  an  open  shift,  that  is, 
some  thirty  or  forty  drivers  operated 
the  car,  indicating  that  no  special 
training  or  experience  is  re<iuired  in 
order  that  a  driver  may  use  the 
brake  effectively.  On  other  cars  of 
this  system,  the  ordinary  require- 
ment has  been  to  renew  brake  lining.s 
every  10,000  miles.  No  leak  or 
trouble  with  the  hydraulic  mecha- 
nism has  been  reported,  and  the  me- 
chanical department  states  that  be- 
cause of  their  ea.sy  action  these 
brakes  do  not  cause  wear  or  strain  on 
tires  or  on  the  mechanism  of  the  car 
itself. 

This     brake,     its     manufacturers 


Type  of  bus  on  which  the  hijdianlic  hrnlceK  are  H.scrf 


new  method  should  (1)  eliminate 
brake  rods,  ( 2 )  give  more  powerful 
braking  without  being  connected  to 
the  engine,  (3)  avoid  danger  of  sud- 
den action  or  "grabbing,"  and  (4)  be 
simple  enough  so  a  driver  could  use 
it  without  a  period  of  training.  Sim- 
nlicity  of  installation  without  chassis 
changes  and  accessibility,  of  course, 
were  prerequisites.  The  controlling 
features  of  the  type  selected,  namely, 
the  operating  and  the  operated  cylin- 
ders, are  shown  in  the  accompanying 
illustration. 

The  first  car  on  the  Peninsula 
Rapid  Transit  fleet  to  be  equipped 
with  these  brakes,  on  March  1  had 
traveled  80,000  miles.  In  that  time 
the  brake  linings  had  required  re- 
newal  only   once   and    with    the    re- 


claim, will  give  the  same  braking 
independent  of  road  and  load  condi- 
tions, and  the  leverage  may  be  made 
two  or  three  times  that  of  brakes 
that  transmit  through  rods.  A  self- 
adjusting  feature,  by  keeping  the 
brakes  in  correct  adjustment,  as- 
sures greater  dependability  and 
longer  life  to  the  linings  and  elim- 
inates the  need  for  frequent  inspec- 
tion. From  the  operating  standpoint 
the  claim  is  made  that  with  less 
frequent  brake-lining  renewals,  con- 
tinuity of  schedule  can  be  maintained 
with  a  smaller  number  of  reserve 
buses  and  a  correspondingly  smaller 
force  in  the  repair  department. 
Finallv.  unlike  brakes  applied  by 
r^ds,  hydraulic  brakes  cannot  drag 
because    tension    cannot    be    trans- 


268 


BUS 

TRANSPORTAllON 


Vol.2,  No.6 


To  sight  Sfandarz/  hand /ever 

Chamber 


Tooperaiing 
Cylinder  .Leather  Gasket 

N.^^>,,        .■'  .-Piston 


lb  operated  cylinder; 
on  rear  axie 


Leather  gasket 


OPERATING  CYLINDER 


OPERATED  CYLINDER 


mitted  through  liquid  in  a  tube.  On 
the  other  hand,  spring  deflections 
frequently  cause  tension  in  brake 
rods,  which  means  heating  and  wear 
on  brake  linings. 

As  will  be  seen  from  the  illustra- 
tion, the  brake  operates  on  the  prin- 
ciple that  liquids  are  practically  in- 
compressible. The  piston  in  the  op- 
erating cylinder,  which  may  be  con- 
nected with  either  the  brake  pedal  or 
the  hand  lever,  forces  the  liquid 
through  the  pipe  and  through  a  short 
length  of  special  rubber  hose  (to  pro- 
vide a  flexible  connection  between 
frame  and  axle)  into  the  two  oper- 
ated cylinders  on  the  rear  axle — one 
for  each  brakeshoe.  The  pistons  in 
the  operated  cylinders  are  connected 
with  the  brake  mechanism  on  the 
rear  axle,  as  supplied  with  the 
vehicle. 

The  automatic  adjustment  consists 
of  a  ratchet  sleeve  concentric  with 
the  piston  and  a  pawl.  The  piston 
has  a  collar  on  the  outer  end,  and  the 
distance  between  this  collar  and  the 
piston  body  proper  is  greater  than 
the  length  of  the  ratchet  sleeve  by 
the  distance  B.  This  distance  B  is  the 
stroke  normally  necessary  to  operate 
the  brake  from  the  fully  released  to 
the  fully  applied  position.  As  the 
brake  wears,  the  piston  travels  fur- 
ther than  the  distance  B  and  in  so 
doing  picks  up  the  ratchet  sleeve  and 
carries  it  along.  If  this  movement  is 
greater  than  one  tooth  space  the 
pawl  drops  into  the  next  tooth.  When 
the  brake  is  released  the  piston  can 
slide  back  through  the  ratchet  .sleeve 
only  for  the  distance  B.  This  is 
ample  to  fully  release  the  brake,  but 
the  slack  has  been  taken  up  by  the 
ratchet  sleeve. 

In  this  way  the  stroke  of  the  brake 
and  consequently  the  stroke  of  the 
brake  pedal  or  hand  lever  is  kept 
within   a   predetermined   limit.      No 


Arrangement  of  hydraulic  cylinders  at 
operating   and   operated   ends. 

The  ordinary  brake  levers  cause  pressure 
in  a  cylinder  whence  a  hydraulic  medium 
transmits  to  another  cylinder  whose  piston 
operates  the  brake  shoe. 


allowance  need  be  made  for  the  effect 
of  spring  deflection  or  torque  reac- 
tion, because  with  hydraulic  pressure 
insstead  of  brake  rods  the  brakes  are 
applied  independently  of  these  ef- 
fects. 

The  fluid  pressures  are  trans- 
mitted through  a  i-in.  pipe.  In  this 
the  pressures  are  as  high  as  190  lb. 
per  square  inch,  which  is  caused  by  a 


100-lb.  pull  on  the  hand  lever.  Al- 
though water  may  be  used,  a  spe- 
cial liquid  is  supplied  which  has  a 
freezing  point  of  30  deg.  below  zero. 
A  small  reservoir  containing  about 
6  oz.  of  this  liquid  is  mounted  on  the 
dash ;  this  automatically  replaces  any 
leakage  and  by  means  of  a  sight  cup 
on  the  cowl  makes  known  the  condi- 
tion of  the  hydraulic  control  system. 
The  brakes  are  made  by  the  Horace 
Remote  Control  Company,  12  Steuart 
Street,  San  Francisco,  which  com- 
pany also  manufactures  four  wheel 
hydraulic  brakes,  torque  amplifying- 
and  trailer  control  equipment. 


Financing  the  Union  Stage  Depot 
at  Portland,  Ore. 


THE  Union  Stage  Depot  at  Yam- 
hill and  Park  Streets,  Portland, 
Ore.,  is  owned  by  the  Oregon  Auto 
Stage  Terminal  Company,  a  corpo- 
ration whose  stock  is  held  by  fourteen 
stage  systems  that  use  the  depot. 
The  structure  was  designed  and  built 
expressly  for  stage  depot  purposes 
on  property  which  the  corporation 
has  under  a  five-year  lease.  A 
financial  program  for  retiring  the 
capital  investment  has  been  so  ar- 
ranged that  at  the  expiration  of  the 
lease  there  will  be  a  fund  with  which 
to  start  the  financing  of  a  larger 
terminal.  A  description  of  the  depot 
and  its  method  of  operation  appeared 
in  Bus  Transportation  for  October, 
1922,  page  531. 

Rentals  from  concessions  pay  the 
rental  on  the  propei'ty  under  the 
five-year  lease,  and  a  commission  on 
tickets  sold  over  the  counter  in  the 
depot,  plus  a  flat  rate  per  scheduled 
stage  departure,  pay,4he  operating  ex- 
penses of  the  terminal,  interest  on  the 
money  invested  and  creates  the  fund 


previously  mentioned.  The  flat-rate 
charge  to  each  stage  system  varies 
with  the  number  of  stage  departures 
according  to  the  following  schedule: 

Fee  per  Departure  Fee  per  Departure 


Length 

if  Gas  and  Oil 

if  Gas  and  Oil 

of  Route 

Purchased 

Not  Purchased 

(Miles) 

at  Terminal 

at  Terminal 

1-  15 

$0.15 

$0.30 

1.'-,-  26 

0.25 

0.5  0 

26-   35 

0.35 

0.76 

36-   70 

0.50 

1.00 

71-100 

0.65 

1.30 

101-150 

0.75 

1.50 

150-300 

1.25 

2.50 

300  and 

over     2.50 

5.00 

Practically  all  of  the  stage  systems 
buy  gas  and  oil  at  the  depot  and  get 
the  benefit  of  the  lower  flat  rate  be- 
cause it  is  decidedly  to  their  advan- 
tage to  do  so,  gasoline  prices  being 
3  cents  per  gallon  less  than  the  cur- 
rent retail  rate  and  oil  prices  being 
at  prevailing  wholesale  prices. 
Where  more  than  one  car  is  required 
on  each  schedule — that  is,  where  a 
scheduled  dejiarture  is  made  in  two 
or  more  "sections"- — this  is  consid- 
ered as  only  one  departure,  the  ter- 
minal company  expecting  to  realize 
increased  revenue  from  tickjJt  sales.. 


June.1923 


BUS 

1  KVsSHOWAllON 


269 


Two  views  of  the  uptcial  Wiiitini  aiid  of  George  Krintciiieyei-,  designer  and  buttdir. 
Operated  from  Holland,  Mich.,  on  H-mile  route  to  Lake  Michigan  resortt 

Bus  Building  by  Bus  Operators 

Different  Methods  Followed  to  Satisfy  Transportation  Requirements — Examples  of  New 

York  and  Michigan  Workmanship — Sedan  Type  Developed  from  Passenger 

Car,  and  Street  Car  Bus  from  Light  Truck 


ATTENTION  has  frequently  been 
Z\  called  in  Bus  Tkansporta- 
JL  JL  TION  to  the  more  rapid  de- 
velopment of  the  heavy-duty  bus,  as 
compared  with  the  progress  made  by 
its  smaller  companions.  For  the  last 
year  or  two,  many  makes  of  chassis 
and  body,  to  provide  seats  for  twenty- 
five  to  thirty  passengers,  have  been 
brought  out  and  have  been  success- 
fully put  into  bus  service. 

But  this  is  not  the  case  with  the 
bus  having  seats  for  sixteen  or 
eighteen  passengers,  for  which  there 
is  also  a  large  and  growing  field.  At 
present,  the  demand  for  such  buses 
is  being  satisfied,  to  a  considerable 
extent,  by  light  trucks,  or  by  heavy 
passenger  cars  which  the  operators 
themselves  have  remodelled  or  re- 
built, so  as  to  meet  their  local 
requirements  for  transportation. 

Lengthening  of  chassis  frames  to 
gain  longer  wheelbase  and  greater 
seating  capacity;  changes  in  rear 
ends,  axles  and  wheels,  to  take  care 


of  the  increased  load;  improved 
lighting  and  seating  accommoda- 
tions— these  are  some  of  the  changes 
being  made  by  operators  in  many 
parts  of  the  country. 

The  two  vehicles  illustrated  here 
are  typical  of  this  movement.  Both 
are  of  eighteen-passenger  capacity. 
The  special  Winton  has  five  cross- 
seats,  while  the  other  job,  which 
started  in  life  as  a  Model  15  White 
truck,  is  fitted  with  a  street  car  type 
of  body.  George  Kronemeyer,  man- 
ager of  the  Service  Bus  Line,  who 
operates  the  Winton  on  a  34-mile 
route  from  Holland  to  South  Haven, 
Mich.,  started  from  the  beginning, 
really,  and  built  up  the  complete  bus 

Before  and  after  vietvs  of 
W.R.T.biis.  At  Uft,  with  twelve 
seats  and  double  doors.  At  right, 
body  and  chassis  rebuilt,  ivith 
electric  lights,  door-opening  de- 
vice, roof  ventilators,  outside 
filler  for  gasoline  tank,  and  other 
ini  pyovements 


as  shown  here.  On  the  other  hand, 
Hyatt  W.  Norton,  president  of  the 
White  Rapid  Transit  Corporation, 
rebuilt  a  twelve-passenger  street 
car  type  bus,  of  which  "before  and 
after"  views  are  shown.  This  had 
been  in  service  several  years  between 
Lima  and  Rochester,  N.  Y. 

Mr.  Kronemeyer  worked  for  about 
six  months  in  rebuilding  a  1915 
Winton  touring  car  chassis.  The 
work  was  all  done  by  hand  without 
blueprints  or  patterns  at  a  cost  for 
the  entire  job  of  about  $7,000.  The 
rebuilt  vehicle,  which  is  26  ft.  long, 
will  make  about  40  m.p.h.,  carrying 
eighteen  passengers  in  the  five  full 
cross-seats.  The  two  in  the  rear  are 
facing  so  as  to  give  a  smoking  com- 
partment, separated  from  the  rest  of 
the  body  by  sliding  glass  partitions. 
In  this  compartment  it  is  intended 
to  provide  a  folding  card  table. 

The  work  was  started  by  cutting 
the  frame  just  back  of  the  cowl  and 
placing    there     2x6     channels     long 


270 

enough  to  make  the  188-in.  wheel- 
base,  which  is  an  increase  of  56  in. 
This  elongated  frame  is  braced  by 
1-in.  round  truss  rods,  with  turn- 
buckles;  these  run  the  length  of  the 
chassis.  Cross-members  are  placed 
4  ft.  apart  to  strengthen  the  frame. 
While  the  original  rear  end  has  been 
used,  the  wheels  are  cut  down  to 
carry  Goodyear  cushion  tires,  32x5 
single  front  and  32x4  dual  rear.  The 
wheels  have  been  filled  in  with  18- 
gage  metal,  however,  to  give  a  disk 
appearance.  It  was  necessary,  of 
course,  to  lengthen  the  propeller 
shaft,  and  a  center  bearing  was  in- 
stalled for  support. 

In  the  20-ft.  body,  Mr.  Kronemeyer 
has  worked  out  a  number  of  interest- 
ing details.  The  framework  is  oak. 
with  Plymetl  sides  and  Haskelite  and 
duck  roof;  at  the  cowl  the  body  is 
44   in.  wide,  increasing  to  74  in.  at 


BUS 

11VVNSP0RTAT10N 

through  a  Y-connection  and  two  gate 
valves.  These  pipes  have  been  turned 
down  on  a  lathe  to  save  weight  and 
to  give  thinner  walls,  so  as  to  trans- 
mit more  heat.  Elbows  and  unions 
have  been  used  throughout  the  bus; 
these  act  as  universals  and  prevent 
breaking  at  the  manifold.  It  is  said 
that  with  this  arrangement,  no  gases 
can  escape  into  the  bus.  So  much 
for  the  work  one  operator  has  done 
in  adapting  a  heavy  passenger  car 
chassis  to  his  transportation  work. 

Eighteen  Seats  Where  Twelve 
Were  Before 

On  the  Rochester  line,  Mr.  Norton 
decided  to  give  his  patrons  up-to-date 
conveniences  by  remodelling  a  bus 
that  had  given  good  service.  Note, 
first,  the  picture  of  the  "Before 
Rebuilding"  job.  A  White  Model  15, 
standard  chassis,  body  built  several 


T^^'"- "^ 

H 

1     A  ^^WI^KtmrnKKK^Km^SSmt 

Wm 

HHHHkrtMH  /  s^  ^;/   \         B 

c 

5o 

-.-JiT^^^^^^H 

Inferior  of  White  Rapid  Transit  Bus.     Overhead,  door-opening  mechanism 

in  closed  position,  and  plunger  in  top  of  door  jamb  to  hold  door  rigid. 

Close-iip  of  control  box  for  electrical  equipment 


about  three-fourths  of  the  distance 
back,  then  narrowing  down  to  G4  in. 
at  the  rear.  Every  joint  and  corner 
is  braced  with  spring-iron  fittings. 
At  the  rear  a  luggage  carrier  is 
built  in. 

A  single  door  is  provided  for  the 
pair  of  seats  in  the  smoking  com- 
partment, but  all  the  others  have  in- 
dividual doors.  Seats  are  spaced 
38  in.  apart.  Rubber  matting  is 
used  to  cover  the  floor.  Windows  are 
ail  plate  glass  sliding  in  sash,  and 
drop  on  rubber  bumpers.  The  wind- 
shield, which  was  worked  out  by  Mr. 
Kronemeyer  himself,  slides  up  and 
down  in  felt.  Genuine  brown  leather 
is  used  for  the  12-in.  seat  cushions, 
and  artificial  leather  on  the  ceiling, 
which  has  two  ventilators  and  two 
flush-type  dome  lights. 

The  heating  system,  which  is  an- 
other feature  worked  out  by  Mr. 
Kronemeyer,  consists  of  2-in.  pipe 
inserted   into   the   exhaust   manifold 


years  ago,  with  separate  door  and  a 
full-width  seat  for  the  driver,  and 
a  second  door  midway  in  the  body, 
leading  to  longitudinal  passenger 
seats;  both  doors  of  the  limousine 
type,  opening  out.  Then  notice  the 
rebuilt  vehicle.  Chassis  frame  length- 
ened to  increase  the  wheelbase  about 
22  in.;  heavier  construction  on  the 
rear  axle;  a  Ford  generator  was 
cradled  on  the  left-hand  side  of 
the  engine;  electrical  control  con- 
centrated in  an  instrument  box 
where  the  driver  can  reach  it  con- 
veniently. 

In  the  body  itself  there  were  im- 
portant changes.  The  rear  end  is 
just  the  same,  but  in  order  to  give 
the  larger  seating  capacity,  the  front 
end  was  entirely  rebuilt.  This  has 
a  curved  roof,  put  in  to  make  the  body 
seem  lower  and  thus  attract  passen- 
gers. A  sliding  joint  at  the  dash,  a 
green  bulls-eye  to  signal  the  coming 
of  the  bus,  !»  door  light  to  illuminate 


Vol.2,  No. 6 

the  step  and  also  the  ground  along- 
side— to  speak  of  just  a  few  of  the 
special  features.  In  rebuilding,  a 
new  v/indshield  was  put  in,  linoleum 
was  placed  on  the  floor,  and  new 
seats,  ventilators  and  dome  lights  in- 
stalled. One  longitudinal  seat  was 
retained,  while  on  the  other  side 
standard  cross-seats  were  installed. 

Mr.  Norton  made  up  his  own  draw- 
ings and  in  some  cases  the  necessary 
patterns,  then  contracted  with  local 
machine  shops,  foundries,  and  a  body 
maker  for  parts  of  the  work.  The 
cost  for  the  changes  was  about  $450, 
this  not  including  any  allowance  for 
time  spent  by  himself  and  associates. 
Two  of  the  details  worked  out  by 
the  White  Rapid  Transit  Corporation 
are  here  illustrated:  The  first  is  an 
arrangement  to  replace  spindles  on 
the  White  Model  15  chassis,  and  the 
second  an  opening  device  for  service 
doors. 

With  the  standard  White  con- 
struction it  was  found  that  when  the 
spindle  on  the  rear  axle  broke,  con- 
siderable damage  would  be  done  to 
the  brake  system  and  bearings.  In- 
variably the  hub  also  was  ruined, 
and  after  many  accidents  the  cost 
cf  replacements  often  amounted  to 
several  times  the  cost  of  the  spindle 
itself. 

To  overcome  this,  both  the  spindle 
and' hub  were  increased  in  size.  The 
hub  was  made  heavier  around  the 
taper  to  prevent  "stretching"  so  that 
it  would  loosen  on  the  spindle  and 
break  at  the  end  of  the  taper,  where 
it  is  of  square  section.  The  new  de- 
sign, however,  uses  the  same  ball 
bearings,  bearing  retainer,  hook 
bolts  and  brake  drums. 

At  the  same  time  a  flange  heavier 
jind  of  larger  diameter  was  installed. 
This  has  round  instead  of  square 
holes,  so  that  the  hub  bolts  can  be  in- 
stalled with  the  nuts  on  the  outside 
of  the  wheel.  On  the  standard  type 
axle  it  is  diflicult  to  inspect  or  tighten 
the  inside  hub  bolts.  The  change 
therefore,  makes  it  a  simple  matter 
to  keep  the  nuts  tight  in  hot,  dry 
weather  and  thus  prevent  wheel 
spokes  from  working  in  hubs  or 
felloes.  In  addition  a  heavy  lock 
wa.sher  and  a  U.S  S.  nut  can  be  used 
instead  of  a  thin  unfinished  nut, 
which  has  to  be  riveted  over. 

The  new  construction,  it  is  found, 
makes  it  much  easier  to  replace 
broken  bearings.  For  instance,  if 
the  ring  is  broken,  the  cone  can  be 
removed  in  a  short  time  by  insert- 
ing a  punch  in  the  grooves  on  the 
spindle  bearing  collar  and  applying 
force  directly  against  the  cone. 


June,1923 


BUS 

IKANSPORIAIIOS 


OC^ 


.-,     I. 


Parts  used  to  strengthen  rear  axle 


1.  H*avy  spindle  of  new  di-.slRn. 

2.  Speciul  lyiif  hub  of  lurger  dlumetcr. 

3.  ICxti-a    lu-iivy    tliinee    to    secure    better 
grip  on   whft'I  spokes. 

4.  iiolt   to  be   in.stiilk'il   in    liub. 

5.  Meavy   look   \vash»-r. 

6.  Standard   lu-xaRLMial   nut. 


7.   ,\.\Ie  wasbt-r. 

s.   t'a.ft«'llalfd  axle  nut.    l;   iii.  'iiaiii»-i'T. 

it.  Sjn-eial  bub  rap  tappt-d  ffir  UHe  as  bub 
puller  ( front  \vh<-el  hub  rap  wnnch  also 
tits  this  cap). 

lip.  Scri-w  for  bub  lap  wbrn  u.sed  us 
liuilt-r. 


With  the  new  type  the  wheel  can 
be  removed,  leavinK  the  axle  assem- 
bled and  undisturbed.  In  fact,  the 
wheel  can  be  put  on  or  taken  off  just 
as  easily  as  the  front  wheel.  This  is 
a  great  advantage  when  it  is  neces- 
sary to  repair  any  part  of  the  brake 
system  or  to  remove  skid  chains  that 
have  become  loose  and  wound  up  in 
the  brake  rigging. 

Door-Operating  Fi.xture 

The  same  company  has  developed 
a  device  for  use  in  controlling  the 
service  door  on  its  buses.  As  shown 
in  the  illustration,  a  bell  crank  locks 
the  door  closed.  The  crank  is  adjust- 
able and  can  be  used  for  right  or 
left-hand  operation,  and  for  overhead 
or  underneath  connection  to  the  door. 

The  rod  used  for  operating  the 
door  is  straight,  and  is  connected  to 
the  rod  carrying  the  driver's  handle 
by  a  spring  coupling.  This  is  the 
most  important  part  of  the  system 
perhaps,  since  it  not  only  allows  for 
chassis  and  body  contortion,  but  also 
eliminates  the  strain  and  jerk  usually 
e.xperienced  on  the  driver's  handle. 
This  coupling  makes  it  possible,  it  is 
said,  to  move  the  handle  through  its 
entire  stroke  smoothly  and  quietly, 
either  to  close  or  open  the  door. 

The  apparatus  includes  a  spring- 
actuated  plunger  inserted  in  the  door 
casing.  This  is  intended  to  eliminate 
door  vibration  by  taking  the  weight 
off  the  hinges.  When  the  driver's 
handle  is  released,  the  plunger  forces 
the  doors  open,  making  them  semi- 
autrmatic  in  action. 

The  control  box  which  is  shown 
in  one  of  the  views  was  designed 
by  Mr.  Norton ;  he  also  matle  the 
patterns  and  then  had  aluminum 
castings  made  to  equip  all  the  buses 
on  his  line.     It  houses  the  following 


instruments,  which  were  purchased 
diicctly  from  the  manufacturers:  An 
automatic  circuit  breaker,  ammeter, 
four-gang  pull  switch,  horn  button, 
ignition  switch,  and  bu.s  bar  for  con- 
necting wires  without  soldering. 
With  this  construction,  the  wires  are 
comijletely  removed  from  the  da.sh 
and  carried  directly  to  the  control 
box. 

Another  interesting  feature  of  the 
electrical  equipment  is  the  door  light, 
which  takes  the  place  of  the  ordinary 
step  light  used  on  many  buses.  This 
consists  of  an  aluminum  housing, 
semicircular  in  shape,  mounted  di- 
rectly above  the  service  door.  Inside 
this  housing  is  a  21-cp.  bulb,  the 
light  from  which  is  thrown  directly 
down  on  the  step,  and  also  outward 
through  two  eyes  cut  in  the  housing. 
Passengers  on  the  line  are  enthu- 
sia.stic  about  this  light,  since  it 
shines  out  10  ft.  or  15  ft.  away  from 
the  bus  and  thus  is  a  great  con- 
venience in  approaching  the  step. 

Folding  door  operating  fixture 

1.  Operating  t"-ll  crank.  bra.><s. 
:;.   Kod    1-ln.  diameter  for  door  and  oper- 
ating  handle. 

3.  Bearings  with  bra.ss  bushings. 

4.  Spring  coupling  for  operating  connect - 
Inc  rod. 

.">.  Operating  rod  end,  brass. 

6.  Driver's  handle. 

7.  Spring-actuated  plunger  for  door  cas- 
ing. 

*<.    np..rating   c(itiii,-r(  iiiL'   r,i  1. 


271 

In  a  previou.s  paragraph,  the  dif- 
ference in  the  methods  of  building 
the  two  buses  illu.strated  here  was 
mentioned.  The  Michigan  operator 
started  with  a  pa.ssenger  car  chaitsis 
and  evolved  a  sedan-type  bus,  while 
the  man  from  up-state  New  York 
increased  the  size  of  his  bus  and  at 
the  same  time  made  a  number  of  im- 
portant changes  in  order  to  have 
modern  conveniences.  There  is  one 
important  likeness,  however,  in  these 
two  jobs,  and  that  is,  Ijoth  are 
worked  out  to  meet  the  trans|K>rta- 
tion  requirements  that  are  actually 
found  on  the  lines  where  they  are 
used.  Mr.  Kronemeyer,  with  his  full 
cross-seats  anil  rear  luggage  carrier, 
is  equipped  to  serve  passengers  visit- 
ing the  lake  resorts  at  the  South 
Haven  end  of  his  line,  over  a  34-mile 
trip.  On  the  other  hand,  the  Lima- 
Rochester  bus  picks  up  passengers 
at  various  points  along  its  route,  and 
most  of  the  business  consists  of  peo- 
ple who  come  into  Rochester  for 
business  or  shopping,  or  who  com- 
mute regularly  to  their  work.  This 
accounts,  undoubtedly,  for  the  street 
car  type  of  body. 

Both  operators  are  alike  again  in 
finding  that  their  passengers  are 
enthusiastic  about  the  new  buses.  In 
fact,  passengers  are  more  than  out- 
spoken in  their  approval;  they  are 
even  suggesting  that  other  bu.ses  be 
brought  up  to  the  .same  standard. 
This,  of  course,  requires  time.  Mr. 
Norton  regards  his  first  job  as  on 
trial  both  a.s  regards  the  design  and 
its  effect  on  the  passengers.  If  the 
net  result  is  satisfactory,  then  he 
can  go  ahead,  of  course,  and  re- 
build his  other  buses.  But  certainly 
the  first  few  months  of  operation 
have  been  satisfactory  and  give 
every  i)romi.se  for  the  future. 


Ik 


-^ 


^ 


i 


i 


Printing  Eslal>Ii>Iiniriit 
Buys  Bus 

THE  Von  Hoffmann  Press.  St. 
Loui.s,  Mo.,  one  of  the  large.st 
printing  establishments  in  the  West, 
has  purchased  a  twenty-passenger 
bus  to  convey  employees  of  the  shop 
to  the  company's  farm  and  summer 
resort  near  Bourbon,  Mo.  Albert 
Von  Hoffmann,  president  of  the  com- 
pany, said  he  was  offering  this  means 
of  pleasure  to  his  employees  on  the 
theory  that  all  work  and  no  play 
makes  all  the  Johns  and  Marys  poor 
workers.  The  bus  cost  $4,.'iOO.  It  is 
especially  designed  for  the  use  to 
which  it  will  be  put.  The  company 
has  300  employees. 


272 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


Science  of  Common  Carrierism 

The  Experience  of  the  Railroads  Should  Be  Useful  to  Bus  Operators- 
Similar  Problems  Affecting  Rates,  Service  and  Management 
Have  Had  to  Be  Met  and  Solved  bv  Both 


FOR  years  the  automobile  has  been 
used,  sold  and  made  as  an  in- 
strument of  individual  transporta- 
tion. "Own  your  own  car  and  forget 
time-tables"  has  been  the  slogan,  and 
its  power  is  shown  by  the  10,000,000 
or  so  pleasure  cars  now  in  use.  Con- 
sequently it  is  often  difficult  for 
operators  and  for  the  automotive 
industry  to  realize  what  it  means 
now  that  this  "individualized"  vehi- 
cle is  being  subjected  to  many  of 
the  legal  restrictions  developed  for 
steam  railroads  and  electric  railways. 
The  movement  to  class  the  bus 
with  the  older  common  carriers  has 
gone  so  far  that  bus  operators  should 
know  just  how  our  present  system 
of  railroad  regulation  has  been  built 
up,  and  what  are  the  important 
principles  underlying  control  by  the 
commissions  and  courts.  To  the 
seeker  after  such  information, 
whether  engaged  in  bus  operation 
or  manufacturing,  the  Vanderblue- 
Burgess  book  on  railroads  should 
have  a  strong  appeal.*  The  authors 
represent  academic  and  legal  view- 
points. Professor  Vanderblue,  now 
professor  of  business  economics  in 
Harvard  University,  has  long  been 
recognized  as  an  authority  on  trans- 
portation. Mr.  Burgess,  as  general 
attorney  for  the  Chicago,  Burlington 
&  Quincy  Railroad,  has  had  extensive 
experience  before  courts  and  commis- 
sions in  cases  affecting  railroads. 

Origin  op  Transportation  ' 
Regulation 

Bus  operators  should  be  particu- 
larly interested  in  the  introductory 
chapters,  which  show  how  regulation 
developed  as  the  result  of  the  de- 
mand for  cheaper  transportation 
rates,  mostly  of  farm  products,  that 
followed  the  business  depression  of 
the  early  seventies.  Originally  a 
creature  of  the  state  commission.?, 
railroad  regulation  has  steadily  be- 
come a  national  function,  vested  in 
the  Interstate  Commerce  Commis- 
sion, and  state  regulation  is  confined 
to  the  routine  details  requiring 
knowledge  of  purely  local  conditions. 
A  considerable  part  of  the  first  sec- 
tion of  the  book  is  devoted,  therefore, 

•Railroads — Rates.  Service.  Manaeemenl. 
Ry  Prof.  Homer  }'..  Vanderblue  and  Kenmih 
P.  Rurgess.  Piibli.-ihed.  192.'!.  bv  the  Mac- 
millan  Company.  New  York.  488  paces. 
6  X  9  in.     Indexed. 


to  the  work  of  the  Interstate  Com- 
merce Commission,  and  to  court 
activities  determining  the  meaning 
of  regulatory  statutes. 

Part  II  of  the  book  starts  with 
a  historical  discussion,  showing  how 
at  first  the  railroads  had  the  power 
in  the  first  instance  to  establish 
rates,  and  as  time  went  on  the  public 
took  a  hand  to  prevent  rebates  and 
unjust  discriminations.  Not  until 
1920  was  the  Interstate  Commerce 
Commission  given  power  to  prescribe 
initial  rates.  Other  chapters  in  this 
section  analyze  the  general  theory 
of  rate  making  and  the  meaning  of 
the  "published  rate."  A  chapter  on 
the  economics  of  rate  making  dis- 
cusses constant  costs  and  variable 
costs,  as  bearing  upon  the  rates 
charged  to  attract  business  that 
would  lead  to  the  fullest  utilization 
of  the  railroad  plan. 

The  next  section,  on  service,  will 
undoubtedly  be  one  of  the  most 
valuable  to  the  bus  operator  to  whom 
rate  making  is  still  a  comparatively 

Moral :  Inspect  the  Body 
Bolts  Regularly 

OTHERWISE  the  same  thing  may 
happen  to  your  bus  as  did  to 
the  one  in  the  photograph.  Merrill 
Lauver,  driver  for  the  Kellogg-Hill- 
side  line,  Wichita,  Kan.,  with  one 
passenger,  was  piloting  his  bus  down 


The   rcsjfit  of   rf/r( /rN>:>/c,sN 

Green  Street,  when  he  suddenly  felt 
the  body  of  the  bus  lift  out  from 
under  him.  His  bus  had  hit  an  over- 
turned telegraph  pole  and  the  body, 
loosely  fastened,  swung  clear  of  the 
chassis  and  overturned,  as  depicted 
in  the  illustration. 


simple  matter.  The  authors  start  in 
by  defining  the  fundamental  prin- 
ciples of  service;  it  must  be  ade- 
quate, it  must  be  safe,  and  it  must 
be  continuous.  They  also  call  atten- 
tion to  the  general  tendency  of  the 
public  to  demand  better  and  safer 
service,  while  at  the  same  time  leg- 
islation limits  the  rates  charged. 
Other  aspects  are  taken  up  in  a 
chapter  on  "Regulations  of  Safety 
and  Health,"  which  are  apart  from 
the  common  carrier  obligations  of 
the  railroad,  but  come  from  the  fact 
that  the  public  has  a  right  to  protect 
its  citizens  against  anyone  using  his 
property  so  as  to  injure  others. 

This  rise  of  the  certificate  of  public 
convenience  and  necessity  is  traced 
under  the  chapter  heading  "New 
Construction  and  Abandonment." 
Such  certificates  came  into  being 
with  the  decline  of  real  competitive 
building  by  the  railroads.  The  vari- 
ous states  then  found  it  necessary  to 
protect  existing  systems  from  the  at- 
tacks of  promoters. 

Management  Responsibilities 

In  the  final  section,  which  deals 
with  management,  the  owner's  side 
is  presented,  and  also  the  fact  that 
inasmuch  as  the  railroads  are  pri- 
vately owned,  they  have  an  obliga- 
tion to  the  stockholders  to  earn 
profits.  Here  are  included  chapters 
on  such  subjects  as  railroad  valu- 
ation, the  rehabilitation  of  railroad 
credit,  the  protection  of  investors 
and  the  integrity  of  accounts.  The 
last  chapter  especially  should  be  of 
help  to  bus  operators,  since  it  traces 
the  whole  development  of  the  elab- 
orate system  of  accounting  now 
practiced  by  steam  and  electric  rail- 
road companies.  Just  why  mainte- 
nance and  depreciation  are  singled 
out  for  special  mention  is  explained 

One  of  the  main  purposes  of  the 
book  is  to  give  information  concern- 
ing railroad  regulation  useful  to  men 
of  affairs,  and  this  certainly  has 
been  well  fulfilled.  Without  being 
of  undue  length,  it  describes  begin- 
nings in  such  a  way  that  the  im- 
Iiortant  facts  are  all  at  hand,  and 
then  it  supplements  this  by  copious 
references  to  commission  findings 
and  court  decisions,  and  other  au- 
thorities for  the  reader  who  wants 
more  detailed  information  about  any 
particular  point.  Yet  it  is  up  to 
date  also,  covering  the  working  of 
the  1920  transportation  act.  Thus, 
"Railroads — Rates,  Service,  Manage- 
ment" can  be  recommended  to  any 
serious  student  of  transportation. 


June,1923 


BUS 

■mANSHOHTATION 


273 


Electrical  E(|iii|)ineiil  foi*  Riis  Ser\ice 

By  T.  L.  Lee  and  G.  R.  Fessenden 

Chief  Engineer  Service  Engineer 

North  East  Electric  Company,  Rochester,  N.  Y. 

The  Three-Wire  System  Is  Favored  for  Interior  LiKhtin}; 
of  Heavy-Duty  Buses — The  Authors  (iive  Ketent  Ex- 
amples of  (k-nerator  and  \  oltajje  Kefjulator  Construction 


THE  success  of  the  bus  electrical 
system  is  dependent  upon  the 
battery,  the  body  wiring,  the 
lamps  and  switches,  just  as  much  as 
it  is  upon  the  generator.  All  these 
items  should  therefore  come  in  for 
their  full  share  of  consideration. 
With  the  battery  it  is  especially  im- 
portant to  use  sufficient  capacity  \'< 
accept  the  full  charging  current  with- 
out undue  rise  in  counter-voltage. 
The  battery,  also,  should  have  capac- 
ity to  take  care  of  the  lights  properly 
during  loading  and  unloading  waits 
at  terminals,  when  the  generator  is 
not  running.  To  prevent  undue 
vibration,  the  battery  should  be 
securely  fastened  down.  It  also 
should  be  covered  as  a  protection 
from  dirt,  grease  and  moisture.  It 
is  essential,  however,  that  the  bat- 
tery be  located  so  as  to  be  readily 
accessible  for  inspection,  and  par- 
ticularly for  refilling  the  cells  with 
water. 

The  battery  terminal  connections 
should  be  of  ample  size  to  carry  full 
load  without  appreciable  voltage 
drop,  and  they  should  be  securely 
fastened  to  prevent  loosening  up  in 
service.  Corrosion  of  these  termi- 
nal connections  should  be  guarded 
against  by  keeping  them  coated  with 
vaseline  or  with  some  other  protect- 
ive agent. 

Careful  Wiring  Essential 

Wiring,  both  of  body  and  chassis, 
should  be  installed  with  the  utmost 
care.  Only  the  highest  grade  of  wire, 
with  first-class  insulation,  should  be 
used,  and  each  wire  should  be  se- 
curely fastened  in  place  at  frequent 
points.  The  terminal  connectors  for 
these  wires  should  be  of  the  type 
that  clasp  the  insulation  as  well  as 
the  wires  themselves.  Each  splice 
and  terminal  connector  should  be 
well  soldered  and  protected  by  tape. 
Ground  connections  should  be  made 
secure  by   lockwashers   and   dirt   or 


AjiiAiiiition  of  SOO-tvatt  yinerutor  on  Fifth  Avenue  Coach  Company  engine 


paint  carefully  removed  at  points  of 
connection,  to  insure  good  contact. 

In  its  general  layout,  and  espe- 
cially in  the  sizes  used  for  different 
circuits,  the  wiring  is  a  matter  of 
such  importance  that  the  North  East 
Electric  Company  has  prepared  a 
standardized  diagram  representing 
what  appears  to  be  the  best  practice. 
(  This  diagram  was  worked  out,  orig- 
inally, for  the  new  buses  now  on 
order  for  the  New  York  State  Rail- 
waj's;  these  consist  of  Brockway 
chassis  with  Kuhlman  bodies.  The 
wire  sizes  recommended  are:  No.  8 
for  the  charging  circuit  from  gen- 
erator through  the  ammeter  and  cut- 
out to  the  battery,  and  for  principal 
lighting  mains  carrying  full  lamp 
current;  No.  12  for  the  lighting 
circuits  carrying  only  part  of  lamp 
load;  No.  14  for  individual  lights 
and  other  circuits  carrying  less  than 
1-amp.  load;  No.  00  for  the  starting 
circuit.  All  these  lighting  circuits 
should  be  properly  fused. 

For  the  interior  illumination, 
21-cp.  gas-filled  bulbs  should  be  used. 
The    single-contact    t\T5e    is    recom- 


mended, because  of  its  superiority 
over  the  double-contact  t>'pe.  In 
case  of  two-wire  lighting  circuits, 
the  single-contact  bulb  can  be  used 
by  connecting  the  common  return 
wire  to  the  socket  of  fixture,  instead 
of  to  bulb. 

The  interior  should  be  scientifically 
laid  out  to  give  the  best  po.s8ible 
distribution  of  light.  Efficient  re- 
flectors or  globes  should  Ix?  used,  to 
give  good  diffusion  and  thus  avoid 
glare.  The  lights  should  be  sufficient 
in  number  to  give  an  illumination  of 
about  6  foot-candles  at  the  reading 
le%-el,  for  all  passengers,  this  being 
the  requisite  illumination  to  read 
newsprint  with  ease. 

As  an  example  of  equipment  avail- 
able for  bus  service,  there  are  illus- 
trated here  a  generator,  cut-out  and 
voltage  regulator.  The  generator  is 
the  Model  LG,  recently  brought  out 
by  the  North  East  Electric  Company 
for  heav>--duty  bus  lighting  service. 
The  cut-out  is  the  standard  North 
East  product;  it  is  built  as  a  sep- 
arate unit  and  can  be  mounted  on 
the  dasTi  or  other  convenient  place. 


274 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


Wiring  arrangement  recommended  for  use  with  heavy-duty  buses. 
Destination  and  step  lights  at  right  of  battery 


The  regulator  is  new  and  has  been 
designed  especially  for  the  service 
encountered  in  the  bus  field. 

As  regards  installation,  the  gen- 
erator can  be  furnished  either  for 
cradle  support,  or  with  a  No.  2 
S.A.E.  flange.  It  is  designed  to  be 
driven  at  from  one  and  one-half 
to  twice  engine  speed,  with  a  safe 
operating  range  up  to  5,000  r.p.m. 
Coupling  drive  is  furnished  reg- 
ularly, the  double-disk  type  being 
recommended.  Gear  or  chain  drive 
can  be  used,  however,  although  with 
the  latter  only  an  inclosed,  thor- 
oughly lubricated  chain  is  advisable. 

Mechanically,  the  Model  LG  is 
similar  to  the  North  East  Model  GA 
starter-generator,  which  is  standard 
on  the  Dodge  automobiles.    Its  diam- 


etei'  is  6i'<5  in.,  and  the  over-all  length 
is  about  11  in. 

Electi-ically,  the  unit  is  of  the 
four-pole,  shunt-wound  type,  with 
output  controlled  by  third-brush  reg- 
ulation. It  is  a  12-volt  machine,  the 
rating  being  300-watts  on  continuous 
operation,  with  a  temperature  rise 
not  in  excess  of  175  deg.  F.  The 
maximum  output  is  20  amp.,  avail- 
able at  1,450  r.p.m.;  the  cut-in  point 
at  which  the  generator  begins  to 
deliver  current  to  the  battery  is  at 
850  r.p.m. 

Generator  output  can  be  adjusted 
to  any  desired  setting  from  full  rat- 
ing down  to  less  than  one-quarter 
maximum  value.  This  is  accom- 
plished by  a  rack  and  pinion  move- 
ment  between   the   third -brush    sup- 


At  top,  North  East  cut-out  and  voltage  regidiilor  developed  for  bus  equipment. 
At  bottom,  inside  of  contmutator-eud  housing,  shouting  brush 
rigging  and'oittput  adjustment   mechanism 


porting  plate  and  the  adjusting  stud. 
The  brush  rigging  uses  the  reaction 
type  of  bru-sh-holder ;  this  it  has 
been  found  gives  practically  perfect 
commutation  and  minimizes  wear,  so 
that  the  brush  life  is  more  than 
doubled  as  compared  with  that  ob- 
tained from  ordinary  forms  of 
holders.  To  give  protection  in  case 
of  open  circuits,  loose  connections,  or 
grounds,  the  generator  is  provided 
with  a  field  fuse,  this  being  inclosed 
in  a  small  housing  on  top  of  the 
field  frame.  When  the  generator  is 
used  with  the  ground-return  system, 
one  binding  post  can  be  grounded 
to  the  field  frame,  through  an  ex- 
ternal ground  strap  provided  for  the 
purpose.  This  strap  facilitates  test- 
ing and  also  makes  it  possible  to  use 
the  same  machine  either  with  two- 
wire,  full-insulated  circuits,  or  with 
ground-return  circuits. 

Positive  Terminal  Grounded 

The  polarity  of  the  generator  is 
automatically  reversible  and  will  ad- 
just itself  to  the  polarity  of  the 
battery,  regardless  of  which  way  con- 
nections are  made.  It  is  recom- 
mended, however,  that  the  positive 
terminal  always  be  grounded,  to  con- 
form with  the  S.A.E.  recommended 
standard. 

The  voltage  regulator,  which  is 
also  illustrated  here,  automatically 
cuts  down  the  generator  output  as 
the  battery  counter-voltage  rises 
during  charge.  In  this  way,  the  gen- 
erator output  is  reduced  to  a  negli- 
gible amount  when  the  battery  is 
fully  charged,  provided,  of  course,  no 
lamps  are  burning.  Whenever  lamps 
are  turned  on,  the  regulator  permits 
the  output  to  increase  sufliciently  to 
pick  up  the  additional  load  without 
affecting  the  condition  of  the  bat- 
tery. This  regulator  is  of  rugged 
construction,  so  designed  that  it  is 
not  affected  by  load  changes,  tem- 
perature or  vibration.  Its  contacts 
are  exceptionally  durable,  so  that 
they  will  operate  indefinitely  with- 
out change  of  setting  or  possibility 
i)f  sticking  or  burning. 

Ill  addition  to  the  Model  LG,  300- 
vvatt  generator,  a  still  larger  ma- 
chine. Model  LF,  of  600-watt  capac- 
ity, is  being  brought  out  by  the 
North  East  Electric  Company.  Ex- 
cept for  the  mechanical  dimensions, 
the  general  characteristics  of  the 
larger  machine  are  the  same  as  those 
of  the  .300-watt  unit.  The  diameter 
of  the  600-watt  generator  is  7i  in., 
and  its  over-all  length  is  approxi- 
mately 111   in. 


June.1923 


BUS 

iRvNSK>Kr\m)N 


275 


The  nicessity  for  ci(y  terminals  with  waiting  rooms  and  other  conveniences  as  a  means  of  attractinij 
traffic  is  outlined.  Joint  operation  of  these  facilities  allows  for  a  more  prominent  location,  a  more 
economical  operation  and  a  more  satisfied  clientele.     I'lans  are  suuuested  for  corner  and  center  of  the 

block  locations  with  the  most  eHicienl  ufili/ation  of  space 

Int(M(*itv  Bus  Lilies 
Need  Local  Terminal  Stations 

By  L.  j .  Car  malt 

Consulting  Engineer,  New  Hi.ven,  Conn. 


IN  MANY  place.-*  the  .subject  of 
l)U.s  terminal  facilities  is  an 
important  question  confrontinjr 
operator-s.  This  is  especially  true 
in  places  where  rules  and  reKulations 
^overnini?  curb  loading'  are  pre- 
scribed by  the  local  authorities.  In 
some  quarters  cities  have  indicated 
parkinjr  places  where  intercity  buses 
can  load  and  unload  and  lay  over 
pending  the  ne.xt  adverti.sed  de- 
parture. Often,  however,  there  are 
several  such  places  in  a  moderately 
sized  city.  It  is  suggested  here  how 
a  terminal  association  or  company 
can  maintain  a  conveniently  located 
station.  This  location  must  be  near 
the  business  center  and  the  steam 
railroad  station,  and  if  backed  up  by 
the  bus  operators  can  be  operated 
with  but  little  additional  individual 
expense  over  and  above  the  total 
amount  actually  paid  by  the  individ- 
ual operators. 

With  the  development  of  the  motor 
bus  from  the  initial  stage  of  the 
"jitney"  into  its  present  form  of  a 
permanent  agency  for  passenger 
traffic,  full  consideration  should  be 
given  to  those  accessories  of  oper- 
ation which  are  recognized  as  essen- 
tial features  of  modern  transporta- 
tion. Among  these  features  is  the 
terminal  waiting  station. 

Roughly  speaking,  motor  bus  lines 
(permanently  established  lines)  are 
of  three  classes:  First,  the  urban 
line,  which  sometimes  competes  di- 
rectly with  the  .street  railway  and 
caters  to  the  same  class  of  traffic; 
second,  the  feeder  line,  which  is 
either  operated  by,  or  in  close  co- 
ordination with,  the  street  railway 
and  extends  the  service  of  the  latter 
into  districts  where  rail  service  is 
not  justified  in  venturing;  and  third, 
the  cross-country  or  intercity  line 
which  either  opens  up  new  territory' 
or  gives  a  service  not  attempted  by 
.«team  or  electric  roads. 


For  the  first  two  classes  there  is 
little  need  for  waiting  rooms.  Pas- 
sengers are  picked  up  all  along  the 
route  and  discharged  the  same  way. 
When  acting  as  feeders  there  may  be 
some-  reason  for  them,  but  there 
would  be  little  justification  for  the 
expense  as  they  affect  only  a  very 
few  passengers  at  a  time  and  could 


gras|ied  for  advertising  cither  a 
particular  bus  line  or  the  bus 
transportation  industry  in  general. 
These  opportunities  should  not  be 
ignored  by  those  who  wish  to  es- 
tablish a  permanent  traffic  clientele. 
In  many  ways  a  bus  terminal  can 
only  follow  the  pattern  of  waiting 
room.s  for  other  forms  of  transport. 


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Layout  for  two  typical  hnx  termiitals,  with  sei-vice  ttiid  yuiiiye  facilities 

in  the  rear.     On  the  left — for  center  of  the  block  location. 

On  the  right — for  a  comer  location 


not  be  more  than  shelters  from  the 
weather.  With  the  third  class,  how- 
ever, which  handles  very  largely  a 
through  traffic  from  terminal  to 
terminal,  there  is  a  definite  call  for 
a  waiting  room.  The  .service — head- 
way— is  relatively  so  infrequent  that 
passengers  do  not  wish  to  take 
chances  on  missing  a  particular  trip 
and  are  therefore  on  hand  some  time 
in' advance  of  the  scheduled  leaving 
time  and  should  be  made  comfortable 
while  waiting. 

In  the  present  "state  of  the  art" 
of  motor  bus  transport,  not  only 
should  this  legitimate  call  be  sat- 
isfied    but     also     the     opportunity 


These  will  be  mentioned  in  their 
proper  place,  but  as  there  are  other 
features,  peculiar  to  motor  transport, 
whicli  should  govern  the  arrange- 
ments they  will  be  di.scussed  first. 

To  begin  with,  the  terminal  should 
be  jointly  operated,  partly  because 
time  has  shown  that  this  arrange- 
ment better  suits  the  traveling  public 
and  partly  because  it  is  rarely  that 
one  bus  line  can  support  such  a 
facility  on  a  proper  scale.  At  present 
the  terminals  of  many  bus  lines  are 
either  at  the  curb  on  some  well- 
traveled  street  or  they  exist  in  the 
shape  of  a  small,  and  generally  dingy, 
combined    office    and    waiting    room 


276 


BUS 
TRANSPORTATXW 


Vol.2,  No.6 


on  a  side  street.  This  location  is 
often  outside  the  range  of  ordinary 
observation  and  difficult  to  find  even 
with  directions.  Co-operation  by 
several  lines  will  permit  the  expense 
of  a  more  prominent  location  as  well 
as  the  establishment  of  other  facil- 
ities that  are  more  satisfactory  to 
their  clients  and  which  tend  to 
economy  of  operation. 

On  the  assumption  that,  in  general, 
these  bus  lines  are  complementary 
and  not  competitive  to  the  steam 
and  electric  lines,  a  large  proportion 
of  their  passengers  use  them  as  a 
part  of  a  longer  journey  between 
points  touched  by  the  other  lines. 
Therefore  a  terminal  location  that 
is  easily  accessible  to  the  steam  rail- 
road station  and  on,  or  near,  a  street 
car  line  that  gives  frequent  local 
service  should  be  selected.  The  near- 
ness to  the  railroad  station  restricts 
the  field,  while  that  to  the  street  car 
line  broadens  it,  but  as  there  is 
always  a  street  car  line  passing  the 
railroad  station  the  distance  from 
the  latter  does  not  unfavorably  affect 
the  result.  It  is  an  advantage  when 
it  can  be  secured  without  undue  ex- 
pense. 

To  decide  on  a  suitable  location, 
particularly  in  a  city  whose  con- 
gested traffic  areas  have  to  be 
crossed,  is  difficult.  This  is  espe- 
cially true  when  the  bus  routes 
radiate  in  opposite  directions,  but 
as  the  desirable  features  of  a  joint 
terminal  are  as  obvious  as  in  the 
case  of  steam  roads,  strong  efforts 
should  be  made  to  reconcile  conflict- 
ing interests  and  make  the  com- 
bination. 

Inspection  Facilities  Needed 

Due  attention,  therefore,  having 
been  given  to  the  location  from  the 
traffic  viewrpoint,  its  location  with 
relation  to  the  service  station,  which 
should  also  be  the  garage,  must  be 
considered.  It  is  well  recognized 
that  frequent  inspection  and  constant 
maintenance  are  necessary  to  obtain 
the  most  steady  and  economical 
service  out  of  such  a  machine  as  a 
motor  bus.  Inspections  are  desirable, 
if  possible,  after  every  trip,  and  if 
there  is  opportunity  for  skilled 
mechanics  to  make  quick,  light  re- 
pairs during  the  layover  between 
trips,  it  is  an  advantage  that  should 
be  seized.  This  can  only  be  done  by 
having  the  service  station  close  by, 
if  not  part  of,  the  terminal.  Dead 
mileage  and  lost  time  is  also  thereby 
reduced  to  a  minimum.  Land  in  the 
interior  of  a  city  block  adjacent  to 


that  used  for  the  waiting  room  is 
most  desirable  for  such  a  service 
station.  No  other  access  to  the  street, 
then,  is  needed  except  through  the 
terminal  if  the  service  station  is 
under  the  same  management  as  the 
terminal.  Such  an  arrangement  is 
shown  in  the  accompanying  diagram. 
It  often  develops,  too,  that  such  a 
combination  of  facilities  can  be  ob- 
tained at  a  lower  price  than  for  two 
separate  buildings  and  sites. 

The  approaches  to  a  bus  terminal 
station  offer  opportunities  for  devia- 
tion from  what  is  possible  with 
other  means  of  transport.  Not  being 
limited  by  the  rigidity  of  track  loca- 
tion, as  in  the  case  of  steam  or  elec- 
tric roads,  or  of  a  pier  head  line  in 
the  case  of  water  traffic,  the  arrival 
and  departure  stands  for  buses  can 
be  fitted  to  great  variations  in  the 
lay  of  the  ground  and  the  shape  of 
the  property.  Moreover,  with  the 
constantly  increasing  congestion  of 
traffic,  the  bus  will  gain  public  favor 
by  keeping  off  the  streets  whenever 
possible.  In  other  words,  buses 
should  make  terminal  stops  and  do 
their  parking  on  their  own  property. 
This  plan  leaves  the  curb  space 
available  for  other  terminal  uses. 

A  most  convenient  arrangement 
for  the  approaches  is  to  have  sep- 
arate incoming  and  outgoing  drive- 
ways, placed  at  the  extreme  edges 
of  the  property  with  the  waiting 
room  between.  This  separation 
works  in  harmony  with  the  program, 
already  mentioned,  of  running  the 
cars  to  the  service  station  in  the 
interior  of  the  block  for  gasoline 
and  for  inspection  during  the  lay- 
over period.  To  illustrate  this, 
sketches  are  given  showing  arrange- 
ments for  the  corner  and  middle-of- 
the-block  locations.  The  separate 
arrival  and  departure  platforms, 
which  of  course  should  be  sheltered, 
are  of  sufficient  length  to  allow  two 
buses  to  stand  at  each  at  one  time. 
Their  actual  length  will,  of  course, 
be  based  on  the  frequency  of  the 
bus  schedules  and  the  size  cars  re- 
quiring space  at  any  one  time.  This 
arrangement  provides  for  consider- 
able space  between  the  two  platforms, 
anywhere  within  which  the  entrance 
and  exit  to  the  service  station  can 
be  placed.  This  plan  also  permits  of 
a  considerable  choice  and  flexibility 
in  arranging  the  relative  positions 
of  the  waiting  room  and  the  service 
station. 

As  for  the  interior  arrangement 
of  the  waiting  room,  there  is  no 
reason  for  any  material  differences 


from  practices  in  waiting  rooms 
belonging  to  other  transportation 
agencies.  Comfortable  space  for 
seats  and  standing  room,  conve- 
niently placed  ticket  offices,  package 
room,  sanitary  toilets,  the  usual  con- 
cessions for  newspapers,  cigars,  soda 
and  candy,  and  possibly  light  lunches, 
are  the  same  as  in  any  terminal 
station. 

It  must  be  borne  in  mind,  how- 
ever, that  the  bus  station  is  a 
new  thing;  that  it  has  a  reputation 
to  establish ;  therefore  it  must  make 
special  effort  to  prove  itself  a  real 
convenience — and  ultimately  a  neces- 
sity— not  a  mere  makeshift,  and  it 
must  act  also  as  an  advertisement 
to  attract  new  and  pei-manent  pa- 
tronage. This  does  not  mean  that 
extravagance  must  be  shown  in  ap- 
pointments, but  true  service,  repre- 
sented by  convenience,  cleanliness 
and  order,  must  be  given  within  the 
financial  limits  of  the  operators. 

Passenger  Convenience  the 
First  Requisite 

Take  these  points  in  order,  and 
consider  first  the  convenience  of  pas- 
sengers. The  accompanying  sketches 
indicate  in  general  the  difference  in 
arrangements  necessary  for  corner 
and  middle-of-the-block  locations. 
Various  modifications  will  always 
have  to  be  made  to  fit  any  particular 
property  available,  but  the  diagrams 
indicate  the  relative  spaces  and  loca- 
tions to  be  used  for  the  different 
purposes  of  the  terminal.  Ticket 
offices,  although  not  needed  much 
now,  will  become  necessary  with  in- 
creasing travel.  Let  it  be  noted  that 
for  economy  of  service  the  package 
room  is  placed  next  to  the  ticket 
office  so  that  one  attendant  can  look 
after  both,  as  this  service  rightfully 
belongs  to  the  transportation  com- 
pany and  not  to  a  concessionaire. 
The  concessions  are  also  placed  to- 
gether so  as  to  be  served  as  far  as 
possible  by  one  attendant.  A  free, 
open  space  should  be  left  between 
the  doors  leading  up  to  the  ticket 
offices  and  the  stands.  The  settees 
should  also  be  placed  by  themselves, 
somewhat  out  of  the  general  line  of 
movement,  so  that  those  seated  will 
not  be  disturbed  unnecessarily,  but 
should  be  placed  where  the  doors  can 
be  watched  and  announcements  of  de- 
partures heard. 

The  matter  of  cleanliness  cannot 
be  too  strongly  emphasized  if  bus 
travel  is  to  be  made  attractive.  The 
neatness  of  a  clean  stage,  in  charge 
of  a  neatly  uniformed  driver,  must 


June,  1923 


BUS 

mvSSK)RKTK)N 


277 


be  carried  into  the  terminal.  In  this 
the  bus  terminal  corporation  can 
learn  much  from  the  experience  of 
the  other  transportation  companies. 
The  pre.sent  .stage  of  the  building 
art  offers  a  chance  to  use  excellent 
material  for  .securing  this  result  at 
a  moderate  e.xpense.  A  dingy,  dark, 
dirty  or  ill-smelling  station  can  do 
nothing  but  deter  travel,  while  the 
contrary  attract.s.  Xon  -  absorbent 
materials  must  of  nece.ssity  be  used 
for  floors,  walls  and  fittings,  well- 
recognized  ventilation  and  heating 
systems  installed  and  plenty  of  light 
furnished. 

To  maintain  cleanliness  an  at- 
tendant should  always  be  on  hand 
to  remove  the  rubbish  as  it  accu- 
mulates; he  can  also  serve  as  a 
porter  to  assist  women  or  infirm 
passengers  with  their  hand  baggage; 
and,    like    all    other    employees,    he 


should  be  clothed  in  a  neat  uniform. 
Good  order  must  likewise  be  ob- 
served. The  waiting  room  and  plat- 
forms must  not  be  allowed  to  become 
the  resort  of  idlers.  Evei\.employee8 
off  duty,  the  bus  drivers  when 
waiting  between  trips,  should  not 
use  the  waiting  room  as  a  gather- 
ing place;  but  separate,  comfortable 
quarters  should  be  provided  for  them. 
There  is  always  danger  that  the  con- 
cessions will  tend  to  attract  those 
who  may  become  undesirable  and 
therefore  their  holders  must  be  held 
to  strict  account  for  neatness  and 
order  around  their  stands. 

In  short,  the  station  should  be  so 
arranged  and  managed  that  it  will 
give  a  noticeable  impression  of  good 
order;  then  its  popularity,  which 
will  mean  the  popularity  of  the  bus 
lines  which  it  serves,  will  grow  by 
leaps  and  bounds. 


Street  Occupancy 

by  Buses  and  Trolley  Cars 

Compared" 


IN  ENGLAND  and  Scotland  the 
city  transit  companies  are  not  as 
wasteful  of  the  public  roadway  space 
as  in  New  York.  The  general  dimen- 
sions of  the  several  types  of  vehicles, 
both  buses  and  street  cars,  used  in 
New  York,  Liverpool,  Glasgow,  Edin- 
burgh and  London  are  shown  in  the 
accompanying  table. 

An  analysis  of  this  table  indicates 
that  on  the  average,  the  English  and 
Scotch  types  of  street  cars,  when 
compared  on  the  basis  of  street-space 
occupied  per  passenger  seat  or  per 
linear  foot  in  the  traific  stream,  oc- 
cupy only  about  half  of  that  required 
on  the  average  for  the  New  York 
City  types  of  cars. 

A  comparison  of  the  double-deck 
types  indicates  that  the  New  York 
car  takes  up  48  per  cent  more  road- 
way space  than  the  type  generally 
used  in  London,  whereas  the  new 
single-deck  Peter  Witt  type  car  for 
operation  in  Brooklyn  uses  up  2.43 
times  more  roadway  space  and  2.19 
times  more  stream-line  space  per 
passenger  seat  than  the  London 
double-deck  car. 

These  figures  would  indicate  that 

•.\bstracted  from  the  second  part  of  a 
report  on  transit  conditions  in  Europe.  The 
first  portion  of  the  report,  comparlnp  bus 
transportation  in  New  York  with  those  of 
London,  P.iris  and  Berlin,  appeared  on 
page  23  of  the  Januarj-,  1923.  issue  of  Bus 
Tran-sportatiox. 


IJuses  and  street  cars  of  the 
double-deck  type  are  held  to  be 
the  most  economical  users  of 
street  surface  space  when  com- 
pared on  a  passenger  seat  basis. 
With  a  reduction  in  the  number 
of  wasteful  users  of  street  space, 
such  as  ta.xicabs  and  tourinc 
cars  on  the  streets,  doul)le-deck 
buses  could  be  substituted  on  a 
more  completely  articulated  serv- 
ice, thereby  afTordinj;  relief  from 
traflic  congestion.  This  plan 
would  also  allow  service  in  the 
surface  car  lines  to  be  mate- 
rially improved. 


New  Vork  is  ikjI  giving  consideration 
to  economy  of  street  space  used  by 
its  street  cars,  although  there  is 
much  talk  about  the  necessity  of  hav- 
ing to  provide  additional  thorough- 
fares for  the  increasing  highway 
traffic. 

Buses  Utilize  Street  Space 
More  Economically 

Now  consider  the  buses.  Eight 
buses  are  shown  in  the  table,  two  of 
which  are  used  in  London,  and  the 
others  in  New  York  City.    The  latest 


type  London  bus  seata  fifty-four  pas- 
sengers and  requires  3.24  sq.ft  of 
roadway  area  per  pa.ssenger  seat,  and 
0.46  lin.ft.  of  stream-line  space  for 
each  individual  seat.  The  single- 
deck  London  bus,  which  is  not  yet 
in  general  use,  has  seats  for  forty 
passengers  and  occupies  3.91  sq.ft.  of 
roadway  area  and  0.56  ft.  of  linear 
space  per  passenger  seat. 

Several  types  of  buses  in  use  in 
New  York  City  do  not  compare  un- 
favorably with  these  English  buses. 
The  most  efficient  utilizer  of  street 
space  is  the  Leindorf  bus,  which  oc- 
cupies but  3.28  sq.ft.  of  roadway  area 
and  0.41  lin.ft.  of  space  per  passenger 
seat.  The  Leindorf  Corporation,  it 
is  said,  is  developing  a  seventy- 
passenger  bus,  but  its  dimensions  are 
not  now  available.  The  fifty-one-seat 
bus  of  the  Fifth  Avenue  Coach  Com- 
pany also  compares  favorably  with 
the  English  types. 

Among  the  more  extravagant  users 
of  street  space  are  the  mi.scellaneous 
buses  u.sed  on  the  city's  bus  lines. 
The  Mack  single-deck  bus  for  in- 
stance takes  as  much  as  7.4  sq.ft.  of 
road  surface  and  0.99  feet  of  linear 
street  space  per  passenger  seat.  Such 
a  bus  uses  2.38  times  as  much  road- 
way space  and  2.3  times  as  much 
stream-line  space  as  the  London 
seventy-eight-seat  double-deck  street 
car.  If  compared  with  the  best  type 
of  bus,  the  London  double  decker,  the 
corresponding  figures  are  2.28  and 
2.15  times  greater  respectively. 

American  Designs  Permit 
Standees 

The  above  comparisons  are  on  a 
seat  basis,  because  abroad  regula- 
tions require  that  only  a  relatively 
small  number  of  passengers  are  per- 
mitted to  stand,  even  during  rush 
hours,  whereas  in  New  York  City 
cars  are  designed  to  carry  a  consider- 
able number  of  standees.  If  100  per 
cent  standees  are  considered  a  max- 
imum on  the  street  cars  and  50  per 
cent  on  the  buses,  the  comparable 
figures  would  be  somewhat  different. 
For  instance,  the  Brooklyn  Peter 
Witt  car  would  occupy  3.79  sq.ft.  of 
roadway  area  and  0.47  lin.ft.  of 
stream-line  space  per  passenger  as 
against  3.11  sq.ft.  and  0.43  ft.  of 
linear  space  for  the  English  double- 
deck  type  of  street  car. 

In  the  case  of  the  buses,  the  cor- 
responding figures,  3.24  and  0.46  for 
the  London  double  decker,  would  com- 
pare with  2.19  and  0.27  respectively 
for  the  Leindorf  bus.  No  change 
would  occur  in  the  Fifth  Avenue  type 


278 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


Comparative  Use  of  Street  Space  by  Various  Types  of  Buses  and  Surface  Cars 


No.  Type 

1  Liverpool  double-deck 

2  Glasgow  double-deck 

3  London  County  Counr-il  double-deck 

4  Third  Ave.  cross-seat , 

5  One-man 

6  Brooklyn  center-entrance 

7  Brooklyn  new  Peter  Witt.    .. 

8  New  York  Rys.  double-deck 


Lenffth 

Ft.  In. 

30  2 

30  0 

33  10 

43  0 
22  4 
45  8 

44  t. 


Height 

Width 

Ft-    In. 

7       4 


Surface   Cars 

.\bove 

Top  of 

Rail 

Ft.  In. 


Seats* 


16 
16 


M 
10 


78 


12  nj 
BUSE.S 


64  (  42upC 

]  22  low  L 
62  '  38upC 
24  low  L 
44upC 
34  low  L 
48 
30 
59 
47 
38  up  L 
41  low  C 


79 


-\rea 

Sn.Ft. 

221    18 

215. 10 

242  50 

356  47 
171  27 
384.48 
356.00 
363  00 


Sq.Ft. 
per  Seat 

3.46 


3.  II 

7  43 
5.71 
6.63 
7  57 
4.60 


Sq.Ft. 

per  Pass. 

100  Per  Cent 

Overload 


Lin. Ft. 
per  Seat 

0   47 

0  48 

0   43 

0  90 
0  74 
0.79 
0  94 
0.56 


9  London  General  Omnibu.'i  Co.  double-deck  bus  24 

10  London  Special  sinale-deck  bus 33 

(Hickman  Body  Co.) 

1 1  Municipal  (N.  Y.  CI 

12  White  bus 

13  Mack  bus '10 

14  Stewart  bus i^     It 

15  Fifth  Avenue  double-deck  bus .    .  24     4; 

16  Leindorf  double-deck  bus 25     0 


26     0 
23     4 


12     3  = 


54 


28upC  174  95 

26  low  C 
60  234  50 


30 
30 
20 
17 
51 
61 


Mlscellaneous 


Type 


Packard  tourin? 
Cadillac  tfmriuji 
Ford  touring. . 


Length 
16  8 
16  0 
II      8 


W'idth 
5  6 
5  7 
5       8 


Height 


Seats 
7 
7 
5 


190  58 
169. 10 
147  10 
101  00 
178.78 
200  00 


Arfa 
Sq.  Ft. 
90  3 
89.3 
66.  I 

Averages 


3  91 

6  35 
5.70 
7.40 
6.00 
3.50 
3.28 


20    Yellowtaxi '■*     ' 


79.8 


Sq.Ft. 

per    Pass. 

50  Per  Cent 

Overload 


4  14 

3  80 

5  00 

4  00 

2J9 

Sq.  Ft. 
per  Pass. 

with 
Two  Pass. 
45.1 
44.7 
33.0 

40  9 

39.9 


0  56 

0  87 
0.78 
0.99 
0  90 
0.48 
0  41 


Lin.  Ft. 

per  Seat 
2.38 
2.27 
2.33 

2   49 

2   90 


Lin. Ft. 

per  Pass. 

100  Per  Cent 

Overload 


n  45 

0.37 
0.39 
0.47 
0.28 


Lin, Ft. 

per  Pa.ss. 

50  Per  Cent 

Overload 


0  44 
0.52 
0.66 
0.60 

0   27 

Lin.  Ft. 
per  Pass. 

with 
Two  Pass. 
8.33 
8.00 
5.83 

LK 
7  25 


Note     I    58  sq.ft.  per  standing  person — crowded,  but  one  can  move  through  crowd. 

1.96  sq.ft.  per  standing  person — crowding  no  greater  than  on  a  sidewalk  of  a  busy  street. 


of  bus,  as  no  standees  are  permitted. 
The  policy  of  carrying  standees  to 
the  limit  in  New  York  has  resulted 
in  the  design  of  a  type  of  vehicle 
that  is  most  extravagant  in  the  use 
of  street  space.  This  policy  ought 
to  be  changed  and  the  production  of 
a  type  of  car  along  the  lines  of  the 
New  York  Railway  double  decker, 
that  will  utilize  the  roadway  space 
more  economically,  should  be  com- 
pelled. 

The  best  types  of  double-deck 
buses  should  be  adhered  to  and  de- 
veloped for  use  in  congested  travel 
lanes,  while  the  single-deck  types  of 
buses  should  not  be  used  under  such 
conditions. 

Use  of  Street  by  Touring  Cars 
AND  Taxicabs 

On  the  average  the  touring  cars 
occupy  about  13  sq.ft.  of  roadway 
surface  and  approximately  2.5  lin.ft. 
of  space  per  passenger  seat.  These 
figures  are  on  the  basis  of  all  seats 
full,  which  is  rarely  the  case.  On  a 
two-passenger  basis,  which  is  con- 
sidered the  average,  these  touring 
cars  would  occupy  41  sq.ft.  of  road- 
way area  per  passenger  and  on  the 
basis  of  three  passengers  27  sq.ft.  or 
from  nine  to  ten  times  as  much  area 
as  is  required  by  the  most  econom- 
ically designed  street  car.    It  is  this 


extravagant  use  of  street  surface 
space  that  is  causing  the  difficult 
traffic  conditions. 

The  taxicab  is  a  still  less  efficient 
unit.  It  occupies  approximately  16 
sq.ft.  of  roadway  area,  on  the  basis 
of  five  passengers  per  cab,  and  nearly 
3  lin.ft.  per  passenger.  With  an 
average  load  of  two  passengers  each 
one  requires  40  sq.ft.  of  area  or  thir- 
teen times  as  much  space  as  is  neces- 
sary by  the  most  economically  de- 
signed passenger  carrying  vehicle. 
The  answer  seems  to  be  that  one 
of  the  cures  for  street  traffic  ills  is  a 
reduction  in  the  number  of  taxicabs 
and  touring  cars  allowed  on  the 
streets  and  in  their  place  provide  the 
most  economical  space-using  type  of 
passenger  vehicle,  namely  double- 
deck  buses  and  street  cars. 

This  study  means  that  the  two  pas- 
sengers in  a  touring  car  or  taxicab 
are  occupying  sufficient  roadway 
space  to  transport  twenty-six  pas- 
sengers. If  the  street  traffic  were 
not  so  dense  and  all  vehicles — buses, 
automobiles  and  cars — were  able  to 
run  free,  the  conditions  would  be 
very  different.  The  importance  of 
the  street  space  occupied  by  a  pas- 
senger vehicle  would  be  minimized 
and  the  comparisons  made  would  not 
hold.  These  are  not  the  conditions, 
however,  under  consideration.    When 


*C,  cross  seats;  L,  longitudinal  seats. 

traffic  jams,  and  when  street  traffic 
is  so  dense  that  vehicles  are  crowded 
together  practically  into  solid  masses, 
then  it  is  the  comparisons  which  have 
been  made  here  emphasize  the  waste- 
fulness with  which  street  space  is 
now  being  used. 

Extensions  of  10-Cent  Bus 
Service  Desirable 

The  extension  of  the  so-called  lux- 
ury bus  service  would  be  a  great 
benefit  to  the  public.  A  completely 
articulated  system  of  uptown,  down- 
town and  crosstown  lO-cent  fai'e, 
seat  service  buses  would  be  welcomed 
by  a  large  number  of  people  who  now 
use  touring  cars,  taxicabs,  trolleys, 
and  rapid  transit  lines  from  neces- 
sity rather  than  from  choice.  The 
result  would  be  to  eliminate  many 
extravagant  space-using  vehicles 
from  the  streets.  In  turn,  by  reduc- 
ing interference  to  surface  cars  the 
latter  would  be  able  to  provide  a 
greatly  improved  5-cent  fare  service 
in  the  interests  of  those  who  desire  to 
use  this  means  of  travel  or  who  could 
not  afford  to  use  the  lO-cent  fare  bus 
service.  By  these  means,  both  a 
more  extensive  luxury  bus  service 
and  a  greatly  improved  surface  car 
service  would  result  and  everybody 
would  be  happier  with  their  transit 
facilities. 


June, 1923 


KUS 

1K\SSK)HIA.TK)N 


:7J 


!Vliiiii<'i|KiI  Bus  Line 
Moiilrlu'llo's 
Soir  Mraiis  of 
Traiisporlarum 

I.\  SPITE  of  its  proximity  to  Los 
Angeles,  Montebeilo,  Calif.,  a  town 
of  3,000  population  in  the  adjacent 
oil  fields,  is  without  any  direct  street 
railway  communication  with  the 
California  metropolis.  When  the 
question  of  a  municipal  system  of 
motor  transportation  recently  arose, 
the  Mayor  of  Montebeilo  appointed  a 
committee  of  engineers  to  study  the 
types  of  bus  fitted  to  the  munici- 
pality's needs.  As  a  result,  the  city 
had  designed  and  constructed  by  the 
Moreland  Motor  Truck  Company  of 
Los  Angeles  two  sixteen-twentv- 
passenger  street  car  models  with 
underslung  coach  chassis.  These 
motor  coaches  form  the  first  unit  of 
Montebello's  municipal  transporta- 
tion system  operating  between  that 
city  and  the  terminus  of  the  Stephen- 
son Avenue  line  of  the  Los  Angeles 
Railway.  In  deciding  upon  the  type 
of  body  and  chassis  most  suitable 
for  the  conditions  under  which  this 
transportation  line  was  to  operate, 
the  matter  of  safety  was  the  para- 
mount issue  in  the  minds  of  the 
city's  committee.  The  CR  type  of 
chassis  adopted  for  this  bus  line  has 
many  safety  features  not  found  in 
conventional  truck  chassis. 

The    designers    realized    that    th<' 


The  body  hax  a  rear  emergency  exit  under  control  of  the  driver 


The  Mnrrlnvd  Dtreet  rar  )nideriili(ng  tffpe  CR  chassis  with   drop  frame  in  imed 


The  complete  bus  has  accommodations  for  eighteen  passengers — the  service  duor  folds  inwardly 


280 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.6 


only  way  of  lessening  the  danger  of 
overturning  was  to  lower  the  center 
of  gravity;  therefore,  the  low  drop 
frame  was  adopted  after  consider- 
able research.  This  construction,  to- 
gether with  the  use  of  the  latest  type 
of  coach  wheels,  and  32x6  heavy-duty 
cord  tires,  gives  a  maximum  floor 
height  of  22  in.  above  the  ground. 
The  lovraess  of  this  chassis  and  pos- 
sibilities of  easy  entrance  and  exit 
were  outlined  in  the  city's  plans.  Tn 
the  construction  of  the  body  the 
furtherance  of  the  principle  of 
safety  was  specified  by  the  city; 
therefore,  the  entrance  was  provided 
with  a  single  step,  and  the  folding 
type  of  door  set  flush  with  the  body 
and  operated  by  the  driver  was 
adopted. 

In  addition  to  these  features  the 
coach  was  provided  with  a  safety 
door  in  the  rear,  also  controlled  by 
the  driver  and  providing  an  emer- 
gency exit  in  case  of  accident. 
"Pyraline"  was  used  in  the  windows 
to  overcome  the  danger  of  glass 
breakage,  which  occurs  frequently  in 
the  conventional  type  of  window. 
Patrons  of  the  new  municipal  bus 
line  are  unanimous  in  declaring 
these  specially-designed  coaches  the 
acme  of  speed  and  comfort. 

Specifications  of  Montebello 
Buses 

The  Montebello  body  is  built  to 
carry  twenty  passengers  seated.  The 
body  is  17  ft.  long  inside,  84  in.  wide 
inside  at  the  belt  line,  and  has  a  6-ft. 
4-in.  headroom. 

The  seats  are  of  the  street  car  type, 
having  pressed  steel  bases,  covered 
with  leather.  They  are  32  in.  wide, 
spaced  32  in.  back  to  back,  the  aisle 
being  18  in.  wide.  One  longitudinal 
seat  is  placed  on  the  left  at  the  en- 
trance, two  more  over  the  rear  wheels, 
and  the  others  are  cross-seats. 

The  ceiling  is  finished  natural 
wood,  the  top  slats  being  butted  to- 
gether, giving  a  solid  wood  panel. 
Below  the  windows  is  wood  veneer, 
finished  in  natural  wood.  The  aisle 
is  covered  with  brown  linoleum,  the 
edges  being  bound  with  aluminum 
strips.  The  interior  is  lighted  by 
four  dome  lights  arranged  over  the 
passengers,  instead  of  the  aisle. 

The  top  is  light  spruce  slats  glued 
and  screwed  to  crossbows,  padded 
with  soft  felt  and  covered  with  black 
top  material.  Three  ventilators  are 
provided  in  the  top. 

The  chassis  is  of  the  drop-frame 
type,  180-in.  wheelbase,  having  a 
"kick  up"  in  the  frame  side  members 


over  the  rear  axle,  and  a  drop  behind 
the  engine. 

The  Hercules  engine  is  four-cylin- 
der, water-cooled  "L"  head  type,  4-in. 
bore  and  5-in.  stroke,  inclosed  valve 
mechanism,  maximum  horsepower  of 
43,  full  force  feed  lubrication.  The 
transmission    is    Brown-Lipe,    unit- 


power-plant  type,  three  speeds  for- 
ward and  one  reverse.  The  rear  axle 
is  a  Timken,  with  bevel  gear,  and  a 
5  to  1  gear  reduction.  External  con- 
tracting and  internal  expanding 
brakes  operate  on  rear-wheel  drums, 
16  in.  diameter  and  2i  in.  wide. 
Front  axle  is  Timken  I-beam  section. 


Rebuilt  Reo  for  Portland  Suburb 


Rebuilt  thirteen-passenger  bus,  used  in  suburbs  of  Portland,  Ore. 


A  MOST  complete  stage  of  the  re- 
built type  was  I'ecently  finished 
for  service  from  the  Union  Stage 
Depot  in  Portland,  Ore.,  to  Dun- 
thorpe-Rivera,  7  miles  out  on  the 
west  side  of  the  Willamette  River. 
This  is  a  high-grade  residential  dis- 
trict consisting  mostly  of  million- 
aires' homes,  and  the  residents  have 
guaranteed  a  stated  monthly  income 
to  the  bus  operator.  Hourly  service 
will  be  supplied  until  8  o'clock  in  the 
evening,  and  after  that  hour  special 
trips  will  be  made  for  theatergoers. 

Starting  with  the  Reo  Speed 
Wagon  chassis,  the  builder,  Hal  De 
Waide,  has  changed  both  structure 
and  appearance  so  that  an  entirely 
different  vehicle  has  emerged.  This 
is  guaranteed  to  do  55  miles  an  hour 
or  better,  and  to  have  ample  power. 

The  most  important  change  in  the 
chassis  is  the  lengthening  of  the 
wheelbase.  This  has  been  increased 
5  ft.  10  in.,  so  that,  as  shown  in  the 
photograph,  it  is  198  in.  Truss  rods 
are  carried  underneath  on  each  side 
to  brace  the  lengthened  frame.  The 
rear  springs  were  lengthened  12  in. 
to  provide  easy  riding.  The  tires  on 
the  rebuilt  design  are  35  x  5,  and  the 
propeller  shaft  is  supported  by  a 
double  row  of  self-aligning  ball  bear- 
ings. The  dashing  appearance  of  the 
bus  is  due  mainly  to  a  false  radiator 
shell  and  hood,  which  were  worked 
out  and  applied  by  the  body  builder. 

The  body  has  accommodations  for 
thirteen  passengers,  on  seats  spaced 
36  in.  apart,  and  arranged  in  com- 
partments.   At  the  front  the  driver's 


and  smokers'  compartments  are  up- 
holstered in  black  leather,  and  the 
women's  section  in  taupe  velour  to 
match  the  trim.  The  ventilating  sys- 
tem includes  vents  in  the  two  doors 
to  the  rear  compartments,  two  roof 
ventilators,  and  plate  glass  windows, 
which  can  be  dropped  into  the  doors. 
The  interior  has  floor  heaters,  and  i.s 
lighted  by  a  system  which  gives  the 
effect  of  cosy  luxuriousness.  Lights 
are  controlled  from  a  switchboard  in 
the  driver's  compartment. 

E.xposed  hardware,  radiators,  shell 
and  lamps  are  heavily  nickel  plated. 
The  inside  finish  is  mahogany. 
Wheels  are  in  natural  finish,  and  the 
body  in  three  colors,  Arizona  brown 
for  the  lower  part,  ivory  cream  for 
the  band,  and  Zuni  brown  for  the 
upper  panel.  The  removable  top  is 
finished  in  enameled  duck  resembling 
patent  leather.  Black  enamel  is  used 
on  the  fenders  and  side  pans.  Run- 
ning boards  are  covered  with  lino- 
leum, with  aluminum  binding. 

The  luggage  carrier  at  the  rear, 
which  is  said  to  be  air  and  water 
tight,  is  built  of  Vehisote.  Spare 
tires  can  be  carried  in  sedan  style 
between  the  rear  of  the  bus  and  the 
carrier. 


A  representative  of  the  Inter-State 
Motor  Transit  Company  has  made 
arrangements  to  start  a  bus  line  be- 
tween Butler  and  Harrisonville,  Mo. 
This  company  now  operates  from 
Nevada,  Mo.,  to  El  Dorado  Springs 
and  Fort  Scott,  Kan.  The  round-trip 
fare  will  be  $3;   one-way  fare,  $1.50. 


June,1923 


BUS 

lK\NSPOKlATtON 


281 


Bus  Operation  in  the  Hoosier  State' 

Hifjh-Class  E(|uipment,  Coupled  with  (Jood  Roads,  .Makes  IJus  iiidin;; 

Inviting — Legislation  and  Road  Program  Favorable  to  Buses  in 

Indiana — Local    Organizations    n;i\e    Proved    lieneficial 

in  Supplying  Terminal  I'acilities 


MOTOR  bus  operation  of  the 
proper  kind  is  developing' 
rapidly  in  the  state  of  Indi- 
ana, due,  no  doubt,  to  the  freedom 
from  restrictive  legislation  which 
the  operators  enjoy.  A  survey  of 
the  territory  served  by  buses  dis- 
closes the  fact  that  within  the  past 
year  strides  have  been  made  toward 
bringing  the  motor  transportation 
business  out  of  the  jitney  period  of 
its  life  into  the  more  substantial 
form  of  existence  which  it  now  en- 
joys. Bus  lines  have  sprung  up  all 
over  the  state  with  the  result  that 
there  are  now  about  75  companies 
making  regular  schedules  over  a 
distance  of  about  3,000  miles  of 
country  roads,  or,  as  is  estimated  in 
the  report  of  the  State  Highway 
Commission,  a  total  of  16,000  vehicle- 
miles  operated  per  day.  Of  the  total 
route  distance  2,600  miles  or  87  per 
cent  is  over  the  state  highway 
system. 

In  the  northern  part  of  the  state 
there  is  almost  a  continuous  line  of 
connected  bus  routes  e.xtending  from 
the  Illinois  border  to  the  Ohio  border, 
broken  only  for  a  short  distance  of 
about  20  miles  between  Laporte  and 
South  Bend,  due  to  a  road  condition 
which  makes  it  undesirable  for  bus 
operation.  The  bu.sy,  prosperous 
towns  that  are  located  in  the  north- 
ern section  of  Indiana  offer  an  in- 
ducement for  intercity  bus  transpor- 
tation from  one  to  the  other,  and 
for  interstate  operation  between 
them  and  the  many  towns  located 
in  Michigan.  Connections  may  be 
made  at  any  of  these  northern  towns 
with  lines  which  lead  into  the  cen- 
tral part  of  the  state.  However,  no 
connection  has  as  yet  been  made  be- 
tween these  routes  and  the  bus 
routes  which  so  thickly  crowd  the 
territory  surrounding  the  state 
capital. 

Indianapolis  a  Bus  Center 

Although  Indianapolis  is  the 
largest  electric  interurban  center  in 
the  United  States,  the  bus  operators 
have  found  and  developed  a  business 
of  their  own  with  the  type  of  trans- 
portation which   the  public   desires. 


The  Indianapolis  Terminal  is  only  a  block  from  the  hotel  district. 
Buses  load  from  the  curb 


On  March  1,  1922,  the  first  inter- 
urban "jitney"  arrived  and  departed 
from  the  curb  in  front  of  an  old 
laundry  located  near  the  heart  of 
the  capital.  Prospective  passengers, 
at  first  waiting  on  the  curb  for  the 
lone  pioneer,  were  later  made  as 
comfortable  as  possible  on  impro- 
vised seats  in  the  laundry. 

Such  was  the  start.  Today,  a  fine 
depot  with  adequate  waiting  room 
and  concessions  is  open  to  the  pro- 
spective patrons.  Known  as  the 
Union  Bus  Depot,  it  is  maintained 
by  the  various  bus  lines  which  reach 
out  from  it  in  all  directions  like  a 
huge  spider-web.  The  owners  of 
these  lines  are  also  members  of  an 
association  which  has  for  its  pur- 
pose the  betterment  of  motor  trans- 
portation in  the  state.  The  bus 
operators  confine  their  activity  to 
the  country  highway  and,  due  to  the 
short  distance  between  the  various 
towns  and  cities  in  that  vicinity,  a 
profitable  business  has  been  estab- 
lished by  this  mode  of  transportation. 

At  the  depot  on  Kentucky  Avenue 
some  200  buses  arrive  and  depart 
daily.  The  combined  mileage  of  these 
lines  is  267.  the  longest  being  to 
Rockville,  60  miles,  and  the  shortest 
to  Fort  Harrison,  about  10  miles. 
About  half  the  total  mileage  is  paved. 
The   depot   itself   is   on    the   ground 


floor  in  what  was  formerly  a  store, 
with  a  space  of  50  ft.  x75  ft.  The 
terminal  company,  which  leases  this 
space,  is  incorporated  for  $5,000,  and 
all  bus  owTiers  participating  in  the 
use  of  the  terminal  hold  equal  shares 
of  stock  of  no  par  value.  The  street 
in  front  is  very  wide  so  that  there  is 
space  in  the  center  in  which  the  buses 
are  parked  while  waiting  for  passen- 
gers. Inside  the  store  are  conces- 
sions such  as  soda  fountain,  cigar- 
candy  stands  and  bootblack  stand.  On 
one  side  is  a  blackboard  where  the 
schedule  information  for  each  line 
using  the  terminal  is  printed  in  chalk 
or  white  paint.  In  addition,  as  each 
bus  is  ready  to  leave  the  driver  calls 
out  the  route,  the  terminal  and  the 
intermediate  points  reached.  The 
depot  is  open  from  6  a.m.  to  mid- 
night each  day.  Each  bus  owner 
pays  as  rent  $5  per  bus  per  month, 
and  this  plus  the  rent  from  conces- 
sions leaves  a  little  reserve  for  un- 
usual expenses.  The  officers  of  the 
terminal  company  are  0.  P.  Lloyd, 
president ;  J.  A.  Fendley,  vice-presi- 
dent; and  Stanley  Pitchford.  o-rrf- 
tary-treasurer. 

The  grouping  of  all  these  bu.ses  at 
one  terminal  has  also  led  to  an  inter- 
esting development  in  maintenance 
methods.  A  considerable  number  of 
the  vehicles  leaving  the  Union  Depot 


282 

use  the  facilities  of  an  independent 
garage  near  by.  This  garage  makes 
a  specialty  of  bus  maintenance  and, 
at  a  flat  cost  of  $2.50  a  week,  thor- 
ougly  greases  each  bus.  In  addition 
it  changes  the  oil  in  the  crankcase, 
washes  the  vehicle  once  or  twice  a 
week  and  handles  other  minor  repair 
jobs  at  a  reasonable  rate. 

The  original  equipment  of  touring 
cars  or  made-over  vehicles,  seating 
four  to  ten  in  a  more  or  less  un- 
comfortable fashion,  has  been  re- 
placed   by    new    equipment    of    the 


BUS 

TRANSPORTATION 

finest  quality.  Plans  for  future  de- 
velopment of  these  lines  indicate 
that  the  latest  design  and  construc- 
tion embodied  in  highway  transpor- 
tation vehicles  will  be  practiced. 
Body  builders  of  the  state  have  fur- 
nished the  operators  with  a  good 
body  design  with  cross  seats  and 
center  aisle.  This  street  car  type 
of  vehicle  is  used  extensively,  if  not 
entirely,  by  all  the  legitimate  oper- 
ators in  the  state.  The  condition 
of  the  roads,  which  is  fair,  has  been 
taken  into  consideration  by  the  oper- 


Vol.2,  No.G 

ator  or  owner  in  the  selection  of  the 
proper  type  of  chassis  and  body. 

Fares  Are  Competitive 

Fare  collection  and  auditing  of 
accounts,  with  substantial  records  lO 
show  the  actual  cost  of  operation, 
have  not  as  yet  received  study  from 
the  bus  operators.  One  owner  whose 
buses  are  driven  by  paid  operators 
has  found  the  locked  type  of  fare 
box  highly  satisfactory  on  all  of  his 
lines.  The  bus  driver  is  supplied  by 
the  owner  with  sufficient  change  for 


Statistical  Information  Regarding  Motor  Bus  Routes  in  Indiana 

as  of  May  15,  1923 

6 

Route 

s 

o 
6 

Unit 
Seating 
Capacity 

1 

i 
a 
0 

1 
g 

a 

B 

1 

— 

Average  No. 

R.ound  Trips 

per  Day 

Normal 

Outside 

Time 

1 
S 

bo 

•a.s 

m 

1 

e2" 

p 

§ 

M-F 

S 

s 

A.M. 

P.M. 

] 

19.0 

IKO 

5.0 

25.0 

9.0 

11.0 

13.0 

65.0 

5  0 

18.0 

12  0 

28.0 

5.0 

23.0 

16.0 

14.0 

25.0 

23,0 

60  0 

8.0 

12.0 

12.0 

22.0 

27.0 

68.0 

14.4 

26.0 

17.0 

58.0 

22.0 

44.0 

28.0 

10.4 

28.0 

20.0 

18.0 

6.3 

20.0 

20.0 

27.0 

29.0 

5.0 

30  0 

14.0 

18  0 

30.0 

24.0 

25.0 

54.0 

30.0 

32.0 

15.0 

15.0 

2.0 

16.0 

17.0 

23.0 

25.0 

41.0 

48.0 

65.0 

28.0 

28.0 

2.0 

23.0 

15.0 

29.0 

24.0 

15.0 

24.0 
27.0 
32.3 

3 

4 

4 

2 

2 

2. 

2 

3 

5 

2 

1 

2 

4 

1 

1 

1 

2 

1 

1 

6 

5 

2 

2 

4 

4 

6 

1 

2 

4 

5 

7 

1 

2 

3 

2 

2 

3 

3 

1 

2 

3 

1 

1 

2 

1 

1 

2 

1 

2 

3 

3 

1 

1 

2 

6 

7 

1 

7 

2 

2 

9 

2 

2 

6 

2 

5 

1 

1 

2 

* 

3 
2 

18 
18 
18 
18 
14-20 
* 

16 
20 
20 
18 

6 

10 
18 
10 

8 
12 
16 
12 
18 
18 
18 
22 
18 
17 
17 
18 
18 
18 
10 
21 
20 
16 
18 
18 
10 
18 
18-35 
23 
10 

"is" 

23 

23 
18 
18 
18 
18 

"16" 
18 
18 

'"25" 
22 
23 
15 
23 
18 
18 
20 
18 
18 
23 

"is" 

18 
18 

H< 

12 
15 
15 

* 

"7 

"7 

"7 

7 

"7' 
7 

$0.75 

.50 

.30 

.70 

.25 

.25 

.65 

1.50 

.25 

.40 

.50 

1.00 

.25 

.65 

.50 

.50 

1.00 

.75 

1.75 

.15 

.25 

.25 

.40 

.65 

1.25 

.35 

.60 

.40 

1.50 

.40 

.90 

.65 

.25 

.70 

.60 

.60 

.18 

.45 

1.95 

.65 

1.10 

.05 

1.00 

.35 

.50 

.90 

1.00 

1.00 

1.50 

1.00 

1.00 

.75 

.70 

.07 

.40 

.55 

1.00 

.75 

1.20 

1.30 

2.35 

1.00 

1.00 

.08 

.75 

.50 

1.10 

1.00 

.50 

« 

.60 
1.00 
1.25 

$0.05 
.05 
.05 
.10 

* 

.10 
.25 
.25 
.05 
.10 
.25 
.10 
.25 
.10 
.10 
.10 
.  10 
.  10 
.  10 
.10 
.  10 
.  10 
.  10 
.10 
.  10 
.  10 
.10 
* 

.10 
.05 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.  10 
I.  00 
.  10 
.10 
.05 
.10 
.05 
.  10 
.  10 
.10 
.  10 
.10 
.05 
.05 

.07 
.10 
.  10. 
.15 
.10 
.10 
.  10 
.25 
.25 
.25 
08 
* 

.10 

.  10 

.10 

.25 

* 

.10 

.10 

.35 

D 
D 
D 

n 

D 

n 

D 
D 
F 
D 
D 
D 
F 
D 
D 

n 

D 
D 
D 
I) 
D 
D 
D 
D 
D 
D 
D 
D 
I) 
I) 
D 
D 
D 
D 
D 

D 
D 
D 
D 
D 
F 

n 
n 

D 

n 
n 
n 
1) 
I) 

D 
13 
D 
F 
P 

n 

D 

I) 
n 
n 
n 
)) 
I) 

F 

* 

T) 

n 

D 
D 

* 

D 
D 
D 

3.90 
4.54 
6.00 
2  80 
2.77 
2.27 
5.00 
2.30 
5.00 
2.22 
4.16 
3.50 
5.00 
2.82 
3.12 
3.57 
4.00 
3.26 
2.91 
1.87 
2.08 
2.08 
1.81 
2.41 
1.84 
2.43 
2.30 
2.35 
2.58 
1.81 
2.05 
2.32 
2.40 
2.50 
3.00 
3.33 
2.88 
2.25 
5.13 
2.40 
3.79 
1.00 
3.33 
2.50 
2.77 
3.00 
4.  16 

4  00 
2,77 
3.33 
3.33 

5  00 
4.65 
3  50 
2.50 
3.25 
4.35 
3  00 
2.80 

2  80 

3  60 
3.88 
3.88 

4  00 
3  36 

3  33 
3.79 

4  16 
3  33 

2  50 
3.70 
3.86 

3 
3 
8 
2 
6 

18 
3 
2 

32 
4 
2 
2 
* 

2 

2 

2 

2 

2 
1 
32 
36 
22 
15 

7 

4 
18 

4 
10 

4 
13 

8 

3 
19 

8 

6 

8 
13 

7 

2 

4 

2 
29 

2 
17 

3 

2 

3 

1 

2 

3 

5 

1 

2 

4 
4 

10 
2 
6 

19 
3 
2 

36 
4 
2 
2 
* 

2 

2 

3 

2 

2 

1 
32 
36 
22 
16 

7 

4 
18 

4 

9 

4 
13 

8 

3 
19 

8 

6 

8 
13 

7 

2 

4 

2 
29 

2 
17 

3 

2 

3 

0 

2 

3 

5 

1 

2 

4 
4 

10 
2 

3 
18 
3 
2 
24 
4 
2 
1 
* 

2 
2 
3 
2 
2 
1 

17 

36 

18 

11 
6 
4 

18 
4 
9 
4 

13 
8 
2 

19 
8 
6 
8 

11 
7 
2 
4 
2 

29 
0 

17 
1 
I 
3 
0 
2 
3 
5 
1 
2 

7:00 
7:00 
6:00 
7:00 
6:00 
5:30 
7:00 
7:00 
5:00 
6:00 
7:00 
8:00 

7:00 
9:10 
7:00 
7:00 
7:00 
7:00 
5:55 
6:15 
5:40 
5:15 
6:40 
7:20 
6:00 
6:00 
6:00 
7:00 
5:30 
7:50 
6:00 
5:00 
5:00 
6:00 
6:30 
6:00 
5:30 
8:00 
6:30 
7:15 
6:25 
7:00 
5:45 
7:45 
7:00 
7:40 
9:45 
6:00 
5:00 
5:00 
1  :25 
7:00 
6:15 
5:30 
5:30 
7:30 
5:30 
6:30 
6:30 
5:15 
8:00 
6:45 
5:30 
* 
* 
7:00 
7:30 
7:30 
7:30 
6:15 
6:00 
7:00 

10:00 
6:30 

11:00 
5:30 
6:20 

12:00 
9:00 
5:45 
1:50 
7:00 
6:30 
5:15 
* 

6:40 

7:15 

4:30 

6:,30 

6:35 

7:00 

11:15 

12:00 

12:00 

11:10 

6:15 

7:50 

12:35 

6:00 

11:00 

10:45 

12:15 

11:15 

7:45 

2:45 

12:10 

10:00 

10:00 

12:00 

11  :30 

7:45 

10:00 

5:35 

11  :00 

6:00 

10  :.30 

6:05 

6:45 

9:15 

4:00 

6:00 

7:55 

10  :,50 

6:45 

10:00 

11:00 

12:00 

9:00 

6:.30 

9:00 

7:.30 

5:45 

12:25 

5:00 

5:20 

11:00 

* 

* 

6:05 

5:00 

11:45 

5:00 

1:15 

7:15 

7:00 

60 
30 
35 
90 
30 
45 
45 
165 
30 
50 
45 
90 
* 

100 
75 
55 
90 
95 

180 
25 
30 
30 
* 

60 

170 
55 

180 
50 

165 
60 

120 
90 
45 
70 
70 
60 
30 
60 

120 
90 
95 
30 

105 
45 
65 

105 
75 

135 

150 

100 

no 

60 

50 

15 

60 

50 

75 
105 
150 
150 
210 

90 

90 

15 

60 

30 

95 

90 

45 

* 

75 
105 

90 

120 

* 

60 

2 
3 
4 

Clinton  to  Lihertyville 

Clinton  to  Universal  &  Blanford                                          

S 

120 
60 

* 

(a) 
20 
180 

f, 

7 

8 
9 

in 

Elkhart  to  Wakarusa     

Ft.  Waynp  to  Angola 

Gary  to  Miller  Beach 

1 1 

(n'\ 

12 
13 
14 
15 
16 
17 
18 
19 
20 
21 
22 
71 

Bremen-Gophen  via  Nappanee 

Hammond  to  63rd  &  So.  Park,  Chicago 

Huntington  to  Columbia  City  via  So.  Whitely. 

Huntingt on-North  Manchester 

Huntington-Warren 

Huntington  to  Marion ,  . 

Huntington  to  Bluffton 

Indianapolis  to  Rockville . 

Indianapolis  to  Southport 

Indianapolis  to  Greenwood 

Indianapolis  to  Greenwood 

(a) 

* 

(a) 
(a) 
(a) 
(a) 
M 
* 

30 
30 
30 

(a) 

* 

74 

7'i 

120 

76 

60 

* 

77 

78 

79 

180 

W 

(n) 

31 

120 

37 

31 

105 

34 

3'i 

180 

36 

37 

75 

38 

90 

39 

(a) 

4(1 

240 

41 

* 

47 

La  Porte  (City)  ....                                               

30 

43 

44 
45 
46 
47 
48 

LaPorte  to  Knox  via  Hamlet 

LaPorte  to  Michigan  City.  .                                                      ,      ,  . 

LaPorte  to  Hanna 

LaPorte  to  LaCrosse ,  ,  . 

LaPorte  to  Valparaiso 

Monticello  to  Kentland      . .                                                       

* 
30 

* 
* 

* 
* 

49 

5n 

Mt.  Ayr  to  Otterbein 

(a) 

* 

51 

« 

5? 

* 

53 
54 

Seymour  to  Vallonia ... 

South  Bend  (C'ity) 

* 
13 

55 

South  Bend  to  I^lkhart 

18 
5 
2 
5 
2 
2 
2 
2 
3 

36 
4 
♦ 

2 
2 
7 
4 
8 
2 
6 

19 
6 
2 
6 
3 
2 
2 
2 
3 

37 
4 
* 
2 
2 
7 
4 
8 
2 
6 

18 
4 
2 
4 
3 
2 
2 
2 
4 

37 
4 
* 

7 
4 
8 
0 
6 

60 

56 
57 

58 

South  Bend  to  Buchanan,  Mich 

South  Bend  to  Cassopolis,  Mich 

(a) 

* 

59 

* 

6n 

* 

61 

South  Bend  to  Peru       .   .                

120 

67 

(a) 

63 

740 

64 

15 

65 

(a) 

66 
67 
68 

Terre  Haute  to  Brazil .  - 

Valparaiso  to  Lowell 

* 
* 

69 

120 

7(1 

180 

71 

Vinccnnes  to  WnshinRtOTi 

* 

7? 

* 

73 

Klkbart-Cassopolis-Dowagiac  (Mich.) 

120 

♦  Information  not  available. 


(a)  Irregular. 


June,1923 


BUS 

lK\NSK>RrAnON 


283 


the  daily  run  and  the  passenger 
deposits  the  fare,  or  the  token,  as 
the  case  may  be,  in  the  fare  box  on 
boardinp.  The  money  is  removed  by 
a  designated  agent  at  the  end  of  each 
day.  counted,  and  placed  in  a  safe 
place.  This  method  has  been  found 
to  be  very  satisfactory  ami  the  num- 
ber of  passengers  carried  can  be 
ascertained  for  any  particular  run. 

The  rates  of  fare  charged  on  the 
buses  has  been  determined  largely 
by  the  rate  on  the  competitive  line, 
namely,  the  electric  line  or  the  steam 
road,  which  runs  through  the  terri- 
tor>'  served  by  the  bus.  The  fare  per 
mile  ranges  from  23  cents  to  4  cents, 
with  an  average  for  the  entire  state 
of  3.42  cents.     Very   few  statistics 


Indiana  Transportation  Facts 


Populaiiun  of  Htari*      

2.930.390 

.Ar**a.  sMUftrfmiles:   I.oikI 

36.045 

Wal.r 

309 

Citiefl  with  popululimr. 

lOO.OOOor  uvor 

1 

50.000  to  100.000 

5 

25.0001..  50,000 

h 

5,000 tu  25.000 

42 

Total          

54 

Ijintest  city.  Indianapolis,  population    , 

314.194 

Miiej*  of  hifchwayH: 

IncludinKcilyatrrets 

3.706  70 

OuI.Hidc  of  cities  and  towiw 

3,283  00 

MileatEc  of  state  liiKh  way  syatein — total . . 

'.280 

Hard  .surface  asphalt  and  concrete     .. 

'80  05 

899  20 

Gravel 

1.827  28 

I'uimnroved  roads    - .  - 
Miles  of  bus  routes 

I7(  47 

3.000 

Number  of  routes 

73 

Number  of  vehi,-lt-. 

165 

Incla^ed  buses 

141 

TouriiiK  car^ 

\2 

>files  of  electric  railways.  Jan    1.  1925. . 

Milesof  steam  railroads.  Jan.  1.  1922.    .. 

7.4J., 

are  now  available  on  the  operating 
cost*  covering  depreciation,  gasoline, 
tires  and  insurance.  However,  most 
of  the  bus  owners  appreciate  the 
significance  of  this  factor  in  their 
operation  and  are  laying  plans  to 
make  a  very  careful  study  of  the 
costs. 

The  extensive  operation  of  motor 
truck  lines  and  bus  lines  in  the  state, 
in  such  large  numbers,  is  the  best 
indication  that  the  roads  are  as  suit- 
able for  this  traffic  as  in  any  section 
of  the  United  States.  While  in  some 
states  there  are  more  miles  of  the 
first-class  roads,  better  known  as 
hard  surface  roads,  there  is,  perhaps, 
no  agricultural  district  where  the 
roads  are  more  suitable  for  average 
transportation  and  in  better  condi- 
tion than  in  a  large  portion  of  In- 
diana. Highway  traffic  naturally  de- 
velops only  where  the  roads  are 
satisfactory.  No  better  proof  of  the 
value  of  .systematic  maintenance  of 
roads  is  available  than  the  fact  that 
8"?  per  cent  of  the  bus  line  traffic 
is  carried  on  the  state  roads.  Dur- 
ing the  past  year,  the  department  of 
construction   of  the  State  Highway 


The  bus  titles  of  Indiana  natiualli/  divide   into   two  dixtinct  grtup*.     One  ih  in 

the  north  and  the  other  around  Indiatiapniix.     All  told  gevinti/-three 

routes  operate  S.OOO  milen  and  une  266  vehicIeK 


Commission  has  completed  the  con- 
tracts on  all  sections  of  roads  carried 
over  from  the  preceding  year,  and 
early  in  the  year  awarded  contracts 
for  hard  surface  roads  to  the  extent 
of  approximately  117  miles.  After 
making  a  careful  inspection  of  all 
projects  completed  up  to  the  end  of 
the  last  construction  season,  this  de- 
partment realized  that  more  atten- 
tion must  be  given  to  the  smooth- 
ness of  surface  of  the  hard  surface 
roads.  Consequently,  during  this 
last  construction  period  an  effort  has 


been  made  to  obtain  a  smoother  rid- 
ing surface.  This  was  accomplished 
by  checking  every  foot  of  the  green 
concrete  with  an  8-ft.  straight-edge 
as  soon  as  finished.  All  pavement 
was  again  checked  when  the  entire 
project  was  completed  and  con- 
tractors required  to  correct  all  vari- 
ations in  excess  of  one-fourth  of  an 
inch  under  an  8-ft.  straight-edge. 

The  State  of  Indiana,  realizing  the 
need  of  hard  surface  roads,  has 
launched  an  extensive  program  of 
road  construction  for  future  years. 


284 


BUS 
TRANSPORTATION 


Vol.2,  No.6 


The  bus  owner  or  operator  is  to  play 
a  very  important  part  in  this  con- 
struction program.  By  paying  twice 
the  usual  vehicle  tax,  a  $3  seat  tax, 
and  2  cents  per  gallon  gasoline  tax, 
it  is  estimated  that  1,000  miles  of 
concrete  road  will  have  been  built  in 
the  state  by  the  end  of  1927.  While 
certain  parts  of  this  tax  seem  to  be 
very  excessive,  the  bus  operators  ap- 
preciate the  fact  that  good  roads 
make  for  better  business  and  lower 
also  their  operating  costs. 

No  bus  regulating  legislation  has 
yet  been  passed  by  the  state.  How- 
ever, each  ovraer  is  required  to  ob- 
tain a  franchise  for  his  route  from 
the  particular  municipality  which  it 
serves.  Legislation  has,  however, 
decreed  that  a  license  procured  in 
one  municipality  will  be  sufficient 
for  operation  in  any  other  part  of 
the  state.  Previous  to  this  enact- 
ment the  burden  of  having  a  license 
in  each  village  through  which  the 
route  passed  was  becoming  excessive, 
as  it  was  not  unusual  for  a  single 
route  to  pass  through  as  many  as 
seven  or  eight  municipalities  in  a 
short  15-mile  run.  It  is  also  re- 
quired by  law  that  all  buses  carry 
insurance,  both  inside  and  out,  to 
the  extent  of  $10,000  per  vehicle. 
This  has  introduced  a  problem  which 
the  bus  operators  are  very  anxious 
to  solve,  as  full  coverage  bus  insur- 
ance at  a  reasonable  rate  is  one 
thing  that  all  operators  are  very 
desirous  of  carrying. 

No  one,  perhaps,  in  the  state  has 
made  a  more  careful  study  of  bus 
operation   that   A.   E.   Jahn   of    La- 


porte.  He  has  established  a  garage 
and  maintenance  system  and  keeps 
four  mechanics  busy  in  Laporte,  one 
at  South  Bend,  and  also  one  at 
Elkhart  for  emergency  purposes. 
All  drivers  are  instructed  to  report 
promptly  any  indication  of  a  failure, 
which  may  cause  interference  with 
schedules.  The  bus  is  immediately 
pulled  out  of  service  and  repaired. 
Operating  a  fleet  of  twenty-one  buses 
as  he  does,  it  is  always  possible  for 
him  to  have  one  or  two  off  duty  for 
a  few  hours  in  the  day,  for  inspec- 
tion and  repairs.  By  this  method 
he  has  produced  a  continuity  of  serv- 
ice which  has  enabled  him  to  build 
up  a  successful  business,  and  ade- 
quately to  serve  the  people  in  the 
territory  through  which  he  operates. 
His  line  operates  2,600  miles  per  day 
at  an  average  fare  of  2i  cents  per 
passenger-mile.  It  has  been  his 
practice  to  build  constructively  on 
each  route  as  he  has  acquired  it. 

In  closing,  it  is  well  to  state  that 
the  bus  industry  in  the  Hoosier 
State  has  just  started  to  develop 
and  the  future  will  bring  forth  the 
latest  in  motor  ti'ansportation  equip- 
ment. Plans  are  now  under  way  for 
a  line  from  the  northern  part  of  the 
state  into  the  capital,  Indianapolis, 
with  limited  service.  Stops  will  only 
be  made  at  large  towns  at  e.stablished 
bus  stations.  It  is  planned  to  give 
the  riding  public  the  very  finest  of 
service  and  equipment.  The  very 
near  future  will  see  a  similar  de 
luxe  line  operating  south  from  the 
capital  which  will  carry  through 
passengers. 


Dual  Versus  Siugle  Pneumatic  Tires 

By  R.  D.  Abbott 

Tire  Testing  Department  the  Miller  Rubber  Company.  Akron,  Ohio 


DUAL  pneumatic  tires  are  most 
popular  and  thus  far  are  used 
to  the  greatest  extent  in  the  pas- 
senger bus  business.  Perhaps  the 
main  reason  for  that  is  that  they 
lower  the  center  of  gravity  of  the 
bus.  For  example:  single  40x8 
tires  are  replaced  by  dual  36x6 
tires;  this  brings  the  body  of  the 
bus  some  2  in.  nearer  the  road. 
Manufacturers  have  made  rapid 
strides  in  building  bus  chassis  which 
are  underslung  or  semi-underslung. 
They  are  using  dual  36x6s  in  place 
of  40x8s  in  their  design  of  low, 
one-step  buses  which  sway  and  tip 
very  little.  To  meet  this  demand  the 
20-in.  rim  diameter  tire  has  recently 
been  developed.  This  enables  low 
single-tired  as  well  as  low  dual-tired 


buses.  Consequently  in  the  future 
the  determination  of  whether  dual- 
tire  or  single-tire  equipment  should 
be  used  will  be  less  and  less  influ- 
enced by  the  lower  center  of  gravity 
argument.  Up  to  the  present  time 
this  has  been  a  powerful  argument 
in  favor  of  duals. 

The  initial  cost  of  dual  tires  is 
less  than  that  of  single  tires,  when 
spares  are  included.    For  example : 

DUAI.-TlRED    Bus 

Six  36x6  cord  tires  at  $78.05 $468.30 

Six  36x6  tubes  at     10.70 64.20 

Coat $532. 50 

Single-Tired  Bus 

Two  36x6  cord  tires  at     78.05 $156.10 

Two  36x6  tubes         at      10.70 21.40 

Two  40x8  cord  tires  at  146.65 293.30 

Two40x8tubcs         at     18.50 37.00 

Cost $507,80 


However,  no  bus  or  truck  job 
should  be  considered  complete  until 
it  is  properly  equipped  with  spares. 
This  is  where  the  dual  has  a  decided 
advantage  in  that  only  one  tire  and 
tube  is  needed  for  spare  tire  equip- 
ment, while  on  the  single-tire  job 
two  tires  and  tubes,  one  36x6  and 
one  40x8,  are  required.  This  adds 
only  $88.75  to  the  dual-tire  cost, 
while  to  the  single-tire  job  a  cost  of 
$253.90  is  added.  The  total  costs 
thus  would  be: 


Dual-tire  bus  with  spares $621.25 

Single-tire  bus  with  spares 761.70 


The  ultimate  cost  of  tire  equip- 
ment is  the  bus-mile,  or  more  prop- 
erly, the  passenger-mile  cost.  These 
costs  depend  on  the  mileage  delivered 
by  the  tire  as  one  factor.  Some 
enthusiasts  would  lead  us  to  believe 
that,  without  a  question,  dual  tires 
will  deliver  more  miles  than  single 
tires.  This  is  true  only  under  cer- 
tain conditions.  Our  tests  indicate 
that  about  the  same  mileage  may  be 
expected  from  duals  as  from  single 
tires.  In  some  cases  the  average 
mileage  will  be  less  on  duals. 

To  start  with,  dual  tires  have  the 
advantage  in  load-carrying  capacity. 
The  maximum  recommended  load  for 
two  36x6  tires  is  4,400  lb.,  as  com- 
pared with  4,000  lb.  for  one  40x8 
tire.  The  extra  load  for  the  dual 
equipment  is  400  lb.  per  wheel  or 
800  lb.  per  rear  axle.  This  is  a  dis- 
tinct advantage  on  buses  subject  to 
high  peak  loads,  with  all  sitting  and 
standing  room  taken  several  times 
a  day. 

Dual  equipment  is  interchangeable, 
front  and  rear,  therefore  the  tires 
which  become  somewhat  worn  on  the 
rear  may  be  changed  to  the  front 
to  be  worn  out,  which  will  tend  to 
increase  the  average  tire  mileage. 
This  is  not  possible  on  the  single- 
tired  job. 

It  is  esential  that  great  care  be 
taken  to  keep  the  air  pressure  equal 
at  all  times,  in  both  the  inside  and 
outside  tire  of  duals.  If  not.  the  tire 
having  the  greater  air  pressure  will 
carry  the  brunt  of  the  load.  This 
will  cause  early  fatigue,  which 
means  a  low  mileage  performance. 
The  great  importance  of  this  fact 
should  never  be  lost  sight  of. 

Dual  tires  should  be  frequently 
reversed,  putting  the  inside  tire  on 
the  outside  and  the  outside  tire  on 
the  inside.  This  has  been  found  to 
be  especially  necessary  where  the 
bus  is  operating  over  crowned  roads 
or  narrow  paved  roads  where  there 
is  a  drop  at  the  edge  of  the  pavement. 


June,l923 


BUS 

TR\NSHORTAT)ON 


285 


Uii  crowned  roads  the  inside  tire  is 
always  carrying  more  than  its  share 
of  the  load.  This  gives  the  same 
effect  as  having  the  outside  tire 
under-inflated.  We  have  followed 
loaded  buses  for  miles  on  narrow 
paved  roads  with  a  drop  off  at  the 
edge  when  almost  half  the  time  the 
outer  tire  would  be  hanging  off  the 
pavement  and  the  inside  one  carry- 
ing all  the  load.  The  effect  on  the 
inside  tire  is  obvious.  Under  such 
conditions,  unless  frequent  reversals 
are  made,  the  dual  mile  average  will 
be  less  than  the  single-tire  mile  aver- 
age. Some  operators  have  tried  to 
overcome  the  ill  effects  of  crowned 
roads  by  different  inflations  of  the 
inside  and  outside  tires.  The  theory 
of  this  is  good  but  the  practice  dan- 
gerous unless  carefully  carried  out. 

Do  not  put  on  new  and  used  tires 
as  mates.  A  new  tire  may  stand 
almost  an  inch  higher  than  an  old 
tire.  This  will  cause  the  new  tire  to 
carry  all  the  load  until  it  wears  down 
sufficiently  to  permit  the  old  tire 
to  function  as  a  load  carrier.  In 
such  a  case  the  new  tire  will  be 
short-lived. 

With  certain  wheel  equipment, 
under-inflated  dual  tires  may  chaff 
against  each  other  and  wear  out  thi 
side  walls.  While  not  as  serious  a.< 
the  premature  fatiguing  effect  of 
under-inflation,  this  is  another  ob- 
jection to  under-inflation. 

Dual  tires  should  be  frequently  in- 
spected for  the  lodgment  of  stones 
or  other  hard  sharp  foreign  objects 
between  the  tires.  These  eventu- 
ally cut  through  the  tires,  neces- 
sitating costly  repairs  and  delays  on 
the  road. 

Skidding  is  less  with  dual  tires 
than  with  single.  On  a  wet  pave- 
ment the  outside  tire  wipes  the 
pavement  dry  so  the  inside  tires  will 
obtain  friction  enough  to  stop  the 
skid. 

If  one  rear  tire  is  punctured  or 
cut  through  the  bus  may  pull  out  of 
traffic  and  run  some  little  distance 
to  a  convenient  place  for  a  tire 
change  without  material  damage  to 
either  tire.  This  would  be  impos- 
sible with  single-tire  equipment. 
However,  it  is  bad  practice  to  run 
miles  to  the  next  station  before  a 
tire  change  is  made.  The  one  tire 
carrying  a  double  load  is  having  its 
life  sapped  out  so  fast  that  the  final 
mileage  it  delivers  will  be  way  below 
what  it  might  have  been. 

It  is  of  particular  advantage  in 
bus  service  when  one  of  the  rear 
tires  goes  flat  not  to  have  the  bus 
sag  several  inches  after  the  passen- 


gers have  been  startled  by  the  blow- 
out. A  number  of  instances  have 
been  noted  where  such  an  occurrence 
with  single  tires  has  resulted  in  a 
loss  of  business  for  several  days. 

From  the  above  discussion  it  may 
be  seen  that  there  are  many  points 
in  favor  and  against  the  use  of  duals. 
This  indicates  the  necessity  of  care- 
ful thought  on  the  part  of  the  tire 
user  in  selecting  tire  equipment,  and 
of  intelligent  use  thereafter. 


to  was  obtained  the  stage  was  owned 
by  the  Tacoma  Union  Stage  Lines. 
It  has  since  been  acquired  by  the 
present  operator,  the  Park  Auto 
Transportation  Company. 


Tires  Av«Tagr  .">(),()()()  Miles 
in  Western  Service 

MILEAGES  of  50,000  and  upward 
are  being  secured,  it  is  said,  from 
38  X  7  tires  on  Western  stages.  The 
close-up  shown  here  is  of  a  stage 
operating  over  the  41-mile  route 
from  Seattle  to  Tacoma  and  which  is 


Close-up  of  SS  a-  7  Armxtiony 
tire  after  J,0,000  miles  on  VVash- 
ingtoii  stage 

equipped  with  37  x  5  tires  in  the 
front  and  with  38  x  7  in  the  rear. 
At  the  time  the  close-up  of  the  tire 
was  taken  it  had  been  in  service 
from    the    first    part    of    September, 

1921,  to  the  latter  part  of  February, 

1922,  covering  about  40,000  miles. 
The  same  tire  was  used  and  was  not 
taken  off  its  original  wheel  until  the 
middle  of  the  following  June.  The 
mate  to  this  tire,  mounted  at  the 
same  time,  delivered  about  60,000 
miles. 

In  answer  to  a  question  as  to  the 
operating  conditions,  the  Fox  Arm- 
strong Tire  Company,  Seattle,  Wash., 
informed  Bus  Transportation  fur- 
ther that  the  inflation  pressure  car- 
ried in  the  two  tires  was  120  lb.  per 
square  inch.  They  were  always 
used  on  the  same  wheels  as  originally 
mounted. 

Without  load,  the  stage  on  which 
they  were  applied  weighed  7,025  lb. 
The  highway  used  is  asphalt,  con- 
crete and  brick,  with  about  an  equal 
mileage  of  each  type  of  construction. 

At  the  time  the  mileace  referred 


New  OrleMiiH  neparlmerit 

Store  Operate^  Itu.i  Lines 

''T'^llE  Charles  A.  Kaufman  Com- 
X  pany,  operating  a  big  depart- 
ment store  at  Dryades  and  Polymnia 
Streets,  New  Orleans,  La.,  has  ac- 
((uired  and  on  April  22  started  to 
operate  five  buses  of  the  Mack  (In- 
ternational) Truck  Company  type, 
each  with  a  seating  capacity  of 
twenty-five  passengers.  The  route 
is  from  Canal  Street,  the  main 
boulevard  of  the  city,  to  the  store 
of  the  company  in  the  upper  part 
of  the  city.  The  cars  are  run  with- 
out charge  to  customers  of  the  store. 
In  the  evening  they  are  kept  waiting 
outside  the  store  at  closing  time  and 
take  twenty-five  passengers  each 
over  a  route  to  the  Algiers  Ferry 
for  those  living  on  the  other  side 
of  the  Mississippi  River. 


How  to  Save  Fuel 

EXPERIENCE  has  singled  out  the 
following  points  as  of  utmost  im- 
portance in  fuel  conservation.  They 
represent  the  condensed  opinion  of 
a  number  gf  men  who  have  devoted 
most  of  their  lives  to  maintenance 
and  operation  of  motor  vehicles. 

See  that  the  engine  pulls  fairly  well. 

Make  sure  the  clutch  does  not  .slip. 

Test  the  bus  and  see  that  it  coasts 
freely.  If  it  does  not  it  is  more  than 
possible  the  brakes  are  binding.  Then 
report  this  condition  on  your  report 
card. 

Make  sure  there  are  no  leaks  in  the 
gasoline  tank,  or  in  the  gasoline  line. 
A  great  quantity  of  ga.solinc  can  escape 
through  a  very  small  hole. 

See  that  the  carburetor  docs  not 
flood.  Remember  that  flooding  it  means 
a  loss  of  fuel,  as  its  reservoir  will  hold 
only  a  certain  amount  of  gasoline  and 
the  surplus  overflows  to  the  ground  and 
is  waste. 

."Mways  coast  as  much  as  possible, 
and  in  coming  to  a  stop  coast  as  much 
as  you  can.  It  will  save  gasoline,  .save 
the  brakes,  and  prevent  jarring  of  the 
vehicle  with  consequent  discomfort  to 
the  passengers. 

When  coasting  shut  off  your  engine. 
Do  this  also  while  on  the  stand  at  ter- 
minals for  over  two  minutes. 

Old  drivers  should  help  us  to  interest 
and  educate  new  drivers  to  save  gas. 

Your  experience  in  fuel  con.servation 
is  invaluable.  If  you  want  to  try  any 
other  carburetor  adjustment  other  than 
what  you  have,  tell  your  mechanical 
f  >reman  about  it  and  you  will  find  that 
he  ■«'ill  be  only  too  pleased  to  co-operate 
with  you. — From  "Motor  Coach,"  pub- 
lished by  Fifth  A  venue  Coach  Company, 
New  York. 


BUS 

TRANSPORTATION 

Published    by    SIcGraw-Hill    Company,    Inc. 


CARL  W.  STOCKS 

Editor 


'  I  ^HK  purpose  of  Bus  Transpcriaticn  is  to  help  develop 
■*■  bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  pubHc  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  June,  1923 


Always  Be  Careful 


LBUQUERQUE  recently  took  off  mourning. 
The  flags  there  were  for  a  while  at  half-mast. 

I  One  man  died.     The   hospital   list  was   nine. 

Despite  the  miracles  performed  by  the  surgeons 
several  people  will  go  through  life  maimed  and 
scarred.  Why?  Because  the  operator  of  a  bus  was 
careless.  One  and  one-half  miles  west  of  Emerald 
on  a  recent  Sunday  night  while  driving  at  high 
speed  on  a  wet  road  he  lost  control  of  the  car.  It 
went  over  the  bank  and  fell  down  on  the  tracks  of 
the  Burlington  Railroad.  Fourteen  passengers  were 
carried  over  with  it.  The  miracle  is  that  the  oper- 
ator of  the  machine  was  the  only  one  killed  instantly. 

It  is,  indeed,  a  sad  task  to  have  to  set  down 
facts  such  as  these.  But  as  long  as  people  take 
chances  newspapers  will  be  forced  to  record  tales  of 
sudden  death  and  newspaper  men  to  write  stories 
and  editorials  that  make  them  shudder  as  they 
unfold  the  grim  details.  And  they  are  unfolded 
only  for  the  sake  of  the  lesson  that  they  carry  to 
others. 

At  a  recent  meeting  held  to  consider  safety,  at 
which  many  suggestions  were  offered  about  acci- 
dent prevention,  a  little  man  at  the  rear  of  the 
room,  called  upon  toward  the  close  of  the  meeting, 
said  just  three  words.  He  then  sat  down.  But 
he  packed  into  those  three  words  the  philosophy 
of  the  whole  safety  movement.  These  words  were: 
"Always  Be  Careful."  If  this  admonition  were 
always  heeded,  there  would  be  fewer  deaths  by 
accident,  fewer  injuries  and  little  or  no  need  for 
preaching  sermons  such  as  this. 


1  p;i>ITORIAL  ] 

Play  Safe  al  Railroad  Crossings 

ROM    now   on   ti-artic   over  the  highways  and 


Hover    the    railroads    will    call    for    incveastd 
I  summer  service.     The  motor  bus  owner  will 

inci'ease  the  number  of  trips  per  day  over  his  route 
and  the  railroads  will  put  on  more  trains.  This  in- 
crease in  traffic  likewise  make.?  the  railroad  crossing 
all  the  moi-e  dangerous  as  the  chances  for  crossing 
accidents  increase  in  direct  proportion  to  the  in- 
crease in  train  service. 


both  sides  of  every  one  of  the  quarter  of  a  million 
railroad  crossings  in  the  country.  Thus  they  are 
doing  their  part  in  calling  attention  to  the  dangers 
involved. 

The  bus  operator  has  an  even  greater  responsi- 
bility because  of  the  human  freight  he  is  carrying. 
Before  passing  over  a  railroad  crossing  he  should 
always  assure  himself  that  everything  is  clear.  This 
should  be  an  invariable  practice,  even  in  states 
where  the  law  does  not  require  drivers  to  "Stop, 
Look  and  Listen." 

The  bus  driver  has  no  right  to  approach  any 
railroad  crossing  at  such  speed  that  he  cannot  stop 
before  passing  over  it.  He  ought  to  know  the  loca- 
tion of  all  the  crossings  on  his  route,  and  no  excuse 
ought  to  be  accepted  by  his  employer  for  failure  to 
observe  "Safety  First"  at  these  points. 

Many  automobile  associations,  boards  of  trade, 
chambers  of  commerce,  local,  state  and  national, 
have  adopted  resolutions  to  aid  the  railroads  in 
their  humanitarian  efforts  to  make  these  railroad 
crossings  safe.  Bus  operators  should  join  in  this 
movemen*^,  and  as  a  representative  of  the  motor 
bus  industry  Bus  Transportation  urges  them  to 
apply  stringent  and  unwavering  discipline  upon 
drivers  who  fail  to  protect  their  patrons  at  rail- 
road crossings. 

1  EDITORIAL  ] — • 

Look,  for  Better  Braiding  Systems 


IHE  question  of  how  to  reduce  brake  main- 
tenance  costs    has   been    studied    thoroughly 

I  by    thoughtful    operators,    because   this    item 

is  unreasonably  high  and  out  of  all  proportion  to 
the  maintenance  of  other  parts  of  the  stage  or  bus. 
The  problem  is  most  acute  on  systems  that  operate 
over  heavy  grades  and  rough  roads.  The  Yosemite 
Transportation  Company,  for  example,  operating  in 
the  Sierra  Nevada  Mountains  of  California,  adjusts 
brakes  with  e.xpert  care  every  night  and  yet  is 
obliged  to  renew  linings  every  1,^00  miles.  Brak- 
ing is  also  a  troublesome  problem  in  many  city 
services,  where  stops  are  frequent,  either  for  pas- 
sengers or  on  account  of  traffic  conditions. 

Because  the  cost  shows  up  in  the  renewal  of 
linings  and  in  adjusting  brake  bands  to  worn  lin- 
ings, it  is  natural  that  operators  should  first  hope 
for  a  new  and  better  lining.  There  are  good  linings 
already  on  the  market,  however,  and  possibly  they 
might  be  all  that  could  be  desired  if  other  parts 
of  the  braking  system  worked  as  well.  The  point 
is  that  the  stage  and  the  bus  are  new,  and  braking 
systems  suited  to  the  service  required  have  not  yet 
been  developed.  Brakes  suitable  for  touring  cars 
or  for  trucks  are  not  adequate  for  the  stage  with 
the  weight  of  a  truck  and  the  speed  of  the  pleasure 
cai",  nor  are  such  brakes  sufficient  even  for  the 
lighter  stages  where  constant  and  heavy  duty  is 
required. 

Too  often  present  mechanisms  are  laid  out  so 
that  as  the  i"ear  springs  open  up  or  are  deflected 
the  result  is  "grabbing,"  dragging  and  excessive  lin- 
ing wear.  With  heavy,  speedy  vehicles  on  rough 
roads  this  becomes  serious  and  linings  wear  out 
very  quickly.     Of  course  still  better  linings  may  be 


This  year,  like  last  year,  the  railroads  will  placard      produced,  but  the  weakest  point  in  the  present  brak- 

L  286  ] 


iiiK  system  as  adapted  to  stape  service  lies  in  the 
brake  rods  and  c-oiinections,  rather  than  in  the 
lininK'.  and  it  is  only  common  sense  to  strengthen 
the  chain  at  the  weakest  point. 

The  operators  of  today  urgently  need  better  brak- 
ing facilities,  and  it  is  safe  to  say  that  something 
much  better  than  the  present  systems  can  be 
produced.  Already  several  braking  systems  are 
being  developed  expressly  for  stage  and  l)us  service; 
some  for  two-  and  some  for  four-wheel  application. 
These  and  any  other  new  ideas  along  the  same  line 
must  be  given  a  fair  trial.  Because  there  is  an 
economic  need  for  this  improvement,  it  is  sure  to 
come,  but  it  will  come  all  the  sooner  if  bus  and 
stage  companies  will  do  what  they  can  to  aid  in 
the  development  and  will  maintain  an  open-minded 
willingness  to  try  out  new  brake  systems  that 
promise  both  safety  and  economy. 

— [  EinToniAi,  ] — . 

Conveniences  Are  Necessary 
for  Bus  L'me  Patrons 


Some  Practical  Plans  for  Luu'ering 
Liability  Rates 


TRANGE  as   it   may  seem,   there   are   many 
towns,    even    large    cities,    throughout    the 

I  country   that   as  yet   are   not   awake   to   the 

fact  that  the  motor  bus  lines  coming  into  their 
city  from  suburban  points  are  of  direct  benefit  to 
local  business. 

These  buses  bring  in  every  day  thousands  of 
persons.  Most  of  them  come  to  make  purchases  of 
one  kind  or  another,  and  investigation  has  shown 
that  the  bus  patron  who  pays  50,  75  cents,  $1 
or  more  bus  fare  does  not  go  on  a  shopping  trip 
that  has  hut  a  total  expenditure  of  a  dollar  or  two. 
Instead,  the  average  bus  passenger's  shopping  bill 
is  estimated  at  about  $10.  This  business  means  a 
lot  to  the  local  merchants. 

The  bus  lines  themselves  do  not  need  subsidizing. 
That  is  not  the  argument.  They  must  make  their 
own  way  or  fail.  The  point  in  question  is  that 
terminal  facilities  are  needed  for  the  best  develop- 
ment of  this  form  of  transportation.  Co-operation 
on  the  part  of  the  city  is  also  needed.  The  bus 
owners  are  ready  and  willing  to  provide  additional 
service  and  more  buses  as  fast  as  the  traffk  demand 
wai-rants.  The  volume  of  business  to  be  gained 
will  not  swamp  their  lines. 

In  this  issue  is  an  article  on  the  location  and 
design  of  bus  terminals  for  intercity  routes.  The 
article  merely  attempts  to  outline  the  main  essen- 
tials of  an  intercity  bus  line  terminal  station,  where 
loading  and  unloading  of  traffic  are  done  on  its  own 
property.  The  general  layout,  however,  is  amen- 
able to  many  variations,  depending  on  the  size  and 
the  arrangement  of  the  plot  of  land  which  is  to  be 
used. 

It  is  essential,  however,  that  before  establishing 
an  intercity  terminal  it  be  started  right,  and  a  dis- 
cussion of  these  suggestions,  either  from  a  practical 
or  a  theoretical  standpoint,  is  invited  in  the  hope 
that  all  angles  may  be  covered.  With  such  con- 
sideration given,  those  who  are  planning  the  build- 
ing of  such  facilities,  either  co-operatively  or  backed 
up  by  civic  bodies,  can  have  the  benefit  of  the  latest 
thinking  on  the  problem. 


D 


DliAV'S  laws  III  many  states  re<iuire  that  bus 
owners  carry  liability  insurance  as  a  means 
of  protection  to  their  patrons.  Undoubtedly 
these  laws  have  reacted  favorably  to  the  business  of 
the  insurance  companies. 

The  bus  owner,  however,  often  complains  be- 
cause the  premiums  demanded  are  high  and  the 
amounts  the  same,  even  though  the  risks  involved 
in  different  parts  of  the  country,  let  alone  the  same 
state,  are  not  at  all  similar.  Many  an  operator 
has  pointed  out  that  he  never  has  had  an  accident 
involving  a  loss  of  any  kind  during  the  many  thou- 
sands of  miles  his  bus  has  been  operated.  Others 
say  the  average  loss  does  not  reach  $75  annually. 

Then,  too,  the  bus  man  has  failed  to  comprehend 
why  his  bus,  standing  all  da.\'  or  even  weeks  in  the 
garage,  ha.s  had  to  carry  insurance  at  full  rates, 
when  there  was  not  the  remotest  chance  for  a  claim. 
There  has,  of  course,  been  .some  consideration 
given  to  this  phase  of  the  subject  and  the  insurance 
companies  have  established  the  payroll  basis  of  cum- 
puting  the  premiums.  That  they  can  go  even 
farther  and  base  it  on  a  bus-mile  or  bus-hour  unit 
is  a  reasonable  request  if  this  class  of  business  is 
desired.  This  basis  applies  only  to  the  large  fleet 
owner  and  is  of  no  help  to  the  operator  who  owns 
only  two  or  three  buses. 

He  is  being  assisted  now,  however,  by  the  various 
bus  associations,  which  are  giving  attention  to  the 
subject  of  insurance.  There  are  now  two  associa- 
tions, one  in  New  York  and  one  in  Ohio,  working 
out  plans  for  carrying  their  liability  insurance 
under  the  so-called  mutual  plan.  In  New  York 
arrangements  are  being  made  with  an  established 
company,  this  company  to  keep  all  bus  accounts 
separate  with  a  view  to  establishing  reasonable 
rates.  In  this  way  the  contention  that  the  bus 
owner  is  a  much  better  risk  than  generally  in- 
dicated by  premiums  charged  is  likely  to  be  proved. 
In  Ohio  the  association  has  gone  even  further  and 
plans  to  establish  its  own  insurance  company  to 
save  commissions  and  brokerage  fees. 

These  insurance  operations  will  be  watched  with 
a  great  deal  of  interest,  not  only  by  bus  owners  and 
other  organizations  but  by  the  stock  insurance  com- 
panies. Their  success  m.ay  result  in  having  liability 
rates  in  other  states  materially  reduced  wherever 
the  bus  men  can  show  that  the  risk  has  been  im- 
proved because  of  a  better  operating  organization. 

r  »a>ITOItlAI.  1  — 


A  Good  Reason  for  Cost  Keeping 

0()  common  is  the  situation  today  where  bus 
lares  have  been  fixed  merely  by  some  chance 
circumstance  connected  with  the  inauguration 


a 


of  service — perhaps  by  competition  with  the  street 
cars,  or  perhaps  by  some  one's  guess  as  to  "what 
the  traffic  will  bear";  very  seldom  have  they  been 
developed  in  such  a  way  as  to  stand  rate-making 
tests  which  are  now  generally  accepted  as  correct  by 
public  utility  experts,  commissions  and  by  the 
courts.  Rate  regulation  in  general  is  here,  and  in 
[287] 


some  places  the  authorities  have  already  begun  to 
restrict  the  freedom  of  bus  operators  in  the  making 
of  rates.  The  motor  bus  owner  must  prepare  him- 
self to  figure  fares  on  some  sound  basis.  It  is  time 
he  gave  some  real  thought  to  the  matter.  Else  he 
will  find  that  his  profits  fail  to  materialize  if  fares 
are  too  low,  or  that  the  public  will  demand  and  prob- 
ably force  him  to  lower  rates  unless  he  can  justify 
his  existing  fares  on  the  sound  basis  of  cost  of 
service  in  public  utility  language  which  includes  a 
fair  return  on  the  investment. 

Every  other  transportation  agency  has  had  to 
meet  these  conditions  of  public  regulation.  And  it 
is  reasonable  that  it  should  be  so.  As  a  public  sei-vant 
a  transportation  company  is  entitled  to  earn  its 
operating  costs  plus  a  fair  profit.  The  public  will 
not  begrudge  the  enterprising  promoter  and  the 
efficient  operator  a  just  reward  for  his  services, 
but  the  public  "must  be  shown." 

Letters 
to  tlicEdifor 

The  readers  forum.     Comments 
requested  on  pertinent  subjects. 

Co-ordinating  Bus  and  Electric  Railway 

New  York,  N.  Y.,  May  17,  1923. 
To  the  Editor: 

It  seems  to  me  that  Mr.  Emmons'  paper,  as  given 
recently  before  the  Society  of  Automotive  Engi- 
neers (see  Bus  Transportation  for  May,  page  238), 
is  an  attempt  to  justify  the  attitude  of  the  electric 
railway  industry  that  the  motor  bus  has  no  place 
in  our  transportation  system  except  as  a  feeder  or 
auxiliary,  but  that  it  cannot  take  the  place  of  the 
electric  railways,  because  it  cannot  handle  mass 
transportation  except  at  a  rate  of  fare  far  beyond 
the  electric  railway  rate  for  the  same  service. 

Mr.  Emmons  does  not  produce  any  real  operating 
or  cost  figures  to  substantiate  his  contention.  He 
merely  contents  himself  by  stating  the  experience 
one  or  two  cities  have  had  in  an  attempt  to  handle 
surface  passenger  traffic  with  buses  after  the  rail- 
way company  had  ceased  operating.  He  should 
know  that  in  the  instances  he  cites  no  predetermined, 
well-thought-out,  organized  bus  system  with  the 
proper  kind  of  equipment  had  been  inaugurated. 

As  a  comparison  of  capacities,  Mr.  Emmons 
refers  to  bus  operation  on  Fifth  Avenue,  New 
York,  taking  for  his  text  a  SatKrdny  Evening  Post 
article  by  Edward  Hungerford.  Mr.  Hungerford 
is  a  writer  in  the  popular  sense  on  transportation 
subjects.  Mr.  Emmons  is  the  chief  executive  of 
one  of  our  large  electric  railway  systems  and 
president  of  the  American  Electric  Railway  Asso- 
ciation. He  is  in  a  better  position  to  have  and  to 
state  the  facts,  yet  Mr.  Hungerford's  statement  is 
more  in  keeping  with  them.  Mr.  Hungerford  claims 
180  buses  an  hour  in  the  rush — Mr.  Emmons  only 
149.  Official  New  York  Transit  Commission  counts 
show  188  in  the  heaviest  morning  rush  hour  and 
176  in  the  heaviest  afternoon  rush  hour.    Mr.  Em- 


mons then  goes  on  to  compare  the  Fifth  Avenue 
bus  operation  vdth  other  methods  of  mass  trans- 
portation, stating  that  seven  ten-car  subway  trains 
or  forty-five  modern  two-car  surface  trains  could 
have  carried  the  number  of  people  the  buses  were 
carrying. 

No  one  contends  that  buses  can  compete  with 
subway  trains,  either  in  capacity,  speed  or  cost 
of  operation.  A  subway  probably  could  be  con- 
structed under  Fifth  Avenue.  On  the  other  hand, 
I  do  not  believe  Mr.  Emmons  or  any  other  street 
railway  man  could  operate  forty-five  two-car  sur- 
face trains  through  Fifth  Avenue's  dense  traffic 
with  heavy  traffic  cross-streets  every  200  ft.  in 
ninety  minutes,  and  in  this  particular  instance  he 
would  find  that  his  costs  would  exceed  the  costs  of 
the  Fifth  Avenue  Coach  Company. 

This  brings  up  the  point  that,  because  of  the 
flexibility  of  the  bus,  it  is  more  adaptable  to  dense 
street  traffic  conditions  than  are  surface  cars,  and 
for  this  reason  many  surface  car  operations  will 
have  to  give  in  to  buses.  The  streets  of  our  cities 
are  becoming  more  and  more  congested  every  day. 
In  most  instances,  because  of  the  cost,  additional 
streets  cannot  be  provided,  and  those  who  will  study 
the  street  traffic  problem  will  conclude  that  the 
slow  moving,  larger  and  inflexible  surface  car  is 
responsible  for  most  of  the  congestion.  Now  that 
a  more  flexible,  as  cheaply  operated  and  equally 
dependable  and  capable  means  of  surface  trans- 
portation is  at  hand,  in  the  form  of  the  motor  bus. 
the  surface  car  must  pass  out. 

In  Manhattan  the  Fifth  Avenue  buses  seat  25 
per  cent  more  than  the  surface  cars,  are  20  per  cent 
faster,  occupy  but  half  the  street  area,  have  fewer 
accidents  per  mile  and  cost  less  to  operate.  And 
the  present  Fifth  Avenue  bus  is  not  the  latest  type 
of  equipment.  An  investigation  conducted  under 
my  supervision  showed  that  the  total  operating 
costs,  taxes  and  fixed  charges  for  the  Fifth  Avenue 
Coach  Company  for  the  year  ending  June  30,  1921, 
was  46.49  cents  per  mile  as  against  88.8  cents  per 
mile  for  the  Manhattan  street  railways ;  that  during 
this  period,  31,836,439  car-miles  were  operated,  and 
that  only  36,280,470  bus-miles  would  have  been 
necessary  to  furnish  every  one  with  a  seat  during 
the  rush  hours,  taking  into  account  maximum  loads 
at  maximum  load  points.  With  bus  operation  on 
a  5-cent  fare,  the  car  deficit  of  $3,244,133  would 
have  been  turned  into  a  bus  profit  of  $11,2.54, .578. 
This  investigation  showed  other  similar  pertinent 
facts. 

There  is  more  traffic  on  Fifth  Avenue  than  on 
any  other  street  in  New  York  City,  yet  the  buses 
operate  at  a  20  per  cent  greater  speed  than  do  the 
surface  cars.  On  Chambers  Street,  whei'e  cars 
formerly  operated  and  had  great  difficulty  in  get- 
ting through  at  all,  buses  now  operate  at  a  66 
per  cent  greater  speed  than  did  the  cars. 

Buses  can  handle  mass  transportation  in  many, 
many  instances  at  a  rate  of  fare  comparable  with 
surface  cars.  In  Newark,  N.  J.,  last  year,  the 
buses  handled  80,000,000  passengers  at  a  5-cent 
fare,  whereas  the  Public  Service  Railway  Company 
charges  an  8-cent  fare  and  2  cents  for  a  transfer. 
And  the  Newark  buses  are  for  the  most  part  in- 


[288] 


dividually  operated  and  t'eiurally  of  a  small  and 
unsuitable  type.  These  Newark  buses  have  been 
doing  business  for  a  number  of  years. 

Because  of  the  fle.xibility  of  the  bus,  it  can  often 
meet  rush-hour  conditions  better  than  surface  cars. 
One  bus  can  pass  another;  they  can  be  short  lined 
at  any  point,  held  at  any  point  without  blocking' 
the  entire  line,  etc.  The  latest  type  of  double-deck 
bus  seats  seventy  passengers,  and  a  bus  can  carry 
standees  just  as  well  as  surface  cars.  The  recent 
investigation  by  the  New  York  Transit  Commission 
showed  that  per  seating  capacity  the  buses,  super- 
vised by  the  city,  carried  as  many  standing  pas- 
sengers as  the  most  crowded  New  York  subway 
trains. 

Following  Mr.  Emmons'  example,  permit  mo  to 
do  a  little  quoting  from  a  more  or  less  impular 
source,  but  from  one  more  significant  than  any 
Mr.  Emmons  has  used.  The  Wall  Street  Joiinial 
of  Feb.  19,  1923,  devotes  a  whole  column  under 
the  heading  "Motor  Bus  Service  May  Menace  Street 
Railways,"  reaching  this  conclusion  after  a  com- 
parison of  bus  and  car  operating  and  fixed  costs 
which  it  sets  up  in  the  article,  which  closes  as 
follows:  "If  above  figures  are  sustained  by  ex- 
perience as  generally  applicable  the  trolley  must 
overcome  a  severe  handicap  if  it  is  to  successfully 
compete  with  motor  bus  systems  in  the  future.  On 
the  trolley  system  profits  must  exceed  those  of 
the  motor  bus  system  more  than  nine  times  to  meet 
fixed  charges.  In  other  words,  the  trolley  system 
must  carry  more  than  nine  times  as-  many  passen- 
gers, assuming  the  same  fare,  before  it  begins  to 
show  profits  available  for  dividends,  after  meeting 
operating  expenses." 

It  is  natural  that  anyone  should  at  first  be 
antagonistic  to  anything  threatening  his  business. 
If  the  threat  persists,  the  next  step  is  probably  to 
capture  it  and  use  it  to  the  best  advantage.  For 
many  years  the  street  railways  pooh-poohed  the 
motor  bus,  but  now,  because  it  is  beginning  to 
prove  itself,  they  are  giving  it  some  consideration 
on  their  Qvn\  account;  later  on  they  will  adopt  it 
as  their  own,  improve  it  and  root  for  it,  simply 
because  it  is  economically  sound. 

F.  Van  Z.  Lane, 

ConsulliriK  Transportation   Engineer. 

[  LETTEKS  TO  THE  EDITOR  ] 

Systematic  Cost  Accounting  Will  Cut 
Operating  Costs 

Portland,  Ore.,  April  27,  1923. 
To  the   Editor: 

What,  if  anything,  has  been  done  to  formulate  a 
uniform  accounting  system  for  bus  lines,  referred 
to  in  the  editorial  in  the  March  issue  of  Bus 
Transportation? 

I  would  be  glad  to  get  together  with  accountants 
of  various  lines  on  such  a  plan,  believing  it  will  do 
more  to  stabilize  the  industry,  assist  operators  to 
improve  their  service  and  increase  profits  than  can 
be  done  by  each  operator  adopting  his  own  sys- 
tem or  having  no  books  at  all.  I  refer  chiefly  to 
operators  having  no  books,  knowing  a  good  many 
in  that  condition  in  Oregon. 


The  i'ublic  iservice  CununiBaloii  of  Uiegun  re- 
cently outlined  a  uniform  system  to  be  installed  by 
Oregon  lines.  A  double  entry  system  of  books  must 
be  kept  by  the  larger  lines,  while  small  operators 
must  keep  certain  records  and  are  relieved  of  keep- 
ing books.  All  lines  must  keep  statistics  relating 
to  passengers  carried,  tonnage  carried  in  cases  of 
freight  lines,  and  mileages  covered  during  the  year. 
This  will  give  the  commission  much  valuable  in- 
formation, but  the  system  prescribed  does  not  ob- 
tain enough  information  for  the  operator.  Why 
should  the  operator  object  to  knowing  which  car.s 
are  making  profits  for  him  and  which  show  losses? 
The  same  applies  to  routes,  schedules,  etc.  The 
small  operator  might  believe  that  such  detailed 
accounting  would  cause  too  much  work,  but  I  believe 
he  has  an  advantage  over  the  larger  operator  inas- 
much as  his  analysis  of  expenses  could  be  watched 
with  much  less  effort  than  could  be  done  by  a 
larger  operator  owning  a   number  of  cars. 

The  larger  operator  with  several  makes  of  cars 
might  wish  only  to  know  what  make  or  type  of  car 
costs  most  to  operate.  Thi.-<  would  enable  him  to 
weed  out  expensive  cars  and  standardize  his  equip- 
ment, as  has  been  done  by  a  few  large  lines.  For  a 
line  having  standardized  equipment,  the  manage- 
ment might  want  to  keep  costs  by  models  in  order 
to  tell  which  model  car  is  most  expensive  to  operate. 
An  older  model  must  .surely  be  more  expensive  to 
run  than  a  new  car.  By  setting  aside  a  larger 
amount  for  depreciation  or  by  selling  these  older 
cars,  either  for  cash  or  on  a  trade-in  for  later 
models,  an  operator  could  possibly  .^ave  money.  But 
who  knows  these  facts  close  enough  to  be  guided  ac- 
cordingly without  adequate  cost  accounting. 

The  attitude  of  a  few  operators  with  whom  I 
have  spoken  is  against  accounting  other  than  what 
is  necessary  to  file  income  tax  returns.  How  could 
they  expect  to  compete  for  any  length  of  time 
against  a  well-organized  company?  It  is  my  opinion 
that  no  business  man  operating  on  a  small  scale 
realizes  the  value  of  a  good  set  of  books  until  he 
has  had  them  installed  and  receives  results.  Such 
men  are  the  best  boosters  when  facts  are  placed 
before  them. 

I  believe  that  through  co-operation  among  lines 
much  good  can  be  done,  and  I  always  look  forward 
to  receipt  of  my  next  copy  of  Bus  Transportation 
to  sec  what  others  are  doing.  I  would  be  glad 
through  your  columns  to  hear  from  accountants  of 
other  lines  regarding  what  they  are  doing. 

Roy  H.  Swint. 

—  t  LETTERS  TO  THE   EDITOR  ]  — 


Anent  the  Albany  Trip 

New  York,  N.  Y..  April  29,  1923. 
Tf  the  Editor: 

I  wish  to  inform  you  of  a  mistake  in  the  April. 
1923,  issue  of  Bus  Transportation.  Under  the 
heading  "New  York  -City  Buses  Invade  Albany." 
not  a  Reo  but  a  special  bus  type.  Model  50  White, 
owned  and  driven  by  me,  reached  Albany.  The 
Garford  and  White  are  from  the  Eighty-sixth 
Street  crosstown  line,  since  there  is  no  line  on 
Eighty-ninth  Street.  Frank  Miller. 


[289] 


290 


BUS 

TJUNSPORTATION 


Manufacturers* 
^  Section 


Developments  in  equipment  for 
vejiicles,  eraraffess  terminals — ■ 
all  tht'  imnrovements  manu- 
factured for  the  industry. 


New  Trolley  Bus  Has  Four- 
Motor  Drive 

THE  Trackless  Trolley  Company 
of  America,  New  York,  N.  Y., 
has  brought  out  the  thirty-two-pas- 
senger trolley  bus  shown  in  the  ac- 
companying illustration.  The  novel 
feature  of  this  is  the  power  applica- 
tion, since  there  are  four  electric 
motors,  forming  an  independent  driv- 
ing unit  for  each  road  wheel.  The 
drive  is  of  a  type  that  has  been  used 
for  years  by  the  Commercial  Truck 
Company  of  Philadelphia  on  storage- 
battery  trucks.  Known  as  the  con- 
centric gear  unit  drive  construction, 
it  consists  of  a  pinion  mounted  on 
the  shaft  of  the  electric  motor  and 
an  internally  cut  gear  attached  to  the 
road  wheel.  The  drive  between  the 
two  is  by  means  of  three  pairs  of 
intermediate  gears,  these  being  sup- 
ported by  spindles  mounted  on  the 
road  wheel  and  providing  a  double  re- 
duction between  the  motor  and  the 
road  wheel. 

Advantage  claimed   for   this   type 
of  drive  are  that  it  gives  maximum 


Rear   view    showing    the    motive 
power  of  new  trolley  bus 


traction,  driving  strain  is  distributed 
evenly  over  the  chassis,  parts  are 
interchangeable  on  the  four  wheels, 
and  in  case  of  accident  to  one  motor 
unit  it  can  be  disconnected  and  the 
vehicle  can  proceed  on  the  power 
from  the  others. 

The  individual  motors  are  of  the 
General  Electric  ventilated  type,  14 
hp.  each,  and  rated  at  35  amp.  at 
300  volts.  The  pair  on  each  axle  are 
connected  permanently  in  series, 
while  the  four  motors  are  connected 


Thirty-two-paasenger  trolley  bus  developed  by  Trackless  Trolley 
Company  of  Amei'ica 


Vol.2,  No.6 

in  series  to  start,  and  then  in  parallel 
for  running.  Each  motor  is  sup- 
ported in  a  steel  casing,  which  in 
turn  is  held  in  the  built-up  construc- 
tion forming  the  axles. 

Control  equipment  consists  of  a 
master  controller  and  separate  re- 
verser,  eight  contactors  controlling 
the  main  circuit,  and  two  resistors. 
This  master  controller  is  the  only 
unit  in  the  bus  body,  all  the  heavy 
wiring  and  main  circuit  contacts 
being  kept  underneath.  Either  foot 
or  hand  operation  may  be  applied  to 
the  master  controller.  An  auto- 
motoneer  with  three  notches,  placed 
at  the  first  point,  the  full  series  point 
and  parallel  point,  permits  the  con- 
troller to  be  advanced,  either  step  by 
step  in  the  regular  way,  or  if  the  bus 
is  in  motion  it  can  be  advanced  in 
three  steps,  thus  relieving  the  driver 
of  unnecessary  notching.  The  re- 
verser  is  hand  operated  and  inter- 
locked in  the  usual  way  with  the  con- 
troller. 

Two  trolley  poles  are  used,  each 
mounted  in  a  separate  base,  and 
equipped  with  a  swivel  harp  and 
V-grooved  trolley  wheels  furnished 
by  the  Ohio  Brass  Company. 

The  body  shown  in  the  illustration 
was  built  by  Remmele  &  Maier, 
Newark,  N.  J.,  according  to  the  speci- 
fications of  the  Trackless  Trolley 
Company  of  America,  and  follows 
standard  practice  in  up-to-date  bus 
body  construction.  It  is  electrically 
heated  and  lighted,  with  thorough 
ventilation  facilities.  An  electric 
push  button  is  placed  at  each  seat  as 
a  stop  signal.  The  length  over  all 
is  23  ft.  44  in.;  width,  7  ft.  6  in.; 
and  height  from  ceiling  to  floor, 
6  ft.  8  in.  The  chassis  includes 
worm-and-sector  steering  gear,  semi- 
elliptic  springs  all  around,  and  brakes 
of  the  internal  expanding  type  on  all 
four  wheels.  Wheels  are  of  the  36- 
in.  artillery  type,  fitted  with  dual 
cushion  tires. 

It  is  said  that  the  power  consump- 
tion of  this  vehicle  is  about  1  kw. 
per  car-mile.  Its  free  running  speed 
is  20  m.p.h.  Chassis  weight,  including 
motors,  controllers  and  all  electrical 
equipment,  is  about  7,100  lb.  The 
weight  of  the  body  will  vary  with  the 
type  of  construction  and  the  mate- 
rial specified. 

The  vehicle  herein  described  was 
designed  by  Charles  Berg,  president 
of  the  Trackless  Trolley  Company, 
and  formerly  vice-president  of  the 
Commercial  Truck  Company,  of 
which  concern  he  was  one  of  the 
organizers. 


June.1923 


BUS 

m\NSK>RIATK>l 


291 


Fdfjeot  sif/htKt  t'liifj  hus.      Stilts  t iri'nr i/-i  t(/hT  jxissi  ni/t  i 


HI  iitidiif'tt  to  tirtt'ir 


Sightset'iiifi  IJiis 


Has 

W  iiulows 


19.1u. 


ANEW  limousine-type  sightseeing 
body  on  the  Fageol  bus  chassis 
has  been  announced  by  the  Fageol 
Motors  Company,  Oakland,  Calif. 
The  new  bus  seats  twenty-eight  pas- 
sengers. Its  outstanding  feature  is 
the  size  of  the  plate-glass  windows 
in  the  sides,  these  measuring  49  in. 
in  width,  and  23A  in.  in  height,  giv- 
ing the  passengers  a  greater  area  of 
unobstructed  vision  than  has  been 
provided  in  closed  cars  in  the  past. 

The  car  has  been  planned  to  at- 
tract the  cream  of  the  tourist  trade, 
and  consequently  many  features  of 
luxury  and  comfort  have  been  in- 
corporated, such  a.s  Gruss  air  springs 
at  both  the  front  and  the  rear,  and 
leather  upholstered  spring  seats  so 
arranged  that  the  occupants  do  not 
interfere  with  each  other's  vision. 
Heating,  ventilation,  and  lighting 
have  all  been  provided,  and  the  gen- 
eral finish  of  the  car  is  such  that 
the  operator  will  be  justified  in 
charging  a  higher  rate  for  his  tickets 
than  can  ordinarily  be  obtained  with 
the  open  or  "rubberneck"  type. 

Orders  for  the  new  bus  have 
already  been  placed  by  the  Parlor  Car 
Tours  Company,  Los  Angeles,  Calif.; 
Jefferson  Highway  Transportation 
Company,  Minneapolis,  Minn.;  Orig- 
inal Stage  Line,  San  Fernando, 
Calif.;  and  by  operators  in  Duluth, 
Minn.,  and  Atlantic  City,  X.  J. 


company  also  supplies  a  complete 
vehicle  of  the  six-wheel  design,  the 
novel  feature  being  the  two  sets  of 
axles  at  the  rear. 

With  this  construction,  a  large  bu.s 
chassis  can  be  fitted  with  36x6-in. 
single  pneumatic  tires  all  around,  in- 
stead of  requiring  38x9  on  the  rear 
wheels.  It  is  said  also  that  the  trac- 
tion and  braking  ability  are  consid- 
erably increased,  as  compared  with 
the  standard  construction. 

The  drive  consists  of  two  Wiscon- 
sin rear  axles  of  the  worm-gear  type, 
with  8i  to  1  reduction,  and  coupled 
together  by  a  short  drive  shaft  with 
fabric  joints  at  each  end.  The  front 
driving  axle  is  held  in  alignment  by 
radius  rods  attached  to  the  frame, 
while  the  rear  axle  is  made  a  work- 
ing unit  with  the  front  axle  by 
means  of  a  special  radius  rod  and 
torque  beam  construction,  which  is 
said  to  secure  flexibility  without  any 
possibility  of  disalignment. 

On  account  of  this  torque  con- 
struction, the  springs  are  relieved  of 


Drive  Unit  for  Six- 
Wheel  Chassis 

THE  Wisconsin  Super  -  Traction 
Truck  Sales  Company,  Madison. 
Wis.,  is  offering  a  drive  unit  consist- 
ing of  two  worm-gear  rear  axles, 
connected  in  tandem,  which  is  rec- 
ommended for  converting  standard 
chassis   into  six-wheel  outfits.     The 


driving  strain  and  merely  carry  the 
load.  While  the  conventional  type  of 
.semi-elliptic  springs  are  used,  the.se 
are  inverted,  with  the  highest  part 
at  the  center  and  the  ends  above  the 
two  axles.  At  the  center,  these 
springs  are  suspended  on  ball-bear- 
ing shackles,  shown  in  the  drawing, 
thus  relieving  them  of  twisting 
strain,  to  which  they  would  be  sub- 
ject from  the  flexibility  of  the  two 
rear  axles.  The  drive-unit  con.«truc- 
tion  includes  brackets  fa.'<tened  to  the 
outside  of  the  frame,  which  project 
below  the  frame  memlx'rs,  and  to 
which  the  central  parts  of  the  springs 
are  clipped.  To  take  the  weight  of 
the  drive  units,  the  frame  is  rein- 
forced by  a  heavy  cro.ss  member. 

Brakes  on  the  two  sets  of  axles 
are  connected  in  pairs,  so  that  the 
control  is  the  same  as  with  the  stand- 
ard construction.  As  shown  in  the 
illustration,  the  brakes  work  in  pairs; 
both  emergency  and  service  are 
hooked  up  in  tandem 


Wiscoimin  drive  unit,  consisting 
of  two  worm-gear  axles  hooked 
up  in  tandem 


lidll-heriring  spriug  xiispetisinn  niied  for  douhle-axle  unit 


292 


BUS 

transporvation 


Vol.2,  No.6 


Bus  Axle  Has  Novel  Double 
Reduction 

THE  Huck  Axle  Corporation, 
Chicago,  in  addition  to  a  line  of 
double-reduction  axles  for  motor 
trucks,  is  producing  a  bus  axle.  This 
is  known  as  Model  8~,  and  uses  the 
planetary  principle  for  the  final  re- 
duction. It  has  the  wide  gage  char- 
acteristic of  heavy  duty  buses, 
74  J  in.  with  l|-in.  wood  disk  wheels, 
and  75i  in.  with  2J-in.  spoke  wheels. 
The  outside  width  is  901  in.,  with 
spring  centers  which  may  be  varied 
from  47  to  53  in.,  using  3-in.  springs. 
Total  gear  reductions  may  be  fur- 
nished as  follows:  5.72  to  1,  6.65 
to  1,  7.36  to  1  and  8.45  to  1. 

All  the  driving  mechanism  is 
mounted  as  one  removable  unit  in 
the  center  of  a  one-piece  axle  hous- 
ing.     The    housing    is    symmetrical 


Hiick  bus  axle  Model  85,  for  75i-in.  wheel  gage 


and  gives  ample  head  and  road 
clearance.  The  first  reduction  is  of 
the  spiral  bevel  type,  this  including 
a  differential  carrying  short  splined 
shafts  at  the  ends  of  which  are  in- 
tegral spur  pinions.  As  shown  in 
the  accompanying  cross-section,  each 
of  these  pinions  drives  two  planetary 
gears,  the  latter  mounted  on  roller 
bearings  carried  by  a  driving  spider 
that  rotates  around  the  central  axis. 
The  action  of  this  driving  spider  is 


caused  by  the  turning  of  the  plan- 
etaiT  gears  which  mesh  with  a  fixed 
internal  gear.  The  internal  gear  is 
rigidly  anchored  to  the  Lynite  dif- 
ferential carrier.  The  drive  spi- 
ders transmit  their  driving  action 
through  sixteen-spline  fittings  to 
the  axle  shafts  and,  in  turn,  through 
the  hub  flange  to  the  wheels. 

According  to  the  manufacturer, 
the  central  housing  is  dustproof  and 
oiltight,  so  that  all  gears  run  in  a 


Bus  rear  a.rle  showing  plane- 
tary principle  used  for  second 
gear  reduction 


June,l923 


BUS 
mvVSPOKlATlON 


293 


bath  of  oil.  From  this  housing  the 
drive  mechanism  can  be  removed  in 
a  few  moments,  and  bench  adjust- 
ments made  or  a  new  unit  inserteil. 

The  two  sets  of  brakes,  of  the  ex- 
panding type,  are  placed  side  by  side, 
in  21-in.  brake  drums.  Brake  cam- 
shafts are  in  the  same  horizontal 
plane  as  the  axle  drive  shafts.  This 
is  said  to  be  a  particular  advantage 
for  bus  service,  since  the  camshafts 
do  not  interfere  with  the  frame. 

The  brakes  are  actuated  by  a  float- 
ing cam.  This  insures  equal  pres- 
sure of  the  cam  against  both  shoes 
and  compensates  for  unequal  wear  of 
brake  lining.  The  clearance  between 
the  shoes  and  brake  drum  can  Ih' 
equalized  readily  by  means  of  the 
equalizing  screw  shown  in  cross- 
section  BB.  This  is  accomplished  as 
follows:  Apply  the  brakes,  loosen 
equalizer  screw,  then  tighten  screw. 
While  screw  is  loose,  the  equalizer 
bar  connecting  the  two  brake  return 
springs  can  move  up  or  down,  thus 
allowing  the  tension  in  springs  to 
equalize.  Tightening  the  screw  an- 
chors bar  to  brake  spider  again. 


Announcing  Departures 

\NE\V  TYPE  of  board  for  an- 
nouncing the  departure  of  buses 
or  train.s  is  being  introduced  by  the 
Leu  Perpetual  Time  Table  Advertis- 
ing Company,  Chicago,  111.     It  con- 


I^^W-                                                                Tt^l 

T  &  0.  C   R.  R. 

o*-^    *»*^     <*f*%,    .**!S*  \ 

®  •  •  9 

—  ^  ^  55 

i^  9  9  9 

t^^^"""* 

Buuid  for  amiouncements  in 
bus  terminals 


sists  of  a  series  of  clock  dials 
mounted  on  a  base  in  a  frame  and 
covered  with  a  glass  door.  The  in- 
dividual clock  dials  serve  to  indicate 
the  time  of  departure  or  arrival  of 
vehicles  from  a  given  point  or 
destination.  This  type  of  board  is 
intended  to  replace  the  blacklx)ard 
and  chalk  system  used  for  indicating 
arrivals  and  departures. 


Mcdfl  O  engine,  4  x  h-in.  bore  and  stroke,  made  by  Herculet  Company 


.Accessories  in  Tandem  on 
This  Engine 

RECOMMENDED  for  buses  up  to 
.  twenty-nine-passenger  capacity 
is  the  Model  O  engine  built  by  the 
Hercules  Motor  Manufacturing  Com- 
pany, Canton,  Ohio.  This  unit  is  of 
the  L-head  four-cylinder  type,  with 
4-in.  bore  and  5-in.  stroke.  Com- 
plete it  weighs  590  lb.  and  gives  45 
hp.  maximum  at  2,000  r.p.m.  Cylin- 
der heads  are  removable  and  the 
crankcase  and  cylinder  block  are 
cast  in  one  piece.  The  job  is  com- 
pleted by  an  oil  pan  of  pressed  steel. 
The  manifold  is  of  the  hot-spot 
type,  with  exhaust  and  intake  parts 
cast  in  one  piece.  The  crankshaft, 
which  is  supported  by  three  main 
bearings,  is  lubricated  by  the  pre"!- 
sure  system.  Cooling  ma\'  be  either 
by  pump  or  thermo-siphon.  While 
the  standard  construction  includes 
either  a  generator  and  distributor 
for  battery  ignition  or  a  high- 
tension  magneto  without  generator, 
by  a  slight  change  in  the  pump  as- 


sembly a  generator  and  magneto  can 
be  installed,  as  is  often  required  in 
bus  service.  With  this  special  con- 
struction the  drive  to  the  water 
pump  is  shortened,  so  that  gen- 
e  ator  and  magneto  can  be  driven  in 
tandem  through  couplings  from  the 
pump  shaft. 

Suspension  is  of  the  three-point 
type  with  a  trunnion  in  front.  It  is 
said  that  the  engine  is  unusually 
free  from  vibration  because  al! 
reciprocating  and  revolving  parts  are 
tested  for  both  static  and  dynamic 
balance  on  an  Akimoff  machine. 


Cast-Steel  \Mieel  nilli 
Deinouiitahle  Him 

THE  Parker  Wheel  Company, 
Clev«land,  Ohio,  has  produced  a 
cast-steel  wheel  in  which  a  standard 
demountable  rim  is  mounted  directly 
upon  the  spoke  ends.  The  structure, 
as  shown  in  the  drawing,  consists  of 
a  hub  with  T-section  spokes  cast 
integral.   On  the  back  of  these  ."(poke^ 


<jjm> 


I 


Cross  section  of  Parker  wheel 
for  p)icu7nat'c  tires  with  de- 
mountable rims 


7:^^ 


294 


BUS 

TMNSPORTATION 


Vol.2,  No.6 


are  bosses  to  which  the  brake  drum 
is  attached.  The  rim  itself  is  gripped 
by  a  clamping  toggle  on  the  end  of 
each  spoke.  This  exerts  great  pres- 
sure, it  is  said,  when  the  bolts  are 
tightened  only  with  moderate  force. 
An  additional  advantage  is  that 
it  can  be  used  for  "doughnut"  tires, 
taking  20-in.  rims.  Existing  hub 
and  brake  construction  can  be  ap- 
plied, even  though  the  brake  drum  is 
hardly  larger  than  the  rim. 


Register  Type  of  Bus 
Heater 

THE  MODEL  C  Linendoll  heater, 
which  is  made  by  the  Norwalk 
Auto  Parts  Company,  Norwalk,  Ohio, 
is  shown  in  the  accompanying  draw- 
ing. It  is  designed  for  the  limousine 
type  of  bus  body,  where  the  floor  can 
be  cut  open  and  a  register  mounted 
flush  in  the  floor  with  the  heating 
element  underneath. 

A  heater  pan  is  attached  to  the 
floor,  and  inside  this  is  a  heating 
coil  made  of  a  casting  selected  for 
its  radiating  qualities.  The  connec- 
tion to  the  exhaust  system  is  by  a 
flexible  steel  tube,  of  the  interlocked 
asbestos-packed  type.  This  tube 
leads  to  a  valve  which  is  attached  to 
an  opening  cut  in  the  engine  exhaust 
pipe.  The  valve  control  is  by  a  plun- 
ger button  mounted  on  the  instru- 
ment board.  This  button  and  the 
valve  are  connected  by  a  steel  wire 
inclosed  in  a  reinforced  tube,  so  that 
the  valve  is  controlled  just  the  same 
as  the  shutter  on  a  camera.  A  push 
or  a  pull  regulates  the  supply  of  hot 
gases  to  the  heating  coils. 

The  heater  can  be  taken  apart  for 
cleaning  by  removing  three  screws, 
one  holding  the  cover  plate  and  two 
that  hold  the  heating  unit  in  posi- 


Ultimate  twenty-five-passenger  bus  with  Remmele  &  Maier  body 


tion.  After  the  cover  plate  is  re- 
moved, any  dirt  or  other  foreign 
matter  can  be  swept  out  through  the 
center  of  the  pan.  The  bottom  of 
this  pan  has  drain  grooves  so  that 
water  from  melting  snow  can  run  off. 
Because  of  the  design  the  heater 
can  be  installed  in  either  a  crosswise 
or  lengthwise  position.  The  maker 
states  that  one  of  the  Model  C 
heaters  will  heat  a  fifteen-passenger 
bus  satisfactorily,  and  two  are  suffi- 
cient for  larger  buses.  When  two 
are  installed  they  are  usually  placed 
along  the  center  line  of  the  body,  and 
connected  so  the  gases  pass  first 
through  one  and  then  the  other. 


Sedan-Type  Bus  Carries 
Twenty-five  Passengers 

THE  vehicle  represented  in  the  ac- 
companying illustration  consists 
of  a  model  AJL  chassis  built  by  the 
Vreeland  Motor  Company,  Inc.,  New- 
ark, N.  J.,  and  a  Remmele  &  Maier 
body.  The  chassis  has  a  174-in. 
wheelbase,  carrying  twenty-five  pas- 
sengers. The  front  seat  takes  two 
passengers  and  gives  the  driver  his 


Jt^- 


/Heafing  Coil 


•iy-y/ — I  r — v-— V — 1 1 — \'""'"/ — '~~         ■ '  -^  — ' — ~- " 


"(~\v 


rs''^  r^V^  p\:>^  r  V 


•Coyer  Plate 


-253"- 


'Coyer  Pbfe  for 
dectnout  hole 


Flvsh  type  bus  heater,  showing  attachments  for  heater  pan  and  h-eating  unit 


Smoking  compartment  at  rear  of 
Uhimate  bus 

proper  position  at  the  left,  thus 
losing  a  seat. 

A  feature  of  the  chassis  is  the 
Buda  model  EBV  bus  engine,  which 
has  a  counter-balanced  crankshaft. 
The  chassis  is  similar  to  the  regular 
Ultimate  bus  model  built  for  speed, 
and  has  61  to  1  rear-axle  gear  ratio. 
Dual  pneumatic  tires  are  mounted  on 
Dayton  steel  wheels.  This  wheel, 
which  was  described  in  the  Septem- 
ber, 1922,  issue  of  Bus  Transporta- 
tion, is  of  the  spoke  type  so  that  the 
air  valves  of  both  dual  tires  are 
available  from  the  outside.  Tires  are 
mounted  on  Firestone  demountable 
rims  the  same  as  in  passenger  car 
construction,  the  rear  tire  coming  off 
the  outside  wheel.  Another  advan- 
tage claimed  is  that  the  air  valves 
are  so  easily  reached  that  the  pres- 
sure of  both  tires  can  be  kept  even. 

Passengers  enter  the  body  through 
five  doors  on  the  right-hand  side.  The 
front  four  of  these  lead  to  straight- 
through  seats  and  provide  comfort- 
ably for  sixteen  passengers,  although 
on  a  pinch  five  small  people  could  use 


June,1923 

them.  Back  of  these  seats  is  a  par- 
tition which  forms  a  rear  smoking 
compartment,  accommodatinK  eleven 
passengers. 

The  length  of  the  body  over  all  is 
17  ft.  ()  in.,  and  the  height  from  the 
ground  to  the  top  of  the  roof  is  7  ft. 
7  in.  Headroom  from  tloor  to  ceiling 
is  56  in.,  this  following  limousine 
practice,  since  it  is  not  e.xpected  that 
the  passengers  will  stand  erect  or 
that  they  will  1  e  taken  on  and  let  off 
at  short  intervals. 


BUS 

lKA.MSK)KTAnON 

illustrated.  The  latter  is  of  the 
swivel  type,  so  that  the  screw  can  be 
used  either  parallel  to  or  at  right 
angles    to    the    base.     Material    for 


(](>inl)in;iti<>ii  T>\<»-\N  ay  and 
Tliree-W  ay  Puller 

THE  GreL)  Company,  Inc.,  Boston, 
Mass.,  includes  in  its  line  of 
service  station  eciuipment  a  combina- 
tion puller,  which  has  a  set  of  short 
jaws  for  close  work,  such  as  taking 
off  rear  wheels,  and  long  jaws,  which 


Greb  puller  for  heavy  duty  service 

are  adjustable,  for  other  purposes. 
While  three  jaws  are  shown  in  the 
illustration,  an  extra  yoke  is  provided 
so  that  by  taking  off  one  of  the  long 
arms  it  can  be  transformed  into  a 
two-way  puller. 

On  all  Greb  pullers,  the  frames  and 
center  bodies  are  malleable  iron,  thv 
jaws  are  drop  forged  steel,  and  th;- 
screw-  has  a  United  States  standanl 
thread  and  is  case  hardened.  .A 
variety  of  weights  and  sizes  are 
made  for  all  kinds  of  work. 


295 

a  rear  wheel  onto  a  tire  press  in 
a  large  bus  maintenance  shop.  In 
such  work  the  hoist  would  be  useful, 
of  course,  for  handling  rear  axles  or 
other  heavy  parts,  for  which  the  tire 
press  might  be  applied  in  assembling 
or  dissembling. 


TuiHK  of  anti-ratllern  with  lorh- 
ing  feature.  On  left,  swivel 
type  construction 

these  anti-rattlers  is  brass,  heavily 
nickel-plated.  The  screws  can  be 
supplied  in  lengths  from  1  to  15-in., 
for  any  style  base. 


Elfctrir  Hoist  for  .Mono- 
rail Sii|)|»ort 

A  ONE-MAN  electric  hoist,  called 
the  Lift -About,  is  made  in 
1,000-  and  2,000-lb.  capacities  by  the 
Shepard  Electric  Crane  &  Hoist 
Company,  Montour  Falls,  N.  Y. 

This  device  has  the  Shepard 
balanced  drive  and  oil-bath  lubrica- 
tion for  gears  and  running  parts. 
Mechanical  and  electrical  operating 
mechanism  is  inclosed  in  metal  hous- 
ings. The  Zobell  electric  motor  is 
designed  for  hoisting  service  and 
can  be  furnished  for  either  alternat- 
ing or  direct  current. 

One  of  these  hoists,  mounted  on 
an   overhead   rail,    is   shown    lifting 


Look-Type  Anti-Haltlers 

THF]  Autociuip  Manufacturing 
Company,  Inc.,  Rochester,  N.  Y., 
is  supplying  anti-rattlers  that  can  be 
locked  so  as  to  hold  the  window  in 
position,  in  several  different  designs. 
Two  of  these,  Nos.  501  and  506,  are 


Let  llu'  (j)olin«;  IJrrezes 
lilow 

INTENDED  to  drive  out  fumes  and 
create  added  comfort  in  closed 
vehicles  are  the  "Limo-Sedan"  fans 
made  by  Knapp  Electric  &  Novelty 
Company,  New  York,  N.  Y.  As 
shown  here,  the  fan  is  furnished 
complete  with  brackets  for  attaching 
in  the  body,  and  also  with  a  wire 
guard.  A  fan  of  this  sort  is  claimed 
by  the  manufacturers  to  be  prac- 
tically a  hot  weather  necessity,  since 
it  keeps  the  cool  air  passing  through 
the  vehicle,  and  is  especially  useful 
for  this  purpose  during  stormy 
weather  when  all  the  windows  must 
be  closed.  Two  sizes  are  furnished, 
with  blades  6  in.  and  8  in.  in  diam- 


Shepard  Lifl-A  hoitt  electric 
hoist  placing  rear  wheel  on  tire 
press 


Knapp  electric  fan   adapted   ior 
bus  service 

eter.  The  blades  are  finished  in 
nickel,  while  the  guard  and  motor 
are  black  japan.  Either  6-volt  or 
12-volt  windings  can  be  supplied. 
The  connecting  cord  furnished  with 
the  fan  is  6  ft.  long. 

Current  rating  is  2  amp.  for  either 
the  6-volt  or  r2-volt  winding.  The 
6-in.  fan  weighs  2  lb.  ready  for  in- 
stallation, while  the  shipping  weight 
is  3  lb.  The  8-in.  fan  is  some- 
what heavier  (  71b.  shipping  weight), 
since  it  has  a  metal  base  as  well  as 
wire  guard  included  with  the  6-in. 
type.  Otherwise  the  construction  of 
the  two  sizes  is  much  the  same,  the 
larger  (8  in.)  being  recommended 
for  applications  where  it  is  necessary 
to  displace  a  considerable  volume  of 
air. 


296 


BUS 

THANSPORrATION 


Vol.2,  No.6 


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298 


BUS 

TMNSPORTAllON 


What  theAssociations 

are  doin^ 


Si  •'^i « 


News  and  happenings 
of  the  associations. 
Proceeiling-s  of  interest 
to  the  bus  transporta- 
tion incUistry, 


Traffic  Soloiis  Stress  Safety 

At  Annual  Meeting  National  Highway  Traffic  Association  Discusses   Relief  of 

Traffic  Congestion  and  Suggests  Federal  Regulation  of  Motor  Transport 

— Place  of  Highways  in  National  Transportation  Explained 


SAFETY  came  first,  and  other  sub- 
jects trailed  along,  at  the  annual 
meeting  of  the  National  Highway 
Traffic  Association,  held  on  May  10  in 
New  York  City.  Making  the  highway 
safe  for  the  vehicle  seemed  to  take 
first  place  in  the  proceedings.  This 
was  evidenced  by  the  hearty  approval 
given  the  railways'  campaign  to  lessen 
accidents  at  gi-ade  crossings.  Also  by 
the  favorable  reception  of  reports  ad- 
vocating such  matters  as  traffic  sepa- 
rating lines  to  serve  as  positive  visible 
gages  on  curves  and  straightaways; 
standardization  of  traffic  devices  in  the 
cities,  and  of  danger  signals  on  rural 
highways;  and  the  proper  construction 
of  curves,  as  regards  banking  and 
guard-railing,  to  lessen  accidents. 

The  other  phase  of  the  problem,  mak- 
ing the  vehicle  and  its  operator  safe 
for  the  highway,  also  received  due  at- 
tention. Better  drivers,  better  brak- 
ing, and  more  conservative  loading  of 
motor      trucks      were      favored,      and 


methods  proposed  to  get  them.  A  new 
caution  plate  recently  adopted  by  the 
National  Automobile  Chamber  of  Com- 
merce was  described  by  David  C. 
Fenner,  International  Motor  Company, 
New  York.  This  plate,  which  will  be 
filled  in  by  the  chassis  maker,  shows 
the  chassis  weight  and  the  total  weight 
of  body,  equipment  and  load  that  the 
chassis  should  carry.  It  has  two  pur- 
poses: to  prevent  overselling  and  to 
discourage  over-rating,  particularly  in 
license  applications. 

Common  carrier  control  of  motor 
vehicles  is  growing  steadily,  according 
to  a  report  presented  for  the  associa- 
tion committee  on  motor  vehicle  fran- 
chises. This  summarized  the  law- 
making efforts  of  state  legislatures 
during  the  current  year,  giving  infor- 
mation that  has  already  appeared  in 
Bus  Transportation. 

Progressive  traffic  control,  rather 
than  the  synchronous  method  now  used 
in   most  of  our  large   American   cities. 


Vol.2,  No.6 

was  strongly  urged  in  a  report  pre- 
sented by  Prof.  Louis  W.  Mclntyre  of 
the  University  of  Pittsburgh.  On 
main  thoroughfares  the  traffic  lights 
would  be  changed  progressively  along 
their  length,  and  the  traffic  would  move 
in  platoons.  A  vehicle  having  joined 
a  given  platoon  would  remain  there 
throughout  its  journey  on  the  main 
thoroughfare,  and  the  platoon  would 
make  the  complete  trip  without  stop- 
ping, except  in  case  of  emergency. 
Crosstown  traffic  would  pass  between 
platoons,  which  would  be  spaced  ac- 
cording to  traffic  conditions. 

OPEatATE   Cautiously   Over   Crossings 

H.  A.  Rowe  of  the  Delaware,  Lacka- 
wanna &  Western  Railroad,  in  pre- 
senting a  report  on  safety  regulations 
at  grade  crossings,  said  that  in  1922 
1,810  persons  were  killed  and  5,383  in- 
jured at  such  crossings.  The  American 
Railway  Association,  he  announced, 
will  renew  this  year  its  crossing  safety 
campaign,  using  newspapers,  motion 
pictures,  road  bulletins,  pictures  on 
windshields,  and  other  methods  to  drive 
home  its  "Cross  Ci'ossings  Cautiously" 
slogan. 

Mr.  Rowe  made  the  following  sug- 
gestions of  interest  to  operators: 

1.  Licensing  officers  should  exercise 
increasing  care  in  granting  licenses 
only  to  those  physically  and  mentally 
qualified.  Minimum  eye  and  ear  stand- 
ards should  be  established.  A  certifi- 
cate of  a  reputable  ophthalmologist  and 
aurist  should  accompany  application 
for  license. 

2.  It  should  be  illegal  to  drive  a  car 
over  a  railroad  track  at  a  higher  rate 
of    speed    than    10    m.p.h.,    and    there 


CROSS  CROSSINGS  CAUTIOUSLY 


IN  FIVETYEARS  ^ 
9,101    KILLED 
24,206   INJURED 


Descriptive  poster  by  means  of  ivhich  the  Lony  IxJiiiui  Railroad  prearhes  safety 


June, 1923 


BUS 

TRANSI-UKTATION 


299 


should  be  established  a  sufficient  police 
force  in  every  community  to  make  this 
rule  effective. 

3.  All  automobiles  carrying  freight 
or  passengers  for  hire  should  come  to 
a  full  stop  between  25  and  75  ft.  from 
railroad  crossings,  not  to  proceed  until 
the  way  is  shown  to  be  clear.  This 
can  be  made  effective  by  rewards  upon 
conviction. 

Interstate  Regulation  Favored 

Highway  transport  clearing  houses 
were  dL^cussed  in  a  report  prepared  by 
Tom  Syndcr,  secretary  .\ational  Asso- 
ciation of  Commercial  Haulers,  Indian- 
apolis. These  clearing  houses  are 
needed  to  centralize  the  demand  and 
supply  for  short-haul  freight  carried  by 
motor  transport,  and  the  report  recom- 
mended that  the  association  confer 
with  the  Interstate  Commerce  Commis- 
sion, with  a  view  to  the  early  develop- 
ment of  interstate  motor  transport 
regulation.  Action  by  the  Interstate 
Commerce  Commission  would  tend 
greatly  to  stabilize  state  regulation,  in 
the  enactment  of  which,  especially  as 
to  rates,  schedules  and  fixed  routes, 
great  obstructive  errors  have  been  and 
will  continue  to  be  made,  according  to 
the  report. 

The  concluding  feature  was  a  report 
on  the  function  of  streets  and  highways 
in  our  national  transportation,  pre- 
sented by  J.  Rowland  Bibbins,  consult- 
ing transportation  engineer,  Washing- 
ton, D.  C.  To  take  care  of  the  steady 
growth  of  transportation  demands  and 
the  limited  capital  supply,  Mr.  Bibbins 
recommended  that  highway  transport 
should  be  regarded  as  a  complete 
business,  including  both  roadway  and 
vehicles,  and  it  should  carry  its  own 
burdens  on  the  "pay-as-you-use"  plan. 

Rail  systems,  he  thought,  both  steam 
and  electric,  should  have  the  prior 
right  of  and  be  encouraged  in  adopting 
motor  transport  where  economically 
justifiable,  to  avoid  needless  dissipa- 
tion of  inve.stment  and  insure  lowest 
combined  transport  costs. 

The  u.se  and  support  of  public  streets 
and  highways  have  now  become  an 
essential  part  of  a  whole  transport 
plan.  The  public,  therefore,  must  now 
determine  whether  its  own  best  inter- 
ests lie  in  competition  or  co-ordination; 
taxation  or  subsidy;  whether  such  use 
is  in  public  or  private  interest.  Dis- 
crimination will  likely  ensue  unless  the 
policy  is  broadly  conceived. 


Simplification  Commiltee  Plans 
Future  Activities 

THE  Automotive  Simplified  Prac- 
tice Committee  met  on  May  15  at 
the  office  of  the  Motor  and  Accessory 
Manufacturers'  Association,  New  York. 
Seven  of  the  thirteen  as.sociations  in- 
cluded in  its  membership  were  repre- 
sented. M.  L.  Heniinway,  chairman  of 
the  committee,  presided.  R.  S.  Burnett, 
standards  manager  of  the  Society  of 
Automotive  Engineers,  was  elected 
permanent  secretary  of  the  committee. 
G.  R.  Lundane,  representing  the  Automo- 


.MiTtinf^s 


( !(>iiv<-iiti<)n> 
uutl  txliibits 


June    19    to   23  —  Society    of    .\uiotno- 

ilvv    Kn^liifem,    Surnni*;r    Mt'^-'ting. 

Sprlns    I-iik.',   N.  J. 
June    26-27 — .Vulonioblle    Body    LtuUd- 

era'   AMsoetutlon,  Detroit.   M(rh. 
June    20-2!t  —  Automotive      Kiiul|)rniiit 

.VxHoclutlun.   luxvlllr   Xoiili.   .>;.    II. 
June  2.")  to  30 — Annual  nieelInK  "f  -\"i. 

.SiKjIety       of       Ti-HtlMi;       Mat.rlals. 

Chalfonte-lladdon     Hall.     .Atlantic 

City.    X.   J. 
July    10-11 — Wa.shinKton    Auto    Trunii- 

purtatlon      Association,      Tacomu. 

Wiiah. 
July     H-15 — Idaho    Automotive    Trade 

.\H.soclatlon,  Twin   Kails.   Idaho, 
July    23     to     24 — National    Automohile 

Dealers'  Association,  Hotel  Drake. 

I'hIcaKo.    III. 
July    23 — Semi-annual    meeting    of   the 

.Mahania    Automotive    Trades    As- 

.soetatloii.    Mobile.   Ala. 
ijct.     1-J — National    Safety    Council    & 

Kxhlhlt,  lEurralo.  N.  V. 
Oct.  25-28— Soeieiy  of  .\utomotlve  En- 

Slnevra      tProducllon),     Cleveland, 
hlo. 
I  I.e.      19 — Philadelphia     Motor     Truck 
Assi.elatlnn.    Philadelplii.i     I' i 


tive  Equipment  Association,  was  elected 
a  member  of  the  executive  committee. 
A  report  from  the  battery  coinmittee 
(see  page  252,  May  issue  Bus  Trans- 
portatio.n)  was  presented  by  A.  D.  T. 
Libby  of  the  Automotive  Electrical 
Association.  The  result  of  a  study  of 
questionnaires    sent    out    by    the    Na- 


tional Automobile  Chamber  of  Com- 
merce indicates,  according  to  Mr. 
Libby,  that  about  85  per  cent  of  all  cars 
made  in  the  United  States  are  using 
four  interchangeable  size*  of  battery. 

After  discussing  various  phases  of 
battery  standardization,  it  was  decided 
that  car  manufacturers  could  easily 
standardize  one  or  two  lengths  of  com- 
partment. The  hei);ht  and  width  of 
compartment  have  already  been  stand- 
ardized by  the  Society  of  Automotive 
Engineers.  It  was  voted  therefore  to 
request  the  S.  A.  E.  standards  com- 
mittee to  give  early  coniiideration  to 
this  matter. 

A  report  submitted  by  C.  F.  Clark- 
son  recommended  the  standards  for 
spark  plugs,  brake  linings  and  piston 
rings  and  grooves,  as  the  most  likely 
for  future  work,  in  carrying  on  the 
committee's  purpo.se  to  increase  the  use 
of  existing  standards.  Others  sug- 
gested were — radiator  caps,  gasoline 
tank  caps  and  sizes  of  nuts  and  bolUi  as 
affecting  wrench  fits.  It  was  finally 
decided  to  start  with  radiator  and  tank 
caps.  E.  V.  Hennecke  of  the  National 
Hardware  Associati(jn  and  .■\zel  Ames 
of  the  American  Automobile  Associa- 
tion were  appointed  a  committee  to  re- 
port on  the  present  cap  standards  at  the 
next  meeting,  which  will  be  held  on 
June  14  in  New  York. 


Traiisporlatioii  in  All  Its  IMiases 

Plans    Made   for   Railroad   Rescue   Work    by    the    Inited    States    Chamber    of 

Commerce — State  Regulation  for   I'tilities   Is  Favored  as  Again-it 

Control    bv     Local    .\ulhoritie-. 


AT  THE  eleventh  annual  meeting  of 
the  Chamber  of  Commerce  of  the 
United  States,  held  May  8-11  at  New 
York,  the  view  of  the  Chamber  on  the 
transportation  problem  was  summed 
up  in  a  resolution  adopted  at  the  closing 
session,  which  described  the  activities  of 
the  Transportation  Conference  formed 
recently  under  the  auspices  of  the 
Chamber.  The  task  of  this  conference, 
which  Is  s  huge  committee  representing 
various  interests,  is  to  prepare  a 
"forward-looking  program  for  the  sys- 
tematic development  and  co-ordination 
of  all  forms  of  transportation  facilities, 
whether  by  rail,  water  or  highway." 
Among  the  objects  which  it  is  hoped  to 
accomplish  is  the  insuring  of  a  constant 
and  uninterrupted  flow  of  commerce  in 
the  public  interest,  the  making  of  rate 
adjustments  on  a  scientific  basis  equally 
just  to  the  shippers,  the  carriers  and 
the  ultimate  consumers,  and  thus  en- 
able the  carriers  to  provide  necessary 
additional  facilities,  earn  a  fair  return 
on  their  investments,  and  at  the  same 
time  reasonably  compensate  all  loyal 
and  efficient  employees. 

.\t  the  opening  session  Herbert 
Hoover,  Secretary  of  Commerce  of  the 
United  States,  stressed  the  need  for 
confidence,  and  courage  as  well,  if  we 
are  to  hold  on  to  our  present  prosperity. 
The  preservation  of  initiative  and  the 
safeguarding  of  the  rew^ards  of  in- 
divitlual    effort,   character   and    ability. 


are  keystones,  the  Secretary  said,  which 
must  be  preserved,  "for  when  all  is 
said  and  done  the  finest  flowers  of  civil- 
ization do  not  grow  from  the  cellars 
of  poverty  any  more  than  they  grow 
from  the  palaces  of  extravagance.  They 
grow  from  the  bettering  comforts  and 
well-being  of  the  whole  of  great 
peoples." 

The  shortage  of  transportation,  to 
the  Secretary's  mind,  is  one  of  the  great 
wastes  in  our  economic  machines.  It  is 
the  most  profound  and  far-reaching 
deterrent  upon  our  growth.  It  imposes 
great  costs  upon  production.  The  causp 
of  this  shortage,  he  believes,  is  the  coi.- 
tlnued  strangulation  of  railroad  finances 
experienced  before  the  enactment  of  the 
present  (1920)  transportation  law. 
While  the  ultimate  solution  of  the 
transportation  problem  depends  upon 
further  study  by  government  and  pri- 
vate organizations,  Secretar>'  Hoover 
recommends  that  all  the  local  chambers 
of  commerce  and  business  organizations 
definitely  organize  to  co-operate  with 
every  local  railway  official  as  an  aid 
in  handling  the  vast  volume  of  com- 
modities now  being  produced  and  con- 
sumed. 

The  motor  vehicle  work  of  the  Trans- 
portation Conference  was  reported  on 
by  its  chairman,  A.  H.  Swayne,  vice- 
president  General  Motors  Corporation. 
Mr.  Swayne's  report  told  of  how  his 
committee  is  studying   the   relation   of 


300 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


the  highway  and  motor  transport  to 
other  transportation  agencies.  So  far 
three  sub-committees  have  been  formed, 
these  taking  up  the  use  of  the  high- 
ways by  motor  vehicles,  motor  service 
in  connection  with  railroad  freight 
terminals,  and  the  legal  aspect  of  high- 
way transport  in  its  relation  to  other 
carriers.  In  addition  a  special  report 
is  under  way  covering  the  use  of  gas- 
oline equipment  by  rail  lines. 

In  the  electric  railways  and  motoi"s 
field,  the  report  indicated,  some  ex- 
amples of  recent  operation  indicate  that 
there  is  a  place  for  supplemental  use 
of  the  motor  bus  by  electric  railways, 
and  that  some  method  of  co-ordination 
is  possible  which  will  eliminate  unneces- 
sary competitive  charges  to  the  public, 
while  still  preserving  the  flexibility  of 
service,  in  which  the  public  is  most 
interested. 

At  one  of  the  general  sessions  the 
development  of  a  national  system  of 
rail,  water  and  highway  transport  was 
considered.  The  Hon.  C.  A.  Newton, 
member  of  the  U.  S.  House  of  Repre- 
sentatives from  Missouri,  spoke  in  favor 
of  the  improvement  of  our  inland  rivers, 
so  as  to  make  them  available  for 
navigation.  He  also  favored  legislation 
that  would  guarantee  to  the  investor  of 
river  equipment  freedom  from  ruinous 
and  confiscatory  competition.  Charles 
H.  Markham,  president  Illinois  Central 
Railroad,  said  that  as  competitors  the 
waterways  and  highways  have  an  un- 
fair advantage  over  the  railroads.  It 
is  inimical  to  the  public  welfare  to 
develop  motor  vehicle  transportation 
upon  a  subsidized  basis  at  the  expense 
of  the  patrons  of  the  unsubsidized  rail- 
roads. Where  commercial  conditions 
are  favorable  to  the  use  of  motor  trucks 
transporting  goods  for  short  distances 
Mr.  Markham  favored  the  construction 
of  short  stretches  of  hard-surface  roads 
designed  and  designated  primarily  for 
the  use  of  motor  trucks.  Elsewhere,  he 
said,  the  railroads  are  not  opposed  to 
the  building  of  good  roads,  provided 
motor  vehicles  operated  thereon  for 
commercial  -purposes  pay  a  fair  share 
of  the  cost. 

Speaking  for  the  motor  vehicle,  Roy 
D.  Chapin,  chairman  of  the  board,  Hud- 
son Motor  Car  Company,  IXetroit,  Mich., 
said  that  the  motor  car  meets  a  uni- 
versal need,  and  that  its  far-reaching 
influence  must  be  understood  before 
attempting  to  analyze  highway  trans- 
port in  relation  to  other  agencies  of 
transportation.  Actual  competition  be- 
tween rail  and  motor  carriers  today  is 
negligible  as  regards  the  transporta- 
tion of  freight,  and  where  it  does  exist 
this  competition  is  largely  due  to  the 
fact  that  the  rail  lines,  suff"ering  from 
undue  regulation,  and  cramped  beyond 
reason  financially,  have  been  unable 
to  provide  desired  facilities.  The  motor 
vehicle  operator  does  not  want  and  does 
not  believe  in  the  long  haul  of  freight, 
save  under  exceptional  conditions  which 
usually  have  been  forced  upon  him.  In 
the  case  of  passenger  travel,  perhaps 
the  steam  lines  would  do  well  to  con- 
sider  long  haul    bus    operation,   partic- 


ularly in  scenic   country,   as   a   supple- 
ment to  their  rail  facilities. 

After  referring  to  the  fact  that  trac- 
tion operators  are  now  going  into  the 
bus  field,  Mr.  Chapin  suggested  that 
London  and  Paris  might  have  some- 
thing to  teach  us  in  the  handling  of 
mass  transportation  on  the  main  thor- 
oughfares of  cities.  In  any  city  the 
present  public  utility  operating  mass 
passenger  transportation  should  be 
ever  ready  to  give  the  public  the  par- 
ticular type  of  service  it  wants,  even 
though  it  may  call  for  supplementing 
its  equipment  with  a  new  medium. 
Care  must  be  taken,  of  course,  to  pro- 


tect the  public  against  the  evils  of 
either  unwise  monopoly  or  too  drastic 
regulation. 

In  the  opinion  of  the  Chamber,  as 
expressed  in  one  of  the  resolutions 
presented  during  the  final  session,  the 
principle  of  regulation  through  a  body 
created  by  the  state  has  been  recog- 
nized throughout  the  country  as  best 
calculated  to  result  in  decisions  equi- 
table alike  to  the  utilities  and  their 
patrons.  To  delegate  such  authority 
to  local  authorities  would  represent 
retrogression,  and  its  consequences 
would  be  detrimental  to  the  best  in- 
terests of  the  public. 


Auto  Bus  Association  of  New  York  State 
Meets  in  Syracuse 


ON  May  17,  at  the  Onondaga  Hotel, 
Syracuse,  the  Auto  Bus  Associa- 
tion of  the  State  of  New  York  held  its 
second  quarterly  meeting  of  the  year. 
Vice-president  F.  D.  Carpenter,  Water- 
town,  N.  Y.,  presided.  At  the  morning 
session.  Secretary  J.  J.  Dadd  reviewed 
the  accomplishments  of  the  four  previ- 
ous meetings,  mention  of  which  has 
already  been  made  in  earlier  issues  of 
Bus  Transportation.  He  also  re- 
viewed the  association's  activities  dur- 
ing the  recent  session  of  the  State 
Legislature.  He  stated  that  this  was 
the  first  year  that  any  one  representing 
the  motor  bus  industry  of  the  state 
had  appeared  at  committee  hearings  on 
bills  affecting  the  industry.  Much 
favorable  comment  was  evident  when 
the  committees  learned  that  the  asso- 
ciation represented  forty-five  individual 
companies  or  owners  of  buses  with 
a  capital  investment  of  nearly  $6,000,000 
in  transportation  facilities. 

Watertowm,  he  stated,  now  has  the 
largest  number  of  members  in  the 
association,  and  all  lines  coming  into 
that  city,  with  one  exception,  have 
allied  themselves  with  the  association. 
The  strongest  appeal  that  the  asso- 
ciation ever  had  for  membership  is 
now  available,  and  that  is  the  arrange- 
ment that  has  just  been  completed  with 
the  Merchants  Mutual  Insurance  Com- 
pany of  Buffalo  to  write  liability  insur- 
ance for  the  members,  provided  they 
will  conduct  their  business  along  sound 
lines. 

The  treasurer's  report  for  the  period 
Dec.  28,  1921,  to  May  16,  1923,  showed 
the  receipts  had  been  $1,0.')0.50,  and 
the  expenses  for  the  same  period  had 
amounted  to  $1.07.'i.65,  leaving  a  cash 
deficit  of  $2.5.1.'').  There  is  outstanding 
however,  nearly  $7.50  for  dues  pay- 
able from  members. 

E.  B.  Burritt,  manager  National 
Motor  Transport  Association,  New 
York,  led  an  informal  discussion  on 
the  necessity  of  bus  oviTiers  having 
some  systematic  method  of  collecting 
fares.  He  spoke  of  the  laxity  that 
had  come  to  his  attention,  and  urged 
that  if  the  industry  is  to  go  forward 
bus  owners  should  use  carefully  devised 


systems  that  will  enable  a  closer  check 
to  be  made  on  fare  collections.  The 
discussion  brought  out  a  considerable 
difference  of  opinion.  One  operator 
thought  that  if  he  installed  such  a 
system  it  would  react  against  him, 
because  the  patrons  of  his  buses  would 
think  he  did  not  trust  them  to  pay  their 
fares. 

Others  who  spoke  argued  that  the 
bus  man  must  establish  himself  in  the 
eyes  of  his  patrons  as  conducting  his 
affairs  on  a  regular  business  basis, 
otherwise  they  would  not  believe  that 
he  was  right  if  he  ever  had  to  ask  for 
increased  rates. 

C.  W.  Stocks,  Bus  Transportation, 
described  the  fare  receipts  used  by  the 
Capital  Bus  Lines  of  Ottawa,  Canada. 
Mr.  Burritt  also  spoke  of  the  Mac- 
Donald  system  of  fare  collection  and 
told  of  its  successful  use  on  the  Dela- 
ware Rapid  Transit  line  running  out 
of  Wilmington.  He  also  mentioned  the 
Ohmer  register,  the  International 
counting  register  and  the  Johnson 
registering  fare  box,  all  of  which  have 
a  particular  place  in  fare  collection 
systems. 

At  the  afternoon  session  Secretary 
Dadd  spoke  on  the  benefits  of  member- 
ship in  the  association  and  urged  non- 
members  in  attendance  to  enroll.  J.  R. 
Young,  Merchants  Mutual  Liability- 
Insurance  Company,  Buffalo,  said  ve-" 
often  the  results  from  association- 
membership  were  largely  of  indirect 
benefit,  and  it  was  difficult  to  say  in 
dollars  and  cents  just  how  much  each 
member  gained. 

R.  N.  Falge,  engineering  department 
National  Lamp  Works,  Nela  Park, 
Cleveland,  Ohio,  gave  an  illustrated 
talk  on  interior  illumination  of  motor 
buses.  He  told  of  the  tests  that  had 
been  conducted  by  his  laboratory  and 
said  an  experimental  job  had  recently 
been  installed  on  one  of  the  Cleveland- 
Akron  buses  where  its  operation  could 
be  closely  watched.  This  installation 
has  very  materially  improved  the 
quality  and  quantity  of  light.  This 
was  due  in  part  to  the  fact  that  in- 
wiring  the  lamps  a  three-wire  scheme 
was   used    instead    of   the   simple   two- 


June,1923 


BUS 

IRVVSHORTAllON 


301 


wire  line.  This  eliminated  the  drop  in 
voltage  on  the  end  lamp  and  materially 
increased  the  amount  of  illumination. 

The  use  of  standard  2,  4  and  21 -cp. 
lamps  was  urged  wherever  possible,  as 
it  simplified  the  renewal  problem.  Two- 
(andlepower  lamps  are  recommended 
for  use  on  dash  and  fare  box.  For  use 
in  tail  lights,  on  steps,  as  side  narker 
lamps  and  for  running  lights,  the  4-cp. 
lamps  are  suggeste<l.  In  all  other 
places,  as  interior  lights,  headlamps, 
spot  light,  signals,  the  21-cp.  lamps 
should  be  used.  Such  a  layout  simpli- 
fies the  renewal  problem  by  decreas- 
ing the  number  of  types  of  lamps  used. 

Mr.  Falge  also  told  how  headlights 
should  be  adjusted  so  as  to  avoid  glare, 
thereby  insuring  more  safety  in  night 
operation. 

Liability  Insurance 

J.  R.  Young,  president  Merchants 
Mutual  Insurance  Company,  Buffalo, 
explained  the  plan  just  worked  out 
with  the  association  to  carry  liability 
insurance  for  its  members.  This  plan 
covers  a  two-year  arrangement,  which 
can  be  canceled  at  the  end  of  the 
period  on  a  prorated  basis,  after  which 
the  association  may  start  its  own  com- 
pany, if  it  so  elects.  Otherwise  a 
separate  company  will  be  formed  to 
carry  the  bus  insurance. 

Th-?  plan  was  worked  out  on  the  basis 
of  writin'r  liability  insurance  for  at 
least  100  buses  annually,  at  rates  which 
will  be  from  12J  to  15  per  cent  less 
than  those  charged  by  .stock  companies 
for  similar  protection.  Strict  accounts 
will  be  Kept  of  all  losses  paid,  so  that 


instead  of  receiving  dividends  at  the 
end  of  the  year  policyholders  can  secure 
their  insurance  at  decreased  rates  as 
soon  as  it  is  evident  that  the  present 
rates  are  more  than  sufficient  to  meet 
all  payments  accruing  under  the 
policies  written. 

As  a  safeguard  the  insurance  com- 
pany will  have  its  regular  staff  of 
represL'ntatives,  now  numbering  300, 
and  scattered  all  over  the  state,  supple- 
mented by  inspectors  whose  duty  it 
will  be  to  report  on  conditions  of  oper- 
ation as  observed.  .Special  attention 
will  be  paid  to  speed  of  the  buses,  their 
condition,  the  roads,  grades,  etc.,  all 
with  a  view  to  determining  the 
character  of  risk. 

The  insurance  company  also  demands 
that  the  bus  owners  have  some  regular 
system  of  inspecting  their  buses  and 
that  they  be  kept  in  safe  operating 
condition.  Of  especial  interest  to  the 
bus  owner  is  the  plan  to  make  yearly 
allowances  for  all  days  that  buses  are 
not  actually  in  service.  Under  the 
terms  of  the  policy  the  bus  owner  must 
krep  a  record  of  the  buses  in  service  by 
days.  These  records  are  in  turn  sent 
regularly  to  the  insurance  company 
and  adjustments  made  in  premiums 
paid  every  twelve  months. 

In  pointing  out  the  safety  of  the 
mutual  insurance  plan,  Mr.  Young  said 
that  as  an  added  protection  to  the 
policyholders  the  insurance  company 
had  secured  reinsurance  of  its  assets, 
to  prevent  assessments.  Not  since  the 
company  has  been  in  business  has 
more  than  50  per  cent  of  the  premiums 
been  used  to  pay  losses. 


Ohio  Motor  Bus  Men  Fornii?i*i  Their  Own 
Insurance  Company 


OHIO  motor  bus  men  are  forming 
their  own  insurance  company  and 
will  save  commissions  and  fees  which 
liability  insurance  compan-es  would 
charge  were  they  to  handle  the  policies 
on  motor  buses  and  trucks  which  the 
new  Ohio  bus  regulation  law  requires. 

This  is  one  of  the  interesting  develop- 
ments in  the  still  youthful  career  of  the 
motor  bus  in  Ohio  and  of  the  Ohio 
Motor  Bus  Owners'  Association  in  par- 
ticular, which  has  now  a  membership 
of  200  companies.  With  the  enactment 
of  the  Freeman-Collister  bill  by  the 
Legislature  the  bus  and  truck  business 
found  itself  on  a  stable  and  well  reg- 
ulated basis  for  the  first  time.  The 
association  is  vastly  pleased  with  the 
new  law,  with  the  tax  rates  applied  to 
the  industry  and  the  regulatory  phases 
provided  under  the  state  utilities  com- 
mission. It  spe'.ls  the  elimination  of 
so-called  "wildcat"  bus  and  truck  oper- 
ation and  places  the  industry  on  a  par, 
so  to  speak,  with  the  traction  and  other 
transportation  media  which  are  reg- 
ulated by  the  commission. 

At  a  meeting  of  the  organization  on 
April  30  the  new  law  was  explained  in 
detail  by  attorneys  and  officers  of  the 
company.     A  committee  was  named  to 


highways  to  be  traversed  and  the  points 
to  be  touched.  Sample  schedules  and 
tariffs  are  included  for  the  guidance 
of  the  applicant. 

Rules  covering  the  operation  of  buses 
and  trucks  are  set  forth  in  detail,  with 
regard  to  the  kind  of  persons  who  may 
act  as  drivers  and  their  conduct  while 
in  service,  as  well  as  the  seating  of 
passengers.  A  schedule  of  require- 
ments to  be  followed  by  the  bus  men 
in  case  of  acc'dent  is  also  attached,  in- 
dicating what  shall  be  included  in  the 
report  to  the  commission. 

Officers  of  the  association  were  be- 
sieged with  agents  of  insurance  com- 
panies as  soon  as  the  law  was  pa^ise<l, 
in  view  of  its  provisions  requiring  the 
taking  out  of  liability  insurance  and  the 
giving  of  bond  covering  injury  or  death 
to  passengers  and  property.  It  was  be- 
cause of  this  largely  that  the  associ- 
ation decided  upon  a  system  of  self- 
insurance,  and  this  is  now  being  worked 
out  in  detail.  An  insuring  company, 
composed  of  practical  bus  men,  is  being 
formed  and  will  be  incorporated  in  the 
near  future.  Trustees  are  to  be  named 
representing  the  Ohio  Motor  Bus  Own- 
ers' Association  and  the  Ohio  Motor 
Haulers'  Association  and  will  be  an- 
nounced soon. 

The  rates  of  taxation  under  the  regu- 
latory bill  pass'-d  by  the  Legislature 
recently  are  reviewed  elsewhere  in  this 
issue. 


draft  regulations,  these  to  be  submitted 
to  the  State  Utilities  Commission  for 
approval  and  promulgation  among  bus 
and  truck  men  as  the  official  rules  gov- 
erning their  activities. 

The  committee  was  composed  of  B.  F. 
Mackey  of  the  Ultimate  Bus  Company, 
Martins  Ferry;  E.  M.  George  of  the 
Cadillac  Bus  Company,  Chagrin  Falls; 
S.  M.  Vasbinder  of  Newton  Falls;  R.  W. 
Sanborn  of  the  Cleveland-Akron  Bus 
Company,  Cleveland;  Ray  Maag  of  the 
Maag  Bros.  Transportation  Company, 
Marion;  John  Fraak  of  the  Liberty 
Auto  Company,  Zanesville;  I.  B.  Baker 
of  the  Red  Star  Transportation  Line, 
Cambridge,  and  A.  J.  Halloran,  Spring- 
field. 

The  tentative  draft  of  the  regulations 
is  now  complete  and  is  to  be  submitted 
to  the  commission  as  soon  as  the  com- 
mittee reports  back  to  the  association 
at  a  meeting  to  be  held  within  a  few 
days.  They  set  forth  the  requirements 
under  the  law,  such  as  application  for 
certificates  of  public  convenience  and 
necessity,  with  a  form  of  application,  in 
which  must  be  shown  the  physical  prop- 
erty of  the  applicant,  the  complete 
route  to  be  covered  and  the  schedules 
and  tariffs,  a  sketch  map  showing  the 


Enuinec  rs  to  Meet  at 
New  Jersey  Itesort 

THE  summer  meeting  of  the  Society 
of  Automotive  Engineers,  to  be 
held  June  19-23  at  Spring  Lake,  N.  J., 
will  be  featured  by  demonstrations  sup- 
plementing the  usual  technical  papers. 
One  entire  session  will  be  devoted  to 
four-wheel  brakes,  and  different  types 
will  be  tested  on  the  concrete  boule- 
vard at  Spring  Lake.  The  subjects 
of  over-size  or  balloon  tires  and  road 
illumination  will  also  be  taken  up  in 
papers  and  by  demonstrations. 

Members  of  the  Bureau  of  Standards 
staff  will  present  the  results  of  tests 
made  to  determine  the  increasing  seri- 
ousness of  the  dilution  problem  as  gaso- 
line volatility  is  lowered.  Another 
group  of  papers  will  discuss  the  effect 
of  dilution  on  the  lubricating  qualities 
of  crankcase  oil. 


Body  Builders  to  Hold  Forth 
in  Detroit 

THE  Automobile  Body  Builders' 
Association  will  hold  a  convention 
on  Tuesday,  June  2G,  and  Wednesday, 
June  27,  at  the  Hotel  Statler.  Detroit. 
The  main  theme  of  the  convention,  it  is 
announced,  will  be  "Conservation," 
with  special  reference  to  inefficient 
labor,  high  wages,  shop  methods,  shop 
management,  and  close  competition. 
All  car  makers,  body  builders,  body 
material  and  parts  makers  or  dis- 
tributors and  others  interested  in  the 
automobile  industry  are  invited  to  at- 
tend the  opening  session  at  10  a.m.  on 
June  26. 


302 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


News  of  the  Road 


From  wherever  the  bus  rvms.  are 
brought  together  the  important 
events,  here  presented  to  snow  the 
movements  of  the  day. 


100  Buses  for  Los  Angeles 

Under  Program  Provided  for  at  May 
Election  Los  Angeles  Will  Have  Buses 
and  Railway  —  Equipment  Already 
Ordered 

A  PUBLIC  election  in  Los  Angeles, 
Calif.,  on  May  1  resulted  in  the 
defeat  of  two  proposals  for  the  opera- 
tion of  buses  in  competition  with  the 
street  railways.  Following  the  election 
the  plans  for  extensive  improvement 
of  Los  Angeles  transportation  facilities 
were  officially  approved  on  May  7  by 
the  Los  Angeles  Board  of  Public  Utili- 
ties, by  granting  permits  for  the  opera- 
tion of  buses  in  connection  with  the 
electric  cars. 

Shortly  after  the  election  the  Pacific 
Electric  Railway  and  the  Los  Angeles 
Railway  formed  the  Los  Angeles  Motor- 
bus  Company  to  operate  motor  bus 
"feeder"  lines  in  the  city  as  part  of  the 
new  plan.  As  soon  as  this  detail  had 
been  arranged  the  two  railways  ordered 
$750,000  of  the  most  improved  type  of 
motor  buses.  The  order  for  the  new 
buses  was  placed  on  May  26  with  the 
Moreland  Motor  Truck  Company,  Los 
Angeles. 

The  bus  system  of  the  new  company 
will  be  operated  in  close  harmony  with 
the  two  railways  as  supplementary 
parts  of  their  transportation  system. 
The  two  railways  have  a  mileage  of 
more  than  1,500.  The  buses  will  cover 
routes  totaling  approximately  70  miles. 

The  $750,000  order  calls  for  two 
styles  of  the  latest  types  of  motor  buses 
manufactured  by  the  Moreland  con- 
cern, both  single  and  double  deck.  They 
are  of  the  low  gravity  type,  with  under- 
slung  worm  drive  and  drop  frames, 
engineered  to  eliminate  possibilities  of 
overturning,  to  provide  ease  of  han- 
dling and  the  least  obstruction  to  other 
traffic  in  the  streets,  speed  and  the 
highest  degree  of  safety  and  comfort 
to  passengers.  The  single-deck  buses 
will  seat  twenty-six  and  the  double- 
deck  ones  fifty-six  passengers. 

At  the  election  on  May  1  local  and 
Eastern  capitalists  submitted  a  propo- 
sition to  compel  the  City  Council  to  ad- 
vertise bids  for  a  bus  franchise.  This 
was  defeated.  The  second  proposal  was 
to  repeal  the  jitney  bus  ordinance 
adopted  in  1917  barring  buses  from  the 
downtown  district  bounded  by  First, 
Eighth,  Los  Angeles  and  Olive  Streets. 
This  measure  was  also  defeated. 

The  service  improvement  program  in- 
cludes construction  of  new  track  ex- 
tensions by  the  Los  Angeles  Railway, 
the  operation  of  buses  by  the  Los 
Angeles  Railway,  the  operation  of  joint 
buses   by   the   Pacific   Electric   and   the 


Los  Angeles  Railway  under  the  name 
of  the  Los  Angeles  Motor  Bus  Com- 
pany. 

The  People's  Motor  Bus  Company, 
conceding  defeat,  filed  an  application 
with  the  local  Board  of  Public  Utilities 
immediately  after  the  election  with- 
drawing all  its  propositions  for  motor 
bus  lines  in  Los  Angeles  over  some 
nineteen  routes  paralleling  all  railway 
lines  and  reaching  practically  every  sec- 
tion of  the  city.  The  withdrawal,  how- 
ever, is  given  as  temporary.  The  Hell- 
man-McAdoo  interests,  back  of  the 
People's  company,  state  there  is  no 
necessity  of  their  company  entering  the 
field  again  now,  as  railway  companies 
have  promised  Los  Angeles  adequate 
bus  lines  and  improved  railway  service 
to  relieve  the  present  transportation 
congestion. 

Defeated  Interests  Withdraw 
Application 

William  G.  McAdoo  of  the  People's 
Motor  Bus  Company  made  the  follow- 
ing statement: 

My  Eastern  clients  have  withdrawn  their 
application  to  establish  a  motor  bus  system 
in  Los  Angeles,  and  I  think  they  have  rend- 
ered a  genuine  service  to  the  community  in 
focusing  the  attention  of  the  public  on  the 
city's  imperative  transportation  problem. 
The  railway  hionopoly  under  threat  of  com- 
petition has  made  various  promises  to  meet 
the  transportation  necessities  of  the  com- 
munity. These  comprehend  consolidation  of 
the  two  street  car  lines,  the  building  of  sub- 
ways, the  extension  of  railway  lines  and  the 
operation  of  motor  buses.  Everybody  will 
await  with  interest  performance  in  accord- 
ance  with    these    promises. 

The  longest  extension  proposed  to  be 
made  by  the  railway  will  be  on  Main 
Street  ifrom  Slauson  Avenue  to  Man- 
chester Street,  4  miles,  serving  a 
rapidly  developing  residential  district. 

The  Los  Angeles  Railway  bus  lines, 
for  which  permits  were  awarded  on 
May  7,  are  as  follows: 

Melrose  Avenue,  round  trip  3.3 
miles;  Lincoln  Park  Avenue,  1.64  miles 
round  trip;  Willshire  Boulevard,  11 
miles  round  trip,  fare  10  cents;  Thirty- 
seventh  Place,  round  trip  2  miles; 
Beverley  Boulevard,  Sh  miles  round 
trip. 

The  longest  line  to  be  operated  by  the 
joint  bus  company  is  from  Laurel  Can- 
yon and  Sunset  Boulevard,  Hollywood, 
to  Eighth  and  Olive  Streets  in  the 
downtown  district.  This  is  approxi- 
mately lOJ  miles.  Fares  will  be  6  and 
10  cents  with  transfers  to  other  buses 
of  the  joint  company  and  all  railway 
lines. 

Joint  bus  lines  are  proposed  on  Ver- 
mont Avenue.  This  line  will  have  a 
downtown  terminal  at  Eighth  and  Olive, 
and  run  to  the  Hollywood  district  via 
Eighth  Street  and  North  Vermont  Ave- 
nue, every  other  bus  to  be  routed  to  Los 
Feliz  Road  and  east  on  Los  Feliz  Road 


to  Commonwealth  Avenue.  This  route 
is  approximately  7  miles  long,  and  the 
Los  Angeles  Motor  Bus  Company  pro- 
poses a  6-cent  fare  between  Common- 
wealth Avenue  and  Wilshire  and  Ver- 
mont, with  free  transfers  to  the  lines 
of  the  Pacific  Electric  Railway  on 
Hollywood  and  Santa  Monica  Boule- 
vards, and  to  the  bus  line  on  Sunset 
Boulevard  within  the  Hollywood  dis 
trict.  A  10-cent  fare  is  proposed  be- 
tween Commonwealth  Avenue  and 
Ninth  and  Olive  in  the  downtown  dis- 
trict with  transfers  to  ail  lines,  both 
rail  and  bus,  operated  by  the  Pacific 
Electric  Railway  and  the  Los  Angeles 
Railway. 

The  program  approved  on  May  7  by 
the  Board  of  Public  Utilities  will  call 
for  the  operation  of  more  than  100 
buses. 

The  permits  issued  by  the  Board  of 
Public  Utilities  are  good  for  one  year. 

Several  other  bus  lines  are  advocated 
for  other  parts  of  the  city  by  F.  A. 
Lorentz,  chief  engineer  of  the  Board  of 
Public  Utilities,  who  recommended  the 
bus  routes  adopted  by  the  board  on 
May  7. 

Buses  Will  Replace  Brattleboro's 
Trolleys 

W.  A.  Buttrick,  Boston,  vice-presi- 
dent and  general  manager  of  the  Twin 
City  Gas  &  Electric  Company,  operat- 
ing the  local  electric  railway  at  Brat- 
tleboro,  Vt.,  announced  on  May  29  that 
it  was  proposed  to  abandon  the  electric 
line  and  substitute  buses.  Mr.  Buttrick 
said  that  his  company  planned  to  use 
three  buses,  carrying  twenty-five  pas- 
sengers each,  over  the  same  route  now 
covered  by  the  trolley  cars.  The  fare 
will  probably  be  raised  from  8  to  10 
cents.  He  expressed  confidence  in  be- 
ing able  to  give  the  public  better  service 
with  buses. 


Bus  Terminal  Established 
in  Dubuque 

Realizing  the  need  of  adequate  wait- 
ing room  facilities  for  bus  patrons,  the 
Dubuque  (Iowa)  Chamber  of  Com- 
merce has  fitted  up  the  lower  floor  of 
the  chamber  building  into  a  rest  room 
and  comfort  station.  Accommodations 
for  more  than  100  patrons  have  been 
provided.  Checking  facilities  are  main- 
tained for  patrons  wishing  to  leave 
parcels. 

At  the  present  time  six  lines  are 
operating  into  the  city  and  every  line 
reports  an  excellent  business.  With 
the  advent  of  summer  bus  service  will 
be  given  every  community  within  a 
radius  of  40  miles. 


June.1923 


Service  Started  in  St.  I.oiiis 

First  of  More  Than  100  Buses  Placed  in 
Service  in  Mound  City  on  May  28 — 
300  Buses  Kvi-ntually 

THE  People's  Motorbus  Company, 
St.  Louis,  a  subsidiary  of  the 
United  States  Bus  Transit  Corporation, 
started  service  on  Monday  eveninK, 
May  28,  with  nine  double-deck  buses  of 
the  Fifth  Avenue  type.  Service  was 
given  between  Grand  and  Liniiell  Boule- 
vards and  the  Municipal  Theater  in 
Forest  Park. 

On  the  followinR  day  the  line  be- 
tween Adelaide  .\ venue,  University  City 
(G700  West),  and  the  Eads  bridge,  at 
Third  Street  and  Washington  Avenue, 
St.  Louis,  was  put  into  service  with 
fifteen  buses.  The  first  bus  left  Ade- 
laide Avenue  and  Delmar  Boulevard  at 
6  a.m.,  and  the  last  departs  from  the 
Eads  bridge  at  midnight. 

Richard  W.  Meade,  president  and 
general  manager  of  the  company,  told 
a  representative  of  Bus  Transporta- 
tion that  the  thirty-four  buses  have  al- 
ready been  ordered  for  use  in  St.  Louis 
and  that  they  will  be  received  at  the 
rate  of  six  a  week  or  better.  He  ex- 
pects to  have  more  than  100  buses  in 
use  in  St.  Louis  a  year  from  now. 
Eventually  the  lines  contemplated  will 
use  upward  of  300  buses. 

An  instance  of  the  need  for  added 
transportation  facilities  is  furnished  by 
South  Grand  Boulevard  from  Meramec 
Street  to  Carondelet  Park.  In  many  re- 
spects this  is  the  fastest  growing  dis- 
trict in  St.  Louis.  It  is  new  territory 
for  the  People's  Motorbus  Company.  In 
addition  along  Grand  Boulevard  are  the 
big  first-run  motion  picture  houses  of 
the  city.  It  is  the  plan  of  the  bus  offi- 
cials to  have  a  fleet  of  buses  on  hand 
when  the  big  shows  close.  In  fact,  a 
special  line  will  be  operated  to  the 
theaters  when  the  full  quota  of  buses  is 
on  hand. 

The  big  green  buses  made  a  very 
natty  appearance  on  their  first  trip. 
They  are  lettered  in  gold  leaf.  The 
crews  wear  olive  drab  uniforms  with 
military  caps.  Each  bus  seats  fifty-one 
persons,  twenty-two  inside  and  twenty- 
nine  on  the  roof. 

The  buses  stop  on  the  far  side  of  the 
street,  so  as  to  avoid  the  street  cars, 
which  stop  on  the  near  side.  Mr.  Meade 
explained  that  with  automobiles  parked 
along  the  curb  it  is  difficult  for  drivers 
to  see  waiting  passengers  on  the  near 
side  of  the  street.  The  fare  charged  is 
10  cents,  with  a  transfer  to  and  from 
the  Grand  Boulevard  line. 

The  company  has  had  plans  prepared 
by  James  G.  McGuire  &  Company,  50 
Church  Street,  New  York,  for  a  large 
two-story  garage,  assembly  plant  and 
general  office  building  to  be  erected  on 
property  recently  purchased  on  Grand 
Boulevard  just  north  of  Carondelet 
Park.  This  garage  will  have  storage 
space  for  more  than  100  double-deck 
buses.  It  will  be  of  reinforced  concrete, 
brick  and  steel.  Later  two  additional 
garages  will  be  erected,  one  in  Univer- 
sity City  and  the  other  downtown. 


BUS 

mVNSKORTAlX)N 

The  officials  of  the  bus  line  are:  Rich- 
ard W.  Meade,  president  and  general 
manager;  Arthur  O.  E.  Bu.sh,  superin- 
tendent of  transportation,  and  Joseph 
ConnitT,  superintendent  of  etiuipment. 
Both  Mr.  Bush  and  Mr.  Conniff  were 
with  Mr.  Meade  when  he  had  charge  of 
the  P'ifth  Avenue  bus  service  in  New 
York  City.  Mr.  Bush  later  went  to  Los 
Angeles.  Temporary  offices  have 
been  opened  at  585  Adelaide  Avenue, 
University  City,  while  temporary 
garage  space  has  been  secured  at 
5082-86   Delmar  Boulevard. 


F.  A.  C.  Co.  Holds  a  May  Parly 

The  annual  May  party  given  by  the 
Fifth  Avenue  Coach  Company  for  its 
employees  was  held  this  year  on  the 
roof  of  the  West  132d  Street  garage. 
It  was  characterized  by  the  usual  suc- 
cess that  attends  all  of  the  company's 
affairs.  Despite  the  inclement  weather, 
more  than  1,000  employees,  their  fam- 
ilies and  their  friends  enjoyed  an 
evening's  entertainment  of  vaudeville, 
movies  and  dancing. 

Parked  around  the  edge  of  the  roof 
of  the  garage  were  double-deck  buses 
that  -served  as  box  seats  for  those  who 
did  not  care  to  join  in  the  festivities 
that  were  going  on  in  the  improvised 
arena  which  the  buses  thus  formed. 

The  children  enjoyed  taking  their 
places  at  the  steering  wheels  of  the 
buses,  making  believe  that  they  were 
taking  their  daddies'  places.  They 
romped  and  played  to  their  hearts' 
content,  chasing  souvenir  air  balloons 
and  filling  up  on  ice  cream  while  their 
parents  and  others  watched  the  crowds 
dance  to  the  syncopated  music  of  one 
of  the  snappiest  orchestras  in  the  city. 
There  was  a  very  good  vaudeville 
program. 

The  May  pole  dance  brought  back 
fond  recollections  to  the  grown-ups  and 
provided  endless  sport  for  the  children. 

These  parties  of  the  Fifth  Avenue 
Coach  Company  grow  from  year  to  year 
in  size,  importance  and  variety.  The 
wonder  is  that  the  committees  in  charge 
of  them  are  able  each  succeeding  year 
to  find  new  sources  of  entertainment, 
but  there  appears  to  be  no  end  to  the 
originality  of  the  officials  in  supplying 
new  thrills  and  in  dishing  up  old  forms 
in  a  manner  that  makes   them  doubly 

attractive. 

» 

Philadelphia    Railway    (iels    Bus 
and  Trackless  Trolley  Franchise 

Philadelphia  has  just  passed  through 
a  stormy  siege  regarding  ordinances 
granting  franchises  for  operation  of 
buses  and  railway  lines  in  the  city. 
Two  ordinances  were  recently  passed 
by  City  Council  granting  subsidiaries 
of  the  Philadelphia  Rapid  Transit  Com- 
pany franchises  for  operating  a  motor 
bus  line  on  Roosevelt  Boulevard  and 
a  trackless  trolley  line  on  Oregon 
Avenue.  They  were  bitterly  criticised 
by  Mayor  Moore  and  a  number  of 
speakers  at  a  public  meeting. 

When  the  ordinances  wers  finally 
placed    before    the    Mayor    he    vetoed 


303 

them,  but  the  Council  over-rode  the 
veto  by  a  vote  of  thirteen  to  seven. 
The  Mayor  immediately  made  a  speech 
accusing  the  Council  of  not  adequately 
protecting  the  interests  of  the  city. 
One  of  his  principal  objections  was  to 
Section  9,  which  provided  that  the  rate 
of  fare  for  this  .self-controlled  "reason- 
able public  service  shall  be  10  cents 
for  the  full  distance  or  portion  thereof," 
with  the  privilege  of  interchange  with 
Philadelphia  Rapid  Transit  Company 
surface  lines  for  an  additional  charge 
of  .'i  cents. 

Representatives  of  the  Philadelphia 
Rapid  Transit  Company,  the  holding 
company  for  the  subsidiaries  to  which 
the  franchises  were  granted,  said  that 
the  motor  buses,  for  which  the  Roose- 
velt Boulevard  ordinance  provides, 
would  be  running  before  the  end  of  the 
year.  In  Oregon  Avenue  the  trackless 
type  of  trolley  car  will  be  used,  and 
preparations  for  its  installation  prob- 
ably will  proceed  at  once. 


Bronx  to  Fi«hl  Installation  of 
Trackless  Trolley 

The  Board  of  Estimate  of  New  York 
at  its  May  14  meeting  approved  an  ap- 
propriation of  $175,000  to  cover  the 
cost  of  nineteen  new  trolley  buses  for 
operation  to  the  terminal  of  the  rapid 
transit  line  at  Pelham  Parkway  and 
City  Island.  This  trolley  bu.s  route 
will  run  via  White  Plains  road  and 
Eastern  Boulevard.  The  General  Elec- 
tric equipment  is  to  be  installed  on  nine 
of  these  vehicles  and  the  balance  will 
have  Westinghouse  equipment.  The 
vehicles  are  to  be  built  by  the  Brock- 
way  Motor  Truck  Corporation  of  Cort- 
land, N.  Y. 

The  need  for  public  transportation 
facilities  in  the  district  mentioned  is 
generally  recognized  but  there  appear 
to  be  some  differences  of  opinion  as  to 
what  is  best  to  be  done  about  the  mat- 
ter. In  consequence  William  J.  Schief- 
felin,  chairman  of  the  Citizens  Union, 
has  begun  a  taxpayer's  action  to  re- 
strain the  city  administration  from 
proceeding  with  the  expenditure  of 
money  for  the  construction  and  opera- 
tion of  the  line.  Justice  John  Ford 
of  the  Supreme  Court  signed  an  order 
for  the  city  administration  to  show 
cause  why  a  temporary  injunction 
should  not  be  issued,  returnable  before 
Justice  Lehman. 

Leonard  M.  Wallstein,  attorney  for 
Mr.  Schieffelin,  contended  that  the  city 
had  no  power  to  construct  or  operate 
such  a  transportation  line;  that  the  run- 
ning of  the  proposed  line  through  a 
public  park  and  parkways  was  in  viola- 
tion of  law;  that  no  certificate  of  con- 
venience and  necessity  had  been  ob- 
tained from  the  Transit  Commission, 
and  that  the  proposed  line  violated 
Chapter  482  of  the  Laws  of  1912  re- 
lating to  railroads  in  public  parks. 

The  main  objections  to  the  line  were 
that  the  construction  would  mar  the 
parkway  and  that  the  addition  of 
trolleys  would  increase  congestion,  al- 
ready very  bad. 


304 


BUS 

TRANSPORTAnON 


Vol.2,  No.6 


More  Buses  in  San  Diego 

The  San  Diego  (Cal.)  Electric  Rail- 
way soon  will  start  motor  coach  service 
over  m  miles  of  San  Diego  streets, 
under  a  proposal  just  made  public  by 
General  Manager  Claus  Spreckels.  In 
connection  wth  the  proposal,  the  com- 
pany has  applied  to  the  State  Railroad 
Commission  for  permission  to  abandon 
certain  of  its  street  car  lines  and  re- 
place them  with  motor  coach  service. 

When  Claus  Spreckels  was  chosen  as 
general  manager  of  the  San  Diego 
Electric  Railway  he  declared  strongly 
in  favor  of  motor  coach  service  for  less 
populous  districts,  reversing  the  policy 
of  his  predecessor  on  that  issue.  That 
his  faith  in  the  motor  coach  as  an  aid 
in  solving  the  railway's  transportation 
problem  has  grown  as  a  result  of  small 
scale  experiments  is  demonstrated  by 
the  announcement  of  this  extensive 
program  of  motor  coach  service. 

The  new  service  as  announced  in- 
volves the  abandonment  of  approxi- 
mately 8.64  miles  of  railway,  including 
the  line  to  Old  Town  and  portions  of 
the  Point  Loma  lines,  and  the  substitu- 
tion therefore  of  motor  coach  routes 
covering  a  total  of  about  17.45  miles. 
Carrying  out  of  the  plan  will  involve 
the  purchase  of  additional  motor 
coaches,  although  the  number  required 
has  not  yet  been  determined.  The  new 
motor  coaches  will  be  similar  in  style 
to  the  Fageol  buses  now  in  use.  These 
buses  have  center  aisle  and  cross  seats. 


Concourse  Bus  Line  Resumes 

The  Concourse  Bus  Line,  New  York, 
has  resumed  operations  after  having 
been  stopped  by  an  injunction  obtained 
by  the  Third  Avenue  Railway  System, 
as  described  in  Bus  Transportation 
for  May,  page  259. 

One  of  the  articles  of  the  franchise 
provides  that  the  weight  of  the  bus 
shall  not  be  such  as  to  exceed  600  lb. 
per  inch  width  of  tire.  Another  pro- 
vides that  "No  stage  or  omnibus  shall 
be  operated  pursuant  to  this  contract 
unless  there  shall  be  painted  thereon  in 
letters  sufficiently  large  to  be  clearly 
visible  for  a  distance  of  75  ft: 

1.  The  name  of  the  company  owning 
and  operating  such   vehicle. 

2.  The  number  of  the  vehicle  which 
shall  he  assigned  to  it  by  the  company 
and  which  shall  not  be  changed  so  long 
as  such  vehicle  shall  be  operated  by  the 
company. 

3.  The  number  of  adults  for  which 
the  vehicle  has  seating  space." 


Tabular  Presentation  of  Recent  Bus  Development 


Name 

The  Hall  Auto  Service  Co 

Cleveland-Ashtabula  Conneaut  Bus  Co 

Cloveland-Warren-Youngstown  Stage  Co..  . 
Irvington-Reedsville-Warsaw  Bus  Line,  Inc. 
Hudson  Bus  Trans.  Co 


Southern  Association  Bus  Lines,  Inc.. 
Excelsior  Bus  Corp 


Incorporations 

Address 


The  Central  Transportation  Co. .  .  . 
Canton-Akron  Trackless  Coach  Co. 


499  liberty  St., 

Jersey  City,  N.  J 

Columbia,  S.  C 

137  Butler  St.. 

Paterson,  N.  J 

137   State  St.,   Trenton. 

New  Jersey 

Canton,  Ohio 


Route 
Cleveland-El>Tia-Toledo.  O. 
Cleveland  (Ohio)-Conneaut 
Cleveland-Youngstown 


Name 

Newcastle  Bus  Co 

\'irgik  Hale 

Chas.  F.  Phillips.  .  

W.  G.  Peacock 

J.  Blair 

P.  G.  Schatz 

H.  B.  Sowers _ 

Lake  Region  Bus  Lines 

B,  &  D.  Bus  Co 

Blue  Bird  Transportation  Co 

Tri-City  Railway  Co 

East  York  Improvement  Association 

Northern  Neck  Transportation  Co 

Utica  Railways  Co.  Co-ordinated  Bus  Lines, 


Weekly  Pass  in  Sprinj»rield,  Mo. 

Beginning  on  Monday,  March  26, 
patrons  of  the  railway  and  motor  bus 
lines  operated  by  the  Springfield  (Mo.), 
Traction  Company  could  ride  all  week 
for  $1.  A.  E.  Reynolds,  vice-president 
and  general  manager  of  the  system, 
said  that  this  plan  was  not  only  pos- 
sible but  practical.  The  passes  are 
transferable  and  patrons  are  at  liberty 
to  loan  them  to  others. 


Lines  Proposed 

Address 


Little  Falls.  N.  Y.. 
Grangeville,  Idaho. 
Lebanon,  O 


Baltimore,  Md 

Birchwood,  Wis 

Kennett  Square,  Pa. 
Waterloo.  Iowa 


Ind. 
Ind. 


,  C. 
Md. 


Inc. 


L.  B.  Staars 

Woburn-ReadiBg  Bus  Line. 

Boston  Elevated  Rwy 

Paul  Aiken 

D.  J.  Cosgro 

W.  E.  Carver 

G.  L.  Seidelman 

F.  G.  Green6eld 

Public  Transit  Co 

Tri-State  Express  Co 

A.  Johnson 

Franklin  Meadville  Bus  Line.. 
Capital  Traction  Co 


York,  Pa 

Fredericksburg.  Va 


ITtica,  N.  Y 

Westport,  Conn   . 
Reading,  Mass. .  . 

Boston,  Mass 

Greenwich,  N,  Y. 


Houston.  Texas. 


S.  H.  Puntenney.  . 
Cniif.-^toga  Traction  Co- 
Tnitcd  Bus  Association. 
Los  Angeles  Railwnv 
H.  D.  Wilkinson,  . 
W.  D.  Wilson 


Columbus  &  Dayton  Trans.  Co. 


Red  Bank, N.  J. . . 

Carthage,  III 

Follansbee.  W.  Va. 

Mead\nlle,  Pa 

Washington,  D.  C. 

Cheyenne,  Wyo. . . . 
Lancaster,  Pa,  .  .  , 
Elizabeth.  N.  J.... 
Los  Angeles.  Cal. . 
Keokuk,  Mo. 
3001  Grande  Ave., 

Chicago,  III 

Dayton.  O 


Applications  Filed 


Address 

Denver,  Colo 

Los  Angeles,  Cal. 


Name 
Colorado  Motors  Trans.  C'n 

W.  T.  Murray 

J.  H.  Heriford 

A.  S.  Stefford 

G.  A.  Daggett  and  C.  F.  Moore 

F.  J.  Hazzard  and  B.  J.  Millard Winsted,  Conn 

David  Peters 

The  Peoples  Park  Bus  Co Paterson,  N.  J 

Newark  Bus  Co Newark,  N.  J 

Eastern  Mass.  St.  Rwy Boston.  Mass 

Bay  Cities  Transit  Co Ocean  Park.  Cal . .  . 

Farrar  &  Angelena Pittston.  N.  Y 

Thos.  Bevan Scranton,  Pa 

Joseph  Puma Pittstown,  N.  Y 

Georgia  Rwy.  &  Power  Co Atlanta,  Ga 

C  'olorado  Motor  Transp.  Co. 

mini  Bus  Co lUini,  III 

-Mbatross  Tran.  Co.. 

John  Bardv Peekskill.  N.  Y 

Harry  Lathorp Colchester,  Conn 

Joseph  Hochberg Willimantic,  Conn... 

Connecticut  Motor  Cn  New  Loudon,  Conn.. 

G.  R.  Gonzales.  

Alex  Bridge 

A.  A.  Johnson Butte  Co.,  Cal 

Chester  Johnson  Coatesvillc,  Pa 

J.H.King&C.  H.King Glendalc.  Cal 

C.  C.  Rhoads&F.  C.  Mountford Trona.  Cal 

v..  J.  Crawford 


Sequoia  Nat  '1  Pk.  Stage  Co 

( ',  A.  House 

Wash.  Interurban  Rwy.  Co .- Washington,  D.  C. 


Lyro  Penn.  Lines 
Fred  Hyserman ,  . 
E.  J.  Dorey 


Mr.  Leonard 

>^c'rvice&  Darling  Itus  Liiu 
Xfwnorl  Utica  Trauy  Ct>. 
Mid-Wt'stern  Tratifil  Co. 

H.  K.  Soars 

Ollio  Bros 


Harrisburg,  Pa 

Albany.  N.  Y 

Binghamton,  N.  Y.. 

Oswego,  N.  Y 


Newport.  N.  V. 
Chrisman.IlI, 


Route 
Richmond  and  Connersville, 
Newcastle    and     Rushville, 
Little  Falls  to  Cooperstown 
Grangeville  to  Elk  City 
Lebanon  to  Kings  Mills 
Baltimore  to  Washington.  D. 
York.     Pa.,     to    Baltimore, 
Birchwood  to  Ric  Lake 
West  Chester  to  Kennett  Square 
Waterloo  to  West  Union 
In  Moline,  111. 
Ocala  to  Orlando,  Fla. 
Front    Royal    to    Frederic k-sburg 

Inside  Utica  City  limits 
Compo  Beach 
Woburn  to  No.  Saugers 
Riverside  Ave.  to  Medford  Hillside 
Salem  to  Fort  Edward 
Cohoes    to    Schenectady.    N.    Y. 
Denver    to    Idaho    Springs,    Col. 
Houston  to  Galveston.  Tex. 
Atlantic  City.  N.  J.  and  Cape  May 
Long  Branch  to  Red  Bank,  N.  J. 
Hamilton  to  Carthage,  111. 
Wheeling  (W.  Va.1  to  Virginia  Sta. 
Franklin,  Pa.,  to  Meadville 
Penn.  Ave.  to  Handle  Highlands, 

Dist.  Columbia 
Cheyenne  to  Lake  Minehaha 
Lancaster,  Pa.,  to  Long  Park 
Garwood,  N.  J.  to  Elizabeth 

Kahoka  to  Keokuk 

Chicago,   111.,   to   Portland.   Ohio 
Dayton  to  Columbus.  Ohio 


Route 

Denver  to  Silver  Plume 

RowanSt.to  end  of  StevensonAve. 

Lemoore  to  Murray,  Cal. 

San  Rafael  to  Logunitas,  Cal. 

Hornbrook  to  Cupco,  Cal. 

Pittsfield    to    Great    Barrington 
Conn. 

Elizabeth  to  Linden,  N.  J. 

Beech  and  Clay  Sts., Paterson. N.J. 

Newark  to  Irvington,  N.  J. 

No.  Saugus- Reading  Sq. 

17th  St.  and  Montana  .\ve..  City 

Hughstown  to  Pittston 

Harveys  Lake 

Pittston     City     to     Hughestown 
Borough 

To  supplant  street  cars  with  bus 

Denver  to  Idaho  Springs 

Illini  Streets 

Oklahoma  City  and  El  Reno 

Putnam  Valley  to  Peekskill.  N.  Y. 

Colchester  to  Norwich 

Colchester  to  Norwich 

Colchester  to  Norwich 

Los    Angeles     to     Arizona     Line 

Home  Gardens  to   Walnut    Park 

Westwood  and  StirlinK  City 

Coatesvillc  and  Avondale 

Glendale  and   Los   Angeles,   Cal. 

Ijos  .\ngeles  to  Trona,  Cal. 

Boulder     Creek     to     Cal.    State, 
Redwood  Park 

Visalia    and    Lemon    Cove.    Cal. 

Redding  and  Knob.  Cal. 

Extension   from    District  line    to 
Bladensburg 

Altoona  Centre  Hall 

Castleton  to  Albanv 

Corbetts\'ille.  N.  Y..  to  Bingham- 
ton 

Vestal,    N.    Y.,    to    Binghamton 

Little   Falls  to   Dolgeville.   N.   Y. 
Newport  to  Utica 

Decatur  to  Pana 

Los  Angeles-Ontario 

Meadville     to     Conneaut     Lake 


June,1923 


BUS 

TRVNSK)RU1X>S 


305 


Tabular  Pnsriilalioii  of    Rrrtiil  nii>  I)rMl<>|niieiit 

{Continued) 


Hii 


••(> 


M«'«*t  Kniergency 


ChttH.  L.  Shavt-r 

H.  F.  W»lk.T 

J.  K.  Scnninn      ...  .  - 

IrvinKiun-KoMlsnllo-Wanaw  Bus  lint, 

J.  Simon     ... 

W,  M    Fries 

A.  MiDiTimiH 

H.  L.  Brewer 

Wohurn-HratiiriK  Mux  l.iiii-,  Inr 

S.  A.  I-aiie  Mutur  Truck  IJiie     .... 

Southern  III.  llus  Line 

W.  E.  Carver 

H.  H.  X'rooman 

H.  AI>bon 

Palerw'in  Transp.  Co. 

Soul  lirrn  III .  Motor  Bus  IJm-  ( '" 

S.  B.  Lane  Motor  Buh  Line. ... 
Dayrj'rnple  Motor  Bus  Expr«'!»«  Co 
Pauucah  Interurban  Bus  Co. 
Ma.Heuutali  Motor  HtiB  Co. 

White  Company     

Gem  City  Alotor  Bus  Co. .  , . 
Smith  Nfotor  Bus  Trans.  Co 
Lake  County  Auto.  Inc 


Westehester-White  Plains  Bus  Line 

J.  F.  Bickford 

Wm.  Fuch  A  Frank  S.  Jones   

East  Wasliington  IleiKht  Traction  R.  R.. 

New  Jersey  Transp.  Co 

Steohen  A.  Hood    

Miowestern  Transit  Co - . 

H.  C.  Fisher*  U.  M.  Fisher 

Walter  Har^'ey.    

Simpson  Motor  Bus,  Inc.  . 

John  Simon 

Carl  Lons 

Richmond  Rapid  Transit  Ct> 
J.  J.  Burns  <&  B.  Jones     . 


Permllit  Cirunted 

.\.l.lr.-. 
Cniinovia,  N    \ 
Modena,  Pa. 
Mamnknnd,  N    \ 
IrWngton,  \» 


...l.n.  N     I 


Wtttertown.  N.  Y. 
I':iirlawn,  N.  J 
I'litenion.  N.  .1 


Peoria,  111 

Peoria,  111 

Paducah,  Ky. .    . 
Blt>oniingtoD,  111. 


Aiirora,  111..  . 

PortChester,  N.  V. 
Canandaigua,  N.  V. 


Newark.  N.  J. 
Camden,  N.  V. 
Decatur,  O. 
Suflern.N.  V. 


The  West  Ridge  Trans.  Co. 

Reliable  .\uto  Bus 

Paradox  Lines 

R.  \.  MacCartney  A  J.  W.  McSwaiii 

L.  F.  Van  Tassel   .        . 

Dixon  Chamber  of  Comniere<' 
National  Auto  Transit  Co. . 

E.  R.Cornell 

G.  H.  Barber 

Brown  4  White  Cab  Co. 

M.  L.  Cass 

.Asheville-Charlotte  Bus  I.im 

E.  C.  Higgioa 

L.  I.Poe 

D.  Scheufir 

United  Transp.  Co. 
Northern  Transit  Co. 
A.  Barber 

E.  M.  Rogers 

Madison-Kilbourn  Bus  Line. 

Gay  Motor  Bus  Line 

R.  E.  .\ddis 


Carrollon.  Ill 
Pasadena,  Cjil 
Dunkirk.  N    V 
Richii]i>n(l.  \'ii 
Vakiiiia.  Wu>h. 

Lines  Started 

Greensburg.  Ind. 

Denver,  Colo 

Springfield,  Mo.,  ,  . 
Corr>-.  Pa 

Denver.  Colo.  . 
Saratffga  Springs 
Rock  Island.  III. 
Rock  Island,  111. 
Monticello.  Iowa. 
Charh.ttc,  N.  C. 
Greenville,  Mich. ,  . 
Penn  Van,  N.  V.    ,  , 
Great  Bend,  Kan. 
Albany,  N.  Y 

White  Lake,  n!  Y. 


Bangor,  Me..  . 
Madison,  Wis.. 


Route 
Cortland     to     .*<yraeiiM',     N.      V. 
PnrkeBhurv      and      Uxfofd.      Pa. 

-      ' '— •   V   V 

I'a 
'   al 

J. 

<  'antdeii.  .N.J. 
J.,  to  Willianistown 

.,    .,-.  ii.   r.    !..    No     ."^aUgU-* 

1  urminuTMii  to  Pi-oria.  111. 

Ml    \  .  rn..n.  Cab<.ol.  Ill 

Derkver.  C  ol.,  to  Steamboat 

Springft  llarb«>r 
Watertowii  to  Henderson.  N.  Y. 
I7lh  .\ve.  in  Paterson 
17th  Ave.  in  F'aterson 
Mt.  Vernon,  111.,  and  suriountling 

rides 
Peoria  to  Karniingtoti.  111. 
I.ucon  t4»  Pefjria.  111. 
Paducah  to  Purcha**-.  Ky. 
Belleville  to   Maseoulah,   III. 
Peoria  to  Bur«*nu.  III. 
Quincy  to  Clayton.  III. 
."Streets  of  Aunira.  111. 
I  pper  Lake  to  Bartlett   Springs, 

Cal. 
Tarrytown  to   llawth<>riir.   .N.    \  . 
i:ik  Creek-Alder  .Spriiie«.  Cal 
IVnn  Van  and  Canadaigua,  N.  V. 
Wa.«hinglon,    D.    C.    to    Rundle 

Highlands 
Nutley  to  Belleville.  N.  J. 
IU»me  to  Camden.  N.  V. 
I'ana  to  Shelbyville.  I). 
Suflern  to  .Sparkhill 
(lien    Falls    to    Saratoga.    N.    Y. 
Kirnpsville  to  Carrolton,  III. 
(larvey     Rd.    to    Pa.Hadena,    Cal. 
Dunkirk  Street 
Itirhmond  .Street 
V,,kii!.:!     •..     V..ril.     H.nil,     Wa»h. 


Ind. 
Col. 


Egyptian  Trans.  System 

Fords  Woodbridge  Rahway  Bus  Line. . 
Hudson  Transit  Corp 

Scenic  Bus  Line 

Prescatt's  Bus  Line 

Steubcnville  Trans.  Co 


Holley,  Mich 

Marion,  111 

Rahway 

Ncwburgh,  N.  v.... 

Forest  City,  Va 

Barre  Center,  Mass.. 
Canton,  O 


('■jruieaut,  <-*hio,  and  Erie 
Greensburg     to     Versailles, 
Denver    and    Fort    Collins 
.Springfield  and  Joplin,  Mo. 
Corn,-  to  Findlay,  Pa. 
Chicago  to  Dixon,  III. 
Trinidad,  Col.,  to  Cl.eyenne,  Wyo. 
.Vni.-^tenlam-Ballston.    N.    Y. 
Rock  Island-Port  Byron.  111. 
.\ledo  to  Rock  Island,  III. 
.Nloiiticcllo  to  Dubuque.  la. 
.\shevillc    to    Chariotte,    N.    C. 
Greenville  to  Owonso,  Mich.^ 
Potter  to  Cauandaigua,  N.  Y.^ 
Great  Bend  to  Hutchinson,  Kan. 
Pittsfield,    N.    Y.,    to    Springfield 
.\kron  to  Cleveland 
No.    White   Lake   to    Monticello, 

N.  Y. 
Bangor    to    BrownsWlIe   Jet. 
Madi.son  to  Kilbourn.  Wis. 
Itridgeton    and    \'ineland,    N.    J. 
IL.IIy  to  .Milford,  Mich. 
Marion  t(»  Carbondale,  III. 
Rahway  to  Fords.  N.  J. 
Newburgh    to    Bear    Mountain, 

N.  Y. 
Ashcnville    to    Forest    City.    Va. 
Worcester  to  Barre  Center.  Ma:«. 
Canton     to     Steubenville,     Ohio 


Twenty-four  Buses  to  Be  Run 
by  Louisville  Railway 

Convinced  that  efficiently  manned  and 
carefully  maintained  buses  operated  by 
a  company  thoroughly  responsible  will 
be  more  attractive  to  the  public  than 
jitneys  often  operated  by  owners  from 
whom  no  recovery  could  be  had  in  case 
of  accident,  the  Louisville  Railway  dur- 
ing June  will  start  a  bus  service. 

Twenty-four  buses  will  be  put  into 
service  immediately,  and  the  plans  of 
the  company  call  for  additions  to  this 
original  fleet  as  rapidly  as  public  de- 
mand justifies  such  action.  Of  the 
twenty-four  cars,  twelve  will  be  single- 
deck  vehicles,  costing  approximately 
$7,500  each,  now  being  built  in  Cleve- 
land,   and    twelve   double-deck,    costing 


about  $9,000  each,  which  will  be  sup- 
plied by  the  Yellow  Coach  Company, 
Chicago.  The  former  will  seat  twenty- 
five  persons,  while  the  double-deck  buses 
will  have  a  seating  capacity  of  sixty- 
eight. 

The  name  of  the  company  which  will 
operate  the  buses  is  the  Kentucky 
Transportation  Company,  but  all  of  its 
capital  stock  of  $200,000  is  held  by  the 
Louisville  Railway.  The  single-deck 
buses  bought  will  be  upholstered  in 
leather,  finished  in  mahogany,  with 
pneumatic  tires,  and  will  be  painted 
royal  blue.  They  will  have  a  Bender 
body,  on  a  White  chassis,  and  will  be 
operated  on  a  ten-minute  schedule. 
There  will  be  one  operator  on  the 
single-deck  cars,  and  two  on  the  double- 
deck  cars.     The  fare  will  be   10  cents. 


.Motor  Vehiciwi  .\id  Trunsportaliun 
DurinK  .Strike  of  .Schenectady  Rail- 
way KrnployteH — ('ity  KoKulates  the 
.New  Service. 

SKR\'1(-'E  on  both  the  city  and  inter- 
urban trolley  lines  at  .Schenectady, 
\.  Y.,  was  discontinued  on  May  16  as 
the  result  of  a  strike.  According  to 
reports  filed  with  the  Public  Service 
Commission,  the  Schenectady  Railway 
withdrew  from  operation  cars  with  a 
combined  seating  capacity  of  approxi- 
mately 6,000  passengers  then  serving 
that  city. 

Anticipating  the  strike.  Public  Safety 
Commissioner  John  E.  Cole  had  worked 
out  a  comprehensive  scheme  of  jitney 
transportation.  During  the  first  two 
days  of  the  strike  every  sort  of  avail- 
able vehicle  was  pressed  into  service, 
many  of  them  operating  without  charge 
and  no  licenses  being  required.  Mer- 
cantile and  manufacturing  establish- 
ments owning  trucks  used  them  to 
carry  their  help  to  and  from  work, 
while  moving  vans  were  converted  into 
jitneys. 

Immediately  it  was  certain  the  city 
would  be  without  trolley  service  for  a 
period  of  time.  Commissioner  Cole  took 
charge  of  the  situation.  All  jitney 
operators  were  required  to  register  at 
a  fee  of  $2  per  car.  Routes  were  laid 
out  to  make  it  possible  for  the  great 
army  of  workers  to  reach  their  places 
of  employment,  with  little  confusion,  on 
time  and  with  the  payment  of  a  single 
fare  of  10  cents.  After  this  plan  waa 
put  in  effect  the  use  of  motor  trucks  to 
haul  help  to  and  from  work  was  gen- 
erally discontinued. 

The  rate  for  interurban  service  be- 
tween Schenectady  and  Saratoga 
Springs,  Albany  and  Troy  was  estab- 
lished at  50  cents  per  passenger,  an 
advance  of  about  20  cents  per  pas- 
senger over  the  trolley  rate. 

Six  hundred  and  thirty-five  licensed 
jitneys,  with  more  being  licensed  con- 
stantly, have  supplied  transportation 
facilities.  The  available  carrying 
capacity  of  licensed  jitneys  i.s,  there- 
fore, a  little  more  than  50  per  cent  of 
the  seating  capacity  of  the  cars  of  the 
Schenectady  Railway,  but  as  the  autos 
operate  at  a  much  greater  speed  than 
do  the  cars  and  run  a  "limited"  service 
with  such  load  to  destination,  they  have 
been  able  to  take  care  of  more  than  80 
per  cent  of  the  traffic  with  satisfaction. 
The  short-haul  passenger  has  walked. 

The  licenses  are  issued  for  the  dura- 
tion of  the  strike,  or,  of  course,  until  a 
court  order  may  determine  that  they 
cease,  should  the  outcome  of  the  trou- 
ble result  in  the  railroad  attempting  to 
operate  cars  without  a  settlement  with 
its  present  workers. 

All  in  all,  the  situation  in  Schenec- 
tady is  very  much  better  than  in  Al- 
bany two  years  ago  during  similar  cir- 
cumstances, when  leading  theaters 
closed  their  doors  and  more  than  a 
dozen  large  business  houses  suffered 
serious  financial  reverses,  some  of  them 
being  forced    into   the   hands   of  a   re- 


306 

ceiver  as  the  result  of  the  loss  of  busi- 
ness entailed  by  the  strike  on  the 
United  Traction  Company  lines.  In 
the  Albany  case  the  city  administration 
itself  did  not  co-operate  in  furnishing 
adequate  jitney  service  and  people  only 
came  down  town  when  it  was  absolutely 
necessary. 

Just  who  would  be  ultimately  re- 
sponsible for  an  accident  under  jitney 
operation  in  Schenectady  constitutes  a 
fine  legal  question.  The  city  has  un- 
dertaken to  supply  transportation  facili- 
ties and  has  licensed  auto  operators  to 
carry  passengers;  it  has  not  made  the 


BUS 

TRAkNSPORTATION 

ability  of  the  operator  to  liquidate  a 
loss  a  condition  of  the  governing  is- 
suance of  a  license.  Insurance  com- 
panies are  not  writing  jitney  risks  in 
Schenectady,  and  with  the  exception  of 
the  few  auto  buses  which  are  operat- 
ing, practically  all  cars  are  without 
liability  protection.  It  is  a  contro- 
versial question  as  to  whether,  in  case 
of  a  serious  accident,  the  city,  having 
authorized  the  jitney  to  operate  in  the 
city  as  a  means  of  transportation  by  its 
license,  would  not  be  financially  re- 
sponsible, if  the  driver  were  not,  for 
public  liability. 


Vol.2,  No.6 

unprofitable  routes  throughout  the  year 
if  small  undertakings  that  had  not 
shared  the  burden  of  the  day  in  pioneer 
work  were  allowed  to  run  vehicles  dur- 
ing the  hours  of  dense  traffic  only.  It 
was  only  by  earning  sufficient  revenue 
at  the  peak  hours  that  companies  were 
able  to  run  all  the  year  round  time-table 
services  and  gradually  make  extensions 
which  very  often  were  non-paying  for 
long  periods. 


British  Bus  News  Summarized 

Trackless  Trolleys  for  Wolverhampton — Question  of  Road  Taxes  Agitated 

Again — Rules  Set  Down  for  Orderly    Bus    Operation — Motor 

Exhibit  Planned  for  November 


ANOTHER  example  of  the  substitu- 
tion of  the  trackless  trolley  for 
the  tramway  is  furnished  at  Wolver- 
hampton. The  Town  Council  of  the 
borough  has  approved  a  scheme  for  a 
service  of  railless  trolley  cars  on  one 
of  its  tramway  routes,  a  single  track 
line.  It  had  been  proposed  to  double- 
track  the  line  in  order  to  relieve  con- 
gestion, but  after  expert  advice  it  was 
resolved  to  adopt  the  trackless  trolley 
system.  That  will  give  the  effect  of  a 
double  track.  The  estimated  cost  is 
£15,000.  Six  trackless  trolley  cars  are 
to  cost  £8,700.  The  Tilling-Stevens  type 
of  chassis  will  be  employed. 

The  London  General  Omnibus  Com- 
pany gave  a  demonstration  on  April  13 
of  a  headlight  which  it  has  adopted  for 
country  services  where  public  lamps  are 
few  or  non-existent.  The  lens  adopted 
diff'uses  part  of  the  light  laterally  and 
deflects  the  beam  below  the  eye  level 
so  that  there  is  no  dazzle  higher  than 
42  in.  At  the  same  time  the  light  is 
projected  far  enough  ahead  along  the 
road  surface  to  insure  safety.  This 
type  of  lens  has  been  approved  by  the 
London  Metropolitan  Police.  It  pro- 
duces the  effects  described  by  means  of 
a  special  arrangement  of  corrugations. 
Perhaps  the  following  Hull  regula- 
tions for  buses  may  be  of  intei-est  for 
comparison  with  regulations  in  force  in 
America.  This  set  of  instructions  has 
been  compiled  by  the  Hull  &  District 
Heavy  Vehicle  Defence  Association  io 
conjunction  with  the  local  police,  and 
the  rules  have  been  approved  by  the 
chief  constable  and  issued  by  his  au- 
thority. Other  regulations  have  also 
been  framed  for  coach  traffic,  but  those 
relating  to  buses  are  as  follows: 

1.  Omnibuses  are  to  occupy  stands  author- 
ized  by  the  police. 

2.  Two  opponent  vehicles  for  one  destina- 
tion are  not  to  be  on  the  stand  at  the  same 
time. 

3.  When  an  omnibus  leaves  the  stand,  the 
stand  is  open  to  the  vehicle  next  timed  to 
leave. 

4.  All  omnil>uses  must  be  run  strietly  ac- 
cording to  the  lime  table  sanctioned  by  the 
police. 

5.  Departing  Vehicles.  —  The  following 
rules  will  apply:  (a)  if  a  bus  is  on  the  stand 
before  time  of  departure,  it  must  leave 
strictly    on    time. 

(b)  If  bus  arrives  on  time  of  departure 
it  must  set  down  and  pick  up  its  load  with- 
out delay,  and  leave  the  stand  as  iiuiokly 
as   possible. 


(c)  If  bus  arrives  more  than  five  min- 
utes after  time  for  departure,  it  may  set 
down,  but  cannot  pick  up,  and  must  leave 
the  stand. 

In  consequence  of  opposition  from 
motor  interests  the  Potteries  &  North 
Staffordshire  Tramways  has  withdrawn 
a  clause  from  its  Parliamentary  bill 
which  would  have  prohibited  bus  compe- 
tition with  the  company's  tram  cars 
and  buses.  For  the  same  reason  the 
Stoke-on-Trent  Town  Council  has  modi- 
fied a  proposal  to  impose  driving  tests 
on  drivers  of  all  motor  vehicles  apply- 
ing for  license.  It  is  now  proposed  that 
the  tests  will  be  confined  to  drivers  of 
vehicles  plying  for  hire. 

Emanating  from  Lancashire,  there  is 
now  under  discussion  a  scheme  for  get- 
ting over  the  trouble  of  rate-cutting 
among  competitive  firms  engaged  in  the 
road  transport  of  passengers  and  goods. 
The  idea  is  to  form  a  motor  transport 
association  into  a  trade  union,  any  mem- 
bers of  which  may  be  penalized  if  they 
carry  goods  or  passengers  at  charges 
below  an  agreed  standard  scale.  The 
trade  union  would  be  registered  as  such 
and  would  be  able  to  adopt  any  meas- 
ures that  any  trade  union  is  legally  al- 
lowed to  adopt  to  enforce  its  rules  and 
regulations.  The  ruler  would  take 
power  to  inflict  fines  and  penalties  for 
breach  of  the  rules.  Members  would  be 
allowed  to  bring  matters  before  a  com- 
mittee which  might  sanction  any  new 
rate  for  special  jobs  or  special  traffic. 
What  is  to  be  done  in  the  case  of 
"pirates,"  or  those  not  members  of  the 
association,  does  not  seem  to  be  men- 
tioned. 

The  Society  of  Motor  Manufacturers 
&  Traders  has  decided  to  organize  an 
exhibition  to  be  held  in  London  from 
Nov.  22  to  Dec.  1  next,  embracing  not 
only  the  various  types  of  commercial 
motor  vehicles  but  also  plant,  ma- 
chinery and  materials  used  in  the  con- 
struction, maintenance  and  development 
of  roads.  Thus  it  is  hoped  to  draw 
road  user  and  road  maker  closer 
together. 

C.  Shirreff  Hilton,  chairman  of  the 
British  Automobile  Traction  Company, 
speaking  at  the  annual  meeting  on  the 
subject  of  competition,  said  that  it  was 
impossible   to  render  service   on   many 


De  Luxe  Bus  Service  Started 
in  Milwaukee 

De  luxe  motor  bus  service  was 
started  in  Milwaukee,  Wis.,  on  May  2 
by  the  Wisconsin  Motor  Bus  Lines,  a 
subsidiary  of  the  Milwaukee  Electric 
Railway  &  Light  Company.  The  com- 
pany placed  in  operation  on  that  date 
ten  twenty-five-passenger,  single-deck, 
type  "J"  Fifth  Avenue  Coaches  and  one 
fifty-two-passenger,  double-deck,  type 
"L"  Fifth  Avenue  Coach.  Announce- 
ment was  made  at  the  same  time  that 
nine  additional  double-deck  buses  now 
on  order  with  the  Fifth  Avenue  Coach 
Company  are  expected  very  shortly  and 
will  be  placed  in  service  as  quickly  as 
received,  replacing  or  supplementing 
the  single-deck  buses. 

The  route  chosen  follows  some  of  the 
finest  streets  in  Milwaukee,  tapping  the 
exclusive  east  and  west  s'de  residential 
districts  and  passing  along  Lake  Michi- 
gan and  through  the  downtown  busi- 
ness district.  A  fare  of  10  cents  is 
being  charged.  So  far  as  possible  load- 
ing is  to  be  limited  to  the  seating 
capacity  of  the  buses.  The  buses  will 
be  operated  independent  of  the  i-ailway 
system  and  there  will  be  no  interchange 
of  transfers  or  tickets. 


Off  to  the  Ball  Game  a  la  Bus 

The  Johnson  Bus  Line,  Waterloo,  la., 
is  planning  to  make  a  number  of  trips 
this  summer  to  cities  where  ball  games 
are  being  played.  A  White  Sox  special 
is  being  arranged  for  July  9.  The  big 
bus  will  leave  Waterloo  on  that  date 
with  a  delegation  of  White  Sox  fans  to 
attend  the  White  Sox-Yankee  game  at 
Chicago  on  July  10.  The  party  will 
leave  Waterloo  early  on  July  9,  arriv- 
ing in  Chicago  that  night.  The  morn- 
ing of  July  10  the  party  will  be  taken 
on  a  sightseeing  trip.  The  price  for 
the  trip,  including  a  reserved  seat  for 
the  game,  will  be  $15. 


Wichita  Line  to  Be  Improved. — Earl 
Goodrich,  owner  and  operator  of  the  bus 
line  operating  between  Valley  Center 
and  Wichita,  Kan.,  will  add  a  new  bus 
to  take  care  of  increased  business.  Mr. 
Goodrich  is  at  present  oi)erating  one 
bus  between  these  terminals,  making  six 
trips  a  day,  but  he  is  now  ready  to  put 
on  another  bus,  and  double  the  schedule. 
The  route  covers  a  distance  of  12i  miles. 
The  fare  charged  is  25  cents  one  way 
and  50  cents  round  trip.  Since  he 
started  the  line  some  six  months  ago 
Mr.  Goodrich  has  not  missed  a  trip  and 
has  only  been  off  schedule  once  during 
this  period. 


June,1923 


BUS 

TRASSHORTATX)N 


307 


Meaning      of      Term      "("omnion 
Carrier"  (Juestioned  by  Penn- 
sylvania Commission 

A  new  question  has  risen  before  the 
Public  Service  Commission  of  Penn- 
sylvania in  connection  with  bus  reffu- 
lution.  Its  settlement  may  complicate 
the  adjustment  of  a  jitney  suit  which 
had  been  before  the  commission  for 
months,  and  in  the  end  provide  a  means 
whereby  all  the  operators  who  have 
been  refused  certificates  of  convenience 
may  get  back  into  business  leKally. 

Durinjr  the  hearinjr  of  a  complaint 
filed  by  Wayne  W.  Kroh  and  Jackson 
B.  Stambauph,  licensed  operators  in 
Hanover,  it  was  alleged  that  W.  R. 
Moul  has  been  operating  as  a  common 
carrier  without  having  first  secured  a 
certificate  of  public  convenience. 

It  developed  that  Moul  does  not  drive 
the  cars  but  merely  rents  them  out  to 
people  who  have  drivers'  certificates. 
Both  the  Hanover  jitney  men  testified 
that  Moul  is  taking  all  their  business 
away  from  them.  They  have  complied 
with  all  the  requirements  of  the  com- 
mission and  they  have  asked  that  he 
be  stopped. 

Mr.  Moul  contended  he  was  entirely 
within  the  law  in  his  operations.  His 
attorney,  Charles  Ehrhart.  explained 
there  was  nothing  in  the  laws  of  the 
commonwealth  to  prohibit  applying  the 
old  livery  stable  plan  for  the  hiring  of 
automobiles. 

Years  ago  the  courts  ruled  that  a 
man  who  conducts  a  livery  stable,  hir- 
ing teams  out,  in  the  same  fashion 
that  Mr.  Moul  is  renting  his  cars,  is 
not  a  common  carrier.  Whether  there 
is  any  way  in  which  the  commission 
can  control  Moul's  operations  is  doubt- 
ful. His  cars  are  operated  under  com- 
mercial vehicle  licenses  granted  by  the 
State  Highway  Department,  and  it  is 
said  there  is  a  possibility  some  control 
may  be  exercised  over  his  operations 
through  that  department. 

Mr.  Moul  averred  that  his  cars  were 
used  almost  exclusively  by  joy  riders. 
He  said  his  only  requirement  was  that 
the  persons  engaging  the  auto  make  a 
deposit  of  $10  and  show  a  driver's 
license.  If  they  turned  the  car  over 
to  some  one  else  who  was  not  author- 
ized to  drive  it  that  was  beyond  his 
control. 

Recently  one  of  his  cars  was  wrecked 
in  Frederick  Street  by  a  minor  brother 
of  Chester  Hostetter.  The  older 
brother  rented  the  car,  it  was  charged, 
and  then  turned  it  over  to  the  youth, 
who  upset  while  driving  with  his  girl. 
The  girl  was  thrown  out,  and  another 
machine  was  wrecked. 

The  Public  Service  Commission  took 
the  case  under  advisement. 


%  Financial 

<5^^       Section 

Soinr  (laliforiiia  Huij 


Ol 


x-ratiiig  (iosts 


Old  Time  Speed  King  Now  Bus 
Owner. — Webb  Jay,  inventor  of  the 
Stewart  vacuum  system,  and  driver  of 
the  famous  "Whistling  Billy"  steam  rac- 
ing car,  has  installed  Fageol  parlor  car 
service  between  the  millionaire  colony 
in  Miami,  Fla.,  and  the  fishing  resorts 
down  the  coast. 


OPKR.\TING  statistics  for  sixty- 
four  companies  that  earned  more 
than  $20,000  for  the  year  1922  show 
the  magnitude  of  the  earning  power 
of  the  motor  bus  and  truck  in  Cal- 
ifornia. These  companies  together 
earned  a  little  more  than  $7,7.S0,000 
for  the  year,  aproximately  $6,800,000 
of  which  was  from  the  haulage  of 
passengers.  Unfortunately,  the  re- 
ports tiled  with  the  California  Rail- 
road Commission  were  not  complete 
in  all  items  and  comparative  totals 
could  not  be  established  for  all  these 
companies.  With  but  one  exception, 
however,  all  companies  showed  a  profit 
for  the  year. 

14,000,000   Passengers   Carried 

Complete  information  from  forty-two 
companies  operating  .578  vehicles,  with 
a  total  capacity  of  8,228  seats,  indicates 
a  net  income  of  slightly  more  than  20 
per  cent  on  the  amount  of  capital  in- 
vested in  plant  and  equipment. 

Gross  revenue  for  the  year  for  these 
same  companies  totaled  $6,032,827  or 
1.69  times  the  investment  in  plant  and 
equipment.  Revenue  from  the  trans- 
portation of  passengers  was  $.">, 312,752 
or  88  per  cent  of  the  total  money 
earned  from  all  sources.  The  number 
of  passengers  carried  averaged  0.607 
per  bus-mile  and  totaled  13.947,843. 
The  average  fare  paid  by  each  passen- 
ger was  38  cents.  The  23,000,000  bus- 
miles  run  during  the  year  showed  an 
earning  power  of  23.2  cents. 

The  expenses  of  operation  as  shown 
are  not  entirely  indicative  of  the  cost 
of  passenger  vehicle  operation  inas- 
much as  the  costs  of  handling  allied 
traffic,  such  as  freight,  express,  etc., 
are  not  separately  shown.  However, 
it  is  interesting  to  note  that  of  the 
operating  costs,  which  totaled  92.7  per 
cent  of  the  gross  earnings,  46.5  per 
cent  was  spent  for  conducting  trans- 
portation, 36.5  per  cent  for  mainte- 
nance, 1.6  per  cent  for  advertising  for 
traffic,  and  15.4  per  cent  for  the  con- 
duct of  the  business,  including  general 
and  miscellaneous  expenses. 

Explanation  of  Table  Headings 

An  analysis  of  the  size  of  motor 
buses  or  stages  used  by  the  sixty-four 
companies  reporting  indicates  that  the 
eighteen-pas.senger  vehicle  is  the  most 
popular.  Next  follows  in  the  order  of 
popularity  the  fourteen,  twenty-five, 
eleven,  twenty  and  eight-passenger 
vehicle.  This  is  considered  an  interest- 
ing commentary  on  public  taste. 

A  word,  explaining  what  is  included 
in  each  account,  is  necessary  if  the 
figures  are  used  for  comparative   pur- 


poses. The  figures  in  the  column 
headed  "gross  revenue"  cover  all  fees 
collected  for  the  transportation  of 
passengers,  freight,  express,  baggage, 
U.  S.  mail,  the  rents  received  from 
station  concessionnaires,  storage  spate, 
buildings  and  other  property  owned, 
rents  from  buses  hired,  advertising  on 
buses  and  in  terminals.  The  propor- 
tion collected  from  transporting  pas- 
sengers is  shown  separately  in  the 
column  which  is  marked  "Passenger 
Revenue." 

thirty-fot'r  detailfoj  opekatinc 
Accounts 

The  cost  of  operation  is  divided  into 
four  parts,  which  when  added  together 
give  the  total  operating  expense.  The 
items  included  in  "Conducting  Ti  .! 
portation"  cover  generally  all  ex|" 
incidental  to  running  the  buses  or 
stages  over  the  routes.  In  detail  this 
includes  the  salary  of  tho.sc  engaged  to 
supervise  the  actual  bus  operation;  the 
wages  of  drivers  of  both  pas.senger, 
express,  baggage,  freight  and  mail- 
handling  vehicles;  gasoline;  oil;  grease; 
the  total  cost  of  keeping  and  operating 
service  cars  or  wreckers;  the  wages  of 
terminal  employees  whether  engaged 
in  passenger  or  freight  handling; 
claims  paid  on  account  of  loss  and 
damage  to  freight  and  baggage  trans- 
ported ;  garage  labor  and  expenses,  and 
any  other  expenses  in  connection  with 
the  handling  of  traffic. 

"Maintenance"  covers  the  cost  of 
labor  and  material  used  in  repair  of 
buildings  used  in  transportation  opera- 
tions whether  owned  or  rented,  the 
repairs  to  machinery  used  in  the  shops 
and  garages,  the  cost  of  tires  and 
tubes  and  other  material  used,  the 
salaries  and  wages  of  those  engaged 
in  the  repair  of  revenue  cars,  both 
passenger  and  freight,  and  all  other 
expenses  incurred  in  keeping  such  cars 
in  efficient  working  order.  The  cost 
of  inspecting  and  testing  after  repairs 
have  been  made  to  determine  if  every- 
thing is  all  right  is  also  included  under 
the  general  heading.  All  allowances 
if  any  for  depreciation  of  buildings, 
machinery,  tools,  vehicles,  etc.,  are 
likewise  included  in  the  statement  of 
this  account. 

"Traffic"  covers  expense  incidental 
to  the  acquisition  of  business  such  as 
solicitation,  the  cost  of  printing  and 
publishing  time-tables,  newspaper  ad- 
vertising, donations  made  for  traffic 
purposes  and  for  entertaining  conven- 
tions and  similar  expense.  "General 
and  Miscellaneous  Expenses"  covers 
the  cost  connected  with  managing  the 
business  and  conduct  of  the  general 
office  such  as  salaries  and  expenses  of 
officers  and  clerks;  supplies,  and  ex- 
pense of  maintaining  the  office;  sta- 
tionery and  supplies  such  as  letter- 
heads, tickets,  fare  receipts,  waybills, 
etc.;  the  cost  of  running  the  general 
storeroom;  premiums  on  fire,  fidelity, 
burglary  or  liability  insurance  policies 
or  re.serve  allowance  if  the  company 
carries  its  own  insurance.  Payments 
for  personal  injuries  or  property  dam- 


308 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


age,  and  the  expenses  of  adjusting 
claims,  law  expenses  including  salaries 
of  attorneys  and  others  engaged  in 
litigation,  taxes  except  federal  income 
taxes  assignable  to  operation,  rents 
paid  for  the  use  of  terminals,  buses  or 
stages,  uncollectible  bills,  etc.,  are  all 
included    under    this    heading.      Other 


expenses  of  a  general  nature  that  apply 
to  the  property  as  a  whole  are  charged 
to  this  general   account. 

These  four  main  accounts,  covering 
in  all  thirty-four  separate  items,  added 
together  make  the  total  shown  in  the 
column  headed  "Total  Operating  Ex- 
penses."     The    column     headed     "Net 


Income"  shows  the  profit  and  loss  for 
the  year  which  is  applicable  to  divi- 
dends after  non-operating  income  and 
expenses,  which  include  interest  on 
funded  debt,  federal  income  taxes, 
amortization  of  debt  discount  and 
expense  incidental  thereto,  have  been 
deducted. 


Operating  Statistics  of  California  Motor  Bus  and  Stage  Lines,  Year  Ended  Dec.  31,  1922 


Name  of  Company 


Operating  Expenses 


Vehicles 
and  Seatst 


Class  .4-1  Companies  with  gross  r 

Motor  Transit  Co 

California  Transit  Co.  * 

Pickwick  Stages.  No.  Div.*. .  . , 
Peninsular  Rapid  Transit  Co... 

Valley  Transit  Co.* 

The  Crown  Stage  Line* 

Pickwick  Stages.  Inc.* 

B.  &  H.  Transportation  Co 

Yosemite  National  Park  Co.*.. 
Santa     Rosa,     Petaluma, 

Sausalito  Auto  Stage  Co.*... . 
McConnaha's     Official     Auto 

•Serxnce* 

Original  Stage  Line* 

Pacific  .\uto  .Stages.  Inc.*.  . 

United  Stages,  Inc.* 

Yosemite  Transit* 

Pierce  Arrow  Stage** 

Modera    Yosemite    Big    Tree 

Auto  Co.** 


evenue  over 
88—    1.457 


69— 


28— 
39- 


42- 
18- 
37- 
41- 

13- 


1,192 
569 
567 
545 


NR 


198 
839 
487 

234 


16—  154 
14—  287 
16— NR 
10—        113 


Gross 
Revenue 


Total 


Class A-2  Companies  with  gross  i  evenue  from 


Dillingham   Transportation 

Co.* 

Redding-Fall  River  Stage  Line' 

Valejo  Bus  Co.* 

Shasta  Transit  Co.  (6) 

River  Auto  .Stage* 

Pasadena    Ocean    Park    Stage 

Line   

Packard  Stage  Line 

Red  Star  Stage  Line* 

Redding- Weaver\'ille  Stage* 
Golden  Eagle  Barker  Stage*. 

Total 


20— 


I 
265 


152 


532—    7,247 


5— 
5— 
6— 
•5— 
7— 


5^ 
3— 
7— 

4— 
6— 
10— 
4— 


Class  i4-3  Companies  with  gross 

A.  C.  McVey  Stage  Lines* 

.Sacramento-A  u  b  u  r  n-Nevada 

Citys'  Stage  Line* 

Scott's  Auto  Stage , 

Etna   Mills-Forks    of   Salmon 

Stage  Line* . 

Murrieta-M.  H.  Springs  Auto 

Stage  Line* 

Coast  Line  Frt.  and  Stage  Co.* 

Auto  Transit  Co.* 

While  Star  ..\uto  Stages* 

Joe  Miller  .Stage  Line 

.Santa  Cruz  Stage  Co.* 

San  Joaquin  Los  Banos  Stage 

Co.* 

Boyd  &  Matty* 

W.  R.  Miles  .Stage  Line*. . . . 
Kern   County    Transportation 

Co.* 

Dunham  Auto  Stage  Co.*. . . 

Pacific  Auto  Stage  Co 

Lloyd's  Transportation  Co. . 
Verdugo-Hills    Transportation 

Co.* 

West  Coast  Rapid  Transit  Co 
Benicia  Vallejo  Stage  Line. ..  . 

F.  F.  Nellist  Stage  Line* 

Mt.    Wilson    &    Arroyo    Seco 

Stage  Lines* 

Fresno  Coalinga  Stage  Line*. 
Compton  Transportation  Co. 
<  >jai  Ventura  Stage  Line*. . . . 
CitizensAuto  Stage  Co.*. ... 

Ilouck  &  Pimentel 

Chic  o-Westville-Susanville 

Stage* 

Cregaro  Stage  Lines* 

Ilc.ll)rook  &  Shuler 

Redondo-S  an  Pedro  Stage 

Line** 

Smith  &  Ramsey  Stage  Lines*. 
D.  L.  Zahner's  Stage  Line*.  .  .  . 
Riverside  &  Santa  Ana  Stage 

Line 

Allen  &  Reese 

Lob  Gatns-San  Jose  Bus  Line. 
AlturasA  Cednrville  Stage  Co.* 


Total    193- 

Total— All  Companies 801 — 


12— 
5— 
8— 

10— 


10— 


293 
74 
155 
155 
86 

182 
64 
59 
26 

132 


76         1,226 

revenue  fro 

7—  95 

8—  137 
6—         54 


64 
58 
96 
40 
90 
73 

651 
55 
63 

68 
79 
140 
70 


$  1 00,000  pe 
$1,461,436 
843.871 
582,643 
453.849 
417.680 
362.023 
266,749 
264,542 
NR 

150,654 

149,636 
136.820 
129,584 
129,447 
129,306 
126.099 

111,822 


Passenger  Conducting 
Revenue        Transp. 


$5,716,161 

$50,000  to  $ 

$83,866 
77,184 
69.002 
65,267 
61,901 

60,252 
56,658 
55,305 
50,825 
50,134 


7— NR 
8—        137 
4—         76 

7—  95 
6—  66 
10—  183 
8— NK 
4—  46 
4—         94 

4 —  64 
4—  46 
4— NR 


5— 

7— 

3— 


3— 
2— 


92 
66 
50 

72 
55 
59 

(e)4 


Total   42  Companies  full 

information 


2,593 
1.066 


578—    8,228    $6,032,827 


$630,394 

.  $20,000 t 
$48,358 

45,694 
45,494 

45.222 

44,918 
44,802 
39,782 
39,499 
38,395 
37,102 

36,563 
36,016 
35,962 

35,122 
35,045 
33,800 
30,026 

29,575 
28.553 
28,416 
26,710 

25,794 
25,303 
24,998 
24,790 
24,254 
24.163 

24,147 
23.321 
23.154 

23,044 
22,758 
22,037 

21,619 
21,336 
20,89! 
20,338 


r  annum 
$1,343,501 
811,042 
274,445 
450,763 
402,390 
344.231 
232,234 
259,428 
256,642 

143,538 

79,988 
134,793 
129,487 
124,433 
127,947 

90,451 

110.922 


Mainten- 
ance 


$614,236 
310.350 
280,232 
203,738 
134.542 
157,568 
198,714 
138,817 
83,914 

63,079 

58,860 
58,2231 
52,575 
64,782 
44,321 
28,008 

47,885 


$5,316,235    $2,539,844 
100.000  per 


$75,016 
34.746 
68,902 
64,314 
60,968 

60.169 
56,658 
32,752 
11,708 
49,434 


$1,157,001 
$7,503,556 


$514,667 

o  $50.000p 
$46,512 

44,303 
45,464 

4,292 

41,976 
18.555 
39,632 
28,836 
36,940 
36,613 

35,609 
34,104 
25,737 

33,739 
34,320 
33,800 
27,679 

29,460 
28,553 
28,416 
23,974 

20,906 
24,670 
24,998 
11,014 
9,055 
24,163 

23,339 
21,002 
23,154 

22,764 
19,114 
20,577 

21.332 

21,336 

20,891 

2,410 


$989,239 
$6,820,141 


$5,312,752 


$32,720 
33,581 
35,143 
37,672 
33,926 

25,479 
57.778 
28,537 
21,261 
15,504 

$321,601 

annum. 
$15,198 

17.542 

34,858 

24,700 

18,375 
14,745 
NR 
27,331 
21,931 
13,896 

15,196 
7,349 
11,533 

11,225 
8,543 
12,964 
16,032 

14,617 
15,168 
12,443 
10,573 

8,631 
10,491 

9,507 
12,353 
16,482 
12,125 

2,822 
17,866 
8,775 

12,096 
4,998 
12,941 

6,482 
13,278 
9,637 
2,926 


$611,701 
300,210 
183.608 
139,066 
179,430 
122,638 
43,065 
85,515 
83,944 

15,329 

63,744 
45,953 
42,009 
37,136 
52,394 
53,597 

15,653 


Traffic 


$2,075,001 


$17,264 

38,58 

17,806 

23,173 

4,720 

23,047 

NR 

8,472 

20,606 

19,945 


$173,614 


$16,099 

10,430 
7,975 

4,012 

25,751 

5,292 

NR 

3,697 

5,255 

6,4589 

15,880 
9,797 
14,205 

10.545 
19,202 
13,160 
4,074 

14,276 
10,676 
9,597 
14,600 

12,275 
7,247 

10,347 
9,133 
9,161 
5,345 

6,083 
2,331 
4,619 

10,267 
4,703 
5,156 

8,842 

3,286 

6,127 

NR 


$485,679       $325,903 
$3,347,124    $2,574,518 


$2,611.0411  $2,051,076 


$21,729 
14,760 
7,100 
5,618 
7,242 
2.672 
2,534 
532 

26,595 

4,132 

406 

198 

3,221 

1,982 

67 

NR 

16,231 


General 
and  Misc. 


$115,019 


$11,315 


$513 

158 
NR 

NR 

855 

1,295 

NR 

242 

251 

1,102 

381 

35 

422 

NR 

215 

1,403 

NR 

140 
80 
208 
NR 

518 

369 

38 

NR 

NR 

NR 

413 
290 
NR 

NR 
NR 
NR 

72 
395 
20 
NR 


$9,415 
$135,749 


$88,375 


$221,993 
109,261 
47,136 
80,096 
53,588 
58,420 
22,272 
32,971 
25,816 

20,316 

18,867 
19,041 
20,129 
21,304 
8,452 
11,958 

5.931 


Total 


$777,551 


$19,441 
5,672 

14,731 
7,136 

15,466 

11,247 
10.096 
9.232 
10.001 
11,824 


$6,964 

13,072 
1,957 

2,598 

10,045 
20,749 
36,069 
4,033 
7,633 
9,009 

3,594 
6,395 
8.966 

11,192 
7,577 
5,666 

13,172 

9,706 
2,402 
4,582 
7,053 

5,003 
3,833 
8,037 
4,784 
1,629 
6,830 

1,913 
2.784 
8.125 

4,077 
9,943 
1,887 

6,122 
4,354 
2,063 
NR 


$862,878 


$1,469,668 
784.581 
518,076 
428,518 
374,802 
341.298 
266.585 
257,835 
220,269 

102,856 

141.877 
123,415 
I  17,934 
125,204 
105,234 
93,563 

85,700 


Net 
Income 


$5,507,415 


$73,670 
77,834 
68,529 
67,981 
54,112 

61,330 
68,915 
49,863 
51,868 
47,273 


$621,376 


$38,774 

41,202 
44,790 

31,310 

55,026 
42,081 
36,069 
35,353 
35,070 
30,465 

35,051 
23,576 
35,126 

32,962 
35,537 
33,193 
33,278 

38,739 
28,326 
26,830 
32.226 

26,427 
21,940 
27,929 
26,270 
27,272 
24,300 

11,231 
23,271 
21.519 

26,440 
19,644 
19,984 

21,518 
21,313 
17,847 
NR 


$1,081,889 
$7,210,680 


$5,613,470 


$176;  591 
119,900 
66,987 
35,144 
58,217 
22,313 
3,823 
7,289 
NR 

47,798 

15,804 
13,405 
15,500 
19,477 
26,267 
NR 

32,381 


Passengers 
Carried 


$660,896 


$10,196 
NR 

2,646 
NR 
NR 

1,078 
NR 
NR 
NR 

7,662 


$21,582 


$9,937 

4,902 
705 

13,912 

9,770 
2,855 
3,713 
4,187 
3,325 
7,296 

4,032 
13,761 
4,010 

2,160 
NR 

753 
NR 

8,957 

NR 

1,586 

i.iSi 

633 
3,675 
2,860 
1,116 
2,395 

137 

NR 
NR 
1,635 

NR 

4,953 
NR 

400 
2,287 
3,045 
2,419 


2,139,449 
771.428 
160,355 
NR 
388,369 

1,009,399 
143.542 

5.226,558 
120,448 

130,879 

31,732i 
445,478i 
162,978 
161,497 
49,246 
50,766 

7,472 


Passenger  ■ 
Bus-Miles  Investme 


11.899,596 


198,324 
9,791 

690,542 
49,281 
85,200 

240,638 

15,607 

24,586 

1.952 

74,465 


1,390,386 


72,328 

53,811 
8,875 

1,481 

19,826 
NR 
17,278 
6,422 
68,483 
29,642 

25,853 
22,986 
16,744 

22,986 
27,376 
33,273 
141,518 

60,770 
NR 
159,715 

47,168 

28,942 
15.713 
69,777 
12,238 
1,85 
191,269 

4,836 

29,400 

231,543 

NR 

((/)8,210 

29,746 

31,652 

49,220 

140,000 

804 


$115,994       1,699,736 
$797,472     14,989,718 


$722,646     13,947,843 


5,592,333 
2,897,377 
2,135,6691 

NR 
1,738,539 
1.778,899 

521,260 
1.272,028 

258,027 

542,110 

212,444 

822,841 

NR 

560,143 

373,030 

360,000 

160,511 


19,225,211 


NR 

144,800 

322,785 

446,480 

274,840 

404,896 
401,915 
161,816 
1.416 
200,750 

2,359,698 


189.451 

123.666 
150,000 

198 

299,520 

NR 

179,052 

189,607 

282,773 

125,260 

219,540 
107,200 
119,516 

107,200 
113,847 
NR 
201,692 

192,728 

NR 
91,882 
74,140 

41.217 
142,882 
.NR 
NR 

21.000 
124.996 

37,776 
165,560 
214,400 

NR 
NR 
100,000 

108,720 
98,550 

162,672 
31,300 


3,853,345 
25,438,254 


22.942,121 


$764,889 
$4,477,516 


$3,565,315 


(o)  Estimated.         (6)  Carries  newspapers.         *  Also  carries  freight  or  express.         **  Carries  U.  S.  mail  under  contract.         NR — Not  reported. 

ie)  Includes   gaiage   revenue.         (</)  .\pproxiinate   only.         (c)  These  are  trucks,  passengers  ride  on  driver's  seat,     t  Number  of  buses  and  stages  and  total  seats. 


June,  1923 


BLIS 

TIUNSK)HTATK>N 


3oa 


Bus      *^ 
Reo^llationTf^ 


More  Stiites  H«'<;iilatf  Hiis 

Ohiii,  Iowa,  North  Dakota,  .Montana, 
Michigan,  Wt-st  N'irninia  and  Irxas 
All  Eslahlishtd  New  Moasuri-.s  at  the 
UecenI    l,fKi>lativf  Sessions 

ASIDE  from  the  bills  to  tax  gasoline 
.  introduced  at  the  recent  sessions  of 
the  Legislatures  several  bills  were 
passed  looking  toward  a  strengtheninir 
of  the  laws  having  to  do  with  the 
regrulation  of  bus  operation.  It  must 
be  remembered  that  in  many  states  all 
public  service  common  carriers  have 
lontr  been  under  commission  jurisdiction 
as  to  the  matter  of  securing  certificates 
of  convenience  and  necessity,  etc.,  so 
that  the  general  laws  recently  passed 
must  be  regarded  not  from  the  point 
of  view  of  their  nun.ber,  but  from  that 
of  their  contents.  General  regulatory 
bills  have  passed  and  secured  e.\ecutive 
sanction  in  Ohio,  Iowa,  North  Dakota, 
Montana,  Michigan,  West  Virginia  and 
Texas. 

Bus  regulatory  measures  failed  to 
pass  in  Indiana,  Colorado  and  Utah. 
Slrictly  speaking  these  failures  may  be 
regarded  as  negative  news.  In  this  con- 
nection the  legislation  in  New  York, 
which  by  the  way  failed,  must  be  re- 
garded in  somewhat  different  light  from 
that  of  all  the  other  measures  either 
passed  or  defeated.  Entirely  aside  from 
the  question  of  the  merits  or  demerits 
of  the  provisions  of  the  bill  wrapped 
up  in  the  program  of  transit  legislation 
for  New  York  City,  the  bill  ran  counter 
to  the  trend  of  economic  legislation.  In 
it  it  was  sought  to  retain  for  Mayor 
Hylan  of  New  Y'ork  the  right  to  put 
on  buses  without  the  need  for  securing 
certificates  of  convenience  and  necessity 
from  the  New  York  Transit  Com- 
mission, a  state-created  body. 

The  failure  of  this  measure  has 
balke:i  the  professed  program  of  the 
local  city  administration  to  carry  out 
a  $2.5  000,000  bus  plan,  particularly  as 
the  commission,  while  admitting  the 
place  of  the  bus  in  city  transit,  has 
expressed  itself  to  the  effect  that  it  is 
opposed  to  duplications  of  transit  facili- 
ties, particularly  where  the  existing 
agent  is  giving  adequate  service  or  is 
in  a  position  to  render  such  service. 

A  few  measures  did  get  through  in 
New  York  affecting  the  bus  men  in  a 
minor  degree.  Perhaps  the  most  im- 
portant measure  of  these  now  before 
the  Governor  for  signature  is  the  bill 
amending  the  insurance  law  relative  to 
mutual  casualty  insurance  corporations. 
Under  this  measure  bus  ow^ners  expect 
to  secure  mutual  insurance. 

At  first  sight  some  of  the  measures 
just  passed  appear  to  be  somewhat 
drastic  in  their  provisions,  but  cer- 
tainly in  the  case  of  Ohio,  where  a 
battle  royal  waged  over  the  matter  of 


regulating  the  bus,  the  measure  that 
was  liiially  passed  may  reasonably  be 
looked  upon  as  a  really  stabilized  step 
in  a  forward  direction.  A  summary  of 
the  principal  recent  leg.slation  follows: 

l''list  uf  all,  the  uliio  bill  pl.icca  the  bua 
under  Uii-  JuiUdklloii  of  ihe  Sliilc  Utilltli-s 
( VniinUnliiii.  H*-p(>ris  ui  upi-ratioii  mUHt  bt; 
ftU'il    with    tlK'    cufiiiiu.sM.urt.      Tilt-    i'IkIU    tu 

UIUM'al'-    bus    hue;*    U    toilrtlifti     lu    llu>M»-     wIk» 

Hfcuro  ft*rtl(lriilL'H  of  cunvenient--c  and  necr-'H- 
slty.  but  III  thin  ri«pf>l  llio.'*,-  uixialliit; 
when  the  law  wa^  pasHetl  wrrt-  iu»t  affi-i-ltMi. 
In  KrunllnK  .such  rluhtu  the  foininirtHioii  in 
Ut  judi;e  whfilurr  <>!■  iu»t  llu-  exi.stinK  nieatiM 
of  U'aiisiiurtatluii  are  suffli-lenl-  i'oulrol  of 
ih»-  buses  Is  taken  away  entirely  from  loeal 
atiihoritles. 

'ra.i(atlui>  rate*  carrlcti  In  Ihe  bill  repre- 
Nrui  a  ronslderable  reduction  over  the 
(•I'lKlnal  whetlule  which  was  presented  t<i 
the  (general  .Vssenibly  and  the  final  rates 
I  eprt-st-nl  a  euniprise  between  traetion  and 
l>us  men  after  the  Senate  and  House  had 
dl.saKiet'il  on  rate  amendment.  These-  final 
rales  are  as  follows:  .Motor  buses  operating 
between  llx**d  termini,  seven  pa.ssenK'*rs  or 
less.  $4'l  for  eaeh  bus  ;  ei^ht  to  twelve  i>as- 
s.-ntters.  $9i» :  thirteen  to  elKhieun,  $H« : 
nineteen  to  twentv-four,  J180  :  more  than 
twenty-four.  $230. 

liuses  not  opcratInK  between  flx"<l  ter- 
mini, seven  pa-ssengers.  J20  ;  twelve,  $50  : 
elehteen.  $90;  twenty-four,  $115:  more 
lh:tn  t\vi*nty-four.   $150. 

The  Iowa  bill  places  intercity  motor  car- 
riers, hauling  either  frelKhl  or  pa.s8eneerH. 
under  the  supervision  of  the  State  Railway 
t'oinmission.  Not  only  will  buses  and  motor 
trucks  be  subject  to  regulation  as  to  rates 
.nnd  charges,  but  they  will  be  compelled  to 
pa.\  laxe-s  for  the  iiplceep  of  the  I'oads  over 
which  they    ti'avel. 

The  law  affect.-!!  all  motor  carriers  travel- 
ing over  definite  routes  hauling  either  per- 
-son.s  or  property.  It  is  specifically  worded 
to  Include  g.'isoiine  trucks  which  follow  a 
fixed  i-oule  but  excluile.s  trucks  used  for 
carrying  farm  antl  dairy  produce. 

-According  to  the  terms  of  the  law  the 
Railroad  Commission  is  authorized  to  fix 
rules  for  the  operation  of  buses  for  the 
protection  of  the  public  and  also  to  In- 
\estigate  and  determine  rea.sonable  rates. 
Hefore  an  operator  can  place  a  bus  or  truck 
In  service  he  must  first  obtain  a  certificate 
for  doing  business  from  the  Railroad  Com- 
missioners. The  bus  men  succeeded  in 
kjlling  by  amendments  som,-  of  the  most 
drastic  features  of  the  bill  as  originally  In- 
troduced, but  were  not  strong  enough  to 
smother  tlie  bill. 

.\.s  in  Ohio,  the  new  Iowa  law.  in  addi- 
tion to  vesting  the  Board  of  Railroad  Com- 
mlssionei-s  with  authority  to  supervise  and 
regulate  motor  vehicles  not  operated  whttUy 
within  the  limits  of  any  city  or  town, 
requires  them  to  obtain  from  it  certificate.^ 
of  convenience  and  necessity.  It  imi)oses 
the  following  taxes  In  addition  to  the  reg- 
ular license  fees  or  taxes  imposed  on  motor 
vehicles   in  the  state: 

Motor  vehicles  having  pneumatic  tires, 
one-eighth  cent  per  ton-mile  of  travel  over 
and  along  the  public  highways. 

Motor  vehicles  having  hard  or  solid  Ures. 
one-fourth  cent  per  ton-mile  of  travel  over 
and  along  the  public  highways. 

Passenger  ton-miles  are  to  be  figured  by 
taking  the  niiuximum  seating  capacity  of 
the  vehicle,  including  trailers,  at  150  IB.  per 
passengei-  seat,  plus  the  weight  of  tlie 
\'ehlcle :  while  freight  ton-miles  are  to  be 
foimd  by  taking  the  maximum  freight  carry- 
ing <apacity  of  the  truck  plus  the  weight  of 
the    vehicle. 

The  maximum  weights  permitted,  includ- 
ing the  weight  of  the  vehicles,  are  Ifi  000  lb. 
for  vehicles  with  solid  rubber  tires  and 
20.000  lb.  for  vehicles  with  pneumatic  tires. 

The  taxes  collected  are  to  be  use<l  in  th«- 
maintenance  and  repair  of  the  highways 
and  streets  over  which  the  carrier  opt-ratcs. 
The  l.iw  provides  that  the  mone.\'  shall 
be  allocated  to  the  various  cit,\'  and  county 
road  districts  in  the  same  proportion  as 
the  mileage  operated  Is  distributed  among 
the  districts. 

All  motor  carriers  are  required  to  file  with 
the  Railroad  Commission  liability  insurance 
bonds,  in  form  and  amount  to  he  'leterminod 
by  the  commission,  to  provld  -  comi)ens.ttion 
for  injuries  and  damages  for  which  they  are 
liable,  and  aUo  a  bond  satisfactory  to  the 
commission  to  guarantee  payment  of  all 
fees,  taxes  or  charges  due  to  the  state  and 
for  the  ffiithful  performance  of  the  sor\'lcc 
It  undertakes. 

The  «-ommisslon  Is  authorized  to  adopt 
and  enforce  such  safety  rules  and  regula- 
tions as  In  Its  Judgment  may  be  necessary. 
The  act  prescribes  that  drivers  of  moto- 
carriers     must    be     more     than     twenty-one 


>eara  of  age,  of  gojd  moral  character.  full> 
competent  to  operate  a  motor  cur  .md   l.il  1 
a  regular  chauffeur's  llcem^e  fron 
motor    vehicle    department.       Tie 
limited    to    25   in.p.h     for     i>  .>.-■  n, 
inu\   20   mii.h.   for  freu 

liy    an    act    of    the     . 
latuie    appio\ed    on    M. 

at  once,  a  minimum  u,ii,ual   (..e  ut   tiu   i^i 
vehicle     has     beeu     imposed     on     all     motor 
Vehicle  common   carriers  ntA  oj>«-i .. (;iii;    i\- 
eluHively    within    the    limits    of 
town.       In    the    case    of    piuisen^-- 
ha\  ing    u    mrating    capacit>'    of    i 
eiglii    piLssengerri   a  further   fee   nt    .,*j   ,  eiiis 
per    passenger    for    such    aihlitlonal    seat    l» 
lequired.      In    the   case    of    truckk  an    addi- 
tional   fee    uf    $1    for    each    ton    over    3-tun 
i-apacity   la  levied. 

Kvery  such  auto  transpurtatlon  company 
Is  re<iulred  to  obtain  a  certificaii*  of  con- 
venlent-e  ami  necessity  from  the  State  liourd 
of  K.illroad  Comnds«ior»iTs,  which  is  v,-Hled 
with  authority  to  regulate  rat**rt  anij  mtv- 
Ice,  to  retiuire  regular  reiHirlji  an<l  to  pre- 
scribe sucli  ruh'S  and  ri-gulatlons  for  iFielr 
oi>eratlon  as  it  may  deem  necesMar>'. 

Liability  Insurance  or  a  surety  bond  U 
r-equired  to  cover  compensation  In  an 
amount  not  to  exceed  $5. MOO  for  any  re- 
cover.v  for  personal  Injury  by  one  person 
and  not  less  than  $IO,ooo,  and  In  such 
additional  amount  as.  the  conuidsslun  shall 
determine,  for  all  p4-rsons  recelvinw  imt- 
sonal    Injury    by    an    act   of    negll,  ! 

not    to    exceed    $10,000    for   any 
property  of  any  person   other   ti^ 
sured. 

The  following  increased  fees  are  levied  on 
tru<-ks  and  buses  by  an  act  passed  by  the 
Legislature  of  Tennessee  amending  the  law 
of  1919  establishing  the  State  Highway 
Department ; 

Buses  I  pajssenger  ciirs  op- r 
two  passenger  car,   $1  ;    for 
ear,    $10  :    for    a    seven-pas.--  t 
for  each  seal  above  a  sevcn-p  t.--s.-ni;.i    ,_ar. 
$2  e.xtra. 

The  act  was  approved  on  April  1,  1923. 
to  take  effect  Immediately.  A  provision 
was  Inserted,  however,  to  the  effect  that 
except  In  the  case  of  trucks  It  would  not 
apply  to  the  payment  of  licenses  and  taxes 
on  motor  vehicles  for  that  portion  of  the 
year  1923  to  Sept.  1. 

Under  the  .Montana  law.  which  became 
effective  immediiitely  on  its  passage,  every 
motor  vehicle  common  carrier  must  obtain 
a  certificate  from  the  .Montana  Railroad 
Commission.  The  commission  is  given  full 
authority  to  regulate  rates  and  fares  and 
.servile  and  to  require  the  operators  to  file 
annual  reports  with  the  commission  and  to 
furnish  any  other  data  that  the  commis- 
sion may  require. 

Cities  and  towns  may  also  Impose  any 
regulations  they  deem  proper.  Including  the 
Imposition  of  licenses,  provided  they  do  not 
conflict  with   the  state   law. 

The  commission  is  authorized  to  require 
each  motor  transportation  company  to  pay 
an  annual  license  fee  for  the  purpo.se  of 
defraying  the  expins-s  of  the  comml.Hsion  In 
administering  the  law.  The  amount  of  this 
fee  Is  to  be  gra<led  by  the  commission  ac- 
cording to  the  number,  size  and  weight 
of  the  vehicles  operale<I  provided  It  does 
not  exceed   $10   per  vehicle. 

Surety  bonds,  liability  Insurance,  or  other 
satisfactory  security  must  Ix-  filed  with  thi- 
commission  to  insure  compensation  for  In- 
juries anil  damages,  and  a  bond  Is  also 
required  for  the  payment  of  fet«  and  the 
faithful  carrying  out  of  p<'rmlts  granted 
b.\'  the  ('ommlsslon. 

By  an  act  signed  by  the  Governor  of 
.Mli'hlgan  on  .May  23,  effective  thirty  days 
thereafter,  a  fee  of  $1  for  each  100  lb. 
of  each  motor  vehicle  Is  lm[>os4^1  on  all 
motor  vehicle  common  carriers  not  operated 
exclusively  within  the  limits  of  a  city  or 
town. 

The  same  act  provides  that  all  surh  car- 
riers shall  al.so  obl.-iln  a  pi-rmlt  of  con- 
venience and  necessity  from  the-  Michigan 
Public  rtllitles  Commission.  Each  permit 
Is  good  for  a  iH-rlod  of  one  year,  subje<'i  to 
renewal  utn>n  the  same  terms,  and  must 
specify  the  routes  ov.-r  which  It  is  pro- 
posed to  operate.  The  commission  Is  author- 
ized to  pre.**4:ribe  such  rules  and  regulations 
governing  the  applications  for  p,-rmits  as 
It  nia\-  de'-m  nece.*(sary. 

All  motors  carriers  are  required  to  carry 
Insui-ance  or  to  furnish  an  Indemnity  bond 
In  an  amount  to  be  determined  by  the 
commission  to  insure  compensation  to  the 
public  for  any  injuries  or  damages  caused 
by  the  carriers. 

All  fe<"s  collixted  are  to  be  appropriated 
to  the  general  highway  fund  of  the  state 
for  hichw.-iy  nurpose.s. 

On  April  27  the  slate  road  law  of  West 
Virginia  was  amenile<1  .so  as  to  include  the 
provision  that  all  motor  vehicle  common 
carriers   obtain   a   cei^ificate  of  public  con- 


310 


BUS 

TRANSPORTATION 


Vol.2,  No.6 


venience  and  necessity  from  the  State  Road 
Commission.  If  the  proposed  routes  are 
within  any  city  or  town  a  permit  must  be 
obtained  from  the  local  authorities  to  apply 
to  the  road  commission  for  a  certificate. 
In  such  case  the  local  authorities  may  pre- 
scribe such  regulations  covering  traffic 
rules,  parking,  etc.,  as  they  may  thmk 
proper.  .       .         .,       .      , 

The  State  Road  Commission  is  authorized 
to  prescribe  the  route,  territory,  schedules, 
fare  er  tariff,  to  require  reports  of  operation 
and  service  and  any  other  data  which  may 
be  found  desirable.  Bond  or  liability  in- 
surance to  cover  compensation  for  injuries 
and   damages  is  also  required. 

The  following  fees  are  payable  to  the 
commission   under  the  act : 

Passenger  buses  less  than  3,000  lb.,  one- 
twentieth  of  a  cent  per  passenger  seat-mile 
operated  during  the  year  for  which  cer- 
tificate is  issued  as  shown  in  the  proposed 
schedules  filed  with  the  commission. 

Passenger  buses  3,000  to  7.000  lb.,  one- 
fifteenth  of  a  cent  per  passenger  seat-mile 
obtained  in  the  same  way.  „f„„   ,», 

Passenger  buses   of   more  than    7,000   ID., 
one-tenth  of  a  cent  per  passenger  seat-mile. 
Buses   not   running   over  a   regular  route 
between    fixed   terminals  pay   $75   yearly. 

The  Oklahoma  Corporation  Commission 
has  power  to  make  rules  and  regulations 
governing  the  service  rendered  by  "motor 
carriers"  in  Oklahoma,  under  authority 
given  in  Senate  Bill  3  41,  pas.sed  by  the 
recent  Legislature.  Powers  to  be  exercised 
by  the  commission  under  this  act  are 
liberal  in  nature,  it  is  pointed  out  by  the 
<ommission,  and  the  commission's  inter- 
pretation of  the  law  has  been  upheld  by  the 
Attorney  General.  Under  the  law  regulating 
the  scheduled  motor  carriers  the  latter  are 
required  not  only  to  conform  to  rules  of 
service,  but  they  must  give  bond  against 
casualties  to  passengers  as  well  as  freight. 
The  Texas  law  provides  that  all  motor 
vehicles  be  registered  for  the  purpose  of 
collecting  tax  fees.  The  fee  for  registration 
is  based  on  weight  and  N.A.C.C.  horsepower 
rating.  The  fee  per  horsepower  is  fixed  at 
17  J  cents  per  horsepower  for  all  vehicles. 
The  fee  based  upon  the  weight  of  the 
vehicle  ranges  from  40  cents  per  100  lb. 
or  fraction  thereof  for  vehicles  weighing 
from  1,000  to  2.000  lb.,  to  75  cents  per 
hundred  for  vehicles  of  more  than  4,501  lb. 
The  fee  for  motor  buses  for  hire  is  17i 
cents  per  horsepower  and  weighed  on  the 
same  basis  as  passenger  cars,  plus  $4  for 
each  passenger  the  vehicle  will  seat. 

No  motor  vehicle  will  be  allowed  on  the 
highwav  whose  gross  weight  exceeds  650  lb. 
per  inch  width  of  tire,  or  more  than  6.000  lb. 
on  any  wheel,  or  whose  body  is  wider  than 
90  in.  No  vehicle  will  be  permitted  to 
operate  with  more  than  10  per  cent  over 
its   registered   capacity. 

Other  provisions  are  briefly  as  follows : 
Vehicles  must  be  equipped  with  rear  view 
mirrors.  No  vehicle  allowed  to  operate  on 
the  highwav  if  equipped  with  solid  tires 
less  than  1  in.  wide.  No  pneumatic  tired 
vehicle  will  be  permitted  to  operate  on  the 
highway  with  one  or  more  tires  removed 
from  the  wheels. 

Penalties  for  violations  of  the  laws  pro- 
vided shall  not  be  less  than  $10  nor  more 
than  $200  or  more  than  thirty  days  in  Jail. 
The  country  roa<l  superintendent  is  author- 
ized to  post  notices  th.at  will  prevent  oper- 
ation of  vehicles  on  roads  when  operation 
would  be  likelv  to  damage  the  highway  or 
be  unsafe  due  to  wet  weather,  recent  con- 
struction, or  repairs.  Operators  affected  by 
these  notices  will  be  compelled  to  detour. 
In  case  of  violations  any  individual  may 
make  written  complaint  to  the  .county 
judge,  who  has  full  authority  to  make 
decisions   in   this   case. 

Operators  are  liable  for  damages  to  high- 
w.-iv  property.  The  speed  law  provides  for 
a  rnaximum  of  35  m.p.h.  in  the  open  country 
and  20  miles  in  the  city  limits. 

Among  the  measures  passed  taxing 
gasoline  are  the  following: 

A  bill  in  Massachusetts  to  Impose  a  tax 
of  2  cents  a  gallon.  The  purpo.se  of  this 
bill  is  "to  provide  funds  toward  the  cost 
of  construction  and  maintenance  of  high- 
ways and  bridges." 

The  state  of  North  Carolina  has  amended 
its  bill  taxing  gasoline  by  striking  out 
the  words  "1  cent."  and  inserting  the  words 
"3  cents,"  so  as  to  increase  to  3  cents  a 
gallon  the  tax  upon  motor  fuel. 

West  Virginia  has  imposed  a  gasoline  tax 
of  2  cents  a  E.Tllon.  The  new  law  goes 
into  effect  ninety  days  from  April  26. 

A  bill  In  Texas  to  impose  a  state  oc- 
cupation tax  of  1  cent  a  gallon  on  gasoline. 
The  law  says  that  the  tax  imposed  "upon 
■what  Is  commercially  known  as  gasoline 
and  alt  substitutes  therefor  by  whatever 
known    name,    sold,    manufactured,    refined 


derived,  prepared  or  compounded  from 
petroleum." 

A  tax  of  2  cents  a  gallon  on  gasoline  will 
be  imposed,  effective  June  1,  as  a  result 
of  legislation  just  passed  in  Indiana. 

A  tax  of  3  cents  a  gallon  has  been  im- 
posed on  gasoline  in  Virginia. 

A  tax  of  2  cents  a  gallon  on  gasoline 
imposed  by  the  Legislature  of  Tennessee 
has  caused  considerable  confusion.  The 
Commissioner  of  Finance  and  Taxation  has 
ruled  that  the  tax  should  be  imposed  upon 
the  dealer  and  not  the  consumer.  Many 
dealers  have  advertised:  "GasoUne  24  cents. 
tax  2  cents ;  26  cents."  It  has  been  ruled 
that  such  signs  are  against  the  law  and 
that  dealers  carrying  such  signs  are  liable 
to  prosecution.  It  was  intended  that  the 
tax  imposed  should  be  a  privilege  tax. 


Court  Defines  Speeding 

Popular    Belief    That   Thirty    Miles   an 
Hour    Was    Speed    Limit    Has    Been 
"Knocked   in  the  Head"  in  Ohio 

A  DECISION  of  interest  to  all  motor 
bus  operators  in  Ohio  was  handed 
down  on  May  25  by  Judge  E.  P.  Middle- 
ton  of  the  Champaign  County  Common 
Pleas  Court.  In  the  case  of  the  State 
vs.  A.  E.  Larrick,  Red  Star  bus  operator, 
the  court  held  that  the  state  auto  code 
prescribes  no  set  speed  limit  for  auto- 
mobiles outside  of  municipalities,  and 
that  convictions  under  the  code  must 
depend  on  whether  the  rate  of  speed  at 
which  the  defendant  operates  his  auto- 
mobile is  unreasonable  and  improper 
beyond  a  shadow  of  doubt. 

Mr.  Larrick,  charged  with  speeding, 
was  found  not  guilty  by  the  court,  al- 
though the  evidence  showed,  and  the 
defense  did  not  dispute  it,  that  the  bus 
was  being  operated  at  a  speed  ranging 
from  40  to  52  m.p.h.  in  the  country 
roads  north  of  Urbana,  Ohio,  at  the 
time  the  arrest  was  made. 

The  decision  of  the  court  is  e.xpected 
to  clarify  the  speed  situation  in  Ohio, 
where  considerable  confusion  has 
reigned  over  interpretation  of  the  state 
auto  code  as  it  relates  to  speed  limits. 
Bus  drivers  throughout  the  state,  espe- 
cially in  the  thinly  populated  districts, 
have  been  hampered  in  maintaining 
their  schedules  due  to  the  operations  of 
the  speed  cops,  whose  sole  aim  appeared 
to  be  to  arrest  and  haul  before  a  magis- 
trate for  fine  every  motorist  who  ex- 
ceeded a  speed  of  30  m.p.h.  regardless 
of  the  conditions  at  the  time.  These 
cases  were  all  handled  in  the  justice 
of  peace  courts,  and  it  was  for  this 
reason  that  the  indictment  and  trial  of 
Mr.  Larrick  was  welcomed. 

By  agreement  between  prosecution 
and  defense,  a  jury  was  waived  and 
the  matter  left  to  the  court  to  decide 
strictly  on  the  legal  points  at  issue 
with  the  result  that  the  popular  belief 
that  30  m.p.h.  was  the  speed  limit  was 
"knocked  in  the  head."  In  effect,  the 
court  held  that  so  long  as  the  road 
was  clear  and  in  good  condition,  and 
that  the  car  was  in  good  mechanical 
condition,  the  only  limit  to  be  imposed 
was  that  of  the  car's  power.  However, 
the  court  pointed  out,  under  certain  con- 
ditions, where  roads  were  bad,  and 
traffic  heavy,  a  speed  of  much  less  than 
30  m.p.h.  might  be  unreasonable  and 
improper  and  for  that  reason  a  viola- 
tion of  the  state  code. 


Motor  Transportation  of 

Merchandise  and 

Passengers 

By  Percival  White.  Publi.=;hed  1923.  by 
McGraw-Hill  Book  Company,  Inc..  New 
York  N  T.  Four  hundred  and  eighty-six 
pages,  6x9  in.,  seventy-six  illustrations, 
twenty-four  tables,   indexed. 

In  the  preface  of  this  new  book  ap- 
pears the  following  statement:  "The 
volume  is  designed  to  prove  of  practical 
aid  and  guidance  to  those  engaged  in 
the  motor  transportation  business,  to 
ovvmers  and  operators  of  fleets  of  trucks 
and  buses,  to  students  of  transporta- 
tion, and  finally  to  automotive  engineers 
interested  in  the  economic  phases  of 
this  problem."  This  quotation  well  il- 
lustrates the  purpose  of  the  book,  in 
the  carrying  out  of  which  a  wealth  of 
valuable  information,  charts  and  statis- 
tical matter  has  been  brought  to- 
gether. 

A  certain  amount  of  attention  has 
been  paid  to  matters  of  construction 
and  design,  but  the  emphasis  all  the 
way  through  rests  on  what  may  be 
called  the  economic  fundamentals,  that 
is,  on  such  matters  as  traffic,  highways, 
legislation,  insurance,  cost  accounting 
and  operating  systems. 

For  its  general  subjects,  such  as  cost 
accounting,  insurance  and  traffic,  these 
are  dealt  with  in  relation  to  the  broad 
field  of  motor  transport.  In  addition 
the  important  uses  of  motor  trucks, 
such  as  on  the  farm,  in  the  factory  and 
in  municipal  service,  are  discussed  in 
separate  chapters.  For  bus  operators 
there  are  chapters  on  carrying  pas.sen- 
gers,  bus  transportation  problems,  bus 
construction  and  maintenance,  and  bus 
operation.  It  must  not  be  thought, 
however,  that  these  are  the  only  mat- 
ters or  parts  of  the  book  of  interest  to 
bus  men,  as  many  of  the  fundamentals 
discussed  for  trucks  or  other  vehicles 
will  also  be  helpful  to  the  company  or 
individual  engaged  solely  in  the  bus 
business. 

Two  high  spots  in  the  book  are  worth 
emphasizing  here;  the  first  is  the  neces- 
sity for  a  complete  investigation  of  pro- 
posed bus  operating  systems.  This  the 
author  compares  to  a  merchandising 
study  that  would  be  made  in  connection 
with  the  sale  of  a  commodity;  he  in- 
dicates not  only  in  the  chapters  relating 
to  buses  but  also  elsewhere  the  general 
methods  that  should  be  followed  to  keep 
up  the  standard  of  operating  practices 
even  after  the  line  has  been  started. 
The  second  is  the  value  of  railroad  ex- 
perience. Mr.  White  believes  that  from 
this  form  of  common  carrier  the  great- 
est lessons  of  the  future  for  motor 
transportation  are  to  be  learned.  The 
motor  vehicle,  the  newcomer  in  the 
field  of  transportation,  should  be  effi- 
ciently co-ordinated  with  older  forms  if 
it  is  to  become  a  great  public  service. 


June,1923 


BUS 

TKV>.SPURIA,1K)N 


Personal  % 


^ 


Notes 


John    V.  Ntrl/.,  ( !a|»t;iiii 
of  liidiislry 

Taxicab  Magnate,  Idt'ntilicd  with  Chi- 
fiiKd  Uus  Intrrrsts — Kxlrnsivi-  I'lans 
Made  for  Oporatin);  and  Maniil'aclur- 
iny    I'nits 

THE  annourufnu-nt  made  last  Octo- 
ber that  John  A.  Hertz,  president 
of  the  Yellow  Cab  Company,  ChicaKo, 
was  identified  with  the  interests  which 
had  acquired  control  of  the  Chicago 
Motor  Bus  Company  and  the  American 
Motor  Bus  Company  presaged  the  dawn 
of  a  new  epoch  in  transportation  for 
Chicago  and  in  the  bus  industry  as  a 
whole.  His  remarkable  achievement  in 
building  up  the  Yellow  Cab  Company 
into  an  imposing  place  in  the  business 
world  has  made  Mr.  Hertz  a  national 
figure.  Since  he  and  his  associates 
assumed  control  of  the  Chicago  motor 
bus  operating  and  manufacturing  com- 
panies, changes  have  been  made  which 
will  eventually  result  in  Chicago  having 
one  of  the  finest  urban  transportation 
systems  in  the  country  as  well  as  one 
of  the  most  extensive  bus  manufactur- 
ing plants. 

John  A.  Hertz  is  a  true  example  of 
that  much-abused  term  a  self-made 
man.  His  career  reads  like  a  tale  of 
romance,  so  remarkable  has  been  his 
rise.  Mr.  Hertz,  like  many  another 
leader  in  American  industry,  was  born 
across  the  seas,  in  Austria-Hungary. 
When  a  lad  of  four  he  came  to  this 
country.  Practically  all  of  his  life  in 
America  has  been  spent  in  Chicago.  In 
that  city,  where  he  has  built  up  a  great 
business  and  where  his  name  stands 
for  so  much  today,  he  once  sold  news- 
papers. Mr.  Hertz  was  successively  a 
sporting  writer,  a  manager  of  pugilists 
and  an  automobile  salesman. 

While  connected  with  the  Chicago 
sales  agency  of  the  Columbia  Electric 
Company  Mr.  Hertz  became  interested 
in  the  transportation  business.  In  that 
office  was  founded  the  forerunner  of 
the  taxicab  of  today,  the  taxi  bus. 
During  the  business  depression  of  1907 
Mr.  Hertz  conceived  the  idea  of  using 
the  taxi  bus  for  livery  purposes.  Al- 
though this  project  was  successful  and 
eventually  became  the  well-known 
M.  W.  Shaw  Corporation,  Mr.  Hertz 
was  not  satisfied.  It  is  a  characteristic 
of  this  man  that  he  is  never  satisfied 
with  things  as  they  are.  He  is  ever 
striving  to  improve  them.  In  the 
lexicon  of  John  A.  Hertz  there  is  no 
such  word  as  "good  enough." 

Realizing  the  many  defects  in  the 
American  taxicab  system  of  that  day, 
he  sailed  for  Europe  to  study  methods 
and  conditions  abroad.  While  across 
the  water,   Mr.  Hertz   picked  up   many 


ideas,  which  upon  his  return  to  Chicago 
were  immediately  put  into  practice.  On 
Aug.  2,  lOlT),  there  appeared  before  an 
astonished  Chicago  thirty  taxicabs  of  a 
brilliant  orange  yellow  hue.  This  was, 
indeed,  an  innovation.  Mr.  Hertz  had 
hired  a  chemist  to  make  experiments 
in  order  to  determine  the  most  striking 
color  that  a  taxi  could  be  painted,  and 
this  was  the  result. 

From  that  modest  installation  of 
thirty  taxis  seven  years  ago  there  has 
grown  up  an  organization  which  today 
operates  a  total  of  1,750  cabs,  owns 
ten    large    gaiages    and    manufactures 


e^\ 


John  A.  Hertz 

98  per  cent  of  all  the  taxicabs  sold,  be- 
sides controlling  the  extensive  Chicago 
Motor  Coach  system. 

A  book  would  be  needed  to  tell  the 
story  of  the  years  of  work  and  vicis- 
situdes which  intervened  between  the 
inception  of  the  Y'ellow  cab  and  the 
successful  institution  that  today  stands 
as  a  symbol  of  the  business  ability  and 
progressive  tendencies  of  John  Hertz 
and  his  associates.  The  Yellow  Cab 
industry,  both  in  its  operating  and 
manufacturing  units,  is  a  success  be- 
cause the  Hertz  organization  was  and 
is  forever  studying  new  methods,  add- 
ing new  equipment  and  providing  a 
maximum  of  service  at  a  minimum  of 
cost.  Behind  it  all  looms  the  in- 
domitable figure  of  Mr.  Hertz,  the 
leader  who,  once  embarked  upon  an 
enterprise,  saw  it  through  to  con- 
clusion. 

In  the  motor  bus  field  the  Chicago 
system  is  planning  non-competitive  ex- 
tensions of  its  lines  to  serve  practically 
the  entire  city.  In  the  manufacturing 
end  of  the  business  the  newly  formed 
Y'ellow  Coach  Manufacturing  Company 
has  announced  an  extensive  program. 
A  completely  equipped  manufacturing 
plant   is   now   ready   for  operation.     It 


311 

will  eventually  have  a  capacity  of  five 
buses  a  day.  The  entire  output  for 
1923  has  been  sold  and  it  is  confidently 
expected  that  in  1924  the  number  of 
buses  which  the  company  will  sell  will 
about  equal  the  taxicab  output  and 
.sales.  The  company  has  acquired  the 
R.  &  V.  motor  plant  at  Moline,  111., 
where  motors  will  be  made. 

There  is  a  saying  in  Chicago  that 
John  Hertz  could,  if  necessary,  raise 
$50,000,000  in  forty-eight  hours.  The 
$3,750,000  stock  of  the  Chicago  Motor 
Coach  Company  was  oversubscribed 
three  time  in  forty-eight  hours.  Em- 
ployees of  the  Yellow  Cab  and  allied 
companies  subscribed  to  $750,000  of 
stock  and  paid  for  it  in  cash  between 
3  p.m.  of  one  day  and  10  a.m.  of  the 
next.  Evidently  the  men  who  know 
Mr.  Hertz  best  have  faith  in  his  busi- 
ness acumen  and  in  the  future  of  the 
motor  bus  enterprise  under  his  man- 
agement. 

Like  all  really  big  men,  Mr.  Hertz 
is  intensely  human  and  democratic.  His 
employees  have  nothing  but  good  words 
for  him,  and  with  excellent  reason.  Mr. 
Hertz  has  consistently  followed  the 
principle  of  sharing  profits  with  em- 
ployees. Generous  bonuses  are  paid  the 
employees  of  the  organization,  based 
upon  seniority.  It  is  a  significant  fact 
that  only  rarely  is  an  employee  dis- 
charged who  has  been  in  the  service 
more  than  a  year. 

The  attitude  of  Mr.  Hertz  toward  the 
city  where  he  has  lived  since  a  boy  and 
where  he  has  seen  his  early  ambitions 
fulfilled  is  characteristic  of  him.  He 
feels  that  Chicago  has  been  good  to 
him,  and  as  a  return  for  the  continuous 
patronage  of  the  people  over  a  long 
period  of  years,  he  proposes  to  give 
Chicago  the  finest  possible  transporta- 
tion service.  Mr.  Hertz  has  declared 
that  he  personally  did  not  care  whether 
he  received  a  dollar  from  the  motor  bus 
enterprise;  that  all  the  company  de- 
sired was  to  give  the  stockholders  a 
reasonable  return  on  their  investment, 
and  that  as  soon  as  this  was  accom- 
plished the  fares  would  be  reduced. 

Men  with  the  breadth  of  vision  pos- 
sessed by  John  Hertz  are  rare.  In  num- 
bering him  and  his  associates  among 
its  members,  the  motor  bus  industry 
has  added  to   its  prestige. 


Australia  Studies  V.  S. 
Transportatiitn 

H.  C.  Richards,  chairman  of  the  Fed- 
eral Council  of  Australian  Motor 
Traders  and  member  of  the  State  Par- 
liament of  South  Australia,  is  making  a 
special  trip  to  the  United  States  to 
study  modern  transportation  methods. 
This  subject  is  of  vital  importance  for 
the  proper  development  of  a  country 
covering  an  area  nearly  as  large  as  the 
United  States.  Last  year  Australia 
was  Uncle  Sam's  leading  motor  vehicle 
customer,  taking  11,236  cars  and 
trucks.  Mr.  Richards  will  confer  with 
the  National  Automobile  Chamber  of 
Commerce  on  the  co-ordination  of  mo- 
tor and  rail  transport. 


312 


BUS 

IRWSPORIATION 


Vol.2,  No.6 


Thirty  Years  Without 
an  Accident 

Lewis  H.  Blair  Has  Enviable  Record 
of  Service  from  Horse-Drawn  Stage 
to  Horseless  Age. 

NO,  it  isn't  the  title  to  a  fairy  story. 
It  is  the  record  made  by  Lewis  H. 
Blair,  Clearspring,  Md.,  one  of  the 
pioneers  in  the  bus  business  of  that 
state.  A  conservative  estimate  of  the 
number  of  passengers  Mr.  Blair  has 
carried  over  his  route  between  Clear- 
spring  and  Hagerstown,  Md.,  is  315,000 
or  ten  and  a  half  times  the  total  popu- 
lation of  the  latter  city.  When  he  was 
driving  a  stage  coach,  the  daily  aver- 
age of  pasengers  was  twenty;  for  the 
past  ten  years  Mr.  Blair  has  been 
carrying  an  average  of  sixty  pas- 
sengers a  day. 

Mr.  Blair  drove  a  stage  coach  over 
this  route  for  years  before  the  horse- 
less buggy  made  its  appearance.  When 
the  automobile  was  put  on  the  market 
he  was  one  of  the  first  in  the  section  to 


Lewis  H.  Blair 

purchase  one  of  the  new  vehicles.  Then 
people  could  hardly  keep  off  the  bus. 
Men,  women  and  children  who  didn't 
■want  to  go  to  Hagerstown,  or  anywhere 
else  in  particular,  hopped  on  for  a  ride 
"just  to  see  how  it  feels."  They  got 
plenty  of  thrills.  So  did  the  farmers 
along  the  route.  These  farmers  had 
heard  their  grandfathers  tell  of  watch- 
ing President  George  Washington  and 
members  of  his  cabinet  traveling  by 
tallyho  over  that  same  road  to 
Berkeley  Springs,  W.  Va.,  where  the 
first  United  States  officials  spent  some 
of  the  hot  summer  days.  But  President 
Washington  himself  never  attracted 
more  attention  along  that  old  national 
highway  than  did  Lewis  Blair  with  his 
first  motor  bus!  Since  the  first  mo- 
mentous trip  of  his  twelve-passenger 
bus  Mr.  Blair  has  acquired  three  buses, 
the  third,  to  be  put  on  the  road  shortly, 
of  the  low-hung  Pullman  car  type.  The 
two  buses  now  in  operation  make  seven 
trips  a  day,  averaging  154  miles. 

During  the  thirty  years  he  has  been 
driving.  Mr.  Blair  has  traveled  552,000 
miles,  a  distance  that  would  have  taken 


him  many  times  abound  the  equator, 
with  side  trips  to  the  North  and  South 
Poles.  He  admits  that  sometimes  the 
scenery  on  the  national  highway  be- 
tween Clearspring  and  Hagerstown 
grows  monotonous,  beautiful  as  it  is. 
His  daily  journey  covers  the  most  beau- 
tiful part  of  the  Cumberland  Valley,  a 
section  fraught  with  historical  associa- 
tions. 

To  three  things  Mr.  Blair  attributes 
his  ever-increasing  business:  personal 
service  to  passengers,  his  love  for 
children,  and  his  reputation  for  hav- 
ing no  accidents. 

Clear  Record  Under  Hard  Conditions 

Accidents  are  avoidable,  declares  the 
veteran  bus  driver.  Nine  out  of  ten  of 
the  smash-ups  which  occur  are  due  to 
carelessness;  caution  and  concentration 
are  the  two  safeguards.  By  caution 
isn't  meant  a  snail's  pace.  Mr.  Blair 
makes  the  wheels  whizz,  but  he  pays 
such  strict  attention  to  the  steering 
gear  and  the  road  that  speed  isn't 
made  dangerous. 

Mr.  Blair  has  driven  over  the  na- 
tional highway  when  the  road  was  as 
smooth  as  a  sheet  of  glass  with  its 
coating  of  ice;  he  has  waded  through 
snowdrifts;  he  has  piloted  his  bus 
down  the  mountain  side  when  the  tires 
were  in  danger  because  of  the  terrific 
heat  of  the  roadbed.  But  he  has  yet  to 
have  his  license  card  punched  for  his 
first  accident.  His  customers  feel  safe 
when  driving  with  Lewis  Blair.  That 
counts  with  brisk  business  men  as  well 
as  timid  old  ladies,  too! 

Under  the  head  of  "personal  service" 
Mr.  Blair  ceases  to  be  a  bus  driver  and 
becomes  a  jack  of  all  trades. 

"Lewis,"  calls  Miss  Lindy  from  her 
front  porch  at  Clearspring  one  pleasant 
morning,  "will  you  bring  me  a  yard  of 
goods  like  this  from  Hagerstown  so's 
I  can  finish  Sarah's  dress?" 

"Lewis,  how  about  dropping  this 
dozen  of  eggs  for  me  at  Mrs.  Jones' 
there  on  Washington  Street  as  you 
pass?"  asks  the  village  grocer.  And 
"Lewis,  will  you  see  that  Jenny  gets 
to  school  all  right  this  morning?" 
pleads  another  neighbor.  Almost  every- 
one in  Clearspring  calls  the  bus  driver 
by  his  first  name,  for  they  have  known 
him  many  years — ever  since  he  was 
born  there  in  1866. 

So,  armed  with  a  sample  of  Sarah's 
dress,  a  dozen  fresh  eggs  for  Mrs. 
Jones,  and  a  pupil  to  be  delivered  at 
school,  Mr.  Blair  starts  out  on  his  first 
morning  trip.  That  is  where  the  "per- 
sonal service"  element  enters.  It  isn't 
so  very  much  trouble  for  him  to  get 
that  yard  of  goods — and  having  the 
dress  finished  is  an  important  matter 
to  Miss  Lindy  and  Sarah  and  all  the 
rest  of  the  family. 

Mr.  Blair  Has  People's  G(M)d  Will 

Lewis  Blair  wins  the  good  will  of 
proud  parents  all  along  the  route 
through  their  children.  He  gives  them 
lifts,  when  he  meets  them  on  the  road, 
and  takes  them  novelties  which  he  picks 
up  in  Hagerstown,  and  chaperons  them 


sometimes  to  a  picture  show  in  town. 
Lewis  Blair's  fondness  for  children  ex- 
tends beyond  his  own  little  brood  of 
youngsters  to  all  the  children  he 
knows. 

Mr.  Blair  says  he  has  had  no 
"startling  experiences."  He  doesn't  call 
battling  with  snowdrifts,  while  a  bliz- 
zard rages  and  his  passengers  wait 
patiently  to  get  to  their  destination,  a 
"startling  experience." 

Perhaps  the  experiences  in  his  years 
of  service  on  the  road  haven't  been  sen- 
sational or  thrilling,  but  they  have 
built  up  for  him  success,  measured  by 
the  good  will  of  passengers,  a  heavily 
loaded  bus  on  every  trip,  and  the  fact 
that  he  is  serving  the  public  well. 
"Lewis  Blair's  bus"  is  an  institution  in 
Washington  County,  Maryland. 


V.  E.  Keenan  to  Run  Providence 
Buses 

Vincent  E.  Keenan  began  his  auties 
as  superintendent  of  the  bus  depart- 
ment of  the  United  Electric  Railwavs, 


V.  E.  Keenan 

Providence,  R.  I.,  on  April  16.  He 
will  have  charge  of  maintenance  and 
operation  of  all  the  railway  company's 
buses. 

At  the  present  time  the  company  has 
seventeen  buses  operating  over  four 
separate  routes  and  intends  to  add  ten 
more  buses  to  the  present  fleet  in  the 
near  future. 

For  the  past,  three  years  Mr.  Keenan 
has  been  connected  with  the  Fifth 
Avenue  Coach  Company,  New  York, 
in  the  capacity  of  research  engineer, 
and  previous  to  that  he  was  engaged 
by  the  Locomobile  Company  of  Amer- 
ica at  Bridgeport,  Conn.,  being  in 
charge  of  the  experimental  department 
of  that  company. 

This  experience,  combined  with  that 
gained  in  the  Tank  Corps  of  the 
U.  S.  Ordnance  Department,  where  he 
served  during  the  World  War,  qualifies 
Mr.  Keenan  for  the  new  responsibilities 
he  has  assumed. 

Mr.  Keenan  was  educated  at  Clason 
Point  Military  Academy,  West  Chester, 
N.  y.,  and  at  Cornell  University,  where 
he  studied  mechanical  engineering. 


June,  1923 


BUS 

THANSPORIAflON 


313 


Business  Information 


What  is  boins 
iM'UKht  and  buiU. 
I.Hifsi  nt-ws  from 
thf  factorli'S  and 

111.   li.l.l. 


Murkt't  eontlUtonH 

urrec'tinu  thi'  bus 

iiiiluMlry. 

Price  changes  in 

importani 

f'.flllll'Hll'   '■ 


.■^€ 


Dollar  Gasoliue  Cliiinera 

Oil  Expert  Points  Out  That  Inexhaust- 
ible Supply  of  Motor  Fuel  Is  Avail- 
able   for    the    Future 

DR.  WARREN  K.  LEWIS,  professor 
of  L-hemical  enKineering  at  the 
Massachusetts  Institute  of  Technology, 
writing  in  the  Lam}}  for  May  says  that 
if  it  is  assumed  that  the  motor  indus- 
try will  grow  durintr  the  next  fifteen 
years  at  the  rate  it  has  maintained  in 
the  past  ten  there  might  be  35,000,000 
automobiles  in  use  in  1937  against 
12,500,000  registered  today.  This  might 
mean  a  possible  consumption  of  280,- 
000,000  barrels  of  ga.soline  per  annum 
as  against  the  present  consumption  of 
100,000,000  barrels.  He  then  asks  the 
question:  "Has  the  United  States  suffi- 
cient petroleum  reserves  to  meet  this 
demand?" 

According  to  Dr.  Lewis  a  more  hope- 
less subject  for  prognostication  could 
not  be  imagined,  but  it  is  known  that 
at  the  present  time  the  production  of 
crude  oil  is  approaching  2,000,000  bar- 
rels per  day.  The  next  obvious  inquiry 
is  as  to  the  yield  of  motor  fuel  which 
scientific  methods  can  obtain  from 
crude  oil  production.  In  1922,  the  pro- 
duction of  gasoline  represented  29  per 
cent  of  the  total  crude  run  through  the 
refineries  in  this  country.  Much  con- 
sideration has  recently  been  given  to 
the  problem  of  increasing  these  yields, 
and  it  has  been  found  in  a  recent  test 
by  a  committee  of  scientists  and  engi- 
neers that  by  changing  the  quality  of 
the  gasoline  only  very  slightly — so 
slightly  that  the  inexpert  operator  can- 
not tell  the  difference  in  the  per- 
formance of  his  car — the  yield  of  gaso- 
line by  straight  distillation  methods  can 
be  materially  increased.  In  addition 
to  this,  by  a  process  known  as  "crack- 
ing," the  cheapest  of  all  petroleum 
products,  fuel  oil,  constitutes  the  basis 
for  an  enonnous  potential  addition  to 
the  gasoline  reserves  of  the  future. 

There  was  produced  in  the  United 
States  last  year  a  total  of  262,000,000 
barrels  of  this  fuel  oil  and  it  is  esti- 
mated that  without  affecting  the  yields 
of  kerosene,  lubricants,  or  the  specialty 
products  of  petroleum,  up  to  80  per  cent 
of  this  fuel  oil  might  be  converted  into 
a  satisfactory  gasoline  if  the  market 
required  that  amount.  This  would  mean 
that  there  would  be  available  in  1937, 
without  change  in  quality  or  decrease 
in  quantity,  or  proportion  of  lubricants, 
kerosene  and  specialty  products,  almost 
300,000,000  barrels  of  gasoline  against 
an  estimated  maximum  requirement  of 
280,000,000  barrels. 

.According  to  Dr.  Lewis  it  is  thus  ap- 
parent that  assuming  crude  oil  produc- 


tion to  remain  stationary,  processes 
now  known  and  used  commercially  for 
the  manufacture  of  gasoline  would  en- 
able that  product  to  hold  its  own  dur- 
ing the  next  generation  from  a  supply 
standpoint,  although  it  is  possible  that 
it  might  be  to  some  extent  supplanted 
by  other  fuels,  by  reason  of  price  or 
cost  considerations.  This  computation, 
however,  completely  ignores  the  prob- 
ability that  automobile  engine  efficiency 
will  be  noticeably  increased  and  fuel 
consumption  per  car  greatly  decreased 
in  the  next  ten  years. 

Dr.  Lewis  then  discusses  various 
other  natural  resources  for  the  produc- 
tion of  motor  fuel  not  at  present 
utilized.     He  says: 

"Are  we  justified,  then,  in  assuming 
that  the  supply  of  crude  petroleum  and 
the  gasoline  production  from  crude  will 
be,  on  the  average,  sufficiently  main- 
tained to  prevent  either  a  serious  short- 
age or  an  exorbitant  price,  while  the 
second  and  third  classes  of  natural  re- 
sources have  time  to  get  into  the  mar- 
ket if  they  are  needed?  The  only 
answer  to  this  is  the  record  of  the 
past.  The  industry  has  already  shown 
its  ability  to  increase  gasoline  pro- 
duction from  20,000,000  barrels  in  1913 
to  120,000,000  in  1922,  of  which  100,- 
000,000  barrels  were  consumed  in  this 
country.  This  has  been  done  by  three 
methods:  first,  by  increasing  crude  pro- 
duction; second,  by  cutting  more  deeply 
into  the  crude  to  produce  the  most 
needed  products,  and,  third,  by  cracking 
fuel  oil. 

"In  this  latter  process  the  industry 
must  in  the  future  make  some  further 
scientific  progress  to  the  end  that  the 
ma.ximum    yield    of    gasoline    to    meet 


Gasoline  Prices — May  28,  1923 

Cents  per  Gal. 

Tank  Servic* 

City  Wsitr.n  .Station 

.\lbany,  N.  Y 21    5  2}   5 

Atlanta,  Ga 21  2} 

Boston,  Mass 20  5  2} 

Chicago,  111 20  22 

Cincinnati,  0 21  23 

Detroit.  Mich 21  4  23  4 

Foi^  Worth,  Tci 20  23 

Indianapolis,  Ind 20.8  22.8 

Jacksonville.  Fla 19  21 

Kansas  City.  Mo 18.5  2*     5 

I.ouiavilIe,  Ky 22  2^ 

Memphis,  Tenn 17  19 

Milwaukee.  Wis 20  6  23  6 

Mobile,  Ala 20  22 

Newark,  N.J 23  25 

New  Haven,  Conn 22  24 

N'ew  Orleans.  La 17   5  19   5 

.New  York,  N.Y 21    5  23  5 

Oklahoma  City,  Okla 16  19 

Omaha.  Neb 20  5  22  5 

Philadelphia.  Pa 21  24 

Pittsburgh,  I'a 21  24 

Ilichmond.  \'a 22  24 

.St.  Louis.  Mo 19  2  215 

St.Paul.Minn 20  7  22.7 

.Salt  Lake  City.  Utah 24  26 

.San  Francisco,  Calif 16  19 

.Seattle.  Wash 18  21 

Spokane,  Wash 215  24  5 

Washington.  DC  24  26 


future  requirements  be  secured.  As 
has  been  said,  there  remains  11,000,000 
barrels  of  fuel  oil  still  available  for 
cracking  each  year.  A  factor  which  has 
already  been  mentioned  and  which  op- 
erates in  conformity  with  the  vary- 
ing demands  for  motor  fuel  is  that  the 
percentage  of  gasoline  obtained  from 
crude  is  far  from  being  a  fixed  quantity. 
There  can  be  an  enormou.s  difference  in 
the  specifications  and  yield  of  gasoline, 
and,  as  has  been  said,  the  average  con- 
sumer will  barely  notice  it. 

"If  gasoline  is  relatively  short,  there- 
fore, the  gasoline  yield  on  the  aver- 
age goes  up  until  the  balance  point  is 
reached.  As  gasoline  piles  up  in  stor- 
age and  competition  grows  keener,  the 
yield  goes  down  and  the  quality  gets 
somewhat  higher.  The  extent  of  this 
change  is  seldom  realized  but  its  great 
stabilizing  influence  can  scarcely  be 
over-estimated. 

"It  is  safe,  therefore,  to  adopt 
towards  this  problem  the  same  method 
of  reasoning  which  the  insurance  actu- 
ary must  use — both  as  to  the  continu- 
ance of  supply  from  existing  petroleum 
fields  and  the  discovery  of  new  fields. 
It  is  upon  the  average  of  past  experi- 
ence that  the  economics  of  the  future 
rest  and  they  promise  us  ample  warn- 
ing if  the  day  ever  dawns  when  a  re- 
tirement to  the  second  and  third  lines  of 
defense  proves  necessary." 

The  article  by  Dr.  Lewis  was  written 
after  a  study  of  conditions  suggested 
by  the  intimation  in  the  report  of  a 
sub-committee  of  the  United  States 
Senate  that  a  price  of  |1  a  gallon  for 
gasoline  is  a  reasonable  expectation  of 
the   next   few    vears. 


Tire  Heating  a  Problem 

.Manufacturers  .Are  Trying  to  .Meet  Con- 
ditions Imposed  by  Kuses  Carrying 
Heavy  Loads  at  High  Speed 

DURING  the  past  few  weeks  it  has 
been  revealed  at  .■Vkron  that  the 
tire  manufacturers  are  seriously  con- 
sidering the  production  of  new  tires 
especially  adapted  for  bus  purposes. 
Tires  now  on  the  market  were  designed 
for  loads  as  heavy  as  arc  carried  in 
buses,  but  were  not  designed  to  meet 
the  speed  conditions  under  which  the 
buses  operate.  .As  a  result  many  other- 
wise perfectly  good  tires  have  burned 
up  in  tests  made  by  the  manufacturers 
before  being  applied  to  buses.  The 
problem  thus  presented  the  industry 
looks  upon  as  one  which  must  be  solved 
in  order  to  give  bus  owners  the  greatest 
possible   service. 

It  is,  of  course,  well  known  that  the 
heavier  a  tire, is  built  and  the  larger 
the  number  of  layers  of  fabric  used  in 
its  construction  the  more  easily  heat  is 
developed,  while  the  smaller  the  number 
of  layers  used  the  greater  the  load  that 
can  be  carried  at  a  high  speed  without 
undue  heating.  For  this  reason  the 
bus  tire  problem  will  probably  be 
attacked  by  lightening  the  tire  as  a 
basic  principle  for  developing  a  special 
bus  tire. 

Several    manufacturers    are    experi- 


314 


BUS 

TMNSPORIATION 


Vol.  57,  No.  23 


meriting  with  tires  designed  along  new 
lines,  but  the  experiments  have  not 
advanced  to  a  stage  where  any  of  the 
manufacturers  are  ready  to  make  any 
announcements.  In  fact,  it  is  not  likely 
that  the  new  special  bus  tires  will  be 
on  the  market  this  season,  but  bus 
owners  who  have  been  experiencing 
aifficulties  because  of  heat  development 
can  look  forward  next  year  to  new  tires 
which  will  probably  solve  the  problem. 

The  formation  and  election  of  officers 
of  the  new  rubber  manufacturers'  board 
of  trade  during  the  month  of  May  led 
to  a  general  discussion  of  the  automo- 
bile tii'e  dealers'  credit  situation.  It  is 
generally  admitted  that  perhaps  no 
other  field  has  been  so  fruitful  of 
abuses  by  the  public  hurtful  to  the 
manufacturer  as  has  the  tire  business. 

The  long  datings  and  the  long  credits 
which  are  characteristic  of  the  rubber 
tire  business,  coupled  with  the  keen 
competition  to  obtain  representation 
in  various  communities,  have  made  rub- 
ber manufacturers  easy  victims  for  the 
unscrupulous.  It  is  believed  that  the 
new  organization,  through  co-operation, 
will  gradually  increase  the  efficiency  of 
the  credit  departments,  and  decrease 
losses  through  fraudulent  purchases. 


Eastern  Bus  Owners  Seeking  to 
Improve  Riding  Qualities 

Sales  of  shock  absorbers  are  re- 
ported to  be  increasing  in  the  New 
York  metropolitan  area.  Smith  &  Greg- 
ory, Cleveland,  Ohio,  distributors  of 
the  Gruss  air  springs,  reporting  among 
recent  sales  the  following: 

Mr.  Downs,  67  Weyman  Parkway,  Jersey 
City,  N.  J.  Lafayette-Greenville  Bus  Line. 
Clinton  bus  special. 

William  Prime,  168  Lexington  Avenue, 
Jersey  City,  N.  J.  Jersey  City-Bayonne 
Bus  Line.     Mack  A.  B.  2-ton  bus. 

B.  Cavaliere.  40  Center  Street,  Jersey 
City.  N.  J.  Lafayette-Greenville  Bus  Line. 
Sterling   bus. 

G.  Demarest,  87  Monotor  Street.  Jersey 
City.  N.  J.  Lafayette-Greenville  Bus  Line. 
Sterling  bus. 

Edward  Jocham,  Eighth  and  Prevost 
Streets,  Jersey  City,  N.  J.  Lafayette- 
Greenville  Bus  Line.     Mac  Car  bus   (2). 

Leindorf  Motor  Sales  Company.  137th 
Street  and  Madison  Avenue,  New  York 
City.  Concourse  Bus  Line.  Diamond  T 
double-deck  bus. 

Royal  Blue  Line  Tours,  Hotel  McAlpln. 
Thirty-fourth  Street  and  Broadway.  New 
York  City.  Sightseeing  Bus  Line.  Mack 
A.  B.  bus. 

J.  B.  WeLshaupt,  128  Wayne  Street. 
Jersey  City.  N.  J.  Lafayette-Greenville 
Bus  Line.     Sterling  bus. 


Rolling  Stock 


Valley    Tniiisit    <'onii»iii,v,    Frewno,    ('nitf., 

has  received  two  new  Fageol  Safi-ty 
Coaches,  the  first  of  a  tlet-t  of  these  modern 
cars,  which  will  run  on  the  central  section 
of  the  San  Francisco  to  Los  Angeles  limited 
stage  service.  * 

General    Electric:    Company.    Sehenertnfl.v, 

N.  Y.,  has  received  an  order  for  three 
trolley  buses  for  Rochester  built  by  the 
Brockway  Motor  Truck  Corporation  of 
Cortland,  N.  Y.  ,    ^ 

Georfce  I..  Seiclelnian.  fonnerly  manager 
of  the  Auto  Transit  Company  of  San  Kran- 
ci-sco.  has  received  a  fleet  of  four  Fageol 
Safety  Coaches  for  use  in  Galveston  and 
Houston. 

tJelTerHon  lIlRhwny  TranNpnrtiitlon  Tom- 
pan,v,  MtnneapollK.  Minn.,  lias  added  two 
more  Fageol  Safety  Coaches  to  its  fleet 
of  buses. 


Rochebter  (N.  Y.)  Co-ordinated  Bus 
Lines,  Inc.,  has  placed  an  order  for  five  gas 
buses  with  the  Brockway  Motor  Truck  Cor- 
poration, Cortland,   N.  Y. 

Motor  Coach  Company,  operating  a  rapid 
transit  line  of  buses  between  Redondo 
Beach  and  San  Pedro,  Calif.,  has  received 
its  first  Fageol  Safety  Coach. 

Allen's  Auto  St-age,  El  Dorado,  Kan.,  is 
considering  the  purchase  of  a  new  bus. 

Suburban  Stage  Lines,  Kansas  City,  Mo., 

will  purchase  some  time  in  June  two  or 
three  additional  heavy-duty  passenger 
buses  to  seat  eigliteen  to  twenty-five  people. 
Iserial  Motor  Transfer  Company,  Kansas 
City,  Mo.,  will  soon  purchase  a  small  fleet 
of  light  and  heavy-duty  trucks. 

Edward  J.  Dorey,  operating  from  Bing- 
hamton  to  Montrose,  N.  Y.,  has  purchased 
a  sixteen-passenger  bus,  Transport  chassis 
with  Paterson    body. 

Interstate  Transportation  Company,  run- 
ning from  Minneapolis  to  Redwood,  Minn., 
i.s  now  operating  its  new  Fageol  Safety 
Coach,    "Mi.'Js   Redwood." 

R.  O.  Dougrlass  is  operating  a  new  Fageol 
Safety  Coach  from  Sacramento  to  Folsom, 
Caiif. 

M*'sal>a  Transportation  Company.  Mes- 
iil)a.  Mich.,  has  just  added  another  Fageol 
Safety    Coacli    to    its    fleet    of    buses. 

Sioux  Falls  Transportation  Company, 
Sioux  Falls,  S.  D.,  will  soon  place  a  Stougn- 
ton  .Sedan  and  two  Packard  buses  in  opera- 
tion  on   its   line. 

Waterloo,  Cedar  Falls  &  Northern  Rail- 
way, Waterloo,  la.,  has  purchased  another 
Mack  twenty-five  passenger  bus  for  use  in 
the  Waterloo-Cedar  Falls  interurban  traftic. 

Benjamin  Pizzuto.  Beacon,  N.  Y.,  lias  pur- 
chased a  new  G.  M.  C.  bus  for  service  l>e- 
tween  Poughkeepsie  and  Beacon,  N.  Y.  The 
body  was  built  by  the  Paterson  Vehicle 
Company  and  will  seat  twenty-six  pas- 
sengers. 

.lamestown-Fredonia  Transit  Company, 
operating  between  Jamestown,  Fredonia 
and  Dunkirk,  N.  Y..  has  bought  two  Larra- 
l.»ee-Deyo  six-cylinder  buses  equipped  with 
Whitfield   bodies. 

Ponzelli  Bus  Line  Company,  John  Don- 
zelli,  manager,  which  operates  a  bus  line 
from  Madison  to  Prairie  du  Sac.  Wis.,  has 
jiurchased  a  new  type  Fageol  twenty  pas- 
senger bus  to  replace  the  one  destroyed  by 
fire   a  few   months  ago. 

Public  Service  Railway,  Newark,  N.  J., 
has  placed  an  order  for  nine  Hoover  bodies 
to  be  installed  on  White  Model  50  chassis. 
The  company  is  building  ten  bodies  in  its 
own  shops  for  service  at  various  points  in 
New   Jersey. 

San  Diego  Electric  Railwa.v,  San  Diego. 
Cal.,  has  placed  an  order  with  the  Fageol 
Motors  Company,  Oakland,  Cal.,  for  ten 
street  car  type  Fageol  Safety  Coaches  to  be 
equipped  with  Westingli,ouse  airbrakes,  to 
be  used  for  extensions  and  feeder  service  in 
and  around   San   Diego. 

.lolin     Fabia,    Port     Chester,     N.     Y..    has 

purchased  three  new  model  50  White  chassis 
and  plans  to  purchase  bodies  for  these  in 
the  immediate  future. 

AVolverine  Transit  Compan.r.  Detroit. 
Mich.,  has  just  placed  an  order  for  five  ad- 
ditional buses.  Bodies  of  the  twenty-one- 
passenger  capacity  manufactured  by  the 
Fitzjohn-Erwin  Manufacturing  Company 
will  he  mounted  on  Reo  Speed  Wagon 
chassis. 

Pocahontas        Transportation        Company, 

operating  the  Black  Diamond  Line  in 
Welcli,  W.  Va..  has  recently  received  five 
new  buses  of  the  seventeen-passenger  type. 
Bodies  manufactured  by  the  FitzJohn-Er- 
win  Manufacturing  Company,  Muskegon, 
Mich.,  are  mounted  on  Reo  Speed  Wagon 
chassis. 

A'oungstown  &  .Sul>url>an  Railway, 
Voiingstown.  Ohio,  has  purchased  four  in- 
dividual chair-car  buses  or  coaches  for  ser- 
vice between  Youngstown  and  East  Pales- 
tine, and  Youngstown  and  Salem,  two  2.1- 
mile  routes.  These  auto  coaches  are 
mounted  on  a  Model  50  White  chassis  and 
are  equii)ped  with  sixteen  individual  wicker 
upholstered  chairs. 

Ilctroit  (.Mich.)  Mot4>rbus  Compan.v  has 
authorized  tlic  purdiase  of  forty  additional 
buses  to  take  care  of  increased  traffic. 

Long    Beach    Railway,  Long   Bench.  L.   I., 

N.  Y..  has  purchased  six  twenty-flve-pas- 
senger  Reos  for  .service  on  its  rail  line. 
These  are  fitted  with  Paterson  bodies.  Thev 
are  being  delivered  from  the  bo<ly  factory 
to  the  operators,  over  the  highway.s,  after 
which  they  will  be  rebuih  and  fitted  with 
cowcatchers  and  steel-tired  wheels. 


Business  Notes 


McKay  Carriage  Company,  Grove  City, 
Pa.,  bus  body  manufacturer,  has  completed 
a  $50,000  addition  to  its  plant.  The  new 
addition,  a  steel  and  cement  building,  will 
be  used  exclusively  for  the  manufacture  of 
the   company's  new    sedan-type   bus    bodies. 

Superior  Motor  Coach  Body  Company, 
Lima,  Ohio,  has  been  formed  for  the  ex- 
clusive manufacture  of  modern  motor  coach 
bodies.  The  company  has  taken  over  a 
newly  completed  modern  factory  at  Lima. 
Ohio,  and  is  ready  to  start  production.  Offi- 
cers of  the  new  company  are :  President, 
Emmett  R.  Curtin.  Sr.  ;  vice-president,  R. 
J.  Plate  :  secretary-treasurer,  H.  P.  Dean. 

R.  F.  Ney  has  been  appointed  manager  in 
charge  of  sales  and  service  of  the  new 
division  of  bus  equipment  and  supplies  of 
the  Transit  Equipment  Company,  New  York, 
N.  Y.,  and  is  assisting  young  men  anxious 
to  enter  this  field  of  transportation  in  se- 
curing franchises,  etc.  Many  new  routes 
in  upper  New  Y'ork  state  and  New  Jersey 
are  being  opened  up  through  Mr.  Ney's 
efforts. 

Franklin  Machine  &  Tool  Company, 
Springfield,  Mass.,  has  been  consolidated 
with  the  Van  Norman  Machine  Tool  Com- 
pany of  that  city,  under  the  name  of  the 
latter  organization.  The  personnel  of  the 
Franklin  Machine  &  Tool  Company  will  be 
retained  in  the  new  organization  and  no 
change  will  be  made  in  sales  policies  or 
design  of  what  were  formerly  Franklin 
tools.  The  merger  is  a  distinct  step  for- 
ward for  both  companies  and  enables  the 
Van  Norman  Machine  Tool  Company  to 
offer  a  complete  line  of  valve  and  piston 
grinding  machines. 

Burton  W.  Collins,  who  has  been  con- 
nected with  the  automotive  industry  for  a 
great  many  years,  with  such  firms  as  the 
Lozier  Motor  Company  and  tlie  Springfield 
Metal  Body  Company,  has  now  become  as- 
sociated with  Charles  S.  Monson.  manufac- 
turers' representative,  as  Eastern  repre- 
sentative. In  this  connection  he  will  cover 
the-  passenger  car.  truck,  tractor  and  en- 
gine building  lines  of  the  industry.  He  will 
make  his  headquarters  at  the  Karson  Man- 
ufacturing Company.-  Long  Island  City, 
N.  Y.  Charles  S.  Monson  has  recently 
taken  over  the  lines  of  the  Karson  company 
as   its   general   sales    representative. 

Eaton  Axle  &  Spring  Company,  Cleve- 
land, Oliio,  has  announced  that  the  follow- 
ing companies  will  combine  under  one 
ownership.  The  properties  and  organiza- 
tions of  the  Eaton  Axle  Company,  the  Tor- 
bensen  Axle  Company  and  the  Perfection 
Spring  Company.  The  financial  resources 
and  the  manufacttiring  facilities  of  the  new 
company  will  enable  it  to  meet  every  axle 
and  spring  requirement  of  the  automotive 
industry.  The  men  who  have  long  built  and 
marketed  the  products  of  the  respective 
plants  continue  in  active  charge  of  the 
operatitms  for  the  new  company.  The  or- 
ganization is  as  follows;  J.  O.  Easton. 
president  ;  Dan  C.  Swander.  vice-president 
and  general  manager  of  the  spring  divi- 
sion ;  C.  I.  Ochs.  vice-president  and  general 
manager  of  the  axle  division  ;  R.  C.  Enos, 
vice-president  and  director  of  sales;  F.  A. 
Biiclula.   treasurer. 


Advertising  Literature 


Reo  ."Motor  Car  Company,  Lansing,  Mich., 

has  printed  a  sixty-four  page  booklet  en- 
titled "Reasons  for  Reo."  This  describes 
and  illustrates  the  various  departments  of 
the  factory. 

Hoover  Wagon  Company.  York,  Pa.,  has 
printed  a  twentj'-four-page  booklet  describ- 
ing and  illustrating  Hoover  lius  equipment, 
which  consists  mainly  of  bodies  designed 
for  mounting  on  any  type  chassis. 

National  Automobile  Chamber  of  Com- 
merce, New  York.  N.  Y..  has  issued  the 
Ht23  edition  of  "Facts  and  Figures  of  the 
Automobile  Imlustry."  As  the  name  indi- 
cates, this  booklet  gives  figures  regarding 
I'roduction  and  application  of  motor  vehicles 
in  various  cities,  states  and  countries.  It 
also  contains  a  great  deal  of  valuable  in- 
formation relating  to  highway  conditions 
;ind  to  legislation  governing  motor  vehicles. 

Austin  Ci»mpany.  Cleveland.  Ohio,  engi- 
neers and  builders,  has  issued  an  eight-page 
bocklet,  entitled  "Multi-Story  or  Single 
Story. — Which?"  devoted  to  a  comparison  of 
the  relative  merits  of  multi-story  and 
single-story  buildings.  The  construction 
costs,  relative  operating  costs,  as  well  as  the 
general  factors  which  influence  the  ultimate 
cost  of  factory  building,  are  discussed. 


BUS 

TRANSPORTATION 


New  York,  July,   192 J 


Maintaiiiiiiif 


Depeudalile  Service  on  Heavy  Grades 


and  Ronjjjh  Roads 


THE  Yosemite  Transportation 
System  is  notable  among  West- 
ern stage  operations  for  sev- 
eral reasons :  Almost  the  entire  lenfrth 
of  the  400  miles  of  mountain  roads 
traversed  presents  unusual  operating' 
conditions.  All-year-round  service 
can  be  maintained  on  only  about  :;"■ 
miles  of  the  system.  For  five  to  six 
months  the  roads  leading  out  of  and 
those  beyond  the  Yosemite  Valley  are 
blocked  by  snow.  A  large  part  of 
the  longest  run  is  at  elevations  of 
more  than  7,000  ft.,  with  one  pass 
9,940  ft.  high;  most  of  the  mileage 
is  on  long  steep  grades,  and  the  road 
surface  is  rough  and  rocky. 

Under  these  conditions  dependable 
service  can  be  maintained  only  with 
suitable  equipment  carefully  kept  up 
to  highest  efficiency  and  handled  by 
skillful  drivers.  Recognizing  these 
needs  as  imperative,  a  system  of  in- 
spection and  upkeep  has  been  devel- 
oped suited  to  the  high  maintenance 
standards  required.  How  successful 
this  has  been  is  indicated  by  the  fact 
that  last  season,  when  the  company 
operated  261,000  vehicle-miles  carry- 
ing a  total  of  121,000  passengers,  the 
delay  en  route  due  to  failure  of  equip- 
ment totaled  only  forty-seven  and  a 
half  hours. 

The  system  includes  three  main 
routes  centering  in  Yosemite  Valley 
and  extending  to  the  Hetch  Hetchy 
Valley,  the  Mariposa  Grove  of  Big 
Trees,  Glacier  Point  and  Lake  Tahoe. 
In  1922  Y'osemite  National  Park  was 
visited  by  more  than  100.000  tourists 
— a  number  exceeding  that  recorded 
at  any  other  national  park.  Although 
the  valley  is  accessible  all  year 
round  by  the  railroad  that  follows 
the  Merced  River,  there  is  no  auto- 
mobile road  via  this  route  and  as  the 
two  roads  into  the  valley  go  over 
8,000  and  7,300  ft.  elevations  respec- 


Tyi>e  of  car  used  to  bring  traintodds  of  tourints  from  railroad 
t(r))iinat  into  Yosemite  Valley 


tively,  automobile  travel  is  limited  to 
the  open  season.  The  Y'osemite 
Transportation  System,  however, 
keeps  stages  in  the  valley  all  winter 
and  operates  on  a  winter  schedule 
over  some  35  miles  of  road  on  the 
floor  of  the  valley,  and  between  the 
valley  and  the  railroad  terminal  at 
El  Portal,  the  entrance  to  the  park. 
On  this  latter  run  enormous  peak 
loads  are  imposed  on  the  system  in 
the  summer  time.     Trains  regularly 


The  Yosemite  Transportation  Sys- 
tem Operates  on  100  Miles  of 
Mountain  Roads  with  Grades  Up 
to  28  per  Cent.  Overhauling  Is 
Done  in  \\inter  as  F^very  Car  Is 
Required  During  Summer  Peaks. 
Tire  Costs  Le.ss  than  1  Cent  per 
Tire  Mile.  Brake  Adjustments 
Made  Daily.  Novelties  in  Design 
Include  Folding  Running  Hoard. 
Housed  Spare  Tire,  and  Converti- 
ble Front  Seat 


come  in  in  two  sections,  each  section 
delivering  250  passengers  who  expect 
to  go  immediately  to  the  Y'osemite 
Valley. 

From  the  Yosemite  Valley  to  Lake 
Tahoe  the  distance  is  250  miles  over 
the  scenic  Tioga  road.  This  run 
taxes  the  mechanical  equipment  the 
most  because  of  the  greater  mileage 
covered  and  the  heavier  grades.  The 
Kingsbury  grade  on  the  north  end  of 
this  run  has  an  average  of  26  per 
cent  for  3  miles,  with  a  maximum  of 
28  per  cent.  On  the  Mariposa  Grove 
route  a  2^-mile  grade  averages  14 
per  cent  and  on  the  Hetch  Hetchy 
run  the  first  3  miles  average  12  per 
cent.  With  the  exception  of  a  single 
mile  of  pavement  in  the  valley,  none 
of  the  routes  traversed  is  paved, 
and  except  for  the  floor  of  the  valley 
the  mileage  is  all  on  typical  mountain 
roads.  The  rolling  stock  used  in  this 
service  is  li.sted  in  the  table  at  top 
of  page  316. 

The  company  uses  White  chassis 
exclusively  and  builds  the  bodies  in 
its  San  Francisco  shops,  to  suit  the 
mountain    requirements.      All    cars 


316 


BUS 

TKANSPORTATION 


Vol.2,  No.7 


Number  Passenger 

of  Cars  Type  Capacity  Run 

4  Model  50  White  chassis 27  (a)  Yosemite  Valley  only 

14  Model  15-45  White  chassis H  (6)  All  runs 

8  Model  1 5-45  White  chassis 18  All  runs 

2  Model  15-45  White  chassis 10  All  runs 

5  Model  15-45  White  chassis 6  All  runs 

2  5-ton  truck  chassis  (r)  with  removable  bodies  33  Yosemite  Valley  only 

2  5-ton  truck  chassis  (c)  with  removable  bodies  2  Service  cars 

ill)  Twenty-five  passengers  if  removable  front  seat  is  taken  out  to  provide  space  for  baggage. 

(6)  Twelve  passengers  if  removable  front  seat  is  taken  out  to  provide  space  for  baggage. 

(c)  These  cars  used  for  passenger  service  only  to  serve  excursion  trains. 


have  their  tops  down  more  than  90 
per  cent  of  the  time  they  are  in  serv- 
ice, but  carry  a  folding  top  on  the 
mountain  runs.  The  tops  are  kept 
down  because  patrons  of  the  system 
make  the  trip  primarily  to  see  the 
mountain  scenei-y;  traveling  at  low 
speed,  as  they  must,  protection  from 
the  wind  is  not  necessary.  The  tops 
cannot    be    left    off,    on    the    other 


The  stage  bodies  are  all  made  with 
parallel  sides.  There  is  no  taper 
to  a  narrower  width  at  the  forward 
end  to  give  graceful  lines;  the  ob- 
jective in  design  being  rather  to 
give  maximum  comfort  and  seating 
capacity.  The  maximum  width  con- 
sistent with  the  design  of  each  car 
has  been  used  for  all  seats.  Because 
of  the  narrow  roads  the  projection 


Marhine  shoj>  of  the   Yosemite   Transpoytutio)!    System 


hand,  because  occasionally  mountain 
storms  accompanied  by  torrential 
downpours  come  up  very  suddenly. 

At  first  the  ordinary  type  of  fold- 
ing top  was  used,  but  owing  to  the 
constant  bouncing  over  rough  roads 
the  creases  in  the  folded  fabric  wore 
through  in  a  single  season.  Now  the 
bows  of  the  top  are  folded  back  and 
incased  in  a  cover  as  before,  but  the 
waterproof  fabric  of  the  top  is  never 
folded ;  it  is  attached  to  the  bows  by 
Murphy  fasteners  and  when  not  in 
use  is  taken  off  and  rolled  up,  in 
which  form  it  can  be  carried  in- 
definitely without  damage.  The  ma- 
terial used  for  these  tops  is  an 
English  burbank,  worth,  wholesale, 
about  $3.50  per  yard.  Two  men  can 
ordinarily  put  up  the  bows  and  but- 
ton the  top  on  one  of  the  fourteen- 
passenger  cars  in  about  eight 
minutes. 


of   running   boards    was    found    un- 
desirable and  these  now  fold  up. 

The  twenty-seven-passenger  cars 
are  used  to  convey  the  tourists,  as 
they  arrive  by  trainload  at  El  Portal, 
the  railroad  terminus,  to  the  Yosem- 
ite Valley  hotels,  lodges  and  camps, 
which  are  all  about  15  miles  distant. 
When  the  travel  is  heaviest  and  all 
seats  are  needed  for  passengers  the 
baggage  is  brought  up  from  the  rail- 
road station  by  truck.  Baggage  can 
also  be  carried  in  these  cars  at  front 
and  rear.  A  closed  compartment 
under  the  rear  seat  is  accessible  by 
doors  in  the  rear  end  of  the  body. 
At  the  front,  when  not  required  for 
the  use  of  passengers,  a  two- 
passenger  upholstered  seat  beside  the 
driver  can  be  lifted  out,  leaving  a 
roomy  space  for  hand  baggage.  A 
cover  is  fitted  over  this  space  to  pro- 
tect the  baggage  from  dust. 


On  some  of  the  cars  the  spare  tire 
is  carried  inclosed  in  the  body  beside 
the  driver.  This  gives  the  vehicle  a 
much  better  appearance,  the  tire  is 
always  protected  from  the  weather 
and  is  clean  when  needed. 

The  maintenance  and  repair  woi-k 
of  the  system  is  done  entirely  in  the 
main  shop  in  Yosemite  Valley.  The 
shop  has  been  thoroughly  equipped 
because  work  that  cannot  be  handled 
there  has  to  be  sent  to  San  Francisco, 
which  entails  the  loss  of  two  days 
time  in  making  the  round  trip.  The 
policy  of  the  company  has  been  to 
keep  the  cars  up  to  such  a  standard 
of  mechanical  eflSciency  that  no  over- 
hauling is  necessary  during  the  four- 
month  summer  season  when  traffic  is 
at  its  peak.  During  this  time  every 
car  of  the  system  is  required  to 
handle  the  business.  Surplus  equip- 
ment is  undesirable  because  of  the 
loss  in  interest  on  the  investment 
during  the  winter  months  when  most 
of  them  are  not  used. 

Overhauling,  therefore,  is  thor- 
oughly done  on  all  of  the  cars  during 
the  winter,  and  in  the  summer  season 
it  is  expected  that  the  shop  will 
turn  out  all  ordinary  repair  jobs 
between  runs.  One  motor,  one  trans- 
mission and  one  rear  end  are  kept 
on  hand  as  spares,  and  these  are  sub- 
stituted when  required  between  runs. 
Thus  far  the  fleet  has  been  main- 
tained practically  without  holdout. 

In  the  past  two  years  the  only  car 
towed  in  was  one  that  had  been  badly 
damaged  in  a  wreck.  Sometimes  the 
cars  that  develop  trouble  on  the  road 
are  unable  to  complete  the  run,  but 
with  the  one  exception  noted,  when 
mechanic  and  service  car  were  sent 
out,  the  car  in  trouble  has  always 
been  driven  in  to  the  central  shop. 
Last  summer  there  were  reported 
forty-two  cases  of  mechanical  trouble 
on  the  road.  These  were  classified 
and  tabulated  by  routes,  by  parts, 
and  by  cars,  so  as  to  facilitate  a 
study  of  weaknesses  in  equipment 
and  sources  of  road  trouble.  Two  of 
the  tabulations  were  as  follows: 


Percentage  of  the  Various  Kinds 

of  Trouble 

Broken  axles.    .  ,                                           

11   9 

Ignition 

16,6 

Cnrburetor                                                    

4   7 

Rofir  end   .  .                                                          

II    9 

(Mutrh      ,                                                               

(i.'isoliiu'  line    .     ,                                                        , 

I'>(>iit  wlicfl  hcjirinn.-                                           .... 

(VinnoctiiiKrod 

Cracked  motor  block                                          ... 

V'licuum  tank 

14  3 

Get.rshift 

TransniiBsion  bearing 

Tire  t  rouble 

July.1923 


BUS 

TMNSPORTMX3S 


317 


Percentage  of  Total  Car  Mileage  Verau 
Trouble  Percentage 


Mileage 

Six-p(u»Sfiigfr  cttra  )0  6 

Teu-panef  iiKcr  earn  118 

Kmirl*-cn-lnu«i*«"in:i'rcttn»      ..  36  0 

KittfiI*-fii-i>a.'wiiKtTcan*  9  2 

Kigttlft-ii-pitwwiiKtTCttrs  tuld)      ...  4   7 

Morelniiil                      0.9 

Tweiit.v-wvf  n-paa*M?nger  caj» 7.6 


During  the  summer  months 
practically  all  the  inspection  and 
maintenance  work  has  to  be  done  at 
ni^ht.  The  shop  organization  con- 
sists of  one  night  foreman,  one  in- 
spector, four  mechanics,  three  greas- 
ers, and  four  washers. 

As  a  car  comes  in  the  driver  filfs 
a  written  report  of  its  condition, 
noting  any  work  that  he  thinks  nee 
to  be  done.  It  is  to  be  noted  that 
usually  a  driver  specifies  attention 
of  some  sort  after  bringing  a  car  in 
from  the  mountain  divisions.  All 
cars  are  washed  every  night  and  this 
operation  is  performed  first,  after 
which  inspection  can  be  made  to  bet- 
ter advantage.  The  inspector  goes 
over  each  car  carefully  and  confers 
with  the  night  foreman  on  any 
special  work  required. 

After  seven  days  of  operation  each 
car  gets  a  detailed  inspection  by  a 
mechanic  who  is  assigned  to  take 
such  time  as  is  necessary  to  go  over 
the  car,  item  by  item,  tightening 
bolts  and  checking  up  on  its 
mechanical  condition.  The  time  of 
greasers  and  washers  is  charged  to 
all  cars — that  is,  no  attempt  is  made 
to  segregate  the  greasing  and  wash- 
ing charge  to  each  individual  car, 
this  item  rather  being  a  proportion 
of  the  total  charge  for  this  service. 
Under  the  conditions  on  this  system 
it  is  believed  that  the  bookkeeping 
entailed  by  segregating  the  records 
would  exceed  its  value. 

In  order  that  windshields  may  be 
freshly  cleaned  as  a  car  leaves  the 
garage,  this  duty  has  been  assigned 
to  the  driver  taking  out  the  car.  To 
make  it  impossible  for  him  to  evade 
it  the  man   who  washes  the  car   is 


Type  of  car  used  ou  moiiiitain  diriHio)ix.     .\'ote  the  body  liiieH  designed  for 
comfort,  and  the  co>iti)(trtinent  for  a  spare  tire 


instructed  to  go  over  the  windshield 
with  Bon  Ami,  leaving  the  white  de- 
posit on  the  glass.  Thus  the  wind- 
shield is  not  serviceable  until  the 
driver  cleans  it  off  in  the  morning. 

Shop  Practice  for  Brakes 
Brake  maintenance  is  one  of  the 
important  and  expensive  items  of 
regular  shop  work.  The  fourteen- 
passenger  cars,  which  are  used 
chiefly  on  the  mountain  runs,  make 
an  average  of  10,000  miles  per  season 
and  require  that  the  service  brake 
linings  be  renewed  about  every  1,500 
miles.  These  cars  usually  travel 
down  the  long  grades  in  second  gear, 
which  requires  the  use  of  a  brake  in 
addition  to  the  retarding  effect  of 
the  engine.  Relining  the  hand-brake 
bands  on  the  inside  of  the  rear  drums 
is  usually  done  once  a  month,  or 
every  2,500  miles.  Various  kinds  of 
brake  lining  have  been  tried.     The 

The  view  at  the  left  shotrs  space 
for  tivo  passengers  beside  the 
driver.  At  the  right,  the  seat 
has  been  removed  and  space  pro- 
vided for  barjgayc 


molded  type  has  been  abandoned  as 
not  satisfactory.  A  woven  lining  is 
now  being  u.sed  as  the  most  satis- 
factory kind  found  to  date. 

Careful  inspection  and  adjustment 
of  the  brakes  is  made  every  night. 
This  is  done  by  jacking  up  both  rear 
wheels  and  using  a  feeler  gage 
around  the  brake  to  determine  clear- 
ances. When  high  spots  are  found 
which,  however,  do  not  warrant 
changing  the  lining,  it  is  customary 
to  put  the  car  on  the  washrack,  jack 
up  the  rear  wheels,  and  with  the 
brakes  set,  run  the  engine  long 
enough  to  wear  down  the  high  spots. 
During  this  process  a  stream  of 
water  is  turned  on  the  drums  to  keep 
them  from  over-heating. 

In  order  to  get  .satisfactory  adjust- 
ment of  brakes  for  ser\'ice  in  the 
mountain  divisions  special  consider- 
ation has  to  be  given  to  three  fac- 
tors: (1)  When  loaded  these  cars 
weigh  about  8,200  lb.;  (2)  owing 
to  the  rough  roads  spring  deflections 
have  a  marked  effect  on  the  brakes 
by  making  brake  rods  longer  or 
shorter  as  the  body  of  the  car  goes 


318 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


•*""  '**'  """ 

VOSEMITE    TRANSPORTATION     SYSTEM 

MAINTENANCE  DIVISION 

at  No 

Month 

Ca,  No 

Month , 

arNo 

Month 

Dale 

A 

B 

C 

D 

E 

F 

Miles  Run 

A 

B 

c 

D 

E 

F 

Miles  Run 

A 

B 

c 

D 

E 

F 

Miles  Run 

1 

r^-^ — 

- 

2 

y 

J . 

3 

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■ — 

4 

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11 

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12 

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17 

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20 

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23 

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24 

25 
26 

4  .o-^'-v 

27 

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28 

-r 

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29 

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-- 

.30_ 

31 

A-Grease,  100  Miles. 
B-Grease,  500  Miles. 

LEGEND 

C-Fill  Oil,  500  Miles.                         E-Change  Oil,  1000  Mile 
D-Change  Oil,  500  Miles.                  F-Water,  7  Days. 

3 

Maintenance  forms  used 


by  California  bus  operator, 
also  used  by  drivers 


Tire  change  blank 


up  and  down;  (3)  brake  linings  will 
swell  excessively  due  to  the  heat 
generated  by  constant  use  in  coming 
down  grades  several  miles  long.  Be- 
cause of  this  swelling,  unless  the  ad- 
justment is  made  so  that  the  band 
grips  the  drum  uniformly  all  the 
way  around,  the  tendency  to  overheat 
and  swell  still  more  is  greatly 
increased. 

Brakes  are  adjusted  so  that  they 
are  fairly  free  or  loose  when  the 
cars  leave  the  shop.  On  the  long 
grades  drivers  are  instructed  to  use 
their  brakes  alternately;  that  is,  first 
the  foot  brake  and  then  the  emer- 
gency brake.  By  thus  alternating, 
the  heat  on  any  one  brake  is  kept 
down  to  a  minimum. 

This  year  the  company  is  trying 
out  a  hydraulic  brake  on  a  Model  50 


White  chassis.  This  comes  equipped 
with  an  internal  emergency  brake  on 
the  rear  wheels,  and  a  service  brake 
on  the  driveshaft.  An  external  serv- 
ice brake  has  been  put  on  the  rear 
wheel  drums  of  this  experimental 
vehicle  and  both  the  driveshaft  brake 
and  the  external  brake  on  the  rear 
wheel  have  been  connected  hydrau- 
lically  to  the  foot-brake  pedal.  The 
foot-brake  pedal  will  thus  operate 
both  the  driveshaft  and  the  external 
rear-wheel  brakes.  The  driveshaft 
brake  has  one  cylinder  and  the  rear- 
wheel  brake  two  cylinders;  one 
cylinder  to  each  wheel.  In  designing 
this  brake,  the  rear  axle  gear  ratio 
was  a  factor,  as  the  brake  is  so  de- 
signed that  equal  braking  pressure 
will  apply  on  both  sets  of  brakes. 
A  standard  size  of  36  x  6-in.  tires 


is  used  front  and  rear  on  nearly  all 
stages  operated  by  this  company. 
Where  the  larger  stages  would  give 
excessive  pressures  on  single  tires, 
dual  rear  tires  are  used.  Every  year 
one  make  of  tires  is  used  exclusively, 
except  that  two  cars  are  equipped 
with  tires  of  different  makes,  which 
are  used  as  an  experiment  and  a 
guide  in  buying  next  year's  tires. 
Very  little  difference  has  been  found 
in  the  standard  makes  of  tires. 

The  standard  tire  pressure  is  100 
lb.  in  the  rear  and  90  lb.  in  front. 
The  average  mileage  is  about  5,500 
on  the  mountain  runs  for  the  rear 
tires   having    non-skid    treads,   with 

More  Important  Equipment  Necessary 

for  Stage  Maintenance, 

Yosemite  Garage 

LeBlond  Lathe,  20-in.  heavy-duty  quick- 
change,  equipped  with  taper  attachment 
and  milling  and  universal  grinding  at- 
tacliment. 

Power  drill  presses  (two) — power  emery 
grinder. 

Power  hack-saw — Arbor  presses   (two). 

Acetylene  welding  outfit — Complete  black- 
smith shop. 

Motor,  transmission  and  rear  axle  assem- 
bly stands. 

Red  devil  jacks — Electric  valve  grinder — 
power  air  hammer. 

Special  attachment  on  lathe  for  boring  and 
reaming  connecting  rod  bearings. 

Special  reamers  for  main  bearings.  (Very 
little  hand  scraping  is  done  on  bearings, 
as  they   are  all   bored  and   then  reamed.) 

Weber  crank  retruing  tool. 

Special  jig  for  lining  and  squaring  connect- 
ing rods  and  pistons. 

Braice  relining  machine. 

Oakite  parts  cleaning  tank,  electrically 
heated. 

Upholstering  department  in  charge  of  a 
competent    upliolsterer. 

Paint  shop  in  charge  of  a  competent  painter. 

Well  equipped  stockroom. 

perhaps  as  much  as  1,000  miles  more 
on  tires  used  in  front.  Last  season 
the  average  tire  cost  was  between 
f  and  1  cent  per  tire  mile  run. 
The  no-adjustment  plan  was  followed 
in  purchasing  tires  for  the  present 
season  and  by  this  plan  they  were 
somewhat  cheaper.  This  year  the 
tire  cost  is  expected  to  be  kept  under 
3  cent  per  tire-mile. 

An  important  difference  noted  in 
treads  is  due  to  the  rough  roads  on 
which  the  tires  are  continuously 
used.  Ribbed  tires  give  about  1,000 
miles  more  than  non-skid  treads. 
This  is  ascribed  to  the  fact  that  the 
tendency  to  spin,  due  to  the  spring 
release  when  traversing  rough  spots, 
tears  off  the  buttons  of  the  non-skid 
treads.  The  non-skid  feature,  on  the 
other  hand,  has  no  advantage  when 
the  road  is  slippery  ;  chains  have  to  be 
used  regardless  of  the  kind  of  tread. 
The  manufacture  of  G-in.  ribbed 
tires  has  been  practically  discon- 
tinued, because  of  the  popular  de- 
mand for  non-skid  treads.  Arrange- 
ment has  therefore  been  made  with 
the  Goodyear  Tire  Company  to  make 


July.  1923 


BUS 

TRVVSHORTATKDN 


319 


special     molds     for    manufacturing 
these  tires. 

Tire  inspections  are  made  ever>' 
night  by  the  "tire  man"  at  the  Yo- 
semite  shoj)  and  new  tires  are  put  on 
whenever,  in  his  opinion,  further  use 
of  a  worn  casing  would  be  likely  to 
give  trouble  on  the  road.  Retreading 
is  not  considered  economical  ami 
when  a  tire  is  taken  out  of  service  it 
is  sold  for  scrap. 

If  a  driver  makes  a  tire  change 
on  the  road,  he  fills  in  on  the  tire 
change  card  he  carries  the  date,  time 
of  day,  and  the  number  of  the  line 
the  car  was  operated  on.  From  this 
information  the  tire  man  gets  the 
mileage  the  tire  made  that  day.  All 
tires  are  branded  with  a  number  and 
a  card  index  is  kept  of  each  individ- 
ual tire.  Each  day  the  mileage  a  car 
runs  is  entered  on  a  daily  operating 
sheet,  and  every  month  this  mileage 
is  entered  on  the  tire  cards.  When- 
ever a  tire  is  shifted  from  its 
original  position  or  car,  it  is  im- 
mediately entered  on  the  tire  card, 
and  in  this  way  an  accurate  check 
is  kept  on  the  mileage.  Tires  are 
tested  and  inflated  to  the  proper 
pressure  each  night.  This  work  is 
assigned  to  the  men  greasing  the  car. 
After  they  finish  greasing  the  tires 
are  tested  and  pumped  up  if  necessary. 

Tire  changes  on  the  road  are  very 
infrequent;  last  season  there  were 
less  than  half  a  dozen  due  to  worn- 
out  tires  or  blowouts.  Operating  on 
a  flat  tire  is  sufficient  ground  for  the 
dismissal  of  a  driver,  except  on  the 
sections  of  the  road  where  the  Na- 
tional Park  Service  maintains  "con- 
trol," that  is,  where  traffic  is  allowed 
in  one  direction  only  for  a  limited 
time  and  then  in  the  reverse  direc- 
tion for  the  same  time,  a  maximum 
and  minimum  time  limit  being  set  on 
the  passage  of  each  vehicle  between 
control  points.  However,  last  season 
only  three  tires  all  told  were  lost 
due  to  being  run  flat. 

Because  of  the  infrequency  of  road 
changes  and  the  fact  that  the  stages 
nearly  always  operate  in  strings,  it 
has  been  found  sufficient  for  each  car 
to  carry  only  one  spare.  The  cars  do 
not  carry  speedometers.  The  lengths 
of  all  runs,  of  course,  are  known  and 
as  there  is  no  opportunity  for  devi- 
ation or  detouring,  the  mileage  of 
each  day's  run  is  entered  nightly  in 
the  records  in  accord  with  the  run  ti' 
which  the  car  was  assigned. 

Material  for  this  article  was  sup- 
plied by  J.  Rieschel,  operating 
manager  Yosemite  Transportation 
System. 


The  company's  vionograin  is  the  only  exterior  decoration 

New  Coaches 

for  Youii<jstown  &  Siihurhaii  l{aihva\ 

Have  Indivicliial  Wicker  (iliairs 

Luxurious  \ehicles  \\'ill  Supplement  the  Kegular 
Trolley  Schedule  to  Salem  and  Also  Serve  East 
Palestine,  Where  the  Railway  Does  Not  Operate 


IN  APRIL,  1923,  the  Youngstown 
&  Suburban  Railway,  Day  &  Zim- 
mermann,  Inc.,  Management,  began 
bus  operation  between  Youngstown 
and  Salem.  The  route  was,  in  gen- 
eral, parallel  to  the  company's  own 
tracks.  The  bus  line,  however,  serves 
several  localities  more  or  less  remote 
from  the  railway,  and  it  is  thought 
that  the  transportation  needs  of 
these  places  justify  the  establishment 
of  the  new  service.  In  fact,  a  group 
of  wildcat  jitneys  were  already  at- 
tempting to  do  this  business  before 
the  company  commenced  operation. 

Service  was  started  by  the  use  of 
touring   cars   during    the    period    of 


construction  of  the  permanent  ve- 
hicles. Of  these  the  first  was  deliv- 
ered in  May  and  four  will  be  used 
ultimately.  The  design  of  the  new 
coach  has  been  based  on  the  theory 
that  the  coach  service  to  augment  the 
railway  service  should  appeal  to  the 
psychology  of  the  automobile  owner 
and  strive  to  recover  not  only  the 
present  bus  business  but  also  much 
of  the  private  automobile  travel  that 
was  lost  ten  years  ago.  In  the  .same 
way  that  the  interurban  freight  busi- 
ness has  been  built  up  on  the  theory 
of  "express  service  at  freight  rates," 
it  is  the  hope  of  the  management 
that  the  coach  service  will  be  built  up 


^ 

|~T   }'    > 

■  TT    ■       1               m 

iflH 

^yM 

M^^^H^H:        1 

^W 

^^^^^^^^  ■    '"^^^ifc  ttS 

Bi 

^^d^^^HBn 

^WBij/'^B 

^^^^^^^^H^ .  -       -**-  jdlBi      ^^^^B^^^^l 

B^ 

_^Lii£^B^^^^I 

The  chairs  may  be  moved  about  to  suit  the  passengers'  convenience 


320 


BUS 

TfWNSPORTATlON 


Vol.2,  No.7 


on  the  theory  of  "Pullman  service  at 
day-coach  rates." 

A  twenty-nine-seat  body  shell  is 
used,  although  the  actual  seating 
capacity  is  only  sixteen.  There  are 
eight  individual  wicker  chairs,  two 
double  seats  over  the  wheel  housings 
and  a  settee  across  the  rear  divided 
into  four  sections.  All  the  seats 
have  comfortable  rounded  arm  rests 
and  soft  green  plush  cushions.  The 
individual  chairs  can  be  moved 
around  to  suit  the  pleasure  of  the 
passenger,  although  they  are  fas- 
tened to  the  floor  by  a  special  swivel 
attachment  which  prevents  their 
being  placed  too  far  out  in  the  aisle. 
The  movable  feature  of  the  chairs 
adds  greatly  to  the  convenience  of 
passengers  carrying  hand  baggage. 
A  bucket  seat  upholstered  in  green 
leather  is  provided  for  the  driver. 

Dark  green  battleship  linoleum 
covers  the  entire  floor,  and  down  the 
center  is  laid  a  strip  of  green  carpet 
of  the  same  color  as  the  chair  cush- 
ions. Rubber  casings  are  used  on  all 
chair  legs  to  prevent  slipping  and  in- 
jury to  the  floor  covering.  Rex  silk 
finish  curtains  are  provided  for  the 
windows.  The  artificial  lighting  is 
from  side  bracket  lamps. 

Unusual  Headroom  Is  Provided  in 
THE  New  Coaches 

An  attractive  feature  of  the  inte- 
rior design  is  the  headroom  provided, 
there  being  a  full  6-ft.  clearance. 
This  immediately  allows  the  use  of  a 
"pay  enter"  or  single  service  door 
type  of  vehicle  rather  than  the  multi- 
ple door  vehicle  limousine  type.  It  is 
believed  that  the  elimination  of  the 
multiple  doors  has  certain  advantage 
in  many-stop  service. 

The  scheme  of  decoration  is  ma- 
hogany, Nile  green,  and  eggshell 
white.  The  woodwork  and  side  pan- 
els are  solid  African  mahogany  with 
a  rubbed  velvet  finish,  the  seat  cush- 
ions and  backs  Nile  green  plush,  the 
wicker  work  finished  a  mahogany  to 
match  the  side  walls,  and  ceiling 
enameled  the  eggshell  white.  Plate- 
glass  windows  add  much  to  the  ap- 
pearance from  both  the  interior  and 
exterior. 

Pullman  green,  the  same  color  as 
is  used  in  painting  the  company's 
railway  cars,  is  used  for  the  exterior 
of  the  new  buses.  There  is  no  strip- 
ing nor  trimming  on  the  outside, 
except  the  monogram  of  the  com- 
pany. The  body  was  built  by  the 
Kuhlman  Company  and  is  mounted 
on  a  Model  50  White  bus  chassis. 
The  extreme  width  is  6  ft.  11  in.,  the 


over-all  height  is  9A  ft.,  and  the 
length  of  chassis  is  250  in.  A  man- 
ually-operated two-leaf  door  at  the 
front  opens  outward,  and  the  emer- 
gency door  is  at  the  left  rear. 

Four  buses  of  this  type  will  be 
used,  operating  through  between 
Salem  and  Youngstown  on  a  two- 
hour  headway  during  the  greater 
part  of  the  day.  The  railway  gives 
hourly  service  to  Salem,  and  the  bus 
schedule  is  arranged  to  split  every 
second  trolley  headway. 

The  fare  charged  is  based  on  3§ 
cents  a  mile  and  is  slightly  higher 
than  the  electric  cars  and  consider- 
ably higher  than  the  competing 
jitneys. 


In  the  evening,  the  buses  will  not 
operate  through  to  Youngstown  but 
will  meet  cars  at  Columbiana  and 
carry  passengers  from  there  to  East 
Palestine.  The  jitneys  which  are 
competing  with  the  company  for- 
merly provided  the  service  between 
these  two  points,  unloading  their 
passengers  at  Columbiana  for  trans- 
fer to  the  railway.  It  was  when 
they  commenced  to  run  through  to 
Youngstown  that  the  railway  first 
took  up  bus  operation.  From  the 
favorable  comment  aroused  by  the 
first  appearance  of  the  new  buses 
with  individual  wicker  chairs  it 
appears  likely  that  they  will  jump 
into  immediate  popularity. 


Analysis  of  Bus  Transportation  Field — ^Number  of  Buses  Compared 

with  Population  and  Highway  Mileage — (Figures  in  Right- 

Hand  Column  Used  in  Map  on  Opposite  Page.) 


Group 
New  England.  .  ,  . 

Middle  Atlantic... 


State 

I  Maine 

New  Hampshire . 

I  Vermont 

1  Massachusetts- . . 
I  Rhode  Island ... 
I  Connecticut 


East    North    Central 


West    N'orth  Central 


South  Atlantic 


East    South    Central 


West    South   Central 


I'  New  York   . .  . 
New  Jersey .  ,  . 
1  Pennsylvania 

[Ohio 

Indiana     . 

Illinois 

Michigan 
I  Wisconsin.    . 


Minnesota .... 

Iowa .  .  ._ 

Missouri. 
North  Dakota . 
South  Dakota. 

Nebraska 

Kansas 


Delaware 

Maryland 

District  of  Columbia . 

Virginia 

West  Virginia 

North  Carolina 

South  Carolina. .  . 

Georgia 

Florida 


'  Kentucky .  . 
Tennessee .  . 
Alabama.. . 
Mississippi . 


Arkansas    . 
Louisiana 
Oklahoma . 
Texas 


Pacific . 


Montana .... 

Idaho 

Wyoming .  .  . . 
Colorado .... 
New  Mexico . 

Arizona 

Utah 

Nevada 


Washington . 

Oregon 

California .  . . 


Population 

(United  States 

Census.  1920) 

768.014 

443.083 

352.428 

3,852,356 

604,397 

1,380,631 

10,385,227 
3,155.900 
8,720,017 

5.759,394 
2,930,390 
6,485.280 
3,668,412 
2,632,067 

2,387,125 
2,404,021 
3.404,055 
646,872 
636,547 
1,296,372 
1,769,257 

223,003 
1.449,661 

437,571 
2,309,187 
1,463,701 
2,559.123 
1,683,724 
2.895.832 

968,470 

2,416,630 
2,337,885 
2,348,174 
1,790,618 

1,752,204 
1,798,509 
2,028,283 
4,663,228 

548,889 
431,886 
194,402 
939,629 
360.350 
334,162 
449.396 
77,407 

1,356,621 

783,389 

3,426,861 


Mileage     Number  of  Estimated  Buses 


Federal-Aid 

Highways 

1.326 

1,000 

1,043 

1,290 

165 

820 

4,554 
1,198 
6,300 

4,005 
4,966 
6,739 
5,250 
5,516 

7,213 
7,144 
7,806 
4,815 
8,077 
5,619 
6,600 

266 
1,036 

3,733 
1,710 
4,194 
3.225 
5.662 
2,960 

3,250 
4,077 
3,958 
3,299 

5,037 
2,800 
7,889 
10,655 

4,700 
2,772 
3,234 
3,360 
3,257 
1.498 
1,655 
1,524 

2,970 
2,805 
4,447 


City 
120 
100 
0 
2.430 
380 
680 

7,210 
1.720 
3,360 

2,580 

830 

3.230 

1.630 

720 

680 

390 

1.190 

0 

20 

230 

210 

100 
750 
410 
460 
160 
150 
100 
400 
190 

350 

400 

270 

0 

90 
410 
180 
800 

40 

0 

0 

310 

0 

30 

140 

0 

540 

250 

1,680 


Into 

City 

2,250 

1,180 
1,230 
4,570 
700 
2,340 

9,900 
4,750 
18,200 

10,700 
7,220 

10,830 
6.860 
6,570 

5,870 
7,000 
7,580 
2,270 
2.150 
3,680 
5,430 

400 
2,300 
0 
6,380 
4,530 
8,430 
5,550 
8,680 
2,680 

7,190 
6,750 
5,900 
6,290 

5,830 
4,800 
6,440 
12,700 

1,780 
1,520 

680 
2,140 
1.260 
1,070 
1,050 

270 

2,760 
1,840 
5,880 


Tr.lal 
2,370 
1.280 
1.230 
7.000 
1.080 
3,020 

17,110 

U.470 

21.560 

13,280 
8,050 

14,060 
8,490 
7.290 

0.550 
7,390 
8,770 
2.270 
2,170 
3,910 
5,640 

500 

3,050 
410 
6.840 
4.690 
8,580 
5,650 
9,080 
2.870 

7.540 
7.150 
6.170 
6,290 

5.920 
5,210 
6.620 
13.500 

1,820 
1,520 

680 
2.450 
1,260 
1. 100 
1.190 

270 

3,300 
2.090 
7.560 


Group  Totals 

Northeastern 

Middle  Atlantic 

East  North  Central. 
West  North  Central 
South  /Mlmilic 
East  S(.u(h  Ccntnil 
West  Simlh  C.-iitrid 
Mountain   . 
Pacific 

Grand  Total  .   . 


7,400,909 
22,261,144 
21,475,543 
12,544,249 
13,990,272 

8,893,307 
10,242,224 

3,336,101 

5,566,871 

105,710,620 


5,644 
12,052 
26,476 
47,274 
22.786 
14,584 
26,381 
22,000 
10,222 


3,710 
12,290 
8,990 
2,720 
2.720 
1,020 
1,480 
520 
2,470 


12,270 
32,850 
42,180 
33,980 
38,950 
26,130 
29,770 
9,770 
10,480 


15,980 
45.140 
5I.170 
36,700 
41,670 
27,150 
il,250 
10,290 
12,950 


187,419 


35,920   236,380   272,300 


Julv,192; 


BUS 

TMNSHORTATION 


321 


Green  Fields  for  Bus  Traiisporlalioii 


Another  Hillion  l)4>llar  Industrs    Appioachinj;— 

llij;h«a\s  and  I'eoplt'  Are  Ready — 
More  Heal  Operators  and  Heal  Huses  Needed. 


■A  LL  over  the  United  States  :ire 
/\  places  where  the  bus  should 
2.  \,  he  used — green  fields  in  the 
shape  of  fertile  and  attractive  terri- 
tories. We  already  have  thousands 
of  miles  of  improved  highways,  with 
a  wonderful  federal-aid  system  well 
under  way,  and  with  the  greater  part 
of  our  people  living  near  enough  so 


ness,  which  for  the  moment  may 
seem  somewhat  large,  two  classes  of 
bus  operation  have  been  considered: 
city  and  "into-city."  The  first,  city 
operation,  is  taken  to  cover  local  bus 
lines  in  places  of  25,000  and  upward, 
on  short  routes,  making  freiiuent 
runs,  through  dense  traffic.  On  this 
basis    of    population    city    lines    will 


seven  million  people,  or  almo.si  iwo- 
thirds  the  people  in  the  country. 

U'e  can  conservatively  a.ssume  a 
riding  habit  of  100,  as  mea.sured  in 
rides  per  year  for  each  person.  That 
is,  as  the  basis  of  calculation  we 
can  fairly  say  that  sufficient  bus 
service  is  needed  to  give  ever>'  man, 
woman  and  child  100  rides  each  vpar. 


i.    1 


U 


K; 


^ 


4a 


/ 


...^  .jlO.OOt 

asz3  iojlOOniS,OOC 


that  they  can  make  frequent  use  of 
any  regular  system  of  transportation 
provided  on  these  highways. 

Most  people  appreciate  the  fact 
that  bus  transportation  as  an  in- 
dustry has  a  most  active  present  and 
an  even  livelier  future.  They  seldom, 
however,  have  any  definite  measure 
of  its  possibilities,  and  for  that 
reason  Bus  Transportation  has 
made  some  estimates  of  the  present 
field.  These  show  that  we  have 
another  billion  dollar  industry-  ap- 
proaching, as  estimated  by  the  cost 
of  the  service  that  even  now  could 
be  provided  by  the  bus. 

In  getting  at  this  amount  of  busi- 


Dc7isity  of  bus  operation  in  the 
United  Stntes,  based  on  estimate 
of  272,000  buses  in  service.  De- 
tails  in    table   on   opposite   page. 

serve  approximately  thirty-eight  mil- 
lion customers. 

The  other  class  (into-city)  in- 
cludes' all  bus  lines  running  into 
rural  territory,  with  terminals,  or  at 
least  one  of  them,  in  good-sized  towns 
or  cities.  On  these  lines  the  routes 
are  comparatively  long,  headways 
are  infrequent  and  service  is  given 
to  thinly-settled  districts.  But  in 
spite  of  this,  the  into-city  routes 
have    as    their   market    some    sixty- 


It  is  believed  that  this  figure  will 
apply  fairly  enough  for  both  the  city 
and  into-city  operations.  In  many 
cities  the  electric  systems  have  a 
business  of  300  or  400  rides  per 
capita  annually,  so  that  counting  sup- 
plementary new  routes,  as  well  as 
feeder  .systems,  the  bus  lines  can  get 
the  amount  of  business  a.ssumed, 
without  encroaching  on  the  functions 
of  the  street  cars.  In  the  rural  ser\'- 
ice,  on  the  other  hand,  the  bus  will 
frequently  be  the  only  means  of 
transportation,  so  that  one  round 
trip  a  week,  which  is  all  100  trips 
a  year  means,  for  each  person  seems 
reasonable. 


322 


BUS 

TR\NSPORTATION 


Vol.2,  No.7 


To  figure  the  number  of  buses  re- 
quired for  this  service,  we  will  pro- 
ceed on  the  basis  of  sixteen  pas- 
senger bus  units;  it  will  be  recog- 
nized, of  course,  that  in  many 
operations  double-decker  or  larger 
single-decker  vehicles  will  be  re- 
quired, while  still  others  will  use 
vehicles  of  only  six,  eight  or  ten- 
passenger  capacity.  However,  the 
sixteen  passenger  is  the  fair  average 
size,  as  shown  by  the  statistical 
tables  that  are  published  regularly  in 
Bus  Transportation.  We  will  say 
further  that  the  city  vehicle  makes 
twenty-four  one-way  trips  a  day, 
and  the  country  vehicle  six  one-way 
trips  a  day,  each  carrying  twelve  pas- 
sengers on  the  average,  or  three- 
quarters  the  seating  capacity. 

We  can  now  calculate  the  number 
of  buses  required  for  the  service.  For 
example,  the  state  of  Maine  has 
about  127,000  people  in  places  of 
25,000  or  more  population.  For  these 
about  120  buses  would  be  required. 
Outside  of  this  city  territory  there 
are  about  641,000  people  in  the  state. 
Many  of  these  are  at  a  considerable 
distance  from  the  improved  high- 
ways, however,  so  that  only  three- 
quarters  of  the  small-town  and  rural 
population  are  used  in  getting  the 
number  of  buses  required  for  "into- 
city"  service.  C  Secretary  of  Agri- 
culture Henry  Wallace  in  a  recent 
address  showed  that  on  the  federal- 
aid  system,  which  of  course  is  only  a 
small  part  of  the  improved  highway 
mileage,  more  than  95  per  cent  of 
the  people  of  many  states  would  live 
within  10  miles  of  federal-aid  roads, 
while  even  in  Arizona  only  about  one- 
third  would  live  outside  the  10-mile 
zone).  On  this  basis  the  state  of 
Maine  would  require  120  buses  for 
city  service  and  2,250  for  "into-city 
work,"  or  the  2,370  shown  in  the 
table  on  page  320. 

The  figures  for  each  state  have 
been  worked  out  on  the  same  basis. 
For  reference  purposes,  the  popula- 
tion and  the  federal-aid  highway 
mileage  are  also  given.  This  mileage, 
of  course,  does  not  represent  the  bus 
operating  "right-of-way,"  since  there 
are  already  some  350,000  miles  of 
improved  highway  in  the  country. 
The  national  system,  however,  will 
undoubtedly  include  the  most  im- 
portant and  densely-settled  high- 
ways, and  so  most  of  the  buses. 

The  grand  total  shows  a  field  for 
some  272,000  buses,  of  which  36,- 
000  will  be  used  in  the  cities  and 
the  remainder,  236,000,  in  the  "into- 
city"  class  of  operation. 


At  $3,000  apiece  these  vehicles 
would  represent  a  cost  of  some  $816,- 
000,000  alone,  a  figure  in  itself 
approaching  the  billion  dollar  mark. 
However,  in  order  to  measure  the 
size  of  the  industry  we  must  measure 
the  amount  spent  each  year,  which 
can  be  tabulated  as  follows : 

Charge  against  vehicles  (three- 
year  life)    $272,300,000 

Repair  and  labor  costs 285,800,000 

Fuel  and  lubricants 163,300,000 

Drivers'    wages    340,300,000 

Total $1,061,700,000 

This  shows,  rather  roughly,  of 
course,  since  only  the  more  im- 
portant items  are  considered,  the 
total  volume  of  the  business.  The 
second  figure,  repair  and  labor  costs, 
is  based  on  35  per  cent  of  the  first 
cost  of  the  vehicle,  the  fuel  and 
lubricants  on  20  per  cent  of  the  first 
cost,   while   the   drivers'   wages   are 

T-'LLiON   Dollar.  Bus  Pie 

(FiciiRES  m  Millions  ^ 
»  OF  Dollars  / 


A  billion  dollar  bus  "pie"  show- 
ing estimated  distribution  of 
important  expenses  as  between 
city  atid  "into-city"  operation 

figured  on  $25  a  week  for  fifty  weeks 
a  year.  These  figures  are  shown 
graphically  in  the  billion-dollar 
"pie,"  which  gives  also  the  propor- 
tion of  each  item  for  city  and  into- 
city  operation. 

It  has  been  said  that  there  is  a 
field  now  for  this  billion-dollar  bus 
transportation  industry.  Just  when 
it  will  come  into  existence  will  de- 
pend on  the  progress  made  both  by 
the  bus  operators  and  by  the  makers 
of  buses,  as  reflected  in  their  prod- 
uct. It  is  not  to  be  supposed  that  an 
installation,  which  from  the  present 
point  of  view  seems  enomious, 
although  it  will  probably  seem  small 
in  the  future,  can  be  made  without 
adjustment  and  co-ordination  with 
existing  means  of  transportation. 
This   may   involve  special   routes  to 


take  advantage  of  the  flexibility  of 
the  bus,  or  where  extensions  of  rail 
systems  are  not  justified.  One  of  the 
greatest  fields,  and  one  that  has  only 
I'ecently  begun  to  be  developed,  is 
with  the  public  that  would  otherwise 
travel  in  private  automobiles  or  in 
taxicabs.  In  the  large  cities,  es- 
pecially where  the  private  car  is  used 
with  difficulty  on  account  of  traffic 
congestion  or  lack  of  parking 
facilities,  public  convenience  and  ne- 
cessity will  inevitably  lead  to  the  use 
of  a  large  number  of  buses.  The  need 
for  this  has  been  emphasized  in  New 
York  City,  where  both  the  Transit 
Commission  and  the  city  adminis- 
tration have  come  out  in  favor  of 
buses  as  against  street  cars,  either 
to  serve  as  feeders  or  to  replace  cer- 
tain parts  of  the  existing  surface  rail 
system. 

The  problems  just  mentioned  are 
for  the  transportation  man,  the  bus 
operator,  to  solve  in  co-operation 
with  city  authorities  and  others  in- 
terested in  the  transportation  prob- 
lem. There  is  a  responsibility  here 
also  for  the  makers  of  buses,  if  the 
public  is  to  be  furnished  with  safe 
and.  comfortable  service,  and  the 
operator  to  render  this  vdth  a  fair 
profit  to  himself. 

In  the  not  very  distant  past,  public 
service  commissions  have  rejected 
applications  for  permits  to  operate 
buses,  on  the  ground  that  the  vehicles 
proposed  for  use  were  designed  for 
other  work,  the  reason  being  that 
they  could  be  readily  transferred 
from  bus  service  in  case  the  returns 
were  not  satisfactory.  Such  vehicles 
would  not  satisfy  either  public  safety 
or  convenience,  since  the  latter  in- 
volved continuous  service. 

The  experience  of  bus  operators 
indicates  that  equipment  must  be  de- 
signed for  the  service,  and  that  re- 
built passenger  cars  or  trucks 
furnished  with  bus  bodies  will  not  do. 
It  is  true  that  these  vehicles  have 
given  good  service,  but  better 
designs  must  be  provided  in  the 
future,  and  bus  operator  and  vehicle 
maker  must  work  together  to  secure 
them,  if  the  real  future  of  bus  trans- 
portation, which  lies  after  all  in 
satisfying  the  public  because  of  its 
inherent  and  essential  merits,  is  to 
be  secured. 


The  article  appearing  on  page  277 
in  the  June  issue  should  have  given 
credit  to  Daniel  L.  Turner.  This 
article  is  an  abstract  of  his  report 
to  the  New  York  Transit  Com- 
mission. 


July,  1923 


BUS 

TRVMSPOHIATION 


323 


New  Bus  Company  lor  Cliicajio  Siihurhs 

How  One  Company  I'icked  Its  Uouti'  to  Get  a  Steady  Kush-Hour  Tratlic — 

Service   to   the   I'uhlic    the   Msitto — Newspaper    Advertisinu    Ised 

Successlullx    to   .Merthandise    Its   Serv  ice — I'atrons    Are 

Buying  Securities  to  Help  Finance  Additional  Huses 


OX  SEPT.  3,  1922.  the  West 
Suburban  T  ra  n s  po r  t  a  t  i  o  !i 
Company  inaugurated  motor 
bus  service  from  the  Western  Elec- 
tric Company's  plant  in  Cicero  to 
FuUersbui-ur.  The  inaujruration  of 
the  service  was  not  without  opposi- 
tion, for  it  took  a  year's  neKotiatlon 
with  the  municipalities  and  the  Illi- 
nois Commerce  Commission  to  secure 
the  necessary  certificate  of  conven- 
ience and  necessity  for  this  operation. 
No  sooner  had  the  company  bev'un  to 
exercise  its  rights  to  operate  than  the 
Chicago  &  West  Towns  Street  Rail- 
way, which  also  operates  through 
some  of  the  territory  served,  ap- 
pealed to  the  courts  for  relief  from 
what  was  claimed  to  be  direct  compe- 
tition. A  decision  of  the  State 
Supreme  Court  last  month  affirms  the 
decision  of  the  lower  court  holding 
that  the  commission  overstepped  its 
powers  in  granting  the  bus  company 
its  certificate  of  convenience  and 
necessity.  The  bus  company,  how- 
ever, appealed  to  the  State  Supreme 
Court,  for  a  rehearing,  and  pending 
further  hearing  in  October  continues 
operation. 

The  routes,  shown  on  the  accom- 
panying map,  extend  from  Cicero  to 
Hinsdale.  The  Western  Electric 
plant,  located  at  the  Cicero  terminal, 
with  its  20,000  employees,  gives  th? 
transportation  company  a  rush-hou  • 
traffic  of  considerable  volume.  The 
company  has  available  for  service 
five  International  buses  seatin' 
thirty  passengers;  two  Macks,  seat- 
ing twenty-eight,  and  two  Reos  that 
seat  twenty-two  passengers. 

"Sen'ice"  has  been  the  motto  of 
this  newly  organized  company.  Stren- 
uous effort  is  being  made  with 
the  present  equipment  to  meet  the 
ever-increasing  needs  of  the  public. 
A  fifteen-minute  schedule  is  main- 
tained during  the  daj',  while  dui'in'j 
the  rush-hour  periods  all  buses  are 
in  operation  on  a  seven-minute  head- 
way. The  fifteen-minute  headway  is 
maintained  by  the  use  of  only  five 
buses,  leaving  four  each  day  for  in- 
spection and  overhauling.  To  ap- 
preciate the  need  of  adequate  trans- 
portation facilities  it  is  only  neces- 


LEGEND 

w  Bu^  line* 
-  Electric  line* 
*  Steam  line© 


The  hiis  route  nerves  seven  townshipa  and  rcarlics  the   Wi'stern  EUctric  Wttrkn 


sary  to  visit  ihe  Western  Electric 
station  of  the  West  Suburban  Trans- 
portation Company  during  the  even- 
ing pealt.  Frequently  as  many  as 
seventy  passengers  will  crow'd  into 
one  of  the  larger  International  buses, 
all  passengers  realizing  that  the 
company  is  doing  its  utmost  to 
supply   more  adequate  service. 

Plans  are  now  under  way  to  in- 
crease the  number  of  buses  by  at 
least  ten.  In  order  to  finance  them, 
and  to  make  the  people  feel  they  are 
a  part  of  this  transportation  com- 
pany, a  limited  amount  of  Class  A 
.'•ecurities  has  1  ecu  Muthorizerl  bv  fh<- 


Illinois  Ccmmeice  Commission  to  be 
.sold  to  the  public.  The  manage- 
ment believes  that  through  this  sale 
of  stock  to  the  patrons  of  the  road 
they  will  develop  a  greater  interest 
in  the  company's  success. 

During  the  morning  rush  hour 
buses  are  started  from  various 
points  along  the  route  in  order  to 
best  pick  up  the  crowd,  which  grows 
heavier  as  the  We.stern  Electric 
plant  is  approached.  The  first  bus. 
which  leaves  Berwyn  at  5:15  a.m., 
is  able  to  make  three  trips  before  the 
morning  ru.«h  hour  is  over,  and  not 
imly  is  it  k>ad>»d  going  to  the  Wi>h  ern 


Interior  view  of  buses — leather  covered  seats  with  icnod  backs  are  used. 
thr  rniiDiinrlinii'i  tii'ilf,  ih''  s'/i>>/-/> i/.)iw  ,,  .,,1  ijrab  handles 


Note 


ANNOUNCEMENT 

West  Suburban  Transportation 

Company 

Authorized  by  ILLINOIS  COMMERCE  COMMISSION  A«thori«aon  No.  024 


TREASURY  STOCK 

To  Whom  It  May  Concern. 

I  accepted  the  Presidency  of  the  West  Suburban  Trans- 
portation Company,  only  after  I  had  made  a  very  thorpugh  in- 
vestigation of  the  possibility  to  make  money  aXonv.  *^i(h  the 
object  and  methods  of  the  company.  My  investigation  showed 
me  ten  ROod  reasons  why  an  investment  in  the  company  should 
be  profitable: 

(1)  Thai  the  bus  business  is  one  of  the  most  profitable  of  all 
businesses. 

(2)  That  the  bus  business  is  m  its  infancy. 

(3)  That  the  West  Suburban  has  complied    with    all'  slate 
laws  and  is  a  class  "A"  security. 

(4)  That  it  will  simplify  the  transportation  for  thousands  of 
people. 

(.>)     That  it  is  a  going  business  and  not  an  experiment. 

(6)  That  it  will  improve  the  value   of  property    aloni:;    iu 
route. 

(7)  .\n  Illinois  company  owned  by  Illinois  capital  and  man- 
aged by  Illinois  men. 

(8)  A  community  company  owned  by  the  pwple  who  patron- 
ize it. 

(9)  Its  activities  being  limfted  only  by  its  capital. 
(10)     A  safe  and  conservative  investment. 

There  are  many  other  reasons  why  everyone  should  join 
in  this  home  industry,  which  I  will  submit  on  request. 
Yours  very  truly, 

A.  I..  WHITMKR. 

All  common  stock,  no 
bonds,  no  preferred 
stocky  no  prior  leins 
against  the  company. 


CLASS  A   SECURITY. 

FULLY  PAID 


NON'ASSESSABLE 


^ 


LAW 

Securities 

the  inherent  qua 

lities 

of  which 

assure  their  sale 

and 

disposition   without   the. 

per- 

petration 

of  fraud,  which 

shall 

be  known 

as  securities  in 

Class 

"A" 

Make  your  reservation  in  person 
or  by  letter  to  our  local  office. 


TO.WHOM  IT  MAY  CONCERN : 

As  a  realtor  m  Brookfield.  and  being  personally  interested 
in  Ihe  operation  of  the  West  Suburban  Transportation  Com- 
piin>.  I  am  in  3  position  to  say  that  the  bus  line,  now  in  opera- 
tion, is  the  answer  to  our  long  endured  need  of  adequate  trans- 
portation  for  this  vicinity.  Its  ever  growing  popularity, 
despite  many  outside  hindrances,  has  proved  beyond  a  doubt 
that  it  is  here  to  stay.  ly'ow,  with  the  improved  service,  which 
is  being  installed,  it  hks  become  a  vital  necessity. 

To  quote  from  my  own  benefit  derived  from  this  "ystem 
of  transportation.  I  have  sold  One  Hundred  Thousand  Dollars 
worth  of  real  property  since  it  has  been  put  into  operation.  It 
has  increased  the  value  of  the  land  at  least  forty  per  cent  and 
will  lncra;\se  the  value  of  property  wherever  the  bus  line  may 
be  evtended.  The  main  feature  is,  that  it  will  bring  a  hereto- 
fore neglected  territory  into  direct  cttnnection  with  Chicago. 

Therefore  I  wish  to  call  your  attention  to  the  fact  that  it 
is  to  your  interest  that  you  give  us  your  sincere  cooperation 
and  hnancial  support  when  opportunity  ofTei-s. 
Yours  very  truly. 

lOHN  KRISTOi^EK. 


DIRE 

A.  L.  WHITMER, 

Chicago  Natl.  Life  Ins.  Co. 

Chicago  Natl.    Underwrit- 
ers Co. 
JOHN  KRISTOFEK, 

Real  Estate 

J.  PETRU. 

Real  Estate 
HARRY  JENSEN. 

Township  School  Trustee 
M,  J.  CLOHESEY, 

fteal  Estate 


CTORS 

GEO.  SCHRAD. 
Owner 
Mt.  Auburn  Cemetery 
J.  MALLOY. 

Transportation   Expert 

LOUIS  R.  COTTER.  Cashier 
Chicago  Natl.  Ufe  Ins.  Co. 

P.  W.  ROWLAND, 

Traffic  Manager 

LEE  D.  MATHIAS. 
Attorney-at-Law, 


WILLIAM  DE  SHETLEY  &  CO. 
■17J0',i  West  22nd  Street,  at  48th  Avenue, 
CICERO,  ILLINOIS. 
COUPON 
Without  assuming  any  obligations    I    am    in- 
terested in  knowing  how  I,  as  an  individual,  may 
help  increase  the  Motor  Bus  service. 

Name - ™ 

Address  -,. _. 


The  full  earning 
power  of  every  dollar 
invested  belongs  to 
the  stockholders. 


To  Whom  It  May  Concern:    . 

Being  a  heavy  property  owner  on  the  line  and  having  a 
financial  interest  in  the  West  Suburban  Transportation  Com- 
pany and  knowing  everyone  connected  with  the  above  Com- 
pany, I  will  absolutely  vouch  fo^-  every  man  as  to  their  siricer- 
ity.  honesty  and  integrity.  I  rvaJizeIhe  great  necessity  of  such 
a  Company  and  I  have  aided  In  securing  from  the  State  of  Illi- 
nois, through  the  lllinajs  Commerce' Commission,  a  franchise 
for  the  West  Suburban  Transportation  Company  to  operate. 

However,  1  intend  that  this  Company  shall  operate  on  a 
safe,  sound  and  satisfactory  basis  and  help  relieve  Ihe  condi- 
tions now  exLsting.    Should  we  receive  the  patronage  we  de- 
sene  1  can  assure  >'t)u  of  handsome  returns. 
Yours  very  truly, 

THOMAS  CAREY. 


STATE  OF  ILLINOIS 
ILLINOIS  COMMERCE  COMftHSSION 

In  the  matter  of  the  application  of  the  West  Suburban  Trans-  I 

portation  Company.  Inc.,  for  a  certificate  of  convenience  and  |    11Q1(^ 

necessity  to  operate  a  motor  bus  line  between  Cicero,  III.,  and  I     "*"" 

Hinsdale,  Illinois  and  intervening  points.  J 

CERTIFICATE  OF  CONVENIENCE  AND  NECESSITY. 
BY  THE  COMMISSION: 

The  West  Suburban  Transportation  Company,  Inc.,  a  corporation  or- 
ganized and  existing  by  virtue  of  the  laws  of  the  State  ol  lllinou'^,  having 
heretofore  applied  to  the  Commission  foi  a  certificate  of  convenience  and 
necessity  and  authority  to  operate  motor  vehicles  ONcr  the  following  routes: 
'  Route  1.     Beginning  at  -ISlh  Avenue  and  22nd  Slieet.  west  on 

22nd  Street  to  0;ik  Park  Avenue,  south  on  Oak  Park  Avenue  to 
Ogden  Avenue,  thence  west  on  Ogden  Avenue  to  Hinsdale  by  way 
of  Benvyn,  Riverside,  Lyons.  IJiooklicId,  Congress  Park,  La 
Grange,  l.atJrange  Park,  Western  Springs  and  Fullersburg. 

Route  2.    Beginning  at  22nd  Street  and  IMh  Avenue  south  to 
Ogden  Avenue,  west  on  Ogden  Avenue    to    Hinsdale    by    wjy    of 
Clyde,  Berwyn,  Riverside,  Lyons,  Brookfield.  Congress  Park,  La 
<;range,  La<Hange  Park,  Western  Springs  and  Fullersbuig. 
for  the  transportation  of  piLsscn^eis   and    property,   and    the    Commission 
having  heretofore  on  April  19,  1922.  entered  its  finding  and  order  upon  said 
applicjition,  which  order  is  hereby  made  a  part  hereof,  and  the  applicant 
havingfully  complied  with  all  the  provisions  of  sai'I  order  of  Apnl  19.1922; 
IT  IS  THEREFORE  ORDERED  that  the  Wc^t  Suburban  Transporta* 
tlon  Company,  be,  and  it  iri  hereby  granted  a  certificate  o(  convenience  and 
necessity  and  given  authority  to  operate  motor  vehicles  between  the  points 
set  forth  heroin,  and  s:iid  company  is  heteby  authorized  to  transport  pass- 
engers and  propel  ty  for  hire  under  the  I*rms  and  conditions  set  forth  in 
the  said  order  of  April  19,  1922. 

By  order  of  the  Commission,  at  Springfield.  Illinois,  this  2Ist  d.iy  of 
June,  1922. 

Secretary. 
Seal 


West  Suburban  Transportation  Co.     Gentlemen;. 

If  I  had  my  way  I'd  tear  out  that  rotten  car  line  that  runs  up  the  mid- 
dle of  22nd  Street  that  looks  like  a  Florida  swamp,  dump  the  junk  into  the 
Des  Plaines  river,  pave  the  rest  of  the  street  and  install  all  motor  busses. 
Absolutely] 

FRANK  J.  SCHINDLER. 
West  Suburban  Jransportalion  Co.    Gentlemen: 

Your  motor  bus  service  between  Lyons  and  I-aGrange  Is  a  great  con- 
venience to  a  large  portion  of  our  clientele,  who  live  in  Lyons.  Summit  and 
Argo,  as  most  of  the  hospital  work  of  that  section  is  cared  for  in  LaGrange. 
Hope  you  will  soon  be  able  to  locate  a  regular  p.-i«senger  station  in  La 
Grange.  * 

LA  GRANGE  SANITARIUM  AND  HOSPITAL. 

By  Edward  T.  Secor.  M.  D. 
West  Suburban  Transportation  Co.     Gentlemen; 

I  take  great  pleasure  in  recommending  your  company,  more  cars  mean 
more  money  in  yaut  ca^h  register. 

JUDGE  GEORt:«  A.  SCHWITZER. 
West  Suburban  Transportation  C«.     Gentlemen: 

Will  use  busses  everv  day  beginning  April  1st. 

WM.  E.  MERLE 
West  Suburb.in  Transportiition  Co.    (ientlemen: 

Returning  your  card,  the  writer  wishes  to  advise  that  h«  believes  your 
service  to  be  a  matter  of  great  public  convenience  to  the  communities  served 
and  of  s<'rvice  to  a  great  many  individuals  who  would  otherwise  be  incon- 
venienced on  account  of  the  lack  of  facilities  previously  e\is1ing.  and  if  the 
traffic  handled  indicates  that  you  are  justified  in  adding  inore  busses  to 
\our  fleet,  would  lie  pic.ised  to  see  the  service  extended  in  the  manner  you 
contemplate. 

JOHN  C.  TULLY. 
West  Suburban  Ti-anspoitation  Company.     Gentlemen; 

Work  downtown,  cinnot  use  it  daily  hut  sure  appreciate  Ihe  conven- 
ience your  busses  furnish  for  lowns  along  Ogden  .\venue  and  west  side  of 
Chicago. 

JOSEPH  J.  VILETE. 


Newspaper  advertisement  annonuchig  sale  of  accurities  to  the  public.     Type  of  6hs  used  is  shown  in  insert 


July,1923 


BUS 

lRANSK)KTATION 


325 


Electric  plant,  but  it  is  loaded  on  at 
least  two  of  these  trips  in  the  west- 
ward direction.  The  cause  for  this 
movement  of  people  westward  has 
been  the  rapid  growth  of  the  district 
along  Ogdt-n  Avenue  and  the  conse- 
quent call  for  laborers  and  construc- 
tion men.  It  has  been  estimated  by 
the  company  that  fully  200  buildings 
have  been  erected  during  the  time 
that  the  bus  company  has  been  in 
operation. 

The  fare  is  10  cents  cash,  or  three 
tokens  for  20  cents,  pay-as-you-enter, 
to  Congress  Park,  a  distance  of  4J 
miles.  An  additional  10  cents  is 
charged  for  the  ride  from  Congress 
Park  into  the  village  of  Hinsdale. 
No  operating  figures  and  cost  data 
are  as  yet  available.  It  is  said, 
however,  that  operations  have  been 
profitable.  Recently  the  company 
rented  a  garage  and  is  employing  its 
own  mechanics. 

The  repair  work  is  done  during 
the  day  on  the  four  buses  which  are 
not  in  operation.  Each  day  a  repair 
card  is  filled  out  by  the  operator  for 
the  particular  bus  he  is  driving. 
Upon  this  is  noted  the  condition  of 
the  engine,  the  chassis,  the  body,  the 
braking  mechanism,  or  any  other  fea- 
ture which  does  not  function  prop- 
erly. A  mechanic  looks  over  these 
cars  at  the  end  of  the  day  and  will 
pull  out  of  service  that  bus  which 
needs  attention.  In  this  way,  an 
attempt  is  being  made  to  maintain 
the  buses  on  a  very  effective  schedule 
jind  no  delays  so  far  have  been  e.x- 
perienced  by  faulty   equipment. 

It  is  thought  that  a  great  future 
lies  ahead  of  this  company  and  its 
bus  operation,  inasmuch  as  the  line 
passes  through  the  forest  preserve 
and  very  near  the  new  zoological 
gardens  which  have  been  laid  out 
just  outside  of  Chicago.  Ten  to 
twelve  picnic  groves  are  very  easily 
reached  by  means  of  this  bus  line, 
and  in  addition  the  company  supplies 
transportation  facilities  for  the 
people  who  live  in  and  between  towns 
through  which  the  bus  passes. 

The  company  has  done  much  to  sell 
its  transportation  to  the  public  by 
means  of  advertisements  in  various 
local  papers  and  by  a  well-canvassed 
return  postcard  which  was  sent  to 
those  living  on  or  near  the  line, 
asking  for  their  views  in  regard  to 
the  matter.  The  replies  were  very 
commendable  and  strengthened  the 
opinion  of  the  company  that  the  line 
extended  through  a  territory  where 
the  service  filled  a  want  long  felt  by 
the  communities  involved. 


American  Practire  Followed  in 
Kiiijlisli  l)oiil)lr  Decker 

l.undun  (General  Oniiiihus  ('oinpan\  Develops  a  Low- 
I.evel  Bus  with  a  Kick-l  p  Frame,  a  Itoof  Over  (he 
Top  Deck,  and  Other  Features  Ised  in  This  Country 


Dl'RING  May  the  London  General 
Omnibus  Company  put  into 
service  a  number  of  buses  of  a  new 
type.  These  are  double  deckers  with 
an  open  top,  but  otherwise  similar  to 
the  vehicle  shown  in  the  illustration. 
Some  of  the  closed-top  vehicles  have 
been  built  for  experimental  purposes, 
but  have  not  yet  been  approved  for 
service  in  London.  It  is  expected, 
however,  that  the  police  authorities, 
who    have    broad    powers    in    detor- 


N.  S.  vehicle,  however,  has  a  low-level 
frame,  this  replacing  the  flitch  or 
i)uilt-up  wood  and  steel  construction 
previously  used.  The  latest  frame 
drops  down  just  back  of  the  engine 
and  also  has  a  kick-up  over  the  rear 
axle.  Back  of  the  kick-up,  however, 
the  frame  is  several  inches  lower 
than  the  main  section  between  the 
wheels 

The    chassis    design    has    several 
other     nnvr-l     fratiir.-.       While     the 


Double  darker  bus   (type  N.  S.)  now  in  use  by  L.G.O.  KyKtem  in  London.     Top 
is  of  an  experimental  nature,  and  can  be  removed  in  good  weather 


mining  the  vehicle  construction  that 
may  be  used  for  bus  service  in 
London,  will  permit  the  trial  of  the 
new  covered-top  vehicle  during  the 
winter,  with  a  view  to  its  wider  adop- 
tion if  it  proves  popular  with  the 
public.  The  roof  shown  is  of  the 
convertible  tjTpe,  and  can  easily  be 
removed   when    not    needed. 

At  present  about  100  of  the  type 
N.  S.  (an  abbreviation  for  nulli 
necundu.i,  Latin  phrase  meaning 
second  to  none)  are  being  built  and 
it  is  expected  this  will  be  continued 
at  the  rate  of  fifty  a  week  until  1,000 
of  the  new  design  are  in  service. 
They  will  replace  the  type  B  double- 
decker  of  thirty -four -passenger 
capacity,  which  have  been  in  use  for 
a  number  of  years.  The  latest  con- 
struction is  of  fifty-two-passenger 
capacity,  whereas  type  S,  the  design 
put  out  about  two  years  ago,  has 
seats  for  fifty-four  passengers.    The 


inverted  type  worm  used  on  the  type 
S  has  been  retained,  a  second  reduc- 
tion is  used.  Pinions  are  mounted 
on  the  end  of  the  axle  shafts,  and 
these  drive  through  internal  gears  on 
each  wheel. 

The  rear  platform  is  about  13  in. 
from  the  ground,  the  floor  of  the 
vehicle  being  8  in.  higher.  This  is 
a  drop  of  some  12  in.,  as  compared 
with  the  S  type  bus.  As  a  result. 
only  one  step,  direct  onto  the  plat- 
form, instead  of  two,  is  required. 
This  is  obtained  without  lessening 
the  diameter  of  the  rear  wheels, 
which  remains  41  in.  as  before. 
Instead  of  the  chain  type  trans- 
mission, the  new  design  has  a  con- 
stant mesh  gear  construction,  in 
which  the  gears  are  brought  into 
action  by  sliding  dogs. 

There  are  now  some  3,500  buses 
owned  and  operated  by  the  London 
General  Omnibus  Company.    In  addi- 


326 


BUS 

TMNSPORTATION 


Vol.2,  No.7 


tion,  it  supervises  the  operation  of 
some  260  buses  of  the  Tilling-Stevens 
(gasoline  electric)  type.  Besides 
these  there  are  some  fifty  indepen- 
dent operators,  of  one  or  two  vehi- 
cles, working  in  the  greater  city. 
These  use  the  conventional  double- 
deck  vehicles  fitted  mostly  on  Leyland 
or  Straker-Squires  chassis.  There 
is  no  monopoly  in  the  bus  business  in 
London,  and  any  owner  can  operate 
over  any  route,  no  matter  how  well 
served  by  previous  lines,  if  his 
vehicle  satisfies  the  requirements  of 
the  police  authorities.  There  have 
been  many  committees,  boards  of  in- 
quiry, etc.,  to  study  the  traffic  situa- 
tion, but  since  it  is  bound  up  with  the 
whole  local  government  problem, 
which  itself  is  in  an  extremely  chao- 
tic condition,  there   is  no   hope   for 


an  early  remedy.  It  is  generally 
considered,  however,  that  the  various 
forms  of  transportation  should  be 
co-ordinated,  and  should  be  under 
the     supervision     of     some     central 


authority.  When  this  is  accom- 
plished, then  the  companies  which 
have  built  up  a  business  on  a  route 
may  be  protected  against  the  inroads 
of  later  competitors. 


Duplex  Ticket  that  Aids  Bus  Operation 


THE  accompanying  illustration 
shows  a  novel  form  of  duplex 
ticket  recently  designed  by  William 
A.  Cameron,  the  owner  of  the 
Capital  Bus  Line,  Ottawa,  Canada. 
As  will  be  noticed  the  ticket,  which 
is  5i  in.  x  8i  in.  in  size,  has  three 
perforated  folds.  On  the  top  left  is 
the  part  for  recording  the  fare 
paid  by  the  passenger,  which  is  car- 
ried through  from  the  edge  of  the 
passenger's  part  of  the  ticket  as 
1 


DO  YOU  KNOW 


That  for  a  small  charge  we  will 
purchase  articles  in  Ottawa  for  you. 

That  we  welcome  suggestions  to 
improve   this   Bus   Service, 


That  our  service  to  you  last  sea- 
son was   I9,S00  miles. 


That  we  do  our  best  to  run  on 
schedule  time.  Don't  ask  us  to  wail 
long  enough  to  break  this  schedule. 

That  il  our  regular  Bus  should 
get  out   of   order  we   have   others. 


.^  1 

That  you  can   rent  a    Bus   to  go 

14.    1 

anywhere    on    a    picnic     or    other 

-1 

drive. 

[ 

Inat    we   run    a    sight-seeing   car 

daily   on    a    20   mile   drive    ihrouKh 

°      i 

Otlawa  al  a  charge  o(  $1/X)  rclurn. 

5"? 

f  ? 

O 

S'^ 

P 

llf 

!   ^ 

S 

^4*3 

^Viij 

|3.2. 

i  IB 

I  '^Ol 

12 

al  Store 

The  ticket  as  it 
fares  paid. 


IS  ?[« 

The  r 


folded.     On  left  coupon  the  checkin 
est  of  this  side  is  for  company  and 


g  figures  for  indicating 

paid  adi'ertiseinents 


r 

r 

STATION 

(     3D 

w 

a    - 

tn    t 

i » 

1  s- 

■'  1 

r[ 

?  ° 

I  r 

0 

2  > 

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I  CD 

1  r 

a  Z 

f  m 

Pkid 

■ 

n 

s 
.11 

.IS 
.2S 
JS      1 

Ottkwa 
Ho|.      B.ek 

Wrigbf. 
Gr*"* 

DIkck      lUpUl* 

Lock     UUDd 

.M 

.SO 

M*pl<  Hill 

M.notick 

.«s 

.7S 

'"  1 
JS  ; 

\ 

.90     I 
1.7S     j 

ir 

Rxurn 

Q    1 

W»ller»D 

Tod'*    Comen 
C>T>onby 

Norlli       Cower 

K.„ 

Olgoode 

Special 

1 

Punek 
H»r« 

Reverse  side  of  duplex  ticket  ».scrf.     The  middle  and  left-hand  portion  shown  is 

issued  to  the  passenger — punched  to  indicate  fare  paid  and  points 

applying.     The  left-hand  portion  contains  advertising 


shown  in  the  middle  by  punch  marks. 
The  part  on  the  right  is  for  advertis- 
ing purposes  only,  and  it  is  by  the 
sale  of  the  front  and  reverse  sides 
of  this  coupon  that  the  bus  company 
is  able  to  get  its  tickets  printed  with- 
out cost  to  itself.  In  fact,  it  is  un- 
derstood that  the  advertiser  was  so 
plea.sed  with  the  results  of  this  form 
of  advertising  that  he  not  only  paid 
the  printing  and  binding  costs  of 
the  tickets  but  also  the  $25  license 
fee  of  one  of  the  buses. 

In  general,  the  operations  of  han- 
dling are  similar  to  those  of  any 
punched  form  of  duplex  ticket.  With 
the  ticket  folded  the  part  that  ap- 
pears in  the  middle  is  facing  up.  The 
driver  collects  fares  on  the  prepay- 
ment plan,  either  before  the  bus  de- 
parts or  when  the  passenger  boards 
the  bus.  When  he  punches  the  fare 
paid,  as  shown  in  the  column  on  the 
right,  it  is  also  recorded  on  that  part 
of  the  ticket  retained  on  his  pad. 

Fares  paid  on  inbound  trips  are 
separated  from  those  paid  on  out- 
bound trips  by  the  driver  punching 
the  square  in  the  lower  right-hand 
corner.  By  this  arrangement,  then, 
it  is  possible  for  records  to  be  kept 
of  the  number  of  passengers  by  trips 
in  each  direction  and  the  amount  of 
fares  collected.  On  the  left-hand 
edge  of  the  passenger's  portion  of 
the  ticket  the  stations  are  listed  and 
the  driver  is  required  to  punch  the 
places  covered  by  the  fare  paid.  The 
two  left-hand  portions  when  torn  off 
are  given  to  the  passenger  as  an  in- 
dication that  his  fare  has  been  paid 
as  indicated  by  the  punch  marks. 
The  ticket,  which  also  serves  as  a 
hat  check,  is  returned  to  the  driver 
as  the  passenger  leaves  to  show  fare 
limit. 

The  checking  page  has  proved  of 
considerable  help  in  balancing  up  the 
conductor's  work,  as  all  tickets  must 
be  collected  by  the  driver,  who  also, 
at  the  end  of  the  day,  must  turn 
them  in  to  the  office  to  be  checked 
with  his  cash  collections  and  the 
stubs  he  has  retained. 

On  the  reverse  side  of  the  pas- 
senger's portion  the  company  has 
presented  some  facts  of  its  own,  un- 
der the  caption  "Do  You  Know?" 


July,  1923 


BUS 

IRVNSPORTATION 


327 


Improved  Srli<Mlules  (ireatly  Increase 
Tra(Tie  in  Eiizalu^li 


BY  HKLPFUL  co-operation  and 
the  elimination  of  layover  time 
and  unified  control  the  owners 
of  eighteen  buses  on  the  Elizabeth 
Avenue  route,  during  the  first  four 
months  of  this  year,  have  handled  an 
increase  in  traffic  of  16.75  per  cent 
with  a  corresponding  increase  in 
revenue. 

Proper  co-operation  in  any  under- 
taking generally  brings  about  suc- 
cess, as  can  be  demonstrated  by  the 
operation  of  the  buses  on  Bus  Route 
No.  1,  Elizabeth,  N.  J.,  by  individual 
bus  owners.  The  bus  owners  have 
been  brought  together  by  an  associa- 
tion known  as  the  Elizabeth  Avenue 
Bus  Owners'  Association,  with  head- 
quarters at  246  Marshall  Street, 
Elizabeth,  N.  J. 

By  means  of  this  association,  in- 
dividually operated  and  owned  buses 
have  developed  successful  bus  trans- 
portation over  a  route  which  starts 
at  Chestnut  Street  and  East  Broad 
Street,  thence  along  East  Broad 
Street  to  South  Broad  Street,  Eliza- 
beth Avenue,  Seventh  Street,  Mar- 
shall Street,  First  Street,  Pine  Street, 
Third  Street,  Trumbull  Street  to  the 
Elizabethport  Station,  returning  by 
practically  the  same  route.  Certain 
bus  trips  are  operated  over  Trum- 
bull Street  from  their  regular  route 
during  the  rush  hours  to  the  Singer 
Sewing  Machine  plant,  at  Elizabeth- 
port,  which  employs  approximately 
7,500  men  and  women. 

The  route  is  approximately  3  miles 
in  length  and  serves  to  link  the  busi- 
ness section  of  Elizabeth  with  the 
residential  as  well  as  the  industrial 
section  known  as  Elizabethport.  The 
Pennsylvania  Railroad  and  the  Cen- 
tral Railroad  of  New  Jersey  enter 
Elizabeth,  and  their  stations  are  lo- 
cated very  near  the  business  center. 
Many  commuters  enter  and  leave 
Elizabeth  on  these  roads  and  are 
carried  to  their  homes  by  buses.  A 
substantial  portion  of  the  bus  traffic 
originates  at  the  Broad  Street  Arch, 
which  is  the  Pennsylvania  Railroad 
Bridge.  The  majority  of  people  who 
offer  themselves  for  transportation 
are  working   people   and   the  quick. 


By  Leo  F.  Conlon 

Newark,  N.  J. 


[ivindinj)  bun  at  Siiif/er  Sewing  Machine  )Aavt,  Eliziilnthport,  ,\.  J. 


flexible  service  which  the  buses  ren- 
der for  a  5-cent  fare  has  made  this 
means  of  transportation  very  popu- 
lar despite  the  fact  that  the  local 
street  railway  also  gives  adequate 
service  for  an  8-cent  cash  fare  or  at 
7'  cents  if  four  tickets  for  30  cents 
are  purchased.  The  high  develop- 
ment of  this  motor  bus  line  has  come 
about  by  close  supervision  on  the 
part  of  the  state  and  city  inspectors 
with  the  co-operation  of  the  Eliza- 
be'h  Avenue  Bus  Owners'  Associa- 
tion. 

The  Bus  Owners'  Association  elects 
its  president,  vice-president,  secre- 
tary and  treasurer  and  employs  coun- 
sel to  advise  it  in  all  legal  matters. 
The  officers  are  elected  every  year 
on  the  tenth  day  of  October.  The 
owners  operate  under  a  mutual  agree- 
ment which  is  considered  a  contract. 
This  agreement  is  strengthened  by 
the  fact  that  each  owner  has  to  put 
up  $100  cash  which  is  deposited  in  a 
provident  account  at  the  time  of 
signing.  The  experience  has  been 
that  the  bus  owners  have  had  little 
trouble  in  carrying  out  the  condi- 
tions in  the  agreement,  with  the  re- 
sult that  in  most  cases  harmony  ex- 
ists during  the  year,  resulting  in 
improved   service  to  the  public  and 


greater  financial  returns  to  the  oper- 
ators. The  association  loans  and  ad- 
vances money  on  account  to  bus 
owners    for   mutual    assistance. 

The  a.ssociation  elects  a  board  of 
managers,  consisting  of  five  mem- 
bers, for  a  period  of  three  months. 
The  board  of  managers  meets  each 
week  and  the  members  are  paid  $1.60 
for  attending  the  meeting,  and  if 
absent  without  a  reasonable  excuse, 
are  fined  $2.  The  powers  delegated 
to  the  toard  of  managers  are  ver.v 
broad  and  involve  the  work  of 
handling  complaints,  supervising  the 
ser\'ice,  disciplining  the  drivers  and 
fining  the  owners  for  violations  of 
the  ci'y  as  well  as  the  association's 
traffic   rules  and   regulations. 

The  association  employs  two 
starters,  one  bookkeeper,  one  in- 
spector and  a  supervisor,  who  now 
happens  to  also  be  the  preside-it  of 
the  association.  The  reports  and 
minutes  of  the  board  of  managers  are 
read  at  each  regular  meeting  of  the 
Bus  Association  and  incorporated  in 
its  proceedings.  All  recommenda- 
tions a,s  to  fines  and  suggestions  as 
to  discipline  which  are  recommended 
by  the  board  of  managers  are  adopted 
by  the  association.  Fines  of  $2  are 
imposed    on    the    owners    for    bus 


328 

drivers  who  fail  to  close  their  serv- 
ice doors  and  who  allow  passengers 
to  ride  on  the  steps.  Fines  of  $1 
are  imposed  on  the  owners  whose 
drivers  fail  to  register  fares. 
Numerous  other  fines  are  imposed 
by  the  association  upon  the  owners, 
according  to  the  magnitude  of  the 
offense.  All  fines  for  violations  are 
deposited  in  a  provident  account. 
Reports  of  fines  are  sent  to  the  city 
traffic  supervisor. 

The  operators  are  allowed  a  defi- 
nite sum  of  money  for  each  trip 
and  each  operator  is  i-equired  to 
make  a  bertain  number  of  round  trips 


BUS 

TRANSPORTATION 

the  fines  which  are  to  be  imposed. 
All  fare  collection  receipts  on  buses 
have  to  be  turned  in  by  1  o'clock 
each  day  for  the  day  preceding. 
Failure  to  make  returns  by  1  o'clock 
involves  a  fine.  The  bookkeeper 
handles  the  money,  and  all  accounts 
are  arranged  so  that  each  week's 
receipts  and  the  amount  of  money  to 
be  given  to  each  owner  is  indicated 
clearly.  By  this  arrangement  dis- 
putes are  avoided.  The  buses  are 
compelled  to  pay  5  per  cent  of  their 
gross  receipts  to  the  city.  This  re- 
turn is  made  monthly.  In  1922  the 
gross  receipts  turned  in  to  the  city 


Type  of  bus  used  on  Route  No.  1,  Elizabeth,  N.  J.     Seats  twenty- five  passengers 


each  day  in  order  to  share  in  the  pool. 
All  receipts  on  this  line  are  put  into 
a  general  pool  and  are  equally  divided 
at  the  end  of  each  week  among  the 
various  owners.  Certain  deductions 
are  made  from  the  total  receipts  of 
the  bus  operator.  These  deductions 
are  in  the  nature  of  fines  and  general 
operating  costs  which  are  required 
by  the  association  in  properly  super- 
vising the  line. 

Fare  Collection 

All  buses  are  equipped  with  fare 
boxes  and  cord  operated  recording 
registers.  No  register  can  be  changed 
or  replaced  in  case  of  mechanical 
trouble  unless  it  is  first  approved  by 
the  city  supervisor,  who  takes  the 
last  reading  of  the  defective  clock 
and  installs  a  new  clock  which  is  set 
to  read  at  the  same  reading. 

The  association  has  a  secret  sys- 
tem of  inspection  for  drivers.  This 
has  minimized  the  loss  of  fares 
through  dishonest  drivers.  Com- 
plaints of  dishonest  drivers  are  sub- 
mitted to  the  association  at  its  regu- 
lar meeting  and  the  owners  are  ad- 
vised of  the  investigation  as  well  as 


of  Elizabeth  for  this  line  was  $219,- 
224.55  and  the  total  number  of  pas- 
sengers carried  was  4,384,491. 

During  the  first  four  months  of 
1923  the  gross  receipts  have  totaled 
180,244.30  and  the  passengers  car- 
ried number  1,604,886,  compared  to 
gross  receipts  of  $68,722.25  and 
passengers  carried  1,374,445  for  the 
corresponding  months  in  1922. 

The  buses  operating  on  this  route 
are  all  of  the  same  standard  as  to 
body  construction.  An  ordinance  of 
the  city  of  Elizabeth  provides  that 
no  bus  body  shall  be  less  than  I2 
tons  in  weight  and  not  less  than  15 
ft.  6  in.  in  length  nor  less  than  7  ft. 
in  width.  The  buses  are  painted  and 
lettered  in  a  uniform  manner  and 
equipped  with  destination  signs 
which  can  be  illuminated  at  night. 
The  buses  are  equipped  with  service 
doors  to  minimize  accidents  due  to 
step  riding  and  overcrowding.  The 
buses  are  further  required  to  have 
partitions  installed  behind  the  driv- 
er's seat  to  prevent  the  driver  from 
talking  to  passengers,  and,  further, 
each  bus  must  be  provided  with  a 
rail  which  extends  from  the  partition 


Vol.2,No.  7 

behind  the  driver's  seat  to  the  door 
corner  post,  thus  preventing  passen- 
gers from  blocking  the  view  of  the 
bus  operators  and  interfering  with 
the  operation  of  the  gear-shifting 
levers  and  brakes.  The  buses  are 
painted  with  the  number  of  the  city 
license  and  are  equipped  with  plates 
furnished  by  the  Public  Utility  Com- 
mission. 

The  line  is  operated  on  a  schedule 
which  is  prepared  by  the  Bus  Asso- 
ciation, and  approved  by  the  city 
supei-visor,  and  at  the  present  time 
the  operators  allow  fifty-one  minutes 
for  a  round  trip.  The  time-point 
schedule  is  as  follows: 

Outbound  Trips 

Minutes. 
Terminal     to     First     and     Marshall 

Streets    10 

First  and   Marshall   Streets  to  High 

Street   5 

Hig-h  Street  to  Broad  Street 5 

Broad  Street  to  Chestnut  Street ....         6 

26 
Inbound  Trips 
Chestnut  Street  to  Broad  Street.  ...         6 

Broad   Street  to   High   Street 5 

High    Street    to    First    and    Marshall 

Streets    5 

First  and  Marshall  Streets  to  Termi-  ■ 
nal     9 

Round   trip    51 

Allowing  a  three-minute  layover, 
the  eighteen  buses  can  provide  a 
three-minute  headway  in  the  rush 
hours.  In  the  non-rush  hours  a  four- 
minute  headway  is  maintained.  The 
great  success  of  this  line  has  been 
due  to  the  fact  that  the  layover  time 
has  been  minimized,  resulting  in  the 
operation  of  a  greater  number  of 
trips,  which  has  bettered  the  service 
and  increased  the  number  of  riders. 

It  is  apparent  from  the  operation 
of  this  line  that  other  lines  can  be 
just  as  successful  in  their  operation 
provided  the  bus  owners  get  together 
and  organize,  so  that  the  operation  is 
put  under  a  unified  control. 
» 

Brazil  and  Salvador  to 
Adopt  the  Bus 

A  BUS  line  with  regular  schedule 
is  to  be  maintained  between  the 
Quinta  Railway  station  in  the  city 
of  Rio  Grande  and  the  city  of  Santa 
Victoria  in  the  extreme  southeastern 
corner  of  the  state  of  Rio  Grande  do 
Sul,  Brazil,  according  to  a  report 
from  Assistant  Trade  Commissioner 
M.  A.  Cramer.  The  distance  be- 
tween these  points  is  about  175  kilo- 
meters. A  motor  bus  line  will  also 
undoubtedly  be  established  in  Sal- 
vador if  the  government  carries  out 
its  plans  to  pave  the  street  in  the 
city  of  San  Salvador  in  the  near  fu- 
ture, says  Consul  L.  W.  Franklin. 
There  are  no  organized  lines  in  the 
republic  at  present,  although  a  few 
garages  have  passenger  cars  for  hire. 


July,  1923 


BUS 

TRANSPORTAnON 


329 


In    -Newburnh   and    \  ic-inilN    the   Spiii-e    lor   Hus    Ad  >  i-rliwinn   Cards    Is  Sold    to   an    Anency    for   oO   per 

Cent  of  the  Derived   Itevenue — Kates  to   Advertisers  Nary  According  to  the  Number  of  liuses  Used — 

Maximum  Rate  Is  .si..">0  pir  Card  per  Hus  per  Month,  Decreasinp  to  SI  per  Card  per  Bus  per  Month — A 

Speeial  Kate  Isiny  All  Huses  Is  .").'>  (  enls  per  Card  per  Hus  per  Week 


The  Motor  Bus 

Serves  as  a 

Suliurliaii  Advertising  Mediuni 


WITH  the  motor  bus  usurping 
the  field  of  inland  transit  so 
extensively  in  Orange  and 
Ulster  Counties,  New  York  State, 
Newburgh-on-the-Hudson  finds  itself 
more  than  ever  the  center  of  a  buy- 
ing population.  Operating  between 
this  city  and  the  surrounding  towns, 
forty  buses  are  daily  running  on 
schedule  time;  in  some  sections  in- 
accessible places  are  now  opened  up 
and  in  others  the  street  car  line  is 
gradually  becoming  a  thing  of  the 
past. 

Bus  card  advertising  is  then  per- 
haps the  natural  outgrowth  of  the 
newer  method  of  travel,  particularly 
where  it  is  apparent  that  the  ma- 
jority of  those  who  ride  on  these 
commodious  and  comfortable  motor 
transports  are  going  to  town  to  do 
their  purchasing.  Aware  of  the 
great  possibilities  that  this  new 
means  of  travel  has  opened  up,  the 
Moore-Applegate    Advertising    Com- 


pany, Newburgh,   has  been  engaged 
for  the  past  eiglituen  months  in  inter-  • 
esting   the   merchants   and    business 
offices  of  the  locality  to  utilize  the 
bus  cards  as  an  advertising  medium. 

A  Mathematical  Deduction 

The  appeal  has  been  based  on  prac- 
tical and  sound  facts.  Statistics  of 
the  merchants  in  Newburgh  prove 
that  65  per  cent  of  the  buying  is 
done  by  the  people  populating  the 
country  towns.  On  all  sides  there 
is  industry  and  thrift.  To  the  north 
there  lies  a  lucrative  fruit  belt;  to 
the  west  is  the  Wallkill  Valley,  with 
its  fertility  for  fruits  as  well  as  dairy 
products;  from  the  south,  over  the 
recently  constructed  Storm  King 
Highway,  come  the  people  of  West 

The  latest  buses  carry  advertis- 
ing racks  to  hold  the  cards. 
With  lights  directly  over  these 
racks  the  cards  are  readable  day 

mid  nifjht. 


Point  and  the  thrifty  fanners  of  that 
vicinity.  Newburgh,  therefore,  an 
up-to-date  city  with  stores  of  every 
kind  to  answer  the  needs  of  the 
season,  is  the  most  logical  and  acces- 
sible shopping  center  to  patronize. 
Approximately  200,000  of  these  coun- 
try residents  travel  by  bus  each  week 
to  do  their  weekly  buying.  It  is 
apparent,  then,  that  "from  every 
hamlet,  village  and  farm,"  the  coun- 
try folk  are  the  prospective  cus- 
tomers to  be  reached  and  to  be  in- 
terested by  the  advertising  from  the 
shopping  center. 

The  Hard  Knots 

The  advertising  project  was  not 
launched  without  a  due  amount  of 
discouragement  and  difficulty.  It  was 
a  new  thing  and  the  solicitation  had 
to  be  done  by  real  salesmen.  The 
merchant  of  the  more  conservative 
type  preferred  to  see  how  the  ad- 
vertising scheme  worked  out  before 


330- 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


I  Burns  Coal 

I  Wood,  Gas  or  Oil 


u  «,^-*  -^^  Summer 

*  ^^       ^  Furniture' 

Refrigerators  j  xhaiBnnRscood 

All  Smles  I  J,., 

All  s.«>  1  Reed  and  riore 

Lowest  Prices  j  ^^R^aivELV  cKitto 

to  n50-°"  i   ff*i:!!!i= 


kwson^^wa 


^wn  Mowers 

Camping 
Screen  Doors 
Tennis 


u/ 


'^"'  ]  ORANGE  LAKE  PARK 

^jQin  rv;ev\  tjurKh,    lMe\A.  >  oi-l< 


delving  into  so  new  a 
venture,  even  at  small 
expenditure.  The  earlier 
type  of  motor  bus  was  not 
built  for  card  racks  and 
ways  and  means  had  to  be 
devised  for  their  accom- 
modation. The  forty  buses 
were  not  always  operated 
under  the  supervision  of 
one  management,  but  instead  repre- 
sented ten  owners'  property,  whose 
drivers  were  wholly  indifferent  to 
their  interior  decoration  of  anything 
other  than  dirt  and  passengers.  The 
owners  had  not  then  realized  the 
value  of  the  bus  card  as  a  revenue 
producer.  Then  there  was  the 
rriatter  of  keeping  the  cards  up  to 
date.  These  frequent  changes  called 
for  the  service  of  a  competent  in- 
spector equipped  with  an  automo- 
bile who  would  attend  to  the  work, 
first  at  one  terminal  and  then  at 
another,  alwajys  planning  out  the 
shortest  distance  between  several 
points.  It  was  the  incompetence, 
or  rather  lack  of  responsibility,  on 
the  part  of  the  bus  driver  that  made 
the  weekly  inspection  necessary  by 
the  advertising  company  to  see  that 
its  cards  were  correctly  placed  in 
accordance  with  the  schedules. 

Last  Word  in  Buses 

At  the  present  time  much  of  the 
work  connected  with  bus  card  ad- 
vertising has  become  systematized 
and  many  of  the  ups  and  downs  are 
ancient  history.  The  latest  types 
of  bus  bodies  are  constructed  with 
racks  and  frames  to  carry  cards  of 
a  uniform  size;  a  25-ft.  bus  will  hold 
thirty  cards  measuring  11x14,  or 
twenty  of  the  larger  size  requiring 


The  Most  Popular  Inland  Resort  in  the  Hudson  \  alley 


Typical  11  a;  14  bus  advertising 
cards    used    in   Newhurgh    buses 

a  space  and  a  half  or  11x21  in. 
Another  point  is,  modern  equipment 
includes  electric  lights  so  that  "he 
who  rides  may  read" — by  day  or 
night.  Advertising  value  is  hence 
more  appreciated  so  that  now  spaces 
are  in  demand  and  reserved  in 
advance. 

Appeal  of  Printed  Message 

The  contracts  with  the  advertiser 
are  usually  written  on  a  yearly  basis 
with  monthly  changes  stipulated. 
For  the  most  part  these  car  cards  are 
particularly  attractive.  Many  of 
them  are  worded  in  two  color  dis- 
play type,  well  expressed  and  easily 
read.  A  summer  furniture  ad  con- 
ceived to  put  the  reader  in  the 
proper  mood  not  only  covets  an  at- 
tractive setting  for  the  porch  but 
a  desire  to  utilize  it  and  delve  into 
the  latest  fiction,  .suggested  by  the 
headline  of  an  adjacent  card  adver- 
tising a  local  bookshop.  In  another 
card,  a  few  words  sum  up  the  special 
rates  of  an  excursion  up  the  Hudson, 
while  the  sport  clothes  to  wear 
are  shown  in  an  adjoining  card.  The 
eye  of  the  traveler  passes  along  from 
one  to  another  of  these  neat  signs — 
all    local    commercial    gossii),    all    of 


interest  to  the  passengers, 
whether  it  be  the  adver- 
tising message  from  a 
chiropi-actor,  a  theatrical 
notice,  news  of  a  worth- 
while lecture,  or  a  sum- 
mer outing  at  a  local 
resort.  Reading  between 
the  lines  becomes  almost  a 
habit  to  the  commuter. 
The  company  handling  advertis- 
ing in  Newburgh  and  vicinity  makes 
a  contract  with  the  bus  owner,  com- 
pany or  individual  whereby  he  re- 
ceives 50  per  cent  of  the  revenue  de- 
rived from  the  sale  of  the  space  in 
his  buses.  This  form  of  contract  ap- 
peals to  the  advertising  company  in 
that  it  assures  greater  co-operation 
and  keener  interest  than  where  there 
is  merely  a  fixed  price  per  bus.  Space 
rates  vary,  depending  on  the  number 
of  buses  and  the  number  of  routes 
utilized.  The  rates  charged  the  ad- 
vertisers for  one  space  11x14  in 
eight  buses  each  on  a  different  line 
is  $12  per  month;  for  one  space  in 
si-xteen  buses  or  two  buses  per 
route  it  is  $20,  while  for  one  space 
in  a  total  of  thirty  buses  on  ten  dif- 
ferent routes  the  rate  is  $30  per 
month.  These  rates  do  not  include 
the  printing  charge,  which  for  thirty 
ca-ds  in  one  color  is  $5;  for  two 
colors  there  is  an  additional  charge 
of  $1. 

A  "special  sale"  feature  is  also 
offered — an  11  x  14-in.  card  to  ap- 
pear in  all  thirty-six  buses  for  one 
week  is  sold  for  $20.  This  is  an 
ideal  means  of  advertising  to  a  pos- 
sible 300,000  people  outside  the  city 
limits.  To  this  is  attached  the  cus- 
tomary printing  charge.  In  consid- 
eration of  the  high  newspaper  rates 


July,1923 


BUS 

1RA.MSH0R1A7X)N 


331 


for  reaching  the  attention  of  coun- 
try residents,  it  is  readily  seen  that 
a  brief  message  can  be  placed  be- 
fore the  buying  public  at  a  small 
fraction  of  the  cost  of  eciuivak-nt 
space  in  the  local  newspaper.  While 
most  contracts  are  usually  taken  on 
the  yearly  basis,  it  is  found  that  dur- 
ing summer  there  is  greater  demand 
for  space,  especially  with  the  Hudson 
River  Day  Line,  summer  amusement 
parks,  etc. 

Incidental  to  this  method  of  ad- 
vertising, 5,000  time-tables  are  also 
issued  by  the  advertising  company. 
These  contain  not  only  schedules  of 
each  line  but  the  connections  between 
ferries    and    trains.      These    are    in 


great  demand  by  the  commuters  and 
are  distributed  through  the  bus 
drivers,  hotels  and  business  places. 
Space  is  sold  to  the  merchants  at 
$15  a  page,  measuring  3.x4i  in.  with 
a  minimum  space  charge  of  $3. 

Conclusions 

Briefly  summarized,  advertising, 
which  is  mutually  conceded  by  mer- 
chants and  commuters  to  be  essen- 
tial to  the  life  of  a  community,  is 
getting  across  in  a  mo.st  .satisfactory 
way.  Assuredly  bus  transportation 
is  bringing  the  country  district  to 
within  a  few  miles  of  the  city  and  its 
bus  cards  serve  as  a  real  guide  to  the 
facilities  within  an  accessible  radius. 


for  each  to  the  full  limit  if  there  is 
a  dispute.  The  printing  and  padding 
is  done  locally  in  Clayton,  N.  V. 


•Simple  Yd  F^ffective  Fare  Collection 


Jan  Feb  Mar  Apr  May  June  July  Aug  Sep  Oel  Nov  Dec 

15c    20c 
25c    30c 
40c    50c 
60c    75c 
80c      .00 
1.25   1.50 
1.60   1.75 

Dailey's  Automobile 
1  Bu.  A  B  c  o   c|  Service 

Good  ioi  continuous   pissi^je  on   dat: 
pun:h;d.  To  be  sumndered  at  destinilion 

Alex  Baj 
fishers  Land 
Clayto 
Depaufllle 
CoDns  Cor 
Scovllles 

&terlowD 
Special  Trip 

1     2    3    4    5    6    7    8    9  10  11   12  13  14  15  16 
27  18  19  20  21  22  23  24  25  26  27  28  29  30  31 

Coupon  ticket  receipt  used  on  line  in  northern  New  York 


THE  system  of  fare  collection 
used  by  F.  I.  Daily  on  his  bus 
lines  out  of  Clayton  and  Watertown, 
N.  Y.,  is  simple,  easy  to  operate  and 
yet  it  has  protective  features  which 
insure  a  check  on  the  collections  of 
the  driver. 

The  basis  of  the  scheme  is  a  duplex 
form  of  coupon  ticket  receipt.  The 
passenger  receipt  is  white,  while 
that  retained  by  the  driver  is  red. 
These  two  checks  or  receipts  are 
exact  duplicates  and  are  bound  up 
alternately  in  pads  or  books  of 
twenty-five  or  fifty  as  desired.  On 
payment  of  fare  the  driver's  punches 
on  the  white  ticket  are  recorded  sim- 
ultaneously on  a  red  ticket..  The 
accompanying  illustration  indicates 
the  passenger  receipt  purchased  for 
a  ride  from  Watertown  to  Clayton, 
a  distance  of  22  miles,  for  which  a 
fare  of  $1  is  charged. 

The  method  of  punching  is  indi- 
cative of  several  features;  for  in- 
stance, the  number  of  the  bus  and 
the  outline  of  the  punch  mark  indi- 
cate on  what  bus  and  to  which  driver 
the  fair  as  punched  was  paid.  In 
addition  the  points  applying  and 
direction   are    indicated.     The   point 


of  origin  is  punched  at  the  begin- 
ning of  the  word,  while  the  point  of 
destination  is  punched  at  the  end. 

All  bus  drivers  as  well  as  ticket 
agents  along  the  line  have  different 
punch  marks.  In  this  way  it  is  easy 
to  figure  out  what  the  correct  col- 
lections are  for  each  driver.  The 
rate  of  fare  is  posted  in  the  bus 
and  in  case  of  any  dispute  it  can  be 
referred  to  easily. 

Another  feature  is  that  fares  are 
collected  by  a  driver  for  points  be- 
yond which  he  goes.  This  is  perhaps 
unusual,  but  nevertheless  of  con- 
siderable convenience  to  the  pas- 
senger, for  he  has  only  to  think  of 
paying  his  fare  once. 

Inasmuch  as  drivers  have  a  dupli- 
cate record  for  settlement  purposes 
the  passengers  do  not  give  up  their 
receipts  when  they  leave  the  bus.  It 
is  the  rule  to  collect  fares  of  all  pas- 
sengers to  destination  before  leaving 
terminal  and  to  collect  those  picked 
up  en  route  where  they  board. 

As  will  be  noticed,  the  receipts  are 
not  serially  numbered.  This  is  not 
considered  necessary-  inasmuch  as  the 
pads  contain  a  fixed  number  of  re- 
ceipts and  settlement  must  be  made 


Shop  K«'«-«)r<l  Slioiild  lie 
SlMllackrcl 

THE  custom  iif  shellacking  lags 
and  the  headings  of  shop  record 
cards  has  gained  rapidly  in  popu- 
larity among  Western  stage  systems. 
Cards  on  which  greasing  records  are 
made  by  the  men  who  grea.se  a  large 
number  of  cars  every  night,  for  ex- 
ample, are  sure  to  be  handled  with 
grimy  fingers  because  the  greaser  is 
expected  to  enter  his  record  immedi- 
ately after  each  car  is  finished.  By 
giving  a  coating  of  shellac  to  the 
column  headings  and  .sometimes  also 
to  the  right  and  left  margins, 
"smudging"  is  prevented  and  any 
lettering  or  printing  under  the  pro- 
tective coating  of  .shellac  remains 
legible  as  long  as  the  card  la.sts. 

On  cardboard  tool  tags  the  shel- 
lacking is  particularly  helpful  becau.se 
it  not  only  keeps  the  records  legible, 
but  in  the  case  of  the  circular  tags 
that  come  bound  with  metal,  the  life 
of  the  tag  is  prolonged  indefinitely. 


TrolI<  y-l?ii^  t».  Itr  r-«'«l 
ill  IMiiladilphiu 

NINE  trolley  buses,  the  first  to 
be  in.stalled  in  Philadelphia, 
were  contracted  for  on  June  1  by  the 
Penn.sylvania  Rapid  Transit  Com- 
pany, a  subsidiary  company  con- 
trolled and  financed  by  the  Philadel- 
phia Rapid  Transit  Company.  These 
vehicles  will  be  used  to  extend  trans- 
portation service  on  Oregon  Avenue 
and  vicinity  serving  a  number  of 
large  and  small  industrial  plants. 
Other  trackless  trolley  lines  are  said 
to  be  under  consideration,  and  addi- 
tional routes  are  expected  to  be 
placed  in  operation  in  the  near 
future. 

The  vehicles  are  being  built  by  the 
J.  G.  Brill  Company,  and  the  elec- 
trical equipment  will  be  furnished 
by  the  General  Electric  Company. 
The  trolley  buses  will  be  of  the  same 
type  as  made  by  the  Brill  Company 
for  Petersburg,  Va.,  and  will  seat 
thirty  passengers  on  five  longitudinal 
and  four  cro.ss-seats.  Each  will  be 
equipped  with  two  GE-258  motors 
and  foot-operated  contactor-type  con- 
trol. Two  sets  of  No.  00  trolley  wire 
suspended  from  steel  poles  110  ft. 
apart  will  comprise  the  overhead. 
Two  trolley  bases  and  swivel  harps 
are  to  be  used  for  current  collection. 


332 


BUS 

TIW<iSPORTAnON 


Vol.2,No.  7 


Overman  cushion  tires  are  to  be  used 
throughout. 

The  main  route  will  extend  from 
the  corner  of  Oregon  and  Delaware 
Avenues  through  Oregon  Avenue  to 
Eighteenth  Street  and  thence  to  Wolf 
Street  and  Passyunk  Avenue,  a 
round-trip  distance  of  5.8  miles. 
There  is  a  shorter  round  trip  from 
Wolf  Street  and  Passyunk  Avenue  to 
the  trolley  depot,  a  distance  of  0.9 
mile.  This  trackless  trolley  line  will 
connect  with  ten  surface  car  lines  of 
the  Philadelphia  Rapid  Transit  Com- 
pany, to  and  from  which  free  trans- 


fers are  to  be  given.  The  cash  fare 
will  be  7-cents  or  four  tickets  for  a 
quarter,  which  fare  is  the  same  as  on 
the  local  street  cars. 

The  Pennsylvania  Rapid  Transit 
Company  will  operate  these  trolley 
buses  under  an  ordinance  passed  by 
the  City  Council,  an  interesting 
feature  of  which  is  that  it  does  not 
require  the  transportation  company 
to  maintain  the  paving. 

The  over-all  length  of  vehicle  is 
23  ft.  lOi  in.  with  the  length  over 
the  vestibule  23  ft.  2*  in.  The  width 
over  all  is  7  ft.  6  in. 


a  ton  and  a  half  of  passengers  and 
baggage,  their  performance  is  truly 
remarkable.  There  are  no  con- 
structed roads,  the  road  between 
Kalgan  and  Urga  is  an  old  caravan 
route,  and  there  are  abominable 
stretches  of  sand,  rock,  gi-avel  and 
dirt.  Nevertheless,  the  cars  make 
the  run  in  about  four  days." 


Rochester  to  Operate  Five  Automotive 
Type  Trolley  Buses 


SEVERAL  interesting  traffic  prob- 
lems are  expected  to  be  solved  in 
connection  with  the  New  York  State 
Railways'  announced  plan  to  operate 
trackless  trolleys  in  the  city  of 
Rochester. 

The  Genessee  River  which  cuts 
through  Rochester  in  deep  gorge,  is 
spanned  by  but  a  few  bridges.  Un- 
fortunately, these  bridges  are  spaced 
several  miles  apart.  Paralleling  both 
banks  of  the  river  are  trolley  routes 
connecting  the  outskirts  of  the  city 
with  the  business  section.  Because 
of  the  location  of  a  large  number  of 
factories  along  the  river  banks,  it  is 
necessary  under  the  present  street 
car  transportation  system  to  haul 
workers  living  on  one  side  of  the 
river  to  the  heart  of  the  city  and  to 
transfer  them  to  cars  giving  service 
on  the  other  side  in  order  to  get  them 
to  their  place  of  business. 

The   trolley    buses    will    do    away 
with  a  lot  of  this  extra  traveling  for 
they  will  be  operated  across  Driving 
Park  Bridge,  where  the  parallel  trol- 
ley car  lines  are  less  than  a  half  mile 
apart.     The  trolley   buses   will  also 
connect  with  several  other  street  car 
lines  that  radiate  from  the  heart  of 
the  city.    Driving  Park  Bridge,  over 
which  the  trolley  buses  are  to  oper- 
ate, will  not  sustain  the  weight  of 
street  cars,  and  by  operating  trolley 
buses,  which  are  several  tons  lighter 
in  weight,   as  a   shuttle  line  across 
town,  the  length  of  passenger  travel 
will  be  materially  decreased.    Better 
service  will  be  possible   as   regards 
the  time  element  from  one  point  to 
another,  and  will  also  make  it  pos- 
sible   to    eliminate     much     of    the 
present   abuse    of   transfers.      It    is 
now  a  common  habit  to  go  downtown, 
get  a  transfer  good  on  the  other  side 
of  the  river,  stay  downtown  to  shop. 


then  ride  out  on  the  car  and  walk 
but  a  short  distance  across  the  river, 
thereby  obtaining  for  one  fare  a 
round-trip  ride. 

The  new  line  will  use  five  trolley 
buses.  These  are  being  made  by  the 
Brockway  Motor  Truck  Company, 
Cortland,  N.  Y.  The  electrical 
equipment  is  being  furnished  by 
the  General  Electric  Company.  The 
weight  of  the  buses  without  load, 
equipped,  is  12,000  lb.;  seating 
capacity,  twenty -five;  wheel  diam- 
eter, 36  in.;  gear  reduction,  10.2:1; 
average  voltage,  550 ;  schedule  speed, 
8  m.p.h.  figured  on  eight  stops  per 
mile. 


China  Has  700-Mile  Line 

BUS  service  is  being  furnished  be- 
tween Kalgan  and  Urga,  China, 
a  distance  of  700  miles,  according  to 
a  United  States  Consular  report 
from  Shanghai.  Twenty-five  tour- 
ing cars  are  used  on  the  route,  all 
of  American  make.  The  report  on 
their  performance  is  as  follows: 

"When  it  is  considered  that  these 
ordinary  five-passenger  touring  cars 
are  often  called  on  to  carry  a  ton  or 


Denver-Ft.  Collins 
Operation  Successful 

SOMEBODY  said  that  the  motor 
bus  could  not  "turn  the  trick," 
that  the  public  would  have  to  depend 
upon  the  railroad  for  long-distance 
transportation,  yet  the  Paradox 
Lines,  operating  three  buses  daily, 
each  way,  between  Denver  and  Fort 
Collins,  has  proved  it  can  be  done. 

The  Public  Utilities  Commission 
granted  the  Paradox  company  a  per- 
mit to  operate  from  Denver,  via 
Lafayette,  Longmont,  Bethoud  and 
Loveland,  to  Fort  Collins,  Col.  The 
towns  named  are  the  largest  in  that 
section  of  the  state,  and  all  are  served 
by  the  Colorado  &  Southern  Railroad. 
Still  General  Manager  Swerer  of  the 
Paradox  states  that  his  company  is 
making  money  and  the  company  has 
just  purchased  another  new  bus. 

The  buses  used  are  White  Model  50 
chassis,  on  which  are  mounted  bodies 
made  by  the  Scott  Automobile 
Body  Company,  Denver.  The  finish 
throughout  is  of  Spanish  leather  and 
there  is  comfortable  seating  capacity 
for  twenty-one  passengers.  An  ap- 
plication has  been  made  for  a  permit 
to  operate  to  Boulder,  Netherland 
and  Lyons,  Colo.  The  rates  in  all 
cases  are  the  same  as  the  railroad. 
The  accompanying  photograph  shows 
the  latest  type  of  bus. 

The  Paradox  Lines  is  incorporated 
for  $50,000.  The  officers  are :  George 
H.  Swerer,  president;  John  T.  Dono- 
van, vice-president;  H.  A.  Mosley, 
secretary;  C.  L.  Perry,  treasurer, 
and  F.  W.  Swerer,  general  manager. 


Paradox  bus  in  operation  between  Denver  and  Fort  Collins 


July.  1923 


BUS 

IRVNSPORTATION 


333 


What  Motor  IJus 

Regulation 

Has  Aecoiii{)lisli('(l 

ill  Utah 

By  Warren  Stoulnour 

Public  Utilities  Commissioner, 
Salt  Lake  City,  Ut  ih 


rhere  Have  Heen  Many  F]xpori- 
ences  in  Motor  Hus  Kejiulation 
in  Utah — An  Analysis  Indicates 
the  Problems  Involved  in  This 
Form  of  Rej^ulation 


IN  UTAH  many  modes  of  trans- 
portation have  come  and  gone. 
There  are  those  now  living  who 
saw  the  pony  express  rider  dash 
madly  through  the  desert  sage  and 
reduce  the  time  of  travel  from  Mis- 
souri to  the  Coast  a  mere  matter  of 
a  week.  Following  the  pony  express 
rider  came  the  new  and  elegant  horse- 
drawn  stage,  with  its  long  leather 
springs,  which  carried  the  gold  from 
the  mines  and  passengers  from  every- 
where to  anywhere.  This  coach, 
still  preserved  in  Western  museums, 
affords  the  guide  an  opportunity  to 
point  with  pride  to  the  bullet  marks 
where  the  outlaws  beat  the  Indians 
to  it  and  collected  the  fares  in  kind, 
without  bothering  to  be  regulated 
by  any  commission  except  the  sheriff, 
who  had  his  difficulties.  After  the 
stage  coach  followed  the  railroads, 
first  steam  and  then  electric.  Now 
comes  the  automobile  stage.  As  the 
latest  phase  in  this  cycle  of  develop- 
ment an  enterprising  young  man  ap- 
peared recently  at  the  State  Public 
Utilities  Commission  offices  and 
asked  to  file  a  schedule  showing  rates 
and  fares  to  be  charged  for  trans- 


Une  of  the  buses  ujjcjatnig  bc- 
tween  Salt  Lake  and  Park  City 
in  front  of  the  Utah  State 
Capitol 


porting  passengers  by  airplane.  So 
there  appears  now  on  the  horizon  a 
new  transportation  era,  the  pony  ex- 
press rider  of  the  skj'. 

A  review  of  some  of  the  experi- 
ences and  problems  that  confronted 
the  Utah  commission  in  regulating 
automobile  stage  lines  may  be  help- 
ful in  showing  the  character  of 
problems  involved  in  this  kind  of 
regulation.  What  will  be  said  is  in 
no  way  disparaging  of  the  citizen- 
ship of  Utah,  because  similar  prob- 
lems have  arisen  in  other  states,  and 
on  the  average  the  citizenry  of  Utah 
is  about  on  a  par  with  that  of  the 
other  states,  only  in  Utah  the  ten- 
dency is  to  be  a  little  more  frank 
about  the  matter. 

The  public  utilities  law  of  Utah 
became  effective  on  March  8.  1917. 
It  authorized  the  Public  Utilities 
Commission  to  supervise  and  regu- 
late automobile  passenger  and  freight 
transportation,  for  hire,  over  regular 


routes  oil  public  highways.  The  com- 
mission was  empowered  to  fi.x  rates, 
fares,  practices,  schedules  of  time 
of  departure  and  arrival,  require 
station  facilities  and  make  general 
rules  to  provide  for  the  .safety  and 
convenience  of  the  traveling  public. 
The  whole  intent  of  the  law  was  to 
establish  a  dependable  and  adequate 
service.  The  law  was  not  intended 
to,  neither  does  it,  organize  these 
services  for  the  private  gain  of  any 
particular  individual  as  against  an- 
other individual;  but  it  did  provide 
that  before  a  new  service  may  be 
initiated,  a  certificate  must  be  ob- 
tained from  the  commission,  after 
proper  showing,  stating  that  both 
public  convenience  and  public  neces- 
sity require  the  service  which  the  ap- 
plicant desires  to  render.  The  plain 
intent  here  was  to  make  it  possible  to 
build  up  a  dependable  service  in  the 
interest  of  the  public  and  to  prevent 
ruthless  destruction  through  un- 
necessarj'  and  wasteful  competition. 

Quite  unsuspectingly  the  commis- 
sion looked  around  for  common  car- 
riers of  persons  or  property  by  auto- 
mobile,   with    a   view   to    regulating 


334 


BUS 

TR\NSPORIAnON 


Vol.2,  No.7 


their  service  in  the  interest  of  the 
traveling  public.  The  experiences 
the  commission  had  at  first  in  regu- 
lating this  class  of  common  carrier 
might  be  classed  by  some  of  the  more 
timid  as  fearful  and  wonderful;  but 
to  anyone  unfortunate  enough,  as  it 
were,  to  be  a  member  of  a  commis- 
sion, they  are  at  least  very  interest- 
ing. 

The  railroads  of  Utah  roughly 
form  a  gigantic  cross.  Lines  run 
from  east  to  west  in  the  northern 
part  of  the  state,  and  from  north  to 
southeast  and  north  to  southwest 
across  the  state.  In  comparison  to 
area,  Utah  has  a  rather  scant  mileage 
of  railroads  at  present,  so  it  comes 
about  that  stage  lines  extend  as  much 
as  200  miles  into  the  interior.  In 
most  cases  these  lines  act  as  feeders 
for  the  transcontinental  railroads 
and  the  interurban  electric  railways. 

Nearly  all  the  numerous  mining 
camps  in  the  state  are  served,  at 
least  during  portions  of  the  year,  by 
automobile  stage  lines.  One  such 
mining  camp  as  this  is  Bingham, 
about  28  miles  southeast  of  Salt 
Lake  City  and  at  an  elevation  of 
about  7,000  ft.  The  population  of 
this  camp  varies,  roughly,  from  1,000 
when  the  copper  mines  are  shut 
down  to  6,000  or  8,000  when  the 
mines  are  running  full  blast.  There 
is  a  large  labor  turnover  so  that  the 
demand  for  transportation  is  con- 
sistent and  insistent. 

At  the  time  the  commission  started 
to  regulate  stages,  there  were  at 
least  ten  or  twelve  different  operators 
running  between  Salt  Lake  City  and 
Bingham.  Many  of  these  operators 
were  of  foreign  birth.  Some  of 
them,  both  native  and  foreign, 
quickly  demonstrated  that  they  had 
no  idea  of  responsibility  nor  any  in- 
tention of  rendering  service  to  the 
public  beyond  that  which  would  give 
them  the  most  money  for  the  least 
work.  One  of  the  first  things  the 
commission  did  was  to  require  these 
operators  to  run  on  regular  schedules 
and  fix  rates  of  fare.  The  enforce- 
ment of  this  order  kept  the  commis- 
sion's inspectors  busy.  It  was  fash- 
ionable for  the  stage  line  drivers  to 
wait  until  they  accumulated  what  they 
called  a  "load."  This  consisted  of 
waiting  until  they  could  crowd  nine 
or  ten  passengers  into  a  seven- 
passenger  car,  departing  usually  just 
about  on  their  competitor's  schedule. 
Thus  they  invited  the  competitor  to 
wait  until  he  had  accomplished  the 
same  result  for  the  next  operator. 

Rivali-y  ran  high  in  more  than  one 
way.     And   the   commission    investi- 


Utah  Transportation  Facts 

Population  of  state AA'>.'^'>b 

,  ■,      /  Land..  82.184 

Area,  square  miles  j  ^.^^^^  ^Mb 

Cities  with  population 

100.000  or  over  1 

25,000  to  50,000      1 

5,000  to  25,000 3 

Total 5 

Largest  city,  Salt  Lake  City,  population. ...  MB,  1 10 

Miles  of  bus  routes 2,008 

Number  of  routes 54 

Number  of  vehicles 153 

Inclosed  buses   24 

Touring  cars 1 29 

Miles  of  electric  railways,  Jan,  1,  1923     ..    .  466 

Miles  of  steam  railroads,  Jan,  1 ,  1 922 2, 1 6 1 

gated  accidents  where  drivers  had 
crowded  each  other  off  the  road.  In 
the  canyons,  cars  were  turned  up- 
side down  and  passengers  injured. 
If  a  driver  experienced  car  trouble,  it 
was  usually  the  custom  for  the  rest 
to  refuse  him  aid,  thus  leaving  the 
passengers  of  the  disabled  car  help- 
less on  the  highway  while  the  car  was 
being  repaired.  This  was  considered 
good  form.  It  happened  time  after 
time. 

Many  of  the  automobiles  were  old, 
second-hand  touring  cars,  bought  for 
a  few  hundred  dollars  cash  down,  the 
balance  being  paid  for  out  of  reve- 
nues received  from  transporting 
passengers.  In  some  cases,  it  came 
to  the  attention  of  the  commission 
that  the  vendor  of  the  car  actually 
had  one  of  his  agents  ride  on  the  car 
and  collect  the  fares  until  the  proper 
amount  was  taken  in  to  make  the 
monthly  payment.  This,  it  will  be 
observed,  simplified  the  bookkeeping. 
Others  looked  upon  it,  however,  as  a 
reflection  upon  the  integrity  of  the 
operator. 

A  specific  case  will  serve  to  illus- 
trate the  length  to  which  competition 
in  the  name  of  public  service  was 
carried.  Usually  when  Greek  meets 
Greek  anywhere  in  the  United  States 
they  open  a  restaurant,  but  out  in 
Utah  it  appears  they  go  into  the  bus 
business.  Anyway,  in  this  case  the 
Greek  operators  of  a  bus  line  rented 
a  vacant  store  for  a  depot  on  one 
of  Salt  Lake's  principal  streets. 
Promptly  some  of  the  other  drivers 
banded  together  and  rented  two  other 
vacant  stores,  one  on  each  side  of  the 
first.  All  three  were  gorgeously  ad- 
vertised. The  only  thing  lacking  in 
this  situation  to  make  it  comparable 
with  the  Hebrew  clothing  store  tale 
is  that  the  fellow  in  the  middle  neg- 
lected to  put  up  a  sign  announcing 
"Main  Entrance."  The  commission 
early  found  that  there  was  no  set 
scale  of  rates  for  fares.  Drivers 
quoted  whatever  they  thought  they 
could  get.  A  sleek,  rotund  traveling 
man  assayed  considerably  more  to 
one  of  these  drivers  than  some  hornv 


handed  son  of  toil,  and  these  travel- 
ing men  were  greatly  sought  after. 
In  other  words,  as  one  complainant 
put  it,  they  "grabbed  where  they 
could  get  the  most  feathers  with  the 
least  squawk." 

A  more  unsettled  and  dangerous 
condition  for  the  traveling  public 
could  hardly  be  imagined.  The  com- 
mission at  first  found  men  driving 
cars  who  were  not  even  familiar  with 
the  highways,  and  serious  accidents 
were  caused  on  this  account.  The 
commission  had  hardly  been  func- 
tioning a  week  when  a  citizen  of  an- 
other state  came  here,  bought  a 
second-hand  touring  car,  and,  with- 
out the  knowledge  of  the  commis- 
sion, started  transporting  passengers 
to  one  of  the  smelting  towns.  He 
had  no  financial  responsibility  what- 
ever, beyond  his  small  initial  pay- 
ment on  the  car.  On  almost  his  first 
trip  his  headlights  failed.  The  car. 
laden  with  passengers,  left  the  road 
and  turned  over  in  an  irrigation 
ditch.  Two  of  the  passengers  were 
drowned  and  others  injured.  The 
same  state  of  affairs  existed  in  many 
other  sections  of  the  state,  particu- 
larly in  connection  with  travel  to  and 
from  mining  camps.  These  camps 
are  usually  situated  in  canyons  and 
here  real  skill  is  required  to  operate 
an  automobile. 

It  required  a  large  amount  of  work 
on  the  part  of  the  commission  to 
weed  out  the  undesirable  operators 
and  stabilize  the  service  as  was  in- 
tended by  the  public  utility  act.  To 
carry  on  this  work  it  was  necessarj' 
even  to  go  so  far  as  to  jail  some  of 
the  worst  offenders,  and  this  was  not 
as  easy  as  it  might  appear. 

The  fly-by-night  operator  fur- 
nished a  particularly  irritating  form 
of  violation  of  the  law.  Especially 
around  the  mining  camps,  miners 
thought  it  a  splendid  idea  when  the 
days  were  sunny  and  the  roads  good, 
to  take  a  car  and  transport  passen- 
gers for  hire.  As  a  result  there  were 
a  large  number  of  poachers  upon  the 
established  service  during  the  sum- 
mer season.  Many  of  these  operators 
were  foreign  born  and  solicited  only 
their  fellow  countrymen,  and  in  their 
mother  tongue.  The  inspectors  for 
the  commission,  not  being  able  to 
speak  more  than  two  or  three  lan- 
guages, were  considerably  handi- 
capped. 

In  the  early  court  cases,  wherein 
the  commission  sought  conviction  for 
operating  without  a  certificate,  some 
amazing  situations  developed.  In 
fact,  it  appeared  from  evidence  pre- 
sented in  court  that  these  gentlemen 


July,  1923 


BUS 

IRVSSK^IAIION 


335 


bus  owners  or  drivers  were  not  talk- 
ing about  transportation  at  all.  but 
were  discussing  the  latest  revolution 
in  the  Balkans.  Some  of  these  men 
even  seemed  to  think  that  an  innocent 
inquiry  was  being  made  about  the 
health  of  some  distant  cousin,  for  all 
of  them  appeared  to  be  related,  and 
no  insinuation  was  being  made  at  all 
about  rates,  fares  and  practices  for 
the  transportation  of  persons  and 
property  over  established  routes 
within  the  State.  Convictions  were 
thus  ditticult  to  get.  Lack  of  knowl- 
edge of  English  was  always  advanced 
by  the  lawyers  for  the  defendants, 
and  pitiful  attempts  at  articulation 
were  made  for  the  benefit  of  the 
court.  It  is  related  that  one  judge 
after  hearing  a  series  of  wheezes 
and  groans  was  so  overcome  that  his 
eyes  were  seen  to  moisten. 

Many  problems  confronted  the 
commission  in  selecting  one  of  a 
number  of  applicants  upon  whom  to 
bestow  a  certificate.  For  exanaple,  in 
one  case  the  commission  had  two  ap- 
plicants for  authority  to  operate  over 
a  given  route.  As  is  customary,  each 
man  was  represented  by  a  very  com- 
petent lawyer.  One  applicant  had  a 
large  scratch  across  his  face.  Upon 
cross-examination,  he  stated  that  hi 
was  of  a  very  peaceful  disposition 
and  had  never  been  known  to  fight. 
He  admitted,  however,  that  he  trans- 
ported without  charge  people  of  in- 
different character,  of  both  sexes, 
who  spoke  only  of  Mr.  Volstead  to 
revile  him.  Upon  insistence  of  the 
attorney,  who  asked  him  if  he  had 
been  in  a  fight  the  night  before,  he 
stated,  for  the  benefit  of  the  record, 
that  it  was  none  of  said  attorney's 
"damn  business."  But,  lo  and  be- 
hold, when  the  other  applicant  was 
weighed  in  the  scales,  it  was  found 
that  he  had  been  arrested  for  boot- 
legging. He,  accordingly,  admitted 
having  sold  a  barrel  of  water  to  two 
thirsty  but  ill-advised  Greeks.  He 
seemed  quite  proud  of  this  exploit, 
and  explained,  for  the  benefit  of  the 
commission,  how  he  deceived  these 
prospective  buyers.  By  turning  the 
spigot  one  direction,  he  secured  a 
very  passable  brand  of  pain-killer; 
while,  by  turning  it  the  other  way, 
only  water  flowed. 

Picking  a  winner  out  of  such  ap- 
plicants was,  indeed,  difficult,  and  it 
seems  that  in  the  olden  days  when 
Solomon  whetted  up  his  sword  for 
the  purpose  of  testing  the  parentage 
of  the  child,  he  really  did  not  have 
much  of  a  job.  The  commission 
usually  declared  cases  of  this  kind 
no    contest,    and   waited   until    some 


citizen  in  a  more  perfect  state  of 
mentality  and  legal  e<iuilibrium  pre- 
sented himself.  Happily,  those  situ- 
ations arose  mostly  in  the  early  days 
of  regulation. 

It  is  a  far  cry,  however,  for  exam- 
l)le  from  the  days  of  the  old,  second- 
hand touring  cars  pounding  along,  to 
the  present  e<iuipment  operated  on 
the  Bingham  Stage  Line.  Photo- 
graphs show  them  to  be  the  very  best 
kind  of  standard,  modern  e(iuipment, 
comfortable,  convenient  and  safe. 
The  chaotic  condition  de.scribed 
briefly  has  been  eliminated  in  prac- 
tically all  cases.    The  Salt  Lake-Park 


the  State  Penitentiary  were  sent 
alx)Ut  the  first  of  May  to  the  top  of 
the  pass  to  shovel  out  the  snow  and 
clear  a  way  for  the  stage  line. 

Lest  it  be  thought  that  Utah  is  a 
stormbound  state  in  which  for  the 
most  part  reckless,  wild-eyed  oper- 
ators run  stages,  it  should  be  recalled 
that  Utah  is  some  300  miles  north 
and  south  by  270  miles  east  and 
wes*,  with  wide  variations  in  climatic 
conditions.  In  the  high  elevations, 
during  the  winter,  transportation 
conditions  are  diflicult,  of  course, 
while  in  the  southern  part  of  the 
state,   the  altitude   is  comparatively 


One  of  the  typical  stages  of  the  Salt  Lake-Hivijhitm  route 


City  route  has  been  improved  the 
same  way.  In  some  instances  the  com- 
mission requires  through  routes  and 
tickets  to  be  established  in  conne.- 
tion  with  one  or  more  stage  lines,  and 
close  connections,  as  per  published 
schedule,  are  required.  In  other  cases 
stage  operation  during  the  winter 
must  be  discontinued,  as  mountain 
passes  ranging  upward  to  8,000  ft. 
are  encountered,  and  they  are,  of 
course,  so  filled  with  snow  during  the 
winter  months  as  to  be  impassable. 
One  such  pass  was,  however,  kept 
open  last  winter  and  cars  were  pulled 
through  by  means  of  caterpillar  trac- 
tors upon  the  hard  snow.  This  is  not 
always  feasible,  on  account  of  the 
expense.  In  one  or  two  instances  the 
stage  is  for  some  months  superseded 
by  a  man  on  snowshoes,  who  carries 
supplies  into  camp.  On  this  kind  of 
a  route,  of  course,  there  is  little  or 
no  infringement  during  the  winter 
season.     In  another  case  convi't<  of 


low  and  cotton,  figs  and  grapes  are 
raised,  in  season. 

Likewise,  southern  Utah  contains 
some  national  parks  and  national 
monuments  that  appeal  to  the  lover 
of  outdoors.  For  this  service  the 
commission  has  authorized  a  stage 
line  of  more  than  270  miles  in  length, 
extending  from  Lund,  Utah,  on  the 
Union  Pacific  Railroad,  to  Cedar  City, 
Zion  Canyon,  Grand  Canyon  of  the 
Colorado,  back  northward  to  Bryce 
Canyon  and  Marjsvale,  on  the  Den- 
ver &  Rio  Grande  Western  Railroad, 
or  Lund,  on  the  Union  Pacific. 

This  route  requires  several  days  to 
traverse,  and  the  equipment  is  such 
that  no  one  need  hesitate  to  seek 
transportation.  One  of  the  very  re- 
markable things  about  this  line,  aside 
from  the  scenic  beauty,  is  the  fact 
that  often  much  wild  game  is  en- 
countered. 

Before  and  during  the  early  part  of 
fhi-    session   of   the    last    LfL'islaf ure 


336 


BUS 

TRWSPORTATION 


Vol.2,  No.7 


some  of  the  disappointed  litigants  in  was  concerned.  They  stated,  in-  man."  This  came  about  because  the 
cases  before  the  commission  very  sistently  and  vehemently,  that  the  commission  has  discovered  that  com- 
carefully  planned  an  attack  upon  the  commission  consisted  of  a  "bunch  of  petition  between  stage  lines  on  the 
public  utilities  law,  in  so  far  as  the  autocrats,  who  took  the  roads  away  same  route  does  not  produce  the  ex- 
regulation  of  automobile  Stage  lines  from  the  people  and  gave  them  to  one  pected  results,  financial  stability. 


July,1923 


BUS 

m\NSHOK1ATX)N 


337 


Numerous  bills  were  introduced 
with  the  idea  of  remodeling  the  com- 
mission law,  so  that  everyone  might 
run  when  and  as  he  pleased,  and  at 
the  same  time  preserve  for  the  people 
good  service  at  reasonable  rates. 
Much  oratory  was  spilled  and  the 
commission  was  properly  damned; 
but  when  the  session  adjourned,  the 
law  remained  unchanged  because 
people  residing  in  outlying  districts, 
some  of  them  a  hundred  or  more 
miles  away  from  the  railroad,  in- 
sisted that  the  service  they  were  get- 
ting under  regulation  was  far  better 
than  anything  they  had  known  be- 
fore. It  was  they  who  prevented 
modification  of  the  law. 

Formerly  the  commission  granted 
certificates  for  the  hauling  of  passen- 
gers and  expres.'^  in  the  same  vehicle. 
This  caused  so  much  inconvenience  to 
passengers  that  it  is  usual  now  to  re- 
quire that  passengers  and  express  be 
segregated.  To  illustrate  the  pre- 
dicament it  caused  at  least  one 
passenger:  The  commission  once  re- 
ceived a  letter  from  a  forlorn  travel- 
ing salesman,  who  stated  that  he  had 
been  required  to  sit  on  top  of  a  crate 
of  chickens.  It  seems  the  poulti-j' 
thought  his  tweed  suit  a  new  kind  of 
food  and  industriously  attempted  to 
pick  the  spots  off  the  suit  whenever 
the  suit  came  in  contact  with  the 
crate.  This  did  not  happen  very 
often,  however,  as  the  road  was 
rough.  The  commission  has  since 
anticipated  situations  of  this  kind. 

The  law  requires  published  tariffs 
and  schedules  to  be  filed  with  the 
commission  and  posted  conspicuously 
at  the  various  depots  of  the  stage 
lines;  monthly  reports  must  be  made 
to  the  commission  showing  the  num- 
ber of  passengers,  revenues,  ex- 
penses, etc.,  and,  in  addition  thereto, 
this  year  the  commis.sion  prescribed 
a  uniform  system  of  accounts  for 
automobile  operations. 

Explaining  Statistics 

Attention  is  called  to  the  table 
of  statistics  which  appears  above. 
It  will  be  noted  that  the  column 
headed  "Minimum  Cash  Fares," 
which  has  appeared  heretofore  in 
other  surveys,  has  been  omitted.  As 
a  general  rule,  the  country  is  not 
settled  as  in  the  East  and  sometimes 
there  is  not  even  a  ranch  intervening 
between  termini.  In  cases  where 
passengers  are  destined  to  inter- 
mediate points,  if  any,  they  are  some- 
times hauled  free,  or  else  charged 
whatever  nominal  sum  appeals  to 
both  themselves  and  the  operator.  In 
other  words,  the  commission  has  not 


Stati!<ti<'al  Tiiroriiiatioii  (]on<'<-riiiii<j;  Motor  Kiis 
()|>eralion.s  ill  I'lah  as  of  .May  1.  P>2.'i 


Route 


;  ,       1  I  i.il- 

""—     ■£       tui.iu.ily 


4 

f- 


11 


Averse 

NmxibtT  of 

Itouud    TriiM 

Uaily 


.M-F"i  .S«t   Hun 


1  Aii<t«-n.'>irH  Kniirlt  toSpriiiKiiHl^  (ti> 

2  Ci'iiur  City  tu  l'itritK"^*iiuli  ('!)■■ 

)  CVMiti-rfiflu  tn  Ciunaiitoii  Stutiuo  tn\ 

A  Colton  lo  Clear  Cre«k 

5  Delta  to  Fillmore 

6  Deweyvillo  to  Garland 

7  Knterprise  lo  .St.  GeorKe     .... 

8  Killmoro  to  Salt  Lake  (a)    

<>  Garfield  to  .Saltair 

10  Garfield  to  Salt  Lake  Rd.  Depot . . . 


25 
2S 
6 
26 
40 

7 

35 

|S4 

4 

I 

IS 
31 

70 


Grantaville  to  Burmester  (a) 
Gritiuie  Creek  to  Lucin  in) . . 

Heber  to  Duchesne 

Hcber  to  Park  City  (a) 

Helper  to  Ducheaoo 


Helper  to  Kellilworth                             1  5 

Helper  to  Itaina        .                           ;  * 

Hurricane  to  Leeda 5 

Kumit-H  tu  Park  City  (a) 25 


LuKan  to  Hear  Lake  (Garden  City) 

Lund  to  Cedar  City 

Lund  to  Ciranil  Canyon  Nat'l  Park 

Magna  to  Gurtield 

Mary^vale  to  Pangvitch 

Midway  to  Park  City 

Milford  to  Heaver.  .  . 
Milford  to  Frisco  (a) 

Moab  to  Bluff 

Moab  to  Thompeoo's 


Modena  to  Eutcrprwc  (a). 
Newhouae  to  Garrison  (a), 
Pungviloh  to  Kanab  (<i> .  . 
Pangvitch  to  Marjiivale  . 
Parowan  to  Beaver 


36  Prieo  to  Castle  Gate . 

37  Price  to  Emery 

38i   Price  to  Hiawatha . . 

39  Price  to  SunnyBide .  . 

40  Price  to  Vernal 


Price  to  Wattis 

Salt  Lake  to  BinKbam 

Salt  Lake  to  H.iUiday  A  Brighton  (  ) 

Salt  Lake  to  Coalville 

Salt  Lake  to  Heber 


Salt  Lake  to  Lark 

Salt  Lake  to  Park  City. . 
Salt  Lake  to  PincCre«t. 
.Salt  Lake  to  Tooele.  ... 
.Sandy  to  Alta 


Silver  City  to  Eureka 

St.  George  to  Cedar  City. 

St.  John  to  Ophir 

Trcmonton  to  Garland . . 
Wallaburg  to  Heber 


45 

34 

270 

4 

55 


32 

17 

100 

37 

20 
60 
72 
45 
33 

16 
58 
12 
28 
124 

20 
30 
20 
45 
66 

25 
32 
13 
40 
16 

5 

55 
10 

4 
14 


10 


20 


5 

S-7 
5 
7 

7 
7 


7 
7 
7 
7 
7 

5 

5-7 


5-7 


11-25 


15-20 


7 
5-7 

5-7 

• 

7 
7 
7 

5-7 
7 
7 
7 
7 


I   75 

50 

3  00 

3.00 

1  25 

2  50 

too 

.50 
.15 


I.  SO 
9.00 
1.50 
S.SO 

1.00 


I   00 

5  00 

2.00 

50.00 

.40 

4.00 


14.00 
75 


2.50 


1.75 


4.00 

90.00 

.75 


3  SO 


5^7 
7 
5 
7 


SO 
2.00 
7.00 
6.00 
3.50 


1.25 


12.00 

2.25 
1.50 
C) 

3.00 
3.78 

1.50 
2  00 

too 

2  00 
2  25 

35 
4  00 
I   00 

• 

I   00 


3.50 
4  50 


11  >Ul 
7  50 

18  i 

7  I 

S  :- 

12  SOi      I 
15  00 


5  10 
12  70 
10  00 
12  22 


20  00 
4.00 


11.22 

5  90 
18.00 

0.00  (e)4 


3.00 


2  00 


4  00 
2.50 
4  00 

2.75 

1 .  50 

3.50 

.65 

'• 

7.20 

12.50 
6.20 
6.00 

11.70 
9,50 

12.50 
11.30 
8.30 
6.70 


10  40 


9  60 


11.20 
5  00 


6.66 
6.00 


6.00  2  per  we 


6.25 
11   50 

5.00 
13  60 

7.00 
7.27 
10.00 

• 

7.00 


ek 
2 
2 
2 


a 
PI 

ill 

1:00 

• 

0:45 
1:15 
2:30 

0:45 
2:00 
10:00 
0:15 
0:05 


5:00 
3:30 
2i30 
2:00 

1:00 


5:00 

6:45 
2:30 

0:15 


1:35 

I  :00 

12:30 

2:30 

2:30 
5:00 

0;50 

9:30 

1:30 
I  :00 
2:00 
2:15 
2:15 

1:30 
1:00 
2:00 
2:00 
3:20 

• 

3:00 


(rt)  Company  also  carriea  freight,  uaitiK  a  1-ton  truck.        (b)   Fore  on  truck  11.75.        U)   Runa  on  Moo- 
day  and  Wedneadav.     i<fi  Generally  speaking  there  are  no  intermediate  rates.     U)    Fares   dependent    on 
direction — fiutbound,  which  is  up-hill,  the  rate  is  $2.75.  whereas  on  the  down  trip  thermic  is  S1.75. 
(■;)  Four  day  tout . 


yet  attempted  to  regulate  this  spo- 
radic business  except  in  one  or  two 
cases  where  complaints  have  been 
made  concerning  this  practice. 

In  two  cases  noticed  in  the  table 
two  one-way  fares  are  shown.  This 
comes  about  becau.se  one  of  the 
terminals  in  each  route  is  located 
near  the  top  of  the  mountain  range 
and  the  expense  of  transporting  pas- 
sengers on  the  upward  or  outbound 
trips  is  much  greater  than  on  the 
downward  or  inbound  trip.  About 
all  that  is  needed  in  the  way  of  power 
is  a  good  set  of  brakes.  These  rates 
are  the  result  of  a  request  on  the 
part  of  the  stage  line  operators  that 
the  down  fare  be  made  less  than  the 


fare  up,  as  they  believed  it  would 
stimulate  traffic. 

By  keeping  everlastingly  at  it  the 
commission  has  succeeded  in  greatly 
improving  bus  service.  The  public 
now  knows  how  much  will  be  exacted 
in  the  way  of  fare  and  when  the 
stage  will  leave.  Moreover,  pa.ssen- 
gers  have  a  reasonable  assurance  they 
will  be  transported  to  their  destina- 
tion safely.  In  short,  results  have 
been  obtained  that  justify  the  law. 
Bus  ser\'ice  in  Utah  is  not  organized 
for  profit,  because  the  commission 
fixes  rates  that  do  not  permit  of  large 
profits.  Such  monopolies  as  do  exist 
in  Utah  in  the  bus  business  are 
monopolies  for  service,  not  for  gain. 


BUS 

TRANSPORTATION 

Published    by    McGrsw-HlU    Company,    Inc. 


CARL  W.  STOCKS 

Editor 


THE  purpose  of  Bus  Transporlation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  July,  1923 


A   Work-Together  Policy  Needed 


m 


tour. 


RESIDENT  HARDING  has  been  hitting 
some  people  between  the  eyes  in  the 
speeches  which  he  is  making  on  his  present 
Incidentally  he  is  revealing  to  the  American 


public  that  he  really  has  a  keener  appreciation  of 
the  forces  that  are  moving  the  destiny  of  the  world 
than  many  people  would  have  been  willing  a  few 
weeks  ago  to  concede.  The  speech  which  he  made 
in  Kansas  City  on  June  22  was  a  case  in  point. 
Among  other  things  he  said :  "There  will  never  be 
a  backward  step  in  motor  transportation."  With 
this  as  his  premise — and  it  is  a  sound  one — the 
president  argued  that  we  shall  do  better  if  we  find  a 
plan  to  co-ordinate  this  service  with  the  railway, 
rather  than  encourage  destructive  competition.  As 
the  president  sees  it,  motor  transport  already  prom- 
ises relief  to  the  most  congested  freight  terminals 
through  better  co-ordination.  This  is  a  phase  of 
the  matter  not  within  the  province  of  Bus  TRANS- 
PORTATION, but  when  the  president  said  that  "the 
automobile  and  motor  truck  have  made  greater 
inroads  on  railway  revenue  than  the  electric  lines, 
with  their  intimate  appeal  to  the  local  community," 
he  tread  on  familiar  ground.  Moreover,  he  said 
something  mighty  significant  when  he  uttered  the 
admonition  that  the  problem  of  transport  by  motor 
cannot  be  solved  by  those  who  commend  the  policy 
of  confiscation  or  destruction,  nor  can  It  be  solved 
by  those  who  make  a  prejudicial  appeal  for  political 
favor.  This  is  undoubtedly  a  statement  of  the 
administration's  attitude  toward  the  matter. 

If  so,  it  is  an  attitude  that  is  everywhere  finding 
reflection  in  the  pronouncements  of  commission 
bodies  representing  the  public.  Doubtless  many 
instances  still  remain  where  it  appears  that  the 
existing  carriers  have  been  sorely  hurt  by  the  com- 
ing of  the  new  mode  of  transport,  but  the  wounds 
thus  made  have  already  begun  to  heal,  and  in  a 
short  time  will  remain  only  as  a  memory.  The 
attitude  of  the  administration  at  Washington  as 
expressed  by  President  Harding  has  been  the  atti- 
tude of  Bus  Transportation  toward  the  matter 
from  the  inception  of  the  paper.  There  was  con- 
siderable unwillingness  at  first  in  some  quarters  to 
see  how   interests  could  be  reconciled  which  at  a 


glance  appeared  to  be  so  divergent.  It  was  natural 
and  human  that  this  should  be  so.  A  great  deal  of 
the  prejudice  has  since  been  removed,  but  some  still 
remains.  In  his  remarks  at  Kansas  City  the  Presi- 
dent has  pointed  out  the  way  to  the  remaining 
recalcitrants.  In  doing  so,  he  re-echoed  not  only 
the  sentiments  of  Bus  Transportation  but  those 
of  the  Chamber  of  Commerce  of  the  United  States, 
Samuel  Rea  of  the  Pennsylvania  Railroad  and  other 
leaders  of  thought  in  the  transportation  world. 

[  EDITOBIAL  ] 

What  Body  Should  Decide  Whether 
a  New  Line  Is  Necessary? 

HE  decision  of  the  Illinois  Supreme  Court 
rendered  this  week  in  the  case  of  the  West 
Suburban  Transportation  Company  vs.   The 


0 


Chicago  &  West  Towns  Railway  Company  is  pub- 
lished in  full  in  this  week's  issue  for  two  reasons. 
One  of  these  is  because  the  system  of  this  bus  com- 
pany had  been  selected  some  time  ago  as  the  sub- 
ject of  one  of  the  leading  articles  in  this  issue. 
The  other  reason  is  the  direct  bearing  which  this 
decision  has  on  the  conditions  under  which  competi- 
tion between  bus  and  trolley  will  be  permitted  in 
Illinois. 

Briefly,  the  facts  are  that  about  a  year  ago  the 
State  Public  Service  Commission,  knov;n  in  Illinois 
as  the  Commerce  Commission,  granted  a  certificate 
of  convenience  and  necessity  to  the  company  to 
operate  in  some  of  the  suburban  towns  just  west  of 
Chicago  which  are  partly  served  by  the  Chicago  & 
West  Towns  Railway.  On  plea  of  that  railway, 
however,  the  validity  of  this  certificate  was  ques- 
tioned, and  the  Supreme  Court  has  now  held  that 
not  a  large  enough  number  of  people  would  be  con- 
venienced  or  would  be  sufficiently  convenienced  by 
the  enterprise  to  warrant  such  permission.  To 
quote  the  word  of  the  decision,  "Some  individuals — 
perhaps  a  considerable  number — would  be  conven- 
ienced by  the  operation  of  the  bus  line,  but  it  is 
clear  from  the  record  that  for  the  great  body  of 
the  public  it  would  be  neither  a  convenience  nor  a 
necessity.  It  was  not  within  the  authority  of  the 
commission  to  authorize  the  operation  of  the  bus 
line  for  the  convenience  of  a  small  part  of  the  public 
already  served  by  other  utilities  at  no  very  great 
inconvenience." 

With  the  general  principle  that  the  interest  of 
the  general  public  lies  in  regulated  and  co-ordinated 
service,  whether  operated  by  one  or  several  com- 
panies, all  will  agree.  But  in  case  this  policy  is 
followed,  two  very  practical  questions  will  always 
arise.  The  first  is:  What  is  the  number  or  per- 
centage of  persons  in  a  community  who  have  to 
be  convenienced  and  what  must  be  the  degree  of 
convenience  before  a  new  line  will  be  permitted? 
The  second  is:  If  these  points  are  not  capable  of 
definition  or  measurement  with  mathematical  exacti- 
tude, what  body  is  best  fitted  to  exercise  judgment 
in  passing  upon  the  necessity  of  such  an  additional 
transportation  line? 

These  questions  naturally  lead  up  to  a  considera- 
tion of  what  the  real  functions  are  of  the  public 
service  commission,  or  whatever  name  it   may   be 


[338] 


called  in  each  state.  Theoretically,  at  least,  such  a 
commission,  with  its  engineering  force,  constant 
study  of  public  needs  and  authority  to  conduct  hear- 
ings for  this  very  purpose,  should  he  in  the  best 
possible  position  to  determine  the  degree  of  neces- 
sity and  convenience  of  a  new  tran.sportation  enter- 
prise. 

As  the  West  Suburban  Transportation  Company 
has  announced  its  intention  of  appealing  this  case 
to  the  United  States  Supreme  Court,  in  case  its 
right  to  operate  under  the  certificate  of  the  Illinois 
Commerce  Commission  is  not  granted  on  a  rehear- 
ing of  the  case  by  the  Illinois  Supreme  Court,  it  is 
possible  that  there  may  be  further  judicial  rulings 
on  the  matter. 

—  I  EDITORIAL  J  — 

Are  You  Just  Average? 

I  ■  ijIHAT  do  you  consider  your  chief  concern  in 
I ' 'i  conducting  a  motor  bus  transportation  en- 
uAM\  terprise?  Do  you  find  it  necessary  to  give 
most  of  your  attention  to  keeping  your  buses  in 
running  order?  Or  does  economizing  on  fuel  take 
first  place?  Possibly  the  occasional  pilfering  of  ii 
dishonest  operator  is  what  worries  you  most,  or 
maybe  you  are  trying  to  trim  routes  or  schedules 
so  as  to  save  the  expense  of  layovers. 

If  you  are  the  average  transportation  man.  nine 
chances  out  of  ten  you  are  devoting  the  bulk  of 
your  time  and  efforts  toward  improvement  along 
one  or  more  of  these  lines,  or  similar  ones,  familiar 
to  all  of  us.  That  is  what  operators  of  transporta- 
tion systems  have  been  doing  ever  since  street 
cars  first  began  to  run.  And  the  average  stage 
coach  man  probably  did  likewise  in  his  time. 

These  things  are  all  well  enough  and  necessary 
enough  in  their  place.  But  to  devote  all  your 
efforts  along  these  lines  is  to  miss  a  more  fruit- 
ful field  that  lies  open  to  you.  That  field  is  the 
sale  of  transportation.  It  is  one  thing  to  provide 
transportation ;  it  is  another  to  sell  it.  The  average 
transportation  man's  idea  is  to  provide  this  com- 
modity, and  then  let  the  public  take  it  or  leave  it. 
But  that  attitude  in  the  long  run  will  end  in  your 
unpopularity  with  the  riding  public. 

Consider  for  a  moment  the  way  of  the  most  suc- 
cessful department  store  you  know.  Undoubtedly 
its  management  is  interested  in  keeping  down  ex- 
penses and  in  running  the  store  efficiently,  but  how 
much  more  interested  is  it  in  getting  the  public 
into  the  .store  to  buy  the  goods  offered.  Note  the  way 
our  store  manager  goes  about  it.  He  advertises 
his  wares.  In  divers  ways  he  displays  the  goods  so 
as  to  be  attractive  and  desirable  lo  the  buying 
public.  He  feels  out  what  the  public  wants,  then 
he  hastens  to  furnish  it.  His  clerks  and  sales- 
people are  courteous  and  obliging  or  else  they  get 
discharged. 

Look  around  at  the  other  successful  enterprises 
in  your  own  community.  The  busiest  candy  shop, 
the  most  popular  restaurant,  best-attended  dance 
hall.  They  are  all  catering  to  the  same  dis- 
criminating, fault-finding,  hard-to-please  public,  and 
they  are  getting  away  with  it.  How  do  they  do  it? 
It's  no  secret  for  they  have  learned  how  to  mer- 
chandise their  wares. 


Here  then  is  the  opiwrtunity  for  the  motor  bus 
industry,  still  an  infant  in  its  present  stage  of 
development,  to  avoid  the  colossal  mistake  or  over- 
sight of  its  predecessors  in  the  transportation  busi- 
ness. Now  is  the  time  to  start  right.  Give  at 
least  as  much  thought  to  selling  transportation 
service  as  to  operating  it.  Look  upon  the  job  as 
.something  more  than  merely  running  motor  buses 
over  a  fixed  route.  Consider  the  motor  bus  as  an 
automobile  available  for  the  pleasure  of  the  man  of 
smallest  means  and  his  family?  E.^qierience  has 
shown  that  if  a  pleasant  ride  in  a  comfortable,  at- 
tractive bus  is  available,  the  public  will  patronize 
it — and  will  pay  well  for  it. 

This  is  only  one  thought.  A  dozen  others  will 
suggest  themselves  on  consideration  to  the  man  who 
is  ambitious  to  be  just  a  little  better  than  the 
"average." 

[  EDITORIAL  1  — 

Growing  Need  of  Transportation 
Demands  the  Motor  Bus 


D 


II H  motor  bus  is  the  logical  result  of  the 
public  demand  for  more  convenient  and 
accessible  transportation.  Because  the  bus 
can  meet  the  need  in  the  quickest  and  most  satis- 
factory way  it  has  won  a  permanent  place  in  the 
transportation  system  of  the  country. 

Our  living  conditions  of  today  demand  fast  trans- 
portation by  the  most  direct  route.  The  motor  bus 
is  capable  of  doing  this,  for  it  can  climb  grades, 
maneuver  around  obstructions  and  "buck"  street 
vehicular  traffic  better  than  other  means  of  trans- 
port. In  other  words,  it  can  get  over  a  given  route 
in  a  shorter  space  of  time. 

Although  the  latest  development  in  the  art  of 
transportation,  the  influence  of  the  bus  is  rapidly 
becoming  far  reaching  and  new  companies  with 
real  financial  backing  are  being  formed  continually. 
As  the  business  grows,  likewise  will  the  number 
and  quality  of  the  vehicles  in  service. 

All  this  is  forecast  by  the  estimate,  given  else- 
where in  this  issue,  of  the  field  of  the  bus  industry. 
That  it  will  be  better  than  a  billion  dollar  industry 
is  entirely  possible,  and  within  the  next  few  years. 
The  number  of  buses  is  increasing  constantly  and 
as  business  grows  owners  now  operating  touring 
cars,  sedans  and  the  like  will  replace  them  with  bus 
equipment. 

It  is  not  a  dream  to  say  that  there  is  a  field  for 
."^everal  hundred  thousand  buses.  On  this  basis,  the 
value  of  equipment,  the  wages  paid,  the  materials 
and  supplies  needed  to  keep  such  an  industry  func- 
tioning represent  many  millions  of  dollars  annually. 
It  is  truly  a  great  industry  even  now.  with  the  field 
only  partly  cultivated. 

Continued  progress,  however,  depends  to  a  large 
extent  upon  the  consideration  the  bus  receives,  not 
only  from  the  present  owners,  but  also  from  the 
public,  the  city  authorities  and  the  legislators. 
Present  operators  must  learn  to  profit  by  the  expe- 
rience of  those  in  other  lines  of  transportation,  to 
look  ahead,  to  think  and  study,  and  not  merely 
measure  the  future  possibilities  of  the  infant  indus- 
try by  its  present  limitations. 


[339] 


A  Comfort  and  Safety  Meeting 


I  HE    Society    of    Automotive    Engineers    has 
just  finished  another  of  its  highly  success- 

I  ful   summer  meetings,   as   indicated  by  the 

report  given  elsewhere  in  this  issue. 

The  bus  as  such  was  hardly  mentioned  in  the 
proceedings.  Yet  the  demonstrations  and  discus- 
sions at  Spring  Lake  last  month  are  likely  to  be  of 
the  greatest  value  to  all  working  for  better  bus 
construction. 

The  reason  for  this  is  that  fundamentals  were 
considered,  and  comfort  and  safety  are  just  as  vital 
to  the  bus  as  to  the  privately  owned  passenger  car. 
Comfort  as  represented  by  balloon  tires  and 
safety  by  four-wheel  brakes — these  were  the  two 
main  subjects  taken  up,  and  the  large  attendance 
at  the  sessions,  as  well  as  the  number  of  actual 
vehicles  embodj'ing  the  new  tires  or  brakes,  is  con- 
crete evidence  of  the  wide  interest  taken  in  them  by 
the  automotive  industry. 

On  the  surface  it  may  seem  that  the  work  so 
far  has  been  mainly  for  the  privately  owned  pas- 
senger car.  This  is  not  really  the  case,  however. 
The  heavy  touring  cars  designed  to  stop  quickly  at 
60  or  70  m.p.h.  are  certainly  the  equivalent  in  brak- 
ing requirements  of  a  good-sized  bus  that  may  make 
only  half  that  speed.  The  largest  balloon  tire 
shown  would  carry  1,700  lb.,  which  is  heavy  enough 
for  small  buses.  It  was  said,  moreover,  that  experi- 
ments are  on  the  way  to  provide  tires  of  larger 
capacity.  Then  there  was  the  Army  six-wheel 
truck,  which  provided  a  good  example  of  a  simple 
four-wheel  brake  construction. 

Production  conditions  with  passenger  cars,  of  the 
privately  owned  type  at  least,  are  such  that  it  takes 
a  good  deal  of  time  to  develop  a  new  device  and 
actually  get  it  on  the  car.  There  is  the  average 
driver  to  be  considered,  and  the  lack  of  care  given 
the  average  car  is  another  reason  for  "making  haste 
slowly."  But  the  bus  operator  is  already  showing 
the  way  for  the  automotive  industry,  and  for  his 
own  sake  he  should  try  out  any  worth-while  develop- 
ments as  soon  as  they  are  available. 

1  EDITORIAL  ] 

Good  Drivers  A  re  Scarce,  but  Irresponsible 
Drivers  Are  a  Liability 


ISCUSSING  careless  driving  on  the  part  of 
bus  drivers  with  an  owner,  the  latter  re- 
I  cently  remarked  that  he  had  received  sev- 
eral complaints  lately  concerning  bad  driving  on  the 
part  of  some  of  his  men,  and  that  he  was  going 
to  start  checking  them  up. 

As  a  rule,  the  owner  of  a  bus  line  doesn't  receive 
many  complaints  direct.  Other  motorists  do  a  lot 
of  talking,  but  for  some  reason  will  not  take  the 
matter  to  headquarters,  where  it  belongs. 

Of  course,  with  regular  schedules  and  the  fast 
running  time  expected,  drivers  must  travel  along  at 
a  fairly  good  rate  of  speed.  In  rolling  country 
especially  there  are  usually  not  many  long  stretches 
of  clear  road,  where  the  driver  can  see  clearly  for 
any  great  distance  in  advance.  He  finds  himself 
continually  dropping  down  the  side  of  one  hill  and 


climbing  the  side  of  another.  In  view  of  the  fact 
that  a  lot  of  the  buses  on  the  road  are  heavy,  and 
because  of  the  uncomfortableness  of  an  unevenly 
balanced  seat,  the  drivers  follow  the  middle  of  the 
road,  as  most  country  roads  are  crowned. 

A  recent  tour  indicated  that  bad  driving  is  gen- 
eral among  the  drivers  of  motor  buses.  Driver 
after  driver  was  found  not  only  "hogging"  the 
middle  of  the  road  but  coming  over  the  tops  of  hills 
at  a  speed  of  25  miles  an  hour  or  better,  without 
sounding  his  horn  or  whistle.  In  fact,  a  head-on 
collision  with  one  of  the  larger  type  of  motor  buses 
was  avoided  by  very  scant  inches  on  account  of 
this  practice.  If  both  vehicles  had  been  in  the 
middle  of  the  road  there  would  most  probably  have 
been  several  scare  headlines  in  the  local  papers. 

Such  driving  cannot  but  create  adverse  criticism 
toward  the  bus  industry,  for  it  makes  patrons  of 
the  bus  lines  just  a  little  bit  afraid  to  ride  with 
such  drivers,  and  certainly  adds  nothing  to  the 
merchandising  popularity  of  the  bus  idea. 

What  the  managers  need  to  do  is  to  go  out  and 
tour  a  bit  themselves  and  meet  their  own  cars  on 
the  road.  Then  they  can  obtain  some  first  hand 
information  on  which  they  can  act. 

Letters 
to  tKeEditor 

Th.'  nadiTs  loriun.     Comments 
rt-iiucstiMl  oil  purtini'nt  suljjocts. 


s= 


Determining  Bus  Operating  Cost  and  Profit 

New  York,  June  20,  1923. 
To  the  Editor: 

In  the  June,  1923,  issue,  page  307,  under  the 
heading  "Some  California  Bus  Operating  Costs," 
appears  the  item  that  the  number  of  passengers 
carried  averaged  0.607  "per  bus-mile." 

Dividing  the  total  number  of  passengers  carried 
by  the  total  bus-miles  as  shown  does  give  such  a 
figure.  The  very  natural  inference  from  this  state- 
ment is  that  the  bus  system  will  make  money  if 
the  average  load  is  six-tenths  of  a  passenger. 

If  one  passenger  was  the  average  load  and  the 
rate  of  fare  equaled  5  cents  for  each  mile  of  the 
route  traveled,  then  the  total  revenue  must  be  5 
cents  per  bus-mile. 

Looking  at  it  another  way,  if  one-half  of  the 
number  of  passengers  each  traveled  twice  the  dis- 
tance mentioned,  i.e.,  at  twice  the  average  fare,  the 
total  revenue  would  be  the  same,  the  total  expense 
the  same,  consequently  the  profits  would  be  the 
same.  However,  the  number  of  passengers  com- 
puted the  same  as  on  page  307  would  be  0.304 
instead  of  0.607. 

The  writer  believes  that  the  average  bus  operator 
is  interested  in  a  figure  of  this  type  as  showing  him 
what  average  loads  will  pay  expenses  or  make  a 
given  profit.  This  figure  will  be  found  by  dividing 
the  number  of  passengers  carried  times  the  average 
miles  traveled  by  the  number  of  bus-miles.  Know- 
ing the  average  rate  of  fare  per  mile  (for  example. 


[340] 


6  miles  for  30  cents,  5  miles  for  25  leiits.  etc.),  thu 
uross  revenue  may  be  divided  by  this  fare  rate  per 
mile  to  find  the  number  of  revenue  passenper-miles. 
The  passenger-miles  paid  for  divided  by  the  bus- 
miles  operated  gives  the  figure  of  the  average  loads 
carried  to  produce  the  desirable  results  shown. 

A  Readkr. 

—  I  LETTERS  TO  THE   EDITOR  1  — 

Financing  Bus  Sales  on  the  Deferred- 
Payment  Plan 

New  York,  June  8,  1923. 
To  the  Editor: 

There  is  an  angle  to  the  sale  of  omnibuses  on 
time  to  which  I  have  given  a  great  deal  of  thought 
for  the  past  several  years  and  which,  in  my  opinion, 
would  be  well  worthy  of  a  special  article  in  your 
good  publication. 

We  know  from  the  statistics  compiled  by  the 
various  organizations  of  the  country,  notably  the 
National  Automobile  Chamber  of  Commerce,  that 
a  vast  percentage  of  motor  vehicles  are  sold  on  time, 
and  since  this  is  a  fundamental  condition  the  sale 
of  an  omnibus  should  be  made  on  the  same  basis 
as  a  piano,  talking  machine  and  other  merchandise. 
That  is  to  say,  the  price  to  the  purchaser  should  be 
a  time  price  with  a  discount  for  all  cash,  oi'  for  a 
larger  amount  of  cash  paid  at  the  time  of  the  sale 
than  is  customary  under  the  usual  finance  company 
plan. 

In  order  to  carry  out  such  a  plan,  it  must  of  neces- 
sity be  approved  by  the  manufacturer  and  his 
agents,  as  well   as  their   distributors   and   dealers. 

The  price  of  an  omnibus  under  these  conditions 
would  have  figured  into  it  the  cost  of  the  usual  in- 
surance, interest  and  finance  charges,  operative  in 
the  territory  where  the  sale  originates.  With  the 
seller  quoting  this  deferred-payment  price,  it  would 
save  a  tremendous  amount  of  time  which  is  now 
necessary  in  making  the  sale  of  a  motor  vehicle, 
and  would  eliminate  the  necessity  of  explaining  the 
various  items  which  go  to  make  up  "finance 
charges." 

Such  a  plan  is  fundamentally  sound,  no  matter 
whether  the  seller  is  in  financial  position  to  handle 
the  time-payment  paper  direct,  discount  it,  sell  it 
to  a  local  bank,  or  to  dispose  of  it  through  one  of 
the  finance  companies. 

To  put  such  a  plan  into  practical  effect  requires 
that  the  manufacturer  gather  information  from  the 
finance  companies  handling  the  installment  paper 
on  his  product  in  the  various  territories,  adding 
such  finance  charges  to  the  trade  price  of  his  prod- 
uct in  the  various  territories  and  advertising  this 
price  as  the  regular  price  of  the  product,  in  the 
newspapers,  magazines,  trade  papers  and,  in  fact, 
anywhere  that  publicity  is  given  to  the  matter  of 
the  price  of  the  product. 

The  manufacturer,  as  well  as  his  agents,  dealers 
and  distributors,  would  then  advertise  a  discount 
for  cash,  which  would  be  a  very  substantial  one  on 
the  average  amount  involved  in  the  sale  of  an  omni- 
bus. This  cash  discount  would,  of  course,  be  equal 
to  the  total  finance  charge,  since  in  making  a  sale 
of  this  character,  the   seller  would  then   have  no 

[341 


interest   in   the   matter   ul    iiisuraiici'   or   the   other 
items  that  go  to  make  up  the  finance  charge. 

As  a  matter  of  fact,  I  am  sure  that  it  is  the 
practice  of  most  dealers  and  distributors  in  omni- 
buses to  allow  some  kind  of  a  discount  for  cash 
transactions  at  this  time,  and  where  such  a  discount 
is  now  allowed  that  too  should  be  added  to  the  total 
finance  charge,  subject  to  deduction  in  the  event 
of  a  cash  sale. 

It  seems  to  me  that  putting  such  a  plan  into 
execution  would  drastically  reduce  sales  resistance, 
not  only  in  connection  with  the  sale  of  omnibuses 
but  with  all  other  motor  vehicles. 

George  McIntyre. 

—  I  I.BTTEHB  TO  THE   EDITOR  ]  — 

A  Problem  for  Solution 

Denver.  Colo.,  May  11,  1923. 
To  the  Editor: 

There  is  a  question  of  vital  interest  to  the  motor 
bus  business  that   I   have   failed   to  read    in   your 
magazine  and  I  would  like  information  to  aid   ii 
in  our  difficulty. 

As  you  know,  there  are  but  very  few  men  so  con- 
structed that  they  can  stand  the  continuous  strain 
of  driving  day  after  day;  they  break  down  in  the 
back,  and  do  not  recover  so  as  to  be  of  further  us-c 
in  the  business. 

Can  you  suggest  any  preventive  measures?     Wt 
are  operating  a  total  of  thirteen-passenger  buses  of 
four  types  with  seating  capacity  varying  from  six 
teen  to  twenty-four  passengers.    The  bus  lines  ru 
from    Greeley    to    La    Junta    and    from    Colorad 
Springs  to  Canon  City,  all  within  the  state  of  Col" 
rado,  and  have  a  total  length  of  291  miles,  all  bir 
44  miles  of  which  is  over  dirt  roads. 

One  bus  manager  has  advised  supplying  a  pneu- 
matic cushion  for  the  drivers.  Is  that  beneficial  in 
absorbing  vibration? 

Any  helpful  information  would  be  much  appre- 
ciated. A.  L.  Gleason. 

1  LETTERS  TO  THE   EDITOR  1  — 

Essential  Characteristics  for  a  Small  Hus 

Pachuca,  Hidalgo,  Mexico,  June,  19,  1923. 
To  the  Editor: 

The  article  in  the  June  issue  "Bus  Building  by 
Bus  Operators"  has  caught  my  attention.  There  is 
certainly  a  big  need  for  a  real  bus  in  the  eleven  to 
fifteen-passenger  size,  having  approximately  the 
same  characteristics  and  convenience  of  the  big 
Companion. 

I  believe  the  bus  operator  in  mountainous  roads, 
or  in  places  where  the  large  bus  is  unprofitable,  is 
looking  for  a  quality  bus  having  the  following  main 
characteristics:  Longer  wheelbase  than  that  now 
found  in  most  light  duty  trucks;  lower  center  c: 
gravity,  probably  obtained  with  the  use  of  32-iii. 
X  6-in.  tires  all  around;  less  overhang,  and  with 
baggage  compartment  built  on  the  frame,  not  a- 
an  extension;  a  powerful  motor  (the  White  15-45  i- 
ideal  in  this  regard)  ;  easy  riding  springs  and 
sturdy  construction  of  both  chassis  and  body. 

Glillermo  Fernandez. 

] 


342 


BUS 

TRANSPORTA'nON 


Matitifactuiers* 
^  Section 


Developments  in  equipment  for 
vehicles.  earaee&  terminals — • 
all  tlu'  imiirovements  manu- 
factured for  the  industry. 


Seats  for  Driver  and 
Passengers 

THE  Parker  Pneumatic  Bus  Seat 
Company,  Paterson,  N.  J.,  is 
manufacturing  the  passenger  seat 
shown  in  the  accompanying  illustra- 
tion. Practically  the  same  construc- 
tion is  used  for  the  Parker  pneumatic 


only  about  every  four  months.  On 
the  driver's  seat  a  keyway  is  pro- 
vided, so  as  to  make  sure  that  it  will 
not   turn,    but   will    slide    vertically. 

Cushions  supplied  are  of  the  stand- 
ard nested-spring  type,  with  stuffed 
back.  Covers  may  be  either  rattan 
or  heavy  imitation  leather. 

This  device  is  said  to  be  the  only 
one  that  absorbs  road  shocks  above 
the  floor  of  the  vehicle,  and  thus  gives 
comfort  to  individual  passengers. 
The  passengei',  or  the  driver,  receives 
only  a  slow  up  and  down  movement, 
so  that  he  can  ride  long  distances 
without  any  feeling  of  fatigue. 


Parker  pneiiniatic  bus  st-at  for 
passenger  service.  Driver's  seat 
similar,  but  with  one  cylinder 
and  narrow  cushion  and  back 

driver's  seat,  except  that  it  is  nar- 
rower and  has  only  one  pneumatic 
cylinder. 

The  pneumatic  element  consists  of 
a  pair  of  cast-ii'on  cylinders,  care- 
fully machined,  so  that  the  one 
attached  to  the  seat  slides  inside  the 
second  part,  which  is  attached  to  the 
floor  of  the  vehicle.  A  long  heavy 
spiral  spring  is  set  in  the  lower  part, 
and  the  interior  is  filled  with  air. 
Whicn  the  vehicle  strikes  any  in- 
equality in  the  roadway,  the  spring 
in  the  cylinder  can  be  compressed, 
while  the  air  there  cushions  the 
shock.  The  reaction  that  would 
ordinarily  be  experienced,  if  the 
spring  alone  were  used,  is  taken  up 
by  a  suction  inside  the  cylinder,  this 
being  created  by  the  close  fit  and  by 
lubrication.  A  film  of  lubricant  is 
carried  between  the  two  cylinders. 
The  lubricant  can  be  applied  in  about 
five  minutes  by  simply  removing  the 
seat,  but   it   is  necessary   to  do  this 


Vol.2,  No.7 

used  for  all  bearings.  Intake  and 
exhaust  manifolds  are  cast  integral, 
and  provide  a  hot  box  to  preheat  the 
fuel  before  it  enters  the  combustion 
chamber.  Air  is  preheated  before 
entering  the  carburetor  by  a  direct 
connection   to   the   exhaust   pipe. 

S.A.E.  standards  are  followed  with 
accessories,  a  mounting  being  pro- 
vided for  S.A.E.  No.  2  generator  and 
S.A.E.  No.  1  outboard  bearing  stand- 
ard motor.  S.A.E.  battery  ignition 
mounting  is  used  on  the  front  end, 
or  the  magneto  can  be  driven  from 
timing  gears.  For  the  transmission 
the  No.  5  S.A.E.  flange  is  supplied. 


Dolly  Jack  Handles 
Heavy  Work 

THE  Yellow  Jack-It  Manufactur- 
ing Company,  Chicago,  111.,  is 
supplying  a  heavy-duty  dolly  jack, 
capacity  10,000  lb.,  which  is  said  to 
be  particularly  useful  where  heavy 
bus  bodies  or  chassis  must  be  han- 


Four  Has  Five-Bearing 
Crankshaft 

REMOVABLE  cylinder  heads,  five 
.  bearings  on  the  crankshaft  and 
thermosyphon  cooling  are  some  of 
the  features  of  the  Model  C  engines 
made  by  Lycoming  Motors  Corpora- 
tion, Williamsport,  Pa.  These  en- 
gines, of  which  a  cross-section  is 
shown,  are  built  in  the  following 
sizes:  3*  x  5;  31  x  5,  and  31  x  5, 
bore  and  stroke  respectively. 

Cylinders  are  gray  iron  cast  in 
block,  with  cast-iron  crankcase  and 
pressed-steel  oil  pan.  Pistons  are 
aluminum.    Force-feed  lubrication  is 


This  type  of  dolly  jack  for  heavy 
duty  service 

died.  With  this  jack,  it  is  claimed, 
the  load  is  always  under  complete 
control  because  of  the  ratchet  jaw 
arrangement.  Because  of  this  it  is 
impossible  for  the  handle  to  fly  away 
beyond   control.      The    operator   can 


fjycDiiiinr/  Model  C  oiyiiie  with  five-bearincj  crankshaft.     The  end  view  nhows 
L-head  valves  and  oil  punii>  in  crankcase 


July,  1923 


BUS 

mWSPORTATlON 


343 


stand  near  the  vehicle  and  push  or 
pull  with  one  hand  while  steering  the 
load  with  the  other. 

The  Model  2  jack,  shown  here,  ha.s 
a  handle  52  in.  lonjr.  is  fitted  with 
Hyatt  roller  bearings  and  has  an  ad- 
justment range  of  3}  in.,  a  mininuiiii 
height  of  8?  in.  The  weight  is  onl\ 
184  lb. 


(^<>iitral  .Vish-  Fratiirrs  Nrw 
De  Luxt'  Body 

THE  Garford  Motor  Truck  Com- 
pany, Lima.  Ohio,  has  developed 
a  twenty-three-passenger  de  luxe 
coach  body,  with  a  number  of  novel 
features.  From  the  outside  it  ap- 
pears to  be  a  sedan-type  body  with 
separate  entrances  on  the  right  for 
each  seat.  The  interior  view  shown 
here,  however,  indicates  that  a  nar- 
row aisle  is  left  down  the  center. 
This  aisle  is  only  about  13  in.  wide, 
but  permits  passengers  or  the  driver 
to  pass  from  the  front  directly  to 
the  rear  of  the  vehicle,  or  of  course 
it  can  be  used  in  combination  with 
the  side  doors.  Another  interesting 
feature  is  the  method  of  separating 
the  smoking  compartment  at  the 
rear  from  the  main  passenger  com- 
partment, a  swinging  door  being  set 
in  the  permanent  partition.  Then 
at  the  very  rear,  reached  by  a  pair 
of  doors  in  the  back  of  the  body,  is 
a  baggage  compartment.  In  order 
to  permit  light  to  pass  through  to 
the  smoking  compartment,  the  bag- 
gage space  above  the  rear  seat  is 
filled  in  with  glass  and  there  are 
glass  windows  at  the  top  of  the  rear 
doors,  both  being  protected  by  bars 
in  case  the  space  should  be  filled  to 
the  top  with  baggage. 

Outside  of  these  features  the  body 
is  characterized  by  the  conveniences 
that  are  now  generally  used  in  high- 
grade  sedan  construction  for  bus 
work.      Handles    are    placed    on   the 


Lttokinii  fnn'drd   the  rrtir  ttj  dr  tuxt-  iiaiUird   cnacU;   iitttn-r  rtttttmct    tutu 
smoking  compartment,  and  roof  construction 


inside  of  the  doors,  and  on  the  seat 
corners  to  the  right  of  entering  pas- 
sengers. On  the  floor  the  linoleum 
is  covered  by  heavy  carpet,  which 
can  easily  be  removed  for  cleaning. 
There  are  five  doors  on  the  right- 
hand  side  of  the  body,  one  to  the 
driver's  seat,  three  to  the  main  pas- 
senger compartment,  and  the  fifth 
to  the  smoking  compartment.  Only 
two  are  placed  on  the  left-hand  side, 
one  at  the  front  next  to  the  driver, 
and  one  in  the  smoking  compartment 
as  an  emergency  exit.  All  these  doors 
are  fitted  with  coach  lever  locks  and 
dovetails  and  rubber  silencers  to 
prevent  rattling.  Roller  curtains  are 
mounted  on  each  window  to  harmo- 
nize with  the  color  of  the  upholster- 
ing. Back  of  the  driver's  seat  a  roller 
curtain  is  mounted  to  avoid  light 
from  the  rest  of  the  body. 


The  body  has  six  dome  lights, 
three  along  each  side.  It  is  ventilated 
by  two  Xichols-Lintern  ventilators 
mounted  in  the  roof  and  by  two  cowl 
ventilators  at  the  side.  Other  equip- 
ment includes  a  two-piece  windshield, 
an  automatic  windshield  cleaner,  au- 
tomatic stop  signal  at  the  rear,  eight 
nickel  -  plated  coat  hooks  along  the 
sides  with  a  mirror  below,  buzzer 
signals  along  the  side,  driver's  rear- 
vision    mirror,    pipe-system    heaters. 

It  will  be  noticed  that  instead  of 
the  ordinary  soft  roof,  a  raft  con- 
struction is  used,  with  bows  fastened 
to  the  side  frames  and  covered  with 
mahogany  panels.  The  side  panels 
are  16-gage  half-hardened  aluminum. 

Over  all  with  baggage  compart- 
ment the  body  is  20  ft.  long.  The 
headroom  inside  is  60  in.,  and  the 
over-all  width  is  87  in. 


De  luxe  twenty-three  passenger  coach  momited  on  Model  51  B  Garford  hus  chassis 


344 


BUS 

TIVVNSPORTATION 


Vol.2,  No.7 


Improved  McKay  sedan^type  body,  showing  seat  consU-Kction  ami  dome  lights 


Improvements  in  Sedan- 
Type  Body 

THE  McKay  Carriage  Company, 
Grove  City,  Pa.,  has  made  a  num- 
ber of  improvements  in  models  214 
and  214-C  bus  bodies.  These  are 
12  ft.  sixteen-passenger,  and  15  ft. 
twenty-passenger,  respectively. 

While  the  former  model  numbers 
are  retained,  the  shape  of  the  bodies 
now  in  production  has  been  entirely 
changed,  the  roof  being  rounded  and 
the  front  of  the  body  drawn  in. 
Window  casings  have  been  covered 
with  aluminum,  all  moldings  are 
aluminum,  and  all  seams  are  covered 
with  molding.  Plate  glass  windows 
running  in  felt  slide  channels  are 
now  installed,  these  being  operated 
by  a  crank  window  lifter. 

The  view  shown  here,  with  right- 
hand  doors  open,  indicates  the  nest 
layout  used  at  the  rear,  with  full 
width  rear  seat,  and  longitudinal 
seats  over  the  wheel  housings. 

There  are  four  doors  on  the  right- 
hand  side  and  one  on  the  left,  each 
27  in.  wide  and  54  in.  high.  Head- 
room inside  the  body  is  58  in.,  and 
the  width  at  bottom  of  windows  is 


73  in.     Cross-seats  at  the  front  are 
laid  out  on  34  in.  centers. 

In  these  bodies  the  sides  are  lined 
with  imitation  leather,  and  the  ceil- 
ing with  whipcord  to  match.  Floor 
is  covered  with  linoleum.  Touring 
car  type  coil  spring  cushions  and 
backs,  covered  with  imitation  leather, 
are  used. 


vacuum  tank  on  the  front  of  the 
dash,  and  place  the  fuel  tank  at  the 
rear  end  of  the  frame.  In  fact,  the 
standard  equipment  has  an  intake 
manifold  tapped  for  a  suction  line 
to  the  vacuum  tank. 

As  shown  in  the  side  view,  the 
drive  is  through  a  clutch,  three-speed 
selective-type  transmission,  to  a 
spiral-bevel  rear  axle.  Two  sets  of 
brakes  are  placed  on  the  rear  wheels. 
The  wooden  wheels  carry  pneumatic 
tires;  on  the  front  31x4  clincher  type 
are  used,  while  the  rear  wheels  have 
34x4'.  straight-side  cords. 

The  wheelbase  for  this  chassis  is 
120  in.  and  the  wheel  gage  is  the 
standard  56  in.  used  for  passenger 
car  work.  Standard  equipment  in- 
cludes generator,  starter,  battery, 
drum-type  headlamps,  dimmers,  tail 
lights,  speedometer,  ammeter,  choke 
control,  as  well  as  complete  tool 
equipment. 


Light  Duty  Chassis  Has 
Standard  Parts 

THE  Chevrolet  Motor  Company 
Division  of  General  Motors  Cor- 
poration, Detroit,  Mich.,  has  now  in 
production  its  Utility  Express 
chassis,  suitable  for  bus  transporta- 
tion work  when  fitted  with  a  ten- 
passenger  body.  The  chassis  ship- 
ping weight  is  1,830  lb.  and  an  allow- 
ance of  1,000  lb.  is  made  for  the 
body. 

The  engine  used  is  the  four-cylin- 
der, valve-in-head  type,  3}J-in.  bore 
by  4-in.  stroke,  which  has  been  de- 
veloped for  the  Chevrolet  passenger 
car  chassis.  While  a  gravity-feed 
system  with  the  tank  under  the  seat 
is  shown  in  the  illustration,  it  is 
possible  with  slight  changes  to  use  a 


Side  view  of  Chevrolet  utility  express  chassis  with  fuel  tank  of  under-seat  type 


Good  Window  Space  on 
New  Bus  Body 

THE  Niagara  Motorboat  Com- 
pajiy.  North  Tonawanda,  N.  Y., 
which  for  the  last  four  years  has 
been  building  automobile  bodies,  has 
brought  out  a  line  of  bus  bodies, 
this  includes  the  twenty-five-pas- 
senger street  car  type  shown  here 
and  also  seventeen  and  twenty-five- 
passenger  sedan  or  de  luxe  types. 
One  of  the  features  of  the  street  car 
design  is  the  large  window  area, 
secured  by  the  use  of  two  aluminum 
castings  to  hold  the  upper  window. 
This  eliminates  the  piece  of  wood 
that  ordinarily  braces  the  top  win- 
dow. To  the  lower  edge  of  the  win- 
dow screen?  are  attached  and  are 
automatically  brought  into  place 
when  the  window  is  pushed  up. 

Oak  sills  and  ash  pillars  are  used, 
covered  with  a  panel  material  of  20- 
gage  automobile  sheet  steel.  The 
roof  is  ,5-in.  Haskelite  covered  with 
No.  10  canvas  and  whitelead. 

Lighting  is  provided  by  12-cp. 
bulbs  in  dome  fixtures,  there  being 
six  of  these,  each  containing  two 
bulbs.  The  domes  are  nickel  plated 
and  polished.  A  Petry  heating  sys- 
tem is  used  with  If-in.  pipe  led 
along  each  side  of  the  floor.  Venti- 
lation is  by  three  Nichols-Lintern 
ventilators  in.stalled  along  the  center 
of  the  roof.  Other  equipment 
includes  a  curtain  back  of  the  driver, 
door-opening  mechanism,  controlled 
by  the  driver's  left  hand,  windshield 
<ind     cleaner,     and     marker     lights 


July,  1923 


BUS 

TR\NSHOHIATX)N 


345 


Xmyara  25-p(i:<sfnyer  body,  mounted  on  International  Harvester  bits  chasxis 


mounted  directly  in  the  body,  front 
and  rear. 

An  idea  of  the  size  of  the  body 
may  be  obtained  from  the  following 
dimensions: 

Inches 

Li'iiKlli  (lush  to  rear 230 

Htadrooni    74 

Width  at  top  of  seat  cushions 81 

Width  at  door  kvel 77i 

Servicf  door  width 2S 

Alsif  width  between. seat  backs 16 

The  inside  finish  of  the  ceilings  is 

white  enamel,  with  Spanish  leather 
below  the  windows,  at  the  floor  the 
sides  are  covered  with  sheet  metal, 
while  wooden  strips  are  fastened 
along  the  aisle. 


Carrying  the  Body  on 
Ball  Bearings 

THAT  necessity  may  often  be- 
come the  mother  of  invention  is 
shown  by  the  development  of  the 
Badger  ball  cushion  suspension 
which  is  illustrated  in  the  accom- 
panying picture.  The  device  was 
worked  out  originally  by  Dr.  William 
D.  Harper  for  his  traveling  dentist's 
office,  which  it  was  necessary  to  drive 
over  rough  roads  without  injury  to 
the  delicate  instruments.  It  is  in- 
tended as  a  supplement  to  the  ordi- 
nary springs  and  shock  absorbers,  by 
giving  the  body  and  its  load  a  flexi- 
bility independent  of  the  chassis. 

Instead  of  being  bolted  fast  to  the 
frame  through  bolsters  or  sills,  a? 
is  the  usual  practice,  the  body  using 
the  Badger  suspension  is  carried 
upon  a  set  of  hardened  steel  balls 
placed  about  30  in.  apart  the  full 
length  of  each  longitudinal  frame 
member.  The  view  of  the  complete 
chassis  indicates  where  these  are 
placed,  that  is,  at  each  intersection 
of  the  frame  and  channel-shaped 
cross-members,  the  latter  ordinarily 
forming  part  of  the  body  construc- 
tion. The  balls  are  placed  in  the 
space  between  the  top  of  the  frame 
and  the  top  of  the  channel,  as  indi- 


cated in  the  close-up  view.  This 
shows  that  cup-shaped  receptacles 
are  bolted  to  both  longitudinal  and 
cross-members.  The  radius  of  the 
cup  is  about  twice  the  radius  of  the 
ball. 

The  body  mounted  on  these  cross- 
channels  are  strapped  to  the  main 
frame  members  by  means  of  stirrups. 
Any  sway  of  the  frame  causes  the 
steel  balls  to  roll  up  the  incline  of  the 
cups.  The  frame  may  swerve  or 
vibrate  even  as  much  as  three- 
quarters  of  an  inch  to  either  side, 
but  the  inertia  of  the  body  keeps  it 
moving  ahead  in  a  straight  line  so 
that  it  will  not  immediately  follow 
the  motion  of  the  frame.  When  the 
balls  roll  up  on  the  incline  the  weight 
of  the  body  bearing  on  them  tends 
to  force  the  frame  back  to  its  former 
position  directly  under  the  body. 
Thus  there  is  a  constant  tendencv  to 


cushion  any  irregularities  in  the 
movement  of  the  frame. 

It  is  claimed  that  the  Badger  sus- 
pension will  protect  the  body  from 
the  vibration  ordinarily  received 
from  engine  and  running  gear;  also 
that  it  will  almost  entirely  eliminate 
the  effect  of  road  shocks  and  side 
sway.  This  is  an  important  point 
because  ordinarily  the  weaving  or 
distortion  of  the  frame  which  occurs 
as  it  follows  the  road  irregularities 
soon  loosens  the  joints  and  gradu- 
ally causes  disintegration  of  the 
wooden  body  construction. 

The  device  is  made  by  E.  B. 
Badger  &  Company,  Br)ston,  Mass. 


Taken  down  view.  The  two 
cups,  separating  washer,  ball, 
and  retaining  stirntp  are  shown 


Chassis  assembled  with  Badger  cushion  suspension,  showing  body 
bolsters  in  position 


346 


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II 


348 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


What  tlieAssodations 

ai-e  doing 


s  #-<..  % 


News  and  happenings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tjnn  industry. 


Advances  in  Construction  Taken  Up  by 
Automotive  Engineers 

Sumnser   MeetinK  ol    S.A.E.,    Held   at   New   Jersey    Shore   Resort,   Brings   Out 
Division  of  Opinion  Regarding  Balloon  Tires  and  Front  Wheel  Brakes- 
Examples  of  Latest  Design  on  Hand  for  Demonstration 

ciple  at  least.  Thomas  J.  Litle,  Jr.,  of 
the  Lincoln  Motor  Company,  said  that 
all  cars  would  put  them  on  sooner  or 
later  and  that  it  was  feasible  to  use 
the  external  type  without  a  servo  at- 
tachment. He  favored  the  external 
brake,  as  it  took  three  times  as  much 
effort  to  apply  the  internal  type.  Law- 
rence H.  Pomeroy,  an  engineer  formerly 
with  prominent  English  automobile 
makers,  said  that  four-wheel  brakes  are 
surely  coming  and  the  thing  to  do  is 
to  make  them  right.  The  movement  is 
well  started  in  England,  in  spite  of  poor 
business. 

It  was  agreed,  however,  that  equali- 
zation and  adjustment  were  big  prob- 
lems, and  also  that  drivers  must  receive 
special  training  to  use  four-wheel 
brakes  satisfactorily. 

Some  of  the  results  of  Pierce-Arrow 
experimental  work  were  described  by 
Charles  L.  Sheppy,  chief  engineer  of 
the  company.  Present  cars,  he  said, 
are  not  adapted  for  the  application  of 
four-wheel  brakes,  and  front  axles, 
springs,  clips,  shackles  and  steering  de- 
vices must  be  designed  for  the  work 
involved  when  front  brakes  are  applied. 
He  favored  internal  brakes  because  of 
their  better  heat  dissipation.  Figures 
presented  by  Mr.  Sheppy  indicated  that 
at  20  m.p.h.  a  car  with  standard  brakes 
could  be  stopped  in  35  ft.;  with  one  type 


IMPROVEMENTS  in  fundamentals, 
such  as  brakes,  tires,  and  fuel,  were 
the  main  subjects  considered  at  the 
summer  meeting  of  the  Society  of  Auto- 
motive Engineers.  Some  800  members 
and  guests  gathered  at  Spring  Lake, 
N.  J.,  for  a  four-day  program  (June 
19-23)  of  committee  meetings,  technical 
sessions,  and  actual  demonstrations  of 
the  equipment. 

At  the  four-wheel  brake  session 
papers  were  read  by  A.  M.  Yocum,  chief 
engineer.  United  States  Axle  Company, 
Pottstown,  Pa.,  and  Marshall  Guil- 
lemon,  a  French  engineer  with  the 
Renault  Company.  Mr.  Yocum  ex- 
plained the  advantages  of  a  front-wheel 
braking  system  developed  by  his  com- 
pany. (This  has  already  been  described 
in  Bus  Transportation,  page  242,  May 
issue.)  He  said  that  the  construction 
compensates  for  lining  or  machining 
inaccuracy,  whereas  in  most  foreign  de- 
signs only  two  shoes  were  in  contact, 
and  this  might  be  lost  easily  owing  to 
changes  in  loading,  or  to  heat  and 
moisture. 

In  France,  Monsieur  Guillemon  ex- 
plained, vehicles  operate  at  a  much 
higher  speed  than  in  this  country,  so 
that  better  braking  has  been  found 
imperative.  Brakes  on  the  rear  wheels 
only  are  a  back  number  if  increased 
speed  is  to  be  had,  combined  with 
safety.  The  Renault  design  makes  use 
of  the  sc>-called  Servo  principle,  in 
which  a  mechanical  device  is  interposed 
to  increase  the  power  by  providing  a 
source  of  energy  independent  of  the 
conventional  mechanical  operation..  The 
energy  thus  used  is  the  motion  of  the 
vehicle  itself,  exerted  through  a  drum, 
clutch,  gearing  and  a  small  differential 
mechanism.  On  the  front  wheels  the 
Perrot  system  is  used,  this  consisting 
of  a  universally  jointed  brake  camshaft 
carried  on  the  frame  side  members,  and 
an  internally  expanding  brake.  In  this 
construction  brakes  are  fitted  on  all 
four  wheels  and  are  applied  simul- 
taneously by  the  pedal,  while  the  hand 
lever  controls  a  set  of  brakes  on  the 
rear  wheels  independently.  The  latter, 
however,  is  used  only  to  lock  the  car 
after  it  has  been  brought  to  a  standstill. 

Several  other  engineers  who  have 
been  trying  out  four-wheel  brakes  came 
out  strongly  in  favor  of  them,  in  prin- 


Meetings,  Conventions 
and  Exhibits 


July  10-11 — Washington  Auto  Trans- 
portation Association,  Tacoma, 
Wash. 

July  11-15 — Idaho  Automotive  Trade 
Asso(.-iation,  Twin  Falls.   Idaho. 

July  23-24 — National  Automobile  Deal- 
ers' Association.  Hotel  Dralte,  Chi- 
cago. III. 

July  23 — Semi-annual  meeting  of  the 
Alabama  Automotive  Trades  Asso- 
ciation,  Mobile,   Ala. 

Sept.  19-21 — Motor  Accessory  Manu- 
facturers' Association.  Boston. 
Mass. 

Oct.  1-5 — National  Safety  Council  & 
Exhibit,  Buffalo,  N.  Y. 

Oct.  25-26 — Society  of  Automotive  En- 
gineers (Production),  Cleveland, 
Ohio. 

Dee.  3 — American  Association  of  State 
Highway  Officials.  New  Orleans, 
Louisiana. 

Dec.  19  —  Philadelphia  Motor  Truck 
Association,  Philadelphia,  Pa. 


of  front  wheel  brake  It  requires  23  ft. 
Another  design  permitted  the  car  to  be 
stopped  in  15  ft.  At  50  m.p.h.,  the  dis- 
tances were  175  ft.  with  the  standard 
brakes,  and  114  ft.  and  90  ft.  with  the 
two  designs  of  front  wheel  brakes. 

Still  another  note  of  caution  was 
sounded  by  Henry  M.  Crane,  consulting 
engineer  of  New  York,  and  nominee  for 
next  year's  president  of  the  Society. 
On  large  cars,  he  held,  an  auxiliary 
mechanism  or  excessive  pedal  motion 
would  be  required.  On  account  of  the 
treatment  the  car  gets  after  it  leaves 
the  factory  simplicity  is  essential.  In 
this  connection  the  transmission  brake 
should  not  be  ignored;  it  gives  good 
cooling  and  long  life,  is  clear  of  mud 
and  dirt,  and  not  affected  by  pedal  ac- 
tion on  rough  roads. 

There  were  a  number  of  demonstra- 
tion cars  present  at  the  meeting,  which 
afforded  the  members  an  opportunity 
to  ride  in  them  during  their  tests  of 
the  braking  apparatus.  Among  these 
were  a  Renault  and  an  Isotta  Fraschini, 
representatives  of  French  and  Italian 
construction,  respectively,  a  Cadillac 
car  fitted  with  Lockheed  hydraulic  four- 
wheel  brakes.  Pierce  -  Arrow  with 
mechanical  brakes  and  a  car  with  the 
front  wheel  brakes  made  by  the  United 
States  Axle  Company.  The  Quarter- 
master Corps,  United  States  Army, 
exhibited  a  5-ton  truck  of  the  six- 
wheel  type,  this  having  brakes 
interlocked  on  the  four  rear  wheels  and 
giving  a  performance  comparable  with 
the  four-wheel  brake  passenger  cars. 

Many  Balloon  Tires  on  Hand 

To  illustrate  the  paper  on  the  new 
balloon  tires  given  by  J.  E.  Hale  of 
the  Firestone  Company  (which  will  be 
abstracted  in  an  early  issue)  there  were 
half  a  dozen  cars  on  hand.  These  in- 
cluded all  types  from  a  Ford  touring 
car  to  a  Pierce  Arrow  and  represented 
tires  of  the  following  makes:  Firestone, 
Fisk,  Goodrich,  Goodyear,  Miller  and 
United  States.  Mr.  Hale  predicted  that 
the  industry  is  on  the  threshold  of  a 
great  advance  in  pneumatic  tire  con- 
struction. The  new  tires  will  be 
featured  by  larger  sections,  thinner 
walls  and  lower  pressures  (from  15  to 
35  lb.)   than  now  used. 

In  discussing  Mr.  Hale's  paper  there 
was  some  disagreement  with  his  con- 
clusions. The  tire,  it  was  said,  is  only 
a  small  part  of  the  problem,  and  the 
big  job  is  to  design  the  rest  of  the 
vehicle  to  make  use  of  the  new  tires. 
The  questions  of  rim,  steering  and  fuel 
consumption  were  brought  up  and  some 
doubt  expressed  as  to  the  value  of 
balloon  tires  for  high  speed  operation. 
It  was  agreed  that  the  main  troubles 
wore,  as  expressed  by  Mr.  Hale,  dust 
raising  and  stone  throwing. 

In  answer  to  a  question  Mr.  Hale  said 
that  the  new  forms  of  tires  were  being 
tried  out  for  bus  work,  but  that  no 
definite  results  had  yet  been  obtained. 
The  grooved  tread  looks  promising  as  a 
substitute  for  non-skid  designs,  on 
account  of  the  former's  ability  to  hold 
the  road. 


July,1923 


BUS 
TRVSSKmiMlON 


349 


From  the  operator's  standpoint  the 
tire  pressures  must  receive  greater 
attention  than  heretofore,  if  the  new 
types  are  to  jr've  the  best  results.  Mr. 
Hale  suggested  that  the  inflation  pres- 
sure be  determined  by  weighing  the  load 
which  may  be  carried  with  23  per  cent 
deflection  of  the  tires  for  each  pound 
of  inflation.  When  this  is  determined 
for  each  end  of  the  car,  the  value 
should  be  stamped  on  a  small  plate  to 
be  attached  somewhere  to  the  vehicle  in 
a  conspicuous  place.  Then  the  tire 
should  be  carefully  inflated  so  as  to 
take  within  one  pound  of  this  correct 
pressure. 

DeMONSTAATIO.N  of  llEADLlGHTl.NG 

The  Falge-Brown  paper  on  head- 
lights, which  is  abstracted  elsewhere  in 
this  issue  was  concluded  by  an  outdoor 
demonstration,  showing  on  the  s?reen 
the  effect  of  good  and  bad  head- 
lighting.  Different  lenses,  settings  of 
the  lamps,  and  types  of  headlamp  con- 
struction, were  displayed  on  this  screen 
to  show  the  various  types  of  illumina- 
tion. In  delivering  the  paper  Mr. 
Falge  emphasized  the  fact  that  most 
of  our  present  troubles  are  due  to  im- 
proper adjustment.  A  new  form  of 
lens,  which  he  exhibited,  is  intended  to 
make  adjustment  easier  by  eliminating 
the  necessity  for  focusing,  so  that  aim- 
ing the  headlamp  is  the  only  operation 
required. 

Dr.  C.  H.  Sharp  of  the  Electrical 
Testing  Laboratories,  Inc.,  New  York, 
warned  the  engineers  that  road  con- 
ditions must  be  improved  or  that  dras- 
tic laws  would  be  enacted  to  the  pos- 
sible injury  of  the  automobile  industry. 
He  called  attention  to  the  testing 
specifications  adopted  by  the  Society 
of  Automotive  Engineers  and  the  Il- 
luminating Engineering  Society  as  an 
example  of  a  rational  means  for  regu- 
lating headlights,  and  urged  that  these 
be  adopted  in   all  the  states. 

The  work  of  the  Conference  of  Motor 
Vehicle  Administrators,  consisting  of 
officials  from  the  states  in  the  north- 
eastern section  of  the  country,  was  de- 
scribed by  a  representative  of  the 
Motor  Vehicle  Department  of  the  State 
of  New  Jersey.  This  conference  has 
approved  some  twenty-two  headlight 
devices  in  place  of  the  200  or  more 
previously  authorized,  and  has  officially 
adopted  the  testing  specifications  re- 
ferred to  by  Dr.  Sharp.  The  manufac- 
turers of  motor  cars  were  urged  to  co- 
operate in  this  movement  by  installing 
satisfactory  devices  on  all  new  cars  put 
on  the  market. 

H.  M.  Crane  called  attention  to  the 
practice  of  dimming  or  cutting  off  the 
main  headlights  by  one  or  both  of 
passing  drivers.  The  practice  is  dan- 
gerous, as  not  enough  illumination  is 
provided  to  permit  safe  passing.  He 
did  not  believe  dimming  should  be 
necessary  if  the  lights  were  properly 
adjusted.  This  view  was  supported  by 
Mr.  Shanley  of  the  New  Jersey  State 
Motor  Vehicle  Department.  Dimming 
is  not  required  by  the  New  Jersey 
regulations,  even  in  the  cities. 


Results  of  road  tests  made  to  deter- 
mine the  value  of  different  grades  of 
fuel  were  reported  by  Dr.  H.  C.  Dick- 
inson, research  manager  of  the  Society 
of  Automotive  Engineers.  Last  winter 
some  fifty  cars  used  for  test  work  by 
manufacturers  covered  about  50,000 
miles.  Four  different  grades  of  fuel 
were  u.sed,  varying  in  viscosity,  under 
.similar  conditions.  Similar  tests  had 
previously  been  made  during  the  sum- 
mer months. 

These  summer  tests  had  shown  the 
.-same  results  with  the  different  fuels, 
and  so  the  runs  during  the  winter  were 
made  as  a  check.  In  addition  to  the 
increased  consumption  which  was 
about  20  per  cent  for  the  winter  opera- 
tion, there  was  found  also  a  slight 
difference  (.3  per  cent)  in  consumption 
for  the  heavier  fuels.  This  difference 
is  small,  but  is  considered  important, 
in  that  30  per  cent  more  of  the  heavier 
fuels  can  be  obtained  from  the  crude 
petroleum. 

The  drivers  of  these  cars  favored 
the  fuels  with  a  low  initial  point  even 
though  the  end  points  were  high  and 
more  fuel  required.     This  was  pointed 


out  as  an  example  of  h'jvi  easily  drivers 
could  be  fooled  in  regard  to  general 
performance,  by  a  fuel  that  gave  good 
starting    and    acceleration. 

The  advantages  of  the  automatic 
spark  advance  were  explained  by  Prof. 
G.  B.  Upton  of  Cornell  University.  He 
said  that  this  was  mechanically  a 
simpler  problem  than  the  construction 
of  carburetors.  At  present  the  average 
timing  error  on  cars  is  about  15  deg., 
which  means  a  10  per  cent  loss  of  fuel. 
This  could  be  cured  by  automatic  ad- 
vance, a  necessity  particularly  because 
motlern  driving  is  mainly  acceleration 
and  deceleration.  The  main  objection 
to  the  use  of  this  construction  is  the 
patent  situation,  according  to  one  en- 
gineer, on  account  of  important  ele- 
ments required  being  incorporated  in 
separately  owned  patent.s.  Another 
objection  was  that  while  the  spark  ad- 
vance mechanism  could  be  designed  to 
work  when  the  car  was  new,  after  it 
had  run  5,000  miles  or  so,  and  the 
engine  carbonized  and  the  cylinder  and 
rings  worn,  it  would  not  work  .satis- 
factorily, so  it  would  still  be  necessary 
to  keep  a  spark  control  for  the  driver. 


Sugiieslioiis  for  Belter  lleadlii'litinii* 

By  R.  N.  Falge  anu  W.  C.  Brown 

Engineering  Department,  Natkmal  Lamp  Works  of  General  Electric  Company 


DESPITE  the  progress  which  has 
been  made  in  the  past  few  years  in 
improving  automobile  headlights,  the 
fact  remains  that  on  the  whole  condi- 
tions on  the  main  traveled  highways 
of  the  country,  particularly  those  near 
large  centers  of  population,  are  most 
unsatisfactory.  The  genuine  concern 
which  is  apparent  everywhere,  the  fact 
that  state  legislatures  are  finding  it 
necessary  to  strengthen  laws  in  an 
attempt  to  improve  conditions,  the  very 
fact  that  this  society  is  willing  to  de- 
vote an  entire  evening  to  the  problem, 
ail  indicate  that  this  matter,  which  has 
such  a  direct  bearing  on  the  safety  of 
the  motorist,  has  not  been  handled  as 
effectively  as  others  of  less  importance 
which  have  to  do  merely  with  road  per- 
formance and   repair  bills. 

Without  question  an  immediate  and 
far-reaching  improvement  in  headlight- 
ing  would  result  if  motorists  generally 
could  be  made  to  realize  two  facts: 

1.  That  it  is  entirely  possible  to  get 
better  road  illumination,  and  at  the 
same  time  to  eliminate  objectionable 
glare  by  proper  adjustment  of  the 
majority  of  headlamps  now  in  service. 

2.  That  the  driver  who  makes  the 
proper  adjustments  now,  without  wait- 
ing for  others  to  make  their  adjust- 
ments, not  only  removes  the  annoy- 
ance he  is  causing  everyone  else,  but 
also  provides  for  himself  a  better,  safer 
driving  light,  which  makes  it  easier 
for  him  to  pass  cars  with  glaring  head- 
lamps. 

To  improve  conditions  the  motorist 
should  be  provided  with  accurate  equip- 

•.\bstract  of  paper  at  semi-annual  meet- 
inp:.  Society  of  Automotive  Engineers,  held 
June  19-23.  1923,  at  Spring  Lake,  N.  J. 


ment,  having  simple  adjustments.  He 
should  also  receive  instruction  so  clear 
and  comprehensive  that  he  can  follow 
them  easily,  and  can  make  intelligent 
allowance  for  such  commercial  varia- 
tions in  the  equipment  as  affect  the 
light  distribution. 

Good  headlighting  without  objection- 
able glare  is  obtained  by  concentrating 
the  rays  emitted  in  all  directions  from 
the  filament  of  an  automobile  headlight 
lamp  into  a  shallow  band  of  light  hav- 
ing a  candlepower  hundreds  of  times 
greater  than  that  of  the  lamp,  directing 
it  straight  ahead  of  the  car,  and  tilting 
it  so  that  the  top  edge  or  cut-off  of  the 
beam  is  at  the  level  of  the  headlamp. 
The  beam  should  spread  far  enough  to 
the  sides  to  illuminate  the  ditches  and 
turns.  A  low-intensity,  diffused  light, 
sufficient  to  reveal  pedestrians,  over- 
hanging obstructions,  etc.,  but  not 
enough  to  blind  approaching  drivers,  is 
desirable  above  the  cut-off. 

Engineers  of  the  Society  of  Automo- 
tives  Engineers,  after  very  careful 
study,  have  found  that  good  driving 
light  without  objectionable  glare  will 
be  obtained  when  the  candlepower 
directed  to  certain  points  on  the  road 
ahead  of  the  car,  as  shown  in  the  figure, 
falls  within  certain  limits  which  they 
can  specify.  Point  ,4  is  directly  ahead 
of  the  car  and  at  the  level  of  the  head- 
lamps. Points  C  and  D  are  glare  points 
at  the  level  of  the  approaching  driver's 
eyes  100  ft.  ahead.  Points  B,  P,  Q 
and  5  are  road  illumination  points. 
When  the  headlamps  are  36  in.  above 
the  road  point  B  is  172  ft.  ahead  of  the 
car;  P,  114  ft.  ahead  of  the  car,  and 
6  ft.  to  either  side  of  the  car  axis; 
Q,  57  ft.  ahead  and  6  ft.  to  either  side; 


350 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


and  S,  43  ft.  ahead  and  9  ft.  to  either 
side.  These  same  points  are  shown 
in  the  second  illustration,  as  they  ap- 
pear to  the  driver. 

The  most  common  type  of  headlight- 
ing  equipment  consists  of  a  highly 
polished  parabolic  reflector  using  a 
21-cp.  gas-filled  lamp  in  a  socket  which 


with  the  distances  ahead  of  the  car  to 
which  the  light  is  projected  that  satis- 
factory results  cannot  be  expected  with 
inaccurate  or  poorly  adjusted  equip- 
ment. 

Given  good  equipment,  the  problem  of 
insuring  proper  adjustment  still  re- 
mains.    Greater    simplicity    will    go    a 


Poiuts  in  front  of  car,  for  which  headlight  candlepower  is  specified, 
OS  they  appear  to  the  driver 


may  be  moved  forward  or  backward 
along  the  reflector  axis  to  compensate 
for  variations  in  the  positioning  of  the 
filament  in  commercial  lamps;  some 
means  is  provided  to  spread  the  beam 
to  both  sides  and  in  many  cases  to  bend 
it  downward. 

The  parabolic  reflector  may  be  vis- 
ualized as  composed  of  a  multitude  of 
small  flat  mirrors  each  so  placed  that 
a  light  ray  from  one  point,  known  as 
the  focal  point,  is  reflected  in  a  direc- 
tion parallel  to  the  axis  of  the  reflector. 
With  all  reflected  rays  parallel,  the 
diameter  of  the  beam  at  any  distance 
would,  of  ocurse,  be  the  same  as  that 
of  the  reflector  opening.  With  the  light 
rays  coming  from  any  other  point,  the 
angles  at  which  they  strike  would  be 
changed,  and  only  such  as  happened 
to  be  in  line  with  the  focal  point  would 
be  reflected  parallel  to  the  reflector  axis. 

The  filament  of  an  automobile  lamp 
must  have  some  size,  and  it  cannot, 
therefore,  all  be  exactly  at  the  focal 
point.  Rays  which  come  from  points 
on  the  filament  not  at  the  focal  point 
are  not  reflected  exactly  parallel  to  the 
reflector  axis.  The  farther  from  the 
point  they  happen  to  be,  the  more  they 
diverge.  Actually,  an  image  of  the 
filament  is  reflected  from  every  point 
on  the  reflector.  These  filament  images 
increase  in  size  with  distance  and 
at  20  or  30  ft.  ahead  of  the  car, 
when  the  filament  is  properly  placed 
about  the  focal  point,  they  overlap  and 
intermingle  in  such  a  manner  as  to  pro- 
duce a  fairly  uniform  intensity  over 
the  cross-section  of  the  beam. 

It  is  evident  from  this  discussion  of 
the  fundamental  principles  underlying 
the  operation  of  the  headlamp  that  it 
is  a  very  sensitive  device.  The  dis- 
tances from  the  filament  to  the  reflector 
and  lens  are  so  very  short  as  compared 


long  way  toward  its  solution.  Proper 
adjustment  of  all  devices  in  general 
use  today  necessitates  both  focusing  and 
aiming.  It  appears  impossible  to  elim- 
inate the  aiming  adjustment.  To  design 
redirecting  equipment  which  will  elim- 
inate the  focusing  adjustment  is  both 
possible  and  practicable. 

Lens  to  Eliminate  Focusing 

A  lens  which  with  accurate  equip- 
ment will  compensate  for  commercial 
variations  in  filament  positioning  in  the 
lamp,  and  at  the  same  time  distribute 
the  light  eff'ectively  in  the  beam,  has 
recently  been  designed. 

It  takes  advantage  of  the  fact  that 


headlamps.  The  light  rays  from  the 
upper  and  lower  zones  tend  to  rise  or 
fall  as  the  lamp  is  moved,  but  they  are 
deflected  downward  suflSciently  by 
means  of  prisms  so  that  they  will  not 
rise  above  the  top  of  the  beam  from  the 
middle  zone  when  the  filament  is  moved 
ahead  or  back  of  the  focal  point  through 
predetermined  and  relatively  wide  lim- 
its. Incidentally  the  beams  from  reflec- 
tors which  are  surfaces  of  revolution, 
but  which  are  not  truly  parabolic  in 
contour,  will  ordinarily  have  a  sharper 
cut-oflf  at  the  top  with  this  lens  design 
than  with  others  which  spread  the 
beam. 

To  illuminate  the  roadbed  most  ef- 
fectively, the  maximum  intensity  should 
be  placed  as  near  the  top  of  the  beam 
as  possible,  where  it  will  be  projected 
farthest  down  the  road.  Since  the  eye 
accommodates  itself  rather  slowly  to- 
changes  in  intensity,  the  candlepower 
should  fall  off  toward  the  bottom  and 
sides  of  the  beam  to  illuminate  the 
roadbed  evenly  and  to  eliminate  bright 
spots  which  reduce  the  visibility  to 
points  beyond.  To  incorporate  these 
characteristics  in  the  lens  the  light 
in  each  zone  has  been  spread  and 
bent  by  different  amounts.  The  mid- 
dle zone  bends  the  light  passing 
through  it  very  slightly,  and  the- 
spreading  effect  is  hardly  more  than 
is  necessary  to  smooth  up  the  beam. 
The  lower  prism  bends  the  light 
considerably  more  and  spreads  it  sufli- 
ciently  to  illuminate  the  road  sides 
near  the  car  and  assist  in  making  turns. 
The  upper  zone  has  an  intermediate 
spread  and  tilt.  When  focused  to  give- 
the  best  results,  boundaries  of  the  beam 
follow  fairly  closely  the  test  stations 
which  the  S.A.E.  has  determined  upon 
in  specifying  desirable  road  illumina- 
tion. The  design  is  such  that  there  is 
sufficient  stray  light  above  the  hori- 
zontal to  illuminate  pedestrians,  over- 
hanging obstructions,  and  similar 
objects. 


MAX.  2400CR 
MIN.    600CP 

MAX.6000CP         ZSV£L  OT  ROAO 

MIN.2000CR      fifADLAMfiS  SURFACE 

X'ABWC/XAD  '^\ 

MINi2S,CI00CR «172Ft. 

{p)  MIN.IO.OOOCR 114  Ft. 

3" ^H 

'"  Q) 57  Ft. 

S>-43  Ft. 


Diagram  of  test  positions  showing  candlepowers  recommended  by  S.A.E. 


rays  reflected  from  a  parabolic  surface 
converge  or  diverge  as  the  light  source 
is  moved  ahead  or  back  of  the  focal 
point.  The  light  rays  which  pass 
through  the  middle  zone  are  tilted 
downward  slightly,  and  form  the  upper 
part  of  the  beam.  As  the  filament  is 
moved  ahead  or  back,  the  rays  in  this 
zone  converge  and  diverge  laterally, 
and  maintain  the  top,  or  cut-off,  of  the 
beam  at  substantially  the  level  of  the 


This  lens  can  be  designed  to  compen- 
sate for  variations  in  filament  position- 
ing within  the  commercial  limits  ordi- 
narily accepted  in  lamp  manufacture. 
The  distribution  of  light  becomes  less 
desirable  as  the  tolerances  are  in- 
creased. The  most  satisfactory  com- 
promise between  light  distribution  and 
accuracy  in  lamp  assembly  appears  to 
result  when  the  lens  is  designed  to  com- 
pensate for  variations  of   it  in.  ahead' 


July,  1923 


BUS 

irvn:spohta7X3n 


351 


or  back  of  focus,  or,  in  other  words,  the 
tolerances  to  which  tipless  precision 
lamps  are  now  beintr  manufactured. 

The  permissible  axial  variations  of 
^i  in.,  to  which  these  same  tipless  pre- 
cision lamps  are  manufactured,  are 
also  acceptable.  Axial  variations  tend 
mainly  to  raise  or  lower  the  entire 
beam  without  serious  distortion.  They 
may  be  compensated  for  with  very  fair 
success  by  aimins  the  headlamps. 

Lamps  should  be  uniform  and  effi- 
cient in  performance  throughout  life. 
They  should  have  highly  concentrated 
filaments  to  give  minimum  beam  di- 
vergence. The  filaments  should  be  posi- 
tioned accurately  with  respect  to  the 
locking  pins  and  to  the  axis  of  the  base 
to  minimize  beam  distortion.  They 
should  not  sag  in  service. 

Sockets  should  grip  bases  firmly  and 
fit  reflector  sleeves  closely  so  that 
lamps  will  not  be  jarred  out  of  adjust- 
ment as  the  vehicle  passes  over  rough 
spots  on  the  road.  Socket  and  reflector 
axes  should  coincide.  Electrical  re- 
sistances at  the  contacts  should  be  low 
to  minimize  losses  in  light. 

Reflectors  should  be  highly  efl^icient 
and  not  warp  or  tarnish  in  service.  In- 
accurate contour  causes  glare  and  un- 
satisfactory road  illumination. 

Lenses  should  be  free  from  hills  and 
hollows  caused  by  careless  poli.shing  of 
glass  moulds.  Their  design  should  be 
based  on  sound  engineering  principles. 

Doors  should  be  easy  to  remove  and 
to  replace.  Means  should  be  provided 
to  prevent  the  lens  from  rotating. 

Universal  mountings  should  be  pro- 
vided to  facilitate  aiming.  The  import- 
ance of  proper  aiming  cannot  be  over- 
«mphasized. 

The  fact  that  a  few  of  the  parts 
manufacturers  are  able  to  furnish 
equipment  which  will  meet  most  of  the 
requirements  discussed  above  at  little  if 
any  increase  in  price  is  proof  that  it  is 
today  commercially  possible  and  prac- 
ticable to  attain  the  required  standards 
of  accuracy.  Satisfactory  performance 
is,  however,  unquestionably  of  sufficient 
importance  to  justify  where  necessary 
a  small  additional  cost  for  thoroughly 
satisfactory  equipment. 

The  use  of  devices  which  eliminate 
the  necessity  for  focusing  and  leave  to 
the  motorist  only  the  simpler  adjust- 
ment of  aiming,  should  increase  the 
number  of  cars  on  the  road  with  head- 
lamps properly  adjusted  and  should  as- 
sist materially  in  regaining  the  co- 
operation of  car  owners  in  improving 
headlighting  conditions  throughout  the 

country. 

• 

Federal-Aid   Highway  System 
Explained  by  Wallace 

AT  THE  annual  meeting  of  the 
.  American  Automobile  Association, 
held  on  May  22  in  New  York,  the 
Secretary  of  the  United  States  Depart- 
ment of  Agriculture,  the  Hon.  Henry  C. 
Wallace,  said  that  at  the  end  of  the 
summer  about  179,000  miles  will  have 
been  desigmated  as  part  of  the  federal- 
aid  highway  system.  All  but  three 
states  have  submitted  tentative  systems 


for  approval.  Un  March  HI,  21,338 
miles  had  U'en  completed  at  a  total  cost 
of  $378,000,000,  and  the  federal  share 
of  this  cost,  amounting  to  $lfil,000,000, 
approximately,  had  been  paid  to  the 
.states.  The  total  mileage  completed  or 
under  construction  on  March  31  was 
nearly  40,000,  the  difference  being  made 
up  of  about  3,.")00  miles  completed  but 
not  finally  accepted  by  the  government, 
and  some  14,000  miles  under  construc- 
tion. 

When  the  system  is  completed,  one 
will  be  able  to  travel  from  any  town  of 
'i.OOO  population,  or  greater,  to  any 
other  town  of  the  same  population, 
without  leaving  an  improved  road.  A 
study  of  typical  states  in  the  East, 
Middle  West  and  West,  shows  clearly 
that  the  federal-aid  roads  will  give  a 
maximum  of  service.  In  Maryland, 
said  the  Secretary,  not  more  than  2J 
per  cent  of  the  population  lives  further 
than  10  miles  from  a  federal-aid  road; 
in  Indiana  less  than  1  per  cent;  in  Ari- 
zona, where  the  total  population  is  but 
334.000,  perhaps  one-third  will  live  out- 
side of  the  10-mile  zone.  In  designat- 
ing these  routes,  the  chief  aim  of  the 
states  and  the  federal  government  has 
been  to  select  routes  which  will  give  the 
maximum  local  service,  and  at  the  same 
time  connect  with  one  another  to  form 
a  great  national  highway  system. 


bus  operations,  making  them  feeders  to 
the  trolleys  and  steam  lines.  Thus  will 
be  assured  more  freight  and  passengers 
for  the  long  haul,  which  would  more 
than  offset  any  revenue  that  may  be 
lost  through  the  short  haul. 


Railroad  Men  as  Transport 
Managers 

AS  A  RESULT  of  a  survey  of  the 
highway  transportation  field,  Alfred 
Reeves,  general  manager  National  Auto- 
mobile Chamber  of  Commerce,  believes 
that  railroad  men  as  experts  on  trans- 
portation, are  the  proper  ones  to  man- 
age highway  transportation,  particu- 
larly as  it  can  be  made  an  addition  and 
a  feeder  for  rail  lines. 

This  opinion  was  expressed  by  Mr. 
Reeves  in  a  talk  given  on  Feb.  5  before 
the  Transportation  Club  of  Detroit, 
Mich.  An  abstract  of  Mr.  Reeves'  re- 
marks follows: 

While  the  truck  has  benefited  many, 
it  may  have  taken  some  traffic  from  the 
railroad,  but  as  it  has  been  of  a  short- 
haul  character  on  which  the  railroads 
claim  they  do  not  make  money,  this  has 
been  something  of  a  blessing. 

Railroad  men  are  not  certain  of  the 
proper  distance  for  profitable  truck 
haul,  their  opinions  ranging  from  25 
to  150  miles.  The  truck  will  take  the 
place  of  many  short-haul  railroads. 
More  than  two-thirds  of  the  649  rail- 
roads in  the  Short  Line  Association,  are 
listed  as  having  less  than  25  miles  of 
track,  which  under  the  new  order  of 
things  means  that  they  will  have  diffi- 
culty in  competing  with  the  motor  truck. 

Everywhere  we  find  railroads,  trolley 
lines,  and  even  the  Chicago  "L"  adding 
trucks  and  buses  to  their  equipment. 

Bus  and  truck  lines  have  not  all  been 
successful,  generally  because  of  mis- 
management or  because  of  routes  that 
furnish  insufficient  returns.  All  this 
means  that  the  railroad  men  are  the 
proper  ones  to  take  charge  of  truck  and 


Educational  Work  to  Be  Started 

by  Simplified  Practice 

Committee 

AT  A  meeting  of  the  Automotive 
Simplified  Practice  Committw  held 
on  June  14th  in  New  York,  plans  were 
discus.sed  for  a  comprehensive  cam- 
paign to  educate  the  four  important 
I'roups  represented  on  the  committ<'<- 
These  consist  of  the  consumer  or  usi-r 
•rroup,  the  .service  or  garagi-  group, 
the  sales  or  dealer  group,  and  the  pro- 
ducer or  manufacturer's  group. 

It  is  hoped  in  this  work  to  de.scribe 
the  general  standardization  movement, 
show  how  standards  are  formulated 
and  used,  and  explan  why  they  are  of 
value  to  the  different  groups.  This 
v,ill  h"elp  to  make  known  the  funda- 
mental purpose  of  the  committee,  which 
is  to  bring  about  the  greater  use  of  the 
standards  alreadv  established  in  the 
automotive  industry,  and  to  assi.st  in 
determining  whether  they  should  be 
revised  so  as  to  be  more  widely  used 
by  the  manufacturers. 

The  committee  oppointed  at  the  May 
meeting  to  study  the  status  of  radiator 
cap  standardization  reported  that  a 
large  part  of  the  production  is  confined 
to  three  or  four  sizes,  in  a  list  of  thirty 
radiator  cans.  This  subject  will  be 
given  further  study. 

As  a  new  topic,  it  was  voted  to  in- 
vestigate the  extent  to  which  S.A.E. 
standards  for  humper  mountings  are 
used  A  sub-committee  was  appointed 
to  report  on  this  subject  at  the  next 
meeting,  which  will  not  be  held  until 
some  time  after  the  middle  of  Septem- 
ber. 

Selling  Motor  Tran.sportation 
Through  Advertising 

SPEAKING  at  the  At'antic  City  ad- 
vertising convention  on  June  4, 
George  M.  Graham,  vice-president  of 
the  Chandler  Motor  Car  Company, 
Cleveland,  said: 

"Within  the  industry,  there  seem 
four  outstanding  problems  brought 
about  by  the  constantly  increasing  use 
of  the  automobile: 

"First,  we  must  finance  and  expand 
our  highways  systems  to  take  care  of  a 
volume  of  traffic  which  is  fast  outstrip- 
ping their  capacity. 

"Second,  tax  and  license  charges 
again.st  motor  transportation  must  be 
so  restrained  that  while  adequate,  they 
be  not  restrictive  or  punitive. 

"Third,  motor  transportation  must 
be  fitted  into  its  proper  relationship 
with  other  mediums  of  transportation, 
so  that  the  economic  needs  of  the  pub- 
lic can  best  be  served. 

"Fourth,  a  way  must  be  formed  to 
curtail  the  number  of  accidents  and 
fatalities  chargeable  to  the  automobile." 


352 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


News  of  the  Road 


From  wherever  the  bus  runs,  are 
brought  together  the  important 
events,  here  presented  to  show  the 
movements  of  the  day. 


Buses  Downtown 

Expert  Advocates  Exclusive  Use  of 
Auto  in  Chicago's  Conge.stcd  Loop 
District. 

PUTTING  all  surface  cars  and  ele- 
vated railroad  trains  in  subways  in 
Chicago's  Loop  district  and  permitting 
only  motor  buses  as  a  means  of  public 
transportation  in  the  downtown  district 
is  advocated  by  John  A.  Ritchie,  presi- 
dent Chicago  Motor  Coach  Company, 
after  a  year's  study  of  the  local  trans- 
portation problem. 

Mr.  Ritchie's  recommendations  are 
contained  in  a  report  which  he  made 
public  late  in  June  which  supports 
the  subway  terminal  recommendations 
made  by  the  1916  city's  traction  and 
subway  commission.  It  also  embodies 
developments  in  motor  bus  transporta- 
tion based  on  his  experience  with  the 
operation  of  the  Fifth  Avenue  Coach 
Company,  New  York,  and  the  more  re- 
cent inauguration  of  bus  transporta- 
tion in  Chicago. 

Mr.  Ritchie  in  his  plan  divides  the 
city  and  its  environs  for  the  purposes  of 
transportation  into  five  sections :  A 
central  business  district;  an  inner 
residential  district  within  5  miles  of 
the  Loop;  an  outer  residential  district, 
between  5  and  10  miles  from  the  Loop; 
South  Chicago;  and  the  suburbs. 

He  points  out  that  Chicago  is  re- 
stricted in  growth  to  one-half  the  sweep 
of  a  circle,  due  to  Lake  Michigan,  and 
requires  traveling  40  per  cent  greater 
distances  from  its  center  than  other 
cities.  The  average  ride,  Mr.  Ritchie 
says,  is  nearly  one-half  again  as  long  as 
in  cities  where  expansion  may  be  in  all 
directions.  In  addition,  he  points  out 
that  approach  to  the  business  center  is 
restricted  by  railroads  and  the  Chicago 
River. 

"Beyond  the  5-mile  I'mit  the  time  sav- 
ing by  elevated  and  subway  lines  be- 
comes so  great  as  compared  with  sur- 
face lines  that  within  this  territory  the 
bulk  of  the  serious  or  business  travel 
will  naturally  go  to  the  elevated  and 
subway  lines,"  says  Mr.  Ritchie.  "It  is 
generally  conceded  that  within  the 
inner  residential  district  the  major  part 
of  the  traffic  is  most  efficiently  handled 
by  surface  facilities,  and  this  means 
motor  bus  as  well  as  electric  car  haul- 
ing. 

"Below  a  certain  number  of  passen- 
gers by  the  mile-route-year,  the  motor 
bus  has  an  economic  advantage  over 
the  surface  railway.  Improvements  in 
buses  in  the  future  will  undoubtedly 
operate  to  enlarge  their  field  and  re- 
duce that  of  electric  cars  outside  the 
more  densely  populated  areas." 


To  preserve  the  usefulness  of  sur- 
face car  lines,  he  declares  that  sub- 
ways must  be  built  through  the  central 
business  district.  These,  he  asserts, 
will  leave  the  Loop  streets  clear  of 
fixed  track  traffic,  eliminate  delays  and 
save  fully  15  per  cent  in  time  from 
the  4-mile  circle  to  the  center  and  30 
per  cent  from  the  2-mile  circle. 

Mr.  Ritchie  declared  that  a  $4  invest- 
ment is  requii'ed  by  a  surface  electric 
railway  for  every  dollar  of  gross  rev- 
enue, but  only  $1.25  of  investment  is 
required  in  the  case  of  motor  bus 
service. 

"It  is  easier  to  raise  money  on  this 
basis,"  he  continued,  "and  the  amount 
placed  at  the  hazard  of  the  business  is 
less.  The  major  part  of  an  investment 
in  a  motor  coach  system  is  in  the 
coaches  themselves,  and  they  would  be 
practically  as  useful  in  one  place  as  an- 
other in  case  of  foreclosure  or  other 
reasons  for  removal  and  the  garages 
and   equipment  are   suitable  for  public 


President  Harding's  Views 
on  Transport  Evolution 

Extract   from   President's    Speech 
at  Kansas  City  on  June  22 

We  have  not  fuUy  apprjiised  the  evo- 
hitioii  from  tlie  ox  cart  to  motor  a^e. 
The  automobile  and  motor  truck  have 
made  greater  inroads  on  railway  rev- 
enues tlian  the  electric  lines  with  their 
intimate  appeal  to  the  local  conimu- 
nit.v.  There  will  never  be  a  backward 
step  in  motor  transportation.  15ul  we 
siiall  do  better  if  we  find  a  plan  to  co- 
or<linate  this  service  with  the  railways, 
rather  than  encourage  destructive 
competition. 

indeetl,  the  motor  transport  alrea<ly 
promises  relief  to  our  congested  ter- 
minals through  better  co-ordination. 
M'e  have  come  to  the  point  where  we 
need  all  the  statecraft  in  business  to 
find  the  way  of  making  transportation 
in  its  varied  forms  adequate  to  the  re- 
tiuirements  of  American  commerce,  to 
ufTord  that  transportatitni  its  due  re- 
ward for  service,  without  taking  from 
production  and  trade  a  hindering  ex- 
action. 

I  cannot  too  greatly  stress  the  im- 
portance of  this  great  problem.  It 
<-annot  be  solved  by  those  who  c<»m- 
iiiend  the  policy  of  confiscation  ttr  «Ie- 
struction.  n<ir  can  it  be  solved  by  those 
who  make  a  prejudiced  appeal  for 
political  favor.  We  must  franiily 
r«'cognlze  the  exactions  inipose<l  upon 
(he  ;\tiierican  farmer  during  the  war 
expansion  of  rates,  take  note  of  tli«" 
wage  flevelopment  which  will  yield  no 
reduction  in  the  principal  item  iif 
operating  <'ost,  and  seek  conditions 
under  which  we  may  have  the  reiiui- 
site  reductions  in  lixed  <-harges  which 
will    afford    encouraging   relief. 

If  the  s.^'steni  consolidations,  with 
diniinishcfl  overhead  costs,  with  t4'r- 
minal  lulvantagcs  largely  improved  and 
terminal  charges  greatly  redu<'ed.  will 
not  atl'ord  the  solution,  then  our  failui-e 
«111  enforce  a  costlier  experiment  anil 
the  one  great  commitment  which  I 
hope  (he  I'nited  States  will  forever 
escape. 


St.  Louis  Line  Popular 

New  Service  in  Mound  City  Attracting 
100,000  Riders  a  Week  With  Only 
Twenty  Vehicles  in  Use. 

THE  success  of  the  People's  Motor 
Bus  Company,  St.  Louis,  appears 
to  be  assured.  The  twenty  buses  now 
operating  in  the  Delmar  Boulevard 
service  between  University  City  and 
Eads  Bridge  are  carrying  upward  of 
100,000  passengers  per  week  and  the 
number    is   increasing   daily. 

On  May  29,  the  first  day  the  buses 
were  in  use,  13,000  passengers  rode  the 
buses,  and  the  next  day  the  total 
jumped  to  15,000,  and  finally  to  the 
average  of  100,000  per  week.  This 
patronage  was  far  in  excess  of  the 
early  estimates  made  by  the  company 
officials. 

Eventually  the  company  will  have 
two  hundred  or  more  buses  in  St. 
Louis  and  vicinity.  As  soon  as  the 
Delmar-Washington  service  is  put  on 
a  three-minute  basis  the  cross-town 
line  along  Grand  Boulevard  will  be 
opened.  This  is  regarded  as  the  most 
important  step  to  be  taken,  as  it  will 
open  up  sections  of  the  city  which  do 
not  have  street  car  facilities. 

"St.  Louis  is  the  best  bus  city  in  the 
United  States,"  said  Richard  W.  Meade, 
president  and  general  manager,  in  dis- 
cussing the  future  of  his  company. 
"We  have  never  received  a  more  whole- 
hearted welcome  from  city  officials  and 
the  general  public  than  we  have  here." 

An  indication  of  this  attitude  oc- 
curred the  first  day  buses  were  oper- 
ated. Officials  of  the  company  found 
a  man  placing  large  bouquets  of  car- 
nations, roses  and  peonies  on  each  bus 
at  Eads  Bridge.  They  bore  a  card 
which  read :  "Welcome  to  St.  Louis. 
Grimm  &  Gorly."  Upon  inquiry,  they 
were  informed  by  officials  of  the  floral 
firm  that  they  were  so  pleased  vvith 
the  fact  that  the  buses  were  being 
operated  on  Washington  Boulevard  in 
front  of  their  store  they  wished  to  show 
their  appreciation  by  saying  it  with 
flowers. 

Another  instance  indicated  this  same 
feeling  on  the  day  that  the  People's 
Motor  Bus  Company  opened  its  service 
in  University  City,  the  initial  line. 
R.  Fielding,  president  and  director- 
general  of  the  General  Film  Manufac- 
turing Comjiany,  a  $1)00,000  motion  pic- 
ture production  company,  communi- 
cated with  Mr.  Meade  in  substance  as 
follows: 

"I  noticed  that  your  motor  buses 
after  discharging  their  loads  circle  in 
front  of  our  studios.  I  want  to  sug- 
gest that   if  your  drivers  will   stop   in 


July.1923 


BUS 

TH^NSPORIAIION 


353 


front  of  our  plant  and  announce  that 
it  is  the  General  Film  Manufacturing 
Company's  studios,  we  will  reciprocate 
by  inforniins  every  one  coming  to  our 
studios  to  ride  the  motor  buses  which 
stop  in  front  of  our  doors." 

Mr.  Meade  readily  accepted  the  offer, 
and,  needless  to  say,  both  organizations 
have  benefited  through  this  teamwork. 
The  General  Film  Manufacturing  Com- 
,)any  is  just  entering  upon  its  produc- 
tion activities  and  it  is  a  decided  ad- 
vantage to  the  motor  bus  line  to  have 
every  one  going  to  the  studios  use  the 
buses,  and  at  the  same  time  the  Gen- 
eral Film  Manufacturing  Company  is 
aided  by  the  bus  service  and  the  ad- 
vertising derived  from  the  announce- 
ments of  the  drivers. 

On  June  7  the  company  changed  its 
route  for  the  Municipal  Opera  service 
further  to  facilitate  the  handling  of 
traffic.  Originally  the  buses  in  this 
service  operated  from  Grand  and  Lin- 
dell  Boulevard  westward  over  Lindcll 
Boulevard  and  Forest  Park  roads  to 
the  Open  Air  Theater.  Forest  Park, 
where  the  opera  is  held. 

Under  the  new  plan  after  6  p.m. 
every  second  bus  on  the  Delmar-Wash- 
ington   Boulevard   service  turns  at  De- 


Ground  for  the  People's  Motor  Bus 
Company's  new  garage  and  assembly 
plant  in  Dover  Park,  on  Grand  Boule- 
vard near  Carondelet  Park,  was  broken 
on  June  14.  Jo.seph  L.  Rhinock  and 
E.  S.  Sims,  two  of  the  principal  stock- 
holders in  the  company,  were  present. 


While  in  town  they  were  the  guests  of 
.Mayor  Henry  W.  Kiel  on  an  automobile 
tour  of  the  city.  Both  were  enthusi- 
astic about  the  bus  outlook  in  St.  Louis. 
The  company  will  al.so  have  a  garage 
on  Delmar  Boulevard  and  eventually 
another  one  in  the  downtown  district. 


Kiiihvav.s  IN'rrr('liii«i  I5ii>  Tlaus 

Los  AnRcles  Service  to  Start  Soon — New  Jersey  t'ompany  to  Operate  in 

Camden — .Mr.  Mitten  Promises  Philadelphia  Some  Surprisi*s — 

.Many  Other  i'rojects  .Making 


AVKRITABLE  motley  of  news  con- 
fronts the  commentator  dealing 
this  month  with  events  having  to  do 
with  the  operation  of  buses  by  the  elec- 
tric railways.  There  have  been  no 
events  within  the  last  few  weeks  quite 
so  significant,  perhaps,  as  those  re- 
corded in  Bus  Transportation  last 
month  and  having  to  do  with  the  ex- 
tensive use  of  buses  by  the  railway  in 
Los  Angeles  and  with  the  opening  of 
de  luxe  service  in  Milwaukee,  but  the 
more  recent  events  have  varied  in  de- 
gree rather  than  in  kind  from  those  re- 
corded in  recent  issues.     After  all.  the 


This  illustration  shows  that   the  new  St.  Louis  buses  are  popular 


Baliveere  .\venue  and  runs  southward 
to  Forest  Park  and  thence  to  the  thea- 
ter. These  buses  only  run  as  far  east 
as  Grand  Boulevard.  Under  this  plan 
opera  patrons  using  street  cars  can 
avoid  the  walk  through  the  park,  while 
the  regular  bus  service  does  not  suffer. 
The  company  officers  have  also  had 
many  requests  for  buses  for  private 
outings,  but  because  of  the  fact  that 
the  company  has  only  about  half  the 
number  of  buses  needed  for  its  Delmar- 
Washington  service  alone  all  such  re- 
quests have  had  to  be  declined  with 
thanks.  The  company  later,  however, 
plans  to  make  the  handling  of  private 
outings,  etc.,  a  distinct  feature  of  its 
service. 


Los  Angeles  proposal  still  remains  the 
most  important  recent  event  of  its  kind 
from  the  standpoint  of  news.  In  this 
connection  it  is  interesting  to  note  that 
the  Board  of  Public  Utilities  has  estab- 
lished Aug.  15  as  the  date  for  com- 
mencement of  crosstown  bus  service  on 
Western  Avenue,  Los  Angeles.  Eighteen 
single-deck  buses  are  to  be  installed  as 
the  first  quota  of  this  new  service. 
They  will  be  jointly  operated  by  the 
Pacific  Electric  Railway  and  the  Los 
.\ngeles  Railway,  on  a  five-  and  ten- 
minute  schedule.  The  buses  will- issue 
transfers  to  and  from  the  street  cars 
of  the  two  local  railways  at  points 
where  the  buses  on  Western  Avenue 
intersect  the  two  systems.     As  for  the 


operation  of  double-deck  motor  biucs 
on  Sunset  Boulevard  throughout  the  en- 
tire length  of  Hollywood,  this  service 
will  be  started  as  soon  as  a  desirable 
type  of  bus  has  been  developed.  It  will 
possibly  be  Oct.  1,  however,  before  this 
service  is  established.  The  new  bus  for 
use  in  Los  Angeles  wiK  be  semi-inclosed. 
Next  in  importance,  perhaps,  to  the 
news  from  Los  Angeles  is  that  coming 
from  Camden,  N.  J.,  in  which  cit>'  the 
Public  Service  Railway  operates.  It  is 
planned  beginning  on  July  2  that  the 
Public  Service  Transportation  Com- 
pany, a  subsidiary  of  the  Public  Serv- 
ice Corporation  of  New  Jersey,  will 
operate  a  fleet  of  modern  motor  buses 
on  Kaighn  Avenue  and  in  the  Parkside 
district  of  Camden.  At  the  same  time, 
street  car  service  on  the  present  Kaighn 
Avenue  line  will  be  discontinued. 

The  buses  will  be  routed  from  the 
Kaighn  Avenue  ferry  easterly  on  Kaighn 
.\venue  to  the  Boulevard,  thence  north 
along  the  Boulevard  to  Baird  Avenue, 
thence  returning  to  Kaighn  Avenue  by 
way  of  Baird  Avenue  and  then  to  the 
starting  point.  The  part  of  the  route 
east  of  Kaighn  .■V venue  is  new  and  pro- 
vides service  to  a  district  not  before 
served.  For  a  part  of  the  distance,  it 
runs  along  Forest  Hill  Park  and  in 
addition  gives  easy  access  to  the  Cam- 
den High  and  Junior  High  Schools. 

Eight  buses  will  be  operated  on  this 
line.  The  equipment  used  will  be 
White  Model  50  chassis  and  Hoover 
bodies.  Buses  will  be  operated  on  a 
five-minute  headway  during  the  rush 
hours  and  a  seven-and-one-half-minute 
headway  during  the  other  hours.  Con- 
nection is  made  at  the  Kaighn  Avenue 
ferry  with  both  the  Philadelphia  & 
Reading  Railroad  operating  to  and 
from  Philadelphia  and  with  the  Phila- 
delphia &  Reading  train  to  and  from 
Atlantic  City  and  other  New  Jersey 
points. 

The  rate  of  fare  will  be  8  cents,  four 
tokens  for  30  cents,  and  tokens  sold 
by  the  Public  Service  Railway  will  be 
honored.  Upon  payment  of  1  cent  addi- 
tional transfers  will  be  issued  to  inter- 
secting lines  of  the  Public  Service  Com- 
pany and  transfers  will  be  issued  by  the 
railway  to  the  buses  at  the  same  charge. 
Over  in  Philadelphia  T.  E.  Mitten, 
chairman  of  the  board  of  the  Phila- 
delphia Rapid  Transit  Company,  is 
promising  Philadelphians  the  finest  bus 
service  in  America  on  Roosevelt  Boule- 
vard. 


354 


BUS 

TMNSPORTATION 


Vol.2,  No.7 


His  application  for  operating  rights 
is  already  before  the  local  and  state 
authorities  and  recently  a  trial  run  was 
made  with  the  new  buses  which  Mr. 
Mitten  intends  to  put  in  service. 

It  now  appears  that  there  is  a  strong 
probability  that  the  proposed  crosstown 
trackless  trolley  line  to  be  operated  by 
the  Rochester  Co-ordinated  Bus  Lines, 
Inc.,  a  subsidiary  of  the  New  York  State 
Railways,  may  be  abandoned. 

Considerable  opposition  developed  at 
a  Council  hearing  on  the  plan  held  on 
June  22.  Residents  of  some  of  the 
streets  to  be  traversed  by  the  line  ob- 
jected to  the  use  of  trackless  trolleys. 
There  was  a  decided  sentiment  for 
crosstown  service,  but  the  use  of  motor 
buses  instead  of  trackless  trolleys  was 
suggested.  The  railway  takes  the 
stand  that  if  the  people  of  the  section 
covered  by  the  proposed  line  object  to 
it  the  plan  will  be  abandoned.  The 
decision  to  install  the  route  came  afUr 
;ontinued  agitation  for  crosstown  serv- 
ice. The  railroad  committee  of  the 
Council  has  the  matter  under  advise- 
ment and  will  report  soon.  It  was  in- 
tended to  use  on  this  route  five  track- 
less trolleys  made  by  the  Brockway 
Motor  Truck  Company  and  equipped 
with  General  Electric  apparatus. 

Electric  railway  service  irl  Spartan- 
burg, S.  C,  will  be  discontinued  on 
July  23  under  order  of  the  South  Caro- 
lina Railroad  Commission.  Service  on 
three  lines,  the  Clifton,  Glendale  and 
Saxon,  is  to  be  maintained,  provided 
a  system  of  buses  is  started  to  connect 
with  the  cars  operated.  The  lines  men- 
tioned connect  Spartanburg  with  the 
suburbs.  The  failure  of  the  Spartan- 
burg company  to  earn  revenue  sufficient 
to  meet  operating  expenses  is  given  by 
the  Railroad  Commission  as  the  reason 
for  its  action  in  issuing  its  order.  The 
railway  system  in  Spartanburg  has 
passed  through  many  vicissitudes. 
Service  on  the  lines  was  discontinued 
on  Dec.  31,  1922,  and  in  January,  1923, 
the  Railroad  Commission  took  over  the 
property  and  since  that  time  the  com- 
mission, according  to  its  chairman, 
F.  W.  Shealy,  "has  resorted  to  every 
known  means  of  stimulating  traffic  that 
the  company  might  be  placed  upon  its 
feet." 

Residents  of  Highland  addition, 
Moline,  will  be  provided  with  motor  bus 
transportation  as  soon  as  the  Twenty- 
third  Avenue  pavement  is  completed. 
An  order  for  the  bus  service  was  issued 
by  the  Illinois  Commerce  Commission 
after  P.  R.  Ingelson,  city  attorney,  had 
presented  the  local  situation  to  the 
commission  members  in  Chicago.  A 
certificate  of  convenience  and  necessity 
is  now  being  prepared  by  the  state 
board  and  will  be  issued  to  the  Tri- 
City  Railway  to  legalize  operation  of 
the  bus  line. 

Six  luxurious  buses  seating  twenty- 
five  persons  and  costing  $8,500  each 
have  been  purchased  by  the  Des  Moines 
City  Railway,  which  will  use  them  as 
feeders  for  the  traction  lines  in  terri- 
tory in  which  it  is  believed  that  an  ex- 


tension of  the  car  lines  would  prove 
unprofitable.  The  buses  are  on  White 
chassis,  the  body  made  by  George 
Kneeser  of  the  Champion  Auto  Equip- 
ment Company,  Hammond,  Ind. 

On  the  other  hand  a  piece  of  negative 
news  is  contained  in  the  refusal  of  the 
International  Railway,  Buffalo,  to  ac- 
cept the  franchise  offered  by  the  City 
Council  giving  it  permission  to  operate 
a  bus  line  in  Bailey  Avenue  on  a  7-cent 
fare  or  four  tokens  for  25  cents  with 
free  transfers  to  connecting  traction 
lines.  The  company  said  it  could  not 
operate  the  line  at  a  profit  unless  the 
city  granted  the  Delaware  Avenue  fran- 
chise at  the  same  time.  The  Delaware 
.A.venue  franchise  sought  by  the  com- 
pany would  allow  a  10-cent  fare  with  a 
2  or  3-cent  transfer  charge.  The 
Bailey  Avenue  line  would  supply  service 
where  there  are  now  no  trolley  lines, 
while  the  Delaware  Avenue  route  would 
merely  supplement  the  traction  service 
in  that  section  of  the  city. 

Other  significant  news  briefly  sum- 
marized   follows: 

The  trustees  of  the  Eastern  Massa- 
chusetts Street  Railway  have  arranged 
to  take  over  the  Woburn-Reading  Bus 
Line  Company,  Inc.  The  Woburn  West 
Side  route,  Woburn-Burlington-Billerica 
line,  Stoneham-Reading-Wakefield  line, 
the  Woburn  to  Montrose  route  and  the 
Woburn-Wilmington  route  are  all  em- 
braced in  the  transfer  to  the  railway. 
The  railway  has  purchased  the  John  F. 
Lovell  Bus  Line  provisionally  on  the 
terms  that  the  towns  grant  the  railway 
the  right  to  operate. 

The  six  Model  50  White  chassis  with 
Bender  street  car  type  bodies  recently 
purchased  for  operation  in  Louisville, 
Ky.,  by  the  Kentucky  Transportation 
Company  were  shipped  from  Cleveland 
on  June  18.  This  company  is  a  sub- 
sidiary of  the  Louisville  Railway. 

The  Shore  Line  Electric  Railway, 
New  London,  Conn.,  will  add  two  more 
Fageol  buses  to  its  fleet,  making  four 
in  all. 

The  Springfield  (Mo.)  Traction  Com- 
pany has  established  a  new  bus  line  in 
that  city  to  serve  residents  on  Sun- 
shine Lane  and  South  Kimbrough. 

A  bus  service  that  will  link  up  with 
the  trolleys  of  the  Morris  County  Trac- 
tion Company  has  been  authorized  by 
the  Board  of  Aldermen  of  Dover,  N.  J., 
on  application  of  William  R.  Schultz, 
Morristown,  son  of  Otto  G.  Schultz,  sec- 
retary and  treasurer  of  the  traction 
company.  The  buses  will  transfer  to 
and  from  the  cars  of  the  traction  com- 
pany. The  fare  will  be  7  cents,  the 
same  as  the  trolleys. 

The  Capital  Traction  Company, 
Washington,  D.  C,  has  been  granted 
permission  to  operate  a  ci'osstown  bus 
connecting  northeast  and  southwest 
Washington.  The  fare  is  to  be  8  cents 
cash,  six  tokens  for  10  cents,  with  a 
2-cent  transfer  to  other  lines  operated 
by  the  company. 

The  Elmira  Water,  Light  &  Railroad 
Company,  Elmira,  N.  Y.,  has  been 
granted    permission    to    operate    a   bus 


line  from  Watkins  through  the  streets 
of  Elmira  if  the  trolley  line  is  aban- 
doned. 

Mayor  Charles  W.  Power  of  Pitts- 
field,  Mass.,  has  refused  to  grant  any 
more  jitney  licenses  and  is  in  favor  of 
giving  the  Berkshire  Street  Railway  an 
opportunity  to  make  good  by  improved 
service.  The  railway,  feeling  the  op- 
position of  the  Dalton  bus  line  operated 
by  Emil  Tremblay,  offered  to  buy  him 
out  through  arbitration,  but  no  agree- 
ment could  be  made. 

The  Tama  &  Toledo  Railroad,  Toledo, 
Iowa,  is  reported  to  have  purchased  the 
Tama-Toledo  Bus  Line  from  Joseph 
Dolash.  It  is  said  that  the  bus  line  will 
hereafter  be  operated  by  the  railroad  in 
connection  with  its  electric  railway. 

The  Kentucky  Carriers,  Inc.,  a  $200,- 
000  subsidiary  of  the  Louisville  Rail- 
way, started  service  on  Third  Avenue 
on  June  24,  using  four  single  deck 
buses,  each  seating  twenty-six  people, 
to  be  maintained  under  a  ten-minute 
schedule,  under  a  10-cent  fare,  on  a 
route  from  Main  Street  to  the  Con- 
federate Monument,  a  distance  of  twenty 
blocks.  Twelve,  two-man,  double-deck 
buses  will  be  placed  in  operation  some 
time  in  September. 

The  Grand  Rapids  Railway  has  put 
into  service  four  of  the  six  type  J  Fifth 
Avenue  Coaches  purchased  recently  to 
augment  its  present  railway  sei^vice 
under  the  new  franchise  granted  about 
a  year  ago.  It  is  felt  that  the  new  bus 
service  will  fill  the  existing  gap  from 
the  outskirts  of  the  city,  through  the 
residential  district  to  the  heart  of  the 
city.  Fares  are  the  same  as  on  all  the 
railway  lines  and  transfers  are  issued 
exactly  as  on  the  city  street  cars.  The 
rate  is  10  cents  a  single  ride,  with 
seven  tickets  sold  for  50  cents. 


Eleven  Lines  to  Meet  at  Cleveland 
Terminal 

Cleveland  is  to  get  a  new  terminal 
known  as  the  "Union  Motor  Stage 
Terminal,"  located  on  the  north  side 
of  Bolivar  Road  near  East  Ninth 
Street,  with  entrances  on  both  Bolivar 
Road  and  Ninth  Street.  It  has  been 
leased  by  the  Cleveland-Akron  Bus 
Company,  but  will  be  available  to  all 
lines  that  operate  out  of  Cleveland.  In- 
vitation has  been  extended  to  all  lines 
to  use  the  terminal  and  most  of  the 
companies  invited  have  signified  inten- 
tion of  accepting  the  offer. 

The  following  motor  bus  lines  are  ex- 
pected to  use  the  new  central  stage  sta- 
tion when  it  is  completed  about  the 
middle  of  .luly: 

Cleveland-Akron   line. 
Cleveland-Warren- Youngstown   line. 
Cleveland-Ravenna  line. 
Cleveland- Ashtabula-Conneaut    line. 
Cleveland-Sandusky-Toledo  line. 
Cleveland-Medina  line. 
Cadillac  Bus   Company,  Warren. 
Northern  Transit  Company,  Akron. 
Clevoland-Elyria  line. 
Cleveland-Lorain  line. 
Cleveland-Berea  line. 


July,  1923 


BUS 

mvSSHORUDOS' 


aoa 


nritisli  Bus  News  Sumiiiaii/nl 

rtivalry  Ci'rduini;  in  London  Hus  I'icld — Niw  Opirators  IJi-comi-  a  Menace 

by   Their   Tactics — Mcmbir  of  I'arliament  Sees  Doom  of 

Tramcar — Motorway  PropoHed 


TMK  old  days  of  bus  competition  on 
the  streets  of  London,  with  the  con- 
comitants of  racinK  and  cutting  in, 
threaten  to  return,  for  many  small 
companies  and  even  private  firms  are 
putting  on  vehicles  to  compete  with  the 
London  General  Omnibus  Company  and 
associates  with  which  it  has  working 
agreements.  In  the  House  of  Commons 
on  May  29  G.  Lasker-Lampson,  Under 
Secretary  for  Home  .-Affairs,  said  he  was 
informed  by  the  Commissioner  of  Met- 
ropolitan Police  that  special  instruc- 
tions had  been  issued  to  the  police  with 
a  view  to  detecting  offenses  arising  out 
of  the  rivalry  between  buses  traversing 
the  same  routes.  There  had  been  sev- 
eral prosecutions  in  which  fines  were  in- 
flicted, and  other  similar  cases  were 
pending.  The  commissioner  had  also 
sent  a  letter  to  all  bus  proprietors  call- 
ing attention  to  the  danger  of  racing  by 
drivers,  and  requesting  them  to  warn 
employees. 

Lord  .\shfield,  chairman  of  the  Lon- 
don General  Omnibus  Company,  had 
slightly  anticipated  the  raising  of  the 
subject  in  Parliament,  for  on  May  28  he 
issued  a  letter  to  the  press  in  which  he 
said  that  the  drivers  in  his  company's 
employ  were  discharging  their  duties 
admirably  under  considerable  provoca- 
tion and  in  difficult  circumstances.  They 
were  restrained  by  a  discipline  and  ex- 
perience of  traffic  extending  over  many 
years.  The  company  and  its  employees 
were  meeting  competition  in  a  fair  and 
legitimate  manner.  They  were  not  in- 
terested in  obstructing  their  rivals. 
They  intended  operating  the  bus  serv- 
ices in  an  orderly  and  systematic  way, 
as  part  of  a  well-considered  and  com- 
plete scheme  of  transport  for  Greater 
London. 

The  number  of  small  bus-operating 
firms  in  London  continues  to  increase, 
and  while  it  is  not  easy  to  see  how  they 
can  compete  successfully  with  the  Lon- 
don General  Omnibus  Company,  still 
hope  springs  eternal  in  the  human 
breast.  At  the  time  of  writing  a  move- 
ment has  begun  among  these  small 
owners  to  form  a  protection  and  trading 
association.  Such  an  association  would 
be  a  mouthpiece  for  voicing  the  views 
of  its  members  to  the  local  authorities 
and  the  government  and  also  a  trading 
organization  for  obtaining  cheap  sup- 
plies. 

.Another  outbreak  of  activity  comes 
from  the  London  General  Omnibus  Com- 
pany which  should  help  to  popularize 
some  of  the  beautiful  stretches  of  the 
River  Thames  above  London.  .Arrange- 
ments have  been  made  with  J.  Mears, 
Launches  &  Motors,  Ltd.,  Richmond,  by 
which  a  combined  bus  and  boat  ticket 
is  being  issued  from  Richmond  to 
Chertsey  Bridge,  available  on  the  for- 
ward journey  by  bus  and  returning  bv 
boat  leaving  Chertsey  Bridge  at  4.45 
p.m.    Similarly  tickets  are  being  issued 


by  the  boat  leaving  Richmond  Pier  at 
11  a.m.  for  Chertsey  Bridge,  available 
for  return  by  omnibus  to  Richmond. 
Thi.s  arrangement  went  into  etTecl  on 
June  4. 

G.  H.  Hume,  a  member  of  the  London 
County  Council  and  of  Parliment,  speak- 
ing in  the  House  of  Commons  recently, 
said  that  if  a  bus  could  come  anywhere 
near  the  carrying  capacity  of  a  tram- 
car,  the  doom  of  the  latter  in  large 
cities  would  be  sealed.  Mr.  Hume  was 
formerly  chairman  of  the  highway  com- 
mittee of  London  County  Council,  which 
has  charge  of  the  Council's  tramway 
undertaking. 

ANOTHtai  Garage  for  L.  G.  0. 

-A  fresh  example  of  London  General 
Omnibus  Company  developments  is  to 
be  fouTid  in  the  construction  of  a  new 
garage  at  Sutton,  some  miles  beyond 
the  southern  fringe  of  the  metropolis. 
With  an  area  of  37,000  sq.ft.  it  will  pro- 
vide accommodation  for  100  buses  at  a 
cost  of  £30,000.  A  13,000-gal.  petrol 
tank  will  be  installed.  A  new  arrange- 
ment has  been  made  by  the  company 
under  which  increased  facilities  have 
been  provided  for  conveying  people  to 
and  from  the  local  railway  stations. 

On  Whitmonday  the  London  General 
Omnibus  Company  carried  3,500,000 
passengers.  This,  of  course,  was  prac- 
tically all  holiday  traffic.  The  buses 
running  out  to  the  country-  round  were 
specially   well   patronized. 

The  number  of  American  visitors  to 
Britain  seems  to  be  unusually  large  this 
year.  One  of  their  activities  is  to  take 
part  in  the  motor  coach  tours  organized 
by  the  London  General  Omnibus  Com- 
pany. It  is  reported  that  arrangements 
have  been  made  whereby  seats  for  these 
tours  may  be  booked  in  New  York  and 
other  large  cities  in  the  United  States. 
In  early  summer  especially  the  country 
round  London  is  exceedingly  beautiful, 
and  the  coach  tours  give  a  fine  oppor- 
tunity for  seeing  it. 

A  proposal  is  on  foot  to  construct  a 
motoi-way  from  London  to  Liverpool, 
with  a  branch  to  Oldham,  a  total  length 
of  226  miles.  What  is  called  the  North- 
ern &  Western  Motorway  Syndicate 
has  been  formed  to  promote  a  bill  in 
Parliament  to  authorize  the  work.  The 
bill  cannot  be  passed  till  next  year,  but 
if  it  is  passed  a  start  will  then  be  made 
to  raise  the  capital  and  proceed  with 
the  work  of  construction.  For  the  lat- 
ter about  two  years  will  be  required. 
The  projected  road  will  be  for  the  ex- 
clusive use  of  motor  vehicles,  and  pro- 
vision will  be  made  both  for  passenger 
and  light  goods  traffic  traveling  at  high 
speed  and  for  heavy  goods  traffic  at 
lower  speed.  An  initial  width  of  50  ft. 
is  proposed,  but  provision  -will  be  made 
for  widening  if  required,  and  also  for 
the  erection  of  factories,  warehouses, 
repair  shops,  garages,  etc.   The  revenue 


will  be  derived  from  tolLs  levied  on 
users  of  the  motorway.  It  is  expected 
that  they  will  be  willing  to  use  it  rather 
than  the  public  roads  beeauise  there 
will  be  a  saving  in  time  and  it  is  ex- 
pected a  saving  in  running  expenses. 

A  curious  situation  has  arisen  at 
Hull.  The  Town  Council  applied  for 
sanction  to  run  a  bus  service  to  a  dis- 
trict called  Hessle.  At  the  public  in- 
quiry there  was  opposition  from  the 
proprietors  of  other  services,  from  a 
railway  and  from  the  parish  council 
of  Hessle.  The  Ministry  of  Transport 
then  refused  sanction.  The  Town  Coun- 
cil, evidently  not  anticipating  such  a 
decision,  had  purchased  a  service  for 
£8,000,  of  which  i'4,500  was  for  the 
vehicles  and  £3,500  for  good  will.  If 
the  Ministry  does  not  rever.se  its  deci- 
sion, the  Council  will  have  to  try  to 
sell  the  service.  The  incident  seems  to 
form  part  of  a  movement  in  various 
towns  of  which  complaint  is  made  by 
private  enterprise.  Bus  companies  and 
firms  continue  to  allege  that  they  are 
being  refused  licenses  by  municipalities 
which  run  tramways  or  buses,  and  that 
even  when  licenses  are  granted  the  con- 
ditions are  frequently  onerous,  while 
sometimes  the  local  authority  puts  on 
buses  to  compete  with  those  privately 
owned. 

Bus  vs.  Railway  via  Radio 

Harry  L.  Brown,  editor  of  Electric 
Railway  Journal,  is  scheduled  to  talk 
on  Saturday  evening,  Aug.  11,  from  7:4.5 
to  8:00  p.m.,  from  Aeolian  Hall,  New 
York,  to  a  radio  audience.  His  subject 
will  be:  "Is  the  Electric  Railway  a  Back 
Number  and  Can  the  Bus  Replace  It?" 

Mr.  Brown  is  an  authority  on  the  sub- 
ject and  it  undoubtedly  will  prove  in- 
teresting to  bus  men  who  are  also  radio 
fans  to  learn  Mr.  Brown's  ideas  with 
regard  to  the  future  of  the  bus. 


§400,000  Expenditure  by  City 
Enjoined 

Supreme  Court  Justice  Wasservogel 
in  the  suit  of  William  J.  Schieffelin 
has  decided  against  Commissioner 
Whalen  and  other  city  officials  of  New 
York  restraining  the  use  of  the  city 
funds  in  establishing  a  trackless  trol- 
ley line  on  Pelham  Bay  Parkway  to 
City  Island.  The  city  expected  to  use 
about  8400,000  in  the  preliminary  work 
and  nearly  $5,000,000  to  complete  the 
line.  Mr.  Schieffelin  brought  suit  as  a 
taxpayer  to  prevent  the  use  of  city 
money  for  an  unauthorized  purpose. 
The  court  opinion  said,  in  part: 

"There  is  no  authority  for  the  opera- 
tion by  the  city  of  the  proposed  track- 
less trolley  system.  In  the  brief  sub- 
mitted by  the  Corporation  Counsel  it  is 
conceded  that  the  questions  of  law  in- 
volved are  the  same  as  those  involved 
in  Schafer  vs.  City  of  New  York, 
wherein  the  Appellate  Division  has  just 
aflirmed  a  judgment  rendered  by  Mr. 
Justice  MuUan  enjoining  the  city  from 
appropriating  municipal  funds  for  the 
purchase  and  operation  of  motor  omni- 
buses." 


356 


BUS 

TR\NSP0RTA710N 


Vol.2,  No.7 


Buffalo  Mayor  Issues  Emergiency 
Bus  Permits 

Mayor  Frank  X.  Schwab  of  Buffalo. 
N.  Y.,  has  declared  an  emergency  exists 
in  the  transportation  of  passengers  in 
Bailey  Avenue,  and  in  Delaware  Ave- 
nue, and  has  issued  permits  for  the  op- 
eration of  bus  lines  in  these  two  streets. 
The  VanDyke  Transportation  Lines, 
Inc.,  has  started  the  operation  of  a 
fleet  of  single-deck  buses  on  a  10-cent 
fare  in  Bailey  Avenue. 

Montana  Brothers,  who  operate  the 
Yellow  Cab  line  in  Buffalo  and  also  a 
fleet  of  buses  between  Buffalo  and 
Niagara  Falls,  have  promised  Mayor 
Schwab  that  they  would  install  a  fleet 
of  motor  buses  in  Delaware  Avenue  at 
once  on  a  10-cent  fare. 

Henry  W.  Killeen,  counsel  for  the 
International  Railway  Company,  says 
he  will  carry  the  bus  line  fight  into  the 
courts  for  an  injunction  restraining  the 
Mayor  from  issuing  bus  operating  per- 
mits in  competition  with  the  local  rail- 
way. 

In  issuing  permits  for  the  operation 
of  motor  buses  in  Buffalo,  Mayor 
Schwab  says  that  under  the  law  he 
can  issue  such  permits  when  an  emer- 
gency exists,  such  as  a  car  strike  or 
whenever  the  local  traction  company 
does  not  give  adequate  service.  It  is 
the  Mayor's  belief  that  adequate  service 
is  not  now  being  given  to  residents 
along  Bailey  Avenue,  or  Delaware 
Avenue,  at  a  7-cent  fare  or  four  tokens 
for  25  cents,  but  it  was  rejected  be- 
cause the  company's  application  was 
contingent  upon  receiving  a  franchise 
for  buses  in  Delaware  Avenue  at  a  10- 
cent  fare  and  a  3-cent  transfer  charge 
from  the  trolleys.  The  company 
planned  to  run  the  7-cent  buses  in 
Bailev  Avenue,  because  it  is  unable  to 
provide  traction  service  through  the 
street,  and  the  buses  would  be  consid- 
ered part  of  the  regular  surface  lines 
of  Buffalo.  The  10-cent  Delaware 
Avenue  buses  would  be  considered  an 
auxiliary  service  and  would  parallel 
established  routes  of  the  International. 


Tabular  Presentation  of  Recent  Bus  Developments 


New  Grant  for  Sau:inaw 

Electors  of  Saginaw,  Mich.,  voted 
on  June  25  on  an  amended  car-bus  fran- 
chise for  the  defunct  Saginaw-Bay  City 
Railway.  It  is  almost  two  years  since 
Saginaw  has  had  car  service,  and  all 
attempts  made  in  the  meantime  to  re- 
store electric  railway  service  with  motor 
bus  extensions  have  failed.  Since  the 
election  on  April  2  a  new  Mayor  and 
two  Councilmen  chosen  on  a  platform  to 
restore  responsible  transportation  serv- 
ice have  takvn  the  lead  in  preparing  a 
contract  which  has  several  modifications 
over  the  previous  grants.  The  present 
contract  calls  for  a  grant  of  fifteen 
years  with  a  10-cent  cash  fare  and  four 
tickets  for  25  cents.  The  grant  rules 
that  before  motor  buses  are  purchased 
the  specification  must  be  given  the 
Council  for  approval.  The  vote  in  favor 
of  the  new  grant  was  more  than  three 
to  one. 


Company 

John  Burke 

James  Farrell 

East  Washington  Heights  li.Fi 

Tri  Stale  Motor  Exp 

M.  C.  Griffin 

Mountain  Bus  Co 

.feffersonville  Transport  Co 

Chas.  Belhnger    ,  ,  .  . 

Meola  &  Meola 
Walker  &  Schatzel 
John  Fabia 

Waher  Wagner 

Claude  Mann      

Lakeview  Transit  Co. 
EHIngton  Transit  Corp. 
Geneseo-Rnck  Ishind  Bus  Co, 
Isadore  Ackernian  ... 
.\lbany-Castleton  Bus  Line 

F.  N.  Carpenter 

G.  Spooner 

F.  N.  Carpenter    .  . . 
Raymond  K.  Adams. 

Herman  Meier 

United  Stage,  Inc 

Boulevard  Transit  Co. 
Southern  111.  Bus  Co. 
Southern  111.  Bus  Co. 
Southern  111.  Bus  Co. 
Southern  111,  Bus  Co. 
Gencs.nK.M-k  Island  Bus  Co.  ,  . 

M.  C,  Juergrrrncver 

Vellow-Mntor  Bus  Co 

Fred  J.  Delair.  , 

Wm.  Marshall 

Chas.  MableScotl 

Ingalls  Bus  Line  

Carl  R.  Long  &  C.  R.  Sehneider. 

Walter  Wagoner 

J    B.  Owen     ... 

H.  F.  Brewer,    .  . 

L.  J.  Steiner 

Collins  Taxi  Co 


Permits  Granted 

Address 

Paterson,  N.J 

Paterson,  N.J 

Wasliington,  B.  C 

Kf nkuk.  (Iowa) 

Middletown.  N.  Y.,  Erie  Station.. 

Liberty.  N.  Y 

Jeft'ersonville,  N.  Y 

Roscoe.  NY 

Mid.iletuwn.  X    Y 
Cnnti.'llv.  N    Y 

Wlur.- Plains    N    Y 

Hornell,  N.  Y 

Geneva,  N.  Y 

Toledo.  Ohio 

Ellington.  N.  Y 

Ruck  Island.  III. 
E.  Brandy.  Ky. 


Castleton.  Vt, 

No,  Tonawanda,  N.  Y. 


\"erona,  W'is.. 


Kaukauna 

Winneconne,  Wis.. . 
Tupper  Lake,  N.  Y, 
Millport.  N.  Y.-    , 
Rushville.  N.  Y 
niean,  N.  Y. 


Camden.  N.  J. 
Turnersville,  N.  J. 


PitTsfield.  Mass.. 


Peoples  Motor  Bus  Co 

Independent  Bus  Line 

James  Livesley    

Leo  Heyn. 

Chicago  Motor  Coach  . , 
Coeur  d'Alene 

E.  N.  Corwin... 
H.  Clay  Fisher 
George  D.  Steedlr 
Terminal  Bus  Cu. 

Devans  &  Wiemar      

Lakeview  Transit  Co.. . 
Cannonball  Trans.  Co. 
McDevitt  Bros.. 
S.  Jones  &  W.  Leerli 

Dresner  Bros 

Peoria  Bus  Line     

City  Bus  Line 

Shawneetown  Marion  Bus  Co 

Marion  &  Harrisburg  Bus  Line  Co. 

H.  W.  Powell. 

Hudson  Transit  Co 

Park  Hill  Land  Co 

Southern  Associated  Bus  Lines ,    ... 

J.  H.  Spugelniyre 

Matt  Koppes 
J.  C.  Mathas 
Chas.  France 
Mohawk  Stage  Line      ,    , 

Fred  W.  Hineg 

Wingra  Park  Bus  Co 

Tri-Slate  Motor  Express  Co. . 

George  Knighton    

Red  I.ino  Motor  Bus  Co 

Smith  Motor  Bvis  Co 

St.    Joseph-Atchison    Short    Line 
Bruee  Piper 


Lines   Started 

St.  Louis.  Mo 

Memphis.  Tenn 

New  Bedford,  Mass 

Summit.   Penn 

Chicago,  111. 

Hayiien  Lake 


Newburgh,  N.  Y,. .  , 
Nyack,  N.  Y. 
Riverton.  N.  J,    ,  , 

St.  Paul,  Minn 

Thumb.  Mich 

Port  Chnton,  O.. . 

Portsmouth,  O 

Greensburg.  Pa.. 
Gorham 

East  St.  Louis 

Peoria.  Ill . 

Morgantown.  W.  Va.. 

Marion,  111..  , 


Sparkhill.N.  Y 

Columbia.  S,  < ' 
McClure.  Va 
Colesburg,  Iowa 


Lamoni.  Iowa. . 
St.  Paul.  Minn.. 
Madison.  Wis..  . 
Madison,  Wis. ,  . 
Hamilton,  III. 
Pratt,  Kan, 
Collinsville.  111. 


St.  Joseph,  Mo., 


Company 

Blackstonc  Kenbridgc  Bus  Line , 
St.  Clairsville-T-afTorty  Bus  Co.,  . 
LvnchburL'  Rapi<l  Transit  Corp.    , 
Blackst(Jiu'-K<'nliridge  Bus  Line  Ini- 

Capitol  Motor  Bvis  Trans.  Co 

Finot  B»is  Lines 

Royal  Green  Coach  Co 

Gaibrad  Bus  Corp 

Ninth  &  State  Belt  Line 

Pirnlo  Trans.  Co 

W^allers  Transit  Co 

Three  Star  Motor  Bus  Line 

Nokomis-Motor  Bus  Line. 

Peoples  Motor  Bus  Co. 

Soutliorn  Association  Bus  Line 


Incorporations 


Route 

Paterson  to  Riverdale,  N.  J. 
Paterson  to  Riverdale,  N.  J. 
Penn.  Ave.  to  Randle  Highlands 
Medill,  Alexandria 
Liberty,  N.  Y.,  to  Middletown 
Liberty  to  Monticello.  N.  Y. 
JeffersonviUe  to  Liberty,  N.  Y. 
Roscoe,  N.  Y.,  to  Liberty 
No.  W'hite  I^ake  to  Liberty,  N.  Y. 
Kingston  to  Connelly.  N   Y. 
Tarrvtown,  N.  Y.,  to  Mount  Kisco 
Bath  to  Hornell,  X.  Y. 
Geneva,  N.  Y..  to  Auburn 
Oak  Harbor  to  Locust  Ft..  O. 
Jamestown,  to  Ellingt<j[i 
Geneseo  to  Rock  Island.  III. 
East  Brandy  to  Kaylor.  Ky. 
Albany  Streets 

Niagara  to  No.  Tonawanda.  N.  Y. 
W'hitehall    Sts.     to     Rutland,     Vt. 
No.  Tonawanda  Street.* 
Huntington  &  Swab.  Pa. 
■  Sladison-New  Glorus,  Wi~. 
White  Water  &-  Indio.  Cal. 
Streets  of  Omaha,  Neb. 
Mt.  Vernon-Cabool,  111. 
Benton-Johnson  City,  III. 
Benton-Christopher.  Ill 
West    Frankfort,    III.,    to    Herrin 
Geneseo  to   Rock   Island.   111. 
Appleton-Kaukauna.  Wis. 
Oshkosh,  Wis.,  to  Princeton 
Tupper    Lake    to    Saranac    Lalce 
Walkinsto  Elmira,  N.  Y. 
Canandaigua    to     Naples,     N.     Y. 
Cuba  to  Oiean,  N.  Y. 
Dunkirk,  N.Y.,  Streets 
Hornell  to  Hammondsport,   N.  Y. 
Caniflcn  to  Paulslioro,   N.  J. 
Cani'lcn     to     Turnersville,     N.     J. 
Bellniorc  to  East    Meadow,   N.  Y. 
Square  tn   Pontof)suok  Lake 


Eads   Bridge   to   University   City, 

Mo. 
Memphis  to  Raleigh 
Horseneck.  Mass.,  to  New  Bedford 
Uniontown,   Penn..   to  Summit 
South  Side  Route 
Coeur  de'AIene  to  Hayden   Lake. 

W:ish. 
Middletown     to     Goshen.     N.     Y. 
Suffern  toSparkill,  N  Y. 
Riverton-Frankford.  X.  J, 
Twin    Lake    Citv-St.    Paul.    MiTin. 
Bay  Citv  to  Thumb.   Mich. 
Port  Clinton-Toledo.  Ohio 
Portsmouth     to     Chesapeake.     O. 
Greansburg-Blairsville,  Pa, 
Canandaigua-Penn  '\"an.  N.  Y. 
E.    St.    Louis    to    St.    Louis,    Mo. 
Peoria  to  Galesburg.  Ill 
City  Streets 

Harrisburgh-Marion.  Ill, 
Harrisburg.  Paulton,  III. 
Houston,  Tex,  to  Rosenburg,  Tex. 
Bear  Mountain  to  Sparkhill.  N.  Y. 
Park  Hill  to  Little    Reck.  Ark. 
Columbia  «fe  Sumter.  S   C 
McClure  to  Burham.  Pa 
Dubuque  to  Colesburg,  Iowa 
Keosaugua  to  Ottumwa.  Iowa 
Lion  to  Lamoni,  Iowa 
St.  Paul-Ellsworth,  Wis. 
Madison  to  Lodi,  Wis. 
Madison  Streets 
Novo  to  Hamilt<m.  111. 
Great  Bend  to  Kiowa.  Kan. 
Crystal  Lake  to  Woodstock 
Elgin  to  Aurora,  111. 
St.  Joseph  to  Bean  Luke.  M., 
Mexico,  Mo.,  to  Cohnnbia 


Address 

Kcnbridge,  Va. 

St .    Clairsvillo.    Ohio 

l.vnehinirg.  Va. 

KeiibriiliTc,  \"a. 

Springlield,  III. 

St.  Louis.  Mo. 

Hamilton,  Ohio 

Paterson.  N.  J. 

Camden,  N.  J. 

Paterson,  N.  J. 

241  East  Main  St..  Deeaiur,  111. 

Chicago  Heights,  IlL 

Nokomis,  111. 

Jefferson  City.  Mo. 

Columbia,  S.  C. 


July.192:^ 


BUS 

THVVSrORTATX)N 


357 


%  Financial 
'^"      Section 


V    fi*' 


$1,141.().^«>  Trofit  for 
Fifth  AvrniH"  Buses 

Statfini-nt  of  ('i>m|);in>  lloldinu  Stork 
of  Operator  of  New  Viirk  Line  Shows 
Satisfactory   KesultK 

THK  consolidated  income  account  of 
the  New  York  Transportation  Com- 
pany, New  York,  for  the  year  ended 
Dec.  31,  1922,  shows  a  net  profit  of  $1,- 
141,059,  equivalent  to  $1.5Gi  a  share  on 
the  voting  trust  certificates  of  the  Fifth 
Avenue  Bus  Securities  Company. 
Substantially  the  only  asset  of  the  lat- 
ter is  111,194  shares  of  the  stock  of  the 
Transportation  Company  taken  into  its 

CONSOI.IDATEU  l.N'CO.MIi  .\CCOUNT  OF 

NEW   YORK   TR.AN.-iPORTATION 

COMPANY  .\.V1)  SUBSIDIARY 

CUMP.XNIES 

Year  E.vded  Dec.  31.  1922 

Gross  earnings: 

Operation       o(      stage 

lines    »5,536,175 

Private   hire 11.797 

Advertising    103,901 

Miscellaneous    49.582 

*5. 701. 455 
Operating  expenses: 
Maintenance   of   plant 

and    equipment $l.llfi.5G4 

Tralllc  and  trajisporta- 

tion    exiienses    2.517.718 

General    expenses.  .  .  .       466.805 

4.101,087 

Operating  revenue.  .  $1,600,368 

Operating  ratio.  71.93% 
Add : 

Interest     received     on 

investments tl23.117 

Otlier  interest  and  dis- 
count             26.303 

Profit    on    sale   ot   in- 
vestments       8,798 

Rents  received    6,893 

Damage  to  vehicles  re- 
covered      410 

165.521 

»1. 765. 889 
Deduct : 

Taxes  —  City.       State 

and     Federal 556.096 

Income  from  opera- 
tions      $1,209,793 

Deduct : 
Loss  on  equipment  and 
material     sold     and 

scrapped 18.800 

Net  charges  applicable 

to  prior   years    ....         49,934 

68.734 

Net  profit  for  period $1.141.0.19 

Surplus  at  beginning 2.362.690 

$3,503,749 
Deduct — Dividends     470.000 

Surplus.    December    31.    1922. 

per  balance  sheet $3,033,749 


books  at  the  average  ptnce  prevailintr 
at  the  time  of  its  acquisition,  the  no  par 
value  shares  issued  ajrainst  such  acqui- 
sition being  set  up  as  a  liability  of  the 
same  aitiount.  The  financial  condition 
of  the  securities  company,  therefore,  is 
accurately  reflected  by  that  of  the 
Transpoiiation  Company. 

The  Fifth  Avenue  Bus  Securities  Cor- 
poration was  organized  on  Nov.  14, 
1922,  as  a  part  of  the  consummation  of 


the  InterboroUKh  Rapid  Transit-.Man- 
hattan  F.levated  plan  of  readjustment, 
primarily  as  a  means  for  distributing 
to  Interborough-Metropolitan  4i  per 
cent  bondholders  their  beneficial  inter- 
est in  the  10.'i,.'>74  shares  of  stock  of 
New  York  Transportation  Company 
formerly  held  by  the  Interborough  Con- 
solidated C'orporation.  These  shares 
were  acquired  on  Dec.  14,  1922,  and 
against  them  the  Securities  Corporation 
issued  .'121,200  shares  of  its  own  com- 
mon stock  without  par  value  to  Grayson 
iM.-I'.  .Murphy,  Charles  H.  Sabin  and 
P'rederick  Strauss,  as  voting  trustees 
under  a  voting  trust  agreement  dated 
Dec.  20,  1922,  being  at  the  rate  of 
■'i. 101 1(5  shares  of  voting  trust  certifi- 
cates for  each  share  of  transportation 
company  stock  held.  Since  that  date 
more  than  8,000  additional  shares  of 
Transportation  Company  stock  have 
been  acquired,  in  exchange  for  which 
shares  of  voting  trust  certificates  have 
been  issued  at  the  above-mentioned 
rate,  and  such  exchanges  will  for  the 
present  continue  to  be  made  on  the 
same  basis. 

Dividends  are  at  present  being  paid 
on  the  Transportation  Company  .stock 
at  the  rate  of  $2  per  share  per  annum, 
or  the  equivalent  of  approximately  64 
cents  per  share  per  annum  on  the  stock 
of  the  Securities  Corporation.  Since 
the  organization  of  the  Securities  Cor- 
poration there  have  been  two  quarterly 
dividends  of  .50  cent-s  a  share  each  on 
the  Transportation  Company  stock 
against  which  the  Securities  Corpora- 
tion has  declared  two  quarterly  divi- 
dends of  16  cents  per  share  payable, 
respectively,  Feb.  15  and  May  15,  1923. 


Motor  Transit  rompan>  Net 
Income  Incorrectly  Reported 
Through  an  error  in  transcription, 
the  record  of  the  Motor  Transit  Com- 
pany as  filed  with  the  California  Rail- 
road Commission  was  not  given  com- 
pletely in  Bus  Transportation  for 
June,  page  308;  the  star  and  also  the 
double  stars  indicating  that  express, 
freight  and  mail  are  carried  were 
omitted.  F.  D.  Howell  calls  attention 
to  this  omission  and  points  out  that 
gross  revenue,  including  all  non-operat- 
ing revenue,  should  be  reported  as 
$1,645,2.59,  and  that  the  $176..591  shown 
as  net  revenue  was  without  deduction 
of  non-operating  expense.  Taking  only 
transportation  revenue  and  expenses 
and  leaving  out  the  body-shop  and  other 
outside  non-operating  revenue,  the  net 
result  for  the  year's  operation  is  a 
deficit  of  ?8,231. 


Business  Men  May  Buy  Bus  Line 
Business  men  of  Cumberland,  Md., 
headed  by  T.  B.  Finan  and  D.  Lindley 
Sloan,  are  considering  the  purchase  of 
the  bus  line  owned  and  operated  by  E. 
V.  Hull.  Hagerstown.  The  Hull  liiie  is 
among  the  most  extensive  bus  lines  in 
the  state. 

Mr.   Finan   and   Mr.   Sloan   called   on 
the  Public  Service  Commission  in  Balti- 


more to  discuss  the  matter  ami  to  ascer- 
tain the  commission's  attitude.  They 
were  informed  that  the  commission  had 
no  objection  to  the  purchase,  if  Mr.  Hull 
wanted  to  sell,  but  the  purcaser  would 
be  expected  by  the  commission  to  give 
as  good  service  as  is  now  provided. 

It  is  understod  .Mr.  Hull  has  asked 
$110,000  for  his  bus  line  and  that  the 
prospective  purchasers  have  agreed  to 
give  this  sum. 

Ohio  (dninii^sinn  l-^-^iii-s  I'iiiures 
on  Transportation  b\   Buses 

The  large  part  that  buses  play  in 
hand.ing  transportation  in  and  between 
Ohio  cities  is  reflected  in  figures  com- 
piled by  the  Ohio  State  Public  Utilities 
Commission. 

The  figures  embody  the  report  from 
the  bus  companies  for  the  year  1922. 
They  show  that  at  the  beginning  of 
1923"  264  motor  bus  companies  were 
operating  545  buses  in  Ohio.  During 
the  year  the  operators  engaged  in  this 
work  carried  11,951,705  passengers,  an 
average  of  1,110,433  a  month.  The 
gross  receipts  for  1922  totaled  $2,277,- 
152.  Service  by  bus  in  Ohio  is  between 
cities  rather  than  in  them. 

For  purposes  of  comparison  it  might 
be  observed  that  the  sixty-.seven  in- 
terurban  railways  in  Ohio  carried  215,- 
497,580  passengers  in  1922  and  had  a 
gross  passenger  revenue  of  $24,013,305. 

For  the  first  six  months  of  1921  175 
companies  operated  341  buses  and  car- 
ried 2,626,047  passengers  with  a  gross 
income  of  $461,169.  This  was  the  first 
time  these  companies  were  required  to 
make  any  report  to  the  state  commis- 
sion. 

In  1922  no  fewer  than  1G7  new  bus 
companies  were  formed.  Of  the  264 
companies  operating  in  1922,  fifty-five 
had  Ijeen  in  business  since  1921  and 
thirty-seven  since  1915,  while  one  dates 
its  origin  back  to  1911. 

The  largest  number  of  buses  oper- 
ated by  any  single  concern  in  1922  in 
Ohio'  was  fifteen.  The  Cleveland-.\kron 
Bus  Company,  operating  between 
Cleveland  and  Akron,  reported  gross 
receipts  of  $166,083  in  19'22.  It  car- 
ried 209,584  passengers  in  that  year  be- 
tween Cleveland  and  Akron.  It  is  the 
largest  single  carrier  of  its  kind  in  the 
State. 

The  Pub'.ic  Utilities  Comm'ission  has 
reports  indicating  that  there  are  now 
420  bus  companies  operating  in  the 
State.  The  movement  to  start  new 
lines  has  been  greatly  stimulated,  how- 
ever, by  the  new  motor  bus  law,  with 
the  result  that  the  number  of  new  proj- 
ects is  increasing  very  rapidly.  The 
new  law  provides  that  bus  lines  in 
operation  before  the  new  state  law  be- 
comes effective  shall  not  be  required 
to  have  a  certificate  of  convenience  and 
necessity,  which  all  new  companies 
must  obtain  from  the  State  Public 
Utilities  Commission  after  the  law  goes 
into  effect  on  Ju'.y  27. 

Included  in  the  list  of  new  companies 
recently  organized  are  a  number  affil- 
iated with  interurban  traction  com- 
panies. 


358 


BUS 

TRANSPORTATION 


Vol.2,  No.7 


Bus,     t^ 

California  Taxes  Bus 

Receipts  Tax  of  4  per  Cent  and  Gaso- 
line Levy  Among  Measures  Passed 
Recently 

THREE  bills  passed  by  the  Califor- 
nia Leg;islature  are  of  importance  to 
the  industry.  They  are  the  Duval  bill, 
the  Breed  gas  bill,  and  the  Breed  motor 
vehicle  bill.  Of  these,  the  first  puts  a 
license  tax  of  4  per  cent  of  the  gross 
receipts  on  the  motor  carriers;  the 
second  puts  a  2  cents  per  gallon  gaso- 
line tax,  effective  on  Sept.  30,  1923; 
and  the  third  prescribes  limiting  weight, 
speeds,  etc.,  of  motor  carriers,  affecting 
chiefly  those  in  freight  and  other  heavy 
duty  classification. 

Senate  bill  No.  743,  a  Breed  bill, 
which  becomes  effective  on  Jan.  1,  1924, 
substitutes  for  the  present  horsepower 
tax  on  motor  vehicles  a  flat  registra- 
tion fee  of  $3  for  all  vehicles  except 
those  operated  by  public  service  cor- 
porations, the  federal  government  and 
oflScers  of  foreign  governments,  exempt 
under  the  State  Constitution.  The  fol- 
lowing taxes  are  assessed  against  motor 
carriers : 

Trucks  not  equipped  with  pneumatic  tires: 

Under   3,000   lb.   unladen    (net) $10 

Between  3.000  and  6,000  lb.  unladen...  20 
Between  6.000  and  10.000  lb.  unladen..  30 
Over   10,000   lb.   unladen 40 

Commercial  vehicles  equipped  with 
pneumatic  tires,  one-half  of  the  above 
fee,  under  the  same  weight  schedule. 
This  weight  tax  averages  $15  a  car  on 
the  motor  stages  in  operation  in  Cali- 
fornia. Fees  are  doubled  if  not  paid 
when  due. 

The  tax  of  2  cents  a  gallon  on  gaso- 
line, effective  Sept.  30,  1923,  will  be 
paid  by  the  distributors.  Exported  fuel 
for  consumption  outside  of  the  state 
and  fuel  "used  within  the  state  for  pur- 
poses other  than  to  propel  vehicles  upon 
the  highways  are  exempted."  A  special 
exemption  is  also  given  to  fuel  used  in 
rural  free  mail  delivery. 

The  tax  of  4  per  cent  upon  the  motor 
carriers'  gross  receipts  provides  for  a 
deduction  of  "the  amount  of  any  coun- 
try or  municipal  license  and  any  city 
and  county  taxes  paid  on  property 
actually  used  and  necessary  in  opera- 
tion." Any  operator  who  earns  1.5  per 
cent  of  his  gross  receipts  from  the  mail, 
parcel  post  or  other  transactions  with 
the  Federal  Government  will  be  ex- 
empted from  the  provisions  of  the  law. 
As  was  shown  by  the  vote,  the  motor 
carriers  did  not  object  to  the  passage 
of  either  of  the  so-called  Breed  bills. 
The  association  felt  that  these  taxes 
were  both  necessary  and  equitable,  and 
that  it  was  only  fair  and  just  they 
should  pay. 

The  motor  carriers  felt  that  their 
present  taxes  and  licenses,  plus  the 
gasoline  and  weight  taxes,  and  the  $3 


registration  fee  were  all  that  they 
should  be  called  on  to  pay.  The  Legis- 
lature thought  differently,  however,  and 
the  Duval  bill,  in  its  present  form,  was 
the  result  of  that  thought.  It  started 
as  the  Arbuckle  bill,  taxing  the  motor 
carriers  7  per  cent  of  their  gross  re- 
ceipts, plus  any  and  all  taxes  and 
licenses  that  the  motor  carriers  pay, 
and  wound  up  as  the  Duval  bill,  taxing 
them  4  per  cent  of  their  gross  receipts, 
less  certain  taxes  and  licenses  that  they 
pay.  In  one  case  the  levy  would  have 
totaled  8.27  per  cent  of  gross  receipts, 
and  in  the  other,  3.17  per  cent  of  gross 
receipts. 

Another  provision  of  the  Duval  bill 
requires  that  motor  carriers  pay  for 
and  carry  duplicate  licenses  which  they 
must  obtain  from  the  Board  of  Equal- 
ization.    This   bill    also   requires    them 


to  pay  the  so-called  licenses  four  times 
a  year. 

in  case  of  dispute  as  to  the  licenses 
charge,  the  state  can  sue  and  recover 
the  "amount  of  the  costs,"  and  pre- 
sumably th?  interest,  although  interest 
is  not  stated.  In  case  the  license  holder 
requests  payment  in  writing,  he  can 
only  bring  suit  in  Sacramento  County, 
and  in  case  he  obtains  a  judgment, 
"such  judgment"  is  then  only  a  "b:sis 
for  an  appropriation  by  the  Legisla- 
ture to  reimburse" — "in  the  amount  of 
such  judgment,  without  interest  or 
costs." 

William  H.  Marsh,  chief  of  the  divi- 
sion of  motor  vehicles,  estimated  that 
the  probable  revenue  from  the  Breed 
and  Duval  bills  would  be  $16,000,030 
for  the  year  1923-24;  the  estimated 
yield  for  1924-25  is  $18,000,000. 


Competition  Not  Sanctioned 

Illinois  Supreme  Court  Upholds  Judgment  Against  Bus  Line — Rules  in  Effect 

that  Competition  Will  Not  Be  Tolerated  Except  in  Extreme 

Cases  and  Clearly  Defines  Its  Attitude 

THE  Supreme  Court  of  Illinois  on 
June  24  affirmed  a  judgment  re- 
cently handed  doviTi  by  the  Superior 
Court  of  Cook  County  wherein  it  re- 
versed the  order  and  decision  of  the 
Commerce  Commission  relative  to  the 
operation  of  a  bus  line  in  competition 
with  an  electric  railway. 

The  opinion  of  the  court  was  delivered 
by  Chief  Justice  Farmer.  It  is  regarded 
as  bringing  to  light  phases  of  public 
utility  operation  and  ownership  relative 
to  service  and  rates  of  fare  which  may 
serve  as  a  precedent  in  future  con- 
troversies of  the  kind. 

The  bus  company  had  secured  a  cer- 
tificate of  necessity  and  convenience 
from  the  Illinois  Commerce  Commission, 
and  after  complying  with  the  rules  and 
regulations  of  the  commission  it  started 
to  operate  buses  along  a  route  which  in 
many  places  parallels  the  existing  rail- 
way. 

Notwithstanding  the  opposition  of  the 
railway  when  the  bus  line  first  sought 
an  operating  permit,  the  Illinois  Com- 
merce Commission  decided  to  issue  a 
certificate  of  necessity  and  convenience 
to  the  bus  company,  but  this  order  was 
reversed  by  the  Superior  Court  of  Cook 
County.  The  bus  company  then  ap- 
pealed the  decision  to  the  Supreme 
Court  of  Illinois. 

In  a  few  words,  the  ruling  of  the 
high  court  of  the  state  is  interpreted  to 
mean  that  a  bus  company  will  not  be 
granted  the  right  to  operate  through 
a  territory  served  by  an  electric  rail- 
way unless  the  public  as  a  whole  as 
distinguished  from  any  number  of  in- 
dividuals is  convenienced  by  such  an 
operation. 

The  decision  of  the  Supreme  Court 
follows  in  full: 


The  West  Suburban  Tran.'sportation  Com- 
pany applied  to  tlie  Illinois  Commerce 
Commi.s.sion  for  a  certificate  of  convenience 
.and  necessity  and  authority  to  operate 
motor  vehicles  for  the  transportation  of 
pa.<isengers  and  property  in  towns  west  of 
Chicago,  called  in  this  record  the  West 
Towns.     The   routes   over   which   authority 


was    sought    to    operate    motor    buses    are 
described  as  follows  : 

Route  1.  Beginning  at  Forty-eighth  Ave- 
nue and  Twenty-second  Street,  west  on 
Twenty-second  Street  to  Oak  Park  Avenue, 
south  on  Oak  Park  Avenue  to  Ogden  A\e- 
nue.  thence  west  on  Ogden  Avenue  to  Hins- 
dale by  way  of  Berwyn,  Riverside.  Lyons, 
Brookfleld.  Congress  Park.  LaGrange,  La- 
Grange  Park,  Western  Springs  and  Fullers- 
burg. 

Route  2.  Beginning  at  Twenty-second 
Street  and  Forty-eighth  Avenue,  south  to 
Ogden  Avenue,  west  on  Ogden  Avenue  to 
Hinsdale  by  way  of  Clyde,  Berwyn,  River- 
side, Lyons,  Brookfleld,  Congress  Park, 
IjaGrange,  LaGrange  Park,  Western 
Springs  and  Fullersburg. 

The  Chicago  &  West  Towns  Railway  has 
for  several  yeai-s  operated  a  street  railway 
through  most  of  tlie  same  towns  and  re- 
sisted the  application  of  the  bus  company 
for  a  certificate  of  convenience  and  neces- 
sity and  authority  to  operate  bus  lines  in 
the  same  territory.  Applicant,  the  bus  com- 
pany, proposed  to  operate  five  motor 
vehicles  on  a  fixed  schedule  at  a  definite 
rate  of  fare  and  receive  and  discharge  pas- 
.sengers  at  any  and  all  points  along  the 
route. 

The  railway  objected  that  the  bus  lines 
duplicate  its  transportation  system,  and. 
in  part,  parallel  its  street  railways  on  the 
same  streets  and  would  create  competition 
between  the  two  companies,  using  different 
means  of  conveyance.  After  a  hearing  the 
Commerce  Commission  on  April  19,  1922, 
entered  an  order  that  the  operation  of  the 
bus  lines  over  the  routes  described  was  a 
convenience  to  the  public  and  a  necessary 
transportation  facilitv,  and  the  commission 
ordered  that  upon  the  bus  company  com- 
plying with  certain  conditions  for  the  pro- 
tection of  the  public  a  certificate  of  con- 
venience and  necessity  issue. 

The  railway  appealed  from  that  order  to 
the  Superior  Court  of  Cook  County,  where, 
after  a  hearing,  the  order  and  decision  of 
the  Commerce  Commission  were  reversed 
and  .set  aside.  From  the  judgment  of  the 
superior  court  the  bus  company  has 
prosecuted   this  appeal  to   this  court. 

On  June  21,  1922.  the  Commerce  Com- 
mission made  an  order  that  appellnnt  had 
complied  with  the  conditions  of  the  order 
of  April  19.  1922.  and  granted  the  bus 
company  a  certificate  of  convenience  and 
necessity  ancl  authority  to  operate  its  motor 
vehicles  on  the  routes  mentioned.  No 
appeal  was  prosecuted  from  the  order  of 
.Tune  21.  and  appellnnt  contends  the 
Superior  Court  sho\iId  have  affirmed  the 
order  of  April  19  or  dismissed  the  appeal. 
This  contention  is  based  on  the  last  clause 
of  section  fiS  of  the  Public  TTtilities  act. 
which  provides  th.at  where  no  appeal  is 
taken  from  the  decision  of  the  commission, 
the  parties  affected  by  the  order  and  de- 
cision ".sliall  be  deemed  to  have  waived  the 
right  to  have  the  merits  of  said  controversy 
reviewed   by   a   court." 

The  order  of  April  19  was  entered  .after 
a  hearing  on  the  merits  of  appellant's  peti- 
tion   for    a    certificate    of    convenience    and 


July,  1923 


BUS 

TR\NSPORlAUON 


359 


ncct-iiiiit)'.  Thf  tir*ltT  of  the  cuininisiiion  wa.s 
thai  Ihe  operation  of  the  bus  hiu-s  by  apiicl- 
lant  was  a  uonvenienee  to  tiie  pubhe  aiitl 
a  necessary  transportation  faeiiity.  Tiie 
conditions  imposed  were  tiiat  uppeilant  rtl».- 
a  eopy  of  Its  eertilleute  of  incorijoratiun. 
copy  of  chau(Teui*u'  license,  Indeninily  bonds 
and  consents  of  viiiages,  and  Che  order 
further  reads: 

"It  Is  fui'tlier  ordered  that  unless  the 
tIndinKS  and  order  herein  are  strictly 
adiiered  to  and  fully  complied  witli  within 
twenty  days  from  the  date  hereof  the  ap- 
plicant  shall  discontnue  operation." 

11  seems  clear  the  onler  and  decision 
authorized  the  operation  by  apiH-llaiit  of 
motor  vehicles,  subject  to  discontinuance  at 
the  expiration  of  twenty  days  if  the  con- 
ditions named  had  not  then  been  comi>lled 
with.  It  was  a  tleclslon  on  the  merits  of 
appellant's  petition,  and  nothing  further 
was  left  to  be  done  except  tllinB  the  proofs 
by  appellant  that  it  had  complli'd  with  the 
conditions.  We  are  of  opinion  that  the 
superior  court  did  not  err  In  not  dismlssInK 
the   appeal. 

Appellee  has  for  many  years  maintained 
and  operated  throuKh  the  West  Towns  west 
of  Korty-eiKhth  Avenue,  lines  of  railway 
for  the  transportation  of  passenger.i.  The 
Western  lOleclrlc  plant  is  situated  on  Forty- 
eiehth  Avenue  and  extends  south  from 
Twenty-second  Street.  It  employs  approxl- 
matelv  2ii,000  persons.  The  bus  lines  ter- 
minate at  the  Western  Klectric  plant  on 
the  east.  One  of  appellee's  railway  lines 
runs  from  that  plant  west  on  Twenty-second 
Street  to  Harlem  Avenue,  thence  south  to 
Twenty-sixth  Street.  west  and  south 
throuKh  the  north  edKe  of  Riverside  and 
Brooktlcld,  .-iouth  through  LaGrange  Park, 
and  terminates  at  Stone  .\venue  station,  in 
iJiGrange.  The  proof  showed  it  carries  on 
this  line  as  many  as  3,600  passengers  in  one 
day  and  furnishes  service  approximately 
every  twenty  minutes,  .\nothcr  of  appellee's 
lines  runs  from  the  Western  Electric  plant 
west  on  Twenty-fifth  and  Twenty-sixth 
Streets  to  Ridgeland  Avenue,  In  Berwyn, 
thence  south  and  west  to  the  line  between 
Berwyn  and  Riverside  (which  is  Harlem 
Avenue  I.  thence  south  on  Harlem  Avenue 
to  Ogden  Avenue,  and  southwest  along 
Ogden  Avenue  Into  Lyons,  where  the  line 
terminates. 

The  proof  shows  that  It  carries  as  high 
as  6.200  passengers  a  day  on  this  line, 
with  a  schedule  of  a  car  from  five  to  fifteen 
minutes.  Appellee  also  operates  a  north 
and  .south  line  in  Cicero,  extending  from 
Twenty-second  Street  south  to  Thirty-sixth 
Street,  which  Is  more  than  a  mile  south  of 
Ogden  Avenue,  over  which  the  bus  lines 
operate.  Appellee  also  operates  a  line  north 
on  Forty-eighth  Avenue  from  Twenty-fifth 
Street.  With  the  exception  of  'SVestern 
Springs.  Hin.<idale  and  FuUersburg  both 
transportation  lines  operate  through  the 
same  towns  and  are  at  no  point  more  than 
a  mile  apart,  but  through  approximately 
nine-tenths  of  the  territory  ser\'ed  by  both 
transportation  companies  they  are  much 
nearer,  and  both  lines  are  in  the  same 
street  from  Forty-eigth  Avenue  to  Oak  Park 
Avenue,  a  distance  of  about   3  miles. 

If  the  transportation  facilities  furnished 
bv  appellee  are  so  inadequate  as  to  sublect 
the  public  inconvenience  and  the  operation 
of  appellant's  bus  lines  would  eliminate  that 
inconvenience  the  order  of  the  commission 
was  anthori7ed.  It  Is  not  the  policy  of 
the  public  utilities  act  to  promote  competi- 
tion between  common  carriers  as  a  menns 
of  providing  service  to  the  public.  The 
policy  estahll.shed  bv  that  act  Is  that 
through  regulation  of  an  establl.^hed  car- 
rier occupying  a  given  field  and  protecting 
It  from  competition  it  may  he  able  to  ser\'e 
the  public  more  efl[lcientlv  and  at  a  more 
reasonable  rate  than  would  be  the  case  If 
other  competing  lines  were  authorized  to 
serve  the  public  In  the  same  territory. 

Methods  for  the  transportation  of  persons 
are  established  and  operated  by  private 
capital  as  an  Investment,  but  ns  thev  are 
public  utilities  the  State  has  the  right  to 
regulate  them  and  their  charges,  so  long 
as  such  regulation  Is  reasonable.  The 
poller  of  the  public  utilities  act  Is  that 
existing  utilities  shall  receive  a  fair  meas- 
ure of  protection  ag.nlnst  ruinous  competi- 
tion. Rates  of  fare  charged  for  service  are 
sub.1ect  to  regulation  bv  the  Commerce  Com- 
mission within  rea.>!onable  llmit.s.  but  the 
commission  h^s  no  power  to  make  a  rule 
or  order  regulating  a  utility  which  would 
amount  to  a  confiscation  of  Its  propertv 
or  reoulre  operation  under  conditions  which 
would  not  provide  a  reasonable  return  upon 
the  Investment. 

WTiere  one  comparv  can  sei^'c  the  public 
conveniently  and  eflflciently  it  has  been 
found  from  experience  that  to  authorize  a 
competinc  company  to  serve  the  same  ter- 
ritorv  ultlmatelv  resiilts  in  requiring  the 
public  to  pay  more  for  transportation,  in 
order   that  both   companies   may   receive   a 


fair  return  on   liie  munei-   in^c-^ird   ami    liie 
cortl  of  operation. 

The  ChicttKO,  Uurllneton  &  Quincy  rail- 
road runs  soulliwesl  from  the  Western  lOlee- 
trii  plant  tliroUKli  Ciceru,  llirw  >  ii,  Kiv>r- 
side,  UruokMeid,  1-aGrange,  Western  Spring.s 
and  llliutd.iie  and  performs  a  large  part  in 
tile  iransporiation  of  the  public  in  ihosi- 
towu.s.  li  lias  fifteen  aiations  between  the 
WcsiiMii  Klectric  plant  and  llin.^dale.  a 
dl.-^tance  of  about  8  miles  and  runs  from 
nineteen  to  thirly-fuur  trains  eucli  way 
per  day. 

It  does  not  appear  that  the  public  hau  ever 
made  any  coiiii^iaiiit  mat  the  lraiisi"-i  i.itl"n 
service  In  the  towns  mentioned   » 
quale    or     insulllcient,     and     no     ; 
offered  on  the  hearing  to  tliat  eir 
the    testimony    of    appeliaiil'.-i    olllcc:.-,    auJ 
their   tisllmony   Is   not   impre.s.sivi-.      Only    a 
ciimpanitlvcly  small  portion  of   the  popula- 
tion   of    the    West    Towns    would    be    more 
<  onvenlently  served  by  the  operation  of  the 
bus    lines. 

Th^:  Commerce  Commission  has  no  arbi- 
trary powers.  Its  orders  must  be  reiLson- 
able  and  lawful,  and  the  question  whether 
they  arc  so  or  not  Is  subject  to  review  on 
appeal.  (Public  Utilities  Commission  vs. 
Toledo.  St.  Ix)Ui8  &  Western  Itiilroad,  267 
111.,  93  :  Chicago  Bus  (,'ompany  vs.  Chicago 
Stage  Company,  287  Id.  320.)  To  authorize 
the  Commerie  Commission  to  grant  appel- 
lant a  certificate  of  convenience  and  neces- 
sity ami  authority  to  operate  its  lines  to 
serve  the  same  public  already  served  by  an 
existing  utilltv.  It  was  required  that  it  be 
.>iliown  the  existing  utility  was  not  render- 
ing adequate  and  convenient  service  and 
thai  the  operation  of  the  bus  lines  would 
eliminate  such  inadequacy  and  inconven- 
ience. In  determining  that  question  the 
primary  consideration  Is  the  convenience 
and  necessity  of  the  public.  (Public  I'til- 
ities  Commission  vs.  Cleveland,  Cincinnati. 
Cliicago  &  St.  Louis  Railway.  288   111.  :i02.1 

■VN'hether  the  public  convenience  and 
necessity  require  the  e.stabllahment  of  a 
new  transportation  facility  is  not  deter- 
mined hv  the  number  of  individuals  who 
mav  ask  for  it.  The  public  must  be  con- 
cerned as  distinguished  from  any  number  of 
individuals.  (Public  Utilities  Commission 
vs  Toledo.  St.  Louis  &  Western  Railroad, 
2S6  111  r.S2.)  Some  individuals,  perhaps  a 
considerable  number,  would  be  convenienced 
bv  the  operation  of  the  bus  lines,  but  it  is 
ciear  from  the  record  that  to  the  great  body 
of  the  public  it  would  be  neither  a  conve- 
nience nor  necessity.  It  was  not  within  the 
authority  of  the  commission  to  authorize 
the  operation  of  the  bus  lines  for  the  con- 
venience of  a  small  part  of  the  public  al- 
ready served  by  other  utilities  at  no  very 
great  inconvenience. 

The  order  appealed  from  stated  the  bus 
company  proposes  to  operate  its  transporta- 
tion facilities  at  a  lower  rate  of  fare  than 
the  public  is  now  paying,  and  in  appellant's 
brief  it  says  the  fare  charged  is  5  cents, 
hut  the  order  does  not  fix  the  rate  of  fare 
to  he  charged.  Assuming  appellant  is  lim- 
ited to  a  fi-cent  fare  and  appellee  is  charg- 
ing a  larger  rate,  that  was  not.  of  itself, 
sufiicient  to  authorize  the  order  of  the  com- 
mission. The  commission  had  authority  to 
regu'ate  the  rate  charged  by  the  appellee, 
and  if  its  fares  were  excessive  to  reduce 
them. 

Fares  are  not  the  only  thing  to  be  con- 
sidered in  a  case  of  this  kind.  The  public 
is  interested  and  vitally  concerned  in  ade- 
quate transportation  facilities  at  reasonable 
rates  and  the  State  is  interested  in  assisting 
to  get  them,  but  the  State  cannot,  as  we 
have  said,  require  a  carrier  to  furnish 
service  at  a  rate  which  will  not  pay  .a  fair 
return  on  tlie  investment  and  cost  of  opera- 
tion. We  are  not  advised  that  .any  com- 
plaint had  ever  been  made  to  the  commis- 
sion that  appellee  is  charging  excessiv.' 
rates,  and  so  f.'ir  as  this  case  is  concerned 
we  will  assume  it  Is  not  doing  so.  The 
effect  of  authorizing  the  operation  of  the 
bus  lines  at  a  lower  fare  to  serve  the  s.ame 
territory  would  he  to  decrea.se  appellee's 
revenues,  and  If  the  rate  It  is  now  chaining 
is  a  rea.sonabie  one.  to  require  it  to  operate 
at  a  loss  or  increase  its  rate.  This  would  be 
against  the  public  interest,  because  appel- 
lant's lines  cannot  accommodate  more  than 
a  comparatively  small  portion  of  the  public. 
The  Superior  Court  found  and  adjudged 
that  the  order  of  the  commission  was 
against  the  manifest  weight  of  the  evidence 
heard,  that  the  operation  of  the  bus  lines 
is  not  a  convenience  to  the  public  and  a 
neces.sary  transportation  facility,  that  the 
present  transportation  facilities  are  not  in- 
adequate and  do  not  subject  the  public  to 
inconveniences  which  will  be  eliminated  by 
authorizing  the  operation  of  the  bus  lines, 
and  that  tlie  order  and  decision  of  the  com- 
mission are  unreasonable.  We  are  of  opin- 
ion the  decision  of  the  Superior  Court  was 
right,  and  its  Judcrment   is  aflfirmed. 


The  bus  company  has  |>etitioned  the 
court  for  a  rehearing.  If  its  plea  is  not 
allowed  it  will  appeal  to  the  United 
States  Supreme  Court  on  the  ground 
of  confiscation. 


New  York  Mutual  Insurance 
Provisions  Summarized 

Under  Chapter  Ml  of  the  Laws  of 
1923  of  New  York  bus  owners  may  se- 
cure mutual  protection  in  one  of  the 
following;  ways: 

Five  hundred  persons  owning  at  least 
five  hundred  automobiles  must  aprec  to 
become  members  of  such  corporation 
and  apply  for  and  agree  to  take  in- 
surance therein,  the  annual  premium 
cost  of  which  shall  be  not  less  than 
$50,000,  50  per  cent  of  which  must  be 
paid  into  the  corporation.  In  lieu 
thereof  the  corporation  must  have  a 
cash  fund  of  at  Iea.st  $50,000  available 
for  the  payment  of  losses. 

The  second  proposition  is  that  300 
persons  owning  at  least  600  automo- 
biles must  agree  to  become  members  of 
such  corporation  and  apply  for  and 
agree  to  take  such  insurance,  the  an- 
nual premium  cost  of  which  shall  be 
not  less  than  $200,000,  50  per  cent  of 
which  must  be  paid  into  the  corpora- 
tion. In  lieu  thereof  the  company  must 
have  a  fund  of  $50,000  available  for 
the  payment  of  losses. 

Compliance  with  these  provisions  en- 
titles the  mutual  corporation  to  insure 
under  either  plan  of  organization 
against  accident,  burglary  and  theft 
and  property  damage   (except  fire). 

The  superintendent  of  insurance  will 
exercise  supervision  over  the  amount  of 
reserve  to  be  maintained,  as  well  as 
over  rate.s,  and  it  is  provided  that  at 
all  times  the  full  minimum  amount  of 
insurance  required  to  organize  must  be 
maintained  in  force. 


Home  Rule  on  Buses  Retained 
in  Wisconsin 

The  Wisconsin  Assembly  has  killed 
bill  No.  506-A,  which,  if  enacted,  would 
have  given  electric  railways  the  exclu- 
sive right  to  operate  buses,  vesting  with 
the  State  Rail  Commission  the  authority 
to  determine  the  condition  under  which 
the  buses  would  be  operated  over  streets 
of  any  city,  town  or  village. 

Under  the  bill  the  fight  of  the  city  of 
Milwaukee  to  obtain  for  the  Common 
Council  the  power  to  regrulate  motor 
buses  would  have  been  lost,  and  no  com- 
pany other  than  the  local  railway  could 
have  operated  motor  buses  unless  it  ob- 
tained a  certificate  from  the  Wisconsin 
Railroad  Commission. 

The  opinion  of  those  who  voted 
against  the  measure  was  that  cities 
should  have  the  right  to  impose  terms 
and  conditions  upon  bus  companies  as  a 
condition  for  using  the  city  streets.  As 
they  interpreted  the  bill  the  Milwaukee 
Electric  Railway  &  Light  Company,  if 
the  measure  had  become  a  law,  would 
have  had  the  exclusive  right  to  op- 
erate buses  in  Milwaukee  and  the  sur- 
rounding territory. 


360 


BUS 

TRANSPORTAllON 


Personal  % 


^ 


Notes 


America  s  First  Bus  Driver 

Edward  Wotton,  Who  Recently  Joined 
the  Forces  of  the  Chicago  Motor 
Coach  Company.  Ran  First  Fifth 
Avenue  Bus 

THE  first  bus  driver  in  America. 
This  is  the  distinctive  title  that 
must  be  given  to  Edward  Wotton, 
former  superintendent  of  equipment  of 
the  Fifth  Avenue  Coach  Company  and 
now  with  the  Chicago  Motor  Coach 
Company.  In  1906  Mr.  Wotton  drove 
the  first  bus  regularly  carrying  passen- 
gers on  Fifth  Avenue,  New  York. 
Mr.    Wotton    wa.s    born    about    forty 


Edward   Wotton 

years  ago  in  Gloucestershire,  England. 
When  only  nine  years  old  he  plowed, 
fed  the  horses,  milked  cows  and  busied 
himself  at  other  chores  on  a  farm  in 
his  home  town.  Here  for  four  years  he 
served  in  the  steam  haulage  end  of  the 
business.  At  sixteen  he  was  driving 
steam  rollers  and  traction  engines.  All 
this  is  not  such  a  far  cry  from  bus 
driving,  for  Mr.  Wotton  in  these  years 
was  gaining  a  wide  knowledge  of  motor 
vehicles. 

At  the  age  of  twenty  he  joined  the 
firm  of  Brazill,  Holbrow  &  Straker, 
Bristol,  England,  manufacturers  of 
steam  lorries.  Here  he  served  as 
demonstrator  for  a  period  of  three 
years.  It  was  this  firm  that  began  the 
construction  of  the  first  gasoline  buses 
to  be  made  in  England.  Mr.  Wotton's 
job  was  to  demonstrate  the  merits  of 
these  buses  to  probable  purchasers.  The 
model  chassis  chosen  for  the  first  gaso- 
line bus  was  imported  from  Germany 
and  its  style  was  not  unlike  the  German 
model  of  today. 

After  a  period  of  experimentation  the 
English  company  achieved  what  seemed 
.to  be  a   satisfactory  gasoline  bus,  but 


all  the  time  it  was  in  a  serious  com- 
petition with  the  De  Dion-Bouton  and 
Daimler  makes. 

In  1906  Mr.  Wotton  decided  that  the 
U.  S.  A.  was  the  place  for  him.  After 
being  here  a  few  months  he  secured  a 
position  with  the  Fifth  Avenue  Coach 
Company,  which  at  that  time  had  just 
ordered  one  De  Dion  bus  from  London. 
This  bus  was  ordered  for  trial.  Its 
operation  under  Mr.  Wotton's  driving 
and  the  direction  of  others  learning  the 
art  was  so  satisfactory  that  the  di- 
rectors placed  an  order  for  fourteen 
more  buses  of  the  same  type.  At  that 
time  about  fifty  horse-drawn  buses 
were  being  operated  by  the  company 
and  the  lone  motor  bus  was  a  source  of 
considerable  interest  to  the  public,  slow 
at  first  to  grasp  the  joys  of  riding  on 
the  bus. 

First  Run  10  Miles 

Mr.  Wotton's  run  with  the  motor  bus 
was  from  Ninetieth  Street  to  Washing- 
ton Square  and  return,  a  distance  of 
more  than  10  miles  through  the  heart 
of  the  city,  and  he  tells  of  frequently 
making  this  entire  trip  without  a  trafiic 
block.  He  also  tells  of  driving  on 
several  occasions  during  the  first  winter 
and  gathering  in  as  few  as  two  fares  a 
day.  This,  of  course,  takes  into  ac- 
count the  fact  that  the  bus  fare  was  10 
cents  while  the  horse-drawn  buses 
charged  only  5  cents. 

In  June  of  the  following  year,  1907, 
fourteen  De  Dion  buses  arrived  from 
abroad  and  were  put  into  active  service 
with  splendid  results.  Six  of  these 
buses,  knocked  down,  arrived  at  Phila- 
delphia and  were  assembled  there  under 
Mr.  Wotton's  direction.  The  bodies  for 
these  chassis  were  then  attached  and 
the  buses  were  driven  to  New  York, 
with  officials  of  the  company  at  the 
wheel.  Mr.  Wotton  drove  one  of  these 
buses. 

In  the  year's  intei-val  during  which 
Mr.  Wotton  operated  the  lone  bus  he 
spent  time  in  training  the  drivers  of 
the  horse-drawn  buses  to  become  bus 
drivers  and  ten  men  were  at  once  i"eady, 
upon  the  arrival  of  the  De  Dion  fleet,  to 
take  the  wheel  and  operate  the  buses 
successfully.  It  is  a  striking  fact  that 
these  buses  were  not  taken  out  of  serv- 
ice until  September,  1916,  a  fitting 
commentary  upon  the  care  which  they 
received  from  the  company's  mechani- 
cal department. 

In  1907  Mr.  Wotton  was  made  fore- 
man of  the  mechanical  department,  and 
after  five  years  in  this  capacity  he  was 
made  general  mechanical  foreman  and 
in  1918  superintendent  of  equipment. 
In  1910  Mr.  Wotton  had  been  made  gen- 
eral foreman  of  the  cab  business  of  the 
company,  and  in  the  following  year  he 


Vol.2,No.  7 

and  Richard  W.  Meade,  then  president 
of  the  company,  were  together  in  Eng- 
land and  France  for  an  examination  of 
motor  buses  and  motor  cabs.  He  be- 
came superintendent  of  equipment  of 
the  Fifth  Avenue  Company  some  time 
later  and  retained  this  post  until  March 
1,  this  year,  when  he  resigned  to  join 
the  organization  of  the  Chicago  Motor 
Bus  Coach  Company  as  superintendent 
of  equipment. 


Mr.  Cameron,  Business  Manager 

David  Cameron  has  been  appointed 
business  manager  of  Bus  Transporta- 
tion and  Electric  Railway  Journal,  ef- 
fective July  1.  He  succeeds  L.  W. 
Seeligsberg,  who  has  resigned  to  engage 
in  advertising  work  for  himself.  Hav- 
ing serv(;d  in  the  field  as  a  salesman  on 
both  papers  for  a  number  of  years  Mr. 
Cameron  comes  to  the  main  office  to 
take  charge  with  a  background  of  sell- 
ing experience  and  a  knowledge  of  con- 
ditions confronting  the  manufacturers 
serving-  both  '■'-e  motor  bus  and  railwsv 


David  Cameron 

fields,  which  are  believed  to  fit  him 
eminently   for  his   new   position. 

Mr.  Cameron  has  been  continuously 
with  the  McGraw-Hill  Company  and 
its  predecessor  the  McGraw  Publishing 
Company  since  his  graduation  from 
college  in  1914.  He  started  in  as 
make-up  man  on  Electric  Railway 
Journal.  After  about  a  year  he  was 
transferred  to  the  subscription  depart- 
ment, where  he  served  as  assistant 
manager,  working  on  all  the  McGraw 
publications.  Then  for  about  six  months 
he  did  some  special  work  for  Mr. 
McGraw,  which  was  terminated  when 
he  entered  the  air  service  as  a  second 
lieutenant  and  pilot,  serving  in  France 
for  eight  months. 

When  he  received  his  discharge  he 
came  back  with  the  company  and  was 
the  Chicago  district  advertising  man- 
ager of  Electric  Railway  Journal. 
Later,  with  the  establishment  of  Bus 
Transportation,  he  became  the  Cleve- 
land district  advertising  manager  for 
both  Bus  Transportation  and  Electric 
Railway  Journal. 

Mr.  Cameron  was  born  at  Houtzdale, 
Pa.,  Feb.  26,  1893.    His  early  education 


July, 1923 

was  in  thf  Wfllsboio,  I'a.,  Hijfh  Schi.ol. 
and  he  received  his  college  training  at 
Cornell  University,  University  of  Michi- 
gan and  Dickinson  College,  Carlisle,  Pa. 
He  received  his  A.  B.  degree  from  Dick- 
inson, where  he  was  also  elected  to  the 
honorary   society   Phi    Beta    Kappa 


BUS 
m\.SSHUHlATK)N 


3G1 


London  I  ndersround  OfHcials 
Visit  United  States 

J.  C.  Mitchell,  secretary  and  treas- 
urer of  the  London  Underground  Sys 
tem;  A.  Rozier,  superintendent  of  roll- 
ing stock  of  the  London  General  Omni 
bus  Compaijy;  E.  Boys,  secretary  of  the 
London  -Suburban  Traction  Company, 
and  Ivor  Fraser,  publicity  manager  of 
the  London  Underground  System,  have 
returned  to  England  after  a  short  visit 
to  the  United  States. 

They  studied  railway  problems  and 
transportation  by  bus,  and  started  on 
May  i>  on  a  tour  of  cities  in  the  East 
and  the  Middle  West  which  included  in 
the  order  named  Albany,  Montreal, 
Toronto,  Buffalo,  Cleveland,  Detroit, 
Chicago,  St.  Louis,  Cincinnati,  Pitts- 
burgh, Washington,  Baltimore  and 
Philadelphia. 

It  is  under  .Mr.  Eraser's  direction 
that  the  excellent  work  in  bettering 
public  relations  in  London  has  been 
done  for  the  so-called  Underground 
group.  This  work,  it  will  be  recalled, 
has  included  the  advertising  of  the 
lines,  one  of  the  most  important 
features  of  which  has  been  the  use  of 
posters  reproduced  from  time  to  time 
in  these  pages. 

In  speaking  of  bus  operation  in  Lon- 
don Mr.  Fraser  said  that  the  remark- 
able fact  was  that  there  seemed  to  be 
no  limit  to  the  bus  patronage.  No 
sooner  were  additional  buses  installed 
than  their  capacity  was  almost  immedi- 
ately exceeded.  He  said  there  appeared 
to  be  no  saturation  point  in  sight.  Mr. 
Fraser  spent  a  good  deal  of  time  study- 
ing bus  operation  on  Fifth  Avenue.  A 
point  that  struck  him  (|uitc  forcibly  as 
being  in  contrast  with  London  was  the 
lack  of  any  paid  advertising  on  the 
outside  of  the  New  York  buses.  This 
is,  of  course,  a  distinction  that  naturally 
would  strike  home  quickly  to  a  man 
whose  main  work  is  in  the  fields  of 
publicity  and  advertising. 
• 

William  D.  Reese,  for  the  past  four 
years  research  engineer  of  the  Fifth 
Avenue  Coach  Company,  .New  York,  has 
resigned  that  position  to  join  the  Yellow 
Sleeve  Valve  Engine  Works  organiza- 
tion at  Moline,  III.  In  his  new  position 
Mr.  Reese  will  aid  George  A.  Green, 
formerly  vice-president  and  general 
manager  of  the  Fifth  Avenue  Company, 
now  with  the  Chicago  Motor  Coach 
and  allied  companies  in  a  similar  capac- 
ity. Before  coming  to  the  Fifth  Avenue 
Company,  .Mr.  Reese  was  with  the 
Locomobile  Company.  Bridgeport,  Conn., 
and  later  with  a  company  engaged  in 
the  manufacture  of  tanks  for  the  British 
government,  where  he  first  came  into 
contact  with  Mr.  Green. 


Business  Information 


What  l!<  ln-liin 
bought  and  built. 
Lati'.Ht  nt-wB  from 
the  fiictorlc*  and 
the  fleia. 

T 


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r  r  r  rr  r 
•  •  I  > 
'     I 
i 


ttLLLLlU 


M.irktt  cun<litiijii> 

afleciliiK  the  bua 

Industry. 

Price  chunses  in 

Important 

commodlllea. 


I 


IT 


«lll«-«-<i 


I'iri^liiiie  Aiuiiiiiiiccnunl  I'ldlowed  by 
Mlllir.  (liiodrlch.  United  .States  Kiib- 
her,  (ioodyear.  Kcll\  Sprini;lielil  and 
Hood. 

\ll  ,^ITH  American  automobiles  utiliz- 
VV  ing  more  than  half  of  the  world's 
output  of  rubber  the  announcement  of 
recent  price  reductions  by  Firestone 
and  other  large  tire  manufacturing 
companies  is  a  matter  of  no  little  im- 
portance. 

The  price  cuts  range  from  7  to  1.5 
per  cent  on  different  makes  and  types 
of  tires  so  that  it  is  safe  to  say  that, 
whether  or  not  announcements  of  re- 
ductions in  price  have  been  made  public 
by  particular  manufacturers,  tires  can 
be  purchased  at  figures  that  average 
10  per  cent  lower  than  similar  prices  a 
month  ago. 

H.  S.  Firestone  has  been  very  aggres- 
sive in  fighting  British  rubber  interests 
who  have  been  striving,  according  to 
general  opinion,  to  control  the  market 
prices  on  crude  rubber.  Mr.  Firestone 
has  also  advocated  the  development  of 
rubber  growing  in  the  Philippine  Is- 
lands under  the  American  flag  so  that 
users  of  tires  in  the  United  States 
would  not  be  depen<lent  upon  the  British 
controlled  market  to  furnish  the  crude 
rubber  supply. 

The  lower  cost  of  crude  rubber  and 
further  economies  in  manufacturing 
have  enabled  manufacturers  to  cut 
prices,  according  to  Mr.  Firestone.  Crude 
rubber  is  now  around  28  cents  a  pound, 
while  immediately  following  the  an- 
nouncement of  the  restrictive  legisla- 
tion last  October  the  price  of  plantation 


rubljci  aavuiiceU  trom  11  to  37  cents  a 
pound. 

The  increase  last  fall  to  37  cents  a 
pound  is  not  attributed  to  the  workings 
of  the  natural  economic  laws  of  supply 
and  demand  but  to  manipulation  and 
speculation  in  the  market,  where  a 
shortage  was  anticipated.  The  rubber 
growers,  who  had  also  secured  control 
of  the  administration  of  the  legislation 
through  the  British  Colonial  Office,  be- 
came alarmed  at  the  growing  public 
sentiment  aroused  by  activities  of 
American  users  and  the  result  was  that 
much  more  rubber  was  forthcoming 
from  the  British  restricted  posse.ssions 
than  the  most  optimistic  estimates  pre- 
dicted at  the  time  of  the  enactment  of 
the  legislation.  Mr.  Firestone  recently 
said: 

"The  British  rubber  growers  respon- 
sible for  the  legislation  either  cannot 
or  do  not  wish  to  control  the  situation 
and  enforce  the  law  to  the  letter,  be- 
cause from  information  I  have  gathered 
I  believe  they  now  fear  the  results  of 
strict  enforcement,  as  it  would  cause  a 
shortage  of  rubber  and  naturally 
strengthen  those  of  us  who  are  opposing 
the  law.  The  restriction  act  provides 
that  only  60  per  cent  of  normal  (1920» 
production  shall  be  exported,  but  as  a 
matter  of  fact  close  to  100  per  cent  is 
coming  from  the  restricted  area." 


(ia.soline  Price.s— 

City 

.Mbany,  N.  Y 

.Atlanta,  Ga 

-June  25, 

Cents 
Tank 

Wagon 

. ...        21    5 
21 

192.3 

Per  Gal. 
Ser\-ice 
Station 

23  5 
2} 

Boeton.  Man 

Chicago,  111 

Cincinnati,  O 

Detroit.. Mich 

Fcrt  Worth,  Tex 

....       20  5 
. . . .       20 
21 

21   4 
18 

23 
22 
23 

23  4 
21 

Indianapolis,  Ind 

19  8 
19 

23  8 
21 

Kansas  City,  Mo 

Ix)uisvillc.  Ky 

Memphis,  Tenn 

Milwaukee.  Wis 

.Mobile.  Ala 

Newark.  N.  J     

19  5 
. ..         22 

19 

20  6 
. . . .       2 1 
23 

22  5 
24 
21 

23  6 
22 
25 

New  Haven.  Conn 

22 

24 

New  Orleans,  La 

.New  York,  N.Y 

Oklahoma  City,  Okla 

Omaha.  Neb 

Philadelphia.  Pa 

l6   5 
21    5 
16 
.      .       20  5 
21 

18  5 
23   5 
19 

22  5 
24 

Pitubunth,  Pa 

21 

24 

Richmond.  Va 

Si   I^uis.  Mo 

St  Paul.  Minn 

. .           22 

19  2 

20  7 

24 

21  5 

22  7 

.•^alt  Lake  City.  Utah 

San  Francisco,  Calif 

24 
16 

26 
19 

.Seattle.  Wash 

Spokane,  Wash 

Washington,  DC. 

18 
21    5 

24 

21 
24   5 

26 

Legislative  Action  to  Bring  .Vbout 
Production  of  Belter  Trucks 

W.  L.  Day,  president  and  general 
manager  of  the  General  Motors  Truck 
Company,  Pontiac,  Mich.,  believes  the 
people  will  see  vastly  different  types  of 
trucks  and  passenger  vehicles  than 
those  now  in  use. 

"Many  legislatures  are  discussing 
laws  to  govern  trucks,"  Mr,  EHiy  says. 
"Some  of  these  laws  embody  gasoline 
taxes,  others  weight  taxes  and  others 
just  plain,  ordinary  bills  which  seek  to 
curb  the  motor  truck's  growth. 

"Contrary  to  general  belief,  the  truck 
manufacturer  welcomes  fair  laws.  They 
will  have  effect  in  two  ways.  First, 
they  will  increase  the  state  revenues, 
which  in  turn  will  increase  the  good 
roads,  while  the  roads  will  make  the 
sale  of  motor  trucks  much  easier. 

"Secondly,  they  will  stimulate  engi- 
neers to  reduce  the  weight  of  trucks 
and  to  so  construct  the  motors  that 
they  will  give  greater  mileage  than  they 
do  now.  This  means  better  transporta- 
tion at  less  cost,  and  this,  in  turn, 
means  more  sales  for  the  tiruck  manu- 
facturer. 

"It  is  a  fact  that  the  .sales  of  motor 
trucks  will  increase  in  exact  proportion 
to  the  economy  with  which  they  can  be 
operated,  for  the  average  business  man 


362 


BUS 

TR\NSP0RTAT10N 


VoL2,No.  7 


will  buy  only  when  it  can  be  shown  that 
the  truck  can  save  him  money  over  the 
older  methods  of  transportation." 

♦ 

Change  to  Oversize  Tires 
Found  Economical 

Stages  of  the  Valley  Transit  Com- 
pany, running  out  of  Fresno,  Calif., 
which  have  heretofore  been  equipped 
with  36-in.  x  6-in.  tires,  are  being 
equipped  on  rear  wheels  with  tires  of 
38-in.  X  7-in.  sizes. 

The  latter  size  has  now  been  made 
standard  for  eighteen-passenger  stages, 
and  based  on  tests  thus  far  made  are 
expected  to  show  considerable  econo- 
mies over  the  smaller  size. 

The  territory  served  by  this  company 
is  practically  all  on  level  roads.  Fairly 
high  speed  is  maintained,  and  particu- 
larly on  pavement  with  black  tops  high 
road  temperatures  are  reached.  Under 
these  conditions  with  the  larger  size 
tires  less  overheating  and  fewer  blow- 
outs are  expected. 

Rolling  Stock 

KLng:ston      <N.     Y.)      Beauville     L-ine     has 

installed  a  Reo  sixteen-passtnger  bus  with 
Palerson   body, 

C'amuN  Stage  Company,  operating  out  of 
Portland,  Ore.,  has  put  a  new  Fageol  safety 
coach  in  service. 

Knumolaw  Transportation  Company,  Se- 
attle. Wash.,  has  placed  a  Fageol  safety 
coach  in  service. 

Canton-Akron  Trackless  Coach  Company, 
Canton,  Ohio,  has  ordered  three  new  White 
buses  for  its  line. 

Thumas  C.  I'itney,  Miltord,  Pa.,  has  re- 
cently purchased  a  twenty-five-passenger 
Ace   motor   coach. 

Frank  H.  Kroboth,  Greene,  N,  Y.,  has  en- 
larged his  operations  by  the  addition  of  a 
Fageol  safety  coach. 

Mr.  Jahn  has  installed  two  new  Pierce- 
Arrow  chassis,  with  Paterson  bodies,  on  the 
Hackensack-Dumont  line. 

Motor  Coach  Company,  Liomita,  Cal.,  has 
installed  the  first  unit  of  a  fleet  of  Fageol 
street  car   type   safety   coaches. 

C.  I.  Ward,  Madison,  Wis.,  has  ordered  a 
twenty-passenger  Stoughton  bus  for  use 
between  Madison  and  Kilbourn. 

Peerless  Stages,  Oakland  to  San  Jose, 
CaK.  has  added  another  Fageol  safety  coach 
to  its  fleet  and  lias  more  on  order. 

Docrfier  &  Nussbaum,  Appleton,  Wis.,  will 
operate  a  fifteen-passenger  Reo  bus  on  their 
line  between  Appleton  and  Green  Bay. 

I>oty  &  Carlson,  Mountain,  Wis.,  have 
purchased  a  sixteen-passenger  Reo  bus  for 
use  between  Mountain  and  Green  Bay. 

A.  C.  Homan  Bus  Line  Company  has 
add(xl  a  tw^nty-five-passenger  White  car 
lo  its  bus  line  between  Neenah  and  Osh- 
kosh. 

Interstate  Transportation  Company,  Min- 
neapolis. Minn.,  has  received  a  twenty-two- 
passenger  Fageol  intercity  model  safety 
coach. 

Valley  Transit  Company,  Fresno,  Calif., 
now  has  four  Fageol  safety  coaches  in  st-rv- 
ice  on  the  run  between  Oakland  and  Los 
Angeles. 

W,  M.  Wood,  Camden,  N.  J.,  has  recently 
purchased  four  thirty-passenger  Ace  motor 
coaches  for  sightseeing  purposes  at  Atlantic 
City.   N.  J. 

Nick  Itackhaus,  Manitowoc,  Wis.,  plans  to 
purchase  a  fifteen-passenger  bus  for  use  in 
.service  between  Fond  du  Lac  and  Mani- 
towoc. 

Lewis  H.  Blair,  Clear  Spring:.  Md.,  has  in- 
stalled a  Fageol  Intercity  model  safety 
coach  for  service  between  Clear  Spring  and 
Hagerstown. 

Green wald  &  Tjclir,  Mount  Iloreb,  Wis., 
have  purchaser!  a  fourteen-passenger 
Stoughton  bus  for  use  on  their  line  between 
Madison  and  Kilbourn.  ■ 

Badger  Anio  Service  Company.  Milwau- 
kee, has  added  two  more  Hudson  scvni- 
passenger  cars  to  its  line  between  Milwau- 
kee and  Waukesha. 


Nokoma  Bus  Line.  Madison,  Wis.,  which 
operates  a  bus  line  from  Nokoma  to  Madi- 
son, has  recently  purchased  a  new  sixteen- 
passenger  White  bus. 

West  End  Transportation  Company. 
Mount  Horeb.  Wis.,  has  purchased  a  twenty- 
passenger  Stoughton  bus  for  use  between 
DodgeviUe    and    Dubuque. 

Motor  Bus  Company,  Chippewa  Falls, 
Wis.,  has  purchased  an  eighteen-passenger 
AVhite  bus  for  use  on  its  line  between  Chip- 
pewa Falls  and  Eau  Claire. 

Frank  I..ivenstein  is  putting  a  Mack 
chassis,  with  twenty-nine-passenger  Pater- 
son body,  into  service  on  the  Governor 
Street  line.  Paterson,   N.  J. 

Franldin  JG.  Greetittield,  WSUianisit'Own, 
N.  J.,  has  purchased  four  new  thirty-pas- 
senger Ace  motor  coaches  for  use  between 
Ocean   City  and   Atlantic   City,    N.  J. 

David  Goldberg,  operating  between  Tonk- 
ers  and  Rye  Beach.  N.  Y.,  has  purchased  a 
Model  50  White  bus  chassis  with  twenty- 
nine-passenger  Paterson   body. 

William  Fortune,  Bloomingdale,  N.  Y„ 
owner  and  operator  of  the  Paul  Smiths- 
Saranac  Lake  Bus  Line,  has  recently  pur- 
chased a  twenty-passenger  G.  M.  C.   bus. 

Frank  C.  Perkins,  Commissioner  of  Pub- 
lic Affairs  of  Buffalo,  N.  Y.,  has  asked  the 
City  Council  to  advertise  for  bids  for  100 
single  and  double-deck  buses  for  the  oper- 
ation of  a  municipal  bus  route. 

Eagle  Bus  L-ine,  of  which  Mr.  Van  Kleek 
is  owner,  has  installed  a  White  Model  50 
bus  chassis  with  twenty-nine-passenger 
Paterson  body  on  the  line  between  Kings- 
ton and   EUenviUe.   N.  Y. 

Bay  Cities  Transit  Company,  Santa  Moni- 
ca. Calif.,  has  been  authorized  by  the  State 
Railroad  Commission  to  issue  not  more 
than  $25,000  of  7  per  cent  promissory  notes 
for  financing  in  part  the  purchase  of  four- 
teen   2-ton   G.   M.  C.   trucks. 

Dailey  Bus  Line,  operating  between  Water- 
town,  Clayton  and  Alexandria  Bay,  N.  Y., 
will  soon  put  in  operation  a  new  thirty- 
passenger  Menominee  bus  of  220-)n.  wheel- 
base  with  special  body  manufactured  by  the 
E.  J.  Gabourie  Company.  Sherman  Street, 
Watertown,   N.    Y. 

Pellett  Auto  Ser^'ice,  operating  from  Wil- 
limantic  to  Danielson,  Conn.,  and  from 
Danielson  to  Providence,  R.  J.,  has  pur- 
chased two  fifteen-passenger  International 
Harvester  buses  to  supplement  the  equip- 
ment of  cross  seat  school  buses  used  orig- 
inally on  the  line. 

Kennedy  Heights  &  Montgomery  Bus 
Company,  which  operates  between  Nor- 
wood and  Montgomery,  Ohio,  with  three 
Dieterman  buses,  will  establish  a  new  route 
between  Norwood  and  Loveland.  The  com- 
pany, headed  by  Henry  Staley,  Montgomery, 
has  ordered  three  WTiite  buses.  The  bus 
company  started,  operations  six  months  ago. 

Business  Notes 

H.  Waker  has  been  appointed  treasurer 
of  the  Robert  Bosch  Magneto  Company, 
Inc..  New  York  City. 

Reniy   Electric    Company,   Anderson,   Ind., 

announces  that  R.  K.  Evans,  formerly  one 
nf  its  sales  engineers,  has  been  appointed 
service  manager.  He  succeeds  E.  E.  Eby, 
resigned. 

American  Motor  Truck  Company,  New- 
ark, Ohio,  manufacturer  of  the  Ace  Motor 
Coach,  has  opened  a  direct  factory  branch 
at  Philadelphia,  Pa.,  in  charge  of  V.  C. 
Eaiey,  5929  Woodland  Avenue,  Philadelphia, 
Pa. 

McKenzie  Carriage  &  Body  Works, 
Wichita,  Kan.,  has  recently  started  to  man- 
ufacture bus  bodies.  For  a  long  time  the 
works  was  engaged  in  the  making  of  bug- 
gies and  buggy  bodies.  Ijut  with  the  advent 
of  the  auto  as  a  public  carrier  it  enteref* 
the   bus  business. 

C.  S.  Thomson,  export  manager  of  the 
Four  Wheel  Drive  Auto  Company,  Clinton- 
vllle.  Wis.,  sailed  recently  for  South 
America.  He  expects,  before  returning,  to 
visit  all  F.  W.  D.  dealers  in  South  Ameri- 
can countries  and  spend  a  little  time  with 
each  in  arranging  his  work  for  the  future. 
Mr.  Thomson  expects  to  be  away  for  about 
five  months. 

Republic  Motor  Truck  Company,  Inc., 
elected  a  new  board  of  directors  on  June  4 
as  a  result  of  the  recent  reorganization.  M. 
N.  Buckner,  chairman  of  the  board  of  the 
New  York  Trust  Company,  will  be  chairman 
of  the  Republic  board.  Other  new  members 
include  .T.  A.  Bowers.  Maurice  Rothschild, 
George  W.  Morgan  and  O.  W.  Hays.  G.  S. 
Crisp,  formerly  comptroller,  is  the  new  sec- 
retary and  treasurer.  E.  E.  Sieg  is  sales 
manager. 


Guy  Wilson,  who  with  others  founded  the 
Traffic  Motor  Truck  Corporation  in  St. 
Louis  six  years  ago,  has  announced  the 
formation  of  a  new  truck  and  motor  bus 
manufacturing  company  with  a  capital  of 
$3,000,000  to  be  known  as  the  Victor  Motors, 
Inc.  Its  headquarters  and  principal  fac- 
tory will  be  in  St.  Louis  and  operations 
will  begin  in  the  near  future.  The  company 
will  specialize  in  the  manufacture  of  buses, 
taxicabs,  heavy-duty  trucks  and  speed, 
trucks.  Arrangements  with  dealers  have 
already  been  concluded,  it  has  been  an- 
nounced. Mr.  Wilson  is  president  of  the 
company  and  Sherman  H.  Dorsey,  vice- 
president. 

Westinghouse  Air  Brake  Com  pan  .v,  Wil- 
merdin^.  Pa.,  has  appointed  Horace  S. 
Clark  as  Pacific  district  manager,  succeed- 
ing C.  P.  Cass,  who  has  resigned  to  devote 
more  time  to  the  affairs  of  the  Westing- 
house  Pacific  Coast  Brake  Company,  of 
which  he  is  president.  Mr.  Clark,  who  was 
assistant  manager  of  the  Pacific  district 
before  Mr.  Cass  resigned,  will  continue  his 
headquarters  in  San  Francisco  as  hereto- 
fore. F.oth  Mr.  Clark  and  Mr.  Cass  have 
a  wide  acquaintance  among  bus  builders 
and  operators,  particularly  in  the  West,  due 
to  the  prominent  part  they  have  played  in 
the  development  of  the  Westinghouse  auto- 
motive  air  brake. 

H.  K.  Curll,  who  has  been  engaged  in 
special  sales  work  for  the  International 
Harvester  Company  of  America  at  the  main 
Chicago  office,  has  recently  been  placed  in 
charge  of  motor  truck  sales.  Mr.  Curll  en- 
tered the  service  of  the  Harvester  Company 
twenty  years  ago.  Mr.  Curll  began  in  1903 
as  salesman  at  the  company's  Pittsburgh 
branch-  A  year  later  he  was  promoted  to 
blockman  and  in  1909  was  advanced  to 
special  salesman  at  the  Harrisburg  branch. 
In  1910  he  l^ecame  assistant  branch  man- 
ager at  Harrisburg  and  in  1911  was  trans- 
ferred to  Baltimore.  He  returned  in  1915 
to  Harrisburg,  where  in  1917  he  was  pro- 
moted to  manager.  In  1918  he  received  the 
call  to  Chicago. 

Darcoid  Company,  Inc.,  has  been  formed 
to  take  over  the  manufacture  and  distribu- 
tion of  the  packings,  mechanical  rubber 
goods  and  miscellaneous  asbestos  and  rub- 
ber products  of  the  Dominion  Asbestos  & 
Rubber  Corporation.  The  Dominion  Asbes- 
tos &  Rubber  Corporation  will  confine  its 
activities  to  the  manufacture  and  distribu- 
tion of  Dominion  brake  mining  and  the  new 
Dominion  shock  absorber.  William  M. 
Meek,  president  of  the  Dominion  Asbestos  & 
Rubber  Corporation,  is  president  and  treas- 
urer of  the  Darcoid  Company.  William  F. 
McClean,  formerly  of  the  Gutta  Percha  & 
Rubber  Manufacturing  Company,  is  vice- 
president,  and  M.  Rueger.  formerly  of  the 
Dominion  Asbestos  &  Rubber  Corporation, 
is   secretary. 

Ro8R    Gear    &    Tool    Company,    Lafayette, 

Ind.,  has  added  E.  Gruenewald  and  F.  F. 
Chandler  to  its  organization  in  order  to  take 
care  of  large  scale  production  on  its  new 
cam  and  lever  steering  gear.  Mr  Gruene- 
wald becomes  factory  manager  of  the  Ross 
plant;  he  held  a  similar  position  for  sixteen 
years  with  the  Root  &  VanDervoort  Engi- 
neering Company.  Moline,  111.,  having  full 
charge  of  all  production  of  Knight  and 
poppet  valve  motors.  He  also  had  charge  of. 
the  Root  &  VanDervoort  foundries.  Mr. 
Chandler  is  very  well  known  in  automotive 
engineering  circles,  having  been  connected 
for  many  years  with  the  Chandler  &  Taylor 
Company.  Indianapolis.  He  has  recently 
been  serving  as  a  trustee  of  Purdue  Uni- 
versity and  chairman  of  the  Indiana  S(-c- 
tion  of  the  Society  of  Automotive  Engineers. 
Mr.  Chandler  will  devote  his  activities  to 
sales  promotion  on  the  new  cam  and  lever 
steering  gear. 


Advertising  Literature 


G.  C.  Kuhlmnn  Car  Company,  Clevehind. 
Ohio,  has  published  an  eight-page  pamphlet 
describing  its  type  C  steel-frame  bus  body. 
Dimensions  are  given  for  the  twenty-one, 
twenty-five  and  twenty  -  nine  -  passenger 
sizes,  and  particular  emphasis  paid  to  the 
Kuhlmnn  truss  type  of  side  construction 
and  the  Prill  "Renitent"  post  casing. 

International  Motor  Com.nany,  New  York, 

X.  Y.,  has  issued  a  forty-eight-page  catalog, 
known  as  No.  101,  descriptive  of  its  Model 
A  B  chain-driven  motor  trucks  li,  2 
and  2i  tons.  The  catalog  is  unusually  com- 
plete with  respect  to  the  text  and  is  pro- 
fusely illustrated.  The  company  explains 
that  it  does  not  make  anything  but  com- 
mercial vehicles  and  never  has  made  any- 
thing but   such   vehicles. 


New  York,  August,   1923 


111  the  Snow  Coiinlrv 
Bus  Lines  Kc^ep  Their  Hoiiles  Open 

in  W  inter 


THE  bus  lines  in  northern  New 
York  State  may  have  snow  to 
contend  with  for  nearly  six 
months  in  the  year.  At  times  the 
winters  are  particularly  severe  and 
the  snowfall  is  likely  to  range  from  4 
to  7  or  8  ft.  With  the  high  winds 
that  prevail  the  snow  is  blown  into 
drifts  12  to  15  ft.  deep,  and  often 
nearly  a  half  mile  long,  notwithstand- 
ing that  snow  fences  are  used  where 
experience  has  shown  that  such  drifts 
regularly    occur. 

Bus  operation  under  such  climatic 
conditions  is  naturally  full  of  diffi- 
culties, the  more  so  because  neither 
the  state  nor  any  of  the  towns  make 
any  attempt  to  break  open,  much  less 
to  clear,  the  highways.  The  bus  own- 
ers, therefore,  have  had  to  keep  the 
roads  open  as  best  they  could,  if  they 
were  to  keep  running.  Much  initia- 
tive has  been  exercised  and  several 
types  of  plows  have  been  tried  out 
and  then  discarded  as  better  ones 
were  developed.  Their  persistent  ef- 
forts have  been  rewarded,  for  dur- 
ing the  last  winter,  when  nearly  90- 
in.  of  snow  fell  during  January  and 
February,  the  bus  lines  that  had 
modern  snowplow  equipment  were 
not  blocked  for  any  long  periods. 
In  fact,  Carpenter's  Bus  Lines  out  of 
Watertown  he'd  to  its  schedule  e\- 
cept  for  one  three-day  period,  while 
Dailey  was  blocked  completely  for  a 
little  more  than  a  week.  Other  lines 
hold  similar  records  of  performances. 

The  bus  operators,  in  Watertown 
and  vicinity,  believe  it  is  beneficial 
to  keep  their  lines  open  during  tlie 
winter,  because  during  that  time 
they  have  the  least  competition.  This 
naturally  means  the  heaviest  traffic, 
except  on  the  resort  lines  serving 
points  along  the  St.  Lawrence  River, 
where  traffic  is  heavier  in  summer. 

To  date  the  bus  owners  report  that 
the  cost  of  keeping  the   roads  open 


OrKUATOH.S  in  northern 
-New  Yi>rk  ha\  e  di'\  eloped 
efficient  snow  plows  alonu  new 
lines.  Some  models  ha\  e  a  bal- 
anced nose  plow  hunji  amid- 
ships with  broad,  substantial 
wings  on  the  right-hand  side 
which  are  use<l  in  leveling 
snow.  .Another  type,  to  com- 
bat the  drifts  prevalent  in  the 
open  country,  puts  a  plow  in 
front,  then  a  scoop  and  nose 
break  up  the  hard  snow,  and 
two  sets  of  leveling  wings 
push  if  to  either  side.  Plow 
blades  are  made  of  boiler  plate 
and  angle  irons. 


is  borne  almost  entirely  by  them- 
selves. Only  in  rare  instances  have 
the  towns  appropriated  any  money 
to  help  defray  the  expenses  of  the 
bus  men,  and  then  in  such  small 
amount  as  to  hardly  pay  for  the  fuel 
burned  in  any  one  storm.  However, 
in  the  smaller  towns  the  merchants 
have  given  freely  of  help,  to  man 
the  plows  and  to  break  open  the 
roads  when  blocked. 

In  Watertown  the  city  has  a  cou- 
ple of  motorized  snow  plows,  one  of 
which  is  illustrated.  The«e  plows  op- 
erate in  conjunction  with  those  of 
the  Watertown  Transportation  Com- 
pany, the  local  bus  company,  but  the 
city  expects  the  bus  company  to  clear 
from  curb  to  curb  the  streets  over 
which  it  operates.  The  only  excep- 
tion to  this  is  the  Public  Square. 
This  the  city  takes  care  of  itself, 
cleaning  the  streets  and  carting 
away  the  snow. 

Types  of  Plows  in  Use 

The  motorized  type  of  plow  as  de- 
veloped in  northern  New  York  is  oi 
unique  construction.    It  appears  far 
superior  to  any  type  heretofore  de 
veloped  in  that  its  blades  are  so  lo- 


cated amidships  that  not  only  in  the 
weight  of  the  vehicle  itself  l.ut  also 
the  plow  equipment  and  its  ballast 
effective  to  stabilize  the  unit, 
thereby  increasing  its  efficiency  in 
deep  snows. 

The  plows  might  be  said  to  be  a 
development  of  the  old  system  of 
breaking  roads  with  horses  and 
sleds,  before  the  days  of  the  motor- 
bus.  However,  for  efficient  perform- 
ance as  much  of  the  snow  as  pos- 
sible must  be  cleared  away  during 
the  storm.  Most  operators  put  out 
their  plows  immediately  it  begins 
to  snow  and  keep  them  out  until 
the  snow  ceases  and  wind  dies  down. 
The  plows  can  handle  the  ordinary 
snowfall  without  any  difficulty;  with 
their  high  speed  and  underslung 
nose,  which  can  be  raised  and  low- 
ered as  desired,  the  snow  from  the 
highway  can  be  thrown  completely 
from  the  roadway.  The  wind  really 
causes  the  trouble,  packing  the  snow 
into  drifts  so  hard  that  at  times 
the  side  wings  cannot  handle  it.  Pick 
and  shovel  must  then  be  u.sed,  unless 
a  different  type  of  plow  is  available. 
Some  of  the  illustrations  indicate  the 
size  of  the  drifts,  compared  to  that 
of  the  plow.  In  some  parts  of  New 
York,  as  late  as  April  15,  buses  were 
running  through  tunnels,  the  walls 
of  which  were  nearly  as  high  as  the 
top  of  their  roofs. 

Three  distinct  types  of  motorized 
snow  plows  have  been  developed,  each 
of  which  has  a  field  of  usefulness  in 
the  general  scheme  of  bus  operation. 
Full  credit  for  the  ideas  embodied 
in  the  design  of  these  plows  belongs 
to  the  bus  owners  sen'ing  Water- 
town  and  surrounding  territory,  and 
to  Carl  H.  Frink,  a  plate  and  metal 
worker  formerly  with  the  Franklin 
Motor   Car   Company,    in    Syracuse. 

It  was  in  the  winter  of  1919-1920 
that  F.  I.  Dailey,  operating  between 


364 


BUS 

TRANSP0RTA110N 


Vol.2,  No.8 


These  Plows  Conquer  Winter's  Heaviest  Storms 


No.   1.    Dailey's  fleet  of  plows, 
low  the  same  general  design. 

No.   2.    The  Cadillac   Eight  can  make  the  snow 

fly. 

No.  3.  Front  view  of  larger  plow,  on  lirockway 
5-ton   truck  chassis. 

No.  4.    At  work  in  a  .snow  drift  about  6  ft.  deep. 

No.  5.  Rear  view  of  larger  type  of  plow,  show- 
ing the  framing  on   the  wings  and  driving  frame. 


August, 1923 


BUS 

IKANSPOHIATION 


363 


W'atertown  and  Clayton,  made  the 
first  attempt  to  pull  a  nose  plow  at- 
tached to  the  rear  end  of  one  of  his 
buses.  This  plow  was  of  wood 
sheathed  with  metal,  and  would  fol- 
low a  straight  line  only  with  con- 
siderable dirticulty,  on  account  of  the 
variations  in  the  snow  density  due 
to  the  wind  and  drifts.  About  this 
time  Mr.  Frink  came  to  Clayton  to 
open  up  a  tire  vulcanizing  plant,  and 
suggested  that  a  steel  plow  be  built 
to  swing  under  a  truck  amidships. 
This  was  patterned  after  a  wood 
plow  that  F.  W.  Carpenter  of  Black 
River  had  hung  under  one  of  his 
buses,  used  to  clear  the  line  between 
W'atertown  and  Carthage.  The 
method  of  hanging  the  plow  from 
three  points  was  also  used  by  Carpen- 
ter, but  Frink  conceived  the  idea  of 
balancing  the  right  half  of  the  nose 
plow  with  a  wing  to  clear  the  load  for 
the  left  wheel.  The  first  plow  was 
built  in  the  winter  of  1919,  at  Hyde 
Brothers'  plant,  in  Watertown,  and 
mounted  on  a  ll-tnn  Duplex  truck 
chassis.  Its  performance  was  far 
better  than  expected 

From  this  crude  device  the  nose 
type  of  plow  hung  amidships  and 
now  operated  by  several  of  the  bus- 
men in  Watertown  and  Syracuse,  was 
developed  and  built.  The  original 
plow  did  duty  for  three  winters  and 
was  only  scrapped  last  year  after 
the  purchase  of  a  larger  and  more 
modern  type. 

At  about  the  same  tim*^  the 
Watertown  Transportation  Company, 
operating  in  the  city  of  VVatertow;i, 
had  developed  a  plow  to  meet  its  lo- 
cal conditions.  This  also  was  of  the 
amidships  type.  Its  nose  could  be 
raised  and  lowered  to  meet  road  con- 
ditions, by  a  long  lever,  hooked  in 
position  to  keep  the  plow  blades  bal- 
anced properly.  The  right  wing  of 
this  plow  has  a  blade  about  2  ft. 
high,  to  level  off  the  snow  as  it  is 
plowed  from  between  the  wheels. 
These  plows  are  mounted  on  Buick 
Model  4  chassis  and  still  are  able  to 
perform  good  work  when  called  upon. 

The  snow  plow  swung  amidships, 
with  a  balancing  wing  and  a  right- 
hand  leveling  wing,  has  been  de- 
veloped of  late,  to  a  considerable  ex- 
tent, by  Messrs.  Dailey  and  Frink, 
so  as  to  secure  a  more  substantial 
and  a  far  easier  form  of  control 
for  raising  and  lowering  the  plow. 
Two  forms  of  plows  have  really  re- 
sulted and  are  shown  in  the  illus- 
trations. The  smaller  one  is  mounted 
on     a     comparatively     light-weight. 


high-speed  chassis.  It  has  been  used 
successfully  on  the  Model  57  Cadillac 
and  the  Model  15  White  chassis. 

These  plows  are  hung  from  a  false 
frame  by  rods  and  eye-bolts,  with  the 
push  rods  fastened  under  the  spring 
clips  on  the  rear  axle.  The  plows 
are  of  sheet  steel,  braced  with  angle 
irons. 

It  is  surprising  what  can  be  done 
with  a  plow  of  this  kind,  which  can 
be  built  for  $200.  The  nose  can  be 
lowered  within  an  inch  or  two  of  the 
ground  and  at  high  speed,  40  to  55 
m.p.h.,  as  shown  in  one  illustration, 
can  create  a  miniature  storm. 

Flows  of  this  type  are  in  success- 
ful operation  on  the  route  from  Syra- 
cuse to  .\'iir\\  ith.  (iwiied  by  Waltci'  -M. 


This  arrangement  allows  any  desired 
depth  of  cut  to  be  obtained. 

An  owner  of  one  of  these  plows  is 
now  considering  putting  on  a  left- 
hand  leveler  so  as  to  run  counter  to 
trafliic,  and  push  back  the  top  of  the 
high  bank  left  by  the  right-hand 
wing.  With  this  leveler  he  believes 
he  can  materially  increase  the  useful- 
ness of  his  plow. 

Dailey's  Heavy-Duty  Plow 

The  plow  built  for  F.  1.  Dailey. 
who  operate.s  from  Watertown  to 
Clayton  and  Alexandria  Bay,  is 
mounted  on  a  5-ton  Brockway  truck 
with  nine  forward  speeds.  In  reality 
it  has  a  complete  overgear  transmis- 
sion   for    high    speeds.     The    power 


.    — 

^R 

-      --  ■  -J 

^ 

AmidsKip-hung  balanced  noxe  wing  plow.     Note  the  balance  wing  which  clear* 
n  path  for  the  left  wheel.     Three  point  suxpeiiKiou  enablex 
crowned  road  surfaces  to  be  easily  cleaned 


Aldrich;  by  F.  I.  Dailey,  on  his  Wa- 
tertown, Clayton  and  Alexandria  Bay 
Line;  by  the  Carpenter  Bus  Line, 
Inc.,  between  Carthage,  Watertown 
and  Adams,  and  by  Haas  and  Larra- 
bee  from  Alexandria  Bay  to  Water- 
town  via  Theresa. 

Amid.«iiips  Nose  Plows 
FOR  Heavy  Duty 

The  heavy-duty  plows  follow  clo.sely 
the  smaller  type  used  on  the 
Cadillac  chassis.  One  exception  per- 
phaps  is  that  the  clearance  under  the 
axles  is  increased  by  using  oversize 
tires  in  order  to  better  navigate  the 
deep  snows,  and  at  the  same  time  to 
get  the  radiator  higher  up  and  keep 
it  from  overheating  when  it  is  en- 
veloped in  snow.  The  nose  is  hung 
from  a  false  frame  of  oak  or  ash  sus- 
pended at  three  points,  with  control 
by  hand  wheels  and  springs  on  rods 
hooked  to   the   floor   with   eye-bolts. 


plant  IS  a  Buda  engine,  with  5  x  6* 
bore  and  stroke,  driving  through  a 
double  gear  set,  the  heaviest  type  of 
Timken  worm-driven  axle  built  for 
use  with  pneumatic  tires.  In  opera- 
tion Mr.  Dailey  says  he  can  get  ap- 
proximately 9  miles  per  gallon  of 
gasoline. 

This  plow  was  built  in  the  latter 
part  of  1921  and  put  into  .service  on 
Jan.  3,  1922.  Its  cha.ssis  has  pneu- 
matic tires  all  around.  40  x  8  in  the 
front  and  44  x  10  on  the  rear.  The 
radiator  is  set  on  blocks,  so  it  stands 
41  ft.  from  the  ground.  With  good 
tire  chains  the  plow  can  be  operated 
successfully  through  4  or  5  ft.  of 
snow.  It  can  cut  a  swath  11  ft.  on 
the  road  surface,  the  right  wing  be- 
ing extended  to  cover  nearly  6  ft. 
of  surface.  The  wing  has  a  maximum 
height  of  85  ft.  from  the  street. 
One  of  the  illustrations  shows  the 
plow  in  a  large  snow  bank. 


366 


BUS 

IRANSPORIAnON 


Vol.2,  No.8 


Head-on  view  with  xvings  spread  out  to  full  width  of  22  ft.     Inside  framing  of 
nose  plow  is  of  heavy  angle  iron.    Amidships  wings 
fold  back  on  truck  frame 


The  plow  mechanism  is  also 
mounted  on  a  false  frame,  extending 
diagonally  across  the  chassis  from 
the  rear  of  the  driver's  cab  and  di- 
rectly over  the  right-hand  end  of 
the  rear  of  the  rear  axle.  The  nose 
is  braced  to  the  rear  axle  housing  by 
another  frame  under  the  rear  axle. 

In  order  to  get  the  necessary 
weight  on  the  rear  wheels  to  keep  the 
wing  plow  in  position  to  push  the 
snow  instead  of  the  reverse,  4,500  lb. 
of  ballast  in  the  shape  of  sand  in 
bags  is  carried.  The  plow  equipment 
weighs  4,000  lb.,  so  that  the  rear 
wheels  carry  about  15,000  lb.  with 
the  ballast  concentrated  over  the 
rear  axle. 

In  operation  two  plows  are  usu- 
ally run  as  a  team;  the  big  plow 
leads,  and  a  smaller  one  mounted  on 
a   Cadillac  chassis  but   of  the   same 


general  type  follows  to  clean  up 
whatever  snow  rides  over  the  nose 
of  the  larger  plow.  Of  course,  many 
snowfalls  can  be  handled  by  the 
smaller  plow  alone. 

Another  Amidships  Plow 

One  of  the  illustrations  shows  the 
plow  used  by  H.  H.  Vrooman  on  his 
Watertown,  Lowville,  Copenhagen 
Bus  Line.  This  plow  is  mounted  on 
a  Model  50  White  bus  chassis  and 
has  proved  dependable.  In  heavy 
drifts  a  10-ton  Holt  tractor  is  hooked 
on  ahead  as  a  tow.  With  this  extra 
power  no  difficulty  has  been  experi- 
enced in  bucking  the  heaviest  of 
snow  drifts.  It  takes  time  to  break 
open  the  line  once  it  is  closed,  but 
the  equipment  stands  the  abuse  neces- 
sary without  failure.  As  evidence 
that  the  equipment  would  stand  the 


Looking  down  on  tnp  of  nose,  where  framing  is  designed  for  stability 


abuse  it  is  now  in  regular  duty  un- 
der a  twenty-five-passenger  body. 

The  illustration  gives  a  good  view 
of  the  comparative  size  of  the  bal- 
ance wing  or  left-hand  side  of  the 
nose  plow  hung  amidships,  which 
clears  a  path  for  the  left  rear  wheel. 
This  plow,  as  will  be  noticed,  also 
has  a  three  point  adjustment  for 
raising  and  lowering  the  mecha- 
nism. One  is  on  the  nose,  another  on 
the  tip  of  the  balance  wing,  and  the 
third  is  on  the  leveling  wing.  Hand 
adjusting  wheels  are  13-in.  diameter 
and  are  threaded  to  work  over 
suspension  rods  attached  to  the  plow 
blades.  Nose  plow  and  wings  are 
independent  of  adjustment  to  a  dis- 
tance of  0  in.  to  10  in.,  depending 
upon  the  clearance  under  the  chassis 
forward  of  the  rear  axle. 

The  plow  mechanism  is  pushed 
from  the  rear  axle  housing  by  heavy 
angle  bars,  hinge-jointed  to  the 
spring  clips.  These  drive  bars  are 
strongly  bridged,  as  shown  in  the 
illustration,  to  prevent  misalignment 
of  the  plow  with  chassis  and  also  to 
relieve  any  side  strain  on  the  sus- 
pension bolts. 

The  false  frame,  which  supports 
the  plow  mechanism  is  built  of  hard 
maple  or  ash,  and  serves  to  give 
proper  height  for  hanging  the  plow. 
With  a  plank  flooring  installed  bal- 
last can  be  carried  as  required. 

Tractor-Driven  Plows 

A  most  powerful  form  of  plow  has 
been  developed  by  the  Carpenter  Bus 
Lines,  Inc.,  for  use  on  its  two  routes 
out  of  Watertown.  On  the  front  is 
mounted  a  scoop  type  of  nose  plow 
that  not  only  lifts  the  snow  but 
breaks  it  up  and  turns  it  to  the 
roadside.  Then  by  means  of  wings 
and  top  levelers  on  either  side  it 
is  pushed  into  gutters  and  ditches. 

Prior  to  this  design  the  Carpenter 
Lines  had  experimented  with  a  ro- 
tary form  of  plow,  without  marked 
success.  Even  a  150-hp.  marine  type 
of  gas  engine  failed  to  keep  the  ro- 
tary fan  revolving  at  sufficient  speed 
to  clear  a  path  for  the  truck  travel- 
ing at  its  lowest  speed.  With  snow 
of  considerable  volume  the  fan 
slowed  down  and  became  clogged. 

After  the  rotary  plow  had  failed 
in  a  storm  of  considerable  severity, 
a  wooden  form  of  vertical  nose  plow 
that  could  be  fastened  onto  the  horns 
nf  the  truck  and  braced  back  to  the 
frame  was  hastily  constructed.  This 
temporary  plow  was  the  basis  of  the 
new  design.  To  overcome  the  diffi- 
culty of  steering,  owing  to  uneven- 


August,1923 


bus 

lKVsS(\)KUnON 


i       367 


lit-ss  of  situw  lieiisily,  the  set)op  luini 
of  nose  plow  was  used.  This  type 
breaks  up  the  snow,  and  enables  the 
driver  to  keep  going  straight. 

Carpenter's  plow  has  a  5-ton  Linn 
crawler-type  truck  as  the  foundation 
for  the  scoop  nose  and  wing  plows. 
The  4A  X  53  engine  is  a  Continental 
four-cylinder  of  40  hp.,  and  the 
wheelbase  measured  from  the  front 
a.xle  to  the  rear  axle  is  135  in.  The 
vehicle  has  three  speeds,  and  on  high 
speed  can  travel  5i  m.p.h.  The  trac- 
tor has  1,120  sq.in.  of  crawler 
contact  surface.  With  the  plow 
equipment,  which  weighs  6,300  lb. 
(3,300  lb.  for  the  nose  and  3,000  for 
the  wings),  the  vehicle  itself  8,600 
lb.  stripped,  and  ballast  of  10,000  lb., 
the  weight  is  about  2,800  lb.  per 
sq.ft.  of  road  contact  surface,  suflfi- 
cient  to  move  snow  to  a  depth  of  96 
in.  without  being  deflected  in  the 
least.  All  told,  the  tractor  carries 
8  tons  plus  its  own  weight. 

The  plow  parts,  blades  and  wings. 
are  of  No.  12  gage  boiler  plate,  re- 
inforced with  angle  irons  of  varying 
sizes  to  keep  the  blades  in  shape, 
and  also  to  carry  the  load  back  to 
the  truck  frame. 


Side  view,  nhowiiiy  leiiign  can  he 
operated  in  different  positioiin. 
Top  leveler  ciitx  off  curl  from 
lower  wiiif/. 


The  supporting  frame  for  the  nose 
plow  is  of  6-in.  angle  iron,  and  as  will 
be  noticed  from  one  of  the  illustra- 
tions, extends  across  and  is  fastened 
to  the  frame  horns  in  front  of  the 
radiator.  This  is  strut  braced  at  a 
45-deg.  angle  to  the  lower  ends  of 
the  scoop,  and  also  to  the  lip  of  the 
scoop.  The  4-in.  angle  iron  braces, 
which  are  placed  on  each  side  at  the 
back  of  the  scoop  frame,  extend  to 
the  truck  frame  outside  of  the  front 
wheels.  Thus  they  can  carry  the 
load  impressed  upon  the  scoop  and 
nose  plowing  into  the  snow,  and  at 
the  same  time  do  not  interfere  with 
turning  the  front  wheels.  The  scoop 
and  nose  which  ride  on  skid  shoes 
or  casters  are  thus  substantially  an 
integral  part  of  the  truck  frame  and 
are  not  liable  to  crumple  unless  the 

Rear  viewx,  wings  spread  wide 
open  and  folded  back.  Bracing 
used  ov  wings,  a7id  struts  hold 
thrm  in  po<fi'inv. 


la.siL'niiigs  to  the  frame  give  way  by 
shearing. 

The  scoop  at  the  front  is  109  in. 
wide,  rising  at  an  angle  of  about 
25  deg.  to  a  height  of  36  in.  A  razor- 
back  nose  plow  is  super-imposed  on 
the  scoop  and  set  back  10  in.  from 
the  cutting  edge  so  that  a.s  the  snow 
is  first  lifted,  it  is  broken  up  and 
half  thrown  to  either  side.  The 
height  of  the  nose  above  the  ground 
is  60  in.  and  the  maximum  spread 
of  the  nose  lips  is  135  in. 

The  side  wings  are  hung  with  piv- 
ots on  a  false  frame,  fastened  in  the 
rear  of  the  cab  to  the  body  flooring, 
so  that  each  wing  can  be  swung  out- 
ward and  secured  with  rods  and 
pins.  Stability  is  obtained  through 
iron  rod  braces  with  right  and  left 
turnbuckles  as  shown  in  the  illus- 
trations. The  side  wings  themselves 
are  in  two  parts.  The  lower  portion 
has  a  blade  with  a  straight  scoop 
edge  beveled  off  to  break  through 
crusted  snow.  The  lower  wings  are 
5  ft.  high  and  10  ft.  long,  while  the 
top  levelers  or  upper  wings,  which 
set  on  top  of  the  lower  ones  are  18 
in.  high,  with  a  curled  lip  at  the  top. 
Th>>se  top  levelors  can  ho  set  in  sov- 


368 


BUS 

TRANSPORTAnON 


Vol.2,  No.8 


era]  positions  according  to  the  height 
of  the  snow.  With  the  wings  set  out 
as  far  as  possible  the  plow  can  clear 
a  swath  of  snow  22  ft.  wide  at  the 
top  of  the  bank  and  17  ft.  at  the 
road  surface. 

Mr.  Carpenter  plans  to  improve 
the  cab  arrangements  so  as  to  pro- 
vide more  comfort  for  the  driver. 
It  is  to  be  fully  vestibuled,  heated, 
and  made  as  stormtight  as  possible. 
The  present  stake  body  is  to  be 
further  inclosed,  and  fitted  with  stove, 
table  and  bunk,  so  hot  meals  and  rest 
can  be  available  for  the  drivers  while 
the  plow  is  on  duty.  Two  men  usu- 
ally man  the  plow,  either  of  whom 
can  drive  it. 

In  order  to  get  the  proper  amount 


Layout  of  plow  developed  by 
Watertown  {N.  Y.)  Transporta- 
tion Company 

of  weight  for  traction  purposes,  Mr. 
Carpenter  proposes  to  substitute  a 
5-ton  block  of  concrete  and  iron  and 
do  away  with  the  sand  bags  now 
used  as  ballast.  This  or  another 
scheme  to  secure  weight  will  he 
necessary  because  the  housing  quar- 
ters will  require  a  part  of  the  space 
heretofore  used  for  carrying  sand 
bags. 

An  extra  20-gal.  gasoline  tank  is 
to  be  provided  so  as  to  allow  twenty- 
four  hours  of  service  without  re- 
plenishing. Fuel  consumption  aver- 
ages about  3  miles  per  gallon  and 
with  the  present  tank  which  holds 
but  20  gallons  the  plow  has  a  max- 
imum working  period  of  but  twelve 
hours. 

Mr.  Carpenter  is  enthusiastic 
about  this  type  of  plow.  It  is  needed, 
he  says,  not  on  account  of  the  amount 
of  any  one  snowfall,   but  to  handle 


The  Snow  Fighters 

By  John  Desmond 

Conductor  Fifth  Avenue  Coach  Company, 
New   York  City 


'Twas  a  dreary,  dark  December's  day, 

And  the  clouds  hung  low  overhead; 

And  the  sun  seemed  to  hide  each  warm- 
ing ray, 

And  the  winds  blew  along  in  their  hur- 
ricane way. 

And  the  streets  that  once  looked  lively 
and  gay, 

Now  looked  dismal,  gloomy,  and  dead. 

And  our  foreman  standing,  with  knitted 
brows. 

Underneath  an  electric  light. 

Told  the  clerk  in  charge  to  send  out  the 
plows. 

As  'twould  surely  snow  tonight. 

Then  the  plows  came  out  and  each  sec- 
tion told 
Where  to  work;  and  each  man  well 

knew 
As  he  dressed  himself  for  the  bitter  cold 
In  his  oilskins,  just  like  a  mariner  bold, 
Preparing  to  enter  a  shipwrecked  hold 
To  save  a  despondent  crew; 


And  into  the  silence,  into  the  shade 

Of  the  buildings  tall.     And  now 

And  then  not  a  sound  but  the  swish  of 

the  blade 
Of  the  great  Fifth  Avenue  plow. 

As  it  plowed  through  the  streets  like  a 

mighty  bird, 
There  in  silence  through  the  night, 
Its  crew  worked  on  without  speaking  a 

word. 
For  their  task  they  knew,  and  no  voice 

was  heard; 
And  the  blade  of  the  plow,  like  a  gleam- 
ing sword. 
Cleared  the  snow  ere  the  morning's 

light. 
They  seek  no  praise,  for  their  task  is 

done. 
Their  work  is  beyond  reproach. 
They  were  sent  out  to  fight  the  snow; 

they  won. 
Men  of  the  Fifth  Avenue  Coach. 

Frovi   the  "Motor  Coach" 


the  drifts.  In  fact,  it  is  not  unusual 
to  be  able  to  see  only  the  sky,  for  the 
snow  is  piled  up  higher  than  the  top- 
most wings  of  the  plow  after  the 
road  has  been  opened. 

The  cost  of  fitting  up  such  a 
chassis  with  scoop,  nose  and  wings 
is  about  $1,500. 


Rented  Plow  Saves  the  Day 

AFTER  a  snow  blockade  lasting 
.  several  weeks,  the  highways  be- 
tween Norwich,  New  Berlin  and 
Mount  Upton,  N.  Y.,  were  opened 
last  winter  with  the  help  of  the  appa- 
ratus shown  in  the  accompanying 
photographs.  This  is  manufactured 
and  owned  by  the  Linn  Manufactur- 
ing Corporation,  Morris,  N.  Y.,  and 
was  used  as  a  result  of  efforts  made 
by  J.  A.  Wild  &  Son,  bus  operators 
of  South  New  Berlin,  to  clear  their 
route.  A  cut  of  20  ft.  wide  was 
made  throughout  the  greater  part 
of  the  route,  with  the  exception  of  a 


few  places  where  the  snow  could  not 
be  cleared  to  a  width  of  more  than 
10  ft. 

The  machine  used  is  a  10-ton  Linn 
truck-tractor,  and  was  loaded  with 
3  tons  of  iron.  At  the  rear  this  has 
"caterpillar"  tracks  each  40  in.  long 
and  14  in.  wide,  while  front  wheels 
were  replaced  by  runners.  The  snow- 
clearing  apparatus  is  a  V-shaped 
plow  with  adjustable  wings  on  each 
side.  This  tractor,  it  is  said,  uses 
about  2  gallons  a  mile  and  was  rented 
for  the  sum  of  $40  a  day. 

An  organization,  made  up  of  the 
Norwich  Motor  Club,  Norwich  Cham- 
ber of  Commerce,  and  various  busi- 
ness men  of  the  city  appropriated 
$100  to  help  defray  the  expenses  of 
Wild  &  Son  in  their  successful  effort 
to  open  the  roads  for  traffic  between 
the  two  valleys.  As  a  result  of  this 
experience  plans  are  being  made,  to 
keep  the  main  arteries  of  travel  in 
the  neighborhood  open  the  coming 
winter,  regardless  of  snowfalls. 


•waaaaaa^ 

Hf  ^1*^    ' 

H 

7^^^^ 

M 

^  ^"^  4^38 

r^^H~ 

Lg 

w"f  ^3| 

ki^P^^^^^^L 

^T 

^I^Hb^ 

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. 

Front  (riid  rear  views  of  10-ton  Linn   tractor  used  in  snow-fighting  by 
Norwich  (New  York)  bus  operator 


August,1923 


BUS 

TRANSHORIATION 


369 


Modern  Practice  in  City  Sn<»v  Fijihtinji 


How  the  Fifth   Avenue  ("oach  Company   ("leans  the  Twenty-five  Miles  of 

Its  New  Yoriv  tity  Uoules — OrKuni/.ation  and  lManninj{ 

Are  the  Foundation  of  Its  Success 


THE  bus  operator  who  is  de- 
turmineci  to  make  ^txn\  by  giv- 
ing service  day  in  and  day  out 
during  the  coming  winter  will  ruul 
inspiration,  and  direct  help  as  well, 
from  the  organization  and  methods 
that  have  been  developed  after  years 
of  exp'erience  by  the  big  Fifth  Ave- 
nue system. 

New  York  City,  the  .scene  of  its 
operations,  has  widely  varying  snow- 
falls. In  1919-1920  there  was  only 
about  3  in.  during  the  whole  winter. 
Two  years  before  that,  however,  the 
total  was  practically  50  in.,  and  last 
winter  it  was  54  in.  But  the  bus 
system  must  be  prepared,  of  course, 
for  the  worst  and  not  for  the  best 
conditions. 

Another  thing  that  makes  snow 
lighting  difficult  is  that  more  than 
half  its  mileage  is  .semi-exposed.  On 
Riverside  Drive  between  Seventy- 
second  and  135th  Streets,  and  cm 
Fifth  Avenue  between  Fifty-seventh 
and  110th  Streets,  one  side  is  faced 
by  towering  apartment  houses  and 
palatial  residences.  The  other  side 
is  open,  however,  and  many  deep 
drifts  are  formed  by  snow  that 
sweeps  against  the  walled  side  of  the 
street,  swirling  and  eddying  back 
into  the  roadway. 

Then  there  is  the  traffic,  which  is 
heavy  along  most  of  the  line,  even 
in  winter.  For  years  the  traffic  situ- 
ation on  Fifth  Avenue  was  compli- 
cated by  the  method  of  cleaning.  The 
snow  was  first  pushed  into  the  center 
of  the  street,  leaving  narrow  one- 
way lanes  on  each  side,  which  had  to 
care  both  for  parked  and  moving 
vehicles.  Last  winter,  however,  the 
City  Street  Cleaning  Department 
changed  its  method  and  worked  to- 
ward the  curbs  and  the  bus  equip- 
ment could  do  likewise,  resulting  in 
much  better  conditions  for  traffic. 

Snow  fighting  started  back  in  1915 
on  the  Fifth  Avenue  system,  when 
the  company  decided  that  it  was  a 
matter  both  of  business  and  of  fair- 
ness to  the  public  to  give  continuous 
service  and  to  avoid  complete  tieups 
which  had  occurred  during  earlier 
years.  The  city  is  supposed  to  clean 
off  the  streets  over  which  the  Fifth 


tk 

r 

<        • 

mt. 

1 

V 

Cleaning  up  on  Riverside  Drive,  with  bus  for  paxxenger  service  right  behind 


Avenue  buses  travel,  but  its  appa- 
ratus has  much  work  to  do,  which 
takes  time,  when  the  buses  might 
be  blocked.  Consequently  the  com- 
pany has  built  up  its  own  organiza- 
tion, and  is  prepared,  if  occasion  de- 
mands, to  keep  all  its  routes  open  for 
service.  This  means  cleaning  the 
entire  pavement,  or  an  average  of 
.50  ft.  wide  for  the  25  miles.  In  the 
last  eight  years  about  6,000,000  cu. 
yd.  of  snow  (more  than  1,000,000  cu. 
yd.  in  bad  winters)  have  been  cleared 
from  the  routes. 

As  has  been  said  before,  the  sys- 
tem of  handling  this  work  and  the 
equipment  have  developed  by  hard 
experience.  The  first  plow  was  the 
so-called  trailer,  or  pull  type,  of 
which  there  were  thirty-seven  in 
service  a  few  years  ago.  These  were 
really  road  scrapers  towed  by  buses 
taken  out  of  passenger  service.  This 
method  was  found  extremely  ex- 
pensive, as  a  thorough  overhaul  wa-s 
required  after  the  final  snowstorm 
each  year  to  get  the  buses  back  into 
condition. 

The  next  step,  therefore,  was  to 
build  a  motorized  plow.  De  Dion 
chassis,  imported  from  France  for 
bus  service,  were  remodeled  and  a 
scraper  blade  with  hand-wheel  ad- 
justing   mechanism    installed    amid- 


ships.    Of  these  ten   were  built    in 
1920  and  are  still  in  service. 

Something  more  powerful  was  re- 
quired, however,  and  this  has  been 
obtained  in  the  shape  of  a  four-wheel- 
drive  truck,  with  two  scrapers,  one 
mounted  in  front  and  the  .second 
amidships.  Six  of  these  were  in 
service  during  the  winter  of  1922- 
1923,  and  seven  more  will  be  used 
during  the  coming  winter.  To  dis- 
tinguish the  latest  type  from  the 
others,  it  is  called  a  "Hy-Fower" 
plow.  The  main  part  of  the  snow 
fighting  will  be  handled  in  future  by 
the  "hy-power"  and  power  plows, 
although  some  pull  plows  will  be 
kept  ready  for  service  in  severe 
storms.  Last  winter  when  the  snow- 
fall was  unusually  heavy  the  power 
equipment  handled  all  the  work,  and 
the  pull  plows  were  not  used  at  all. 

Organization  for  Snow  Removal 

The  finest  and  best  snow-fighting 
equipment  would  be  of  little  value 
unless  backed  by  the  right  system  to 
put  this  equipment  into  .ser\Mce  at 
the  right  time,  and  then  to  keep  it 
going  until  the  storm  is  over.  On 
the  Fifth  Avenue  line  this  is  han- 
dled by  a  "Snow  Order"  which  is 
simply  a  typewritten  statement  giv- 
ing complete  rules  and  instructions  as 


370 


BUS 

TMNSPORTATION 


Vol.2,  No.8 


Close-up  of  Walter  four-wheel-dtive  plow.     Two  Champion  blades  are  used- 
a  front  blade  10  ft.  ivide,  and  one  mounted  amidships  12  ft.  wide 


to  how  the  work  is  to  be  handled. 
This  is  issued  at  the  beginning  of 
each  winter,  and  copies  go  to  those 
who  take  part.  The  1922-1923  order, 
for  instance,  starts  out  by  fixing  the 
responsibility  for  putting  the  snow 
order  into  effect.  This  takes  place 
usually  when  half  an  inch  of  snow 
has  fallen.  In  the  day  time  the  initi- 
ative is  taken  by  the  office  of  Super- 
intendent of  Transportation  J.  W. 
Mullahey,  whereas  at  night  the  gen- 
eral night  foreman  of  garages  (G.  G. 
Harmon)   has  this  responsibility. 

Immediately  the  order  goes  into 
effect,  the  men  required  to  take 
charge  are  notified  either  by  tele- 
phone or  messenger,  if  they  have  not 
seen  the  snow  start  and  reported  for 
duty.  Many  of  them  live  near  the 
company  garages  so  that  they  can  be 
quickly  reached.  Meanwhile  the 
plows  have  been  moved  to  the  garage 
doors,  engines  are  turned  over,  ready 
to  send  out  at  once,  according  to  in- 
structions given  in  the  snow  order. 

This  provides  for  two  plans  of 
operation,  the  second  of  which  is  used 


only  under  severe  conditions  and  on 
orders  from  the  office  of  the  Super- 
intendent of  Transportation.  Plan 
No.  1,  as  used  last  winter,  is  shown 
in  the  accompanying  table.  This 
describes  routes  to  be  followed  by  the 
"Hy-Power"  and  power  plows,  six- 
teen in  all,  and  indicates  from  which 
garage  they  shall  be  supplied.  It 
will  be  noticed  by  comparing  the  table 
and  the  map,  that  the  102nd  Street 
garage  (No.  3)  furnishes  plows  for 
the  line  from  Washington  Square  to 
110th  Street  and  Fifth  Avenue,  while 
from  the  two  garages  at  132nd  Street 
come  equipment  for  the  remainder  of 
the  lines. 

The  second  plan  provided  for  the 
use  of  ten  pull  plows  in  addition  to 
the  sixteen  power  vehicles,  with  a 
slight  change  in  the  location  of  routes 
which  they  work.  Last  winter  the 
plows  worked  in  fleets  of  two  so  that 
a  windrow  of  snow  was  left  about 
5  ft.  out  from  the  curb,  which  meant 
another  trip  for  one  plow  to  push 
it  back. 

With  the  new  equipment,  however, 


Plan  (No.  1)  for  Snow  Fighting  on  Fifth  Avenue   Lines 


Section 

No. 

1 


Supplied 
by  Garage 

No. 
3 

3 
3 
4 


Location  of  Route 

Washinj^ton  Square  to  34th  St.  on  5th  .\ve.  incl.  Fenn.  Station 
and  .\ator  Place 

34thto59tliSt.on5th.\ve 

5i>ilito  I  lOthSt.  on  5th  .\ve.  incl.  East  72nd  .St 

I  lOth  St.  and  5th  .\ve.  to  8th  Ave.  to  7th  Ave.  to  168th  St.  via 
7th  Ave.  and  Edgecomb  Road 

1 10th  St.  and  8th  Ave  to  193rd  St.  and  St.  Nicholas  via  Man- 
hattan and  St.  Nicholas  .\ve 

57th  .St.  and  5th  .\ve.  to  96th  St.  and  Riverside  Drive  via  Broad- 
way and  Riverside  incl.  West  72nd  St 

96th  .St.  and  Riverside  Drive  to  168th  St.  and  Broadway  via 
Riverside  and  Broadway 

1 10th  St.  and  5th  .\ve.  across  1 10th  St.  to  Riverside  to  135th  St. 
and  Broadway 


Number  of  Phjws 
Hy-Puwer   Power 

I  I 

I  1 

2 


ir/ipce  the  Fifth  Avenue 
system  tights  snow.  Work- 
ing sections  are  laid  otit  to 
equalize  work,  not  according 
to  thfir  length  (see  accom- 
panying   table) 


August,1923 


BUS 

IRANSPOfOMKJN 


371 


the  plows  will  travel  in  gangs  oi 
three,  and  finish  half  the  roadway  at 
a  time.  This  will  give  seven  bhule^ 
to  each  fleet  or  gang.  One  of  the  De 
Dion  plows,  with  a  single  scraper, 
will  go  first  to  break  the  way  and 
will  be  followed  by  two  four-wheel 
drive  plows,  each  having  two  blades. 
Thus  as  the  snow  piles  up  the  more 
[lowerful  eiiuipment  will  be  lined  up 
in  the  best  place  to  lumdle  it. 

Division  superintendents  have 
charge  of  the  plowing  in  each  section, 
and  in  addition  the  office  of  the 
Superintendent  of  Transportation 
keeps  closely  in  touch  with  the  situa- 
tion by  two  observers,  one  for  day 
and  one  for  night  patrol  duty.  To 
each  one  a  motor  car  and  driver  is 
assigned,  and  they  ride  back  and 
forth  over  the  line,  noting  any 
changes  that  are  required,  where 
additional  men  or  equipment,  such  as 
sand,  ashes,  brooms  and  shovels  are 
needed,  giving  a  helping  hand  here 
and  a  word  of  encouragement  there, 
and  reporting  frequently  by  tele- 
phone to  the  office  of  the  Superintend- 
ent of  Transportation.  That  this 
work  is  done  effectively  can  be  testi- 
fied to  by  one  of  the  editors  of  Bus 
Transportation,  who  spent  the  best 
part  of  a  Sunday  last  winter  on  board 
this  patrol  car,  observing  the  methods 
described  in  this  article. 

Precautions  on  Buses 

The  actual  plowing,  while  one  of 
the  most  important  parts  of  the  work, 
still  is  only  a  part.  Buses  must  be 
made  ready,  and  other  precautions 
taken.  As  indicated  in  the  snow 
order,  each  bus  must  be  supplied 
with  a  shovel,  box  of  sand,  and  two 
chains,  not  later  than  Dec.  1.  Sand 
cars,  or  heavy-duty  trucks,  are  fitted 
to  carry  sand  for  bad  places  along  the 
line.  Five  of  these  are  used,  each 
having  a  section  of  the  line  to  cover. 
Before  a  sand  car  goes  out,  its  desti- 
nation must  be  telephoned  the  City 
Street  Cleaning  Department.  Per- 
mission must  be  obtained  from  the 
department  before  ashes  are  used,  as 
is  necessary  sometimes  in  severe 
storms,  so  steps  can  be  taken  to  pre- 
vent their  clogging  up  the  sewers. 

Extra  men  are  stationed  at  the 
terminals  and  transfer  points,  to  as- 
sist dispatchers  in  cleaning  steps  of 
buses,  destination  signs,  and  side- 
walks used  by  passengers. 

It  will  thus  be  seen  that  the  com- 
pany goes  to  great  lengths  in  its 
snow  fighting.  Snow  plows  may  be 
used  only  a  few  times  a  season,  and 


yet  an  annual  licen.se  fee  of  $40  must 
be  paid  for  each  vehicle.  The  equip- 
ment, such  as  plows,  devoted  to  snow 
fighting  alone,  represents  <in  invest- 
ment of  well  over  $150,000.  and  the 
overtime  wages  average  $20,000  a 
year,  all  used  mainly  to  retain  thp 
good  will  of  patrons.  In  spite  of  this, 
the  company  is  going  ahead,  improv- 
ing its  equipment,  and  taking  better 
care  of  its  patrons  each  year.  Men 
are  assigned  to  the  sections  in  ad- 
vance so  they  will  know  where  every 
car  track,  manhole  cover  or  other 
obstruction  to  plowing  is  located. 
During  the  winter  constant  commu- 


nication is  had  with  the  local  weather 
bureau,  but  more  information  has 
been  found  necessary,  and  so  the 
office  of  the  Superintendent  of  Trans- 
portation contains  a  recording  ther- 
mometer and  barometer,  as  well  as 
experts  in  their  use,  the  presence  of 
which  is  certainly  conclusive  proof 
that  the  Fifth  Avenue  Company  has 
adopted  one  of  the  most  important 
features  in  successful  snow  fighting 
— which  is  to  start  early.  Keep  ahead 
of  the  snow,  and  don't  let  it  get  ahead 
of  you.  Put  out  to<j  much  equipment 
perhaps,  but  play  .safe.  It  saves 
money,  making  for  results  to  the  end. 


W  here  Snow  Flics  aud  the  liii&cs  Also 


THE  Lake  Shore  Motor  Bus  Com- 
pany, Toronto,  Canada,  for  the 
last  four  years  has  been  operating 
from  that  city  to  Hamilton,  40  miles 
away  on  the  Ontario  Provincial 
Highway.  Five  buses  are  used, 
two  fifteen-passenger  Reos  and 
three  twenty-five-passenger  Pierce- 
Arrows.  The  schedule  calls  for 
trips  from  one  to  two  hours  apart. 
About  si.K  round  trips  are  made  each 
day.  The  start  is  from  the  Sunnyside 
Station,  in  the  western  part  of 
Toronto.  The  Hamilton  terminal  is 
at  the  inter.section  of  two  important 
streets  in  the  very  heart  of  the  town. 
Most  of  the  business  is  to  Oakville, 
20  miles  out.  Here  are  many 
country  homes  of  Toronto  people 
who  prefer  the  bus  to  the  train,  in 
the  absence  of  through  trolley 
service.  Not  many  passengers  go  all 
the  way   to  Hamilton,  however,   be- 


cause the  railroad  gives  more  rapid 
and  frequent  service. 

On  the  one-way  basis  the  fares 
are  about  3  cents  a  mile.  One-way 
rate  to  Oakville  is  60  cents,  and  to 
Hamilton  $1.25,  while  round-trip 
rates  are  $1  and  $2.25,  between  the 
two  places.  A  book  of  ten  tickets  is 
sold  at  a  slightly  reduced  price. 

Until  Jan.  1,  1923,  business  was 
just  about  as  good  as  during  the 
summer.  Early  this  year,  however, 
there  were  a  number  of  heavy  snow- 
falls. The  Highway  Commission  is 
supposed  to  remove  snow  from  the 
road  followed  by  the  buses,  but  its 
plow  often  did  not  start  work  until 
10  a.m.,  or  three  hours  after  the 
first  bus  was  scheduled  to  leave.  The 
buses  therefore  bucked  the  snow  as 
well  as  they  could  with  chains,  and 
service  was  kept  up  to  a  surprisingly 
good  degree  throughout  the  winter. 


Picrcc-Annir  operated  out  of  Toronto  on  ^O-mile  run  alovij  Lakr  Ontario 


372 


BUS 

TRANSPORTAllON 


August,1923 


At  left,  snow  plow  used  in  keeping  the  road  dear  from  Hihbing  to  D^iluth.     This  truck  with  several  similar  outft 
started  out  as  soon  as  the  snow  begins  falling.    At  right,  bus  passing  through  a  drift  higher  than  the  bus  itself 

Winter  Operation  in  the  Frozen  North 

Minnesota  Bus  Operators  Get  Help  from  County,  but  Also  Use  Ten-Ton 

Tractor,  Which  They  Own  Jointly — Snow  Fences  Placed 

in  Position  Each  Fall 


BATTLING,  in  every  sense  of 
the  word,  and  conquering,  too, 
motor  bus  lines  in  northern 
Minnesota,  operating  between  Du- 
luth  and  Hibbing,  have  established 
themselves  firmly  as  a  quick  mode 
of  transportation  the  year  around, 
especially  during  the  heavy  snow 
storms  of  the  severe  Northern  win- 
ters when  they  often  plow  through 
snow  drifted  18  and  20  ft.  deep  on 
the  roads  and  with  the  tempera- 
tures at  35  and  40  deg.  below  zero 
for  weeks  at  a  time. 

The  bus  lines  have  proved  a  boon 
to  the  country  and  the  people  they 
serve  and  a  paying  investment  to 
the  operators  of  the  lines,  who  year 
by  year  are  increasing  their  serv- 
ice and  pressing  larger  and  more 
luxurious  vehicles  into  service. 
Although  the  industry  is  still  in  its 
infancy,  being  only  nine  years  old, 
its  popularity  seems  to  assure  the 
hardy  spirits  guiding  the  opera- 
tions of  future  success  which  bids 
fair  to  rival  the  success  of  the  rail- 
roads. 

All  credit  is  due  to  the  bus  line 
operators  who  have  worked  with 
ardor  to  give  northern  Minnesota 
the  efficient  service  it  now  has 
through  the  bus  lines.  Most  of  the 
men  connected  with  the  companies 
are  pioneers  in  this  district  and 
have  had  personal  contact  with  the 
hardships  that  beset  the  farmer 
and     homesteader     through     more 


than  six  months  of  cold  winter 
each  year,  when  many  a  farmer  and 
his  family  were  isolated  from  civil- 
ization for  months  at  a  time,  snow- 
bound, with  roads  impassable. 

The  trip  from  Duluth  to  Hibbing 
could  be  made  in  around  seven 
hours  during  the  early  days  and  in 
the  summer  only.  Before  that  it 
was  a  two-day  trip,  and  a  night 
camping  on  the  road,  by  team.  And 
a  team  trip  meant  many  hardships 
even  during  summer,  and  was  sel- 
dom ever  attempted  during  the 
winter  months. 

But  with  the  introduction  of 
modern   passenger   buses,   tractors, 


paved  roads,  and  the  always-with- 
us  American  spirit  of  adventure 
which  makes  men  love  to  risk  their 
lives  fighting  the  elements  in  a 
pioneer  service  for  their  fellow 
men,  the  unbelievable  became  a 
reality. 

Route  Follows  Lake  Superior 

Today  a  talk  with  the  men  whose 
duty  it  is  to  keep  the  roads  open  in 
order  that  the  buses  may  run  on 
schedule,  will  convince  anyone  that 
it  is  not  only  the  fact  that  the  bus 
lines  must  be  kept  running  all  win- 
ter that  keeps  them  working  for 
hours  at  a  time,  day  and  night,  in 


^i 

iXf-'  . 

TItr  dog  team  pictured  here  ivith  the  mail  bus  was  ohie  of  the  famous  Canadian 

Derby  teams  purchased  by  the  Minnesota  Forest  Service.     Teams  like 

the  one  here  formerly  carried  all  mail  into  Grand  Marias 


August,1923 


BUS 

TKANSHOKTAllON 


373 


all  kinds  of  weather,  but  it  is  the 
realization  that  they  may  find  at 
the  next  crossroads  some  settler  or 
homesteader  who  is  waiting  for  the 
bus  in  order  to  get  food,  or  medical 
attention  or  other  necessities  of 
life. 

The  White  Bus  Lines  serve  the 
people  of  the  district  in  a  novel 
manner.  They  operate  between  Du- 
luth  and  Grand  Marais,  and  points 
alonjr  the  line,  which  runs  up  the 
north  shore  of  Lake  Superior, 
carrying  passengers,  supplies  and 
the  United  States  mails.  Weather 
of  the  severest  sort  hits  this  sec- 
tion of  the  country  along  the  road 
to  Grand  Marais,  which  follows  the 
shore  line  of  Lake  Superior,  getting' 
to  the  fullest  the  furious  blasts  from 
the  largest  fresh  water  body  in  the 
world. 

Formerly  the  mails  were  carried 
by  dog  team  in  the  winter  and  by 
boat  during  the  summer.  Then 
ser\'ice  was  given  twice  each  week 
if  the  winter  was  not  very  severe, 
but  now  the  bus  line  goes  to  and 
from  Grand  Marais  twice  each  day, 
and  despite  the  weather,  is  seldom 
late  or  misses  a  scheduled  trip. 

One  Mile  per  Gallon 

Grand  Marais  is  the  county  seat 
of  Cook  County,  Minnesota,  and  one 
of  the  rules  of  the  postal  depart- 
ment is  that  the  mails  must  be  de- 
livered each  day.  And  there  is  no  rail- 
road connecting  the  town  with  the 
outside  world.  But  so  far  the  buses 
have  never  failed  in  delivering  the 
mail  or  supplies.  To  give  an  idea 
of  the  determination  of  bus  drivers 
and  the  company  operators  to  main- 
tain the  ser\'ice,  one  bus  last  win- 
ter used  100  gallons  of  gasoline  to 
go  a  little  more  than  100  miles 
through  the  snow-covered  roads 
without  the  aid  of  a  tractor-snow- 
plow  or  the  help  of  any  other  road- 
opening  truck. 

Northern  Minnesota  is  com- 
pletely served  by  motor  buses. 
Nearly  every  town,  hamlet  and 
crossroads  north  of  Duluth  is  vis- 
ited on  the  scheduled  trips  of  the 
commodious  and  heated  buses.  In 
summer,  tourists  flocking  to  the  re- 
gion for  a  view  of  the  largest  iron 
ore  mines  in  the  world  or  to  escape 
from  the  heat  of  other  sections  of 
the  country,  use  the  buses  for 
sightseeing  trips,  and  for  quick 
transportation,  as  the  running  time 
between  Duluth  and  the  Range  cit- 
ies is  almost  an  hour  shorter  than 
that  of  the  fastest  train  to  the 
section. 


The  bus  companies  keep  the  roads 
clear  in  winter  with  the  exception 
of  one  road,  the  Grand  Marais-L)u- 
luth,  which  the  county  keeps  clear 
because  of  the  mail  carrying  bus. 
But  even  here  the  bus  operators  aid 
with  their  own  snow-clearing  equip- 
ment. 

Operators  Co-Operate 

St.  Louis  county  keeps  the  road 
from  Uuluth  to  Grand  Marais 
passable  in  winter  with  three  Holt 
"caterpillar"  tractors,  and  large 
gangs  of  laborers.  Bus  drivers 
during  winter  always  carry  large 
snow  shovels,  which  they  are  al- 
wavs   forced  to  use  as   stiff  winds 


panies  have  erected  snow  fences  in 
order  to  keep  the  snow  from  drift- 
ing over  the  road. 

The  snow  fences  are  stored  in 
piles  along  the  road  during  the 
summer  and  are  put  out  in  the  fall 
before  the  first  snowfall.  They  are 
placed  in  a  manner  similar  to  the 
steam  railroad  snow  fences,  and  are 
a  big  aid  in  keeping  the  road  free 
from  excessive  drifts.  In  spite  of 
these  two  precautions,  however,  the 
snow  will  drift  and  then  it  is  the  work 
of  the  10-ton  Holt  tractor,  owned 
jointly  by  the  bus  companies,  to 
force    a    passage    for    the     buses. 

The  caterpillar  tractor  will  clean 
through  all  the  drifts  usually  in  the 


Mail  piled  hiyh  over  the  jroit  of  the   \\  hite  bus.     This  load  teas  earned 
info  Grand  Marias  last  winter 


continually  shift  the  flaky  snow 
and  cause  large  drifts  to  accumulate 
on  the  roadway. 

Roads  running  between  Duluth- 
Hibbing,  Virginia-Eveleth  and  other 
towns  are  kept  open  by  the  bus 
companies  entirely  without  the  aid 
of  the  county  machines.  The  several 
companies  operating  buses  combine 
in  fighting  the  wintry  elements  to 
keep  the  roads  open  for  travel. 

From  Duluth  to  Virginia  and  Eve- 
leth  and  Hibbing,  a  paved  road,  the 
Miller-Trunk  highway,  runs  for  a 
distance  of  60  miles,  of  a  total  dis- 
tance of  87  miles  between  the  cities 
and  Duluth.  When  this  road  was 
paved  last  summer  engineers  made 
special  "note  before  laying  the 
route,  of  where  the  snowdrifts  were 
apt  to  fall  and  these  places  were 
a'-rided  wherever  possible.  With 
this  preliminary  help  the  bus  com- 


60-mile  stretch  from  Duluth  to  the 
end  of  the  paving,  in  twenty-four 
hours. 

In  addition  to  this  as  soon  as  a 
snow  starts  in  the  winter,  trucks 
with  snow  plows  attached  on  front 
are  kept  busy  running  up  and  down 
the  roads  keeping  the  snow  cleared 
and  the  road  open  for  travel.  This 
is  a  big  help,  and  unless  the  snow- 
is  too  heavy  usually  suflices  to  keep 
the  roads  passable. 

The  Miller-Trunk  highway,  the 
paved  road  from  Virginia  to  Duluth 
has  no  special  treatment  to  protect 
it  from  the  cold  weather. 

Last  winter  was  of  average  se- 
verity with  one  big  storm  which 
tied  up  train  trafliic  for  two  days. 
But  the  bus  service  was  only  de- 
layed twenty-four  hours,  the  com- 
panies pushing  their  plows  out  and 
"learing  the  road  well  enough  for 


374 


BUS 
TRANSPORTATION 


August,1923 


the  passenger  buses  to  travel, 
within  that  time.  This  record  was 
considered  as  remarkable  by  north- 
ern Minnesota  people,  who  in  years 
past  have  not  attempted  to  push 
through  the  roads  for  days  after 
severe  storms,  which  often  keep 
them  holed  in  their  farm  homes  for 
weeks. 

Two  years  ago  was  a  particu- 
larly severe  winter,  but  the  bus 
companies  went  through  with  less 
delay  than  the  trains. 

The  Messaba  Transportation 
Company,  which  is  the  pioneer 
operating  company  on  the  range, 
has  been  running  buses  for  nine 
years  and  up  to  two  years  ago  never 
had  more  than  a  twenty-four  hour 
delay  in  its  schedule  during  a  win- 
ter. 

After  six  years  of  building  the 
interurban  bus  service  between  the 
Messaba  Range  cities,  the  Messaba 
Transportation  Company  put  one 
bus  in  operation  between  Duluth 
and  Hibbing.  This  car  left  Hibbing 
in  the  morning  to  arrive  in  Duluth 
at  noon,  after  which  it  left  on  the 
return  trip  to  Hibbing.  From  the 
start  the  venture  was  successful, 
and  paved  the  way  for  the  present 
system  of  motor  transportation, 
consisting  of  forty-five  buses,  oper- 
ated the  year  round. 

At  that  time,  three  years  ago,  the 
buses  ran  over  the  Miller-Trunk 
Highway  from  Duluth  to  the  Iron 
Range  cities.  With  the  increased 
popularity  of  the  service  between 
Hibbing  and  Duluth  the  company 
added  more  buses,  until  now  eight 
make  two  round  trips  from  Hibbiig 
to  Duluth. 

And  then  there  are  seven  twenty- 
four  passenger  buses,  running  be- 
tween Hibbing  and  Virginia,  and 
Hibbing  and  Grand  Rapids. 

On  the  original  run  of  the  compa- 
nies' lines,  the  pioneer  effort  that 
started  the  Messaba  Transportation 
Company,  a  bus  left  Hibbing  for 
Grand  Rapids  making  one  trip  each 
day.  Now  buses  start  from  both 
Grand  Marais  and  Hibbing  at  every 
hour  from  7  a.m.  to  6  p.m.  each  day, 
with  two  buses  running  in  the 
evening. 

The  White  bus  lines  operated  by 
the  Messaba  Motor  Company  have 
placed  big  passenger  coaches  in 
service  between  Duluth,  Minneap- 
olis and  St.  Paul,  a  distance  of  1(50 
miles.  These  trips  were  not  con- 
tinued all  last  winter,  but  will  be 
carried  on  throughout  the  present 
year.  The  White  bus  lines  operate 
out  of  Duluth   and    have    a    large 


number  of  buses  in  service.  They 
have  a  line  running  between  Duluth 
and  Eveleth  and  Virginia  and  from 
Duluth  to  Grand  Marais. 

Although  big,  carrying  many  pas- 
sengers and  ti'aveling  at  the  com- 
parativel.v  high  speed  of  35  to  40 
m.p.h.,  the  gasoline  consumption  is 
low.  For  the  most  part  the  unofficial 
reports  on  the  consumption  show 
averages  from  15  to  as  high  as  18 


miles  per  gallon.  In  winter  when 
traveling  under  difficulty  of  deep 
snows  the  consumption  is  much 
higher. 

To  sum  up  the  fight  of  the  bus 
companies  to  operate  in  northern 
Minnesota  with  weather  and  roads 
in  most  cases  against  them,  the 
record  they  have  set  up  for  con- 
tinual service  is  better  than  the 
railroads  operating  in  the  district. 


New  York  State  Operator  Fights  Snow 
with  Passenger  Car 


Cadillac  snow  plow  is  used  on  line  into  Syracuse,  N.  Y.    Mr.  Aldrich,  the  owner 
of  the  line,  is  ivearing  a  cap 


WALTER  M.  ALDRICH,  operat- 
ing between  Casenovia  and 
Syracuse,  N.  Y.,  is  using  the  Cadillac 
passenger  car,  shown  in  the  illus- 
tration, to  keep  his  route  clear  of 
snow.  The  route  is  18  miles  long, 
and  includes  a  number  of  severe 
hills.  Last  winter  was  one  of  the 
worst  experienced  in  New  York 
State  for  a  number  of  years.  Despite 
the  deep  snow  Mr.  Aldrich  was 
successful  in  keeping  open  a  road- 
way, 14  ft.  wide,  through  drifts  in 
some  places  10  ft.  deep. 

The  method  followed  has  been  to 
take  the  plow  out  as  soon  as  snow 
begins  to  fall  and  keep  it  out  until 
the  snow  stops.  Plowing  speed 
varies  from  25  to  40  m.p.h.  The 
plow  blade  is  made  of  heavy  iron, 
reinforced  with  boiler  plate  along 
the  bottom. 

Mr.  Aldrich  says  that  the  plow  has 
been  found  satisfactory  for  ordinary 
work,  but  it  has  not  enough  power 
for  very  deep  snowfalls.  He  has  had 
to  use  two  Cadillac  cars  in  front  of 


the  one  carrying  the  plow,  but  next 
year  he  expects  to  keep  the  roads 
open  from  Norway  to  Syracuse,  a 
distance  of  65  miles,  by  means  of  a 
tractor  of  the  caterpillar  type.  This 
he  expects  will  draw  a  plow  through 
any  drift  that  may  be  encountered 
on  the  route. 


New  Signal  Device  for 
Traffic  "Cops" 

EVERY  Denver,  Col.,  traffic  officer 
becomes  his  own  semaphore 
when  a  new  system  for  controlling 
traffic  at  crowded  corners  is  put 
into  operation  in  that  city.  A.  G. 
Paine,  an  automobile  man,  has  in- 
vented a  leather  belt  with  a  red  light 
on  front  and  back  controlled  by  elec- 
tric batteries  which  is  to  be  worn  b.v 
traffic  policemen.  Whenever  the 
traffic  officer  signals  traffic  to  pro- 
ceed north  and  south,  his  "fore  and 
aft"  will  flash  out  red  lights  to  warn 
all  motorists  journeying  east  and 
west  to  halt. 


August,1923 


BUS 

TMNSPUHIATXDN 


375 


Planiiinii  Maintenance  Faeililies 

Important    Features  (if  (Jara^e  and   Sho|) — Selecting   the   Location — 

Hi'(|uirenunts  and  Layouts  for  Huildinji  ('(mstruction — Heating. 

Liuhtink'  and  \  entilatinu' — Fire-l'iKhtin«:  Apparatus 


IN  A  restaurant  the  most  highly 
paid  member  of  the  staff  is  the 
chef.  It  is  not  the  cashier  han- 
dling the  money,  not  the  peoi)le  out 
front  in  contact  with  the  public,  none 
of  these.  The  man  who  gets  the  coin 
is  the  chef,  who  buys,  handles  and 
doles  out  the  food.  And  he  is  the 
one  whom  the  boss  takes  good  care 
of  when  it  comes  to  equipment,  from 
the  smallest  pot  or  pan  up  to  a 
multiple-cylinder  cooking  outfit,  or 
whatever  is  the  name  of  the  thing 
at  the  big  end  of  the  equipment  scale. 

The  reason  for  this  is  simple:  The 
chef's  department  gets  the  most  be- 
cause it  can  lose  the  most.  Here  is 
represented  the  difference  between 
profits  and  loss,  unless  the  chef's 
work  is  rightly  handled. 

Is  there  any  great  difference  be- 
tween the  maintenance  end  of  a  bus 
system  and  the  chef's  department  of 
a  restaurant,  as  just  described?  The 
bus  operator  who  studies  his  costs 
knows  that  30  to  40  cents  of  every 
dollar  he  takes  in  goes  for  labor  or 
supplies  in  his  garage  and  shop.  And 
this  figure  may  be  even  greater  un- 
less e.\treme  economy  is  practised. 
Then,  in  addition,  there  is  the  direct 
loss  in  income  from  vehicles  out  of 
service  when  they  could  be  rolling, 
and  this  all  comes  back  to  the  main- 
tenance facilities,  or  to  their  inef- 
fective application. 

All  of  this  merely  emphasizes 
something  that  every  bus  operator 
realizes;  that  is,  the  necessity  for 
careful  planning  of  maintenance 
facilities.  The  need  applies  equally 
to  the  shop  built  from  the  ground 
up  for  bus  service  and  to  the  one 
that  has  been  rebuilt  or  converted, 
for  storing  and  repairing  the  bus 
fleet.  It  is  proposed  in  this  and 
succeeding  articles,  therefore,  to 
discuss  some  of  the  fundamentals  of 
maintenance  facilities  and  to  illus- 
trate these  by  reference  to  practices 
of  operators  in  various  parts  of  the 
country. 

Selecting  the  Shop  Location 

The  site  for  the  bus  maintenance 
shop  must  usually  be  a  compromise. 
First  consideration  is  usually  the 
obtaining  of  an  adequate  structure 


Nos.  4  and  5  Garage  of  the  Fifth  Avenue  Coach  Company,  New  York.    Entrances 
at  grade  permit  bus  storage  on  two  lex'els,  without  elevatorii 


without  undue  expense.  This  means 
that  the  cost  of  the  land  must  not 
be  too  high,  and  grading,  excavation, 
tearing  down  old  buildings,  etc.,  must 
not  be  too  expensive.  The  next  thing 
is  to  keep  dead  mileage  down  to  a 
minimum,  which  means  the  location 
should  be  near  one  of  the  terminals 
of  the  route,  or  in  larger  .systems, 
where  routes  go  in  many  different 
directions,  at  the  center  of  gravity 
as  determined  by  location  of  routes 
and  schedule  requirements.  An  ad- 
vantage, of  course,  of  the  shop  on 
or  close  to  the  main  route  is  that 
buses  can  stop  easily  for  inspection 
or  filling. 

Convenience  in  the  receipt  of  sup- 
plies may  settle  the  choice  of  a  loca- 
tion. Access  to  railroads  sidings,  for 
example,  may  be  desirable,  partic- 
ularly with  large  fleets,  for  which 
supplies  can  be  bought  in  bulk  anci 
unloaded  directly  from  the  railroad. 
The  fifty-bus  garage  planned  for  St. 
Louis  will  be  on  a  three-cornered 
plot  lying  alongside  one  of  the  main 
railroads,  with  a  15,000-gal.  gasoline 
tank  placed  underground  close  to  the 
track,  where  gasoline  may  be  un- 
loaded directly  from  tank  cars.  This 
is  not  possible  in  New  York  City, 
where  the  ordinances  require  that 
all  gasoline  must  be  handled  in 
drums. 

The  uptown  garages  of  the  Fifth 
Avenue  Coach  Company  present  an 
example  of  how  the  contour  of  the 


land  has  been  taken  advantage  of  in 
laying  out  the  building.  Nos.  4  and 
5  garages,  which  are  entirely  sep- 
arate although  in  the  .same  building, 
lie  between  132d  Street  and  133d 
Street,  which  slope  on  a  tj  per  cent 
grade  to  the  Hudson  River.  As  a 
consequence  it  was  possible  to  dis- 
pense with  elevators  or  ramps  and 
build  a  two-story  building,  with  each 
story  having  an  entrance  directly 
from  the  street.  This  location  is  well 
calculated  to  cut  down  dead  mileage, 
since  most  of  the  routes  followed 
have  their  terminals  in  the  section 
just  north  of  these  garages. 

All  this  applies  to  the  general  loca- 
tion. After  this  has  been  selected 
the  minor  details  must  be  considered. 
There  are  the  local  ordinances,  which 
often  insist  that  buildings  in  which 
gasoline  vehicles  are  stored  must  be 
kept  a  certain  distance.  20  to  50  ft., 
from  churches,  schools  and  other 
places  of  public  assemblage. 

A  site  on  a  corner,  thus  giving 
entrances  on  two  streets,  or  one  be- 
tween streets  where  bu.ses  can  drive 
directly  through,  may  be  obtained. 
If  a  corner  is  used  it  is  wise  to  place 
the  main  doonvay  on  the  street  of 
lighter  traffic.  In  general,  streets 
carrying  heavy  traffic  or  tho.se  on 
which  trolley  systems  are  operated 
should  be  avoided,  particularly  if 
there  is  not  much  outside  maneuver- 
ing spaoe  between  the  building  and 
property  line.    Of  course,  where  land 


376 


BUS 

TRANSPORTATION 


Vol.2,  No.8 


is  not  high  it  is  possible  to  leave 
plenty  of  space  outside  the  building, 
and  this  may  compensate  for  the 
prevailing  congestion  on  the  street. 

From  the  standpoint  of  the  bus 
operator,  utility  is  undoubtedly  the 
first  thing  he  looks  for  in  the  build- 
ing. Attractiveness  of  the  exterior 
is  in  general  a  secondary  I'equire- 
ment.  Looks  are  of  more  importance 
when  the  shop  is  on  one  of  the  bus 
routes  where  it  is  being  seen  all  the 
time  by  passengers.  It  is  then  de- 
sirable to  have  a  building  that  will 
attract  favorable  comment  by  appro- 
priateness for  its  work,  as  well  as  by 
being  in  keeping  with  neighboring 
buildings.  Then  if  the  building  and 
its  surroundings  are  kept  clean  and 
in  good  working  order  the  shop  can- 
not fail  to  add  to  passengers'  good 
will. 

The  public,  however,  has  even  more 
to  say  about  such  buildings  than  the 
bus  operator.  Gasoline  is  regarded 
as  introducing  both  fire  and  explosion 
hazards,  so  that  protection  "from" 
as  well  as  "for"  the  vehicles  in  the 
building  must  be  provided.  Of  late 
years,  therefore,  there  has  been  a 
tendency  to  stiffen  up  building  codes 
for  garages  and  to  insist  upon  fire- 
resistive  construction,  particularly 
when  other  buildings  are  near  by. 
An  example  of  this  is  found  in  a 
model  ordinance  for  small  municipal- 
ities, which  is  fathered  by  the  Na- 
tional Fire  Protection  Association. 
This  reads  as  follows: 

"Section  6.  A  public  garage  (de- 
fined as  one  housing  four  or  more 
self-propelled  vehicles)  shall  have 
inclosing  walls  of  masonry,  concrete 
or  reinforced  concrete.  Every  win- 
dow exposing  any  building  within 
50  ft.  shall  have  a  standard  metal 
frame  and  sash  glazed  with  wired 
glass.  All  elevators,  stairways  and 
ramps  shall  be  inclosed  with  fire- 
resistive  material  and  every  opening 
in  such  elevators  or  stairway  in- 
closure  protected  by  automatic  fire 
doors. 

"Exposed  steel  work  shall  be  per- 
mitted in  roof  supports  only.  All 
floors  shall  be  of  fire-resistive  con- 
struction, with  an  impervious  sur- 
face and  designed  to  carry  safely  the 
loads  imposed.  Wooden  roof  or  floor 
supports  shall  be  of  mill  type,  or  of 
built-up  truss  construction  with  no 
wooden  members  less  than  2x8  in. 
(nominal  size)  in  minimum  dimen- 
sion." 

The  next  important  thing  is,  how 
many  stories  shall  be  used?  Most  bus 
operators  have  adopted  the  one-story 
construction   because   of    its    advan- 


tages when  the  land  is  fairly  cheap. 
Sometimes  a  second  story  over  part 
of  the  building  may  be  used  for  offices 
or  drivers'  quarters,  but  the  vehicles 
are  all  kept  below  stairs.  Besides 
the  question  of  expense,  it  would 
seem  that  the  single-stoiy  construc- 
tion is  fundamentally  right  for  bus 
service  in  general.  Ordinary  storage 
and  repair  work  do  not  require  the 
assistance  of  gravity. 

The  multi-story  building  is  ap- 
parently a  necessity  in  some  places 
where  the  cost  of  the  vertical  con- 
struction, with  all  that  that  implies 
in  the  way  of  ramps  and  elevators, 
more  than  makes  up  for  the  addi- 
tional ground  that  will  be  required 


r 


Machine 
Oepartrnent 


Repair 
Department" 


General  Repairs 
ond  Woodworking 


Storage  Facilities 


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" -■>1 

Typical  layout  of  maintenance 
facilities  for  ten  twenty-five- 
passenger  buses 

with  one-story  construction.  As  in- 
dicated in  the  previous  paragraph, 
multi-story  layouts  are  of  particular 
value  if  the  work  can  be  carried  up 
to  the  top  and  worked  on  as  the 
parts  flow  down  by  gravity  without 
further  handling. 

When  elevators  are  installed  they 
should  be  of  the  high-speed  type, 
100  to  200  ft.  per  minute,  so  that 
vehicles  can  be  handled  quickly.  The 
platform  should  be  at  least  10  ft. 
wide  and  30  ft.  long,  so  as  to  permit 
the  handling  of  the  larger  size  buses. 
The  advantages  of  ramps  were  de- 
scribed in  Bus  Transportation, 
June,  1922,  page  331,  and  these  are 
undoubtedly  useful  where  vehicles 
can  be  driven  up  all  the  time  under 
their  own  power  and  it  is  not  nec- 
essary to  move  disabled  vehicles  to 
any  great  extent.  Another  disad- 
vantage is  that  unless  up  and  down 
ramps  are  provided  for  each  floor 
it  is  difficult  to  move  vehicles  against 
the  prevailing  tide  of  traffic,  which  is 
usually  one  way  at  certain  times  of 
the  day. 


On  the  other  hand  elevator  con- 
struction requires  the  use  of  pits 
underneath,  which  are  considered 
objectional  where  gasoline  equipment 
or  vehicles  are  handled.  Gasoline 
vapor  is  heavier  than  air  and  drops 
down  to  the  floor,  tending  to  fill  up 
any  depressions  or  low  places.  With 
the  multi-story  construction,  how- 
ever, no  matter  whether  elevators  or 
ramps  are  used,  the  horizontal  areas 
are  smaller,  which,  in  itself,  makes 
for  better  fire  safety.  There  is  no 
reason  why  the  single-story  building 
should  not  be  broken  up  by  fire- 
resistive  walls,  but  the  tendency  is 
to  use  large  open  spaces,  as  it  is 
cheaper  and  more  convenient  in  han- 
dling vehicles. 

Layout  and  General 
Arrangement 

The  average  twenty-five-passenger 
bus  is  about  8  ft.  wide  and  25  ft. 
long,  so  that  it  takes  up  200  sq.ft. 
of  floor  space,  without  allowing  any 
room  for  handling  or  maneuvering. 
The  simplest  way  to  store  these 
vehicles  would  be  to  line  them  up 
in  one  structure  or,  as  is  sometimes 
done,  in  a  series  of  stalls,  placed  side 
by  side;  these  to  be  separated  by 
columns,  which,  with  the  rear  wall, 
would  form  a  support  for  the  roof. 
Such  a  construction  is  actually  used 
in  some  of  the  California  union  ter- 
minals, where  passenger  facilities 
take  up  part  of  the  property  and  a 
long  narrow  strip  of  land  is  available. 
Fireproof  divisions  are  carried  be- 
tween each  bus  stall,  which  is  used 
for  storage  as  well  as  for  making 
light  repairs. 

In  the  smaller  shops  it  is  often 
necessary  to  "pile"  up  vehicles,  with- 
out leaving  any  central  isle  or  any 
quick  method  of  removing  them. 
This  may  use  up  the  space  perhaps, 
but  its  economy  is  questionable 
should  fire  or  other  emergency  call 
for  quick  removal.  In  the  present 
garage  of  the  Peninsular  Company 
of  California  about  50  per  cent  of 
outside  walls  are  pierced  by  doors; 
the  floor  slopes  toward  these  doors 
and  they  are  fastened  so  that  one  man 
in  an  emergency  can  open  them  all 
and  roll  the  vehicles  out  by  hand. 
It  may  be  of  interest  to  operators 
who  come  from  "Missouri"  to  know 
that  this  building  was  put  up  after 
a  flre  in  which  fifteen  buses  were 
destroyed,  most  of  them  simply  be- 
cause of  the  time  required  for 
removal. 

The  third  form  of  construction, 
one  which  is  being  followed  in  many 
medium  size  shops,  is  illustrated  in 


August,1923 


BUS 

TRXNSPtmiATKW 


377 


the  accompanying  layout.  The  struc- 
ture is  rectangular  in  shape  and  the 
storage  space  allotted  so  that  buses 
can  be  lined  up  at  right  angles  to  the 
longitudinal  walls.  With  the  buses 
thus  arranged  in  two  lines,  the  cen- 
tral aisle  is  wide  enough  for  maneu- 
vering and  can  also  be  used  for 
e.\tra  storage. 

With  this  layout  it  is  a  simple 
matter  to  get  the  advantages  of  in- 
side columns  and  at  the  same  time 
retain  the  ma.ximum  ease  of  handling 
the  vehicles.  An  example  of  this  is 
the  fifty-bus  shop,  built  for  the 
United  Railways  of  Providence,  which 
is  laid  out  to  take  twenty-five  buses 
along  each  longitudinal  wall  leaving 
an  aisle  almost  35  ft.  wide.  There 
are  two  rows  of  columns,  placed  so 
that  the  buses,  when  backed  into 
position,  project  slightly  beyond  the 
columns.  The  columns  are  set  on 
43-ft.  centers,  allowing  space  for  five 
vehicles  between  them.  Columns 
were  used  here  because  the  cost  was 
about  $16,000  less  than  if  a  clear 
span  construction  had  been  adopted. 

For  smaller  installations,  however, 
there  seems  to  be  no  reason  why  the 
central  aisle  should  not  be  narrower; 
if  necessary,  the  buses  could  be  placed 
at  a  slight  angle,  to  save  time  in 
handling;  that  is,  instead  of  backing 
up  against  the  walls  at  right  angles, 
lines  might  be  laid  out  on  the  floor 
so  that  the  vehicles  would  be  point- 
ing toward  the  direction  of  the  main 
entrances.  The  space  they  would 
take,  measured  from  the  longitudinal 
walls  to  the  center  aisle,  would  be 
about  the  same,  but  it  would  be  much 
easier  to  get  them  in  and  out.  This 
assumes,  of  course,  that  columns 
would  not  be  used. 

For  a  building  75  ft.  wide,  such 
as  is  shown  in  the  layout,  clear-span 
construction  would  not  be  so  expen- 
sive. Open  steel  work,  reinforced 
concrete  members,  or  even  wood 
lattice  members,  could  be  used  to 
support  the  roof. 

For  a  building  60  or  70  ft.  wide, 
or  more,  some  form  of  overhead 
lighting  is  usually  installed.  Sky- 
lights have  been  indicated  in  the  lay- 
out, but  monitor  or  sawtooth  con- 
struction could  be  used  just  as  well. 
Lighting  from  the  roof  over  the  cen- 
tral aisle  has  the  advantage,  of 
course,  of  being  directly  over  the 
front  of  the  vehicles.  Sufficient  light 
would  then  be  provided  by  windows, 
as  shown  in  the  layout,  or  continuous 
steel  sash,  in  the  longitudinal  walls, 
the  shorter  (end)  walls  being  built 
up  of  brick  and  pierced  only  by  the 
necessary  doorways. 


I 


F 


" 


Pcelle  Canopy  Folding  Door  for 

use  where  wall  space  is  valuable 

Whether  a  continuous  sash  con- 
struction is  used  or  not,  it  is  de- 
sirable to  place  wheel  bumpers  or 
guards  along  the  floor,  so  as  to  pre- 
vent the  rear  end  of  the  vehicle 
bumping  into  the  wall.  These  guards 
should  be  laid  out  so  that  the  work- 
men can  move  back  and  forth  be- 
tween the  walls  and  vehicles.  In 
some  garages  concrete  guards  are 
built  on  the  floor  to  divide  the  stor- 
age space  among  the  different  vehi- 
cles, although  where  such  a  division 
is  required  the  line  painted  on  the 
floor  seems  simpler  and  more  effect- 
ive. This  construction  eliminates 
dangerous  sharp  corners  with  dark 
niches  and  places  for  dirt  to  collect. 
If  columns  are  used,  or  posts,  these 
also  should  have  guards  on  the  floor 
so  as  to  fend  off  vehicles. 

The  typical  layout  shown  here  is 
designed  to  care  for  ten  twenty-five- 
passenger  buses,  five  along  each  wall. 
Gasoline,  oil  and  air  facilities  are 
provided  at  the  right-hand  entrance. 
At  the  left,  space  is  assigned  for  the 


superintendent's  office,  this  looking 
out  into  the  main  storage  space,  and 
a  drivers'  room  with  lockers  and 
benches.  The  full  width  of  the  rear 
of  the  building  is  turned  over  to  a 
repair  shop,  so  that  one  complete 
bus  can  be  handled  inside  if  required. 
.Machine  tools  are  placed  at  the  left- 
hand  end,  benches  for  handwork  and 
testing  along  the  wall  at  the  left  and 
rear,  while  stock  and  tool  rackM, 
welding  equipment,  portable  cranes 
;ind  arbor  presses,  not  used  ho  fre- 
quently, are  along  the  division  wall. 
.\  skylight  might  be  included  over 
'he  repair  shop,  but  with  plenty  of 
windows,  this  should  not  be  neces- 
sary. An  extra  door  is  indicated  so 
that  in  ca.se  of  emergency  vehicles 
can  be  taken  out  through  the  repair 
department. 

Underneath  one  corner  of  the  shop 
would  be  placed  a  boiler  room  with 
separate  entrance  from  the  outside. 
This  basement  could  also  be  u.sed  for 
a  blacksmith's  forge,  coal  storage 
and  such  work  as  it  is  not  desired 
to  handle  in  the  repair  shop. 

Methods  of  Artificial 

LiGHTI.NG 

During  daylight  hours,  with  a 
good  distribution  of  windows  and 
overhead  means  of  lighting,  the  use 
of  artificial  lights  should  be  unneces- 
sary. When  it  comes  to  providing 
the  illumination  required  after  dark, 
there  are  two  methods  used.  The 
first  is  an  attempt  at  fair  general 
illumination  in  the  storage  space  and 
a  portable  lighting  device  is  depended 
upon  for  any  close  work.  Gradually, 
however,  with  better  building  con- 
struction, a  fairly  high  general  illu- 
mination is  provided,  sufl^cient  for 
ordinary  inspection  and  to  permit 
accurate     steering.       The     portable 


Complete  sprinkling  equipment  used  in  one  of  the  largest  service  stations  in 
New  York  City.     {International  Motors  Company) 


378 

stands  or  extension  are  used  only 
for  extremely  close  work.  Outlets 
should  be  installed  at  frequent  in- 
tervals, for  tools  as  well  as  lamps. 

With  fifteen-ft.  ceilings  the  light- 
ing experts  of  the  General  Electric 
Company  recommend  the  use  of  200- 
watt  lamps  placed  20  ft.  apart.  This 
is  for  general  illumination.  The 
lamps  should  be  placed  high  enough 
so  as  not  to  glare,  and  the  reflectors 
should  be  of  a  type  that  will  conceal 
the  filaments  of  the  lamp.  Wiring 
should  be  of  the  best  type,  to  satisfy 
the  National  Electrical  Code.  Switch 
and  fuse  boxes  should  be  of  inclosed 
construction.  Switches  should  be 
provided  on  the  group  system,  so 
that  current  will  be  used  only  when 
and  where  required. 

In  repair  shops,  where  more  fine 
work  is  likely  to  be  done  than  in  a 
storage  space,  from  1  to  IJ  watts 
per  square  foot  of  floor  area  is  con- 
sidered necessary.  This  would  re- 
quire the  use  of  200-watt  lamps  on 
12-ft.  centers.  In  the  store  room 
lights  should  be  provided  over  the 
face  of  the  bins  and  general  illumina- 
tion from  a  localized  unit  at  the 
counter  where  parts  are  given  out. 
For  cleaning  stands  angle  reflectors 
of  the  porcelain  enamel  type  are 
available.  The.se  are  placed  on  the 
four  sides  of  a  rectangle,  thus  direct- 
ing the  light  down  on  the  lower  sides 
of  the  vehicle,  which  ordinarily  would 
be  dark. 

Efficiency  of  lighting  is  secured 
also  by  the  proper  finish  of  ceiling 
and  walls.  An  oil  paint,  flat  or  egg- 
shell white,  is  recommended  for  the 
ceiling  and  the  upper  part  of  the 
walls.  This  is  preferred  to  white- 
wash or  lime  paint,  since  the  latter 
are  likely  to  flake  off  and  get  into 
parts  exposed  for  repairs.  For  the 
lower  part  of  the  walls,  green  or 
another  neutral  color  should  be  u.sed 
to  conceal  fingermarks  and  at  the 
same  time  rest  the  eyes. 

Outside  the  building  good  lighting 
is  needed,  not  only  over  the  entrance 
doors  but  along  the  sidewalls; 
weatherproof  fixtures  will  often  come 
in  handy  instead  of  a  long  lamp  line. 
The  Wa.shington  Rapid  Transit  Com- 
pany, in  the  Di.strict  of  Columbia, 
has  such  fixtures  on  the  outside  of 
its  building. 

Heating  and  Ventilation 

Comfort  in  a  bus  garage  i-equires 
a  fair  amount  of  heat  during  cold 
weather  and  good  ventilation  at  all 
times.  A  temperature  of  50  deg.  in 
the  storage  space  and  65  deg.  in 
office  and  machine  shop,  even  in  zero 


BUS 

1HWSP0RTAT10N 


Ventilating  fan  to  keep  air  mov- 
ing (American  Blower  Company) 

weather,  is  advocated  by  a  large 
construction  firm  that  has  had  much 
experience  in  this  work. 

Insurance  regulations  and  many 
city  ordinances  demand  that  the 
source  of  heat  be  placed  in  separate 
room,  cut  off  by  fire-resistive  walls 
from  the  main  part  of  the  structure. 
A  common  practice,  therefore,  is  to 
install  the  furnace  in  a  basement  un- 
derneath one  corner  of  the  building, 
with  an  entrance  only  from  the  out- 
side. The  heat  is  then  distributed, 
by  steam  or  hot  water,  through 
radiators  or  piping  placed  along  the 
walls  or  suspended  from  the  overhead 
trusses. 


-^ 


Peter  Smith  hot  water  heater  an 
supplied  for  garage  service 


Vol.2,  No.8 

Ventilation,  it  has  been  said,  is 
the  most  important  constructional 
feature  entering  into  the  garage. 
Gasoline  vapors  and  exhaust  gases 
are  both  dangerous,  and  the  situation 
may  be  particularly  bad  in  winter 
when  doors  and  windows  are  not 
likely  to  be  open. 

In  a  small  shop  natural  ventilation 
may  be  sufficient;  that  is,  the  flow 
of  air  that  occurs  only  because  of 
open  doors  and  windows.  When  this 
is  the  only  method  used,  some  con- 
trollable overhead  ventilation  should 
be  available.  This  is  easily  secured, 
of  course,  with  monitor  construction, 
and  the  center  aisle  also  helps  to 
secure  a  positive  air  current. 

Another  method  recommended  is  a 
sei-ies  of  low  1-in.  pipes  carried 
through  the  side  walls  about  5  ft. 
apart  and  terminating  in  the  open 
air  by  turn-down  elbows.  With  an 
opening  overhead  pure  air  is  drawn 
over  the  floor,  where  it  is  needed  to 
sweep  away  any  low-lying  gasoline 
vapors.  It  is  said  that  with  this 
system  the  building  can  be  heated 
more  quickly  and  to  a  higher  tem- 
perature than  with  so-called  natural 
ventilation.  Radiators,  mounted  over- 
head, of  course,  help  to  keep  the 
movement  of  air  up  through,  making 
it  lighter  at  the  upper  parts  of  the 
room.  The  repair  shop  should  be 
higher  than  the  storage  space  by 
from  5  to  8  in.,  so  as  to  prevent  the 
overflow  of  gasoline  vapor  from  the 
storage    room. 

With  larger  buildings,  say  of 
5,000  sq.ft.  or  more,  forced  ventila- 
tion is  often  used.  A  motor-driven 
fan  may  be  placed  in  a  pent  house 
above  the  building,  or  it  may  be 
mounted  in  the  roof  trusses,  or  in 
the  windows  with  smaller  installa- 
tions. 

Indirect-heating  methods,  which  at 
the  same  time  provide  ventilation, 
are  coming  into  use  for  garage 
service.  An  example  is  the  so-called 
hot-blast  heater;  this  consists  of  a 
sheet  steel  chamber,  in  which  steam 
pipes  are  led  back  and  forth,  and 
which  also  incloses  a  motor-driven 
fan.  Cool  air  is  drawn  in  at  the 
l;ottom  of  the  fan  and  forced  through 
the  coil,  where  it  is  heated,  and  then 
discharged  through  the  room  in  a 
horizontal  direction.  This  heater  is 
made  in  sizes  small  enough  to  heat 
economically,  it  is  said,  spaces  of 
about  50,000  cu.ft. 

The  importance  ascribed  to  heating 
and  ventilation  is  shown  by  the  sys- 
tem the  State  Industrial  Commission 
has  specified  for  the  100-bus  garage 
of  the  Wisconsin  Motor  Bus  Lines. 


AuKUst,1923 


BUS 
TRANSPORIATION' 


379 


This  has  a  separate  steam-heating 
system,  in  addition  to  an  indirect 
system  which  consists  of  a  fan  in  tht- 
basement,  working  in  conjunction 
with  a  heater  to  force  warm  fresh  air 
near  the  floor.  There  are  two  sepa- 
rate exhaust  systems  also.  Foul  air 
is  sucked  out  near  the  ceiling  by  ex- 
haust fans,  and  an  auxiliary  ventilat- 
ing system  works  directly  on  the 
exhaust  gases. 

Plumbing  System 

Besides  the  ordinary  comfort  facil- 
ities, the  next  important  point  is  the 
provision  for  floor  drainage.  Thi- 
entire  floor  is  usually  sloped  to  drain 
into  a  central  gutter  or  catch  basin 
With  this  construction  the  floor  can 
be  cleaned  thoroughly,  even  though 
the  vehicles  are  not  washed  when' 
they  ordinarily  stand.  The  gutter  in 
turn  should  drain  through  a  catch 
basin  into  the  sewer,  so  as  to  prevent 
dirt  being  washed  through  and  block 
ing  it  up.  In  many  cities  an  approviii 
oil  separator  trap  must  be  attache! 
to  the  house  drain,  so  that  gasoIiii> 
cannot  flow  into  the  sewer. 

Fire-Fighting  Apparatus 

To  sprinkle  or  not  to  sprinkle  i- 
something  that  must  be  settled  with 
local  conditions,  fire  exposure  and 
other  questions  in  mind.  An  au- 
tomatic sprinkler  system  is  required 
in  many  cities  in  installations  where 
fifty  or  more  vehicles  are  stored,  un- 
less roof  supports  are  fire-protected. 
This  equipment,  of  course,  is  ex- 
pensive, and  there  are  also  objections 
raised,  as  that  water  will  merely 
float  burning  gasoline  or  will  spread 
the  fire.  The  records  seem  to  show, 
however,  that  sprinklers  have  done 
good  work  in  many  different  garage 
fires.  They  are  said  to  be  the  best 
available  means  to  offset  dangers, 
which  even  a  careful  use  of  gasoline 
present.  Even  though  the  sprinklers 
are  used,  it  is  necessary  to  install 
portable  ichemicaH  fire  extinguish- 
ers, sand  pails  and  fireproof  recep- 
tacles where  dirt  and  oily  rags  can 
be  stored. 

So  far  this  article  has  considered 
only  the  building  and  its  closely 
related  parts,  such  as  heating,  light- 
ing and  ventilating  apparatus.  There 
still  remain  to  be  taken  up  facilities 
for  storing  fuel  and  lubricants;  de- 
vices for  handling  the  vehicles,  such 
as  cranes  and  hoi.sts;  inspecting  and 
adjusting  instruments;  machine  tools 
and  devices — all  important  in  the 
maintenance  shop,  but  which, for  lack 
of  space,  must  be  considered  in  a 
later  article. 


Irollt'N  IJiis  ()|)('rali<ni  liuuiiiuratrd 
al  l^clcrshurii 

This  First  Installation  !>>  an  Important  Itailway  Com- 
pan>  in  \'ir>;inia  Is  Intended  to  Denionslrale  the  \  alue  of 
Kailless  Traction  a^  Supplementary   to  Kleclric  Kail\\a>s 


The  Petersburg  bus  collects  current  by  means  of  two  trolley  poles 


SINCE  June  19  the  Virginia 
Railway  &  Power  Company  is 
operating  two  railless  cars,  or 
trolley  buses,  in  Petersburg.  The 
new  service  supplements  that  of  the 
car  lines,  leading  from  the  end  of 
the  Walnut  Hill  car  line,  through  a 
nf'wly  dfvcli'pcd   ri'-;i<li'nr(.  >;i'rtifin   in 


Chassis  of  new  trolley  busfs. 
Electric  motors  placed  in  tandem 
can  be  seen  in  background 


the  southern  part  of  the  city,  to  the 
terminal  at  Lee  Park.  The  route 
distance  from  the  end  of  the  car  line 
to  the  terminal  is  0.8  mile.  The 
route  lies  through  streets  newly 
surfaced  with  gravel  and  oil,  and  con- 
ditions generally  are  quite  favorable 
to  the  entirely  successful  operation 
of  the  vehicles. 

The  schedule  of  operation  of  the 
buses  provides  for  a  fifteen-minute 
headway. 

As  it  was  necessary  to  store  the 
buses  in  the  carhouse  located  on 
Chatfield  Street,  a  negative  return 
wire  was  strung  on  the  outside  of 
each  positive  trolley  wire  on  the 
street  between  the  carhouse  and  the 
beginning  of  the  bus  route. 

The  buses  were  built  by  the  J.  G. 
Brill  Company,  in  accordance  with 
specifications  revised  in  May.  1923. 
They  are,  however,  of  standard  con- 
struction, weigh  12.000  lb.,  seat 
thirty  passengers,  and  are  23  ft.  2 J 
in.  long  over  the  body,  7  ft.  6  in. 
wide  over  the  posts.  With  the  body 
unloaded  the  vehicles  stand  9  ft.  6i 


380 


BUS 

TfVVNSPORTATlON 


Vol.2,  No.8 


The  seating  arrangement  given  a  good  eombinutinn  of  seating  and  stand. ug  spuee 


in.  high  from  ground  to  trolley  board. 
Other  dimensions  are  as  follows : 


Wheelbase    i:i"  m. 

Overall  length   of   frame 244  in. 

"Width  of  frame,  at  front 33  in. 

Width   of  frame,  at  rear 39  in. 

Height  from  ground  to  top  of  chassis,  under 
full  load   23 J  ill. 

Gage,  front    64 J  in. 

Gage,   rear   "0  in. 

Height    from    ground    to    underside    of    sill, 
unloaded     2  ft.  1 J  in. 

Height    from    ground    to    top    of    floor,    un- 
loaded    2  ft.  43  In. 

Height    from    underside    of    sill    to    top    of 
roof    7  ft.  13  in. 

Height  from  top  of  iloor  to  top  of  roof, 

6  ft.  93  in. 

Height  from  top  of  floor  to  roof  carlines, 

6  ft.  7 i  in. 

Height  from  ground  to  top  of  roof  boards, 
unloaded     9  ft.  3  in. 

Height  from  ground  to  top  of  floor,  loaded, 

2  ft.  35  in. 

Center  to  center  of  side  posts 2  ft.  5  in. 

Length  of  transverse  seats 2  ft.  S  J  in. 

Width  of   aisle    21 J  in. 


A  transverse  seat  is  placed  across 
the  rear  of  the  body,  the  center  sec- 
tion being  arranged  so  that  it  can  be 
removed  to  give  access  to  the  emer- 
gency door.  On  each  side  of  the  body, 
directly  adjacent  to  the  transverse 
seat  at  the  rear  end,  is  a  longitudinal 
seat   accommodating   three    persons. 


A  carhouse  view,  of  emergency 
exit  door,  trolley  catchers  and 
tail-lights 

From  these  longitudinal  seats  for- 
ward on  each  side  of  the  body  there 
are  three  transverse  seats  32i  in. 
long,  to  accommodate  two  persons. 

On  the  left-hand  side  of  the  body 
at  the  front,  directly  in  back  of  the 
driver,  there  is  a  longitudinal  seat 
for  three  persons ;  and  on  the  right- 
hand  side   at  the  front   is  a   longi- 


tudinal seat  for  four  persons.  This 
arrangement  provides  a  number  of 
cross-seats  for  patrons  who  prefer 
them,  while  giving  a  reasonable 
standing  space.  Stanchions  are  pro- 
vided near  all  of  the  longitudinal 
seats. 

The  vehicle  is  driven  by  two  GE- 
264  motors  of  25  hp.  capacity  at  550 
volts,  arranged  in  tandem  to  drive 
the  rear  axle.  These  have  capacity 
to  operate  the  car  at  22  to  25  m.p.h., 
with  li  m.p.h. p.s.  acceleration  and 
retardation.  This  corresponds  to  a 
scheduled  speed  of  9  to  10  m.p.h., 
with  eight  stops  of  fifteen  seconds 
each  per  mile. 

Double  pole  collectors,  with  Ohio 
Brass  Company's  swivel  trolleys  are 
used.  The  same  company's  standard 
overhead  materials  are  used  in  sup- 
porting and  insulating  the  trolley 
wires. 

While  only  two  trolley  buses  are 
being  operated  in  Petersburg,  the  in- 
stallation is  more  significant  than 
this  fact  would  indicate.     The  Vir- 


A  tyiiical  view  on  the  neie  ronte  orer  whieh 
the  trolley  buses  operate 


Where  the  <•«)■  track  is  joU'owed,  a  sniiplenienlary 
overhead  ivire  is  installed 


August,1923 


BUS 

IRVsSPORIATION 


381 


ginia  Railway  &  Power  Company  be- 
lieves in  this  type  of  vehicle  for  serv- 
ice supplementary  to  that  of  the  car 
line.  The  company  operates  the  rail- 
ways in  Richmond.  Norfolk,  Ports- 
mouth and  Petersburg.  If  the  suc- 
cess of  the  installation  in  Petersburg 
warrants,  as  it  is  fully  expected  to 
do,  trolley  buses  will  be  substituted 
for  some  rail  lines  where  tratlic  is 
too  light  to  support  the  latter  and 
will  be  used  for  extensions  of  lines. 


The  company  has  not  the  sanction 
of  the  cities  other  than  Petersburg 
for  such  operation,  so  nothing  can  be 
done  elsewhere  for  the  present.  It  is 
hoped,  however,  that  success  in 
Petersburg  will  be  such  as  to  con- 
vince the  city  authorities  in  the  other 
municipalities. 

It  is  estimated  that  the  operating 
e.xpenses  of  the  trolley  bu.ses  in 
Petersburg  will  be  not  more  than 
17   cents    per   bus-mile. 


Steam  Motive-Power  Tried  Out 
for  Bus  Service 


BELIEVING  that  the  ideal  mo- 
tor bus  should  have  the  follow- 
ing characteristics,  freedom 
from  vibration  at  all  speeds,  smooth 
and  rapid  acceleration  and  proper 
spring  suspension,  in  addition  to  eco- 
nomical operation  and  ease  of  con- 
trol. Page,  Beck  &  White,  Inc.,  of 
Chicago,  have  designed  and  built  an 
experimental  steam-driven  bus,  in 
which  it  has  sought  to  embody  these 
features.  From  the  passengers' 
standpoint  the  steam  engine  is  be- 
lieved desirable  because  it  is  quiet, 
free  from  vibration  through  its 
range  of  speed,  and  develops  a  uni- 
form torque,  which  results  in  smooth 
and  rapid  acceleration.  Though 
theoretically  not  as  efficient,  steam 
power  uses  low-cost  fuel  and  will, 
it  is  said,  deliver  a  mile  at  less 
cost  for  fuel  and  lubricating  oil. 
For  this  vehicle,  the  fuel  cost  is 
given    a.«    2.2   cents   per   mile,  while 


the  oil  cost  is  not  over  75  cents  per 
1,000  miles. 

The  accompanying  photographs 
give  an  idea  of  the  size  and  construc- 
tion of  the  new  bus,  which  has  been 
given  several  months  of  road  work 
and  special  tests. 

As  the  efficiency  of  steam-driven 
equipment  depends  primarily  on  the 
efficiency  of  the  boiler,  the  work  of 
the  engineers  centered  upon  this  de- 
tail, resulting  in  the  Winslow  boiler, 
shown  in  the  accompanying  photo- 
graph. This  is  of  the  sectional  con- 
struction water-tube  type.  Each  sec- 
tion is  a  complete  boiler  in  itself  and 
can  be  removed  and  replaced  without 
totally  dismantling  the  boiler.  Water 
stands  about  half  way  up  the  section 
when  C9ld,  but  upon  application  of 
heat  its  level  rises  in  the  one  end 
and  drops  in  the  other  end  of  the 
section.  As  the  heat  application  is 
continued  steam  is  generated  and  the 


Driver's    position    and    steering 
post  of  steam  bus 

water  flows  more  rapidly.  There  is 
then  a  scouring  action  produced 
through  the  tubes,  which  helps  to 
eliminate  scale.  Sediment,  which 
will  precipitate  in  any  steam  gene- 
rator, is  swept  out  of  the  path  of 
circulation  and  settles  into  the  mud 
collector. 

The  control  system  is  simple  in 
construction  and  has  been  found 
free  from  trouble.  An  electric 
switch  operated  by  a  diaphragm 
communicating  on  one  side  with  the 
steam  space  of  the  boiler  serves  as 
the  burner  control.  Closing  and 
opening  the  circuit  starts  and  stops 
the  electrically  driven  blower;  this 
delivers  a  fixed  amount  of  air  to  the 
burner  and  also  drives  the  fuel 
pump.  The  pilot  light,  which  is 
necessary  in  an  on-and-off  burner  of 
this  type,  operates  continuously. 
Fuel  flows  to  the  nozzle  of  the  pilot 


Steam-driven  bus,  fitted  with  29-pussenger  body  as  developed  by  Chicago  engineers 


382 


BUS 

TRANSPORTATION 


Vol.2,  No.8 


burnei-  by  gravity  and  is  there 
atomized  by  a  jet  of  steam  at  5  lb. 
per  square  inch  pressure.  This  light 
is  larger  than  has  been  customary 
in  automotive  steam  plants,  it  being 
the  intention  of  the  designers  to  pro- 
vide a  strong,  tenacious  flame  that 
would  never  be  extinguished  by  a 
blast  from  the  main  burner.  The 
water  level  in  the  boiler  is  main- 
tained by  a  thermostatic  tube  con- 
trol of  the  same  design  as  has  been 
used  in  stationary  plant  practice 
and  on  steam  vehicles  for  many 
years.  Water  is  supplied  to  the 
boiler  by  a  triplex  feed  pump,  de- 
signed for  high  pressures,  and  con- 
nected to  the  engine  crankshaft 
through  1:4  ratio  gear. 

A  conventional  design  of  com- 
pound engine  (3*x7x5in.),  having  a 
starting  device  controlled  by  a  floor- 
board foot  button,  is  mounted  back 
of  the  boiler  and  dash.  Depressing 
this  control  button  admits  live 
steam  to  the  low-pressure  cylinder, 
giving  the  engine  additional  power 
for  an  emergency  load.    Main  engine 


Chassis   of   steam    bus,   showing 
engine  momited  side  of  driver 

valves  are  of  the  balanced  piston 
type,  without  rings,  and  are  made 
of    chilled    cast    iron. 

Steam  admission  may  be  changed 
from  85  per  cent  to  25  per  cent  of 
stroke,  the  latter  being  the  point  at 
which  the  cutoff  is  carried  for 
normal  loads.  Joy  valve  gear  is 
employed.  A  plain  jaw  clutch  dis- 
engages the  engine  for  idling  or  for 
pumping  as  the  occasion  may  re- 
quire. It  is  not  used  in  normal 
operation.  The  condenser  is  a  honey- 
comb-type radiator  with  a  frontal 
area  of  8i  sq.ft.,  made  by  the  United 
States  Cartridge  Company. 

Draft  through  the  condenser  is  pro- 
vided by  a  rotary  outlet,  shrouded, 
suction  fan,  of  the  American  Blower 
Company's  make.  With  this  as- 
sembly of  condenser  and  fan  con- 
densation is  so  thorough  that  the 
vehicle  can  travel  from  120  to  150 
miles  on  one  filling  of  the  45-gal. 
water  tank. 


The  propelling  mechanism  is  sim- 
ilar to  that  employed  on  any  auto- 
motive vehicle,  the  drive  being 
through  universals,  to  a  full  floating 
rear  axle  built  by  the  Wisconsin 
Parts  Company.  The  rear  springs 
are  mounted  rigidly  to  the  rear  axle 
housing,  without  radius  rods  or 
torque  arms.  Both  front  and  rear 
springs  are  compound,  semi-elliptic, 
supplementary  leaves  being  brought 
into  action  with  increased  load. 

An  unusual  feature  of  the  bus,  as 
is  .shown  in  the  front  view,  is  the 
mounting  of  the  steering  gear, 
which  is  set  with  as  much  rake  as  is 
usually  found  in  pleasure  cars.  To 
accomplish  this  it  has  been  neces- 
sary to  mount  the  steering-gear  case 
well  to  the  front  and  on  the  outside 
of  the  frame.  The  trunnion  shaft 
extends  entirely  across  the  frame, 
and  the  drop  arm  and  drag  link  are 
placed  on  the  opposite  side,  which 
makes  for  additional  safety. 

The  bus  body  will  accommodate 
twenty-nine  passengers  and  a  driver, 
with  seats  spaced  29i  in.  center  to 
center.  The  driver's  position  is  high 
and  well  to  one  side,  in  order  that 
he  may  gage  his  clearance  when 
passing  vehicles. 


Assembly  of  Winsloiv  water  tube  boiler,  <m  left.     Engine  unit  has  S-in.  and 
7-in.  cylinders,  and  5-in.  stroke 


Motorbus  in  China 

SEVERAL  members  of  the  local 
gentry  of  Szechow,  Arhui  Prov- 
ince, China,  are  reported  to  be  plan- 
ning the  installation  of  a  motor  bus 
service  between  Szechow  and  Tsing- 
yangchen.  The  plan  is  proving  very 
popular  and  funds  are  being  raised  to 
capitalize  the  enterprise.  As  the 
present  mud  road  between  Szechow 
and  Tsingyangchen  is  in  good  condi- 
tion, the  promoters  have  decided  to 
order  a  few  buses  to  make  tentative 
trips  on  it.  Later  a  macadamized 
road  will  be  built.  Bus  service  will 
probably  begin  in  the  autumn. 


August, 1923 


BUS 

1R\NSHOKIMX>N 


383 


Place  of  the  Bus  in  City  TransjM)rtalioii 


By  J.   A.   Ritchie 

President  Chicago  Motor  Coach  Company,  Chicago.   III. 


MOTOK  BUSES,  and  particularly  doubk-  decki-rs,  should  be  u.sed  for 
surfacf  transportation  in  the  downtown  or  l-oop  District  of  Chi- 
caKo.  Mr.  Kilihio.  ntiw  of  Chitano  '"ut  rici'nll\  of  New  ^ Krk,  unci's  this 
in  a  report  made  to  the  city  abstracted  below.  To  relieve  tradic  con- 
ijerition,  to  sa\e  time  for  the  passen}:ers,  he  would  ha\e  the  trolle\s  drop 
underground  while  in  the  Loop,  in  the  ouli>inK  parts  of  the  city,  which 
is  ^'rowinj;  rapidly,  he  prwlicts  a  wide  field  for  bus  service.  The  reports 
refer  to  t'hicairo  conditions,  of  course,  but  many  of  the  principles  laid 
down,  as  to  iirowlh  of  population,  function  of  transportation  agencies, 
relief   of    trallic   conu'estion,   would    apply   to   many    of   our   larger   cities 


TO  FIX  the  place  of  the  motor 
bus  in  a  comprehensive  plan 
for  tran.sportation,  in  Chi- 
cago, it  is  first  necessary  to  outline 
broadly  the  requirements,  and  also 
the  general  principles  that  are  to  be 
followed. 

The  location  of  the  business  center 
on  the  lake  front  so  restricts  the 
direction  of  growth,  that  to  accom- 
modate the  same  number  of  people 
per  .square  mile  as  in  a  city  that  can 
grow  in  all  directions,  an  area  is 
needed  that  extends  a  distance  at 
least  40  per  cent  from  the  center. 
This  means  that  the  average  ride 
into  the  center  of  Chicago  is  nearly 
50  per  cent  longer  than  in  a  city 
that  can  grow  in  all  directions. 

The  territory  can  be  considered 
under  five  divisions,  namely,  a 
central  business  district;  an  inner 
residential  district  extending  5  miles 
from  the  center  and  including  a 
large  part  of  the  light  manufactur- 
ing; an  outer  residential  district 
extending  from  5  to  10  miles  from 
the  center:  South  Chicago,  largely 
constituted  of  important  industrial 
centers  with  surrounding  residential 
districts,  and  a  suburban  territory 
that  extends  from  10  to  30  miles 
from  the  center,  that  includes  sev- 
eral large  centers  of  heavy  industry. 
The  central  business  district  is 
about  1.2,5  square  miles  in  area.  Each 
person  in  Chicago  makes  practically 
one  city  journey  a  day — about  60 
per  cent  of  which  are  in  and  out  of 
this  congested  business  district.  The 
Loop  District  movement  is  there- 
fore about  1,000,000  passengers  each 
way  per  day. 

Outside  of  the  central  business 
district,  the  larger  occupational 
centers  are  the  manufacturing  dis- 
tricts immediately  west  of  the  Loop, 


comparable  with   1920  density  at   4 
miles  from  the  center. 

The  suburban  territory,  lying  be- 
yond the  lO-mile  circle  and  extend- 
ing out  about  30  miles  from  the 
center,  requires  at  its  outer  limit  a 
ride  of  about  one  hour  by  the  fastest 
train.  This  district  which  now  has 
a  population  of  900.000,  or  an  aver- 
age density  of  700  per  square  mile 
must  accomodate  a  much  larger 
population.  Its  capacity  to  do  so 
will  depend  upon  the  efficiency  of  its 
transportation   facilities   to  the  im- 


the  west  and  northwest  parts  of  the 

city,,    the     stockyards,     and     South 

Chicago.     Except  for  the  industrial     portant  business  and   industrial  ob 

centers  of  South  Chicago,  manufac-    jectives  in  the  city. 


turing  is  largely  concentrated  in  the 
inner  5-mile  belt,  where,  as  shown 
in  one  of  the  accompanying  tables, 
nearly  50  per  cent  of  the  city's  popu- 
lation resides.  This  percentage  is 
probably  as  great  as  it  ever  will  be ; 
larger  apartment  houses  will  pro- 
vide greater  accomodations  than  at 
present,  but  the  rapid  growth  in  this 
section  of  industrial  and  business 
establishments  will  force  new  popu- 
lation in  the  future  to  settle  beyond 
the  5-mile  circle.  This  is  the  so- 
called  outer  belt,  which  is  from  5  to 
10  miles  from  the  center,  the  terri- 
tory of  which  is  now  largely  occupied 
by  residences  with  retail  shopping 
centers   and    scattering   industries. 

The  1916  report  of  the  Chicago 
Traction  and  Subway  Commission 
estimated  that  a  population  of 
5,000,000  could  be  comfortably 
accommodated  within  the  present 
city  limits  and  suburbs.  This  is 
2,000,000  more  than  the  present 
population,  and  if  this  new  popula- 
tion should  settle  within  the  5  to 
10-mile  district  then  population 
density  of  the  district  would  be  about 
36,000    per    square    mile,    which    is 


Principal  Transportation 
Agencies 

It  is  generally  conceded  that 
within  the  inner  residential  district 
most  of  the  traffic  is  most  efficiently 
handled  by  surface  facilities. 

From  the  outer  residential  district 
to  and  from  the  business  center,  the 
bulk  of  the  through  movement  of 
people  conveniently  located  is  most 
expeditiously  handled  by  high-speed 
subway  or  elevated  lines  with  lateral 
surface  feeders. 

In  the  suburban  territory  beyond 
the     10-mile     limit,     the     principal 

Mileage     of     ChicaRo     Surface     Track 

per    Siiuare    Mile    ('(impar«'d    With 

I'lipulatiiin   per   .Mile  of   Track 


Surface 

RaiN-ay 

MilfvZonra 

Mitcacc 

from 

(.Sinllc  Trark 

Ci-nt<T 

Ml-UK) 

0-    1 

55  6 

1-   2 

78  6 

2-   3 

100  2 

3-  4 

100  6 

4-  5 

49   <> 

S-  6 

III   3 

6  -7 

108  7 

7-  8 

88  4 

»-  ■» 

b4   1 

|»-I0 

49   1 

Avenwe  or  total  856.  5 


Mllmof 

Track  p^T 

S4marc 

Mill- 

27  8 

16  4 

14  2 

10  » 

7  9 

6  9 

5  7 

4  7 

3  5 

2  5 

10  I 


Population 

1920  p.  r 

M.lr 
of  Track 
32 

2  »I4 


^  a  I  I 

1.756 


Population  and  Density  by  Mile  Zone.s  in  1920 


Mile-Z-ini-7% 
fnini  Center 

0-  1 

1-  2 

2-  3 

3-  4 

4-  5 

5-  6 

6-  7 

7-  8 

8-  9 
9-10 


IN  piilatioD 

, Prr 

Cent  of  Total- 

1920 

Zoiip 

Cunmlati' 

(o)    20.000 

0  8 

0  8 

181.896 

7  6 

325.632 

19  8 

384.568 

34  2 

406.192 

44  4 

433.328 

65   6 

359,552 

79  0 

295.952 

90    1 

180.000 

96  8 

85.224 

100  0 

^ Area  <'  )- 


Zone 
2  0 
4  8 
7  2 
9  7 
12  7 
16  I 
19  I 
18  9 

18  6 

19  4 

128  5 


Cumulativr 

2  0 

6  8 

14  0 

23  7 

36  4 

52  5 

71  6 

90  5 

109  I 

128  5 


Population 

p»T 
Sqiiar*  Mile 

10  POO 

*^7  inn 
4'>  ;in 
ui  700 

32  000 
26.100 
18,400 
15.700 
9.700 
4.400 


Total  or  average         2.672.544  100  0 

(a)  Estimated.    (»)  From  1916  Chicago  Traction  and  Subway  Commwion  Report 


20.800 


384 

agencies  are,  in  order  of  importance, 
steam  railroad  suburban  service,  and 
surface  feeders  connecting  with  city 
high-speed  lines. 

For  all  short-haul  local  traffic  in  a 
radial  direction  and  for  practically 
all  traffic  moving  laterally,  surface 
transportation  is  best  adapted  eco- 
nomically. 

Problem  in  Central  Business 
District 

The  central  business  district  has 
twenty  streets  leading  outside,  of 
which  fifteen  are  occupied  by  sur- 
face tracks,  and  there  are  three  sur- 
face i-ailway  tunnels,  making  a  total 
of  eighteen  pairs  of  surface  railway 
tracks.  There  are  also  four  elevated 
lines  having  a  total  of  eleven  tracks, 
and  five  main-steam  railroad  sta- 
tions with  two  stations  used  for 
suburban  traffic.  These  rail  facili- 
ties are  now  taxed  practically  'to 
capacity  and  the  all-important  prob- 
lem is  to  make  such  a  comprehensive 
plan  of  transportation  as  will  accom- 
modate at  least  three  times  the 
present  population  and  permit  its 
natural  and  healthy  growth  and  dis- 
tribution. 

Looking  into  the  future,  the  num- 
ber of  passengers  entering  the 
central  business  district  will  prob- 
ably not  increase  in  proportion  to 
the  population  of  the  city,  principally 
because  the  district  will  become  en- 
larged in  area  and  because  outlying 
centers,  particularly  industrial,  will 
increase  in  importance.  In  any 
event,  however,  due  to  the  increasing 
average  and  maximum  height  of 
office  buildings,  the  business  popu- 
lation of  the  area  covered  by  the 
present  central  business  districts 
will  be  greater  in  the  future.  While 
the  Loop  terminal  of  the  elevated 
railways  is  now  loaded  to  capacity, 
it  was  made  clear  in  the  1916  report 
of  the  Chicago  Traction  and  Subway 
Commission  that  adequate  subway 
and  elevated  terminal  facilities  could 
be  provided  in  the  present  Loop 
district  for  a  far  greater  passenger 
movement  than  at  present.  If  the 
principles  laid  down  in  that  report 
be  followed,  there  is  no  doubt  that 
the  subway  and  elevated  system  can 
readily  be  made  adequate  to  handle 
the  traffic  within  its  natural  zone 
of  service  for  as  large  a  population 
as  can  reasonably  be  expected  in 
Chicago. 

The  problem  of  the  surface  rail- 
ways is  not  so  simple.  In  the  outer 
sections  of  the  city,  the  field  of 
surface  railways  is  limited  by  the 
population  and   traffic  becoming  too 


BUS 

IMNSPORTATION 

light  to  support  them.  Below  a 
certain  number  of  passengers  per 
mile  of  route  per  year,  the  motor 
bus  has  an  economic  advantage  over 
the  surface  railway.  Improvements 
in  buses  in  the  future  will  undoubt- 
edly operate  to  enlarge  their  field 
and  reduce  that  of  electric  railways 
outside  the  more  densely  populated 
areas. 

In  the  other  principal  field  of  the 
surface  railway,  that  is,  the  carriage 
of  passengers  between  the  business 
center  and  the  densely  populated  zone 
lying  within  3  or  4  miles  thereof,  the 
combination  of  low  operating  expense 
and  high  density  enables  the  electric 
railway  to  operate  on  an  economical 
basis.  This  movement,  however,  has 
already  practically  reached  the  limit 
of  capacity  of  the  surface  lines.  It 
is  true  that  the  population  and  hence 
the  traffic  within  the  5-mile  radius 
is  already  dense,  and  is  not  likely 
to  increase  to  any  marked  degree, 
but  as  the  elevated  lines  become 
more  largely  occupied  by  passengers 
from  outside  this  limit,  there  will 
naturally  be  a  drift  of  traffic  to  the 
surface  lines,  provided  their  running 
time  does  not  become  too  slow  with- 
in the  congested  business  district. 

At  present  the  surface  lines  out- 
side the  central  business  district 
make  an  unusually  high  rate  of  speed 
as  compared  with  that  in  other  large 
cities.  From  the  4-miIe  circle  to  the 
limits  of  the  business  district  the 
average  speed  is  about  10  m.p.h. 
Within  the  business  district,  how- 
ever, this  excellent  speed  is  neutral- 
ized by  a  slow  movement  for  over 
one-half  mile  in  each  direction  and 
as  the  limits  of  the  central  business 
district  expand,  this  condition  will 
become  worse  due  to  the  greater 
distance  to  be  traveled  in  the  con- 
gestion. 

How  THE  Conditions  Can  Be 
Remedied 

To  preserve  the  usefulness  of  the 
surface  lines  to  the  central  business 
district  the  only  solution  is  a  system 
of  subways  to  accommodate  the 
greater  part  of  the  surface  lines 
entering  the  business  district.  An 
adequate  system  of  surface  car  sub- 
ways of  this  nature  was  recom- 
mended in  the  1916  report  of  the 
Chicago  Traction  and  Subway  Com- 
mission. 

Such  a  subway  system  would  re- 
duce the  running  time  of  cars  from 
the  4-mile  circle  by  15  per  cent,  from 
the  2-mile  circle  by  30  per  cent  and 
allow  twice  as  many  surface  cars  to 
enter   the    Loop   system    during   the 


Vol.2,  No.8 


rush  hours.  The  subway  would  effect 
a  material  saving  in  the  cost  of 
operation  by  reason  of  the  higher 
speed  and  open  track  construction, 
a  saving  in  power,  accidents  and  in 
snow-removal  expense,  which  taken 
with  the  increased  schedule  efficiency 
should  largely  offset  the  fixed 
charges  on  the  cost. 

It  is  now  difficult  to  get  about  in 
the  business  district  and  this  diffi- 
culty will  increase  as  the  congestion 
increases  and  the  business  district 
enlarges.  Practically  no  one  uses  the 
street  cars  for  short  rides  because 
the  routing  is  not  and  cannot  be  de- 
signed to  accommodate  such  travel. 
The  large  majority  of  all  movements 
in  this  district,  therefore,  are  made 
by  walking  or  by  taxicab. 

A  considerable  relief  in  street  con- 
gestion and  a  great  convenience  can 
be  afforded  by  a  few  carefully  laid 
out  lines  of  buses  with  well-marked 
loading  points,  and  with  routes 
thoroughly  advertised  and  indicated 
on  the  buses  themselves.  The  bus 
is  especially  adapted  to  this  service 
because  not  being  dependent  upon 
tracks,  it  can  be  easily  routed  to 
reach  a  larger  number  of  traffic 
points  and  can  use  streets  not 
adapted  to  street  cars. 

Recommendations  for  Use 
OF  Buses 

Within  the  city  of  Chicago  there 
are  now  80  miles  of  boulevards.  The 
primary  objects  of  which  are  to  pro- 
vide direct  thoroughfares  in  which 
traffic  can  flow  in  large  volume 
with  a  minimum  of  interruptions 
and  to  create  and  preserve  show 
places  and  breathing  spaces. 

The  large  population  which  will 
naturally  locate  along  these  boule- 
vards will  require  convenient, 
adequate,  attractive  and  comfortable 
public  service  transportation  facili- 
ties such  as  can  be  furnished  only 
by  motor  buses. 

There  are  eight  large  parks  within 
the  city  limits  frequented  by  prac- 
tically all  of  the  population  of  the 
city  as  well  as  by  visitors.  The  so- 
called  organized  attendance  is  from 
25,000,000  to  30,000,000  per  year. 
This  is  recorded  attendance  for 
specific  purposes  and  does  not  in- 
clude spectators  or  casual  visitors. 
The  total  attendance  at  the  parks  re- 
quiring transportation,  must  be  well 
over  50,000,000  per  year,  and  this 
number  will  increase  at  least  in  pro- 
portion to  the  increase  in  population 
if  proper  facilities  are  provided. 

Due  to  the  investment  required  in 
track    and    roadway    for    rail    lines, 


August,1923 


BUS 

TMNSHORIAllON 


385 


there  are  many  sfreets  in  the 
suburbs  and  le.s.s  densely  populated 
sections  of  the  city  in  which  rail 
lines  cannot  be  constructed  and 
operated  within  economic  limits.  One 
of  the  prime  functions  of  the  motor 
bus  is  to  supply  service  on  such 
streets. 

The  mileage  of  surface  railway 
tracks,  together  with  the  density  of 
population  per  mile  of  track  in  the 
various  mile  zones,  is  shown  in  the 
accompanying  table.  In  proportion 
to  population  the  trackage  decreases 
up  to  3  miles  from  the  center,  re- 
mains about  uniform  to  6  miles,  and 
then  increases  until   in  the  9  to   10- 


large  industrial  or  irattic  points, 
churches,  theaters,  conventions,  or 
other  points  of  assembly,  and 
recreation  centers.  An  important 
point  of  this  character  is  the  Munici- 
pal Pier.  At  times  of  conventions 
special  bus  lines  could  be  operated 
between  the  pier  and  railroad  sta- 
tions, hotels  and  other  objective 
points.  It  is  not  feasible  or  de- 
sirable to  lay  a  system  of  tracks  as 
would  permit  surface  cars  to  provide 
such  flexible  service  without  trans- 
fer, while  the  motor  bus  is  ideally 
fitted  to  operate  such  routes. 

Boulevards    and    park    driveways 
have     been     created      for     pleasure 


north  side  bus  lines  were  pleasure 
liders,  or  were  attractetl  to  the  bus 
lines  on  regular  business  or  shopping 
Journeys  during  the  warmer  months. 
The  accommodations  for  pleasure 
travel  on  these  lines  were  inadequate 
so  that  probably  25  per  cent  of  the 
total  travel  on  double-deck  buses  is 
pleasure  riding.  This  is  borne  out 
by  analyses  of  the  traflic  of  the 
Fifth  Avenue  Coach  Company,  New 
York. 

With  the  surface  railways  in  the 
Loop  District  used  almost  entirely  aii 
terminals,  little  or  no  thought  can  be 
given  to  the  accommodation  of  local 
ti-aflic.     There  are  few  instances  of 


Traffic  congestion  is  serious  in  the  Loop  District.     Conditions  on  Saturday, 
May  12,  192S,  at  1:1,0  p.m. — Stntr  nvd  Madison  Strcct.i 


mile  zone  there  is  more  than  twice 
the  track  mileage  than  in  the  5  to  6- 
mile  zone,  or,  conversely,  there  is 
less  than  half  the  population  per  mile 
of  track  in  the  9  to  10-mile  zone.  In 
the  area  betw-een  the  8  and  10-mile 
circles,  constituting  40  per  cent  of 
the  total  area  within  the  10-mile 
circle,  there  is  on  the  average  the 
equivalent  of  but  one  pair  of  tracks 
each  way  across  each  square  mile. 
As  fast  as  this  territory  develops, 
additional  surface  transportation 
must  be  provided  and  there  will  be  a 
wide  field  for  motor  bus  service. 

There  are  many  cases  which  can 
be  determined  by  careful  studies 
where,  to  obtain  the  best  economy 
and  convenience,  routes  should  be 
altered  for  different  times  of  the 
day,  different  days  of  the  week,  and 
seasons  of  the  year.  This  is  prin- 
cipally  for  the   purpose  of   serving 


riding.  Surface  lines  were  formerly 
used  to  some  extent  for  this  class  of 
riding,  but  at  present  there  is  prob- 
ably little,  if  any,  on  either  surface 
or  elevated  lines.  Only  about  one 
family  in  five  in  Chicago  owns  an 
automobile,  so  that  four-fifths  of  the 
population  have  no  regular  means 
of  pleasure  riding  other  than  that 
afforded  by  motor  buses.  That  there 
is  a  large  demand  for  pleasure 
riding  is  evident  from  their  use 
wherever  motor  buses  catering  to 
such  business  are  operated. 

The  number  of  passengers  carried 
by  the  Chicago  Motor  Bus  Company 
by  months  in  the  year  1922,  and  the 
excess  of  travel  in  the  spring,  sum- 
mer and  fall  months  over  the  num- 
ber carried  in  the  month  of  March 
is  shown  in  the  accompanying  table. 

It  would  appear  then  that  about 
24  per  cent  of  the  passengers  on  the 


direct  railway  routes  between  traffic 
points  in  the  Loop  District,  and 
these  are  little  used  because  not 
generally  known  to  the  public;  be- 
cause the  cars  are  overcrowded 
during  about  half  the  business  day; 
because  the  movement  is  slow;  and 
because  of  the  inconvenience  in  get- 
ting on  and  off  in  the  middle  of  the 

Pa.ssengers  Carried  in  1922 — North 

Side   I!ii-'    I.inp" 


Month  CttiriM 

Jhiium^* 413.632 

Kcbni«r\- 399.186 

.March 511.493 

.\pril 613.684 

^IBy 754.660 

June 849.220 

July 941.879 

.\uimt 889  713 

.■vpti-mbtr    .  759.615 

riclobcr 642.796 

Nm-rmbcr 508.086 

De«-mbcr. .    .  492.027 

Total 7.775.991 


1  iv.r 
March 

c.f    >  .  !>r 
Total 

i02.HJ 

243.177 
337.727 
430.386 
378.220 
248.122 
131,303 

1    i 
3    1 

1.871. 126 

23  9 

386 


BUS 

TRANSPORTATION 


Vol.2,  No.8 


street.  There  is  undoubtedly  a  large 
volume  of  such  local  movements 
which  vi^ould  patronize  a  transpor- 
tation system  properly  planned  and 
advertised,  and  as  the  business  dis- 
trict enlarges  such  facilities  will 
become  an  absolute  necessity.  The 
motor  bus  is  far  superior  to  all  other 
means  of  transportation  for  this 
purpose,  and  ought  to  operate  to  re- 
duce the  congestion  by  accommodat- 
ing people  who  would  otherwise  use 
ta.xicabs  or  walk. 

Handling  Rush-Hour  Traffic 

The  present  trackage  leading  in 
and  out  of  the  central  congested  dis- 
trict is  already  overtaxed  during  the 
rush    hours,    and   this    condition    is 


The  greatest  service  is  obtained 
from  a  street  when  the  greatest  vol- 
ume of  traffic  is  put  through  it.  In 
the  Loop  District,  except  on  certain 


Width  c 
Road- 
way, F 

f 

Inbound 

.  Period       No. 

-  Outbound  - 
Period       No. 

Jackson.. 
Madison. 

...37 

...    37i 

5:10-5:20 
4:40-4:50 
Vehicles 
Cars 

128 

47 
19 

5:20-5:30      184 

3:30-3:40 

58 
10 

Clark.... 

.2—18 

Total.. 
4:30-4:40 
Vehicles. 
Cars... 

66 

45 

7 

68 
4:40-4:50 

61 
9 

Total. . . 

52 

70 

streets,   the   principal   consideration 
is  passenger  traffic. 

Vehicular  traffic  within  the  Loop 
reaches  a  peak  in  one  direction  at 
about  10  o'clock  in  the  forenoon,  then 


r~ 

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STREET  CAR 

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scoffs                    Secffs 

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\^  Est  ima  fed  aver,  lenafh  15  --> 

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AUTO          ^ -___ 

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'erage  pmsengfcrs  carrie 
rush  h 

--ars/.S-^t-^^^"'-^ '''"'-' 

Comparison  vf  street-space  actually  occupied  by  a  motor  bus, 
a  surface  car  and  an  automobile 


likely  to  continue  even  though  a 
reasonable  program  of  subway  con- 
struction is  adopted.  It  is  desirable, 
therefore,  to  make  use  to  the  fullest 
extent  of  all  streets  leading  in  and 
out  of  this  district.  The  motor  bus 
is  more  economical  in  the  use  of 
street  surface  than  any  other  con- 
veyance, and  it  is  fully  twenty  times 
as  efficient  in  this  respect  as 
privately  owned  automobiles. 

The  curtailment  of  vehicle  traffic 
by  street  cars  is  shown  by  conditions 
at  the  bridges  on  Jackson  Boulevard, 
and  on  Madison  and  Clark  streets. 
During  the  ten-minute  period  when 
the  heaviest  traffic  was  recently  ob- 
served, the  number  of  vehicles  pass- 
ing are  shown  in  the  table. 

The  indications  on  the  face  of 
these  figures  are  that  a  37-ft.  street 
will  accommodate  three  times  as 
much  vehicular  traffic  as  one  occupied 
by  street  cars. 


decreases  to  a  small  extent  and 
reaches  a  peak  in  the  other  direction 
at  about  5  o'clock  in  the  afternoon. 
The  peak  of  street  railway  service 
comes  about  an  hour  earlier  in  the 
morning  and  a  half-hour  later  in  the 
afternoon.  The  traffic  is  somewhat 
greater  during  and  before  the  win- 
ter holiday  season  than  at  other 
times  of  the  year. 

There  are  few  streets  in  the  Loop 
not  occupied  by  surface  railways. 
At  the  rush  hours  there  are  from 
three  to  four  cars  in  every  block; 
that  is,  about  two  in  each  direction. 
At  nearly  every  corner  the  cars  make 
turning  movement.^  which  block  the 
vehicular  movements  in  several 
directions.  It  is  generally  admitted 
that  the  street  railway  system  under 
present  conditions  has  absolutely 
reached  its  limit  of  capacity  of  serv- 
ice in  the  Loop  District  and  there- 
fore the  capacity  of  all  entering  lines 


are  throttled  in  so  far  as  they  are 
dependent  upon  it  for  their  terminal 
facilities. 

Owing  to  the  vehicular  congestion 
and  in  considerable  part  to  the  in- 
terference of  the  surface  cars  with 
each  other,  the  average  speed  main- 
tained by  surface  cars  in  the  Loop 
area  is  less  than  5  m.p.h.  during  the 
rush  hours.  This  results  in  an  aver- 
age round-trip  running  time  of 
about  fifteen  minutes  on  each  trip. 
If  this  period  necessary  to  make  ter- 
minal deliveries  in  the  central  busi- 
ness district  could  be  reduced  by 
one  third,  the  outlying  area  in  which  . 
the  surface  railway  is  best  adapted 
to  service  would  be  extended  about 
1  mile.  If  this  area  is  considered  as 
extending  about  4  or  5  miles  from 
the  center,  then  the  increase  in  effec- 
tive area  of  the  surface  lines  for 
Loop  District  traffic  would  be  about 
25  per  cent. 

Relieving  Congestion  and  Increas- 
ing Street  Capacity 

The  principal  devices  by  which 
congestion  can  be  relieved  and  the 
street  capacity  in  the  Loop  developed 
to  its  fullest  extent  are:  terminal 
subways  for  surface  cars ;  use  of  mo- 
tor buses ;  establishment  and  en- 
forcement of  approved  traffic  regula- 
tions; and  street  improvements,  such 
as  opening  of  belt  streets  to  divert 
traffic  not  intended  for  the  Loop  and 
widening  of  certain  streets  to  take 
additional  traffic  lanes. 

Terminal  Subways  for 
Surface  Cars 

The  advantages  of  a  terminal  sub- 
way for  surface  cars  have  been 
touched  upon.  Subways  of  this  kind 
have  been  in  use  in  Boston  and 
Philadelphia  for  many  years,  and 
plans  for  similar  subways  have  been 
developed  in  other  cities,  particu- 
larly Cleveland  and   Cincinnati. 

As  has  already  been  pointed  out, 
the  two  principal  fields  of  service  of 
the  surface  railways  are,  for  Loop- 
bound  traffic  within  the  5-mile  cir- 
cle, and  for  local  traffic  outside  the 
5-mile  circle.  In  the  first  field  they 
have  admittedly  reached  their  limit 
of  capacity  except  possibly  during 
the  non-rush  hours,  and  in  the  sec- 
ond their  usefulness  is  greatly  eir- 
cum.scribed  by  the  efficiency  of  the 
motor  bus.  It  is  clear,  therefore, 
that  the  future  usefulness  of  the 
surface  railways  to  the  community 
as  well  as  the  best  interests  of  their 
owners,  depend  upon  a  radical  im- 
provement in  the  present  Loop  ter- 
minal facilities. 


August,1923 


BUS 

IKVsSf^JHIAHON 


387 


Excepting  trucks  which  do  not 
enter  into  the  Loop  tratlk-  proljli-m 
in  the  rush  hours,  the  ultimate  ob- 
ject in  each  street  should  be  to  get 
the  greatest  number  of  people 
through  the  street.  That  is,  to 
make  the  streets  serve  as  many  peo- 
ple as  possible. 

The  privately-owned  automobile 
occupies  about  16  sq.ft.  per  passen- 
ger with  every  seat  filled  and  with- 
out allowance  for  clearances.  In 
observations  taken  during  rush 
hours  in  Chicago,  the  average  num- 
ber of  people  per  automobile  was 
1.81  including  the  driver.  On  this 
basis,  therefore,  an  average  auto- 
mobile re(iuires  about  54  sq.ft.  per 
passenger  carried  during  the  rush 
hours  without  clearance  allowance. 
On  the  other  hand,  a  motor  bus  of 
the  double-deck  type  occupies  only 
about  twice  the  area  and  seats  sixty- 
eight  people,  requiring  3  sq.ft.  per 
seated  passenger.  Based  upon  ob- 
servations on  the  north  side  lines, 
this  bus  will  carry  out  of  the  Loop 
District  an  average  of  sixty  passen- 
gers, requiring  only  3.4  ft.  per  pas- 
senger as  compared  with  54  sq.ft. 
for  each  passenger  carried  by  auto- 
mobile. The  bus  therefore  is  six- 
teen times  as  effective  in  the  use  of 
the  street.  This  measure  of  effec- 
tiveness would  be  somewhat  in- 
creased were  necessai->'  clearances 
considered. 

The  effect  of  the  use  of  motor 
buses  upon  the  efficiency  of  a 
street  is  demonstrated  by  the  chart 
shown  here.  If  but  15  per  cent  of 
the  vehicular  movement  capacity  of  a 
street  be  utilized  for  motor  buses,  the 
passenger  carrying  capacity  of  the 
street  would  \ye  4.39  times  as  great 
as  if  the  street  were  restricted  to 
automobiles.  It  also  shows  the 
capacity  that  would  be  added  by  each 
1  per  cent  of  bus  occupancy  of  the 
street  up  to  15  per  cent.  Thus  for 
a  comparatively  trivial  curtailment 
of  use  by  private  automobiles  an 
enormous  increase  in  efficiency  is 
obtained.  A  recent  survey  of 
Michigan  Avenue  shows  that  when  1 
per  cent  of  its  vehicular  traffic  con- 
sists of  motor  buses,  the  carrying 
canacity  is  increased  by  24  per  cent. 
This  increased  carrying  capacity 
multiplies  as  more  motor  buses  arc 
used.  If  only  15  per  cent  of  all  the 
vehicles  on  Michigan  Avenue  were 
motor  buses,  the  carrying  capacity 
would  be  increased  354  per  cent. 

The  area  occupied  and  the  seating 
capacity  of  street  cars,  motor  buses 
and  automobiles  are  also  compared. 
For  each  seated  passenger  7.7  sq.ft. 


of  area  is  required  by  street  cars 
without  clearance  allowance,  as  com- 
pared to  3  sq.ft.  for  buses.  The  lat- 
ter, therefore,  have  a  direct  effect 
in  relieving  congestion. 

Motor  Bus  vs.  Surkalk 

R.MLWAY 

From  the  financial  point  of  view, 
motor  bus  operation  requires  an  in- 
vestment i)er  dollar  of  gross  revenue 
of  but  $1.25  as  compared  to  about 
$4  on  a  surface  electric  railway  line. 
It  is  easier  to  raise  money  on  this 
basis  and  the  amount  placed  at  the 
hazard  of  the  business  is  less.  The 
major  part  of  any  such  investment  is 
in  the  buses  themselves,  which  can 
be  sold  and  used  in  another  place, 
while  the  garage  and  its  equipment 
is  suitable  for  public  use. 


to  special  traffic  requirements,  routes 
can  be  altered  without  dislocation  of 
service.  Snow  removal  is  also  easier 
and  no  trouble  ia  encountered  from 
frozen  switches  or  sleet  on  the  wire. 
Lastly,  motor  buses  have  a  consider- 
able "by-product"  income  from  ex- 
cursions or  private  homes. 

Advantages  from  bus  operations 
from  the  standpoint  of  passengers  are 
the  elimination  of  delays  on  account 
of  vehicles  on  the  track,  broken-down 
car  ahead,  slow  motorman,  fires, 
power  house  or  wire  troubles,  or 
waiting  on  sidings  on  single-track 
lines.  A  higher  average  speed  can 
be  maintained  becau.se  of  freer  move- 
ment in  congested  districts  and  lim- 
ited stop  sei-vice.  The  bus  also  of- 
fers more  pleasant  and  safer  riding 
because  of  the  lack  of  noise,  curb 


STREET   5PAC; 
OCCUPl!^r^ 

Dy"Aii+o 

mobiles  ■ 

None 

1% 

2% 

J% 

4% 

5% 

b% 

7% 

S% 

1  • 

9% 

<M 


IW'o 


90 


6£. 


65% 


1     14% 
15% 


•.•..>!  /OOi  of  auto  eapacify 

-    lOOi  of  aula  capacity  ■  H 

pC 300%  of  automobile  capacity 1\ 

t*  400%  of  automobile  capacity" 


65f 


iai 


100% 

144X 
lfc9X 
■  ^'  \ 
215% 
2JH 
2£v\ 
24n 
504i 


Motor  buses  «•(   (I  jacdir  in  iiu-reasiny  the  efficient  use  of  a  Ktitd 


The  investment  in  an  operating 
bus  company  is  also  largely  adjust- 
able, and  changes  can  readily  be 
made  to  enhance  the  convenience  or 
earnings.  Then  with  buses  no  long 
construction  period  is  required;  they 
can  be  installed  quickly,  once  operat- 
ing rights  have  been  obtaineo, 
thereby  preventing  an  accumulation 
of  considerable  interest  during  con- 
struction. 

Motor  buses  have  already  demon- 
strated their  practicability,  and  are 
bound  to  improve  in  scope,  efficiency 
and  earning  power.  They  also  have 
advantages  in  operation.  More  speed 
can  generally  be  maintained  because 
of  the  fact  that  the  buses  are  not 
restricted  to  fixed  rails,  and  limited 
stop  service  can  be  run  on  many 
streets.     In  emergency  cases  or  due 


loading  of  passengers,  sightseeing 
from  the  top  deck,  and  smoother 
riding. 

From  the  public  standpoint,  motor 
bus  operation  does  not  require  over- 
head wires,  poles,  rails  or  switches 
in  the  street  and  further,  it  is  un- 
necessary to  tear  up  the  paving  for 
construction  and  repairs.  The  noise 
of  crossing  switches  is  eliminated. 
Sir^ets  can  be  used  more  efficiently, 
particularly  in  the  congested  dis- 
trict because  the  buses  stop  at  the 
curb,  move  at  the  .same  speed  as 
other  traffic  and  refuire  much  less 
spac'?  per  seated  passenger  than 
street  oars.  The  buses  provide  a 
meanr  for  "seeing  Chicago  beauti- 
ful" and  also  recreation  privileges 
for  vsitors  and  for  the  people  of 
the  c  ry  as  well. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


CARL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York.  August,  1923 
The  Nation  Mourns 

HE  news  that  President  Harding  has  passed 
on  will  bring  a  feeling  of  deep  and  genuine 
sorrow  to  every  citizen.    His  work,  his 


D 


ife 

story,  his  human  qualities,  have  all  been  referred  to 
fully  in  the  newspapers  and  need  not  be  dwelt  on 
here. 

Only  last  month  Bus  Transportation  called 
attention  to  the  keen  grasp  of  transportation  mat- 
ters which  was  displayed  on  June  22  in  the  Presi- 
dent's Kansas  City  speech.  For  years  Mr.  Harding 
had  been  a  sympathetic  student  of  the  subject,  and 
had  spoken  many  times  before  transportation  asso- 
ciations. 

In  this  time  of  national  bereavement,  all  transpor- 
tation men  will  join  most  sincerely  in  tribute  to  the 
memory  of  Warren  Gamaliel  Harding. 

[  EDITORIAL  ] 

Gel  Ready  Now  for  Winter 

\f^\  NOW  FIGHTING— the  methods,  equipment 
|LZj  and  organization  that  have  been  successfully 
li'^^l  applied  by  operators  under  the  most  severe 
conditions — are  discussed  in  several  articles  in  this 
issue.  They  are  published  now  so  that  bus  oper- 
ators can  study  them  carefully  and  can  appropriate 
ideas  in   anticipation  of  next  winter's   operations. 

Now  is  the  time  for  the  bus  operator  to  find  out 
just  how  much  help  in  fighting  snow  can  be  ex- 
pected from  state,  county  and  local  authorities.  It 
is  also  the  time  for  him  to  show  merchants'  asso- 
ciations, motor  clubs,  large  mills  and  other  indus- 
trial enterprises  that  they  should  help  in  keeping 
the  roads  open;  to  discuss  co-operative  schemes 
with  other  operators  perhaps;  and  for  the  operator 
who  works  a  given  route  alone  to  get  equipment 
ready  and  to  decide  just  how  he  will  use  it.  In 
handling  snow,  is  the  old  method  of  breaking 
through  by  horse  teams  or  of  hiring  men  with 
shovels  to  be  followed,  or  is  resort  to  be  had  to  the 
cheaper  and  much  more  rapid  motor  equipment? 

During  the  next  few  months  the  rolling  stock 
should  be  put  in  shape  to  meet  the  severe  demands 
encountered  in  winter  operation.     Doors  and  win- 


dows should  be  made  tight  and  put  in  good  working 
order.  As  for  the  heating  system,  the  question 
should  be  decided  now  whether  a  new  one  is  to  be 
installed  or  the  old  one  tightened  up  so  that  the 
exhaust  gases  will  give  up  the  heat,  and  nothing 
else,  to  the  inside  of  the  bus  body. 

There  is  a  good  deal  more  to  winter  operation 
than  just  keeping  faith  by  trying  to  run  on  sched- 
ule no  matter  what  happens.  There's  a  lot  of  busi- 
ness that  operators  can  get  during  the  winter  from 
people  who  run  their  own  cars  when  they  have  time, 
during  the  summer  months.  In  order  to  get  that 
business,  however,  the  roads  must  be  opened  and 
riding  made  fairly  comfortable. 

To  repeat:  Now  is  the  time  to  get  ready.  Plan 
to  have  equipment  in  shape.  Get  after  the  authori- 
ties and  after  their  bosses,  the  public,  if  necessary. 
Make  some  sensible  arrangements  in  advance  for 
meeting  the  snow  problem  and  be  sure  that  the 
equipment  used  has  sufficient  punch  so  buses  can 
keep  running,  no  matter  how  bad  the  winter. 

[  EDITORIAL  ] 

Buses  Not  for  Mass  Transportation 


m 


ELIEF  of  vehicular  congestion  in  Chicago's 
Loop  district  is  just  now  receiving  much 
attention.  Under  present  conditions  speed 
of  travel  is  not  more  than  five  miles  per  hour  during 
rush  hours. 

J.  A.  Ritchie,  in  a  report  to  the  city,  an  abstract 
of  which  appears  in  this  issue,  advocates  putting 
the  street  cars  underground  in  the  loop  district  to 
relieve  the  surface  congestion.  Then,  to  handle 
local  surface  traflic  within  the  cleared  district,  he 
suggests  a  few  well  located  and  advertised  bus  lines. 

From  an  economic  standpoint  it  is  hard  to  see 
that  this  would  be  the  best  solution.  It  would  no 
doubt  speed  up  the  vehicular  traflic  on  the  streets, 
and  thereby  make  for  better  service  for  the  bus 
patrons.  But  the  bus  service  is  planned  and  oper- 
ated on  a  quality  basis — a  seat  for  every  passenger 
and  a  10-cent  fare.  On  that  basis,  there  still  re- 
mains the  problem  of  handling  the  great  bulk  of 
the  people  on  the  low-fare,  mass  transportation 
basis;  that  is,  the  street  car  service.  The  problem 
then  is  whether  it  would  improve  the  situation  for 
Chicago  street  car  riders  to  put  the  cars  under- 
ground. Mr.  Ritchie  thinks  that  it  would,  because 
he  says  operation  of  the  street  cars  in  the  subway 
would  be  so  speeded  up  that  the  savings  from  this 
and  other  economies  would  offset  the  interest 
charges  on  the  cost  of  the  subway.    But  is  this  true? 

A  comparison  of  investments  per  dollar  of  rev- 
enue shows  that  for  double-deck  motor  coach  opera- 
tion this  amounts  to  $1.25,  for  surface  railways 
about  $4,  and  for  rapid  transit  lines,  subway  and 
elevated,  from  $10  to  $25  or  more.  From  this  it  is 
apparent  what  a  large  saving  must  be  effected  in 
order  to  offset  the  cost  of  the  railway  when  street 
cars  are  put  underground. 

The  decrease  in  car  hours  due  to  increased  speed 
and  saving  in  operation  from  lower  power  con- 
sumption, relief  from  paving  maintenance  and  snow 
removal  will  not  be  sufficient  to  meet  these  interest 


[388] 


charges.  Experience  in  other  cities,  where  surface 
car  subways  are  in  use.  has  shown  that  they  were 
instrumental  in  so  decreasing  the  net  income  avail- 
able for  carrying  charges  that  it  became  necessary' 
to  increase  the  rates  of  fare.  Of  course,  the 
surface  cars  can  be  put  under  ground  solely 
as  a  means  of  relieving  surface  tratlic  congestion 
and  to  speed  up  service,  but  it  practically  becomes 
necessary  to  charge  the  cost,  above  the  savings 
incident  thereto,  to  the  taxpayer.  This  is  not  good 
practice,  to  say  the  least,  for  any  transportation 
system  .should  meet  its  own  cost  of  service.  But 
to  put  the  full  burden  on  the  car  rider  in  such  a 
case  would  cause  an  increase  in  fare  out  of  propor- 
tion to  the  benefit  he  derives. 

For  example,  with  single  car  units  or  even 
two-car  units  it  is  impossible  to  secure  the  miixi- 
mum  use  to  which  such  an  investment  as  is  required 
for  underground  lines  should  be  put.  Even  with 
long  stations  in  the  subway,  180  cars  an  hour  at  the 
most  can  be  put  over  a  single  track  in  one  direc- 
tion, whereas  with  rapid  transit  type  service,  400 
cars  an  hour  in  ten-car  trains  are  being  put  over 
one  track.  In  New  York,  it  was  recently  pointed 
out,  the  entire  rush-hour  traffic  of  the  Fifth  Avenue 
Coach  Company  could  have  been  handled  by  one 
ten-car  subway  train  ever>'  thirty  minutes. 

There  is  no  question  but  that  motor  coaches  can 
manoeuver  to  better  advantage  through  congested 
streets  than  50-ft.  surface  cars.  However,  it  seems 
that  Chicago's  main  transit  problem  hinges  more 
on  quicker  and  better  facilities  to  reach  outlying 
points  than  to  get  through  the  congested  business 
district.  The  bus  has  a  greater  place  as  a  feeder 
to  these  rapid  transit  lines  in  the  residential  dis- 
tricts and  as  the  sole  means  of  transportation  in 
the  parks  and  on  the  boulevards,  than  as  a  substi- 
tute for  the  surface  cars  in  the  loop. 

1  KDITORIAL  ] 

Bus  operators  Develop  Snow-Fighting 
Equipment 

HE  art  or  business  of  snow  fighting — keep- 
ing  highways    passable    in    spite    of    heavy 

snowfalls  or  drifts — is  still   in   its   infancy. 

Thi.';  is  true  particularly  when  the  mechanical  equip- 
ment or  machinery  used  for  the  work  is  considered. 
Without  machinery,  of  course,  organization  and 
system  are  of  little  value. 

Real  engineering  work  has  been  done  by  bus 
operators  in  developing  snow-fighting  equipment. 
This  has  gone  far  ahead  of  anything  used  by  the 
authorities.  Highway  departments  have,  in  general, 
been  content  with  the  use  of  horse-drawn  plows, 
with  hand  labor,  or  have  applied  the  blades  used  in 
grading  to  the  front  of  trucks  or  tractors. 

Snow-fighting  equipment,  as  developed  by  bus 
operators,  really  starts  with  the  bus  itself.  A 
25-passenger  bus,  with  high-powered  engine,  is  no 
mean  instrument  for  fighting  snow.  In  city  work, 
or  where  the  maximum  snowfall  is  only  a  few- 
inches,  the  bus  can  usually  make  its  own  way 
through,  but  on  country  highways,  under  exposed 
conditions,  where  high  drifts  are  prevalent,  some- 
thing more  powerful   is  required. 


The  simplest  form  of  snow-fighting  apparatus 
used  by  city  bus  operators  consists  of  a  heavy  plank 
hung  diagonally  under  the  bus,  amidships.  Applied 
to  the  buses  used  for  schedule  service,  this  has 
worked  out  successfully  where  the  headways  were 
sufficiently  close  so  that  no  great  amount  of  snow 
accumulated   between   trips. 

The  next  step  was  to  mount  a  shear  or  nose  at 
the  front  of  a  motor  vehicle,  with  control  by  hand- 
wheel  in  the  driver's  cab.  Such  a  plow  must  travel 
at  fairly  low  speed,  for  otherwise  flying  snow  cuts 
off  the  driver's  line  of  vision.  The  most  advanced 
plow  of  this  form  is  found  in  New  York  City,  where 
the  Fifth  Avenue  Coach  Company  has  developed 
a  four-wheel-drive  truck  carrying  a  shear  blade 
at  the  front,  and  another  between  the  wheels. 

In  country  work  the  snow  must  be  cleared  from 
highways  open  to  the  winds  and  frequently  filled 
with  heavy  drifts,  so  something  still  more  powerful 
must  be  used.  The  snow  can  be  pushed  to  the  side 
of  the  highway  usually  in  one  pas.sage  of  the  snow- 
fighting  apparatus,  and  it  is  not  neces.sary  to  work 
only  toward  the  curb,  as  is  customary  in  cities. 

On  the  other  hand  the  drifts  encountered  vary 
not  only  in  depth,  but  also  in  the  density  of  the 
snow.  Bus  operators  therefore  have  had  to  pitch 
in  and  develop  adequate  equipment.  Single  blade.i 
set  diagonally  in  front  or  amidships  did  not  fill 
the  bill.  With  heavy  snow,  it  was  practically  im- 
possible to  keep  the  vehicle  working  straight  ahead. 

The  solution  to  this  difficulty  was  found  when 
the  single-shear  blade  was  replaced  by  a  nose  plow, 
offset  so  the  nose  was  well  toward  the  left-hand 
side.  Part  of  the  snow  was  then  cleared  by  the 
left  side  of  the  vehicle,  which  helped  to  keep  it  in 
line,  while  at  the  same  time  it  pushed  back  to 
the  right  the  greater  part  of  the  snow.  Besides 
balancing  the  load,  the  left-hand  part  of  the  plow- 
cleared  the  road  for  the  rear  wheel  following  it. 

Most  of  these  nose  plows  are  equipped  with  a 
so-called  levelling  wing,  a  continuation  of  the  plow 
structure,  which  takes  the  snow  from  underneath 
the  wheel  and  throws  it  back  from  the  roadway. 
Plows  of  this  type  have  been  used  successfully  on 
heavj'  passenger-car  chassis  travelling  at  high 
speed,  and  on  trucks  up  to  2J-ton  capacity.  ■ 

For  still  heavier  work,  when  drifts  tower  five  to 
eight  feet  or  even  higher,  the  plow  with  truck- 
tractor  as  motive  power  has  been  required.  Here 
the  amidships  plow  is  broken  up  into  two  sections, 
with  the  nose  mounted  in  front,  and  wings  or 
levellers  on  each  side.  The  nose  plow  lifts  the 
snow,  breaks  it  up,  and  turns  it  to  the  roadside. 
Finally  the  wings  push  it  along  into  the  ditches. 

There  appear  to  be  at  least  four  essentials  for 
the  motive  power  applied  to  snow-fighting  work: 
Power,  plenty  of  it,  must  be  available  at  the  road 
surface,  where  the  real  work  is  to  be  done.  Good 
clearance  under  front  and  rear  axles;  also  under 
radiators,  which  are  thus  kept  clear  of  snow  with 
attendant  overheating.  Balance  or  stability,  which 
means  that  the  plows  must  be  co-ordinated  with  the 
motive  power,  so  that  the  working  vehicle  can  be 
directed  along  a  straight,  even  path.  Still  a  fourth 
requirement  is  ballast,  properly  distributed  and 
concentrated  over  the  driving  wheels  or  treads. 


[3891 


390 


BUS 

TFVVNSPOHIAnON 


Vol.2,  No.8 


Manufacturers* 
^  Section 


Developments  in  equipment  for 
vehicles,  ffarase&.  terminals — 
all  tlie  imiirovements  manu- 
factured for  the  industiy. 


It  Is  possible  to  use  a  Warner  Oil- 
Gat  if  a  chassis  is  already  equipped 
with  the  ball  type  nipples,  but  the 
maker  urges  the  use  of  the  Warner 
nipples,  which  instead  of  a  ball  is  of 
concave  construction.  This  permits 
the  user  to  clean  the  nipple  without 
forcing  the  dirt  inside. 


Sawing  Wood  for  Bus 
Bodies 

USED  in  a  number  of  body  shops 
where  a  limited  amount  of  repair 
work  may  be  handled,  is  the  bench 
universal  saw  made  by  J.  D.  Wallace 
&  Company,  Chicago,  111.  This  is  a 
portable  machine  that  can  be  op- 
erated from  any  electric  lighting  cir- 
cuit. It  is  driven  by  a  General  Elec- 
tric ball-bearing  motor,  4  hp.,  which 
can  be  supplied  for  either  alternat- 
ing or  direct-current  circuits.  At  the 
side  of  the  motor  Js  a  small  hand 
wheel  for  tilting  the  saw  to  cut  at 
any  angle  up  to  45  deg.  A  second 
hand  wheel,  to  the  right,  is  used  for 
raising  or  lowering  the  saw.  The 
rip  fence  shown  on  the  right-hand 
edge  of  the  table  is  provided  with  a 
hand  clamp,  which  can  be  locked  in 
any  position  according  to  the  width  of 
cut.  There  is  also  a  cross-cut  fence, 
which  can  be  folded  back  out  of  the 
way  when  not  in  use. 

According  to  the  manufacturer, 
this  saw  will  handle  any  stock,  in- 
cluding the  hardest  woods,  up  to  2 
in.  thick  and  from  5  to  6  ft.  long.  It 
is  mounted  on  a  stand,  so  that  it  can 
be  moved  to  any  working  position. 

The  saw  described  here  is  only  one 


of  a  complete  line  of  bench  wood- 
working tools  supplied  by  the  same 
maker,  including  a  4-in.  planer,  a  G- 
in.  jointer,  and  a  16-in.  band  saw. 


Hand-Operated  Lubricating 
Device 

THE  Warner-Patterson  Company, 
Chicago,  announce  the  Warner 
Oil-Gat,  which  is  said  to  give  a  pres- 
sure of  more  than  two  tons.  This 
resembles  a  gun  in  appearance.  It 
is  15}  in.  long,  all  in  one  piece,  and 


Chassis  Designed  for 
Double-  or  Single- 
Deck  Service 

THE  Model  "P"  chassis  illus- 
trated on  the  following  pages, 
forms  part  of  the  line  of  the  new 
Philadelphia  motor  coaches.  This 
chassis,  which  is  intended  to  carry 
either  single-deck  or  double-deck 
bodies,  is  designed  particularly  for 
urban  bus  transportation,  either 
for  double-deck  service  under  dense 
traffic  conditions,  or  as  a  trolley 
feeder  in  territory  where  it  is  not 
desirable  to  make  rail  extensions. 


•ISfeelball 


Cross-sectio'fi   of   Warv 


of  convenient  sizs  to  carry  in  a  tool 
box.  The  user  takes  hold  of  it  as 
he  does  a  gun,  points  the  nozzle 
against  the  nipple,  and  pushes  with 
one  hand.  There  are  no  attachments 
to  make  before  or  after  using. 


yValtacc  bench  mtircisal  naic  of  self-contained  coiistntctioii 


As  indicated  in  the  cross-sec- 
tional view,  the  chassis  is  of  the 
drop-frame  type,  with  a  kick-up 
over  the  rear  axle.  This  permits  a 
floor  only  19}  in.  above  the  ground; 
from  top  of  frame  to  ground  the 
distance  is  only  18  in.  The  chassis 
is  24  ft.  over  all,  with  a  216-in. 
wheelbase.  Complete,  with  a  six- 
cylinder  engine  designed  especially 
for  this  job,  an  oversize  clutch  and 
transmission,  Hiflex  suspensions, 
wheels  and  tires,  the  weight  is  about 
8,750  lb. 

The  frame  of  the  chassis  is  of 
heavy  pressed  steel,  with  a  maxi- 
mum depth  of  9s  in.,  and  3i-in. 
flanges.  Material  is  mild  steel, 
which  is  said  to  eliminate  the  dan- 
ger of  crystallization.  The  large 
dimensions  of  the  frame  serve  to 
absorb  rather  than  resist  the  short 
period  vibrations  due  to  road 
shocks. 

The  semi-elliptic  springs  are  of 
chrome-silica-manganese  steel,  and 
front  and  rear  the  Hiflex  suspension 
is  used.  This  suspension  consists 
of   helical    springs   mounted    on    a 


AugU8t,1923 

hinge  device  which  operates  be- 
tween the  spring  shackles  and 
frame. 

In  the  power  system  the  six- 
cylinder  engine  is  a  distinctly  new 
development,  which  was  designed  by 
E.  0.  Spillman.  The  six  cylinders, 
each  4-in.  bore  and  6-in.  stroke, 
develop  about  90  b.hp.  at  2,400 
r.p.m.  Of  the  valve-in-head  type,  the 
engine  has  a  seven-bearing  crank- 
shaft ;  a  removable  and  interchange- 
able cylinder  head  to  facilitate  valve 
grinding  at  (he  bench;  and  cast  iron 
pistons  with  slit  skirts  to  insure 
positive    lubrication. 

High-pressure  force-feed  lubrica- 
tion is  used  throughout,  even  to  the 
piston  pins,  which  are  of  the  full 
floating  type.  The  pressure  is  con- 
trolled by  throttle  opening  so  that 
oil  is  supplied  in  accordance  with 
the  load,  rather  than  speed  of  the 
engine.  As  the  oil  circulates  it 
passes  through  a  self-cleaning 
strainer.  Another  feature  of  the 
engine  is  the  intake  manifold,  this 
containing  a  trapped  hot  spot  into 
which  all  condensed  vapors  are 
drained.  Here  they  are  revaporized 
so  that  a  dry  mi.xture  is  assured  un- 
der practically  all  conditions. 

The  fuel  system  consists  of  a  50- 
gal.  tank,  mounted  between  the 
frame  members  behind  the  rear 
axle,  this  being  made  extra  large  so 
that  it  will  not  be  necessary  to  fill 
the  tank  during  daily  operation. 
The  tank  is  vented  to  the  outside  of 
the  vehicle,  and  is  filled  from  an 
opening  back  of  the  left  rear  wheel. 
Stewart  vacuum  system  is  used  to 
supply  gasoline  to  the  11-in.  Zenith 
carbureter,  which  is  heavy-duty 
type  with  oversize  throttle  spindle, 
and  a  stufling  box  on  the  outer  end. 
Cooling  is  by  a  22-in.  four-blade 
fan,  and  a  finned  flat  tube  radiator 
with  aluminum  shell;  top  and  bot- 
tom tanks  are  sheet  copper,  and 
through  them  water  is  circulated  by 
centrifugal  pump.  By  adjusting  the 
blade  area  and  pitch  of  the  fan,  the 
water  temperature  can  be  kept 
down  to  185  deg.  in  all  localities. 

Battery  ignition  is  standard,  al 
though  a  magneto  may  be  mounted 
if  desired.  The  battery  is  12-volt. 
180-amp.-hr.  capacity,  mounted  ir, 
two  trays  to  facilitate  handling. 
Other  electrical  equipment  includes 
a  600-watt  generator  and  a  back- 
geared  starting  motor  with  Bendi\  i 
drive. 

Exhaust  pipe  leads  to  the  extreme 
rear  of  the  chassis,  through  a  large 
muffler.    Ahead   of  this  muffler  an    j 


BUS 

mvNseoRuriON 


391 


Cro.iy.xrrl Inn  of  new  Philadelphia  design,  nhotcing  undrmlung  rear  axle 
and  two  doors  on  right-hand  side 


adjustable  control  valve  is  inserted, 
to  which  the  bus  heating  system  is 
attached. 

Clutch  and  transmission  are 
Brown-Lipe,  the  former  of  the  mul- 
tiple dry-disk  type,  and  the  latter 
having  gears  with  ground  teeth. 
There  are  four  speeds  forward, 
with  4:1  reduction  on  low.  Service 
and  emergency  brakes  are  mounted 
on  rear  wheels  and  are  of  the  in- 
ternal expanding  type  having  total 
effective  braking  area  of  730  sq.in. 

At  the  rear  is  an  Atlas  LC-12 
cranked-type  internal  gear  axle 
with  a  6:1  reduction.  Front  axis  is 
Shuler,  of  I-beam  .section,  and 
dropped-center  type,  to  provide 
clearance  under  the  engine.  Steer- 
ing gear  is  Ross,  with  a  20-in.  hand- 
wheel  and  a  10:1  reduction.  Road 
wheels  are  of  malleable  iron;  solid 
tires,  34  x  6-in.  front  and  34  x  6  dual 
rear. 

The  complete  control  system  has 
been  worked  out  to  meet  the  con- 
venience of  the  driver.  Spark  and 
throttle  controls  are  carried  on  a 
quadrant  on  the  steering  column, 
above  the   handwheel.    In   the   cen- 


ter of  this  steering  column  the  horn 
button  is  mounted.  Switches  for 
chassis  lights  and  ignition  are  so 
placed  that  the  operator  can  manip- 
ulate them  without  removing  his 
eyes  from  the  road.  Gearshift  and 
hand-brake  levers  are  mounted  in 
an  independent  control  set  within 
easy  reach  of  the  driver's  right 
hand.  The  driver's  compartment  is 
entirely  separate  from  the  body  of 
the  bus,  and  has  curtains  to  elimi- 
nate windshield  glare. 

Several  diff'erent  designs  of  bod- 
ies can  be  applied  on  the  Model 
"P"  chassis.  The  one  shown  here 
is  a  sixty-five-passenger  double- 
decker  of  the  semi-inclosed  type. 
By  eliminating  the  overhang  over 
the  hood,  four  less  seats  may  be 
used.  The  design  is  for  either  one- 
man  or  two-man  operation;  with 
the  latter  the  prepayment  system 
can  be  used,  the  conductor  standing 
at  the  entrance  to  the  semi-circular 
stairway.  Here  a  fare  box  can  be 
installed,  or  some  other  form  of 
fare  registration. 

The  upper  deck  is  of  the  semi- 
inclosed   type,    with    roof   over   the 


Uii-nnvd   VHW  o;   new  Philaddijhia  motor  coach 


392 


BUS 

TKANSPORTATION 


Vol.2,  No.8 


seats,  and  open  aisle.  This  was  de- 
veloped originally  on  Detroit  dou- 
ble deckers. 

To  give  the  driver  complete  con- 
trol of  the  vehicle,  and  make  it  un- 
necessary for  the  conductor  to 
mount  the  stairs  to  warn  passen- 
gers against  overhead  obstructions, 
a  clearance  signal  system  has  been 
installed.  When  such  an  obstruc- 
tion is  about  to  be  encountered,  the 
driver  turns  on  a  green  bull's-eye 
at  the  rear;  the  light  from  this  is 
directed  along  the  center  aisle  to 
a  mirror  at  the  front,  and  thence 
reflected  through  other  mirrors  so 
it  can  be  seen  by  the  driver.  If 
anyone  is  standing  in  the  aisle,  this 
light  does  not  appear,  so  that  the 
driver  immediately  stops. 

At  the  same  time  that  the  driver 
switches  on  the  rear  bull's-eye,  he 
also  lights  an  electric  sign  calling 
attention  to  the  danger,  this  beinu 


mounted  at  the  front,  so  that  any 
passengers  facing  forward  will 
read  it  and  be  warned  of  the  dan- 
ger. An  audible  signal  warns  any 
passenger  who  may  be  standing,  tc 
resume  his  seat.  All  these  warn- 
ings are  of  the  positive  type,  so  in 
case  of  mechanical  trouble  the 
driver  would  stop  and  make  sure 
everything  overhead  was  clear. 

The  coach  is  of  ash,  reinforced 
with  steel ;  panels  and  roof  are 
Haskelite.  In  the  interior  there  are 
nine  pendant  fixtures,  each  of  the 
12-volt,  40-cp.  gas-filled  type.  This 
gives  about  6  foot-candles  on  the 
reading  plane,  or  almost  twice  the 
light  in  the  ordinary  trolley  car. 
The  heating  system  is  24  in.  out- 
side diameter  pipe,  leading  from  a 
Y-connection  and  a  Petry  heater 
valve. 

Ventilation  is  by  fourteen  lou- 
vers mounted  along  the  side  and  in 


the  rear  of  the  body.  Sash  on  both 
decks  is  of  the  drop  type.  The  floor 
on  the  lower  deck  is  covered  with 
linoleum,  while  wearing  strips  are 
placed  on  the  upper-deck  floor. 

To  the  top  roof  the  double  decker 
is  12  ft.  high,  this  giving  a  6-ft. 
headroom  under  the  roof  of  the 
lower  deck,  and  a  4-ft.  headroom  on 
the  upper  deck,  where  passengers 
will,  of  course,  be  seated  only.  The 
upper  deck  is  protected  by  inside 
curtains  which  can  be  dropped 
down  between  the  supporting  stan- 
chions. 


Spring  Type  Universal- 
Joint  for  Bus  Service 

THE  Hoosier  Universal  Machinery 
Company,  Goshen,  Ind.,  has  de- 
veloped a  universal  joint  in  which 
helical  springs  actually  form  part  of 
the  driving  system. 


Close-up  of  Model  P  Philadelphia  coach.     Right-hand  side  of  evgive  with  accesso7-ies.     Hiflex  suspension  on  rear  springs. 

Front  a.vle  with  dropped  center.      Driver's  position 


August,1923 


BUS 

lKVSSK)HlAlK>i 


393 


As  shown  in  the  accompanyini? 
illu.str;ition,  there  are  two  yokes, 
attached  to  the  shafts  in  the  usual 
way.  Through  one  yoke  a  pin 
passes  into  an  outer  casing,  this  lock- 
ing the  yoke  and  casing  together. 
The  two  are  separated,  however,  by 
a  pair  of  bushings,  marked  BB.  The 
other  yoke  has  projections  on  each 
side  which  extend  only  into  another 
pair  of  bushings.  Thus  the  bushings 
are  set  90  deg.  apart  inside  the  cas- 
ing. The  free  yoke  is  on  the  trans- 
mission or  driving  end,  so  that  power 
is  carried  from  the  shaft  through 
the  sliding  bushings,  thence  through 
the  springs  to  the  second  yoke. 

The  springs  furnish  a  torque  cush- 
ion, which  is  said  to  prolong  the  life 
of  clutch,  bearings,  gears  and  axle 
shafts,  and  at  the  same  time  to  pro- 
vide greater  riding  comfort  for  pas- 


Taken-down  view  of  Hoosier  all- 
metal  joint  with  light-fitting 
cover  which  contains  felt  washer 

sengers.  These  springs  are  held  con- 
centric by  arms  extending  from  the 
ends  of  the  bushings,  and  fitting  in- 
side the  springs  themselves.  The 
arms  are  so  spaced  that  they  butt 
when  excessive  torque  is  exerted,  so 
that  it  would  never  be  possible  for 
the  springs  to  be  compressed  solid. 
It  is  said  also  that  the  joint  is  tight 
and  noiseless,  since  the  springs  are 
inserted  into  the  casing  under  com- 
pression. 

For  heavj-  duty  service,  such  as 
would  be  required  with  buses,  two 
rows  of  springs  are  used,  the  four 
bushings  being  employed  as  before, 
but  each  having  two  arms  on  each 
side. 


Uiidersliiiiji  Vt'orm  Aslv 
for  Fageol  Coaches 

IX  THE  accompanying  illustration 
is  shown  a  rear  axle  produced  by 
the  Timken-Detroit  Axle  Company. 
Detroit,  Mich.,  especially  for  the 
Fageol  Safety  Coach.  This  axle  is 
of  the  underslung  worm  type,  with 
the  worm  swimming  in  a  bath  of 
oil.    Live  axles  are  full  floating,  the 


Timken  Detroit  underslung  worm  A.irle,  for  70-in.  wheel  gage. 


entire  weight  (iiu'  to  the  vehicle 
being  carried  on  the  tube  of  the 
housing.  With  this  construction,  the 
wheel  will  not  drop  off,  even  though 
a  drive  a.\le  should  break.  Axle 
pullers  are  built  integral  with  the 
hub  cap,  so  the  live  axle  can  be  re- 
moved without  disturbing  the  wheels. 
In  order  to  simplify  the  service 
problem,  all  gears,  bearings,  spindles 
and  small  parts  are  interchangeable 
with  those  used  in  other  Timken 
commercial  (truck)  axles,  and  can 
be  obtained  in  any  large  city. 


Rotary  -Apparatus  to 

Fight  Snow 

'pHE  Fox  Rotary  Snow  Broom 
L  Company,  Newark,  N.  J.,  is  put- 
ting out  a  rotary  device  which  can 
be  mounted,  during  the  winter,  on 
the  chassis  of  a  3  to  5-ton  truck,  and 
then  stored  during  the  summer  so 
the  truck  chassis  can  be  used  for 
other  work. 

All  parts  of  the  snow-fighting  at- 
tachment are  mounted  on  a  frame 
made  of  standard  structural  steel 
shapes  and  blue  annealed  sheet-steel 
plates.  This  frame  is  secured  to  the 
truck  chassis  by  U-bolts,  which  can 
be  easily  removed. 

The  actual  cleaning  is  done  by  a 
broom  9  ft.  wide  mounted  at  the 
front  of  the  vehicle;  this  can  be  re- 
placed by  a  steel-blade  turbine  for 
heavy  work.  The  broom  is  rotated 
by  power  transmitted  through  shaft- 
ing, Morse  silent  chain  drive,  and 
bevel    gears,    from    an    independent 


gasoline  engine  mounted  above  the 
truck  chassis.  The  broom  «haft  is 
counter-balanced  .so  that  it  can  rise 
vertically  when  an  obstruction  in  the 
road  is  encountered;  it  also  can  fol- 
low irregularities  in  the  road  sur- 
face. The  construction  is  such  that 
the  operator,  from  his  seat  in  the 
cab,  may  raise  the  broom  clear  of 
the  road  surface. 

The  shaft  carrying  the  two  parts 
of  the  broom  is  made  of  cold-rolled 
steel,  and  is  21-in.  diameter.  It 
is  suspended  at  both  ends  and  in  the 
center.  The  broom  is  34-in.  diam- 
eter, the  two  sections  being  spaced 
10  in.  apart.  They  are  made  in  halves 
and  are  clamped  to  broom  seats  on 
the  shaft.  The  bristles  are  1-in.  rat- 
tan, which  will  give  about  100  hours 
of  continuous  life. 

In  hea\Y  snow  fall,  the  maker 
states,  the  vehicle  can  run  from  12 
to  14  m.p.h.,  and  that  with  the  tur- 
bine equipment  it  has  cleared  as 
high  as  7  ft.  of  snow.  The  rattan 
broom,  however,  is  adequate  to  cope 
with  ordinary  snow  fall.s. 

For  use  in  city  work  an  apron  or 
shield  of  steel  plates  with  heavy  side 
curtains  is  provided.  The  sweepings 
of  snow  are  then  laid  in  a  windrow 
so  that  they  can  be  removed  easily. 
In  the  open  country,  however,  this 
apron  is  swung  upward,  so  that  the 
snow  is  thrown  well  clear  of  the 
road. 

The  same  equipment  can  be  u.sed 
during  the  summer  for  street  sweep- 
ing, in  conjunction  with  a  tank  that 
supplies  water  for  sprinkling. 


Fox  rotary  equipmejit  as  mounted  on  frnnt  of  tieavy-duty  motor  truck.     Either 
rattan  broom  or  steel  blades  {turbine)  can  be  used  to  clear  snow 


394 


BUS 

TfUNSPORIAlTON 


Vol.2,  No.8 


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396 


BUS 

TRANSPORTATION 


Vol.2,  No.8 


Honing  Tool  for  Cylinder 
Bores 

WHAT  is  known  as  the  "Ammco 
Centrimatic"  hone  is  being 
marketed  by  the  Automotive  Mainte- 
nance Machinery  Company,  Chicago, 
111.  This  tool,  of  which  two  views 
are  shown,  is  said  to  be  self-adjust- 


must   be  installed,  as  shown  in  the 
illustration. 

The  maker  recommends  that  the 
hone  be  driven  at  a  speed  from  800 
to  1,100  r.p.m.  The  driving  power 
may  be  a  portable  electric  drill,  a 
standard  drill  press,  or  a  multi- 
spindle  honing  machine. 


Side    view    of    Ammco    hone    in 
collapsed  position 

ing,  self-centering  and  self-align- 
ing. The  abrasive  honing  stones  are 
mounted  in  wings  which  are  hinged 
at  both  ends  to  rigid  arms  of  a  cen- 
tral spider.  When  the  hone  is 
rotated,  these  wings  are  thrown  open 
and  the  stones  forced  against  the 
bore  of  the  cylinder.  Links  are  at- 
tached to  the  wings  at  one  end  and 
to  a  pair  of  disks  at  the  other,  so 
that  the  travel  of  one  wing  produces 
an  equal  radial  travel  on  the  part  of 
the  other  three,  thus  keeping  all  the 
stones  equally  distant  from  the  cen- 
ter of  the  hone.  Because  of  this 
construction  it  is  claimed  that  cylin- 
ders can  be  cut  to  a  true  bore,  pro- 
vided   they    are    only    a    few    thou- 


Eiid    view    of    liDiic     n-ith     n-iuijs 
exfmnded  on  central  spider 

sandths  of  an  inch  out  of  round  or 
tapering. 

The  diameters  on  which  this  hone 
can  be  used  range  from  2i3  in.  to 
5  in.  For  cylinders  from  4  to  5  in. 
diameter,  a  set  of  extension  blocks 


Safety  Shield 

THE  Hoover  Commercial  Com- 
pany, Inc.,  New  York,  N.  Y.,  is 
putting  out  the  shield  shown  in  the 
accompanying  illustration.  This  is 
said  to  be  transparent  as  well  as  pro- 
tective. A  green  viser  is  mounted 
in  an  aluminum  one-piece  frame, 
which  can  be  supplied  in  lengths 
ranging  from  36  to  46  in.,  graded  in 
1-in.  series.  Two  sizes  are  made,  one 
31  in.  wide  by  21  in.  deep,  and  a 
smaller  size  21  in.  wide  by  li  in. 
deep.     The  shield  can  be  quickly  at- 


Hoover  shield  as  mounted  ahore 
ivindshield. 

tached  to  any  vehicle  by  the  use  of  a 
screwdriver.  It  requires  only  four 
screws  for  a  closed  vehicle. 

The  device  gives  the  driver  clear 
vision,  it  is  said,  under  the  most 
glaring  light  conditions,  whether 
from  sun,  snow  or  headlights. 


bar,  mounted  several  inches  below 
and  in  front  of  the  bumper,  and  of 
the  fender  itself.  Since  the  trip  bar 
is  at  the  extreme  front  of  the  vehicle, 
it  hits  the  person  who  is  struck  first, 
thus  releasing  the  fender;  this  drops 


9%  B^ 


-4>:^' 


Fender  Serves  Also 
as  Bumper 

THE  Pohlig  fender,  made  by  The 
Peele  Company,  Brooklyn,  N.  Y., 
is  designed  to  prevent  serious  injury 
to  victims  of  head-on  collisions.  The 
maker  states  that  this  device  has 
been  approved  by  the  Underwriters' 
Laboratories,  and  vehicles  equipped 
with  it  have  been  granted  substan- 
tial reductions  in  liability  insurance 
premiums. 

As  shown  in  the  illustration,  the 
fender  consists  of  a  bumper  made 
of  structural  iron,  a  horizontal  trip 


Safety  fender  attached  to  heavy 

duty  vehicle. 

to  the  ground  and  prevents  the 
victim  from  being  crushed  beneath 
the  wheels,  pushing  him  along  in 
front  of  them  instead. 

The  method  of  attachment,  it  is 
said,  is  very  simple.  The  bumper  is 
locked  to  the  chassis  with  adjustable 
U-bolts,  and  the  fender  is  attached 
to  the  same  U-clamps  or  spring  clips 
that  hold  the  spring  and  axle  to- 
gether. 

# 

Pneumatics  for  Heavy  Duty 

THE  Mason  Tire  &  Rubber  Com- 
pany, Kent,  Ohio,  has  brought 
out  a  line  of  cord  tires  for  taxicab, 
bus  and  truck  service.  These  "True 
Value"  cords  are  available  in  sizes  up 
to  40x8  in.  As  shown  in  the  illus- 
tration, the  tread 
is  of  the  non-skid 
type.  Heavier 
construction  i  s 
used  throughout, 
it  is  said,  the 
3Gx6  tire  being  of 
ten-ply  construc- 
tion, while  the 
ordinaiy  stand- 
ard tire  is  only 
eight  ply.  The 
tread  stock  is  ex- 
tended from  bead 
to  bead  so  as  to 
take  care  of  scuf- 
fing. The  side- 
walls  are  made 
smooth  so  that 
they  will  not 
easily  nick  in  hit- 
ting ruts  or  curb- 
stones, such  as 
might    happen 


Mason  cord  tire 

developed  for 

bus  work 


with  the  strips  or  projections  some- 
times used. 


August,1923 


BUS 

TRVNSf\MlATK)N 


397 


What  the  Associations 

are  doin^ 


of      the     a»Mori  1 
Pr<M».-.HllnB«  t>f  li 

'    iuHtry. 


Slioeiiiti  a  Car  \\  illi  Low-Frt'ssurr  Air* 

Bv  J.  E.  Hale 

Munagi-r  of  ULvelopment   Ix-partiiu-iit. 
Firestone  TIru  &  Kubbfi-  Company,  ^Vkrun,  Ohio 


THERE  are  kooiI  reasons  for  believ- 
injr  that  the  automobile  inUusti-y  is 
on  the  threshold  of  the  third  great 
development  in  pneumatic  tire  con- 
struction. 

The  motor  car  industry  grew  and  ex- 
panded through  its  development  years 
on  square  woven  fabric  tires  of  rather 
small  cross-section.  The  art  of  build- 
ing tires  was  new  and  our  best  con- 
structions in  those  days  were  the  small, 
stiff  carcasses  which  naturally  called 
for  high  air  pressures. 

The  emplo>Tiient  of  cord  fabric  in 
carcass  construction  was  the  second 
step  in  advance  in  pneumatic  structure. 
By  virtue  of  this  change  in  carcass 
construction,  together  with  the  realiza- 
tion of  the  importance  of  more  ample 
sections,  tire  mileages  were  greatly  in- 
creased, with  a  corresponding  reduction 
in  cost.  There  was  not  only  a  mileage 
increase,  but  the  tires  were  much  more 
reliable  and  not  subject  to  such  ex- 
asperating failures. 

It  is  possible  that  with  the  consum- 
mation of  the  improvements  now  under 
development,  the  third  step  is  ready  to 
be  entered  upon.  In  this  move  we  will 
take  advantage  of  the  cord  constniction 
which  has  provided  its  durability  and 
reliability,  combined  with  a  much 
larger  section  and  thinner  wall. 

This  newest  development,  the  air 
cushion  tire,  is  the  result  of  a  deliberate 
attempt  to  make  riding  on  low-pressure 
air  possible.  It  is  the  natural  conse- 
quence of  a  strong  conviction  on  my 
part  that  there  ought  to  be  a  way  to 
accomplish  it  that  led  the  Firestone 
Company  to  take  the  bold  step  in  going 
to  an  extreme  and  providing  carcass 
flexibility,  and  a  section  size  sufficient 
to   give   a   larger    area   of   contact. 

The  fundamentals  of  this  movement 
are  comparatively  simple.  If  we  are 
to  have  greater  cushioning  for  comfort 
and  protection  against  vibrations  of  the 
car,  the  combination  of  low  air  pressure 
and  large  area  of  contact  must  be  pro- 
vided, and  by  employing  such  tire  con- 
structions that  the  tire  durability  may 
not  be  impaired.  The  goal  aimed  at 
was  to  increase  the  area  of  contact 
sufficiently  so  that  air  pressures  rang- 
ing from  20  to  35  lb.  could  be  employed 
in  actual  practice. 


In  a  general  way  the  contact  area  of 
the  tread  with  the  road  expressed  in 
square  inches  multiplied  by  the  internal 
air  pressure  will  give  a  figure  which 
approximates  the  load  resting  on  the 
tire.  This  is  as  it  should  be.  It  is 
evident  that  if  a  1,000  lb.  load  is  to  be 
imposed  on  the  tire,  and  due  to  the 
limitation  in  the  amount  of  vertical 
deflection    not    more   than    20   sq.in.   of 


conservative  tire  use  is  the  limitation 
of  the  actual  vertical  deflection  of  the 
tire,  expressed  in  a  percentage  relation 
of  the  sectional  diameter.  It  has  been 
found  that  if  this  percentage  of  deflec- 
tion is  exceeded,  the  tires  are  likely  to 
fail  prematurely  from  two  causes: 
First,  tread  separation  and  ply  separa- 
tion are  likely  to  be  excessive;  second, 
the  flexing  localizes  half  way  up  the 
~idewall  and  may  cause  fabric  failure 
on  the  inside  plies.  It  can  be  readily 
appreciated  that  in  the  case  of  a  thick 
walled  tire,  the  destructive  effect  of 
this  flexing  will  be  much  more  pro- 
nounced than  in  the  case  of  a  thin- 
walled  tire.  But  if  we  use  low-pressure 
air,  'he  bursting  stresses  on  the  carcass 
are  low  enough  so  that  only  a  few  plies 
are  necessary,  and  this  in  turn  permits 
increase  in  deflection  percentage. 

Effects  o.v  Operation 

There  seems  to  be  a  definite  list  of 
questions  which  arise  regarding  the 
application  of  air  cushion  tires  and 
their  effects  on  car  operation.  Probably 
the  most  frequent  is  the  effect  on  fuel 


Outside  and  inside  of  new  balloon  tire,  ns  compared  irith  standard  type.     At  left, 
cross-sections  with  and  without  load;  right,  contacts  made  on  road  surface 


•Abstract  of  paper  at  semi-annual  meet- 
ing. Society  of  Automotive  Engineers,  held 
June  19-23.  1923.  at  Spring  Lake.  N.  J. 


contact  can  be  obtained,  it  will  require 
50  lb.  of  air  to  carry  the  load.  If,  how- 
ever, we  can  devise  some  way  of  in- 
creasing the  area  and  still  not  exceed 
the  proper  degree  of  deflection,  for  in- 
stance if  we  can  increase  the  area  to 
50  sq.in.,  it  will  require  very  much  less 
pressure,  and  in  this  case  only  20  lb., 
to  carry  the  same  load.  There  is  shown 
here  the  tread  imprint  of  a  7.30  air 
cushion  tire  compared  with  the  33x5 
high-pressure  pneumatic,  each  tire  hav- 
ing been  loaded  to  1,700  lb.,  but  wth 
35  lb.  of  air  in  the  air  cushion  tire  and 
65  lb.  in  the  33x5.  The  vertical  deflec- 
tion enables  one  to  visualize  the  cross- 
sectional  difference. 

One  of  the  fundamental  conditions  of 


consumption.  In  general,  the  air  cush- 
ion tires  consume  no  more  and  no  less 
fuel  than  the  high  pressure  pneumatics. 
A  number  of  private  owners  have  found 
that  they  noticed  a  slightly  greater 
mileage  per  gallon  with  air  cushion 
tires.  Our  most  authoritative  informa- 
tion, however,  is  our  observations  on 
six  taxicabs  running  a  total  of  20.000 
miles  during  the  month  of  April  on 
7.30-in.  air  cushion  tires,  and  averaging 
13.5  miles  per  gallon.  This  compared 
with  12.6  miles  per  gallon  for  a  larger 
number  of  similar  cabs  covering  many 
times  that  mileage  on  .33x4J-in.,  six- 
ply  tires  with  70  lb.  of  air. 

It  appears    that   in   the   case   of   the 
regrular  pneumatic  tires  with  a  smaller 


398 


BUS 

TRWSPORlAnON 


Vol.2,  No.8 


tread  contact,  the  internal  carcass  fric- 
tion, rather  than  the  tread  rolling  re- 
sistance absorbs  energy.  On  the  other 
hand,  in  the  case  of  the  air  cushion 
tires,  the  carcass  being  so  thin  as  to 
have  practically  negligible  carcass  fric- 
tion, the  large  area  of  contact  occasions 
a  much  greater  degree  of  road  friction 
than  in  the  case  of  the  regular  pneu- 
matic tires,  and  it  is  probable  that  these 
effects  in  the  two  classes  of  tires  would 
just  about  balance  each  other. 

With  air  cushion  tires,  the  cars  coast 
just  as  freely  and  accelerate  practically 
the  same  as  with  high  pressure  pneu- 
matic tires.  This  was  shown  by  accel- 
eration and  coasting  observations  made 
on  a  Packard  car  equipped  alternately 
with  7.30-in.  air  cushion  tires  having 
25  to  28  lb.  of  air,  and  with  33x4i-in. 
tires  having  50  to  55  lb.  of  air.  The 
tests  were  made  without  disturbing  the 
brakes  or  bearing  adjustments,  since 
the  wheel  changes  were  made  by  simply 
switching  demountable  disk  wheels. 

Effect  on  Steering 

Most  drivers  have  discovered  that 
■when  their  front  tires  are  soft,  there 
is  a  slightly  increased  resistance  in 
steering.  Prom  laboratory  tests  we 
have  found  the  area  of  contact  of  the 
air  cushion  tires  with  the  road  surface 
to  be  about  twice  that  of  the  high  pres- 
sure pneumatics,  and  under  these  condi- 
tions one  can  detect  a  slight  difference 
in  turning  the  wheel.  In  ordinary  driv- 
ing, this  effect  is  of  such  minor  conse- 
quence that  it  cannot  be  considered  a 
serious  handicap.  We  do  find,  however, 
that  when  the  car  is  in  close  quarters 
parked  by  a  curb,  it  is  somewhat  more 
difficult  to  pull  the  wheels  around  when 
the  car  has  little  or  no  headway. 

The  traction  and  braking  control  of 
the  car  in  driving  is  probably  of  equal 
importance  with  fuel  consumption  and 
ease  of  steering.  On  wet  pavements 
(with  the  brakes  properly  equalized) 
I  have  tried  every  viray  that  I  could 
think  of  to  make  my  car  skid,  but  so 
far  the  only  thing  which  happens  is 
that  the  car  stops.  By  this  I  really 
mean  to  convey  the  idea  that  in  the 
most  ticklish  traffic,  I  have  no  fear 
about  what  I  can  do  in  an  emergency. 
The  large  area  of  contact  combined 
with  the  greatly  increased  lineal  total 
of  non-skid  edges  which  gives  a  squee- 
gee effect,  is  undoubtedly  the  combina- 
tion which  gives  such  e.xcellent  non- 
skid  results. 

In  contrast  to  wood  block  or  asphalt 
are  cases  of  uneven  pavement  surfaces 
where  the  actual  area  and  button  edge 
contact  is  cut  down  by  the  road  surface 
irregularities.  In  the  case  of  the  air 
cushion  tires,  the  area  is  so  large  and 
the  carcass  so  flexible  that  it  folds  and 
rolls  over  the  dips  and  hollows  in  the 
road  surface  so  as  to  maintain  a  uni- 
formly large  area  of  contact  at  all 
times.  This  is  not  so  in  the  case  of 
the  high  pressure  tires  which  are  in- 
flated so  hard  that  they  lose  a  good 
deal  of  their  contact,  with  the  result 
that  the  air  cushion  tires  hold  much 
better  on  rough  pavements. 


Meetings,  Conventions 
and  Exhibits 

August  13-14 — Pennsylvania  .Automo- 
tive   Association,    Philadelphia. 

Aug.  21 — Bus  Body  Section.  .\uto 
Body  Builders'  Association.  Or- 
ganization Meeting,  Detroit.   Mich. 

Aug.  27-30 — Green  Bay  Association  of 
Commerce,  Annual  Automobile 
Show,   Green   Bay.   Wise. 

Sept.  3-S — Motor  Dealers'  .Association. 
Annual   Show,    Sacramento.   Cal. 

Sept.  19-22 — Motor  and  Accessory 
Manufacturers  .Association,  Fall 
Convention,    Boston,    Mass. 

Oct.  1-5 — National  Safety  Council,  Ex- 
hibit.  Buffalo.   N.    Y. 

Oct.  25-26 — Society  of  .Automotive 
Engineers  (Production).  Cleve- 
land. Ohio. 

Xov.  12-17 — .Automotive  Equipment 
Association.  Annual  Business  Ex- 
hibit and  Convention,  Coliseum 
Chicago. 

Dec.  19 — Philadelphia  Motor  Truck 
.Association.    Philadelphia.    Pa. 


While  the  car  can  be  driven  much 
faster  over  the  average  highway,  with 
the  almost  complete  elimination  of 
vibration,  I  am  wondering  whether  this 
higher  speed  may  not  lead  to  more  or 
less  serious  consequences  from  another 
source.  Will  the  powei"plant  and  trans- 
mission system  stand  this  speed  with- 
out suffering?  Naturally  the  conclu- 
sions on  this  point  will  have  to  be 
drawn  by  those  skilled  in  observing 
such  things  and  particiilarly  by  making 
direct  comparisons  with  tires  on  the 
old  equipment.  It  is  my  opinion  that 
the  increased  speed  will  amount  to 
somewhere  between  10  and  30  per  cent. 
For  some  reason  which  is  not  clear  lo 
me,  cars  equipped  with  air  cushion  tires 
develop  a  violent  galloping  when  they 
are  not  equipped  witlj  snubbers  or 
shock  absorbers. 

At  the  present  time  it  appears  that 
the  amount  of  gather  or  toe-in  on  the 
front  wheels  will  have  to  be  nicely  ad- 
justed to  prevent  the  excessive  wear 
which  appears  with  improper  align- 
ment. Our  observations  point  clearly 
to  the  fact  that  air  cushion  tires  are 
more  sensitive  to  improper  alignment 
than  the  high  pressure  pneumatics. 

There  are  two  features  of  car  oper- 
ation which  register  against  air  cushion 
tires;  the  mud  splashing  and  dust  i-ais- 
ing  propensities.  The  larger  section 
tires  with  the  greater  area  of  contact 
spatter  mud  much  more  than  any  other 
tires  heretofore  brought  out,  and  as  for 
dust  raising  on  country  roads,  it  is 
terrible. 

Durability  and  Cost 

All  our  development  work  on  air 
cushion  tires  has  been  carried  out  un- 
der actual  road  test  conditions.  To  date 
we  have  run  a  total  of  850,000  tire- 
miles  under  test  observations,  and  evi- 
dence points  to  average  mileage  at  least 
as  high  as  those  enjoyed  with  regular 
pneumatic  tires.  The  character  of  the 
failures  will  unquestionably  be  some- 
what different.  For  instance,  ply  sep- 
aration and  tread  separation  will  be 
minimized  in  air  cushion  tires,  and  with 
these  eliminated,  the  most  prominent 
troubles   will    be   fabric   breaks   in   the 


carcass;  also  punctures  and  rapid  tread 
wear  on  the  front  wheels  when  they  are 
not  aligned  properly.  Many  people 
have  questioned  whether  or  not  with 
such  a  thin  tire,  punctures  will  not  be 
sufficiently  numerous  to  be  of  consider- 
able annoyance.  There  are  no  grounds 
for  concern  on  this  score.  In  50,000 
car-miles  of  opei-ation  on  our  test  fleet, 
there  were  seven  punctures,  and  in 
100,000  miles  of  operation  in  taxicab 
service,  there  was  an  average  of  one 
puncture  for  each  3,700  cab  miles.  The 
explanation  is  found  in  the  fact  that 
the  tire,  being  not  so  taut  and  hard 
and  drum-like,  yields  rather  than  be 
pierced  by   the  puncturing  object. 

The  light  carcass  structure  necessary 
in  these  tires  also  raises  the  question 
as  to  whether  they  have  the  stamina 
to  stand  the  rough  usage  to  which  the 
heavier  cars  are  often  put.  A  large 
measure  of  our  road-testing  develop- 
ment was  on  tires  of  the  four  ply  con- 
struction. Their  performance  under 
test  conditions  is  repeatedly  showing 
almost  unbelievable  ruggedness.  No 
part  of  the  tire  is  subject  to  high  in- 
tensity of  stress  at  any  one  point,  which 
is  quite  contrary  from  the  high  pres- 
sure pneumatics.  There  is  no  doubt 
but  that  this  lessened  intensity  of 
pressure  is  responsible  for  the  almo.;t 
complete  absence  of  tread  and  ply 
separation. 

♦ 

Bus  Body  Builders  to  Organize 

AMOTOR  bus  section  of  the  Auto- 
mobile Body  Builders'  Association 
is  to  be  organized  as  a  result  of  a  de- 
mand voiced  by  bus  body  builders  at- 
tending the  third  annual  convention  of 
the  association  in  Detroit,  Mich.,  June 
26  and  27.  Invitations  have  been  sent 
to  some  250  bus  body  manufacturers 
asking  them  to  attend  a  special  meeting 
in  Detroit,  Aug.  21,  for  the  purpose  of 
establishing  a  permanent  organization. 

The  June  convention  of  the  -Automo- 
bile Body  Builders'  Association  was 
characterized  by  a  large  and  enthusi- 
astic attendance.  The  president  of  the 
association,  Francis  D.  Willoughby, 
Utica,  N.  Y.,  delivered  an  address  on 
the  fundamental  and  underlying  condi- 
tions in  the  automobile  industry  and 
their  present  and  future  effect  on  the 
automobile  body  industry.  According 
to  Mr.  Willoughby,  there  is  an  ever- 
increasing  demand  for  closed  bodies, 
and  manufacturers  would  like  to  devote 
75  per  cent  of  their  production  to  this 
type  of  car  rather  than  33a,  the  present 
percentage. 

The  group  meetings  proved  lo  be  a 
valuable  feature  of  the  convention. 
The  various  sections  included  the  manu- 
facturers of  passenger,  bus  and  com- 
mercial bodies,  upholstering  fabric, 
body,  hardware,  paint  and  varnish, 
decorative  hardware,  coating  material, 
windshield  and  glass,  structural  ma- 
terial, leather  and  mill  supplies. 

E.  T.  Thompson,  president  E.  T. 
Thompson  Company,  Pittsburgh,  Pa., 
in  the  course  of  an  address,  outlined 
the  history  of  body  building. 


August,1923 


BUS 

TKASSKUHIAIIOS 


Development  of  L.  G.  O.  Mo|«m-  Vehicles* 


Bv  G.  J. 

</hier  l^nglneer  anil  Operallni;  ManuRer,  L.' 

SOME  manufacturers  of  motor  lurrii-s 
(trucks)  have  been  under  the  mis- 
taken idea  that  the  chassis  which  has 
been  successfully  employed  as  a  com- 
mercial vehicle  ounht  to  be  quite  satis- 
factory for  an  omnibus.  A  chassis, 
however,  specially  desijrned  for  passen- 
Ker  carrying  can  be  most  successfully 
employed  for  commercial  work.  Two 
essentials  have  to  be  carefully  watched 
in  the  passenger  design:  absolute 
safety,  and  ease  of  riding  and  comfort. 
It  may  be  said  that  the  first  essential 
should  apply  to  all  vehicles.  The  sec- 
ond essential  is  not  so  material  for  com- 
mercial vehicles. 

For  the  London  area,  certain  regula- 
tions have  to  be  conformed  with  before 
a  vehicle  can  be  licensed.  These  are. 
over-all  length,  widths,  height,  road 
clearances,  wheelbase  and  wheel  track, 
and  most  important  of  all,  axle  weights 
and  total  weight.  To  take  one  small 
point  only,  that  is,  the  width  of  the 
vehicle,  if  it  were  allowed  to  make  the 
vehicle  7  ft.  6  in.  wide,  the  commercial 
vehicle  width;  instead  of  7  ft.  2  in.,  the 
omnibus  width;  it  would  make  a  great 
difference  to  passenger  comfort. 

In  designing  a  passenger  vehicle,  it 
is  of  the  utmost  importance  that  ac- 
commodation is  provided  for  as  many 
passengers  as  possible.  The  London 
General  Omnibus  Company  has  achieved 
considerable  success  in  this  direction  by 
placing  the  driver  by  the  side  of  the  en- 
gine, thus  giving  the  whole  length  of 
the  vehicle  from  behind  the  dash  for 
the  accommodation  of  passengers.  It 
would  not  have  been  possible  to  con- 
form with  the  regulations  as  regards 
over-all  length  and  carry  the  large  num- 
ber of  passengers  (fifty-four)  provided 
for  on  the  "S"  type,  if  this  principle  had 
not  been  adopted. 

Those  designers  who  are  still  adher- 
ing to  the  old  practice,  are  disappointed 
to  find  that  they  are  considerably  lim- 
ited as  to  the  number  of  passengers  on 
account  of  the  existing  restrictions  to  .5 
tons  (11200  lb.),  rear  axle  weight  fully 
loaded.  In  many  instances,  it  means 
six  to  eight  passengers  less  than  are 
can-ied  by  the  "S"  type. 

When  my  company  commenced  op- 
erating motor  omnibuses,  many  differ- 
ent types  were  tried  with  varying  re- 
sults. .As  many  as  eight  different  types 
were  being  worked  out  of  one  garage. 
Undoubtedly,  the  experience  gained  by 
the  running  of  these  types,  was  of  con- 
siderable assistance  to  the  designers  of 
the  "X"  type,  the  first  L.  G.  O.  prod- 
uct. .After  this  came  the  very  success- 
ful "B"  type,  of  which  more  than  3,000 
were  being  operated  when  war  broke 
out  in  1914.  The  over-all  length  of 
this  type  is  23  ft.,  and  the  unladen 
weight  3i  tons  (7,840  lb.). 
The  designers  of  the  "B"  type  had  con- 


Shave 

iiidon  General  OmnlbuK  Company.  Ltd. 


Soiiir   "W  liv>,"'   of 
Loiuluii  itu.scs 

GASOLINE,  electric, 
steam,  straight  gaso- 
luic  these  motive  powers 
have  been  tried  in  London 
service  and  the  latest  wo,d  is 
the  type  here  described  by 
one  of  the  heads  of  the  biggest 
bus  system  in  the  world. 

Mr.  Shave  also  telh  wh.  t  a 
bus  must  be  to  get  by  the 
London  licensing  authorities. 
Then  he  looks  ahead,  dealing 
with  engines,  transmissions, 
tires  and  body  constiuction, 
as  they  may  be  in  the  future. 

Finally  he  takes  a  "whack" 
at  some  of  our  American 
practices,  with  which  he  does 
not  hesitate  to  disagree.  All 
this  is  worth-while  stuff  for 
every  bus  operptor. 


'From  lecture  eiven  May  15.  192.1.  before 
the  Institute  of  Transport.  London.  EnR- 
land.  ^ 


siderable  difficulty  in  getting  the  com- 
pleted vehicle  to  this  weight,  and  many 
parts  of  the  chassis  and  body,  where  a 
high  factor  of  safety  was  not  so  essen- 
tial, had  to  be  lightened  to  a  degree 
which  brought  the  cost  of  maintenance 
higher  than  it  should  have  been.  With 
the  introduction  of  an  entirely  new 
form  of  body  with  straight  sides  as 
used  on  the  "K"  and  "S"  types,  several 
hundred  pounds  were  saved  in  the  total 
weight  of  the  vehicle,  and,  at  the  same 
time,  the  factor  of  safety  was  much 
higher  than  that  prevailing  on  the 
"B"  type. 

The  engine  of  the  "B"  type  was  very 
heav-y  for  the  work  it  has  to  do;  the 
bore  was  110  mm.  and  stroke  140  mm. 
(4.34  X  5.52  in.)  developing  30  hp.  at 
1,000  r.p.m.  With  the  "K"  type  the 
engine  was  considerably  lighter  with 
cylinder  bore  of  100  mm.  and  stroke 
140,  developing  .30  hp.  at  1,200  r.p.m. 

The  chain  gear  box  of  the  "B"  type 
was  very  heavy  compared  with  that 
used  on  both  the  "K"  and  "S"  types. 

The  "K"  type  was  produced  in  1919, 
with  a  seating  capacity  of  forty-six  and 
came  well  within  the  length,  and  the 
empty  weight  of  34  tons,  required  by 
the  regulations.  This  was  considered, 
and  undoubtedly  was,  an  achievement 
for  the  designers,  as  the  maintenance 
and  running  costs  were  slightly  lower 
than  the  "B"  type,  whereas,  the  earn- 
ing capacity  was  considerably  higher. 
The  fuel  consumption  was  slightly  bet- 
ter than  the  "B"  type,  this  "being 
brought  about  by  the  introduction  of  a 
far  more  eflficient  engine  and  by  the 
use  of  roller  bearings  for  the  rear 
wheels,  the  wheels  on  the  "B"  type 
being  run  on  bronze  flnating  bushes. 


399 

The  "K"  type  chassis  was  designed 
as  an  economical  and  efficient  vehicle 
for  passenger  or  goods  transport  work 
The  arrangement  of  the  driver's  posi- 
tion  at  the  side  of,  instead  of  behind, 
the  engine  increases  the  length  of  load- 
ing platform  by  3  ft.  0  in.  without  add- 
ing to  the  over  all  length  of  the  chassis. 
The  design  also  allows  a  more  even  dis- 
tribution of  load  on  the  axle  and  re- 
duces the  body  overhang  behin.l  the 
rear  axle.  This  feature,  in  conjunction 
with  the  specially  designed  springs,  pro- 
vides  an  exceptionally  comfortable  rid- 
ing  vehicle.  The  height  of  the  top  of 
the  frame  from  ground  level  is  only 
29  in.  i;.sed  as  a  passenger  vehicle,  the 
chassis  will  carry  a  load  of  31  tons,  this 
including  the  body.  If  used  for  goods 
transport,  the  guarantee  covers  loads  up 
to  3  tons  including  Ixxly.  The  weight 
of  the  eha.ssis  is  only  5,152  lb. 

With  the  recent  modifications  of  the 
loaded  weights  and  over-all  length,  fur- 
ther advancement  was  made  in  the  pro- 
duction of  the  "S"  type,  the  over-all 
length  of  which  came  well  within  25  ft  • 
'•mpty  weight  9,520  lb.;  total  weight 
loaded,  18,480  lb.;  with  seating  ca- 
pacity for  fifty-four  pasengers. 

The  "S"  type  is  fitted  with  a  four- 
cylinder  engine.  108-mm.  bore  and  140 
mm.  stroke,  developing  35  hp.  at  1,000 
r.p.m.  The  clutch  is  a  dry  single-plaU- 
type;  gear-box— silent  chain,  giving 
three  speeds  forward  and  a  reverse;  the 
rear  axle  is  driven  by  an  underslun? 
worm  with  a  reduction  ratio  of  9J  to  1; 
both  foot  and  hand  brakes  operate  di- 
rectly on  the  wheels,  and  arc  of  the 
internal  expanding  type  with  detach- 
able fabric  linings  and  pre.ssed-steel 
drums.  The  wheels  of  the  ".S"  type  are 
larger  than  any  that  have  been  fitted  by 
this  company,  that  is,  1.050  mm.  (41.3 
in.)  diameter.  The  frame  is  of  flitch 
construction,  with  nickel  steel  outer 
plates   and  ash  fillings. 

Latest  Lo.ndon  Design 

Still  further  advance  is  now  being 
made  with  an  entirely  new  type  of 
vehicle,  the  "X.S.,"  with  main  platform 
low  enough  for  one  step  in  from  the 
road.  (This  was  described  briefly  in  the 
July  issue,  page  325).  The  center  of 
gravity  is  now  so  low  that  the  objec- 
tion of  licensing  authorities  to  the  fit- 
ting of  a  top  cover  cannot  be  upheld. 
There  should  be  no  reason,  if  the  pub- 
lic desires  it,  why  a  fixed  top  cover 
should  not  be  carried  on  this  type  of 
bus;  this  would  give  the  same  degree  of 
comfort  in  inclement  weather  as  is  now- 
enjoyed  by  the  inside  passengers  of  the 
ordinary*  open-top  omnibus.  The  win- 
dows of  the  fixed  top  can  all  be  lowered 
in  hot  weather. 

The  "N.S."  chassis  is  fitted  with  a 
four  -  cylinder  water  -  cooled  engine, 
multiple-disk  clutch  running  in  oil;  con- 
stant mesh  gear  box  with  helical  gears; 
the  rear  axle  is  of  the  double-reduction 
type,  having  a  worm  gear  in  the  center 
mounted  on  the  differential,  and  two 
pinions  on  the  outer  ends  of  the  driv- 
ing shafts  which  engage  two  internal 
gears  on  the  wheels  themselves. 


400 


BUS 

IMNSPORTATION 


Vol.2,  No.8 


The  designer  must  also  arrange  the 
chassis  so  that  all  weai'ing  parts  are 
easy  of  access  for  adjustment  and  re- 
placement. Every  unit  of  the  chassis 
should  be  easily  replaceable  by  a  fresh 
unit  without  removing  the  body. 

Silence  in  running  must  carefully  be 
watched,  as  each  omnibus  must  undergo 
a  noise  test  before  it  is  approved  by 
the  licensing  authorities.  In  the  early 
days  there  was  considerable  difficulty 
in  getting  approval  on  account  of  noisy 
gear  boxes;  this  was  overcome  by  the 
introduction  of  the  chain  gear  box,  but 
even  chain  gear  boxes,  if  slightly  over- 
stressed,  can  become  as  noisy  as  any 
spur  gear  box.  The  most  nearly  silent 
box  today  is  the  constant  mesh  helical 
gear,  with  which  all  the  "N.S."  omni- 
buses are  equipped. 

Design  of  the  Future 

It  is  not  improbable  that  the  vehicle 
of  the  future  will  differ  in  many  re- 
spects from  the  latest  type  of  London 
omnibus. 

As  far  as  the  engine  is  concerned,  it 
seems  likely  that  water  cooling  will  be 
eradicated.  The  saving  in  weight, 
with  water  cooling  eliminated,  would  be 
an  important  point.  The  engine  of  the 
future  will  probably  be  an  air-cooled 
multiple-cylinder  unit,  running  on  cheap 
fuel,  and  have  a  high  compression.  It 
may  even  be  possible  to  design  an  en- 
gine running  on  crude  oil. 

In  my  opinion,  the  transmission  of 
the  future  will  undoubtedly  be  of  a 
mechanical  type,  because  every  time 
power  is  transformed  some  proportion 
of  the  original  input  is  lost.  The  time 
will  come  when  there  will  probably  be 
seen  a  mechanical  variable  gear  which 
will  have  a  greater  range  of  speed  than 
any  gear  box  at  present  in  use. 

Fuel  is  undoubtedly  being  wasted  in 
all  existing  designs,  when  the  vehicle 
is  running  on  the  level  on  light  loads, 
with  the  engine  turning  at  high  speed. 
If  there  were  an  infinitely  variable 
gear  which  would  permit  of  gearing  up 
when  going  along  the  level,  the  engine 
speed  could  be  reduced  at  any  given 
road  speed,  and  a  greater  economy  ob- 
tained. 

So  far  as  the  rear  axle  drive  is  con- 
cerned it  is  difficult  to  see  how  it  is  pos- 
sible to  improve  on  the  existing  design. 
The  present  efficiency  of  a  worm  drive 
is  such  that  there  is  only  a  matter  of 
2  or  3  per  cent  loss.  The  differential 
in  some  form  or  another  must  remain. 
Some  light  cars  at  present  have  no  dif- 
ferential, but  anyone  who  has  driven 
one  will  realize  the  impossibility  of  dis- 
pensing with  the  differential  in  any 
vehicle  having  an  empty  weight  of  more 
than  1,120  lb. 

There  is  one  other  development  which 
may  or  may  not  take  place  so  far  as 
passenger-carrying'  vehicles  are  con- 
cerned. I  refer  to  the  possibility  of 
putting  a  vehicle  on  the  road  which  will 
lay  its  own  track.  The  great  advan- 
tage of  a  system  of  this  kind  is  that 
the  pressure  per  unit  area  is  greatly  re- 
duced as  compared  ^vith  a  vehicle  hav- 
ing the  orthodox   wheels. 


There  are  many  disadvantages  in 
the  present  track-laying  system,  but  it 
is  conceivable  that  something  may  be 
perfected  in  the  future,  which  will 
again  entirely  alter  e.xisting  means  of 
heavy  transport. 

Comments  on  Fifth  Avenue  Practice 

G.  A.  Green,  of  Chicago  and  New 
York,  in  his  paper  published  in  Bus 
Transportation  (see  July,  1922,  issue, 
page  369),  suggests  that  the  low  center 
of  gravity  reduces  rolling.  This  is  in- 
correct, in  my  opinion.  Undoubtedly, 
the  rolling  angle  is  dependent  on  the 
height  of  the  center  of  gravity  of  the 
sprung  weight  fi'om  the  spring  seats 
and  not  on  the  height  of  the  center  of 
gravity  of  the  whole  mass  from  the 
ground  level.  The  lower  center  of 
gravity  does,  of  course,  improve  the 
overturning  angle  and  renders  the 
vehicle  more  stable. 

Mr.  Green  recommends  the  push-on 
hand  brake,  vertical  pivot  pins,  and 
progressive  springs.  On  these  points 
I  am  not  in  agreement  with  him,  since 
it  is  impossible  to  use  the  hand  and 
foot  brake   in    conjunction    and   obtain 


the  maximum  effort  with  each,  and  the 
small  amount  of  time  which  is  saved 
in  applying  the  brake  is  certainly 
wasted  while  the  vehicle  is  actually 
stopping  in  an  emergency,  due  to  the 
smaller  power  applied. 

With  reference  to  the  suggestion 
made  by  Mr.  Green  as  to  the  advan- 
tage of  vertical  steering  pivots,  the  lift- 
ing effect  which  has  to  be  overcome 
by  the  driver  when  steering  a  vehicle 
with  inclined  pivots  and  which  is  stated 
to  render  the  steering  very  hard,  is 
actually  an  advantage.  The  "S"  type 
steering  cannot  be  complained  of,  and 
the  inclined  pivots  are  of  great  assist- 
ance in  quick  recovery  after  making  a 
turn,  this  being  a  most  desirable 
feature;  and  the  inclination  of  the 
pivot  also  reduces  the  road  shock  to  the 
steering  gear  by  bringing  the  contact 
line  of  tire  and  swivel  pin  closer. 

The  use  of  progressive  springs  has 
exactly  the  same  effect  as  is  obtained 
by  the  use  of  volute  springs,  but  it  has 
the  disadvantage  that  the  spring 
leaves  are  subjected  to  varying  degrees 
of  stress  and,  consequently,  are  far 
more  liable  to  fractures. 


Wildcat  Operators  Discussed  at  Washington 
Association  Meeting 


LD.  CONRAD,  of  the  Department 
•of  Public  Works,  state  of  Wash- 
ington, contributed  valuable  informa- 
tion on  the  attitude  of  the  department 
toward  bus  operations  at  the  annual 
meeting  of  the  Washingrton  Auto 
Transportation  Association  held  in 
Tacoma,  July  10.  Following  his  ad- 
dress he  answered  questions  on  legal 
or  regulatory  problems  which  the 
operators  had  found  confusing. 

Chief  among  the  topics  considered 
at  the  meeting  were:  curbing  the 
operations  of  wildcat  stages;  classify- 
ing gross  receipts  on  which  a  tax  of 
1  per  cent  must  be  paid  to  the  Depart- 
ment of  Public  Works;  presenting 
proper  methods  of  advertising,  and 
adopting  an  Association  insignia.  A 
resume  of  California  Association  ac- 
tivities and  the  recent  legislation  in 
that  state  was  presented  by  N.  A. 
Bowers,  Pacific  coast  editor  of  Bus 
Transportation. 

The  question  of  the  best  method  of 
putting  a  stop  to  wildcat  operations 
occupied  a  large  share  of  attention. 
It  was  decided  that  a  test  case  be 
presented  to  the  Supreme  Court  of  the 
State  as  quickly  as  possible.  Once  the 
illegality  of  such  operations  has  thus 
been  established  it  was  believed  that 
an  injunction  could  be  secured  in  a 
lower  court  on  each  case  of  illegal 
operation  and  that  if  operations  still 
continued,  citations  for  contempt  of 
court  could  be  secured. 

This  procedure  was  considered  pre- 
ferable to  the  alternative  of  instituting 
criminal  proceedings  against  the  il- 
legal operators  because  of  the  uncer- 
tainties of  jury  trial,  particularly  in 
territory  served  by  the  wildcat  opera- 
tors.    Several  flagrant  cases  of  illegal 


operation  that  cut  into  the  business 
of  certified  carriers  were  cited  and  the 
committee  on  wildcat  operations  was 
instructed  to  retain  legal  talent  and 
get  some  suitable  test  case  through  the 
Supreme   Court  as  quickly  as  possible. 

One  of  the  points  particularly  re- 
quiring legal  action  is  the  definition 
by  some  court  authority,  preferably 
the  Supreme  Court,  of  the  term  taxi- 
cab.  Taxicabs  are  not  under  the 
jurisdiction  of  the  Department  of 
Public  Works  and  are  not  subject  to 
the  same  regulation  as  stages.  Cars 
wishing  to  evade  the  law,  therefore, 
obtain  licenses  as  taxicabs  and  then 
operate  just  ahead  of  stage  schedule 
over  the  same  runs  served  by  the 
stages.  The  definition  suggested  by 
Mr.  Conrad  to  cover  this  situation  is 
that  "A  taxicab  is  a  vehicle  entirely 
at  the  disposal  of  and  under  the  con- 
trol of  an  individual  employing  the 
same  for  a  fixed  service,  and  at  a  fixed 
charge,  which  individual  is  entitled  to 
the  occupancy  of  the  said  vehicle  to 
the  exclusion  of  all  others." 

The  election  of  officers  for  the  en- 
suing year  resulted  as  follows:  Presi- 
dent, A.  C.  Ellington,  Des  Moines  Auto 
Company,  Seattle;  treasurer,  George 
Yost,  Yost  Auto  Company,  Seattle; 
directors,  J.  L.  Johns,  Tacoma-Olympia- 
Aberdeen  Transpoi'tation  Company, 
Olympia;  H.  S.  Hawley,  Auto  Inter- 
urban  Company,  Spokane;  William 
McKee,  Monroe  -  Snohomish  -  Everett 
Stage  Company,  Everett;  Frank 
Hickey,  Tacoma  Transit  Company, 
Tacoma;  R.  T.  Whiting,  Stone  &  Web- 
ster Corporation,  Seattle;  W.  T.  Craw- 
ford, Camas  Stage  Line,  Vancouver; 
and  W.  S.  Kennedy,  Kay  &  Bee  Stage 
Company,  .Aberdeen. 


August, 1923 


BUS 

1R\NSP0R1ATX)N 


401 


News  of  the  Road 


1    t'iril    \\li't'\'I     tin-    ini.-i     liiit^.    .11  ■ 

bruught  logilhir  tin-  Imporliinl 
fvenl.s.  h»'rf  prt-si-nt^-U  to  h.iow  tlic 
nu>vun»-nl8  of  Ihc  Uuy. 


.Mayor  Accused  in  Bus  War 

IVrniit  (;rante(l  by  lUifTalo  Mayor  for 
Tt-mpiirary  Oiit-raliiin  on  Bailey 
Avenue    Protested    by    Kailway 

BUFFALO'S  bus  war  appears  to  be 
rapidly  approaching  a  climax.  Fol- 
lowinK  the  operation  of  buses  on  Bailey 
Avenue  by  the  Van  Dyke  International 
Tours,  Inc.,  for  two  weeks  under  per- 
mits issued  by  Mayor  Frank  X.  Schwab, 
the  International  Railway,  which  also 
desires  to  run  buses  on  that  route,  in- 
stituted legal  proceedings  aimed  to 
brinp  about  the  arrest  of  the  Mayor  on 
a  charge  that  he  had  conspired  with 
the  Van  Dyke  Bus  Company,  owner  of 
the  International  Tours,  to  violate  the 
transportation  corporation  laws.  The 
company  w^as  charged  with  violating 
those  sections  of  the  code  which  pro- 
vides that  permission  to  operate  publir 
conveyances  in  the  streets  must  first 
be  obtained  from  the  Public  Service 
Commission. 

Judge  Hager,  of  the  City  Court,  on 
July  16  issued  warrants  for  the  arrest 
of  the  officials  of  the  Van  Dyke  com- 
pany. He  said:  "Warrants  were  issucil 
by  me  against  the  Van  Dyke  Taxi  iS^- 
Transfer  Company,  Inc.,  and  the  Van 
Dyke  International  Tours  Company. 
Inc.,  for  violation  of  section  26  and  2.") 
of  the  transportation  corporation  laws 
based  on  the  testimony  taken  before  me. 
These  corporations  violated  the  law 
when  they  maintained  bus  lines  on 
Bailey  Avenue.  I  could  not  come  to  the 
conclusion  that  these  defendants  or 
Frank  X.  Schwab  had  violated  sec- 
tion 580,  sudivision  1  of  the  penal  code 
(conspiracy)." 

Following  the  decision  the  Van  Dyke 
officials  announced  that  no  buses  would 
be  operated  on  Bailey  Avenue  after 
July  19.  They  declared  that  it  was 
their  intention  to  combat  the  action  of 
the  International  Railway.  The  legal 
value  of  Mayor  Schwab's  order  will  be 
tested  in  court  soon. 

Meanwhile  Buffalo  citizens  and  city 
officials  are  casting  about  for  some 
means  of  relieving  the  transportation 
situation  brought  about  by  the  war 
between  the  Van  Dyke  company  and 
the  International   Railway. 

Frank  C.  Perkins,  commissioner  of 
public  affairs,  has  evolved  a  plan  to  put 
before  Council  whereby  the  municipal- 
ity may  operate  a  bus  system  of  its  own. 
In  an  opinion  sent  to  the  Council,  Corp- 
oration Counsel  Rann  holds  that  the 
city  cannot  legally  run  buses  with  the 
exception  of  lines  operating  through 
parks  or  parkways.  Commissioner 
Perkins  suggests  that  the  city  desig- 
nate certain  streets  as  parkways  and 
then  run  a  dozen  bus  lines  to  all  sec- 


tions of  the  city  from  a  central  .start- 
ing point  at  the  McKinley  monument. 
He  is  asking  the  Council  to  pass  a  reso- 
lution authorizing  the  holding  of  a  ref- 
erendum on  the  question  of  whether  or 
not  the  city  should  appropriate  $l,00i),- 
000  to  e(|uip  municipal  bus  lines  run 
according  to  his  plan. 


Bus  Evolution  Features  .New 
York's  Jubilee  Parade 

An  exhibit  which  illustrated  the 
evolution  of  bus  transportation  from 
the  old  horse-drawn  stage  to  the 
modern  motor  vehicle  was  a  feature  of 
the  Jubilee  parade — part  of  the  celebra- 
tion of  Greater  New  York's  twenty- 
fifth  birthday. 


older  folks  who  lined  the  curbs,  many 
of  whom  probably  had  ridden  in  thai 
type  of  vehicle,  were  particularly  loud 
in  their  acclaims.  The  sight  took  them 
back  twenty-five  years  and  brought  up 
recollections  of  the  time  when  the 
avenue  was  not  the  hustling,  bustling 
river  of  humanity  that   it  is  today. 

Tom  Powers,  who  drove  one  of  the 
horse  vehicles  back  in  '98,  was  on  the 
driver's  seat  of  the  old  stage.  Com- 
menting on  the  early  days  one  of  the 
officials  of  the  company  said: 

"Looking  back  to  those  early  years 
there  comes  to  mind  occasions  when 
$300  was  a  big  day's  earnings  and  pay 
days  when  we  did  not  have  sufficient 
funds'  to  meet  the  payroll.  Then  to 
realize  the  obstacle  surmounted,  difficul- 
ties  met  and   the  final  achievement  of 


Jubilee  parade  shmvs  development  from  stage  to  bus 


This  entry,  presented  by  the  Fifth 
Avenue  Coach  Company,  won  the  blue 
ribbon — -the  highest  award,  and  at- 
tracted more  attention  than  any  other 
portion  of  the  great  parade. 

First  came  an  ancient  horse-drawn 
stage,  the  same  one  which  plied  up  and 
down  Fifth  Avenue  years  ago,  and  its 
passengers  wore  costumes  of  the  '98 
period.  Behind  the  old  stage  were  three 
of  the  latest  type  vehicles.  The  first, 
"J"  Type  No.  1010,  was  filled  with 
kiddies  from  the  Washington  Heights 
Day  Nursery.  Next  came  801,  in  which 
were  wounded  veterans  from  Seton 
Hospital,  and  809,  the  closed-in  double- 
decker,  had  a  rollicking,  singing  group 
of  orphans  from  the  Hebrew  Orphan 
.\sylum. 

Few  entries  in  the  parade  received 
a  greater  volume  of  plaudits  along  the 
line  of  march  than  did  the  old  horse 
coach.     Those  who  ro<ie  in  it  say  the 


the  present-day  successful  operation  it 
all  leads  to  this:  That  as  pioneers  we 
may  be  doubly  proud,  for  history  in- 
dicates that  the  majority  of  pioneers 
in   industry  have  been  failures." 


New  T?us  Line  Started 
in  Koche.sler 

Bus  service  on  Dewey  Avenue, 
Rochester,  N.  Y.,  was  put  into  opera- 
tion on  Aug.  1  by  the  Rochester  Rail- 
ways Co-ordinated  Bus  Lines  Company, 
Inc.,  a  subsidiary  of  the  New  York 
State  Railways. 

Installation  of  a  trackless  trolley 
system  crosstown  over  Driving  Park 
Avenue  bridge  is  temporarily  delayed 
pending  the  approval  of  the  company's 
application  by  the  Public  Service  Com- 
mission which  is  expected  in  the  imme- 
diate future. 

The   use   of  trolley   buses  has   been 


402 


BUS 

TRANSPOR1ATK3N 


August,1923 


strenuously  opposed  by  residents  of  the 
.territory  which  will  be  served  by  this 
line,  who  are  insistently  demanding  the 
usual    motor   bus.       The   City   Council, 


a  ter  an  investigation,  decided  that  the 
tiackless  trolley  would  be  more  eco- 
nomical and  better  adapted  to  the  needs 
of  the  traffic  on  that  route. 


Saginaw  to  Install  New  Buses 

Organized  Bus  Service  Expected  There  Soon — Philadelphia  Rapid  Transit  Com- 
pany Plans  to  Start  Operation  on  Sept.  1 — Louisville  Railway  Now 
Running  Buses — Many  Other  Important  Bus  Developments 


ARRANGEMENTS  are  fast  being 
■l\.  perfected  for  carrying  out  the 
work  of  rehabilitating  the  transporta- 
tion facilities  of  Saginaw,  Mich.,  under 
the  terms  of  the  new  bus-railway 
franchise  approved  by  the  voters  at 
the  special  election  held  on  June  2.5. 
Otto  Schupp,  the  grantee  under  the 
franchise,  has  formally  accepted  the 
grant,  and  plans  have  been  made  to 
sell  the  local  property  of  the  Saginaw- 
Bay  City  Railway,  for  which  Mr. 
Schupp  is  acting.  The  date  of  the 
sale  is  Aug.  18.  Just  as  soon  as  the 
sale  has  been  approved  by  the  court 
the  property  will  be  assigned  to  the 
Saginaw  Transportation  Company  or 
some  other  company  suitably  named,  to 
be  organized  under  the  laws  of  Michi- 
gan. The  conclusion  of  the  steps  just 
mentioned  will,  it  is  hoped,  mark  the 
end  for  Saginaw  of  a  period  covering 
almost  two  years  during  which  all 
railway  service  was  suspended  and  the 
residents  have  had  to  depend  upon  such 
transportation  service  as  has  been  fur- 
nished by  jitneys. 

The  new  Saginaw  franchise  gives  to 
Mr.  Schupp,  trustee,  a  fifteen-year 
grant  to  operate  both  motor  bus  lines 
and  electric  railway  lines,  with  the 
privilege  of  supplying  additional  motor 
bus  lines  or  car  lines  from  time  to  time. 

Ten-Cent  Cash  Fare 

On  the  type  of  transportation  equip- 
ment the  ordinance  specifies  that  the 
equipment  shall  be  standard  and  first 
class  and  that  the  buses  shall  seat  ap- 
proximately twenty-five  persons.  The 
company  must  spend  $400,000  within  a 
year. 

The  rates  of  fare  will  be  as  follows: 
Regular  ticket  fare,  four  for  25  cents; 
cash  fare,  10  cents,  and  school  chil- 
dren's ticket  fare,  six  for  25  cents. 
These  rates  of  fare  are  to  continue  in 
full  force  and  effect  during  the  entire 
life  of  the  franchise  granted  by  the 
ordinance. 

Operation  of  a  fleet  of  buses  over 
the  Roosevelt  Boulevard  in  Phila- 
delphia is  certain  as  the  result  of  a 
series  of  legislative  enactments  and 
appeals  to  the  Public  Service  Commis- 
sion. The  line  will  be  operated  as  a 
part  of  the  system  of  the  Philadelphia 
Rapid  Transit  Company.  It  Jiiarks  the 
first  attempt  at  organized  bus  opera- 
tion   in    Philadelphia. 

Thomas  E.  Mitten,  chairman  of  the 
directors,  promises  the  buses  will  be 
running  about  Sept.  1.  He  has  also 
promised  that  other  sections  of  the 
city    will    be    similarly    served    as    the 


company's  plans  develop.  Mr.  Mitten 
and  his  associates  have  scoured  the 
country  for  ideas  in  bus  construction. 
As  the  result  he  and  his  engineering- 
associates  have  designed  a  vehicle  they 
believe  is  the  final  word  in  construc- 
tion. The  designers  of  the  new  bus 
are  Ralph  T.  Senter,  vice-president  of 
the  transit  company,  in  charge  of  en- 
gineering, and  A.  E.  Hutt,  general 
manager  of  the  Philadelphia  Rural 
Transit  Company,  the  subsidiary  under 
which  the  motor  vehicles  will  operate. 

The  initial  service  will  call  for  the 
use  of  ten  buses. 

There  are  now  three  vehicles  in 
operation  over  the  Boulevard.  The 
transit  company  will  purchase  this 
equipment  so  that  the  private  operators 
will  be  reimbursed  for  losses  suffered 
through  the  unified  bus-trolley  service. 

The  route  will  be  from  Broad  Street 
and  Erie  Avenue  to  Frankford  Avenue 
and  Oxford  Street,  a  distance  of  4.8 
miles.  The  fare  will  be  10  cents  with 
u  cents  additional  for  transfers  to  and 
from  the  trolley  lines.  No  paving- 
charges  are  to  be  exacted  from  the 
company,  and  no  other  franchise  pay- 
ments will  be  collected. 

The  bus  line  was  decided  on  instead 
of  a  trolley  service  when  many  auto- 
mobile owners  and  residents  along  the 
Boulevard  objected  to  the  thoroughfare 
being  marred  by  street  cars.  The 
boulevard  is  essentially  a  pleasure 
highway.  The  3,500  employees  of 
Sears,  Roebuck  &  Company  will  benefit 
by  the  service. 

The  subsidiary  company  of  the 
Philadelphia  Rapid  Transit  Company 
which  will  operate  the  buses  is  capital- 
ized at  $1,000,000,  but  for  the  present 
only  $100,000  will  be  paid  in.  Part 
of  this  amount  probably  will  be  used 
to  make  a  cash  payment  on  the  ten 
buses,  the  rest  of  the  purchase  price 
to  be  financed  through  car  trust 
certificates. 

With  the  coming  of  the  bus  line 
the  Transit  Company  expects  soon  to 
operate  a  trackless  trolley  line  on  Ore- 
gon Avenue,  from  Eighteenth  Street 
to  Delaware  Avenue.  This  is  the  first 
attempt  at  this  character  of  operation 
in  Philadelphia. 

Like  the  bus  line  the  trackless 
trolley  will  be  operated  under  a  sepa- 
rate incorporation.  The  fare  will  be 
7  cents  cash,  with  four  tickets  for 
25  cents.  Transfers  to  intersecting 
trolley  lines  will  be  issued  free.  The 
fare  on  the  trackless  trolley  will  be  the 
same  as  that  on  the  local  trolley  lines. 

The  Public  Service  Commission  has 
not    yet    approved    the     franchise    for 


the  trackless  trolley,  but  the  provi- 
sions of  that  gi-ant  are  almost  identical 
with  those  of  the  bus  grant.  Part  of 
the  delay  in  connection  with  the  work 
of  concluding  the  negotiations  for  the 
trackless  trolley  franchise  was  due  to 
pro-visions  of  the  state  incorporation 
laws,  which  were  not  sufficiently  broad 
to  permit  the  incorporation  of  track- 
less trolleys.  This  was  rectified  by  the 
State  Legislature,  which  in  the  closing 
days  of  its  session  passed  an  amend- 
ment clearing  up  this  situation. 

In  approving  the  bus  line  ordinance 
the  commission  held  that  it  had  no 
authority  to  override  the  expressed 
wishes  of  the  city  as  reflected  through 
action  by  the  City  Counc'l. 

In  conclusion  the  commission  said: 
"The  predominating  and  determin- 
ing questions  for  disposition  in  the 
applications  before  us  are  those  of 
public  necessity  and  convenience.  That 
the  proposed  service  of  the  motorbus 
company  under  consideration  would 
inure  greatly  to  the  convenience  and 
comfort  of  the  public  and  meet  a  re- 
quirement that  indubitably  exists,  is 
established  beyond  peradventure." 

Installation  of  bus  service  in  Louis- 
ville, Ky.,  by  the  Kentucky  Carriers, 
Inc.,  a  subsidiary  of  the  Louisville 
Railway,  was  celebrated  recently  by 
fifty-five  representative  business  men 
of  the  city  who  went  on  an  excursion 
to  Speed,  Ind.,  where  they  met  the  first 
arrivals  of  the  new  bus  fleet. 

The  six  coaches  which  were  met  had 
been  driven  overland  from  Cleveland, 
■where  they  were  built.  They  furnished 
the  means  of  transportation  back  to 
Louisville.  The  trip  up  to  Speed  was 
made  on  a  special  car  of  the  Interstate 
Public   Service   Company. 

From  Washington,  D.  C,  comes  the 
report  that  the  Capital  Traction  Com- 
pany was  recently  granted  permits  for 
additional  bus  lines  by  the  Public 
Utilities  Commission  of  the  District  of 
Columbia.  In  this  connection  it  is  in- 
teresting to  note  that  the  Washington 
Railway  &  Electric  Company  has  de- 
clared its  willingness  to  establish  a 
2-cent  transfer  agreement  between  its 
railway  lines  and  the  new  motor  bus 
line,  thereby  giving  the  public  access 
to  all  sections  of  the  District  of  Colum- 
bia reached  by  the  railway  lines  of  the 
two  companies. 

The  new  Washington  bus  line  was 
authorized  to  charge  a  fare  of  8  cents 
cash,  with  six  tokens  for  40  cents. 
This  is  the  current  rate  of  fare  in 
force  on  the  railway  lines  in  the  Dis- 
trict. 

In  Toledo,  Ohio,  the  plans  for  im- 
proving the  city's  transportation  sys- 
tem includes  the  operation  of  bus 
routes  by  the  Community  Traction 
Company  and  the  barring  of  all  in- 
dividual and  independent  operators — 
making  the  entire  transit  system  a 
monopoly  under  regulation  of  the  City 
Council.  A  crosstown  bus  line  is  a 
new  feature  there.  It  is  estimated  that 
this  new  crosstown  line  will  require 
at  least  thirty  buses  each  capable  of 
carrying  at  least  twenty  passengers 
and     operating     on      an     eight-minute 


August,1923 

headway.  The  cost  is  estimated  at 
$7,500  to  $S,000  for  each  bus  pur- 
chased. 

The  Steubenville,  East  Liverpool  & 
Beaver  Valley  Traction  Company  has 
announced  that  bus  service  will  be 
established  as  an  auxiliary  to  it.s  elec- 
tric railway  service  in  si-ctions  of 
Steubenville,  Ohio.  Several  buses,  with 
a  seating  capacity  of  twenty-six,  have 
been  put  into  operation  there. 

The  new  bus  line  between  Dillsburjr 
and  Dover,  I'a.,  which  is  to  be  operated 
by  the  York  Railways,  will  begin 
.service  before  Aup.  15,  accordin^r  to 
a  statement  made  by  Gordon  Campbell, 
president  and  general  manager  of  the 
railway.  The  bus  line  will  make  five 
trips  a  day,  meeting  every  trolley  car 
from  York.  At  first  only  one  bus  will 
be    used    in    regular    service.      It    will 


bUS 

TRA-NSI-OKIAIION 

have  a  seating  capacity  of  twenty-five 
per.sons  and  will  have  a  carrier  in  the 
rear  for  baggage.  The  chassis  was 
made   by   the   Pierce   Arrow   Company. 

Bus  service  in  Trenton,  N.  J.,  is  to 
be  started  about  Sept.  1,  according  to 
an  announcement  by  the  Trenton  & 
Mercer  Traction  Company,  which  will 
operate  bu.ses  on  two  routes  in  con- 
junction with  its  railway  lines  in 
Trenton  and  vicinity.  The  buses  will  be 
run  in  the  name  of  the  Central  Trans- 
portation Company,  a  subsidiary  of  the 
electric   railway. 

The  Puget  Sound  Power  &  Light 
Company  of  Bellmgham,  Wash.,  will 
for  the  fir.st  time  use  buses  as  an 
auxiliaiy  to  its  car  service.  Operation 
there  is  expected  to  start  soon  and  will 
be  extende<l  from  time  to  time  as  local 
conditions  warrant. 


Hrili!?li  Bus  News  Siiiiiiiiarizrd 

HIrniinuham   15us  Lines  Issue  Novtl  "One-Day"    Tickets — London    l!us    Opera- 
tors  Organi/.i- — Trolley    Buses    Increasing   in   Number — Money 
Value  of  Britain's  Koads  in  Excess  of  Kailw  ays 


AMONG  the  facilities  now  offered  by 
the  Birmingham  &  Midland  Omni- 
bus Company  is  the  issue  of  what  are 
called  "anywhere  tickets,"  on  Tuesday 
and  Fridays  at  the  price  of  6s.  This 
ticket  enables  a  passenger  to  travel 
anywhere  on  any  bus  belonging  to  the 
company  at  anytime  on  the  day  of  issue. 
It  is,  in  fact,  a  one-day  pass  over  a 
large  section  of  the  Midlands  of 
England. 

Colonel  Ashley,  Parliamentary  Secre- 
tary to  the  Ministry  of  Transport, 
answering  a  question  in  the  House  of 
Commons,  stated  that  there  were  at 
present  eleven  railless  trolley  vehicle 
systems  open  for  traffic  in  Great 
Britain.  In  addition,  in  nineteen  cases 
the  necessary  statutory  powers  had 
been  obtained  but  had  not  yet  been 
exercised,  and  in  two  cases  routes  of 
that  kind  had  ceased  operation. 

Since  June  1  deliveries  of  272  motor 
buses  of  the  latest  N.S.  type  were  made 
to  the  London  General  Omnibus  Com- 
pany and  are  now  in  service.  At  the 
present  time  1,300  vehicles  of  the  same 
type  are  on  order  and  the  Associated 
Equipment  Company  at  Walthamstow  is 
working  at  a  pressure  which  enables 
it  to  maintain  a  weekly  output  of  fifty 
complete  buses.  It  is  anticipated  that 
by  the  end  of  March  next  the  fleet  will 
number    approximately    4,700    vehicles. 

The  preliminary  steps  have  been 
taken  for  the  formation  of  an  associa- 
tion of  the  owners  of  small  bus  under- 
takings in  London.  These  undertakings 
are  operating  in  the  face  of  the  power- 
ful competition  of  the  London  General 
Omnibus  Company  and  its  associated 
concerns,  and  the  operators  want  some 
organization  to  try  to  protect  their  in- 
terests. It  is  only  within  very  recent 
time  that  small  owners  have  put  motor 
buses  on  the  streets  in  the  metropolis, 
but  the  number  of  such  owners  and  of 
their  vehicles   is   gradually    increasing. 

A  progressive  substitution  of  track- 


less trolley  systems  for  existing  tram- 
way lines  appears  to  be  a  policy  favored 
by  West  Hartlepool  Town  Council.  A 
parliamentary  bill  promoted  by  the 
Council  to  give  authority  to  work  trolley 
buses  in  connection  with  the  tramway 
system  of  West  Hartlepool  was  recently 
before  a  committee  of  the  House  of 
Lords,  when  it  was  stated  for  the  pro- 
moters that  it  was  proposed  to  substi- 
tute from  time  to  time,  as  the  tramway 
lines  wore  out,  trackless  trolley  vehicles. 
In  this  way  the  heavy  cost  of  new- 
tracks  would  be  avoided. 

Last  year,  the  buses  of  the  London 
General  Omnibus  Company  made  a 
fresh  record  in  immunity  from  break- 
down. The  number  of  involuntary  stops 
averaged  one  in  every  3,450  miles.  This 
is  an  advancement  on  the  previous 
record  of  1921,  when  one  in  every  3,200 
miles  was  recorded.  This  improvement 
in  the  running  of  the  "General"  buses 
is  largely  attributable  to  the  scheme  of 
central  overhaul  which  was  introduce<l 
last  year  by  the  opening  of  the  Chiswick 
overhaul  shops.  The  time  occupied  in 
annual  overhaul  has  been  reduced  from 
fourteen   days    to   four   days. 

Sir  Henry  Maybury,  director  general 
of  roads.  Ministry  of  Transport,  speak- 
ing at  a  conference  of  the  Urban  Dis- 
trict Councils  .\ssociation  of  England 
and  Wales,  said  that  the  value  in  money 
to  the  country  of  the  road  system  which 
it  had  inherited  was  far  in  excess  of 
the  value  of  railways.  There  were 
something  like  240,000  miles  of  high- 
ways dedicated  to  the  public  and  used 
for  all  purposes  of  traffic.  He  put  their 
value  at  a  very  conservative  figure  of 
about  £1,000,000,000. 

Some  interesting  points  regarding  the 
number  of  buses  in  London  and  the  com- 
petition between  rival  fleets  were 
brought  out  recently  by  answers  given 
by  Mr.  Bridgeman,  the  Home  Secretary, 
to  questions  in  the  House  of  Commons. 
Mr.  Bridgeman  stated  that  there  were 


403 

no  metropolitan  police  regulations  re- 
garding the  number  of  buses  the  police 
authorities  would  license  for  running  in 
the  streets  of  London.  There  was  no 
power  to  make  such  regulations.  The 
new  buses  licensed  to  new  owners  did 
not  yet  total  100.  The  size  and  capac- 
ity of  these  buses  were  not  greater  than 
those  of  the  new  type  owned  by  the 
London  General  Omnibus  Company.  It 
was  not  proposed  to  put  any  limit  on 
the  number  of  buses  licensed.  Mr. 
Bridgeman  also  said  he  was  aware  that 
the  competition  of  buses  had  led  to 
some  serious  offences,  and  the  offeni'  t 
after  conviction  had  had  thoir  li'-.'  . 
suspendeil.  The  Con  ■ 
Metropolitan  Police  wu 
statute  to  satisfy  himself  an  lo  the 
suitability  of  drivers  and  was  respon- 
sible for  seeing  that  only  suitable  per- 
sons were  licensed  to  drive.  The  fact 
that  a  penalty  had  been  imposed  by 
a  magistrate  did  not  absolve  the  C>,iu- 
missioner  from  the  duty  of  consiil. 
the  fitness  of  the  man  to  hold  a  lie  • 
It  was  open  to  him  to  cancel  the 
offender's  license,  but  in  suitable  cases 
he  took  the  more  lenient  course  of  sus- 
pending it  for  a  time.  The  object  of 
the  Commissioner's  action  in  such  cases 
was  not  to  punish  the  man,  but  to  pro- 
tect the  public.  In  the  interests  of 
public  safety  the  Home  Secretary  could 
not  relax  the  present  rules. 


County   vs.   Supreme   Court    in 
Schenectady  Jitney  Ke^ulation 

The  jitney  bus  situation  in  Schenec- 
tady, X.  Y.,  has  narrowed  down  to  the 
question  of  whether  a  county  judge  can 
set  aside  an  injunction  order  of  the 
State  Supreme  Court  enjoining  jitney 
operators  from  running  automobiles 
in  competition  with  the  electric  cars 
of  the  Schenectady  Railway.  The  jit- 
ney business  has  grown  to  large  pro- 
portions in  Schenectady  due  to  the 
recent  trolley  strike  there,  and  seems 
to  be  growing  daily  despite  court  in- 
junctions. At  present  about  GOO  jitneys 
are  operating  in  the  city.  Since  the 
strike  began  in  May  about  1,000 
licenses  have  been  issued  to  jitney 
operators. 

Supreme  Court  Justice  Edward  -N. 
Angell,  on  July  9,  issued  an  order  re- 
straining jitney  owners  from  operating 
in  the  streets  of  the  city.  On  July  16 
County  Judge  John  J.  McMullen,  claim- 
ing concurrent  jurisdiction,  issued  an 
order  vacating  the  injunction  of  the 
supreme  court.  This  action  is  said 
to  have  created  a  furore  in  judicial 
circles. 

In  special  term  before  Supreme  Court 
Justice  Borst  of  the  Appellate  Division 
the  Schenectady  Railway  sought  to 
have  the  order  of  County  Judge  John 
J.  McMullen  set  a.side  on  the  ground 
that  the  county  judge  was  without 
authority  to  issue  such  an  order. 

Justice  Borst  claims  that  it  is  a 
matter  in  which  Justice  Edward  M. 
Angell  should  have  jurisdiction  becau.se 
he  was  the  judge  who  issued  the 
original  injunction. 


404 

From  the  course  the  argument  took 
the  legality  of  the  vacating  order 
seemed  to  hinge  largely  upon  whether 
the  vacating  order  was  that  of  the 
County  Court  or  of  the  county  judge. 

Judge  Naylor,  who  appeared  for  the 
railway  company,  contended  that  it 
was  a  County  Court  order  and  as  such 
was  improperly  issued  in  that  the 
County  Court  was  without  jurisdiction. 

A  hearing  before  the  Appellate  Divi- 
sion is  set  for  Aug.  4.  Meanwhile  the 
jitneys  continue  to  operate  in  Schenec- 
tady with  renewed  vigor. 

Some  indications  of  the  income  of 
jitney  owners  during  and  since  the 
trolley  strike  may  be  derived  from  the 
fact  that  the  gross  earnings  of  the 
Schenectady  Railway  in  June,  1923, 
amounted  to  $5,457  against  a  gross  of 
$136,769  in  June,   1922. 


BUS 

TMNSPORTATION 


Vol.2,  No.S 


New  Rate 

per 

Hour 

$n 

.69 

70 

.71 

.74 

.75 

New 

Rale 

per 

Hour 

$n 

62 

,63 

66 

67 

.68 

Tabular  Presentation  of  Recent  Bus  Developments 


Pay  Increase  and  Annual  Vaca- 
tions for  Fifth  Avenue 
Coach  Employees 

Substantial  wage  increases  and 
annual  vacations  with  pay  for  all 
employees  were  announced  by  the  Fifth 
Avenue  Coach  Company,  New  York,  on 
June  29.  Frederick  T.  Wood,  president 
and  general  manager  of  the  company, 
in  announcing  the  new  policy,  said  that 
the  vacation  system  had  been 
established  in  recognition  of  the 
valuable  service  the  men  and  women 
of  the  company  are  extending  to  the 
bus  traveling  public  of  the  city  of 
New  York. 

The  new  wage  rates  became  effective 
July  1,  1923.  The  pay  of  drivers  and 
conductors,  in  cents  per  hour,  was 
increased  to  the  scale  shown  in  the 
accompanying  table. 


Old  and  New  Wage  Scale,  Fifth  Avenue 
Coach    Bus 


Drivers 

Present  Rate 
Year  per  Hour 

First $0.65 

Second .66 

Third 69 

Fourth .70 

Fifth  and  thereafter .71 


Conductors 

Present  Rate 
Year  per  Hour 

First $0.58 

Second .59 

Third 62 

Fourth .63 

Fifth  and  thereafter .64 


The  despatchers,  supervisors  and 
other  men  in  the  transportation  divi- 
sions also  received  increases  in  pay. 
The  details  of  these  advances,  however, 
were  not  included  in  the  official  state- 
ment. 

With  respect  to  vacations,  the  state- 
ment said: 

"Hereafter,  every  person  who  has 
been  in  the  service  of  the  company  for 
one  year  or  longer  will  be  eligible  to 
receive  a  vacation  of  one  week  each 
year  with  full  pay  at  his  regular  rate, 
providing  he  has  worked  regularly  and 
efficiently  during  the  preceding  year." 


Company 

Lofian  A'alley  Bus.  Co 

Representative  Hus  Co 

Cliffcrd  B.  Ellin 

New  York  &  Montreal  Motor  Line  Co. . . 
New  Ycrk  &  Montreal  Motor  Line  Co. . . 

Gopher  Bus  Co 

Ingalls  Bus  Lines,  Inc 

Price  &  Burnside  Co 

C.  W.  Scott 

Kenilworth  Transportation  Co 

Beaver  Valley  Traction  Co 

Pacific  Electric  Railway 

Royal  Green  Coarh  Co 

Mark  Smith  Motor  Bus  Lines 

Blackhawk  Motor  Bus  Lines 

Brunswick  Motor  Co    

Steubenville,    East    Liverpool    «fe    Beaver 

Valley  Traction  Co 

Pennsylvania-Ohio  Coach  Lines  Co 

C.  H.  Caler 

Casco  Bay  Bus  Lines 

Rochester     Railway     Co-ordinated     Bus 

Bus  Lines,  Inc 

Trackless  Transit  Co 

Banker  &  Son 

Independent  Bus  Lint-.  . 

Wliite  Star  Line 

Urban  Taxi  Co 

Bcchakas  &  Berot 

Peloit  Motor  Bus  Line 

Bennett  Auto  Livery  Co 

C-  A.  Victory  Transit  Co. 

Public  Ser^nce  Ry 

Louisville  Ry 


Lines  Started 

Address 

Altoona,  Pa 

Cleveland,  Ohio 

Morrisville,  Pa 

Montreal,  Canada.  . . 
Montreal,  Canada.  .  . 

Duluth,  Minn 

Cuba,  N.  Y 

Martins  Ferry,  Ohio. 

Rushville,  N.  Y 

Asheville.  N.  C 


Pittsburg,  Pa 

S.  Pasadena,  Cal 

Hamilton,  Ohio 

Elgin.  Ill 

Rockford,  111 

New  Brunswick,  N.  J. 

East  Liverpool,  Ohio.. 
Youngstown,  Ohio. . . . 

Hannibal,  Mo 

Portland,  Me 


Rochester,  N.  Y..  .  .  .  . 

Bloomfield.  N.  J 

New  Brunswick,  N.  J.. 

Memphis,  Tenn 

Portland,  Me 

Gallatin,  Tenn 

Salamanca,  N.  Y 

Beloit,  Wise 

Nashville,  Tenn 

Joplin,  Mo 

Newark,  N.  J 

Louisville,  Ky 


Permits  Granted 

Company  Address 

Hudson  Transit  Corporation Port  Jervis,  N.  Y 

George  Renn Tharptown,  Pa 

Berlin  Bus  Co Camden,  N.  J 

Franklin  G.  Greenfield Atlantic  City,  N.  J 

Charles  W.  Mastin Camden,  N.  J 

Maidsville  Bus  Co Morgantowrn,  W.  Va... 

Motor  Transport  Co Grand  Junction,  Colo. 

C.  G.  Abernathy Hornell.  N.  Y 

Howard  J.  Spencer Salt  Lake  City,  Utah. 

Frank  S.  Jones Canandaigua,  N.  Y. .  . 

Hichniond  Transit  Corporation Richmond,  Va 

Brent  Bowman Harrisonburg,  Va 

Colorado  Motor  Ways  Co Denver,  Colo 

J    M,  Dickerson  Bus  Line Washington,  D.  C 

Georgetown-CIarendon-Ballston  Bus  Line  Georgetown,  Va 

Walden-Walkill  Bus  Line Walden,  N.  Y 

Herbert  M.  Park      Rome.  N.  Y 

Rich!5rds  &  Westhcff Frankl  n.  N.  J 

Annie  Neidleman E'izibeth.  N.  J 

Anthony  Rusee. Camden,  N.  J 

Suburban  Rapid  Transit  Co Camden,  N.  J 

W    V.  R,  Saltzer Ephrata,  Pa...-. 

Lloyd  H.  Hudson  Motor  Vehicle  Line.. .  .  Clifford,  Va .'.... 

White  Star  Bus  Line Portsmouth.  Va 

Reo  Speed  Line Richinond.  \'a 

Red  Bus  Line Madison  Heights,  Va. 

Gold  Star  Transportation  Co Damascus,  Va 

Royal  Blue  Transportation  Co Greensboro,  N.  C.  .  .  , 

Taylor  Bros Chilhowie,  Va 

Blackstone-Kenbridge  Bus  Line Kenbridge,  Va - 

Dante-Bristol  Service  Line Castlewood,  Va 

John  L.  Fisher  &  Son W^aynesboro,  Va 

De  Camp  Bus  Lines Newark,  N.  J 

Simpson  Motor  Bus  Co Carrollton,  111 

Eastern  Massachusetts  Railway  Co Boston,  Mass 

H:irol<l  1*;.  Hcnnrus Erie,  Pa 

KIrn.T  I.  Sliirley Boswell.  Pa 

W.  P.  U'olcott Rimersburg,   Pa 


C.  L.  Reese East  Bradv,  Pa.. . 

Rockford  City  Traction  Co Rockford.  111.      .  . 

Byrum  &  McCoy Turtle  Creek,  Pa.. 

Jiinies  G.  Grossman Greensburg,  Pa..  . 

1.  Eugene  Goodside Pittsburg.  Pa 

Mahoning  Auto  Co New  Castle,  Pa... 

Trenton  &  Mercer  County  Traction  Corp.    Trenton,  N.  J 


Route 
Altoona,  Pa.,  and  vicinity 
Cleveland,  O.,  and  vicinity 
Morrisville.  Pa.,  to  Trenton,  N.  J. 
Montreal,  Can.,  to  New  York,  N.  Y. 
Montreal  to  Quebec.  Canada 
Topeka  to  Kansas  City.  Kas. 
Orlean  to  Fillmore,  N.  Y. 
Beilaire  to  St.  Clairsville.  Ohio 
Naples  to  Canandaigua,  N.  Y. 
Asheville  and  Charlotte,  N.  C. 
Beaver  to  Vanport,  Pa. 
S.  Pasadena  to  Monterey  Park,  Cal. 
Davton  to  Hamilton,  Ohio 
Elgin  to  Cr>-stal  Lake,  III. 
Rockford  to  Dixon,  111. 
New  Brunswick  to  Freehold,  N.  J. 

Steubenville,  Ohio,  and  vicinity 
Mahoninetow-n,  Ohio 
Hannibal  to  Palmyra,  Mo. 
Portland  to  New  Meadows,  Me. 

Extension  routes  in  Rochester,  N.  Y. 
East  Orange  to  Belleville,  N.J. 
New  Brunswick  to  Asbury  Park,  N.  J 
Memphis,  Tenn.,  and  suburbs 
Portland  to  Old  Orchard,  Me. 
Gallatin  to  Red  Boiling  Springs,  Tenn. 
Salamanca  to  Allegany  Park,  N.  Y. 
Beloit  to  Monroe,  Wis. 
Nashville  to  Horn  Springs,  Tenn. 
Joplin  to  Baxter,  Mo. 
Camden,  N.  J..  Kaighn  Ave. 
Louisville  Streets 


Route 
Port  Jervis  to  Middletown,  N.  Y. 
Tharptown  and  vicinity 
Camden  to  Waterford,  N.  J. 
Atlantic  City  to  Cape  May,  N.  J. 
Camden  to  Audubon.  N.  J. 
Morgantown  to  Mt.  Morris,  W.  Va. 
Grand  Junction  to  Paonia.  Colo. 
Hornell  to  Rochester,  N.  Y. 
Salt  Lake  City  to  Pineerest,  Utah 
Canandaieua  to  Penn  Yan,  N.  Y. 
Richmond  to  Shield's  Lake,  Va. 
Staimton  to  Harrisonburg,  Va. 
Denver,  Colo,  and  vicinity 
Washington,  D.  C,  to  Alexandria,  Va. 
Georgetown  to  Ballston,  Va. 
Walden  to  Walkill.  N,  Y. 
Rome  to  Camden,  N.  Y. 
Sussex  t»  Newton,  N.  J. 
First  Street,  Ehzabeth,  N.  J. 
Camden  to  Merchantville,  N.  J. 
Camden  to  Westmont 
Ephrata  to  Elvers-^'n,  Pa. 
Lynchburg  to  Clifford,  Va. 
Norfolk  to  Suffolk.  Va. 
Richmond  to  Farmville,  Va. 
Lynchburg  to  Forest,  Va. 
Damascus  and  Glade  Springs,  Va. 
Danville  to  Greensboro,  N.  C. 
Konmark  to  Bristol,  Va. 
Victoria  to  Blackstone.  ^'a. 
Bristol  to"  Dante,  Va. 
Staunton  to  Basic,  \'a. 
Newark  to  Morristown.  N.  J. 
Carrollton  to  Kampsville,  III. 
W^akefield  to  N.  Saugus.  Mass. 
Erie  to  Corry,  Pa. 
Boswell  to  Jennertown,  Pa. 
Rimersburg  to  Chicora,  Pa. 
East  Brady.  Pa.  and  vicinity 
Rockford,  III.,  and  vicinity 
Tvirtle  Creek  to  Renton,  Pa, 
GrccnsWurg,  Pa.,  and  vincinity 
Pittsburg,  Pa.,  and  vicinitv 
New  Castle  to  Bessemer.  Pa. 
Trenton,  N.  J.,  and  vicinity 


Skinner  &  Green  Transportation  Co 

Fuirpoint-St.  Clairsville  Bus  Co 

Red  Star  Transportation  Co 

Mackay  Bus  Corporation , 

Parmentier  Motor  Bus  Co 

Herzog  Motor  Bus  Transportation  Co...  . 

Reliable  Motor  Bus  Co.. 

New  Englaiui  Bus  Lines,  Inc 

Brllaire-Neff  Bus  Co 

Pellemeier,  Inc 

125th  St.  &  Grand  Concourse  Garage  Co.. 

Royal  Green  Coacli  Co 

Pennsylvania  Rapid  Transit  Co 

.Mdrich  Bus  Lines,  Inc 

Dubble  Bee  Holding  Co.,  Inc 

Western  Ohio  Bus  Co 

Main  Street  B\is  Owners  Association 

Inter-l'rban  Motor  Bus  Line,  Inc 

United  Bus  Transportation  Co 


IncorpOf'atlons 


Lexington,  Ky. 

St.  Clairsville,  Ohio 

Zanesville,  Ohio 

Portland,  Maine 

Westville,  111. 

Edwanl.sville,  111. 

Peoria,  III. 

Holden,  Mass. 

Beilaire,  Ohio 

Richmond  Borough,  New  York  City 

New  York 

Dayton,  Ohio 

Philadelphia,  Pa. 

Norwich,  N.  V. 

645  Treniont  Ave.,  Bronx,  N.  V. 

Lima,  Ohio 

Patersnn,  N.  J. 

Newark.  N.  J. 

Newark,  N.  J. 


AugU8t.l923 


%  Financial 
©^      Section 


Wa-shinulon  Kapid  I'ransit  A>ks 
Ten-C'iiU  lUis  Fart- 
Application  for  a  10-cent  fare  on  all 
its  bus  lines  was  filed  with  the  Public 
Utilities  Commission  of  the  District  of 
Columbia  recently  by  the  Washington 
Rapi.l  Transit  Company,  operating 
buse^  in  the  city  of  WashinRton  and 
vicinity.     The  present  fare  is  8  cents 

The      company      declares      that 
present    rate    of    fare    is   "entirely 
adequate    to    enable    it    to    render 
kind    of    service    it    wants    to 
Washington." 

"It    is  the   desire   of   the   company, 
reads    the    petition     presented    to    the 
Public   Utilities  Commission,  "to   place 
itself   in   a   financial   position   where   it 
can    give    the    kind    of    service    which 
Washington    deserves    by    substituting, 
from  time  to  time,  the  most  improved 
type  of   motors   and   motor   buses   and 
increasing   in   every   way   possible   the 
efficiency    of    its   service.      This    is   im- 
possible  unless   the   return   on   the   in- 
vested   capiUl    from   time    to    time    is 
sufficient  to  meet  the  proper  and  neces- 
sarv  overhead  and  operating  expenses 
of  the  company,  the  creation  of  a  suffi- 
cient depreciation  reserve,  the  amortiza- 
tion  of   its  legitimate   expenses   of  or- 
ganization  and   financing,  the  creation 


BUS  _^ 

IKV^SHORIAnON 

ing  these  figures  it  must  be  borne  in 
mind  that  the  Washington  Rapid  Tran- 
sit Company  sUrted  operation  in 
March,  1921.  The  figures  for  that 
year,  'therefore,  represent  only  ten 
months  of  actual  operation,  in  a  period 
of  uncertainty  and  comparatively  slow 
development. 


Wi'.shington    Kapid    Transit 
Financial  Statement 


Co 


its 

in- 

the 

give    to 


looomr 

UIHTHI  iii«  revenue*: 
Krvi-iiuf  from  8-tent  I»r««  col- 

l..ct.-cl         »2«?-??? 

Iti-viiiiH'  from  aJvertuing 


1922 


3.014 


1921 

tll3.2M 
2.435 


T..lal  iPlM-ral'll! '■'•'^'''■'"'' 


V.  • 

.•>ii.ii 

(.■n.Holini* 
Lubricnnis 
Tires 


1285.772    1115.919 


$80,506 

6,909 

47.197 

3.299 

20.266 


»34.495 

2,355 

15.609 

889 

8.851 


Total  vehicle  oper«tion J158.177      $62,199 


OuraRcoptnition-. 

Siiiull  tools 

Salary,  garage  supenntcrulaiit .  . 

Whuci* 

l.iKtil .  heat  and  poKir 
•Supplies 


$103 
1,506 
4.635 
997 
1.509 


operation $8,750 


Total  garage 

Maintenance: 

Bniiv  repairs,  labor. . . 
H,«ly  repairs,  material 

Chas.sis  rcpaini,  labor 1465 

('lm!<.»i»  repairs,  material "-T?! 

Miscellaneous  maintenance 


$974 

1,186 

10,221 


252 


$1,100 

1.770 

259 

319 

$3,448 


$399 

417 

5.098 

2,281 

149 


maintenance $26,098 


of  a  fund  for  working  capital  and  pay- 
ment of  a  fair  and  reasonable  return 
on  its  investment." 

The  petition  then  goes  on  to  state 
that  the  present  rate  of  fare  authorized 
by  the  commission  is  entirely  inade- 
quate for  the  above  purposes.  The 
company  believes  that  an  increase  to  10 
cents  per  passenger  would  enable  it  to 
accomplish  the  ends  in  view,  and  there- 
fore prays  that  such  increase  may  be 
authorized  by  the  commission. 

"In  connection  with  this  request," 
states  the  petition,  "the  attention  of 
the  commission  is  directed  to  the  fact 
that  in  all  pioneer  enterprises  of  a  pub- 
lic utility  nature  in  which  risk  of  loss 
is  attendant  upon  the  inception  of  the 
enterprise,  a  higher  return  than  that 
allowed  a  long  and  safely  establi.shed 
public  utility  is  not  only  justified  but  is 
necessary  in  order  that  the  capital  es- 
sential to  the  enterprise  may  be  en- 
listed, and  experience  has  demonstrated 
that  this  higher  rate  is  ultimately  as 
much  in  the  interest  of  the  public  as 
of  the  company." 

The  application  sets  forth  that  the 
administrative  officers  of  the  company 
have  received  practically  no  salary 
since  operations  were  begun.  The 
company  estimates  that  it  should  be 
allowed  a  working  capital  fund  of 
$25,000. 

The  financial  statement  of  the  com- 
pany for  1922  as  contained  in  the  re- 
port of  the  Public  Utilities  Commission 
of  the  District  of  Columbia  is  given  in 
the  accompanying  table.     In  consider- 


Total 

Depreciation: 

Hodies 

f'haiwis    

Haltcriea 

Ccncralcqiiipment 

Garaite  equipment 

Miscellaneous  equipment. 


Total  depreciation 

General  and  miscellaneous  expenses: 
Salaries  of  officers^. .    ..,_,_        -        »5'^jj 


$18,006 
22.320 
900 
668 
535 
412 


$8,344 

$6,378 

9.178 

614 

270 

63 


$42,841      $16,503 


$7,499 
3,648 


3,817 

1.711 

15.158 

5,770 

540 

1,277 

8 

1.941 


2.725 
1.433 
6.020 
3.233 

211 
1.603 

129 
1.408 


$40,932     $27,909 


;-nUrie.'!.  general  office  clerks 
C.ineral      office     supplira     anil 

expenses 
Law  expena4-s 
insurance 

Rent  of  building 

I.icenses 

.Xdvertising    

Free  Riding 

Miscellaneous  general  expenses. . 

Total,     general    and     miscel- 
laneous expenses 

Total  operating  expense, $276,799    $118,403 

Non-operating  revenue "■  • 

Uiseounis  earned ■ 

Miscellaneous     n  o  n-operating 

revenue    

Total  non-operating  revenue. . 

Gross  income 

Deducti<ins  from  gross  income: 
Interest  on  funded  debt 

Other    deductions    Irom    gross 

income 

Total  deductions  from  gross 
income 


1.944 
1.667 


252 


2.209 
684 


120 


$3,863 
Net  corporate  income $5,834 

Traffic  9tati.stics:                         . 
P,u<-«ngen.carri.-<lat  8-cent  fare  in  1922. 
Kniployecs  and  others  earned  Iree 


Total  pvisengprs  carriiil 
Transfer  passengers  came<l 

PiLisengers  carried  per  bu»-mile 

Revenue   from    transportation   per   Du»- 

mile  (cents) -i    /    '  ■  >' 

Operating  expenses  per  bus-mile  (cents)  . 

Bus-miles  run  during  year  endwi.  Dec, 
1.497.718.  , 

Motor  buses  in  use  Dec.  31.  1922.  36. 


3.535.706 
108 

5.535.814 


57.227 
2  36 

19   01 
18   48 

31.   1922. 


405 

Federal  Tax  on  I'rivately 
Operated  School  Buses 

Internal  revenue  collectors  in  Iowa 
have  made  a  descent  on  the  drivers  of 
school  buses  who  own  their  vehicleg, 
and  are  collecting  tax  due  the  United 
States  from  this  source  for  the  years 
1921,  1922,  and  1923.  The  rat«  is  $10  a 
year  for  buses  having  capacity  from 
two  to  seven  passengers  and  $20  for 
buses  having  capacities  of  more  than 
seven.  The  $20  rate  applied  to  all 
school  buses.  Where  schools  own  the 
vehicles  the  tax  is  not  applied. 

Where  school  buses  are  operated  by 
the  state  or  any  sub-division  thereof, 
such  as  a  school  district,  no  Federal  Ux 
is  levied.  In  cases  where  school  buses 
are  operated  for  hire  by  privaU-  in- 
dividuals, the  same  rate  of  taxation  ap- 
plies on  those  buses  as  is  levied  on  any 
bus  used  commercially.  The  tax  in  that 
case  is  $10  for  a  bus  with  a  capacity 
of  more  than  two  and  not  more  than 
seven  passengers,  and  $20  for  any  bus 
with  a  capacity  greater  than  seven 
passengers.  The  tax  is  computed  on 
a  monthly  basis. 

Depreciation  on  Buses  18 '/2  Per 

Cent  Yearly 
Yearly  depreciation  of  buses  operated 
in  Oregon  by  the  Columbia  Stage  Line 
was  placed  at  18J  per  cent  during  a 
hearing  before  the  Public  Service  Com- 
mission of  that  state  recently.  The 
company  operates  along  the  Columbia 
River  from  Astoria  through  Portland, 
and  up  the  river  to  the  Dalles. 

To  show  the  rate  of  depreciation  on 
a  typical  passenger  stage  line  in 
Oregon,  the  commission's  technical  staff 
made  a  careful  investigation  as  to  the 
cost,  useful  life  and  salvage  value  of 
the  sixteen  cars  operated  by  this  com- 
pany. The  cars  were  equipped  to  carry 
twelve  and  fourteen  passengers.  Dur- 
ing the  early  period  of  their  service 
they  had  been  operated  over  compara- 
tively rough  and  unpaved  roads,  though 
at  the  time  the  survey  was  made  the 
route  had  been  paved. 

The  original  cost  of  the  sixteen  cars 
was  $81,650.  They  were  operated  for 
various  lengths  of  time  and  were 
sold  or  traded  in  on  new  equipment 
for  $23,3.50.  The  average  term  of  serv- 
ice  for  all  cars  was  3.8.5  years.  Using 
this  as  the  average  life  in  service,  the 
average  vearly  depreciation  on  all  cars 
was  found  to  be  $15,143  and  henc^  the 
yearly  rate  of  depreciation,  based  on 
the  original  cost,  was  18.5  per  cent 

These  results  were  not  considered  as 
in  any  way  determining  what  the  rate 
of  depreciation  is  on  other  lines,  and 
the  commission  was  careful  to  point  out 
that  at  the  time  the  survey  was  made 
the  line  in  question  was  operating 
under  unusually  favorable  circum- 
stances due  to  good  road  conditions  and 
the  partial  sUndardization  of  equip- 
ment. On  the  other  hand,  some  cars 
discontinued  were  in  roadworthy  con- 
dition, but  were  abandoned  to  complete 
standardization  on  a  single  make  of 
vehicle. 


406 

Fifth  Avenue  Coach  Earnings 
Increase 

Cui-rent  earnings  of  Fifth  Avenue 
Coach  Company,  New  York  City,  are 
running  considerably  ahead  of  last  year. 
Gross  revenue  for  ten  months  ended 
April  30,  1922,  amounted  to  $4,555,380 
compared  with  $4,271,331  in  the  corre- 
sponding period  of  the  preceding  year. 
During  the  ten  months  44,630,097  reve- 
nue passengers  were  carried.  This  is 
an  increase  of  2,740,924  over  the  similar 
period  in  the  previous  year. 

A  comparative  statement  of  earnings 
of  the  Fifth  Avenue  Coach  Company 
for  April,  and  for  ten  months  ending 
April  30,  1922,  and  1923  is  as  follows: 

1923            1922  Increase 

April  gross  revenue        .     $508,460  $499,577  $8,883 

Net  revenue  after  taxes      130,788  125.393  5,395 

Net  corporation  income      141,283  133.719  7,564 

T=n  mos.  gross  income  4,555,380  4,271.331  284,049 

Netaftertaxes 960.730  770.501  190.229 

Net  corporation  income  1,064.138  850,934  213,203 


BUS 

TtUNSPORTATION 


Bus.     1^ 
Regulation  ?p 


Feeders  for  Traction  Lines  Show 
$16,308  Deficit  for  Year 

Operation  of  motor  buses  as  feeders 
to  the  railway  system  of  the  Washing- 
ton Railway  &  Electric  Company, 
Washington,  D.  C,  resulted  in  a  loss  of 
$16,308.65  for  the  year  1922.  This  i? 
indicated  by  the  financial  statement  of 
the  company  given  out  recently. 
Passenger  revenue  and  operating  ex- 
penses from  May,  1922,  to  May,  1923, 
appear  in  the  accompanying  table. 

Bus  Revenue  and  Operating   Expenses, 
Washington   Railway   &    Elec- 
tric Company 


Passenger  Revenue: 

8-centcash    133,664 

$10,695 

61  cent  tokens 430,625 

28.708 

2-cenl  transfers 279.248 

5.777 

7Jt-cent  Marvland  tickets         1.961 

147 

3j-c  e  n  t    commutation 

tickets 973 

35 

$45,362 

Operating  expenses: 

Chauffeurs  wages 

19, 118 

Starters  and  inspectors  wages 

193 

Gasoline 

8,398 

Lubricants 

1,068 

5.179 
5.759 

Light,     heat,     power    and     water 

(garage) 

271 

(Jarage  supplies 

1.466 

Bodv  repairs — labor 

949 

Body  repairs — materials    

796 

Chassis  repairs — labor   

1.964 

Chassis  repairs — materials 

1.548 

Depreciation 

10,260 

Insurance 

126 

Injuries  and  damages.    .. 

1,973 

1  17 
5 

.Advertising 

Miscellaneous  general  expenses 

352 

Total 

59,542 

District  of  Columbia  franchise  tax. 

1,893 

.\11  other  taxes   . 

235 

61,670 

- 

$16,308 

uue  to  the  joint  operation  with  the 
Capital  Traction  Company  of  the  Wood- 
ley  Road  bus  line,  the  entire  loss  is 
not  borne  by  the  Washington  Railway 
&   Electric   Company. 

During  the  period  covered  by  the 
financial  statement,  the  buses  carried 
55,440  free  transfer  passengers  in 
addition  to  those  using  the  2-cent  trans- 
fer and  operated  308,406  bus-miles. 


Operating  Code  Discussed 

State  Officials  Confer  With  Bus  Men 
Over  Proposed  Regulations  Under 
New  Ohio  Law — Outline  of  Provi- 
sions   Adopted 

MOTOR  BUS,  steam  railway,  com- 
mercial trucking  and  street  rail- 
way men  convened  with  the  Ohio  Pub- 
lic Utilities  Commission  at  Columbus  on 
July  11  and  12,  to  discuss  proposed  reg- 
ulations to  be  imposed  by  the  commis- 
sion under  the  Freeman-CoUister  bus 
bill,  which  became  effective  on  July  27. 
Representatives  of  the  various  trans- 
portation systems  had  been  invited  to 
submit   proposals   for   regulations. 

None  of  the  decisions  reached  at  the 
meeting  is  final,  the  commission  re- 
serving the  right  finally  to  approve  a 
set  of  regulations  after  the  Freeman- 
Collister  bill  is  in  effect. 

Safety  measures  were  discussed  at 
great  length.  It  was  agreed  that  buses 
should  come  to  a  full  stop  before  pro- 
ceeding to  cross  a  railroad  in  the  city 
limits  and  in  the  country.  The  matter 
of  stopping  at  interurban  crossings  was 
left  to  the  utilities  commission  to  de- 
cide with  the  suggestion  that  the  com- 
mission, in  making  out  the  certificates 
of  convenience  for  bus  lines,  specify  all 
such  stops  on  the  route  to  be  traversed 
by  the  buses.  It  was  also  agreed  that 
buses  should  pass  crossings  in  second 
speed. 

The  regulations  were  assembled  by 
John  Harold,  head  of  the  motor  trans- 
portation department  of  the  commission, 
and  were  approved  by  Judge  E.  E.  Corn, 
attorney  for  the  commission.  There  are 
about  eighty  regulations  in  all,  mostly 
of  a  minor  regulatory  nature.  Mr.  Har- 
old will  be  in  direct  charge  of  the  en- 
forcement of  the  rules.  He  told  the 
bus  men  that  the  first  rule  definitely  de- 
cided on  by  the  commission,  and  one 
that  it  will  insist  be  strictly  enforced, 
is  that  schedules  be  adhered  to  faith- 
fully. Buses  must  not  leave  their  sta- 
tions before  schedule  time,  even  if  they 
are  filled  some  time  before,  he  said,  and 
regular  trips  must  be  made. 

Another  ruling  that  the  commission 
insists  on  establishing  is  that  when  a 
bus  breaks  down  on  the  road,  passengers 
must  be  transferred  to  the  first  bus 
which  passes  bound  in  the  same  direc- 
tion, whether  it  be  a  bus  operated  by 
the  same  company,  or  one  operated  by  a 
competitor.  In  a  case  of  this  kind  the 
compensation  will  be  prorated. 

Under  the  Freeman-Collister  bill  re- 
viewed at  length  previously  in  Uvs 
Transportation,  all  inter-city  and  local 
bus  lines  and  commercial  trucking 
companies  doing  inter-city  hauling  are 
compelled  to  take  out  licenses  with  the 
commission  and  post  bonds.  There  is 
an  insurance  clause  in  the  new  law  also. 


Vol.2,  No.8 

The  license  fees  range  from  $40  to  $240, 
graduated  according  to  the  capacity  ol 
the  buses.  The  amounts  of  the  bonds 
will  be  fixed  by  the  commission  later. 
Bus  lines  and  trucking  companies  in 
business  in  the  State  prior  to  April  28, 
the  date  the  bill  was  filed  with  the  Sec- 
retary of  State,  were  issued  certificates 
of  convenience  without  hearings,  except 
where  protests  had  been  filed. 


Regulatory  Act  Passed 
in  Milwaukee 

The  City  Council  of  Milwaukee,  Wis., 
recently  passed  an  ordinance  providing 
for  the  regulation  of  bus  lines  by  the 
granting  of  licenses  to  companies  con- 
templating operation. 

No  franchise  or  permit  for  any  line 
was  issued,  however,  and  consideration 
of  the  applications  of  the  Milwaukee 
Electric  Railway  &  Light  Company,  the 
Milwaukee  &  Suburban  Motor  Coach 
Company,  and  the  Wisconsin  Motor 
Coach  Company  for  exclusive  permits 
to  operate  on  the  most  desirable  routes, 
will  not  be  renewed  until  the  Council 
meets  in  September.  In  the  meantime 
the  electric  railway  buses  are  left  in 
possession  of  the  route  over  which  they 
are  now  operating. 

The  recent  ordinance  passed  by  the 
Council  declares  that  operation  of  any 
motor  vehicle  upon  Milwaukee  streets 
aff'ording  passenger  transportation  sim- 
ilar to  that  afforded  by  street  railways 
shall  be  illegal  unless  consent  of  the 
Common  Council  for  such  operation  is 
procured  through  a  license.  Application 
for  such  a  license  must  be  made  to  the 
Common  Council  and  it  must  contain 
full  information  as  to  the  person  or 
corporation,  the  name,  type  and  make 
of  each  vehicle  to  be  used;  seating 
capacity,  route  or  territory  to  be  cov- 
ered, hours  of  operation  and  rate  of 
fare  to  be  charged.  The  issuance  or 
denial  of  such  license  shall  be  decided 
by  majority  vote  of  the  Common  Coun- 
cil. After  a  license  is  obtained  addi- 
tional vehicles  may  be  put  in  operation 
by  the  licensee  over  the  same  route 
without  a  new  application.  Licenses 
shall  expire  July  1  of  each  year.  Pro- 
vision is  made  that  the  granting  of  a 
license  shall  not  be  construed  as  grant- 
ing an  exclusive  use  or  right  to  operate 
over  any  designated  route  or  territory. 
As  a  reasonable  compensation  for  the 
maintenance  of  bridges  and  pavements, 
regulation  of  trafiic,  etc.,  the  following 
schedule  of  license  fees  is  fixed: 

For  each  vehicle  with  a  capacity  of 
four  passengers  or  less,  $5  a  year; 
more  than  four  or  less  than  ten  pas- 
rengers,  $10  a  year;  more  than  nine 
and  less  than  twenty  passengers,  $100 
a  year;  more  than  nineteen  and  less 
than  thirty  passengers,  $125  a  year; 
more  than  twenty-nine  passengers,  $150 
a  year. 

If  the  route  of  any  vehicle  extends 
beyond  Milwaukee  County  only  25  per 
cent  of  the  fee  shall  be  charged. 

An  amendment  adopted  limits  the 
operation  cf  single-deck  buses  with 
pneumatic   tires  to  the   hours   between 


August,  1923 


hL'S 

IKVSSI-ORIAIION 


407 


7:30  a.  m.  Sundays  and  6:30  a.  m. 
weok  days,  and  niidnitjlit;  and  for 
double-deck,  solid  tire  buses  to  hours 
between  8:;i0  a.  ni.  Sundays  and  7:30 
a.  m.  week  days  and  10:30  p.  ni.;  buses 
can  operate  only  one  way  on  a  street 
30  ft.  or  less  in  width. 


Iiijuiirtioii  Rraily  to  S«'r\r 

Ne«  York  (  it>  IJii-,  l.ino  Will  He 
Stopped  if  (HtM'rnor  Heeds  Mayor's 
I'lea 

OPERATION  of  buses  in  New  York 
under  the  supervision  of  the  city 
may  be  stopped  by  injunction  at  any 
time.  This  was  the  way  matters  stood 
on  Aujr.  2.  Attorney  Marshall,  acting 
for  a  taxpayer,  actually  has  in  his 
possession  the  key  to  the  situation. 
Some  time  at;o  Supreme  Court  Just  ce 
Mullan  granted  to  .Mr.  Marshall's  client 
an  injunction  order,  but  the  sei-ving  of 
this  was  put  off  pending  appeal  by  the 
city  to  the  Court  of  Appeals  through  a 
stay  of  execution  secured  by  the  Cor- 
poration Counsel.  That  body  on  July 
14  denied  the  request  of  the  city. 

There  are  twenty-eight  municipally- 
supervised  bus  lines  in  New  York  City, 
and  it  is  said  that  last  year  they  carried 
more  than  80,000,000  passengers.  It 
was  expected  that  the  injunction  would 
be  served  at  once,  but  Mr.  Marshall 
has  withheld  action  to  that  end.  His 
hope  is  that  the  .Mayor  will  listen  to 
reason.  As  it  is  now,  money  of  the 
taxpayers  is  being  used  by  the  city  to 
provide  men  for  supervising  the  present 
bus  lines.  It  is  to  this  expenditure  that 
Mr.  Marshall's  client  objects.  Mr. 
Marshall  says  that  he  will  be  satisfied 
if  the  Board  of  Estimate  shall  grant 
franchises  to  bus  operators  as  was  done 
in  the  case  of  the  Concourse  Bus  Line. 
The  Mayor  professes  to  see  in  this 
merely  a  scheme  of  the  local  traction 
companies  eventually  to  secure  such 
grants.  As  for  the  Transit  Commis- 
sion it  stands  ready  and  willing  to 
approve  certificates  of  convenience  and 
necessity  where  in  its  judgment  the 
conditions  warrant. 

With  the  Mayor  seeing  the  whole 
move  as  a  plot,  he  called  a  special  meet- 
ing of  the  Board  of  Estimate  for  July 
16  at  which  he  urged  the  board  to 
appoint  a  committee  to  request  the 
Governor  to  call  an  extra  session  of 
the  Legislature  to  push  through  a 
program  of  transit  legislation  for  the 
city  similar  to  the  one  which  faile<l  at 
the  recent  session.     The  Mayor  said: 

"It  is  not  the  intention  of  the  Board 
of  Estimate  to  continue  indefinitely  this 
private  operation  of  buses,  but  to  do  so 
only  until  such  time  as  the  courts 
decide  as  to  the  city's  right  to  purchase 
and  operate  buses  or  the  Legislature 
empowers  the  Estimate  Board  to  in- 
stall a  proper  city-owned  and  city- 
operated  bus  system." 

The  Mayor  had  his  way  in  the  board. 
As  a  result  a  delegation  headed  by  him 
went  to  Albany  on  July  16  and  appealed 
to  the  Governor  to  call  the  Legislature 
in  special  session.  The  transit  situa- 
tions in  Buffalo  and  Schenectady  grow- 


in;.;  out  of  the  railway  strike.s  there 
have  resulted  in  similar  appeals  frun 
these  cities  for  the  right  to  operat' 
buses.  The  Governor  took  all  of  th. 
appeals   under  consideration. 

As  indicated  previously,  Mr.  Marshall 
has  said  that  it  is  his  hope  the  city  will 
proceed  to  provide  for  the  legalized 
operation  of  the  buses  under  franchises 
from  the  cit.v  and  with  certificates 
from  the  Board  of  Estimate,  but  that 
in  the  event  of  the  calling  of  a  special 
session  of  the  Legislature  he  will  act 
a',  once  to  serve  the  restraining  order 
which  he  has  obtained  from  the  court. 

The  original  move  by  Mr.  Marshall 
in  behalf  of  Mr.  Schafcr  was  taken 
last  summer.  On  Oct.  4  an  injunction 
was  issued  restraining  the  city 
officials  from  using  city  funds  in  connec- 
tion with  bus  operation.  Justice 
Mullan,  who  granted  the  injunction, 
held  that  the  city  must  be  enjoined 
from  "appropriating  municipal  funds 
for  the  purchase  and  operation  of 
municipal  motor  buses  and  from  operat- 
ing or  assisting  in  or  supervising  the 
operation  of  privately-owned  buses  that 
are  now  being  operated  without  fran- 
chises but  with  official  sanction."  On 
the  plea  from  the  Corporation  Counsel 
the  court  on  Oct.  16  issued  a  stay 
against  the  enforcement  of  the  provi- 
sions of  the  injunction  which  continued 
in  effect  pending  appeal. 

In  connection  with  the  matter  a  new 
angle  of  surprising  importance  affecting 
municipal  operation  of  buses  in  New 
York  State  has  developed  at  Albany. 
It  seems  that  the  Legislature  of  1923 
passed  for  the  second  time  an  amend- 
ment to  article  twelve  of  the  New  York 
State  constitution  (the  so-called  home- 
rule  for  cities  amendment),  and  that 
this  amendment  will  be  voted  on  by  the 
people  at  the  November  election. 

If  it  goes  through,  the  only  kind  of  a 
law  the  Legislature  could  pass  on  the 
subject  would  be  a  law  that  would 
allow  each  city  in  the  State  to  own  and 
operate  bus  lines;  the  law  would 
authorize  not  only  the  city  of  New  York 
with  a  population  of  more  than 
5,000,000,  the  city  of  Buffalo  with  a 
population  of  500,000  to  operate  bus 
lines,  but  would  for  instance  confer  like 
jurisdiction  upon  the  city  of  Sherill 
in  Oneida  County  which  has  a  popula- 
tion of  1,761,  and  a  goodly  number  of 
the  smaller  up-state  cities  are  not 
enthusiastic  about  having  such  a  prob- 
lem thrust  upon  them. 

The  logical  conclusion  is  if  New  Y'ork 
City  is  to  be  given  the  right  to  own  and 
operate  bus  lines,  it  must  be  done  by 
the  present  Legislature  before  the 
November  election.  Whether  the  up- 
state members  of  the  Legislature  would 
give  to  New  York  City  the  legislation  in 
extraordinary  session  it  denied  to  them 
at  its  regular  term  is  entirely  prob- 
lematical, but  unless  an  extra  ses- 
sion is  called,  and  if  the  proposed 
constitutional  amendment  prevails,  the 
city  of  New  York  will  never  be  able  to 
get  a  special  municipal  ownership  act 
on  the  statute  books  except  by  the  vote 
of  two-thirds  of  the  legislature. 


What.    When    and    W  hi-ri- 
for   the   MutoriHt 

By   Frank    \V.n/.-l,    .lii.-r   ..f   " 


This  little  volume  contains  the  infor- 
mation about  the  New  York  State  motor 
vehicle    laws    which    every    owner    and 
user  of  the  automobile  .shoul'' 
In   the    preface    appears    the 
statement: 

"A  knowledge  of  'what*  the  law  re- 
quires of  the  motori.st,  'when'  he  is 
within  his  rights  and  'where'  his  respon- 
sibilities begin  and  end,  is  most  es.-ien- 
tial  before  any  great  improvement  can 
be  expected  in  lessening  the  great 
annual  loss  of  life  and  property  due  to 
the  improper,  and  in  many  cases  crim- 
inal, operation  of  motor  vehicles.  To 
disseminate  the  information  necessary 
for  the  achievement  of  this  end  is  the 
purpose  of  this  volume." 

The  author  then  proceeds  to  cover 
the  application  of  the  law  by  subjects. 
First  he  tells  what  the  owner  must  do 
to  comply  with  the  law  of  ncgli^-.  r 
regarding  operation  of  automobiU  ~. 
Then  he  gives  qualifications  and  duties 
of  chauffeurs,  and  the  legal  responsibili- 
ties of  garage  owners. 

A  well-worded  article  sets  forth  the 
duties  and  rights  of  pedestrians,  while 
other  sections  deal  with  manufacturers, 
dealers,  and  laws  of  the  highway. 

Omnibus  laws,  courts  and  judicial 
officers  exercising  jurisdiction  in  towns 
and  villages,  suspension,  revocation  and 
reissuance  of  licenses,  and  some  well- 
defined  "Don'ts  for  Motorists"  are  also 
a  feature  of  this  valuable  little  volume. 
Mr.  Wenzel  has,  in  fact,  translated  the 
motor  vehicle  law  into  readily  under- 
standable language. 


Highway   Research   Projecia 

H.y  ITor  William  K.  Halt.     I'ubllnhod  by 
.NuiioiKil  Research  Council  of  the  National 
Acadt-m.v    of   ScK-nci-s,    WanhlnKton     D     C 
1»22.      102   |ia(5»»,   6]   X   SJ    In.;    paper  cov- 
ered. 

This  bulletin  is  prepared  primarily  for 
research  workers  who  desire  to  be  in- 
formed about  projects  in  highway  engi- 
neering and  highway  transport  re- 
search, either  under  way  or  recently 
comjileted.  The  items  are  arranged 
under  headings  such  as  Economics, 
Operation,  and  Road  Design.  Under 
each  of  these  are  many  references  to 
the  various  research  projects;  these  are 
arranged  according  to  stat«s.  A  brief 
note  is  given  showing  who  is  handling 
the  work  and  just  what  is  being  done. 
Most  of  the  material  seems  to  relate 
to  highway  investigations.  The  infor- 
mation on  developments  relating  to  the 
design  of  vehicle  as  related  to  the  road 
has  been  omitted,  it  is  said,  because 
that  field  is  being  studied  by  the  So- 
ciety of  Automotive  Engineers. 


408 


BUS 

TRANSPORTATION 


Vol.2,  No.8 


Personal 


^ 


Notes 


Ralph  L.  Jacobs  Makes 
a  Record 

Transportation  Superintendent  of  Trac- 
tion Company  Bus  Lines  Knows  His 
Job — Applied  Novel  Ideas 

RALPH  L.  JACOBS  has  been  ap- 
pointed superintendent  of  trans- 
portation of  the  Dayton  &  Columbus 
Transportation  Company  and  the  Co- 
lumbus &  Zanesville  Transportation 
Company,  the  two  bus  companiss  oper- 
ated in  co-ordination  with  the  lines  of 
the  Indiana,  Columbus  &  Eastern  Trac- 


Di'^Ui    liy    B<nii>i<j'Ji'fiiii 

R.  L.  Jacobs 


tion  Company.  Mr.  Jacobs  entered  the 
transportation  field  in  April,  1910,  as  a 
motorman  on  the  Lima  city  lines  of 
the  former  Ohio  Electric  system.  After 
three  months  of  service  on  the  city 
lines,  he  was  transferred  to  the  interur- 
ban  service  in  which  he  remained  as  a 
motorman  until  November,  1915,  when 
he  became  a  dispatcher  in  Lima. 

While  in  the  train  dispatchers'  office 
at  Lima,  Mr.  Jacobs  started  the  opera- 
tion of  a  fleet  of  freight  trucks  in  local 
service,  and  it  was  due  very  largely  to 
his  experience  in  operating  this  freight 
truck  line  that  he  was  selected  as  su- 
perintendent of  the  traction  company 
bus  lines  when  this  service  was  started. 

In  October,  1921,  Mr.  Jacobs  was 
transferred  from  Lima  to  Springfield 
where  he  continued  to  dispatch  trains 
up  to  the  first  of  this  year,  when  the 
traction  company  decided  to  enter  the 
bus  field,  not  only  as  a  matter  of  self- 
protection  against  outside  bus  competi- 
tion, but  also  because  it  was  believed 
that  the  co-ordinated  traction-bus  serv- 
ice would  prove  a  profitable  venture. 

With  the  organization  of  the  two 
motor  bus  lines  by  the  traction  com- 
pany Mr.  Jacobs  was  told  "to  go  to  it." 


And  he  is  "going  to  it."  While  he  re- 
gards bus  operation  as  being  a  perma- 
nent part  of  the  transportation  system 
of  the  future,  he  views  the  system  at 
present  as  in  the  experimental  stage. 
Close  survey  is  kept  by  his  office  on 
the  operation  of  the  fleets  of  the  two 
companies  with  a  view  to  improvement 
of  service  and  the  institution  of  econo- 
mies so  as  to  reduce  overhead  and  con- 
sequently increase  the  profits. 

The  two  companies  at  present  have 
twenty-one  seven-passenger  Studebaker 
touring  cars  in  operation  on  routes 
parallel  to  lines  of  the  traction  com- 
pany. Two  additional  eighteen-passen- 
ger  buses  are  being  used  in  the 
Zanesville  city  service,  while  another 
twenty-two  passenger  bus  is  being 
used  between  Columbus  and  Grove  City, 
Ohio,  the  latter  route  being  abandoned 
by  traction  service  some  months  ago. 

Reserved  Seats  a  Feature 

One  of  the  novel  ideas  adopted  by 
the  bus  lines  under  the  supervision  of 
Mr.  Jacobs  was  the  adoption  of  the  "re- 
serve seat"  plan  for  the  motor  cars. 
Traction  car  and  bus  tickets  on  the  two 
lines  are  not  interchangeable,  although 
both  use  the  same  stations;  the  trac- 
tions generally  departing  on  the  hour 
from  the  terminals,  and  the  buses  on 
the  half  hour.  Those  desiring  to  use 
the  bus  lines  request  a  "motor  ticket" 
which  bears  a  seat  number.  The  buses 
are  only  "sold"  to  their  seating  ca- 
pacity, thus  assuring  every  passenger 
a  seat.  Another  feature  of  the  plan 
provides  that  a  person  contemplating 
a  trip  may  telephone  the  station  and 
have  a  seat  on  a  bus  resei-ved  for  him. 

But  behind  the  whole  project,  with 
his  fingers  constantly  on  the  pulse  of 
the  operations  to  keep  things  moving 
smoothly  and  surely,  is  Ralph  L.  Jacobs, 
who  in  the  brief  time  that  the  service 
has  been  in  operation,  has  gained  the 
respect  and  admiration  of  his  co-work- 
ers in  the  traction  company. 


Prince  of  Wales  Honors 
Transport  Institute 

At  the  dinner  of  the  Institute  of 
Transport,  held  at  the  Savoy  Hotel, 
London,  recently  it  was  announced 
that  for  the  coming  year  his  Royal 
Highness,  the  Prince  of  Wales,  K.  G., 
K.  T.,  had  agreed  to  become  honorary 
president  of  the  institute.  In  this  po- 
sition he  succeeds  the  Right  Hon.  Lord 
Ashficld,  chairman  of  the  board  of  the 
London  Genoial  Omnibus  Company. 

The  president  of  the  institute,  Sir 
Sam  Fay,  in  making  this  announce- 
ment, said  that  the  institute  was  in  its 
infancy  and  in  his  opinion  must  as- 
suredly grow"  with  the  heir  to  the 
throne  as  its  honorary  president. 


Jersey  City's  Supervisor 

Joseph  E.  Colford  Heads  Bureau  of 
Motor  Bus  Transportation — He  Is 
Making  the  Buses   Dependable 

THE  Motor  Bus  Transportation  Bu- 
reau of  Jersey  City,  N.  J.,  under 
the  direction  of  Joseph  E.  Colford,  is 
making  remarkable  progress  in  the  co- 
ordination and  supervision  of  the  motor 
bus  lines  of  the  city,  and  because  of 
its  efficiency  and  apparent  sincerity  is 
rapidly  gaining  the  confidence  of  the 
public  and  the  enthusiastic  suppoi't  of 
the  bus   operators. 

Mr.  Colford  took  charge  of  the  bureau 
in  September,  1922.  He  set  to  woi-k  at 
once  to  build  up  a  system  of  bus  lines 
noted  for  their  speed,  safe.y  and  de- 
pe.idability.  Under  his  regime  the  pop- 
ularity of  the  bus  as  a  means  of  trans- 
portation has   increased  greatly. 

There  are  more  than  200  buses  op- 
erating in  Jersey  City  at  the  present 
time.   A  city  ordinance  regulates  sched- 


J.  E.  Colford 

ules,  establishing  a  maximum  headway 
of  four  minutes  for  day  operation — two 
minutes  during  rush  hours.  The  bureau 
sees  to  it  that  these  schedules  are  main- 
tained. 

Supervisor  Since  Sept.  1,  1922 

Specifications  for  buses  are  regulated 
by  the  city  and  all  buses  are  equipped 
with  the  latest  devices  to  insure  safety, 
speed  and  comfort.  The  personnel  of 
the  bureau  includes  several  inspectors 
who  are  on  the  job  day  and  night  seek- 
ing to  prevent  violations  of  the  city 
ordinances  and  to  enforce  the  mainte- 
nance of  bus  schedules.  Every  bus  in 
operation  must  be  driven  to  the  City 
Hall  once  a  month  for  mechanical  in- 
spection. A  tax  of  5  per  cent  on  gross 
receipts  is  levied  by  the  city.  This  levy 
amounts  at  the  present  time  to  about 
.$7,000  a  month.  The  revenue  of  the 
city  from  this  source  has  increased 
more  than  .'50  per  cent  since  Mr.  Col- 
ford became   director  of   the  bureau. 

Mr.  Colford  was  born  in  Newark,  N. 
J.,  on  May  2G,  1883.  He  was  educated 
in  the  Public  Schools  of  Jersey  City. 
In  1908  he  was  appointed  to  the  posi- 
tion   of    clerk    in    the    city    collector's 


August,  1923 

office  and  was  later  appointed  Tax  As- 
sessor in  the  Tax  Department  at  Jersey 
City. 

His  entrance  upon  the  work  of  the 
position  as  supervisor  of  the  Jersey 
City  Bus  Transportation  Bureau  dates 
from  Sept.  19,  1922,  when  he  was  ap- 
pointed assistant  deputy  director  of 
revenue  and  finance.  The  duties  of  this 
office  include  the  direction  of  the  bu- 
transportation  bureau. 

Bus  Service  Must  Be  Defenuable 
Mr.  Colford  believes  in  the  futuie 
of  the  bus  business.  He  believes  that 
the  confidence  of  the  public  must  be 
gained  in  order  to  insure  permanent 
success.  He  believes  further  that  if 
the  drivers  of  buses  will  treat  their 
passengers  with  courtesy  and  bend 
every  effort  to  maintain  dependable 
schedules,  bus  transportjition,  now  in 
its  infancy,  can  be  developed  into  one 
of  the  most  important  means  of  trans- 
portation. 

— # 

M.    H.   Newton,   Cleveland 
Advertising  Manager 


BUS 

IKANSHOHIATION 


409 


Business  Information 


Whal  Is  I"  11.. 
IhiukIiI  "IkI  lium. 
l.at<-.Ht  n«-wH  from 
till-  factorli-s  and 
till-  lUlil. 


.Murki-t  conilitiDiiM 
uffcc-tiHK  ">'■  ''"^ 

ini 
Prico  chui.. 

lull'"-    - 
c'imiii«"lii"' 


IJiis  ()nU'i>  l)i\«r>ilM«l 


MH.  NEWTON,  formerly  advertis- 
•  inp  manager  of  the  White  Com- 
pany, Cleveland,  has  been  appointed 
advertising  manager,  Cleveland  terri- 
tory, for  Bus  Transportation.  Mr. 
Newton  is  an  old  newspaper  man,  hav- 
ing been  a  reporter  and  special  WTiter 
for  the  Biooklifn  Eagle  from  1900  to 
1909.  During  the  last  year  of  this 
connection  he  was  automobile  editor  of 
that  paper. 

From  1910  to  1912  he  was  publicity 
manager  of  the  United  States  Motor 
Company,  which  embraced  Maxwell, 
Columbia,  Stoddard-Dayton,  Brush 
Runabout,  and  Sampson  trucks.  At 
the  same  time  he  was  acting  as 
automobile    editor    of    the    New    York 

In  December,  1912,  he  went  with 
the  White  Company,  Cleveland,  as  a 
copy  writer.  In  191.5  he  became  as- 
sistant advertising  manager,  and  then  in 
1917  was  appointed  advertising  man- 
ager. Mr.  Newton  is  a  member  of  the 
Cleveland  .advertising  Club  and  the 
Advertising  Club  of  New  York  and  the 
Society  of  .-Vutomotive  Engineers,  a  na- 
tional body  with  its  main  office  in  New 
York  City. 

Mr.  Newton's  wide  experience,  and 
his  knowledge  of  the  entire  automobile 
industrv  will  be  of  the  greatest  value 
in  his  new  work.  He  began  service 
with  the  McGraw-Hill  Company  on 
July   1. 


Study  of  Kecenl  I'urchasen  Show>  Num- 
ber of  I'iers  Increasing  and  Widtr 
.Vppri-ciation  of   Vehicles   Mobility. 

ORDERS  for  buses  placed  during 
the  first  six  months  of  the  present 
year  by  electric  railways  afford  striking 
evidence  of  the  spread  of  the  idea  of 
the  use  of  the  bus  among  the  railways. 
Not  since  last  September,  when  Bus 
Transportation  published  a  detailed 
study  of  this  matter,  have  figures  been 
published  compiled  from  official  sources, 
but  additional  evidence  is  provided  by 
even  a  casual  study  of  the  record  of 
orders  for  buses  placed  recently  as 
reported  in  Bus  Transportation. 

.Among  the  outstanding  recent  orders 
for  buses  by  the  railway  is  the  one  at 
Los  Angeles  for  eighty  vehicles.    Next 
in  importance  perhaps  in  po'.nt  of  size 
is    the    Washington    order    for    twenty 
vehicles.     From   these  the   orders   trail 
down    to    purchases    of    only    a    single 
vehicle.     The  average  of  purchases  of 
buses  by  the  railways  exclusive  of  the 
Los   Angeles   order   is   6   per  company, 
with  the  highest  order  twenty  and  the 
smallest   one.     Figures  of  pereenUges 
increase    in    purchases   do   not   tell    the 
story.     In   the   absence   of   a   carefully 
prepared  tabulation  of  vehicles  in  serv- 
ice such  as  was  made  in  Bus  Trans- 
portation last  September,  it  would  ap- 
pear that   the   orders   for  buses  placed 
by  the  railways  for  the  full  year  1923 
will    be    greatly    in    excess    of    those 
ordered    last    year.      The    tendency    of 
orders  in  the  general  field  is  to  fall  off 
as  the  winter  season  approaches  owing 
to   the  desire  among  buyers  to  secure 
spring  delivery,  but  the  indications,  as 
far   as  the   purchases  by   the   railways 
are  concerned,  is  that  they  may  be  ex- 


pected to  hold  up  well  during  the  re«t 
of  the  year.  In  fact  the  news  of  each 
additional  purchase  acts  to  stimulate 
interest  in  the  bus  among  non-users. 

There  are  some  repeat  .sales  amonK 
the  recent  orders,  but  the  evidence  fur- 
nished by  the  reports  of  recent  sales 
shows  many  new  companies  among  the 
bus  users.  Best  of  all,  the  sales 
records  show  initial  purchases  by  a 
number  of  companies  which  may 
reasonably  be  expected  to  become 
large  purchases  of  equipment  in  the 
future.  The  very  nature  of  the  territory 
in  which  these  companies  are  now 
located  and  the  needs  of  the  fast  grow- 
ing population,  in  many  cases  remotely 
served  by  some  of  the  present  railway 
lines,  bear  out  this  prediction 

Another  important  piece  of  evidence 
which  the  recent  records  of  .sales  af- 
fords is  the  wide  variety  of  the  equip- 
ment specified.  The  orders  arc  for 
practically  every  type  of  equipment 
from  the  modest  cross-seat  bus  to  the 
limousine  type  of  sedan  bus  and  the 
double-deck  coach  such  as  the  Louis- 
ville Railway  proposes  to  operate.  This 
in  itself  shows  the  trend  of  the  times 
and  indicates  the  growing  evidence 
among  the  railways  of  their  apprecia- 
tion of  the  mobility  of  the  bus  as  a 
means  of  transportation. 


Gasoline  Prices,  July  2.5,  1923 


Obiluarv 


Fred   .\.   Haas  of   Watertown.  N.  V., 

part  owner  of  the  Watertown-.Alexan- 
dria  Bay  Bus  Line  (Haas  &  Larabee), 
died  recently  as  the  result  of  a  shock. 
Mr.  Haas  was  born  in  Alexandria  Bay 
and  has  lived  in  that  village  until  two 
years  ago  when  the  Watertown-.'Mex- 
andria  Bay  Bus  Line  was  placed  in 
operation. 


Ccnia 
Tnnk 

City  Wagon 

Albiiny.  N    Y...  2'    5 

Atlmia,  G...  .  I' 

Himtoii,  .Mum.  ''    ' 

CliicnKo.  HI     .  .  20 

Detroit.  Mich  ii   ^ 

Fort  Worth.  T«*xaa.  ■  '' 

lii(liiin»poli»,  Iml j9  8 

.Iiirknonvillc,  Fla  ,  I' 

KansM  City.  M"  ''5 

l.ouinvillc.  Ky.  iO 

Mfiiiphis,  Tenn..  .  '7 

Milwaukee.  Wis 20.6 

Minniapolij,  Minn...  21    5 

Mobile.  Ala \l   , 

Nc»;.rk.  N.  J 20  5 

N.w  Haven.  Conn  2'   J 

Ni»  Orlcano.  La.  ';   * 

New  Vork.  N.  V  21   5 

Oklahoma  City.  Okla.  IJ 

Philadelphia.  Pa  20 

Pitt.«burKh.  Pa..  20 

Richmond.  Va..  20  > 

St    I-ouis.  Mo .. .  20  2 

Salt  I.akc  City.  Utah 2'   ' 

San  Francisco,  Cal * 

.Seattle.  Wash '' 

Spokane.  Wash  20  3 

Washington.  D    ('  20 


per  Gal. 
Sen'ice 
Station 
24 
22 
24 
22 

23  4 
21 

23.8 
22 

22  5 
23 
21 
22.6 

23  5 
21 

23  5 
25 

18  S 
24 
16 
25 
25 

25.5 
22  5 
26 
19 
21 

24.5 
22 


Rumors  of  .\nother  Tire 
Price  Cut 
Rumors    of    a    further    reduction    in 
the    price    of    rubber    tires    have    been 
current     during     the     first     days     of 
.August.      These  reports  naturally  had 
a     disturbing    effect     in     the     .security 
market,  but  officials  of  the  larger   tire 
companies   were    quick   to    deny    them. 
In  some  quarters  it  is  pointed  out  that 
while   the    major    manufacturers    were 
adhering  to  their  list  prices   for  tires, 
they  were  offering  larger  discounts  to 
dealers.       This    practice,   it   is   argued, 
makes  for  further  unsettlement  of  the 
market,  as   there   is   apparently  no  es- 
tablished price  for  tires.      As  a  result 
similar  products  often  sell  at  different 
prices  in  a  single  community. 

Akron,  Ohio,  the  center  of  the  rubber 
industry,  reports  no  let-up  in  the  de- 
mand for  bus  and  truck  tires,  although 
the  demand  for  pleasure  car  tires  is 
now  only  about  70  per  cent  of  the  peak 
of  early  spring. 

The  Kelly-Springfield  Company  is 
said  to  have  guaranteed  prices  to  deal- 
ers until  the  fall,  and  the  United  SUtes 
Rubber  Company  is  said  to  have  given 
no  consideration  to  the  matter  of  price 
reduction.  Other  manufacturers  are 
also  reported  as  not  contemplating 
any  immediate  change  in  price.  Never- 
theless, the  rumors  about  reductions 
persist. 


BUS  August,1923 

410  TRANSPORTATION 

TVTina   «JfntPS!   T)pfeat    Gasoline   Tax  the  movement  to  shutdown  were:    E.  W.  i.,^*'"h"arrTc?ntly  a'^WeHn'^ddUioAal  AJX^^ 

Nine  States  Ueteatuasoiine   la  Marland  Oil  Company  of  Mumate  v.us  to  it.s  fl'-eVh'/'^A^D  u?t'  ma  ; 

Measures  p^_^^,^   ^i^^^   0^1^_^   ^hi,h   controls   the  >!?^^'l„Xn'^?ir'S-    t^rv^ri^land^'roto? 

Legislatures  of  nine  states  in  session  Ponkawah  pools,  and  J.  S.  Cosden,  head  Company.  Inc.,  Newark,  N.  J. 

this  year  defeated  attempts  to  establish  ^f  ^^e  Cosden  interests.    Officials  of  the  „.";';fjt7-^.  ^^lUT^^^f^Vsed  twoTlodel 

a    gasoline    tax,    while    six    others    de-  v^estern   Petroleum    Refiners'    Associa-  j.;_i6.b  chassis,  iso-in.  wheelbase,  macle  by 

feated  increases.     In  five   states  legis-  t  „„  ^^^  the  American  Oil  Association  th.  General^Motor^s^  Truck  C^^^^^^ 

lation    was    enacted    increasmg    a    tax  declared    that    heads    of    more    than    a  ^^^j.  plans  to  install  two  o£  the  bodies  now 

already    established,    while    in    twenty-  ,  (.Q^e   of   the   largest  mid-West   plants  in  service,  rebuilt  tor  the  new  chassis, 

five  states  where  there  has  been  no  tax  j-^ve  already  resolved  to  carry  out  the  ^,^iJVeTuvo'^addmonarbu¥eTeach^  w        a 

prior  to  1923,  measures  were  introduced  ^  ecommendation.  caS-rying-    capacity    of   twenty-five    Pe'-sons. 

des^gned   to   establish   one.      Minnesota      ^^^.g^J^l^'v^'^.mr^fihe^^ 

adopted   a   bill   providing   for   a   change  „on.    Tex.,    to    its    new    freight     terminals, 

in    the    State    Constitution    so    that    a  Rolling  StOck  r.uncmonse^nci  rev.ir  sX.ops.  li  m.^es  ^.est 

gasoline  taxing   statute  may  be  enacted. _ central     Transportation     Company,    Tren- 

The     accompanying     list     gives     the  „.     ,,„,,a„nes.    ciintonviiie,    wis.,  ton.   n.  j..  ^%  ^"l;?«"?f  ^  "^  Viorat'ion  °  hal 

states   in    which    a    gasoline    tax   exists,  win  or-rate^a  u^.U-^^^^^^^  fj|^^e^^an'3l^r  fIr^fl^^V°"bukf  ■trbru'sed^o^n 

the   amount  of  the   tax,   and    indicates  ■-.                                         ^^  '^^-J^.^Jl"i^x{^^^r^l-KS^ 

whether  the  tax  :s  old  or  new.  e.    jj.     Moore,     operating    the     Bellevue-                  standard    Type    C.    motor    bus    body. 

Sandusky,    Ohio,   bus   line   has   discontinue  1  .,     ,       ,j,i    j^^ye    a    capacity    n£    twenty-five 

Alabama    (new) 2c.  business  and  has  offered  his  equipment  tor  passengers. 

Arizona   (old)    l^-  sale.  , 

Arkansas    (inc.)     „„' ■;,',.;i< '  '  "    5.'  Pukwiek      Stage      Company,      Milwaukee, 

California  (effective  Sept.  30,  laZii) ^c.  tvis.,  will  place  a  twelve-passenger  Packard                    S/innS   niUl   LrttraSeS 

Colorado   (effective  Aug.   1,   1923) 2c.  ;„    service    between    Milwaukee   and    Ocono-                   OMW/ja    UfM«    »_»-«.  i.gt^iJ 

Connecticut    (old)     1^-  mowoc.  . 

gSf'.^SSVe    JulV  -i,-  V9V3V:  :  :  :  :  :    3c.  O^^^    l^aue^  ^^tv^^l;^  "  Men^'           Richmond    (Va.)    Rapid    Transit   Corpora. 

Georgia    (new)     3c.  ace  ,n  .,ey  '^f  a^^.^«^eno   Pa.^^enger^   ^^,^  .^__   ,^       "",'T'^''^,f'',.^"'rnl"e,fair°'of   the 

Idaho    (new)    -  ,,,,,1    pimn  Street    tor    the    storage    ana    repair    01    ine 

Indiana    (new)     ;>•  *'"'    ^"^°"-                                  „                     „    ,.  buses  operated  by   the   line.     The   purchase 

Kentucky  (old)    i-'-  Madison-Kilbourn    Bus    Company,    Madi-                             $25,000.      Officials    of    the    com- 

Loi"is.ana    (old)    l'^^  son.  Wis.,  has  ordered  .t;™^  ought  on  sedan  '                    expecting   to    increase    the   equip- 

Maine          ^^-  '>'!'«  ''"^^^  '°''  "^*"  °"  ''^  Middletown-Baia-  ^^^^-^   owned    by    the    company    m    the   near 

Maryland.  Ic.  until  Jan,  1924  :  thereafter  2  ■,  boo,   Wis.,   line.  future    should    petitions    for    increased    ser- 

tMassachusetts    -'  •  Kdward    F.    Kroening.    Menonionee    Falls,  vice  be  granted  by  the  city. 

Mississippi    ,V'  Wis.,    has    purchased    a    White    for    use    on           interstate   Terminal  Building,  a  new  bus 

Montana    (inc.)     r,*;'  his    bus    line    between    Milwaukee    and    Me-  tj.,.niinal    for    operators     in     Portland,    Ore., 

Nevada    •. ■  ■  ■  •  ■  ■  ■  ■  ■  •  ■  ■  •    -■  ■  y    "   '  u  jmonee   Falls.  i^  („  ,,g  erected  at  a  cost  of  $200,000  on  the 

New    Hainpshire,    Ic.   Jul>    1    to   uec.    1,  ^^^   Angeles   Railway.   Los   AngelOB,   Cui..  block  bounded  by  Fifth,   Sixth,  Salmon  ami 

1923.    thereafter    '^-  ,^g^    received    eighty-one    Model    50    White  Main    Streets.      The   finances   will   be   raised 

New  Mexico   (old) •  „assenger    buses    for    use    on    lines    in    Los  through  sale  of  a  $200,000  issue  of  first  mort- 

North   Carolma    (inc.)     ^J-  \ngeies  and  vicinitv.  gage  7  per  cent  gold  bonds.    These  securities 

North  Dakota    ■  „„„„„„    Meier     Madison     Wis      has    re-  will    be    issued    in    denominations    of    $.100. 

^rilorfnew)-  '  '  i  l  !  1 1 !  !  :  !  i  !  1  i  i  :  :  i  :  :  :  :    ^c!  cemr     pu?chk"ed''"a""'^we"ty-'passeng:r  $500   and    $1  000     and    will   have    rna^^.s 

?etrsyWa"ni^\eVectiye   July    1)    2o.  gtoughton   bus  for  use   on   his   line   between  ^ro-    ^92»    to    193o.   ^^A    P«™'' auto-sta|e 

South    Carolina    (new)    3c.  Madison   and   Monroe,   ^^.s.  fjrminal   building   on   the    block   to    be   used 

South  Dakota    -J;-  M.   C.   Juei-gemeyer.   Kaukauna,   Wis.,   re-  ^^^  ^^^  months,   during  the  construction   of 

Tennessee    :'•  cently    purchased    one    Reo    and    two    Meno-  ^^^^  permanent  terminal  building.     The  corn- 
Texas   (new)    „,J;-  minee    buses    for    use    on    his    line    between  pany   will    begin    operation   out   of   the   tem- 

Utah    (new)    •'JJ;-  Kaukauna  and  Appleton,  Wis.  porary   terminal   at   once.      Estimated   earn- 

Vermont     (new)      ■•••■■■, o,.'  Cliarles   Destache.    Green    Bay.    Wis.,   will  ings    of    the    structure,    from     rentals    and 

Virginia  (effective  July  1)    .■■-.•■•■  •■•    |  •  ^^^^    place    in    service    a    twelve-passenger  other    sources,    is    expected    to    be    two    an  I 

Washington,  Ic.  now  ;  alter  Jan.  i.^^ia^t   '>-■  Menominee    car    for    use    between    Sturgeon  one-half  times   the  annual   interest  charges. 

West  Virginia,    Ic.   to   Juij    ~i,    ^^-^  |        ^c.  Bay  and  Green  Bay.  Wis.  . 

■nr'Jl^TnS"^rnew) .'.'.'.■.'!.'.'.'.'  i  i  i  •  •  '■    2c'.  Rowley    Cramlall    and    Otto    Auston,    o  )er-  n          -                   JV7      »     „ 

tSIfwe^t  to  a  referendum  if  15.000  voters  ating    in    Lady.smith,    Wis.,    are    con-idering  BUSinCSS  [> OtCS 

«,iJn     petition     within     ninety     days     after  the  purchase  of  a  new  fifteen-passenaer  Ims                                      

May   24?  1923.  t°  replace  one  recently  destroyed  by   fire.           . 

'■ "        "  Howard    Asbell.    operator    of    a     bus    line  m.b     .\utoniofive     Corporation.     WilminB- 

Tnwa    defeated    an    effort    to    enact    a  between    Huntsville    and    Moberly.    Mo.,    re-  ton,   Del.,   recently  filed   a  charter  with    ihe 

lowd    uc               Tr,„.„„    Hpfeated    a    1-  centlv  ordered  a  White  De  Luxe  coach  with  Secretary   of   State  of  Tennessee  as   a   pre- 

2-cent    tax    and    Kansas    aeieatea    a    j.  .^  ,,arrving  capacity  of  fourteen  passengers  liminarv    step    toward    the    establishment   of 

cPTif-  tax  bill       Maine  refused   to  pass  a  •                         ',           .    „.,         ,         „    ■,  a  plant  in  Nashville  for  the  manufacture  of 

ceni  tax   oiu.      "i^"":   '^                      f  cuioago.  North   Shore  &  Milwaukee  Rail-  „,,,,„r    liuses    and    automobile      accessories. 

tax  of  2  cents,  while  m   Michigan,  IVIIS-  „.,^j._    nighwood,    in.,    recently    installed     a  rpij^.   fi,.p.,   j,,  capitalized  at   $10,000,000. 

souri,  Nevada    New  Jersey  legislatures  ;-™[>-'>Y;P--",^-.a^=^/'S!irat.^'ee?Vi's^  .  o-   "■  •n'Til'Truc^'sa'Je^^  ."t^'^fhe'^Phnt- 

defeated    gasoline    tax    measures.      Tax  „.i^....„,.„  Rapids  Bus  company.  Wiscon-  ^^thiaanT^'hicago    office's    of    thi    Inter- 

increases    in     New    Mexico,    (Jklanoma,  sin    Kmiids.    wis.,    recently    organized,    his  national    Harvester    Company    of    Ameri.a. 

Ovpp-on     Tennessee    and    Vermont    were  purchased    In.s    equipment    for    "^e    on    its  ^^,^.^  placed   in   charge  of  International 

Uiegon,    teiiiiessee    an.i     v  c  |.^^^     between      Marshfield     and      Wisconsin  jjales   in    New    York   City    and   the   adjacent 

also    defeated.  Uapids.  metropolitan  territory.    'Mr.  Browning  went 

* ■  Twin  State  Gas  &  Eleotric  Company,  Bos-  to  work  for  the  McCormick  Harvesting  Ma- 

rk-i    r>,.(;no.-;oc    IUqit    »<hiii    Down  •"■>•    recently    ordered    two    buses    from    the  chine  Company,   a  predecessor   of  the  pres- 
Oll    KennerieS    May    »nui    UOWn  ^,|^-.j.    |,„mpanv.    Cleveland,    Ohio,    and    one  cnt  Harvester  Company,  in  1.SS1  at  an  early 
TT                „;i      T.ofi,iBrv      in      the      mid-  from     the     Stewart     Motor     Car    Company  age.      He    has   been   a    Harvester   man    ever 
Every      oil      retinery      in      tne      rniu  puffau,    n.  Y.  since,  and  as  a  result  of  his  years  of  faith- 
continent    fields    may    cease    operations  ^     j,     „^,     „„„„,i„e.    Mo.,    operating    a  ful    service,    many    devoted    to    '"oj"'-  J'-uj^ 
during  August  as  -esuHc^a^ ret.tr.  b..s    ■-    b.ween^^BoonJine_^.td^^Mar^^  sale.  ^^^^^^^^,-,^1^:;^-" 

mendation  to  that  effect  issued  lecently  additional     bus     to    accommodate     his     in- — 

bv  a  group  of  leading  refiners  after  a  creased  business.  .    . 

conference  in  Chicago.     Should  the  re-  Kastem     Wisconsin     Eie.-trie     Company.  Advertising  Literature 

conieientt    ui    >^iiicagu.      o.  Oshkosh,  Wis.,  has  added  a  sixteen-passen-                                               '^               

finers     actually     carry     out     tneir     ex-  „p,.  ^vhite  car  to   its  equipment.      The  new ^ 

nressed    intention    all    hope    of    cheaper  car  will   operate  between  Neenah.  Fond   du  vnited  stales  :Motor  Truck  Company.  (  in- 

^        ,.         ,                •    j„fl„:K.    fi,v,p    i«   Inst  Lac  and   Sheboygan.  cinnati.    Ohio,    recently    issued    ;i    i.ami;lil|  t 

gasoline    for    an    indefinite    time    is    lost,  oettyshurg  -  Ilurrishnrg     Transportation  entitled   "Parlor   Cars  of  the    Highways     n 

the  dealers  declare.  Company,     Harrishurg,     Pa.,    has    added     a  which      its     eighteen-passenger     sedan-type 

rr,,      „ „„„,,  „„n„r,    vpiriivflpd  hv  the  sixth    bus    to   the    (leet    operating    over    this  bus,       and       pay-as-you-enter       buses      lor 

The  proposed  action,  legdi (lea  Dy  tne  -.i^j-       ^.^^^     ^^^^.    ,_^^^^    .^    equipped    with    a  eighteen     and     twenty-six     passengers     are 

pioneers   of    the    industry    as    the    most  specially  built   McKay  body.  described. 

drastic  on   record,   is  intended    to    permit  Kastem    Wisconsin    Transportatinn     Com-  Manning    .\l>rasive    Company,    Inc..    Tro.v^ 

,            ,.■        ,.      iu     i.      J        f    ,.i,.,t   ;„  „.,\A  iianv.    whicli    operates    a    bus    hue    between  >-.    y..   has    just    issued    an    attractive    iiiue 

absorption  by  the  trade  of  what  is  said  '^,^^^>^-  ^^^^    ,  ^^^   'j^,^^,    Madison,    wis.,    has    re-  booklet,   in   which   are  combined  saiiiplcB  of 

to   be  the   unprecedented    surplus   exist-  oently    purchased    five    new    White    twenty-  the   company's  products    and    directions    tor 

•         \                  t     tu         u  .•„...;„,,.    oK^^t    -.  pa.s.senger  cars  for  use  on  tlnit  line.  their    use    by    automobile    reftnishers.       ine 

mg   at   present,  thus   br  nguig   about   a  pa.s.ciihn  samples     include     Durundum.     Wateniroof 

stabilizilion  of  the  market.  au^^o,!in\?^-;^:c^^rofTrni:^;,Xs!.  li^^'- /-^^^^/^-^Il^JIfJg '^S^; 

The    principal    wells    in    the    affected  to  be  used  to  carry  pupils  to  the  "-.w  s'^^'o'  ^^l^,,,-  painting  material  such    as   would 

territory     are     in     Texas,     OU'aho-a,  ^^  '^-^^^^^^^1^%^^ .^^%^l.,:^'%  ^J±^,^-^  ^.^^^^'^ 

Pennsylvania  and  Kansas.     Leaders  in  specifications  for  the  buses.  are  avanauie  on       i 


=s^mc 


BUS 

TRANSPORTATION 


tf.# 


New  York,  September,    1923 


A  Ke>  iew  of  IIo>v 

the  Buses  Are  Haiidlinir  Piissenuers  nmin<r  ilie 

New  Jersey  Iraiispoilalioii  Controversv 


For  a  month  the  bus  has  been  the  only  local  transportation  medium. 
Durinu  the  normal  hours  of  the  day  the  bus  lines  in  ueneral  handle 
Iradie  with  little  or  no  waitinjj  on  the  part  of  piissenyers.  During 
rush  hours  overcrowdin<i  of  buses  is  prevalent.  At  some  heavy 
loadinp  points  delays  occur  during  the  evening'  peak  of  the  rush  hour. 
Suburban  service  out  of  .Newark  has  been  poor.  Touring  cars 
are  used  only  in  Jersey  City  and  Camden.  .\  transfer  system 
has  been  started  by  three  bus  lines  in  .Jersey  City.  Turnback  and 
express  service  established  to   increase  cfTcctivene-s  of   vehicle   use 


BUSES  are  handliiiK  practically 
all  the  local  tran.^portation  in 
.\'e\v  Jersey  in  the  territor.v 
formerly  served  by  the  Public  Service 
Railway.  They  have  been  doing  this. 
ever  since  Aug.  1.  It  is  a  transpor- 
tation problem  of  the  greatest  ma.tf- 
nitude  that  the  buses  have  been  called 
upon  to  meet.  And  they  are  meeting 
it  and  meeting  it  well,  all  things  con- 
sidered. Isolated  cases  of  railway 
suspension  of  service  somewhat  sim- 
ilar to  the  one  in  New  Jersey  there 
have  been  before,  such  as  Dos 
Moines,  Bridgeport  and  Saginaw,  to 
mention  just  a  few,  but  in  New  Jer- 
sey a  population  estimated  at  2,500,- 
000  which  depended  previously  ui)n!i 
both  the  electric  railway  and  the  bus 
together  for  local  transpor'ation 
is  now  depending  upon  the  bus 
alone.  Overnight,  as  it  were,  1,000,- 
000  riders  a  day  were  forced  to  seek 
new  means  of  transportation. 

The  bus  transportation  organiza- 
tion that  existed  previous  to  the 
strike  was  entirely  adequate  to  the 
demands  then  made  upon  it.  It  was 
not,  however,  adequate  to  accommo- 
date the  sudden  load  which  had  to 
be  taken  over  on  Aug.  1.  It  is  not 
adequate  to  serve  that  extra  traffic 
now.  But  it  was  augmented  and 
augmented  quickly  in  the  cities  so 
that  a  measure  of  service  is  being 
furnished  that  fairly  well  meets  the 
present  demand.  The  extent  to  which 
the    bus    equipment    has    been    aug- 


Cnttiiiy  on  a  h>is  at  Pari;  I'lacv 
Terminal  in  Newark  ditriny  the 
eveninp    rush    hotuK    is    difficult 

mented  is  shown  by  the  fact  that  in 
.Newark  alone  230  extra  vehicles 
were  put  on,  while  in  Paterson 
thirty-two  extra  vehicles  were  placed 
in  service,  in  Jersey  City  twenty, 
Elizabeth  fifteen  to  twenty,  and  Cam- 
den seventy-five  to  100.  The  touring 
car  does  not  enter  the  picture  as  a 
means  of  transportation  in  the  pres- 
ent emergency,  except  in  Camden 
and   on    two    routes    in   Jersey    City 


previously  without  bus  service.     As 
for  the  sight.seeing  bus,  it  was  tried 
in  a  limited  wav.  but  it  did  not  prove 
successful  for  handling  local  trafflc. 
A  few  such  vehicles  are  still   being: 
used   in   Newark   to  furnish   service 
to  manufacturing  plants  in  outlying 
districts,  but  probably  not  more  than 
six  or  seven  are  in  u.se  even  in  this 
service.      In    an    entirely    different 
form  of  service  the  sight.seeing  bus 
is  proving  its  value.    This,  however, 
is  in   its  own   field  of   work.      It   is. 
for  instance,  being  used  to  good  ad- 
vantage   to    carry    pleasure    seekers 
from  the  ferr>'  at  Edgewater,  N.  J., 
which  is  across  the  river  from  125th 
Street,  New  York,  to  Pali.sades  Park. 
But   what   is  the  bus  actually  ac- 
complishing?     The    record    of    per- 
formance in  figures  cannot  be  writ- 
ten at  this  time.     It  is  too  early  for 
that.    The  individual  operator  knows 
that  he  is  being  called  upon  to  per- 
form extraordinary  feats.     The  rec- 
ords of  his  receipts,  however,  are  a 
better  criterion  to  him  than  any  per- 
sonal  observations   which   he  makes 
in  the  course  of  the  daily  work.    But 
the  records  of  his  performance  are 
as  yet  his  own.     Later  on  the  figure.* 
will  all  be  matters  of  public  record. 
It  will  then  be  a  case  of  "Now  it  can 
be  told,"  to  use  an  expression  from 
Philip  Gibbs.     .At   present   the  best 
that  can  be  done  is  to  hint  at  some 
of  the  figures.    On  some  Newark  bus 
lines,  for  instance,  average  daily  fig- 
ures   of    passengers    carried    before 
Aug.  1  and  since  then  follow: 


Newark   Lines 

Daily  Pi|rar«« 

Clinton    AvenUf 
W.St    OranK,-    . 

Blor.inflild      

K<is.-vill<'     

-..  .,          I 

,  .     ii...iiMii            ; 
...    4  0.000           : 
•JO  OftO 

•  ;  -re 

.■•00 
6,000 
0.000 

•>  r.or> 

.SprinRlleld   .Avi-nui- 
Kparney-.-Vrlinglon 

0- 

The  bus  situation  in   New  Jersey 
was  pretty  well  covered  in  the  sur- 


412 


BUS 

IRANSPORTATION 


Vol.2,  No.9 


■^ — ^ 1 

^^■^^^^^Hj^g^gl 

Qncije  loading  at  Summit  Avenue  station,  Jersey  City,  at  noon  an  Aurj.  18,  1923. 
on  Bayonne  line.    Note  sidewalk  signs 


vey  of  the  state  which  was  published 
in  Bus  Transportation  for  August, 
1922.  At  that  time  there  were  in 
the  entire  state  1,722  vehicles  operat- 
ing over  174  routes  for  a  total  length 
of  1,300  miles.  Since  then  figures 
for  1922  have  been  compiled  for  traf- 
fic on  buses  operating  in  competition 
with  the  Public  Service  Railway. 
They  show  a  total  of  141,326,123  pas- 
sengers. It  is  a  remarkable  picture 
of  growth  that  the  comparative  bus 
figures  for  1920,  1921  and  1922  pre- 
sent. They  are  shown  in  the  table 
on  page  414. 

This  account  i.s  not  a  statistical 
study.  It  is  out  of  the  chronicle  of 
the  day,  however,  that  a  reservoir  of 
fact  is  created  from  which  deduc- 
tions may  later  be  drawn.  The  sta- 
tistics will  be  the  subject  of  study  in 
a  later  issue.  The  proponents  of  the 
bus,  however,  need  have  no  fear  that 
the  future  seeker  for  truth  at  these 
sources  of  original  information  will 
search  in  vain  for  the  evidence  to 
bear  out  the  statement  that  the  bus 
is  doing  a  very  good  job  in  the  pres- 
ent emergency.     Observations  made 


on  the  ground  bear  this  out.  Just 
how  much  of  the  traffic  of  1.000,000 
passengers  a  day  formerly  handled 
ijy  the  Public  Service  Railway  the 
buses  have  been  called  upon  to  carry 
is  a  guess  at  best.  The  biggest  prob- 
lem has,  of  course,  presented  itself  in 
Newark. 

The  lines  of  the  Public  Service 
Railway  pretty  well  gridiron  the  en- 
tire state,  but  Newark  is  the  center 
of  the  system.  It  is  the  state's  larg- 
est city.  Its  population  is  350,000. 
It  has  an  itinerant  population  of 
about  100,000  more.  It  is  the  center 
of  industrial  activity  of  northern 
New  Jersey.  As  Newai-k  is  the  cen- 
ter of  this  .system,  so  the  Park  Place 
terminal  is  the  center  of  Newark. 
Here  it  is  that  traffic  converges  that 
is  destined  to  New  York.  In  the 
morning  and  in  the  evening  the  Hud- 
son &  Manhattan  Railroad,  operating 
from  this  terminal,  is  called  upon 
to  perform  transportation  marvels. 
Likewise  have  the  buses  been  called 
upon  to  perform  similar  marvels  at 
this  point. 

At     this     terminal     an     observer 


One  of  the  UUest  type  buses  put  into  service  on  the  Lafayette-Greenville  line 

in  Jersey  City.     At   the  right,  sidewalk  signs  are  used  to  designate   the  bus 

stopping   points.      This   particular  sign   applies    tb   the    North   Hudson   County 

Boulevard  line  in  Jersey  City 


watching  the  handling  of  the  crowds 
by  bus  in  the  evening  rush  hours  was 
heard  to  say  "Frightful !  Terrible !" 
And  in  a  sense  it  was.  But  only  in 
a  sense.  The  situation  was  not  one 
made  by  the  buses.  It  was  forced 
upon  them.  Remember  that.  It  is 
a  mighty  important  point  if  one  is 
not  to  lose  his  sense  of  proportion. 
The  situation  there  is  bad.  It  might 
easily  be  worse.  It  could  be  much 
better.  Even  without  any  additions 
to  the  present  bus  equipment,  it  could  . 
be  improved.  The  policing  is  inade- 
quate. In  fact,  there  is  no  policing. 
A  condition  can  easily  be  imagined 
of  an  attempt  to  handle  the  rush- 
hour  crowd  by  bus  from  a  terminal 
discharging  every  few  minutes  an 
eight-car  train  loaded  with  standees. 
Queue  loading  of  the  buses  would 
help.  It  would  not  solve  the  problem, 
but  it  would  at  least  introduce  order 
where  now  only  confusion  exists. 
Much  of  this  confusion,  however,  is 
unnecessary.  It  is  due  to  the  im- 
patience of  the  traveling  public.  This 
is  the  same  impatience  that  is  en- 
countered everywhere  in  handling 
transportation. 

At  the  tei-mina!  in  Newark  in  the 
evening  the  public  storms  the  buses 
as  they  approach  the  curb  in  front 
of  the  station.  The  race  is  indeed 
to  the  strong.  But  it  ought  not  to 
be.  The  weak  ones  stand  in  the 
buses  or  put  aside  the  thought  of 
getting  home  until  a  lull  comes  in 
traffic.  This  was  the  picture  pre- 
sented previous  to  Aug.  15.  On  that 
date  the  plan  suggested  by  Joseph 
Crawford,  city  supervisor  of  buses  at 
Newark,  was  adopted  by  which  buses 
are  loaded  at  two  sides  of  the  ter- 
minal. Elsewhere  in  the  same  ter- 
ritory, notably  at  the  Summit  Ave- 
nue station  and  at  Exchange  Place  in 
Jersey  City,  the  problem  is  handled 
much  better. 

Over  on  Broad  Street  in  Newark 
the  situation  is  also  somewhat  bad 
in  the  rush  hours.  Broad  Street  i3 
the  principal  north  and  south 
thoroughfare  of  the  city.  Market 
Street  is  the  principal  east  and  west 
thoroughfare.  The  intersection  of 
these  streets  is  one  of  the  heaviest 
traffic  points  in  the  country.  On 
these  streets  are  located  the  prin- 
cipal stores  and  shops.  Traffic  is 
handled  pretty  well  on  these  streets 
in  the  non-rush  hours.  There  is  a 
marked  tendency  in  the  evening  rush 
hour  for  intending  passengers  to 
walk  in  the  direction  from  which 
their  particular  bus  approaches  the 
city.  This  results  in  some  piling  up 
of  traffic,  but  the  conditions  are  far 


September,  1923 

from  unbearable.  Maggie  and  Mamie 
and  George  and  John  may  be  jiushed, 
shoved,  crowded,  and  compt'iled  to 
stand  when  riding,  but  this  is  not 
intended  to  be  a  record  of  individual 
experiences.  People  are  being  car 
ried.  They  appear  to  accept  the  situ 
ation  philosophically.  This  is  quitt- 
true  of  the  public  all  over  the  state. 
They  probably  think  how  much  worse 
the  condition  would  be  if  they  were 
compelled  to  resort  to  a  system  of 
transportation  improvised  entirely 
overnight. 

As  indicated  before,  Newark  with 
its  300,000  people  offered  the  great- 
est problem  in  handling  traffic. 
Ranking  next  to  Newark,  perhaps,  in 
point  of  traffic  offered,  comes  Cam- 
den. Here  the  rush-hour  peaks  are 
heaviest.  In  Paterson,  Passaic  and 
Elizabeth  the  situation  on  the  whole 
at  all  hours  is  fairly  satisfactory. 

In  some  cases  merchants  have  com- 
plained   thiit    apparently   only   those 
people  are  using  the  buses  who  have 
to  ride  and  that  their  trade  is  falling 
off.      It    is   largely   necessity    riding 
that  is  being  done.     Public  officials 
everywhere,  however,  are  strong  for 
the  bus.    Differences  of  opinion  exist 
as  to  the  extent  of  the  part  that  the 
bus  can  be  made  to  take  eventually 
in    the    New    Jersey    transportation 
picture,  but  the  motor  bus  has  be- 
come a  great  force  with  the  public. 
This  was  indicated  best,  perhaps,  by 
the  opinions  expressed  at  the  hear- 
ing   before    the    Board    of    Public 
Utility    Commissioners   at   which    it 
was  sought  to  require  the  railway  to 
show  cause  why  it  should  not  resume 
service.    Some  of  the  representatives 
of  the  smaller  cities  said  it  was  not 
a  matter  of  concern  to  them  whether 
the  railway  ever  started  up  again. 
The  Elizabeth  bus  men  in  particular 
received  a  great  boost  at  the  meeting. 
As  indicated  before,  many  of  the 
vehicles  now  in  service  were  licensed 
by  the  municipality  only  for  the  du- 
ration of  the  strike.    They  have  met 
the   emergency,    but    in    some   cases 
they  have  been  the  cause  of  friction. 
The  foreign  vehicles  had  to  be  taken 
into  the  line  pools  and   guaranteed 
the  same  share  in  earnings  as  the 
members  of  the  pools.     In  addition, 
the  foreign  owners  insisted  the  as- 
sociation pay  the  insurance  premium 
demanded  by  the  cities  as  protection 
to  the  traveling  public,  and  further 
when  the  fifteen   days  of  grace  for 
the  foreign  vehicles  in  New  Jersey 
expired   they   wanted    the   local   bus 
association  to  pay  for  the  $35  sta'- 
omnibus    licenses.      Where    vehicji  - 
had  not  been  licensed  bv  the  federal 


BUS 

1R\.NSfV)HlAlK)N 


413 


III  I'lidisiiii  'ill-  ill'"  irrii'iinii  IK  lucali'd  in  (/it  itar  of  City  Hull 
The  highest  type  of  bus  is  to  be  found  here 


government  they  wanted  the  local 
men  to  pay  that  tax  also.  The  out- 
come was  that  these  demands  had  to 
be  met  to  keep  one  hundred  foreign 
buses  in  Newark.  A  special  insur- 
ance premium  rate  of  $12.50  was 
established  for  the  iir.st  fifteen-day 
period  of  the  temporary  permit  and 
a  $19.50  rate  for  renewal. 

On  their  part  the  regular  oper- 
ators have  indicated  a  willingness  to 
augment  their  services,  but  are  un- 
willing to  do  so  without  some  as- 
surance that  any  permits  granted  to 
them  will  retain  the  right  to  operate 
in  the  future.  At  a  conference  on 
Aug.  22  Chairman  Osborne  of 
the  Public  Utility  Commission  an- 
nounced that  the  board  would  ap- 
prove long-term  permits  for  addi- 
tional buses  if  these  were  necessary 
to  meet  the  emergency.  It  is  for  the 
local  authorities  to  judge  whether 
they  deem  such  permits  necessary  to 
supply  the  service  that  the  people 
require.  When  this  is  done  the  re- 
sponsibility is  then  passed  along  to 
the  Public  Utility  Commission,  which 
has  the  power  of  approval  or  disap- 
proval of  such  pemiits.  The  con- 
sensus of  opinion  of  the  jitney  super- 
visors in  attendance  at  the  meeting 
on  Aug.  22  was  that  long-term  per- 
mits should  be  issued.  Emanuel 
Herman,  representing  the  owners  of 


buses  in  Essex  County,  said  that  the 
permits  for  six  months  and  one  year 
which  had  been  suggested  would 
not  meet  the  situation.  They  were 
not  for  a  period  of  time  sufficiently 
long  to  attract  the  investment  neces- 
sary to  warrant  the  expenditure  for 
up-to-date  buses. 

So  far  as  the  Public  Utility  Com- 
mission is  concerned  its  jurisdiction 
over  the  bu.ses  is  laid  down  by  the 
limits  of  the  law.  Licenses  to  oper- 
ate are  not  issued  by  the  commis- 
sion. They  are  issued  by  the  munici- 
palities. Licenses  issued  subsequent 
to  March  15,  1921,  except  renewals, 
to  be  valid,  must  be  approved  by  the 
board  if  the  bus  is  to  be  operated  on 
the  same  street  as  a  railway.  Up  to 
Aug.  1  the  board  has  not  approved 
any  licenses  for  buses  except  upon 
proof  of  public  convenience  and  ne- 
cessity. 

Bear  in  mind  that  there  is  a  large 
measure  of  local  bus  regulation  in 
New  Jersey.  The  fare  by  bus  locally 
in  Newark,  Paterson  and  Pa.ssaic  is 
5  cents,  while  in  Jersey  City  it  is 
10  cents  and  in  Camden  7  cent.-?. 
These  rates  have  been  strictly  ad- 
hered to  in  the  present  emergency. 
In  Jersey  City  a  transfer  arrange- 
ment was  put  into  effect  on  Aug.  21 
on  the  Montgomery,  Lafayette  and 
Bergen  Street  routes  which  provides 


.1'  Exrhnnrje  I'larc,  ./.r.s.;/  City,  luatliii!/  nDiditions  are  very  nrdcrty 


414 


BUS 
TIWNSPOWAnCN 


Vol.2,  No.9 


One  of  the  sightseeing  buses 
pulling  out  of  Exchange  Place, 
Jersey  City 

for  free  transfer  of  passengers  by 
those  three  routes.  This  means  that 
one  can  now  travel  from  downtown 
Jersey  City  to  the  end  of  the  Bergen 
Street  line  at  the  Summit  Avenue 
Station  for  10  cents  where  before  the 
fare  had  been  20  cents.  Credit  for 
working  out  the  details  of  this  ar- 
rangement is  due  largely  to  the 
efforts  of  Joseph  Colford,  local  city 
supervisor  in  Jersey  City. 

In  Camden  the  most  difficult  point 
to  handle  is  the  terminal  of  the  ferry 
to  Philadelphia.  Especially  during 
the  evening  rush  hours  the  traffic  as- 
sumes large  proportions.  A  recent 
count  of  the  business  loaded  and  leav- 
ing this  terminal  during  one  of  the 
evening  rush  hours  showed  117  buses 
a  minute.  There  are  232  buses  and 
146  touring  cars  in  service  in  Cam- 
den. This  includes  eighty-eight  extra 
buses  temporarily  licensed. 

The  touring  cars  serving  Camden 
are  being  used  somewhat  differ- 
ently than  in  Jersey  City.  In  Cam- 
den they  are  kept  out  of  the  fei-ry 
terminal  during  the  evening  peak 
hours  and  are  given  the  job  of  taking 
care  of  the  traffic  that  originates 
along  the  main  streets  of  the  city. 
This  plan  was  evolved  to  obtain  a 
more  efficient  use  of  loading  spaces 
at  the  terminal;  the  buses  with  their 
larger  carrying  capacity  take  up  less 
space  on  the  basis  of  the  number  of 
people  handled. 

During  the  normal  hours  of  the 
day  the  touring  cars  are  permitted  to 
run   into  the   ferrv  terminal   to   dis- 


charge and  load  up  again.  All  things 
considered,  Robert  S.  Burns,  super- 
visor of  bus  operation  for  the  city, 
indicates  that  as  an  emergency  meas- 
ure the  buses  are  handling  the  traffic 
well,  but  much  improvement  would 
be  necessary  were  buses  to  be  the 
only  permanent  means  of  transport. 

Another  fact  worthy  of  recording 
is  the  lack  of  serious  accidents  during 
the  month.  There  have  been  acci- 
dents it  is  true;  in  fact,  one  person 
was  run  over  and  killed,  while  others 
have  been  injured  boarding  moving 
buses.  In  another  case,  a  touring  car 
coming  from  the  left  and  turning 
into  Hudson  County  Boulevard  hit  a 
bus  and  caused  the  driver  to  run  into 
a  tree  in  attempting  to  avoid  the 
collision.  Some  of  the  passengers 
were  hurt,  but  none  seriously.  The 
bus  was  considerably  damaged. 

A  feature  favorable  to  safety  of 
operation  has  been  the  dry  streets, 
for  there  has  been  little  or  no  rain 
during  the  daylight  hours. 

One  startling  result  of  the  pres- 
ent Jersey  situation  is  the  extent  to 
which  vehicular  traffic  is  speeded  up. 
With  the  trolleys  off  the  street  all 
traffic  moves  much  faster.  It  has 
been  found  possible  to  decrease 
scheduled  running  time  of  the  buses 
at  least  20  per  cent.  Another  meas- 
ure that  has  helped  to  expedite  buri 
traffic  is  the  use  of  the  turnback. 
Buses  are  being  started  at  inter- 
mediate points,  and  after  arriving  at 
traffic  centers  are  deadheaded  back 
empty  to  increase  the  number  of  ef- 
fective trips.  In  the  evening  this 
process  is  reversed,  and  instead  of 
all  buses  being  run  through  to  out- 
side   terminals    some    are    run    onlv 


Loading  point  in  front  of  tube 
station  at  Exchange  Place, 
Jersey  City 

over  the  most  congested  part  of  the 
routes.  This  plan  has  also  been  used 
in  Newark,  on  the  Clinton  Avenue, 
the  Springfield  Avenue  and  South 
Orange  Avenue  lines.  It  is  being  ap- 
plied with  particular  effectiveness 
on  the  Jersey  City  Hudson  County 
Boulevard  lines.  In  Jersey  City  ex- 
press service  is  being  given  in  the 
evening  rush  hours  over  a  part  of  the 
line  covered  by  the  short-line  service. 
There  also  the  people  have  been 
taught  the  advantages  of  queue  load- 
ing both  at  Exchange  Place  and  at 
the  Summit  Avenue  Station  of  the 
Hudson  &  Manhattan  Railroad.  As 
a  result  the  loading  time  of  buses 
has  been  decreased  materially  over 
that  taken  at  other  points  where 
traffic  originates  and  has  reacted 
favorably  on  the  bus  passengers. 

Passengers  heretofore  traveling  by 
trolley  in  and  between  northern  New 
Jersey  suburban  towns  have  been 
dealt  a  severe  blow  by  the  withdrawal 
of  the  railway  service.  The  substi- 
tute bus  service  has  proved  inade- 
quate, due  to  infrequent  headway. 
There  were  only  a  few  lines  of  this 
kind  before  Aug.  1,  and  no  special 
attempt  has  been  made  to  augment 
them  except  between  Newark  and 
Montclair.  Before  the  strike  many 
suburban  bus  lines  were  not  allowed 
to  handle  local  traffic  from  points 
where  they  tapped  railway  territory. 
On  such  routes  as  the  Newark-Pater- 
son  and  the  Boonton-Newark  the 
operators  are  now  permitted  to  do 
this  local  business. 


Year 
1920 
1921 
1922 


Record  of  Jitney  Traffic  on  Lines  Competing  With  Public  Service  Railway  Company 


Npwark 

41,501,854 
53,27^,800 
75,654,457 


Jersey  Citv 
6.564.456 
8.524,140 

n,222,811 


Bayonne 
5,086.760 
5.560,360 
7.533,200 


Hoboken 
2,275,144 
2,365,344 
2,440,600 


Klizubpth 
5,286.358 
5,268,313 
7,540,413 


New 

Brunswick 

1,620,228 

1,445,564 

1,721,588 


♦Perth 

.^mboy 
1,403,855 
1,760,548 
1,732,447 


Paterson  Passaic  *Camden             Totals 

9,145,353  3,674,834  1,181,952  77.740,794 

14,570,752  4,427,026  5,453,692  102,649,539 

18,278,030  6,569,338  6,444,557  141,326,123 


*  Includes  passengers  carried  in  city  limits  only. 


September,  1923 


bus 

TKANSPORTAllOS 


415 


Some  Fare  Colleclioii  Evperiiiieiits 

ill  Ciii(*iiiiiali 

I'ay-Knter  I'ay-I.eave  Scheme  Speeds  I  p  Schetiules  on  Line  to 
Norwood  —  Why  Strip  Tickets  I'rove  I'nsuccessful  —  Drivers 
Initiate  Records  of  Operation  Coverinn  (Jasoline.  Oil  and  Tires 


FOR  the  length  of  time  that  it 
has  been  operating,  the  Cin- 
cinnati (Ohio)  Motor  Bus 
Company  has  tried  more  innova- 
tions for  the  improvement  of  its 
service  than  probably  any  other  bus 
company  in  that  locality.  Some  of 
them  have  proved  helpful,  while 
others  were  impractical.  The  com- 
pany was  organized  in  November. 
1922,  and  began  the  operation  of  its 
first  bus  on  the  twenty-fourth  day  of 
that  month.  Its  etiuipment  at  the 
start  comprised  four  solid-tire  buses. 
each  with  a  seating  capacity  of 
twenty  passengers.  After  six  weeks 
of  operation  these  were  replaced 
with  Ace  Model  C  buses  manufac- 
tured by  the  American  Motor  Truck 
Company,  Newark,  Ohio.  These 
buses  are  equipped  with  all  the  lat- 
est devices,  including  dual  pneumatic 
tires.  The  solid-tire  buses  proved 
unsatisfactory  from  the  standpoint 
of  operation,  they  were  rou^h  rid- 
ing and  it  was  almost  impossible  to 
maintain  a  competent  operating' 
schedule  with  them. 

Today  the  company  operates  six 
Ace  buses  with  a  capacity  of  thirty 
passengers  each  between  Cincinnati 
and  Norw-ood,  a  distance  of  Gh  miles, 
and  has  ordered  three  more  of  the 
same  type. 

Early  this  year  the  company  in- 
augurated the  pay-enter  system  on 
its  line,  in  an  effort  to  facilitate  the 
transportation  of  its  passengers. 
The  system  worked  successfully  in 
bringing  passengers  from  the  subur- 
ban districts  to  the  city,  but  on  the 
outbound  trips  it  proved  a  disadvan- 
tage from  the  standpoint  of  loading 
passengers  in  the  congested  district. 
During  the  rush  hours  the  buses  lost 
between  ten  and  fifteen  minutes  in 
loading  passengers. 

To  take  advantage  of  the  time 
saved  by  the  system  on  inbound 
trips,  and  to  eliminate  the  time  lo.st 
with  the  system  on  outbound  trips, 
the  company  put  into  effect  the  pay- 
as-you-leave  .system  on  outbound 
trips.    This  arrangement  has  been  a 


success  and  has  helped  the  company 
materially  in  maintaining  a  steady 
bus  schedule.  In  each  bus  is  a  sign 
urging  passengers  on  outbound  trips 
to  approach  the  fare  boxes  a 
block  before  their  destination  when 
change  is  necessary  from  the  driver. 
This  gives  the  driver  ample  time  to 
make  change  and  only  a  fraction  of 
a  minute  is  lost  in  discharging  pas- 
sengers. 

The  pay-enter  system  on  inbound 


tickets  were  sold  In  iti«-  cnuers  in 
strips  of  six  for  55  cents.  After  a 
trial  for  six  weeks  this  system  was 
discarded  because  it  had  not  pro- 
duced the  anticipated  results.  The 
public  did  not  take  to  it  and  further- 
more it  proved  troublesome  to  the 
bus  drivers.  In  devising  this  system 
the  company  was  of  the  opinion  that 
the  working  class  of  people  would 
readily  take  to  the  ticket  projKJsition 
for  two  reasons — it  would  result  in  a 


One  of  the  buses  operating  beirween  Cincinnati  and  Nonvovd 


trips  also  has  proved  a  time  saver, 
because  in  the  suburban  districts  the 
concentration  of  traffic  is  not  heavy 
and  the  passengers  drop  their  fare 
in  the  boxes  as  they  step  into  the 
bus.  Where  it  is  necessary  for  the 
driver  to  make  change,  this  is  done 
while  the  bus  is  traveling.  Aside 
from  the  time  lost  with  the  pay-as- 
you-enter  system  on  outbound  trips, 
the  drivers  missed  many  fares  by 
the  passengers  crowding  into  the 
buses  in  the  congested  districts. 

This  arrangement  has  lightened 
the  work  of  the  drivers  and  they  are 
seldom  behind  schedule  time.  e.\cept 
for  an  accident  or  a  breakdown. 

With  this  double  system  in  practi- 
cal operation  the  company  then 
sought  a  greater  time  saver  and  in- 
cidentally one  which  it  thought 
would  prove  beneficial  to  its  patrons, 
that  of  selling  tickets.  This  system 
was    inaugurated    on    May    1.      The 


saving  in  fares  and  would  facilitate 
the  movement  of  the  buses. 

In  addition  to  interfering  with 
the  operating  schedule,  the  system 
proved  impractical  from  the  stand- 
point of  the  driver,  because  in  many 
instances  he  was  compelled  to  make 
change  in  selling  tickets,  where  the 
loading  and  unloading  of  passengers 
was  heavy.  This  resulted  in  some 
instances  in  loss  of  time  aggregat- 
ing from  five  to  ten  minutes  per  trip. 
Furthermore  only  12  per  cent  of  the 
total  volume  of  passengers  carried 
by  the  company  bought  tickets,  and 
this  small  percentage  resulted  in  a 
loss  in  time  and  money,  in  .so  far  as 
the  system  was  concerned.  The  com- 
pany transports  on  an  average  125,- 
000  passengers  a  month.  Four  buses 
are  operated  from  5  o'clock  in  the 
morning  until  midnight,  while  two 
additional  buses  are  put  into  service 
during    the    morning    and    evening 


416 


BUS 
TRWSPORTATKDN 


Vol.2,  No.9 


A  close-up  of  the  entrance 

rush  hours.  The  public  did  not  fa- 
vor buying  tickets  in  strips  of  six 
for  55  cents  because  the  invest- 
ment netted  a  saving  of  less  than 
one-half  cent  on  a  ticket  on  the  basis 
of  the  10-cent  cash  fare. 

Another  reason  why  the  ticket  sys- 
tem was  not  favored  by  the  public 
was  because  the  bus  company  oper- 
ates along  a  route  traversed  by  four 
street  car  lines.  It  was  found  that 
the  public  in  this  particular  case 
boards  the  first  conveyance  that 
comes  along.  The  street  car  com- 
pany also  sells  tickets  and  the  public 
was  not  inclined  to  buy  tickets  for 
the  two  systems,  when  it  relied  on 
either  for  means  of  transportation. 


This  side  (o  hciilbo  out  by  MORNING  driver. 
:e--.Otwr>Tur.  wbio  i>Vm£  butici  Item  Itrtt^  ihall  ■»  Ihil  boi 


DAILY  BUS  REPORT 

Drivcr's.Nune 

Bus  No -    _ Dale, 

Time  leaving  garage    -...    A.  M. .~ — 

Speedometer  when  leaving  garage 

Time  relieved  A,  M, 


CHANCING  TIRES 

Time - - A.  M. - 

Kind  removed  (Mfg.'s  Name) - - ~ 

Serial  No.        -    Specdomcler  Rcgislcr  .. 
Tirc  applied  (Mfg.'s  Name)  .  -        ^    .     .  . 
Serial  No — — 


R.  Rear  inside  O    outside  O 
L.  Rear  inside  Q    outside  D 


Right  front  Q 
Left  front    D 


GASOLINE  and  OIL 

Gas -.     ._ —  gallon  Oil  — —   

Filled  by   -     - — -.  .- 

These  reports  shall  be  turned  into  the  office  every  doy. 
Totol  mileage  -  _ 

THE  CINCINNATI  MOTOR  BUS  CO. 


In  some  instances  the  public  in  buy- 
ing bus  and  street  car  ticket.'; 
dropped  bus  tickets  in  the  street  car 
fare  boxes  and  street  car  tickets  in 
bus  fare  boxes.  This  situation  was 
largely  due  to  the  fact  that  the  bus 
and  traction  companies'  tickets  were 
of  the  same  color  and  size.  The  only 
difference  between  the  two  was  the 
inscription,  and  because  of  the  small 
print,  this  was  only  visible  at  close 
scrutiny. 

The  drivers  were  not  in  accord 
with  the  system  because  they  were 
held  responsible  for  all  tickets  given 
them  to  sell  and  oftentimes  they  were 
lost,  through  no  fault  of  the  drivers. 
The  owners  of  the  bus  company  art> 
of  the  opinion,  however,  that  the 
ticket  system  could  be  worked  out 
successfully  where  a  bus  company 
does  not  operate  in  competition  with 
a  traction  line. 

Time  Cards  for  Drivers 

In  an  effort  to  get  an  exact  rec- 
ord of  its  cost  of  operation  the  com- 
pany has  devised  a  time  card  sys- 
tem. These  cards  are  given  daily 
to  the  drivers.  The  morning  and 
afternoon  drivers  of  each  bus  make 
their  reports  on  the  same  card  as 
shown  in  the  illustration.  From 
these  reports,  the  auditor  of  the 
company  figui'es  the  cost  of  opera- 
tion of  each  bus. 

The  company  also  started  a  profit- 
sharing  plan  among  its  drivers,  in 
an  effort  to  get  steady  and  compe- 
tent men,    but   the   plan   proved   un- 


This  side  to  be  filled  out  by  AFTERNOON  driver. 

NOTICE^Op*.,! 
Tided  ml 

DAILY  BUS  REPORT 

Driver's  Name   „ - 

Bus  No.  ^ -   Date -.. 

Time  relieving  - A.  M . — 

Speedometer  when  entering  garage -  .. 

CHANGING  TIRES 

Time  — — - A.  M. — 

Kind  removed  (Mfg.'s  Name) 

Serial  No -^  ..-. .-Speedometer  Register... 

Tire  applied  (Mfg.'B  Name) .. .-  

Serial^o - - 


R.  Rear  inside  O    outside  O 
L,  Rear  inside  Q    outside  O 


Right  front  Q 
Left  front   □ 


GASOLINE  atid  OIL 

Gas gallon  Oil 

Filled  by 

These  reports  shall  be  turned  into  the  office  every  day. 

Total  mileage   ~. 

THE  CINCINNATI  MOTOR  BUS  CO. 


All   buses  a/re   equipped  with  a 
No.  5  Cleveland  fare  box 


satisfactory  and  was  abandoned. 
Through  experience  the  company  es- 
timates the  average  stay  of  a  driver 
with  one  bus  company  is  three 
months.  Many  of  the  drivers  pos- 
sess a  roaming  disposition  and  it  is 
not  difficult  for  them  to  get  employ- 
ment in  or  near  Cincinnati. 


Daily  form  of  report  card  used  by  drivers.     Separate  sides  are  used 
by  each  driver  as  noted 


Power  Consumption  of 
Trolley  Bus 

A  TEST  of  the  four-motor  trolley 
bus  of  the  Trackless  Trolley 
Company  of  America,  New  York 
City,  described  in  Bus  Transporta- 
tion for  June,  1923,  page  290,  was 
made  recently  under  the  auspices  of 
the  engineers  of  the  Commercial 
Truck  Company,  with  several  General 
Electric  engineers  in  attendance. 

The  vehicle  with  passenger  load 
weighed  about  7.75  tons.  On  a  level 
stretch  of  concrete  road  it  drew 
about  13.5  amp.  at  575  volts,  making 
a  speed  of  16.25  m.p.h.  This  corre- 
sponds to  61.5  watt-hours  per  ton- 
mile,  and  about  475  watt-hours  per 
vehicle-mile.  With  the  controller  in 
the  parallel  position  the  current  was 
34.8  amp.  at  569  volts,  with  a  speed 
of  25.4  m.p.h.,  corresponding  to  about 
100  watt-hours  per  ton-mile,  or  780 
watt-hours   per  vehicle-mile. 

After  the  car  was  well  limbered 
up,  a  run  of  20  miles  was  made.  On 
the  level  at  25  m.p.h.,  the  current  con- 
sumption was  30  amp.  at  555  volts, 
or  666  watt-hours  per  vehicle-mile. 
On  a  7  per  cent  grade  the  current 
increased  to  80  amp.  and  the  speed 
was  reduced  to  12.5  m.p.h. 


September,  1923 


BUS 

TRA,SlSPORIAnON 


417 


A  Day  Car<l 
That  Forms  tho  Basis  of  an 

Accouiiliiiii  SvsU'iii 

All  Stalistif.-s  rertaininK  to  Operation,  I'assonKfrs  Carrifd, 
AveraKe  Kate  of  Fare  I'aid,  .Mileane  ()|)erat«tl  per  Bus 
per    Uay,    Can    He    Secured    with    a     Miniriuim    of     KfTorl 


THE  RED  STAR  TRANSPORTATION  CO. 
DaUy  Report               Car  No.                                                                                     1 92 

Lcaviiit  Timcas 

,30 

^ 

M:U«:U;< 

A:a7a,7&u.U;U.»iu 

lU 

110 

iiLixiismimmssm    s;^«j —  i 

1 

j" 

• 

... 

.  .1.  . 

.. 

' 

... 

Packagn$                                   Cu  1                                  OU  t                                   Repaint                                         1 

S  l(Fimib  

is) 

ll^'"' 

!«/     TOTAL 

Rcceipis  $ ; 

£xpenic«  $ 

Bilince  t 

WAGES: 

DriTCT 

Sample  of  form  used  by  drivers  cctinected  icitk  the  Red  Stur 
Transportation  Company  in  Ohio 

A  SIMPLE  daily  report  sheet  is 
used  by  the  drivers  of  the  Cam- 
bridge Transix)rtation  Company, 
Clarksville.  Ohio,  one  of  the  com- 
ponent operating  unit.s  comprising 
the  Red  Star  Tran.^portation  Com- 
pany of  Ohio.  This  report,  which  is 
shown  in  the  illustration,  when  prop- 
erly filled  out  is  a  record  of  all  the 
traffic  handled  by  each  bus  driver 
per  day,  together  with  operating 
statistics  covering  the  mileage  run. 
the  expenses  if  any  and  wages  which 
the  drivers  deduct  from  their  cash 
collections. 

This  basic  record  then  is  available 
for  preparing  a  more  complete  record 
of  the  entire  operations,  covering 
both  the  receipts  and  expenditures  on 
either  a  daily,  weekly,  or  monthl\ 
basis. 

By  referring  to  the  illustration  it 
will  be  noted  that  the  bus  number  i.< 
given  with  the  date  and  time  of  the 
run  and  a  space  is  provided  for  each 
class  of  or  amount  of  fare.  Th*- 
number  of  each  class  of  fare  is  re- 
corded in  the  column  provided.  After 
all  tickets  are  counted  the  fare  is 
multiplied  and  the  extension  or  total 
is  placed  in  the  column  marked 
"Special."  This  heading  may  be 
changed  to  read  "Total." 

When  the  driver  takes  the  car  out 


on  the  first  trip  of  the  day  the  read- 
ing of  the  speedometer  is  marked  in 
the  space  shown,  also  when  the  car  is 
turned  over  to  another  driver  or  at 
the  end  of  the  day's  run  when  car 
is  put  in  the  garage.  Thus  an 
accurate  record  of  the  mileage 
operated  by  each  driver  is  kept.  If 
packages  or  trunks  are  carried  on 
which  there  is  a  charge,  a  stamp  or 
paster  is  applied  to  the  article,  and  a 


space  is  provided  on  the  form  to  show 
the  number  of  packages  carried  and 
the  revenue  received  therefrom. 
Space  is  al.^o  provided  for  the  total 
amount  of  revenue  collected. 

Any  payments  for  gasoline,  oil, 
repairs  made  by  the  driver  en  route 
are  also  shown  in  the  proper  place  on 
the  day  card.  The  deduction  of 
these  expenses  from  the  receipts 
gives  the  net  amount  of  cash  due  the 
company.  Each  daily  report  must  of 
course  be  signed  by  the  driver.  The 
records  given  or  made  on  these  forms 
have  been  found  indispen.sable  for 
many  purposes,  as  nearly  all  the  in- 
formation pertaining  to  operating 
statistics  is  given  here.  The  form 
has  been  the  means  of  avoiding  many 
errors. 


Te.slinp:  Ma^etOH  iii  Bulk 

THE  arrangement  for  testing 
magnetos  in  the  Chiswick 
\Vork.s,  London  General  Omnibus 
Company,  is  shown  in  the  illu.stra- 
tion.  The  magnetos  are  driven  from 
a  countershaft,  mounted  above  the 
test  stand.  In  order  to  imitate  op- 
erating conditions  a  small  cylinder, 
shown  at  the  left,  is  charged  with 
air  to  90-lb.  pressure  per  square  inch 
and  the  magnetos  are  tested  with 
the  plugs  firing  against  this  pres- 
sure. At  the  other  positions  on  the 
bench  they  can  be  fired  on  a  5.5  mm. 
(0.022  in.)  gap  at  various  .speeds. 

With  these  facilities  the  magnetos 
are  given  a  running-in  test  as  well 
as  the  others  already  mentioned,  so 
that  they  are  ready  for  a  15,000-mile 
run,  before  thev  are  again  overhauled 
at  the  Chiswick  Works. 


Magneto  testing  bench  used  in  overhauling  London  buses 


Service  to  the  Bus  Passenger 

urn 


Bus  Terminals  and  Baggage  KJnks 

No.  1. — The  latest  bus  terminal  in  ('aliturnia.    Two  stories, 
reinforced    concrete   and   cost    $150. UUO.      On    Market   Str.'et 
San   Jose,    with    passenger    entrance    and    four   stores 
the  front.      Building-  runs  through  the  lilock.      J.  F.  Malonv 
is  the  manager. 

Nos.  2,  3  and  4. — Some  kinks,  mostly  home  made,  for 
carrying  baggage,  mail  or  parcels.  Rear  carrier  used  on 
Owos.so-Flint  (Mich.)  Bus  Line,  of  which  Wayne  Taylor  is 
president.  A  tarpaulin  cover  is  used  in  bad  weather.  On 
buses  working  out  of  Watertown.  X.  Y.,  mail  is  carried  in 
racks  on  each  side  the  hood,  and  parcels  in  a  rack  mounted 
on  the  bumper  in  front  of  the  radiator. 

No.  5. — Not  so  elaborate,  perhaps,  but  it  does  the  job  just 
the    same.       The    Dailey    waiting    room    and 
office  at   Clayton.    X.    Y.      The   buses   drive   in 
on  a  wide  concrete  roadway,   and  passengers 
step  into  them  from  the  porch. 

No.  6 — San  Jo.se  waiting  room  has  all  the 
comforts  of  home  and  more.  Listen  to  this: 
Cigar  store,  soda  fountain,  barber  shop,  res- 
taurant, taxi  stand,  men's  dressing  room 
with  porter,  ladies'  dressing  room  with  maid, 
to  mention  a  few  of  the  conveniences. 

No.  7 — At  the  rear  of  the  San  Jose  Stage 
D<^I)ot.  Stalls  for  the  stages  under  cover, 
with  fuel  and  water  supply  handy.  .A.nd  see 
how  passengers  are  handled.  Rach  stage 
has  a  pier  with  platform  alongside.  These 
p'atforms  lead  directly  into  the  depot.  .Sliown 
lere  are  stages  of  the  Peninsular  Rapid 
Transit  Company,  which  leases  the  dei>ot.  It 
is  used  al.so  by  Los  Gatos  and  San  Jos^  buses. 


>^X 


Special  Comfort  Featur( 


Xo.  1. — Kt-al  <-omf'irt  insldi-  with  wickt-r  chiilni,  duubl«- 
uiiliiilstered.  I'Sfd  on  California  two-day  tourH  at  fares  mucli 
higher  than  charsod  hy  trains  or  ordinary  j<taK«-s. 

No.  2 — Rigged  out  as  a  trav(-ling  Pullman.  lei-lcss  refrig- 
erator at  the  left,  radio  loud  .speaker  and  electric  fan  over 
driver's  seat.   Nos.  3,  4  and  5  are  other  views. 

Xo.  3. — This  may  look  like  a  White  Model  50  bus  chassis 
with  Bender  body.  And  it  i.i.  But  Inside  the  body,  the  owner 
say.s.  Is  a  combination  of  home,  hotel  and  Pullman.  This 
motor  palace  belongs  to  W.  F.  Kellogg,  the  breakfast  food 
magnate.  Mr.  Kellogg  is  shown  here  with  hbi  son  and 
grandson. 

No.  4. — Time  to  retire.  Sleeping  <iuarters  formed  by  open- 
ing up  chairs  shown  in  another  view.  Heavy  curtains  secure 
privacy  for  each  berth.  Still  another  person  can  sleep  on 
the  iron  folding  frame  at  the  rear  of  the  body. 

Xo.  5. — Getting  hungry.  Chairs  are  pushed  back  and  table 
leaves  dropped  down  from  panels  at  sules  of  body.  Com- 
plete kitchen  e(iuii)ment — stoves,  water  carrier,  utensils  form 
part  of  the  Vehicle. 

Xo.  6. — In  Southern  California  the  tourists  get  luxury  serv- 
ice. Fageols  operated  by  F*arlor  <\ir  Tours.  Cook's,  the 
famous  tourist  bureau,  se'ls  the  tickets.  These  hupiJen  to  be 
movie  people  however,  en  route  from  Hollywood  to  Tin 
.luana,  Mex.  Do  you  recognize  the  Harold  Uoyd  smile?  It 
there,      (Photo  by  Gene  Kornman.) 


420 


BUS 

TfVkNSIORTATION 


Vol.2,  No.9 


Fiat  One-Man  Bus  Has  Sixteen  Seats 


A  European  medium-duty  one-man  bus.     Entrance  is  at  left-hand  side 


THE  development  of  one-man  buses 
is  in  keeping  with  the  inci'easing 
use  of  this  type  of  vehicle  for  inter- 
urban  work  in  Europe.  The  latest 
Fiat  passenger  vehicle  represents  a 
distinct  step  toward  the  ideal  one- 
man  bus,  at  least  so  far  as  European 
conceptions  go.  Everything  con- 
nected with  operation  is  close  to  the 
driver's  hand,  both  with  regai'd  to 
manipulation  and  passenger  control. 

The  chassis  used  for  the  vehicle 
shown  in  the  illustrations  is  the  Fiat 
15-Ter,  30  -  hundredweight  model. 
This  accommodates  a  sixteen  -  seat 
body.  The  entrance  is  at  the  front, 
on  the  left,  the  large  folding  door, 
fitting  from  the  roof  to  the  edge  of 
the  step,  being  opened  or  closed  by  a 
lever  to  the  left  of  the  driver. 

The    opening    door    automatically 


gency  door  to  open  and  then  be  let 
down  outside  so  that,  in  its  inverted 
position,  it  forms  a  step.  The  idea 
of  constructing  the  two  seats  facing 
toward  the  rear  is  to  save  foot 
space,  as  the  backs  of  these,  as  well 
as  of  the  seats  in  front,  are  directly 
over  the  rear  wheel  housings. 

Three  long  frameless  windows, 
each  separately  operated  by  a  small 
windlass  underneath,  are  on  either 
side  of  the  bus,  while  the  usual 
ventilators  are  fitted.  The  window 
on  the  right  of  the  driver  is  divided 
vertically,  permitting  either  portion 
to  slide  over  the  other  when  he  de- 
sires to  signal  other  drivers. 

This  vehicle  sells  for  about  $4,300 
at  the  present  rates  of  exchange. 


lights  a  small  lamp  when  necessary, 
revealing  to  the  passenger  two 
easily-mounted  steps.  The  door  can- 
not be  opened  from  the  outside.  No 
room  is  allowed  for  standing  pas- 
sengers in  the  cab,  so  patrons  can 
pass  in  and  out  easily  during  rush 
hours.  Four  interior  electric  lights 
are  operated  from  the  dash,  and  a 
spare  wheel  is  located  on  the  right 
of  the  driver  between  the  gear  and 
brake  controls  and  the  side  of  the  cab. 
All  woodwork  down  to  the  level  of 
the  seats  is  stained  a  light  ma- 
hogany, while  the  upholstery  is  of 
a  red  imitation  leather.  A  central 
aisle  runs  between  double  seats,  all 
of  which  face  forward,  except  the 
two  facing  the  full-width  rear  seat. 
The  center  part  of  the  rear  seat  can 
be  lifted  up  to  allow  the  rear  emer- 


The  School  Bus  Idea  Is 
in  Effect 

IN  TENNESSEE  a  number  of 
counties  have  established  central 
or  consolidated  schools  and  use  motor 
buses  for  conveying  the  pupils  to  and 
from  their  homes.  These  consoli- 
dated schools  have  resulted  in  better 
buildings,  with  a  higher  class  teach- 
ing staff,  and  the  cost  of  education  is 
thereby  reduced.  A  driver  is  hired  to 
pick  up  and  deliver  the  children  along 
a  fixed  route.  Most  of  the  buses  are 
Ford  chassis  with  home-made  bodies 
rigged  to  carry  from  ten  to  fifteen 
pupils.  Each  bus  has  a  fi.xed  route 
and  a  hired  driver.  With  the  further 
development  of  improved  roads  this 
idea  will  no  doubt  be  carried  out  to  a 
greater  extent,  which  will  create  a 
demand  for  a  better  type  of  school  bus. 


At  left,  rear  seat  of  Fiat  drops  down  to  form  step,  when  emergency  door  is  opened. 
At  riaht,  interior  of  Fiat  sixteen-seater 


September.  1923 


BUS 

TR^NSHORTAlK)N 


421 


Applicants  lor  Kmployimiit  Mii-i  Havu  Ci-rtain  (Jiialiluaticns  to  .'Mi'el  the  Standards  Set  I'p  by  the 
Watertown  Transportation  (dnipanv — Alter  Kreakini;  In  as  a  Driver  a  I'robation  i'erm  of  Six  Months 
Is  Served   lUlore  Heinj;  I'ut   on  a  KeKular  Run — Promotions  Are  .Made  front  the  Driver's  Ranks  to  Fill 

Any  N'acancy  in  Maintenance  Shop  Force 

How  Employees  Are  Seleeted  and  Traiiu  d 

ill  Watertown 


WHEN  one  rides  on  the  buses 
of  the  Watertown  (N.  Y.) 
Transportation  Company, 
something  makes  him  feel  at  home, 
that  he  is  welcome  and  that  he  is 
riding  with  a  responsible  driver.  A 
recent  visit  with  Edgar  Comstock. 
the  general  manager  of  the  com- 
pany, threw  some  light  on  the  rea- 
sons for  this  feeling.  The  answer 
was  none  other  than  the  personal  in- 
terest of  Mr.  Comstock  in  the  de- 
velopment of  the  property,  the  wel- 
fare of  the  men  all  through  the  or- 
ganization, both  while  on  duty  and 
off,  the  cheeriness  of  his  smile  and 
the  sincerity  of  his  actions.  All  thi.^ 
was  reflected  in  the  attitude  of  the 
men  driving  the  buses — that  their 
job  was  not  a  mere  pastime ;  instead, 
it  is  an  opportunity  to  help  others  in 
carrying  on  community  activities. 

All  of  the  drivers  employed  are 
keen-eyed  young  fellows,  sturdy  and 
watchful  as  to  the  comfort  of  their 
passengers.  At  the  same  time,  they 
take  pride  in  their  personal  appear- 
ance, are  careful  to  obey  the  rules 
of  the  road  and  give  pedestrians  and 
other  drivers  due  consideration. 
They  have  a  pleasing  way  all  their 
own  of  carrying  out  the  company's 
rule:  "Be  courteous,  do  not  snap 
back  at  the  passengers,  but  when  a 
grouch  boards  a  bus,  smile;  when  one 
comes  on  smiling,  smile  too."  In 
fact,  they  follow  closely  the  real 
definition  of  what  a  driver  should  be 
— careful,  courteous  and  competent. 
Watertown  is  a  city  of  about  .32,- 
000  population.  It  lays  claim  to 
having  one  of  the  few  urban  bus 
operating  companies  in  the  country, 
namely,  the  Watertown  Transpor- 
tation Company.  Originated  in 
August.  1911.  by  local  business  men 
for  the  sole  purpose  of  keeping  the 
trolley  cars  off  certain  residential 
streets  and  to  furnish  local  transpor- 
tation to  such  sections  of  the  city, 
it  has  had  an  interesting  career.  It 
was  not,  however,  until  April  16. 
1916.    that    the    city    of    Watertown 


The  loulen  of  the  Watertuivii  Ttuiispoitalion  Company  do  not 
conflict  with  the  street  car  lines 


granted  the  company  a  franchise. 
This  franchise,  which  is  for  a 
twenty-year  period,  provides  for  four 
i-outes.  all  of  which  radiate  from  the 
Public  Square,  as  shown  on  the  ac- 
companying map.  In  operation,  how- 
ever, these  four  lines  follow  the  rid- 
ing characteristics  of  the  territory 
so  as  to  provide  two  distinct  operat- 
ing routes,  each  of  which  has  about 
the  same  amount  of  traffic. 

While  the  buses  are  not  of  the 
modern  low-level  type,  nevertheless, 
even  after  four  years  of  service,  they 
are  in  good  operating  condition,  well 
painted,  clean  and  reasonably  well 
maintained.  But  one  type  of  bus  is 
used,  namely,  a  G.  JI.  C.  1-ton  chas- 
sis with  longitudinal  seats.  Each 
bus  has  a  seating  capacity  of  twelve 
passengers,  but  in  rush  hours  often 
more  than  an  equivalent  number  of 
standees  are  carried.  Pneumatic 
tires  are  used  exclusively. 

Much  can  be  told  of  the  way  this 
company  has  undertaken  the  serious 


side  of  furnishing  transportation, 
such  as  the  methods  employed  to  keep 
the  equipment  in  condition  and  the 
business  side  of  the  undertaking.  In 
general,  many  of  the  ideas  employed 
could  be  copied  to  advantage  by  other 
bus  operators.  This  article,  how- 
ever, will  take  up  only  some  of  the 
matters  relating  to  furnishing  trans- 
portation, covering  the  methods  em- 
ployed in  the  selection  of  drivers  and 
what  is  expected  of  them  on  duty, 
how  their  schedules  are  laid  out,  the 
system  of  paying  in  vogue  and  the 
method  of  collecting  fares.  In  later 
articles  the  maintenance  and  account- 
ing practice  will  be  described. 

How  Drivers  Are  Selected 

The  company  has  no  difficulty 
in  obtaining  a  sufficient  number  of 
men,  as  the  job  of  bus  driver  in 
Watertown  is  as  good  if  not  better 
than  the  majority  of  positions  of- 
fered to  the  unskilled  worker.  It 
even  has  a  waiting  list  of  applicants. 


422 


BUS 

TtVVNSf-OKTAnON 


Vol.2,  No.9 


EMPLOYMENT                                                                                         WATERTOWN   TRANSPORTATION  CO                                                                                  '^^ 
"ECORD                                                                                                                                                    WATERTOWS     N     V 

D.M.T.  A 

NAME 

KIND  OF  WORK 

~.TJ  .„.,■ 

DATE 

ADDRESS 

v/HERE  BORN                                                                                              | 

AMERICAN  CITIZEN-      YES     □      NO     □ 

1 

HEIGHT                  FT.                IN-      WEIGHT              LBS.      AGE                       YEARS 

- 

MARRIED        □         SINGLE    D          DIVORCED     □         WIDOWED  □ 

CWMCrOF  .DDOtS^ 

f'0'.C 

■"" 

wiTH%AftENI3D     RELATIVES  n     KEEPS  HOUSE  D             BOARDS   D 

LAST  EMPLOYER 

LENGTH  OF  SERVICE 

KIND  OF  WORK                                                             RATE 

POSITION  TEMPORARY         D                                  PERMANENT 

n      1 

REASONS  FOR  LEAVING 

CIVIL  SERVICE                VES  □                                                                NO 

n 

DATE  LEAVING  OUR  EMPLOYMENT 

CAN  DO  OTHER  WORK  AS 

REASONS 

EDUCATION  PUBLIC  SCHOOL 

HIGH  SCHOOL 

COLLEGE 

DATE  EMPLOYED                                                    FOR                                              DEPT. 

NOTIFY  IN  CASE  OF  ACCIDENT 

THE  ABOVE  STATEMENTS  ARE  TRUE 
SIGNATURE  OF 
APPLICANT 

"•■■"■ 

•°°""                                                                                '"'°"' 

'" 

N.fl[ 

AMI|IIIIAIililllllAIIII|IIIIAIi;i|IIIIAIIII|llllAI1ll|IIIIAIIll|IIIIAMIIjll|IAIIII|lll 

AMERICAN  KARDEX  CO  ,  Ihc     Tohawanda.  N  Y,  U  S  A                               «.  ,-^  >  •  .,om.*«  tou...... 

a:'J5                                                                              K-fMf^'-A                                                                                                      471.C 

and  it  is  therefoi-e  able  to  make  its 
own  selection  without  taking  any  one 
who  may  later  prove  to  be  detrimen- 
tal to  the  company's  interests. 

Applicants  to  be  picked  for  the 
position  of  driver  must  have  at  least 
a  public  school  education  and  hold 
a  New  York  State  chauffeur's  license. 
They  must  also  be  willing  to  furnish 
the  name  of  their  last  employer,  the 
length  of  time  they  were  there,  the 
kind  of  work  performed  and  their 
reason  for  leaving.  The  bus  com- 
pany then  checks  up  these  statements 
by  letter  with  the  former  employer 
for  its  own  records,  and  if  the  in- 
vestigation proves  that  the  man  is 
of  good  character  and  honest,  his 
name  is  placed  on  file  for  future 
emjjloyment  as  needed.  Because  the 
company  demands  that  each  appli- 
cant be  a  licensed  chauffeur,  it  is  un- 
necessary to  teach  him  how  to  drive 
before  putting  him  out  on  the  line  to 
learn  the  bus  route,  the  intersecting 
streets  and  traffic  points.  Upon  be- 
ing called  for  employment,  the  ap- 
plicant usually  spends  two  days  on 
each  route  under  the  supervision  of 
an  inspector,  and  at  the  end  of  the 
four-day  period,  if  he  appears  to  be 
proficient  in  handling  the  bus  and 
knows  fairly  well  the  names  of  the 
intersecting  streets,  the  inspector 
turns  him  in  as  being  eligible  for 
what  is  termed  the  student's  list. 
Reaching  this  point,  the  applicant  is 
given  the  student's  driver  badge  and 
put  on  probation  for  six  months 
"bucking  the  list";  that  is,  working 
when  a  man  is  off  duty  sick  or  for 
other  reasons. 

At  the  end  of  the  probation  period. 


.4  personnel  record  card  is  kept 
of  each  employee.  At  the  right 
is  shown  the  form  of  driver's 
daily  report  far  collections  made 


if  the  man's  record  is  good,  he  is 
listed  as  being  available  for  a  regu- 
lar run.  There  are  four  students  on 
the  probation  list  at  all  times.  When 
an  opening  occurs  the  one  who  has 
the  best  record  is  picked  to  fill  the 
vacancy.  In  other  words,  selection 
is  not  made  by  seniority  of  employ- 
ment but  by  personal  record  of  the 
applicant  while  on  probation. 

Applicants  while  employed  as  stu- 
dents are  paid  on  the  basis  of  50 
cents  per  hour  for  time  actually 
worked.  Regular  drivers  are  paid  a 
weekly  wage  of  $30  and  have  one  day 
off  in  seven.  This  is  one  of  the 
features  of  employment  that  make 
the  job  so  attractive  and  keep  the 
turn-over  low.  In  fact,  the  majority 
of  the  twenty-odd  drivers  on  duty 
today  have  been  with  the  company 
for  more  than  five  years. 

Shop  employees  are  picked  from 
the  ranks  of  the  bus  drivers.  Just 
how  this  is  done  is  explained  later 
in  this  article. 


WATERTOWN 
TRANSPORTATION  CO. 


Good  only  on  Washington 
or  Franklin  St.  Busses 


THIS  TRANSFER  is  good  only  on  first  Bus 
leaving  for  destination  indicated  above,  alter  time 
puncbcd. 


1-2-3-4-5-6-7-8-9-10-11-12 


10  -  20  -  30  - 


A.M.  P.M. 


Date                               1*2 

FIRST  RUN 

Meter  No. 

Car  No ON 

OFF 

Cub  Reading 

Ticket  Readlog 

$ 

SECOND  RUN                         Meter  No 

Car  No ON                            OFF 

Cash  Readlns 

Ticket  ReadiOK 

$ 

T 
O 
T 

I. 

N;tm«                                                                   No. 

Transfer! 

Type  of  transfer  used.     Issuing 
routes  are  distinguished  by  colors 


Beginning  with  July  1,  1922,  the 
regular  monthly  pay  of  all  employees 
with  the  company  for  six  months  as 
regular  employees  was  supplemented 
by  a  bonus  of  $5.  Merits  are  credited 
and  demerits  are  debited  on  the  basis 
of  each  to  this  sum.  In  no  case, 
however,  can  an  employee  secure 
enough  merits  to  increase  his  bonus 
beyond  $5  per  month,  nor  can  de- 
merits reduce  his  regular  pay.  The 
general  manager  makes  all  rewards 
with  the  right  of  review  and  appeal 
to  the  president,  whose  action  is 
final. 

That  the  system  is  working  well  is 
evidenced  by  the  fact  that  during 
its  first  fourteen  months  of  opera- 
tion only  two  drivers  have  been  given 
demerits. 

Bonus  System 

Merits  may  be  earned  by  an  act 
of  service  to  the  company  which  is 
beyond  the  duty  actually  required 
of  an  employee  or  which  shows  spe- 
cial skill  or  zeal  in  the  company's 
interest.  Cases  may  be  cited  such 
as  a  driver  getting  out  of  a  "tight 
place"  for  which  he  was  not  re- 
sponsible; or  his  avoidance  of  an 
accident  by  the  use  of  courage  or 
judgment;  or  his  preventing  or  de^ 
tecting  fraud  in  the  payment  of 
fares;  a  mechanic  by  making  an  ex- 
ceptionally clever  piece  of  repair 
work  or  adjustment. 

Demerits  will  be  given  for  failure 
and  inefficiency  in  fulfilling  the  re- 
quirements expected  of  an  employee. 
Some  of  these  are  specifically  men- 
tioned in  the  following  table  of 
offenses : 


September,  1923 


BUS 

lHVSSK)H1ATX>i 


423 


MiMtiuK  run  or  rcp4>rtitijf  litii- 
Di8rourt«»y  to  paK^tMitrir 
Driver iininkiiiK  i>ii  iliit> 
Rea<)inie(>ii<lu(v 
Inattention  toiluty 
CarelewtlriviiiK 
Leavinv  par  uiiproirct»-«.l 
Improppr  ub»*  of  hrnkt  - 
Failur**  tn  r»-port  ^iccitli'iit 
Failure  I «  report  drffi'i  kn-iwti 
Givinxout  mitinforniitrion 
Critirittinn  policy  of  iimnnirt^ 

nient  of  comitany  except  |o 

sup<-rior»  . 
T^ck  of  neatnew  or  olcaiili- 

ne*u,  or  improper  or  untidy 

ilrem 

Violation     of     minor     tDifTir 

retEulntiooM 


Pilat 

SwKjnrt 

Thir.l 

5 

10 

10 

10 

10 

10 

10 

10 

10 

The  following  offenses  will  subjecl 
the  employee  to  liability  of  imme- 
diate and  summary  disfharKf:  I'is- 
loyalty  to  the  company;  insubordina- 
tion; discourtesy  to  passengers; 
desertion ;  intemperance ;  immoral- 
ity; endangering  lives  of  passengers, 
public  or  employees;  improper  col- 
lection or  handling  of  fares. 

Drivers  Are  Uniformed 

It  is  one  of  the  company's  require- 
ments that  the  men  wear  a  standard 
uniform.  This  consists  of  a  military 
visored  cap,  a  single-breasted  la- 
pelled  coat,  blue  .shirt,  cotton  in  sum- 
mer and  flannel  in  winter,  knickers 
and  puttees.  Uniforms  are  purchased 
by  the  company  at  wholesale  rates 
from  McCord-Smith  Company  and 
sold  to  the  drivers  at  cost.  This  is  in 
the  neighborhood  of  $25.  The  method 
of  payment  is  optional — some  men 
pay  cash,  while  in  other  cases  the 
company  deducts  an  agreed  upon 
amount  weekly  from  the  man's 
wages.  Two  uniforms  per  year  are 
generally  sufficient.  The  winter  uni- 
form also  includes  a  reefer  or  hip- 
length  overcoat. 

In  fact,  the  company  has  a  plan 
whereby  it  loans  any  employee  a 
reasonable  amount  of  money  withou; 
interest  in  case  of  necessity  or 
emergency,  repayment  to  be  made  in 
small  weekly  installments. 

Two  types  of  badges  are  worn,  as 
illustrated.  One  is  for  the  student 
driver  and  the  other  for  the  regular 
driver.  The  only  apparent  differ- 
ence is  that  the  regular  drivers  are 
numbered.  A  unique  method  is  fol- 
lowed in  the  wearing  of  the  badges. 
They  are  worn  at  the  back  of  the 
cap  so  as  to  be  visible  by  passengers 
riding  in  the  buses. 

Personnel  Records  and  Accident 
Reports 

When  a  man  goes  on  duty  as  a 
driver,  either  as  a  student  or  a  reg- 
ular, the  company  provides  him  with 
a  five-barrel  Johnson  money  changer, 


nrii'iyn'    had[/in 


T:w 


•  till    tichilf. 


$5  in  change  and  $5  worth  of  four- 
for-a-quarter  metal  tickets.  He  is 
also  provided  with  a  special  punch, 
a  pad  of  100  transfers,  a  trip  report 
and  a  money  bag  for  use  in  making 
settlement  at  the  end  of  the  day's 
work.  The  company  expects  and 
holds  him  responsible  then  for  hav- 
ing a  sufficiently  large  supply  of 
change  and  tickets  whenever  he  goes 
on  duty. 

In  case  of  accident,  no  matter  how 
trivial,  in  which  the  bus  is  involved, 
drivers  fill  out  a  special  blank,  a 
.'•:ample  of  which  is  produced  here- 
with. This  is  one  of  the  require- 
ments of  the  Globe  Indemnity  Com- 
pany, Newark,  N.  J.,  the  company 
that  carries  the  liability  insurance 
on  the  buses. 

On  the  form,  as  will  be  noticed,  the 
driver  writes  the  name  and  address 
of  the  injured  person,  the  nature  of 


the  injury,  the  details  as  to  the  acci- 
dent and  its  cause.  As  many  names 
of  witnesses  as  possible  are  secured 
to  corroborate  his  report  in  case 
claim  for  damages  is  made.  The  form 
is  then  turned  into  the  bus  com- 
pany's office  by  the  driver  at  the 
earliest  possible  moment  after  the 
accident  so  that  the  insurance  com- 
pany can  be  notified  without  loss  of 
time. 

One  and  probably  the  best  indica- 
tion that  the  bus  drivers  of  the 
Watertown  Transportation  Comi)any 
are  careful  and  use  their  heads  in 
operation  is  borne  out  by  the  fact 
that  for  the  year  11123  the  company 
was  able  to  secure  a  reduction  in 
the  premium  rate  on  its  liability  in- 
surance policies.  This  is  a  pretty 
good  record  and  the  company  recog- 
nized it  through  the  adoption  of  a 
bonus  system. 

Syste.m  of  Fares  and  Method 
of  Collection 

The  local  franchi.se  granted  in 
April,  1916,  specified  that  the  rates 
of  fare  to  be  charged  for  a  single 
ride  was  to  be  5  cents,  with  retluced 
rate  tickets  in  lots  of  six-for-a-quar- 
ter  with  free  transfer  privileges  be- 
tween the  different  routes.  Like 
many  other  transportation  com- 
panies in  the  country,  this  company 
was  confronted  with  rising  costs  of 
operation  during  and  following  the 
World  War  and  on  Dec.  15.  1921.  the 
city  of  Watertown  agreed  to  allow 
the  rates  of  fares  to  be  increased. 
The  cash  fare  rate  was  changed  to 
7  cents  and  tickets  were  sold  in  lots 
of  four  for  a  quarter  instead  of  six 
as    heretofore.      The    free    transfer 


The  Injured  Person 

1  IKSCItlllK    LilllEKLV    WH.VT    IlArl'E.SEO 

Man,  iconiffri  or  chitdt 

.1  ddrcss    

Xatiire   of  Injury 

S.\MKB  AND  .\DnilE88ES  OF  ALL  WIT.VE8SE8 

(Thl»  Is  very  Important;  get  ar  m-nv 
an  you  can ) 

The  Accident 

On   which  aide  of  the  street  were  im,,  • 

Going   which    wnyt 

How  fur  from  the  curbf 

Was  injurtd  on  the  sidewalk  or  crosting/ 

.III!/  policcmnn   prcurr^' 
His    nnmbfr    or    nam' 

Aildr,  ■>■,     

W>:rf   you   tirr>  sit  d .' . 

The  drivers  fill  out   this  form  to  report  on  accidents 


424 


BUS 

IRaNSPORTATION 


Vol.2,  No.9 


privileges  were,  however,  maintained 
between  the  different  routes.  The 
tickets  used  are  made  of  metal  and 
little  smaller  than  a  dime.  Fares  are 
collected  on  the  prepayment  plan  and 
transfers  issued  at  time  fare  is  paid. 
To  speed  up  fare  collection,  all  buses 
are  equipped  with  Johnson  register- 
ing fare  boxes.  Some  of  the  fare 
boxes  register  in  dollars  and  cents, 
while  others  simply  count  the  num- 
ber of  fares  collected,  that  is,  in 
7-cent  units.  All  boxes,  in  addition, 
have  what  is  known  as  a  metal  ticket 
pick-up  for  counting  separately  the 
metal  tickets  collected.  This  means 
that  all  fares  except  the  free  trans- 
fers are  deposited  in  the  fare  box. 
Drivers  make  change  only.  They  are 


route  worked,  the  date,  the  number 
of  bus  driven  and  the  meter  or  fare 
box  number.  In  the  space  provided 
the  opening  numbers  of  the  day  of 
I'oth  dials  on  the  fare  box  are  put 
down  on  the  second  line  so  that  when 
relieved  for  meals  the  closing  num- 
bers can  be  put  down  directly  over 
them.  By  simple  subtraction,  then, 
the  driver  can  tell  how  much  he  has 
taken  in.  In  the  bottom  half  space 
is  provided  for  collections  on  the  last 
half  of  his  run.  The  sum  of  the  two 
makes  the  total  for  the  day  and 
represents  what  must  be  turned  into 
the  company.  The  number  of  trans- 
fers collected  is  marked  at  the  bot- 
tom. What  is  commonly  called  the 
bag  system  of  settlement  is  used  in 


I'ickinr/  np  passengers  in  the  Public  Square  in  Watertown 


not  permitted  to  deposit  fares  for 
passengers.  There  are  no  deadheads 
except  policemen,  firemen  and  com- 
pany employees.  The  number  of 
transfers  collected  averages  but 
thirty  per  day  and  the  company  has 
not  yet  considered  it  essential  that 
any  particular  registration  be  made 
for  this  volume  of  traffic.  The  driver 
simply  notes  on  his  day  card  in  the 
space  provided  for  that  purpose  the 
number  picked  up.  No  record  of 
deadheads  carried  is  kept. 

Only  simple  records  of  traffic  han- 
dled are  kept  by  the  bus  drivers.  The 
policy  of  the  company  is  to  require 
only  enough  information  to  check 
the  money  and  ticket.s  that  have 
been  collected  during  the  day.  Each 
driver  fills  out  a  report,  a  sample  of 
which  is  illustrated.  As  will  be 
noticed,    this    report    indicates    the 


making  returns.  Under  this  plan  the 
driver  puts  his  daily  report  record 
slip  in  a  bag,  along  with  the  money 
as  determined  thereby,  and  deposits 
it  in  a  safe  having  a  trapdoor  at  the 
garage.  Once  deposited,  it  is  out 
of  reach  until  the  safe  is  opened. 
Day  men  usually  turn  in  their  pre- 
vious day's  collections  before  going 
to  work  in  the  morning,  while  the 
night  men  must  do  so  before  tak- 
ing out  their  noon  relief.  Many  of 
them,  however,  make  settlement 
when  pulling  in  at  night.  This 
avoids  going  to  the  garage  the  next 
day,  as  all  reliefs  are  made  at  the 
Public  Square  in  the  heart  of  the 
city.  In  case  of  errors,  either  overs 
or  shorts,  adjustment  is  made  per- 
sonally through  the  office  with  the 
man  affected. 

These  daily  report  slips  also  form 


the  basis  of  all  records  kept  by  the 
company,  showing  revenues,  number 
of  passengers  carried,  transfers 
picked  up,  etc.,  for  each  individual 
driver,  bus  or  route,  as  well  as  the 
total  for  the  day's  business. 

Some  of  the  Operating  Rules 

The  company  has  issued  a  book 
of  rules  for  its  employees,  and  to 
insure  that  the  men  know  them  a 
plan  was  recently  inaugurated  of 
having  each  rule  printed  separately, 
one  of  which  is  inserted  in  the 
weekly  pay  envelope  as  a  reminder. 
This  plan  is  unique  and  the  company 
believes  that  it  is  proving  beneficial 
in  keeping  the  rules  fi-esh  in  the 
minds  of  the  men.  The  rules  of  the 
company  urge  drivers  to  operate 
buses  more  carefully  than  if  they 
were  driving  their  personal  car,  for 
the  safety  of  passengers  is  in  their 
hands ;  that  buses  keep  to  the  right 
at  all  times ;  that  the  right  of  way 
be  given  to  any  one  coming  out  of 
an  intersection  from  the  right; 
that  drivers  respect  the  rights  of 
others  and  not  insist  upon  their  own 
if  there  is  danger  in  so  doing.  The 
slogan  of  Safety  First  always  must 
be  followed. 

Police  regulations  prohibit  pas- 
sengers from  standing  between  the 
driver  and  the  door  or  riding  on 
the  steps  of  the  bus.  Likewise,  the 
speed  limit  is  15  m.p.h.  and  in  some 
l)arts  of  the  congested  section 
slower. 

In  picking  up  passengers  buses 
drive  as  close  to  the  curb  as  pos- 
sible to  avoid  having  passengers 
step  into  the  street. 

Where  there  are  road  delays  due 
to  mechanical  or  tire  troubles, 
drivers  call  for  the  emergency 
service  wagon.  It  is  a  rule  of  the 
company  never  to  run  on  a  flat  tire 
as  this  not  only  ruins  the  tire  casing 
but  the  tube  and  rim  as  well. 

Dogs  and  bulky  articles  are  not 
permitted  to  be  carried,  likewise  in- 
toxicated people. 

Buses  on  reaching  the  end  of  the 
route  must  be  turned  around  facing 
the  city  center  so  as  to  be  ready  to 
pull  out  on  schedule  time. 

In  the  winter  when  soft  snow  is 
on  the  ground  drivers  are  told  to 
scatter  their  tracks  in  order  to  pack 
the  snow  and  form  a  smooth  roadway 
and  eliminate  ruts. 

In  starting  all  three  gears  are  re- 
quested to  be  used.  To  start  off  in 
second  is  prohibited. 

Bus  service  is  given  on  each  of  the 
routes  for  practically  seventeen  hours 


September,  1923 


bus 

IRANSHORlXnON 


425 


per  day,  6:30  a.m.  to  11:40  p.m., 
with  the  exception  of  Sunday,  when 
bu.ses  do  not  pull  out  until  7  o'clock 
in  the  morninjc  and  are  in  at  11  p.m. 
Ten-minute  headway  is  the  .standartl 
of  .service,  e.xcept  durint;  the  morn- 
ing, noon  and  evening  rush  hour.s, 
when  extra  trip.s  are  put  on  to  take 
care  of  the  additional  traffic. 

On  the  Wa.shingtoii  and  Franklin 
Street.s  route,  which  !.-<  2k  miles  long, 
the  tirst  of  the  three  regular  buses  on 
the  line  pulls  out  at  6:  25  a.m.,  so  as 
to  leave  the  Washington  Street  end 
of  the  line  at  G:30  a.m.  The  next 
bus  out  is  6:45  a.m.,  while  the 
third  does  not  come  on  until  7:35. 
The  last  bus  pulls  in  at  night  at 
11:40  p.m.  and  leaves  the  Public 
Square  at  11:  22  p.m.  These  three 
buses  give  a  ten-minute  headway  dur- 
ing the  entire  day,  which  means  that 
the  time  allowed  for  a  one-way  trip 
is  fifteen  minutes. 

Rotating  Plan   Followf.d 
IN  Making  Runs 

On  the  Mill  and  Arsenal  Streets 
route,  which  is  2-;  miles  long,  four 
buses  are  needed  to  give  a  ten-minute 
service  all  day.  During  certain 
hours,  from  7  to  9  a.m..  11  a.m.  to 
1:30  p.m.  and  from  5:30  to  9:30 
p.m.,  on  stormy  days  and  from  Sept. 
1  to  May  1  three  additional  buses  are 
put  on  to  give  a  five-minute  headway. 
The  good  days,  therefore,  during  the 
summer  months,  that  is  from  May  1 
to  Aug.  31,  only  three  buses  operate, 
the  reason  being  that  the  summer 
traffic  is  far  less  than  in  winter,  due 
to  better  walking  conditions  and  the 
increased  use  of  the  private  auto- 
mobile. 

The  regular  schedule  calling  for 
seven  buses  is  made  up  into  fourteen 
two-piece  runs,  the  actual  time  of 
which  varies  from  ten  and  one-half 
to  twelve  and  one-half  hours  on  week- 
days. On  Sundays  runs  vary  from 
ten  to  eleven  hours.  Under  the  plan 
of  operation  the  drivers  are  not  on 
duty  these  long  stretches  for  a  full 
week,  as  their  work  day  rotates  down 
the  schedule,  which  provides  one  day 
off  in  seven.  For  instance,  on  the 
Washington-Franklin  Streets  line  the 
driver  working  No.  1  run  on  Monday 
pulls  out  at  6:25  a.m.,  has  a  meal  re- 
lief from  11:52  a.m.  until  1:03  p.m., 
then  works  until  6:03  p.m..  a  total 
of  ten  hours  twenty-seven  minutes 
in  a  spread  of  eleven  hours  thirty- 
nine  minutes.  On  Tuesday  he 
takes  run  No.  2,  which  pulls  out 
at  6:45  a.m.,  has  a  relief  from 
12:13  until  6:07  p.m.  and  pulls  in 


at  11:40  p.m.  In  reality  he  works 
eleven  hours,  but  it  is  spread  over  a 
period  of  nearly  eighteen  hours.  The 
folli>wing  day,  Wednesday,  he  does 
not  go  to  work  until  11  :  53  a.m.,  has 
a  meal  relief  from  5:  23  to  6:  13  p.m. 
and  pulls  in  at  11:20  p.m.,  working 
slightly  more  than  eleven  hours  in  a 
spread  of  eleven  hours  thirty  min- 
utes. The  fourth  day,  Thursday,  he 
has  off.  On  Friday  he  pulls  out  at 
6:  14  a.m.,  makes  three  trips  on  the 
Arsenal-Mill  Streets  route,  pulls  in  at 
7:26  a.m.,  spends  the  balance  of  the 
morning  in  the  shop  as  a  helper,  has 
a  meal  relief  from  11  a.m.  until 
12:13  p.m.  and  drives  a  bus  until 
6:  13  p.m.  This  run  has  actual  work- 
ing time  of  ten  hours  fifty-six  min- 
utes over  a  spread  of  twelve  hours. 


Driver's  position  is  well  located 
to  handle  passengers 

On  Saturday  he  pulls  out  at  7:35 
a.m.,  is  i-elieved  from  1 :  03  until  5:  23 
p.m.  and  pulls  in  at  11:30  p.m., 
making  twelve  hours  30  minutes 
work  in  sixteen  hours.  On  Sunday 
he  pulls  out  at  7  a.m.,  works  until  11 
a.m.,  lays  off  until  12  noon  and  is  re- 
lieved again  at  4  p.m.,  which  makes 
eight  hours  work  in  nine  hours.  All 
told,  then,  the  average  number  of 
hours  worked  for  the  seven  days 
amounts  to  sixty-four  hours,  or  ten 
and  two-thirds  hours  per  day  on  the 
average. 

In  the  case  of  drivers  working 
trippers  on  the  Washington-Franklin 
Streets  line  the  runs  are  in  three 
pieces,  the  longest  of  which  pulls  out 
at  7:40  a.m..  works  until  9:  15  a.m.. 
lays  off  until  11:45  a.m.,  pulls  out 
again  at  5:45  p.m.  for  the  evening 


rush  and  pulls  in  at  10:15  p.m. 
This  run  calls  for  nine  hours  five  min- 
utes work  in  a  spread  of  fourteen 
hours  thirty-five  minutes.  Drivers 
who  work  trippers  also  follow  the 
rotating  plan,  .so  that  in  six  days 
they  work  fifty-one  hours.  Sunday 
is  their  day  off  as  no  trippers  are 
run. 

By  having  the  runs  on  the  rotating 
plan  it  is  possible  to  follow  what  each 
run  ought  to  turn  in  from  day  to  day 
much  closer  than  if  the  same  man 
worked  the  same  run  from  day  to  day. 
Then,  too,  no  attempt  is  made  to  keep 
the  same  drivers  on  a  particular  bus. 
Bu.ses  are  all  alike  and  the  garage 
man  simply  lays  out  the  buses  for 
each  route  signed  up. 

It  will  be  noticed  that  one  of  the 
runs  calls  for  time  in  the  shop.  The 
plan  behind  this  is  to  give  the  drivers 
:i  training  that  will  fit  them  for  work 
ill  the  repair  shop  in  case  there  is  a 
vacancy.  In  other  words,  the  com- 
pany trains  its  own  repair  men  while 
they  are  holding  drivers'  positions. 
.After  two  years  of  driving  on  regular 
runs,  during  which  tjme  nearly  125 
days  have  been  spent  in  the  shop,  the 
company  believes  it  has  among  its 
own  forces  men  who  are  better  quali- 
fied for  shop  work  than  any  who  are 
picked  up  from  the  street. 


(!(>l<»ra(l<>  >Ii(llaii«i  Itoadlxd 

to   Bi'coiiK'  Great  Scenic 

Highway 

ANEW  scenic  highway  route  in 
the  Rocky  Mountains  favorable 
for  bus  operation  will  be  opened  up 
soon  from  Divide  to  Glenwood 
Springs,  Col.,  a  di.stance  of  260 
miles.  The  highway  will  be  con- 
structed on  the  roadbed  of  the  aban- 
doned Colorado  Midland  Railway,  the 
officials  of  the  company  having  re- 
cently pre.sented  the  roadbed  to  the 
state  of  Colorado.  The  donation  car- 
ries with  it  three  trestles,  valued  at 
$150,000,  and  the  Busk-Ivanhot 
tunnel,  2i  miles  long,  16  ft.  wide 
and  24  ft.  high. 

The  construction  of  a  motor  high- 
way from  Divide  to  Glenwood 
Springs  through  the  tunnel  will  in- 
sure an  all-year  route  over  the  Con- 
tinental Divide. 

Along  this  Rocky  Mountain  road 
the  .scenerj-  is  most  magnifice.u. 
With  the  additional  novelty  of  riding 
through  a  2A-mile  tunnel,  11,000  ft. 
above  the  sea,  it  is  expected  that 
several  new  scenic  tour  bus  lines 
will  soon  be  organized. 


426 


BUS 
TMNSPORTATION 


Vol.2,  No.9 


Let/land  thirty-seatcr  for  ancient  Spanish  city  of  Cordoba 


British  Develop  Large  Single-Deckers 


THE  accompanying  illustrations 
show  the  floor  plan  and  exterior 
of  a  forty-seater  and  a  group  of 
six  thirty-seat  single-deck  buses, 
both  designed  by  the  Leyland  Mo- 
tors,   Ltd.,    Lancashire,    England. 

The  principal  feature  of  the  Cros- 
ville  bus  is  the  large  seating  ac- 
commodation provided  on  one  deck, 
without  excessive  over-all  length. 
The  chassis  is  the  standard  Leyland 
type'  4-ton  capacity  with  a  slightly 
longer     wheelbase.       Steering     and 


driver's  control  are  arranged  at  the 
.side  of  the  engine,  to  give  additional 
passenger  space.  There  are  three 
entrances,  all  on  the  left-hand  side. 
The  central  aisle  runs  down  the 
middle  of  the  bus  between  the  two 
rear  entrances,  so  that  passengers 
can  enter  by  the  front  door  and  leave 
by  the  one  at  the  rear.  The  chassis 
is  designed  so  that  engine,  clutch  and 
transmission  can  be  taken  out  with- 
out removing  the  body. 

The  group  picture  represents  six 


Seat  plan  of  Leyland  forty-passenger  bus 


Leyland  single  deckers  for  the  Auto 
Bus  de  Cordoba,  Spain.  These 
chassis  are  of  the  R.A.F.  recondi- 
tioned type,  with  extended  frames 
and  increased  wheelbase.  The  bodies 
scat  thirty  passengers  comfortably. 
Front  and  rear  doors  are  provided, 
so  that  one  can  be  used  as  an  en- 
trance and  the  other  for  exit. 

All  passenger  service  doors  are  on 
the  left-hand  side,  because  of  the 
English  "turn  to  the  left"  rule  of 
the  road. 


EiKjthh  sbiyle-decker,  seats  for  forty  inside.     One  door  for  driver, 
two  for  passengers,  all  on  left-hand  side 


Common  Sense  on  the 
Highway 

THE  National  Automobile  Cham- 
ber of  Commerce,  through  its 
motor  truck  committee,  has  issued  a 
booklet  advocating  courtesy  on  the 
highways,  sharing  the  road  with 
others  and  its  use  generally  by  oper- 
ators of  heavy-duty  vehicles,  so  as 
to  make  friends  rather  than  enemies 
among  the  drivers  and  passengers 
of  so-called  pleasure  cars. 

Here  are  seven  points  that  the 
booklet  says  every  driver  of  heavy- 
duty  vehicles  will  do  well  to  re- 
member : 

1.  You  are  an  engineer  with  a  defi- 
nite responsibility. 

2.  You  control  a  highly  concen- 
trated piece  of  machinery. 

;i.  A  valuable  cargo  has  tempo- 
i-arily   been  placed  under  your  care. 

4.  In  your  hands  is  an  investment 
of  many  thousands  of  dollars. 

5.  You  are  operating  over  a  finely 
built  highway — your  highway — you 
have  one  share. 

fi.  But — don't  forget  that  the  man 
in  the  car  behind  also  has  a  share 
in  it. 

7.  There  may  be  ten  cars  behind 
you — ten  shareholders.  Is  it  to  be 
friend  or  foe?    You  alone  can  decide. 


September,  1923 


BUS 

•mANSK  STATION 


427 


r 


'I'l/pi'  "Z"  coach  of  the  Chicngo  Motor  t'onch  Company 


New  Sixty-iiiiie-Passeiiger 
Doiible-Decker  Installed  in  Chieago 

Four-Wheel  Brakes.  Rigid  Frame  and  Sleeve- 
Valve  EnRlne  Are  Features  of  New  Bus  Developed 
by    the    Yellow    Coach    Manufacturing   Company 


THE  Chicago  Motor  Coach  Com- 
pany, through  its  subsidiary, 
the  Yellow  Coach  Manufac- 
turing Company,  has  undertaken 
something  never  before  attempted  in 
the  automotive  industry.  Manu- 
facturers of  automobiles  and  trucks 
usually  require  not  less  than  two 
years  in  which  to  design,  develop  and 
perfect  a  new  unit.  However,  this 
company,  since  last  November,  has 
designed,  developed  and  perfected 
three  new  types  of  coaches.  In  this 
accomplishment  the  Yellow  Coach 
Manufacturing  Company  has  given 
to  the  Chicago  Motor  Coach  Com- 
pany and  to  outside  users  of  its 
vehicles  a  coach  which  embodies  in 
mechanical  detail,  in  appearance  and 
in  riding  quality  the  latest  features 
in  automotive  practice. 

The  first  of  600  new  double-deck 
buses  has  been  placed  in  service, 
and  the  Chicago  Motor  Coach  Com- 
pany will  add  to  its  equipment  at 
the  rate  of  one  bus  a  day,  later 
adding  five  a   day   as   facilities   are 


increased  at  the  Yellow  Coach  Manu- 
facturing Company's  plant,  maker 
of  the  new  buses.  The  chassis  of 
the  new  vehicle  is  known  as  type 
"Z."  It  is  capable  of  accommodat- 
ing three  body  designs,  two  of  the 
double-deck  type  and  one  of  the 
single-deck  type.  The  sixty-nine- 
passenger  double-deck  design  shown 
in  the  accompanying  photographs  is 
the  type  being  produced  in  quantity 
for  the  Chicago  Motor  Coach  Com- 
pany. 

The  chassis  and  body  designs  were 
formulated  after  months  of  research 
and  study.  No  feature  of  recognized 
practice  was  taken  in  its  entirety, 
each  detail  being  the  company's  own 
design.  In  the  assembled  finished 
product  members  and  parts  were 
tested  and  further  strengthened 
wherever  the  theoretical  design 
failed  in  practice.  The  accompany- 
ing drawings  indicate  how  this 
method  has  been  carried  out,  giving 
the  chassis  a  large  factor  of  safety. 
The    chassis,    which    has    a    channel 


side  frame  of  10  in.  .x  4  in.  .\  1  in. 
maximum  section,  with  a  kick-up 
over  the  rear  axle,  is  so  constructed 
that  twisting  is  practically  impcs- 
sible.  Five  cross  members,  two  of 
2i  in.,  one  of  3  in.  and  two  of  4i  in. 
diameter,  all  of  i-in.  thick  steel  tub- 
ing, take  up  all  the  torsion  effect  in 
the  frame;  the  ends  are  brazed  into 
steel  castings,  which  in  turn  are 
riveted  into  the  side  frames.  A  sta- 
bilizing member  of  channel  section 
is  fitted  at  the  rear  end  of  the  rear 
spring,  this  l)eing  attached  to  the 
frame  by  means  of  large  gusset 
plates. 

Before  arriving  at  this  type  of 
frame  considerable  calculating  and 
experimenting  was  conducted  to  de- 
termine just  how  to  eliminate  the 
usual  practice  whereby  the  strain  of 
distortion  is  placed  on  the  bodv. 
During  one  of  the.se  tests  a  body 
mounted  on  a  frame  without  tubular 
cross  members  was  subjected  to  dis- 
tortion, with  the  result  that  every 
window  was  broken.    After  the  tubu- 


428 

lar  cross  members  were  installed, 
it  was  found  that  one  entire  end  of 
the  frame  could  be  raised  by  lifting 
either  corner  at  that  end.  The  rigid- 
ity factor  which  had  previously  been 
furnished  by  heavy  construction  in 
the  body  is  now  incorporated  in  the 
frame  with  little  additional  weight. 
A  much  greater  body  life  will  be  the 
result,  it  is  expected,  with  a  mini- 
mum maintenance  charge. 

A  ride  in  the  new  coach  further 
strengthens  the  opinion  that  the  de- 
sign and  achievement  of  the  engi- 
neers have  produced  a  product  of 
exceptional  riding  ability.  Accelera- 
tion is  accomplished  in  a  very 
smooth,  progressive  manner,  with- 
out jerking,  while  deceleration  pro- 
duced by  the  four-wheel  brakes  gives 
one  the  sensation  of  gentle  stopping 
without  the  feeling  that  one  must 
be  braced  against  the  seat  in  front. 
The  interior  of  the  coach  presents 
an  artistic,  appealing  appearance 
with  the  enameled  white  ceiling,  the 
rattan  seats  and  side  walls  and  the 
artistic,  serviceable  hardware  of  pol- 
ished aluminum.  Body  rumbling  or 
other  noises  have  been  eliminated 
almost  entirely.  Window  rattle,  for 
example,  has  been  avoided  by  the 
insertion  of  polished  glass  in  brass 
sash.  The  construction  is  such  that 
the  windows  are  held  securely  to  the 
body  frame. 

The  power  plant  is  a  new  design 
made  by  the  Yellow  Sleeve-Valve  En- 
gine Company.  This  plant  was 
bought  recently  by  the  makers  of  the 


BUS 

TRANSPORTATION 


Knight  sleeve-valve  engine,  with 
generator  in  saddle 

coach,  so  that  an  engine  with  the 
necessary  qualities  of  power,  effi- 
ciency and  silence  would  be  available. 
A  three-point  suspension  for  the 
engine  is  used.  At  the  front  is  a 
heavy  5-in.  bearing,  supported  on  a 
channel  cross  member,  while  the  two 
points  at  the  rear  are  underslung  to 
a  drop-forged  cross  member.  Long 
bolts  hold  the  engine  in  place  against 
this  cross  member.  A  single  plate,  dry 
disk  clutch,  held  engaged  by  twenty 
cylindrical  compression  springs,  is 
mounted  directly  in  the  flywheel. 
With  the  special  built  Zenith  car- 
buretor a  gland  is  provided  to  pre- 
vent air  leakage  at  the  throttle  lever. 
A  feature  of  the  manifold  is  the  hot 
spot,  by  which  the  exhaust  gases  are 
played  upon  the  intake  manifold, 
vaporizing  largely  all  of  the  fuel. 

Chassis    in    plan    and    elevation 


Vol.2,  No.9 

The  engine  has  four  cylinders, 
4-in.  bore,  6-in.  stroke,  developing  a 
brake  horsepower  of  55  at  1,800 
r.p.m.  A  3-in.  crankshaft  forms 
ample  bearing  surface  for  the  main 
and  connecting-rod  bearings.  Force 
feed  lubrication  system  supplies  oil 
to  these  and  the  eccentric  shaft  bear- 
ings. The  crankcase  oil-joint  faces 
are  1:,  in.  wide,  with  bolts  spaced  on 
3  J -in.  centers.  With  this  construc- 
tion and  a  special  oil-retaining  de- 
vice at  the  flywheel  oil  leakage  is 
practically  eliminated. 

A  four-blade  fan  driven  by  a  2-in. 
belt  from  the  eccentric  shaft  runs  at 
one  and  one-half  times  the  engine 
speed.  This  fan  is  mounted  on  a 
tubular  bracket  with  an  internal 
spring  which  forces  the  fan  spindle 
up,  increasing  the  belt  tension. 
Merely  loosening  and  tightening  the 
clamp  bolt  adjusts  the  belt  tension. 

The  controls  are  mounted  directly 
behind  the  engine  on  a  3-in.  tubular 
member.  They  are  of  the  selective 
type  with  very  accessible  levers  and 
pedals.  All  movable  joints  have 
spherical  bearings,  while  the  fixed 
joints  between  shafts  and  levers 
have  serrations  on  the  shaft  and 
split  clamps  with  bolts  on  the  lever. 
This  design  of  joint  is  standard  for 
the  control  mechanism,  and  also  for 
every  other  detail  where  fixed  and 
movable  joints  are  necessary. 

The  standard  transmission  equip- 
ment on  this  type  of  coach  is  the 
three-speed    silent    chain    type,    spe- 


September.  1923 


BUS 

TRANSrtJHIAIKJS 


429 


cially  designed  for  service  where  the 
grade  is  not  severe  and  where  a  total 
absence  of  noise  is  essential.  To 
prevent  transmission  driving  dogs 
coming  out  of  mesh  a  plunger  lock 
mechanism  is  employed.  The  trans- 
mission cover  is  located  on  the  under 
side,  thus  permitting  easy  inspection. 
In  fact,  the  mechanical  features  are 
laid  out  for  pit  inspection,  both  to 
facilitate  the  work  and  so  greasy 
mechanics  need  not  enter  the  body. 
The  rear  axle  is  of  the  semi-floating 
type  with  an  underslung  worm  and 
wheel.  The  rear  housing  is  a  one- 
piece  drop  forging,  heat  treated, 
with  integral  spring  pads.  This  drop 
forging  is  bored  out  from  end  to  end 
to  accommodate  the  driving  a.xles. 
which  are  tubular  to  reduce  the 
weight  of  the  rear  end  and  at  the 
same  time  insure  ample  strength. 
Carrier,  differential,  worm,  worm- 
wheel  and  bearings  all  form  an  in- 
tegral unit  with  exact  registration 
in  the  housing  member.  Side  thrust 
from    the    worm    is    taken    direct'.y 


No.     1.       Engine    and     contro's 
mmmted  in  chassis 
No.  2.     Front  ti/heel  brakes,  and 
aluminum  radiator  shell 

No.  3.     Controls  mounted  on  tu- 
bular cross  member 
No.    i.      Front    wheel    mechani- 
cally operated  brake 
No.  5.     Rear  axle  hottsitig,  with 
progressive   springs,  uiulerslung 

against  the  bort-  ol'  the  banjo.  For 
maintenance,  replacement  or  inspec- 
tion this  unit  can  be  removed. 

Of  the  three  sets  of  brakes,  two 
operate  on  the  rear  wheels  and  one 
on  the  front  wheels.  The  pedal  con- 
nects to  internal  brakes  on  both 
front  and  rear  wheels,  while  the  sec- 
ond set  of  rear  wheel  brakes  (exter- 
nal type)  is  actuated  by  a  lever  of 
the  push-on  type.  Rear  wheel  brake 
drums  are  21  in.  in  diameter  and 
5  in.  wide.  Front  brake  drums  are 
18  in.  diameter  and  3  in.  wide.  These 
give  a  total  effective  braking  surface 
of  774  sq.in. 


One  of  the  features  of  the  braking 
apparatus  is  the  ease  of  adjustment 
from  the  driver's  seated  position.  In 
the  floorboard  is  a  hinged  plate;  on 
opening  this  the  operator  can  reach 
the  adjusting  levers,  which  may  be 
moved  without   any  tool  equipmeni. 

Koth  the  front  and  rear  springs 
are  of  the  progressive  iyi)e.  giving 
what  is  known  as  100  per  cent  pro- 
gression. Under  normal  loading  the 
springs  are  practically  flat.  Rubber 
shock  insulators,  which  require  no 
lubrication,  are  employed  in  place  of 
shackles  and  shackle  bolts.  These 
have  the  advantage,  it  is  .said,  of  pre- 
venting squeaks  and  rattles,  of  pro- 
viding riding  comfort,  and  of  almost 
entirely  eliminating  spring  break- 
age. The  rear  springs  measure  62i  In. 
long  and  4  in.  wide;  those  on  front 
are  50}  in.  long  and  3}  in.  wide. 

The  front  axle  is  of  the  reverse 
Elliott  type,  with  wheel  loads  taken 
on  especially  designed  thrust  races. 
Each  race  is  equipped  with  twenty 
ii-in.  balls.    The  size  of  these  thrust 


430 


BUS 

TRWSPORTATION 


Vol.2,  No.9 


bearings  assist  materially  in  secur- 
ing easy  steering,  as  does  also  the 
fact  that  the  distance  between  the 
center  line  of  the  tires  and  the  cen- 
ter line  of  the  pivot  pins  has  been 
kept  down  to  a  minimum.  Other 
steering  parts  include  a  worm  type 
reduction  gear  mounted  outside  the 
frame,  a  hand  wheel,  18-in.  diameter, 
fore  and  aft  steering  linkage,  and 
a  straight  drag  link. 

Single  34-in.  x  5-in.  solid  or  34-in. 
X  6-in.  semi-pneumatic  tires  are  used 
on  the  front,  with  duals  of  the  same 
size  on  the  rear. 

The  genei'al  dimensions  of  the 
type  "Z"  chassis  and  body  are  given 
in  the  accompanying  table. 

The  body  construction  is  of  second 
growth,  thoroughly  seasoned  ash,  se- 
curely braced  and  joined.  All  joints 
are  sealed  with  white  lead  and 
screwed  or  bolted  into  place.  Lower- 
deck  and  stairway  panels  are  sheet 
steel,  treated  to  prevent  rust,  with 
panels  firmly  screwed  and  fastened 
and  all  edges  covered  with  metal  or 
wood  molding  rabbited  into  the 
framework.  Upper-deck  panels  are 
i-in.  "Haskelite,"  .so  applied  that  no 
edges  are  exposed  to  the  weather. 


Clean    uppearaiice    of    (7i((,s.si.s    a 
feature  of  type  "Z"  design 


The  lower  deck  accommodates 
twenty-eight  passengers,  all  facing 
forward  on  seats  34i-in.  wide  and 
spaced  on  28  to  31-in.  centers.  The 
seats  are  full  spring  cushions,  with 
backs  covered  with  rattan.  The  up- 
per deck  accommodates  thirty-nine 
passengers.  These  face  forward  ex- 
cept for  one  individual  seat  at  the 
head  of  the  stairway,  which  faces 
sideways.  Seats  are  of  flat  wood 
type  finished  in  natural  wood,  35  in. 
wide,  with  a  hand  grip  at  the  aisle 
corner,  and  are  spaced  27  in.  apart. 
Aisle  widths  are  184  in.  and  18  in. 
for  upper  and  lower  decks  respec- 
tively. 

The  stairway  is  of  the  spiral  type. 
17  in.  wide.  There  are  eight  steps, 
with  a  lO-in.  rise  per  step.  A  fea- 
ture is  the  space  provided  for  the 
rear  jilatform,  it  being  4.5  in.  long 
and  70  in.  wide.  The  surface  is  cov- 
ered with  an  anti-skid  mat.  Grab 
handles  are  located  for  use  in  board- 
ing or  alighting,  although  the  plat- 
form is  only  14*  in.  from  the  ground. 

Constructed  of  2-in.  wide  tongued 


and  giooved  p'lie,  the  roof  is  braced 
at  each  body  post  with  ash  gun-stock 
carlins.  On  top  is  a  heavy  water- 
proof canvas,  and  above  that  closely 
spaced  maple  slats.  These  are  laid 
diagonally  across  and  secured  in  po- 
sition by  brass  screws.  This  con- 
struction, combined  with  the  cam- 
bered roof,  makes  a  watertight 
structure  of  extreme  strength. 

Inside   the   lower   deck   there    are 
eight    21-ep.,    12-volt    nitrogen-filled 

Dimensions  of  Chassis  and  Body 


Ldiii  I    dick  .-ikoivinii  Killiui  xtals  mid  hriisn  ii'iiidnir  sasli 


Over-all    length,    starting    handle 

to  rear  end  of  frame 23  ft.  7  in. 

Over-all  length,  dash  to  rear  end 

of  frame 19  ft.  6  in. 

Wheelbase    16  ft. 

Front  wheel   gage    5  ft.  11  in. 

Rear    wheel    gage 6  ft.  1 1  in. 

Height  of  frame  to  ground 1  ft.  Hi  in. 

Width  over  front  hulj  caps 7  ft.  3*  in. 

Width  over  rear  hut)  oap.s 7  £t.  .5J  in. 

Turning  radius    34  ft. 

AVeight   of   chassis    6,784  lb. 

Weight  of  chassis  per  person 98  lb. 

Over-all  length,  dash  to  rear.  .  .  .19  ft.    7*  in. 

Over-all  length   complete  vehicle.  27  ft.      6  in. 

Length  of  upper  deck 23  ft.   65  in. 

Over-all    width     7  ft.   10  in. 

Over-all   height,    ground    to   top 

rail    10  ft.   7J  in. 

Head  room,   lower  deck 6  ft.  l|  in. 


lamps,  so  arranged  that  the  light  is 
thrown  directly  over  the  seats. 
These  lights  are  self-contained  in  the 
upper  half  of  the  advertising  racks 
and  are  removable  as  a  unit. 

Front  illumination  for  city  driv- 
ing consists  of  two  flush-type  lights, 
of  21  cp.,  set  in  the  dash.  On  each 
seat,  of  upper  and  lower  decks,  is  n 
buzzer-button  connected  with  the 
12-volt  light-bell  system  for  both  the 
driver  and  conductor. 

Exhaust  gas  is  used  for  heating 
the  body,  being  carried  around  both 
sides  through  a  thin  walled  steel  tub- 
ing. All  parts  of  the  tubing  are 
guarded  to  prevent  damage  to  the 
passengers'  persons  or  clothing.  A 
control  valve  is  located  inside  the 
body,  where  it  can  be  operated  by 
the  conductor.  Ventilation  is  pro- 
vided by  louvers  with  a  sliding  ad- 
justment, each  one  individually  oper- 
ated. There  are  fourteen  of  these, 
so  that  the  air  within  the  bus  can  be 
changed  every  ten  minutes. 


September.  1923 


HL'S 

IKVSStxmiMK)^ 


431 


IJuk's  and   Korms  Prescribed  tor  .Making;  Application  for  Certificates  of  Convenience  and  Nece>.sil>   and 

I'ublication  of  Notice  in  Territory   to  Be  Served — ^Special  Taxes  to  Cover  Expense  of  Administration 

and   Knforcenient  and   for  Hinh\va>    Maintenance  Must    He   Paid   and   Liability    Insurance  Policies   Filed 

Covering  I'assengers  and  I'ropiTty  |{efore  CtTtilicale  of  Con\enience  Is  (iranted 

Ohio  Couiuiissioii 

Issues  Bus  Roiiulalious  I  nder 

Freeman-Collisler  Act 


OHIO'S  new  rules  and  regula- 
tions governing  bus  trans- 
portation, promulgated  by  the 
Public  Utilities  Commission  as  pro- 
vided for  by  the  Freeman-Collister 
hill,  went  into  effect  July  28.  Even 
though  the  proi'ess  of  enforcement 
is  still  in  its  initial  stage,  bus  opera- 
tion in  Ohio  is  rapidly  being  put  on  a 
sound  basis. 

The  Ohio  code  has  caused  much 
comment  in  bus  circles  everywhere 
and  [iromises  to  furnish  a  basis  for 
similar  regulation  in  other  states.  A 
brief  digest  of  the  rulings  is  pre- 
sented herewith. 

First  of  all,  no  motor  tran.sporta- 
tion  concern,  either  freight  or  pas- 
senger, can  operate  vehicles  in  Ohio 
without  a  certificate  of  convenience 
and  necessity  from  the  State  Public 
Utilities  Commission,  and  the  com- 
mission means  to  be  thoroughly  in- 
formed as  to  the  details  of  a  pro- 
posed bus  project  before  it  grants  the 
certificate  to  operate.  Here  is  some 
of  the  information  which  must  be 
included  in  every  application  to 
(il)erate  within  the  state.  Applica- 
tion and  exhibits  must  be  filed  in 
duplicate.    There  must  be: 

(a)  A  statement  showing  the  prin- 
cipal office  or  place  of  business  and 
residence  of  the  propo.'sed  motor  tran.s- 
portation  company. 

(b)  Full  information  concerning  the 
physical  property  used  or  to  be  used 
by  the  company. 

(c)  Complete  statement  of  the  route 
over  which  the  applicant  desires  to 
operate,  showing  the  number  of  miles 
of  the  route  in  each  municipality  and 
county  and  the  names  of  the  streets 
and  highways  over  which  the  route 
runs  or  extends,  if  the  proposed  opera- 
tion is  between  fixed  points  or  over  a 
regular   route. 

(d)  The  proposed  time  schedules  of 
the  applicant. 

(e)  The  proposed  tariff  schedules 
showing  the  passsenger  or  freight  rates 
to  be  charged  between  the  several 
points. 

(f)  Statement  showing  the  stand  or 
location  from  which  and  the  territory 
within  which  the  applicant  desires  to 
operate  when  the  service  is  not  be- 
tween fi.xed  points  over  a  regular  route. 

(g)  A  blue  print,  or  suitable  sketch 
map,  showing  the  highways  and  public 


places  upon  which  the  applicant  de- 
sires to  operate,  and  the  miles  of  route 
or  fraction  thereof  in  each  municipality 
or  county. 

(h)  Copy  of  partnership  agreement 
if  more  than   one   person   is  interested. 

(i)  Statement  showing  names  and 
addres.ses  of  all  firms,  persons  or  cor- 
porations now  furnishing  similar  serv- 
ice by  means  of  motor  vehicles,  steam 
or  electric  railways,  or  boat  lines, 
betweesn  any  of  the  points  or  along  any 
portion  of  the  route  proposed  to  be 
served. 

(j)  A  compli'te  statement  showing 
the  conditions  existing  which  arc  relied 
upon  by  the  applicant  as  justification 
for  the  granting  of  a  certificate. 

In  the  case  of  a  company  actually 
operating  in  good  faith  prior  to 
April  28,  1923,  the  commission  will 
grant  a  certificate  of  operation  pro- 
viding the  company  files  with  it  an 
affidavit  setting  forth  the  informa- 
tion required  of  new  applicants.  In 
addition  it  must  file  the  insurance 
liability  policies  required  under  the 
law.  Upon  payment  of  the  special 
license  fees  hereinafter  mentioned 
the  company  may  continue  to  operate 
and  shall  be  governed  in  all  respects 
as  if  such  company  had  made  a  writ- 
ten application. 

New  companies  having  presented 
an  application  to  the  commission, 
they  mus*:  publish  notices  of  the  ac- 
tion once  a  week  for  the  three  weeks 
prior  to  the  day  set  for  the  hearing  in 
a  newspaper  of  the  county  seat  of 
every  county  in  which  operation  is 
proposed.  Proof  of  the  publication 
must  be  submitted  to  the  commission 
in  the  form  of  a  sworn  statement, 
giving  the  dates  and  the  names  of  the 
newspapers  in  which  the  notices 
appeared.  A  copy  of  the  published 
notice  must  al.so  be  attached  to  the 
declaration. 

Special  Taxes 

If  the  applicant  is  granted  a  cer- 
tificate of  convenience  and  necessity 
by  the  commission  there  is  a  spe- 
cial license  tax  to  be  paid  on  the 
date  of  issuance  and  annually  there- 
after on  or  between  Jan.  1  and  15 
to  defray  the  expense  of  regulation 
and    maintenance   of  the   highways. 


The  tax  is  levied  on  each  pas.senger- 
carrying  motor  vehicle  to  be  oper- 
ated and  is  iigured  from  the  begin- 
ning of  the  nearest  quarter.  The 
tax  schedule  for  a  year  is  given  in 
the  accompanying  table: 

When  Operated 

, Over 

Seatlne  Fixed    Irreipjiar 

Capacity  of  Bus  Itoute       Koute 

7  and  under 140  $20 

s  to  11'    90  SO 

13  to  18    HO  90 

19  to  24    ISO  115 

Over  24    230  160 

For  vehicles  operated  for  limited  perlodii 
only  the  tax  i«  $1   per  day. 

For  each  motor  vehicle  transport- 
ing both  per.sons  and  property  simul- 
taneously, the  tax  is  computed  on 
the  basis  of  either  tonnage  or  pas- 
senger capacity  and  the  basis  yield- 
ing the  most  revenue  applies. 

Liability  Insurance  and 
Accidents 

Companies  are  given  five  days 
after  the  date  on  which  their  cer- 
tificates of  convenience  and  neces- 
sity have  been  issued  to  file  with  the 
commission  liability  and  property 
damage  insurance  policies  or  surety 
bonds  properly  indorsed  covering 
each  vehicle  used.  The  insurance 
schedule  runs  as  follows: 

Seating  For  Any  For  All  Persons 

I'apacity  One  Injur<>d  by  One 

of  Vehicle  Injury  Act  of  Negilgence 

7  and  under     ..J6.000  $12,000 

8  to  1 2    6.000  1 8,000 

13  to  IS    6.000  24.000 

19  to  24    6.000  30.000 

Over  24    6.000  36.000 

The  policy  must  also  cover  $1,000 
for  injury  to  the  property  of  any 
person  other  than  the  assured,  such 
policies  or  bonds  to  be  written  so 
they  cannot  be  canceled  except  on 
ten  days  written  notice  to  the  com- 
mission. 

Accidents  must  be  reported  at  once 
to  the  commission  if  they  result  in 
injury  to  any  person,  or  if  they  re- 
sult in  a  property  damage  exceeding 
$2-0.  The  report  must  be  in  writ- 
ing and  must  include  the  time  and 
place  of  the  accident,  the  names  and 
addresses  of  the  owners,  drivers  or 


432 


BUS 

TIUNSP0R1AT10N 


Vol.2,  No.9 


operators  of  all  vehicles  involved, 
the  state  license  plate  number,  make 
and  type  of  all  vehicles  involved,  the 
certificate  number  of  the  route  on 
which  the  accident  occurred,  the 
number  of  passengers  in  each  vehicle 
involved,  the  names  and  addresses 
of  all  persons  killed  or  injured,  and 
a  complete  report  of  the  accident, 
cause,  party  or  parties  responsible, 
condition  of  roads,  wealher  condi- 
tions and  speed  of  vehicles  involved. 

Information  -^o  Be  Kept  on  File 

The  commission  has  ruled  that  any 
bus  line  granted  a  certificate  must 
keep  on  file  certain  information  in 
their  offices  ready  for  inspection  at 
any  time  by  the  commission.  First, 
there  must  be  a  daily  record  of  vehi- 
cles used  showing  a  complete  descrip- 
tion of  each  vehicle  and  also  the 
number  of  trips  made,  and  between 
what  points  each  of  the  vehicles  was 
operated. 

In  the  case  of  motor  vehicles  oper- 
ated over  irregular  routes  without 
definite  termini  a  sworn  statement 
must  be  rendered  to  the  commission 
five  days  after  the  end  of  each  month 
covering  the  preceding  month's 
operations.  Such  a  statement  must 
show  the  number  of  trips  made  and 
between  what  points,  the  total  mile- 
age operated  over  within  each  mu- 
nicipality and  the  total  mileage  oper- 
ated over  within  each  county  outside 
the  limits  of  any  municipality. 

If  any  motor  vehicle  is  substituted 
or  replaced  by  another,  a  report  must 
be  made  to  the  commission  in  writ- 
ing fully  describing  each  vehicle  to 
be  used  and  the  reasons  for  the 
change. 

Time  Schedules 

In  the  matter  of  time  schedules, 
the  commission  intends  to  keep  a 
strict  watch  to  see  that  bus  lines 
run  on  definite  time,  as  witness  the 
following  rules : 

Application  for  a  certificate  must 
be  accompanied  by  two  copies  of  a 
working  time  schedule.  They  must 
be  mimeographed  or  printed  on  let- 
ter size  paper  of  good  quality  and 
mu.st  show  the  time  of  departure  and 
arrival  from  and  at  all  termini,  the 
time  of  departure  from  intermediate 
points  between  termini,  the  distance 
between  all  points  shown  in  the 
schedule  and  to  what  points  on  the 
route  service  cannot  be  rendered, 
and  the  reasons  therefor. 

At  least  one  copy  of  the  schedule 
must  be  posted  in  a  conspicuous  place 
at  each   regular   stop  on   the   route, 


and  every  driver  must  carry  one  with 
him  at  all  times  when  on  duty. 

If  changes  are  made,  the  new  time 
schedule  issued  must  clearly  show 
them,  and  a  copy  of  the  new  sched- 
ule must  be  posted  publicly  at  each 
place  affected  at  least  thirty  days 
before  the  changes  become  effective. 
In  addition  two  copies  of  the  sched- 
ule must  be  filed  at  the  ofllce  of  the 
commission. 

All  interruptions  in  regular  service 
which  are  likely  to  continue  for  more 
than  twenty-four  hours  must  be  re- 
ported in  writing  to  the  commission 
and  to  the  public  along  the  route, 
with  a  full  statement  of  the  cause  of 
the  interruption  and  its  possible 
duration.  No  company  can  discon- 
tinue service  without  the  permission 
of  the  commission. 

Tariff  Schedules 

In  regard  to  rates,  the  commission 
has  ruled  that  each  bus  company 
when  applying  for  a  certificate  must 
present  two  copies  of  the  schedule 
naming  rates  to  be  charged  on  the 
line.  After  operation  has  begun,  cop- 
ies of  this  schedule  must  be  posted 
in  each  bus  and  at  places  used  for 
loading  or  unloading  en  route.  The 
published  rates  must  be  adhered  to 
strictly. 

Equipment  of  Motor  Vehicles 

The  commission  reserves  the  right 
to  inspect  any  motor  vehicle  used  on 
a  licensed  line  at  any  time,  any- 
where. 

All  buses  must  be  equipped  with 
lights  adequately  to  illuminate  the 
interior.  They  must  be  equipped 
with  a  standard  speedometer,  a  suit- 
able heating  system,  skid  chains  for 
rear  wheels,  good  brakes  and  a  horn 
or  signal  of  some  kind. 

Buses  must  have  exits  at  the  side 
and  rear.  Doors  must  open  out- 
wardly and  unlock  from  the  inside. 
Two  red  flags  or  red  flash  lights  must 
be  carried  for  flagging  approaching 
trains  when  in  danger  at  railroad 
crossings. 

Rules  Governing  Drivers 
Every  motor  bus  driver  in  Ohio, 
under  the  new  regulations,  must  be 
an  American  citizen,  twenty-one 
years  of  age  and  of  good  moral 
character.  In  order  to  drive  he  is 
required  to  have  a  chauffeur's  license 
from  the  oflice  of  the  Secretary  of 
State.  He  must  not  drink  intoxicat- 
ing liquor  during  the  time  he  is  on 
duty,  or  at  any  time  use  intoxicating 
liquor  to  excess,  nor  may  he  smoke 
while  driving. 

Passengers  are  not  allowed  to  ride 


on  the  running  board,  fender,  plat- 
form, engine  hood  or  any  other  out- 
side portion  of  the  bus.  Drivers 
operating  buses  must  bring  them  to 
a  full  stop  not  more  than  75  ft.  from 
the  tracks  before  crossing  a  steam 
or  electric  interurban  railway,  look 
in  each  direction  for  approaching 
trains  and,  if  certain  that  none  are 
coming,  cross  the  track  on  not  higher 
than  the  second  gear  in  the  case  of 
progressive  type  transmissions  or 
low  gear  in  the  case  of  planetary 
transmissions. 

Operating  rules  cover  the  transfer 
of  passengers  en  route  to  other  buses 
holding  certificates  in  case  of  break- 
downs. Payment  for  handling  this 
traffic  is  to  be  made  by  the  company 
whose  vehicle  is  delayed  on  the  basis 
of  distance  hauled. 

In  cases  of  emergency  or  unusual 
demands  for  transportation  addi- 
tional vehicles  can  be  operated  under 
a  certificate  for  a  limited  period  pro- 
viding the  commission  is  notified  in 
writing  within  three  days.  The  nec- 
essary fees  must  accompany  the 
notification.  Where  new  vehicles  are 
substituted  for  older  types  a  full 
description  must  be  filed  with  the 
commission  and  reasons  for  substitu- 
tion stated. 

Where  substitution  is  made  on  ac- 
count of  needed  repairs  and  larger 
vehicles  are  used  the  carrying  ca- 
pacity is  limited  to  that  of  the 
smaller  vehicle. 

All  motor  vehicles  covei'ed  by  in- 
surance or  surety  bond  are  to  be 
properly  marked  with  the  letters 
P.  U.  C.  0.,  followed  by  the  certificate 
number. 

Must  File  Annual  Reports 

An  accurate  record  of  all  receipts 
and  expenditures  of  the  company 
must  be  kept  and  whatever  informa- 
tion the  commission  desires  relative 
to  the  record  must  be  given  once  a 
year  at  a  time  to  be  set  by  the  com- 
mission. 

The  penalty  for  violation  of  the 
code  is  a  fine  not  exceeding  |1,000, 
or  imprisonment  in  the  county  jail 
for  a  term  not  exceeding  one  year, 
or  both. 


Buses  in  Syria 

THREE  bus  lines  are  now  being 
operated  between  Damascus  and 
Beirut,  Syria.  One  of  these  is  being 
managed  by  a  railroad  company 
which  has  a  rail  line  running  be- 
tween these  points.  There  are  also 
bus  lines  between  Damascus  and 
two  other  cities. 


September,  1923 


BUS 

THV>JSH1)KIMX)S 


433 


Twenty -passenger  stage  on  Cadillac  chassis.     Built  by  the  A.  Meisler  Sons  Company,  Hacramento,  Cal. 


Cadillac  (liassis  Becomes 
Tweiitv-Passen";er  Sla<i;e 

I'alifornia  Operator  Secures  Road  Clearance  by  Drive  Shaft  Carried  in 

Housing  Passing  Through  Vehicle  Body — Wheels 

of  Wood  Disk  Type 


\^ALLEXTI  &  STEURMER  have 
recently  taken  delivery  of  their 
fifth  rebuilt  Cadillac  stage,  for  opera- 
tion on  the  line  between  Sonoma  and 
San  Rafael,  Cal.  The  latter  is  in 
the  territory  north  of  San  Francisco. 
Fares  charged  are  3  cents  a  mile 
over  the  25  mile  route. 

The  floor  of  the  rebuilt  job  is  only 


17  in.  above  the  ground.  It  is  nar- 
rower than  many  of  the  stages  now 
operated  in  California,  since  the 
standard  passenger-car  gage  has  of 
course  been  retained.  Spiral  bevel 
rear  axle  has  also  been  retained,  to 
get  good  road  clearance.  It  has  been 
necessary  therefore  to  place  the 
drive-shaft  in  a  housing  that  pro- 
jects slightly  above  the  vehicle  floor, 
the  engine  and  rear  end  being  kept 
in  the  normal  position. 

The  total  weight  of  the  vehicle 
with  its  238-in.  wheelbase  is  given 
as  about  5,300  lb.  With  this  a  turn- 
ing circle  of  60  ft.  is  secured.  Wood 
disk  wheels  have  been  installed  front 


Below,  seating  arrangement  and 
interior  of  Vallenti  &  Steiirnier 
stage.  At  right,  driver's  signal 
mounted  on  top.  At  left,  com- 
partment for  tires  and  baggage 


and  rear,  with  36x6  pneumatic  tires. 
An  interesting  feature  of  the  body 
design  is  the  location  of  the  rear 
seat,  in  front  of  the  axle.  At  the 
extreme  rear  is  a  compartment  in 
which  two  tires  may  be  carried  and 
also  light  baggage.  There  are  in- 
dividual doors  on  the  right-hand  side, 
but  on  the  left  there  is  one  door 
only,  opposite  the  driver's  seat.  The 
interior  is  lighted  by  four  dome  fix- 
tures. Ceiling  is  finished  in  brown 
Spanish  leather.  Side  panels  are  20- 
gage  steel.  Roof  is  covered  with 
Neverleak  material,  and  has  two  ven- 


434 


BUS 

1R\NSHORlATION 


Vol.2,  No.9 


tilators.  The  floor  is  level  with  the 
running  board,  making  for  easy  ac- 
cess of  passengers.  Inside  the  head- 
room is  66  in.  and  the  width  at  the 
top  of  the  seats  is  72  in.  The  main 
passenger  doors  are  30  in.  wide. 


Down  to  Earth  with 
Doughnut  Tires 

WHEN  S.  V.  Woods,  manager 
of  the  Randolph  -  Jamestown 
( N.  Y.)  Bus  Company  recently  had 
the  rear  wheels  of  his  1-ton  Brock- 
way  "E"  chassis  rebuilt  to  take 
doughnut  tires  he  did  two  things. 
First,  he  increased  the  tire  width 
and  thus  the  carrying  capacity,  which 
was  badly  needed ;  second,  he  cut 
down  rear  tire  diameters,  and  thus 
lowered  the  vehicle  floor  with  greater 
comfort  for  passengers. 

Formerly  33x5  tires  were  used  on 
the  rear  wheels,  but  these  were  not 
large  enough  for  the  sixteen-pas- 
senger  Cutting  body,  which  weighed 
2,700  lb.  Several  different  makes  of 
tires  were  tried,  but  as  standees  are 
carried  to  a  considerable  extent  the 
tire  life  was  very  poor. 

To  increase  the  tire  diameter,  re- 
taining the  24-in.  rim,  meant  raising 
the  floor  height,  center  of  gravity, 
and  also  increasing  the  unsprung 
weight  on  the  real  axle.  All  this 
was  avoided  by  the  use  of  32  x  6 
Goodrich  tires  of  the  doughnut  type, 
with  20-in.  rims. 

At  a  cost  of  only  |65  plus  a  few  dol- 
lars for  express  charges,  the  old 
wheels  were  cut  down  by  a  Buffalo 
repairman,  new  felloes  were  put  on, 
rims  mounted  for  the  new  tires,  and 
one  spare  rim  furnished.  It  was  not 
found  necessar.y  to  make  any  change 
in  the  wheel  bearings,  brakes,  drums 
or  gearing.  Mr.  Woods  suggests, 
however,  that  in  some  cases  the  in- 
creased width  of  felloe  might  require 
offsetting  of  the  brake  parts. 

In  operation  no  difference  can  be 
noticed  in  the  speed  or  power  of  the 
bus  because  of  the  use  of  smaller 
tires.  The  cost  of  tires  ha!s  in- 
creased from  about  $50  for  the  small 
tires  to  a  little  more  than  $80  for 
the  new  ones,  whereas  the  mileage 
has  been  increased  four  or  five  times. 
The  small  tires  lasted  only  about 
2,000  miles,  but  with  the  32  x  6  tires 
Mr.  Woods  gets  8,000  to  10,000  miles. 

So  far  only  one  set  of  the  6-in. 
tires  has  been  worn  out,  but  if  the 
figures  given  are  not  justified  by 
further  experience,  oversize  dough- 
nuts, 34  x  7,  can  be  installed  with- 
out further  wheel  changes. 


Bright  Future  for  Bus  Business 
in  West  Virginia 

Recent  Study  Throughout  the  State  Shows  a  Wide  Use 
of  the  Touring  Car  Rather  than  the  Bus,  but  Prospec- 
tive  Road   Improvements   Will   Help   on   Intercity  Lines 

By  "Spectator" 


MY  RECENT  observation  of  the 
buses  in  West  Virginia  con- 
vinces me  that  the  business  can  be 
made  more  profitable  if  bus  men  will 
take  advantage  of  their  opportu- 
nities. It  might  appear  that  on  ac- 
count of  the  mountainous  nature  of 
the  country  it  would  not  be  prac- 
ticable to  operate  at  a  profit,  but 
this  is  not  so.  The  state  is  rich  in 
natural  resources  which  are  now  only 
partially  developed.  Their  future  de- 
velopment would  be  encouraged  by 
good  bus  transportation.  Moreover, 
the  railways  are  not  giving  service 
in  many  counties,  furnishing  the 
opportunity  for  a  large  and  profit- 
able business. 

Another  factor  which  appeals  to 
me  is  that  the  state  will  spend  vast 
sums  for  good  roads,  providing  sev- 
eral main  highways  across  the  state, 
besides  connecting  the  county  seats 
with  good  roads.  Bus  men  should 
make  the  most  of  the  opportunity. 

There  are,  to  be  sure,  various 
classes  of  bus  enterprises  now  in 
operation,  from  the  corporation  us- 
ing a  fleet  of  buses  on  a  short  haul 
at  a  minimum  of  fare,  to  one  cover- 
ing long  runs  of  say  100  miles  with 
high-class  touring  cars  at  a  rate  of 
$5  per  passenger.  A  lai-ge  percent- 
age of  the  business  is  now  handled 
by  touring  cars  of  the  better  class, 
in  spite  of  the  demonstrated  fact 
that  transportation  by  means  of  tour- 
ing cars  is  the  most  expensive  in  use. 

The  reason  for  the  use  of  few 
buses  in  comparison  with  touring 
cars  that  has  been  given  is  that, 
as  the  roads  are  now  in  poor  condi- 
tion, with  sharp  turns  and  steep 
grades,  the  touring  car  is  the  more 
practical  vehicle.  As  I  have  stated, 
however,  this  situation  will  soon  be 
a  thing  of  the  past. 

In  Wheeling  one  finds  the  Ultimate 
Bus  Line  covering  a  distance  of 
about  5  miles  over  two  routes.  It 
sells  tickets  that  give  the  passenger 
a  through  ride  to  the  terminal  at 
a  cost  of  3i  cents.  This  rate,  as 
judged  by  applying  operating  costs 
in  other  cities,  is  too  low  for  a  profit. 
From  Wheeling,  the  Red  Star  Line 


operates  a  50-mile  route  in  Ohio, 
connecting  with  Columbus  lines. 
Buses  are  operated  over  this  route 
for  a  distance  of  about  20  miles,  but 
the  through  business  is  handled  by 
rebuilt  touring  cars  that  have  a  seat- 
ing capacity  of  ten  passengers.  The 
line  is  operated  on  a  fast  schedule, 
which  is  a  time  saver  when  going  to 
Columbus.  The  line  is  incorporated 
and  recent  reports  indicate  that  it 
is  in  a  very  prosperous  condition. 

Parkersburg  offers  some  real  op- 
portunities for  bus  transportation, 
but  the  business  has  not  made  the 
progress  that  has  been  made  in  other 
sections  of  the  state.  Huntington, 
however,  appears  to  be  awake  to  the 
possibilities  of  bus  transportation. 
Excellent  service  is  given  over  a 
route  10  miles  in"  length  between 
Kenova  and  Huntington.  This  serv- 
ice furnishes  connections  with  all 
trains,  day  and  night.  A  line  has 
recently  been  opened  up  between 
Huntington  and  Charleston,  over  one 
of  the  new  main  highways,  a  dis- 
tance of  60  miles.  Frequent  service 
is  given  between  these  cities,  with 
an  elapsed  time  of  not  more  than 
three  hours  and  over  an  exceptionally 
good  road.  The  operators  of  this 
line  are  live  and  energetic  and  show 
themselves  open  to  any  suggestions 
that  will  improve  their  service. 

Charleston  is  another  city  where 
there  are  splendid  opportunities  for 
promoting  bus  transportation.  This 
would  be  a  great  asset  to  the  city, 
but,  as  a  whole,  the  business  is  in 
a  primitive  stage.  There  are,  to 
be  sure,  many  cars  of  the  touring 
type  used  in  the  transportation  of 
passengers,  operated  in  three  or  four 
groups  and  covering  short  distances. 
In  these  groups  the  cars  are  oper- 
ated by  the  owners.  As  stated  pre- 
viously, this  class  of  transportation 
is  the  most  expensive  to  furnish  and 
offers  the  least  profit.  There  are 
no  buses  in  operation  in  the  city 
and  the  field  should  prove  attractive 
to  a  real  manager  and  organizer. 
There  are  also  several  routes  where 
longer  runs  could  be  developed  into 
a    live    business    proposition.      The 


September,  1923 


BUS 

1RANSHORIAI!0> 


435 


merchants  and  the  Chamber  of  Com- 
merce could  be  of  great  assistance 
in  promoting  the  bus  business,  as  this 
would  react  favorably  the  city's  vol- 
ume of  general  business. 

Going  east  from  Charleston  on  the 
C.  &  0.  R.R.,  one  arrives  soon  at 
Thermond.  From  Thermond  to  Beck- 
ley,  the  county  seat  of  Raleigh 
County,  the  trip  of  20  miles  is 
through  a  ravine  and  up  a  narrow, 
crooked  mountain  road.  Over  this 
route  the  cars  of  the  White  Star 
Line  operate,  meeting  all  trains,  both 
day  and  night.  The  service  is  ex- 
ceptionally good  from  practically 
every  standpoint  as  far  as  the  pas- 
senger is  concerned,  and  the  buses 
meet  admirably  the  severe  tests  im- 
posed by  the  road.  From  an  operat- 
ing standpoint  the  service  is  fright- 
fully expensive.  Large  touring  cars 
are  operated  exclusively. 

There  are  eight  or  nine  lines  oper- 
ating from  Beckley  in  all  directions, 
two  of  which  connect  with  the  Virgin- 
ian Railway  at  different  points.  On 
only  three  of  these  lines  are  buses 
used.  The  bus  business  is  really  well 
started  at  this  point  but  the  owners 
are  nearly  all  operating  at  the  maxi- 
mum cost  and  few  of  them  keep  any 
cost  records  or  have  any  system  of 
fare  collection  or  accounting,  a  pro- 
cedure which  has  proved  disastrous 
in  other  localities. 

From  Beckley  one  can  travel  to 
Bluefield  by  a  bus  line,  a  distance  of 
68  miles  over  a  typical  mountain 
road,  only  partly  improved,  but  the 
line  is  not  operated  in  winter.  This 
line  saves  about  twelve  hours  over 
the  rail  route. 

are  in  use  on  all  the 
out  of  Bluefield  ex- 
of  the  Pocahontas 
Company,  which 
operate  from  this  city  to  Pocahontas 
and  other  points.  This  is  the  best 
systematized  line  in  the  state.  A 
description  of  it  will  appear  soon  in 
Bus  Transportation. 

Going  from  Charleston  to  the 
northern  part  of  the  state,  one  finds 
the  Red  Bird  Line  operating  from 
Clendenin  to  Spencer,  a  distance  of 
30  miles,  with  touring  cars.  This 
line  has  no  fare  collection  system 
and  keeps  no  cost  or  other  records. 
Advertising  and  package  delivery 
would  add  conspicuously  to  the  rev- 
enue of  this  line,  as  well  as  some  of 
those  already  mentioned.  In  the  sec- 
tion of  the  state  including  Clarks- 
burg, Fairmont  and  Morgantown. 
more  buses  are  used  than  in  other  sec- 
tions and  commendable  progress   in 


the  automotive  transportation  busi- 
ness has  been  made,  although  the  fare 
collection  and  cost  records  have  not 
by  any  means  yet  reached  the  stage 
of  perfection. 


One  line  in  Morgantown,  operat- 
ing ten  buses,  is  getting  some  results 
in  maintenance  and  operation  by  a 
.system  of  inspection  and  real  atten- 
tion to  shop  work. 


Touring  cars 
lines  operating 
cepting    those 
Transportation 


Aclvt'rlisiim 


TraNt'l  l>v  Motor  .Slam'     l*a\> 


Well  ill  IN>rllaii(I.  Ore. 


Ax  ADVERTISING  campaign  to 
.  acquaint  the  public  with  the 
safety,  speed  and  comfort  of  travel 
by  motor  stage  is  being  conducted  by 
the  stage  companies  running  out  of 
the  union  stage  depot  in  Portland, 
Ore.,  and  functioning  jointly  as  the 
Oregon  Auto  Stage  Terminal  Co. 
Business  this  year  is  more  than  50 
per  cent  better  than  last  year,  and  of 
this  increment  a  considerable  share 
is  attributed  to  the  advertisements 
run  in  Portland  daily  papers. 

Funds  for  this  advertising  are 
assessed  on  each  line  in  proportion 
to  the  volume  of  its  business  through 
the  terminal.  That  is,  2  per  cent 
of  the  revenue  from  ticket  sales  at 
the  depot  is  deducted  for  advertising 
purposes  before  the  receipts  are 
turned  over  to  the  individual  lines. 
The  money  thus  provided  is  used  in 
ads  run  once  a  week  in  each  of  the 
two  leading  dailies,  the  space  used 
each  time  being  three  columns  wide 
by  10  in.  high.  Of  late  the  2  per 
cent  has  afforded  $600  to  $700  per 
month  for  this  advertising  cam- 
paign. 

In  each   of   these  ads  the  words 


"Travel  by  Motor  Stage,  Safely, 
Swiftly.  Comfortably"  are  always 
featured,  and  thus,  by  frequent  repe- 
tition, the  idea  is  impressed  upon  the 
public.  Even  if  the  body  of  each  ad 
is  not  read  the  outdoor  picture  and 
the  motto,  like  a  trademark,  at  the 
bottom  of  the  ad,  almost  uncon- 
sciously have  an  effect  and  the  object 
of  the  ad  is  attained. 

The  reading  matter  in  the  ads  is 
varied  each  week,  as  is  the  picture 
at  the  top,  and  in  successive  weeks 
the  several  different  routes  are  each 
featured  in  turn.  The  general 
make-up  of  each  ad  is  an  attractive 
picture  of  some  outdoor  point  reached 
by  the  particular  stage  line  being 
advertised,  a  short  commentary  in 
bold-faced  type  on  the  convenient  and 
pleasant  features  of  the  ride,  with 
special  emphasis  on  the  "clean,  re- 
freshing trip"  idea  and  concluding 
with  the  "Travel  by  Motor  Stage" 
motto.  This  motto,  by  the  way,  is 
always  printed  in  the  same  type  and 
is  backed  by  a  modern  motor  stage 
in  silhouette.  These  ads  have  a 
great  appeal,  particularly  during  the 
summer  outdoor  season. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


//  Pays  to  A  doer  Use 


r 


CARL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transporlation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  September,  1923 


The  Bus  Handles  Transportation 


s 


INCE  Aug.  1,  when  trolley  service  through 
New  Jer.sey  was  discontinued,  the  motor  bus 
under  individual  ownership  and  line  manage- 
ment has  had  the  first  real  chance  to  show  its  ability 
to  handle  mass  transportation.  The  bus  is  doing  a 
good  job,  at  lea.st  during  the  normal  hours  of  the 
day;  during  the  rush  hours,  conditions  have  been 
somewhat  different.  At  the  heavier  loading  points 
such  as  the  Newark  Tube  station  and  the  Camden 
ferry  terminal,  passengers  have  had  to  wait  unduly 
or  have  had  to  fight  for  a  few  inches  of  standing 
space.  There  have  not  been  enough  buses  to  care 
for  the  crowds  unloaded  from  eight-car  trains  and 
double-deck  ferry  boats,  and  those  on  hand  have  not 
always  been  used  to  the  best  advantage. 

A  change  for  the  better  was  noticed  during  the 
month,  however.  Experience  in  meeting  the  situ- 
ation led  to  improved  loading  arrangements  and  to 
more  efficient  scheduling  and  routing.  Queue  load- 
ing at  Exchange  Place  and  Summit  Avenue  stations, 
the  two  heaviest  loading  points  in  Jersey  City, 
eliminated  the  congestion  prevalent  at  similar  points 
in  Newark  and  Camden.  Express  and  short-line 
service  as  established  on  the  Hudson  County  Boule- 
vard lines  allowed  more  trips  to  be  made  by  the 
individual  buses.  On  some  routes  in  Newark  short- 
line  service  and  non-stop  return  trips  to  the  center 
of  the  city  accomplished  similar  results. 

There  will  be  some,  of  course,  who  will  say  that 
the  bus  failed  in  its  job  during  the  rush  hours. 
Perhaps  it  did.  On  this  there  is  likely  to  be  wide 
divergence  of  opinion.  It  is  interesting  to  wonder 
what  would  have  happened  with  an  operating  organi- 
zation trained  in  the  intricacies  of  transportation, 
in  the  application  of  equipment  to  rush-hour  sched- 
ules, and  in  the  supervision  of  buses  on  the  street. 

When  all  is  said  and  done,  the  single-deck,  one- 
man  individually  owned  bus  has  done  a  good  job  in 
New  Jersey.  Overnight  the  number  of  passengers 
seeking  bus  accommodations  was  practically  tripled, 
while  the  number  of  buses  imported  amounted  to  less 
than  half  of  the  local  equipment.  Both  the  city  bus 
supervisors  and  the  various  line-pooling  organiza- 
tions alike  deserve  credit,  and  are  to  be  congratu- 
lated on  the  results  so  far  obtained. 


I  HE  experienced  manufacturer  knows  that  if 
he  brings  out  some  new  and  novel  commodity, 

I  widespread  advertising  will  be  necessary  to 

introduce  it  promptly  and  properly  to  the  buying 
public.  Motor  carriers,  particularly  those  operating 
in  intercity  service,  must  awaken  to  the  same  truth. 
They  are  offering  something  not  heretofore  sold 
extensively  and  they  can  stimulate  their  business 
in  a  most  helpful  way  by  proper  advertising;  by 
doing  their  part  toward  acquainting  the  public  with 
the  advantages  of  the  form  of  transportation  they 
conduct. 

With  steam  and  electric  railways,  merchandis- 
ing transportation  is  an  old  story.  They  realize 
full  well  the  advantage  of  advertising  and  even 
when  business  is  on  the  decline  recognize  it  as  a 
necessity  in  selling  their  stock  in  trade — transpoi-- 
tation.  Travel  by  motor  bus  is  rapidly  gaining  in 
popularity  and  offers  many  opportunities  for 
attractive  advertising.  Wide-awake  companies 
have  made  a  good  start  in  this  direction,  but  there 
is  yet  much  to  be  done,  particularly  in  educational 
advertising  of  a  general  character,  i.e.,  that  calcu- 
lated to  develop  a  general  appreciation  of  the  ad- 
vantages of  travel  by  motor.  This  is  something 
that  can  be  done  to  excellent  advantage  by  bus 
organizations. 

The  article  elsewhere  in  this  issue  describing 
joint  stage  advertising  methods  at  Portland,  Ore., 
has  in  it  two  valuable  suggestions.  It  shows  the 
advantage  of  advertising  by  citing  that  the  volume 
of  business  through  the  terminal  involved  in- 
creased more  than  50  per  cent  within  the  year  (and 
of  this  increase  a  considerable  part  must  be 
credited  to  the  advertising)  and  it  illustrates  one 
of  the  very  effective  ways  in  which  trade  associa- 
tions can  be  used  for  the  common  good.  Well- 
directed  advertising  will  pay  the  motor  carriers 
good  dividends,  something  which  the  industry  can- 
not afford  to  overlook.  This  will  come  of  itself,  to 
a  great  extent,  so  far  as  the  larger  companies  are 
concerned.  The  need  of  the  industry  just  now,  and 
particularly  of  the  "little  fellow,"  is  the  encourage- 
ment of  joint  or  group  advertising  so  that  the 
advantages  of  "Travel  by  Motor  Stage"  may  the 
sooner  become  well  known  to  the  traveling  public. 

t  EDITOIUAI,  ] 

Know  Connecting  Schedules 

ANY  undertakings  fail  because  the  owners 
do  not  sell  their  service  to  their  patrons. 
It  is  not  enough  merely  to  run  buses  on  a 
scht'dule  over  a  fixed  route.  A  service  of  this  kind 
may  attract  enough  patrons  to  meet  the  expenses 
of  operation  and  provide  a  small  profit,  but  the  bus 
owner  must  advertise  his  route,  his  leaving  time 
and  the  connections  made  with  other  bus  routes  and 
transportation  lines  if  he  is  to  achieve  any  large 
measure  of  success.  Moreover,  the  men  on  the 
drivers'  seat  must  understand  that  they  are  the 
personal  representatives  of  the  company  or  line, 
and  that  the  public  judges  the  enterprise  verv 
largely  by  its  impression  of  them. 
436  I 


The  driver  is  the  salesman  of  the  service  and 
should  be  prepared  to  answer  simple  questions  re- 
garding connt'Cting  schedules,  fares  to  near-by 
points,  etc.,  or  know  where  such  information  may 
be  quickly  obtaineil.  He  need  not  be  an  oracle,  or 
encyclopedia,  but  the  next  best  thing  to  being  able 
to  answer  a  question  at  once  is  to  know  where  the 
answer  can  be  found.  Good  service  is  not  alone  the 
beginning  and  the  end.  Little  courtesies  count  in 
all  walk.-J  of  life,  but  particularly  in  intimate  rela- 
tionships. And  in  the  transportation  world  there 
is,  perhaps,  no  more  intimate  relationship  than  that 
of  the  bus  driver  to  his  patrons. 

1   EDITORIAL  1 

Lessons  from  the  Sightseeing  Business 


0 


D 


atdf: 


HH  bus  operator  who  thinks  he  has  gone  the 
limit  in  "selling"  transportation  should  take 
a  look  at  the  work  done  by  sightseeing  oper- 
Operators  of  "rubber-neck"  wagons  in  our 
large  cities  and  of  stages  that  hold  the  wonders 
of  nature  up  to  the  admiration  of  tourists — they  are 
the  ones  who  hustle  for  business  and  who  get  it. 

Take  the  sightseeing  operators  in  New  York  City. 
They  start  out  by  having  stands  at  the  big  hotels 
and  good  locations  in  the  most  prominent  squares. 
The  drivers  are  on  the  job,  down  on  the  sidewalk 
where  they  can  talk  to  the  possible  patrons  and  can 
give  them  a  hand  in  climbing  aboard;  not  slumped 
down  in  the  vehicle  waiting  for  something  to  happen. 

Then  the  vehicles  are  "dolled  up"  to  attract  trade, 
and  are  emphatically  marked  with  the  attractions 
to  be  seen  on  the  trip.  Some  of  the  operators  even 
go  so  far,  it  is  said,  as  to  hire  "dummies"  to  sit  on 
board  until  the  paying  passengers  arrive.  Then 
these  "dummies"  move  along  to  the  other  buses  and 
do  the  same  work  over  again.  It  is  the  spirit  of 
this,  of  course,  and  not  the  methods,  that  the  bus 
man  should  copy.  He  should  tell  the  world  about 
his  bus  business  and  make  the  world  welcome  when 
it  arrives. 

Some  sightseeing  operators  often  have  no  stands 
at  all  on  the  streets.  All  their  business  is  done  by 
contract  with  clubs,  societies  and  the  like.  It  is  this 
type  of  work  that  would  probably  be  of  the  most 
interest  to  the  bus  operator,  since  of  necessity  he 
must  handle  it  at  times  when  buses  are  not  re(iuired 
for  regular  schedule  service. 

However,  many  operators  have  enough  equipment 
so  that  they  can  handle  this  extra  work  even  on  their 
busiest  days.  With  the  opening  of  schools  and  col- 
leges, athletic  teams  and  groups  of  students  like  to 
travel  cross-country  to  attend  athletic  events.  Con- 
ventions are  always  with  us,  and  it  is  a  case  of  look- 
ing ahead  and  arranging  with  the  proper  officials,  to 
take  over  responsibilities  they  are  glad  to  unload. 

In  spite  of  this  it  is  worth  while.  Byproducts  in 
the  way  of  advertising  card  income,  and  money 
taken  in  for  carrying  parcels,  often  make  the  differ- 
ence between  profit  and  loss.  Charter  or  tour  busi- 
ness is  one  of  the  most  important  of  these  by- 
products. 

Just  as  long  ago  the  packing  business  found  it 
must  sell  the  squeal  of  the  pig.  so  every  possible 
source  of  profitable  income  must  be  used  by  the  bus 
operator. 


A  Basis  of  Discussion 

HE  bus  operator  who  studies  the  railway  plan 
lor  settling  the  New  Jersey  transportation 
'  ontroversy  will  find  that  much  of  it  is  funda- 
mentally sound,  although  some  of  the  details  are 
open  to  question.  It  is  therefore  a  starting  i".i'it 
for  discussion. 

Considering  only  the  bus  aspects  of  the  plan,  a' 
its  foundation  is  the  recognition  that  transportation, 
like  electricity  and  gas,  to  be  .sold  most  economically 
and  with  the  greatest  satisfaction  to  the  user,  must 
not  be  supplied  by  separate  organizations  under 
competitive  conditions.  Bus  Transportation  be- 
lieves that  only  through  proper  co-ordination  of 
bus  and  rail  can  the  best  interests  of  the  public 
an<l  of  the  types  of  transportation  be  met. 

Representatives  of  the  public  object  strenuously 
to  the  propo.sed  bus-fare  increase.  Newark,  Pater- 
son  and  other  cities,  in  which  buses  are  being  oper- 
ated at  a  .5-cent  fare,  insist  on  the  continuation  of 
this  rate  as  a  part  of  any  future  transportation 
arrangement.  The  trolley  fare  has  been  8  cents, 
and  the  trolley  proposes  to  operate  both  the  bus 
and  trolley  for  a  7-cent  fare,  with  a  1-cent  charge 
for  transfer.  Bus  transportation  in  New  Jersey 
cities  has  been  developed  to  its  present  proportions 
largely  with  short  hauls  and  low  fares  to  the  main 
business  district.  This  indicates  certainly  that  the 
public  favors  these  business  center  fares  more  than 
the  higher  long  haul  crosstown  fares  and  transfer 
charges.  It  is  this  system  of  basing  fares  with  the 
rate  at  the  lowest  possible  point  consistent  with  the 
length  of  haul  and  load  factor  that  appeals  to  the 
rider. 

It  is  not  too  much  to  expect  such  a  plan  could  be 
worked  out  for  both  the  trolley  and  the  bus  to  give 
a  reasonable  return  on  the  inve.stment  and  at  the 
same  time  be  satisfactory  to  the  representative.-;  of 
larger  municipalities. 

The  proposal  of  the  railway  also  contemplate.s  inc 
purchase  of  buses  on  rail-line  streets,  at  what  is 
called  their  fair  physical  value.  This  naturally  is 
objected  to  by  the  bus  owners,  since  it  provides  no 
compensation  for  their  efforts  in  building  up  the 
bus  business.  However,  the  proposed  values  can  b'? 
construed  as  a  starting  point,  from  which  something 
satisfactory  to  both  parties  can  tje  decided  upon. 

The  bus  owners  becau.se  of  their  very  position 
can  insist  on  what  they  consider  a  fair  price  if 
they  are  to  sell  their  buses  and  give  up  their  oper- 
ating rights;  also  that  this  price  shall  compensate 
them  for  their  business  on  the  basis  of  a  going  con- 
cern. The  railway,  which  is  seeking  to  buy,  is  like 
all  prospective  buyers.  It  is  in  the  position  of  a 
bargainer  who  wants  something  that  the  other  man 
has  or  owns.  Moreover  the  other  man,  that  is,  the 
bus  owner,  is  indifferent  whether  he  sells.  If  the 
sentiment  expressed  by  spokesmen  of  the  bus  oper- 
ators is  a  criterion,  they  will  not  sell  at  any  price. 

At  this  writing  a  committee  representing  various 
Jersey  municipalities  is  conferring  with  represent- 
atives of  both  the  bus  operators  and  the  Public 
Service  Railway.  It  is  hoped  that  its  work  will 
lead  to  an  early  settlement  of  a  most  difficult  and 
involved  problem. 


[437] 


438 


BUS 

TfUNSPORTATION 


Manufacturers* 
^  Section 

" — ^tfrfTTTfTl 


Developments  in  equipment  for 
vehicles,  earages,  terminals — 
all  the  improvements  Tnanu- 
factured  for  the  industry. 


Improved  Tuning-Up  Valve 

THE  N.  A.  Petry  Company,  Inc., 
Philadelphia,  has  brought  oui 
what  is  said  to  be  a  great  advance 
in  tuning-up  valve  construction  and 
control.     The  main   purpose  of  this 


tached  to  the  valve  tongue.  This 
extra  lever  has  a  notch  cut  at  the 
bottom  vk^hich  fits  on  a  lug  cast  on  the 
valve,  locking  the  tongue  in  the 
closed  position.  As  the  valve  is 
opened  the  lever  slides  along  the  lug 
mentioned  and  is  thus  held  securely 
at  any  open  position. 


New  design  of  Petry   timiyig-up 
valve 


is  to  do  away  with  the  flutter  of  the 
valve  by  locking  the  tongue  in  the 
closed  position. 

There  is  also  a  positive  lock  for 
the  dash  control  mechanism,  holding 
it  in  any  position,  and  yet  permitting 
it  to  work  freely  when  unlocked. 

All  this  is  secured  by  the  use  of 
an  extra  lever  placed  between  the 
dash  control  wire  and  the  lever  at- 


Belt  Device  Replaces 
Rear  Wheels 

WHAT  is  said  to  be  an  immense 
advance  in  motor  transporta- 
tion is  the  endless  band  driving  at- 
tachment developed  for  Andre  Cit- 
roen, one  of  the  largest  French 
makers  of  automobiles,  and  some- 
times called  the  "Ford  of  France." 
The  Kegresse-Citroen  device,  called 
thus  after  the  inventor  and  the  head 
of  the  company  manufacturing  it,  is 
shown  in  the  accompanying  illustra- 
tion, mounted  on  a  camion,  as  the 
small  motor  truck  is  called  in  France. 
The  two  rear  wheels  are  replaced  by 
a  flexible  rubber  band,  small  rollers 
are  used  for  bearing  the  load,  and 
there  are  two  pulleys ;  one  at  the  rear 
drives  the  band  and  the  one  at  the 
front  is  loose. 

This  device  can  be  installed,  it  is 
said,  on  touring  cars,  buses,  or 
trucks,  with  minor  changes.  An  in- 
creased    capacity     of     radiator     is 


French  camion  fitted  with  endless  band  rear  drive  for  traveling 
through  Rttoii'  or  over  soft  roads 


Vol.2,  No.9 

recommended.  The  system  also  in- 
cludes a  gear  ratio  reducer,  which  is 
simply  an  extra  two-speed  gear-box  at 
the  rear  axle,  and  a  differential  lock, 
both  controlled  by  levers  at  the 
driver's  position.  Steering  is  sim- 
ilar to  that  of  an  ordinary  car,  ex- 
cept that  when  the  vehicle  makes  a 
turn  the  steering  wheel  automatically 
operates  a  device  having  a  braking 
action  on  the  inner  band.  With  this 
it  is  possible  to  turn  in  a  smaller 
radius  than  would  be  required  for  a 
four-wheel  vehicle.  In  snow  opera- 
tion detachable  "skis"  or  small  run- 
ners are  provided  on  the  front 
wheels. 

In  order  to  obtain  a  positive  drive 
of  the  endless  band,  the  driving  pul- 
leys A  on  each  side  are  in  two  sec- 
tions, between  which  the  endless 
band  projects.  A  special  hub  is  fitted 
on  these  two  half-pulleys  so  that  they 
close  up  in  proportion  to  the  engine 
load,  and  thus  securely  wedge  the  in- 
ner part  of  the  band,  which  is  V- 
shaped.  The  band  can  be  tightened 
or  slackened  by  a  hand  crank.  On 
the  outside  the  band  is  made  with 
grooves  so  that  it  grips  soft  ground 
in  the  same  manner  as  the  lugs  used 
on  farm  tractors.  The  material  is 
rubber  and  canvas  vulcanized  to  form 
a  solid  belt  or  band. 

The  construction  of  the  driving 
mechanism  is  illustrated  by  refer- 
ence to  the  photograph,  here  repro- 
duced, and  the  following: 

An  a.xle,  B,  rigidly  fixed  to  the 
chassis  corresponds  to  the  rear  axle 
of  the  ordinary  vehicle,  and  carries 
the  weight  of  the  chassis  and  body. 
On  both  ends  of  this  axle  are  spring 
compensators  placed  one  above  the 
other  and  hinged  in  the  middle. 
These  compensators  are  joined  by 
links  D,  which  support  the  load- 
bearing  rollers  E  at  each  end.  The 
weight  of  the  corresponding  part  of 
the  vehicle  is  therefore  transmitted 
to  the  ground,  through  these  moving 
parts  (rollers)  and  the  flexible  band. 
The  front  pulley  (shown  at  the 
left)  bears  on  the  ground  because  of 
its  own  weight.  The  weight  of  the 
vehicle  is  carried  by  the  axle  B,  how- 
ever, and  the  springs  on  which  the 
small  rollers  are  supported.  As  a 
result,  when  the  vehicle  moves  for- 
ward and  meets  with  an  obstacle,  the 
front  pulleys  are  pushed  up  into  the 
air,  and  the  lower  part  of  the  band 
changed  into  a  sort  of  inclined  plane 
over  which  the  rollers  run. 

The  maker  reports  that  the  device 
has  been  attached  to  several  experi- 
mental motor  buses,  which  were  sent 
through    roadless     regions    covered 


September.  1923 


BUS 

IRVNSKOHIAIKJN 


439 


with  hijrh  snow  lianks  siuh  as  would 
have  iireventeil  operation  under  or- 
dinary (.-ircunistances.  These  experi- 
mental buses  passed  through  the 
drifts  and  snow  banks  as  if  they  were 
a  firm  asphalt  roadbed. 


Aciiu'  Brings  Out  UiidtT- 
sluii^  Bus  Chassis 

THE  accompanying  illustrations 
show  side  and  top  views  of  the 
new  Model  K  bus  chassis,  a  product 
of  the  Acme  Motor  Truck  Company, 
Cadillac,  Mich.  This  is  a  200-in. 
wheelbase  job,  which  can  be  supplied 
in  two  over-all  chassis  lengths 
(280  or  312  in.),  to  take  twenty-five 
or  thirty  passenger  bodies,  respec- 
tively. 

One  of  the  features  of  this  chassis 
is  the  frame,  which  is  special  Acme 
construction.  Side  rails,  of  9  in. 
steel  plate  i  in.  thick,  tapering  at 
both  front  and  rear  ends,  are 
riveted  to  angle  irons  (2  x  2  x  A  in.) 
at  top  and  bottom  to  form  what  ap- 
pears to  be  the  conventional  channel 
shape.  Back  of  the  dash,  the  frame 
drops  about  6  in.,  and  is  swept  up 
over  the  rear  axle,  giving  with  36-in. 
tires  a  distance  of  27  in.  from  top 
of  frame  to  ground  under  load. 

The  power  system  consists  of  a 
Continental  Red  Seal  engine,  4j  x 
n't  bore  and  stroke,  giving  4.5  hp.  on 


l:iiilt-iiii  ffiiiiii'  coiiylii'il  '.  :'  ■  fi 
on  Acme  bus  chassis,  consisting 
of  steel  plate  with  angles  riveted 
at   top  and   bottom. 


brake  test.  This  is  set  on  a  slight 
angle,  so  as  to  secure  a  straight  line 
back  to  the  rear  axle.  Ignition  is  by 
Eisemann  magneto,  and  a  Duplex 
governor  keeps  the  speed  down  to  25 
m.p.h.  at  1,600  r.p.m.  of  the  engine. 
The  drive  is  through  a  Cotta  con- 
stant-mesh transmission  mounted  in 
a  unit  with  the  engine,  and  Borg  & 
Beck  single  dry  plate  clutch,  12  in. 
diameter  and  21  in.  face.  The  drive 
shaft  is  in  three  pieces  with  four 
universal  joints,  carried  in  self- 
aligning  ball  bearings,  which  in  turn 
are  supported  by  two  cross-frame 
members.  The  rear  axle  is  Timken- 
Uetroit,  inverted  worm  type,  with 
a  standard  reduction  of  6i  to  1. 
This  has  a  74-in.  gage.  On  the  front 
the  Timken  axle  also  is  used,  but  of 
only  58i  in.  gage.  A  Ross  steering 
gear,  with  20-in.  steering  wheel,  is 
supplied,  this  being  of  the  irrever- 
sible nut  and  screw  type. 

Ea.sy  riding  and  unusual  loads  are 
provided  for  by  the  auxiliary 
springs,  which  are  shown  in  the  top 


Plan  view  of  Model  K  Acme  bus 
chassis.  Auxiliary  springs  ap- 
pear on  each  side  of   rear  axle 

hoifsiiff). 


\  iL'\*. .        i  iifM-    .i(f    111     lilt'    uaii -(-ciiil j- 

lever  type,  arranged  to  bear  on  each 
end  of  the  rear-axle  housing.  The 
main  springs  are  of  the  Detroit 
make,  42  in.  long  at  the  front  and 
64  in.  at  the  rear.  Standard  tire 
equipment  will  be  36  x  6  pneumatic 
front,  and  36  x  5  dual  cushion  rear. 
The  fuel  tank,  which  has  29  gal. 
capacity,  is  mounted  on  the  side  of 
the  frame  with  inlet  connection  ac- 
cessible from  the  outside.  The 
equipment  includes  lamps,  horn, 
jacks,  tools,  tool  box,  Alemite  greas- 
ing .system,  and  Veeder  hubodometer. 
Electric  starter  and  generator  can 
be  supplied  as  optional  equipment. 


Heavy  Duty  Spe«'«loiii«'trr 
Records  Maxiuiujii  Speed 

THE  Model  B  speedometer,  of 
which  two  views  are  shown  here, 
is  built  by  The  Corbin  Screw  Cor- 
poration, New  Britain,  Conn.,  es- 
pecially for  hea\'j-duty  ser\'ice.  The 
head  shown  is  marked  for  30  m.p.h., 
but  it  can  be  calibrated  to  60  miles. 
Another  feature  is  the  luminous  dial 
and  hand  so  that  the  in.strument  can 
be  read  at  night  without  requiring  a 
dash  lamp.  This  instrument  depends 
on  the  centrifugal  principle  for  op- 
eration, the  centrifugal  unit  or  gov- 
ernor being  fitted  with  counter- 
balanced weights. 


440 


BUS 

TR\NSP0KTAT10N 


Vol.2,  No.9 


Odometer  and  speed  indicating 
mechanism  are  housed  within  a 
seamless  drawn  brass  cup.  The  dial 
is  protected  by  a  plate  glass  spun 
into  the  bezel  to  make  a  weather- 
proof joint. 

The  outside  view  shows  the 
maximum    speed    hand,    an    optional 


drive,  although  in  some  cases  it  can 
be  furnished  for  propeller  shaft 
drive.  With  the  latter  it  is  neces- 
sary to  have  a  gear  on  the  universal 
joint  back  of  the  transmission, 
with  which  the  fiber  gear  of  the 
speedometer  can  be  meshed. 


Corbin  heavy-duty  speedometer, 
fitted  with  maxhrunn  speed  hand. 
This  is  controlled  by  key  shown 
at  left 


part  of  the  speedometer.  This  hand 
is  carried  along  by  the  main  indicat- 
ing hand  of  the  speedometer,  and  re- 
mains at  the  highest  point  until  re- 
set by  the  plunger  at  the  left.  To 
prevent  resetting  by  the  driver,  this 
plunger  may  be  provided  with  a  lock, 
which  prevents  its  being  moved  un- 
less the  key  is  available. 

The  total  odometer  records  up  to 
99,999  miles,  working  regardless  of 
the    direction    of    rotation    of    the 


Brockway  Brings  Out  Two 
Single-Deck  Designs 

WHILE  the  general  construction 
is  the  same,  the  models  "J"  and 
"M"  bus  chassis,  just  developed  by 
the  Brockway  Motor  Truck  Com- 
pany, Cortland,  N.  Y.,  diifer  some- 
what in  capacity,  wheelbase  and  size 
of  engine.  The  model  "J,"  with 
185-in.  wheelbase,  takes  a  twenty- 
live-passenger  body,  while  model  "M" 
has  197-in.  wheelbase  and  is  fitted 
for  a  twenty-nine-passenger  body. 

Buda  bus  engines  are  used  for  each 
design,  model  "J"  being  fitted  with 
a  4ix5J-in.  power  plant,  while  the 
larger  vehicle  has  an  engine  with 
4]-in.  bore  and  6-in.  stroke.  The 
four-speed  transmission  and  mul- 
tiple-disk clutch  are  Brown-Lipe 
make. 

From  ground  to  floor  the  height 
is  only  281  in.,  this  being  secured 
by  a  frame  up-swept  over  the  inter- 
nal gear  rear  axle.  This  axle  is  of 
Clark  construction,  with  71-in.  wheel 
gage.  The  front  axle  is  a  Shuler 
dropped-center  type  with  66i-in. 
gage. 

Two  sets  of  brakes  are  provided. 
On  the  propeller-shaft  is  a  contract- 
ing service  brake,  working  on  two 
11-in.  drums  of  5-in.  face.  The 
emergency  brake  acts  on  rear  wheel 
drums.  Merrill  springs  of  the  com- 
pensating type  are  underslung,  while 
the  steering  gear  is  Gemmer  worm 
and  wheel  construction. 

Fuel  is  taken  from  a  tank  mounted 
on  the  right-hand  side  of  the  frame 
through  a  Stewart  Warner  vacuum 
system    to    the    Zenith    carburetor. 


Electrical  details  include  Leece- 
Neville  lighting  equipment,  Bosch 
high-tension  magneto  and  Exide  bat- 
tery of  214-amp.-hr.  capacity.  Chassis 
lubrication  is  by  Alemite  high-pres- 
sure system. 

Budd  wheels  of  steel  disk  type 
are  supplied  with  pneumatic  tires 
36x6  on  front  and  36x6  dual  on  the 
rear.  Or,  steel  disk  wheels  and 
cushion  tires  of  the  same  size  may 
be  furnished. 

The  normal  speed  of  the  model  "J" 
bus  is  35  m.p.h.  on  high  gear  and 
6i  m.p.h.  on  low.  Chassis  weight  is 
about  6,400  lb.,  or  9,500  lb.  with 
twenty-five-passenger  body. 


Bus  Tire  for  20-Inch  Rim 

THE  Dayton  Rubber  Manufactur- 
ing Company,  Dayton,  Ohio,  has 
brought  out  the  32x6  tire,  as  shown 
in  the  illustration.  This  is  of  the 
doughnut  type,  for  mounting  on  a 
20-in.  rim.  The  Dayton  Thorobred 
Cord,   as  it   is   called,    is   of  ten-ply 


Dayton    Thorobred    Oord,   3^  x  0, 
for  bus  work 


construction,  reinforced  by  two 
breaker  strips  entirely  across  (the 
tread  in  addition  to  the  two  across 
the  shoulder.  The  purpose  of  the 
additional  reinforcing  is  to  prevent 
tread    separation    during    overloads. 


Corbin  speedometer  head  with 
dial  and  odometer  removed,  to 
show    centrifugal    speed    mech- 


flexible  driving  cable,  so  the  instru- 
ment may  be  connected  to  either 
right  or  left-hand  wheel.  Mileage  is 
recorded  also  where  the  vehicle  is 
traveling  in  either  reverse  gear  or 
forward. 

The  Model  B  speedometer  is  regu- 
larly    furnished     for     front     wheel 


Brockway  bus  chassis,  25-paasenger  capacity,  Jcni/yic  </  jnr  .V.  Y.  State  Railways 


September,  1923 


BUS 

lKVNSI\>HlMfON 


•in 


Lijrlil-\N  riirlit    Iriink- 1\  p*- 
l'i>t(>ii 

THE  use  of  material  containing 
a  high  percentage  of  magnesium 
is  the  main  characteristic  of  Dow- 
metal  pistons,  made  by  the  Dow 
Chemical  Company,  Midland,  Mich. 
This  alloy  is  prepared  mainly  from 
natural  brine  pumped  from  1.200  to 
1.400  ft.  underground  in  the  region 


Doninetal    piston    cut    open    to 
shmv  hsad  co^istritction 


about  Midland.  The  piston  shown 
here  is  of  the  trunk  type,  with  three 
grooves  above  the  pin  and  one  on  the 
.skirt  for  oil  control.  Dowmetal  pis- 
tons, it  is  said,  are  about  one-third 
the  weight  of  the  average  cast  iron 
piston  and  about  two-thirds  that  of 
the  average  aluminum  piston. 

A  slightly  greater  clearance  is  re- 
quired than  with  cast  iron,  although 
the  Dowmetal  piston  e.xpands  when 
running,  and  does  this  very  quickly, 
so  there  is  no  slap  when  the  engine 
is  cold. 

One  of  the  main  advantages 
claimed  for  the  material  as  used  in 
pistons  is  that  it  will  not  score  cast- 
iron  cylinders.     Neither  the  magne- 


sium itself  nor  the  other  substances 
used  in  the  alloy  are  abrasive,  so  the 
expense  for  cylinder  repairs  and  up- 
keep is  kept  down  to  the  minimum. 

Normally  the  running  temperature 
with  Dowmetal  pistons  is  about  300 
to  400  deg.  F.,  this  low  temperature 
being  e.xplained  as  due  to  the  high 
heat  conductivity  of  the  material, 
which  makes  easy  the  passage  of 
heat  from  the  combustion  space  t<> 
the  cylinder  walls. 

Dowmetal   pistons   are   carried    ■. 
stock   in   all   standard  sizes,   and   in 
oversizes   from   0.003   in.,   0.005   in., 
and     each     five-thousandths     up     to 
0.043  inches. 


Sedan  Itodv  Has  (iuii- 

cealrd  liadio 

''r^HE  Lang  Body  Company,  Cleve- 
X  land,  Ohio,  has  brought  out  the 
twenty  -  two  -  passenger  sedan  type 
body  shown  in  the  illustration.  It 
has  aluminum  panels,  is  trimmed  in 
genuine  leather,  and  equipped  with 
heater,  roof  ventilators  and  dome 
Lghts.  •  The  one  shown  has  a  con- 
cealed aerial,  to  receive  radio. 

Outlets  are  provided  inside  for  six 
32-cp.  lamps  of  the  12-volt  type. 
Heating  is  by  the  pipe  system,  with 
2-in.  pipe  laid  under  the  seats.  The 
roof  is  provided  with  four  Nichols- 
Lintern  ventilators. 

From  dash  to  rear  end  the  body 
is  18  ft.  6  in.  long.  Headroom  is 
•56  in.,  and  width  of  the  rear  end 
at  floor  level,  66  in.,  this  tapering  to 
56  in.  at  the  front  of  the  vehicle. 
Entrance  to  the  three  seats  at  the 
r.ar  is  by  a  door  just  in  front  of 
the  rear  wheel.  The  first  two  of 
these  rear  seats  are  broken  by  a 
24-in.  center  aisle  through  which 
passage  is  obtained  to  the  full  width 
seat  at  the  extreme  rear.  There  are 
four  doors  on  the  right,  and  two  on 
the  left,  each  27  in.  wiflc. 


Si)utli<;lit  Moiiiiti'tl  riiroii^li 
\\  iiid»lii<-l«l 

THE  Fyrac  Manufacturing  Coni- 
jjany,  Rockford,  111.,  has  placed 
on  the  market  a  new  spotlight  of  the 
through-lhe-windshield  type.  This 
is  made  entirely  of  aluminum  and 
weighs  only  1  i  lb.  It  operates  on  a 
ball  swivel  joint  and  throws  a  shaft 


Ne^v    type   of   spot   light,   to    be 
held    ill    witidiiliield   glans 

of  light  for  1,500  ft.  in  any  direction. 
The  construction  is  said  to  be  such 
that  the  light  will  hold  any  position 
in  which  it  is  placed. 

Bulbs  of  any  size  can  be  used, 
according  to  the  battery  installation. 

For  applying  the  light  a  special 
glass  cutting  tool  is  supplied  so  that 
the  hole  can  be  cut  without  removing 
the  windshield  glass.  The  whole  job 
can  be  done,  it  is  said,  and  the  light 
installed  completely  in  ten  minutes 
or  less. 


Lang  all-(iliintniiim  scdnii-tyjie  hodtj  fur  tircnl  y-tno  //iisxt/if/i /•.. 


Heavy  Duty  (lord  Has 
Tractor  Tread 

THE  Diamond  Rubber  Company, 
Akron,  Ohio,  is  offering  the 
heav>--service  tire  shown  in  the  illus- 
tration. This  has  a  flat  high  tread, 
with  what  is  termed  a  tractor-like 
grip.  A  heavy  sidewall  reinforce- 
ment prevents 
rut  wear  and 
protects  t  h  V 
tire  again.-;! 
curb  chafing. 
Sizes  range 
from  32x4 i 
to  40x8  in., 
with  gTa\'  and 
red  tubes  to 
match. 

At  present 
the  company 
is  not  making 
t  he.se  t  i  r  e  > 
lor  the  20-in. 
rim,  but  will 
consider  this 
when  the 
demand  war- 
rants. 


442 


BUS 

TRWSPORTATION 


Vol.2,  No.9 


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444 


BUS 

TRANSPORTATION 


What  theAssociations 
9.  •^^i  «*  are  doing 


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News  and  happenings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tion industry. 


Railway  Methods  Advocated 
for  Bus  Maintenance 


THE  program  of  the  railway  con- 
ference held  Aug.  16  and  17  by  the 
Wisconsin  Utilities  Association  at  Osh- 
kosh  included  two  papers  of  interest  to 
bus  operators.  Bus  maintenance  and 
repair  problems  in  general  were  treated 
by  Henry  Cordell,  master  mechanic 
Chicago,  North  Shore  &  Milwaukee 
Railroad.  Mr.  Cordell  predicted  that 
the  concerted  and  constructive  er.ticism 
available  as  th»  result  of  the  operation 
of  buses  by  electric  railways  would  lead 
to  the  building  of  improved  equipment 
that  would  compare  favorably  with 
electric  cars.  He  also  described  the 
inspection  methods  used  in  handling  th? 
North  Shore  buses.  An  abstract  of 
Mr.   Cordell's  paper  appears  below. 

Development  or  Transportation 
Industry  Depends  on  Tires 

Howard  Smith  of  the  General  Tire 
&  Rubber  Company,  Arkon,  Ohio,  told 
the  meeting  that  the  development  of 
motor  bus  transportation  is  largely 
dependent  upon  the  improvement  of 
tires,  just  as  was  the  development  of 
the  private  automobile.  The  tire  in- 
dustry has  endeavored  to  reduce  the 
stiffness  in  tires  and  yet  prevent  in- 
ternal friction,  with  the  result  that 
today  tires  carry  50  per  cent  less  air 
pressure  than  five  years  ago.  Internal 
friction  causes  power  loss  and  also 
shortens  life,  so  that  the  fre  with  the 
least  air  pressure  is  the  one  most  to 
be   desired   for   efficient   operation. 

Mr.  Smith  pointed  out  that  proper 
inflation,  determination  of  size  relative 
to  load  carrying  and  mating  up  of  tires 
in  dual  service  are  the  determining 
features  of  long  life.  He  favored 
pneumatic  tires  as  compared  with  solid, 
"because  the  former  lessen  greatly  th? 
effect  on  the  chassis  of  road  construc- 
tion; they  are  easier  on  the  road  sur- 
face, less  gasoline  per  mile  is  used  and 
comfort  and  consequently  satisfactioi 
of  passengers  is  secured. 

Discussion 

In  discussing  the  two  papers  H.  L 
Dobbink,  in  charge  of  bus  work  for  tni 
Milwaukee  Electric  Railway  &  Light 
Company,  said  that  he  had  overcome  ;> 
great  deal  of  the  grooving  of  brake 
drums  on  the  propeller  shaft  by 
staggering  the  lining  rivets.  The 
difficulty  caused  by  end  thrust  in 
propeller  shafts  fitted  with  fabric 
universal  joints  has  been  overcome  by 
a  spline  on  the  shaft. 


W.  E.  Thom  urged  railway  men 
operating  the  buses  to  make  their  own 
inspections  and  do  their  own  repair 
work.  Railway  men,  he  maintained, 
were  more  thorough  in  their  work  than 
the   mechanics  in   private   garages. 


Vol.2.  No.9 

The  use  of  old  crankcase  oil  was  th 
subject  of  a  round-table  discussion 
entered  into  by  most  of  those  present. 
In  Milwaukee,  Mr.  Dobbink  said,  th- 
oil  in  the  engine  crankcase  was 
completely  changed  every  2,000  miles, 
when  the  vehicles  were  thoroughly  in- 
spected. Oil  was  added,  however,  in 
the  intervening  time  as  the  level  was 
lowered.  On  the  Eastern  Wisconsin 
Electric  Company  lines,  operating 
about  1,500  to  1,600  miles  per  day,  ac- 
cording to  Earl  Harre,  the  average 
mileage  is  9.6  per  gallon  of  gasol  ne 
and  58  per  quart  of  lubricating  oil.  Mr 
Cordell  said  that  he  intended  to  use  th" 
crankcase  oil  in  the  journal  bearings 
of  railway  cars  operated  by  his 
property.  It  was  also  suggested  that 
the  old  oil  could  be  stored  during  th- 
summer  and  then  used  in  winter  as  fuel 
to  heat  the  garage,  by  means  of  a 
suitable  oil-burning  outfit. 


North  Shore  Operation* 


By  Henry  Cordell 

Master    Mechanic    Chicago.    North    Shore 
Milwaukee    Raih-oad.    Highwood.    111. 


& 


EVERYWHERE  throughout  the 
country  we  find  the  electric  roads 
heavy  buyers  of  motor  buses.  Not 
all  of  them  have  done  this  because  of 
competition;  many,  because  of  the 
desire  to  serve  the  public  and  inciden- 
tally because  the  operation  would  act 
as  a  feeder  to  their  own  electric  lines. 
It  would  also  prevent  private  interests 
from  engaging  in  competitive  operation. 
This  acquisition  has  meant,  however, 
a  new  ma  ntenance  problem.  An 
organization  educated  to  maintain 
electric  car  equipment  can  hardly  be 
expected     to     be     automobile     experts. 


of    us    will 
In  the   shop 


be 
de- 


*  Abstract  of  paper  before  conference  of 
Electric  Railway  Section.  Wisconsin  ^^''1),- 
ties  Association,  held  Aug.  16  and  17. 
tS23.   at   O.shkosh.    Wis. 


Meetings 


Conventions 
and  Exhibits 


^ept.  3-8 — Motor  Dealers'  .Association. 
.•\nnual  Show,  Sacramento,  Cal 

Si-pt.  19-22 — Motor  and  Accessory 
Manufacturers  Association.  Fall 
Convention.   Boston   Mass. 

Sept.  20 — Society  of  Automotive  Engi- 
neers, Metropolitan  Section,  New 
York,  N.  T. 

Sept.  28-Oct.  5 — Annual  Automohili' 
Show,  Fresno.   Calif. 

(Jet.  1-5 — National  Safety  Council.  lOx- 
hibit.  Buffalo,  N.  Y. 

Oct.  8-13 — American  Electric  Railway 
Association.  Annual  Convention. 
Atlantic  City.  N.  J.  (includes  ex- 
hibit   of     buses     and    accessories), 

Oct.  13-28 — Dallas  Automotivi'  Trades 
Association,  .\nnual  Fall  Show. 
Dallas.  Tex. 

Oct.  25-26 — Society  of  Automotive  En- 
gineers (Production),  Cleveland. 
Ohio. 

Nov.  12-17 — Automotive  lOquipment 
Association,  .\nnual  Business  K\- 
hibit  and  Convention,  Coliseum 
Chicago. 

Nov.  13-lS — National  Tire  Dealers'  As- 
sociation. Annual  Meeting,  New 
York  City. 

Dec.  in — Philadeiibia  Motor  Truck 
Association.    Philadelphia.    Pa. 

•l.an.  5-12 — National  Atitomoblle  Show, 
Eighth  Coast  Artillery  .\rmor\'. 
New  York  City. 


Here  is  where  most 
pleasantly  surprised, 
partment  of  any  electric  road  you  will 
find  men  who  can  turn  their  hands  to 
any  emergency.  Most  of  the  men 
assigned  to  bus  inspection  on  the 
electric  roads  are  men  who  have  kept 
electric  cars  in  good  condition  for  years. 
Why  should  they  fail  on  the  buses? 

There  is  a  decided  advantage  in  using 
tried  and  true  men  on  this  work  even  if 
you  have  to  educate  them.  One  thing 
they  do  know,  and  that  is  what  is  re- 
quired as  to  close  and  careful  inspec- 
tion, lubrication  and  cleanliness.  After 
all,  the  difference  between  an  interur- 
ban  or  a  street  car  and  a  bus  is  not  so 
great  as  it  might  appear  at  first. 

The  body,  with  the  exception  of  the 
shape,  is  the  same.  The  wheels  are 
still  in  evidence,  except  of  different  con- 
struction; the  axles,  bearings  and 
brakes   are  all   functioning   the   same. 

The  motor,  control  and  means  of 
power  transmission  differ  mostly,  and 
it  is  here  that  we  must  spend  most  of 
the  time  instructing  not  only  our  men 
but  ourselves. 

Electrical  Improvement 

The  electrical  equipment — generator, 
battery,  magneto,  wiring  and  1  ght- 
ing —  will  be  found  very  much  alon.g 
the  same  line  as  the  electrical  ap- 
paratus and  wiring  on  the  cars,  and  will 
be  readily  understood. 

There  is  much  to  be  desired  in  the 
method  of  wiring  of  a  bus.  Because 
of  the  low  voltage  it  has  been  doni' 
in  a  more  or  less  shiftless  way,  and 
fixtures  and  sockets  are  not  substantial. 
No  doubt  most  of  you  remember  the 
old  car  wiring.  It  was  exposed  to  the 
weather  and  mechanical  injury,  result 
ing  in  failures  and  costly  burnouts.  A 
change  was  brought  about  by  the 
customers  getting  together  with  the 
manufacturers,  who  were  vdlling  to  co- 
operate.     We    are   looking   forward   to 


September,  1923 


BUS 

IKVNSHOHI  Alios 


445 


CI«aso  Norik  Siore  ud  Mii»iul>et  Railroad 

MM.IIWOOO.  U( 


Driver's  defect  repor(  made  oivt 
in  triplicate.  An  "explanation" 
of  the  troubles  reported  is  given 
in  detail  on  the  back  of  the 
garage  foreman's  copy 

the   same    spirit    of   co-operation    fioni 
bus  manufacturers. 

The  bus  is  still  in  the  development 
stage  and  only  recently  have  the 
manufacturers  been  met  with  the  con- 
certed and  constructive  criticism  which 
the  electric  roads,  as  operators,  alone 
can  give.  This  will  lead  to  the  build- 
ing of  equipment  which  will  compare 
favorably  with  the  electric  cars  and 
give  reliable  service. 

Still,  looking  into  the  future,  I  can 
see  where  bus  riders,  fed  up  on  rubber 
and  gasoKne  and  unavoidable  delays 
due  to  climatic  conditions,  will  return 
to  the  electric  cars,  particularly  when 
service  such  as  is  rendered  by  the  North 
Shore  Line  is  to  be  had. 

Our  company,  aside  from  interurban 
and  city  cars,  also  operates  buses  be- 
tween Lake  Geneva  and  Kenosha,  Wis  : 
Kenosha  to  Waukcgan,  III.,  and  between 
Waukegan,  Highland  Park  and  Wil- 
mette.  Buses  are  operated  in  the  city 
of  Waukegan  to  give  transportation  to 
a  section  not  covered  by  the  street 
cars.  Buses  are  also  charted  for 
special  tours  to  lake  resorts  and  other 
points   of  interest. 

On  the  average,  a  daily  bus  mileage 


of  2,y00  is  operated.  Nineteen  White 
.Model  50,  city-type  bodies  and  three 
I'ageol  city-type  bodies  are  used  for 
regular  schedule  service.  Five  Fageol 
int.rcity-type  buses  are  used  for  the 
bartered  and  tour  service.  A  total 
.  i'   twenty-seven   equipments. 

Starting  the  bus  operation  on  a  small 
sL-ale  with  only  five  buses,  we  arranged 
for  their  up-kcep  and  cleaning  in  public 
garages.  Even  with  the  best  of 
personal  supervision  we  soon  found  that 
this  method  was  unsatisfactory,  and 
as  equipment  was  added  we  acquired  our 
own  garages,  where  all  tht-  inspection 
and  cleaning  now  is  done,  except  at 
the  end  of  Lake  Geneva  and  Wilmette 
runs.  Storage  and  cleaning  is  neces- 
sary there,  on  account  of  the  dead  mile- 
age, if  buses  were  brought  to  home 
garages  at  the  end  of  the  run. 

One  of  the  garages,  located  in 
Kenosha,  takes  care  of  all  buses  in 
'Ceno-ha-Lake  Geneva  and  Kenosha- 
Waukegan  service. 

The  North  Chicago  garage,  built  as 
an  annex  to  the  carhouse,  handles  buses 
in  Waukegan  City,  Waukegan-High- 
land   Park   and   Wilmette   ser\'ice. 

The  intercity-type  buses  are  main- 
tained in  a  Chicago  garage  in  conjunc- 
t'on  with  the  tractor  and  trailer  equip- 
ment used  in  handling  our  merchandise 
dispatch  service.  This  consists  of  a 
fleet  of  seven  5-ton  White  tractors, 
two  2J-ton  United  tractors,  eighteen 
10-ton  Highway  semi-trailers  and  one 
Buick  speedwagon,  or  a  total  of 
twenty-eight  equipments.  This  equip- 
ment operates  about  28,500  miles  per 
month. 

The  garage  personnel  at  Kenosha 
consists  of  a  working  foreman,  two 
mechanics  and  a  washer.  Hours  are  so 
arranged  that  the  entire  twenty-four 
hours  are  covered.  This  is  necessary 
as  buses  are  furnished  with  gasoline 
while  in  service,  and  no  dr'.ver  can 
obtain  gasoline  or  oil  without  his 
signature  being  affixed  to  a  requisition 
handed  him   by  the   garage  mechanic. 

All  buses  are  washed  outside  and 
cleaned  inside  every  night.  Tires  are 
tested  and  inflated  to  proper  pressure 
by  the  night  car  washer. 

The  force  at  the  North  Chicago  shop 
and  garage  consists  of  a  foreman  and 
six  men.  One  of  the  men  spends  his 
entire  tinie  (nine  hours  per  day)  on 
bus  inspection,  and  is  helped,  if  needed, 
by  a  man  from  the  car  inspection  force. 

The  night  inspector,  together  with  a 
washer,  washes  and  cleans  all  buses 
and  checks  up  on  tires.  Only  eighteen 
hours  are  covered  at  this  location  as 
buses  are  not  taking  gasoline  while  on 
runs. 

The  Chicago  personnel  is  made  up  of 
one  foreman  and  four  mechanics  an<l 
twenty-four  hours   are  covered. 

The  inspection  of  our  buses  and 
tractor  equipment  is  carried  on  on  a 
mileage  basis.  All  vehicles  are  in- 
spected every  500  miles. 

The  inspection  card  used  in  connec- 
tion with  our  inspection  work,  both  for 
buses,  tractors  and  trailers,  is  self- 
explanatory.  This  card  is  filled  out 
for  every  piece  of  equipment  which 
undergoes    inspection    and    every    item 


CHICAGO  NORTH  SHORE  UNO  MIlW/iUKEE  RAILROiO 


■cpom  or  ttuxiiAL  imHciiOM  o« 


k.    7^ 


HOT 


h.- 


3  Mil 


run  L*»  VtinunM  - 


Inspection  card,     designed     for 

buses  and  other  motor  vehicles. 

Si:e    4x9  in.    medium    weight 

cnrdhnard 


must  be  signed  for  by  the  inspector 
showing  that  the  particular  piece  of 
apparatus  in  question  has  been  in- 
spected, after  which  the  card  is  signe<l 
as  being  "O.K.  for  service"  by  the 
garage  foreman.  Under  the  caption 
"Remarks"  mention  would  be  made  of 
such  conditions  which  do  not  interfere 
with  the  proper  operation  of  the  car, 
but  rather  point  to  such  defects  a-* 
"car  needs  painting"  or  special  work 
which  might  be  needed. 

The  driver's  defect  report  is  to  in- 
form the  mechanical  department  of  any 
defects  developed  while  the  bus,  tractor 
or  trailer  was  in  ser\'ice,  a  check  being 
placed,  as  shown,  opposite  the  defect 
existing.  This  form  is  made  out  in 
triplicate  and  is  of  three  different 
colors.  The  first  two  copies  have  car- 
boned  backs.  The  original,  a  pink  copy. 
is  turned  in  to  the  superintendent  of 
transportation,  the  yellow  copy  goes 
to  the  master  mechanic  and  the  wht  ■ 
copy  to  the  garage  foreman.  The 
yellow  copy  is  held  in  the  master 
mechanic's  office  until  the  white  copy 
comes  in  showing  that  repairs  have 
been  made.  The  yellow  copy  is  then 
destroyed  and  the  white  copy  filed  for 
reference.  The  pink  copy  is  also  filed 
in   the   superintendent's   office. 

The    defect    reports    are    filed    under 


446 


BUS 

1RANSP0KTAT10N 


Vol.2,  No.9 


che  bus,  tractor  or  trailer  number, 
so  we  can  check  the  defects  developed 
in  service.  They  also  show  which  piece 
of  equipment  requires  improved  con- 
struction. 

Oil  in  the  crankcase  is  changed  at 
every  inspection  and  all  parts  greased. 
The  manufacturers  recommend  an  oil 
pressure  of  from  5  to  20  lb.  for  engine 
lubrication.  We  have  found  this 
pressure  insufficient  and  have  increased 
it  to  1  lb.  for  each  mile  of  vehicle  speed. 

Spark  plugs  are  removed  and  cleaned, 
adjusted  or  i-eplaced.  The  gap  between 
points  must  be  more  than  J2  in.  on 
the  White  engines  and  ih  in.  on  the 
Fageol    (Hall-Scott)    engines. 

Carbon  Is  Scraped 

If  carbon  deposits  are  discovered 
that  interfere  with  the  working  of  the 
engine  they  are  removed  by  scraping. 
This  is  necessary  after  2,000  to  3,000 
miles  on  the  tractors  and  10,000  to 
12,000  miles  on  the  buses.  The  use  of 
oxygen  is  not  considered  practical.  No 
matter  how  carefully  this  is  done,  burnt 
carbon  will  remain  along  the  edges  of 
gaskets  and  valves.  It  will  then  be 
sucked  into  the  cylinder  and  get  be- 
tween the  piston  and  cylinder  wall, 
causing  excessive  wear  and   scoring. 

The  cylinders  of  our  buses,  after 
45,000  miles,  present  a  perfect  finish 
and  compression.  We  feel  that  chang- 
ing of  oil  regularly  and  scraping  of 
carbon  are  responsible  for  this. 

The  valves  are  checked  to  ascertain 
clearance;  that  is,  the  distance  between 
tappet  and  valve  stem,  and  a  clearance 
of  0.008  in.  on  intake  valves  and  0.010 
in.  on  exhaust  valves  is  maintained  on 
the  White  buses.  This  is  very  im- 
portant; if  the  clearance  is  less  than 
0.006  in.  it  will  i-uin  the  valves,  or  if 
more  than  0.012  in.  it  will  cause 
excessive  noise.  On  the  Fageol  buses 
both  exhaust  and  intake  valves  are  set 
at  0.010  in.  clearance. 


The  battery  is  inspected  frequently 
and  distilled  water  added  as  needed.  If 
a  battery  is  found  low  the  cause, 
whether  defective  generator,  stuck 
brushes,  burnt  contact  in  compensating 
charging  relay  or  defect  in  wiring,  is 
located  and  repaired  before  a  fresh  bat- 
tery is  installed.  The  removed  battery 
is  then  put  on  charge  until  fully 
recovered. 

For  battery  charging  we  use  a  series 
of  resistances  on  550  volts  direct  cur- 
rent, which  we  obtain  from  our  own 
lines.    Steps  of  2  to  8  amp.  are  provided. 

On  the  first  buses  the  batteries  were 
under  the  floor.  Experience  soon  led 
to  a  better  location  and  we  put  them 
under  the  seat  alongside  the  driver  m 
a  neat  box  to  match  the  inside  finish 
cf  the  bus. 

Buses  used  in  heavy  ti'affic  and  over 
rough  country  roads  are  subjected  to 
severe  stresses  and  body  bolts  should 
be  inspected  regularly.  A  body  loo.se 
from  the  chassis  not  only  is  noisy  but 
soon  wrecks  itself. 

Brake  rod  clevises,  pins  and  connec- 
tions must  be  carefully  inspected  and 
lubricated.  We  remove  propeller-shaft 
brake  drums  every  so  often  and  turn 
down  the  surface,  which  has  become 
grooved  by  the  action  of  sand  or  grit. 
Unless  this  is  done  the  brake  lining 
will  wear  rapidly  and  the  braking  power 
impaired. 

Lining  on  propeller-shaft  brakes 
lasts  about  10,000  miles  and  on 
emergency  25,000  miles  before  renewal. 

Screens  in  the  gasoline  line  at 
vacuum  tank  and  carburetor  must  be 
cleaned  every  500  miles  and  the 
gasoline  line  inspected  for  possible 
leaks. 

Care  of  Fabric   Disks 

Propeller  shafts  must  be  carefully 
inspected  to  ascertain  the  condition  of 
the  universal  joints.  Ample  lubricat'on 
must     be     furnished     metallic      joints. 


Fabric  disks,  when  used,  must  be  drawn 
up  tight.  If  permitted  to  run  loose 
the  holes  will  tear  out,  with  total 
failure  of  the  disks.  It  is  advisable  to 
renew  disks  when  fabric  begins  to 
crack  from  fatigue.  We  have  ex- 
perienced considerable  trouble  from 
these  failures  and  feel  that  the  disks 
must  be  improved. 

Why  Disk  Wheels  Get  Loose 

Many  opei'ators  have  experienced 
trouble  with  loose  disk  steel  wheels. 
We  also  experienced  this  at  first,  but 
it  was  easily  overcome.  The  trouble 
was  lack  of  inspection  and  elbow 
grease.  The  most  important  part  is  to 
■^ee  that  dirt  and  paint  are  cleaned  off' 
the  hub  and  wheel  faces  before  they 
are  assembled. 

Unless  drawn  home  tight  the  wheel 
\vill  work  loose  where  it  fits  over  the 
hub  and  ball-shaped  shoulder  on  the 
studs.  Nuts  on  the  wheel  studs  are 
gone  over  at  every  inspection  and  the 
drivers  are  instructed  to  apply  a  special 
wrench  at  least  once  a  day.  This  method 
save?  costly  repairs  and  if  followed  no 
trouble   will   be   encountered. 

The  rear  wheel  axle  shafts  have 
broken  two  or  three  times.  It  was 
found  that  the  wheel  hub  did  not  fit 
properly  and  became  loose,  throwing 
the  strain  on  outer  end  of  taper  fit. 
To  guard  against  this  a  stout  wrench 
was  designed,  with  which  the  nut  on  the 
shaft  is  drawn  up  very  tight  at  every 
inspection.  Since  we  have  done  this 
no  shaft   has   broken. 

Springs  can  be  kept  in  splendid  shape, 
we  have  found,  by  the  use  of  old 
crankcase  oil.  We  use  this  oil  in 
abundance,  painting  the  springs  every 
inspection  day.  It  is  unnecessary  to 
pry  the  springs  apart  as  the  oil 
penetrates  between  the  leaves  while  the 
bus  is  on  the  road. 

Safe  and  economical  operation  of 
motor   buses    rests    not   only    with    th 


NATIONAL  MOTOR  TRANSPORT 
ASSOCIATION :  President.  Patrick 
Healey.  secretary  and  counsel  Bridge- 
port &  Waterbury  Passenger  Service. 
Inc.,  36  North  Main  Street,  Waterbury. 
Conn.  ;  manager  and  secretary,  E.  B. 
Burritt,  Fisli  Building,  250  West  Fifty- 
seventh  Street,  New  York,  N.  Y. 

ARIZONA  MOTOR  TRANSPORTA- 
TIO.V  ASSOCIATION:  President,  D. 
C.  O'Neil,  Douglas,  Ariz. ;  secretary,  F. 
A  Jones.  127  North  Central  Avenue, 
Phienix.  Ariz. 

.MOTOR  CARRIERS'  ASSOCIATION: 
Pn-sident,  W.  E.  Travis,  president  C^ali- 
foriiia  Tran.sit  Comiiany,  San  Franci.sco, 
CaliC. ;  .secretary.  James  G.  Blaine,  1290 
Bush   Street,    San    Francisco,   Calif. 

CONNECTICUT  MOTOR  STAGE  .VS- 
SOCIATION:  President  Patrick  Healey, 
secretary  and  counsel  Bridgeport  & 
Waterbury  Passenger  Service,  Inc..  36 
North  Main  Street.  Waterbury,  Conn. : 
secretary,  Edward  J.  Gildea,  treasurer 
Congress  Taxi  Company,  Danbury, 
Conn. 

DELAWARE  BUS  TRANSPORT.\- 
TION  ASSOCIATION :  President  George 
A.  Moses,  treasurer  West  Chester  &  Wil- 
mington Transportation  Company.  Wil- 
mington, Del.  ;  secretary,  C.  S.  White, 
president  Delaware  Rapid  Transit  Com- 
pany. W^ilmington,  Del. 

MOTOR  TRUCK  ASSOCIATION  OP 
FLORIDA:  President,  W.  T  Callalian. 
Miami;  secretary-treasurer,  D.  E  Mc- 
Mann,  36  N.  W.  1st  St  ,  Miami.  Fla. 


Motor  Bus  Organizations 

GEOROIA  MOTOR  BUS  &  TR.A..\'S- 
PORTATION  ASSOCI.\TION:  Presi- 
dent, B.  A.  Harrison.  Bainbridge,  Ga.  : 
secretary,  W.  M.  Rilev.  Decatur,  Ga. 

INDL\NA  MOTOR  BUS  OWNERS' 
-ASSOCIATION :  President,  H.  E.  Jahns. 
general  manager  Jahns'  Bus  Lines,  La 
Porte.  Ind.  ;  treasurer,  W.  E.  Rentschler, 
manager  Indiana  Motor  Bus  Company, 
Plymouth,    Ind. 

IOW.A.  MOTOR  TRANSPORTATIO.V 
.\SSOCL\TION:  President.  J.  Edging- 
ton,  Des  Moines,  Iowa  ;  secretary.  E.  P. 
Cronk,   Des   Moines,    Iowa. 

MICHIGAN  HIGHWAY  TRANS- 
PORTATON  ASSOCIATION:  President, 
E,  Foster  Moreton,  president  Moreton 
Trucking  Company,  Third  and  Howard 
Streets,  Detroit,  Mich  ;  secretary,  H.  H. 
Hardy,  Fireproof  Storage  Company, 
Lansing.   Mich. 

MINNESOT.A.  MOTOR  BUS  ASSO- 
CI.VTION:  President  Rodney  S.  Dim- 
mick,  president  Touring  Car  Bus  Com- 
pany, 29  Seventh  Street  North.  Minne- 
apolis. Minn.  ;  secretary,  Karl  F.  Jack- 
son,  Bndicott  Arcade.  St.   Paul,  Minn. 

NEW  JERSEY  BUS  TRANSPORTA- 
TION ASSOCIATION:  President,  John 
Morniiig.  408  Warren  Street.  Newark, 
N.  J.  :  secretary,  Harry  Buesser,  79 
Madison    Street,    Guttenberg.    N.    J. 

NEW  JERSEY  AUTO  BUS  .AR.SO- 
CI.4TION:  President.  George  F.  Sey- 
mour. Jr.,  20  Clinton  Street.  Newark, 
X.  J. :  secretary.  George  L.  Cowan,  20 
Clinton   Street.   Newark,   N.   J 


.^UTO  BUS  .VSSOCIATION  OF  NEW 
YORK  STATE:  President.  Stanley 
Chatterton.  treasurer  White  Rapid  Ti'an- 
sit  Company  Lima.  N.  Y.  ;  secretary 
and  treasurer.  James  J.  Dadd,  president 
Rochester  Bus  Lines  Advertising  Cor- 
poration, 120  Vermont  Avenue.  Roches- 
ter, N    v. 

OHIO  MOTOR  BUS  ASSOCIATION: 
President,  R.  E.  McCoUum,  Ohio  Motor 
Bus  Company,  Columbus,  Ohio ;  secre- 
tary, C.  ,r.  Randall.  419  Majestic  Build- 
ing,  Columbus,   Ohio, 

AUTOMOTIVE  CARRIERS'  .\SSO- 
CI.ATION  OF  OREGON;  President,  Max 
H  Clark,  Camas  Stage  Company,  Port- 
l.and.  Ore.  ;  secretary  J.  L.  S.  Snead, 
manager  Oregon  .-Viito  Stage  Terminal 
Company,  Portland.  Ore. 

PENNSYLVANIA  MOTOR  BUS  OWN- 
ERS' -ASSOCIATION:  President,  Frank 
Martz,  treasurer  White  Transit  Com- 
pany Plymouth.  Pa.,  treasurer,  W.  J. 
I'^merick,  i)residfnt  Emerick  Bus  Lines, 
Bellefonte.  Pa. 

WASHINGTON  AUTO  TRANSPOR- 
TATION ASSOCIATION;  President,  A. 
C.  Ellington,  Des  -Moines  Auto  Company, 
Seattle,  Wash. :  secretary  -  managei-. 
Erven  H.  Palmer,  Terminal  Building. 
Seattle,   Wash. 

WISCONSIN  MOTOR  TRANSPOR- 
TATION -4SSOCI-ATION ;  President,  A. 
C.  Homan,  Menasha,  Wis.  :  secretary, 
E.  H.  Kambe,  Caswell  Block,  Milwaukee, 
Wis. 


September,  1923 


BUS 

1K\NSK)K1A1I0M 


447 


niuchanical  department  but  also  with 
the  operating  department.  Careless 
drivinK,  by  this  I  mean  inditference  a- 
to  the  mechanical  parts  of  the  car. 
quick  starts,  quick  stop.s  and  disregards 
for  road  condition-^  cause  heavy  main- 
tenanie  expense.  Lack  of  kno\vledjc>' 
of  the  internal  combustion  enjiines  plays 
an  important  part.  Few  drivers  really 
understand  how  the  efficiency  and  work- 
ing of  an  enjrine  is  afTccted  by  spark 
timinp,  which  is  largely  under  their 
control. 

As  a  closing  woi-d  I  would  like  to 
impress  upon  all  of  you,  private  car 
owners  and  oi.eratoi-s  iilike,  to  keep 
your  engines  clean.  Do  not  permit  oil 
and  grease  to  accumulate  under  the 
hood  or  elsewhere,  e.\OL'pt  where  it  is 
needed.  Many  a  good  vehicle  has 
burned  up  on  th's  account.  And  again, 
quit  racing;  stop  at  railroad  crossings, 
and  obey  the  traffic  ruii?o  of  the  land. 


Seeking  New  Markets  for 
Automotive  Products 

..1  T  7IDENING  the  market  for  auto- 

VV  motive  products"  will  be  the 
dominating  theme  of  the  fall  conven- 
tion of  the  Motor  and  Accessory  Manu- 
facturers' Association,  to  be  held  at 
Boston.  Sept.  19-22.  Among  the  fac- 
tors to  be  considered  in  connection  with 
this  subject  are  the  need  for  more  and 
better  roads,  the  problem  of  reducing 
maintenance  costs  and  increasing  serv- 
ice efficiency,  the  acute  need  for  more 
space  to  drive  and  park  automobiles  in 
crowded  cities,  the  need  of  removing 
unfair  automobile  taxation  and  the 
world  view  of  motor  transportation. 

Several  hundred  executives  represent- 
ing manufacturers  of  parts,  accessories 
and  units  for  the  automotive  industry 
are  expected  to  attend  this  meeting. 
Dr.  John  H.  Harris,  Deputy  Police 
Commissioner  of  New  York  City,  will 
deliver  an  address  on  "Providing 
Ample  Space  to  Drive  and  Park  Cars 
in  Our  Cities." 

Others  who  will  speak  include 
Harry  Meixell,  secretary  of  the  Motor 
Vehicle  Conference  Committee,  and 
W.  H.  Chandler,  traffic  manager  Boston 
Chamber  of  Commerce.  J.  F.  Kelly, 
Jr.,  export  manager  Electric  Storage 
Battery  Company,  recently  returned 
from  Europe,  will  speak  on  "The 
European  Situation  and  Overseas 
Market."  Each  paper  will  be  followed 
by  a  general  discussion. 

For  the  first  time  in  the  history  of 
the  association  emphasis  will  be  given 
to  problems  relating  to  jobber  distri- 
bution. It  is  felt  that  in  considering 
ways  and  means  of  widening  the  mar- 
kets for  automotive  industry  consider- 
ation of  jobber  distribution  is  of  great 
importance. 

Among  those  who  will  address  the 
convention  on  the  question  of  distribu- 
tion through  jobbers  are:  E.  P.  Chal- 
fant,  chairman  board  of  directors  Gill 
Manufacturing  Company;  B.  M.  Asch, 
president  Asch  &  Company,  Inc.,  and 
J.  M.  McComb,  vice-president  Crucible 
Steel  Company  of  America. 


.Motor   IVaiisport  (irowiii<» 
ill  Kiiro|M' 

N..V.C.C'.    Delegate    to    Koads    Meeting 

Iteports  nil  llighwuy  Transport   Plans 

—  Rapid     l)f\  fliipmenl     Anlicipali'd 

RESPONSIBLE  government  officials 
the  world  over  now  recognize  the 
utilitarian  value  of  the  motor  vehicle 
as  an  element  in  transportation,  ac- 
cording to  Pyke  Johnson,  repre.sentative 
of  the  National  Automobile  Chamber 
of  Commerce,  who  has  just  returned 
from  a  study  of  transport  conditions 
abroad.  Mr.  Johnson  attended  the 
fourth  .session  of  the  International 
Road  Congress  at  Seville,  where  some 
600  of  the  leading  highway  officials  of 
the  globe  gathered  to  exchange  informa- 
tion and  views. 

"The  dominant  note  at  Seville,"  said 
Mr.  Johnson,  "was  a  general  recogni- 
tion that  motor  transport  is  on  a  per- 
manent basis  abroad  as  well  as  in  the 
United  States,  and  with  this  in  mind, 
discussion  centered  on  ways  and  means 
of  giving  its  use  the  broadest  possible 
economic  application. 

To  Orga.mze  Motor  Transport 

"Among  the  resolutions  passed  were 
those  calling  for  governmental  aid  for 
motor  bus  lines  in  communities  and 
countries  where  inadequate  facilities 
now  exist;  the  need  for  uniform  traffic 
rules  and  regulations;  for  progressive 
studies  into  city  and  rural  planning  in 
order  to  allay  congestion,  and  for  cen- 
tralized authority  in  dealing  with  high- 
way problems. 

"Other  sections  dealt  with  the  physi- 
cal side  of  highway  construction  and 
design,  including  methods  of  relocating 
and  widening  highways,  types  of 
maintenance  and  other  engineering 
problems." 

In  his  survey  of  existing  transport 
conditions  in  Europe,  Mr.  Johnson 
found  that  questions  of  finance,  co- 
ordination of  motor  with  other  forms 
of  transport,  and  that  of  handling 
traffic  in  congested  areas  are  the  sub- 
jects uppermost  in  the  minds  of  gov- 
ernment officials. 

British  Railroads  Would 
Operate  Buses 

111  England  for  example,  he  pointed 
out.  Parliament  has  only  recently  con- 
sidered a  bill  in  which  the  railroad 
companies  asked  for  powers  to  operate 
motor  vehicles  on  the  highways,  and 
while  the  right  was  denied  the  general 
feeling  is  that  the  subject  has  not  yet 
been  closed.  Other  parliamentary 
bodies  are  now  studying  the  problem 
of  providing  London  with  new  outlets 
for  the  ever-growing  volume  of  traffic 
over  the  roads;  while  the  question  of 
taxation  is  under  continued  study  with 
a  view  to  bringing  governmental  budget 
needs  into  economic  relationship  with 
road  transport. 

Steps  in  the  direction  of  co-ordinated 
transport  have  already  been  taken 
with  marked  success  in  France,  where 
railways    are    operating    long-distance 


motor    bus    lines   as    a    supplementary 
operation. 

In  Italy  a  movement  is  being  made 
in  the  direction  of  government-aided 
highway  construction  whereby  a  trans- 
port C(mipany  is  given  exclusive  rights 
to  a  road  on  condition  that  it  pays  the 
government  the  cost  of  road  construc- 
tion and  maintenance. 

Trucks   Supplant   Bullocks 

In  Spain  there  has  been  a  marked 
acceleration  in  modern  tran.-sport  with 
the  result  that  the  bullock  cart  has 
already  been  replaced  in  a  great  many 
ca.ses   by    the   truck. 


Bus  Body   Builders  Organize 

A  BUS  body  builders'  .section  of  the 
Automobile  Body  Builders'  Asso- 
ciation was  organized  at  a  meeting  in 
the  Hotel  Statler,  Detroit,  on  Aug.  21. 

The  new  organization,  it  is  said,  will 
be  in  effect  a  national  association  of 
bus  body  builders  inasmuch  as  promi- 
nent manufacturers  from  all  sections  of 
the  country  are  members.  F.  M.  Cul- 
lison  of  the  Plymouth  Wagon  Works 
was  elected  permanent  chairman  of  the 
section,  and  S.  H.  Gardner  of  the  A.  B. 
B.  A.  was  made  secretary. 

The  meeting  is  said  to  have  devel- 
oped the  fact  that  bus  body  builders 
had  no  standard  nomenclature  for  their 
products,  and  that  in  discussing  them 
they  each  talked  a  different  language. 
The  organization  declares  its  intention 
of  overcoming  this. 

The  following  questions  were  dis- 
cussed and  referred  to  the  chairman  for 
action:  (1)  Dimensional  standards  for 
different  types  and  capacities  of  bodies; 
(2)  dimensional  standards  for  the 
typical  and  essential  features  and  parts 
of  each  type  of  body;  (.3)  readjustment 
of  foreign  rates;  (4)  the  cause  of  un- 
fair competition;  (.51  the  recommenda- 
tion of  a  form  of  guarantee  against 
defects. 

After  an  enlightening  discussion  on 
"fair  trade  practices,"  a  committee  was 
appointed  to  study  the  subject  and  sub- 
mit a  "code  of  ethics"  at  the  next 
meeting.  The  personnel  of  the  com- 
mittee is:  William  H.  Morning,  chair- 
man, Hopkins  Manufacturing  Company, 
Hanover,  Pa.;  W.  R.  Whitfield,  W.  H. 
Whitfield  &  Son,  Penn  Yan,  N.  Y.;  A.  R. 
Keagy,  Michigan  Body  Corporation,  St. 
John's,  Mich. 

One  question  discussed  at  length  con- 
cerned the  ways  and  means  of  educat- 
ing the  builders  who  desire  to  continue 
custom  building  and,  at  the  same  time, 
of  developing  the  business  of  those  who 
manufacture  on  the  quantity  basis.  An 
agreement  was  reached  whereby  a 
member  receiving  an  invitation  to  bid 
upon  a  type  of  body  other  than  those 
he  especially  desires  to  produce  in  quan- 
tities, will  refer  the  inquiry  to  such 
fellow-members  as  may  have  previously 
indicated  that  they  were  building  that 
particular  type  and  quality  of  body. 
It  was  felt  that  such  a  course  would 
work  to  the  advantage  of  the  customer 
as  well  as  to  the  manufacturer. 


448 


BUS 

TR\NSPORlAnON 


Vo!.2,  No.9 


News  of  the  Road 


p-iom  wherever  the  bus  runs,  are 
brought  together  the  important 
events,  here  presented  to  saow  the 
movements  of  the  day. 


Bus  Popular  in  St.  Louis 

People's  Motor  Bus  Company  Plans  to 
Have  Eighty  Buses  Operating  in  the 
City   in  September 

THE  bus  is  becoming  increasingly 
popular  in  St.  Louis,  reports  from 
that  city  indicate.  Several  new  routes 
are  to  be  added  in  the  near  future  to 
the  system  of  the  People's  Motor  Bus 
Company,  which  recently  announced  that 
between  May  29,  the  date  on  which  thi-; 
company  started  operation  in  St.  Louis, 
and  July  31  more  than  880,000  patrons 
were  carried.  Of  this  number  130,000 
were  carried  to  and  from  the  Municipal 
Opera-Theater  in  Forest  Park.  The 
company  is  now  operating  seventeen 
buses  on  the  Washington-Delmar  route 
and  in  the  Municipal  Opera  service 
after  6  p.m.  The  daily  average  since 
the  opening  of  operations  has  been 
12,500  patrons,  with  a  steady  increase 
in  the  total,  until  now  an  average  of 
130,000  pay  passengers  are  being  car- 
ried  weekly. 

According  to  an  official  of  the  People's 
Motor  Bus  Company,  the  company  is 
more  than  pleased  with  the  results  ob- 
tained in  St.  Louis,  and  the  principal 
worry  is  the  lack  of  motor  buses  to 
furnish  transportation  on  new  lines 
which  will  soon  be  opened.  Richard  W. 
Meade,  president  and  general  manager 
of  the  company,  is  said  to  be  making 
great  efforts  to  accelerate  delivery  of 
buses  which  have  been  ordered. 

The  company  hopes  to  have  eighty 
buses  in  St.  Louis  in  September, 
when  the  Grand  Boulevard  line  from 
Carondelet  Park  will  be  started.  The 
installation  of  this  service  will  meet 
a  great  need,  it  is  said.  Forty 
buses  will  be  used  on  the  route,  with 
the  balance  on  the  Washington-Delmar 
line.  Later  a  line  will  be  operated  on 
Lindell  and  Locust  Boulevards,  looping 
in  the  downtown  district  with  a  bus 
line  between  St.  Louis  and  East  St. 
Louis,  by  the  way  of  the  Municipal 
Bridge. 

Construction  of  the  $150,000  garage 
and  assembly  plant  at  South  King's 
Highway  and  Grand  Boulevard  is  pro- 
gressing. This  structure  will  be  two 
stories  high  and  will  contain  62,000 
sq.ft.  of  floor  space.  It  will  be  com- 
pleted in  about  two  months. 

Officials  Act  as  Hosts  to  City's 
Tenement  Children 

Children  of  the  various  playgrounds 
of  the  city  are  enjoying  weekly  bus 
rides  this  summer  as  the  guests  of 
the  officials  of  the  People's  Motor  Bus 
Company,  in  buses  which  run  on 
Washington  and  Delmar  Boulevard  be- 


tween   University    City    and    the    Eads 
Bridge. 

One  such  joy  ride  tosk  place  recently 
when  children  from  the  Mullanphy 
playgrounds  were  loaded  into  three 
buses  and  taken  for  a  ride  over  the 
city  boulevards,  and  to  Forest  Park, 
where  they  visited  the  Zoo.  The  trip 
started  at  noon  and  lasted  until  4 
o'clock.  Mayor  Henry  W.  Kiel,  Park 
Commissioner  Fred  W.  Pape  and  Di- 
rector of  Public  Welfare  Nelson  Cun- 
liff  accompanied  the  children.  In  ad- 
dition to  furnishing  the  buses,  officials 
of  the  bus  line  also  supplied  refresh- 
ments for  the  youngsters  from  the  tene- 
ments. 


Railroad  vs.  Bus  in  Minnesota 

In  a  hearing  held  recently  before  the 
Minnesota  Railroad  &  Warehouse  Com- 
mission, the  Northern  Pacific  road,  ap- 
plying for  permission  to  take  off  ten 
suburban  trains  running  to  White 
Bear  and  Taylors  Falls  from  St.  Paul 
and  Minneapolis,  testified  that  in  the 
summer  buses  are  accommodating 
most  of  the  traffic  on  this  line.  In  the 
week  July  4-10  the  White  Bear  train 
carried  only  forty-one  passengers  pay- 
ing $4.95,  and  the  returning  train  car- 
ried 130  passengers,  paying  $29. 

Protestants  appeared  from  Taylors 
Falls  and  intermediate  points  against 
removal  of  specified  trains. 


New  Jersey  Railway  Offers  to  Buy 
Competing  Buses 

Public  Service  Railway  May  Become  Extensive  Bus  Operator— Buffalo  Franchise 

Granted   International — Buse.s  Replace  Trolley  System   in  Brattleboro,  Vt. 

— Philadelphia  Rapid  Transit  to  Extend  Service 


OFFERING  to  buy  all  motor  buses 
competing  with  its  electric  railway 
lines  in  New  Jersey,  the  Public  Service 
Railway  on  Aug.  21  made  public  a  plan 
for  a  settlement  of  the  strike  which 
has  tied  up  trolley  transportation  in 
the  northern  part  of  the  state  and  in 
Camden   since   Aug.   1. 

The  company  roughly  estimates  that 
to  carry  out  its  plan  for  the  settlement 
it  would  be  called  upon  to  purchase 
between  750  and  1,000  buses  operating 
throughout  its  territory.  The  company 
insists  that  should  such  a  purchase  be 
effected  the  licenses  of  all  bus  owners 
who  sell  to  the  company  and  of  those 
having  temporary  permits  shall  be  re- 
scinded, and  the  licenses  of  bus  owners 
who  do  not  desire  to  sell  shall  be  re- 
scinded or  the  buses  rerouted  on  streets 
where  there  are  no  street  railway 
tracks. 

In  the  plan  the  company  states  that 
although  it  never  has  had  a  desire  to 
embark  largely  upon  bus  transportation, 
nevertheless  the  situation  which  has 
developed  in  New  Jersey,  due  to  the 
strike  of  the  company's  employees, 
must  be  met  in  a  broad  way,  if  local 
transportation  is  to  survive.  Therefore, 
the  railway  company,  acting  through 
an  allied  corporation,  is  willing  to  pur- 
chase at  their  present  fair  physical 
value  all  buses  operating  competitively 
on  July  31,  1923  (the  day  before  the 
commencement  of  the  strike),  on  the 
streets  where  the  railway  company's 
tracks  are  laid  whose  owners  are  willing 


to  sell.  The  present  value  of  these 
buses  is  to  be  agreed  upon,  if  possible, 
between  the  company  and  the  respective 
owners  of  the  buses.  If  unable  to  agree, 
values  shall  be  fixed  by  an  independent 
appraisal.  This  will  involve  a  capital 
investment  of  several  million  dollars, 
the  financing  of  which  has  been  pro- 
vided for,  according  to  the  company, 
conditioned  upon  the  adoption  of  the 
plan  as  a  whole. 

The  whole  question  is  now  before  the 
Board  of  Public  Utility  Commissioners 
in  a  public  proceeding  in  which  the 
representatives  of  the  railway,  public 
officials  and  the  bus  owners  are  par- 
ticipating. Feeling  seems  to  be  mixed 
on  the  part  of  the  local  authorities  as 
to  the  real  need  of  railway  service,  but 
the  bus  owners  are  opposed  to  any  sale 
of  their  property  to  the  railway.  The 
bus  men  say  they  are  prepared  to  take 
over  the  transportation  problem  as  a 
whole  if  guaranteed  franchises  suffi- 
ciently long  to  permit  them  to  finance 
the  purchase  of  the  additional  equip- 
ment that  would  be  necessary. 

Buffalo  Franchise  Granted 

The  International  Railway,  Buffalo, 
has  received  a  permit  from  the  Public 
Service  Commission  for  the  operation  of 
bus  lines  in  Bailey  Avenue  between 
Broadway  and  the  North  City  Line  in 
conformity  with  the  permit  granted  by 
the  City  Council.  The  company  will 
start  the  operation  of  buses  along  the 
street  at   once    on   a    7-cent   cash   fare 


September,1923 


BUS 

1KVSSK)KIMK)»^ 


449' 


or  four  tokens  for  25  cents  with  free 
transfers.  The  same  rules  and  regu- 
lations as  apply  to  the  street  cars  will 
apply  to  the  Bailey  Avenue  buses. 

Coincident  with  the  securing  of  the 
franchise  from  the  Public  Service  Com- 
mission, the  company  organized  the 
International  Bus  Corporation  under 
the  laws  of  the  state  of  New  York, 
with  an  authorized  capitalization  of 
$100,000.  The  new  company  will  be 
operated  as  a  subsidiary  of  the  trac- 
tion company.  The  incorporators  are 
H.  L.  Mack,  vice-president  of  the  Inter- 
national Railway,  in  charge  of  engi- 
neering; Herbert  G.  Tulley,  president 
of  the  raihvay  company;  R.  Harland 
Horton,  vice-president  of  the  railway, 
in  charge  of  traffic;  C.  A.  Weber  and 
C.  A.  Cheval. 

Bi'SBS  i.s-  Brattleboro 

Residents  of  Brattleboro,  V't.,  are  now 
depending  on  bus  transportation  e.\- 
dusively.  Buses  were  installed  there 
Aug.  20  by  the  Twin  State  Gas  &  Elec- 
tric Company  to  replace  the  electric 
railway  system  which  formerly  served 
the  city.  Three  buses  are  in  use  at 
present — one  a  twenty-seven-passenger 
car,  manufactured  by  the  Stewart 
Motor  Car  Company,  and  two  made 
by  the  White  Company  of  Cleveland. 
The  running  time  from  Fort  Dummer 
Heights  to  West  Brattleboro,  the  ex- 
treme points  of  the  line,  has  been  cut 
from  forty  minutes  to  thirty.  Buse.> 
start  simultaneously  from  both  termini 
and   meet  at  the  Brattleboro  Common. 

Two  other  New  England  commu- 
nities are  to  have  bus  service.  The 
Eastern  Massachusetts  Street  Railway 
recently  placed  four  buses  in  operation 
in  Revere,  Mass.,  furnishing  transpor- 
tation to  the  residents  of  the  Maiden 
Street  and  Park  .Avenue  sections  of 
the  city. 

Since  the  removal  of  the  car  tracks 
on  these  two  thoroughfares  the  local- 
ities have  been  without  transportation 
of  any  kind.  Free  transfers  are  issued 
allowing  passengers  to  change  to  the 
cars  of  the  railway  on  Broadway.  The 
permit  to  operate  was  passed  by  the 
Revere  City  Council  .Aug.  6. 

In  the  city  of  Waltham,  Mass.,  some 
officials  of  the  Middlesex  &  Boston 
Street  Raihvay  recently  investigated 
the  advisability  of  replacing  the  trolley 
service  between  Newton  Center  and 
Newton  Highlands  with  buses.  It  is 
considered  probable  by  residents  of  the 
section  that  motor  bus  service  will  be 
given  a  month's  trial.  Upon  the  result 
of  this  trial  will  depend  the  adoption 
of  the  plan  on  other  lines  throughout 
Middlesex  County.  Residents  along  the 
line  claim  that  the  electric  railway  cars 
make  too  much  noise  and  that  conse- 
quently they  cannot  really  enjoy  sub- 
urban life.  A  canvass  of  every  house- 
holder along  the  line  recently  made  is 
said  to  have  resulted  in  a  pledge  to  the 
street  railway  that  if  the  bus  does  not 
make  as  much  as  the  electric  line  has, 
they  will  personally  make  up  the 
difference. 


Sl;ifjet<iafh  Hold-ups  Are 
Here  Auain 

AI.TIIOI  (ill  llir  old  >IUKi-  liriiun  liy 
fittir  (lu»l>  liurMfh  liu»  Iwrii  rf- 
^|ilu<-«-il  )>>  liuwi-»,  liulil-upH  urr 
ullliowt  UN  frrijiiriit  UN  In  lllr  tlu>  h  lit 
'Iti.  uiiil  Iiun  foniputiirN  inuy  hr  «-iiiii- 
prllfil  to  urin  flirlr  olirruturn  to  liirft 
tliix    ii«*u     iitfltucr. 

One  iif  tlir  KUN(«.ril  WIhi-oiinIii  TniRM- 
|>itrl  lit  loll  <  olii|iuli> '•*  JiliNNr  I||£IT  IlllHI*!* 
oto*rutliiK  l>«-l\v  frii  MuiliNoii  uini  KuiitI 
till  I. Of.  Win.  Iiun  I0-4-11  lulcf  Hloiipi'tl 
mill  lillflllllN  liu«r  ull«'lll|ll*-il  to  rrllr%-t> 
lulNNi'iiKfrN  of  tllrir  llloiif>  ullll  Vlllu- 
iililiN.  Tlii-ri-  In  our  oliji-ilioii  to  tlir 
niotlrril  bliNiiirNN  of  Iiun  I'ourli  rohlilllK. 
InmriiT.  riio  rollilN  urr  iiiorr  i-rox*lli*il 
tliuil  tUf\  wrri*  III  till-  olil  ilu>  N,  ilotll 
tiliii'N  III!'  liuiiilltN  \\*Tf  liit«-rrii|it**il  li> 
othi*r    rUTN    uliirli    I'lllllr    III    nIkIiI. 

A  fuiorllr  Irlik  of  till-  nioiliTii 
lioltl-ii|i    iiiiiii    In    to    Ifiitf    11    tirf    In    till' 

roiiil ii|i|iur<-iit  l>      u     ifooil     tire.        W'lirii 

liiiNfN  or  loiiriNtN  nIoii  to  In  1  fNtiuiitc 
tlit*>  iirt'  rolif roiiti'il  li>'  iiiiiNkfil  liuiiilltN 
ullll  Nti'ii  froiii  till*  IiiinIii-n  Ullll  n-lifli' 
tlifiii   of   tlioir   \  uliiiilili'N.      ^I'MTiil    NiiiiiM 

rohlMTll'N       ||U\4'       lll*«'ll       cfrfctfil       ill       IIiIn 

«uy    r»*€'i'iiH>. 


Buses  are  to  be  given  a  trial  also 
in  Palo  Alto,  Calif.  At  the  suggestion 
of  the  City  Council,  and  after  several 
conferences  with  railway  officials,  the 
Peninsular  Railway,  which  operates  the 
local  street  car  system  in  Palo  Alto 
and  from  that  city  to  the  campus  of 
Leiand  Stanford,  Jr.,  University,  is  to 
put  on  three  buses.  These  will  operate 
in  different  parts  of  the  city  and  will 
serve  as  feeders  to  the  present  street 
car  system,  transferring  to  the  street 
car  lines.  The  fare  will  be  6  cents  for 
local  passengers  and  10  cents  for  the 
trip  from  the  city  to  the  university. 

The  route  covered  by  each  bus  is  to 
be  about  2  miles  in  length. 

The  three  cars  now  being  built  for 
the  service  will  have  a  capacity  of 
twenty  passengers  each  and  will  con- 
sist of  Reo  chassis  on  which  special 
bodies  have  been  placed.  They  are  to 
be  in  service  by  Sept.  10. 

Buses  for  Arkansas  Towns 

In  Arkansas  the  Arkansas  Power 
Company,  successor  to  the  Little  Rock 
Railway  &  Electric  Company,  is  plan- 
ning to  operate  a  bus  line  from  the 
end  of  the  company's  street  car  lines  at 
Biddle  to  Farrell,  in  the  extreme  south- 
ern part  of  Pulaski  County,  20  miles 
from  Little  Rock.  The  company  re- 
cently filed  an  application  with  the 
State  Railroad  Commission  for  permis- 
sion to  operate  this  line.  The  bus  route 
would  go  via  Wrightsville  and  Wood- 
son and  transfers  would  be  arranged 
with  the  street  cars. 

A  new  policy  on  the  part  of  Illinois 
toward  interurban  lines  was  revealed 
Aug.  7  when  the  Illinois  Commerce 
Commission  granted  the  Illinois  Trac- 
tion, Inc.,  successor  to  the  Chicago, 
Ottawa  &  Peoria  Railway,  authority 
to  tear  up  part  of  its  tracks  and  insti- 
tute bus  service  as  a  substitute  for  the 
electric  cars.  The  company  is  given 
the  right  to  abandon  3J  miles  of  track 
between  Hick's  Junction  and  the  village 
of  Ladd  in  Bureau  County.  Permis- 
sion is  contingent  upon  the  operation 
by  the  company  of  adequate  motor  bus 


service  between  Spring  Valley  and 
I..idd. 

Whether  another  Illinois  electric 
lailway  company  will  fare  as  well  with 
the  commission  remains  to  be  seen. 
The  Chicago,  North  Shore  &  Milwaukee 
Railroad  has  applied  to  the  commis- 
sion for  a  certificate  of  convenience 
and  necessity  to  operate  motor  bus 
lines  from  Chicago  to  Evanston,  thence 
west  in  the  city  of  Evanston  to  Wau- 
kegan  Road,  thence  to  Glenvicw,  aUo 
to  operate  between  Chicago  and  the 
Wisconsin  state  line  through  Evanston, 
Wilmette,  Kenilworth,  Winnetka,  Glen- 
coe.  Highland  Park,  Lake  Forest,  Lake 
Bluffs,  North  Chicago,  Waukegan,  Zioii 
and  Winthrop  Harbor. 

In  Virginia  the  .State  Corporation 
Commission  recently  entered  an  order 
authorizing  the  Washington  &  Virginia 
Railway  to  operate  bus  lines  in  terri- 
tory contiguous  to  Alexandria.  Amonif 
the  places  to  be  served  are  the  Virginia 
Theological  Seminary  and  the  Potomac 
Yards. 

More  Bus  Lines  for  Pjiiladeli'HIa 

Two  electric  railway  companies  in 
Pennsylvania  have  recently  indicated 
their  intention  to  make  extensions  on 
bus  systems  already  operated  by  them. 
The  Philadelphia  Rapid  Transit  Com- 
pany has  announced  preliminary  plans 
for  extending  its  auxiliary  bus  ser%'ice 
to  the  central  business  district  to  re- 
lieve the  intense  traffic  congestion, 
growing  more  acute  daily.  Thomas  E. 
Mitten,  chairman  of  the  directors,  in- 
formed the  City  Council  that  the  com- 
pany will  seek  a  bus  franchise  to  oper- 
ate from  Sixty-third  and  Walnut 
Streets,  east  on  Walnut  to  Twenty- 
third  Street,  north  to  Sansom,  east  to 
Broad  Street,  .south  to  Locust,  west  to 
Twenty-third  Street,  north  to  Walnut 
and  west  to  the  point  of  beginning. 

The  transit  company  officials  believe 
these  buses  will  relieve  the  surface 
trolley  lines  as  well  as  the  subway 
under  Market  Street.  So  urgent  has 
Mr.  Mitten  become  in  advocating  the 
removal  of  trolley  tracks  from  the 
central  business  streets  that  he  has 
offered  to  pay  sinking  fund  charges 
and  interest  on  a  municipal  loan  of 
from  $18,000,000  to  $20,000,000  for  the 
construction  of  a  subway  under  Chest- 
nut Street. 

This  line  would  carry  all  of  the  sur- 
face trolleys  now  operating  on  Chest- 
nut and  Walnut  Streets.  The  city 
would  build  the  Chestnut  Street  sub- 
way as  a  municipal  enterprise,  while 
the  transit  company,  under  the  Mitten 
offer,  would  pay  off  the  loan.  After 
the  Chestnut  Street  subway  is  built  it 
is  the  plan  to  operate  the  buses  over 
Chestnut  and  Walnut  Streets  in  the 
heart  of  the  congested  business  district. 

The  company  is  prepared  for  early 
operation  of  a  bus  line  over  Roosevelt 
Boulevard  to  connect  with  intersecting 
trolley  lines  and  the  high-speed  ele- 
vated line  to  Frankford.  This  service 
will  start  early  in  September  with  a 
10-cent  fare  and  3  cents  additional  for 


450 


BUS 

TfWJSPORTAllON 


Vol.2,  No.9 


each  transfer  to  the  transit  company's 
trolley  lines. 

The  Philadelphia  &  Westchester 
Traction  Company,  a  suburban  line 
operating  out  of  Philadelphia,  also  has 
planned  a  bus  line  as  an  auxiliary  to 
its  present  service.  The  buses  will 
operate  from  the  terminal  at  Sixty- 
ninth  and  Market  Streets  through  By- 
wood,  Highland  Park  and  to  Spring- 
field. This  is  a  distance  of  about  4 
miles  and  is  designed  to  take  care  of 
a  rapidly  increasing  population  in  Dela- 
ware County  not  reached  by  the  inter- 
urban's  electric  lines. 

Bus  Line  Extensions  in  Altoona 

The  Logan  Valley  Bus  Company,  a 
subsidiary  of  the  Altoona  &  Logan 
Valley  Electric  Railway,  has  made  ap- 
plication to  run  two  new  motor  bus 
routes  in  the  city  of  Altoona,  Pa.,  as 
feeders  to  the  traction  line.  The  com- 
pany has  placed  an  order  for  three  new 
Garford  buses,  similar  to  ones  now  in 
use,  the  company  to  have  a  fleet  of  five 
twenty-one-passenger    cars. 

The  new  routes  will  be  from  the 
traction  company  terminus  and  oflice 
to  the  Fifth  Ward  and  to  the  Third 
Ward,  no  trolleys  traversing  either  sec- 
tion. Half-hour  service  is  planned. 
Both  districts  recently  petitioned  for 
trolley  service. 

Across  the  state  line  in  Ohio  the 
Steubenville,  East  Liverpool  &  Beaver 
Valley  Traction  Company  has  started 
a  new  bus  service  in  Steubenville,  from 
the  business  district  to  the  hilltop  resi- 
dence section.  A  fifteen-minute  sched- 
ule will  be  maintained,  in  addition  to 
a  twenty-minute  street  car  service.  A 
cash  fare  of  10  cents,  or  three  tickets 
for  20  cents,  is  charged,  a  reduction 
from  the  street  car  fare.  The  bus 
service  is  calculated  to  eliminate  the 
congestion  on  the  interurban  car  lines. 
It  has  been  installed  as  a  result  of 
the  demand  for  extra  service. 


the  students  of  the  Gary  High  School 
to  the  homes  at  Wilcoe,  Havaco,  Thorpe 
and  Filbert.  This  means  that  trans- 
portation will  be  provided  for  at  least 
200  children  every  day  except  Saturday 
and   Sunday. 

In  connection  with  the  development 
of  bus  transportation  in  southern  West 
Virginia,  some  of  the  larger  coal  com- 


panies operating  in  the  Pocahontas 
region  have  adopted  the  plan  of  con- 
veying their  miners  to  and  from  work 
in  buses.  That  plan  was  adopted  by 
the  American  Coal  Company  some  time 
ago  and  has  done  much  to  cement  the 
friendly  relations  existing  between  the 
company,  its  employees  and  their 
families,  it  is  said. 


Bus  Service  Extended  in 
Coal  Fields 

The  Pocahontas  Transportation  Com- 
pany of  Welch,  W.  Va.,  has  secured 
from  the  state  road  commission  a 
franchise  to  operate  a  bus  line  from 
Welch  through  Gary  to  Thorpe  and 
Filbert  in  the  Pocahontas  coal  fields. 
This  additional  service  will  begin  on 
or  about  Oct.  1,  according  to  Car- 
roll R.  Woods,  president  of  the  com- 
pany. Three  buses  will  be  used  on  the 
Gary  line  and  a  regular  service  will 
be  maintained.  The  Pocahontas  Trans- 
portation Company  will  then  have  in 
operation  eleven  buses,  an  increase  of 
eight  since  the  company  first  started 
operating  a  year  ago.  Preparations 
are  being  made  to  establish  a  garage 
and  shop  at  Wilcoe,  where  mechanics 
will  be  stationed  to  keep  the  buses  in 
condition. 

In  addition  to  the  regular  passenger 
service  on  the  Gary  line,  the  Poca- 
hontas Transportation  Company  has 
entered  into  a  contract  with  the  Board 
of  Education  of  Gary  District  to  carry 


British  Bus  News  Summarized 

London  Traffic  Condition  to  Be  Improved   by   Parliament    Bill — Omnibus    Acci- 
dents Increasing  Change  in  Permit  Granting   Policy   Made   by    Parlia- 
ment— Drop  in  Price  of  Gasoline  Cheers 


THERE  is  a  prospect  of  dawn  at  last 
after  the  night  of  chaos  in  the  Lon- 
don street  traffic  problem.  On  Aug.  2, 
the  last  day  of  the  Parliamentary  sum- 
mer session.  Colonel  Ashley,  Parlia- 
mentary Secretary  to  the  Ministry  of 
Transport,  announced  in  the  House  of 
Commons  that  in  the  coming  autumn 
session  he  would  introduce  a  bill  to  deal 
with  the  subject  of  London  traffic.  For 
the  last  forty  years  or  more  the 
problem  has  been  growing  more  and 
more  acute.  Royal  commissions  and 
Parliamentary  committees  almost  with- 
out end  have  been  appointed  to  investi- 
gate the  subject  and  make  proposals. 
For  the  most  part  they  recommended 
some  sort  of  central  authority  to  regu- 
late, co-ordinate,  and  even  in  some  cases 
to  carry  out  executive  powers.  Nothing 
ever  came  of  these  proposals,  as  no 
government  saw  its  way  clear  to  give 
eff'ect  to  them  by  legislation.  Political 
animosities,  jealousies  of  local  authori- 
ties (a  hundred  or  two  of  them  in 
Greater  London),  the  fear  they  had  of 
being  deprived  of  any  of  their  existing 
powers — these  and  other  considerations 
prevented  anything  being  done.  Two 
or  three  officially  appointed  bodies 
within  the  last  few  years  resumed  thc_' 
inquiries  of  former  times,  and  the  latent 
of  these  was  a  royal  commission  o.i 
London  government.  Since  the  war  a 
special  act  of  Parliament  constituted 
the  Ministry  of  Transport  with  wide 
powers,  and  the  Ministry  submitted 
evidence  before  the  London  Govern- 
ment Commission,  the  chief  features 
of  which  are  to  be  embodied  in  the 
promised  bill.  Sweeping  aside  old 
proposals,  the  scheme  is  that  the  Minis- 
try of  Transport  (which  is  a  depart- 
ment of  the  government)  will  be  the 
traffic  authority  within  a  radius  of  25 
miles  from  Charing  Cross,  and  that  it 
will  be  assisted  by  a  statutory  ad- 
visory committee  of  sixteen  members 
representing  the  local  authorities,  the 
underground  railways  and  omnibu-A 
companies,  the  users  of  commercial 
vehicles,  and  the  Transport  Workers 
Union.  While  the  details  have  not  yet 
been  published,  it  seems  fairly  clear 
that  the  controversy  will  arise  as  to 
the  powers  entrusted  to  the  Transport 
Ministry  and  as  to  the  composition  of 
the  advisory  committee.  However  the 
matter  may  be  settled,  it  is  something 
to  the  good  that  a  government  pro- 
posal is  being  brought  forward. 


Another  aspect  of  the  London  street 
traffic  problem  is  the  enormous  number 
of  accidents,  fatal  and  otherwise.  In 
spite  of  the  safety  first  campaign,  the 
number  is  increasing,  as  shown  by  an 
official  statement  issued  by  the  Com- 
missioner of  Metropolitan  Police  early 
in  August.  This  statement  says  that 
the  commissioner  is  viewing  vrith  much 
concern  the  increase  in  the  number  of 
traffic  fatalities  which  occurred  dur- 
ing the  months  of  January  to  April, 
1923.  In  that  period  there  has  been  an 
increase  of  twenty-two  people  killed,  as 
compared  with  the  corresponding  period 
of  1922.  The  fatalities  caused  by  motor 
omnibuses  have  risen  from  nine  in  the 
first  four  months  of  1922  to  twenty-two 
in  1923,  while  those  attributable  to 
trade  and  commercial  vehicles  have 
risen  from  sixty-two  to  eighty.  The 
commissioner  further  says  that  it  must 
be  apparent  that  drivers  should  have 
far  greater  regard  for  the  provisions  of 
the  law  with  respect  to  dangerous, 
reckless,  or  negligent  driving.  The 
commissioner  has  directed  the  police  to 
check  by  all  means  in  their  power  fast 
and  dangerous  driving,  and  he  hopes 
that  employers  will  see  that  their 
drivers  are  duly  warned  and  instructed, 
and  that  all  drivers  will  see  to  it  that 
no  act  of  theirs  shall  be  the  cause  of 
danger. 

In  the  matter  of  licensing  buses  a 
new  and  somewhat  startling  situation 
has  arisen  owing  to  the  House  of  Com- 
mons passing  a  certain  clause  in  a 
private  bill  promoted  by  Stoke-on-Trent 
Town  Council.  In  the  ordinary  way,  if 
a  local  authority  refuses  to  grant 
licenses  for  the  running  of  buses,  the 
applicants  can  aiipeal  to  the  Ministry  of 
Transport,  which  on  good  cause  shown 
can  override  the  decision  of  the  local 
authority.  In  Stoke-on-Trent  and 
neighborhood  the  tramways  are  not 
operated  by  the  municipality  but  by 
private  companies,  while  buses  are  run 
by  other  companies. 

The  three  parties  concerned  evidently 
came  to  an  agreement  which  resulted 
in  the  Town  Council  including  a  clause 
in  the  Parliamentary  bill  of  this  year 
which  gives  to  the  local  tramway  com- 
panies a  right  of  appeal  to  the  Ministry 
of  Transport  against  a  decision  of  tho 
Town  Council  on  any  application  for 
licenses  to  new  buses  to  be  run  on  any 
tramway  route. 

It  was  pointed  out  by  those  who  op- 


September,  1923 


BUS 

mWSPORT»,TK>. 


451 


posed  the  bill  in  the  House  of  Commons 
on  July  .'il  that  the  ijuestion  was  as  to 
which  tramway  companies  should  be  al- 
lowed to  interfere  with  the  Town  Coun- 
cil when  it  saw  fit  to  grant  licenses  to 
bus  companies.  The  opponent-s  accord- 
injily  said  they  wished  to  avoid  piviny; 
tramway  companies  a  monopoly.  Oil 
behalf  of  the  House  of  Commons  local 
legislation  committee  which  had  ap- 
proved the  bill  it  was  state<l  that  the 
committee  believe<i  that  the  powers 
therein  contained  would  provide  for  the 
public  convenience  and  secure  greater 
safety.  The  member  of  Parliament  for 
Stoke-on-Trent  said  that  a  monopoly 
could  not  be  set  up  unless  the  Town 
Council,  the  tramway  companies,  and 
the  Ministry  of  Transport  combined  to 
prevent  competition.  The  clause  was 
in  the  nature  of  a  Parliamentary  bar- 
gain. Other  members  contended  that 
the  result  would  be  that  every  tramway 
company  in  the  country  would  claim  the 
same  protection.  Colonel  Ashley  stated 
that  the  policy  of  the  Ministry  was  to 
allow  buses  which  ran  to  outlying  dis- 
tricts to  run  alongside  the  tramways, 
though  occasionally  a  proviso  was  in- 
serted that  the  buses  should  not  take 
up  passengers  after  starting  until  the 
end  of  the  tramway  route  was  reached. 

In  the  present  case  the  Ministry  ac- 
cepted with  the  greatest  reluctance  the 
invidious  duty  imposed  on  it  by  the 
clause.  Colonel  Ashley  thought,  how- 
ever, that  the  House  should  support  the 
local  legislation  committee  which  con- 
sidered the  bill  and  heard  all  the  evi- 
dence. On  a  division  an  amendment  to 
delete  the  clause  was  rejected  by  a 
majority  of  only  seven  votes,  the 
figures  being  120  for  the  clause  and 
113  against  it.  The  bill  was  then  given 
a  third  reading. 

An  extreme  case  of  fare-cutting  and 
its  results  in  connection  with  motor 
coach  owners  is  reported  from  Bristol. 
There  some  twenty  or  twenty-five  small 
owners  entered  into  a  union  and  began 
cutting  fares  on  long-distance  country 
routes.  The  predominant  road  trans- 
port concern  in  the  district,  the  Bristol 
Tramway  &  Carriage  Company,  re- 
sponded to  the  cuts,  till  fares  were 
brought  down  to  2s.  for  a  160-mile 
journey.  At  last  the  "small  men"  had 
to  give  up  and  they  dissolved  their 
amalgamation. 

A  bill  has  been  passed  by  the  House 
of  Commons  enabling  West  Hartlepool 
Town  Council  to  establish  trolley 
omnibus  services.  It  was  stated  that 
to  reconstruct  the  e.xisting  tramway 
tracks  would  cost  £1.3,000  a  mile,  while 
to  abandon  the  tramway  and  substitute 
trackless  trolley  cars  would  cost  only 
£3,000  a  mile. 

The  price  of  motor  spirit  (petrol  or 
gasoline)  was  further  reduced  in  Great 
Britain  on  July  19  by  3Jd.  per  gallon. 
This  means  that  the  price  of  No.  1  is 
now  Is.  8.Jd.  and  of  No.  2,  Is.  6Jd.  Re- 
fined oil  is  reduced  by  Id.  The  fall  in 
price  is  reported  to  be  a  reflection  of 
the  reduction  in  oil  prices  which  ha^ 
taken  place  in  the  United  States  owin;? 
to  overproduction. 


Tabular«Presentu(iou  of  Recent  Bus  Developments 


Name 

..Ml.-Moii 

'  ::inHportaiion  Co. 
unl  Hum  Line  . 


f-lnc«  Scari«<t 

ItyrtlKtowfi,  T»-nii 
liu-tt.  \   V 
llt-idftlM-nr.  Mj'(» 

I>>rU..-t  •  •»...- 

Wif) 

Ciu 

M»r!... 

S*-eIonin.  < 

Tu|.i"-rl 

(      '    .    1  ... 


II   u:    r,,.    ■   ■!     I     , 

(imti'l  J(»ph1«.  Mich.. . 
Funwr^od.  N.  J 

Ht-ttmny.  W    \'it 
Wilhrahtiin,  Mii/^m    . 

Hiiii.  Mich         

C'lipt-  Miiy.  X.  J.  . 
Ma()u/>ii.  Nrhrajika.. 
Ncw'((ItLrun.  Wi«cf»iv.*in 

iJHroit,  Mirh 

I'orUniouth,  ( »hio  .    . 

Nrttchci,  Term 

Onhkooh,  WimcoiuiiD. .  . 

Rock  SprinjTB.  Wyo..    . 
H«Mjnvi.|o.  Mo.  .     . 

Pulmyrii,  Mn. . 
(jrcfru*burK.  Iini. 
Inriiunnhl,  lowu      .. . 

Muscatine.  Iowa 

Why  Not,  Mum 


I! 

I  '  ■■■       I   . 

llillrtl.t.ro,    Kayell«vilJe    ft    Ciocinnati 

Mill  Co 

\  rtllf\'  HujiC.'o 

Wirhtitn^viltc  Hu»  Co 

I ».  llM-.-^uvhr  I'nrk-Frrnbank  Bui  Co.. . . 

I'n.  r  .V   HuriiNidiv 

H.l..it  MntorHup^Iin. 

Mt»<ltrii  TruiL"ii  ('.. 

Fr.^l  Di-  I.ttirr 

Ki-^l  Star  TruiiMMirtiition  t  •< 

J  <;    McCarrolf 

I{f<l  Siar  HiiH  Line 
fliithwny  Motor  Bu«  <' 
I'nioti  County  HusC" 

Whrchnit-Hc'tlinny  Bun  i.im 
()Ki(N>it  Dickinson 
Daiiii"  A'  BurK*-w« 
llorncc  Brt-wt-r 
H.  M,  M<-lton 
M.  K  Zu.-iM 
I>(>ar)><irn  Bu«  l,ini- 
J.  It.  Siiiiiiierninn . 

Jack  Limerick      

I,   B   UaiiMom      

V<-tl(iwrtton*^RookSpriii(a  Union  Pacific 

Auto  Line 

A    M.  Ilai: 

C    H.  Calcr 

Jotin  L.  Hess 

IndiAfioIa  Bus  Co 

( irpon  Aulo  Line 

Weavei  Bus  Line 

Permltn  Granted 

Company  Address! 

K.  N.  Corwin NewhurKh,  N.  V 

Walter  K.  Johnson Eureka,  fiah 

Clalva  Bus  Line     Galva,  III 

ApplcRate  A  Holman Siockett.  Mont 

F.  Chiy  Finher Nanuet.  N.  Y 

J  W.  Mitchell Middlelon.  Wisconsin. 

Zurich  Bros Linonicr.  Pa 

L    II.  Turner PittsburR.  Pa 

Jiiinos  .Seanlon Hammond,  N.  Y 

Anthony  J.  Franklin .    . 

I'nited  Bus  Co 

Inii*-*!  States  Ser\*ice  Corp Camden.  N.J 

Healv  Bros VIneland.  N.  J 

F.  M.  Skiold Minot,  N.  D 

Peter  Denius Bismarck.     N.     D.. .  . 

Bed  Trail  Transfer  Co Bi^ma^ck,  N.  D 

WV-stcrn  Transit  Co.. Minot,  N.  D 

Interstate  Transportation  Co Bismarck .  N,  D 

Wilbur  S.  Bohrer Bismarck.  N.  I) 

C.  A.  Johnson    Mandan,  N.  D 

Gardner  4  Christcnsen New  England,  N.  E 

J.  H.  Weideman McKenzie,  X.  D.. . 

WaahinRtun^  Virginia  Railway  Co Washington.  D.  C... 

Merrell  George Herkimer.  N.  V 

C.  M.  Pitts American  Fork,  Utah. 

Farrar  &  .\ntalona HuRhestown,  Pa 

PitIhzzo  Bu.**  Line,  Inc PHtchoRue,  L.  I 

Howanl  .\.  Barber Waterville.  N.  Y 

Weslcv  D.  Steward Cortland.  N.  Y 

W.  E.  Ostler Eureka,  l*tah 

Salt  Lake  Transportation  Co Salt  Lake  City 

Vorda  McKee Holden.  Utah 

J.C.Russell Lehi.  rtah 

<  >I<1  Trails  Bus  Line,  Inc Uniontown,  Pa 

MrMahon  &  Felmeth Monessen.  Pa 

H.  W    Loyh    Fort  Pitt.  Pa 

Janic?  Davoli I'niontown.  Pa. 

Smith  A  Ccjwna Bradford,  Pa      

WoIfbfTR  *  (^Hlo Altoona.  Pa. 

Miller  A  Coat«worth Monroe.  Pa 

Miller  4  Nolt    Coraopoli^.  Pa 

Oppman  A  James Connelis^'illc,  Pa.. .  . 

Incorporations 

Ceramic  Motor  Bus  Co 

Howanl  Beach-WofKlhaven  Boulevard  Bua  Co.,  Inc. . 

Yellow  Tfip  Tran.sportaiion  Co 

Blue  RidRe  Transportation  Co.. 

New  Ixindon  &.  Niantic  M otor  Transportation  Co. . 

Xenia-South western  Bus  Co 

IntiT-l'rban  Bus  Line.  Inc .    . 

Clarion  Bus  Co 

.Manhattan  Bus  Corp 

Buffalo  Southern  Co 

.S,  B.  Lane  Motor  Bus  Line 

Dillon vale-M art  in»  Ferr>'  Bus  Co.    ^ 

Cocytnan?-Ravena  A  .Mhany  Bus  Line  Co 

RanrhwerRer  Bus  Co 

J<'ffin>on,  AshtabulaftConneaut  Transportation  Co 

Western  Bus  Co 

Reliable  Motor  Bus  Corp 

IlerzoR  Motor  Bus  Transportation  Co. 

Simpsfin  Motor  Fius  Co 

Northern  Red  Star  Line      . 

Xatinnal  Bus  Co 

Orpheum  Bus  Co 


Routt* 

I  ..  V 

II. 

B... ,    ...    ,.,,r, „.,...       r.^:. 

Cinciniiaii  lo  HilUlw»r».  Mhto 


HeUiil  lo  N 
S*-et«inia  ' 
'[■......     , 

II 

L.I.- i,,   ,    ,.ru  .-,     . 

Grand   Hatmlr,  to  Lm 
FanwiMHl  to  I)  ,  L   A  ^^ 
V  J 

iMhutiv   I..   WJ„,-hi.i(.    W.    V» 

^^  itliriitnttii   to  >i.nitefifUl    Maw 
I  hi.i,  .Mi<h  .  a,.. 
CajM*     May     (<. 
MadiM>n  to  Xi>r 

.New    Ghr         ■ 

DearlHir:. 

Bristol.!  •> 

Natchez    )••   t  •  ■■■•  i.  Ill'      I  'iiti 

Oshkosh  to  Princeton.  WiJiroiujn 

Rock  Sprinits  to  Yellowstone  Park,  W  %<- 
Boonville  to  .Manhall.  M«*. 
Pftlrnyra  to  llannibul.  Mo 
GrifriMbiirK  t"  \  ^  -       "        '■   I 
Inrliaiiota  lo  I  >•  *% 

Mufrfitin'-    to    1  AB 

Why  NuttoMwi-.ui,    .»;." 


Route 
Gftshen  to  .Vewburih.  N.  Y. 
Eureka  lo  Pa>iion.  I'tah 
Galva  to  Kewanee,  III. 
Great   Falls  to  Slockelt.  Mont. 
Nanuet  to  X    J.  state  line 
Middleion  lo  .MadtAon.  Wii»ron»in 
LiRonier  un<l  vicinity 
Pitti-burR  and  vicinity 
Gouverneur  to  ( fRdensburr,  N.  Y. 
Newark  lo  We*t  (>ranRe.  N.  J. 
PaienwMi  to  .^initac.  X    J. 
Camden   to   WIHiuniNtown,   N.   J. 
\'ineliind  to  I..andis  Township 
Minot  to  Kenmare 
Center  to  Bumarck,  N.  D. 
Mandan  to  Bismarck,  N.  D. 
Minot  to  Max.  X   D. 
Bisrnarrk  t«i  Lintnn.  .N.  D. 
Bismarck  to  .Mandan.  N.  D. 
Bismarck  to  Mandan.  N.  D. 
New  EnRland  to  Dirlcinson.  N.  D. 
Mandan  to  SterlinR.  N   D. 
Alexandria.  Va..  and  vicinity 
Herkimer  to  Cold   Brook.   N.  \. 
American    Fork    to    Timpanocos    Cav«. 

llah 
HuRhestown  to  Pittston.   Pa. 
PatrhoRUe  to  Iwlip.   L     I 
Wftten-ille  to  Clinton.  N    Y. 
Cortland  to  Norwich.  N    Y. 
Mammoth  to  Eureka,  I'tah 
Salt    Lake   City    to    Timpanocoa    Cave. 

I'tah 
Holflen  to  Greenwood.  I'tah 
I^hi  toTi>phff.  I'tah 

I'niontown      to      .Mnr>-land      state      line 
Monewin  to  Gn-emiburR.  I'a. 
Fort  Pitt  toAdamsburg.  Pa. 
I'ninntown  and  Smock.  Pa. 
Bradford.  Pa.,  and  vicinity 
.-\lt<K.nn.  Pa..  an<l  vicinity 
.Monroe.  Pa  .  and  vicinity 
Coraopoli^.  Pa.,  and  vicinity 
Connellsxille.  Pa.,  and  vicinity 


East  Liverpool.  Ohio 

305    Broadway.    New   Y'ork   City 

Belvidere.  III. 

HMR*-n"ti>wn.  .Md. 

Xew  I^^tndon.  Conn. 

Xenia.  <  )hio 

Newark.  N   J. 

Clarion.  Pa. 

37  Wall  St..  New  York  Oty 

Janiesloun.  N.  Y. 

FarminRton.  III. 

MartinF>  Ferrj-.  W.  Va. 

Albany.  N  V. 

61  Park  Row.  N.Y. 

.Xshlabula.  Ohio 

Lima,  t  )hio 

Peoria.  Ill 

FxIwanUville.IlI. 

CaroUtnn.  Ill 

Mansfield.  Ohio 

New  Brunswirk.  N.  J. 

Pat.T^.in.  N    J 


452 

Supreme  Court  Acts  on  Schenec- 
tady Jitney  Tangle 

The  Schenectady,  N.  Y.,  jitney  tangle 
is  more  involved  than  ever.  Supreme 
Court  Justice  John  C.  Crapser,  in  a  spe- 
cial term  of  the  Supreme  Court  at  Can- 
ton, N.  Y.,  on  Aug.  25,  granted  the  mo- 
tion of  the  attorneys  for  the  Schenec- 
tady Railway  that  the  order  of  Su- 
preme Court  Justice  Edward  N.  Angell 
restraining  jitney  drivers  from  operat- 
ing parallel  to  the  company's  lines  be 
continued  during  the  trial  of  the  case. 
An  outline  of  the  events  leading  up  to 
Judge  Angell's  order  appeared  in  Bus 
Transportation  for  August. 

Attorneys  representing  the  jitney 
men,  whose  activities  are  an  outgrowth 
of  the  recent  Schenectady  trolley  strike, 
opposed  the  motion  on  the  ground  that 
the  city  of  Schenectady  licensed  the  op- 
eration of  jitneys.  Company  attorneys 
also  made  a  motion  on  an  order  to 
show  cause  why  the  defendants  should 
not  be  punished  for  contempt  in  dis- 
obeying the  Supreme  Coui-t  injunction. 
Justice  Crapser  interposed  with  the 
suggestion  that  the  opposing  factions 
come  to  an  agreement  before  proceed- 
ing. After  a  conference  of  attorneys 
it  was  agreed  with  Judge  Crapser  that 
an  adjournment  be  taken  for  one  week 
and  that  the  injunction  provisions  be 
explained  to  the  jitney  men. 


BUS 

TRANSPORTATION 

urban  trolley,  and  bus.  The  bus  line 
alters  its  route  during  the  summer  and 
enters  Galveston  by  the  famous  Sea- 
wall Boulevard,  the  thoroughfare  that 
runs  along  the  surf  line,  thereby 
enabling  passengers  to  alight  at  any 
point  along  the  beach  which  suits  their 
fancy.  The  bus  then  continues  into 
the  city  proper.  The  trains  and  trol- 
leys terminate  in  the  downtown  section 
of  the  city,  some  distance  from  the 
beach.  As  a  result,  the  bus  line  gets  a 
large  part  of  Houston-Galveston  traffic. 
George  L.  Seidelman  is  president  of 
the  company.  Four  Fageol  safety 
coaches  are  now  in  service  between  the 
two  cities.  The  trip  of  56  miles  is 
made  in  an  average  of  two  hours  and 
ten  minutes.  Buses  leave  each  city 
every  hour  and  a  half  from  seven 
o'clock  in  the  morning  until  midnight. 


Maine  Commission  Refuses 
Bus  Permits 

The  Maine  Public  Utilities  Commis- 
sion recently  handed  down  a  decision 
refusing  to  grant  licenses  for  bus  oper- 
ations between  Portland  and  Old 
Orchard.  The  applicants  were  in  com- 
petition with  a  steam  railroad,  the 
Boston  &  Maine,  and  an  electric  rail- 
way, the  Cumberland  County  Power  & 
Light  Company,  lessee  of  the  Portland 
Railroad  Company.  In  dismissing  the 
application  the  commission  said: 

"Competition,  which  adds  life  and 
force  and  incentive  to  ordinary  indus- 
tries, cannot  truthfully  be  said  to  be 
desirable  in  the  conduct  of  public  util- 
ities, which,  in  their  nature,  although 
owned  by  private  individuals,  are 
dedicated  to  the  use  of  all  the  citizens 
of  the  community.  Public  utilities 
must,  of  necessity,  be  limited  in  number 
in  any  given  community  in  order  to  be 
at  all  remunerative  and  hence  able 
to  attract  capital  for  maintenance  and 

development." 

. • 

Bus  Serves  Bathing  Beach 

Flexibility  in  the  use  of  buses  is 
well  illustrated  by  the  summer  service 
of  the  Houston-Galveston  Transporta- 
tion Company,  which  operates  on  a 
route  between  these  two  Texas  cities. 
There  is  a  very  popular  bathing  beach 
near  Galveston  to  which  the  people  of 
Houston  flock  during  the  summer 
months,  and  most  of  the  passenger 
traffic  from  May  1  to  Oct.  1  consists  of 
Houston  ites  bound  for  the  beach. 
There  are  three  ways  of  traveling  from 
Houston  to  Galveston— by  train,  inter- 


Bus  Injunction  Not  Served 

Buses    are    still    being    operated    in 
New    York    under    the    supervision    of 
the   Department  of  Plants  and   Struc- 
tures.     They   are    running   at    present 
only     because     Louis     Marshall,     the 
lawyer  holding   the  injunction   against 
them,    has   further    put    off   service   of 
the  court's  restraining  wi-it.     He  hopes 
that   the    city    will    act    in    accordance 
with  the  suggestion  to  have  operation 
legalized  through   the   granting  of   re- 
vocable   franchises.      The    attitude    of 
the  city  administration  is  that  it  would 
pass  out  of  the  picture  as  to  its  power 
over  the  buses   once   the   matter   were 
put    before    the     New     York    Transit 
Commission.      As   to   the   suit  brought 
by  Mr.  Marshall,  it  is  pointed  out  that 
if  the  Board  of  Estimate  were  to  issue 
the  franchises  as  a  preliminary  to  the 
issuance  of  certificates  of  necessity  by 
the   commission    this   will    obviate    the 
need    for    the    service    of    the    court's 
order,   which   would   halt    400    owners. 
The  authority  of  the  buses  to  operate 
is  now  informal. 


Vol.2,  No.9 

Chinese  Firm  to  Operate  Buses 
in  Hongkong 

China's  traditional  dislike  for  western 
importations  does  not  hold  true  in  the 
case  of  the  motor  bus.  A  company  was 
recently  incorporated  there  under  the 
Hongkong  companies  act  for  the  pur- 
pose of  operating  buses  and  is  invit- 
ing local  subscriptions  for  47,500 
shares  of  stock  at  10  taels  each.  A 
tael  is  worth  about  84  cents  in  Ameri- 
can money.  The  local  City  Council,  it 
is  said,  has  sanctioned  the  operation  of 
buses  on  ten  routes,  and  should  it  be 
found  necessary  to  extend  the  service 
the  approval  of  the  Council  is  assured. 

The  company's  technical  expert,  the 
prospectus  states,  will  immediately 
visit  England  and  the  United  States  to 
arrange  for  the  purchase  of  thirty 
buses  and  to  secure  an  expert  traffic 
superintendent  and  maintenance  super- 
intendent so  that  the  operation  of  the 
proposed  service  may  be  as  perfect  as 
skilled  experience  can  achieve. 

The  routes  of  the  buses  will  include 
not  only  main  streets  of  the  city  but 
will  run  out  the  avenues  into  the  resi- 
dence district  and  will,  it  is  expected, 
greatly  reduce  the  number  of  rikishas 
in  the  locality.  A  special  feature  of 
the  service  will  be  the  "tiffin  (luncheon) 
buses,"  which  will  carry  business  men 
home  for  their  midday  meal  and  bring 
them  back  to  their  offices  at  2  p.m. 
It  is  the  custom  in  all  Chinese  cities,  in 
the  summer  time  especially,  to  shut 
down  business  at  12  o'clock  and  reopen 
at  2,  to  avoid  the  noonday  heat. 


Rochester  Trackless  Trolley  Permit 
Granted.  —  An  ordinance  authorizing 
the  operation  of  trackless  trolleys  on  a 
crosstown  route  in  the  city  of  Rochester, 
N.  Y.,  for  a  four  months  trial  period 
was  passed  by  the  Common  Council  on 
Aug.  28.  The  ordinance  permits  the 
Rochester  Railways  Co-Ordinated  Bus 
Lines,  Inc.,  to  operate  the  route  from 
Sept.  5  to  Jan.  5,  1924.  The  bus  com- 
pany is  a  subsidiary  of  the  New  York 
State  Railways. 

Blue  Ridge  Bus  Line  Incorporated 
in  Maryland. — Articles  of  incorporation 
for  the  Blue  Ridge  Transportation  Com- 
pany have  been  filed  with  the  State 
Tax  Commissioner  of  Maryland.  The 
incorporators  are:  E.  V.  Hull,  Alexander 
Armstrong,  J.  Cleveland  Grice,  Cyrus  F. 
Flook,  Dr.  H.  L.  Kneisley,  Paul  R. 
Smith  and  Augustus  Ludwig.  The  com- 
pany will  have  a  capitalization  of 
$200,000,  divided  into  2,000  shares  of 
a  par  value  of  $100  each.  E.  V.  Hull, 
who  has  developed  the  Hull  Bus  Lines, 
will  be  the  general  manager  of  the 
company. 


Southern  Pennsylvania  Bus  Line 
Asks  Permit 

The  York  Transit  Company,  York,  Pa., 
has  filed  an  application  with  the  Public 
Service  Commission  at  Harrisburg  for 
the  right  to  operate  a  bus  line  from 
Red  Lion  to  Stewartstown.  If  the 
commission  grants  this  license  it  will 
be  the  second  route  operated  by  this 
company.  The  proposed  line  will  be 
over  State  Highway  Route  No.  332,  at 
present  under  construction,  and  will  pass 
through  Winterstown,  which  has  been 
without  public  conveyance  since  its  in- 
corporation. The  line  will  be  started 
as  soon  as  a  certificate  has  been  ob- 
tained from  the  commission  and  the 
highway  is  completed.  This  route  is 
one  of  the  most  important  in  York 
County  as  it  will  be  the  means  of  fur- 
nishing transportation  through  a  thickly 
populated  country  which  has  heretofore 
been  in  a  measure  cut  otf  from  York. 
The  bus  lines  will  connect  with  the  York 
Railways  line  at  Dallastown  and  the 
Pennsylvania  Railroad  at  Stewartsto%vn. 


Tennessee  Bus  Line  Now  Operating. 

—The  Nashville-Springfield  Bus  Line  of 
Nashville,  Tenn.,  began  operation  re- 
cently over  a  30-mile  route  between 
those  two  cities.  Two  International 
speed  buses,  seventeen-passenger  capa- 
city make  three  round  trips  daily.  John 
T.  Nolan  is  owner  and  operator  of  the 
new  line. 


September,  l'J23 


BUS 

mVMSPOKlAUOS 


453 


De  Luxe  Bus  Service  on 
St.  I'aul  Line 

To  meet  railroad  competition  from 
the  Twin  Cities  to  Rochester,  Minn., 
the  Jefferson  Highway  Transportation 
Company  has  put  in  service  buses  of 
the  Fatieol  parlor-car  type  with  indi- 
vidual reclinini^  chairs,  which  will  run 
on  express  schedule  after  leaving  St. 
Paul.  The  railroad  fare  is  $3.36  and 
the  bus  fare  1:5.35,  with  the  uniform 
charge  of  75  cents  for  parlor  car  or  bus 
seats.  The  action  was  taken  to  meet 
competition  with  a  non-stop  train  just 
put  on  by  the  Chicago-Great  Western 
road.  Until  bus  lines  were  established 
the  run  from  the  Twin  Cities  to 
Rochester  was  a  long  roundabout  trip. 
President  E.  L.  Bryant  of  the  Jeffer- 
son Highway  says  he  will  meet  cimi- 
petition  in  rates. 


Tri-City  Riiiiway  Plan  Included 
lius  Service 

Operation  of  motor  buses  was  a 
feature  of  the  comprehensive  transpor- 
tation program  recently  offered  the 
city  of  Davenport,  Iowa,  by  the  Tri- 
City  Railway.  The  program  was  re- 
jected by  the  City  Council. 

According  to  the  proposed  plan  forty- 
four  blocks  of  track  would  have  been 
torn  up  and  the  service  partially  re- 
placed by  buses.  The  company  used 
a  large  amount  of  space  in  local  news- 
papers to  advertise  the  merits  of  its 
proposition.  The  City  Council  looked 
with  favor  on  the  addition  of  the  motor 
buses  to  the  transportation  system,  as 
did  also  the  business  interests.  How- 
ever, a  vital  part  of  the  plan  was  the 
abandonment  of  a  section  of  the  main 
north  and  south  street  railway  line, 
connecting  the  residential  district  with 
the  business  loop.  Another  vital  fac- 
tor was  the  rerouting  of  a  portion  of 
the  trolley  cars  so  that  they  would 
be  taken  off  this  street  and  run  on 
another   street   two   blocks   distant. 

The  merchants  on  the  old  main  line 
contended  that  suspension  of  this  serv- 
ice would   unsettle   real   estate   values. 


Civic  Bodies  Help  Open  New  Los 
Angeles  Bus  Route 

City  and  county  officials,  together 
with  the  heads  of  many  civic  and  com- 
mercial organizations,  in  the  Hollywood 
district  of  Los  Angeles,  Cal.,  responded 
to  the  invitation  of  Frank  Van 
Vranken,  manager  of  the  Los  Angeles 
Motor  Bus  Company,  to  participate  in 
the  celebration  of  the  opening  of  the 
first  route  of  the  new  motor  bus  system 
for  Los  Angeles  on  Aug.  18. 

A  feature  of  the  celebration  was  a 
parade  which  included  twenty-five 
buses  which  will  be  operated  in  the  new 
service.  The  parade  left  twenty-fifth 
and  Main  Streets  at  9:30  a.  ni.,  traveled 
north  on  Broadway,  through  the  tunnel 
and  out  Sunset  and  Hollywood  Boule- 
vard to  the  HoUj-wood  district. 

The  new  line  will  run  from  Slauson 
to  Russell  Avenue,  thence  to  Los  Feliz 
Boulevard   at   foot   of   Hollywood    Hill. 


Additional  routes  will  be  placed  in 
operation  just  as  .soon  as  buses  can  be 
delivered,  according  to  officials  of  the 
company.  The  Vermont  Avenue  line 
will  run  from  Franklin  Avenue  south 
on  Vermont  Avenue  to  Eighth  Street, 
east  to  Olive  Street  and  return.  The 
Vine  Street  line  will  start  at  Franklin 
Avenue  and  run  south  on  Vine  and 
Rosemore  to  Wilshire  and  return.  The 
Sunset  Boulevard  route  will  start  at 
Laurel  Canyon  and  run  east  to 
Vermont  Avenue,  every  other  bus  on 
this  line  running  into  a  downtown 
terminal  at  Eighth  and  Olive  Streets, 
while  other  cars  will  run  to  the  junc- 
tion of  Sunset  and  Hollywood  Boule- 
vard, returning  then  to  Laurel  Canyon. 


New  Cro.sstown  Bus  Line  for  Wash- 
ington.— Operation  of  a  new  bus  line 
crosstown  in  Washington,  D.  C,  was 
started  recently  by  the  Capital  Traction 
Company.  The  bus  line  affords  a  direct 
crosstown  service  between  the  southeast 
and  southwest  sections  of  the  city,  cut- 
ting the  riding  time  between  both  points 
almost  in  half.  The  new  bus  line  fare 
is  six  tokens  for  40  cents.  An  addi- 
tional charge  of  2  cents  will  be  made 
for  a  transfer  to  and  from  the  buses 
and  the  electric  cars  of  the  Washington 
Railway  &  Electric  Company. 

Relay  System  .Vdopted  by  Intercity 
Lines. — Jitney  drivers  who  ply  their 
trade  between  Albany  and  Schenectady, 
N.  Y.,  have  adopted  a  relay  system. 
Some  time  ago  an  order  was  issued  at 
Schenectady  which  forbade  non-resi- 
dents of  Schenectady  from  running  jit- 
neys in  that  city.  Recently  a  similar 
order  was  issued  in  Albany,  and  Sche- 
nectady drivers  were  not  allowed  to 
enter  that  city.  The  jitney  drivers  of 
the  two  towns  have  reached  an  agree- 
ment whereby  those  from  each  city  go 
as  far  as  the  division  line  on  the  Albany- 
Schenectady  road.  Here  those  going 
from  Albany  to  Schenectady  transfer 
to  cars  belonging  to  Schenectady  drivers 
and  complete  their  journey  to  Schenec- 
tady. Those  going  in  the  other  direc- 
tion make  a  similar  change  at  the  same 
point. 

Central    Bus    Terminal    Suggested. — 

The  city  of  Madison,  Wis.,  is  finding  it 
diflicult  to  handle  its  motor  bus  traffic. 
The  number  of  buses  terminating  in  the 
city  has  grown  so  rapidly  that  the  city 
is  being  forced  to  provide  proper  facili- 
ties to  handle  the  buses  and  provide 
suitable  points.  L.  S.  Crowley,  chairman 
of  the  transportation  committee  of  the 
Association  of  Commerce,  has  presented 
the  matter  to  the  Common  Council.  He 
suggests  having  some  central  point  es- 
tablished as  a  receiving  and  discharging 
place.  He  also  suggests  that  an  ordi- 
nance be  passed  definitely  regulating 
motor  bus  traffic  within  the  city  limits. 
People  who  have  occasion  to  use  the 
various  bus  lines  are  always  in  quan- 
dary to  know  when  the  buses  leave. 
Action  will  probably  be  taken  to  compel 
the  operators  of  bus  lines  to  maintain 
an  uptown  depot. 


%  Financial 
©^      Section 

Dftails  of  I^oiuloii  Oiniiihuij 
E.xpense 

Results  of  OperalionH  for  1922  Ex- 
plained by  Chairman  Lord  ANhlield, 
Presiding  at  Kwenl   .Vnnuul   .Meeting 

A  REMARKABLE  increase  in  the 
l)opularity  of  motor  buses  in  Lon- 
don and  a  correspcjnding  decrease  in 
the  patronage  of  the  Underground  Rail- 
way are  indicated  in  the  speech  by  Lord 
Ashfield,  managing  director  of  the  Lon- 
don General  Omnibus  Company,  at  the 
annual  meeting  of  the  company  on  Feb. 
22.  The  London  buses  carried  85,000,000 
more  passengers  in  1922  than  in  1921. 
This  growth,  according  to  Lord  Ash- 
field, is  due  to  the  increased  number  of 
omnibuses  in  service,  and  to  the  larger 
modern  buses  recently  put  into  opera- 
tion. 

The  company  declared  a  dividend  of 
8J  per  cent.  A  summary  of  the  Omni- 
bus Company's  receipts  and  expendi- 
tures for  1922  as  compared  with  1921 
indicates  a  -• '■•  .— ■•'■■»V'. 


Traffic  rcccipu £7.501.425    £7.500.572 

Expenditure 6,960.572      6.936,0*2 

Net  receipts £540,853        £564.490 

Miscellaneous  receipts  from 
rent,  advertising,  interest, 

etc 235,617          183,552 

Total  net  income   £776,470       £748.042 

Add  balance  from  1921  acct.  67.928           58.843 

£844,398       £806,885 
Deduct    rentals   and   other 

fixedcharges 144.021          152.473 

£700,377       £654.412 
Appropriation  to  rescr^'e  for 

contingencies  and  renewal-  * 

Balance  available  for  divi- 
dend on  ordinary  shares  i.M^.^11       i3l'l.4I2 


Details  and  comparisons  of  working 
expenses  which  should  prove  interest- 
ing to  American  motor  bus  operators 
appear  in  the  following  table: 


Traffic  Expen.-.  ..  1921 

Drivers'     and     cuuductors' 

wages £2,490.538    £2.393.674 

Road     expenses,     including 

licenses,  superintendence, 

ticket     8er%'ice,     oiitnibus 

light  ing,  fuel,  lubrication, 

coiitiK'niMttion     and     law 

charges  then:wilh,  garage 

cxponsea,ctc 1,742,590       1,841,745 

£4,233,129    £4,235.419 

Maintenance  Expenses: 
Rollingslock, tires. etc.      ..        2,122,484       2,008.198 
Premises,  furniture  and  6x- 

tures 36,422  40  569 

General  expenses: 
Rents,  rates,  taxes,  directoni* 

fees,  office  expenses,  sta- 

tioner>',    advertising    and 

insurance 54'  .-116 

Depreciation: 
Lca.Hes,  plant,    machineo*, 

etc 22,854  23.780 

Reser\'e    for    contingcncica 

and  renewals 375.000  335.000 

Balance  carried  to  pro6t  and 

lu« 369,952  386,261 

£7,705,524    £7.657.343 


454 


BUS 

TfUNSPOKTATlON 


Vol.2,  No.9 


In  his  speech  Lord  Ashfield  pointed 
to  the  falling  off  in  the  total  number 
of  passengers  carried  by  the  under- 
ground railways  of  London  from  339,- 
000,000  a  year  in  1921  to  325,000,000  in 
1922,  or  a  decrease  of  4  per  cent.  He 
attributes  this  to  the  general  industrial 
depression  which,  he  says,  is  slowly  be- 
ing overcome. 

Improvements  in  Omnibuses 
According  to  the  managing  director, 
the  "B"  type  of  bus  is  rapidly  disap- 
pearing from  the  streets  of  London, 
giving  place  to  the  "S"  type  seating 
fifty-six.  The  company  is  now  building 
the  "N.S."  type,  which,  says  Lord  Ash- 
field, is  as  great  an  advance  on  the 
"S"  type  as  the  "S"  type  represented 
over  the  "B."  He  also  stated  that  the 
progress  made  in  omnibus  design  has 
adversely  affected  the  traffic  on  the  un- 
derground railways. 

Dangers  of  Competition 

In  speaking  of  the  bus  situation  in 
London,  the  managing  director  referred 
to  "certain  odd  omnibuses  appearing 
upon  the  streets  in  coats  of  many  col- 
ors." At  the  moment,  he  stated,  there 
is  no  serious  competition,  but  without 
doubt  these  newcomers  presented  a 
great  menace  to  efficient  transporta- 
tion. He  pointed  out  that  London's  pros- 
perity depends  on  the  co-operation  of 
many  kinds  of  transportation,  all  oper- 
ating in  the  closest  harmony,  and  urged 
that  some  responsible  and  judicial  au- 
thority be  instituted  to  supervise  the  de- 
velopment of  London's  traffic  facilities, 
such  as  is  maintained  by  New  York, 
Paris  and  Berlin,  where  traffic  develop- 
ment comes  by  design  and  not  by  acci- 
dent. 

"Competition,"  he  said,  "causes  con- 
gestion on  the  more  remunerative 
routes,  destroys  reliable  service  on  the 
less  remunerative  routes,  and  destroys 
service  on  unremunerative  routes.  Com- 
petition ends  in  obsolete  vehicles  being 
retained  in  service  when  they  should 
have  reached  the  scrap  heap,  and  this 
means  poor  service. 

"It  is  a  question  for  Londoners  which 
they  will  have  to  solve,"  he  added,  "it 
cannot  be  a  question  for  us.  We  shall 
do  our  best  as  we  are  able — we  cannot 
do  more.  If  we  have  the  confidence  of 
the  public,  all  is  well.  We  shall  not 
fail  to  deserve  it." 


Ohio  Bus  Line  Declared  Bankrupt 

The  Dayton,  Hamilton  &  Cincinnati 
Rapid  Transit  Company,  Cincinnati, 
Ohio,  was  adjudicated  bankrupt  on  Aug. 
13  by  the  United  States  District  Court 
for  the  Southern  District  of  Ohio,  West- 
ern Division. 

John  A.  Payne,  president  of  the  com- 
pany, who  had  previously  filed  a  volun- 
tary petition  in  bankruptcy  for  the  firm, 
listed  assets  at  $34,120  and  liabilities  at 
$29,552.  The  assets  are  made  up  of 
ten  buses  valued  at  $33,620  and  tools 
and  equipment  valued  at  $500.  Although 
the  assets  are  larger  than  the  liabilities 
on   paper,   it   is   expected    they    will    be 


reduced  considerably  through  actual 
liquidation.  Mr.  Payne  also  filed  a  peti- 
tion asking  the  court  to  appoint  a  re- 
ceiver. Charles  T.  Greeve  of  Dayton 
has  been  appointed.  The  Dayton,  Ham- 
ilton &  Cincinnati  Rapid  Transit  Com- 
pany, organized  more  than  two  years 
ago,  operated  lines  connecting  Cincin- 
nati, Anderson's  Ferry  and  Oakley.  The 
company  was  one  of  the  first  to  enter 
the  bus  business  there  on  a  large  scale. 


Fare  Increase  Denied 

Commission  Rules  Washington  Rapid 
Transit  Company  Is  Not  Entitled  to 
fen-Cent  Fare 

PERMISSION  to  increase  fares  on  the 
bus  lines  of  the  Washington  Rapid 
Transit  Company,  Washington,  D.  C, 
was  denied  by  the  Public  Utilities  Com- 
mission of  the  District  of  Columbia  on 
Aug.  17.  The  company  requested 
authority  to  raise  the  fare  from  8  to  10 
cents.  The  commission  declared  that 
the  net  results  of  the  company's  opera- 
tion shows  a  profit. 

It  was  contended  by  representatives 
of  the  company  that  the  existing  rate 
had  proved  inadequate  to  provide  a  fair 
return  on  its  invested  capital  over  the 
period  of  two  years  and  five  months 
during  which  its  operations  have  been 
carried  on,  to  provide  proper  salaries 
for  its  executives,  to  enable  it  to  replace 
its  original  equipment,  which  it  char- 
acterizes as  obsolete,  with  equipment 
of  a  newer  and  more  modern  type  and 
to  enable  it  to  write  off  its  organization 
expenses. 

Commission  Has  Full  Authority 

Representatives  of  the  Federation  of 
Citizens'  Associations,  on  the  other 
hand,  contended  that  the  commission 
could  not  consider  the  application  for 
a  modification  of  the  rate  of  fare  until 
such  time  as  it  had  made  a  formal 
determination  of  the  fair  value  of  the 
company's  property;  that  the  charges 
for  depreciation  and  insurance  reported 
by  the  company  were  excessive,  and, 
not  having  received  the  formal  approval 
of  the  commission,  should  not  be  allowed, 
and  that  the  present  rate  of  fare  was 
excessive  and  should  be  reduced. 

The  commission,  after  careful  con- 
sideration of  the  provisions  of  the  act 
under  which  it  was  created,  decided  that 
it  had  full  authority  to  consider,  and, 
if  it  deemed  proper,  to  act  upon  the 
application  under  consideration. 

In  justifying  its  refusal  to  authorize 
a  fare  increase,  the  commission  said: 
"An  examination  of  the  books  of  the 
company,  verified  by  the  sworn  state- 
ments of  its  operations,  as  submitted 
to  the  commission,  shows  that  the  com- 
pany has  been  able  under  the  present 
rate  to  set  up  a  depreciation  reserve 
for  the  retirement  of  the  capital  in- 
vested in  buses  on  the  basis  of  a  life 
of  three  years,  amounting  to  $80,098.48 
on  June  30,  1923,  that  ample  deprecia- 
tion reserves  have  been  set  up  for  the 
retirement  of  other  equipment;  that 
repairs  and   maintenance  of  buses  and 


equipment  have  been  made  when  needed, 
$26,098.43  having  been  spent  for  this 
purpose  during  the  calendar  year  1922; 
that  working  capital,  in  the  form  of 
tires,  tubes,  stock  repair  parts  and  other 
materials  and  supplies,  as  of  June  30. 
1923,  amounted  to  $26,480.94;  that  all 
operating  expenses  and  taxes  have  been 
met,  as  well  as  all  general  and  miscel- 
laneous expenses,  including  ample  allow- 
ances for  insurance;  that  the  net  results 
of  operation  show  a  profit,  after  the 
payment  of  interest  on  borrowed  money, 
and  that  the  passengers  carried  show  a 
steady  increase  in  traffic,  a  condition 
which  should  continue,  in  view  of  the 
efficient  service  given  by  the  company.  ' 


Weekly   Pass   Installed   in   Richmond. 

— In  an  effort  to  overcome  jitney  com- 
petition, the  Richmond  Rapid  Transit 
Company,  operating  buses  in  Richmond, 
Va.,  recently  instituted  a  weekly  pass 
on  its  lines  there.  The  price  of  the 
pass  is  $1  and  it  entitles  the  holder 
to  as  many  rides  as  he  cares  to  take 
on  the  buses  during  the  week.  The  fare 
for  a  single  trip  is  8  cents.  The  sys- 
tem was  introduced  to  the  residents 
of  Richmond  by  a  thorough  publicity 
campaign,  including  a  house-to-house 
distribution  of  a  circular  entitled  "Own 
the  Bus  Service  for  $1  a  Week." 

Seeks   $1,000    Yearly   Tax   on   Buses. 

— An  attempt  to  convince  the  city  of 
Detroit  that  an  annual  tax  of  $1,000 
should  be  levied  on  all  buses  operating 
over  the  city  streets  was  made  recently 
by  Joseph  A.  Martin,  Commissioner  of 
Public  Works  thei-e.  This  should  be 
done,  he  says,  to  help  pay  for  the  dam- 
age done  the  pavements  of  the  city  by 
heavy  motor  buses.  The  present  1-cent- 
a-mile  tax  on  buses  of  more  than  ten- 
passenger  capacity  brings  the  city 
about  $10,000  a  year,  and  the  proposed 
tax,  Mr.  Martin  believes,  would  return 
about  $200,000.  The  widening  and  re- 
surfacing appropriations  of  the  city 
amount  to  $1,200,000  a  year,  it  is  said. 
Pavements  along  the  routes  used  by 
the  buses  are  showing  the  wear  of  this 
transportation,  especially  at  stopping 
places,  according  to  Mr.  Martin. 

Chicago  Motor  Coach  Revenue  In- 
creases.— Substantial  increases  in  the 
revenue  of  the  Chicago  Motor  Coach 
Company  are  indicated  in  the  firm's 
financial  statement  for  July.  Earnings 
of  operation  for  the  month  were 
$279,061,  as  against  $104,299  for  July 
of  last  year.  .Approximately  2,790,164 
passengers  were  carried,  as  compared 
with  1,042,991  for  July,  1922.  Records 
were  established  for  numbers  of  round 
trips  and  total  revenue  mileage.  Round 
trips  totaled  28,623  and  the  total  rev- 
enue milage  496,283.  Coaches  totaling 
113  wore  operated  by  the  company 
in  July  and  fifty-five  in  the  same  month 
last  year.  Total  revenue  mileage  in- 
creased 138  per  cent  and  number  of 
round  trips  129  per  cent.  Fifteen  new 
bu.ses  were  to  be  added  to  the  equip- 
met  during  .'August.  Earning  capacity 
of  the  individual  buses  has  also  in- 
creased, it  is  said. 


September,  1923 


hUS 
mvVSK)RIAlK)N 


455 


Bus.     '<k, 
Regulation  tT*^ 

City  Councils  i'ass  Bus  Rules 

The  tendency  toward  reRulation  of 
buses  in  the  lar^e  cities  of  the  country 
continues.  The  City  Council  of  Omaha, 
Neb.,  recently  passed  an  ordinance  pro- 
viding that  application  for  new  bus 
lines  shall  be  made  to  the  City  Council 
and  that  each  permit  shall  express 
terms  and  conditions  of  the  jrrant,  the 
situation  of  the  terminal  and  the  loca- 
tion of  the  route,  frequency  of  service 
and  stopping  points,  and  other  terms 
and  provisions  deemed  advisable.  Per- 
mits are  to  run  for  one  year,  and  the 
Council  shall  designate  the  hours  of  the 
day  and  time  during  the  day  when  serv- 
ice shall  be  rendered.  Drivers  are  to  be 
examined  and  licensed  by  the  Police 
Commissioner.  The  maximum  fare  for 
one  ride  shall  be  10  cents  and  a  fee  of 
$15  shall  be  charged  for  each  permit.  If 
the  applicant  company  is  an  outside 
corporation  a  bond  of  $10,000  must  be 
furnished  to  insure  the  maintenance  of 
a  local  representative. 

In  the  matter  of  liability,  the  ordi- 
nance stipulates  that  the  policy  shall  be 
of  the  standard  form  of  automobile 
liability,  it  shall  provide  for  a  continu- 
ance against  indemnity  in  the  amount  of 
$5,000  for  injury  or  death  of  any  person 
and  a  total  liability  of  not  more  than 
$150,000  as  the  result  of  any  one  acci- 
dent. 

Topeka,  Kan.,  is  also  trying  its  hand 
at  bus  regulation.  An  ordinance  re- 
cently presented  to  the  City  Council 
provides  that  all  bus  companies  op- 
erating between  fixed  points  into  and 
through  Topeka  be  forced  to  pay  from 
$100  to  $300  in  the  nature  of  an  an- 
nual license.  The  companies  are  also 
forced  to  carry  liability  insurance,  to 
come  to  a  stop  before  crossing  Topeka 
boulevards  and  railway  tracks,  to  guar- 
antee the  operation  of  their  coaches  on 
a  definite  schedule,  and  to  file  their 
regular  .schedules  at  the  city  hall. 

The  first  step  in  what  is  said  to  be  an 
effort  to  compel  bus  operators  in 
Astoria,  Ore.,  to  provide  their  own 
depots  in  the  city  was  taken  recently 
when  the  city  commissioners  instructed 
the  city  attorney  to  prepare  an  ordi- 
nance preventing  motor  buses  from 
using  any  streets  of  the  city  for  the 
loading  or  unloading  of  passengers. 

Efforts  at  bus  regulation  in  London, 
Ohio,  on  the  other  hand,  have  received 
a  temporary  setback  as  a  result  of 
County  Judge  Roscoe  G.  Hornbeck's  de- 
cision ruling  that  the  London  bus 
ordinance  of  July  14,  1922,  providing 
for  a  license  fee  of  $200  a  year  for 
each  bus  operated  through  the  city  and 
an  indemnity  bond  of  from  $10,000  to 
$50,000  was  exorbitant  and  the  sections 
imposing  these  provisions  invalid. 

The  decision  was  given  in  the  case 
of  the  drivers  of  the  Red  Star  Bus 
Transportation    Company    against    the 


village  of  Londtjn,  appealed  to  the 
Court  of  Commons  Pleas  from  the  court 
of  .Mayor  E.  S.  Goi-don  of  London.  The 
Red  Star  drivers,  seven  in  number,  had 
been  given  a  fine  of  $100  and  costs  in 
the  court  uf  Mayor  Gordon  for  alleged 
violation  of  the  bus  ordinance  in  fail- 
ing to  pay  the  license  fee  and  provide 
the  indemnity  bond. 

Motion  for  a  new  trial  has  been  filed 
on  behalf  of  the  city  of  London  by 
City  Solicitor  H.  H.  Crabbe,  who  has 
been  instructed  by  the  City  Council  to 
prosecute  the  case  to  the  Supreme 
Court  if  necessary  in  order  to  make  the 
provisions  of  the  ordinance  stand. 


Bus  Line  Aiithori/ed  Despite 
Kailwiii  Opposition 

Despite  opposition  by  the  Public 
Service  Railway  of  New  Jersey,  the 
State  Board  of  Public  Utility  Commis- 
sioners recently  approved  the  applica- 
tion of  the  United  Service  Corporation 
to  operate  two  buses  between  Camden 
and   Turnersville,  N.  J. 

Certain  restrictions  are  imposed  by 
the  board  governing  the  operation  of 
the  buses,  the  routes  of  which  follow 
the  lines  of  the  Public  Service  Railway 
for  some  distance  in  Camden. 

It  has  been  agreed  that  the  bus  oper- 
ators will  not  accept  passengers  who 
begin  and  end  their  trips  at  any  point 
between  the  Philadelphia  &  Reading 
station  in  Camden  and  the  citv  line. 


Interstate  Bus  Lines  Not  Subject 
to  Double  License  Fet 

Interstate  bus  lines  operating  between 
Virginia  and  West  Virginia  cannot  be 
subject  to  a  special  interstate  license 
tax,  according  to  statements  issued  re- 
cently by  the  authorities  of  the  two 
states. 

Complaints  were  being  made,  it  is 
said,  by  West  Virginia  bus  operators 
that  they  were  being  taxed  for  opera- 
tion in  Virginia,  while  Virginia  firms 
operating  in  West  Virginia  were  im- 
mune from  special  tax. 

Such  a  complaint  was  officially  pre- 
sented to  the  Tax  Commissioner  of  Vir- 
ginia, Grant  P.  Hall.  In  an  announce- 
ment issued  recently  on  the  subject  Mr. 
Hall  declared  that  the  interstate  bus 
and  truck  business  was  clearly  protected 
from  special  interstate  tax  by  the  com- 
merce clause  of  the  Federal  Constitution 
and  that  the  state  of  Virginia  could  not 
impose  a  license  tax  upon  West  Virginia 
buses  entering  the  state. 

Tax  commissioners  of  the  two  states 
have  issued  orders  that  no  license  tax 
be  levied  on  interstate  buses. 


Ruses  Must  Stop  Before  Crossing 
Tracks. — Buses  operating  in  Oregon  are 
now  required  to  come  to  a  full  stop 
before  crossing  any  railroad  track  by 
an  order  issued  recently  by  the  Public 
Service  Commission  of  that  state,  which 
further  ruled  that  buses  be  so  loaded 
that  the  emergency  seat  next  the  driver 
shall  be  the  last  one  filled. 


.Automotive  Ignition  .Systems 

Uy  Eurl  1,.  Coniiollvi-r  Hnd  'Jrover  I. 
.MItilu-ll.  FubllohiMl  by  MeCritw-Hill  Uook 
•  'uniimny,  Inc.,  .Vtw  York.  1920.  2t9  im^tm. 
6  X  'J  In.     343   llluntrutlona.     Clolli. 

The  preface  of  this  book  makes  the 
statement  that  it  was  written  with  the 
needs  in  mind  "of  the  men  who  have 
to  install,  adjust  and  repair  ignition 
systems  in  the  factory  and  repair  shop, 
as  well  as  the  automobile  owner  who 
desires  a  better  understanding  of  the 
principles  and  construction  of  the  mod- 
ern ignition  system.  The  book  is  given 
an  added  practical  value  by  the  inclu- 
sion of  a  number  of  systems  no  longer 
manufactured,  but  many  of  which  are 
still  to  be  found  in  operation. 

The  general  scope  of  the  work  is 
illustrated  by  the  chapter  headings, 
which  are:  Principles  of  electricity  and 
magnetism,  ignition  batteries,  jump- 
spark  ignition  system,  modern  battery 
ignition  systems,  low  tension  magneto, 
armature  types  of  modern  high-tension 
magnetos,  inductor  types  of  modern 
high-tension  magnetos,  care  and  repair 
of  ignition  apparatus,  and  ignition 
troubles  and  remedies. 

The  book  is  clearly  written,  and  the 
authors  are  to  be  complimented  upon 
their  treatment  of  the  elementary  prin- 
ciples of  electricity,  which  are  given 
concisely,  but  still  .so  as  to  be  easily 
understood  by  the  non-technical  reader. 
A  great  deal  of  space  naturally  is  de- 
voted to  descriptions  of  apparatus,  but 
this  is  well  supplemented  by  informa- 
tion showing  methods  of  testing  and 
maintenance.  The  illustrations  are 
particularly  valuable;  wiring  diagrams, 
cut-open  and  phantom  views,  horrible 
examples  showing  what  happens  to 
apparatus  not  properly  cared  for,  are 
used  in  large  numbers. 


Automobile    Pattern    Drafting 

By  Frank  Xavler  Morio.  InHtructur  in 
Sheet  Metal  Work.  .NVw  York  Public 
.SchooLs.  I'uhllshed  by  V.  P.  C-  Book  Com- 
pany, Inc..  239  W.'.st  Thirty-ninth  Street. 
New  York  City.  Sixty  pages,  6  x  9  In. 
Thirty-one   lllu.xtratlon.s. 

This  book  contains  a  short  course  of 
instruction  in  laying  out  patterns  for 
the  sheet  metal  work  ordinarily  re- 
quired for  passenger  automobiles.  The 
patterns  are  given  in  blueprint  form 
and  also  are  reproduced  in  small  size 
in  the  book  itself,  accompanied  by  in- 
structions for  laying  out  such  parts 
as  cowls,  mud  guards,  hoods,  seats,  etc. 
In  introducing  the  subject,  the  use  of 
metal  work  in  modern  automobile  con- 
struction is  explained,  as  are  also  the 
general  principles  of  sheet  metal  pat- 
tern drafting.  Painting  and  finishing 
methods  are  described  for  the  benefit  of 
the  sheet  metal  man  who  must  watch 
his  work  with  the  rest  of  the  vehicle. 
In  the  last  chapter  are  tables,  giving 
weights  of  sheet  metal,  capacity  of 
cylinders,  and  other  information  valu- 
able to  the  sheet  metal  worker. 


456 


BUS 

TRANSPORTATION 


Personaljfc 


^ 


Notes 


Costs  Count 

New  York  Operator  Sees  Great  Need 
for  Accurate  Data  as  Determining 
Factor  in   All   Bus   Operation 

MORE  than  100,000  passengers  are 
carried  in  and  out  of  Homell, 
N.  Y.,  every  year — and  Neil  H.  Mc- 
Greevy's  buses  carry  a  large  part  of 
them.  This  figure  of  100,000  is,  of 
course,  relative.  Considering  that  the 
population  of  Hornell  is  a  little  more 
than  16,000  it  really  means  more  than  a 
larger  figure  would  elsewhere.    In  other 


N.  H.  McGreevy 

words,  as  a  measure  of  saturation  in 
transportation  the  record  of  the  Mc- 
Greevy buses  speaks  volumes  for  the 
extent  of  the  prosperity  of  a  bus  ser- 
vice in  a  small  community. 

Coincident  with  the  appearance  of  the 
first  jitneys  on  the  Pacific  Coast  in 
1914 — and  they  really  marked  the 
beginning  of  the  use  of  the  bus  to  any 
extent  in  local  transportation  in  the 
smaller  communities — the  idea  of  the 
use  of  the  auto  for  public  transporta- 
tion locally  at  Hornell  came  to  Mr.  Mc- 
Greevy. Moreover,  he  acted  at  once 
upon  the  impulse.  Thus  in  1914  he 
formed  a  company  to  transport  passen- 
gers by  bus  from  Hornell  to  Alfred,  a 
one-way  distance  of  12  miles.  At  that 
time  the  idea  of  transportation  by  bus 
over  a  fixed  route  was  very  new  to  the 
traveling  public  in  the  East,  but  the 
service  established  by  Mr.  McGreevy 
proved  popular  from  the  very  first.  In 
fact,  the  success  of  the  line  led  Mr.  Mc- 
Greevy in  1917  to  install  a  service  from 
Homell  to  Wellsville,  28  miles.  Travel 
by  bus  begets  more  travel,  and  while 
it  might  appear  that  after  several  years 
of  operation  of  lines  of  this  kind  a 
point  would  be  reached  beyond  which  it 
would  be  diflicult  to  increase  patron- 
age, there  seems  to  be  no  end  to  the 


increasing  popularity   of  the  lines  run 
by  him. 

From  the  very  first  Mr.  McGreevy 
realized  that  the  future  of  the  bus 
rested  more  than  anything  else  upon 
the  dependability  of  the  service  fur- 
nished. Therein  lies  the  principal 
reason,  perhaps,  for  the  success  of  his 
lines.  After  dependability  come  the 
elements  of  safety,  comfort  and  speed. 
These  are  first  considerations  from  the 
standpoint  of  the  public.  Then  come 
minor  refinements.  Of  these  the  Mc- 
Greevy lines  have  many.  As  for  the 
operator,  Mr.  McGreevy  sees  his  great- 
est need  to  be  an  accurate  knowledge 
of  the  exact  costs  of  rendering  service. 
This  topic  of  cost  accounting  for  bus 
lines  has  become  almost  a  fetish  with 
him.  It  has  been  a  favorite  subject  with 
him  at  every  meeting  of  the  members  of 
the  New  York  State  Bus  Owners'  Asso- 
ciation. He  will  swap  stories  of  account- 
ing experience  anywhere,  any  time  with 
any  bus  operator.  This  has  always 
been  the  McGreevy  way.  It  is  this 
talent  for  mixing  that  caused  the  bus 
operators  of  New  York  to  elect  him  as 
an  officer  of  their  association.  It  is  the 
same  quality  that  has  advanced  him  to 
the  post  of  exalted  ruler  of  the  Homell 
Lodge  of  Elks.  He  has  also  served  as 
a  commissioner  of  the  local  Board  of 
Public  Works. 

The  expression  "as  friendly  as  an 
Elk"  really  means  something  in  Mr.  Mc- 
Greevy's  case.  He  is  gladsome  with- 
out being  garrulous,  gracious  without 
being  gushing,  and  graceful  without 
being  gorgeous. 

In  addition  to  the  offices  which  have 
just  been  mentioned  Mr.  McGreevy  has 
been  president  of  the  local  Chamber  of 
Commerce  at  Hornell.  He  is  also  a 
successful  merchant,  the  principal 
owner  of  one  of  Hornell's  leading  stores. 
Doubtless  it  is  Mr.  McGreevy's  ex- 
perience as  a  merchant  that  has  led 
him  to  apply  to  his  bus  operations  so 
many  good  ideas  of  merchandising 
and  at  the  same  time  has  made  him 
almost  impatient  to  know  the  exact 
cost  of  rendering  service  to  the  public. 
There  is  nothing  niggardly,  however, 
in  the  McGreevy  policy.  He  is  merely 
after  the  facts.  In  the  last  analysis, 
facts  fix  the  measure  of  any  service 
that  can  be  rendered  to  the  public  for 
pay.  Mr.  McGreevy's  experience  as  a 
merchant  early  taught  him  this. 
Hornell  knows  that  Mr.  McGreevy  will 
give  them  value  received  and  a  little 
more.  Neil  McGreevy  is  a  native  son 
of  Homell.  He  was  born  there  in  188.5. 
Hornell  has  patronized  the  McGreevy 
enterprises  generously  and  Mr.  Mc- 
Greevy has  in  turn  been  generous  to 
Hornell.  That  also  is  the  McGreevy 
way. 


Vol.2,  No.9 

Stephens  L.  Blakely  Elected  Pres- 
ident of  Dixie  Traction 
Company 

Stephens  L.  Blakely  has  recently 
been  elected  president  of  the  Dixie 
Traction  Company,  Covington,  Ky., 
which  operates  a  motor  bus  line  from 
Fort  Mitchell  to  Erlanger  and  Florence. 
Mr.  Blakely,  who  is  an  attorney  by 
profession,  had  his  attention  called  to 
the  commercial  possibilities  of  bus 
transportation  through  the  fact  that 
residents  of  Erlanger  and  Florence  had 
been  clamoring  for  many  years  for 
sidequate  transportation  facilities  be- 
tween their  municipalities  and  Coving- 
ton. Conditions  would  not  permit  the 
South  Covington  &  Cincinnati  Street 
Railway,  Covington,  to  extend  its  Fort 
Mitchell  line  to  those  municipalities, 
so  Mr.  Blakely  and  several  other 
Covington  business  and  professional 
men  conceived  the  idea  that  bus  trana- 
portation  would  solve  the  problem. 


A  year  ago  Mr.  Blakely  completed 
a  six-year  term  as  attorney  of  Ken- 
ton County.  He  is  a  prominent  worker 
in  the  civic  and  industrial  organiza- 
tions of  northern  Kentucky.  The  Dixie 
Traction  Company  started  operating 
last  year  with  three  buses,  and  ac- 
cording to  Mr.  Blakely  the  project  has 
proved  a  great  success.  The  com- 
pany contemplates  adding  several  more 
buses  late  in  the  fall. 


Railway  Bus  Manager 

J.  A.  Birmingham,  manager  of  the 
bus  lines  of  the  Pacific  Electric  Com- 
pany, operating  in  southern  California, 
has  the  responsibility  of  looking  after 
the  schedule,  overseeing  the  mainte- 
nance of  buses  and  directing  all  mat- 
ters pertaining  to  operation 

In  1906  he  became  identified  with 
the  railway,  serving  as  conductor  on 
the  Northern  Division  and  then  as 
guide  on  the  company's  Old  Mission 
Trolley  Trip.  In  1917  he  entered 
the  general  passenger  department  as 
traveling  traffic  inspector,  and  was  pro- 
moted to  traveling  passenger  agent  in 
1919.  He  was  appointed  manager  of 
the  Pacific  Electric  Railway's  bus 
service  in  August,  1922. 


September,  1923 


BUS 

TKVSSfXiRfATlON 


467 


Business  Information 


W  lial   1»  bruit; 

bought  and  bulll. 
Lalt-si  nt-wa  from 
the  fKClorles  and 
the  fleld. 


-uT 


MuPKel  cuiitiit  it>n:» 

alTectlng  the  bus 

industry. 

Price  chanees  In 

Imiiurlant 

oonuniMlltles 


$1,000,(MM)  Company 
to  Hiiild  Itiises 

Koval  Motor  Coach  Company  of  Now 
Jersey  to  Hcuiii  (Juanlity  I'rcHluction 
Soon,  Say  Ollicials 

THE  Royal  Motor  Coach  Company, 
Inc.,  has  been  organized  in  New 
Jersey  for  the  purpose  of  manufactttr- 
infr  buses.  The  company  is  capitalized 
at  $1,000,000.  with  $.500,000  of  preferred 
stock  and  $500,000  of  common.  The  pro- 
moters of  the  concern  are:  C.  Easman 
Jacobus,  president  of  the  Butler- 
Newark,  N.  J.,  Bu.s  Lines,  Inc.,  the 
Boonton-Mountain  Lakes  Motor  Bus 
Line,  Inc.,  and  the  Trackless  Transit 
Company,  Inc.;  Ralph  De  Camp,  presi- 
dent of  the  De  Camp  Bus  Lines,  David 
Peters,  president  of  the  Elizabeth- 
Rahway  Bus  Line;  Mark  A.  Smith,  for- 
merly sales  and  advertising  manager 
of  the  Ace  Motor  Coach  Company,  and 
F.  G.  Alborn,  recently  chief  engineer  in 
charge  of  manufacturing  Ace  Motor 
Coach  Company. 

The  new  firm  will  build  both  body 
and  chassis.  On  the  Model  A  twenty- 
nine-passenger  suburban  type  motor  bus 
a  21-ft.  3-in.  body  with  head  clearance 
of  6  ft.  4  in.  will  be  the  standard. 

C.  E.  Jacobus,  president  of  the  corpo- 
ration, has  for  the  past  seventeen  years 
been  very  active  in  the  automobile  busi- 
ness in  New  Jersey. 

Mark  A.  Smith,  vice-president  and 
general  manager  of  the  company,  is  well 
known  for  his  activities  in  the  Society 
of  Automotive  Engineers.  Mr.  Smith 
started  in  the  automobile  business  in 
1903  as  a  draftsman  on  engines  and  was 
with  several  important  automotive  con- 
cerns, both  in  engineering  and  sales 
work,  until  the  World  War.  Following 
the  war  he  applied  himself  to  bus  work, 
on  which  he  is  considered  one  of  the 
best  posted  men  in  the  country. 

F.  G.  Alborn,  vice-president  of  engi- 
neering and  manufacturing,  supervised 
the  production  of  the  first  Locomobile 
racing  car  in  1905.  In  1907  the  racing 
car  he  designed  won  the  Vanderbilt  Cup 
Race  and  his  work  with  the  Locomobile 
Company  over  a  period  of  nineteen 
years  is  already  automobile  history. 

H.  C.  Pray,  secretary,  is  another  vet- 


eran in  the  automotive  indu.slnes.  lie 
has  been  associated  with  the  Page- 
Detroit,  Lozier,  Oneida  trucks  and  the 
Ace  Motor  Coach  in  purchasing  work. 
I  If  will  also  direct  purchases. 

It  will  be  about  thirty  days  before 
quantity  production  on  the  Royal  Motor 
Coach  will  be  under  way,  it  is  said. 


No  Cut  in  Tire  Prices,  Say 
Trade  Experts 

No  decline  in  the  price  of  tires  is 
in  sight,  according  to  expert  analysts 
of  the  tire  industry.  Recent  rumors 
of  a  price  cut  seem  to  have  been  en- 
tirely-  dispelled.  The  market's  future 
fluctuation  can  be  determined  only 
partially,  they  say,  but  a  greatly  re- 
duced world's  supply  of  rubber  would 
indicate  that  in  the  long  run  prices  will 
not  drop. 

As  to  the  present  situation,  the  tire 
manufacturers,  having  accumulated 
heavy  stocks  of  tires,  have  taken  steps 
to  reduce  their  output.  Announcements 
from  various  rubber  districts  indicate 
a  reduction  in  working  forces,  and 
although  the  layoffs  in  some  instances 
are  larger  than  the  industry  expected, 
and  have  been  quite  extensive  in  certain 
plants,  they  are  not  considered  serious, 
it  is  said,  and  are  looked  upon  as  tem- 
porary expedients  for  preventing  the 
danger  of  overproduction. 

Under  normal  conditions  a  large  part 
of  the  tires  now  in  the  hands  of  manu- 
facturers would  be  on  dealers'  shelves. 
The  price  situation,  however,  has  been 
so  unsettled  in  recent  months  that  re- 
tailers have  become  extremely  cautious, 
buying  practically  on  a  day-to-day 
basis. 


Bus  Exhibits  at  A.  E.  R.  A. 
Convention  Increase 

.A.n  increase  of  33  per  cent  over  last 
year  in  the  number  of  bus  and  bus 
equipment  manufacturers  who  will  ex- 
hibit at  the  annual  convention  of  the 
American  Electric  Railway  Association 
at  Atlantic  City,  Oct.  8-13,  indicates 
the  added  interest  electric  railways  are 
taking  in  bus  transportation.  Although 
convention  time  is  a  month  away, 
twenty-one  manufacturers  have  already 
contracted  for  space.     They  are: 


(lasoline  War  Stirs  Entire  Nation 

The  drastic  cuts  in  the  price  of  ga.so- 
linc  in  the  first  two  weeks  of  August 
were  the  most  violent  in  the  history 
of  American  motor  tranKportation.  A 
large  section  of  the  country  has  been 
directly  affected  and  the  air  is  full  of 
demands  for  an  invcBtigation  of  the  oil 
industry. 

The  present  situation  has  been 
brought  about  by  an  unexpected  over- 
production. More  than  380,000,000  gal. 
of  gasoline  in  excess  of  the  demand 
have  been  stored  during  the  first  half 
of  the  present  year.  Even  so,  37  per 
cent  more  gasoline  wa.s  sold  in  that 
time  than  in  the  same  period  last  year. 

The  unprecedented  increa.se  in  the  oil 
supply  has  taken  the  country  by  sur- 
prise.  The  situation  was  upset  by  the 
sudden  activity  of  the  California  pro- 
ducers. Heretofore  California  had  only 
produced  enough  oil  to  supply  its  own 
needs,  with  a  surplus  for  export  across 
the  Pacific.  It  had  not  shipped  east 
of  the  Rocky  Mountains  and  was  not 
a  factor  in  the  mid-continental  field. 
The  industry  had  not  anticipated  that 
California  would  become  a  factor  in 
these  markets.  The  unexpected  devel- 
opment of  the  Los  Angeles  Valley  oil 
fields  came  as  a  surprise  to  the 
entire  country.  It  was  suddenly  realized 
that  oil  could  be  shipped  to  the  mid- 
continent  and  to  the  eastern  ports  by 
way  of  the  Panama  Canal  very  cheaply. 
At  present  some  277,000  gal.  of  oil  pass 
daily  through  the  canal  from  California. 

The  present  conflict  of  interest-s, 
however,  in  the  oil  world  was  brought 
to  a  crisis  by  an  annual  situation  in 
the  mid-continental  field.  It  was  dis- 
covered that  gasoline  could  be  bought 
in  Oklahoma  for  9  cents  a  gallon  and 
shipped  to  Chicago  for  2i  cents  more, 
or  for  a  total  cost  of  Hi  cents.  The 
cost  of  delivery  to  the  garage  was 
about  4  cents  more.  In  other  words, 
gasoline  could  be  supplied  the  garage 
for  15J  cents.  The  tank  wagon  market 
at  Chicago  was  20  cents  a  gallon. 

The  opportunity  was  instantly  recog- 
nized, and  a  rush  followed  to  take  ad- 
vantage of  the  situation.  Jobbers  and 
speculators  plunged  into  the  market 
and  it  was  inevitable  that  prices  would 
quickly  suffer.  Competitors  appeared 
in  such  numbers  that  many  were 
obliged  to  reduce  their  prices.  In  a 
short  time  this  cutting  was  being  done 
by  hundreds  of  dealers.  The  market 
began  to  slip  and  was  soon  dangerously 
weak.  Every  one  began  to  suffer  from 
competition. 

This  situation  brought  into  the  field 
a  new  competitor  in  Governor  McMaster 


Name  and  Exhibit  Booth  No. 

FaKeol    Motors  Company — Fageol   Buses 304-306 

Federal  Motor  Truck  Company — Bodies  and  chassis. .  .154-164  Incl. 

Garford  Motor  Truck  Company — Motor  buses 3I0-3H 

Graham    Brothers — Motor   trucks 138-142 

Hoover  Body  Company — Hoover  bodies  on  White  chassis.  303-305 
International  Motor   Truck   Corporation — Motor   buses  and 

parts     301 

N'ew  York  Transportation  Co..  FlftJi  .We.  Coaches. ..  .151-196  Incl. 
Reo  Motor  Car  Company  of  New  "iork.  Inc. — 

Reo  buses    124-136  Incl. 

The  White   Company — Buses  and  chassis 133-147  incl 

Yellow  Coach  Manufacturing  Co.~Coaches  and  chassis  313-319  Incl. 


Name  and  Exhibit  Booth  No. 

Johnson  Fare   Box   Company — Fare   boxes 608 

Waukesh.i  Motor  Company— -Oa.toline  motors 117-119 

Timken-Detroit  Axle  Company — Bus  and  truck  axles 307 

He>'wood-Wakofleld    Company — Bun   seats 530-624 

Hale  &  Kllburn  Corporation — Bus  soats 406-408 

N.   A.   Petry   Company,   Inc. — Bus    heating  system 100 

E.    B.    Bad^rer    &    Sons    Company — Ball    cushions    for   the 

use    of    buses let 

Foamltp-Chllds   Corporation — Fire   extinguishers 521-523 

Globe   Ticket   Company — Tickets   and   transfers 572-573 

Rubberset  Company — Paint  brushes 127 

Sherwin-Wllllams   Company — Paints S78-580 


458 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.9 


of  South  Dakota,  who  is  reported  to 
have  purchased  twenty  carloads  of 
gasoline  at  the  low  price,  with  the 
intention  of  selling  them  at  a  figure 
under  the  regular  market  quotation  at 
the  time.  At  this  point  the  Standard 
Oil  Company  of  Indiana  made  its  drastic 
cut  of  6.6  cents  on  a  gallon  of  gasoline. 
The  reverberations  from  this  shock 
have  been  felt  throughout  the  country. 
Other  governors  have  taken  up  the 
cudgel  in  behalf  of  the  motorists,  and 
in  the  course  of  recent  events  the  gaso- 
line war  has  been  officially  recognized 
by  the  United  States  Department  of 
Justice,  which  recently  announced  that 
it  will  conduct  an  investigation  to  de- 
termine if  there  has  been  an  illegal 
combination  to  restrain  trade  or  fix 
prices.  Undoubtedly  the  action  on  the 
part  of  the  consumers  in  taking  mat- 
ters into  their  own  hands,  as  inter- 
preted through  Governor  McMaster's 
action  has  been  most  disconcerting  to 
the  oil  industry  in  general. 

One  statistician  has  estimated  that 
the  public  is  saving  12  cents  a  gallon 
over  the  high  price  of  1920.  Applying 
this  to  June  consumption  gives  a  daily 
saving  of  $2,500,000  to  consumers.  As 
to  the  loss  to  the  oil  industry,  it  is 
calculated  that  it  will  figure  10  per 
cent,  which  means  $800,000,000  annually 
on  the  eight  billions  invested  in  the  oil 
industry. 

As  to  what  will  happen  in  the  future 
it  is  hard  to  say.  W.  C.  Teagle,  presi- 
dent of  the  Standard  Oil  Company  of 
New  Jersey,  discussing  the  situation 
recently  said:  "It  has  required  fully  a 
year  to  recover  from  similar  flurries  in 
the  past.  The  present  situation  will 
right  itself  more  quickly.  In  the  oil 
business  we  are  always  climbing  up 
one  hill  or  sliding  down  another.  A 
year  from  now  the  present  difficulties 
will  have  been  forgotten  and  doubtless 
we  shall  be  worrying  about  wholly  new 
problems.  The  peak  of  production  will 
be  reached  in  the  three  big  California 
fields  next  month,  and  then  a  natural 
reaction  will   set  in." 


Rolling  Stock 


Gasoline  Prices— August  24,  1923 

^-Cent3 

City  Tank 

Wagon 

Albany.  N.Y 19 

Atlanta,  Ga    .       .  ,  18 

Boston,  Mass 19   5 

ChicaRo.Ill 13  4 

Detroit,  Mich 14  8 

Fort  Worth.  Tfx,  8 

Indianapolis,  Ind.  14   2 

Jarksoiiville,  Flu.      ,  16 

Kansas  City,  Mo.  12   9 
Louisville,  Ky.                                .18 

Memphis,  Tenn 14 

Milwaukee,  Wis.  14 

Mobile,  Ala 16 

Newark,  N.. 1 19  5 

New  Haven,  (^)nn.    .,  19    5 

New  (Irleans,  La 12  5 

NewYork,  N.  Y 19,5 

Oklahoma  City,  Okla 14 

Omaha,  Neb 14   25 

Philadelphia,  Pa 19 

Pittsburgh,  Pa 19 

Richmond,  Va 19   5 

St.  Louis,  Mo 13.6 

St.Paul,Minn 14.9 

Salt  Lake  City,  Utah 19  5 

San  Franriseo,  Cal  14 

Seattle,  Wii.sh.    .  .  15 

Spokane,  Wash.     .    .  18.5 

Washington,  n.  C 20 


er  Ga 

1.— 

Service 

Stat 

ion 

2! 

21 

22 

15. 

4 

16 

8 

10 

18 

2 

2\ 

15 

9 

21 

19 

16 

20 

21 

Z3 

16 

5 

22 

17 

16 

25 

24 

24 

26 

15 

9 

16 

9 

24 

17 

19 

22 

5 

22 

West  Shore  Transportation  Company, 
Manitowoc,  Wis.,  plans  to  arid  a  White 
twenty-pa.ssenger  bus  on  its  line  between 
Sturg:eon   Bay   and   Manitowoc,   Wis. 

The  Cit.v  of  New  York  recently  ordered 
nineteen  thirty-passenger  trackless  trolley 
cars  from  the  Brockway  Motor  Truck  Com- 
l)any.   t.'ortland,   N.    Y. 

Interurban  Rapid  Transit  Co..  Steven.s 
Point,  Wis.,  has  purchased  a  fifteen-pas- 
senger Packard  bus  to  be  used  on  its  bus 
lint    operating  in  Stevens  Point  and  vicinity. 

Kittreil.     Calloway     &     Webb.     Le.vington. 

K.v  .  recently  added  three  McKay  Special 
sedan  buses  to  their  line.  This  concern 
holds  a  number  of  franchises  and  operates 
several   bus   lines. 

Pierce  Arrow  buses  have  been  installed 
recently  by  the  following  New  Jersey  bus 
operators ;  A.  A.  Lydecker,  Paterson  ;  John 
T.  Black,  Jersey  Cit.v  ;  Joseph  W.  Schafsack. 
Jersey  City  ;  Paul  Casper.  West  New  Y'ork  ; 
Henry  Habick,  West  New  Y'ork.  and  J. 
P.    Trudzinski,    Bayonne. 

Connecticut  Company  recently  installed 
three  new  Mack  buses  on  its  system  in 
Waterbury,  Conn.  Four  White  buses  are 
already  operating  in  Waterbury  on  the 
Walnut   Street-Highland    Avenue    line. 

Northern  Indiana  Railway  recently  in- 
stalled three  buses  on  its  line  in  South 
Bend.  Ind.  They  are  of  twenty-five-pas- 
senger capacity  with  White  chassis  and 
Champion  bodies. 

Kastern  Wisconsin  Electric  Company. 
Shebo.vf^an.  Wis.,  has  recently  placed  an  or- 
der for  two  twenty-tour-passenger  Fageol 
ttuses  for  use  on  the  route  between  Fond 
dii  L,ac  and  Beaver  Dam.  Wis. 

National  Bus  Company,  operating  be- 
tween New  Brunswick  and  Cranbury,  N  J., 
reecntl.v  installed  a  twenty-five-passenger 
International  Harvester  bus  on  that  route. 
The  line  also  serves  Dayton,  Deans  and 
Monmouth   Junction,   N.   J. 

Irvington.  Reedviile  &  Warsa^v  Bus  liine. 

operating  near  Washington.  D.  C.  recently 
put  in  service  three  special  sedan  buses, 
each  of  sixteen-passenger  capacity.  These 
buses  were  built  by  the  McKay  Carriage 
Company,  Grove  City,  Pa.  This  line  has 
particularly  heavy  traffic  the  greater  part 
of   the   year. 

Richmond  Bus  Terminal,  Richmond,  Ind., 
is  being  constructed  by  E.  D.  White,  opera- 
tor of  the  Glenn  Miller  Transfer  Company 
and  the  Yellow  Cab  Company.  The  build- 
ing will  be  ready  for  occupancy  early  in 
September  and  will  serve  as  a  terminal  for 
all  the  bus  lines  entering  the  city. 

Blue  Motor  Coach  Lines,  operating  buses 
in  Minnesota  and  Wisconsin,  announce  a 
ne^\'  bus  service  between  Toledo  and  Cleve- 
land, Ohio. 

We*t  End  Transportation  Company. 
Dodgeville,  Wis.,  which  operates  from 
Madison  to  Dodgeville,  recently  announced 
the  oi)eration  of  a  bus  line  from  Dodgeville 
to  Dubutiue,  Iowa.  The  route  will  include 
the  following  cities:  Mineral  Point,  Darling- 
ton, .Shullsburg  and  Benton.  Two  twenty- 
passenger  Stoughton  l>uses  will  l)e  used  for 
the  run. 


Garages  and  Shops 


Boulevard  Transportation  Company, 

Minneapolis,  Minn.,  has  leased  the  Yale 
(Parage.  25  Thirteenth  Street.  Minneapolis, 
for  a  period  of  ten  years.  The  garage  is 
to  be  one  story,  with  a  frontage  of  35  ft., 
and  will  be  used  by  the  company  as  a  re- 
pair station  and  terminal  for  its  Lake 
Minnetonka  buses. 

New  Bus  Garaice  for  Newark,  N.  J. — A 
$65,000  garage  capable  of  housing  sixty 
buses  is  to  be  built  in  Newark,  N.  J.,  by 
the  Springfield  Avenue  Bus  Owners'  Asso- 
ciation, according  to  offlciala  of  the  organi- 
zation. A  plot  of  land  at  the  corner  of 
Springfield  Avenue  and  Forty-second  Street 
has  been  acquired  for  $11,500.  The  garage 
will  include  the  necessary  shop  facilities  to 
keep  the  forty-four  buses  of  the  associa- 
tion in  repair.  The  ofllces  of  the  organiza- 
ti*)n  will  also  be  located  in  the  garage,  to- 
gether with  lf>cker  space  and  shower  baths 
for   the   drivers. 

I.,OH  Aneeles  Railway,  Los  Anfceles,  Calif.. 
is  to  build  a  new  garage  on  company  prop- 
erty near  Sixteenth  and  San  Pedro  Streets. 


The  building  will  be  of  brick  with  a  front- 
age of  157  ft.  on  Sixteenth  Street.  It  will 
accommodate  fifty  buses.  There  will  be  a 
clearance  of  15J  ft.  at  doors  to  allow  for 
double-deck  buses.  Brick  construction  will 
be  u.sed  with  ventilated  windows  in  steel 
frames.  The  fioor  and  foundation  w^ill  be 
of  concrete  and  the  roof  will  be  galvanized 
iron.  There  will  be  eighteen  ventilators 
in  the  three  ridges  of  the  roof  to  take 
oft  heat  and  gas  fumes  tjuicklv.  Machines 
will  drive  in  at  the  west  end  of  the  building 
Three  large  sliding  doors  will  be  used 
Although  the  ea.st  wall  of  the  building  will 
be  closed  tor  the  present,  it  will  be  con- 
structed with  provision  tor  three  doors  at 
that  end  if  it  becomes  necessary  to  expand 
the  facilities. 


Business  ISotes 


H.  De  Lone  Fry  has  been  apix)inted  gen- 
eral sales  manager  of  the  -Apollo  Magneto 
Corporation  of  Kingston.  N.  T..  and  New 
York  City.  He  was  formerly  assistant 
manager  of  the  Union  Truck  Manufacturing 
Company  of  New  York  City,  head  of  the  im- 
porting and  exporting  firm  of  H.  De  Long 
iry  &  Company  and  branch  manager  of 
the  Pilot  Motor  Car  Company  of  Richmond 
Ina.  ' 

YeUow  Cab  Manufncturinir  Company, 
J  hicago.  lU.,  recently  announced  that  al- 
though present  production  of  buses  in  its 
plant  IS  only  one  a  day  at  the  present  time, 
the  schedule  calls  for  fifty  in  September  and 
75  in  October.  Chicago  Motor  Coach  Com- 
pany will  purchase  the  entire  output  until 
piesent  expansion  requirements  are  met 
after  which  buses  will  be  sold  in  other 
cities.  It  IS  said. 

Gordon  Lee  has  resigned  as  general  sales 
rnanager  of  the  Y'ellow  Cab  Manufacturing 
Company  to  become  connected  with  the 
Fageol  Motors  Company  of  Oakland.  Calif 
It  IS  understood  that  Mr.  Lee  will  be  gen- 
eral manager  of  a  bus  manufacturing  plant 
which  the  Fageol  company  expects  to  es- 
tablish at  some  point  in  Ohio.  He  resigned 
several  months  ago  as  chief  of  the  automo- 
tive division  of  the  United  States  Depart- 
ment of  Commerce  in  order  to  accept  the 
place  with  the  Yellow  Cab  Manufacturing 
Company. 

Eisemann  Magneto  Corporation  Brooklyn 

N.  y.,  announces  the  opening  of  a  branch 
office  in  the  Wells-Fargo  Building.  85 
Second  Street.  San  Francisco.  Calif.  Manu- 
facturers and  service  stations  in  the  Pacific 
Coast  territory  will  be  supplied  with 
magnetos  from  stock  carried  at  the  branch 
and  deliveries  will  thus  be  expedited.  Ship- 
rnents  are  made  from  the  plant  in  Brooklyn 
via  water  route  and  a  saving  in  transpor- 
tation charges  will  accrue  to  all  buyers  of 
Eisemann  equipment.  O.  S.  Stanley  has 
been  selected  to  act  as  District  ma'nager 
and  takes  charge  Aug.  1.  Mr.  Stanley  has 
been  in  the  emjiloy  of  the  Eisemann"  com- 
pany since  June,  1921.  He  was  formerly 
associated  with  the  American-Boscii 
Magneto  Corporation  as  manager  of  the 
New  Y'ork  branch. 

L.  W.  Seeligsberg.  who  resigned  on  July 
1  as  business  manager  of  Btis  Trans- 
portation and  the  Electric  Railwat  Jour- 
nal to  engage  in  industrial  advertising 
.service  of  his  own,  has  established  an  of- 
fice at  50  Church  Street,  New  York.  He 
will  specialize  in  the  handling  of  technical 
and  engineering  accounts,  particularly  such 
accounts  as  place  advertising  in  trade  and 
technical  publicati<ins.  Mr.  Seeligsberg  is 
a  graduate  of  Stevens  Institute.  He  has 
had  more  than  twenty  years'  experience  In 
the  preparation  and  placing  of  technical  ad- 
vertising copy,  mostly  with  the  McGraw- 
Hill  Company  and  its  predecessors,  and 
knows  the  markets  for  materials  and  equip- 
ment, and  the  possibilities  for  application 
and  use  of  technical  prf)cesses  and  various 
types  of  machinery.  Early  in  his  career 
with  the  McGraw-Hill  Company,  Mr. 
Seeligsberg  had  charge  of  its  copy  service 
department,  a  post  to  which  he  was  ad- 
vanced becau.se  of  his  ability  quickly  to 
discern  copy  of  thought-compelling  interest 
ill  which  the  selling  points  were  attractive- 
ly developed.  The  ability  thus  manifested 
by  him  naturally  led  to  his  advancement 
with  the  company  to  the  office  of  business 
manager,  in  which  capacity  his  talents 
came  to  l.>e  more  full.y  recognized  as  a  force 
not  only  in  the  publishing  company  itself 
and  among  his  associat«*s  in  business,  but 
particularly  with  advertisers  offering  serv- 
ice or  equipment,  or  both,  for  sale.  His 
experience  has  also  covered  the  solicitation 
of  advertising  In  the  field  as  a  member  of 
the    McGraw-Hill   sales    forces. 


BUS 

TRANSPORTATION 

New  York,  October,   1923 


'^^:i!^i 


■9 


Buses  Replace  Electric  Uailway  System 

Ten  Miles  of  Track  Torn  Up  and  Streets  Repaved  in  Everett,  Wash. — 

Real  Estate  \'alues  Incn-ased  and  (Jreater  Building 

Activity  Along  Bus  Route 


THE  city  of  Everett;  Wash., 
has  partly  substituted  buses  for 
the  local  street  car  system  and 
likes  the  new  plan!  This  does  not 
indicate,  by  any  means,  that  the  same 
substitution  should  be  made  in  other 
cities,  but  it  has  shown  that  real 
estate  values  and  building  activity  do 
not  necessarily  drop  off  when  the 
electric  railway  service  is  discon- 
tinued and  the  tracks  removed. 

The  same  company  operates  the 
buses  that  formerly  operated  the 
street  car  system,  so  there  was  no 
question  about  confidence  in  the  new 
management.  The  buses  were  intro- 
duced by  degrees;  two  were  first 
tried  and  when  patrons  had  learned 
to  like  them,  more  were  put  on  until 
seventeen  are  now  in  service.  Finally 
the  elements  gave  the  buses  an 
opportunity  to  "make  a  hit"  with  the 
public.  Last  February,  soon  after 
the  new  service  was  started,  an  un- 
usually heavj'  snowstorm  left  the  city 
stormbound.  Street  car  service  wa.*; 
out  of  the  question,  but  the  buses  ra». 
which  was  a  final  stroke  in  winning 
the  approval  of  the  people  of  the  city 
as  a  whole. 

With  popular  favor  aligned  with 
the  new  form  of  transportation  and 
when  it  was  found  that  the  service 
(with  the  same  number  of  car-hours) 
was  as  good  or  a  little  better  than 
formerly,  owing  to  the  greater  flexi- 
Ijility  of  a  system  not  confined  to 
single  track,  building  activity  in 
the  residential  districts  affected  in- 
creased. 

Favor  for  the  new  type  of  convey- 
ance extended  also  to  the  city  ad- 
ministration. The  police  department 
has  reserved  and  marked  "Bus  Park- 
ing Zone"  along  the  curb  in  congested 
districts,  or  whenever  this  has  been 
necessary  to  insure  a  clear  space  so 
that  the  buses  can  come  to  the  side- 
walk to  discharge  or  take  on  pas- 
sengers. 


Everett  is  a  city  of  30,000  popula- 
tion. It  lies  on  the  shore  of  Puget 
Sound  some  30  miles  north  of  Seattle. 
The  idea  of  serving  the  entire  city 
with  a  bus  system  began  to  take 
definite  shape  when  the  traction  com- 
pany was  confronted  with  a  paving 
program  of  prohibitive  cost.    To  keep 


schedule  to  compete  with  the  fifteen- 
minute  service  offered  by  jitneys. 
The  jitneys  were  then  put  out  of 
business.  Frequent  service  with 
small  units  such  as  the  Birneys  wa.s 
found  to  be  the  only  way  the  traffic 
could  be  handled,  jitneys  or  no  jit- 
neys; distances  in  Everett  are  not 


The  midtown  transfer  point  is  at  Hewitt  and  Colby  Avenues,  which  are  100  ft. 

wide.    No  parking  signs  on  stands  on  the  20-ft.  sidewalks  keep 

the  curb  space  clear  for  bus  passengers 


up  and  reconstruct  the  paving  along 
its  track,  as  required  by  law,  an  ex- 
penditure of  $400,000  was  in  pros- 
pect, of  which  $100,000  would  have 
been  an  immediate  outlay.  The  com- 
pany had  already  done  everything  it 
could  to  cut  operating  costs  and  in- 
crease the  net,  but  it  was  still  dan- 
gerously near  the  red  on  the  balance 
sheet. 

Among  the  economies  was  the  Bir- 
ney  one-man  trolley  cars.  These  came 
into  vogue  when  it  was  necessary  to 
cut   the   original   half-hourly   trolley 


great,  and  climatic  conditions  are  un- 
usually conducive  to  walking.  If  the 
headway  is  much  greater  than  ten 
minutes  a  considerable  percentage  of 
prospective  passengers  walk  or  use 
their  automobiles. 

The  Birney  cars  also  paved  the  way 
for  the  bus  by  developing  some  of  the 
fundamentals,  under  Everett  condi- 
tions, as  to  the  largest  car  practicable 
to  operate  with  a  good  load  factor 
and  still  keep  to  the  one-man  unit. 
The  Birneys  seat  thirty-three  pas- 
sengers.     Buses    of    practically    the 


460 


BUS 

TRWSPORTATION 


Vol.2,  No.lO 


same  size  (seating  twenty-nine  and 
with  standing-  room  in  the  same 
ratio)  would  afford  much  the  same 
service  as  the  Birneys  and  would 
have  certain  advantages,  one  of  which 
was  freedom  from  the  unbearable 
paving  burden.  All  the  streets  under 
consideration  were  paved — a  condi- 
tion that  favored  the  bus  while  put- 
ting a  heavy  burden  on  the  electric 
railway. 

An  important  advantage  of  the 
bus  not  wholly  appreciated  until  the 
new  vehicles  were  in  service  is  that 
trippers  (extra  cars)  can  be  put  on 
for  the  rush  hours  without  affecting 
the  schedule  of  the  regular  cars,  as 
would  be  the  case  of  a  single-track 
railway.    Again,  a  loop  route  can  be 


Council.  According  to  this  ordinance, 
each  "trackless  trolley  or  other  motor 
propelled"  vehicle  is  subject  to  a  fee 
of  $25  a  year.  This  amount  is  com- 
pensation for  the  right  to  operate 
on  the  streets  and  avenues.  The 
vehicles  used  must  be  "so  constructed 
as  not  to  be  injurious  to  persons, 
traffic,  property  or  streets."  And  the 
franchise  runs  until  Dec.  3,  1950,  or 
about  twenty-eight  years. 

When  it  comes  to  fighting  snow, 
the  bus  service  will  doubtless  cope 
with  it  better  than  did  the  railway 
system.  Bad  snow  conditions  are 
rare  in  Everett,  so  that  the  electric 
railway  had  never  been  able  to  afford 
equipment  expressly  for  use  in  clear- 
ing tracks. 


Colby  line  bus  discharging  passengers  at  curb  at  Hewitt  and  Colby  Avenues 


traversed  in  opposite  directions,  thus 
improving  the  service  without  the 
delays  often  found  at  scheduled  meet- 
ing points,  as  would  be  required  on 
a  single-track  railway.  These  and 
other  factors  made  possible  a  better 
.service  with  buses  under  Everett  con- 
ditions with  the  same  number  of 
man-hours  and  car-hours  that  were 
used  on  the  railway  system. 

Service  was  started  on  Dec.  1  last, 
under  an  agreement  with  the  City 
Council  that  the  company  would  oper- 
ate for  a  reasonable  experimental 
period  on  a  5-cent  fare,  and  that  the 
whole  question  would  then  come  up 
for  review  and  readjustment.  The 
full  complement  of  fourteen  buses 
was  not  in  use  until  June  20.  Mean- 
time the  removal  of  abandoned  track 
had  been  under  way  and  by  Aug.  25 
the  last  of  the  10  miles  of  track  was 
removed  and  the  paving  restored. 

The  company's  operation  of  buses 
is  authorized  by  an  ordinance  passed 
on  Aug.  15,  1922,  by  the  Everetl  City 


The  snow-fighting  equipment  used 
for  the  bus  lines,  on  the  other  hand, 
consisted  of  a  tractor  pulling  an 
ordinary  road  scraper.  This,  with 
chains  for  the  bus  tires  and  a  sand 
wagon,  proved  satisfactory  during 
the  heavy  snow  of  last  February. 
Dual  tires  were  found  not  to  slip 
badly  on  ice.  The  sanding  was  done 
principally  on  icy  streets  at  ap- 
proaches to  intersections  where  buses 
were  slowed  up  or  stopped.  Keep- 
ing streets  open  in  this  way  made  a 
good  impression,  particularly  on  the 
owners  of  private  automobiles. 

The  equipment  used  in  the  city 
service  consists  of  the  follow- 
ing :  Eleven  twenty-nine-passenger 
Fageols,  bodies  factory  built;  four 
twenty-five  passenger  Model  50  White 
chassis,  with  Everett-built  bodies; 
two  nineteen-passenger  Model  15-30 
White  chassis,  with  Everett-built 
bodies.  Of  these  about  fourteen  are 
required  to  maintain  the  schedule 
and  three  held  in  reserve,  to  replace 


vehicles  in  the  repair  or  paint  shop. 
The  bodies  now  being  built  by  the 
traction  company  show  considerable 
change,  compared  with  the  first 
bodies.  Headroom  has  been  increased, 
and  minor  details  improved.  Basic 
construction  elements  are  now  much 
the  same  as  in  the  Birney  cars;  the 
ceiling  is  i-in.  spruce  ribs  covered 
with  a  cotton  padding  and  a  canvas 
top.  Body  ribs  are  made  of  steel 
T-iron  (one  piece).  In  the  small  size 
required  these  weigh  no  more  than 
wood  ribs.  The  body  sheathing  is 
likewise  made  of  steel  instead  of 
aluminum.  It  was  feared  at  first 
that  rumbling  might  develop  with 
this  sheathing,  but  nothing  of  the 
sort  has  happened. 

The  aisle  covering  in  the  first 
bodies  was  edged  leather.  Now  a 
fabric  made  locally  from  old  tire 
casings  is  used.  It  wears  better,  is 
lighter,  will  not  slip  and  costs  50 
cents  per  square  foot,  or  about  one- 
third  the  cost  of  the  other  type. 

Pneumatic  Tires  Favored 

When  the  first  buses  were  ordered 
it  was  believed  that  only  about 
10,000-mile  life  could  be  expected 
from  pneumatic  tires.  They  were 
equipped  therefore  with  cushion 
tires.  After  some  service  these  be- 
came rough,  giving  an  effect  like  a 
many-sided  flat  wheel  on  a  street  car 
and  causing  excessive  vibration. 
Even  with  careful  turning  the  condi- 
tion could  not  be  kept  up  to  standard. 

By  this  time  the  company  had 
some  remarkable  records  with  pneu- 
matic tires  on  interurban  stage  runs. 
On  the  strength  of  this,  all  city  buses 
were  equipped  with  pneumatic  tires. 
That  these  will  be  satisfactory  is 
believed  to  be  assured  by  the  in- 
creasingly good  mileage  shown  on  the 
stages  operating  out  of  Everett. 
Tires  there  are  averaging  30,000^ 
miles,  with  instances  of  60,000-mile 
service.  The  treads  do  not  wear  out, 
failure  practically  always  coming 
from  blow-outs  in  the  side  walls. 

City  buses  use  dual  tires  on  the 
rear,  of  sizes  from  34  x  5  for  the  light 
buses  to  36  x  6  for  the  larger  equip- 
ment. Standard  pressure  for  all 
tires  is  95  lb.  per  square  inch. 

Extension  Valve  Stem  for 
Dual  Tiees 

On  the  buses  in  city  service  the 
valve  on  the  inner  tire  is  made  acces- 
sible by  an  extension  stem  brought 
through  an  opening  in  the  outer  disk 
wheel.  A  i-in.  elbow  is  screwed  onto 
the  standard  valve.  Into  this  elbow 
is  screwed  a  3-in  nipple,  and  this  in 


October,1923 


bus 

IRANSHOKTATION 


461 


turn  connects  with  a  second  valve 
stem  by  means  of  a  standard  coupling'. 
The  valve  proper  is  removed  from  ttie 
stem  that  actually  fits  into  the  tire 
and  is  used  instead  in  the  second 
valve  stem  on  the  outer  end  of  the 
extension,  thus  making  the  control 
easily  accessible.  When  the  assembly 
is  made  the  joints  are  "shellacked" 
on,  instead  of  being  soldered.  Of 
course  the  e.xtension  stem  has  to  be 
taken  off  when  a  tire  is  removed,  but 
in  this  service  changes  are  usually 
made  in  the  shop.  Where  a  shoe  has 
to  be  changed  on  the  road  the  stand- 
ard valve  stem  can  be  used  until  the 
bus  is  again  in  the  shop. 

On  all  the  Fageol  city  buses  West- 
inghouse  air  brakes  were  supplied. 
Until  recently  factory  experts  have 
been  on  the  job  adapting  the  equip- 
ment to  the  service,  and  many  im- 
portant changes  have  been  made. 
Improvement  has  been  constant  !> 
toward  heavier  parts  and  about  100 
lb.  has  been  added  to  the  original 
weight  of  each  brake  installation. 
Steel  shoes  have  replaced  the  alumi- 
num shoes.  The  inside  of  the  reser- 
voirs has  been  enameled  on  account 
of  the  corrosive  action  of  certain 
gases. 

The  steel  brake  bands  now  used 
are  estimated  to  give  a  service  of 
40,000  to  50,000  miles,  thus  requiring 
renewal,  say,  once  a  year,  while  the 
fabric  bands  of  the  ordinary  bu.< 
would  require  renewal,  say,  once  a 
month.  The  steel  shoes  are  estimated 
to  give  20,000  to  25,000  miles  of  serv- 
ice, or  renewal  twice  a  year. 

Of  the  local  electric  railway  sys- 
tem there  still  remains  one  5-mile 
line.  This  extends  from  an  indus- 
trial center  north  of  Everett  through 
the  city  to  another  industrial  center 
to  the  south.  Service  is  maintained 
by  nine  Birney  cars,  of  which  six  are 
used  for  normal  service.  This  line 
has  been  kept  on  rails  because : 

1.  The  track  has  been  constructed 
recently,  and  it  was  not  desired  to  write 
off  this  large  investment. 

2.  The  track  has  80-lb.  rail  and  is  in 
good  condition. 

3.  Owing  to  the  rush-hour  travel  to 
and  from  the  industrial  plants,  traffic 
conditions  are  not  well  adapted  to  bus 
service.  At  the  outset  there  would  have 
been  a  considerable  investment  for 
equipment  needed  to  serve  the  peaks, 
but  which  would  lie  idle  the  rest  of 
the  day. 

4.  The  route  traversed  by  this  line  is 
not  paved  at  either  end. 

Transportation  service  is  con- 
ducted by  the  Puget  Sound  Inter- 
national Railway  &  Power  Company, 
of  which  George  Newell  is  manager 
and  H.  W.  Grant  is  superintendent. 


Decliiiiiijj;  Patronage  Leads  to 
Bus  Ojieration 

Bus  and  Trolley  Run  Alternately  by  Con- 
necticut Interurban  System  —  Expre.ss 
Service    Tried,    l)ut    Local    Riders   Object 


FUOM  New  London,  Conn.,  five 
modern  buses  are  now  operated 
by  the  Groton  &  Stonington 
Traction  Company.  This  company, 
with  its  associate  and  former  holding 
company,  the  Shore  Line  Electric 
Railway,  has  had  the  experience  of 
many  interurban  electric  properties. 
In  recent  years  improved  highways 
have  been  built  paralleling  the  elec- 
tric lines,  and  the  patronage  has  been 


over  the  Thames  River,  and  is  opened 
so  frequently  as  to  cause  serious  in- 
terruptions to  service.  At  least  it  did 
in  the  old  days  when  the  trolleys 
tried  to  keep  to  a  fifteen-minute 
headway.  Many  trips  would  be  lo.st 
altogether,  and  the  electrics  seemed 
to  spend  most  of  their  time  waiting 
on  the  drawbridge. 

The  combined  bus  and  trolley  sys- 
tem is  now  run  on  a  thirty-minute 


One  of  the  Fageol  buses  used  in  intercity  service  by  the  Groton  &  Stonington 

Traction  Company 


limited,  even  showing  a  gradual  fall- 
ing off. 

To  offset  the  competition  of  the 
private  automobile  one  White  Model 
50  and  four  Fageols,  all  fitted  with 
street-car  tj-pe  bodies,  have  been  put 
in  service  out  of  New  London.  Two  of 
these  run  12  miles  eastward  to  Mystic, 
while  the  others  run  along  the  shore 
to  the  west,  on  6-mile  routes  to 
Golden  Spur  and  Eastern  Point.  The 
fifth  bus  is  held  as  a  spare.  Most  of 
these  vehicles  have  been  in  service 
only  since  June  1.  During  this 
period  the  change-off  has  averaged 
less  than  one  in  5,000  miles  of  oper- 
ation, on  a  schedule  calling  for  250, 
200,  180  and  150  miles  a  day  for  the 
four  buses  in  regular  service. 

On  the  Mystic  line  particularly  the 
high  overhead  costs  of  the  trolley 
were  felt.  These  were  really  "stand- 
ing" charges  as  the  English  call 
them,  because  of  a  drawbridge  just 
outside   New   London.     This   passes 


headway,  with  much  better  over-all 
economy.  But  some  experimenting 
was  conducted  before  the  present 
schedule  was  adopted. 

E.XPERIMENTING  WITH  SCHEDUUtS 

At  first  the  Groton  &  Stonington 
Company  planned  a  de  luxe  bus  serv- 
ice. New  London  to  Mystic.  Trolleys 
would  lea%'e  on  the  hour,  and  bu.ses  on 
the  half  hour.  Fares  were  to  be  35 
cents  on  the  trolley  and  50  cents  on 
the  bus,  but  the  latter  was  to  run 
express  through  to  the  end  of  the 
route  in  Mystic.  On  this  basis  the 
bus  running  time  was  thirty-five 
minutes,  as  against  fifty-five  on  the 
trolleys. 

Starting  on  May  23  two  of  the 
Fageol  buses  were  run  "express,"  but 
after  six  weeks  the  through  business 
proved  insufficient  to  warrant  such  a 
service. 

Local  riders,  to  the  towns  of 
Groton,    Poquonoc    and    Noank.   ob- 


462 


BUS 

7R\NSP0RTAT10N 


October,1923 


jected  to  the  new  arrangement.  They 
were  deprived  of  their  half-hour 
service.  The  through  riders  also 
were  dissatisfied.  They  were  given 
half-hour  service,  but  with  a  string 
to  it.  What  was  the  saving  in  time 
of  twenty  minutes,  as  compared  with 
the  15  cents  extra  fare  exacted  on 
the  bus?  People  even  argued:  If 
we  let  the  company  get  away  with 
this,  some  day  the  trolleys  will  be 
gone  and  we  will  have  only  the  buses, 
at  an  increased  fare. 

One  fine  morning  in  June  all  these 
objections  came  to  a  head.  On  that 
morning  a  bundle  was  found  on  the 
company's  front  door  steps.  In  it 
was  a  petition,  duly  signed  and 
countersigned.  Let  the  half-hour 
trolley  sei-vice  be  restored,  was  the 
important  thing  in  the  petition.  And 
it   came   from   the   selectmen   ruling 


rooms,  and  cloclc  dials  that  are  set  to 
show  the  leaving  time  of  the  next  bus 
on  each  route.  Lunches  are  served, 
and  candies,  sodas  and  cigars  are 
sold.  Each  bus  operator  pays  a  small 
monthly  rental  for  the  use  of  the  sta- 
tion and  for  telephone  privileges. 

Zone  Fare  Collection 

Considering  that  amounts  from  5 
up  to  35  cents  must  be  collected,  what 
seems  to  be  a  simple  method  of  col- 
lecting fares  has  been  developed. 
Johnson  fare  boxes  that  take  up  to 
and  including  25-cent  pieces  are  used. 
On  the  Mystic  line  advantage  is 
taken  of  the  fact  that  most  of  the 
passengers  are  bound  either  for 
Groton,  a  5-cent  fare  point,  or  to  the 
end  of  the  line,  for  which  35  cents  is 
charged.  Between  there  are  a  num- 
ber of  5-cent  zones.    This  situation 


In  front  of  the  Neiv  London  Union  Bus  Terminal.     Vehicles 
space  assigned  by  the  city 


are  shoivn  in  the 


the  various  towns  along  the  Mystic 
route ! 

Half-hour  service  was  restored. 
Not  half-hour  trolley  service,  how- 
ever. The  two  forms  of  transporta- 
tion are  run  alternately.  In  the 
morning  the  first  trolley  leaves  New 
London  at  6.05,  then  the  first  bus  at 
6.45,  another  trolley  at  7.15,  another 
bus  at  7.45,  and  so  on  trolley  and  bus 
alternately  through  the  day.  The 
running  times  and  fares  are  the  same 
on  bus  and  trolley. 

Bus  Terminal  Opposite  Railroad 
Station 

Unusually  good  terminal  facilities 
are  available  in  New  London.  The 
city  has  provided  a  space  directly  op- 
posite the  New  York,  New  Haven  & 
Hartford  Railroad  station,  where  the 
buses  can  park,  as  well  as  load  and 
unload.  This  is  used  by  all  the  buses 
entering  the  city. 

The  owner  of  a  store  facing  the 
bus  stand  has  turned  it  into  a  union 
bus  station.  This  contains  settees 
for     about     forty     people,     comfort 


has  led  to  the  following  method  of 
fare  collection :  At  New  London  all 
passengers  deposit  a  nickel  in  the 
farebox,  and  the  balance  on  leaving 
the  bus  if  they  go  beyond  the  first 
zone.  Going  the  other  way  passen- 
gers pay  the  full  fare,  less  a  nickel, 
if  they  are  going  to  the  last  or  New 
London  zone.  Then  when  leaving  the 
bus  in  New  London  all  deposit  a 
nickel.  As  the  intermediate-zone 
business  is  small,  the  operator  can 
keep  a  fairly  good  check  on  his  pas- 
sengers without  the  aid  of  a  com- 
plicated ticket  or  receipt  system. 

The  fare  collection  is  simplified  on 
the  two  other  lines,  to  Golden  Spur 
and  Eastern  Point.  These  have  a 
20-cent  fare,  and  two  10-cent  zones. 
The  pay-enter  and  pay-leave  plan  is 
followed;  that  is,  all  passengers  de- 
posit a  dime  as  they  enter,  and  if 
they  travel  through  two  zones  a  dime 
when  they  get  off. 

Operators  are  paid  $5  a  day,  for  an 
average  run  of  ten  hours  fifteen  min- 
utes. Overtime  is  counted  as  time  and 
a  half,  unless  it  occurs  before  the  end 


of  a  regular  run.  The  pay  is  practi- 
cally the  same  as  on  the  trolleys, 
where  the  men  get  50  to  55  cents  an 
hour,  and  5  cents  more  for  one-man 
car  operation. 

Seven  operators  are  employed  on 
the  buses.  Five  of  these  are  former 
platform  men,  motormen  or  conduc- 
tors; the  other  two  were  truck  driv- 
ers, who  were  accustomed  to  make 
all  minor  repairs  on  their  vehicles 
and  to  work  long  hours  without  over- 
time. These  men  have  proved  par- 
ticularly satisfactory,  the  bus  work 
seeming  very  attractive  to  them. 

The  former  trolley  men  are  in- 
clined to  feel  that  the  bus  work  is 
harder.  Most  of  them  applied  for  it 
in  order  to  get  better  working  condi- 
tions. They  either  had  a  night  run 
on  the  trolley  or  no  run  at  all.  After 
picking  a  bus  run  they  are  not  per- 
mitted to  choose  a  trolley  run  again, 
unless  there  is  some  good  reason  for 
the  change.  They  are  then  allowed 
to  take  their  trolley  seniority,  but 
lose  their  seniority  on  the  buses. 

Neat  chauffeur  uniforms,  includ- 
ing puttees,  are  worn  by  the  opera- 
tors. The  company  advances  the 
money  for  the  uniforms,  and  a  small 
amount  is  deducted  from  the  pay  en- 
velope each  week  until  it  is  paid. 

On  the  first  bus,  a  White  50,  the 
operator  took  care  of  it  himself,  and 
was  responsible  for  lubrication, 
minor  adjustments,  and  for  keeping 
the  vehicle  clean.  When  the  fleet  was 
enlarged  the  old  power  house  was 
converted  into  a  garage,  and  the  me- 
chanical department  took  over  the 
maintenance. 

The  cost  of  operation,  in  cents  per 
mile,  to  date  is: 

Cents 

Maintenance   3.0 

Tires 4.0 

Operators    5.0 

Insurance    2.5 

Gasoline    and    oil 3,5 

Overhead    2.5 

Depreciation   6.0 

Total    26.5 

In  view  of  its  short  experience  the 
company  has  come  to  no  final  conclu- 
sion as  to  the  proper  place  of  the 
motor  bus.  One  of  its  officers  indi- 
cated to  an  editor  of  Bus  Trans- 
portation that  the  riding  public 
seemed  well  pleased  with  the  bus, 
and  would  be  satisfied  with  a  com- 
plete change-over  to  this  form  of 
transportation.  There  is  a  strong 
proliability,  he  felt,  that  in  the  near 
future  the  bus  will  supplant  the  trol- 
ley, at  least  on  interurhan  lines 
paralleling  the  improved  highways 
and  on  which  the  trafiiic  is  limited  or 
even  decreasing. 


October,  1923 


BUS 

TRANSPORTATKJN 


463 


Bu8  Operalioii 
Well  Starteil  in  Louisville 

Local  Traction  ConipaiiN,  Thr<iui;h  Suhsidiary,  Runn  Two 
Hus  Linos — I'ari's  Aro  HiuluT  than  on  Street  Cars — 
l)ri\iTs  SeU'clcd  Ironi  Molnrnu-n  and  Conductors  Shop 
lUiildinK  of  l{aii\Nay  Companj   'I'ransformcd   into  (iarai^c 


BEHIND  bus  operation  in 
Louisville  is  the  belief  that 
this  kind  of  transportation  is 
destined  to  become  an  essential  aux- 
iliar>'  to  city  electric  rail  transporta- 
tion. Actuated  by  this  belief,  and 
preferring  to  have  the  buses  under 
its  own  direction  rather  than  as  com- 
petitors, officials  of  the  Louisville 
Railway  organized  the  Kentucky 
Carriers,  Inc.,  a  few  months  ago. 
The  latter,  therefore,  is  a  subsidiary 
formed  to  maintain  and  operate 
buses.  It  is  capitalized  at  $200,000, 
with  all  of  its  capital  stock  held  by 
the  Louisville  Railway.  The  presi- 
dent of  the  street  railway  company, 
J.  P.  Barnes,  is  also  president  of  the 
bus  company. 

Kentucky  Carriers,  Inc.,  is  now 
operating  two  bus  lines  on  regular 
schedules.  Both  of  these  have  their 
downtown  terminal  at  Third  and 
Market  Streets,  in  the  center  of 
Louisville.  Bus  service  has  already 
proved  very  popular,  and  it  is  hoped 


the  business  will  soon  be  on  a  pay- 
ing basis. 

On  the  first  route,  which  was 
started  on  June  24,  six  buses  were 
put  in  service.  From  Market  Street 
this  leads  south  on  Third  to  Shipp 
Street,  a  distance  of  2.65  miles.  The 
headway  at  first  was  ten  minutes, 
but  the  route  was  soon  extended  to 
Beechmont,  a  suburb  of  Louisville, 
5.35  miles  from  the  downtown  ter- 
minal. The  headway  was  then  in- 
creased to  twelve,  fifteen  and  twenty 
minutes,  more  frequent  service  being 
given  during  the  hours  of  the  day 
when  it  is  required. 

The  Third  Street  route  is  free  of 
car  tracks,  but  on  Second  and  Fourth 
Streets  there  are  street  railway  lines. 
The  bus  fare  is  10  cents,  however,  as 


Plan  i'ieiv  of  Kentucky  Carriers' 
garage.  Here  are  accommoda- 
tions for  the  twelve  single-deck- 
ers and  twelve  do^ible-deckers 
tvhich  will  form  the  installation 


compaied  with  7  centa  ca«h  fare  on 
the  electric  system. 

On  the  second  route,  where  .six 
more  buses  were  installed  on  July  22, 
the  buses  follow  Third  Street  down 
to  Breckenridge,  and  then  run  east 
to  Cherokee  Road,  afterward  skirt- 
ing Cherokee  Park.  The  length  of 
this  route  is  5  miles,  and  its  ea.stern 
terminus  is  some  five  blocks  away 
from  an  electric  car  line. 

With  experience  in  bus  operation 
acquired,  it  has  been  found  nece.ssary 
to  change  routes  and  schedules  some- 
what. There  has  been  a  demand, 
also,  for  special  service.  For  exam- 
ple, extra  buses  have  been  run  to 
Parkway  Field,  which  is  Louisville's 
chief  baseball  park,  four  blocks  from 
Third  and  Shipp  Streets. 

As  has  been  mentioned  before, 
twelve  buses  are  now  serving  the  two 
routes,  and  twelve  others  have  been 
ordered.  Those  in  operation  are  of 
the  single-deck  type.  Model  50  White 
chassis,    with    Bender    bodv.      The 


K. /p^^  A, '..Eddy  _■&+:. 


■■^fc— <VJV*-J»wj>rp 


'Beaver  Boarc/ 
inside 


-Fire  Hose 


All  columns  to 
have  »fhee/ guards ' 


Pool  Table 

1         Men-s  Rest 

] I       Room 

.U'nil' 


H  represents  j  in.  »aititx>se. 

L  represents  90-v«jtt  lamps, 
shaded  at  3- ft  t>eight  to  give 
urKter-body  illumination, 
nhile  mishinQ. 

■  Z'x^'Studs armed witt>Bewier Hoard  [*- 
A  ?v. 


-1  Office 
I  IS'-e'xW 


-16'— -A 

I 

X 

A 

'6asoline  Pump 


Draners  mittt  cupboards      • 

1'"^*''  ^-  ■  Sliding  Doors 


.•Ffrethse 


Hr— ' 


-jiry- 


Air  tmse  located  at 
columns  marked  A 


Rrfvjir  R^. 


W' 


Bencti 
Repair  Pit 

ItCyxrete 
I  Coping 

=    AViVw  for  . 
etitra  pa^s 


<  ...IS'.-~i 

Tool       « 
Room 


■16- 


UP-J- 

H'i" 
Air 


>.  rf    Air  i 

Mock  Rf^*"^        [ 


Shower- 


Door  rephced  by  windowi 
wooden  panel  befow 


Tmo  undergrvund  fankA; 
capacity.  S50galhn$  each 


■•■  Sliding  Doors     ^"^^  ^^*^ 


% 


464 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


Twelve  of  these  25-passenger  buses  are  now  serving  in  Louisville 


ones  yet  to  be  delivered  will  be 
double-deckers,  and  are  being  built 
by  the  Yellow  Coach  Manufacturing 
Company,  Chicago. 

The  single-deck  buses  seat  twenty- 
five  passengers.  Budd  Michelin 
wheels  are  used  with  36  x  6-in.  Good- 
year tires,  single  in  front  and  dual 
rear.  The  electrical  equipment  in- 
cludes an  extra  size  300-watt  gen- 
erator  and    an   Exide    120   amp.-hr. 


battery.  These  were  required  be- 
cause the  buses  contain  a  large  num- 
ber of  dome  lamps  for  interior 
illumination,  and,  in  addition,  two 
headlights,  two  marker  lights,  both 

Operating       and       maintenance 

forms  used  in  Lo^iisville 

At  top,  montlily  and  daily  records  for 
gasoline  and  oil.  Second  row,  individual 
tire  record  and  tire  "off  and  on"  form.  Bot- 
tom, i-epajr  instruction  form  and  card  show- 
ing   woi'k    perfoi'med    and    materials    used. 


front  and  rear,  one  tail-light,  one 
rear  stop  light  and  one  fare  box 
light.  Johnson  Type  "D"  fare  boxes 
are  used,  the  10-cent  fare  being  col- 
lected as  the  passengers  enter. 

Outside  the  buses  are  painted 
royal  blue  with  yellow  wheels  and  a 
yellow  horizontal  stripe  running 
around  them,  on  which  the  lettering 
is  in  royal  blue.  Inside  the  finish  is 
dark  mahogany  with  white  ceilings. 
The  upholstering  is  of  real  leather. 

Plenty  of  space  for  the  rolling 
stock  is  found  in  a  building  used  for 
shop  purposes  by  the  Louisville  Rail- 
way. This  had  just  recently  been 
rented  for  a  garage,  but  to  make 
sure  that  the  facilities  were  suitable, 
there  were  added  accommodations 
for  the  bus  drivers,  a  repair  pit,  an 
air  compressor,  facilities  for  wash- 
ing the  vehicles,  and  equipment  for 
storage  of  gasoline  and  tools.  All 
this  is  on  one  floor,  as  shown  in  the 
accompanying  plan.  The  repair  room 
and  tool  storage  are  placed  at  the 
rear,  with  lockers  and  rest  room  for 
the  men,  office  accommodations  and 
wash  racks  at  the  front  of  the  build- 
ing. At  the  corners  of  each  of  the 
two  wash  racks  are  placed  90-watt 
lamps  3  ft.  above  the  floor  and 
shaded  so  as  to  give  underbody 
illumination  during  the  washing. 


TcaTno  ICftC-NO.  1^  . 

pfts    oil-  M* 


October,  1923 


BUS 

IRANStSJKlMION 


465 


The  bus  drivers,  who  are  neatly 
uniformed,  as  shown  in  the  photo- 
graph, are  recruited  from  the  motor- 
men  and  conductors  of  the  Louisville 
Railway.  Notices  were  posted  offer- 
ing the  bus  positions  to  the  men  who 
had  had  good  operating  records  and 
also  who  had  had  previous  experience 
driving  automobiles.  So  popular  was 
the  offer  that  applications  were  re- 
ceived from  three  times  as  many  men 
as  were  required.  Bus  drivers  were 
offered  5  cents  an  hour  more  than  the 
amount  received  by  city  motormen 
and  conductors  on  two-men  cars. 

Samples  of  the  forms  used  in  keep- 
ing tabs  on  the  cost  of  operation  and 
maintenance  are  shown  here.  It  will 
be  noticed  that  careful  record  is  kept 
of  tire  life  and  of  gasoline  and  oil 


90  lb 


figures  iifnott  afrpmsun 
in  tires 


100  lb. 


Spareu 

wbyL 


f77f7777m                   RIGHT                     too  lb. 
901b 
Inflate  tires  Sib  /nore  ttian  mclicateol. 
Irxspect  jAtf/y  for  pressure  am^  repairs. 


Instruction  sheet  for  inflating  tires 

consumption,  and  also  of  the  time 
used  in  repair  work  for  the  various 
vehicles. 

From  these  records  are  derived 
many  of  the  figures  needed  to  carry 
on  the  main  accounting  system.  This 
is  based  on  the  uniform  system  of 
accounts  prescribed  for  electric  rail- 
ways by  the  Interstate  Commerce 
Commission.  Its  main  headings  are 
"Operating  Revenue  Accounts"  and 
"Operating  Expense  Accounts,"  the 
latter  having  the  four  divisions:  1. 
Ways  and  Structures.  2.  Mainte- 
nance of  Equipment.  3.  Conducting 
Transportation.  4.  General  and  Mis- 
cellaneous. The  third  item.  Conduct- 
ing Transportation,  is  divided  into 
Vehicle  Operation  and  Garage  Oper- 
ation. 


The   linioimine    type   (l.M.C.    linn- — n/jrintvil   hitirren    (iiundruiv   anil   Helton 


Missouri 
Intercity  Lines 
Maintain 
Quality  Service 

state  ProKrant  for  Belter  Roads 
Encourages  Suburban  Lines. 
Which  Are  Increasing  in  Number 

K\NSAS  CITY  has  taken  to  the 
intercity  motor  bus  with  en- 
thusiasm. The  growth  of  the 
suburban  bus  business  into  this 
Missouri  city  has  been  phenomenal 
in  the  past  few  months.  The  country 
in  general,  as  well  as  the  climatic 
conditions  there,  is  favorable  to 
speedy,  comfortable  and  reliable  all- 
year  service.  Intercity  lines  are  in- 
creasing in  number  and  will  increase 
more  rapidly  when  the  suburban 
highways  are  put  in  better  condition. 
The  State  of  Missouri  recently  ap- 
propriated $60,000,000  for  road  main- 
tenance, a  large  part  of  which  is  to 
be  used  in  Kansas  City  and  vicinity. 
With  the  improved  condition  of  the 
roads,  it  is  said  that  very  soon 
buses  will  be  radiating  from  the  city 
in  all  directions,  so  that  any  subur- 


ban point  can  be  reached  by  a  bus 
leaving  a  Kansas  City  terminal  on  a 
definite  schedule.  Indeed,  a  Union 
Station  has  already  been  established 
by  the  leading  bus  operators  in  the 
central  part  of  the  city.  This  ter- 
minal is  equipped  with  all  modern 
conveniences. 

From  this  terminal  operate  several 
intercity  lines.  One  of  these  is  oper- 
ated by  R.  C.  Zumwalt — a  pioneer 
bus  owner  in  Kansas  City.  Six  years 
ago  Mr.  Zumwalt  established  a  line 
from  Kansas  City  to  Grandview  and 
Belton,  a  distance  of  22  miles.  In 
the  early  days  he  used  a  seven-pas- 
senger automobile  and  made  two 
trips  daily.  Today,  a  twenty-seven- 
passenger  limousine  type  bus  on  a 
G.  M.  C.  chassis  with  a  190-in.  wheel 
base  runs  over  this  line,  in  addition 
to  a  seven-passenger  touring  car. 
The  popularity  of  the  line  is  shown 
by  a  steady  increase  in  traffic  from 
month  to  month. 

Another  successful  interurban  line 
is  operated  by  Glenn  Butler,  under 
the  name  of  the  Suburban  Stage 
Lines.  Mr.  Butler  maintains  his  own 
waiting  room  at  204  East  1.3th  Street. 
He  started  operation  in  1922  with  a 
line  to  Lee's  Summit  and  inter- 
mediate points.  He  uses  a  White 
Model  50  bus,  with  a  seating  capacity 
of  twenty-five,  and  a  202  in.  wheel- 


Type.'<  ni  huxva  \i.sed  hy  tiir  Siii}iiri)an  i>tny€  Lines.    In  the  background  is  the  commodious 

Kansas  City  waiting  room 


466 


BUS 

TRANSPORTATION 


Vol.2,  No.IO 


I  One  of  the  five  Fageol  limousine  type  buses  operated  by  the 

i  Inter  State  Stage  Line 

base,  fifteen-passenger  Packard  Twin 
Six.  Both  have  baggage  accom- 
modations in  the  rear.  Two  spare 
tires  are  carried,  one  on  each  side  of 
the  hood.  In  the  closed  center  space 
appears  the  name  of  the  line  with  a 
list  of  towns  served.  Three  more 
buses  were  recently  added,  and  a  line 
opened  up  to  Lawrence,  Topeka  and 
Leavenworth,  Kan.,  in  direct  com- 
petition most  of  the  distance  with  an 
interurban  electric  railway. 

Mr.  Butler  has  adopted  a  unique 
ticket  system.  The  ticket  is  made  in 
duplicate,  with  a  perforated  line 
through  the  center  for  folding,  thus 
bringing  the  figures,  dates  and 
destination  on  corresponding  lines. 
When  a  passenger  buys  a  ticket,  the 
(driver  punches  the  date,  fare  and 
destination.  When  the  passenger 
alights,  the  driver  takes  up  the  ticket, 
and  upon  arriving  at  the  home  sta- 
tion he  turns  in  both  stub  and  ticket, 
and  in  this  way  a  perfect  check  is 
made  on  each  trip.  Another  feature 
of  this  ticket  is  the  advertising 
carried  on  the  reverse  side.  The  sale 
of  this  space  goes  a  long  way  toward 
paying  the  cost  of  printing. 

In  June  another  bus  line  was 
started  from  Kansas  City  to  Odessa, 
40  miles  away,  by  James  Marr.    This 


Interior  of  baggage  eompart- 
tnent  on  Fageol  bus,  shock  ab- 
sorbers sticking  throvgh  floor 


line  uses  two  ten-passenger  buses 
and  makes  three  trips  daily.  The 
fare  is  $L25.  The  steam  railroad 
charges  $1.44  for  the  same  trip. 
The  growth  of  traffic  over  this  line 
has  increased  to  such  an  extent  that 
another  bus  is  soon  to  be  added. 
The  latest  intercity  bus  line  oper- 


ating out  of  Kansas  City  runs  every 
two  hours  to  Topeka,  70  miles  away. 
This  is  the  Inter  State  Stage  Line,, 
owned  by  John  Shosie  and  Joseph 
Petreske.  This  line  uses  five  twenty- 
four-passenger  Fageol  limousine  type 
buses,  each  with  a  baggage  room  in 
the  rear.  Just  in  front  of  the  bag- 
gage space  is  a  smoking  compartment 
accommodating  eight  passengers, 
separated  from  the  main  compart- 
ment by  a  glass  partition.  The  seats 
are  upholstered  with  leather,  while 
the  main  compartment  is  finished  in 
velour.  The  cars  are  sirpplied  with 
an  exhaust  heating  systenL  They 
also  are  supplied  with  the  buzzer 
signal  system,  with  which  an  Fageol 
buses  of  this  type  are  equipped.  It 
consists  of  a  heavy  doorbell  bazzer 
mounted  in  a  box  on  the  ceiling,  to- 
gether with  a  plunger  switch,  the 
shaft  of  which  projects  tlrroirgh  the 
rear  of  the  box.  A  heavy  silk  cord 
is  attached  to  the  shaft,  and  passes 
through  the  eyelet  in  the  ceiling  to 
the  rear,  bringing  it  within  reach  of 
every  passenger.  This  arrangement 
reduces  the  amount  of  electric  wiring^ 
to  the  minimum,  has  almost  nothing 
that  can  get  out  of  order,  and  keeps 
all  parts  accessible.  A  garage  ia 
maintained  by  the  company,  amd  each 
car  is  washed  and  inspected  by  an 
expert  mechanic  after  every  trip. 
In  view  of  the  service  offered,  the 
success  of  the  Inter  State  Stage  Line 
is  not  surprising. 

Kansas  City  is  justly  proud  of  the 
type  of  bus  service  in  vogue  there, 
and  with  the  construction  of  new 
and  better  roads,  it  is  anticipated 
that  the  number  of  intercity  lines 
will  still  further  increase.  Based 
on  a  policy  of  public  service,  they 
cannot  help  but  be  successful. 


Good  only  on  day  punched. 

RIDE  THE  STAGE 

Kama*  CItr— Lefli  Summit  Olvltlon 

WAITtNa    ROOMS 

■iM  E«st  18lh  Si..  K.ns«5  Clly.  Mo. 
Rexill  DruE  Store,  L«es  Summit,  Mo. 


Kansas  City,  Mo. 


Leeds,  Mo. 


—  Raytown,  Mo. 
to 

—  Knobtown,  Mo. 


Unity  Farm. 


Lees  Summit,  Mo. 


SUBURBAN  STAGE  LINES 

GLF.NN   BUTLF.K,  <;.^o    M«r, 


UNITY  INN 

9th  and  TRACY 

Should  be  your  eating  place 

in  Kansas  Gty 

Fruits  and  Vegetables  from 

Unity  Farm. 

UNITY  SCHOOL  OF  CHRISTIANITY 


UNITY  SERVICES 

Every  Sunday,  H  a.  m. 

Club  House,  Unity  Farm. 

Public  Invited 


Form  of  duplex  ticket  used  on  Suburban  Stage  Lines.    The  space  on  the 
coupon — the  passenger  stub — is  sold  for  advertising 


reverse  side  of  the  right-hand 
purposes 


October,  1923 


BUS 

1  RVNSPOKl  AI10N 


467 


Storage-Battery  Bus  in  Daiihury  Fleet 

Four   (Jasoliiu'    IJuses    Are    Also    Co-ordinated    with 
Trolleys  in  Connecticut  City  and  Neijfhborinj^  Borough 


IN  the  fall  of  1921  the  Uanbury 
&  Bethal  (Conn.)  Street  Rail- 
way Company  seemed  to  be  up 
against  it.  New  tracks  were  sadly 
needed  on  certain  parts  of  its  sys- 
tem, which  serves  the  hat-manufac- 
turing center  of  the  world  with 
nearly  25,000  people,  and  also  the 
adjoining  borough  of  Bethel,  a  sort 
of  bedroom  for  some  4,000  of  Dan- 
bury 's  overflow.  New  tracks  were 
needed,  also  track  improvements, 
also  generous  paving  assessments 
would  have  to  be  financed.  And  the 
worst  of  it  was  that  the  lines  affected 
were  a  losing  proposition  even  with 
the  old  tracks. 

So  J.  Moss  Ives,  the  receiver  of 
the  traction  company,  decided  in 
favor  of  the  bus.  Four  gasoline 
vehicles  were  installed,  and  the  track 
was  either  torn  up  or  paved  over. 
About  a  year  ago  a  storage-battery 
bus  was  bought  from  a  local  manu- 
facturer, and  this  is  now  used  for 
the  afternoon  peaks.  Its  construc- 
tion and  performance  are  described 
later  in  this  article. 

The  Danbury  buses  take  the  place 
of  two  former  short  trolley  lines  that 
served  the  western  part  of  the  city. 
Instead  of  two  short  stub-end  lines, 
however,  the  bus  route  completes  the 
circle  as  shown  on  the  map,  and  dur- 
ing rush  hours  buses  are  run  in  each 
direction  around  this  belt  line. 

The  second  line,  which  has  no  con- 
nection whatever  with  the  above 
mentioned  belt  line,  is  an  extension 
of  the  trolley  car  line  that  still  runs 
between  Danbury  and  Bethel  and 
serves  the  hill  territory  be- 
yond the  railroad  crossing  in 
the  last-named  place.  Previ- 
ous to  the  installation  of  the 
motor  bus  service  the  railway 
company  operated  a  .shuttle 
car  over  the  greater  part  of 
this  route,  as  it  never  had 
the  right  of  a  physical  track 
crossing  over  the  rails  of 
the  New  York,  New  Haven  & 
Hartford  Railroad  where 
they  cross  the  main  street  at 
Bethel. 

On  the  belt  line  in  Dan- 
bury that  serves  the  Second 
Ward,  so  called,  the  buses 
are  operated  on  a  ten-minute 


,^ 


f 


A\ 


\i    '         ^\AMDeAR*oe 

%>\  N\<    •  V      HY.N.HAH.RR. 


4 

■u 


^^^^  Bus  Line6 
• "  "  "  Bus  Lines  runs  Sunday  on\y 
in  Summer +ime 


■  Trolley  Line 

■  Railroad 


Map  of  bus  lines  and  trolley  lines  operated  in  Danbury  and  Bti 


headway  from  6  a.m.  to  9.30  a.m. 
and  from  3.10  p.m.  to  7.50  p.m. 
Otherwise  the  schedule  calls  for  a 
twenty-minute  headway.  The  last 
bus  leaves  City  Hall,  in  the  center  of 
the  city  at  11.10  p.m.  The  length 
of  this  belt  line  is  2.9  miles.  One 
gasoline  bus  was  used  on  this  line 
until  late  in  September,  when  the 
storage-battery  bus  was  put  in  serv- 
ice during  the  afternoon  peak  only. 
Previously  the  electric  vehicle  had 
served  as  a  spare  and  for  charter 
or  livery  work. 

'^he    schedule    for    the    route    in 


Bethel  calls  for  ten-minute  service 
during  the  rush  hours,  from  6 
to  9  a.m.  and  from  3  to  7  p.m.  For 
the  balance  of  the  day  and  evening 
twenty-minute  headway  is  effective. 
One  bus  is  all  that  is  needed  to  fill 
this  schedule,  which  connects  with 
the  cars  for  Danbury.  During  the 
ten-minute  ser\'ice.  though,  due  to  the 
heavy  grades  on  the  route,  which  are 
approximately  4  per  cent,  the  bus  has 
all  it  can  do  to  make  the  schedule. 

The  fares  on  the  bus  lines  are  the 
same  as  on  the  trolleys,  namely,  10 
cents   cash   or  25   tickets   for  $2.00. 


The  garage  has  been  built  alongside  the  carhouse 


468 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


The  tickets,  however,  are  sold  only  at 
the  company's  office  and  a  few  stores 
in  Danbury  and  Bethel.  As  a  result 
the  largest  proportion  of  revenue 
fares  are  paid  in  cash.  Free  trans- 
fers are  interchanged  between  the 
cars  and  buses. 

The  Danbury  Belt  Line  eal-ns  an 
average  of  about  $30  per  day  and 
handles  from  400  to  500  passengers, 
40  per  cent  of  which  are  transfer 
passengers,  while  on  the  Bethel  ex- 
tension the  traffic  will  not  exceed  300, 


cases  cinders  have  been^  laid  to  dry 
up  the  mud  and  fill  the  ruts. 

All  bus  repairs  are  made  in  the 
company's  railway  shops  at  the  car- 
house,  where  a  shed  has  been  built 
along  one  side  for  a  garage,  as  shown 
in  the  accompanying  illustration. 

Battery  Forms  Motive  Power 

The  chassis  for  the  storage-bat- 
tery bus  was  made  by  the  Lansden 
Company,  Inc.,  of  Danbury.  It  is 
of  the  chain-drive  type  with  battery 


This  electric  vehicle  has  a  speed  of  12  m.p.h.  and  goes  J,0  miles  on  a 

battery  charge 


divided  almost  equally  between  cash 
and  transfer  passengers. 

In  addition  to  the  storage-battery 
vehicle,  the  company  owns  four 
buses,  three  Grahams  and  one  Reo. 
All  vehicles  have  Paterson  wooden 
bodies.  Longitudinal  seats  are  used 
exclusively  in  four  buses,  one  of 
which  seats  thirteen  and  the  others 
fourteen  passengers.  One  Graham 
bus  has  transverse  seats,  covered 
with  rattan,  and  seats  sixteen  pas- 
sengers. This  bus  is  used  almost 
entirely  on  the  Danbury  Belt  Line 
during  the  hours  of  twenty-minute 
service.  All  buses  use  pneumatic 
tires.  The  Reo  has  34x4J  all  round 
while  the  Grahams  have  36x6  on 
the  rear  and  35x5  on  the  front. 
The  average  life  of  tires  is  9,000 
miles,  while  the  highest  mileage 
so  far  secured  is  13,000.  This  is 
considered  good  pe  foimance  consid- 
ering the  fact  that  the  roads  are  not 
hard  surfaced  throughout.  Espe- 
cially is  this  true  on  the  back  part  of 
the  Danbury  Belt  Line,  where  the 
roads  are  all  unimproved.     In  some 


cariied  in  a  cradle  under  the  body. 
The  wheelbase  of  the  Lansden  1-ton 
chassis  was  lengthened  from  108  to 
132  in.  Front  and  rear  axles  are 
of  Lansden  design  and  manufacture. 
Tires  are  pneumatic,  34x5  front  and 
36x6  rear. 

A  forty-four  cell  Philadelphia 
battery  furnishes  power  to  drive  a 
General  Electric  60-volt  electric 
motor.  This  is  geared  to  a  counter- 
shaft, which  in  turn  drives  by  chains 


Danbury  Bus  Operations — Jan.  1,  192.3 
to  June  1,  192.3 

Per  Bus-Mile 
(Cents) 
Transportation    revenue 26.5 

Miiintonance    3.83 

Tires   IS 

Depreciation    3.0 

Wages  of  operators 7.68 

Otlier  conducting   transporta- 
tion expenses    4-83 

General     expenses,     including 

injuries,  damages.insurance.  .'i.2S 

24.09 

Net   operating  revenue 2.41 

Taxes   0.92 

Net  operating  income 1.49 

Bus-miles  operated    35,124 


the  rear  wheels.  The  battery  is  re- 
movable, so  that  one  man  with  a 
lift-truck  can  change  it  in  less  than 
five  minutes. 

Speed  control  is  by  a  handle  under 
the  steering  wheel.  The  controller 
actuated  by  this  handle  is  of  the 
continuous  torque  type,  giving  prac- 
tically smooth  starting  with  no  jolts 
or  jars.  Controller  connections  give 
four  speeds  forward  and  two  re- 
verse. The  driver  has  two  foot 
brakes,  one  on  the  rear  wheels  and 
the  other  on  the  drive  shaft.  Con- 
nected up  with  the  electrical  system 
is  an  ampere-hour  meter,  which 
shows  the  driver  the  condition  of 
the  battery  and  thus  the  mileage  to 
be  expected  before  charging  is  re- 
quired. 

Tests  indicate  that  the  bus  can 
make  12  m.p.h.  schedule  speed,  and 
can  travel  about  40  miles  on  one 
charge  of  the  battery.  On  a  trip 
over  the  belt  line  made  by  one  of 
the  editors  of  Bus  Transportation 
there  were  used  14  amp.-hr.,  accord- 
ing to  the  meter  on  the  bus.  The 
2.9-mile  route  was  covered  in  fifteen 
minutes,  no  stops  being  made  for 
passengers  or  traffic.  This  repre- 
sents a  speed  of  practically  12  m.p.h.. 
and  an  energy  consumption  of  4.8 
amp.-hr.  per  mile,  and  is  considered 
good  performance  in  view  of  the  fact 
that  the  route  is  largely  up-hill  and 
almost  half  of  it  is  dirt  road.  The 
schedule  allows  twenty  minutes  for 
the  trip,  and  five  of  them  are  being 
made  between  4.30  and  6.30  p.m., 
when  all  Danbui-y  wants  to  get  home 
at  about  the  same  time.  This  of 
course  is  well  within  the  battery 
capacity. 

Cost  of  Operation 

The  accompanying  table  gives  the 
bus-mile  costs  for  the  first  five 
months  of  the  current  year.  Wages 
of  operators  ai'e  based  on  a  rate  of 
55  cents  an  hour  for  an  average  nine- 
hour  day.  Revenue  includes  returns 
from  a  line  run  Sunday  afternoons 
during  the  summer.  On  good  days 
the  earnings  on  this  line  average 
about  $40.  It  gives  hourly  service 
from  the  City  Hall  in  Danbury  to 
Putnam  Park,  Redding,  a  distance 
of  about  6  miles.  The  fare  is  50 
cents  for  the  round  trip  with  trans- 
fer privileges. 

Charter  or  livery  business  is 
also  handled  at  a  rate  of  about  50 
cents  a  mile.  The  buses  seem  to  be 
favorites  for  trips  to  resorts  or  base- 
ball games  within  a  radius  of  25 
miles. 


October,  1923 


BUS 

1R\.NSK)H1A1K)N 


469 


Newburijfli  IJkcs  the  Bus 

Service  Is  More  Reliable,  Better  I'atroni/ed  and  Costs  Less  to  Operate 
than  MikIith  Trolle)   Kiiuipnient 


ON  MARCH  31.  iy2;5.  Ntwburnh, 
N.  Y.,  a  city  of  33.000.  saw  the 
taking  off  of  its  last  local  trolley  cars. 
It  is  true  that  track  and  wire  still 
are  in  use  over  Broadway,  the  main 
thoroughfare,  but  these  are  for  the 
accommodation  of  a  route  to  Orange 
Lake — a  four-zone  line  6  miles  long 
traversing  a  section  which  is  not  yet 
up  to  date  in  paving. 

The  case  of  Newburgh  is  of  special 
interest  because  it  is  just  one  of 
thase  places  which  are  supposed  to 
be  exceptionally  hard  for  the  motor 
bus.  Located  in  and  oh  the  High- 
lands of  the  Hudson  River,  the  city 
has  some  steep  grades,  particularl.v 
near  the  river  front.  Winters  are 
often  severe,  with  plenty  of  snow  and 
ice  to  make  operation  on  grades  in- 
teresting. Yet,  ironically  enough, 
the  reason  that  buses  completely  re- 
placed trolleys  wa.s  that  they  made  a 
much  better  job  of  things  in  a  heavy 
winter  than  the  cars  had  done  in  the 
milder  winter  preceding. 

The  first  bus  operation  began  in 
the  fall  of  1922  on  a  crosstown  line 
of  the  Orange  County  Traction  Com- 
pany. On  Oct.  30,  1922,  representa- 
tives of  the  Newburgh  Public  Service 
Corporation  • —  the  allied  motor  bus 
company- — appeared  before  the  City 
Council  for  the  right  to  franchises 
on  all  existing  electric  routes.  The 
intentions  of  the  company  were 
riveted  for  good  by  its  following  ex- 
perience in  the  winter  of  1922-1923. 
In  the  preceding  winter,  the  failure 
of  trolleys  to  operate  in  bad  weather 
had  produced  only  47,000  passengers 
for  December,  1921.  In  December, 
1922,  with  much  more  snow,  buses 
carried  106,000  passengers.  On  the 
whole  winter's  comparison,  the  buses, 
route  for  route,  carried  33  per  cent 
more  people  than  the  trolleys.  As 
they  did  the  work  also  for  37  per 
cent  less  cost  per  vehicle-mile,  the 
decision  of  the  owners  of  the  prop- 
erty can  be  clearly  understood. 

Furthermore,  operation  during  the 
summer  months,  when  reliability  of 
both  kinds  of  equipment  is  on  a  par, 
indicates  that  the  traffic-pulling  abil- 
ity of  the  motor  bus  is  about  10  per 
cent  greater  than  the  trolley.  The 
chief  reasons  for  this  are  the  easier 
accessibility  of  a  curb-loading  vehicle 
and  the  novelty  of  buses  which  are 
trim  and  attractive  vehicles.     There 


i.s  nothing  lo  choose  in  speed,  for 
while  running  speeds  go  to  20  m.p.h., 
the  actual  .schedules  remain  around 
8  to  9  m.p.h. 

These  one-man  buses  replaced  both 
one-man  and  two-man  trolley  cars. 
The  base  service,  however,  had  been 
given  exclusively  with  single  truck 
safety  cars  of  the  Birney  type,  seat- 
ing thirty-two  passengers  but  ca- 
pable of  carr>'ing  sixty  passengers 
comfortably.  On  the  other  hand,  the 
Fifth  Avenue  Type  "J"  single-deck 
buses,  the  standard  in  Newburgh, 
seat  only  twenty-five  and  their  maker 
does  not  recommend  more  than  a 
total  of  thirty-five  passengers.  With 
forty  passengers  such  a  bus  is  rather 
crowded.  This  lesser  capacity  is  the 
one  point  of  bus  inferiority.  How- 
ever, under  Newburgh  load  condi- 
tions excess  vehicular  capacity  is  not 
so  vital  as  in  larger  communities 
with  sharp  peaks  due  to  big  factories 
and  the  like. 

After  all,  the  two  tests  of  the 
change  are  these:  Are  there  more 
customers  under  like  conditions? 
Are  the  customers  being  served  at 
lower  operating  cost?  The  answer 
to  both  questions  is  an  emphatic 
"Yes." 

As  for  increased  riding,  B.  Bryant 
Odell,  assistant  to  the  president  of 
the  associated  motor  bus  and  trolley 
companies,  gives  the  following  before 
and  after  city  statistics: 

Pas-  \'ehicle- 

ecnaen*  Miles 

Camc<l  Kun 
With    trolle}-8,  January-July. 

1922 1,272.178  334,55r 

With   motor  buses,   Januar>'-  

July.  1923 *l.550.24l  •397.710 

.\ppr.nimatc  per  cent  increase                  22  19 
•  370.920  Orange  Lake  passengers  carried  through 
city  via  67,254  car-miles. 

It  should  be  explained  that  the 
motor-bus  routes  not  only  blanket  the 
original  trolley  routes,  but  also  in- 
clude a  new  route  (.Downing  Park) 
to  a  housing  development. 

As  previously  stated,  there  has 
been  no  change  in  schedule  speed. 
The  headways  have  also  remained  the 
same,  viz.,  eight  to  ten  minutes  on 
Broadway,  and  twelve  to  twenty  min- 
utes on  the  other  routes.  The  fare 
also  remains  at  7  cents  straight. 

Motor-Bus  Equipment  and  Costs 

The  Newburgh  city  ser\'ice  is 
handled  with  fourteen  Type  "J" 
buses  which   were  bought   at    prices 


ranging  from  $6,600  to  $7,100  each. 
They  manage  to  average  5.81  m.p.g. 
despite  the  severe  grades  and  to  run 
17G  miles  per  gallon  of  lubricant. 
With  gasoline  at  21  cents  per  gallon, 
the  combined  cost  of  propuLsion  and 
lubrication  was  4.1  cents.  The  pneu- 
matic tires  have  given  such  excel- 
lent service  that  an  average  of  17,000 
miles  is  being  secured  at  2  cents  per 
mile,  although  the  life  varies  l>etween 
9.000  and  24.000  miles.  Wages  for 
drivers  are  50  cents  per  hour  and 
add  another  6  cents  or  so  to  the  costs. 
Depreciation  is  written  off  at  the 
rate  of  25  per  cent  per  annum.  The 
company,  however,  expects  a  useful 
life  of  eight  years,  which,  by  the  way, 
is  the  figure  allowed  by  the  British 
government  in  bus  depreciation  ac- 
counting. 

After  allowance  for  all  other  oper- 
ating costs,  administration,  taxes,  in- 
juries and  damages,  insurance,  in- 
terest on  investment,  etc.,  the  total 
cost  per  vehicle-mile  is  found  to  be 
21  cents  in  the  period  presented 
against  an  average  intake  of  25  cents 
per  mile.  In  contrast  to  this,  the 
company  states  that  the  over-all  cost 
of  its  trolleys  of  all  types  new  and 
old  was  practically  34  cents  per  mile. 
The  buses  are  maintained  in  the  re- 
built half  of  an  old  carhouse,  which 
portion  can  care  for  thirty-five 
vehicles. 

How  THE  Change  Was  Financed 

An  important  reason  for  the  suc- 
cess of  this  conversion  from  trolley 
to  bus  lies  in  the  nature  of  the  owner- 
ship of  the  property.  The  trolley 
system  had  long  been  in  the  hands  of 
Benjamin  B.  Odell,  Jr.,  former  Gov- 
ernor of  the  state  of  New  York  and 
for  many  years  a  prominent  citizen 
of  Newburgh.  In  consolidating  the 
three  original  trolley  lines  there  had 
been  a  reduction  rather  than  an  in- 
crease of  overhead  debt.  During  the 
past  decade  a  portion  of  this  over- 
head had  been  amortized.  Rolling 
stock  had  also  been  purchased  on  the 
equipment  trust  plan  and  had  been 
largely  written  off. 

When  motor-bus  operation  became 
the  fixed  mode  of  transportation  the 
Birney  cars,  which  had  been  in  use 
for  about  three  years,  were  disposed 
of  at  60  per  cent  of  cost.  The  net  re- 
sult was  that  the  company  had  left 
outstanding  a  bonded  indebtedness 
of  only  $17,000  per  mile  of  track; 
whereas  its  annual  fixed  charges  pre- 
viously with  20  miles  of  track,  forty- 
two  passenger  and  thirteen  .service 
cars  had  been  $40,000.    Nevertheless, 


470 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


the  railway  was  unable  to  do  enough 
business  and  at  a  sufficiently  low  cost 
to  meet  this  overhead  in  addition  to 
operating  expenses. 

On  the  other  hand,  while  the 
motor-bus  operation  has  added  about 
$22,800  a  year  to  the  fixed  charges, 
making  a  grand  total  of  nearly 
$63,000,  its  business-building  supe- 
riority and  lower  costs  make  possible 
an  arrangement  that  will  bring  a 
fair  return  on  the  new  capital  and 


yet  involve  only  a  moderate  scaling 
down  of  the  return  on  the  original 
railway  investment.  From  present 
appearances,  the  net  for  the  year  will 
be  about  $60,000.  Hence  if  the  rail- 
way bondholders  accept  say  4  per 
cent  instead  of  6  per  cent,  the  road 
will  be  clear.  It  goes  without  saying 
that  this  is  a  lot  better  than  con- 
tinuing to  get  next  to  nothing. 

The  Newburgh  Public  Service  Cor- 
poration   has    also    taken    over    the 


suburban  services  of  several  in- 
dependent operators,  such  as  the 
Hudson  Transit  Corporation,  on  a 
fee  basis.  Hence  it  has  a  further 
fleet  of  eight  Macks  and  three 
Dodges.  The  corporation  already  has 
a  franchise  to  operate  buses  to 
Orange  Lake,  so  that  the  elimination 
of  the  last  trolley  line  of  the  Orange 
County  Traction  Company  is  simply 
a  matter  of  improvement  of  the 
highways. 


Clerestory  Roof  Used  in  New  Bus 


THE  largest  single-deck  bus  in 
northern  New  York  State  was 
put  into  service  last  August. 
Used  by  F.  I.  Dailey  on  his  line  be- 
tween Watertown  and  Alexandria 
Bay,  the  vehicle  includes  a  thirty- 
passenger  body,  which  was  custom- 
built  by  E.  J.  Gabourie,  Watertown, 
N.  Y.,  and  an  underslung  Menominee 
bus  chassis  of  220-in.  wheelbase. 

Among  the  novel  features  in  the 
body  are  the  seating  arrangement 
and  the  roof  design.  By  taking  out 
the  seat  just  inside  the  service  door, 
space  can  be  provided  for  trunks 
and  baggage.  This  space  is  often 
required,  as  much  tourist  and  vaca- 
tion traffic  is  handled. 

The  roof  is  of  a  form  used  several 
years  ago  in  horse  cars.  This  type 
is  claimed  to  have  two  advantages 
over  the  ordinary  arch  construction : 
first,  in  that  it  gives  the  required 
headroom  in  the  aisle;  and  secondly, 
that  ventilators  can  be  put  in  each 
end  of  the  roof  to  carry  out  the  foul 
air  that  accumulates  when  the 
windows  are  closed. 

The  seating  arrangement  is  such 
that  all  but  four  passengers  face 
forward.     The   seats   over   the   rear 


Thousand  Islands  Operator 
Develops  Thirty-Passenger 
Body  Mounted  on  Low- 
Level  Chassis  with  Built- 
Up  Frame 


wheel  housing  ai-e  placed  back  to 
back,  so  that  two  of  them  face  the 
rear  of  the  bus.  As  will  be  noticed, 
seats  are  not  arranged  to  conform 
to  the  side  posts  but  are  spaced  con- 
veniently to  have  plenty  of  leg  and 
knee  room. 

Other  features  include  a  white 
ceiling  with  the  carlines  showing 
above  the  tops  of  the  drop-sash  win- 
dows. All  sash  is  of  cherry.  Plate- 
glass  mirrors,  4  x  16  in.,  are  placed 
on  the  inside  of  the  posts  to  give  a 
deluxe  finish.  Below  the  windows  the 
finish  is  cherry-stained  white  wood. 

Seats  are  spaced  on  30-in.  centers 
and  are  heavily  upholstered  in 
Spanish  dark  green  leather.  Frames 
are  of  wood  with  long  angle-iron 
bracings  at  the  corners  to  hold  the 
backs  in  position.  Top  corners  are 
cut  off  at  45  deg.  to  give  hip  room, 


and  black  enamel  handles  are  screwed 
on  the  backs  to  provide  handholds 
for  standing  passengers.  The  34  x  20- 
in.  seat-bases  ai-e  raked  backward, 
so  as  to  prevent  passengers  sliding 
off  in  going  down  hill.  Pedestals 
are  of  wood,  the  seats  themselves 
being  fastened  to  a  stringer  along 
the  interior  of  the  body  directly 
under  the  windows.  The  seat  as- 
sembly was  designed  for  this  unit 
by  Mr.  Dailey,  the  owner,  and  built 
by  Mr.  Gabourie. 

The  floor  has  a  2-in.  ramp  over 
the  rear  axles.  Body  framing  is  of 
oak,  3x3  in.,  with  cross-members 
mortised,  screwed  and  glued.  Floor- 
ing is  birch,  screwed  to  the  cross- 
members.  Side  frame  members,  cor- 
ner posts  and  side  posts  are  white 
wood.  The  corner  posts  are  of  built- 
up  construction,  glued  and  screwed 
with  4-in.  screws.  Belt  rail  and 
letterboard  are  likewise  of  white 
wood.  Carlines  are  mortised,  glued 
and  screwed  to  side  posts  and  belt 
rails. 

The  body  is  mounted  on  an  under- 
slung Menominee  chassis  with  six 
36  .X  6  pneumatic  tires.  A  kick-up 
over    the    rear    axle    gives    a    floor 


Type  of  chassis  used  for  new  Dailey  bus  of  Menominee  make,  with  220-in.  wheelbase 


October,  1923 


BUS 

TR\NSHOHrATX>s 


•171 


A  bug  working  out  of  IVatertowii,  N.  Y.   Front  ricic  nhuux  type  of  ventilutur  innuHtid  ul  mvli  md  uj  ruuj. 
This  bus  backs  agaiitst  curb  at  terminal  in  city,  hence  the  destimition  signs  on  rear  end 


height  at  the  service  door  of  25  in. 
and  at  the  rear  of  26i  in.,  this  with 
po  passenger  load  in  the  body.  The 
gage  is  68  in.  and  73  in.  for  front 
and  rear  wheels  respectively. 

One  feature  of  the  chassis  is  the 
protection  given  the  front  fenders. 
These  are  secured  to  a  channel  bum- 
per, carried  across  the  ends  of  the 
frame  members.  The  radiator  has 
a  cast  frame  with  a  fin  tubular  core. 
Any  one  of  the  vertical  tubes  can  be 
removed  in  case  of  damage  or  leak. 

The  power  plant  has  a  Wisconsin 
four-cylinder  4^.\6  engine  and  a 
Cotta  four-speed  tran.smission.  Ig- 
nition is  from  an  Eisemann  magneto. 
Starting  and  lighting  units  are  of 
the  Bosch  type.     A  Stromberg  car- 


buretor and  Stewart  vacuum  feed 
are  used. 

The  muffler  is  at  the  extreme  rear 
of  the  frame,  exhaust  gases  being 
carried  through  a  2*-in.  steel  pipe; 
this  has  only  one  joint,  which  uses 
a  four-bolt  union. 

Power  is  transmitted  to  a  Wiscon- 
sin double-reduction  axle,  through  a 
three-piece  propeller  shaft  and  four 
Spicer  universals.  The  middle  part 
of  the  shaft  is  supported  at  a  frame 
cross-member  to  prevent  whipping. 
All  brakes  are  of  the  internal  expan- 
sion type.  The  emergency  has  a 
separate  drum  inside  of  the  drum 
used  for  the  foot  brake. 

One  feature  not  usually  found  in 
bus  chassis   is  that  the  front   axle 


has  less  clearance  than  the  rear. 
In  this  case  there  is  9§  in.  from  the 
ground  under  the  front  axle,  as  com- 
pared with  10  in.  under  the  rear- 
axle  housing. 

Including  seats,  glass  and  acces- 
sories the  body  weighs  about  3,000 
lb.  light,  or  close  to  100  lb.  per  seat 
installed.  All  told,  the  bus  with 
seated  load  approximately  weighs 
300  lb.  per  pa.ssenger. 

Its  maximum  speed  is  40  m.p.h.. 
but  the  governor  is  .set  at  32  m.p.h. 
This  speed  is  more  than  sufficient, 
since  the  scheduled  time  calls  for  a 
usual  running  speed  of  25  to  28  m.p.h. 
Gasoline  consumption  during  the 
first  month  of  operation  averaged 
slightly  more  than  9  miles  per  gallon. 


Home-built  by  E.  J.  Gabourie,   Watertotcn,  .Y.  1'.    Seats  thirty  ijassenyvrg.    Wilice  how  front  fenders 

sweep  into  step  at  entrance 


472 


BUS 

TRANSPORIATION 


Vol.2,  No.  10 


Planning  Maintenance  Facilities 

Gasoline  Storage  and  Supply — Keeping  Spare  Parts — 
Getting  at  the  Vehicle — Metal- Working  Tools 


Bus  maintenance  is  peculiar. 
There  is  no  doubt  about  it. 
Servicing  of  the  bus,  all  the 
repairs,  cleaning  and  putting  on  of 
supplies,  differs  from  that  required 
for  any  other  type  of  motor  vehicle. 
The  modern  bus  in  its  weight  and 
outside  dimensions  compares  with  a 
5-ton  truck.  It  has  all  of  the  elec- 
trical equipment  found  on  the  pleas- 
ure car,  as  well  as  a  lot  of  interior 
wiring,  buzzers  and  fixtures  peculiar 
to  the  bus  alone. 

In  addition,  the  nature  of  the  bus 
operation  in  itself  throws  an  unusual 
job  on  the  maintenance  part  of  the 
system.  Economy  is  needed  to  a 
greater  extent  than  in  any  com- 
mercial garage.  The  balance  must 
be  drawn  between  cost  of  mainte- 
nance equipment  as  expressed  by 
interest  and  depreciation  charges 
and  the  return  in  time  saved  or 
added  convenience.  But  more  im- 
portant perhaps  is  the  requirement 
that  the  work  be  done  thoroughly, 
else  it  comes  back  on  the  head  of 
the  bus  operator  in  increased  fuel 
consumption  and  other  running 
charges.  Also,  repairs  must  be  made 
quickly,  if  necessary,  in  the  four  or 
five  hours  when  the  bus  is  not  cov- 
ering schedules. 

So  it  is  not  the  volume  of  work 
alone  that  will  determine  what  in- 
vestment can  be  tied  up  in  bus  shop 
equipment.  The  present  tendency, 
of  course,  is  to  use  mechanical  meth- 
ods whenever  possible.  Hand  work  is 
expensive  and  requires  a  great  deal 
of  time.  Proper  and  modern  facil- 
ities mean  economical  and  prompt 
handling.  Cobbler-shop  methods  are 
fast  passing. 

The  kind  of  equipment  used  in 
up-to-date  systems  is  shown  by  the 
installation  of  the  Wisconsin  Motor 
Bus  Line  in  Milwaukee.  Here  about 
100  buses  are  cared  for  in  a  two- 
story  shop.  The  first  floor  is  de- 
voted mainly  to  storage,  but  there  is 
one  pit,  a  corner  and  wash-rack 
where  two  vehicles  can  be  cleaned. 
Part  of  the  second  floor  is  used 
for  storage,  but  as  shown  in  the 
drawing  here,  it  also  includes  a  ma- 


Overhead  trolley  system — handling  bus  engine  in  Newark,  N.  J.,  sei-vice  statimi 


Not?; — This  is  the  second  of  a  series  oti 
better  bus  maintenance.  The  first  appeared 
in  the  August  issue  of  Bus  Transporta- 
tion. 


chine  shop,  electrical  repair  bench, 
and  stock  room.  The  machine  shop 
has  a  lathe,  drill  press,  grinding 
press,  and  benches.  For  electrical 
repairs  there  are  facilities  for  test- 
ing various  units,  and  also  a  magneto 
charging  outfit.  The  mechanical 
equipment  includes  an  engine  stand, 
parts  benches,  crankshaft-bearing 
reaming  equipment,  valve-grinding 
outfits,     and     hydraulic     jacks. 

Safety  and  economy  are  the  two 
important  requirements  in  handling 
gasoline.  In  the  ten-bus  garage,  the 
equipment  will  usually  consist  of  an 
underground  tank  of  about  1,000- 
gal.  capacity  and  at  least  one  port- 
able wheel  tank  so  that  vehicles  can 
be  filled  anywhere  on  the  floor  or 
outside  the  building. 

A  service  pump  will  of  course  be 


connected  to  the  storage  tank.  Usu- 
ally it  will  be  of  the  inside  type 
without  the  housing  used  on  outside 
pumps.  It  should  have  a  continuous 
recording  mechanism,  such  as  a 
meter  that  reads  up  to  100,000  gal., 
so  that  the  total  can  be  compared 
with  the  amount  recorded  as  sup- 
plied the  diff'erent  vehicles.  In  this 
way  undue  losses  can  be  checked, 
such  as  an  unusual  amount  for  clean- 
ing, or  fueling  unauthorized  vehicles, 
or  leakage  from  the  iv.iderground 
system.  There  is  bound  to  be  some 
wastage  in  filling  and  by  evapora- 
tion. It  should  not  be  greater  than 
1  per  cent  per  month.  Thus,  with  a 
1,000-gal.  tank  this  loss  would  be 
about  lO-gal.  a  month. 

So  much  for  economy.    The  safety 
requirement  can  be  satisfied  by  appa- 


Octob€r,1923 


BUS 

1KANSHUKU1K)N 


473 


f I9S0 


Cleaning 

tank 


>^  OMrheaa  tfoJIey  crone  ^    - 


Machine  sAofi 


r»    I  9' 


-t  •  17' 


•Pit  4  X  If 

Mechanical  ettnpiment 

tttrascfeeft 
oartiloni^  — 


¥    Hi 


Ttn  press 


m 


Sm^e 

room 


■  !i6'-o' ]*»*T<-'S?':«««ir 


Second  floor  plan  of  Kinnickinnic  garaye,  maintenutice  headquarters  of 
Wisconxin  Motor  Bus  Lines  at  Milwaukee 


ratus — tanks  and  pumps — bearing 
the  label  of  the  Underwriters'  I>abo- 
ratories.  This  is  demanded  in  many 
city  ordinances,  and  also  means  bet- 
ter insurance  rates  for  fire  or  liabil- 
ity. Storage  tanks  must  usually  be 
placed  at  least  3-ft.  underground, 
and  must  have  a  vent  pipe  opening 
to  the  outer  air.  An  example  of  an 
approved  tank,  the  Gilbert  &  Barker 
Type  "A."  is  shown  here.  This  is 
galvanized  both  inside  and  outside, 
and  the  exterior  protected  by  a  coal- 
tar  coating.  From  left  to  right  the 
openings  shown  are  for  the  vent 
pipe,  filling  pipe,  and  suction  line 
respectively.  It  will  be  noticed  that 
the  filling  pipe  has  a  strainer  screen 


and  also  an  arrangement  for  locking 
at  the  top.  If  desired  the  filling  and 
vent  pipes  may  be  combined  in  one 
pipe,  which  must  vent  the  tank  when 
gasoline  is  flowing  through  it.  When 
the  vent  pipe  is  separate,  however, 
an  air-type  locking  fill  cap  can  be 
used.  These  tanks  come  in  different 
sizes  from  65  gal.  up  to  30,000  gal. 
or  even  more. 

The  locked  or  guarded  stockroom 
is  coming  fast  in  all  garage  and 
service  station  work.  It  is  already 
here  in  bus  installations  where  the 
best  maintenance  practices  are  fol- 
lowed. A  separate  room  need  not  be 
devoted  to  the  spare  parts,  units, 
and  reserve  tool  equipment,  although 


Steel-birt  storage  equipment.    Each  of  the  two  bins,  is  S  ft.  xvide,  7  ft.  high 
and  1  ft.  deep.    Finished  in  green  enamel 


desirable  in  many  ways.  It  is  pos- 
sible, however,  to  build  a  stockroom 
in  the  open  garage  by  using  wire 
netting  and  giving  a  key  to  this 
either  to  the  foreman  or  some  em- 
ployee in  charge,  who  is  thus  respon- 
sible for  giving  out  materials,  and 
making   proper   records. 

In  the  separate  room,  shelving  for 
small  parts  may  be  supplemented  by 
racks  to  keep  tires  and  wheels,  and 
stands  for  springs  and  axles.  For 
the  small  installation  the  Lupton 
Twin-unit  system,  as  shown  in  the 
photograph,  is  recommended.  This 
is  built  up  of  standard  shelving  but 
contains  a  variety  of  sizes  of  bins. 
In  addition  a  third  unit,  similar  to 
the  two  shown,  could  be  placed  be- 
tween them,  with  small  bins  of  uni- 
form size  for  bolts  and  cotter  pins. 

In  the  absence  of  "flexible"  me- 
chanics, or  those  with  arms  and  legs 
that  can  be  given  the  necessary  twist 
and  turns,  preparation  for  repairs 
is  one  of  the  most  time-consuming 
parts  of  maintenance.  Hence  the 
importance  of  various  devices  for 
handling  the  vehicle  complete,  its 
parts  or  for  getting  at  either  one. 
Such  devices  are  particularly  useful 
in  bus-servicing  because  of  the  gen- 
eral tendency  to  make  unit  repairs, 
even  when  only  three  or  four  ve- 
hicles are  serviced.  An  overhead 
trolley  system,  a  chain  hoist,  or  a 
floor  crane  operated  by  hand  cranks, 
are  examples  of  this  equipment.  To 
get  under  the  vehicle,  pits,  creepers, 
horses  for  supporting  the  wheels, 
or  runways  to  lift  the  vehicle,  any  of 
these  may  be  used  according  to  the 
type  of  vehicle,  the  method  of  main- 
tenance, and  individual  preference. 

For  bus  ser\'ice  some  of  these  are 
not  so  easily  found,  at  least  in  the 
capacities  necessary  to  take  a 
twenty-five-passenger  vehicle.  Of 
course,  an  overhead  bridge  crane 
might  be  used,  of  say  5-ton  capacity, 
but  this  is  rather  expensive  for  the 
ordinary  installation.  Some  oper- 
ators, however,  believe  it  would  be 
worth  while  the  more  readily  to  han- 
dle bodies.  It  would  be  useful  not 
only  in  repairing  but  also  when  extra 
bodies  were  kept  on  hand  to  be 
moved  from  chassis  to  chassis. 

Useful  also  is  the  I-beam  system 
with  either  hand  or  power  hoist. 
This  can  be  installed  over  the  entire 
shop  or  in  the  section  used  for  repair 
work  only.  Engines  or  other  heavy 
parts  can  be  lifted,  as  with  the 
Yale  hoisi  shown.  The  one  end  of 
the  vehicle  can  be  lifted  up  and  the 
wheels  blocked  on  the  other  end  for 


474 

inspection,  cleaning  and  repairs. 
There  is  much  work,  of  course,  that 
must  be  done  underneath,  when 
it  is  not  desired  to  take  out  parts, 
lift  off  the  body,  or  hoist  up  one  end 
of  the  vehicle.  Instead  of  a  pit, 
many  operators  prefer  a  table  such 
as  the  Martin  shown  in  the  drawing. 
This  has  a  chain  hoist  at  the  left- 
hand  end  by  which  the  main  track 
can  be  tilted  until  either  end  strikes 
the  floor.  If  the  bus  is  driven  on 
the  stand  with  the  front  wheels  at 
the  hoist,  then  the  rear  axle  can  be 
lifted  so  that  the  center  is  almost 
4  ft.  from  the  floor.  Or,  at  the 
other  end,  a  height  of  nearly  8  ft. 
can  be  obtained  from  the  center  of 
the  front  wheels  to  the  floor.  In 
addition  jacking  horses  are  supplied, 
which  can  be  run  underneath  the 
stand.    These  support  the  front  and 


BUS 

TR\NSH0KTAT10N 


Vol.2,  No.LO 


Cleaning   tank  with    compartments  for 

hailing  and  rinsing.     Made   in  sizes 

from  32  gal.  to  260  gal.  capacity 

rear  axles  so  that  all  the  wheels  can 
be  removed  at  the  same  time.  For 
ordinary  crankcase  draining  or 
many  features  of  inspection  work, 
the  tracks  can  be  kept  on  a  level. 

A  lathe,  drill  press,  and  grinding 
machinery  are  usually  put  to  good 
service  in  bus  maintenance.  When 
it  comes  to  more  specialized  equip- 
ment such  as  bearing  running-in 
machines,  then  local  conditions  must 
govern  as  to  their  desirability.  The 
lathe,  of  course,  is  the  all-purpose 
machine.  For  twenty-five-passenger 
buses,  the  lathe  should  be  of  not  less 
than  18-in.  swing,  and  20  in.  would 
be  better.  Or,  a  slightly  smaller  size 
can  be  used  with  a  so-called  gap  bed 
arranged  so  that  it  may  be  used  as 
a  straight  bed  for  ordinary  work. 
This  permits  the  use  of  the  lathe 
for  large  work  when  required. 

The  drill  press  should  be  at  least 
of  20-in.  size.  This  will  handle  all 
ordinary  work.  A  grinder  should  be 
mounted   on   a   suitable  stand,   with 


l,eft — Cylinder  grinding   attachment  on  standard   lathe,  an   all-purpose  metal- 
working    tool.      Takes    fours    or   sixes    equally    well.      Right — Tank 
for  underground  gasoline  storage.    Openings,  left  to  right, 
for  vent  pipe,  filling  pipe  and  suction  litie 


a  wheel  for  ordinary  work  and  one 
for  hardened  steel. 

The  all-purpose  feature  of  a  lathe 
is  shown  by  the  illustration  of  a 
South  Bend  machine,  as  fitted  with 
a  regrinding  attachment.  It  is  said 
that  all  classes  of  cylinders — fours 
and  sixes — can  be  ground  with  this 
attachment.  It  is  arranged  to  turn 
the  grinding  wheel  around  inside  of 
the  cylinder  and,  at  the  same  time, 
to  rotate  the  wheel.  A  lathe  of  this 
type  can  also  be  used  as  a  drill  press, 
for  wood  turning,  for  grinding  pis- 
tons with  a  special  attachment,  as 
well  as  for  the  ordinary  work  in 
turning  metals  or  in  cutting  threads. 

In  many  installations  cleaning  vats 
or  tanks  are  used.  It  is  then  unnec- 
essary to  clean  dirty  parts  with  gaso- 
line or  kerosene,  with  the  fire  risks 
as    well   as   expense    involved.      The 


illustration  shows  a  Maehler  tank, 
of  the  two-compartment  type.  There 
are  two  tanks  in  the  same  insulated 
jacket,  one  for  a  boiling  solution,  the 
other  for  a  hot  water  rinse.  The 
compartments  can  be  heated  either 
by  passing  steam  through  them  or 
by  gas  in  a  chamber  underneath. 

Reference  has  been  made  previ- 
ously to  the  importance  of  the  elec- 
trical features  in  bus  maintenance. 
Charging  and  testing  devices  for  the 
battery  and  magneto,  repair  facil- 
ities for  the  generator  and  starting 
motor,  are  all  useful  parts. 

The  lighting  system,  inside  and 
outside,  also  requires  considerable 
attention.  In  a  later  article  the  sub- 
ject of  electrical  maintenance  will 
be- considered,  with  particular  refer- 
ence to  the  garage  equipment  avail- 
able for  such  work. 


frf= 


""i^inge  pin  I'U  aiam 


Hoist  and  runway  for  hus  service.     Takes  wide-gage  vehicle  of  10,000  lb.  weight. 
Long  tvheelbases  can  be  handled  on  the  21-ft.  runway 


October,  1923 


BUS 

7K\NSKJHIA1X)S 


475 


Buses  Handle  New  Jersey  Traflie 

for  Fifty  Days 

Figures  Are  Presented  Showing  Passenger  Statistics  in  Nearl>  All  Municipal 
Centers — Mus  Men  I  nwilling  to  Sell  ("ompeting  P'ciuipmenI  to  Kailwav — Organize 
a  Stale  llod\    lor  IVolectioii — Counsel  Outlines  Stand  of  |{us  Men  in  (.'ontroNersv 


Hoiv  Broad  and  Market  Streets,  Newark,  appear  with  and  ivithovt  trolley  cars 


FOR  fifty  days  buses  furnished 
the  only  means  of  local  trans- 
portation in  northern  New 
Jersey  and  Camden.  This  i)eriod 
extended  from  Aug.  1  to  Sept.  20. 
Within  four  days  of  the  last-men- 
tioned date  i)ractically  all  buses  were 
withdrawn  that  had  been  imported 
to  meet  the  emergency  created  by  the 
suspension  of  railway  service.  It 
was  on  an  order  from  Chancellor 
Walker  indicating  that  if  trolley 
service  were  not  restored  he  would 
entertain  a  motion  looking  toward 
the  appointment  of  a  receiver  for  the 
company  that  the  Public  Service 
Railway  started  the  first  of  its  cars. 
The  task  of  telling  the  complete 
story  of  how  the  buses  met  the  situ- 
ation is  work  for  the  historian  and 
not  the  journalist,  but  so  far  as  they 
are  available  the  figures  of  passen- 
gers carried  by  bus  in  August  fur- 
nish striking  evidence  of  the  accom- 
plishments of  the  bus.  These  figures 
are  contained  in  the  accompanying 
summary.  They  are  contrasted  with 
the  figures  for  July,  when  trolleys 
were  in  operation.  The  figures 
make  an  astounding  showing.  It 
has  been  pointed  out  before  that 
on  the  inception  of  the  strike  1,000,- 
000  riders  a  day  formerly  handled  by 
the  railway  had  to  seek  new  means 
of  transport  and  that  many  of  them 
turned  to  the  bus.     It  has  also  been 


pointed  out  before  that  it  was 
merely  a  guess  to  hazard  the  number 
of  riders  per  day  who  sought  the 
bus.  They  are  cold,  stately  things, 
the  facts  contained  in  the  table. 
They  spell  discomfort  for  the  rider. 
It  couldn't  be  otherwise.  From  the 
transportation  standpoint,  however, 
the  record  spells  achievement  in  an 
emergency  with  a  great,  big  capital 
"A." 

The  need  does  not  exist  to  attempt 
to  elucidate  all  the  figures.  It  is  only 
necessary,  as  Samuel  Johnson  has 
said,  to  point  a  moral,  or  adorn  a 
tale.  This  most  any  set  of  figures 
in  the  table  does.  Take  for  instance 
the  case  of  the  so-called  Hudson 
county  lines.  Stretching  the  entire 
length  of  Hudson  County  from 
Hoboken  to  Bayonne  is  the  Hudson 
County  Boulevard.  This  is  a  broad, 
picturesque  highway  skirted  for 
practically  its  entire  distance  with  a 
highly  developed  residential  district. 
The  development  of  this  boulevard 
as  a  highway  has  in  fact  changed  the 
civic  aspect  of  several  communities. 
It  is  inconceivable  that  this  boulevard 
.should  ever  be  devoted  to  anything 
but  automotive  transportation.  The 
bus  system  operated  over  it  has 
gi-own  from  small  beginnings  to  a 
point  where  it  ranks  high  among 
organizations  of  its  kind.  The  Hud- 
son County  Boulevard  buses,  in  fact. 


tap  a  territory  in  many  cases  not 
readily  accessible  by  electric  railway. 
To  this  system  as  augmented  during 
the  strike  a  vast  army  turned,  among 
them  many  persons  who  found  it 
convenient  to  ride  on  the  Hudson 
tubes  to  the  Summit  Avenue  station, 
which  is  on  the  boulevard,  and  then 
travel  to  places  nearest  their  destina- 
tion by  the  buses. 

With  an  increase  of  only  six  buses 
on  the  average,  the  establishing  of 
express  runs  and  short-line  local 
service,  an  increase  of  80  per  cent  in 
traffic  was  handled  by  the  boulevard 
buses.  In  fact,  the  number  of 
passengers  handled  per  bus  per  day 
increased  from  552  in  July  to  938  in 
August,  or  70  per  cent.  Previous  to 
Aug.  1,  the  line  operating  south  from 
the  Summit  Avenue  station  of  the 
Hudson  tubes  to  Bayonne  over  this 
boulevard  had  always  carried  more 
passengers  than  the  line  operating  to 
the  north.  In  August  the  opposite 
proved  true,  for  traffic  on  the  north 
side  line  exceeded  that  of  the  south 
side  line  by  200,000. 

The  buses  in  Passaic  have  also 
handled  a  great  increase  in  traffic. 
In  this  case  the  increase  was  90  per 
cent  with  only  twelve  additional 
buses.  Each  of  these  buses  handled 
69  per  cent  more  business  in  the 
month  of  August  than  in  July.  In 
Jersey  City  the  traffic  increase  was 


476 


BUS 

TIW«fSP0RTAT10N 


Vol.2,  No.lO 


likewise  heavy  —  in  fact,  with  31 
additional  buses  there  was  an  in- 
crease in  business  of  112  per  cent. 
Newark  with  419  regular  buses  car- 
ried 3,600,000  more  passengers  or  55 
per  cent,  while  the  traffic  handled  per 
bus  per  day  increased  from  537  to 
808.  Camden  traffic  likewise  fol- 
lowed the  same  trend.  In  Elizabeth, 
while  the  traffic  on  the  lines  as  a 
whole  increased  40  per  cent  the  actual 
traffic  handled  by  the  buses  on  a  per 
diem  basis  on  some  lines  actually 
decreased.  In  fact,  one  line  showed 
a  loss  of  nearly  20  per  cent  after  the 
number  of  vehicles  had  been  in- 
creased by  nearly  50  per  cent. 

Proponents  State  Railway  and 
Bus  Cases 

After  the  men  in  the  employ  of 
the  railway  had  been  out  twenty-one 
days  the  company  presented  a  "Plan 
of  Settlement  of  the  Transportation 
Crisis."  It  said  at  that  time  that  to 
resume  operation  on  the  basis  of 
destructive  and  uneconomic  competi- 
tion such  as  had  latterly  existed 
would  only  result  in  a  repetition  at 
a  later  date  of  the  unfortunate  situa- 
tion which  had  existed  pi-evious  to 
the  strike.  So  far  as  the  operation 
of  buses  was  concerned  the  company 
said  that  although  it  had  never  had 
a  desire  to  embark  largely  in  bus 
transportation  it  would  purchase  at 
their  fair  physical  value  all  the  buses 
operating  competitively  on  July  31 
on  streets  where  the  company's 
tracks  were  laid  whose  owners  were 
willing  to  sell.  The  value  was  to  be 
agreed  upon  if  possible  between  the 
company  and  the  respective  owners 
of  buses.  If  unable  to  agree  the 
value  was  to  be  fixed  by  an  inde- 
pendent appraisal.  The  company  was 
then  to  operate  railway  and  bus  lines 
in  co-ordination  at  a  fare  1  cent  less 
than  had  previously  been  charged. 
In  the  case  of  owners  who  did  not 
desire  to  sell  it  was  suggested  that 
their  licenses  be  rescinded  or  the 
buses  rerouted  to  streets  where  there 
were  no  street  railway  tracks. 

To  the  proposals  contained  in  the 
railway's  statement  the  Board  of 
Public  Utility  Commissioners  replied 
that  the  purchase  and  control  of  com- 
petitive buses  by  the  railway  could 
only  be  accomplished  by  an  agree- 
ment by  the  company  with  the  mu- 
nicipalities and  the  bus  owners.  The 
board  said  that  it  was  a  misstate- 
ment to  indicate  that  the  power  of 
the  board  was  ample  to  accomplish 
the  result  of  rescinding  the  rights  of 
bus  owners  who  did  not  desire  to  sell 


Record  of  Bus  Operations  in  New  Jersey  During  Strike  Emergency 


Route 


Paterson 

Main  St 

Riverside 

Totowa  Borough .  - . 

Hawthorne      

Governor  St 

Park  Ave 

Haledon 

Singac 

Broadway-    

Beech  and  Clay  Sts 

Market  St 

Graham  .\ve 

Madison  Ave.. .  . 
Prospect  Park 


Total. 


Passaic   &  Vicinity 

Passaic  &  Allwood  Bus  Co 

Gartield  &  Passaic  Bus  Co 

Garfield  &  Passaic  Transit  Co. .  . 

Lackawanna  Bus  Line 

Wallington  Line. 

Passaic.  Allwood  &  Bloomfield 

Passaic.   Garfield   &   Lodi 

Passaic  &  E.  Rutherford 

Clifton  cfc  Passaic 

Passaic  &  No.  Newark 

Main  St _. 

Passaic  &  Athenia 

Passaic  &  Columbia  Park    

Passaic  to  Lakeview 


To«il. 


Jersey  City 

Bergen  .\ve 

Greenville 

M'tntgoinery 

Laurel  Hill      

Boulevard  South  (a) . . . 
Boulevard  North  (a) . . . 


Total — Regular  lines , 


Palisade  Ave.  &  Congress  .St . . 

Newark  Ave. 

Grove  St 


Total — Extra  Lines   

Bayonne  Local  Traffic 

Broadway 

Hudson  County  Boulevard. . 
Hook  Line 


Hudson    County    Boulevard 
Lines — Com  plete 

South  from  Summit  Ave 

North  from  Summit  Ave 


Newark    &    Vicinity 
Route 

Bloomfield  \ve.  Line 

Clinton  Ave.  Line . 

Grove.  St.  Crosstown 

Lyons  Ave.  Line 

Lyons  parms  Line 

Market  .St.  Line 

No.  Newark  Line. . . ._ 

Newark  &  ,\mpcre  Line 

Newark  &  Bloomfield  Line     .. 
Newark  &  Eliz.  (Frey'l.  Ave.) 
Newark  &  Eliz.  (Lyons  Farms) 
Newark.  Ivearney  &  .Arlington 
Newark  &  West  Orange  Line. . 

I*ort  Newark  Line 

Roseville  Line   _ 

Svinimer  Ave.  Line 

So.  Orange  Ave.  Line 

•Springfield  Ave.  Line. 

.St.u.vvesant  .\ve.  Line     

Extra  Sunday  trips  to  .Amuse- 
ment Resorts 

Total — Local  lines  .  . 

Newark-Mt.  Lakes 

Newark-Biitlor 

Newark-Boonton 

Newark-Morristown 

Newark,  Montclair  &  Pateraon. 

Total — Long  Distance  Lines. 

Elizabeth    &   Vicinity 

T:ii/.alii-th  .\ve 

West  field  Ave 

I'',li7.ahe(li  to  Newarlc  via  Fre- 
linghuysen  Ave 


7.0 
2.  I 
2.3 
3.5 
2.0 
2.3 
3  0 


2.0 
I  5 
15 


2  5 


3  5 


3  0 
15 
10 


7  2 
6  8 


3.40 
3.90 
5  25 


No.  of 
Buses 


July 


-Aug. 


83 


93 


None 
None 
Non 


10.70 

■too 

2.25 

2  50 
3.25 

3  40 

4  00 


25  40 
24  40 
29  00 
20  30 
14  00 


3  0 
6  0 


99 


Passengers  Carried 


July  .August 


105 


40 


105 


295.845 
204,580 
190.433 
1  10.635 
107.117 
109,196 
105,122 
141,725 
46,545 
74,688 
69,784 
70,592 
42,331 
81.070 


1,649,663 


43,098 
81,484 
72,702 
40,704 

59,534 

263,187 

100,238 

30,881 

163,668 

32,756 

57,055 

13,238 


958,545 


372,284 
303,300 
148,154 
23,444 
276,640 
628,878 


1,752,700 


240,000 

468,400 

6,400 


852,7.04 
838,47« 


1,691,182 


16,842 
633,932 
111,133 
294,723 
229,594 
601,642 
432,348 
223,804 
481.732 
256,946 
187.465 
693.774 
606.657 

22,744 
287,807 
195,821 
654.356 
897,494 

15,684 

28.091 


6,872.584 
19,000 
31,000 
13,53^ 
23,400 
65,000 


608,013 
266,265 
263,665 
183,612 
197,054 
197,761 
157,045 
282,095 
116,386 
164,113 
104,643 
84,970 
66,940 
102.467 


2.795,029 


81,674 

108,097 

75,106 

66,234 

18,470 

81,513 

568,756 

139,515 

46,542 

344,339 

111,389 

110,113 

11,847 

57,583 


1,821,178 


888,400 
640,678 
355,014 
61,464 
485,952 
1,283,934 


3,715,442 

<c) 
(c) 


462,000 

666,600 

24,600 


1.424,526 
1,624,795 


|06  0 


29 

38. 

67 

84 

80. 

49 

99. 
151 
198  0 

50  D 

20.2 

58.1 

26.7 


69.2 


89  6 

33.0 

3.2 

62.8 


37  0 
126  0 
39  5 
51.0 

no  5 

252  0 
93  0 
10-5 


90.5 


139  0 
III  0 

140  0 
162  0 

76  0 
104  5 


112  0 


92  50 

42,20 

285  00 


67.0 
93  8 


3,049,321 


70.814 

1,162,822 

149,230 

394,974 

337,064 

866,076 

655,638 

380,220 

661,473 

343.807 

277,227 

947,047 

1,017,526 

85,95' 

493. 99f 

279,51; 

1,1  14,70' 

I.237.I2( 

17,041 

14,316 


I0,506.56f 
*45.000 
*60,000 
»37,000 
»45,000 
•96,000 


151.934 


390.625 
277.381 


256,049 


♦2  83,000 


758,487 
311,480 


80  2 


322  0 
84  0 
34.2 
34  2 

47  0 
44  0 
51  5 
70  5 
37  2 
34  0 

48  0 

36  5 
67  8 

278  0 
72  0 
42  5 
70  0 

37  5 
9  0 

48  8 

52.5 
137.0 

93.5 
174  0 

92   2 

47.6 


86  4 


94  0 
12   2 


Passengers 
per   Bus 
per  Day 


July        Aug 


682 
550 
768 
595 
692 
705 
678 
913 
500 
603 
562 
454 
455 
652 


642 


277 
238 
261 
438 


479 
326 
645 
249 
352 
264 
263 


333 


169 
265 
238 
189 
446 
472 


800 
1,230 
1,600 


500 
615 


552 


181 

40f 

326 

559 

369 

496 

58. 

59£ 

57 

688 

670 

657 

637 

183 

515 

524 

479 

657 

168 


536 
122 
143 
108 
84 
139 


698 
647 


687 


1.152 
717 
772 
988 
796 
797 
634 
910 
752 
882 
674 
684 
720 
826 


842 


658 
317 
269 
713 
99 
657 
678 
901 
375 
741 
720 
507 


377 
422 
408 
495 
746 
825 


1.540 
1,752 


836 
1,050 


938 


571 
748 
438 
706 
517 
698 
878 

1,020 
790 
922 
995 
898 

1.090 
554 
882 
692 
800 
931 
182 


808 
290 
276 
298 
162 
206 


228 


726 
592 


552 


OS 


69  0 
30  I 
0  5 
66  0 
15  0 
13  2 


6  .J 
50  4 
46  5 
20  0 
50  7 
58  I 
26.5 


31  0 


137  5 

33  0 

3  0 

63  0 


37  2 

108  0 

39  7 

50  8 

110  5 

173  0 

93  0 


123  0 
59  0 
71  3 

162  0' 
67.5 
75  0 


81  5 


92  50 
42  20 


67  2 
71  0 


70  0 


216 
83 
34 
26 
40 
40 
50 
70 
37 

34  0 
48  2 
36  6 
72  2 

202  0 
74  2 
32  I 
66  8 
42  0 
8  4 


50  5 
138  0 

93  0 
176  2 

92  6 

48  2 

86  8 


4  0 

S./i 

19.6 


♦Estimated,     t  Extended  to  3,5  miles  in  .\ugust 

(ft)  In  Jersey  City  only,     (r)  No  recrd  of  passengers  carried.      The  vehicles  operated  arc  touring  ears 
an<l  are  licensed  only  from  week  to  week.     Note — Figures  in  jtnlica  denote  decrease. 


October,  1923 


BUS 

IKANSHORIATKW 


477 


or  would  not  agree  to  reroute  the 
buses.  So  as  to  go  over  the  entire 
matter  a  hearing  on  the  plan  was 
held  by  the  board  in  which  all  phases 
of  the  question  were  considered. 

At  thi.s  hearing  the  bus  men  had  as 
their  principal  spokesmen  George  L. 
Kecorii,  who  appeared  as  counsel  for 
the  New  Jersey  Bus  Owners'  Asso- 
ciation and  the  Central  Body  of  Bus 
Owners  of  Hudson  County,  and 
George  F.  Seymour,  Jr.,  counsel  for 
the  Esse.x  County  Bus  Owners'  Asso- 
ciation. Mr.  Record  characterized 
the  plan  of  the  railway  as  an  attempt 
to  use  the  strike  of  the  trainmen  to 
compel  the  public  and  the  commis- 
sion to  submit  to  the  removal  of  the 
buses  and  to  confer  a  transportation 
monopoly  upon  the  Public  Service 
Railway.  He  said  that  the  business 
built  up  by  the  bus  owners  was  not 
traffic  which  ever  belonged  to  the 
railway.  It  was  largely  new  busi- 
ness, created  by  the  rapid  growth  of 
the  New  Jersey  municipalities  during 
the  last  few  years.  According  to  Mr. 
Record  the  Public  Service  Railway 
never  had  been,  and  was  not  then, 
equipped  to  handle  this  traffic,  at 
least  a  third  of  the  total  served  by 
both  trolleys  and  buses.  This  bus 
business  was  created  as  a  result  of 


long  and  arduous  service  by  the  bus 
owners,  and  the  bus  permits  thus 
laboriously  developed  were  worth 
several  thousand  dollars  apiece,  en- 
tirely apart  from  the  value  of  the 
bu.ses. 

Mr.  Record  said  that  the  railway's 
proposed  plan  would  simply  rob  these 
owners  of  the  fruits  of  their  years 
of  toil  and  service,  represented  by 
the  value  of  the  permits,  and  confer 
these  valuable  property  rights  upon 
the  railway.  Moreover,  the  millions 
of  people  using  the  buses  for  a  5-cent 
fare  would  by  the  proposed  plan  be 
compelled  to  pay  7  cents.  Mr. 
Record  said  that  under  the  plan  of 
settlement  advanced  by  the  railway 
the  large  investment  of  the  company 
in  trolleys  and  the  comparatively 
small  investment  in  buses  would 
make  it  inevitable  that  the  railway 
should  discriminate  against  the  bus. 

The  attitude  of  the  bus  men  on 
the  matter  was,  perhaps,  stated  even 
more  succinctly  in  an  announcement 
made  jointly  by  Mr.  Record  and  Mr. 
Seymour  as  their  representatives  on 
Sept.  17.  After  referring  to  state- 
ments made  about  the  motives  of  the 
bus  men  by  others  which  they  charac- 
terized as  misleading  Messrs.  Record 
and  Seymour  said: 


Record  of  Bus  Operations  in  New  Jersey  During  Strike  Emerpeney 


(CoiirliultMl) 


Route 


Elisabeth  to  Newark  via  Lyons 
Farm    "... 

Elisabeth  to  Linden  via  Edjrar 
Rd . . 

Elisabeth  to  Linden  via  Rah- 
way  Ave 

Elizabeth  to  Rahway 


Total. 


Camden    &    Vldnlly 

\jOi:al    Flat    Fare    Rutea 

Fairview  No.  1 

Fiiir\'iew  No.  2 

Weatfield  .\ve 

.Ninth  &  .State 

Cramer  Hill 

Knifthn  ..\ve.  Jitneys   

Public  Service  Ry  .*. 

Merchant  ville 

Gloucester    

Collinswood  &  Wcstmonl    , . 

Haddon  Heights 

Cramer  Hill 

Wo'idyunp 
Pensankrii 
Brooklawn 
Haddon  HeiKht.<4 

Rlackwofxl  &  Turnerville 

Marlton  &  Mc<lford      .    . 
Swe<ie9boro.  .  . 

Berlin 

Gihb«town 

Salem 

Williamstown 
Clayton 
Clementon 
Woodhur>* 


s 
o 


7  0 
3.5 


3.5 
7.0 


(6)4.2 
4   7 
(l))3.5 
1.5 
1.75 
(6)1   5 
2  0 
(6)4  7 
4  5 
(6)4  0 
6  00 
3  00 
2  50 
4  5 
5 
6 
II 
18 
17 
18 
11 
36 
2 
24 
15 
6 


No.  of 
Buses 


July  Aug 


Total 


64 


3 
5 
3 
2 

23 
6 
15 
II 
10 
0 
0 
0 
0 
6 


140 


83 


Passengcrf  Carried 


July  August 


186.766 

49,812 

133.802 
105,861 


1,400,296 


256.248 
79.693 
81.955 
62.289 
32.568 
53,360 

186.780 
144,001 
153.730 
None 
None 
None 
None 
86.304 

h  7:1' 

30.448 
41.910 
30.342 
(a)  12,925 
22,316 
9.684 


284,210 

59.764 

152.493 
113,135 


52.7 
20.0 


14.0 
7  5 


242  1.410.956 


1,971,420 


397.520 

151.663 

247.660 

88.021 

81.264 

87.492 

Not     ru 

376,060 

258.756 

509.252 

93,484 

68.104 

61.75) 

38.665 

123. )I2 

'7,521 

1  ■)I.72R 

X..455 

47.356 

118.590 

45.327 

28,976 

25.824 

12.402 

68.732 

23.348 


40.5 


55 

90 
202 

41 
ISO 

64 
ntiinK 
101    8 

79    1 
230   0 


45   0 

456   0 

58   5 

52  0 

55.5 

183.0 

59.2 

123  8 

15.7 

28.0 


Passengers 
per    Bus 
per  Day 


July        Aug 


668 
535 


1.078 
846 


3.179.265 


125.3 


706 


458 
856 
528 
668 
514 
75 

401 
422 
496 


464 
217 
343 
154 
245 
225 
325 
104 
180 
156 
170 
188 


1.028 
642 


1,230 
912 


323 


766 


566 
815 
570 
947 
374 
122 

434 
694 
684 
250 
236 
398 
249 
663 
4031 
350; 
234 
381 
347i 
487, 
46?! 
208 
200 


54  0 
20  0 


14.2 
7.8 


8  3 


21.5 

^1 
41  8 
17.1 
63.0 

8  0 
64  5 
37  8 


424 


42 
85 
2 
62 
55 
54 
59 
349 
15 
28 


31.5 


(a)  Two  buses  burned  in  fire  during  first  part  of  .\ugust. 

(6)  IJnes  so  marked  were  extended  during  .August  for  distances  varying  from  1  to  4  mi  les. 


The  bus  owners  are  anxiouii  to  have 
the  trolleys  resume  service  as  quickly 
as  possible.  They  never  contracted  to 
carry  all  of  the  people,  yet  notwith- 
standing this,  the  bus  owners  every- 
where have  gone  to  very  large  expense 
to  provide  temp<jiary  acconuiiodations 
for  the  public  until  the  trolleys  should 
resume  service,  and  on  the  whole  they 
have  done  remarkably  well  in  meeting 
this  emergency.  The  bus  owners  are 
not  on  strike.  The  railway  has  gone 
on  strike  against  the  public  and  the  bus 
men  are  seeking  to  aid  the  public  in 
this  emergency.  For  doing  this,  they 
should  not  be  penalized  or  driven  out  of 
business.  They  should  be  encouraged. 
They  have  proved  to  be  the  only  de- 
fen.s<!  which  the  public  has  against  this 
arrogant  company. 

The  bus  owners  seek  no  monopoly 
of  the  business  but  believe  it  is  in  the 
interest  of  the  public  that  competition 
between  the  two  forms  of  service  should 
continue  in  the  future  as  it  has  in  the 
past.  Private  monopoly  means  cxcefl- 
.sive  fares,  inadequate  service  and  the 
continual  attempt  to  control  politics. 
The  5-cent  fare  charge<l  by  the  buses 
on  most  lines  of  the  state  represents 
an  annual  saving  to  the  patmns  of  the 
buses  of  approximately  $2,000,000  a 
year,  besides  providing  a  more  speedy 
method  of  transportation.  The  bus  men 
therefore  are  giving  not  only  good  serv- 
ice but  are  saving  to  the  public  an  im- 
mense sum  of  money  annually. 

We  believe  the  courts  would  enjoin 
any  public  body  which  attempts  to  stoo 
the  operation  of  the  buses  or  to  hand 
the  business  and  the  buses  over  to  the 
Public  Service  monopoly.  N'o  one  could 
blame  the  bus  men  for  re.sorting  to  the 
courts  to  protect  the  business  upon 
which  they  have  expended  so  many 
years  of  service  and  in  which  they  have 
invested   so  much  hard   earned   money. 

Some  Explanations  That 
Do  Not  E.xplain 

At  the  public  hearing  certain  of 
the  representatives  of  the  municipali- 
ties stressed  the  point  that  the  popu- 
larity of  the  buses  was  due  in  no 
small  measure  to  the  5-cent  fare 
charged  by  them.  It  all  seems  very 
simple  to  ascribe  the  popularity  of 
the  bus  to  the  5-cent  fare.  But  resi- 
dents of  Paterson,  Passaic,  Newark 
and  Elizabeth,  however  sincere  in 
their  belief  that  the  5-cent  fare  on 
the  bus  has  been  largely  responsible 
for  the  popularity  of  that  vehicle, 
are  confronted  with  the  cases  of 
Jersey  City  and  Camden.  In  these 
places  the  bus  is  no  less  popular 
proportionately  than  in  the  other 
cities. 

No,  the  matter  of  fares  does  not 
explain  it  all..  The  fare  differen- 
tial in  Jersey  City  is  all  in  favor  of 
the  railway,  for  the  bus  fare  there 
is  10  cents.  In  Camden  the  buses 
charge  a  cash  fare  of  7  cents  and  sell 
eight  ticket.s  for  50  cents.  And  yet 
in  both  Jersey  City  and  Camden 
while  the  railway  charges  an  8-cent 
Care  and   sells   four  tickets   for  30 


478 


BUS 

TRANSPORTAllON 


Vt)1.2,  No.lO 


cents  the  number  of  persons  handled 
by  bus  has  grown  to  great  propor- 
tions. 

How  THE  Public  Felt 

As  for  the  public,  it  was  greatly 
inconvenienced  by  the  suspension  of 
railway  service.  There  was  no  doubt 
about  that.  The  inconvenience  dif- 
fered in  degree  in  different  localities. 
It  was  perhaps  at  its  worst  on  some 
of  the  lines  in  Newark.  In  all  the 
long  time  that  the  railway  service 
was  shut  down,  however,  there  was 
no  sign  anywhere  on  the  pai-t  of  the 
public  of  a  state  of  disquietude.  The 
behavior  of  the  public  was  indeed 
truly  remarkable.  A  writer  in  the 
Newark  Neivs  ascribed  this  willing- 
ness of  the  public  to  endure  incon- 
venience to  its  sporting  spirit.  That 
may  be.  It  was,  however,  an  aston- 
ishing fact  that  the  public  behaved 
as  well  as  it  did.    Many  of  the  buses 


a  transfer  arrangement  was  entered 
into  as  noted  in  Bus  Transportation 
for  September.  The  first  three 
weeks  of  operation  under  this  plan 
125,000  transfers  were  issued.  In 
many  other  cases  routes  were 
changed  slightly  or  extended  so  as  to 
afford  a  greater  degree  of  service. 
In  the  case  of  the  line  from  Newark 
to  East  Orange,  Orange  and  West 
Orange  the  bus  men  really  did  a 
gracious  thing.  East  Orange  could 
not  be  made  to  see  the  bus  before 
the  strike.  It  would  not  give  permits 
to  the  bus  men.  So  when  the  strike 
was  declared  a  fairly  fashionable 
community  of  50,000  people  found  it- 
self without  means  of  regular  local 
transportation  for  hire.  For  five 
days  the  buses  ignored  East  Orange. 
Then  the  utility  commission  took  the 
matter  up  with  the  bus  men.  It  was 
powerless  to  require  the  bus  men  to 
stop   for   passengers,   but   the  oper- 


JAN        FEB 


MAR 


APR 


MAY      JUNE      JULY 


AUG  I  ipfj  I 


OCT 


8       9        10        11 


12        13 


17   tt  '9   20   21   22  23  24  25  26  27  28  29  30  31 


LAFAYETTE-GREENVILLE  LINE 

TIUNSFER    TO 

CENTRAL    LINE    AT    JU.NCTION. 

MONTGOMERY- W.  S.    AT    GROVE    ST. 

Good  Tor  one  passage  at  lime  and  place  indicated. 
NOT    TRANSFERABLE 


NORTH 


SOUTH 


028128 


EAST 


WEST 


Sarnple  of  transfer  used  on  the  Jersey  City  bus  lines 


were  ill-kept.  This  was  necessarily 
so.  The  time  did  not  exist  in  which 
to  return  them  wholly  to  presentable 
conditions.  Nearly  everywhere  there 
were  evidences  of  wear  and  tear.  The 
public  accepted  this  situation  stoi- 
cally. 

Attitude  Toward  Public 

All  over  the  state  there  was  evi- 
dence that  the  bus  men  had  been 
wisely  advised.  There  have  been  a 
few  cases  where  suggestions  made  to 
the  bus  men  met  with  opposition  on 
the  part  of  an  individual  operator, 
but  most  of  these  objectors  were 
overcome.  The  men  realized  that 
they  were  confronted  by  an  emer- 
gency. The  extent  to  which  they 
went  in  arranging  to  put  on  extra 
vehicles  has  been  told  before.  It  is 
indicated  again  in  this  issue  in  con- 
nection with  the  records  of  passen- 
gers carried.  In  many  cases  the 
men  split  their  earnings  with  the 
foreign  vehicles  pressed  into  service 
on  temporary  permits.  They  in- 
stalled night  service.    In  Jersey  City 


ators   immediately  arranged  to  stop 
in  East  Orange. 

In  an  interview  with  a  representa- 
tive of  Bus  Transportation  George 
L.  Record  one  of  counsel  for  the 
Allied  Motor  Bus  Association,  a  new 
organization  of  New  Jersey  bus 
operators,  and  counsel  for  the  Hud- 
son County  bus  men,  after  telling 
about  the  plans  of  the  new  associa- 
tion, said: 

The  attempt  of  the  Public  Service 
Railway,  by  refusing  to  run  its  trolley 
cars,  to  force  the  authorities  of  New 
Jersey  to  eliminate  the  buses  and  give 
the  railway  a  monopoly  of  all  street 
transportation,  has  failed.  It  was 
bound  to  fail,  because  as  the  Chancellor 
pointed  out  in  his  opinion,  in  its  essence 
it  involves  the  assertion  of  a  power  by 
the  monopoly  greater  than  the  sov- 
ereign power  of  the  state.  If  by  ceas- 
ing to  run  trolley  cars  it  could  force 
the  public  authorities  to  take  the  action 
desired  by  the  monopoly  as  to  bus  com- 
petition, the  company  could  at  any  time, 
when  threatened  with  a  reduction  of  a 
gas  or  electric  light  rate,  resort  to  the 
same  policy  of  coercion  to  compel  the 
authorities  to  refrain  from  reducing 
rates. 

This  challenge  to  the  sovereign  power 
of  the  state  was  taken  up  by  the  Gov- 


ernor, who  instructed  the  attorney  gen- 
eral to  applv  for  mandatcry  injunction 
compelling  the  company  to  resume  serv- 
ice or  submit  to  the  appointment  of  a 
receiver.  The  chancellor  in  an  epoch- 
making  opin.on  has  ordered  the  com- 
pany to  resume  the  operation  of  its 
cars,  and  the  officers  of  the  company 
have  surrendered  unconditionally,  and 
by  the  time  this  is  printed  the  cars  will 
be  again  in  operation. 

The  effect  of  this  astonishing  per- 
formance on  the  part  of  the  Public 
Service  Company  is  to  reveal  to  the 
public,  and  particularly  to  the  bus 
owners  of  the  state,  the  extent  to  which 
the  rapid  growth  of  the  bus  business 
has  encroached  upon  the  trolley  busi- 
ness in  recent  years. 

The  individual  bus  owner  has  worked 
long  hours,  and  has  economized  in  every 
possible  way,  in  order  to  procure  mod- 
ern, up-to-date  buses,  and  to  meet  the 
instalment  payments  upon  them,  and 
to  see  that  these  buses  are  operated  in 
a  safe  and  reliable  way.  In  some  parts 
of  the  state  this  business  has  developed 
to  a  truly  remarkable  degree.  In  the 
Paterson  district,  for  example,  prior 
to  the  withdrawal  of  trolley  service, 
the  bus  owners  were  carrying  75  per 
cent  of  all  of  the  street  transportation 
of  the  district.  In  Jersey  City,  Newark 
and  in  Camden,  the  bus  owners  car- 
ried from  30  to  40  per  cent  of  the  total 
passengers. 

The  bus  men  believe  that  public 
sentiment  is  generally  in  their  favor, 
partly  because  of  the  service  which 
they  have  rendered,  partly  because  of 
the  gi'eat  saving  in  time  and  in  money 
which  bus  transportation  has  brought 
to  bus  patrons,  and  partly  because  of 
the  intense  opposition  to  the  railway 
aroused  by  its  refusal  to  carry  out  its 
obligation  to  the  public. 

It  is  also  in  the  public  interest  that 
the  experiment  of  continued  competition 
between  the  bus  and  the  trolley  should 
be  further  tried  out  in  New  Jersey. 
Much  can  be  said  in  favor  of  the  claim 
that  any  monopoly  service  such  as  elec- 
tric light,  gas  or  trolley  service  should 
be  operated  as  a  monopoly,  but  where 
a  new  form  of  transportation  comes 
upon  the  scene,  owing  to  new  inven- 
tions, which  can  conveniently  and  with- 
out any  economic  loss  compete  with  the 
existing  form  of  trolley  service,  the 
argument  for  monopoly  falls  to  the 
ground.  The  only  argument  that  justi- 
fies monopoly  is  absolute  necessity.  The 
argument  of  economic  waste  no  more 
applies  to  the  competition  between  the 
trolley  and  the  bus  than  it  does  to  the 
presence  upon  the  same  street  of  two 
competing  grocery  stores. 

It  is  the  opinion  of  many  students 
of  the  transportation  problem  that  in 
our  largre  cities  the  day  of  the  trolley 
is  rapidly  passing.  In  the  future,  sub- 
ways will  care  for  the  bulk  of  the  rapid 
transit  transportation,  and  the  surface 
of  the  streets  will  be  devoted  to  the 
flexible  traffic  of  motor  driven  vehicles. 

One  of  the  unexpected  results  of  the 
cessation  of  trolley  sei-vice  has  been 
the  absence  of  noise  and  the  extraordi- 
nary increase  in  the  facility  with  which 
other  street  traffic  is  able  to  move.  It 
is  to  the  interest  of  everybody  except 
the  monopoly,  therefore,  that  the  ex- 
periment of  competing  bus  and  trolley 
transportation  should  be  continued  in 
the  cities  of  New  Jersey  until  a  final 
solution  of  the  transportation  problem 
can  be  patiently  worked  out  in  the  in- 
terest of  everybody. 


October,  1923 


BUS 

TR\NSPORTAT10N 


479 


Milwaukee  Railway  Operates  Both  City 
and  liitereity  Bus  Service 


General  Picture  of  System 
Given — Courteous  Operators, 
Reserve  Seals.  De  l,u\e 
K(|uipnu'nt  Promote  Sales — 
Larjjest  Mileajre  of  Opera- 
tion by  a  Sin^rle  Company  in 
Cnited  States  —  Competition 
Eliminated  bv  Service 


Ol'KRATING  over  600  miles  of 
routes,  with  the  latest  type 
of  bus  manned  by  selected 
operators  of  the  highest  type,  the 
Milwaukee  Electric  Railway  &  Light 
Company,  through  the  Wisconsin  Mo- 
tor Bus  Lines,  gives  to  the  south- 
eastern part  of  Wisconsin  complete 
transportation  coverage.  Milwaukee, 
the  largest  city  in  the  state,  is  the 
hub  of  the  nine  routes  of  transpor- 
tation which  radiate  from  it  into  the 
vacation  "Land  o'  Lakes."  However, 
the  operation  is  not  confined  to  a  few 
months  of  the  summer,  for  people  in 
the  rich  dairy  district  find  it  pos- 
sible to  utilize  the  adequate  trans- 
portation facilities,  both  electric  and 
gasoline,  in  going  to  Milwaukee  to 
make  purchases. 

Starting  in  the  summer  of  1919 
with  two  small  buses  over  a  12-mile 
route  between  Burlington  and  Lake 


Geneva,  the  ope '■at  ion  now  consists 
of  a  total  of  nearly  100  buses  cover- 
ing 600  miles  of  routes  with  an  op- 
eration of  322,000  bus-miles  per 
month. 

Not  alone  are  the  operations  con- 
fined to  intercity  business,  for  in 
April,  1920,  a  city  line  of  1.5  miles 
was  started  on  Mitchell  Street  to  act 
as  a  feeder  to  the  street  car  system. 
From  this  start  the  city  lines  were 
extended  until  now  there  are  four 
feeder  lines  and  two  de  luxe  se'vice 
lines  in  operation.  To  expedite  traffic 
and  facilitate    transfer    the    feeder 


A  space  resovatioti  diagram 
card  .Si  x  9  in.  is  needed  at  ter- 
minals to  avoid  overcrowding  of 
coaches  on  the  intercity  tines 
on  iveek  ends  and  holidays. 
Samples  nf  tickets,  which  are 
11  I  2i  in.,  are  shown 


480 


BUS 

TRANSPORTA)X)N 


Vol.2,  No.lO 


_CITY LIWITS 

-(CEMETERY 


.Si'.c  local  bus  lines  are  operated  within   the  city  of  Milwaukee 


lines  are  operated  by  the  Milwaukee 
Electric  Railway  &  Light  Company. 

It  was  in  June,  1922,  that  the  Wis- 
consin Motor  Bus  Lines  was  organ- 
ized as  a  subsidiary  to  operate  the  in- 
tercity bus  lines  and  to  establish  de 
luxe  service  within  the  city.  This 
company  bought  out  the  two  inde- 
pendent bus  operators  that  were 
operating  intercity  lines  at  that  time 
at  the  depreciated  value  of  their 
equipment. 

Later  attempts  at  competition 
have  been  overcome  by  more  service 
from  the  Bus  Lines. 


This  de  luxe  city  service,  as  shown 
on  the  accompanying  map,  extends 
from  the  residential  district  on  the 
east  side  down  town  through  the 
business  district,  thence  out  west 
into  the  residential  section.  For 
this  service  the  popular  double-deck 
type  of  bus  seating  fifty-two  passen- 
gers is  used,  giving  the  patron  a  ten- 
minute  service,  which  is  maintained 
with  ten  coaches.  On  the  other 
branches  of  this  operation,  which 
overlap  the  double-deck  operation, 
ten  type  "J"  Fifth  Avenue  coaches 
are   used   to   maintain   a   ten-minute 


■'  ^•r^^l'Wi 

HSPMiBMMI. 

A.                                       "i 
4                   . 

The  company  has  three  buses  of  this  Fuyeol  design 


headway.  A  10-cent  fare  is  charged 
for  this  ride,  the  passenger  being 
amply  repaid  for  the  additional 
3  cents  over  the  trolley  fare  by  the 
delightful  journey  along  Lake  Michi- 
gan and  through  the  parks.  No 
standees  are  allowed  on  these  coaches. 
On  July  4  of  this  year  7,000  people 
availed  themselves  of  this  privilege. 

Traffic  Is  Growing 

On  the  intercity  bus  lines  the 
vacationists  and  "week-enders,"  as 
they  are  known,  have  filled  to 
capacity  the  equipment,  consisting  of 
fifteen  Model  50  Whites  of  the  pay- 
as-you-enter  model,  40  limousine 
type  Model  50  Whites,  and  three 
intercity  type  Fageols.  In  the  last 
seven  months  of  1922  400,000  pas- 
sengers were  handled,  while  for  the 
first  six  months  of  1923  the  present 
equipment  handled  750,000  passen- 
gers. Traffic  has  followed  closely  the 
bus  mileage,  which  has  shown  a  de- 
cided increase  from  90,000  bus-miles 
per  month  in  July,  1922,  to  200,000 
bus-miles  per  month  in  November, 
1922,  then  a  falling  off  to  60,000  in 
March,  1923,  followed  by  a  rapid 
climb  to  322,000  bus-miles  for  the 
month  of  August  of  this  year. 

Routes  will  be  operated  this  winter 
providing  there  is  co-ordination  be- 
tween state  and  county  authorities, 
motor  truck  operators  and  the  bus 
companies.  With  each  doing  his 
share  the  million-dollar  highways  of 
the  state  may  be  made  available,  but 
without  co-operation  the  bus  com- 
pany can  hardly  be  expected  to  keep 
open  600  miles  of  road  for  others  be- 
sides themselves  to  use.  A  single- 
track  mileage  of  180,  on  the  electric 
interurban  lines  must  be  kept  free 
from  snow  and  offers  a  serious  prob- 
lem for  the  operating  company. 

No  comparison  can  be  made  be- 
tween the  electric  and  gasoline 
traffic  because  of  the  widely  different 
conditions  surrounding  each  opera- 
tion. While  the  termini  may  be  the 
same,  in  but  one  case  does  the  high- 
way run  alongside  the  railway  right- 
of-way;  consequently  each  route 
serves  a  different  group  of  people. 
The  two  routes  are  also  different  in 
character.  The  electric  line  has  built 
up  and  passes  through  many  small 
villages  in  going,  for  example,  from 
Milwaukee  to  Waukesha,  with  a 
steady  interchange  of  passengers. 
On  this  same  route  the  bus  passes 
through  no  municipalities  and  ar- 
rives at  Waukesha  with  practically 
the  original  load. 

To   encourage   through    traffic,    an 


October,  1923 


BUS 

1KANSHOKTA1XJN 


481 


original,  novel  plan  of  reserving 
seats  has  been  inaugurated.  A 
traveler  desiring  to  make  a  through 
trip  via  bus  on  a  Saturday,  Sunday 
or  holiday,  at  which  time  the  buses 
are  usually  heavily  loaded,  may  ob- 
tain, at  the  time  he  purchases  hi- 
ticket,  space  accommodations  in  thr 
coach.  No  additional  charge  is  madi 
for  this  reservation,  the  patron 
merely  receiving  a  pink  ticket  in 
place  of  the  usual  green  ticket.  This 
entitles  him  to  a  prior  claim  on  a 
seat  with  preference  to  a  green 
ticket  holder,  his  reservation  being 
held  until  leaving  time.  Green 
tickets  are  sold  to  intermediate  stops 
and  to  terminal  points  ten  minutes 
prior  to  the  leaving  time  of  the  bus. 
If  an  overflow  occurs  another  bus  is 
provided.  However,  this  is  usually 
anticipated  by  the  advance  sale  of 
reserved  seat  tickets. 

Means  of  Collecting  Fares 

Fare  collection  on  the  three  sys- 
tems varies.  The  Macdonald  receipt 
is  used  on  intercity  buses  to  col- 
lect the  adjusted  3.5  cent  per  mile 
rate  of  fare,  while  Rooke  fare  col- 
lectors are  used  to  obtain  the  10-cent 
fare  on  the  double-deck  buses,  and 
the  Johnson  fare  box  collects  the 
fare  on  the  single-deck  coaches  of 
the  street  car  type.  On  feeder  buses 
operated  by  the  Milwaukee  Electric 
Railway  &  Light  Company  a  locked 
fare  box  is  used  to  collect  the  7-cent 
fare,  the  operator  giving  a  free 
transfer  to  the  street  car  lines  on  all 
hut  one  bus  line.  A  charge  of  3 
cents  is  made  for  a  transfer  from 
the  Lincoln  Avenue  bus  line  to  the 
trolley,  due  to  the  long  bus  haul  of 
3  miles. 

Comparison  of  intercity  bus  fare 
and  interurban  trolley  fare  shows  the 
bus  rate  to  be  the  higher  by  approxi- 
mately ]  cent  per  mile.  Even  with 
this  difference  in  fare,  the  bus  has 
developed  a  business  of  its  own.  Fig- 
ures indicate  that  the  sum  of  bus 
and  electric  travel  over  a  given  route 
is  greater  now  than  the  previous 
electric  interurban  traffic. 

Regulatory  laws  of  Wisconsin  con- 
sist only  of  the  1915  jitney  law. 
which  re(|uires  a  bond  for  each  public- 
carrier.  This  bond  is  deposited  with 
the  Railroad  Commission  of  the 
state,  it  being  necessary  to  obtain 
only  the  consent  of  the  city  through 
which  the  operation  is  to  extend  and 
pay  the  required  vehicle  tax  in  that 
municipality.  No  certificate  of  ne- 
cessity and  convenience  is  required 
in   the   state.     Conflicting  decisions 


The  intercity  bus  lines  radiate  largely  from  the  city  and 
nearly  600  miles  of  highway 


of  the  State  Supreme  Court  have 
placed  in  doubt  the  authority  of  the 
Railroad  Commission. 

A  varying  license  fee  for  operat- 
ing through  cities  combined  with  a 
state  tax  make  a  very  indefinite  cost 
of  operation.  In  the  so-called 
"Superior"  case,  in  a  decision  handed 
down  by  the  State  Supreme  Court, 
the  Railroad  Commission  was  ap- 
parently given  the  control  of  rates, 
superseding  municipal  conti'ol.  Even 
with  this  authority  the  railroad  com- 
mission cannot  dictate  the  amount  of 
the  city  license  fee,  this  varying 
from  $10  to  $150  as  the  case  may  be. 
The  state  tax  also  varies,  running  as 
high  as  $50  per  vehicle. 

Advertising  of  the  Wisconsin  Mo- 


tor Bus  Lines  is  carried  on  jointly 
with  that  of  the  Milwaukee  Electric 
Railway  &  Light  Company.  This 
covers  excursions,  special  trips, 
round  trips  and  week-end  journeys. 
Co-ordination  between  bus,  railway, 
and  boat  has  been  attained,  making  it 
possible  for  the  traveler  to  make 
numerous  circle  tours  out  of  Mil- 
waukee into  the  vacation  land  of 
southeastern  Wisconsin.  Pamphlets, 
schedule  cards,  placards,  advertise- 
ments in  the  country  weekly,  and 
car  cards  in  the  city  street  cars  all 
set  forth  the  advantages  of  the 
"Green"  bus  trips.  Ticket  offices  at 
all  points  along  the  bus  routes  are 
maintained  in  .some  centrally  located 
business  place  on  commission  basis. 


Th. 


forty  of  the  White  buses  in  regular  service 


482 


BUS 

TKANSPORTATION 


October,1923 


Bus  Operation  by  Electric  Railways 
Nearly  Doubles  in  Year 

Survey  Shows  92  Companies   Operating  760  Buses  —  The  Largest 
Railway-Owned  Organization  Is  in  Wisconsin  —  Details  of  Operation 


NEARLY  100  electric  railway 
companies  now  operate  more 
than  700  buses  over  the 
routes  totaling  1,069  miles  in  the 
United  States  and  Canada.  Fifteen 
more  are  at  present  contemplating 
the  installation  of  bus  service. 

These  figures  are  the  result  of  a 
survey  recently  completed  by  Bus 
Transportation  and  indicate  that 
the  number  of  railways  operating 
buses  has  almost  doubled  since  Sept. 
1,  1922.  There  were  then  fifty-six 
companies,  using  350  buses  over  123 
routes  totaling  about  900  miles. 

Information  as  to  the  routes  oper- 
ated by  each  company,  the  date  serv- 
ice started,  the  number  of  buses  as- 
signed to  each  route,  their  average 
seating  capacity,  the  rates  of  fare 
charged,  the  amount  of  sei-vice  ren- 
dered and  the  average  amount  of 
traflic  handled  monthly  has  been  com- 
piled and  is  presented  in  the  accom- 
panying table. 


An  analysis  of  the  figures  shows 
that  the  Central  States  have  the 
largest  number  of  railway  companies 
operating  buses. 

Considering  the  number  of  vehicles 
used  the  Western  States  are  rapidly 
overtaking  the  Eastern  States, 
which,  however,  still  lead  with  192 
buses  in  operation.  There  are  170 
on  the  Pacific  Coast. 

The  largest  railway-owned  bus 
company  is  the  Wisconsin  Motor  Bus 
Lines,  Inc.,  operating  100  buses. 
Over  600  miles  of  highway  are  cov- 
ered by  this  line. 

The  next  largest  operation  is  that 
of  the  Pacific  Electric  Railway  with 
sixty-eight  buses  running  on  eleven 
routes  in  southern  California.  A 
subsidiary  of  the  United  Electric 
Railways  of  Baltimore,  Md.,  ranks 
third  with  forty-six  vehicles  on  four 
routes  in  the  city  of  Baltimore  total- 
ing only  7  miles.  The  service  of  the 
Baltimore   Transit   Company,   there- 


fore, is  much  more  concentrated 
than  that  of  the  two  other  companies 
mentioned. 

Types  of  Vehicles 
Wide  variation  in  the  seating 
capacity  of  the  buses  used  is  indi- 
cated in  the  statistics.  The  heavy 
duty  type  of  vehicle,  seating  from 
twenty-one  to  twenty-nine  passen- 
gers, is  the  favorite  for  urban  opera- 
tion, while  on  a  number  of  the  inter- 
city runs  the  limousine  type  of  bus 
with  a  smaller  capacity  is  used.  In 
only  four  cases  are  double-decked 
vehicles  found  in  operation. 

Fares 
The  fares  charged  vary  according 
to  local  conditions.  Very  often  the 
rate  on  the  buses  and  trolleys  is  the 
same.  Especially  is  this  true  when 
the  bus  lines  reach  into  city  centers. 
In  the  case  of  feeders,  the  cash  fare 
may  be  the  same,  but  the  joint  fare 
is  often  one  or  two  cents  higher. 


Statistics  Regarding  Motor  Bus  Operations  by  Electric  Railways  as  of  Sept.  1,  1923 

o 

« 

he 

Fares  Charged 

D 

c 

Name   of   Road 

Routes  Operated 

S 

i 

h 

One  Way 

>i 

.-0  Oj 

^  t- 

> 

c 

^1 

< 

a 

o 

05 

■is 

Average 
PasBenee 
Traffle  p 
Montli 

NEW     ENGLAND     STATES 

Connecticut 

The  Connecticut  Co.: 

Bridceport    Division 

Rrooklawn     to     Ash     Creek 

7-23-22 

2.10 

18 

30 

30 

12 

10 

3rS;25 

Free 

167 

Hartford  Division 

Depot  to  Tunnel 

R-25-21 

0.64 

14 

10 

10 

5 

10 

3(<i25 

Free 

78 

Maple  .\ve. 

11-10-21 

3  60 

25 

20 

20 

20 

10 

3(3125 

Free 

310 

We-st  Hartford 

12-   5-21 

4  39 

14 

a 

30 

10 

69 

New  Haven  Division 

Xew    Haven    to    Bridfieport 

7-15-21 

12  00 

25 

60 

50 

*60 

3ra'25 

Free 

740 

New  Haven  to  Branford 

Soldiers    Home    Noroton    to   Hos- 

7-15-21 
7-11-21 

3  40 
3   40 

12 
21 

45 
30 

"ho 

24 
29 

30 
10 

32(3' 25 
3(»)25 

Free 
Free 

Stamford  Division 

465 

pital.  Stani*'ord 

Waterbury  Division 

S(.  Joseph'.s  Cemetery  via  Hamil- 
ton Ave. 
Hifihhind  Ave.  and  Walruit  St. 

10-  7-21 

2.00 

13 

30 

'>30 

15 

10 

3@25 

Free 

160 

11-12-21 

2.75 

7-4 

13 

20 

12 

20 

10 

3®  25 

Free 

280 

Danhury  &  Bethel  St.  Kailwav 

Lake  Ave.  Belt — Danburv 

8-  6-21 

2  90 

14 

20 

10 

20 

10 

25-$2 

Free 

224 

12.000 

Co. 

Bethel  extension 

8-15-21 

1.25 

14 

20 

10 

10 

10 

25-$2 

Free 

90 

9.000 

tOanbury  to  Putnam  Park 
New    London   to    Mystic 

6-   1-22 
5-22-23 

6  70 
2  00 

14 

28 

25 
30 

25 
30 

None 

Free 
Free 

121 
230 

Groton    tfc    Stonini»ton    Uy.    Co. 

60 

60 

New   London  to  Eastern   Ft. 

5-22-2: 

6.00 

28 

60 

60 

30 

20 

None 

None 

240 

Mnssachusetts 

New    London    to   Golden   Spur 

5-23-23 

6  00 

28 

60 

60 

30 

20 

None 

None 

250 

Boston  Elevated  Hy.  Co. 

Faneui!    to    Cambridge  St.   R  R. 
Station,  Allston 

2-24-22 

25 

15 

71 

1  1 

5 

5 

10 

333 

57.000 

Mcdf.jrd     St.     and     Fellswav    to 

2-21-23 

25 

15 

10 

9 

5 

5 

10 

330 

76.000 

T,iii(I<-ii  to  Maiden  S<i. 

3-28-23 

3.2 

25 

15 

10 

10 

5 

5 

10 

348 

52,000 

Mr<lf..r<l  HillaulL.  tu  I'Vllswav 

5-   1-2: 

25 

20 

10 

1  1 

5 

5 

10 

361 

53,000 

Connecticut   Valley  St.   Ky.   Co. 

CirociifH-ld  to  Turners  Falls 

11-  4-22 

3.13 

17 

1  hr. 

20 

10 

None 

133 

6.000 

Uwiehl  and  Maple  .Sts.  to  North- 
ampton and  SafKent  Sts. 

7-14-21 

1.50 

25 

20 

10 

10 

6 

6 

None 

208 

230.000 

Spnngfield  St.  Ry.  Co. 

HambiirK  St.   to  State  St. 

5-  1-23 

25 

30 

30 

15 

7 

7 

Free 

76.7 

6,128 

.Springfield  to  West  SprinRfield 

2-  2-23 

25 

15 

7j 

7i 

7 

7 

Free 

111.1 

27,986 

Minimum  fare  1 0  cents,     a  Eight  trips  weekdays,  six  trips  Sundays,     b  Trips  doubled  during  rush  hours. 


October,  1923 


BL'S 

IKVSSPOHIAIJON 


483 


Statistics  Reganlinjr  Motor  Bus  Operations  by  Electric  Railwiiys  (Continued) 


Name   of   KoutI 


New  EncUntl  Statu — Continue<l 
EulerD   MuH.  St.    Ry.  Co. 


Xurthern  MuHaufhusfits  Si.   |{y. 

Vermont 

Twin  Stati-  Gas  and  Klcclric  Co 

Rhode  Inland 

I'niteti  Klectric  Hailwiiys 


EASTERN  STATES 

DlHtiict  ol  Columbia 
Wanhington   Ry.   &   Klec.   Co. 


Capital  Traction  Co. 


Washington- Virginia     Ry.  Co. 

Maryland 

Bait  iiiinro  Traninit  Co. 

(Controlled  by   United   Uy. 
A  Elec.  Co.) 


New  Jersev 

Mnrris    County     Traction     Co. 

(Uovei  BusCo.) 
Public  Service  Ry.  Co. 

Trenton  &  Mercer  County  Trac- 
tion Co. 

New  York 
Jamestown  St.  Ry.  Co. 


International  Ry.  Co. 
NiaKara  OorRe  Bu.**  Unp 
(NiaKara  Gorge  R.R.> 

Orange   County   Traction   Co 
( Newburgh    Public   Service 
Corporation) 
New  York  State  Rys. 

( Rochester    Rys.    Coordinated 
Bus  Lines  Co.) 

Pennsylvania 

Beaver  Valley  Traction  Co. 
Citizens  Traction  Co. 

Jefferson  Traction  Co. 

.\ltoona  &  Logan  Valley  Elec.  Ry 

Schuylkill  Transp.  Co. 

(Contr(>lIe<l  by  Schuylkill  Ry 
Co.) 
Johnstown  Traction  Co. 
Pittsburgh,  llarniony,   Builer  A 

Newcastle  Ky.  Co. 
Philadelphia  Rapid  Transit  Co. 

SOUTHERN  STATES 
Arkansas 

Intcr-City  Terminal  Co. 


KuutcH  OiN-rat*nl 


I     S 


I       7. 

t 


w. 


KaBt  Wryllitnith  li»  >o. 
H«'vi-rly    to    I-^ex 
Mrvorly    t<»    Iiwwich 
Woburn  lu  nillcrica 
Woburn  tti  UeutliiiK 
Hi>ii<lifiK  to  .'^tuiiflmiii 
Kt-adinE  to  No.  .^tiiieuH 
!*ark  .\vi>.  I, inc.  K4'Vi.rr 
I.iiidcn  to  Hcvcrt*  via  .Mahloli 
Partridfccville  Kun<l  to  Ijiku 
Ilohunta 


Fort    DumnuT    liciichta    to   Wcmi     9-20-23 
Urattlcbom,  Vt. 


I  2»-22 
4  2»  23 
h  24  23 
7  22  23 
7  22  23 
(.  2«  23 
7-22  23 
U-15-23 
S-15-23 
»-  S-22 


Prtjvidence    to    .Vrolic    Center 
Providence    to    Oakland    Beach 
Pawtuekfl     to     Warwick     Downf^ 
Pawtucket   to  LakfwiHKl 
Woonsocket     to     Manvilh- 
Eddy-St.   Olney villi'    Line 
Exchange  Place  to  Barton  St    vi., 
Broad  St. 


4th  and  Randolph  to  .Mt.  Pleasant 
Col.  Rd.  A  California  to  Wiac.  .\ve. 

and  Macomb  St. 
15th   &   H  Su.  N.  £.  to  Bladens- 

burg.  Md. 
I7lh  A  II  Stj».  N.  W.  to  18th  &  Va. 

Ave..N.W. 
Dupont  Circle  to  Mt.  Pleasant 
N.  Cap.  St.  A  Mass.  Ave.  to  N. 

Cap.  St.  and  Michigan  Ave. 
Rock  Creek  Park 
Zoo  Line 
20th  &  Calvert  to  Chevy  Chase 

Circle 
14th  A    Kennedy  Sts.  to    16th  & 

Alaska  Ave. 
I4tti    &    Kennedy    Sts.    to    Rock 

Creek  Park 
lllh  A   M   Sts.,  S.  E.  to  Water  A 

PSts.S.  W. 
Wisconsin  Ave.  A  Newark  St.  to 

Conn.  Ave.  and  Columbia  Road 
39th  A  M.  Sts.  to  Rosslyn  Term- 
inal 

Charles  St. 

Druid  Hill  Park  A  Camden  Station 

Route 
Alemada  and  Hartford  Ave. 
Liberty  Road — Randallstown 


Dover  to  Wharton-Bowlly\*i|le 
Manville  to  Bound  Brook 
Knighn  .V venue,  Camden 
Montgomery  St.  to  Empire  Rub-: 
bcr  Factory  I 

Davis  A  Lalor  to  Princeton  Ave. , 

West  Side  Loop 

West  3rd  and   Washington  Sts. 

Tiffany  Avenue 

Bailey    .\venue.    Buffalo 

Niagara  Falls  to  Lewiston 

I.ewiaton     to     Ft .     Niagara     and 

Niagara  Bench 
Balmvilteand  Wiu^hingion  Height.' 
.\1I  transportation  for  Newburgh, 


7-  3-22 
7-  3-22 
7-  3-22 
7-  3-22 


-22 


6  00 


10  43 


5- 1922 

2   1922 

4-1923 

2-1923 

^1923 

3-1923 

S-  4-22 
8-  4-22 
2-1923 

3 
0 

00 
35 

5-1923 

5-1923 

8-   1-23 

2-1923 

I-I922 

( 

60 

7-25-15 
7-15-22 

3 
3 

30 
02 

»- 15-22 
7-   1-22 

6 

80 
00 

7-   1-23 

7   19-22 
7   1923 

1   50 

9-1923 

4 

00 

47 

li  ^    1 

i< 

Su 

X 

< 

4 

25 

1 

2$ 

1 

24 

4 

25 

2 

25 

1 

25 

2 

25 

2 

25 

2 

25 

1 

17 

3 

27 

6 

24 

5 

24 

2 

24 

2 

24 

2 

24 

;  10 

J, 

Dewey  Avenue 


Beaver  to  Vanport 
Franklin  to  Reno 
Center  St..  Oil  City,  to  W.  6th  St 


8^27    22 

i    60 

9-  7-22 

3.10 

3-   1-22 

8th  Ave.  &    17th  St.  to  Pleamnl 

Valley 
Mr  Adoo  to  Lakeside  Pai  k 
Mahanoy  City  to  Taniaijua 

Oakmont,  Oakland  and  GeistowD 
Evans  City  t*>  Ktna 


Roo«e\'elt  Boulevard 


Bridge  Route 

Fourth  St.  exten.'tiona  to  Levy 

Waahington  Ave.  to  Roae  City 


9      I   23 
1921 
1921 

9-   1-22 
3-31-27 

8-   1-23 


4-30-23 
7-15-2 


7-  9-23 


7-  4-2? 
7-  4-22 


12-1-22 
4-1-23 


9-23-23 


1922 
1922 


5.10 


10  00 

11  00 


3  50 
20  00 


14 

24 

24 

20 

14 

20 

14 

14 

25 

25 

25 

25 

25 

23 

20 

25-51 

25 

16 

t* 

16 

20 

12 

20 

25 

25 

25 

25 

10 

16 

16 

52 

25 

7         25 
25     25  2^ 


hi        25 


69 


Headway 


60 

2   hr 

2hr. 

60 

60 

60 

60 

20 

30 

I  hr. 


20 


30 
30 
30 
30 
30 
60 


8 
10 

20 

10 

30 
30 

15 
10 
30 

20 

20 

12 

IS 

30 


10 
60 


30 

30 

7» 

60 

60 

15 


60 
hr 
30 

30 

60 
60 


3 


20 

2  hr. 

2hr. 
30 
60 
30 
30. 
20 
30 
30 


30 
30 
30 
30 
15 
30 


2hr«. 


S 
IS 
12 


6 
10 


30 
30 

15 
10 
30 

20 

20 

12 

IS 

I  J 


s 

30 


30 


5 
30 


30 
IS 


E 


5« 


(,0 

?o 

15 


60 
60 


25 
50 
55 

43 
20 
14 
27 
15 
25 
6 


30 


22 
14 

18 

4 

10 
12 

20 

5 

13 

9 

9 

5 

13 


30 


Van*  Cbarccd 


Oiu  Way 


10 


8 
8 

8 

8 

8 

8 

«I6 
8 
8 

8 

8 


t 


(1) 
6  5  88 
6  5  88 

t</| 

6  64 
None 


None 


Kooe 


None 
.Vone 
N'onc 
None 
None 
2 


6-40 
6-40 


6-40 
6-40 


1^ 


None 
None 
N'one 
.None 
.Vone 
Vone 
None 
Fr»e 
Fl»e 
None 


None 


None 
Noiii. 
None 
None 
None 
None 


Free 
Free 


6-40       Free 
6-40    !    Free 


2-6(a  40 
6r<i,40 
6^40 

6(^40 

6fi'40 

Ml  40 

6f<i.40 

S'<me 


1 1)      None 
J  0      None 


None 
None 


None 

4«630 
None 

None 

7 

7 

7 

4@25 


None 
J-35 


2hn 


20 


60 
60 


30 
90 


40 


I   30 
10 


•i 

221 
7i 

10 

None 
None 


None 
None 


/2 
2 
2 

2 

2 

2 

2 

Free 


None 
None 


Free 
None 


2 

I 

I 

None 

I 

Free 
Free 
Free 
Free 


r 


Free 


Free 
Free 
Free 


246 
150 
170 
262 
171 
121 
207 
142 
247 
50 


826 

885 

90 

47 


tl7.l58 
1 1 2.954 

1 14.890 

f2.l33 

1.026 
1.124 

139 

57  J 
36 

124 

129 

363 

432 

60 

1. 1  SO 
850 

97 

90 

224 

200 

200 

I       889 


36.640 

92.100 

9.483 

2.100 


53,897 
46.075 

70.26* 

15,146 

1.661 
2.631 

8.669 
1.200 

3.400 

4.»00 

34.500 

48.500 

30.000 


206.000 
45.000 


9.300 

9.000 
10.509 


Free 


None 
None 


Free 
None 


IS2 


1924 


320 
320 


12,000 


92.850 


a  Reduced  rate  ticket.s  ranjrint;  in  rate.  6  Go<kI  on  first  zone  in  Beverly  nnly.  c  12  cents  throueh  fare,  d  Through  ticket  farelSeenta.  c  Two  8-ccnt  lones — 
8  cents  niininiuni  fare.  /  TrAii.sfergood  only  part  of  distance — f>r  to  Pierce  Mill  Rd.  g  Trollev  buses,  h  Permit  irrantc<J  aUo  for  5  trolley  btiaea  to  operate  Sept.  5, 
I  913.  to  Jan.    5,  1924.     t  .Monthly  mileage  scheduled. 


484 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


Statistics  Regarding  Motor  Bus  Operations  by  Electric  Railways  (Continued) 


Name  of  Road 


West  Virginia 

Wheeling  Public  Serwce  Co. 

Kentucky 

Louisville  Ry. 

(Kentucky  Carriers,  Inc.) 

CENTRAL   STATES 
Illinois 

Chicago,  North  Shore  and  Mil- 
waukee R.  R. 
Rockford  Traction  Co. 


Chicago  &  Joliet  Elec.  Ry.  Co. 
East  St.   Louis  Ry. 


Indiana 

Gary  St.  Ry.  Co. 

Gary  &  Valparaiso  Ry.  Co. 

Iowa 

Dubuque  Elec.  Co. 
Des  Moines  City  Ry.  Co. 
Waterloo.  Cedar  Falls  &  North- 
ern Ry. 

Michigan 

Grand  Rapids  Ry.  Co. 

Houghton  County  Traction  Co. 
Michigan    United    Rys.    Co. 
(.Jackson  Lines) 


Dept.  of  St.  Rys. — Detroit 

Lansing  1  ines 
Muskegon  Light&  Traction  Co. 

Minnesota 

Twin  City  Rapid  Transit  Co. 

Missouri 

Springfield  Traction  Co. 


Otiio 

Conimunity  Traction  Co. 

Indiana,    Columbus    &    Eastern 
Traction  Co. 

Hocking-Sunday  Creek  Traction 

Co. 
Northern  Ohio  Traction  &  Light 

Co. 

Akron  Lines 

Canton  Lines 
Youngstown  Municipal  Ry. 


Youngstown  &  Suburban  Ry.  Co. 


Routes  Operated 


Streets  of  Wheeling 


Beechmont 
Cherokee,  Pk. 


Steubenville,  East  Liverpool  and 
Beaver  Valley  Trac.  Co. 

Columbus,  Newark  &  Zanesville 
Traction  Co. 

(Columbus  &  Zanesville  Trans 
portation  ('o.) 

Penn.-Ohio  Elec.  Co. 

(Penn.-Ohio  Coach   Line  Co.) 

Wisconsin 

Eastern  Wise.  Elec.  Co. 

Manitowoc  &  Northern  Trac.  Co. 
Wisconsin  Gas  &  Elec.  Co. 

Kenosha  Lines 
Wisconsin  Valley  Elec.  Ry. 

Milwaukee  Elec.  Ry.  &  Lt.  Co. 
(Operated     in     Milwaukee) 

Wisconsin  Motor  Bus  Lines 


Kenosha  Lake  to  Geneva 
Waukegan,  111.,  to  Kenosha,  Wis. 
Charles  St.  to  Kilburn  .\ve. 
(Cemetery  to  South  Rockford 
Auburn  St. 

Lockport  to  StateviUe,  111. 
25th  &  Lincoln  to  33rd  and  Miss 
ouri  .Ave. 


Gary,  Ind.,  to  Miller  Beach 
Woodville  Jet.   to  Porter 


Dubuque  to  East  Dubuque 
Feeders  to  railway  lines 
Waterloo  to  Cedar  Falls 


Monroe  Ave.  &  Michigan  St.  to 

North  St. 
Houghton  to  Lake  Linden 
End  of  1st  car  line  to  Ella  .Sharp 

Park  ((■) 
Atsego  Hotel  to  Reynold  .Spring 

Plant  on  Wafer  .St. 
Mt.  Elliott  and  Harper  to  Lynch 

Road 

Cro,sstown  to  Durant  Motor  Plant 
Muskegon  Hts.  Crosstown 


30th  &  Grand  St.  N.  E.  to  44th  & 
Fremont  Ave.  N. 

Boulevard-C  1  a  y-Campbell    and 

Broad  Sts. 
College  St. 
St.  Louis  St. 
Phelps  Grove 
Walnut-New  Sts. 

Oak    St.    Fassett  &    South    Erie 

routes  t 
Springfield  to  Dayton 
Springfield   to    Columbus 
Springfield  to  Lake  View 
Athens  Terminal  to  Court  House 

Exchange-Maple  St. 

Crosstown 

So.  Arlington  St.  to  Thomaston 

N.  Howard  St. 

Gibbs  Ave.  Extension 

Youngstown  &  Vicinity 

Lincoln  Park 
Crandall 
Youngstown  Sts. 
Youngstown  .Sts. 
Youngstown  to  Salem 
Youngstown  to  East  Palestine 


6-4-23 
7-22-23 


8-12-22 

1-    1-23 

1-16-23 

1-16-23 

3-26-22 

1-1922 

3-15-23 


5-27-22 
12-    1-22 


9-  8-14 
\-  15-23 


4-29-23 


.3 


5  00 


32.50 
16 
2.59 
I  35 
I  20 
4  00 


3-31-22 
11-1922 
I-  2-22 


12-    1-21 


8-1921 

8-I92I 
8-1921 
8-19-21 
8-1921 


Steubenville  lines 
(Columbus  to  Zanesville 

Columbus  to  Newark 

6th  &  Main  St.  to  Kearns-Gorsuch 

Glass  Plant.  Zanesville 
Young.stown  to  Warren 


Fond-du-Lac   to    Plymouth 
Fond-du-Lac     to     Neenah 
Belt   line   in    Manitowoc 
Salem  Ave. 

Howard  Corners  to  Rope  Factory 
West  Side  to  East  Side  (Merrill, 

Wis.) 
6th  &  Mitchell  to  26th  &  Burnham 
(Oneida  &  .lackson  to  N.  W.  Dei)o( 
K.  K.  &  Pr.vor  to  Nash  Motor  Wks. 
K.K.  &  Lincoln  to  26  &  Burnham 
37th  St.  &  Grand  .\ve.  to  Mary- 
land &  I*ro^pect  Aves. 


4-15-23 

4-15-23 

4-15-23 

1922 

3-19-22 
8-   7-22 
8-   7-22 
9-1922 
7-1922 

9-24-22 
9-24-22 
3-18-23 
3-18-23 
4-  8-23 
4-  8-23 


8-15-23 
4-  8-23 


4-  8-23 
1-10-23 


8-    1-22 


8-14-22 

6-    1-23 

1922 


5  80 


I    62 


.D  en 
a  « 


II   90 


4  40 

1.50 
1.40 
I  70 
1.50 


II-   1-21 

4-1920 
11-1921 
9-1922 
3  1923 
5-1923 


1,50 

2  70 
4  00 
I  00 
I    38 


JO 


4,2 
6   7 


29.40 


7  00 


Headwa.v 


3D 


12-20 


1-3  hr. 
Hourly 

20 

20 

15 

30 

20 


30 
4 


15 

30 


10 
60 


30 


20 

30 
20 
20 
20 


7  Hourly 

7  Hourly 

7  Hourly 

29  60" 


12-15 
12 
20 
20 


30 


1-3  hr. 
Hourly 

20 

20 

10 

30 

10 


15 
I 


8  15 

60  55 


a 

Ho 
c  s 

so 


Fares  Charged 


One  Way 


110 
56 
20 
20 
7 

20 


20 

30 
20 
20 
20 


15 

Hourly 

Hourly 
15 

30 


2  R.T. 
60 
60 
15 
20 
15 


10 
12 
13 
10 


Hourly 

Hourly 

HourlV 

60' 

9 
12 
20 
20 


7{ 

10 

8 

15 

2  hr. 

2  hr. 


15 
Hourly 

Hourly 
15 

30 


1  hr. 

1 1  hr 

l;  hr. 

7i 

18 
30 
10 
10 


10-25 
22 


None 


None 
None 
6S-5 
6i-5 
6i-5 


*5 


15 
20 
15 

10 
10 
4 
7 
10 


20 

15 

20 

22i 

90 

90 


2hr. 

I J  hr. 
15 

45 


no 


75 
I    25 

I    25 
5 

5 
5 
5 
5 
6 


.  10 
1.50 


45 


1    10 


None 
22 


7 

io-$i 


None 
N  ne 
Free 
Free 
Free 


7-50 


None 
4(g,25 


5 
4®  25 


None 

None 
None 
None 
None 


75 

I    25 
I    25 

7(<«25 


None 
None 

7-50 
7-50 
7-50 
7-50 

60 

60 


3(325 
1.50 

75 

9-50<; 

None 


None 


Free 


Free 
None 


None 


Q 


520 


192 
192 
162 


195 


Free 


Free 

None 
Free 

Free 

None 

Fi-ee 


Free 


Free 

Free 
Free 
Free 
Free 


None 
None 
None 


18,251 
18,206 
4.536 


11,798 


55-      30.000 
30  !  75o 


250 


600 


507 
230 


29,759 


128 


530 

150 
170 
170 
170 


7  50 

6i 
6i 
6i 
6i 
None 


Free 
Free 
Free 
Free 
Free 

I 


None 
None 


None 
None 


None 

Free 


None 


None 


Free 
P>ee 
None 

Free 
Free 
Free 

3 
None 


864 

1,568 

1,572 

54 

434 
571 
122 
166 


650 
503 
859 
632 
350 
300 


1,512 


816 
210 


1,000 


235 


224 
166 
179 
250 


27,500 


25,000 


50,358 
40,000 


30,118 


209 


91.902 

91,902 
91,902 
91,902 
91,902 


10,259 
10,259 
6,369 


135,000 


85,000 
65,000 
96,000 
61,000 


1,200 

1.500 
30,000 


(r)  Runs  only  on  Saturday,  Sundays  and  holiday  afternoons, 
*  Increased  to  6  cents  or  9  for  50  cents  ticket  effective  9-2-23. 


d  Weekly  pass  also  used. 
t  Operated  under  contract  from  company  by  independent  firms. 


October.  1923 


BUS 

ikvsspohiatjon 


485 


StatisticH  Ri'jranliiifi:  Motor  lUis  OpcralioiiH  by  Elerlrir  Railways  (LoiirliuitMl) 


Name   iif   Kuud 


WiMonsin  Motor  Bus  Linos^ 
(oontiuued) 


WUooruin  Mutur  Bum  I'intii 
(OpertttPtl  by  M.  K.  U.  A  L.  Co. 
in  inter-cUy  BiTvice) 


WESTKRN  STATES 

('allfurnla 
Paeitic  Giw  &  tllfc.  Co. 

Pacific  Elec.  Uy.  Co. 

(Joiotly    opcratinR    nith     Lnd 
Ansclra  Ry.  Co.) 


Peoiuaular  Ry. 

San  Francisco — Oakland    Term 
Ry8. 


San  FrancUco  Municipal  Ry. 


Santa  Barbara  &  Suburban  Ry 

Co. 
Stockton  EIcc.  Rys. 
San  Diego  Elcc.   Ry.  Co. 

Kansas 

SalinaSt.  Ry.  Co. 

New  Mexico 
City  EU'C.  Co. 


Oklahoma 

Tulsa  St.  Ry.  Co. 
Okmulgee  Traction  Co. 

South  Dakota 

Sioux  Falls  Traction  System 


Texas 

Northern  Texas  Traction  Co. 

Washington 
Pacific  Traction  Co. 
Seattle  Municipal  Ry. 


Pufcet  Sound  International  Ry.  A 
Power  Co.,  Everett 

Pacific  Northwest  Traction  Co. 
Tacoma  Light  A  Power  Co. 


CANADA 

British  Columbia  Ry. 

Toronto  Transp.  Com. 
Winnipeg  Elec.  Ry.  Co. 
Montreal  Tramways  Co. 


Kouleit  OptTatfd 


1 


CViii.  r    .^r     ,v  .11     t«j 

Mtinlinll  .V   '■'■ 
llnwliy  H.I    A  .  Blvd. 

to  .Nliiniliuti  tV  V,  I-.  ..ii.iii  Sl«. 
Milwuukoo  tu  W'ftukefltm 
Milwaukt'o  to  <,>r(iiMiiiiowoc 
MilwuukiMrto  Fond  du  I.uo 
Milwaukee  to  MndHoii 
Milwaukee     to     IlartfurU-Ilcavcr 

Dam 
Milwaukee  tu  Jant^ttville 
Milwaukee   lo    llncinc 
Racine  to  Kemwha 
Rarilie  ti>  Hurliiietoii 
HurliiiRtiin  t<»  Di'lavnn 
Ea»t  Troy  to  Ililnii 


Extension  of  1".  &  T.  Car  lines  froii. 
28th  St. 

LonK    Heacli    Ave.   and    20tli   Si  , 
iA»  .VnKelfft 

Maywomi  District 

Pa«a<li'iiii  (10  local  routes) 

.San  ISernartliuo  to  iliffhland 

Western  Ave..  Los  AiiKclea 

Glendale  feeder 

Redlands 

Santa  Anna  (4  local  lines) 

Palo  Alto  to  I.eland  Stanford,  Jr., 
I'niv. 

Piedmont     Ave.    &    40th    St.    to 
Montclair 

55th  Ave.  &  E.  16th  St.  to  Chevro- 
let Park 

lOth  .\ve.  *  Fulton  to  25th  Ave.  i 
Irvinj?  St. 

Great  Hiehway  &  Cabrillo  St.  t 
Sloat  HouU'vanl 

Salinas  St .  to  San  Andreas  Missiuij 


6-1923 

6-1923 

11-1921 
6-1922 
R-1922 
6-1922 
6-1922 

9-1922 
1-1923 
2-1923 
5-1922 
5-1922 
9-1922 

l'>2.' 


2- 


5 


Feeder  to  Intenirban  Line 

Country  Club 

Central  .\ve.  &   Fourth  ,Sl. 

Local  line  in  Albuquerque 

East  6th  St.  to  TuUa  I'niv. 
.\dmiral  .St. 
Federal  Drive 
Kendale  route 
Two  local  routes 


Points  within  City 
Points  within  City 
Points  within  City 


Tacoma  tofjiynipia 

1 5th  W.  4  W.  Dravas  St.  to  Carcl- 

ton  Pk. 
36  S.  W.  A  W   Ahiska  St.  to  35th 

S.  W.  &  W.  Ilendrraon 
University  Way  ic  E.  40  to  I.auren- 

hurst 
Ueacon  .\ve.  &  Hanford  to  Beacon 

.Ave.  Si  Kenyon  St. 
Colby  Ave.  Line 
16th  .St.  Line 
Hiver — Bayside  Line 
Everett  to  Mt.  \'ernon 
6th    Ave.    &    Proctor    to    26th    & 

Stevens  Sts. 
So.  9th  .St.  &  Pacific  Ave.  to  N.  P. 

Ry.  Wharf 

Commercial  Drive  to  Rupert  St.  Sc 

22nd  .\ve. 
Annette  &  Jane  Sts.  to  Humber- 

8ide&  Dundas.St. 
South  Drive  4  Glen  Rd.  to  Sum- 

^Derhill  A  McLennan  Ave. 
Westminster*  vicinity 
Morley  A  vicinity 
Stock  Yards 
Notre  Dame  West 
Hridgc  St. 


1915 
1922 


1920 

7-1921 

6-14-21 

7-  1-22 
7-  1-22 
7-  1-22 
7-  1-22 
1920 


5-  5-23 
i-27-23 
7-16-23 


1917 

9-1922 
12-   1-19 

2-  1-20 
5-21-21 

12-  1-21 

12-  1-22 

3-  6-23 
6-  6-23 
7-192 
3-16-23 

2-  5-23 

4-17-23 
9-20-21 
4-2fr-22 

5-  1-18 

4-  1-22 
8-  1-20 
fr-  1-20 

11-1921 


67    UU 

no  00 

38  00 

30  00 
22  00 
10  00 
24  00 
ID  00 


3.00 


3.68 
1.90 


.45 


66 


8  00 
2  50  ! 
2  50 


4  90  ;  8 


32  00 
2  20 

2  60 

2  90 

3  70 

3 
2  27 
2  5 
44 


19-23 

1923 

4 

917 

6    dU 

1 

13  23 

9.80 

1 

7-21 

3  50 

3 

1-21 

1   70 

4 

1-22 

10  90 

4 

10-23 

2 

3 

21-21 

2.8 

2 

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1    1 

1 

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19 


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20 

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120 
30 
30 
10 
30 
30 
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20 
20 
12 
13 
15 

50 

30 


30 
15 
20 


30 
40 

1  hr. 

40 

9 
30 
10 
60 
20 


30 

6 

7 

8 
12 
20 
10 
151 


20 
20 


20 

120 
30 
30 
10 
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30 
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II)        10 


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Free 


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17-Jl  Free 
17-Jl   I  Free 


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259 

810 
240 
630 
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7,426 
10.672 

100.000 
20.000 

120.000 
10.000 
13.895 

1.692 

16.000 
127,851 
32,631 


•  4  buses  assiKne<l  in  winter. 
a — About  3  cents  pass.  mile. 


t  5  cent  fare  on  Sundays. 
b — Reduced  round  trip  fares. 


c^Tripe  daily. 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


CARL  W.  STOCKS 

Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  October,  1923 


The  Railway  Proves  the  Bus 


rt^TlHEN  it  comes  right  down  to  cases,  many 
k  i  1  criticisms  of  the  bus  generally  accepted  as 
^AJ|  being  true  are  on  careful  examination  found 
not  to  be  really  so  at  all.  Difficulties  with  winter 
operation,  falling  off  in  real  estate  developments 
because  of  the  fancied  lack  of  permanence,  greater 
cost  as  compared  with  any  and  all  rail  systems — 
all  of  these  bugbears  can  be  overcome  under  proper 
management  and  operation.  That  they  are  being 
overcome  is  amply  demonstrated  in  many  of  the 
articles  in  this  issue,  which,  in  large  part,  is 
devoted  to  current  developments  in  the  electric  rail- 
way field. 

The  achievements  here  recorded,  however,  will 
be  a  source  of  pride  and  satisfaction  to  all  inter- 
ested in  the  bus  as  a  medium  of  transportation. 
Its  strength,  its  essential  soundness,  when  routes 
are  properly  chosen  and  operations  efficiently  con- 
ducted, are  shown  not  only  by  the  testimony  of 
officers  of  these  railways,  but  also  by  the  practices 
they    are    following. 

Perhaps  the  most  significant  development  is  that 
shown  in  small  town  local  service  and  in  inter- 
urban  rail  service  through  sparsely  settled  com- 
munities. Most  of  these  have  been  hit  hard  in 
recent  years.  Many  cities  of  from  25,000  to 
50,000  have  rail  systems  worrying  along  with  safety 
car  equipment  and  single-track  operation;  contin- 
ually between  two  fires,  it  was  impossible  to  make 
any  money  even  with  frequent  headways,  because 
people  could,  and  would,  walk  to  their  destination 
more  quickly  than  if  they  waited  for  a  car.  In 
Everett,  Wash.,  and  Newburgh,  N.  Y.,  this  has  led 
to  almost  complete  replacement  of  the  rail  system 
with  buses.  It  is  unnecessary  here  to  mention  the 
whys  and  wherefores,  since  the  articles  telling  the 
whole   story   appear   in   this   issue. 

On  the  interurban  systems,  an  example  is  afforded 
by  what  is  happening  on  the  Groton  &  Stonington 
Traction  Company's  line.  The  rail  service  is  still 
supplied,  but  forms  only  half  of  the  complete  sched- 
ule. Bus  and  rail  cars  are  run  alternately  over 
practically   the   same    route. 

In  Louisville,  where  the  officials  of  the  local  trac- 
tion company  believe  that  the  bus  is  destined  to 
form  an  essential  auxiliary  of  the  present  system 


of  local  transpoi-tation,  a  bus  line  is  being  oper- 
ated on  Third  Street,  with  rail  lines  still  in  service 
on  the  parallel  and  adjacent  streets  on  each  side 
Certainly  this  is  an  example  of  supplying  service 
and  giving  the  customer  a  chance  to  follow  his 
preference  as  to  the  medium  in  which  he  may  wish 
to  ride.  The  electric  companies,  in  general,  are 
avoiding  many  of  the  mistakes  that  have  led  them 
into  trouble  in  their  rail  operations  of  past  years. 
One  of  the  bus  lines  described  in  the  Danbury 
article  follows  two  different  trolley  lines,  but  in- 
stead of  supplying  simply  feeder  service,  the  trac- 
tion company  runs  the  buses  as  a  loop  line,  so  that 
people  will  not  have  to  change  to  get  down  town. 
Undoubtedly,  this  is  good  business  and  is  reflected 
in  the  receipts.  Service  to  the  public  must  be 
accompanied  by  efficient  and  economical  operation. 
They  are  also  going  after  this  thoroughly. 

Maintenance  stations  are  being  built  with  up-to- 
date  equipment,  operators  are  being  well  trained, 
accounting  systems  are  being  worked  out  so  that 
the  bus  operations  can  be  properly  supervised,  on 
the  basis  of  complete  knowledge  of  all  the  funda- 
mentals which,  of  course,  are  necessary  to  the  suc- 
cess of  any  bus  system.  The  flexibility  of  the  bus 
is  being  taken  advantage  of,  in  the  way  of  charter 
or  livery  business — a  class  of  business  long  since 
lost  to  the  railway  lines. 

At  the  Atlantic  City  Convention  of  the  American 
Electric  Railway  Association,  in  honor  of  which 
this  issue  of  Bus  Transportation  has  been  devoted 
largely  to  articles  descriptive  of  the  use  of  the 
bus  by  electric  railways,  the  bus  promises  to  hold 
an  important  place.  There  will  be  reports  on  oper- 
ation, maintenance  and  accounting,  and  an  exhibit 
of  equipment  that  will  indicate  the  amazing  strides 
the  industry  has  made  in  the  past  year. 

[  EDITORIAL  ] ■ 

Route  Signs  that  Tell  the  Story  Are 
Needed  to  Get  the  Riders! 


ASSENGERS  must  be  pampered.     It  is  not 
enough  just  to  carry  them.     It  is  not  enough 

I  to  provide  modern  equipment  in  which  they 

may  ride.  The  service  must  in  every  case  be  sold. 
In  this  work  the  employee  is  perhaps  the  most  im- 
portant factor.  The  cases  of  the  Fifth  Avenue 
Coach  Company  and  the  Chicago  Motor  Coach 
Company  prove  this.  But  the  employee,  no  matter 
how  courteous  he  may  be,  works  at  a  disadvantage 
unless  the  implements  supplied  to  him  are  a  help 
rather  than  a  hindrance.  All  this  is  apropos  of 
two  new  lines  of  buses  established  recently  the 
equipment  of  which  is  all  that  could  be  desired  and 
which  fill  a  real  need  so  far  as  supplying  service 
over  a  route  not  previously  covered  is  concerned. 
These  routes  have  been  arbitrarily  labeled  A  and 
B.  There  is  no  quarrel  with  the  desire  of  the 
operating  company  so  to  designate  the  routes,  but 
to  do  so  and  do  nothing  more  leaves  the  public  out 
in  the  cold,  so  to  speak,  and  puts  the  employees 
operating  the  buses  at  a  decided  disadvantage.  So 
far  as  the  operators  of  these  particular  buses  are 
concerned  they  are  being  called  upon  to  answer 
many   unnecessary   questions.     Route   signs   giving 


[486] 


destination  points  properly  displayed  could  be 
made  to  answer  them  just  as  well,  and  advantaife 
is  being  lost  of  the  advertising  which  such  route 
signs  give  to  the  sei-\'ice.  Fully  realizing  this,  the 
operator  of  one  interurban  service  has  labeled  the 
sides  of  his  buses  and  the  backs  of  them  with  the 
story  of  their  destination.  These  are  de  luxe 
vehicles,  but  the  signs  do  not  in  any  way  detract 
from  the  trim  appearance  of  the  cars.  Another 
operator  has  painted  the  names  of  the  towns  that 
he  serves  on  the  back  windows  of  his  buses. 
It  is  all  part  of  the  sales  game  to  display  mer- 
chandise to  the  best  advantage,  and  a  good  way  to 
do  that  is  to  label  things  plainly.  This  applie.« 
to  the  sale  of  transportation  no  less  forcefully  than 
it  does  to  the  sale  of  merchandise. 

The  regular  traveler  may  come  after  a  while 
to  know  Routes  A  and  B  intimately,  but  even  he 
will  be  gratified  at  knowing  that  the  vehicle  in 
which  he  is  riding  proclaims  its  destination  from 
its  front  and  possibly  its  sides,  while  to  the  casual 
rider  the  fact  that  the  vehicle  is  carefully  labeled 
gives  him  a  sense  of  security  as  to  where  he  is  going 
that  even  the  most  reassuring  utterances  from  the 
driver  does  not  always  convey.  A  quite  famous 
expression  of  the  present  day  is  "Let's  go."  A 
worthy  ambition  is  there  expressed.  But  it  is  well 
to  know  whither  one  is  headed  before  he  starts. 

[  EDITORIAL  ]  — 

Highways  for  1 00  per  Cent  Service 


D 


Right  of  IV ay  at  Grade  Crossings 

HE  slogan  of  the  American  Railway  Asso- 
ciation, to  "cross  crossings  cautiously,"  is 
agreed   with   in  a  statement    is.sued   by   the 


XLY  a  few  states  in  the  snow  belt  are  mak- 
ing any  effective  attempt  to  keep  the  roads 

open  during  the  winter  months.     Connecti- 

cul  ami  Michigan,  perhaps,  have  done  more  than 
any  other  states  to  recognize  the  importance  of 
motor  vehicle  traffic  in  general  and  have  under- 
taken, as  part  of  their  highway  maintenance  pro- 
gram, to  clear  snow  from  the  main  state  highways. 

This  work  does  not  usually  include  the  clearing 
of  the  main  routes  when  they  pass  through  cities 
or  towns.  If  the  cities  and  towns  take  care  of  the 
work  in  their  own  territory,  then  with  the  state 
and  county  authorities  clearing  the  rural  highways, 
it  should  be  possible  to  follow  almost  any  main  route 
by  motor  car,  bus  or  truck  with  little  if  any  more 
inconvenience  than  in  the  summer. 

That  the  roads  should  always  be  kept  in  passable 
condition  is  strongly  advocated  by  the  bus  owner 
and  operator,  who  pays  in  licenses  and  taxes  for 
the  right  to  operate  his  vehicles  over  state  and  city 
highways,  not  for  six  or  eight  months  each  year 
but  for  twelve.  The  bus  operator  will  argue,  there- 
fore, and  justly,  that  if  he  is  forced  to  keep  the 
roads  open  .so  that  he  may  operate  his  own  vehicles, 
his  passengers  must  bear  an  unnecessary  expense 
not  really  a  part  of  his  cost  of  rendering  service. 

Transportation  should  be  available  at  any  time 
of  the  year.  The  increasing  use  of  closed  cars  of 
the  privately  owned  type  is  bound  to  result  in  a 
greater  mileage  of  cleared  highway.  There  is  no 
good  reason  why  the  people  in  the  smaller  towns 
and  along  the  rural  highways  should  be  imprisoned 
during  the  winter,  or  perhaps  forced  to  use  slower 
means  of  transport  than  the  bus. 


United  States  Bureau  of  Public  Roads,  but  at  the 
same  times  the  question  is  raised  as  to  whether, 
under  certain  conditions,  the  railroad  traffic  should 
not  exercise  the  caution,  and  should  halt  and  give 
the  right  of  way  to  highway  vehicles. 

This  may  .seem  rather  fooli.vh  at  first  thought, 
at  least  to  railroad  men.  But  consider  the  ca.se  men- 
tioned by  the  bureau,  where  one  of  the  principal 
highways  leading  west  of  Raleigh,  N.  C,  crosBea 
what  is  really  a  railroad  siding,  serving  the  State 
Fair  Grounds.  This  switch  track  is  used  for  only 
a  few  days  a  year  during  the  Fair,  yet  under  the 
North  Carolina  law  all  the  traffic  over  the  main  road 
must  stop  at  this  crossing  3G.5  days  a  year. 

The  general  application  of  grade-crossing  laws 
to  both  trunk  and  branch  Hues  indi.scriminately  is 
bound  to  lead  to  absurdities  and  unneces.sary  in- 
conveniences. In  many  states  bus  operators  alone 
are  required  to  stop  at  crossings,  and  the  law  does 
not  apply  to  the  many  irresponsible  drivers  of 
private  motor  vehicles.  Why  should  not  the  prin- 
ciple followed  by  the  railroads,  of  giving  right  of 
way  to  the  most  important  traffic,  be  recognized 
by  utility  commissions  and  legislatures.  Infre- 
quent trains  on  branch  lines  would  then  stop  before 
crossing  important  highways,  instead  of  tempting 
highway  traffic  to  violate  what  seems  to  be  a  foolish 
regulation. 

The  real  remedy,  however,  is  closer  legal  super- 
vision of  the  drivers  of  the  privately-owned  auto- 
mobile. Bus  operators  as  a  rule  are  men  of  dis- 
cretion and  judgment.  Otherwise  they  do  not  last 
long.  But  it  is  a  comparatively  simple  matter  for 
the  most  incompetent  driver  to  get  a  license  for  a 
private  automobile,  and  to  have  many  traffic  viola- 
tions and  minor  accidents  to  his  credit,  before  he 
winds  up  at  a  grade  crossing,  with  death  not  only 
for  himself  but  often  for  passengers  on  the  railroad 
train  or  in  his  automobile. 

—  I  EDITORIAL  J — 

Develop  the  Express  Business 


m 


ROFITABLE  business  can  often  be  developed 
by  the  stage  companies  that  will  give  a  little 
attention  to  encouraging  shipments  by  ex- 
press. In  the  state  of  Oregon  this  is  demonstrated 
by  what  has  been  done  in  handling  express  at  the 
Portland  union  stage  depot.  A  service  such  as  is 
rendered  there  should  attract  business  in  other 
parts  of  the  country  quite  as  effectively. 

A  particularly  good  place  to  start  is  with  the 
dealer  who  stocks  automobile  parts.  In  his  line  of 
business  the  advantage  of  being  able  to  u.se  a  fre- 
quent service  carrier  is  of  first  importance.  Having 
the  -schedule  of  departures,  he  can  deliver  packages 
to  the  depot  up  to  the  actual  moment  that  the  stage 
leaves  the  terminal,  thus  offering  his  patrons  a 
service  that  could  not  be  approached  in  speed  by  any 
other  carrier  now  handling  express. 

This  business  is  easy  to  develop,  easy  to  handle, 
and  makes  friends  for  the  operating  company. 


[487] 


488 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


Manufacturers* 
^  Section 


Developments  in  equipment  for 
vehicles,  earapress  terminals — 
all  the  imi>rovements  manu- 
factured for  the  industry. 


Lubrication  by  Com- 
pressed Air 

ANEW  grease  gun  has  been  put 
on  the  market  by  the  Automo- 
tive Lubricating  Company,  San 
Francisco,  Cal.  The  manufacturer 
designates  it  a  Hi-Power  compressed 
air  grease  instrument.  Air  pressure 
can  be  taken  from  a  spare  tire,  from 
the  tires  on  the  vehicle,  or  from  the 
compressor  in  the  garage.  The  at- 
tachment used  on  the  gun  fits  any 
ball-check,  valve-type  lubricator.  By 
a  patent  automatic  control  inside  the 
gun,  the  pressure  forced  into  the 
lubricator  is  thirty  times  that  of  the 
air  force  entering  it,  so  it  is  possible 
to  get  as  high  as  3,000  lb.  of  grease 
pressure. 

Completely  filled  with  grease,  the 
gun  weighs  only  about  5i  lb.  In  ad- 
dition to  grease  it  is  recommended 
for  discharging  600-W  oil,  kerosene, 
water,  or  any  liquid  regardless  of 
how  light  or  heavy  bodied  it  may  be. 

After  the  air  is  connected,  a  but- 
ton or  trigger  on  the  instrument  is 
depressed.  Each  time  this  is  done  a 
stick  of  grease  about  A  in.  diam- 
eter and  1  in.  long  is  shot  out  of 
a  so-called  firing  chamber  into  the 
nipple.    At  the  same  time  the  firing 


chamber  is  automatically  reloaded 
and  the  high-pressure  plunger  re- 
turns to  the  firing  position.  The 
trigger  also  returns  automatically  to 
the  firing  position. 


Metal  to  Metal  Brakes 
Applied  by  Air 

THE  air-brake  equipment  previ- 
ously described  in  these  columns 
( see  page  36,  January,  1923,  issue 
Bus  Transportation)  has  now  been 


There  are  two  accumulators  at- 
tached to  the  engine,  which  permit 
"air"  to  pass  into  a  large  reservoir 
mounted  alongside  the  left-hand 
frame  mem.ber.  Pressure  in  this 
reservoir  varies  from  75  to  150  lb. 

The  system  is  operated  by  what 
appears  to  be  the  usual  brake  pedal. 
This  is  connected  through  a  rod  and 
bell-crank  lever  to  the  control  valve, 
which  is  placed  at  the  rear  of  the 
chassis.  It  is  thus  possible  to  secure 
any  braking  pressure  desired  by 
varying  the  stroke  of  the  pedal.  A 
retrieving  spring  is  set  on  the  con- 
necting rod  so  as  to  balance  involun- 
tary foot  pressure  during  braking 
operation. 

Another  new  feature  of  the  brake 
is  the  location  of  the  brake  chambers 
on  the  rear  axle  housing.  The  push 
rods  in  these  chambers  are  then  con- 
nected to  levers  mounted  on  the 
brake  camshafts.  The  same  brake 
camshaft     can    also     be     controlled 


Brake-shoe  Head  ' 

Cam  5haff 


Aiccu 


Accumulators 


T 


a     ,  ~~n  'J  /  'Hand -bra he  Lever 

Brake  react /■  ■  -  ---t      ^  |  i 


d^ 


T 


•Pressure 
Gage  [| 

U 


Control  Vafvr 


Layout  of  Westinghouse  automot 
mounted  back 


ive  air  brake  with   air  chambers 
of  rear  axle 


successfully  applied  with  metal  to 
metal  brakes.  The  accompanying 
illustrations  show  a  close-up  of  the 
brakeshoe  construction,  and  also  a 
layout  of  the  mechanism  controlling 
the  brake  chambers. 


A  high-speed  lubricating  device  from  the  Pacific  CoukI 


through  a  system  of  rods  leading  to 
a  hand  lever  at  the  driver's  seat. 

The  Westinghouse  metal-lined 
brake  rigging  consists  of  two  steel 
shoes  in  each  rear  wheel.  These  are 
bolted  to  steel  shoe  heads  and  bear 
against  a  steel  liner  which  is  bolted 
to  the  drum.  The  shoe  heads  are 
hinged  on  a  large  anchor  pin  sup- 
ported by  the  spring-seat  castings, 
and  are  operated  by  180-deg.  con- 
stant lift  cams,  the  latter  being  sup- 
ported on  tubular  shafts. 

Metal-to-metal  air  brakes  were 
developed  on  the  Fageol  city-type 
buses  in  the  service  of  the  Puget 
Sound  International  Railway  & 
Power  Company,  Everett,  Wash. 
These  buses  weigh  9,600  lb.  empty 
and  16,100  lb.  carrying  the  ma.ximum 
cf  fifty  passengers.  The  schedule 
speed  must  be  kept  up  to  9.7  m.p.h., 
requiring  at  times  a  ma.ximum  speed 
of  25  m.p.h.  On  some  of  the  lines 
where  these  buses  are  operated  they 
come  to  a  full  stop  on  an  average  of 
forty-seven  times  an  hour.  When  the 
ordinary  manually-operated  brakes 
were  used  in  this  service  the  fabric 


October.  1923 


BUS 

TRANSPOIdAnON 


Stake  Cham  ben - 
Metal  brake  shoes  -  - ' '  "a. 


'etal  arum  liner 


lirar  ajrte  e(iiiii>ment  for  inetal-to-nietal  tiir-opc rated  brakcn 


lining  had  to  be  renewed  every  four- 
teen to  twenty-one  days  and  ths 
drum  every  ninety  days.  With  the 
new  metal-lined  brake,  air-operated, 
the  metal  shoes  need  be  renewed  only 
after  15,000  to  20,000  miles,  while 
the  results  so  far  indicate  that  the 
metal  drum  liners  will  last  at  least  a 
year.  Besides  their  longer  life  be- 
tween renewal  periods  and  the  pos- 
sibilities for  making  renewals  more 
quickly  and  cheaply,  the  metal-lined 
brakes  are  said  to  be  more  effective, 
with  a  higher  factor  of  safety.  The 
cause  given  for  this  is  that  they  are 
consistent  and  reliable  in  operation 
and  are  not  subject  to  the  inherent 
variables  of  fabric  lining. 


Kubbcr  Bumpers  Added  to 
Spring  Device 

THE  Hiflex  spring  suspension,  a 
product  of  Ti-ayior  Engineering 
&  Manufacturing  Company,  Allen- 
town,  Pa.,  is  now  being  built  with 
rubber  bumpers  in  place  of  the  metal 
stops  formerly  mounted  on  the  side 


of  the  main  frame  members.  These 
bumpers  are  placed  inside  the  heli- 
cal springs.  In  case  a  severe  bump 
is  encountered,  the  shock  is  taken  up 
by  the  bumpers,  instead  of  the 
springs  closing  together.  The  ends 
of  the  bumpers  are  cone-shaped; 
when  they  come  into  play,  a  very 
small  surface  is  struck,  thus  elimi- 
nating or  decreasing  noise,  and  at 
the  same  time  making  for  resiliency. 
As  indicated  in  the  illu.'itration.  the 
Hiflex  suspension  is  not  an  auxiliary 
mechanism,  in  the  ordinary  sen>. 
Rather,  it  is  an  integral  part  of  the 
cha.ssis,  although  it  can  be  installed 
on  practically  any  vehicle.  Two  main 
purposes  are  served.  First,  it  in- 
creases considerably  the  length  of 
the  main  springs  and  thus  gives  the 
flexibility  that  goes  with  long 
springs.  The  hinge  device  and  to 
a  considerable  extent  the  helical 
springs  are  thus  in  action  all  the 
time.  In  the  second  place,  it  serves 
as  the  compensating  device,  the  heli- 
cal springs  coming  into  play  more 
and  more  as  shocks  or  bumps  are  en- 


^''''. 


^ 


489 

countered,  or  when  unusual  loads  are 
carried.  The  makers  of  this  de- 
vice put  forward  as  one  of  it«  im- 
portant advantages  the  fact  that  an 
installation  can  usually  be  made  in 
only  two  hours,  by  any  ordinary,  in- 
telligent mechanic.  For  any  ordi- 
nary bus  helical  springs  of  6-in.  in- 
side diameter  are  u.sed.  These  come 
in  different  sizes  and  lengths  of  wire, 
giving  from  150  lb.  to  800  lb.  resili- 
ency, or  pounds  of  load  carried  for 
each  inch  that  the  spring  deflects. 

With  Hiflex  installed  on  the  rear 
of  the  chassis,  the  riding  qualities 
of  the  front  are  materially  benefited. 
it  is  said. 

Fuel    rank   Inclosed  in 
Trunk  on  (lunudian  Bus 

THE  Gotfredson  Truck  ti^rpoia- 
tion  of  Detroit  and  Walkersville, 
Canada,  has  brought  out  a  bus 
chassis.   This  is  .«hown  hero  equipped 


Hiflex  suspension  mounted  between  rear  end  of  frame  and  spring  shackles 


Gotfredson  bus  chassis  with 
C.G.  spring-type  bumper.  Radi- 
ator protected  by  steel  bars 

with  a  twenty-two-passenger  sedan- 
type  body  built  by  the  Canadian  Top 
&  Body  Corporation,  Ltd..  Tilbur>'. 
Ont.  The  chassis  has  a  178-in.  wheel- 
base  and  weighs  4.400  lb.  This  gives 
a  total  weight  of  8.400  lb.  or  about 
380  lb.  for  each  seated  passenger. 

Tires  are  of  the  "doughnut"  type. 
32x6  front  and  32x6  dual  rear,  on 
Budd  disk  wheels.  Power  is  taken 
from  a  Buda  Ijus  engine.  4x5 i  in. 
bore  and  stroke  with  counterbalanced 
crankshaft,  through  Brown-Lipe  mul- 
tiple-disk clytch  and  Brown-Lipe 
four-speed  transmission  to  a  Timken 
worm  drive  rear  axle.  Electrical 
etiuipment  is  all  American  Bosch  and 
includes  magneto,  starting  motor  and 
generator.  A  thirteen-plate  200 
amp.-hr.  Exide  bus-type  storage  bat- 
tery is  part  of  the  equipment,  as  are 


490 


BUS 

TRANSPORTAnON 


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492 


BUS 

TR\NSHORTATION 


Vol.2,  No.lO 

3,300-lb.    for    shell    and    equipment. 

Equipment  includes  six  lighting 
outlets  for  the  interior,  each  carrying 
a  12-cp.  lamp ;  a  heating  system  of 
l2-in.  pipe  at  each  side  under  the 
seats,  and  three  Nichols-Lintern  ven- 
tilators mounted  in  the  roof. 

Ash  and  maple  are  used  for  the 
framing,  with  panels  of  18-gage  auto 
sheets.  Roof  covering  is  double  tex- 
ture Pantasote  over  12-oz.  duck.  In- 
side the  ceiling  is  finished  in  white, 
with  natural  wood  oak  below  windows. 


Extra  wheel  and  tire  supplied  with  this  Gotfredson  chassis.     Notice  the 
position  of  the  filling  pi]t€  for  fuel 


also  9-in.  drum-type  head-lamps  and 
a  combination  tail  lamp  and  stop 
light. 

Fuel  is  carried  from  a  tank  in  a 
trunk  at  the  rear  of  the  body, 
through  copper  tubing,  to  a  Stewart 
vacuum  tank  on  the  dash,  and  then 
to  a  Zenith  carburetor  through  Tite- 
flex  metal  hose.  A  spare  wheel,  as 
shown  in  one  of  the  photographs,  is 
mounted  on  a  rigid  casting  at  the 
back  of  the  frame. 

Each  side  of  the  body  has  five 
doors,  one  opposite  each  seat,  except 
the  one  over  the  wheel  housing  seat. 
There  are  three  heaters  under  the 
seats  and  two  ventilators  in  the  roof. 
The  doors,  which  are  an  important 
thing  in  this  type  of  body,  are  the 
heavy  sedan-type,  30  in.  wide,  fitted 
with  large  hinges  and  locks.  Each 
one  has  a  check  strap  of  harness 
leather,  outside  handles  and  dull  sil- 
ver inside  latch.  In  fact,  all  interior 
lamps  and  hardware  are  of  dull-finish 
silver.  Seats  are  trimmed  with  Span- 
ish grained  leather  and  seat  backs 
and  door  lower-halves  in  imitation 
leather  to  match  the  seats. 


Street-Car  Type  Body 
from  Canada 

THE  accompanying  photograph 
represents  a  product  of  the 
Canadian  Top  &  Body  Corporation, 
Ltd.,  Tilbury,  Ontario,  Canada.     Of 


New  Ventilator  Has  Op- 
tional Grill  Regulation 

THE  Nichols-Lintern  Company, 
Cleveland,  Ohio,  has  developed  a 
new  ventilator  which  is  said  to  be 
much  more  efficient  than  previous 
types.  As  shown  in  the  drawing,  the 
type  "CC"  ventilator  is  built  up  of 
galvanized  sheet  steel  and  aluminum. 
I  he  outside  is  sheet  steel,  so  that  in 


btay-tite. 


Y 1" H 

T" 

/ 

)  1 

\ 

-- 

- 

= 

^'    ; 

t 

Sr,//  -filler 


Bus  I'entilator  for  heavy-duty  vehicles;  has  regulative  grill 


the  st:eet-car  type,  it  has  capacity 
for  twenty-nine  passengers.  With  a 
length,  dash  to  rear,  of  21  ft.,  width 
at  windows  of  7  ft.,  and  headroom 
of  6  ft.  3  in.,  the  body  weighs  only 


Mack  chassis  with  body  made  by  Canadian  Top  &  Body  Corporation,  Ltd. 


case  of  collision  with  a  low  roof  or 
door,  the  ventilator  will  give  way 
without  materially  injuring  the  bus 
roof.  It  is  designed  for  installation 
along  the  center  line  of  the  roof,  the 
sloping  part  being  at  the  front,  and 
the  opening  for  the  exit  of  air  at  the 
rear.  The  opening  inside  the  bus  is 
covered  by  a  polished  aluminum  grill 
which  may  be  regulative  or  non- 
regulative,  as  desired.  If  of  the  for- 
mer type,  the  grill  is  provided  with  a 
sector-shaped  member,  arranged  so 
as  to  cover  the  grill. 

The  type  "CC"  ventilator  is  recom- 
mended for  vehicles  of  large  pas- 
senger capacity,  where  not  less  than 
2,500  cu.ft.  of  air  must  be  exhausted 
per  hour.  Two  ventilators  should 
be  used  for  sixteen  to  twenty- 
passenger  buses,  not  less  than  three 
for  twenty  to  twenty-five  passenger, 
and  four  or  more  for  twenty-five  to 
thirty  pas.«enger  buses. 


October,  1923 


mvNSI\)HUUON 


493 


What  theAssociations 

are  doin^ 


of  I  h  c  nH.-<nl:illoiiM 
ProcoodlnKM  of  InlfiesI 
to  the  bun  trHn.H|»ortu- 
tjon  IndtiHtry. 


BelttT  llciullaiiips  ainl  Tlu'ir  Adjusliiiciil 

Automotive  Knj;iiif<rs  Discuss  Mtthuds  of  Kliminalint;  (ilan-  and  Sfcuring 

(;ood  lluniinatiun — Nt-w  'lyiH'  of  \.vn>  Described — 

Rules  for  FocusinR  and  Aimini; 

t^OMPLETE  and  rather  detailed  di- 
-J  rections  for  soturinx  Kood  roaii 
lighting  from  headlamps  were  pre- 
sented on  Sept.  20  before  the  New 
York  Section,  Society  of  Automotive 
Engineers.  These  were  contained  in 
a  paper  on  the  importance  of  better 
automobile  headlamps  and  proper  ad- 
justment, given  by  R.  N.  Falge  and 
W.  C.  Brown,  engineers  of  the  National 
Lamp   Works,  Cleveland. 

Particular  emphasis  was  laid  upon 
the  focusing  or  location  of  the  bulb  in 
the  reflector,  and  on  the  directing  of 
the  reflector.  The  headlamp,  it  was 
said,  is  a  very  sensitive  device.  Accur- 
ate and  well-adjusted  equipment  must 
be  used,  because  the  distances  from  the 
filament  to  the  reflector  and  the  lens 
are  so  short  as  compared  with  the  dis- 
tances ahead  of  the  vehicle  to  which 
the  light  is  projected. 

The  leading  manufactures  of  incan- 
descent lamps  and  non-glare  equipment 
are  now  trying  to  eliminate  the  focus- 
ing adjustment,  according  to  the  au- 
thors of  the  paper.  It  appears  impos- 
sible to  eliminate  the  aiming  adjust- 
ment, however.  The  new  precision 
lamps  which  have  been  put  on  the  mar- 
ket within  the  last  year  are  a  step  in 
the  direction  of  a  fixed  socket.  These 
lamps  have  filaments  located  within 
about  one-half  the  S.A.E.  tolerances 
for  focal  length,  but  they  still  require 
focusing  adjustment.  This  adjustment 
will  become  less  important  when  the 
lamp  is  less  sensitive  to  filament  loca- 
tion about  the  focal  plane. 


New  lens  to  simplify  hedd-lam/j 
adjustment.  No  focusiny  re- 
ijnired    with    this    co)istri(ctioii 


With  the  lens  shown  in  one  of  the 
illustrations,  it  is  possible,  with  fairly 
accurate  equipment,  to  compensate  for 
commercial  variations  in  filament  posi- 
tioning in  the  reflector.  At  the  same 
time,  the  light  in  the  beam  projecting 
from  the  reflector  can  be  distributed 
effectively.  It  will  be  noticed  that  this 
reflector  has  really  three  zones.  The 
central  zone,  it  is  said,  tilts  the  light 
rays  downward  slightly  and  these  form 
the  upper  part  of  the  beam.  The  top 
or  cut-off  of  the  beam  is  thus  main- 
tained substantially  at  the  level  of  the 
headlamp.      Rays    of   light   from   upper 


and  lower  zones  of  the  lens  are  de- 
flected downward  by  the  prism  con- 
struction, so  that  they  will  not  rise 
above  the  top  of  the  beam  from  the 
middle  zone.  This  holds  even  when  the 
filament  is  moved  forward  or  back  of 
the  focal  point  through  relatively  wide 
limits. 

The  beam  in  this  new  form  of  head- 
lamp is  of  the  approximate  eliptical 
shape  shown  in  the  illustration.  A 
slight  amount  of  light  is  thrown  above 
the  line  .4.4,  which  represents  the  level 
of  the  centwr  of  the  headlamps,  but 
not  enough  to  cause  glare.  It  is  suffi- 
cient, however,  to  illuminate  p'  :• 
trians  and  overhanging  obstruid/! - 
At  the  bottom,  the  beams  spread  out 
so  as  to  light  up  the  sides  of  the  road 
near  the  vehicle  and  assist  in  making 
turns.  It  is  understood,  also,  that  the 
boundaries  of  the  beams  satisfy  the 
legal  requirements  generally  enforced 
by  the  various  states. 

How  TO  Adjust  Head-Lamps 

In  suggesting  the  rules  given  in  this 
paper,  the  authors  emphasized  the  im- 
portance of  keeping  the  headlighting 
(•i|uipment  in  reasonably  good  condi- 
tion. The  outer  surface  of  the  lenses 
should  be  washed  from  time  to  time. 
Each  time  a  bulb  is  removed,  and 
oftener  if  necessary,  the  reflectors,  the 
lamps  and  the  inner  surface  of  the  lens 
should  be  cleaned  carefully.  Even  after 
the  adjustments  suggested  have  been 
made,  they  should  be  checked  at  fre- 
quent intervals.  This  can  be  done  by 
watching  the  faces  of  people  in  ap- 
proaching cars.  If  you  can  distinguish 
these  faces  by  the  light  from  your  own 
headlamps,  your  lamps  are  glaring 
decidedly.  Another  check  is  to  direct 
the  beams  from  the  lamps  against  a 
vertical  surface,  such  as  a  garage  door. 
Or  it  may  be  viewed  from  about  100  ft. 
ahead  of  the  vehicle.  This  is  especially 
important  in  buses,  where  the  vibration 
and  handling  may  change  the  focus 
and  aiming  materially.  The  headlamps 
should,  of  course,  be  refocused  and  re- 
aimed  each  time  either  one  of  the  lamps 
is  renewed. 

Almost  all  non-glare  equipment  in 
general  use,  stated  the  authors,  is  de- 
signed for  the  "at  focus"  position,  and 
the    following    directions    are    intended 


Hrad-Unniia   i^io/jerly   focustd    ailhuut    Uiists.     Tlii 
be  the  smallest  spot  ohtainable 


^liuiild  L'ijhl    dtHtiili,(t,:,t    //loiidid    by   iircmatily    coiialructcd 

head-lamps  equipped  with  non-focusivo  lent 


494 

for  use  with  such  equipment  and  with 
such  a  bulb  setting: 

1.  Use  only  21-cp.  Gas-Filled  Head- 
lamp Bulbs. — Lamp  bulbs  should  be 
uniform  and  efficient  in  performance 
throughout  their  life.  They  should  have 
highly  concentrated  filaments  to  give 
the  minimum  beam  divergence.  The 
filaments  should  be  placed  accurately 
with  respect  to  the  locking  pins  and  to 
the  axis  of  the  base  to  minimize  beam 
distortion.  They  should  not  sag  in 
service.  If  new  lamps  do  not  give  a 
fairly  white  light  with  the  engine  run- 
ning at  a  speed  corresponding  to  18  or 
20  m.p.h.,  have  the  battery  inspected 
before  proceeding  with  the  adjustment. 
If  lamps  have  been  burning  out  at 
short  intervals,  inspect  the  connections 
from  the  generator  to  the  battery  and 
replace  any  defective  socket,  fuse  or 
connection. 

2.  Polish  Reflectors  with  a  soft  cloth 
dipped  in  powdered  lamp  black. — 
Fogged,  rusted  or  defective  reflectors 
should  be  replaced  with  new  ones;  they 
should  not  be  replated.  If  the  gasket 
cord  provided  to  make  an  airtight  seal 
between  the  lens  and  the  reflector  is 
loose,  fasten  it  back  in  place  with 
shellac. 

3.  Focus  the  Lamps  in  the  Reflectors. 
—Move  the  lamp  forward  and  back- 
ward in  the  reflector  until  the  filament 
is  placed  with  respect  to  the  reflector 
so  that  the  spot  which  is  thrown  on  a 
vertical  surface  25  ft.  ahead  of  the 
vehicle  will  be  of  the  minimum  size 
and  approximately  round,  as  shown  in 
the  figure.  With  fluted  reflectors  that 
spread  the  light  to  either  side,  the  fila- 
ment is  properly  placed  when  the  spot 
is  shallowest  in  the  vertical  dimension. 
In  either  case,  the  top  of  the  beam 
should  cut-off  as  sharply  as  possible. 
Turn  the  lamp  over  in  the  socket  when 
the  beam  is  not  satisfactory  as 
first  installed.  This  may  improve  the 
lighting. 

4.  Install  Redirecting  Equipment. — 
Where  the  ordinary  redirecting  lens  is 
used,  be  sure  that  it  is  placed  in  the 
headlamp  door  so  that  the  wording  on 
it  reads  properly  from  the  outside  and 
that  it  is  fastened  securely  so  that  it 
cannot  rotate  away  from  a  vertical 
position.  Where  fluted  reflectors  are 
used,  they  in  themselves  accomplish  the 
spreading  of  the  light  and  require  only 
a  plain  cover  glass.  It  is  important 
that  flutes  be  in  a  truly  vertical  posi- 
tion. 

Install  one  door,  with  the  glass  prop- 
erly fastened  in  it,  on  the  headlamp 
and  hold  the  other  door  loosely  in  front 
of  the  other  headlamp  in  the  proper 
position.  Cover  first  one  door  and  then 
the  other.  The  spots  from  both,  as 
seen  on  the  vertical  surface,  should 
look  practically  the  same.  If  they 
are  noticeably  different,  it  means  that 
the  focus  has  been  disturbed  in  install- 
ing the  door,  possibly  due  to  the  fact 
that  the  reflector  moved  back  on  the 
springs  and  the  lamp  position  remained 
the  same.  Refocus  the  lamp  so  that 
both  beams  will  look  the  same.    Install 


BUS 

TIWJSPOKTATION 


Meetings,  Conventions 
and  Exhibits 

Oct.  4 — Auto  Bus  Association.  New 
York  State,  Onondaga  Hotel, 
.SjTacuse. 

Oct.  S-13 — .\merican  Electric  Railway 
Association.  Annual  Convention. 
Atlantic  City.  N.  J.  (includes  ex- 
hibit of  buses  and  accessories). 

Oct.  13-2S — Dallas  Autonnotive  Trades 
A.'^sociation,  Annual  Fall  Show, 
Dallas,  Tex. 

Oct.  2.5-26 — Society  of  Automotive  En- 
gineers (Production),  Cleveland, 
Ohio. 

Nov.  12-17 — -Automotive  Equipment 
Association,  Annual  Bu&iness  Ex- 
hibit and  Convention,  Coliseum, 
Chicago,  111. 

.\'ov.  13-1.) — Xational  Tire  Dealers' 
Association,  Annual  Meeting,  New 
York  City. 

Dec.  10-15 — National  Petroleum  Insti- 
tute, Annual  Meeting,  Statler 
Hotel.  St.  Louis,  Mo. 

Jan.  ,5-12 — National  Automobile  Show, 
Eighth  Coast  Artillery  Armory, 
New    York  City. 

Jan.  22-2.5^Society  of  Automotive 
Engineers,  Annual  Meeting,  De- 
troit.   Mich. 

May,  1924 — International  Motor  Trans- 
port Congress.  Detroit,  Mich. 


the  other  door  and  refocus  in  the  same 
manner. 

5.  Aim  the  Beams. — Place  the  vehicle 
on  a  level  stretch  with  a  garage  door 
or  other  vertical  surface  25  ft.  ahead. 
Sight  through  the  center  of  the  rear 
window  over  the  radiator  cap  and  mark 
a  point  on  the  vertical  surface  at  the 
same  height  as  the  lamp  centers.  Draw 
a  horizontal  line  through  this  point 
and  on  it  locate  points  at  the  right  and 
left  of  the  center  line  directly  ahead  of 
each  headlamp,  as  indicated  by  AA  in 
the  figures. 

On  most  makes,  a  universal  joint  or 
a  slot  under  one  of  the  bolts  fastening 
the  headlamp  to  the  fender  or  the  frame 
is  provided  to  facilitate  aiming.  On 
a  few,  it  will  be  necessary  to  bend  the 
headlamp  bracket.  With  one  heidlamp 
covered,  center  the  spot  from  the  other 
on  the  vertical  line  through  the  point 
A  directly  ahead  of  it,  and  tilt  the 
beam  to  the  point  where  its  top  or  cut- 
off is  just  below  the  horizontal  line 
AA.  In  a  similar  manner,  the  other 
headlamp  should  be  aimed  on  the  point 
A  directly  ahead  of  it. 

When  adjustments  are  made  prop- 
erly, a  shallow  band  of  light  will  be 
thrown  upon  the  vertical  surface  with 
its  top  just  below  the  horizontal  but 
with  a  low  intensity  diffused  light  above 
the  horizontal  line.  The  road  surface 
will  be  so  well  lighted  that  the  driver 
can  pass  other  cars  conveniently  and 
safely.  It  is  possible  that  oncoming 
drivers  may  at  times  signal  to  the 
driver  to  dim.  Intolerable  glare  has 
been  so  common  in  the  past  that,  when- 
ever drivers  see  headlamps  illuminated 
with  a  white  light,  they  anticipate 
trouble. 

Under  a  few  conditions  glare  re- 
sults even  with  headlamps  properly  ad- 
justed as,  for  example,  when  the  vehicle 
is  coming  over  a  rise.  Under  such  con- 
ditions, drivers  should,  of  course,  dim 
for   both   cars   and   pedestrians. 

Not  only  the  importance  of  proper 
adjustment,  but  also   the  necessity  for 


Vol.2,  No.lO 

more  rugged  and  durable  equipment, 
was  urged  by  the  speakers,  who  took 
part  in  the  discussion  following  the 
paper.  Reflectors  are  imperfect  and 
sockets  will  not  stand  up.  Both  of 
these  should  be  improved,  it  was  said, 
so  that  the  lamps  will  stay  put  for  a 
reasonable  length  of  time  after  they 
are  once  directed  properly.  It  was  an- 
nounced that  the  Society  of  Automo- 
tive Engineers  is  considering  the  stand- 
ardization of  lens  notches,  so  that  the 
lens  once  placed  in  a  reflector  cannot 
twist  and  get  out  of  adjustment. 

Better  Equipment  Urged 

Dimming  is  a  much  more  frequent 
cause  of  accidents  than  glare,  it  was  an- 
nounced by  A.  W.  Devine  of  the  Massa- 
chusetts State  Motor  Vehicle  Depart- 
ment. In  his  state,  he  said,  there  were 
three  accidents  due  to  insufficient  light 
for  every  one  from  glare,  these  figures 
being  based  on  a  record  of  some  400 
fatal  accidents.  He  was  heartily  in 
favor  of  the  fixed-focus  construction, 
so  that  it  would  be  necessary  only  to 
tilt  the  lamp  down  to  secure  proper 
lighting. 

F.  H.  Ford,  of  the  C.  A.  Shaler  Com- 
pany, makers  of  a  lens  for  headlamps, 
objected  to  the  method  of  adjustment 
recommended.  It  would  be  simpler 
and  easier,  he  held,  for  the  average 
motorist  to  follow  an  official  pattern 
as  conveyed  by  photographs.  This  pat- 
tern would  represent  the  required  kind 
of  lighting,  and  the  lamps  would  be 
simply  adjusted  to  get  it  as  nearly  as 
possible.  Mr.  Ford  objected,  also,  be- 
cause only  one  focus  was  considered, 
which  could  be  used  only  with  a  limited 
number  of  non-glare  devices. 


New  Jersey  Men  Form  State 
Association 

OPERATORS  of  Buses  in  New 
Jersey  has  formed  a  state  organ- 
ization known  as  the  Allied  Bus  Asso- 
ciation for  the  purpose  of  mutual 
defense.  The  association  will  contest 
any  attempt  to  revoke  the  existing  bus 
permits  on  the  ground  that  they  con- 
stitute a  property  right.  The  associa- 
tion also  will  endeavor,  by  the  policy 
of  widespread  publicity,  to  keep  the 
public  informed  of  the  affairs  of  the 
association.  In  anticipation  of  the 
primaries  on  Sept.  25  all  candidates 
for  public  office  were  asked  to  sign  a 
pledge  to  vote  against  any  bill  designed 
to  give  the  Public  Service  Railway  a 
monopoly  and  to  vote  against  any  bill 
to  give  any  person  or  corporation  the 
right  to  operate  buses  in  any  com- 
munity without  the  consent  of  the  local 
authorities.  The  association  has  estab- 
lished offices  at  20  Clinton  Street.  New- 
ark, and  at  15  Exchange  Place,  Jersey 
City.  The  chairman  of  the  executive 
committee  is  H.  L.  Brewer,  who  is 
president  of  the  Camden  County  Bus 
Association.  George  L.  Record,  Jersey 
City,  who  is  counsel  for  the  Hudson 
County  Bus  As.sociation,  is  also  one  of 
counsel  for  the  new  association. 


October,1923 


BUS 

1K\NSH0RIAII0N 


495 


News  of  the  Road 


+' 


I'rom  whei<-ver  tli«  bus  runs,  ai 
biouKht  logether  the  Importai  ■ 
•  vents,  here  presi-nttxl  to  show  ih' 
niovenicnts  of  th«  day. 


Boulevard  I5iis  Service  Hejiun 
ill  niila(lel[>liia 


Rapid  Transit  Company  ThtTo   Annciunoes    Extensive    Plans 
Have  100  More  Kusts  l>y   192  I— KirniinKlmm, 
|{uil»ay  (Jranted  Hus  I'rancliisf 


— Los    .Angeles    to 
Ma.. 


PHILADELPHIA  is  to  have  a  com- 
plete, city-wide  bus  service,  aug- 
menting the  trolley  and  subway-ele- 
vated system  there,  according  to  a 
recent  statement  by  Thomas  E.  Mitten, 
chairman  of  the  Philadelphia  Rapid 
Transit  Company  directors. 

The  announcement  came  with  the 
starting  of  bus  service  on  Roosevelt 
Boulevard.  The  first  buses  began  rur.- 
ning  thore  on  Sunday,  Sept.  23.  It  is 
the  first  attempt  at  a  scheduled  serv- 
ice on  a  uniform  basis  co-ordinated 
with  the  city's  established  transporta- 
tion system.  For  the  present  the  open- 
top  type  double-deck  bus  will  be  in  use 
pending  further  study  of  the  semi-in- 
closed top  vehicle  which  the  company's 
engineers  have  begun  to  develop. 

The  line  runs  from  Broad  Street  and 
Erie  Avenue  north  to  Wingohocking 
Street,  to  the  Roosevelt  Boulevard,  to 
Foulkrod  Street,  to  Oxford  Avenue, 
then  to  Frankford  Avenue  and  Arrott 
Street.  The  time  of  the  one-way  trip 
is  forty  minutes.  Ten  machines  are  In 
operation  throughout  the  day,  with 
more  running  in  the  rush  hours  to  pro- 
vide additional  service.  They  are  op- 
erated on  the  basis  of  a  seat  for  every 
passenger. 

"The  double-deck  bus  with  semi- 
inclosed  top,  which  was  used  as  an  ex- 
hibit at  the  time  the  ordinance  for  bus 
operation  on  the  Roosevelt  Boulevard 
was  under  consideration,  represents  a 
development  of  our  own  engineering 
forces,  in  company  with  those  of  out- 
side  manufacturers,"  said   Mr.   Mitten. 

"New  York  city,  with  the  greatest 
experience  in  bus  operation,  has  de- 
veloped a  bus  similar  to  the  one 
described,  but  with  an  entirely  open 
top.  Chicago  has  further  developed 
this  type  of  bus,  and  is  now  operating 
many  and  building  others  to  supply  the 
needs  of  that  city. 

"Philadelphia  must  have  the  best, 
and  since  all  recognize  that  the  Roose- 
velt Boulevard  bus  service  is  but  a 
forerunner  of  an  almost  city-wide  sys- 
tem to  come,  the  P.  R.  T.  has  under 
construction  a  full  equipment  of  our 
own  type  of  buses  with  semi-inclosed 
tops,  and  in  addition  has  purchased  ten 
of  the  New  York-Chicago  open-top 
type,  so  that  we  may  be  able  later,  by 
actual  experience,  to  determine  which 
type  of  bus  best  meets  all  our  city's 
need.-;." 


The  present  plans  of  the  transit  com- 
pany are  to  establish  a  bus  service  to 
the  central  business  district  from  the 
West  Philadelphia  section  to  relieve  the 
surface  and  elevated  lines  serving  a 
part  of  that  territory.  The  plans  call 
for  bus  operation  from  Sixty-third  and 
Walnut  Streets  to  Broad  and  Sansom 
Streets. 

Bus  service  was  begun  in  Trenton, 
N.  J.,  on  Sept.  1  by  the  Central  Tran.s- 
portation  Company,  a  subsidiary  of  the 
Trenton  &  Mercer  County  'Traction 
Company.  Two  routes  are  operated. 
One  runs  from  Montgomery  Street  to 
the  Empire  Rubber  factory,  a  distance 
of  4  miles.  The  other,  from  Davis  and 
Lalor  Streets  to  Olden  Street  and 
Princeton  Avenue,  is  3.5  miles  long. 
Five  twenty-five-passenger  Model  50 
White  buses  are  used.  Service  is  run 
on  an  hourly  headway,  with  a  thirty- 
minute  headway  during  rush  hours. 

New  Buses  for  Los  Angeles 

From  California  comes  the  news  that 
the  Pacific  Electric  Railway  and  the 
Los  Angeles  Railway  Corporation, 
which  jointly  own  and  operate  the  Los 
.Angeles  Motor  Bus  Company,  are  to 
add  approximately  100  new  twenty-five 
passenger  motor  V)uses  to  their  bus  serv- 
ice in  Los  Angeles  before  Jan.  1,  1924, 
co-ordinating  with  the  existing  trolley 
lines  of  the  two  respective  traction 
companies.  These  buses,  it  is  stated, 
will  be  used  in  rendering  motor  bus 
service  recommended  and  approved  by 
the  Board  of  Public  Utilities  of  Los 
.Angeles. 

They  will  include  the  sixteen  motor 
buses  that  were  placed  in  service  on  the 
crosstown  bus  line  on  Western  Avenue 
on  .Aug.  18  last.  It  is  stated  that  ap- 
proval of  the  plan  to  extend  the  rail- 
way systems  into  new  territory,  first 
by  means  of  motor  buses,  will  be  of  un- 
told value  to  the  city,  since  costs  of 
street  ear  line  extensions  are  prohibi- 
tive these  days  except  where  immediate 
and  future  profits  are  assured.  It  is 
the  plan  to  give  the  city  of  Los  An- 
geles one  of  the  most  complete  trans- 
portation systems  in  the  country. 

The  bodies  for  a  large  number  of 
the  buses  are  being  constructed  in  the 
Pacific  Electric  Company's  shops  at 
Torrance,  Cal.  Single-deckers  as  well 
as  double-deckers  will  be  operated  in 
this  service,  according  to  plans. 


It  is  estimated  that  the  new  buses 
for  the  proposed  service  for  the  city 
of  Los  Angeles  will  cost  $1,000,000, 
which  will  be  in  addition  to  the  buses 
on  various  short  line  routes  operated 
independently  by  the  I»«  Angeles 
Railway,  as  well  as  the  forty-five 
motor  buses  independently  operated  by 
the  Pacific  Electric  Company  as  feeders 
to  its  local  .street  car  system  in  Pasa- 
dena, Cal.  Nor  does  it  include  the  nine- 
teen motor  buses  operated  inde- 
pendently by  the  Pacific  Electric  Com- 
pany as  feeders  to  its  lines  in  Beverly 
Hills,  Alhambra,  Glendalc,  San  Ber- 
nardino, Redlands  and  Santa  Ana. 

Three  more  electric  railways  have 
been  granted  certificates  of  operation 
for  bus  lines,  as  follows: 

The  Birmingham  Railway.  Light  & 
Power  Company  of  Birmingham,  Ala., 
will  establish  a  line  of  motor  bu.'^es  to 
Tiddlesville,  a  .>;uburb,  and  down  Sixth 
Avenue,  Birmingham,  to  the  entrance 
of  Elmwood  Cemetery,  acording  to  an 
announcement  of  J.  S.  Pevear,  co-re- 
ceiver. This  is  a  part  of  the  reorgan- 
ization plan  of  the  railway,  it  is  said. 
No  date  has  been  set  for  the  installa- 
tion of  the  service. 

In  .Arkansas  the  Arkansas  Central 
Power  Company  has  been  granted  per- 
mission to  operate  a  bus  line  over  the 
Sweet  Home  Pike,  from  the  end  of  the 
company's  trolley  line  at  Biddle  to  Far- 
rell,  a  short  distance  away. 

Permission  to  operate  a  bus  line  from 
Waterloo  to  Cedar  Falls,  Iowa,  was  re- 
cently granted  the  Waterloo,  Cedar 
Falls  &  Northern  Railway  by  the  Iowa 
Railroad  Commission.  Reports  do  not 
indicate  when  this  service  will  be 
started. 

San  Francisco  Waterfront  to 
Have  Buses 

EsUiblishment  of  a  motor  bus  line  on 
the  Embarcadero,  San  Francisco,  Cal., 
advocated  by  shipping  and  business  men 
of  the  city  for  many  months,  is  ex- 
pected to  become  a  reality  within  a  few 
weeks  following  action  taken  recently 
by  the  public  utilities  committee  of 
the  Board  of  Supervisors  of  the  city  of 
San  Francisco. 

Following  an  announcement  of 
Charles  H.  Spear,  president  of  the  State 
Harbor  Board,  that  the  State  of  Cal- 
ifornia is  ready  to  subsidize  the  bus 
line  to  the  extent  of  $18,000  a  year, 
the  committee  recommended  that  an 
ordinance  be  introduced  at  the  nex' 
meeting  of  the  board  which  will  assure 
the  bus  service.  The  ordinance  will  b» 
so  drawn  that  it  becomes  effective  at 
once,  it  is  said. 

Proponents  of  the  bus  line  declare 
they  have  been  assured  by  members 
of  the  board   that  sufficient  votes  will 


496 


BUS 

TRANSPORTATION 


Vol.2,  No.lO 


be  cast  to  make  the  service  a  certainty. 
The  ordinance,  which  will  be  up  for 
approval  before  the  board  soon,  will 
authoi-ize  the  Board  of  Public  Works  to 
advertise  for  bids  for  the  necessary 
buses  and  to  enter  into  a  contract  for 
their  immediate  delivery. 

According  to  the  present  plans  the 
bus  line  will  give  and  accept  transfers 
from  both  Municipal  Railway  and  Mar- 
ket Street  Railway  cars.  It  was  stated 
recently  that  officials  of  the  railway 
companies  have  signified  their  willing- 
ness to  issue  transfers  if  this  will  in- 
sure the  success  of  the  new  line. 

President  Spear  of  the  Harbor  Board 
stated  recently  that  all  legal  difficulties 
in  the  way  of  the  bus  line  had  been 
cleared  away  by  the  opinion  of  the 
attorney  general  of  California  that  the 
state  can  appropriate  money  for  a  bus 
line  subsidy. 

Bus  Service  Extended  in 
YouNGSTOWN,  Ohio 

Additions  and  changes  in  the  south 
side  district  bus  service,  Youngstown, 
Ohio,  were  announced  recently  by  Rail- 
way Commissioner  Harry  Engle. 

The  changes  are  part  of  the  pro- 
gram for  the  enlargement  of  the  motor 
bus  service  to  be  made  by  the  purchase 
of  thirteen  new  buses,  four  of  which 
have  been  placed  in   service. 

Mr.  Engle  said  it  is  planned  to  re- 
vamp the  old  service  and  create  two 
new  lines,  bringing  the  total  to  six, 
three  on  each  side  of  the  Mahoning 
River. 

The  old  Indianola  route  buses  will 
leave  their  present  loading  stand  at 
Market  and  Boardman  Streets,  oper- 
ating over  Champion  to  Front,  to  Mar- 
ket, to  Woodland  Avenue,  over  Wood- 
land to  Hillman  Street,  thence  over  and 
along  Hillman  to  a  terminal  at  Delason 
and  Hillman.  Buses  will  turn  around 
at  Gertrude  Place  and  will  return  by 
the  same  route.  These  buses  will  be 
marked  "Hillman  Street." 

South  Avenue  buses  will  leave  their 
present  loading  stand  at  Market  and 
Boardman  Streets  and  proceed  over  and 
along  Champion,  Front,  over  South 
Avenue  Bridge  and  out  South  Avenue 
to  Lucius,  thence  over  Lucius  to  Mar- 
ket Street.  The  buses  will  turn  on 
Market  to  Avondale,  in  Avondale  to 
Southern  Boulevard,  over  Southern 
Boulevard  to  Lucius,  thence  in  by  way 
of  Lucius  and  South  Avenue  as  at  the 
beginning.  These  buses  will  be  marked 
"South  Avenue." 

A  new  and  third  bus  route  has  been 
inaugurated.  This  route  will  proceed 
from  the  loading  place  at  Market  and 
Boardman,  thence  to  Champion,  to 
Front,  to  Market,  out  Market,  to  Hylda, 
over  Hylda  to  Edwards,  out  Edwards 
to  a  terminal  at  the  intersection  of 
Judson  and  Edwards,  returning  by  the 
same  route.  These  buses  will  be 
marked  "Indianola  Avenue." 

On  leaving  the  downtown  waiting 
stations,  the  buses  will  operate  on  ex- 
press schedules  without  stopping,  to 
Market  and  Evergreen,  from  which 
point  they  will  make  all  the  stops  to 
their  respective   terminals.     They  will, 


however,  pick  up  passengers  at  any 
point  on  Market  Street  who  wish  to  go 
to  any  part  of  the  southerly  district. 
If  buses  are  loaded  on  return  by  the 
time  they  reach  South  High  School, 
they  will  proceed  without  stopping  to 
their  downtown   terminals. 

Maryland  City  May  Have  Complete 
Bus  System 

Hagerstown,  Maryland,  may  soon 
have  a  bus  system  operating  on  a  fixed 
schedule  and  covering  the  entire  city. 
William  W.  Barr  and  Clyde  W.  Middle- 
kauff  of  that  city  recently  applied  to 
the  Mayor  and  Council  for  a  permit  to 
operate  buses  there. 


The  city  officials  will  grant  the 
franchise,  it  is  said,  after  a  permit  has 
been  secured  from  the  state  Public 
Sei-^'ice  Commission. 

The  company  plans  to  operate  three 
bus  lines  covering  different  sections  of 
the  city.  The  buses  will  operate  on  a 
twenty-minute  schedule  between  6  a.m. 
and  11  p.m.  and  a  fare  of  7  cents 
will  be  charged.  Transfers  will  be 
issued  from  one  bus  to  another.  The 
company  plans  to  sell  fifteen  tickets 
for  a  dollar  and  to  permit  children 
under  six  years  of  age  to  ride  free. 
Through  its  attorneys  the  company  has 
already  applied  to  the  Public  Service 
Commission  for  pemiission  to  operate. 


British  Bus  News  Suminarized 

Municipal   Tramways  Association   Discusses  Private  Enterprise  Competition- 
Buses    May    Not    Compete    With    Tramways    in    Greenock — 
Stoke-or.-Trent  Issues  Strict  Rules  to  Stem  Tide  of  Buses 
— Radio  Aiding  British  Bus  Lines 


AT  THE  annual  conference  of  the 
^  Municipal  Tramways  Association  at 
Portsmouth  in  the  latter  part  of  August 
some  discussion  took  place  on  the  ques- 
tion of  the  competition  of  buses  owned 
by  companies  or  firms  with  municipal 
tramways,  and  .  much  complaint  was 
made  on  the  opposition  of  private  enter- 
prise. One  opinion  put  forward — 
strange  as  it  may  seem — was  that  com- 
panies' buses  were  taking  money  to 
which  the  ratepayers  were  "clearly"  en- 
titled. A  point  of  discussion  was  the 
necessity  for  placing  buses  on  the  same 
footing  as  tramways  as  regards  con- 
tributions to  road  maintenance,  etc. 
The  executive  council  of  the  association 
is  considering  the  subject  with  a  view 
to  legislation  being  introduced  in  Par- 
liament. The  whole  trouble,  it  may  be 
noted,  of  British  municipalities  who 
operate  tramways  arises  from  the  fact 
that  when  they  went  into  the  business 
there  was  no  possible  competitor  to  the 
tramcar  and  they  thought  they  had  the 
ball  at  their  foot.  So  they  had  for  a 
time,  but  now  the  motor-bus  has  come 
along,  and  they  are  dismayed  to  find 
they  are  no  longer  monopolists. 

On  a  cognate  subject — Jthe  competi- 
tion of  municipal  buses  with  company 
buses — a  wordy  warfare  went  on  during 
August  in  the  pages  of  Motor  Traction 
between  that  journal  and  A.  R.  Fearn- 
ley,  general  manager  of  Sheffield  Cor- 
poration Tramways  and  Motors.  The 
former  championed  the  cause  of  the 
companies  and  objected  to  the  munici- 
pality competing  with  the  companies  on 
roads  outside  the  city  boundaries.  Mr. 
Fearnley  maintained  the  right  of  the 
corporation  to  carry  on  as  it  was  doing 
for  the  benefit  of  the  public,  and  he 
pointed  to  competition  between  com- 
panies, which  sometimes  resulted  in 
smaller  ones  being  run  off  the  road. 
Many  of  the  old  arguments  for  and 
against  municipal  enterprise  which  were 
employed  in  the  ease  of  municipal  and 
company  tramways  were  brought  out 
again  and  the  case  remains  just  where 
it  was. 


We  often  enough  hear  of  arrange- 
ments whereby  British  municipalities 
get  protection  against  competition  by 
companies,  but  sometimes  there  is  a  re- 
verse arrangement.  The  tramways  in 
Greenock  are  owned  and  worked  by  a 
company,  and  recently  the  Town  Coun- 
cil obtained  Parliamentary  powers  to 
run  omnibuses.  The  condition  was 
made,  however,  that  the  Council  is  not 
to  run  the  buses  in  competition  with 
the  tramways.  The  latter  consist  of 
one  long  east  and  west  line  near  the 
waterfront,  so  that  the  buses  will  be 
confined  to  the  more  inland  parts  of  the 
towTi,  which  are  excessively   hilly. 

There  has  been  a  plethora  of  buses 
in  Stoke-on-Trent  vicinity  owing  to  the 
freedom  with  which  the  Town  Council 
granted  licenses.  That  is  now  pro- 
posed to  be  changed,  and  the  Council 
has  drawn  up  a  specification  to  which 
vehicles  must  conform,  also  a  set  of 
rules  regarding  routes  to  be  served, 
time  tables  and  insurance.  The  speci- 
fication and  the  rules  are  of  a  detailed 
and  exacting  character,  so  that  the 
Council  has  gone  to  the  other  extreme. 
It  is  evident  that  there  may  be  cases 
of  hardship  to  individual  bus  owners, 
and  these  will  doubtless  be  taken  into 
view  by  the  Ministry  of  Transport  when 
considering  whether  it  will  sanction  the 
regulations.  Meantime  further  negotia- 
tions are  going  on  with  the  bus  owners 
on  the  question  of  "rationing." 

F.  G.  Briston,  general  secretary  of 
the  Commercial  Motor  Users'  Associa- 
tion, in  an  address  on  the  relation  of 
broadcasting  to  the  motor  industry, 
stated  that  wireless  would  in  his  opin- 
ion make  its  popular  appeal  to  the 
ever-increasing  number  of  motor  coach 
users.  Anything  which  tended  to  in- 
crease the  pleasures  of  a  trip  in  one  of 
these  vehicles,  such  as  the  attraction 
of  "listening  in"  to  a  favorite  instru- 
mental or  vocal  item  while  enjoying  a 
run  in  the  country,  should  be  en- 
couraged. The  great  advantage  of 
being  able  to  communicate  with  any 
of    the     passengers     during    the     trip. 


October,  1923 


BUS 

TRVMSPORlA7X)S 


407 


should  any  urjfent  need  make  it  neces- 
sary to  do  so,  should  not  be  overlooked. 
Already  quite  a  number  of  coaches  have 
been  equipped  with  wireless  sets. 

Durintr  the  Auprust  holiday  season  in 
Great  Britain  the  number  of  accidents 
associated  with  buses  and  other  motor 
vehicles  appeared  to  be  the  greatest  on 
record.  One  reason  put  forward  is  that 
such  vehicles  have  of  late  increased 
enormously  in  numbers.  There  can  be 
no  doubt,  however,  that  in  the  case  of 
private  cars  and  motor  cycles  at  least 
there  is  a  great  amount  of  unskilled  and 
also  of  reckless  driving.  Bus  under- 
takings usually  put  their  new  drivers 
through  a  period  of  training,  and  it 
is  the  private  car  that  is  frequently  the 
source  of  danger  both  to  its  occupants 
and  to  other  people.  The  charge  before 
the  police  courts  of  "being  drunk  whik- 
in  charge  of  a  motor  car"  is  becoming 
alarmingly  common.  It  is  not  surpris- 
ing that  the  public  demand  for  a  test 
for  all  motor  drivers  is  increasing. 
The  London  Safety  First  Council  pro- 
poses that  every  driver,  before  receiving 
a  license,  should  be  officially  examined 
and  tested  as  to  technical  and  physical 
fitness.  At  present  anybody  can  obtain  a 
license  without  question  on  the  payment 
of  a  small  fee. 

The  Safety  First  Council,  which  is 
now  advocating  further  propaganda  for 
the  education  of  the  public  and  of 
vehicle  drivers  with  a  view  to  avoiding 
accidents,  is  hampered  in  its  work  be- 
cause it  is  unable  to  raise  an  annual 
income  of  about  £1,100.  The  hope  is 
expressed  that  the  government  will  al- 
locate part  of  the  revenue  from  motor 
taxation  to  safety  first  purposes  and 
will  encourage  municipalities  to  sanc^ 
tion  expenditure  from  the  local  rates 
on  accident  prevention  work. 


Ask  S50.000  Fund  to  Clear 
Roads  of  Snow 

Bus  and  automobile  owners  of 
Albany  County,  N.  Y.,  recently  asked 
the  county  Board  of  Supervisors  to 
appropriate  $.50,000  for  clearing  the 
main  highways  of  the  county  of  snow- 
next  winter.  A  resolution  embodying 
the  request  was  unanimously  passed  at 
a  meeting  of  sixty-two  representatives 
of  the  various  towns  of  the  county  in 
the  Chamber  of  Commerce  rooms  in 
Albany.  It  was  pointed  out  at  the 
meeting  that  practically  all  of  the 
$50,000  would  be  available  for  actual 
snow  removal,  as  there  is  said  to  be 
sufficient  equipment  already  on  hand 
ill  cities  and  towTis  of  Albany  County. 

The  Chamber  of  Commerce  an- 
nounced that  it  has  two  big  steel  snow 
plows  available  for  snow  removal. 
Other  towns  throughout  the  county 
have  considerable  equipment,  state- 
ments by  various  representatives 
brought  out. 

Emphasis  was  placed  upon  the  point 
that  appropriation  of  the  $50,000  would 
not  necessarily  mean  the  expenditure 
of  the  entire  sum  as  with  a  mild  winter 
much   of  the   money  could  be  saved. 


Kadiu  Tulk  on 
Motor  Uu8es 

WHAT  the  Bus  Is  Doing 
as  a  Medium  of  Trans- 
iiation"  is  the  subject  of  a 
I  alio  talk  to  be  given  by 
Csrl  W.  Stocks,  editor  of 
Bus  Transportal ion,  from 
I  station  WJZ.  New  York  City, 
Wednesday  evening,  Oct.  24, 
from  8:15  to  8:30  p.m. 

This   is  one  of  a  series  of 

I      radio  talks  by   McGraw-Hill 

editors  on  technical  subjects. 


Speakers  said  the  highways  were  in 
such  a  condition  last  winter  that  even 
doctors  could  not  get  through  to  treat 
many  critical  cases.  Action  on  the 
petition  will  be  taken  by  the  Board  of 
Supervisors    in    the    near   future,    it   Is 

said. 

• 

Praise  for  St.  Louis  Bus  Service 

Congratulating  the  personnel  of  the 
People's  Motor  Bus  Company  on  the 
efficiency  of  its  bus  service,  Clinton 
H.  Fisk,  Director  of  Streets  in  St. 
Louis,  declared  recently  that  not  one 
complaint  had  been  received  in  his 
office  of  impolite  or  discourteous  treat- 
ment of  the  public.  He  stated  that  his 
inspectors  had  used  the  buses  at  various 
intervals  and  had  yet  to  encounter  an 
unsatisfied  passenger. 

Safety  Engineer  Patterson  of  the  St. 
Louis  Safety  Council  also  complimented 
the  bus  drivers  for  their  careful  opera- 
tion of  the  buses.  He  warned  them, 
however,  that  they  must  be  ever  on 
their  guard  against  carelessness  on  the 
part  of  others.  "You  yourself  can 
drive  well,  but  you  must  always  keep 
in  mind  the  man  who  cannot.  He  is 
your  responsibility  also." 


Special  Service  by  St.  Louis  Buses 

The  People's  Motor  Bus  Company, 
St.  Louis,  Mo.,  recently  started  a  spe- 
cial Forest  Park  service  for  patrons 
desiring  to  visit  the  big  West  End  re- 
creational center. 

Lender  the  new  arrangement  alter- 
nate buses  on  the  Washington-Delmar 
line  were  routed  from  the  Eads  Bridge 
west  on  Washington  Avenue  to  Spring, 
north  to  Delmar  Boulevard,  west  to  De 
Baliviere  Avenue  and  thence  southward 
to  Jefferson  Memorial  in  Forest  Park. 
The  buses  returned  over  the  same  route. 
During  the  St.  Louis  Municipal  Opera 
season  and  also  during  the  St.  Louis 
Fashion  Show,  which  was  given  in  the 
Municipal  Theater  in  Forest  Park,  the 
bus  company  routed  every  other  bus 
on  the  Washington-Delmar  line  to  the 
theater.  The  service  proved  popular, 
a  large  proportion  of  the  theater-goers 
using  the  buses.  The  special  Forest 
Park  Sunday  service  was  put  into 
effect   in   response   to  popular  demand. 


Bus  Possibilities  Inlimited,  Says 
Fifth  Avenue  Pre.sident 

"People  are  beginning  to  realize  that 
the  possibilities  for  the  use  of  the  bus 
in  this  country  are  almost  unlimited," 
said  Frederick  T.  Wood,  president  and 
general  manager  of  the  Fifth  Avenue 
Coach  Company,  New  York,  in  a  speech 
before   the  employees    recently. 

"You  may  be  interested  to  know,"  he 
added,  "that  during  the  first  six  months 
of  1923  we  have  completed  more  bUKes 
than  we  did  during  the  entire  year  of 
1922,  and  we  are  now  making  arrange- 
ments largely  to  increa.se  our  manu- 
facturing facilities  to  build  mure. 
Almost  every  day  we  are  receivin'.r 
letters  of  inquiry  from  other  transporta- 
tion companies,  or  those  intending  to 
enter  the  business,  asking  for  infor- 
mation regarding  operating  mcthodK." 


Bus  Supplants  Trolley 
in  Westpiirl 

All  trolley  tracks  in  Westport,  Conn., 
except  those  on  which  interurban  ex- 
press service  is  given  are  to  be  torn 
up  and  bus  service  will  supplant  the 
electric  cars,  according  to  a  recent 
announcement  from  the  city  officials 
there. 

This  step  is  said  to  have  resulted 
from  action  taken  at  a  town  meet- 
ing of  the  citizens,  who  voted  104  to 
58  in  favor  of  substituting  buses  for 
the  trolleys.  L.  S.  Storrs.  president 
of  the  Connecticut  Company,  which 
operated  the  electric  railway,  has 
signified  his  intention  of  abiding  by 
the   decision   of   the   voters,   it   t-^    •^n''' 


Shanghai  to  Have  Bus  System 

One  more  Chinese  city  is  lo  install  a 
bus  system.  The  long  talked  of  motor 
bus  service  for  Shanghai  is  treated  fully 
and  assuringly  in  a  prospectus  just 
issued  by  the  China  General  Omnibus 
Company,  under  the  general  manager- 
ship of  .\mold  &  Company,  a  long- 
established  British  concern  in  China. 
.Approval  has  been  obtained  from  the 
Municipal  Council,  it  is  sUted,  for  the 
operation  of  buses  over  ten  routes 
covering  the  main  traffic  arteries  of  the 
International  Settlement. 

The  capital  of  the  company  is  1,000.- 
000  taels,  and  it  is  proposed  now  to 
issue  500,000  taels  of  shares.  The  com- 
pany proposes  to  purchase  at  the  l)egin- 
ning  thirty  motor  buses  of  the  most 
modem  and  approved  type.  A  technical 
representative  of  the  company  will  at 
once  visit  America  and  England  to 
settle  this  point.  Operation  of  the 
buses  will  be  commenced  over  four  of 
the  more  important  routes  with  a  six- 
minute  schedule,  and  extra  service 
morning,  noon  and  afternoon  during  the 
rush  hours.  It  is  planned  to  run  only 
first  and  second-class  buses  at  first, 
this  question  to  be  finally  settled  after 
investigations  made  abroad.  Experts 
in  traffic  and  maintenance  will  be  pro- 
cured by  the  company's  representative 
when  he  goes  on  his  tour  of  investiga- 
tion in  the  United  States  and  England. 


498 

Scranton  Suburbs  Want 
Bus  Service 

Resolutions  calling  upon  the  Pennsyl- 
vania Public  Service  Commission  to 
permit  operation  of  buses  between 
Minooka  and  Pittston,  Pa.,  in  the  event 
that  the  Scranton  Railway  is  allowed 
to  abandon  its  lines  between  the  two 
points  were  passed  recently  by  the  City 
Planning  Commission  of  Scranton.  The 
Scranton  Railway  has  petitioned  the 
Public  Service  Commission  for  permis- 
sion to  tear  up  6  miles  of  track  running- 
through  suburbs  south  of  the  city. 


BUS 

TRANSPORTATION 

bury,  Pa.,  testified  before  the  Public 
Service  Commission  at  Harrisburg  as 
to  the  necessity  of  a  bus  line  running 
between  Sunbury  and  Liverpool,  on 
the  west  side  of  the  Susquehanna  River. 
There  has  been  opposition  to  the  line 
from  some   quarters  although   strongly 


Shore  Bus  Line  Incorporated 
in  New  Jersey 

The  Shore  Line  Bus  Company  has 
been  chartered  at  Trenton,  N.  J.,  with 
$100,000  capital  to  operate  buses  be- 
tween Newark  and  Keansburg  and 
other  towns  along  the  route.  The  new 
company,  it  is  said,  will  give  service 
to  towns  formerly  served  by  the  Cen- 
tral Traction  Company,  which  operated 
along  the  upper  New  Jersey  coast.  The 
conceiTi  will  operate  twenty-five  buses. 
Harry  Silverstein,  David  J.  Hall  and 
Edward  Baker  of  Bergenfield  are  the 
incorporators  of  the  company. 


Vol.2,  No.lO 

favored  by  people  living  along  the 
Susquehanna  Trail.  The  west  shore  has 
been  utterly  lacking  in  transportation 
facilities,  and  any  person  desiring  to 
travel  has  had  to  ferry  across  the  river 
at  Liverpool  to  catch  a  train  on  the 
Pennsylvania  Railroad. 


Bus  Permit  Granted  in  Face  of  Rail- 
way Opposition. — Despite  the  opposition 
of  the  Missouri,  Kansas  &  Texas  Rail- 
way of  Oklahoma,  the  Corporation 
Commission  of  that  state  recently 
granted  the  application  of  Baird  & 
Brown  for  authority  to  operate  buses 
between  Bartlesville  and  Pawhuska, 
Okla.  The  commission  held  that  the 
public  necessity  for  the  bus  service 
proposed  by  Baird  and  Brown  was 
clearly  established.  The  fare  between 
the  two  cities  was  placed  at  $2. 

Indianapolis-Terre  Haute  Bus  Line 
Started. — With  the  initial  trip  of  a 
Nation  Trails  Transit  Company  bus 
from  Indianapolis  to  Terre  Haute,  Ind., 
Sept.  2  the  connecting  link  between 
points  as  far  west  as  Effingham,  111., 
and  the  seaboard  was  forged.  The  trip 
was  made  in  record-breaking  time  and 
constituted  the  official  opening  of 
through  bus  sei-vice  between  Terre 
Haute  and  Indianapolis.  The  company 
will  operate  connecting  schedules  on 
the  National  Old  Trails  Highway  be- 
tween Effingham,  111.,  and  Washing- 
ton, D.  C. 

Bus  Monopoly  Denied  Railway.  — 
Monopoly  of  the  bus  transportation 
business  from  Springfield,  Mass.,  to  the 
Eastern  States  Exposition  grounds, 
near  the  city,  from  Sept.  16  to  22,  was 
denied  the  Springfield  Street  Rail- 
way by  the  State  Transportation  Board. 
Instead  the  board  empowered  Thomas 
H.  Benton,  Supervisor  of  Buses,  to 
obtain  every  possible  bus  in  the  city  to 
handle  the  crowds  during  exposition 
week  with  the  understanding  that  the- 
patrons,  who  now  depend  wholly  on  the 
bus,  were  not  to  be  deprived  of  that 
service. 

Mayor  Backs  Bus  Application. — 
Mayor  Walter  E.   Drumheller  of  Sun- 


Tabular  Presentation  of  Recent  Bus  Developments 


Name 

George  Frasl 

Inter- Urban  Bus  Line,  Inc 

Webb  Auto  Co 

John  I.  Reichert 

Interstate  Transportation  Co. . . 
Rifenberg  &  Son,  .  .  . 

Range  Rapid  Transit  Co..  . 

Howard  Asbell 

Motor  Transit  C. 
Cadwell  &  Lewis 

National  Bus  Co 

West  End  Transportation  Co 
West  Shore  Transportation  Co.. 
Taylor  &  Pace  Service  Car  Co. . . 


Bohl  Bros 

Jones  &  Leach 

Pine  Ridge  Rd.  Passgr.  Line,  Inc. 

Walter  X.  James 

Joseph  De  Mattais 

William  A.  Eaton 

W.  W.  T,ewi3  Transfer  .    . 
I.  W.  OsiLsbee   . 
Israel  Weissberg 
Hyinan  Gordon 

Ingalls  Motor  Bus  Line,  Inc 

J.  H.O'Driscoll 

Walter  K.  Johnston . 

Little  Bus  Co. 

William  A.  Waite 

Charles  F.  Schonleber 

JohnG.  Prin 

Edward  Wendt 

John  Cochrane,  Jr 

William  C.  Sexton.    .. 

Margaret  Halfin 

Joseph  Scorbo 

Henry  Hohurst,  Sr.    . . 

Dominick  Gentile 

Isaac  Weiner.    .. 
Cliris  Giselkow,    .. 
George  Perre     .. 

William  Gerts    

Joseph  Drugas.  . . 

Frank  Dudkin.  . 

Beniamin  Eagle 

Louis  Goetzle 

William  Harper 

Herbert  Hissani 

Jolin  Holtkamp 

( >scar  Johnson      .    , 

J.  R.  Nelson  &  H.  J.  Brown 

Frederick  Peter    ,  . 

Thomas  Rivell, 

Robert  Schnable 

Morris  Schwartz 

George  Trensch 

Weequahic  Bus  Ci 

Tonv  Tumbura 

Paul  Tarnowsky 

John  Tnhn 


Lines  Started 

Address 
Barron,  Wise 


Mena,  Ark 

Long  Prairie,  Minn.. . 


La  Crosse,  Wise. . 


Huntsville,  Mo 

Greenfield,  Ind 

Beaver  Dam,  Wise.  . . 
New  Brunswick,  N.  J. . 

Mt.  Horeb,  la 

Manitowoc,  Wise 

West  Plains,  Mo 


Penults  Granted 

Cohoes,  N.  Y 


Rochester,  N.  Y. 
Patchogue,  L.  I.. 
Peekskill.  N.  Y.. 


Catawba,  Va. . 

Dewey,  Okla. , 
Trenton,  N.  J.. 
Trenton,  N.  J. 


.  Inc 


Park  City,  Utah 

Payson,  Utah 

Keansburg,  N.  J..  . . 
North  Bergen.  N.  J.. 
.Tcrsey  City,  N.  J. .  . . 

Jersey  City,  N.  J 

Jersey  City,  N.  J. .  . . 

Jersey  City.  N.  J 

Jersey  City,  N.  J. .  . . 
Jersey  City,  N.  J. .  . . 
Jersey  City,  N.  J. .  .  . 
Jersey  City,  N.  J. .  . 
.Jersey  City,  N.  J. .  . 
Jersey  City,  N.  J. .  .  . 
Jersey  City,  N.  J.  .  . 
Jersey  City.  N.  J.  .  , 
.lersey  City.  N.  J.    .  . 

Newark,  N.J 

Newark.  N.  J 

Newark,  N.  J 

Newark,  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. .  ,  . 

Newark,  N.  J 

Newark,  N.  J 

Newark,  N.  J.    . . 
Newark,  N.  J. .  .  , 

Newark,  N.  J 

Newark,  N.  J. 
Newark,  N.  J. . 
Newark.  N.  J 
Newark.  N.  J 


Incorporations 


Doxey-Coh'nian  Transportation  Co. 
Schenectady  Rapid  Transit  Co.,  Inc. 

Summer  .\venue  Bus  Company 

Newark-.\mpere  Bus  Company 

Newark  and  Bloomfield  Bus  Company.  , 
Newark  and  West  Oiance  Bus  Company 
South  Orange  Avenue  Bus  Company 
Lyons  Farms  Bus  Company,  Inc. .  , 
Newark-Elizaln'tli  Bus  Company,  , 
Clinton  .\ venue  Uus  (Company   . 

Roseville  Bus  Comrjany.  Inc 

Lyons  Avenue  Bus  (^ompany.  Inc. 
Springfield  Avenue  Bus  Company 

North  Newark  Bus  Company 

Shore  Line  Bvj^  Company 

Fairlawn  Transportation  Company 

M.  and  M.  Bus  Line ^ 

Newark-Jersey  City  Bus  Company 

Fairvicw  Bus  .As.'iopiation 

Ilood  Motor  Bus  l.inc    , 

Hoek  Island-Aledo  Motor  Bus  Company 
Kankakee.  Joliet  &  Pontiac  Line.  .  . 

Pat  Bus  Company      

Camden  Subnrl)an  Coach  Co. 
Fairview  Bus  Association  ,  . 
Union  County  Bus  Company 
Gulva  Bus  Comnanv        ... 

RoIianreStapr>Co.,  Inc    ,  ^, 

Peoria  Wtiitc  Si:ir  Mot  or  Bus  Company 

Georgetown-Park  Lane-Cherrydalc  Motor  Line. 


Route 
Barron    to    Chippewa    Falls,    Wise* 
Bound  Brook  to  Somerville,  N.  J. 
Mena  to  De  Queen,  Ark. 
Wadena  to  Little  Falls,  Minn. 
Bismark  to  Raleigh,  N.  D. 
La  Crosse  to  Black  River  Falls 
Eveleth  to  Hibbing,  Minn. 
HimtsviUe  to  Moberly,  Mo. 
Muncie  to  Indianapolis.  Ind. 
Beaver  Dam  to  Watertown,  Wise. 
New  Brunswick  to  Cranbury,  N.  J. 
DodgeWIle.  Wise,  to  Dubuque,    la. 
Cedar     Rapids     to     Dubuque,     la. 
West  Plains  to  Mountain  Grove,  Mo. 


Cohoes  Streets 

Canandaigua  to  Penn  Yann,  N.  Y 
Rochester  to  Hilton,  N.  Y. 
Patchogue  to  Port  Jefferson,  L.   I. 
Peekskill   to   State   Military   Camp 
Port  Washington  to  Mineola.  L.  L 
Roanoke  to  Catawba  Sanitarium 
Dewey  to  Bartlesville,  Okla. 
Trenton  to  Burlington,  N.  J. 
Trenton  to  Burlington,  N.  J. 
Olean  to  Fillmore,  N.  Y. 
Park  City  to  Kamas,  Utah 
Parpon  to  Eureka,  Utah 
Keansburg  to  Kej-port,  N.  J. 
North  Bergen  to  Union  Hill,  N.  J. 


Central  .Ave.,  Jersey  City 


Lyons  Farms  Route,  Newark.  N.  J. 


.  Clarendon,  Va. 


Vieksb"urg,  Miss. 
Schenectady,  N.  Y. 
Newark,  N.  J. 
Newark.  N.  J. 
Newark,  N.  J. 
Newark.  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark.  N.  J. 
Newark,  N.  J. 
Newark,  N.  J. 
Newark.  N.  J. 
Newark.  N.  J. 
Newark,  N.  J. 
I'aterson.  N.  J. 
Camden.  N.  J.' 
Kearney',  N.  J. 
Camden.  N,  J. 
Metropolis.  III. 
Hock  Island.  III. 
Kankakee.  HI. 
Newark.  N.  J. 
Camden,  N.  J. 
Camden,  N.  J. 
Union  Township.  N.  J. 
Galva,  III. 

51  Chambers  St.,  N.  Y. 
Peoria,  111. 
W  ashington  Country  Club  to 
Georgetown,  Va. 


October,  1923 


BUS 

IKVMSHOHIAIION 


499 


%  Financial 
^^  _   Section 


Revenues  Increase  on  Ituilway 
Bus  Lines 

Substantial  increases  in  the  operating 
revenues  of  the  bus  lines  owned  by  the 
United  Electrii-  Railways,  Providence, 
R.  I.,  are  indicated  in  the  financial 
statement  issued  recently  by  the  com- 
pany covering  the  seven  months  ended 
July  31,  1923. 

Passenger  revenue  during  the  period 
increased  $28,8-17.30  over  the  figures 
for  the  preceeding  seven  months,  July 
3  to  Dec.  31,  1922.  The  net  income 
from  Dec.  31  to  July  31,  1923,  increased 
$10,489.55  as  compared  with  the  net 
income  for  July  3  to  Dec.  31,  1922. 

The  United  Electric  Railways  in- 
stalled buses  as  a  part  of  the  trans- 
portation system  of  Providence  and 
vicinity  on  July  3.  1922.  Four  lines 
were  put  into  operation  then,  and  a 
fifth  was  added  the  following  October. 
Twenty-seven  buses  are  operated  by  the 
company. 

The  financial  statement  of  the  com- 
pany's bus  lines  follows: 


Uus  IJIanied  lj\    lliiiiois  Kailway 
for  Revenue  Decrease 

Decreased  revenue  as  a  result  of 
motor  bus  and  automobile  competition 
is  given  as  the  reason  for  the  petition 
recently  presented  to  the  Illinois  Com- 
merce Commission  by  the  Aurora, 
Plainfield  &  Joliet  Railway  asking  per- 
mission to  abandon  the  company's  elec- 
tric railway  between  Joliet  and  Aurora 
on  the  ground  that  it  can  no  longer  be 
operated  at  a  profit. 

First  operated  in  1904,  the  line  is 
said  to  have  shown  annual  profits  until 
1911,  when  dividends  were  suspended 
and  strenuous  efforts  were  required  to 
keep  from  operating  at  a  loss.  As  the 
deficit  kept  increasing  with  each  suc- 
ceeding year,  the  stockholders  finally 
decided  that  it  was  useless  to  carry  on 
the  fight  any  longer.  Vice-President 
James  H.  Winston  stated  that  the  peti- 
tion for  suspension  was  filed  on  the 
basis  of  a  Supreme  Court  decision 
which  held  that  no  company  can  be 
compelled  to  operate  a  business  at  a 
loss.  .  He  expressed  the  hope  that  the 
abandonment  of  the  road  could  take 
place  within  ninety  days.  Three  years 
ago,  he  said,  the  road  earned  $148,000 
a  year.  The  past  year  the  total 
dwindled  to  $100,000.  To  increase  pat- 
ronage the  company  financed  an  amuse- 


Bus  Statement,  United  Electric  Railways 


Operating  Ki-venues 
1 0 1-.\    Passenger  revenue — bus  operation. . 
1  lO-A    Other  revenue 


July,  1923 

{21.848.03 
108.34 


Inc.  or  Dec.  Seven  Montbe 

Over  Ended 

July,  1922    July  31,  1923 


$11,608.15 
108.34 


t97.592.85 
SI2.36 


Per  UuB-.Mile 

.Seven  Montbe 

Ended 

July  31,  1923 

22.06  cents 
.  II 


Total  revenue  from  transportation.. 
Operating  Expenses 

l2-.\    Removal  of  snow  and  ice 

24-.\    Buildings,  fixtures  and  grounds 


$21,956.37        $11,716.49       $98,105.21 


2. 95 


2.95 


24.65 
32.49 


.01 


29-A 
37-.\ 
3S-A 
38-B 
38-C 
38-1) 
38-E 
40-A 


63-.V 
78-A 
78-B 
78-C 
78-D 
78-K 
78-F 


80-A 
84-A 
86-A 
89-A 
9  2- A 
93-A 
94-A 
95-A 
98-A 


Total  way  and  structures 

Superintending  bus  equipment . . 
Shop  expenses,  bus  department . 

Hepairs  to  motor 

Repairs  to  chassis 

Repairs  to  body 

Tire  repairs  and  renewals 

Miscellaneous  bus  maintenance. 
Depreciation  of  buses 


$2.95 

474.34 

122.62 

1.859.30 

1,206.05 

123  32 

547.22 

113  79 

2,885.75 


$2.95 

450  35 
122.62 
665.82 
941.37 
122.61 
545.47 
102. 19 
2,012.02 


$57.14 

2,738.85 
597.45 

13.429.35 
7.989  14 
1.859.08 
4.244.90 
2,227.22 

14,808.90 


.01 

.62 

.  14 

3.03 

1.81 

.42 

.96 

50 

3.35 


Total  maintenance  of  equipment. .  .  . 

.-Superintending  bus  operation 

( Operators  wages 

(larage  employees 

GaraKc  expenses , . . . . 

Gasoline 

Lubricating  oils  and  greases 

Miscellaneous  bus  transportation  exp. 

Total  cond.  transportation 


$7,332.42         $4,962.45        $47,894.89 


981.06 

5,469    12 

487.53 


2,917.50 

259.07 

1,133.79 


947  71 

2,154.97 

475   38 

s.'.ci .  on 

800.00 

14.08 

594.47 


4.625.93 
27.931.28 

2,672.34 

36  79 

16,467.81 

1,129.35 

4,781.30 


$11,248.07  $4,736.76        $57,644.80 


.\dvertising  buses 

.Salaries  and  expenses  gen.  office  clerks . . 

T.aw  expen.'ies 

Mi.sceltane<>iis  general  expenses.  - 

I  ujuries  and  damages 

Insurance 

."^tationerj-  and  printing 

.■^torc  expense 

Rent  of  equipment 


$176.50 
257.43 

126.27 
713,58 

40.87 
203.94 

20.96 


$73.98 
248.33 

H  80 
126.27 
303.98 

31.32 
201.30 

20.96 
710.00 


$579.79 

390  28 

52.64 

263   17 

3.184  75 
244  41 
357  30 
437.93 


Total  traffic  and  general  miscellaneous         $1,539. 55 

Total  operating  expenses 

Net  operating  revenue 

Taxes. .  .■ 

Xct  income 


$281.34         $5,510.27 


Miscellaneous  Statistics 

Operating  ratio  (per  centl 

.\verage  pa.s.<*ciiger  revenue  per  day .  .  . , 

Revenue  mileage 

Revenue  pa.'tscngers  carried 

Gallons  gasoline  consumed 

Miles  per  gallon  gasoline 

Gasoline  cost  per  mile  per  gallon 


$20,122.09 

1.833.38 

102.29 

1,731.09 


$9,983  50 
1.732.99 

37.89 
1.770.88 


$111,107.  10 

/  f.OOl  89 

656.09 

13.657.98 


1 0.83  cents 

1.05 
6  31 

.60 

.01        rn 
3.72 

.26 
1.08 

13. 03  cents 

.13 
.09 
.01 
.06 
.72 
.06 
.08 
.09 


1 .  24  centn 
25.11 

.14 

3  08 


91    65% 

$704.78 

86.590  00 

278.982  00 

14.520  00 

5  96 

3  37 


7.37% 

113.25% 

$351   68 

$460.34 

33,578.00 

442.459  00 

119,690.00 

1.245,709   00 

6.569.00 

78.302  00 

.71 

5  65 

.ea 

3.72 

ment  park  along  the  line,  but  while  the 
resort  itself  was  a  money  maker,  the 
public  went  to  the  park  in  buses  and 
automobiles  and  did  not  patronize  the 
trolley  cars  at  all. 

It  is  estimated  by  officials  of  the  rail- 
way company  that  the  road  will  bring 
about  $1.';0,000  as  junk.  The  amuse- 
ment park  will  bring  perhaps  half  as 
much  more,  it  is  said.  The  road  has 
$250,000  worth  of  bonds  which  must 
be  paid,  most  of  these  being  owned  in 
Joliet.  It  is  expected  that  the  bond  and 
stock  holders  will  be  able  to  realize  per- 
haps 50  cents  on  a  dollar  of  their 
original  investment. 


Weekly  Passes  Withdrawn 

The  abuse  of  the  weekly  pass  recently 
installed  on  the  bus  lines  of  the  Rich- 
mond Rapid  Transit  Company,  Rich- 
mond, Va.,  has  caused  the  withdrawal 
of  the  passes  and  the  substitution  of  a 
new  fare  plan,  according  to  a  recent 
announcement  of  Gilbert  K.  Pollock,  an 
official  of  the  system. 

The  passes  were  sold  for  $1  a  week 
and  were  used  extensively.  Patronage 
grew  so  much  quicker  than  gross  earn- 
ings that  an  investigation  was  started 
and  it  was  found  that  several  abuses 
were  in  vogue.  The  business  men  on 
returning  home  in  the  evening  would 
give  their  passes  to  their  sons,  who 
would  go  and  ride  on  the  buses  for 
amusement  until  late  in  the  evening. 
It  was  found  that  this  practice  crowded 
the  buses  with  children  at  night  to  the 
exclusion  of  the  regular  patronage. 

Another  abuse  which  was  prevalent 
was  the  habit  of  a  commuter  dropping 
his  pass  from  the  window  one  block 
after  boarding  the  car.  A  friend  stand- 
ing on  the  curb  would  pick  up  the  pass 
and  use  it  for  him.self.  This  practice 
was  discovered  by  the  police  and  in  sev- 
eral instances  was  prevented  by  them. 

In  place  of  the  weekly  pass  the  Rich- 
mond Rapid  Transit  Company  has  sub- 
stituted a  fare  of  seven  token.s  for  50 
cents.  The  token  sy.stem  is  working 
well  at  the  present  time  and  the  returns 
are  gratifying,  according  to  officials  of 
the  company. 

Grand  Trunk  Trains  I^se 
to  Buses 

The  bus  and  automobile  are  playing 
havoc  with  passenger  traffic  on  many 
railroad  lines,  according  to  A.  B.  Brown, 
general  passenger  agent  of  the  Grand 
Trunk  and  Canadian  National  Rail- 
ways. 

Some  trains  have  lost  as  much  as 
80  per  cent  of  their  passengers  to  the 
bu.ses,  Mr.  Brown  said  recently.  He 
declared  that  the  cost  of  operation  re- 
mained the  same,  so  that  such  trains 
involved  material  losses. 

"Such  trains  cannot  be  taken  off," 
said  Mr.  Brown,  "because  the  govern- 
ment commissions  will  not  permit  this 
reduction  of  service,  even  when  traffic 
has  almost  disappeared. 

It  will  not  be  possible  to  cut  passen- 
ger rates,  Mr.  Brown  maintained,  as 
long  as   this   conditions   prevail.-^.     He 


500 

said  that  the  commercial  traveler  is 
using  the  bus  and  auto  more  and 
more,  because  he  can  thereby  cover 
more  territory  in  less  time,  while  the 
bus  is  also  taking  more  purely  pleasure 
passenger  traffic. 

♦ 

Washington  Rapid  Transit 
Withdraws  Bus  Line 

The  Rhode  Island  Avenue  bus  line  of 
the  Washington  (D.  C.)  Rapid  Transit 
Company  was  abandoned  at  midnight 
on  Saturday,  Sept.  15. 

In  a  letter  of  notification  to  the  Pub- 
lic Utilities  Commission  H.  H.  England, 
manager  of  the  company,  said: 

The  company  has  done  all  in  its  power 
under  existing  law  to  avoid  this  action 
and  regrets  that  through  no  fault  of  its 
own  it  is  compelled  to  deprive  the  public 
of  a  service  of  undoubted  benefit  to  a  large 
number  of  persons  and  considerable  section 
of  the  city. 

The  company  notes  with  satisfaction  that 
further  consideration  will  be  given  by  the 
commission  as  to  the  proper  treatment  of 
charges  for  repairs  and  replacements  and 
also  to  the  question  of  an  inci'eased  rate 
of  fare  at  the  end  of  the  present  calendar 
year.  . 

Would  Remove  Tolls  on 
Mississippi  Bridges 

Bus  owners  operating  into  Iowa  ter- 
ritory from  Illinois  and  Wisconsin  are 
back  of  a  movement  for  the  removal  of 
toll  from  bridges  crossing  the  Missis- 
sippi River.  While  some  buses  enjoy  a 
special  rate,  others  pay  a  flat  charge 
for  the  vehicle  and  each  passenger,  it  is 
said. 

Motorists  must  pay  25  cents  a  car 
and  5  cents  for  passengers  other  than 
the  driver  for  round-trip  tickets  over 
the  Iowa-Illinois  bridge,  while  a  rate  of 
30  cents  per  car  and  5  cents  a  passen- 
ger is  charged  for  the  Wisconsin-Iowa 
tollbridge.  In  Lone  Rock  a  toll  charge 
is  made  in  going  to  Muscoda  over  the 
Wisconsin  River.  A  similar  charge  ob- 
tains at  the  La  Crosse,  Wis.,  bridge 
over  the  Mississippi.  At  Prairie  du 
Chien,  Wis.,  ferries  charge  a  flat  rate 
of  $1  per  car  in  transporting  machines 
to  and  from  McGregor  on  the  Missis- 
sippi. 

The  plan  is  to  have  tollbridges  in 
states  taken  over  by  the  state  highway 
commission,  while  it  is  pi'oposed  that 
the  Federal  government  purchase  the 
Mississippi  river  bridges  under  army 
appropriation  for  military  transconti- 
nental highways. 

Surveys  have  been  made  by  state 
highway  commissions  on  structures 
crossing  the  Mississippi  and  if  the  Fed- 
eral purchase  cannot  be  accomplished 
it  is  probable  that  states  will  purchase 
the  bridges  and  open  them  for  free 
transportation,  reports  say. 


Seven-Cent  Fare  in  Marietta,  Ohio. — 

Seven-cent  fares  on  all  buses  operated 
by  the  Marietta  Bus  Company,  Mari- 
etta, Ohio,  went  into  effect  Sept.  1. 
The  5-cent  fare  formerly  prevailing  has 
been  effective  since  the  installation  of 
the  bus  system  two  years  ago.  The 
company  declares  that  it  was  unable  to 
maintain  Its  equipment  at  the  standard 
desired  under  the  old  fare. 


BUS 

TRANSPORTATION 

Bus.     1^ 
Re^tilation?D 

State  Decisions  Conflict 

Michigan  Commission  Ruling  Directly 
Opposed  to  Decision  Announced  by 
the  Maine  Public  Utilities  Board 

THE  fact  that  a  proposed  motor  bus 
line  parallels  the  track  of  a  steam 
railroad  or  electric  railway  need  not  be 
taken  into  consideration  by  the  Michi- 
gan Public  Utilities  Commission  in  con- 
sidering the  application  of  such  a  motor 
bus  line  to  operate  in  the  state,  ac- 
cording to  a  recent  decision  of  the  com- 
mission. This  is  directly  opposed  to 
the  recent  decision  of  the  Maine  Public 
Utilities  Commission  reported  in  Bus 
Transportation  last  month. 

Several  bus  lines  in  Michigan  are 
affected  by  the  commission's  ruling. 
State,  interurban  and  steam  roads 
raised  protests  that  several  bus  lines 
that  would  parallel  their  roads  were  un- 
necessary, at  the  time  the  new  motor 
bus  law,  passed  by  the  1923  Legislature, 
giving  the  commission  the  jjower  to  reg- 
ulate routes  of  buses,  went  into  effect. 

The  specific  case  on  which  the  com- 
mission ruled  was  the  protest  of  the 
Grand  Trunk  System  and  the  Rapid 
Railway  System  against  the  Wolverine 
Transit  Company,  which  operates  six 
buses  between  Detroit  and  Mount 
Clemens. 

In  the  opinion  handed  down  by  the 
commission,  wi-itten  by  Commissioner 
Sherman  T.  Handy,  and  signed  by  Com- 
missioners W.  W.  Potter,  Samuel  Odell 
and  Rolf  Dunn,  the  state  body  ruled 
that  the  recent  legislative  act  (No. 
209)  limits  the  consideration  of  the 
commission  in  determining  whether  a 
public  convenience  and  necessity  exists, 
and  does  not  allow  the  commission  to 
take  into  consideration  the  fact  that 
the  proposed  line  would  parallel  a  steam 
railroad  or  electric  railway  line. 

It  is  expected  that  the  railroads  which 
raised  the  protest  against  buses  paral- 
leling their  lines  will  not  let  the  matter 
rest  with  the  commission's  ruling,  but 
will  carry  the  controversy  to  the  State 
Supreme  Court. 

» 

Pickwick  Bus  Permit  Revoked 
in  Oregon 

The  permit  held  by  the  Pickwick 
Stages,  Inc.,  to  operate  in  Oregon  was 
revoked  recently  by  the  Public  Service 
Commission  of  that  state.  The  order, 
which  became  effective  on  Sept.  20  fol- 
lowing an  investigation  of  the  com- 
pany's stages  by  the  commission,  de- 
clares that  the  schedule  maintained  by 
the  buses  was  too  fast  for  safety. 

The  company  has  operated  its  stages 
between  San  Francisco  and  Portland 
and  has  maintained  a  two-day  schedule 
between  the  two  terminals.  The  Pick- 
wick Stages,  Inc.,  is  the  largest  bus  line 
operating  .•'■  the  West,  it  is  said. 


Vol.2,  No.lO 

Ohio  Bus  Law  Enforcement 
Is  Lagging 

Insufficient  Funds  Provided  for  Carry- 
ing Out  Provisions  of  Freeman- 
Collister  Act. 

OHIO'S  regulation  of  the  motor  bus 
and  truck  business  is  not  proceed- 
ing as  smoothly  as  might  be  expected, 
according  to  reports  from  that  state. 

One  of  the  principal  reasons  seems 
to  be  that  the  state  emergency  board 
has  declined  to  make  adequate  appro- 
priation for  the  new  department  created 
in  the  State  Utilities  Commission,  un- 
der the  Freeman-Collister  bus  act,  and 
that  no  money  is  available  for  employ- 
ment of  inspectors.  Such  funds  as  have 
been  provided  are  being  used  as  sal- 
aries for  department  heads,  for  clerks 
and  for  office  expenses. 

The  final  day  for  filing  bus  line 
applications  was  set  for  Sept.  15. 
Although  the  responsible  bus  com- 
panies are  said  to  have  complied  with 
the  regulations  before  that  day,  many 
bus  owners  failed  to  do  so.  The  date 
was  then  extended  to  Sept.  28. 

Meanwhile,  without  the  inspectors 
necessary  to  check  up  on  violations, 
the  commission  finds  itself  powerless  to 
correct  them. 

Another  difficulty  the  commission 
faces  concerns  the  liability  insurance 
which  the  motor  lines  are  required  to 
carry  under  the  law,  in  order  to  protect 
passengers. 

Proposed  forms  of  insurance  policies 
submitted  to  it  have  been  rejected  by 
the  commission  and  a  new  form  of 
policy  is  being  drafted  by  E.  E.  Corn, 
special  counsel  for  the  commission. 
Such  forms  as  have  been  submitted  by 
bus  lines  are  held  to  be  faulty,  the  chief 
objection  being  that  they  are  written 
with  the  primary  view  of  protecting 
the  lines  rather  than  the  public. 

In  reply  to  the  commission's  objec- 
tions on  this  score,  it  is  declared  that 
insurance  companies  may  refuse  to 
vmte  policies  on  the  lines  desired  by 
the  commission  and  that  the  premiums 
which  the  motor  transportation  lines 
will  have  to  pay  would  be  e.xorbitant. 
To  this  the  commission  answers  that 
since  the  insurance  will  amount  to  mil- 
lions of  dollars  the  insurance  com- 
panies will  compete  for  this  business. 

The  delay  in  getting  the  law  into 
effect  is  losing  the  state  a  large  sum 
in  anticipated  revenue,  it  is  said.  When 
the  law  was  enacted,  officials  estimated 
that  approximately  $1,500,000  would  be 
paid  into  the  state  treasury's  highway 
maintenance  and  repair  fund.  The  total 
will,  of  course,  be  greatly  reduced  with- 
out adequate  enforcement. 


Schenectady  Jitney  Men  Fined 

Another  Supreme  Court  Justice  of 
New  York  has  been  drawTi  into  the 
Schenectady  jitney  tangle.  Justice 
Crasper,  sitting  in  a  special  term,  re- 
cently imposed  a  jail  sentence  of  fifteen 
days  on  five  jitney  operators  guilty  of 
operating  in  Schenectady  in  the  face 
of  a   restraining    injunction,   and   fined 


October,1923 


BUS 

TRANSHUWAnOS 


501 


three  others  in  amounts  rangini;   from 
150  to  $250. 

Justice  Crasper  is  the  fourth  Supreme 
Court  Justice  in  the  judicial  district  to 
be  drawn  into  the  jitney  controversy. 
He  has  sijinified  by  his  attitude  that 
there  will  be  no  further  toleration  on 
his  part.  "There  have  been  enouRh 
mistakes  in  this  case  already,"  he  said. 
"It  is  no  longer  a  question  of  court 
authority,  it  is  now  resolved  into  ;» 
question  as  to  whether  or  not  an  in- 
junction order  of  the  Supreme  Court  is 
to  be  obeyed.  An  order  of  the  Supreni-.' 
Court  must  be  obeye<l  or  there  will  be 
no  government." 

The  Schenectady  Railway  Company 
will  continue  its  campainn  against 
jitney  operators,  it  is  indicated,  and  vio- 
lators of  the  injunction  are  being 
brought  into  court  as  soon  as  possible. 


Double-Deck  Ruses  Barred  from 
Louisville  Parkways 

Double-deck  buses  of  the  Kentucky- 
Carriers,  Inc.,  will  not  be  permitted 
on  the  parkways  of  Louisville,  Ky.,  it 
was  decided  at  a  meeting  of  the  city 
park  board  on  Sept.  18. 

The  question  arose  on  a  request  for 
a  permit  from  the  company  with  the 
announcement  that  the  vehicles  would 
soon  arrive.  The  buses  weigh  23,000  lb. 
This  weight  and  the  fact  that  they 
require  a  20-ft.  clearance  moved  the 
commissioners  in  their  refusal,  it  is 
said.  It  was  decided  to  permit  the 
present  single-deckers  to  remain  on  the 
parkways  until  it  was  demonstrated 
that  their  operation  would  ruin  the 
roads. 

Commissioner  Carrell  said  that  he 
believes  the  public  wants  the  present 
service  continued,  and  that  it  must  be 
demonstrated  to  citizens  that  the  road 
will  be  broken  up  by  the  buses  before 
they  will  sanction  ordering  the  vehicles 
off  the  parkways. 

Following  the  action  of  the  park 
board,  James  P.  Barnes,  president  of 
the  Kentucky  Carriers,  Inc.,  announced 
that  double-deck  bus  service  for  Louis- 
ville would  not  be  attempted  at  present 
but  that  the  company  would  try  to  solve 
the  problem  without  circumventing  the 

board. 

• 

Indianapolis  Would  Control 
Speed  of  Buses 

An  ordinance  requiring  all  buses  and 
trucks  operating  in  Indianapolis,  Ind., 
to  be  equipped  with  governors  or  con- 
trollers that  would  minimize  their  speed 
in  the  city  streets  was  introduced  at  a 
recent  meeting  of  the  City  Council. 

The  ordinance  would  also  place  a  city 
license  fee  on  all  buses  operating  from 
the  Indianapolis  bus  terminal,  and  in- 
crease the  city  license  fee  for  all  buses 
and  trucks  operating  within  the  city 
limits.  The  ordinance  is  said  to  be  the 
result  of  agitation  on  the  part  of  resi- 
dents of  the  city  who  claimed  that  the 
buses  and  trucks  were  destroying  the 
pavements  and  operating  at  an  exces- 
sive speed.  1 


IWis  Hrplaces  Trolley 

Franchise  (iranlcd  as  l{ail»ay  Ubtaina 
I'tTinit  for  Ahandimmcnt  of  Elmira- 
\Vafkin>,   .N.   Y  ,   Kuutt-. 

SI.MULTANEOUSLYwith  the  grant- 
ing of  a  permit  by  the  Public  Serv- 
ice Commission  of  New  York,  Sept.  21, 
for  the  abandonment  of  the  Elmira- 
Watkins  line  of  the  Elmira  Water,  Light 
&  Railroad  Company,  a  franchise  was 
issued  to  William  Marshall  for  the  oper- 
ation of  a  motor  bus  over  the  same 
route. 

The  two  orders  followed  hearings 
recently  held  by  Commissioner  James  A. 
Parsons,  whose  investigation  revealed 
the  fact  that  the  trolley  line — the 
Seneca  Lake  division — had  not  paid 
operating  expenses,  including  deprecia- 
tion, for  many  years. 

There  was  no  opposition  to  the  plan 
of  abandonment.  All  the  people  pres- 
ent at  the  hearings  seemed  to  agree 
that  it  would  be  a  good  thing.  The  pro- 
posed bus  line  would  give  much  more 
satisfactory  service,   they  said. 

Mr.  Marshall's  certificate  provides 
for  the  operation  of  buses  from  the 
Hotel  Langwell,  Elmira,  through  Horse- 
heads,  Pine  Valley,  Millport  and  Mon- 
tour Falls  to  Watkins.  Provision  is 
also  made  that  "no  local  passengers 
shall  be  carried  from  one  point  to  an- 
other on  that  part  of  the  route  be- 
tween the  terminal  at  Elmira  and  the 
northerly  boundary  of  the  city  of  Horse- 
heads." 

The  commission  ruled  that  the  elec- 
tric railway  must  keep  in  good  repair 
that  portion  of  the  highways  that  it 
is  now  required  to  maintain  as  long  as 
the  tracks  remain. 


Wisconsin  Bus  Line  May  Contest 
City  Ruling 

A  veritable  hornet's  nest  has  been 
stirred  up  in  Fond  du  Lac,  Wis.,  follow- 
ing the  refu.sal  of  the  City  Commission 
to  permit  the  Packard  DeLuxe  Motor 
Bus  Line,  Inc.,  of  Milwaukee,  to  operate 
its  buses  on  the  streets  of  this  city. 
This  refusal  was  followed  by  a  request 
to  the  City  Commission  to  reconsider  its 
action,  but  this  the  commission  at  a 
later  date  declined  to  do  informing  the 
bus  company  at  the  same  time  that  if 
any  further  action  is  taken  in  the 
matter  it  must  be  in  the  form  of  court 
action  to  determine  the  city's  right  to 
refuse  the  permit.  This  step  will  be 
taken  on  the  initiative  of  the  bus  com- 
pany, it  is  said.  The  City  Commission 
refused  to  grant  a  license  on  the  ground 
that  there  is  no  necessity  for  another 
bus  line,  while  counsel  for  the  bus  line 
declared  that  the  question  is  not  one 
for  the  city  but  for  the  railroad  com- 
mission to  determine  and  that  in  grant- 
ing a  permit  the  existence  of  other 
services  need  not  be  considered. 

Thomas  Nimlos,  Milwaukee,  general 
manager  of  the  newly-formed  bus  com- 
pany, in  commenting  on  the  refusal, 
stated  that  the  first  legal  step  of  the 
company  would  be  to  carry  the  matter 


into  the  courts  and  that  a  writ  of 
mandamus  will  be  obtained  against  the 
city  prohibiting  it  from  interfering  with 
the  operation  of  the  buses  until  the 
matter  could  be  adjudicated  by  the  Rail- 
road Commission  or  by  the  Supreme 
Court,  if  necessary. 

.Mr.  Nimlos  charges  discrimination  in 
favor  of  the  Wisconsin  Motor  Bus  Line 
Company,  a  subsidiary  of  the  Milwau- 
kee Electric  Railway  &  Light  Company, 
which  is  now  furnishing  two-hour 
service  between  Milwaukee  and  Fond 
du  Lac. 


Court  May  I'a.ss  on  California 
School  Bus  Law 

The  California  law  prohibiting  driv- 
ers under  twenty-one  from  operating 
school  buses  is  soon  to  be  tested  in  the 
courts,  reports  say.  The  law  in  ques- 
tion is  stated  in  Section  6.3,  Chapter  266 
and  provides  that  "It  shall  be  unlawful 
for  any  person  under  the  age  of  eighteen 
years  to  operate  a  vehicle  carrying 
passengers  for  hire.  No  person  under 
twenty-one  years,  whether  licensed  as 
an  operator  or  chauffeur,  or  unlicensed 
as  either,  shall  drive  a  school  bu.-s  con- 
taining passengers  which  is  owned  and 
operated  by  a  school  district." 

Legal  authorities  ha%'e  suggested  that 
prohibiting  persons  under  twenty-one 
years  of  age  from  operating  a  bus 
owned  by  a  school  district  might  violate 
that  provision  of  the  State  Constitution 
which  provides  that  "all  laws  of  a  gen- 
eral nature  shall  have  a  uniform  opera- 
tion." 

In  this  connection  it  is  cited  that 
under  Section  63  a  bus  owned  by  a 
school  district  must  have  a  driver  more 
than  twenty-one  years  of  age,  while  a 
privately  owned  bus  may  have  a  driver 
under  that  age. 

Attorney  General  Webb  of  California 
gives  it  as  his  opinion  that  the  Legis- 
lature of  the  State  was  justified  in  the 
apparent  assumption  that  in  the  great 
majority  of  cases  buses  operated  for 
transporting  children  to  school  are 
owned  by  the  school  districts — that  he 
would  therefore  hesitate  to  advise  that 
the  law  is  unconstitutional.  However, 
in  the  final  analysis,  the  attorney  gren- 
eral  adds,  a  court  decision  is  necessary 
to  establish  the  constitutionality  of  an 
ac£  which  is  questioned. 


New  York  Bus  Line  (Granted 
Extension 

The  Public  Service  Commission  of 
New  York  State  recently  authorized 
the  Utica-Old  Forge  Transportation 
Company,  now  operating  between  Utica 
and  Old  Forge,  to  extend  its  line  to  the 
Eagle  Bay  Hotel  in  Webb  Township. 
The  company's  application  for  the  ex- 
tension was  opposed  by  Philip  Panella, 
who  has  proposed  a  bus  line  over  this 
territory.  Evidence  before  the  com- 
mission showed  that  the  Utica  Old 
Forge  Company  has  been  furnishing 
service  and  that  it  has  sufficient  equip- 
ment to  operate  over  the  extended 
route. 


502 


Personal^ 


^ 


BUS 

IMNSPORTATION 


Notes 


Bus  Claims  Mr.  Seely 

Former  Electric  Railway  Executive 
Joins  Staff  of  Yellow  Coach  Manufac- 
turing Company 

THE  Yellow  Coach  Manufacturing 
Company  of  Chicago  recently  an- 
nounced that  Garrett  T.  Seely  had 
joined  the  company's  forces  as  Western 
sales  manager.  Thus  another  electric 
railway  executive  has  become  identi- 
fied with  the  automotive  industry.  Mr. 
Seely  was  formerly  vice-president  and 
general  manager  of  the  Pennsylvania- 
Ohio    Electric    Company    and    its    sub- 


Elevated  Railroad,  Chicago  and  was 
subsequently  advanced  to  the  position 
of  vice-president  and  general  manager. 
When  the  four  elevated  railroads  were 
consolidated  as  to  operation  and  man- 
agement in  1911,  he  was  made  assistant 
general  manager  of  the  entire  system. 

Mr.  Seely  later  became  vice-president 
and  general  manager  of  the  Pennsyl- 
vania Ohio  Electric  Company,  and  in 
1921  was  elected  president  of  the 
Youngstown  Municipal  Railway,  a  sub- 
sidiary of  the  Pennsylvania-Ohio  Elec- 
tric Company.  During  the  war  Mr. 
Seely  rendered  valuable  service  on  the 
Transportation  Committee  of  the  U.  S. 
Shipping  Board. 

Mr.  Seely's  appointment  is  evidence 
that  the  Yellow  Coach  Manufacturing- 
Company  intends  rounding  out  its  per- 
sonnel so  as  to  include  the  very  best 
engineering,  transportation,  and  selling 
ability.  The  company  has  already 
drawn  to  a  considerable  extent  on  the 
electric  railway  industry  for  transpor- 
tation experts. 


G.  T.  Seely 

sidiaries — among  them  the  Pennsyl- 
vania-Ohio Coach  Lines,  Inc. 

Mr.  Seely  has  always  been  convinced 
of  the  possibilities  of  the  bus  in  the 
transportation  field.  His  company  was 
the  first  electric  railway  to  supplement 
its  system  with  buses  to  develop  an 
interurban  business.  At  that  time,  it 
was  a  striking  thing  to  do,  but  Mr. 
Seely  did  it,  and  the  results  have  proved 
the  wisdom  of  his  move. 

His  new  position  at  Chicago  affords 
him  more  of  an  opportunity  than  any 
strictly  operating  position  with  a  sin- 
gle railway  to  use  his  wide  knowledge 
of  engineering  and  transportation.  His 
activities  will  include  the  distribution, 
sale  and  installation  of  Yellow.  Coach 
Company  products,  and  will  extend  to 
the  analysis  of  conditions  governing 
future   bus   installations. 

Mr.  Seely,  was  born  in  Oswego,  Ohio, 
in  1876,  and  was  graduated  from  the 
University  of  Illinois,  class  of  1899. 
His  first  position  was  with  the  Atchison, 
Topeka  &  Santa  Fe  Railroad.  In  1900 
and  1901  he  was  engaged  in  engineering 
work  on  track  elevation  in  Chicago.  For 
the  next  seven  years  he  served  as  engi- 
neer of  maintenance  on  the  South  Side 


Vol.2,  No.lO 
Chicago's  Safety  Expert 

"Safety  Always"  Slogan  Originated  by 
Chicago  Motor  Coach  Company's  New 
Claim  Agent 

FRANK  J.  TOMCZACK  is  Chicago's 
safety  expert.  As  such  it  is  emi- 
nently fitting  that  he  should  be  the 
claim  agent  for  the  Chicago  Motor 
Coach  Company.  Safety  and  transpor- 
tation go  together — and  Mr.  Tomczack 
is  seeing  to  it  that,  in  Chicago,  the  two 
words  are  closely  linked.  He  has  made 
Chicago's  transportation  slogan  "Safety 
always." 

Mr.  Tomczack  brings  to  his  position 
as  claim  agent  not  only  a  wide  experi- 
ence in  the  spreading  of  safety  propa- 
ganda, but  the  fruits  of  many  years' 
work  in  the  legal  departments  of  large 
business  and  transportation  concerns. 

During  the  four  years  previous  to  his 
present  affiliation,  he  was  superin- 
tendent of  the  Chicago  claim  depart- 
ment  of  the   Zurick   General   Accident 


Bus  Equipment  in  Trenton  in 
Charge  of  E.  J.  Peartree,  Jr. 

Edward  J.  Peartree,  Jr.,  has  been 
placed  in  charge  of  the  work  of  taking- 
care  of  the  new  automotive  equipment 
of  the  Central  Transportation  Com- 
pany, the  motor  bus  subsidiary  of  the 
Trenton  &  Mercer  County  Traction 
Company,  Trenton,  N.  J.  This  com- 
pany has  just  begun  the  operation  of 
buses.  Its  present  fleet  consists  of  five 
modern  type  buses,  but  it  is  anticipated 
that  additional  vehicles  will  be  added 
with  the  opening  up  of  new  routes. 

Young  Mr.  Peartree,  as  he  is  known 
among  the  men  of  the  company,  in 
order  to  distinguish  him  from  his 
father,  who  is  general  manager  of  the 
railway,  always  had  a  bent  for  doing- 
things  with  his  hands.  He  puttered 
around  automobiles  even  before  he  was 
graduated  from  the  Central  School  at 
Troy,  N.  Y.,  where  he  was  reared,  and 
upon  leaving  school  he  became  a  ma- 
chinist apprentice  at  the  H.  J.  Ham- 
mitt  Machine  Works,  Troy.  Mean- 
while, however,  he  did  more  and  more 
automobile  work  on  his  own  account, 
and  the  appeal  being  .strong  with  him 
to  enter  the  auto  field  he  did  so.  In 
all  he  has  been  in  the  business  six 
years  as  garage  machinist  and  fore- 
man, part  of  this  time  in  charge  of 
tests  of  the  Mercer  car  during  the  ad- 
ministration of  the  Hares  Motors.  He 
knows  what  the  average  automobile  is 
capable  of  doing  in  the  matter  of  per- 
formance, and  he  sees  to  it  that  buses 
under  his  direction  do  in  service  all 
that  may  reasonably  be  expected  of 
them. 


F.  F.  Tomczack 

&  Liability  Company.  Previous  to 
this  he  was  for  ten  years  assistant  to 
the  superintendent  of  the  casualty  de- 
partment of  the  Aetna  Life  Insurance 
Company.  Five  years'  service  with  the 
Chicago  City  Railway  in  its  claims  de- 
partment has  prepared  him  with  the 
practical  experience  demanded  of  trans- 
portation men. 

In  these  various  positions  he  was  con- 
stantly spreading  propaganda  for 
safety,  and  he  came  to  know  the  most 
efficient  methods  for  impressing  the 
public  with  the  "Safety  always"  idea. 
So  when  the  Mayor  of  Chicago  came  to 
select  a  safety  committee  for  the  city 
last  September — to  devise  ways  and 
means  for  reducing  street  accidents, 
and  to  spread  the  message  of  safety — 
he  appointed  Mr.  Tomczack  to  head 
the  committee  of  eight  distinguished 
citizens  of  the  city. 

Mr.  Tomczack  originated  the  safety 
lessons — brief  dissertations  on  safety — 
which  appear  in  the  Chicago  news- 
papei's  daily  and  which  are  read  and 
followed  by  thousands  of  Chicagoans. 
These  have  lately  been  reprinted  on 
slips  of  paper  and  distributed  by  the 
Auto     Trade     Association     to     garage 


October,1923 


BUS 

TKANSPORTATION 


503 


owners,  who  place  them  in  the  cars 
which  come  to  their  establishments. 

"Few  people  realize  the  importance 
of  safety  campaijciis,"  says  Mr.  Tom- 
czack  is  speaking  of  his  work  on  the 
Mayor's  committee.  "There  is  an  an- 
nual fire  loss  in  Chicago  of  $6,000,01)0, 
and  the  city  spends  $7,000,000  a  year  on 
prevention.  There  is  an  accident  loss 
of  $53,000,000,  and  the  city  spends  only 
$5,000  on  safety  campaiRns.  More  of 
an  effort  must  be  made  to  impress  the 
people  with  the  importance  of  "safety 
always." 

Mr.  Tomczack    is   an   alderman   from 


the  Thirty-ninth  Ward  of  the  City.  He 
has  been  prominent  in  variou.s  fraternal 
and  charitable  organizations  and  is 
president  of  the  Casualty  Adjusters 
Association  of  Chicago. 

.At  an  early  age  he  graduated  from  a 
business  school  in  Manistee,  Mich.,  fol- 
lowing which  he  completed  a  course  in 
law  in  the  La  Salle  Extension  Uni- 
versity. He  has  been  a  resident  of 
Chicago  for  twenty-two  years  and  has 
lived  in  the  United  States  all  his 
life,  except  for  six  weeks.  He  was  born 
in  Poland  on  March  17,  1822,  and  was 
brought  to  America  six  weeks  later. 


Three  to  Tliirleeii  IJiise.*;  in  a  ^  «'ar 

Many  Suggestions  for  Others  in  Story  of  One  of  Connecticut's  Successful  Bus 
Men — Why  "White  Collar"  Men  Must  Come 


THERE  was  once  a  celebrated  news- 
paper editor  who  broadcasted  the 
message,  "Go  West,  young  man,  go 
West!"  When  Horace  Greeley  thun- 
dered and  thrived,  sixty  years  or  more 
ago,  this  advice  was  good.  But  even 
then  it  was  true,  that  opportunity  may 
be  found  on  the  young  man's  doorstep, 
as  well  as  further  afield. 

Opportunity  is  just  what  Frank  H. 
Geer  seized,  with  two  fists  and  two 
brawny  arms,  some  two  years  ago.  In 
all  modesty  he  admitted  he  had  never 
had  any  schooling.  And  in  practically 
the  same  breath,  showed  he  could  use 
one  of  the  important  principles  of  the 
higher  learning,  in  this  case,  the 
science  of  mathematics. 

A  straight  line  is  the  shortest  dis- 
tance between  two  points,  is  the  prin- 
ciple. To  Mr.  Geer  this  meant  also, 
two  points  are  best  connected  by  a 
straight  (bus)  line.  The  two  points, 
before  Mr.  Geer  came  along,  were  con- 
nected only  by  roundabout  railroad 
routes,  requiring  an  expensive,  tedious 
journey  on  at  least  two  different  trains. 
About  two  years  ago  the  straight  line 
came  into  sight,  when  the  state  starteii 
a  concrete  highway  that  led  almost 
directly  from  New  London  to  Hart- 
ford. 

Was  this  opportunity?  Foolish  ques- 
tion, Mr.  Geer  must  have  thought.  For 
him  it  was  the  chance  of  a  lifetime. 
There  were  difficulties,  of  course.  Money 
and  financial  resources  were  needed, 
then  high  class  equipment  and  service. 
A  permit  must  be  obtained  from  the 
state  authorities,  insistent  upon  the 
highest  standards  in  their  transporta- 
tion facilities.  Even  while  the  highway 
was  under  construction  Mr.  Geer  began 
to  make  his  plans.  He  must  have 
worked  wisely,  because  the  exclusive 
permit  was  given  him  out  of  a  field 
of  fourteen  applicants.  Other  seeming 
difficulties  melted  away  like  the  snow 
in  the  warm  days  of  early  spring. 

Something  of  this  Mr.  Geer  not  long 
ago  told  one  of  the  editors  of  Bus 
Transportation.  He  was  interrupted 
in  his  New  London  garage,  where  the 
boss  and  his  garage  foreman  were  busy 
discussing  the  overhaul  of  one  of  the 
fine   twenty-five  passenger  buses. 


F.  H.  Geer 


"Well,"  he  said,  "this  is  the  first 
breathing  spell  we've  had.  All  summer 
we  had  to  use  every  bus  and  now  there 
seems  to  be  a  little  let-up.  But  we'll 
get  them  again  just  as  soon  as  it  gets 
colder  and  the  bad  weather  comes 
along." 

With  this  rather  cheerful  view  of 
life  as  a  starting  point,  the  editor  ven- 
tured a  simple  question:  how  many 
buses  were  operated  by  the  Connecticut 
Motor  Transportation  Company,  for 
that  is  the  imposing  name  of  Mr.  Geer's 
organization.  Officially  termed  the 
superintendent  he  is  practically  the 
operating,  and  maintenance,  as  well  as 
executive,  authority. 

"Thirteen  in  all.  We  started  in  the 
spring  last  year  with  three  of  those 
little  Whites  over  there.  It  didn't  take 
long  to  find  out  we  must  have  more, 
and  bigger  jobs.  In  June  we  put  on 
three  Model  50  Whites.  They  were 
about  the  first  to  come  East.  Our  busi- 
ness kept  growing  during  the  summer 
and  so  we  got  two  more  of  the  big 
Whites  in  August.  And  this  spring 
we  bought  five  more  of  the  Model  50 
Whites  and  started  a  line  to  Norwich." 


But  this  wasn't  the  whole  story.  The 
rest  of  it  shows  why  Mr.  Geer  has  been 
so  successful  with  his  bus  business.  The 
five  new  buses  were  due  for  delivery  the 
first  of  June.  On  that  day  no  buses. 
This  was  repeated  until  June  11,  which 
was  like  the  precedinK  days,  with  one 
difference.  It  was  then  that  Mr.  Geer 
set  out  for  Cleveland,  where  both 
cha.sssis  and  bodies  were  being  built, 
Mr.  Geer  had  little  to  say  as  to  just 
what  happened  in  the  next  two  weeks. 
On  June  25,  however,  he  got  the  five 
buses,  taking  delivery  at  Cleveland 
mind  you.  With  himself  at  the  wheel  of 
one  vehicle,  the  newcomers  then  started 
overland  for  Connecticut.  The  boss 
was  taking  no  chances,  of  freight  or 
any  other  delays. 

Back  of  Mr.  Geer's  present  duties  is 
an  extended  experience  in  serving  the 
public.  He  was  a  railroad  fireman  and 
engineer,  and  later  a  member  of  the 
New  London  police  force.  Between 
times  he  drove  a  White  truck  for  the 
local  Standard  Oil  branch.  Here,  he 
says,  was  formed  the  high  regard  that 
has  led  to  the  standardization  on  the 
one  make  of  chassis  for  the  bus  system. 
As  additional  training  in  the  automotive 
fundamentals,  Mr.  Geer  owned  and 
superintended  the  operation  of  a  taxi 
line  in  his  native  city. 

In  many  ways  this  man  has  set  an 
example  it  will  pay  busmen  to  follow. 
In  the  first  place  he  is  out  to  create 
traflRc.  Necessity  riders  are  taken  good 
care  of  but  there  arc  others.  On 
the  back  of  his  attractive  timetable  is 
an  appeal  to  pleasure  riders.  It  is  re- 
peated here  as  a  model,  short,  to  the 
point,  but  full  of  meat: 

From  Harlforil 
noted  for  li.s  b. 
homos,  wonderful 
Banking  and  Insu: 
forly-flve  mllcR  ■>■ 
villaiL;e  landscape  ■• 
tary  hlKhway  to 

New  London-by-ihe-Sea  with  Ita  marvel- 
ous ocean  breeze?,  d'^'-p-water  t-athlns. 
boating    and    flshli..  of 

social   gaiety,    its    :  •»«■ 

and    lu    Wealth    ii  In- 

terests,   this    line  -vice 

offers   many  attra' 

Connecting    In    ■  pic- 

turesque country  sc-im  r>'  ii»  .N^'r-Ai.-h.  the 
Citv  of  Homes  and  the  Rose  of  Now  Bnifr 
land. 

Considering  the  convenience  and  at- 
tractiveness of  the  service  given,  Mr. 
Geer  has  done  well  to  establish  a  fair 
price  for  his  efforts.  The  fare  for  the 
45-mile  trip  is  $2,  or  about  5  cents  a 
mile.  The  lowest  fare  is  25  cents.  Are 
the  public  satisfied  ?  It  certainly  looks 
so.  The  increase  in  number  of  buses 
has  been  mentioned.  As  many  as  18,000 
pa.ssengers  were  carried  in  one  month 
the  past  summer.  Compare  this  with 
the  25,000  total  for  the  four  summer 
months  of  1922.  And  about  two-thirds 
of  the  traffic  is  of  the  through  variety. 

The  public  be  pleased,  is  Mr.  Geer's 
motto.  He  didn't  say  this.  He  didn't 
have  it  plastered  on  the  wall  an>'where. 
But  he  is  practising  it,  which  is  more 
important.  He  is  proud  of  his  drivers' 
record  of  100  per  cent  safe  operation, 
and  of  their  success  in  sticking  to 
schedule  even  under  snow  conditions. 
For  the  public,  which  is  largely  of  the 
traveler  tjTJe  with  suitcases  and  bags. 


504 

he  has  placed  only  twenty-one  seats  in 
a  twenty-five-passenger  body.  The 
space  thus  gained  is  used  for  a  rear 
baggage  compartment,  leaving  the  in- 
terior free  for  passengers. 

"See  this  socket  here  side  of  the 
hood,"  Mr.  Geer  explained.  "We  carry 
a  green  flag  here  to  show  people  that 
a  bus  is  following  to  take  them.  In 
the  rush  season  we  often  fill  one  or 
more  buses  with  through  passengers. 
This  can-ies  an  'Express'  sign  and 
makes  no  local  stops.  But  every  such 
bus  is  followed  by  one  mai'ked  "Local" 
that  picks  up  all  the  local  business." 

Running  a  successful  bus  system  is 
a  "white-collar"  job,  Mr.  Geer  believes. 
The  man  in  charge  must  not  be  tied  up 
to  any  detail  of  the  work.  Freedom  is 
essential,  to  get  out  on  the  line,  to 
watch  things  in  the  garage,  or  even  to 
leave  both  for  a  few  days  or  weeks,  and 
know  that  things  will  keep  going.  Mr. 
Geer  has  personally  studied  conditions 
on  many  of  the  prominent  bus  lines  of 
the  East  and  Middle  West.  He  has 
become  acquainted  with  the  men  in 
charge.  One  of  the  early  subscribers  of 
Bus  Transportation,  he  uses  its  pages 
to  keep  up-to-date  with  what  is  going 
on  in  the  industry  at  large. 

On  his  own  line  Mr.  Geer  looks  for- 
ward with  quiet  confidence  to  continued 
growth  and  usefulness.  At  present  he 
is  rebuilding  his  main  garage  in  New 
London,  where  all  major  repairs  and 
inspections  are  made.  Opportunities  for 
new  routes  are  also  being  studied,  with 
an  eye  to  the  future.  Next  summer  an 
hourly  schedule  will  probably  be  fol- 
lowed. Here  is  the  finest  kind  of  a  pic- 
ture of  development.  In  1922  a  two- 
hour  schedule,  this  year  an  hour  and  a 
half,  with  even  closer  headway  probable 
next  summer.  Quantity  production  in 
bus  service  is  almost  a  new  thing.  Mr. 
Geer  early  realized  this  and  he  has 
profited  accordingly. 


BUS 

TRANSPORTATION 

musician    and    had    to    be    rescued    and 
escorted  to  his  place. 

"Judge"  Gaynor  said  friendly  things 
about  "Bert"  and  then  gave  him  a 
platinum   watch  chain   bought  for  him 

by  his  friends. 

» 

From  Anvil  to  Bus 

Over  Many  a  Rough  and  Bumpy  Road 
Pioneer  Bus  Man  Finally  Reaches 
Goal 

IT  MAY  seem  a  far  call  and  a  long 
jump  from  a  place  beside  a  black- 
smith's anvil  to  that  of  directing  head 
of  a  modern  bus  transportation  concern. 
But  George  L.  Seidelman,  president  of 
the  Houston-Galveston  (Tex.)  Trans- 
portation Company,  heard  the  call  and 
made  the  jump.  In  fact,  there  were 
several  calls  and  several  jumps.  In 
his  own  words,  he  "came  into  the  bus 
business  over  a  rough  road." 

That  is  true  both  literally  and  figura- 
tively.    The   first    three    years    of    his 


Bernard  Davidson  Joins  Chicago 
Motor  Bus  Company 

Bernard  Davidson,  for  twenty-one 
years  a  valued  member  of  the  auditing 
staff  of  the  Interborough  Rapid  Transit 
Company,  New  York,  N.  Y.,  has  become 
connected  with  the  Chicago  Motor  Bus 
Company. 

More  than  100  associates  in  Auditor 
"Judge"  E.  F.  J.  Gaynor's  office  lured 
Mr.  Davidson  to  a  dinner  at  the 
Brevort,  told  intimate  things  about 
him,  passed  around  the  bouquets  gen- 
erally, and  embarrassed  him  rather 
awfully  before  he  was  permitted  to 
escape.  The  "Interborough  Bulletin," 
published  in  the  interest  of  the  em- 
ployees of  the  railway  said  that  in 
his  long  service  with  the  Interborough 
Mr.  Davidson,  by  fine  tact,  sincere  re- 
gard for  the  feelings  of  others  and 
real  "likeableness"  made  a  lot  of 
friends.  The  guest  was  told  he  was 
to  dine  with  Mrs.  Davidson  and  two 
friends.  When  he  arrived  he  was  hailed 
by  the  "gang."  In  his  surprise  he  sat 
down    in    a    place    reserved    for    some 


G.  L.  Seidelman 

efforts  to  maintain  a  bus  line  com- 
prised a  fight  against  bad  roads.  The 
figurative  part  of  it  all  comes  from 
the  several  reverses  that  attended  the 
efforts  of  this  sturdy  blacksmith,  who 
finally  landed  safe  on  the  profit  side 
of  bus  transportation. 

Ten  years  ago  Mr.  Seidelman  decided 
to  get  away  from  blacksmithing.  He 
was  then  foreman  of  the  blacksmith 
shop  of  one  of  the  large  manufacturing 
concerns  of  San  Francisco.  He  had  a 
small  sum  of  money.  First  he  went 
into  the  ambulance  business  in  Califor- 
nia. But  this  venture  was  not  success- 
ful. The  ability  of  his  competitors  to 
operate  on  a  scant  profit  and  their  ex- 
pert knowledge  of  the  business  proved 
a  combination  the  new  man  could  not 
master.  At  that  time  jitneys  were  com- 
ing into  prominence  on  the  Pacific  Coast. 


Vol.2,  No.lO 

So  Mr.  Seidelman  saved  what  he  could 
from  his  ambulance  venture  and 
essayed  the  jitney  business.  That 
proved  profitable  in  a  small  way,  but 
the  way  was  so  small  that  he  could 
not  conceive  of  it  as  a  permanent 
venture.  It  did  not  promise  sufficient 
return. 

But  jitney  operation  had  done  one 
thing — it  had  turned  Mr.  Seidelman  in 
a  direction  that  led  to  the  bus  business. 
He  thought  over  the  possibilities  for  a 
stage  line  operating  with  motor  vehi- 
cles over  California  roads.  Again  he 
sold  his  holdings  and  started  in  on  a 
new  venture. 

This  time  it  required  months  of  wait- 
ing to  get  a  start.  He  made  applica- 
tion to  operate  a  bus  line  in  San  Fran- 
cisco and  Santa  Cruse,  Cal.,  and  then 
waited  thirteen  months  for  his  fran- 
chise to  be  granted. 

But  that  wait  was  of  little  signifi- 
cance compared  with  the  one  that 
followed.  For  three  years  he  operated 
that  bus  line  over  27  miles  of  mountain 
roads,  while  he  waited  for  the  roads 
to  be  improved.  Only  a  little  paving 
was  done  during  that  time  and  he 
was  compelled  to  route  his  buses  over 
detours.  This  was  a  difficult  period  for 
Mr.  Seidelman.  New  buses  put  on  the 
line  wath  the  granting  of  the  fi'anchise 
were  discarded  ten  months  later  due 
to  heavy  losses. 

Still  Mr.  Seidelman  held  on.  He  knew 
a  paved  road  would  transfer  figures  to 
the  proper  side  of  the  ledger.  After 
three  years,  the  paved  road  camie  to 
his  rescue  and  there  followed  another 
three  years  of  comparatively  profitable 
operation.  His  business  grew  until  it 
attracted  the  attention  of  others  and 
he  sold  his  equipment  at  a  profit,  even 
considering  his  thirteen  months  of 
waiting  for  a  franchise  and  his  three 
years  of  operation  over  mountain  roads. 

Then  Mr.  Seidelman  decided  to  re- 
trace his  steps.  This  time  he  started 
from  San  Francisco  to  Galveston,  but 
he  took  four  modern  buses  with  him, 
representing  an  investment  of  $36,000. 
It  was  with  this  equipment  that  he 
began  operation  of  the  bus  line  between 
Houston  and  Galveston  on  May  1,  1922. 

His  line  now  operating  is  the  most 
pretentious,  and  one  of  the  most  suc- 
cessful, bus  ventures  in  Texas.  But 
Mr.  Seidelman  considers  it  only  the 
first  step  in  bus  transportation  in  the 
Lone  Star  State  and  he  is  making  ready 
to  add  other  lines  to  his  system. 

In  the  six  years  that  the  Texas  bus 
operator  has  been  in  the  business  he 
has  learned  many  things  about  bus 
transportation.  But  he  sums  them  all 
up  in  few  words.  "Consider  first  the 
safety  of  your  passengers — take  ex- 
treme care  for  the  safety  of  the  public. 
Take  care  of  your  own  equipment." 

Care  is  his  watchword.  He  declares 
that  with  proper  care  he  can  operate 
a  bus  line  profitably  and  keep  his  equip- 
ment in  such  a  condition  that  it  gives 
maximum  service  at  a  minimum  of  cost. 

"I  got  into  the  bus  game  over  a  rough 
road,"  he  says,  "and  all  the  rough  spots 
were    not    on     rough,    unpaved     roads 


October,  1923 


BUS 


505 


either.  Many  of  the  bumps  came  from 
my  lack  of  knowledge  of  the  bus 
business.  But  it  is  a  business  that  will 
pay  if  attention  and  determination  are 
applied  to  it." 


Business  Information 


R.  C.  Dukes.  Secrelary-Treasurtr 

Camden  ('oiint>   lUis 

As.sociation 

R.  C.  Dukes  is  the  secretary-treas- 
urer of  the  Camden  County  Bus  A.ssd- 
ciation  with  offices  in  Camden,  N.  J. 
He  was  one  of  its  orjfanizers.  It  was 
not  until  the  organization  had  been  in 
existence  some  time,  however,  that  he 
was  elected  to  be  one  of  its  officers. 

Mr.  Dukes  was  one  of  the  first  men 
in  Camden  County  to  operate  an  auto 
in  regular  service  for  public  hire.  He 
got  into  the  business  unwittingly.  He 
used  his  own  car  at  first.  The  idea  then 
occurred  to  him  to  go  into  the  business 
as  a  business,  and  he  and  several  asso- 
ciates purchased  two  Reo  Speed 
Wagons  and  a  Bethlehem  and  estab- 
lished services  to  CoUingswood  and 
Gloucester.  He  also  helped  to  organize 
the  Royal  Transportation  Company, 
but  later  sold  his  interest  in  the  com- 
pany. Against  the  advice  of  Mr. 
Dukes,  it  is  said,  the  new  owners  ex- 
panded the  service  beyond  the  trans- 
portation possibilities  of  the  territory 
served  and  it  became  necessary  to  liqui- 
date the  company. 

There  were  only  six  cars  in  service 
in  Camden  when  the  Camden  County 
Bus  Association  was  organized,  and  Mr. 
Dukes,  as  noted  previously,  took  an  ac- 
tive part  in  the  affairs  of  the  associa- 
tion from  its  inception.  The  associa- 
tion now  numbers  many  members.  It 
will  readily  be  seen  from  this  that  Mr. 
Dukes  is  kept  fairly  busy  looking  after 
all  the  details  that  have  to  do  with  the 
pooling  arrangement,  the  issuance  of 
tickets,  etc.,  from  the  headquarters  of 
the  association  on  upper  Market  Street. 
Despite  all  this  he  finds  time  for  other 
things.  For  twelve  years  now  he  has 
been  in  the  coal  and  ice  business  for 
himself  in  Camden,  and  this  activity  he 
still  carries  on.  He  has  been  in  the 
bus  business  since  1919. 

The  record  of  passengers  carried  in 
Camden,  published  elsewhere  in  this  is- 
sue, furni.shed  a  good  criterion  of  the 
work  of  the  bus  association  in  looking 
after  the  interests  of  its  members.  The 
cash  fare  on  the  bus  in  Camden  is  7 
cents,  but  eight  tickets  are  sold  for  50 
cents.  The  sale  of  tickets  in  quantities 
has  been  a  big  factor  in  the  success  of 
the  Camden  buses.  The  extent  to  which 
this  is  true  may.  perhaps,  be  judged 
best  by  the  fact  that  in  one  month,  from 
Aug.  20  to  Sept.  20,  a  total  of  9f)0,000 
tickets  was  sold.  This  is,  of  course,  in 
addition  to  the  straight  cash  fare  busi- 
ness. The  work  of  accounting  for  all 
this  business  is  done  under  the  direc- 
tion of  Mr.  Dukes. 


Whul   Is  lirillK 
l>UUK)>>  I>>>>l   I'Uilt. 

l.at*-Ht  nt-WB  from 
the  fuctorleii  and 

[lit-  lli'liJ. 


'.irk.-t  conilitioiiH 


PrI. 


John  A.  Ritchie,  president  of  the 
Chicago  Motor  Coach  Company,  has 
been  elected  to  the  board  of  directors 
of  the  Yellow  Cab  Manufacturing  Com- 
pany, Chicago. 


.\miritan   .Motor  Truck  Credit  jrs 
May  Recover  in  I  uli 

.\cting  on  behalf  of  receivers  for  the 
R.  L.  Dollings  Company,  of  which  the 
American  Motor  Truck  Company  wa.s  a 
subsidiary,  suit  was  recently  instituted 
by  S.  A.  Kinear  in  the  Ohio  courts  to 
recover  from  directors  of  the  Dollings 
Company  of  Ohio,  approximately  $430,- 
OOU  which  It  is  alleged  was  paid  illegally 
as  dividends  on  common  stock  from 
October,   1919,   to  April,  1923. 

The  American  Motor  Truck  Company, 
one  of  the  many  Dollings  subsidiaries, 
was  declared  bankrupt  by  the  courts  on 
July  18,  1923,  and  T.  H.  Spencer  was 
appointed  receiver.  In  a  recent  state- 
ment as  to  the  condition  of  the  bus 
building  company,  and  plans  for  the 
future,  Mr.  Spencer  said: 

"When  this  company  went  into  my 
hands  as  receiver  I  found  orders  for  its 
product  aggregating  more  than  $400,- 
000.  Some  of  this  was  for  motor  buses 
for  which  there  is  undoubtedly  a  strong 
present  and  future  market.  A  careful 
detailed  estimate  of  the  cost  of  labor 
and  materials  to  complete  these  twenty- 
three  jobs  is  about  $35,655  and  I  believe 
that  these  trucks  and  buses  can  be  dis- 
posed of  readily  for  cash  at  a  profit  of 
more  than  $30,000. 

"The  American  Motor  Truck  Com- 
pany has  an  equity  in  the  paper  held 
by  the  Fidelity  &  Casualty  Company  of 
approximately  $50,000.  By  the  re- 
ceiver's repossessing  buses  and  trucks 
from  delinquent  purchasers  and  in  some 
instances  reconditioning  them  in  order 
to  effect  a  new  sale,  it  is  believed  that 
this  equity  can  be  preserved  for  the 
creditors  of  the  company." 

The  creditors  at  a  recent  meeting  a; 

Gasoline  Prices — Sept.  24,  1923 

OntA  per  Gal. 

Tauk       Sem-irc 

Cit>-  Wagon    .Station 

Albany,  N.Y 17 

Atlanta,  Ga. ...        17 

Hoston,  Maas 19  5 

C'liioauo.  Ill 13  4 

Dclrnil.  Mich 14  8 

Kort  Worth.  Tpx 8 

Indianapolis,  Ind. .  .  14.2 

Jftcksonvilli',  Fla JS 

KanvwCitv,  Mo 12.9 

I.ouii^villf,  ky. 16 

Memphis,  Tcnn 14 

MilwaukM*,  Wis.  14 

Mobile  Ala 15 

Nfwiirk,  S.J  18  5 

N'i'iv  Haven,  r., no  19   5 

Now  C>rlcnnft.  I-n  12  5 

New  York,  N.V  19   5 

OklahoniaCity,  Okia  13 

Omaha.  Neb 14   25 

Philadelphia.  Pa 19 

Pi'lshurgh.  Pa.  19 

Hirhmond.  \'n,  18 

St.  Louis.  Mo.  13  8 

.<!   Paul.  Minn.  14  9 

.<all  I.nke  City,  flah  19   5 

San  FranrLsro,  Cnl  1 1 

.•^caiflc.Waah  12 

Snokanc.  Wash  15   5 

WashinRton.  I).  '  18 


19 
20 
22 

15  4 

16  8 
12 

18  2 
20 

15  9 
19 
19 
16 
19 

20  5 
23 
16.5 
22 
16 

16  25 
24 

24 

24 

16  3 

16   9 

24 

14 

16 

19  5 
21 


proved  .Mr.  .Spencer's  plan  and  also  ap- 
proved hi»  BUgge^tion  that  the  gervice 
department  of  the  company  at  the 
Newark,  Ohio,  plant  be  operated.  The 
Hervice  department  in  said  to  have 
shown  a  profit  in  the  pant  and  Mr. 
Spencer's  idea  in  keeping  it  open  u  to 
help  reduce  the  overhead  expense  in- 
curred through  operating  the  plant  on 
a  limited  basis  to  complete  some  of  the 
work  in  process. 

The  R.  L.  Dollings  Company,  against 
which  the  suit  of  Mr.  Kinear  is  brought, 
with  the  International  Note  &  Mortgage 
Company,  professes  to  hold  a  claim 
against  the  American  Motor  Truck 
Company  of  $«29,450.21.  Should  this 
claim  be  held  invalid  by  the  court,  the 
creditors  of  the  motor  truck  company 
should  realize  100  cents  on  the  dollar. 

Mr.  Kinear's  suit  against  the  Doll- 
ings Company  of  Ohio,  the  parent  com- 
pany, alleges  that  in  October,  1919,  a 
7  per  cent  dividend  was  declared  by  the 
Dollings  Company.  From  that  lime 
until  April,  1923,  quarterly  dividends  of 
6.36  per  cent  were  paid.  In  April  a 
dividend  of  slightly  more  than  1  per 
cent  was  declared,  and  in  addition  an 
extra  dividend  was  declared  in  1921. 

Mr.  Kinear  alleges  that  at  the  time 
each  quarterly  dividend  was  paid  "there 
were  not  sufficient  surplus  profit  arising 
from  the  Dollings  Company  to  make  and 
declare  said  dividends,"  and  that  they 
were  paid  "out  of  the  capital  of  the 
company." 

Defendants  named  in  the  proceedings 
are  William  E.  Benham,  President, 
Dwight  Harri.son,  Vice  President,  Fred 
G.  Connelly  and  John  R.  Wilbanks, 
Directors  at  the  time  receivership  pro- 
ceedings were  instituted,  and  six  execu- 
tors of  the  Estate  of  Charles  E.  Morris. 
"ie  defendants  named  hold  9560  shares 
of  the  11,000  shares  of  the  $50  par 
value  common  stock  outstanding  on 
which  dividends  of  approximately 
$419,000  were  said  to  have  been  paid. 
♦ 

Gasoline  Prices  Still  on  Decline 

Continued  decline  in  gasoline  prices 
the  nation  over  brought  the  average 
tank  wagon  price  in  thirty  representa- 
tive cities  to  a  new  low  figure  of  15.81 
cents  per  gallon.  This  represents  a 
decrease  of  0.86  cent  since  Aug.  15,  a 
decrease  of  3.27  cents  from  the  average 
price  of  19.08  cents  July  30,  at  the 
height  of  the  summer  .season,  and  a 
total  reduction  of  5.30  cents  from  the 
high  price  of  1923. 

Following  the  price  war  precipitated 
by  Governor  McMaster  of  South  Da- 
kota, prices  were  reduced  in  New 
York,  New  Jersey,  Kentucky,  Texas, 
Pennsylvania,  Iowa,  and  two  cuts  of  2 
cents  each  were  made  by  the  Standard 


506 


BUS 

TMNSPORTAIION 


Vol.2,  No.lO 


Oil  Company  of  California,  bringing 
the  price  to  13  cents  in  southern  Cali- 
fornia and   14  cents  in   San   Francisco. 

A  saving  to  the  consumer  of  13.49 
cents  a  gallon  is  indicated  by  the  price 
prevalent  on  Sept.  15,  compared  w^ith 
the  1921  high  average  price  of  29.3 
cents,  or  $5.67  on  a  42-gal.  barrel.  Ap- 
plied to  the  consumption  at  the  July 
rate — the  height  of  the  season,  equals 
$90,992,624  a  month,  or,  roughly  $3,000,- 
000  a  day. 

The  season  now  approaching  will,  of 
course,  bring  on  decreased  consumption 
resulting  in  further  additions  to  gas- 
oline stocks,  which  declined  from  1,165,- 
389,340  gal.  on  July  31  to  a  little  more 
than   1,000,000,000    gal.   at   the   end   of 

August. 

♦ 

Victor  Motors  Announces  Unique 
Dealer  Contract 

Victor  Motors,  Inc.,  a  $3,000,000 
Missouri  corporation  recently  formed 
to  manufacture  buses,  trucks  and  taxi- 
cabs,  has  announced  a  new  form  of  con- 
tract for  the  company's  dealers. 

The  contract  is  said  to  differ  widely 
from  those  heretofore  in  vogue  in  that 
the  Victor  company  will  not  demand 
deposits  from  its  dealers  on  their  con- 
tracts, nor  will  it  require  a  definite 
schedule  of  shipment  on  orders  from 
dealers.  The  company  will  merely  re- 
quire that  the  dealer  give  an  accurate 
estimate  of  his  requirements  without 
compelling  him  to  take  a  specified 
schedule.  Under  this  plan  dealers  will 
receive  only  such  cars  as  they  can  ad- 
vantageously handle,  thereby  eliminat- 
ing the  possibility  of  overstocking  and 
the  heavy  expense  incurred  through  an 
oversupply  of  unsold  cars.  The  Victor 
contract  is  said  to  be  the  shortest  dealer 
contract  on  record.  The  entire  Victor 
organization  is  built  around  the  dealer, 
whom  the  company  rega-rds  as  the  back- 
bone of  the  business. 


Tire  Stocks  Decreasing 

Over-production  of  rubber  tires  is 
decreasing,  according  to  officials  of  the 
tire  industry,  and  although  there  will 
be  no  cut  in  retail  prices  in  the  near 
future  there  is  at  least  no  indication  of 
a  rise. 

This  prediction  is  sustained  by  the 
fact  that  the  winter  season  now  ap- 
proaching is,  of  course,  the  period  of 
least  consumption,  and  competition  be- 
comes more  keen  both  among  the  manu- 
facturers and  the  retailer.  A  rise  in 
price  is  considered  unlikely  during  such 
a  time. 

During  the  month  of  September  man- 
ufacturers produced  only  50  per  cent 
of  their  usual  output,  supplying  the 
demand  for  tires  in  part  from  stocks 
already  on  hand. 


Blue  Ridge  Line  to  Co-operate 
with  Railway 

In  an  order  issued  recently,  the  Pub- 
lic Service  Commission  of  Maryland 
granted  permission  for  the  Blue  Ridge 
Transportatiqn  Company  of  Hagers- 
town  to  issue  stock  to  the  amount  of 
$115,000  and  to  exercise  its  franchise 
to  operate  motor  bus  lines  between 
Baltimore  and  Hagerstown,  Hagers- 
town  and  Cumberland  and  between 
Hagerstown  and  points  in  Virginia. 

The  new  company  has  taken  over  the 
bus  lines  heretofore  operated  by  E.  V. 
Hull  of  Hagerstown,  and  which  are 
said  to  have'  been  more  or  less  in  com- 
petition with  the  Hagerstown-Frederick 
Electric  Railway.  Interested  in  the  new 
company  is  the  Potomac  Public  Service 
Company,  which  owns  the  stock  of  the 
Hagerstown  -  Frederick  Railway.  By 
formation  of  the  new  company  with 
representatives  of  the  Potomac  Public 
Service  Company  on  the  board  of  di- 
rectors, the  operation  of  the  bus  lines 
and  the  electric  road  will  be  har- 
monized, it  is  said. 


Waterloo,  Cedar  Falls  &  Northern 
Railway,  Waterloo,  Iowa,  has  started 
the  construction  of  a  $12,000  garage  to 
accommodate  buses  operating  in  con- 
junction vfith  its  railway  service. 


U.  S.  Commerce  Chamber  to  Call 
Transportation  Conference 

Authorities  on  transportation  prob- 
lems— railroad,  motor  and  waterway — 
are  holding  a  series  of  preliminary 
meetings  under  the  auspices  of  the 
United  States  Chamber  of  Commerce  in 
an  attempt  to  formulate  a  program  of 
recommended  transportation  develop- 
ment to  be  submitted  to  Congress  and 
the  executive  branch  of  the  govei'nment 
for  their  guidance.  Secretary  of  Com- 
merce Hoover  has  participated  in  sev- 
eral of  these  meetings.  The  relation  of 
motor  highway  transport  and  the  use 
of  motor  delivery  in  congested  transpor- 
tation terminals  is  one  of  the  phases  re- 
ceiving serious  study.  Conclusions 
reached  will  first  be  submitted  to  a  gen- 
eral transportation  conference  this  fall 
before  they  are  presented  to  the  gov- 
ernment. 

Rolling  Stock 

Ked  StJir  Bus  Line,  operating  between 
New  Lexington  and  Columbus,  Ohio,  has 
added  a  Studebaker  car  to  its  equipment. 

L..  G.  Higglns,  New  Orleans,  La,.  \vho 
operates  several  lines  in  that  state,  con- 
templates adding  four  more  twenty-passrn- 
ger  buses  for  u.se  on  the  route  between  New 
Orleans  and   Baton   Rouge,  Lf'.. 

Martin  0.  Griflitli,  owner  of  the  Middle- 
town-Liberty.  N.  Y.,  Bus  Line,  recently  put 
into  operation  a  twenty-pas-3cn£;er  IJus 
equipped  with  a  Graham  chussis.  Hoover 
body  and  Dodge  engine.  Mr.  Griltin  ex- 
pects to  add  three  other  buses  to  his  fleet 
in   the   near   future. 

Fliilndolphia  Rapid  Transit  Company  has 
ordered  ten  Z  type  double-deck  buses  from 
the  Yellow  Coach  ManufaeUiriiig  Conipan.v. 
rliioago. 

.PeiTersnii  Highway  Transportation  Coni- 
l>ttny.  Little  Falls.  IMinn.,  recently  added  a 
new  bus  to  tlio  fleet  now  running  between 
Little  Fall.s  and  Minneapolis,  Minn. 

Kentneliy  Carriers,  Inc.,  operating  in 
Loui.sville,  Ky..  recently  ordered  ten  Z  type 
(Icuble-dee-k  buse.s  from  the  Yellow  Coach 
Manufaetiiring  Company,  Chicago,  111. 

Ro.val  Itlue  Transportation  Co.,  Greens- 
boro, N.  C.  recently  added  a  twenty-one- 
pa.ssenger  White  bus  to  its  equipment.  It 
will  be  placed  in  the  High  Point-Winston- 
Salem  service. 


Tri-City  Railway  of  Illinois  recently  con- 
tracted with  the  White  Company,  Cleve- 
land, for  two  twenty-flve-passenger  Duses 
for  use  as  feeders  to  the  trolley  line  in  Mo- 
line,  111.,  and  vicinity. 

Michigran  United  Railway  Lines.  Lansing. 
which  is  operating  eight  Reo  buses  equipped 
with  the  Pitzjohn  Model  B-51,  twenty-one- 
passenger  bodies,  recently  placed  an  order 
for  six  additional  units  with  the  same 
equipment  to  run   in  Kalamazoo. 

Rocliester  Railway  Co-ordinated  Bus 
Lines,  Inc.,  a  subsidiary  of  the  Tsew  Y'ork 
State  Railways,  will  soon  receive  five  track- 
less trolley  cars  now  being  built  by  the 
Brockway  Motor  Truck  Company,  Cort- 
land, N.  Y.  These  cars  will  accommodate 
twenty-five  passengers  and  have  a  185-in 
wheelbase.  The  bodies  are  being  con- 
structed by  the  Kuhlman  Car  Company, 
with  steel  strength  members  and  "Plymetl" 
panels.  They  will  be  equipped  with 
General  Electric  motors  and  contactor  type 
control,  Ohio  Brass  trolley  bases  and 
collectors. 

Inter-City  Terminal  Ra.ilway,  Little  Rock, 
Ark.,  has  purchased  six  sixteen-passenger 
Reo  buses  for  use  on  the  Third  and  Ninth 
Streets  bus  lines.  Two  of  the  buses  were 
delivered  on  Aug.  9  and  the  others  will  be 
forwarded  to  Little  Rock  within  the  next 
month.  The  company  plans  to  replace  all 
its  Ford  buses,  and  will  maintain  a  sevep- 
minute  schedule  on  both  lines  when  all  the 
Reos  are  in  service.  Three  will  be  used 
on  East  Third  Street  and  three  on  Ninth 
Street.  The  buses  will  operate  from  the 
city  limits  to  Olive  Street  on  Third  Street 
and   to   Markham   and    Broadway. 

Garages  and  Shops 


.Soutli    Cumberland    Garage,    Cumberland. 

Md.,  a  large  two-story-and-a-half  frame  and 
.sheet  steel  building,  with  six  buses  and 
.several  other  smaller  machines,  was  com- 
pletely destroyed  by  fire  of  unl;nown  origin 
recentlv.  The  loss  to  the  Queen  City  Bus. 
Company,  Inc.,  is  estimated  at  $15,000.  The 
garage  building  was  valued  at  about  $4,000, 
with  small  insurance,  it  is  said. 

Madison,  Wis..  Union  Bus  Terminal  is 
being  erected  bv  bus  owners  operating  in 
and  out  of  the  city  and  will  be  completed 
some  time  this  fall.  Present  plans  call  for 
a  complete  waiting  room  and  ticket  otnce. 
A  strip  of  land  has  been  purchased  adjom- 
ing  the  station,  which  will  be  paved  to 
serve  as  a  parking  place  where  buses  may 
arrive  and  depart  on  trips  throughout  the 
state. 


Business  ^otes 


National  Railway  Appliance  Company,. 
New  yorli.  announces  that  it  has  been  ap- 
pointed general  sales  agent  for  the  Yellow- 
Coach  Manufacturing  Company  of  Chicago. 

Trautner  Manufa<rturing  Company,  St. 
Paul.  Jlinn..  is  a  new  incorporation,  capi- 
talized at  $50,000,  which  will  make  automo- 
liile  accessories.  Incorporators  are;  N.  W.. 
Trautner,  M.  E.  Trautner  and  E.  W. 
Buckley. 


Advertising  Literature 


Nicholas-l.intern  Company.  Cleveland, 
Ohio,  has  is.sued  a  bulletin  descriptive  of 
the  "Superior  Ventilation"  system  for  buses. 

The  American  Cliemlcal  Paint   Company's 

new  factory  at  Ambler.  Pa.,  is  rapidly  iiear- 
ing  completion.  The  building,  dfsignad 
especially  for  the  manufacture  of  A.  >,,.  P.. 
rust  removing  and  preventing  chemicals,, 
will  be  occupied  about  Nov.  1  of  this  year., 
according  to  present  indications. 

Vic-Tor  .\xle  Company,  Cleveland,  OhiOi 
is  distributing  an  interesting  folder  describ- 
ing Vig-Tor  axles  with  Vig-Tor  safety 
.service  brake.  Specifications  of  this  new 
light-duty  axle  are  given  in  detail  and  its 
unusual   features  noted. 

Selden  Trucl<  Corporation,  Korliester, 
N.  Y.,  recently  devoted  an  issue  of  its  pub- 
lication "Tnu-U  Transportation"  to  the 
subject  of  motor  buses.  It  contains,  among 
many  interesting  features,  articles  fii  Ims 
operation  in  Springfield,  Mass..  by  the 
Springfield  Street  Railway  Company,  and 
between  Rochester  and  Pittsford,  N.  V..  by 
the  East  Avenue  Bus  Company.  A  double- 
page  .storv  entitled  "Experiences  on  Four 
New  York  City  Lines  Prove  Motor  Bu.ses  a 
Success"  includes  a  series  of  photographs 
showing  the  various  types  of  buses  in  use 
on  New  York  city  lines. 


New  York,  November,  1923 


How  200  iJuses  Are  Put  Under  One  Uoof 


By  Martin  C.  Schwab 

Architect  and  Consulting  F-ngineerinK.  Chicago.  111. 


TIIK  tir.-*t  of  the  new  garaRes 
under  construction  by  the  Chi- 
cago Motor  Coach  Company 
has  been  opened  for  operation.  Thi.'^ 
building  represents  the  consumma- 
tion of  extended  study  and  research 
into  garage  structural  design  and 
illustrates  many  interesting  develop- 
ments through  the  application  of 
high-grade  modern  types  of  indus- 
trial building  construction  to  garage 
purposes.  The  building  ju.st  com- 
pleted is  located  on  Cottage  Grove 
Avenue  at  Fifty-second  Street,  in  a 
convenient  position  to  house  the 
coaches  operating  on  the  inner  por- 
tions of  the  company's  south  side 
routes  on  Drexel,  Grand  and  Michi- 
gan Boulevards.  Two  other  build- 
ings similar  in  size,  design  and  con- 
struction to  the  one  just  opened  are 
to  be  constructed.  One,  located  be- 
tween Wilcox  and  Adams  streets  at 
Kenton  Avenue,  on  the  west  side  of 
the  city,  is  now  well  under  way,  and 
a  third  unit  is  planned  for  the  far 
south  side  to  house  the  coaches  oper- 
ating on  lines  in  that  location. 

General  Features 

In  preparing  plans  for  its  garages, 
the  company,  through  its  president, 
John  A.  Ritchie,  imposed  certain 
general  requirements  which  have 
been  successfully  met  by  the  newly 
completed  structure.  These  general 
requirements  were  as  follows: 

1.  To  construct  a  permanent 
building,  insuring  minimum  main- 
tenance expense  and  at  the  same 
time  holding  the  total  investment 
and  cost  of  insurance  as  low  as  pos- 
sible. 

2.  To  provide  the  maximum  pos- 
sible amount  of  free  floor  space,  un- 
obstructed by  interior  structural 
members. 

3.  To  develop  the  greatest  possible 
use  of  natural  lighting  in  the  in- 
terior  combined    with   good   natural 


rile  nt'»  (laylitiht  (rarani-  of  the 
Chicago  .M<i(or  Coach  Company  has 
(».■{,. '{()(»  sg.l't.  of  coach  sloracc  space. 
.\  douhic  biitlcrfly  roof  supporlod 
on  a  cpnltT  hov  truss  Kives  nilnl- 
itium  obstruction  on  the  interior. 
Daylight  interior  illuniinatton.  sun- 
shine and  fresh  air  for  improved 
uorkinu  conditions  are  obtained 
from  this  unique  desiKn  of  roof  by 
providing;  2S  per  cent  class  area. 
Centrifugal  pumps,  electrically 
operated,  control  the  fuel  and  oil  al 
the  filling  stations.  Hoi  air  is  used 
for  healint;.  \  power-operated  fan 
system  insures  proper  heat  distri- 
bution and  ventilation.  .\  carefully 
designed  arrangement  for  washint; 
roaches  is   provided. 


ventilation  so  as  to  provide  a  healthy 
and  comfortable  workshop,  which 
it  was  believed  would  encourage 
speed  and  efficiency  in  the  inspection 
and  repair  of  coaches. 

4.  To  provide  fuel  and  oil  stor- 
age capacity  of  not  less  than  60,000 
gal.  and  to  arrange  for  the  distri- 
bution of  this  fuel  and  oil  to  conven- 
ient filling  stations  designed  for  the 
rapid  fueling  of  coaches  with  the 
minimum  of  confusion  and  lost  time. 

5.  To  include  a  complete  and  effi- 
cient heating  system  arranged  to 
distribute  the  heat  uniformly 
through  the  building  and  at  the  .same 
time  to  keep  the  heat  near  the  floor 
so  that  the  engines  may  be  kept 
warm  and  readily  started  in  cold 
weather. 

6.  To  install  a  ventilating  system 
which  would  insure  the  rapid  removal 
of  poisonous  gases  and  the  mainte- 
nance of  a  healthy  atmosphere  for 
workmen. 

7.  To  construct,  along  with  the 
garage  proper,  the  necessary  coal 
storage,  shop  area,  locker  and  wash 
rooms,  together  with  instruction  and 
recreational    rooms    for    employees. 


without   .sacrificing  available  garage 
space  for  coaches. 

A  study  of  the  finished  building 
.■^hows  that  these  primary  require- 
ments have  been  fulfilled  in  detail 
and  that  this  garage  repre.sents  a 
complete  and  modern  structure  for 
the  housing,  fueling,  inspection  and 
repair  of  passenger  coaches,  to- 
gether with  the  neces.sary  quarter.s 
for  administrative  offices  and  ac- 
commodations for  operating  crews. 
Its  compactness  and  economy  in  the 
utilization  of  space  represents  the 
outstanding  accomplishments  in  the 
design. 

Ample  Accommodations  for 
Operating  Crews 

The  building  has  a  frontage  of 
298  ft.  on  Cottage  Grove  Avenue 
and  211  ft.  on  Fifty-.second  Street. 
Located  in  a  semi-residential  sec- 
tion immediately  facing  Washington 
Qark,  the  structure  harmonizes  with 
its  surroundings.  It  has  a  faced- 
brick  exterior  of  simple  design  with 
white  limestone  trimming.  The  total 
ground  area  (X'cupied  by  the  garage 
and  administration  buildings  is 
68,297  sq.ft.  The  total  floor  area  of 
the  entire  structure  is  83,795  .sq.ft., 
of  which  63,.'?00  sq.ft.  is  actual 
garage  floor  space.  This,  therefore, 
allows  20,495  sq.ft.  for  power  plant, 
administrative  and  recreational  pur- 
poses, which  is  approximately  32  pet 
cent  of  the  garage  area,  and 
illustrates  strikingly  the  far-sighted 
policy  which  has  been  adopted  of 
providing  ample  ((uarters  for  the  wel- 
fare and  comfort  of  employees. 

The  garage  has  ample  capacity  to 
handle  approximately  200  buses,  to- 
gether with  the  necessary  .service 
and  emergency  equipment.  This  will 
consist  of  four  sand  shakers  for 
distributing  sand  on  icy  boulevards 
in  winter,  one  emergency  truck,  six 
snowplows     and     necessarv     servi'-e- 


508 

cars   for   the   use  of   operating  offi- 
cials. 

The  roof  of  the  building  is  sup- 
ported at  the  center  on  a  box  truss 
which  is  carried  on  four  pairs  of 
columns.  One  pair  of  columns  is 
erected  near  the  end  wall  and  the 
two  intermediate  pairs  are  spaced  on 
95-ft.  centers  and  represent  the  only 
obstructions  in  the  entire  garage 
floor  area.  The  ends  of  the  butter- 
fly roof  trusses  are  supported  on  the 


BUS 

TRANSPORTATION 

tion  represents  a  notable  advance  in 
providing  daylight  illumination  in 
garage  design.  A  glass  area  equiv- 
alent to  28  per  cent  of  the  garage 
floor  area  is  obtained  and  chain- 
operated  sash  allow  plenty  of  natural 
ventilation. 

The  concrete  floor  rests  upon  a 
sand  foundation  and  is  especially 
designed  to  resist  the  impact 
stresses  set  up  by  moving  coaches. 
An    elaborate    system    of    drainage 


Vol.2,  No.ll 

trenches  are  covered  with  removable 
gratings  which  are  made  amply 
strong  to  carry  the  weight  of 
coaches  or  service  trucks.  A  large 
number  of  specially  designed  traps 
are  installed  to  prevent  oil,  grease 
and  debris  from  entering  the  sewer- 
age service  pipes. 

Special  attention  has  been  given 
to  the  heating,  ventilating  and  light- 
ing installation,  both  to  insure  com- 
fort   and    healthful    conditions    for 


Cottage        Grove         Avct\ue 


front  and  rear  brick  wall  piers  and 
upon  the  center  box  truss.  They 
have  a  span  of  100  ft.  6  in.  and  are 
spaced  on  19-ft.  centers.  Headroom 
of  17  ft.  under  the  roof  trusses  al- 
lows ample  clearance  for  demount- 
ing double-deck  bus  bodies  and  also 
allows  for  the  operation  of  buses 
equipped  with  covered  top  decks, 
which  is  a  further  development  the 
management  has  under  considera- 
tion.   The  double  butterfly  construc- 


Floor  plan  of  new  Chicago  Motor 
Coach  garage  shows  general  ar- 
rangement together  ^rith  location 
of  drainage  gutters  and  inspec- 
tion pits.  The  inset  in  the  upper 
left-hand  corner  shores  the  roof 
construction,  ivhich  is  of  a  type 
generally  applied  to  high  grade 
indi(siria.l  buHdi»gs 

trenches  is  installed  to  facilitate 
washing  and  cleaning  of  both  the 
coaches  and  the  garage  floor.    These 


employees,  and  also  to  increase  effi- 
ciency and  facilitate  the  starting  of 
engines  in  cold  weather.  The  boiler 
room  is  located  in  the  basement  of 
the  administration  building.  One 
high-pressure  boiler  of  200  rated 
boiler  horsepower  is  installed  and  is 
equipped  with  a  forced-draft  fan  to 
give  a  100  per  cent  overload  capac- 
ity. A  concrete  coal  storage  bin 
with  a  capacity  of  150  tons  can  be 
filled    directly    from    trucks    in    the 


November.  1923 


BUS 

1RV>.SK)KIAT10N 


509 


rear  alley.  By  a  steain-iinveii  blowur 
fan  the  heat  is  di.stributed  from  the 
steam  coils  to  underKrouiul  concrete 
heating  and  ventilating  passages.  A 
system  of  dampers  is  so  arranged 
that  air  for  the  heating  system  may 
be  either  recirculated  from  the 
garage  or  may  be  drawn  directly 
from  the  outside  atmosphere.  For 
regulation  of  the  steam  in  the  heat- 
ing coils  a  thermostat  system  is  in- 
cluded. 

The  administration  building  is 
heated  by  direct  radiation.  Both  the 
direct  and  indirect  heating  systems 
are  operated  under  vacuum  through 
the  use  of  a  vacuum  pump.  The  ex- 
haust steam  from  the  fan  engine  is 
utilized  in  the  heating  coils  so  as  to 
give  maximum  operating  economy. 
An  auxiliary  electric  motor  drive  is 
also  provided  on  the  ventilating  fan 
to  take  care  of  emergencies  and  to 
make  the  fan  available  in  the  sum- 
mer. 

The  heating  and  ventilating  ducts 
under  the  garage  floor  are  built  of 
ample  dimensions  to  insure  free  air 
circulation  and  are  designed  to  carry 
the  weight  of  coaches  with  a  liberal 
margin  of  .safety.  The  warm  air  is 
conducted  directly  to  grill  openings 


Construction  photuyiaph  of  simi- 
lar type  of  garage  now  bi(ihli»(/ 
on  the  west  side  of  city  clearlii 
illustrates  the  type  of  roof  design 
adopted 


A  siinpU  ujid  pleasing  ixlenur 
harmonizes  ufith  the  surround- 
ings in  a  semi-residential  neigh- 
borhood 

in  the  concrete  floor  which  are 
spaced  to  give  uniform  distribution 
of  heat.  This  method  of  introduc- 
ing the  warm  air  directly  at  the  floor 
provides  a  satisfactory  system  from 
the  standpoint  of  comfort  of  work- 
men and  also  permits  the  coaches  to 
be  properly  warmed  before  going 
into  service. 

Fire  Protection 

The  entire  garage  and  administra- 
tion building  are  protected  with  a 
sprinkler  system  supplied  by  a 
75,000-gal.  capacity  tank  mounted  on 
a  steel  tow^er  and  supported  on  the 
roof  of  the  administration  building. 
The  portion  of  the  system  in  the 
garage  proper  is  of  the  dry  pipe 
type,  in  which  compressed  air  in- 
stead of  water  is  contained  in  the 
piping  at  the  sprinkler  heads.  This 
arrangement  is  a  safeguard  against 
freezing  of  the  sprinkler  pipes.  The 
sprinklers  in  the  administration 
building  are  of  the  customary  "wet- 
pipe"  type. 

Several  door  openings  are  pro- 
vided to  facilitate  the  movement  of 
buses  and  also  to  provide  for  emer- 
gencies such  as  fire.  The  center 
service  opening  at  the  front  of  the 
garage  is  40  ft.  wide  and  is  closed 
by  two  easily  operated  sliding  doors 


earned  on  a  7-iii.  overhead  channel 
track.  This  opening  is  wide  enough 
to  comfortably  accommodate  three 
coaches  simultaneously  and  insures 
speed  and  safety  in  handling  the 
vehicles  in  and  out  of  the  garage. 
A  similar  door  34  ft.  wide  is  pro- 
vided at  the  rear  of  the  building  as 
an  emergency  exit  to  the  alley  and 
two  14-ft.  auxiliary-  doors  open 
through  the  south  wall  into  Fifty- 
second  Street. 

A  very  ingenious  arrangement  of 
specially  designed  safety  lights  is 
provided  at  the  lower  corners  of  the 
wall  piers  at  the  door  openings. 
These  lights  form  a  combination 
wheel  guard  and  safety  marker.  A 
large  wind  break  constructed  of  steel 
and  glass,  the  full  height  of  the  door 
opening,  is  installed  on  either  side 
of  the  main  front  door  to  protect 
workmen  from  drafts  when  the 
doors  are  opened  during  the  winter 
months. 

A  modern  type  of  storeroom 
equipped  with  steel  storage  racks 
and  inclosed  with  wire-mesh  parti- 
tions is  located  in  the  corner  back  of 


Uniform  natural  illumination  is 
obtained  in  the  interior  by  utUii- 
ing  a  type  of  roof  construction 
tchich  gives  2S  per  cent  glass 
area.  The  space  for  washing 
coaches  is  shown  at  the  right 
and  the  coachet  in  the  back- 
ground show  the  location  of  in- 
spection pits 


510 


BUS 

IRANSPORTATION 


Vol.2,  No.U 


Ta  n  k . 
7EtOOO-9al.  Cap. 


At  hft.  longitudinal  siction  Ihrougli  the  ad- 
ministration buildinii  illusti-atcs  the  care 
with  ivhich  all  of  the  details  conneeted  loith 
a  complete  operatin<)  station  have  heen 
worked  out. 

At  right,  the  second  and  third  floors  of  the 
administration  building  are  entirely  devoted 
to  eonnnodious  accommodations  for  tin 
(omforti  and   loelfare   of  employees. 


Boiler  Room  Floor ' 
Longitudinal  Section 


Asho/isposa/  opening- 
Door  and  frame  are  mefalcovered 


the  wind  break  on  the  south  side  of 
the  front  doorway.  Between  the 
storeroom  and  the  south  wall  of  the 
building  nine  inspection  pits  are  in- 
stalled. Each  pit  is  25  ft.  long,  4  ft. 
deep  and  40  in.  wide.  They  are 
heated  and  drained  and  are  all  con- 
nected at  one  end  by  a  communicat- 
ing passage  under  the  floor.  In  ad- 
dition, the  pits  are  covered  when 
not  in  use  by  steel  grills  similar  to 
those  used  over  the  drainage 
trenches.  These  grills  are  also  de- 
signed to  safely  carry  the  weight  of 
a  coach.  Substantial  workbenche.'; 
are  built  along  the  wall  of  the  build- 
ing adjacent  to  the  ends  of  the  pits. 
In  the  operation  of  the  coach  sys- 
tem it  is  planned  to  carry  on  at  the 
garage  all  insi)ection  and  re])aii' 
work  with  the  exception  of  only  ma- 
jor   repairs    or    the    annual    general 


overhauls.  The  machine  equipment 
will  consist  of  one  400-ton  hydraulic 
tire  press,  one  radial  drill  press,  a 
pail'  of  emery  wheels  and  an  arbor 
press.  An  overhead  crane  system 
will  be  installed  later  to  facilitate 
the  handling  of  heavy  parts. 

Fuel'  and  Oil  Storage 

Ample  fuel  and  oil  storage  capac- 
ity is  provided  by  four  underground 
tanks  of  12,000  gal.  capacity  each  for 
gasoline  and  one  tank  (Jf  8,000  gal. 
capacity  for  oil.  The  gasoline  tanks 
are  filled  from  the  outside  of  the 
building  and  the  oil  tanks  from 
the  interior.  An  indicator  board 
mounted  on  the  inside  of  the  garage 
shows  the  amount  of  material  in 
each  tank.  Vent  pipes  are  connected  to 
a  common  vertical  riser  which  is  run 
up  through  the  roof  of  the  building. 


\'\eto  Ihroiiyh  drivetvat/  at  front  door  shows  wind  break,  fillinr/  stands  and 

drainnye  gutters.  Note  safety  marhers  at  corners  of  wall  piers  and 

large  space  available  at  doorirny 


Automatically  started  Wayne  pumjjs 
carry  the  gas  and  oil  through  pipes 
under  the  garage  floor  to  four  gas 
and  oil  filling  stations  located  on  the 
brick  piers  shown  in  the  accompany- 
ing photograph  immediately  oppo- 
site the  front  main  door.  The 
pumps  are  located  in  a  special  pump 
room  on  the  outside  of  the  building 
and  are  automatically  started  from 
the  filling  station  by  throwing  a 
control  switch  at  the  station.  Each 
station  has  its  own  pump  and  a  de- 
livery rate  of  25  gal.  of  gasoline  per 
minute  per  station  is  obtained.  Hot 
and  cold  water  is  also  available  at 
each  of  the  filling  stations.  Two 
auxiliary  gasoline  outlets  are  to  he 
installed  on  one  of  the  main  roof 
columns  in  the  center  of  the  build- 
ing. The  lubricating  oil  discharge 
pipes  which  are  located  on  the  same 
brick  piers  with  the  gasoline  outlets 
are  also  provided  with  remote  con- 
trolled discharge  iiumps  and  in  addi- 
tion are  equipped  with  self-measur- 
ing meters  to  indicate  the  exact 
amount  of  oil  delivered. 

The  gasoline  storage  and  distribu- 
tion system  has  been  designed  so  as 
to  avoid  the  necessity  of  any  gaso- 
line entering  the  building  except  in 
underground  tanks  or  piping  under 
the  floor.  In  this  particular  struc- 
ture it  was  not  possible  to  install 
thp  storatre  tanks  entirely  under- 
gi'ound  because  of  the  presence  of 
Inke  watei'  close  to  the  surface  in 
the  sand  foundation.  For  this  rea- 
son, th-^refore,  the  tanks  are  set  into 
concrete  compartments  which  extend 
up  above  the  floor  in  one  corner  of 
the  .p-ai-age  The  snace  above  this 
compartment  will  be  utilized  for 
spare  tire  storage. 


November,  1923 

A  completely  equipped  battery 
charginif  room  is  located  on  a  mez- 
zanine adjacent  to  the  boiler  room. 
Two  additional  G,000-gal.  capacity 
tanks  are  installed  under  the  Hoor 
of  this  room.  One  will  be  used  for 
gear  oil  and  the  other  will  be  avail- 
able as  an  au.xiliary  storage  tank. 
These  tanks  are  connected  to  pump.-^ 
located  on  the  mezzanine  floor. 

The  company  considers  clean 
coaches  a  very  important  part  of 
the  program  for  proi)erly  merchan- 
dising transportation.  With  this 
point  in  view  a  very  carefully  di'- 
signed  system  for  regular  washing 
has  been  installed.  Water  from  the 
city  mains  is  brought  into  a  300-gal. 
surge  tank  and  is  pumped  from  this 
to  a  1,000-gal.  pressure  tank  by 
means  of  a  centrifugal  pump  which 
delivers  water  to  the  pressure  tank 
at  125  lb.  per  square  inch.  Both 
hot  and  cold  water  are  carried  tri 
wall  and  overhead  outlets  along  a 
section  at  the  front  of  the  garage, 
between  the  center  doorway  and  the 
north  wall.  Taps  are  brought  out 
and  connected  to  fle.\ible  hose  sus- 
pended from  overhead  so  that  a  hose 
is  available  on  either  side  of  each 
coach.  This  is  in  addition  to  the 
water  taps  along  the  wall.  Mixing 
valves  are  i)rovided  so  that  water 
can  be  delivered  at  any  desired  tem- 
perature. In  addition,  the  layout  is 
so  arranged  that  an  overhead 
shower  system  can  be  utilized  if  this 
proves  practicable.  Ample  drainage 
trenches  spaced  along  this  washing 
section  carry  off  the  water  rapidly 
so  as  to  give  the  best  possible  work- 
ing conditions.  Space  is  provided  in 
this  section  to  thoroughly  wash 
seven  coaches  simultaneously. 

In  addition  to  the  washing  facili- 
ties just  described  the  area  between 
the  wind  breaks  at  the  center  door- 
way is  liberally  provided  with  over- 
head water  taps  and  drainage 
trenches  in  the  floor  for  the  purpose 
of  allowing  coaches  to  be  slushed  off 
as  they  enter  the  garage  on  wet  and 
muddy  nights.  Space  Is  available 
for  accommodating  nine  coaches  in 
this  area  if  necessary.  The  special 
hot-water  heater  for  supplying 
water  to  the  various  outlets  is  de- 
signed to  burn  the  debris  which  ac- 
cumulates from  the  vehicles  so  as 
to  reduce  the  cost  of  heating  the 
water. 

Offices  and  Time  Clocks 

Offices  for  the  superintendent  of 
transportation  and  for  the  superin- 
tendent of  equipment  are  located  on 
the  garage  floor  in  the  corner  of  the 


BUS 

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Morquctte    Road 


I  ht  line  ourafje  i» 
IV  U  located  relative 
fit  ff^rmiuaJtt  of 
south  si'dc  coach 
routea  on  yfichigan. 
Crtnid  ami  Th-cxcl 
honhrardft. 


rO<^>0^ 


COLUMftVSl 
SOUABt 


building  at  Cottage  Grove  Avenue 
and  Fifty-second  Street  and  have  an 
independent  doorway  opening  from 
a  reception  room  directly  into  Cot- 
tage Grove  Avenue.  On  a  mezzanine 
above  these  offices  is  located  the 
cashier's  office  and  an  inclosed  space 
for  use  by  conductors  in  balancing 
their  accounts  and  settling  up.  A 
small  office  for  the  dispatcher  is 
built  on  the  garage  floor  between 
the  two  doors  opening  into  Fifty- 
second  Street. 

A  master  clock  in  the  superintend- 
ent's ofl[ice  controls  a  number  of 
other  clocks  located  at  various  points 
about  the  garage.  One  large  double- 
face  clock  is  mounted  in  the  center 
of  the  garage  and  one  is  located  on 
the  outside  at  each  doorway.  A 
similar  clock  is  provided  on  the 
mezzanine  convenient  for  the  men 
who  are  settling  up  accounts  and 
one  is  also  located  inside  the  cash- 
ier's office.  Still  another  clock  is 
mounted  in  the  dispatcher's  office. 
The  time  clock."!  for  use  of  mechan- 


ics  are  all   controlled    fmri 
master  clock. 

Locker  and  Recreation  Rooms 

The  second  floor  of  the  adminis- 
tration building  is  devoted  to  a  well 
equipped  locker  room.  A  large  sani- 
tary toilet  is  installed  on  this  floor 
and  communicates  with  a  well- 
equipped  shower  bath  room.  A  cir- 
cular wash  fountain  in  the  locker 
room  insures  proper  provision  for 
sanitation. 

A  comfortable  club  or  recreation 
room  is  located  on  the  third  floor 
and  has  dimensions  of  approxi- 
mately 50  ft.  square.  This  room  is 
free  of  any  obstructing  columns  and 
is  arranged  for  use  either  for  en- 
tertainment or  instructional  pur- 
poses. On  this  floor  also  is  a  tailor 
shop  equipped  with  steam  and  gas. 
A  kitchen,  coat  room  and  ladies' 
toilet  are  also  provided,  .so  that  this 
floor  may  be  used  for  a  number  of 
purposes  in  connection  with  welfare 
or  educational  work. 


512 


BUS 

TMNSPORTATION 


Vol.2,  No.ll 


Studies  of  Municipal  Bus  Operation 


SIX  of  the  largest  North  Ameri- 
can cities  operate  municipal  bus 
lines,  according  to  a  survey  made  by 
the  Toledo  Commission  of  Publicity 
and  Efficiency  for  the  Toledo  City 
Council.  These  are  Detroit,  San 
Francisco,  Los  Angeles,  St.  Louis, 
Seattle  and  Toronto.  New  York, 
Buffalo  and  Milwaukee  are  among 
the  municipalities  which  are  consid- 
ering the  installation  of  municipally- 
owned  bus  lines.  Some  of  the  im- 
portant facts  about  these  lines  are 
given  in  the  accompanying  table. 

Of  the  municipal  bus  systems, 
three  are  public  park  lines.  The  pri- 
mary purpose  of  these  is  convenience 
in  making  the  parks  more  accessible, 
while  the  matter  of  revenue  is  a  sec- 
ondary consideration.  Park  bus  lines 
are  operated  in  Detroit,  Los  Angeles 
and  San  Francisco,  and  with  the  ex- 
ception of  the  latter  city  are  under 
the  supervision  of  the  park  depart- 
ments. In  San  Francisco  the  bus 
system  is  operated  in  connection  with 
the  municipal  railways,  as  are  also 
the  Seattle  and  Toronto  bus  lines. 

The  experiences  of  these  cities  do 
not  afford  much  hope  of  municipal 
bus  lines  being  money-making  propo- 
sitions. In  fact,  none  of  these  sys- 
tems earns  enough  to  set  aside  proper 
amounts  for  depreciation  and  other 
necessary  charges.  In  Detroit,  San 
Francisco,  Los  Angeles  and  St. 
Louis  the  initial  purchase  of  buses 
was  financed  by  appropriation.  Five 
of  the  six  buses  in  the  Seattle 
system  were  donated  by  communities 
and  one  was  purchased  by  the  city. 
The  Toronto  buses  were  purchased 
by  bond  issue. 

The  old  "nickel"  fare  is  still  in 
effect  on  the  city  buses  in  Detroit, 
San  Francisco  and  St.  Louis.  Los 
Angeles  charges  10  cents  for  adults 
and  5  cents  for  children. 

In  Seattle  the  city  bus  fare  is 
10  cents  cash  or  8J  cents,  tokens. 
Toronto  has  the  following  compli- 
cated scale  which  applies  to  city  trol- 
ley and  bus  service:  7  cents  cash, 
four  tickets  for  25  cents  and  sixteen 
for  $1;  night  fare,  15  cents  cash; 
children,  3  cents  and  school  children, 
seven  tickets  for  25  cents.  The  fare 
on  practically  all  the  New  York 
buses  under  the  supervision  of  the 
Department  of  Plant  and  Structures 
is  5  cents. 

Last  year  the  Detroit  bus  line  took 
in  $81,528.83  in  passenger  revenue, 
while  the  cost  of  operation,  including 
repairs  and  overhauling,  amounted  to 


$80,237.  Evidently  nothing  is  set 
aside  for  depreciation  and  renewals. 
The  revenues  of  the  San  Francisco 
bus  line  in  1922  totaled  $38,900, 
while  the  operating  expense  was 
$68,000.  No  charge  was  made  for 
superintendence  or  overhead.  The 
transfers  from  the  trolley  and  school 
tickets  at  2o  cents  largely  accounted 

Fare  and  Route  Data  for  Municipal 
Bus  Lines 

Length  of 

Year  System.  Number  Fare, 

City          Started  Miles  of  Buses  Cents 

Detroit                1911  1.5  10  -    5 

Sanfrancisco    1917  6  33*  5  5 

Los  Angeles        1920  7  5  10 

St.  Loui.'i             1915  5  5  5 

Seattle                 1919  ll.4t  6  10 

Toronto              1921  5.88*  II  7 

*Two  routes.     tFour  routes. 

for  this  deficit.  A  charge  of  $5,141 
or  18  per  cent  of  the  receipts  was 
set  aside  for  depreciation.  The  net 
loss  per  day  was  $73.11. 

The  five  Los  Angeles  municipal 
buses  brought  in  sufficient  revenue 
in  1922  to  pay  operating  charges  and 
lay  up  a  reserve  of  $5,000,  but  no 
charge  is  made  for  depreciation,  ac- 
cording to  a  statement  by  Van 
Griffith,  the  motor  bus  commissioner. 
Mr.  Griffith  declares  that  even  if 
ample  depreciation  ■  were  to  be 
charged  against  the  $5,000  reserve, 
there  would  still  remain  a  balance. 

The  Seattle  municipal  bus  system 
is  not  self-supporting,  declares  D.  W. 
Henderson,  general  superintendent. 
This  is  partly  due  to  the  fact  that 
this  bus  system  is  intended  only  as  a 
feeder  to  the  street  railways. 

In  Toronto  buses  are  merged  into 
the  municipal  traction  system  so 
that  it  has  not  been  possible  to  de- 
termine to  what  extent  these  bus 
lines  were  self-sustaining.  But  as 
in  the  case  of  Seattle,  this  fact  is  not 
so  important  if  the  buses  develop 
future  patronage  on  street  car  lines. 
The  provincial  statute  which  gives 
Toronto  authority  to  operate  its  own 
traction  system  requires  that  a  fare 
shall  be  charged  which  brings  in 
enough  revenue  to  pay  operating 
costs,  depreciation  and  renewals,  as 
well  as  interest  on  bonds. 

The  Commissioner  of  Public  Af- 
fairs of  Buffalo  recently  recom- 
mended that  the  city  buy  fifty  to  100 
double-deck  buses  to  operate  between 
the  public  square  and  the  different 
city  parks. 

A  Milwaukee  aldermanic  commit- 
tee is  now  considering  the  feasibility 


of  operating  municipal  bus  lines 
there. 

In  New  York  City,  Mayor  Hylan 
desires  a  municipal  bus  system  and 
Grover  A.  Whalen,  commissioner  of 
plant  and  structures,  declares  he  can 
operate  such  transportation  service 
at  a  5-cent  fare  rate  and  net  the  city 
a  comfortable  profit. 

In  January,  1922,  Mr.  Whalen 
asked  for  a  $25,000,000  bond  issue  to 
purchase  3,500  buses  and  to  provide 
garage  facilities.  It  was  proposed 
to  use  these  on  201  routes  covering 
849.2  miles  in  the  boroughs  of  Man- 
hattan, the  Bronx,  Brooklyn  and 
Queens.  He  estimated  operating  cost 
at  $36,849,000  and  revenues  $40,880,- 
000  a  year  on  a  5-cent  fare. 


Home-Made  Filter  Saves 
50  per  Cent  in  Oil  Cost 

INSTEAD  of  throwing  away  the 
dirty  oil  drained  from  his  crank- 
cases,  E.  L.  Craft,  bus  operator  of 
Harrisburgh,  Pa.,  has  developed  a 
scheme  by  which  he  saves  more  than 
50  per  cent  in  the  cost  of  crankcase 
oil.  The  idea  is  really  simple  and 
the  materials  required  are  easily  ob- 
tained. 

A  steel  drum  or  other  form  of 
metal  barrel  is  used,  by  cutting  one- 
third  off  the  top.  In  this  open  end 
is  placed  a  metal  screen.  To  fit  the 
screen  to  the  drum  the  corners  are 
bent  at  right  angles,  so  that,  when 
placed  inside,  these  corners  hold  it  up 
from  the  bottom.  The  center  of  the 
screen  is  depressed  to  make  it  bowl- 
shaped.  In  this  depression,  or  bowl, 
a  sufficient  amount  of  waste  is  placed 
to  make  a  thick  pad.  After  a  valve 
or  spigot  has  been  placed  in  the  open- 
ing where  the  oil  was  originally 
drawn  out  (this  should  be  an  inch  or 
more  up  from  the  bottom)  the  filter 
is  ready  for  use. 

The  oil  is  poured  in  and  allowed 
to  filter  down  through  the  waste. 
This  action  clarifies  the  oil  and,  at 
the  same  time,  a  considerable  amount 
of  dirt  is  absorbed  by  the  waste.  If 
any  dirt  or  grit  finds  its  way 
through,  however,  it  will  settle  at  the 
bottom  of  the  drum,  so  that  the  good 
oil  can  be  drawn  off  through  the 
valve.  When  the  waste  becomes 
dirty  it  can  be  easily  removed,  the 
drum  cleaned  and  clean  waste  put 
in,  when  it  is  again  ready  for  the 
filtering  operation. 

If  desired,  30  per  cent  of  new  oil 
may  be  added  to  the  filtered  product 
when  the  crankcase  is  refilled. 


November,  1923 


BUS 

TRANSPORTATION 


513 


New  Jersey 
Transportation  Tangle  Grows  More  Aenle 

Personal,  Political  and  Foonomic  Factors 
Servo  to  Cloak  Situation,  \\  hich  Promises  to 
Become  a  .Matter  tor  Supreme  Court  Action 


THE  transportation  situation 
in  New  Jersi-y  defies  definite 
diagnosis.  Its  aspects  are  too 
divergent  for  that.  They  are  social; 
they  are  civic;  they  are  economic, 
and  they  are  political.  So  far  as 
the  physical  operation  of  the  buses 
is  concerned,  the  situation  is  not 
ven,-  different  from  what  it  was  be- 
fore the  Public  Service  Railway 
withdrew  its  service  on  Aug.  1,  when 
its  lines  were  tied  up  by  a  strike 
of  employees. 

While  this  is  quite  true,  the  bus 
operators  and  their  spokesmen  feel 
more  than  ever,  justly  or  unjustly, 
that  they  are  fighting  for  the  right 
to  live — fighting  with  their  backs  to 
the  wall.  So  far  as  the  Board  of 
Public  Utility  Commissioners  is  con- 
cerned, that  body  has  done  little 
more  recently  than  to  reiterate  its 
general  .stand  that  individual  appli- 
cants for  bus  permits  shall  prove 
to  the  board  the  convenience  and 
necessity  of  their  service,  after  the 
required  permits  to  operate  have 
been  secured  in  the  local  communi- 
ties. There  is  nothing  particularly 
new  or  novel  in  this.  True,  the  board 
did  urge  the  5-cent  railway  fare  for 
an  experimental  period,  but  this,  if 
it  is  anything  so  far  as  the  buses 
are  concerned,  is  indirect  rather  than 
direct  action. 

As  for  the  railway,  its  first 
thought  after  being  ordered  by  the 
court  to  restore  service  after  the 
strike  was  over  was  to  fly  to  the 
10-cent  fare.  In  fact,  it  filed  with 
the  commission  a  tariff  asking  for 
this  rate.  On  its  part,  the  commis- 
sion was  quite  frank  with  the  rail- 
way. It  seems  to  have  .shared  with 
many  others  the  thought  that,  per- 
haps, the  answer  to  the  question  of 
the  popularity  of  the  buses  was  to 
be  found  in  the  5-cent  fare  for  short 
hauls,  which  most  of  them  were 
charging.  Quite  frankly  the  board 
said  that  it  was  open  to  serious 
question  whether  the  10-cent  fare  on 
the  railway  would  meet  the  situa- 
tion.    It  suggested  a  trial  for  four 


months  of  a  5-cent  fare  without 
transfers  within  the  limits  of  the 
larger  municipalities,  and  an  addi- 
tional fare  of  5  cents  for  the  longer 
rides  to  the  end  of  the  then  existing 
8-cent  fare  limits.  To  this  the 
company  agreed.  The  feeling  of  the 
board,  publicly  expressed,  was  that 
this  plan  would  place  the  railway  on 
a  more  equal  basis  in  meeting  the 
bus  competition. 

The  board  was   not  alone   in   this 
opinion.      Similar   views    were    held 


II   (EICEX  AVEKUE 
H   CEJITRAL  AVEKUE 


MONTCOIintT  *  Wl 
LAFAIITIE  k 


!!     OCT. 
!!  8.  1923 


WEEK 
PAS 


I.Y 


^'  fail  k««rtr  m  uj  k«i  J  ibt  at 
t<  lk«  da^i  ikawi  •■  iht  1m*  •!  tkii 
'1  Pail  !•  k«  ik««i  (•  •^rat*r  or  it 
['  |«*4  lar  tu\j  M*  Mi'**(*<'  f  t"P' 
'   at   ur   <■*«' 


i 


.//  J 


5331 


sL 


SIDE      BUS 
""^»' LINES 


OCT.      I 
14,  1923; 


If   k«i   aaj   la  1- 
•  kj«(l  la  ia*^<lU«  I 


Weekly  pass  used  on  Jersey  City 
lines.  Sold  for  90  cents  and  good 
any    time    between    dates    shown 

by  the  representatives  of  many  of 
the  municipalities.  Some  of  them 
even  indicated  that  the  matter  should 
be  allowed  to  resolve  itself  into  a 
test  of  the  survival  of  the  fittest,  no 
matter  what  the  effect  might  be  of 
any  such  struggle  upon  the  non- 
participants.  To  them  the  idea  ap- 
peared to  be  remote  of  the  possibility 
of  a  happy  medium  being  struck. 

No  sooner  did  the  Public  Service 
Railway  announce  this  fare  reduc- 
tion than  the  bus  men  having  10- 
cent  local  fares  countered  with  fare 
cuts.  In  Jersey  City  bus  fares  were 
reduced  from  10  to  8  cents  with  free 
transfers  from  line  to  line.  A  weekly 
pass  was  also  installed  costing  90 
cents  that  entitled  the  holder  to  as 
many  bus  rides  as  he  cared  to  take 
during  the  week.  Furthermore,  the 
bus  owners  assured  the  public  that, 
as  soon  as  operating  costs  could  be 
reduced,  their  fare  would  go  still 
lower. 

Even  before  the  phase  was  entered 
upon  where  the  railway  went  to  the 


Tj-ctMii  local  fare,  the  representatives 
of  the  bus  men  began  formally  to 
inject  the  matter  into  politics. 
Pledges  were  sought  previous  to  the 
primaries  as  to  how  prospective 
candidates  for  public  office  stood  in 
their  attitude  toward  the  bus. 

One  group  of  Republican  candi- 
dates for  the  State  A.Hsembly — 
twelve  Essex  County  aspirants — 
went  so  far  a.s  to  insert  a  plank  in 
their  platform  expressing  them.selves 
as  favoring  legislation  which  would 
enable  any  municipality,  or  several 
acting  jointly,  to  own  and  operate 
buses. 

In  the  statement  issued  by  the 
candidates  the  pledges,  were  as 
follows : 

1.  We  recognize  the  necessity  for 
a  stable  and  reliable  system  of  trans- 
portation for  the  municipalities  of 
our  state  under  adequate  control, 
and  the  operation  of  the  buses  as  a 
necessary  part  of  our  municipal  and 
interurban  transportation  service. 

2.  We  favor  the  extension  of  the 
provision  of  the  home  rule  act  of 
1917  to  permit  municipalities  to  own 
and  operate,  jointly  as  well  as  singly, 
the  public  utilities  therein  men- 
tioned, including  motor  buses. 

It  may  be  that  the  matter  will 
eventually  become  a  subject  for 
direct  legislation.  If  so,  the  bus 
men  have  sought  to  anticipate  the 
events.  They  want  to  be  assured 
at  the  outset.  As  Governor  Silzer 
sees  it,  however,  the  matter  should 
not  be  allowed  to  become  a  political 
issue.  When  the  transportation  sit- 
uation became  acute,  during  the 
suspension  of  railway  .service,  he 
rejected  the  proposal  that  the  Legis- 
lature be  convened  in  extra  session 
to  deal  with  the  matter.  His  atti- 
ture  was  that  there  had  already  been 
too  much  politics  in  the  situation 
and  too  much  talk.  So  there  this 
phase  of  the  situation  stands?. 

To  summarize  the  matter,  there 
are  evidences  of  misgivings  all 
around.  The  bus  men  profess  to  see 
in  the  5-cent  trolley  fare  a  deep  plot 


514 

to  put  them  out  of  business.  The 
railway  people  sought  a  10-cent  fare 
as  their  only  way  out.  And  the 
Board  of  Public  Utility  Commis- 
sioneis  urged  a  5-cent  fare  upon  the 
i-ailway,  which  it  accepted  reluc- 
tantly. Neither  of  the  two  parties 
directly  concerned  is  satisfied.  Uzal 
McCarter,  a  director  of  the  Public 
Service  Railway,  has  gone  so  far  as 
to  say  that  the  5-cent  fare  is  a 
failure.  This  rate  has  been  in  effect 
only  since  Oct.  1.  Although  no  fig- 
ures as  to  the  number  of  passengers 
carried  by  the  railway  since  Oct.  1 
are  available,  there  are  figures  show- 
ing what  the  situation  is. 

A  comparison  of  the  average  num- 
ber of  daily  ti'olley  riders  during 
the  last  eleven  days  of  September 
with  the  average  number  for  thirty- 
one  days  in  July,  the  month  prior 
to  the  beginning  of  the  trolley  strike, 
shows  a  decrease  of  380,150  since 
the  trolley  service  was  resumed  on 
Sept.  20.  The  total  number  of  riders 
for  the  thirty-one-day  period  in  July 
was  34,760,957,  while  the  number 
for  the  last  eleven  days  in  Septem- 
ber was  8,152,881. 

The  average  daily  number  of 
riders  in  July  was  1,121,321,  while 
that  for  the  eleven  days  in  Septem- 
ber was  741,171.  July  and  Septem- 
ber each  had  one  holiday. 

A  larger  decrease  is  shown  by  a 
comparison  of  the  September,  1923, 
figures  with  those  of  the  same  month 
in  1922.  The  average  number  of 
daily  riders  in  that  month  last  year 
was  1,134,428,  showing  a  decrease 
of  393,257  in  this  year's  figures. 
The  fare  on  the  railway  during  this 
period  was  8  cents,  with  four  tickets 
for  30  cents  and  1  cent  for  a  transfer. 

Not  only  did  Mr.  McCarter  con- 
demn the  5-cent  fare,  but  he  scored 
public  officials  for  their  alleged  lax- 
ity in  not  enforcing  the  regulatory 
laws.  Competition  may  be  the  life 
of  ordinary  trade,  but,  according  to 
Mr.  McCarter,  it  is  the  death  of 
trade — at  least  local  transportation 
trade  under  the  conditions  that  exist 
at  present  in  New  Jersey. 

Meanwhile  the  Public  Service 
Railway  has  begun  to  act  against  bus 
operators  alleged  by  it  to  be  oper- 
ating illegally. 

Its  first  move  took  the  form  of 
a  complaint  to  the  utility  commis- 
sion containing  a  list  of  several 
hundred  bus  operators  who,  accord- 
ing to  the  railway  company,  were 
operating  contrary  to  the  Elliott  act 
of  1921.     All  of  these  buses  operate 


BUS 

TfVVNSPORTATlON 

on  lines  that  parallel  the  tracks  of 
the  trolley  company  in  northern  New 
Jersey  or  in  Camden. 

The  commission  thereupon  began 
the  task  of  investigating  these  cases 
of  alleged  irregular  operation.  The 
bus  men  were  summoned  before  the 
commission  to  show  cause  why  they 
should  not  be  prevented  from  fur- 
ther operation  of  their  buses  on  the 
ground  that  they  were  operating 
contrary  to  law.  In  the  subpoenas 
issued  by  the  board  no  definite  com- 
plaint was  cited,  however. 

Flank  H.  Somer,  dean  of  the  New 
York  University  Law  School;  George 
L.  Record  and  George  F.  Seymour. 
Jr.,  appeared  for  the  bus  men  and 
George  H.  Blake  for  the  Public 
Service  Railway. 

Counsel  for  the  bus  men  took  the 
position  that  the  Public  Utility  Com- 
mission has  no  control  whatever 
over  the  buses  which  are  alleged  to 
be  operating  illegally ;  that  if  they 
are  operating  illegally  they  can  only 
be  prevented  from  further  operation 
as  a  result  of  proceedings  by  the 
state  through  the  Attorney-General; 
that  the  Public  Utility  Board  is 
nothing  but  an  administrative  board 
with  the  power  to  fix  rates  and  to 
issue  rules  and  regulations  over  serv- 
ice and  similar  jurisdiction. 

Counsel    for    the    bus    owners    re- 


Vol.2,  No.ll 

fused  to  recognize  the  jurisdiction 
of  the  commission  in  the  matter  of 
the  investigation  and  declined  to 
have  their  clients  appear  in  response 
to  the  summons  or  to  answer  any 
questions  put  to  them  by  the  com- 
mission or  by  counsel  for  the  rail- 
way. This  move,  of  course,  effec- 
tually blocked  any  progress  as  far 
as  the  investigation  is  concerned. 
Not  one  of  the  several  hundred  cases 
has  yet  been  passed  on  by  the  board. 

The  proceedings  above  described 
took  place  on  Oct.  17-18,  and  on  Oct. 
19  an  adjournment  was  taken  until 
Nov.  8. 

Counsel  for  the  bus  men  have  de- 
clared to  the  commission  that  no 
attention  will  be  paid  by  their  clients 
to  any  disposition  of  the  cases  which 
the  commission  may  make. 

The  commission  countered  by  p;ti- 
tioning  the  Supreme  Court,  through 
counsel,  for  an  order  compelling  wit- 
nesses to  testify  at  hearing?  before 
the  commission.  On  Nov.  1,  Presi- 
dent Thomas  McCarter  of  the  railway 
company  declared  that  a  month's 
trial  of  the  5-cent  fare  has  shown 
that  under  existing  conditions  the 
rnte  will  not  produce  "the  cos'  of 
service."  He  added  that  the  com- 
pany was  preparing  a  plan  looking 
towai'd  th?  purchase  of  the  buses 
now   le'^-ally   operating. 


Floods  Fail  to  Stop  Bus  Operation 


RECENT  floods  in  Wichita,  Kan.. 
.  were  so  severe  that  they 
crippled  the  electric  railways  and 
some  railroads  but  the  buses  demon- 
strated their  ability  to  keep  operat- 
ing when  all  other  means  of 
transportation  were  tied  up. 

The      accompanying      illustration 
shows    one   of   the    business    streets 


with  motor  cars  pressed  into  serv- 
ice in  place  of  the  trolley  cars.  Auto 
trucks  were  also  pressed  into  service 
and  served  well  as  buses. 

The  streets  on  which  regular  bus 
lines  operated  were  served  almost  as 
well  as  at  normal  times  except  where 
the  water  was  so  deep  that  it  flooded 
the  motor. 


November,  1923 


BUS 

TR^NSPORTATJON 


515 


A  Bus  a  Day  Turned  Out  Uy  Operalor 

New  TwentN -livi-  I'assenjifr  lUu\\    I)t>iiiiu'(l  and   Huilt   bv   I'aiilic   Kliitric   Kailway — California  Service 

I'ermils  Operatidn  Withiuit  Sidi-  Windows,  Healint;  (»r  \  entilatinu  Di-vicis — ('on-^lriiilion 

Handled  in  Torrance  far  Shops  on  Production   IJasis 


THE  first  big  lot  of  slrei-t  ear 
type  bus  bodies  to  be  built  on 
the  Coast  have  recently  come 
through  the  shops  of  the  Pacific  Elec- 
tric Railway  at  Torrance,  Cal.  Most 
bus  operations,  and  therefore  most 
of  the  body-building  activities,  in  the 
Coast  States  are  of  the  stage  variety, 
requiring  bodies  of  the  sedan  type 
with  full-width  cross-seats.  Until 
the  last  year  there  has  been  little 
use  of  the  street  car  construction, 
with  the  center  aisle  and  two  rows  of 
transverse  seats.  Last  February, 
however,  the  Pacific  Electric  Railway 
placed  an  order  for  eighty-one  Model 
50  White  chassis,  and,  as  was  an- 
nounced in  Bus  Transportation  at 
the  time,  determined  to  build  the 
bodies  for  these  chassis  in  the  com- 
pany's $2,000,000  model  car  shops, 
which  were  placed  in  operation  at 
Torrance  two  years  ago. 

Not  only  was  the  construction 
work  handled  in  the  company's  car 
shops  but  its  mechanical  engineers 
worked  out  the  design,  shown  in  the 
accompanying  illustration.  Both  the 
steel-frame    and    wood-frame    types 


/>'rci(tN     'Jfiiity     thrimfjii     I  iw     CO  r- 

penter  shop.  At  the  left,  prepa- 
rations being  made  to  mount  the 
apron  along  the  side.  Notice  the 
number  of  men  busy  on  the  one 
body.  No  time  hut  here  through 
lack  of  help 


were  carefully  studied,  and  it  was 
finally  decided  to  adopt  the  latter  as 
being  more  suitable  to  the  company's 
manufacturing  and  operating  condi- 
tions. 

Since  the  word  go  ahead  was  given 
in  February,  the  design  has  been  pre- 
pared, construction  arrangements 
made,  as  detailed  later  in  this  article, 
and  sixty-tw6  of  the  eighty-one 
bodies  built  and  installed  on  the 
Model  .50  chassis  ready  for  service. 
This  work  was  finished  the  last  week 
in  August. 

Details  of  Construction 

On  account  of  the  good  weather 
conditions  that  prevail  in  southern 
California  (all  the  buses  are  operated 
in  Los  Angeles,  Pasadena,  Glendale, 
and  adjoining  communities)    it  was 


pi).-^>il)lt'  to  make  sonu-  changi-s  as 
compared  with  the  ordinary  type  of 
twenty-five-passenger  street  car  body. 
The  Pacific  Electric  design,  which  is 
intended  for  one-man  pay-enter  oper- 
ation, is  notable  therefore  because  of 
omissions  in  equipment.  Glass  win- 
dows are  lacking,  being  replaced  by  a 
sliding  Pantasote  curtain  with  cellu- 
loid lights.  Heating  and  ventilating 
devices  are  also  missing,  the  former 
being  unneces.sary  and  ventilation 
being  supplied  in  adequate  measure 
through  the  windshield,  doors  and 
other  openings.  But  in  other  re- 
sptf  ts  the  bodies  show  evidence  of  all 
modern  conveniences  found  in  the 
latest  types  of  electric  cars  run  on 
rails.  They  are  also  equipped  with 
every  device  for  safety  and  comfort 
of  passengers.  Seats  are  large  and 
roomy.  Dome  lights  are  provided 
along  the  center  line  of  the  roof  and 
shock  ab.sorbers  are  mounted  on  the 
front  of  the  chassis  to  secure  easy 
riding. 

By  an  ingenious  arrangement  the 
driver  has  a  direct  mechanical  con- 
nection with  the  emergency  door  at 


516 


BUS 

TfUNSPORTATION 


Vol.2,  No.U 


the  rear  end  and  can  open  it  at  any 
time  he  desires.  This  is  accomplished 
by  a  20-gage  piano  wire,  which  is  led 
through  an  opening  under  the  belt 
rail  to  the  rear  of  the  body,  and  then 
along  the  back  between  the  panels 
and  the  rear  seats  through  a  piece 
of  brass,  tubing  of  ts -in.  diameter  to 
the  bolt  for  the  rear  emergency  door. 
As  shown  in  the  sectional  view,  pas- 
sengers can  also  open  this  bolt  by 
breaking  the  glass  cover  of  a  small 
box  and  pulling  on  a  small  ring 
there  inclosed. 

Transverse  seats,  of  which  there 
are  five  on  each  side  of  an  18-in.  aisle, 
have  32xl6-in.  cushions  and  a  back 
29  in.  wide.  The  removable  seats 
across  the  rear  end  and  backs  for 
them  were  made  in  the  company's 
shops  to  conform  with  the  shape  of 
the  body.  All  these  are  upholstered 
in  genuine  leather. 

Window  curtains  are  arranged  to 
slide  out  of  the  way  between  the 
headlining  and  the  roof  slats  on  26- 
gage  galvanized  sheet  iron  guides. 
They  can  then  be  fastened  up  out  of 
the  way  by  straps  hooked  on  to 
Murphy  fasteners.  While  curtains 
have  replaced  the  ordinary  glass  used 
for  side  windows,  the  windshield, 
front  corner  lights  and  the  three 
windows  in  the  rear  end  are  of  ft-in. 
polished  plate  glass.  In  the  top  half 
of  the  service  door  this  same  glass  is 
used,  but  the  two  lower  panels  are 
fitted  with  A-in.  clear  wire  glass. 

Inside  the  bus  the  ceiling  is  fin- 
ished in  a  glossy  white,  and  this,  with 
the  six  dome  fixtures,  each  containing 
a  21-cp.  bulb,  provide  good  light  at 
all  times  for  passengers.  The  dome 
lights  are  of  the  Tremont  type,  with 
Holophane  glass  and  nickel  finish 
bulbs. 

Outside  of  the  grip  handles  at  the 
entrance  and  the  pipe  rail  separating 
the  driver  from  the  passengers  at  the 
service  door,  stanchions,  straps  and 
other  accommodations  for  standees 
are  entirely  missing.  Evidently  the 
company  expects  to  carry  only  seated 
passengers.  Other  accommodations 
for  passengers  include  a  Feralun  step 
tread,  7x24  in.  at  the  entrance,  and 
push  buttons  for  a  buzzer  signal  at 
each  post  inside  the  body.  Advertis- 
ing cards  will  be  well  displayed  in 
gxli  ash  moldings  located  to  take  the 
standard  11x21  advertising  cards. 
The  buses  are  equipped  with  Ohmer 
No.  3  fare  register. 

Bumpers  are  used  both  front  and 
rear.  The  front  bumper  is  of  3-in. 
channel  iron,  4.1  lb.  to  the  foot,  while 
at  the  rear  a  1-in.  pipe  has  been 
placed  against  the  chassis  frame,  the 


Inside  the  new  Pacific  design  is  distinguished  for  its  simplicity  and  air  of 

restfiilness.     Side  curtains  which  take  the  place  of  glass  in  each 

window  are  shown  in  two  positions,  full  open  or  full  closed 


November,  1923 

latter  being  mounted  in  the  car  shops. 
Another  jol)  done  there  was  to  add 
a  21-in.  extension  at  the  rear  of  the 
frame  to  support  the  body. 

All  liuses  have  destination  signs, 
indicating  direction  of  operation. 
One  of  these  is  mounted  on  the  front 
of  the  roof  and  another  one  of  similar 
type  at  the  rear,  at  the  upper  right 
hand  corner.  The  front  sign  is 
illuminated  at  night.  At  the  rear  of 
each    body    is    mounted   a   Cloverlite 


BUS 

mVNSPORIAllON 

are  of  well-seasoned  ash,  the  letter 
board  Gx*  in.  and  the  rail  aUjve  it 
2{xl  I'l  in.  Side  paneling  is  I'lymetl, 
I  in.  thick  and  held  with  Axi-in. 
cast  oval  aluminum  molding.  Rear 
corner  panels,  small  front  panels  and 
wheel  housings  are  sheets  of  18-gage, 
the  first  two  being  hammered  to 
shape.  Around  the  lower  part  of  the 
body  is  a  skirt  or  apron,  14 il  in.  deep, 
of  22-in.  gage  steel.  Side  posts  are 
also  ash.   Ihx'Zi.     The    lxl*-in.   roof 


517 

been  familiar.  Furthermore,  the 
company's  shop  mechanics  for  the 
most  part  were  unfamiliar  with  bus 
body  building.  All  of  the  miiteriala 
had  to  be  secured  for  this  new  work 
and  the  shop  forces  had  to  be  brought 
up  to  a  standard  of  etficiency  which 
finally  resulted  in  a  production  of 
six  bus  bodies  complete  each  week 
and  the  completion  of  sixty-two 
bodies  on  Aug.  31. 

Upon  the  completion  of  the  general 


otvr  bumpers  - 


'IT 


6'-*i 


direction  signal  interconnected  with 
both  the  steering  and  braking  gear  at 
the  front  of  the  bus.  This  has  three 
lamps,  automatically  lighted  to  sig- 
nify right,  left  or  stop  as  the  case 
may  be. 

As  has  been  mentioned  before,  the 
design  chosen  was  of  the  wood-frame 
type.  This  has  been  thoroughly  de- 
veloped on  the  old  horse-drawn 
coaches,  although  the  interior  of  the 
PE  bodies  follow  modern  street  car 
practice.  Floor  frame  timbers  are 
mo.stly  of  1^-in.  oak,  proportioned  to 
distribute  the  load  properly  to  the 
chassis  body  supports.  Flooring  it- 
self is  ?x3l  tongue  and  groove 
maple.    Upper  framing  and  top  bows 


Side  view  and  plan  sKoiving  the 
Heativg  arrangement  and  general 
body  lines 


slats  are  of  spruce,  covered  with 
sheathing  and  blue  wadding  before 
the  canvas  cloth  is  applied.  On  the 
edges  this  canvas  is  finished  with 
aluminum  strip  molding.  Inside  the 
headlining  is  three-ply  Haskelite  i 
>n.  thick. 

How  Six  Buses  a  Week  Were  Put 
Through  the  Car  Shops 

Very  little  of  the  material  used  in 
bus  body  fabrication  is  common  to 
the  street  car  construction  with 
which    the    Pacific    car    shops    have 


design,  including  assembly  and  de- 
tailed drawings,  requisitions  were 
placed  for  the  materials  required 
with  the  company's  store  department. 

Pending  receipt  of  materials  on 
order,  working  sketches  of  the  dif- 
ferent parts  of  the  body  were  sent 
to  the  mill,  cabinet,  tin.  blacksmith, 
machine  and  upholstering  shops, 
while  the  carpenter  shop,  where  the 
bodies  were  to  be  assembled,  was 
furnished   with   assembly    drawings. 

The  first  steps  taken  by  the  mill 
were  to  make  templates  for  each 
member  of  the  wood  framing;  also, 
the  dimensions  were  verified  for  cor- 
rect fit. 

Then  the  cabinet  shop  made  up  the 


518 


BUS 

TTUNSPORTATION 


Vol.2,  No.ll 


forms  upon  which  were  shaped  the 
top  bows  and  top  rails.  These  mem- 
bers are  not  sawed,  but  are  steamed 
until  they  can  be  bent  to  proper 
shape. 

The  mill  started  production  of  the 
framing,  finishing  it  with  machinery 

Details  of  Pacific  Electric  Bus 


Body   over-aU   length,    dash    to 

rear  of  body 20  fi.     ,',  in. 

Length    complete    vehicle,    over 

bumpers    26  ft.     li  in. 

Width  between  post.s 7  ft.     23  in. 

Width  across  posts 7  ft,    6    in. 

Widtli  service  door 27    in. 

Width  emergency  door 21     in. 

Width   main   aisle IS    in. 

Height,    floor    to    top    of    roof, 

ma.\imum    6  f  t,  5  ,'j  in. 

Height,  floor  to  inside  of  ceil- 
ing   (headroom)    6  ft.  2  (Jin. 

Over-all  height,  unloaded, 
ground  to  top  of  roof,  ap- 
proximately          ii  ft.     i;     in 

Height  ground  to  fir.st  step,  ,  ,  .  Isj  in. 

Height  ground  to  floor  at  serv- 
ice entrance   2  ft.     7g  in 

Height,     unloaded,     ground    to 

rear  cha.ssis  frame ,3  ft.    1  J  in. 

Side  posts,  center  to  center,  .  ,  ,      2  ft.    7    in. 

Weight,  body  complete 4.(l2,'i  lb 

Weight,  chassis  and  body ii,425  11>, 

Weight,  rear  end  of  bus  com- 
plete       6,2,iO  111, 


Several  undercoats  of  paint  were 
given  the  body  while  it  was  still  in 
the  carpenter  shop.  Bus  doors  which 
had  been  fabricated  in  the  cabinet 
shop  were  then  fitted  and  steps  and 
mud  guards  applied.  The  body  was 
wired  for  lights  and  the  headlining 
installed,  so  that  all  cutting  and  fit- 
tings were  finished.  The  next  step 
was  to  send  the  mounted  bus  into  the 
paint  shop. 

Here  six  to  eight  buses  were 
usually  being  handled  in  various 
stages.  Because  of  the  coats  applied 
in  the  carpenter  shop  the  total  time 
in  the  paint  shop  was  reduced  two 
or  three  days.  After  the  surface  had 
been  brought  up  and  the  color  coats 
applied,  each  bus  was  given  two  coats 
of  finishing  varnish.  By  this  time 
the  special  seats  and  curtains  were 
finished  by  the  upholstering  shop  and 
the   bus  fitted   up   by   the   trimming 


force.  Lights  and  signals  were  com- 
pleted by  the  wiring  shop  and  the  bus 
made  ready  for  service,  all  in  ten  to 
eleven  days  after  the  frame  was 
started  in  the  carpenter  shop. 

Thus  it  is  seen  that  the  company 
has  had  to  handle  two  difficult  prob- 
lems. First,  it  was  necessary  to  de- 
sign a  bus  body  to  meet  its  own 
operating  conditions.  And  next  this 
body  had  to  be  built,  forms  and  mate- 
rials made  and  secured  and  produc- 
tion of  a  large  number  of  bodies 
secured. 

The  success  of  the  complete  project 
is  demonstrated,  it  would  seem,  by 
the  illustrations  of  the  new  body  as 
shown  in  this  article  and  by  the 
record  made  in  building  the  bodies 
represented  and  putting  them  into 
active  service.  All  this  design  and 
construction  work  was  done  in  less 
than  eight  months. 


up  to  the  point  where  a  minimum  of 
hand  fitting  was  required  in  assem- 
bling. Framing  was  put  through  the 
mill  in  lots  for  ten  buses.  This  was 
considered  a  sufficient  quantity  for 
economical  working  by  the  machine. 
At  the  same  time  the  mill  could 
handle  a  certain  amount  of  building 
materials  for  which  there  happened 
to  be  an  unusual  demand. 

The  mill  work  being  completed, 
erection  was  undertaken  in  the  car- 
penter shop.  Forms  were  constructed 
to  hold  the  floor  frame,  to  speed  up 
the  assembly  and  secure  uniform 
results. 

With  the  erection  of  the  side  and 
end  framing  the  bus  was  ready  for 
the  top.  Before  this  point  had  been 
reached,  these  tops  were  framed  com- 
plete in  the  cabinet  shop  on  special 
forms  and  passed  into  the  upholster- 
ing shop  to  be  covered.  Blacksmith 
and  machine  shops  had  meanwhile 
completed  the  body  irons.  These  are 
considered  of  the  utmost  importance 
in  producing  a  durable  construction. 

While  all  this  other  work  was 
going  on  the  tin  shop  completed  shap- 
ing the  corner  panels  and  other  metal 
parts.  All  the  paneling  being  in 
place,  the  body  was  mounted  on  the 
chassis.  When  delivered  at  the  shoo 
the  chassis  were  equipped  with  .self- 
starters,  complete  electric  systerps 
and  front  air  shock  absorbers.  Upon 
arrival  a  rear  bumper  was  applied  to 
each  chassi.s,  and  it  was  then  sprayed 
with  the  company's  standard  color,  a 
Tuscan  red,  and  was  ready  for  the 
mounting  of  the  body. 


Skip  Stops  Used  in  Toronto 


THE  Toronto  Transportation 
Commission,  operating  the  local 
tramway  system,  has  used  buses 
since  1921  to  supplement  the  street 
car  service  in  the  Humberside- 
Runnymede  district,  which  lies  in 
the  western  part  of  the  city.  There 
are  eight  buses  in  all,  seven  in  daily 
use  and  one  for  emergency.  Five 
different  types  are  represented;  four 
Fifth  Avenue,  one  Leyland,  one  As- 
sociated Equipment  Company  (sim- 
ilar to  that  used  by  the  London 
General  Omnibus  Company) ,  one  Till- 
ing-Stevens,  an  English  gasoline 
electric  design,  and  one  Veteran 
manufactured  in  Hull,  Quebec.  All 
of  these  are  fitted  with  double-deck 
bodies. 

An  average  of  179  trips  are  made 
each  day,  over  a  route  estimated  at 
3.56  miles  round  trip.  The  time  to 
make  the  run  averages  twenty-four 
minutes. 

The  first  bus  leaves  the  garage  at 
5:44  a.m.  and  the  last  one  is  in  at 
12:45  a.m.     By  6:30  in  the  morning 


all  the  buses  are  out  and  full  service 
continues  until  9  o'clock.  This  is 
true  also  of  the  afternoon  peak, 
from  5  p.m.  until  7:  10  p.m. 

About  7,500  passengers  are  car- 
ried each  day,  and  more  than  500  of 
these  do  not  ask  for  transfers  to  the 
city  street  cars.  The  straight  bus 
fare  is  7  cents,  so  that  the  revenue  is 
considered  a  good  return  for  service 
that  merely  supplements  the  street 
cars  in  one  part  of  the  city. 

In  Toronto  the  buses  do  not  stop 
every  block  as  in  most  cities.  Fixed 
stops  are  designated,  as  indicated  on 
the  stop  map,  this  resembling  the 
skip-stop  system  used  by  many  street 
railways.  As  a  rule  the  intervals  are 
only  two  or  three  blocks.  These 
stops  were  changed  slightly  last  De- 
cember, when  the  route  was  extended 
to  Jane  Street,  an  addition  of  0.84 
mile  to  the  round  trip.  The  num- 
ber was  increased  from  twenty  to 
twenty-six  for  the  round  trip,  thus 
keeping  the  stops  per  mile  (7.06) 
the  same. 


L ^UUUUL. 


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-get 
S  o  £ 


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nmnnnnnr--^\ 


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5      £. 


Stop  map  for  Hiunherside  bus  route,  Toronto,  Canada 


November,  1923 


BUS 

TWVNSPORTAllOs 


519 


Buses  Stand  Out  at  Railway  Convention 

Exhibits  at  Atlantic  City  Indicate  Steady  Advance  in  Construction 

— Kngines,  Brakes,  Hodies  All  Show  Improvements 

to  Meet  Operatinj^  Requirements 


STKA1)^■  progress,  rather  than 
any  startling  developments,  was 
the  main  feature  of  the  bus  ex- 
hibits at  the  October  convention  of 
the  American  Electric  Railway  Asso- 
ciation. But  when  it  comes  to  size 
and  variety  of  these  exhibits  and  to 
the  interest  taken  in  them  by  vis- 
itors, then  it  would  not  be  right  to 
say  that  the  progress  has  been  steady 
since  or  during  the  last  year.  Rather, 
the  advance  has  been  of  the  express 
train  order.  At  a  meeting  of  the 
engineers  connected  with  the  asso- 
ciation this  formal  resolution  was 
passed :  "The  excellence  of  the  bus 
exhibits  and  the  evident  interest 
therein  have  vindicated  the  policy  of 
encouraging  the  manufacturers  to 
adapt  their  ec;uipment  to  mass  trans- 
portation needs." 

The  best  method  of  indicating  this 
rapid  growth  in  bus  interest  is  by 
the  space  taken  at  the  exhibits.  Last 
year  at  Chicago  the  bus  and  its  ac- 
cessories took  up  6,800  sq.ft.,  or 
about  II  per  cent  of  the  total  space 
devoted  to  all  e.xhibits.  This  year 
the  total  space  used  was  slightly 
larger,  but  the  bus,  figuring  in  as 
before  chassis,  parts  and  accessories, 
was  responsible  for  nearly  17.000 
sq.ft..  or  22  per  cent  of  the  76,000 
sq.ft.  devoted  to  exhibits.  There  was 
a  similar  increase  in  the  number  of 
exhibitors  of  bus  equipment,  and 
from  all  reports  of  sales  already 
made,  or  well  along  toward  comple- 
tion, the  manufacturers  were  well 
pleased  with  the  response.  Certainly, 
the  bus  exhibits  were  busy  all  the 
time,  and  not  only  railway  men  but 
other  operators  from  all  parts  of  the 
country  were  on  hand  to  study  the 
latest  construction. 

The  Latest  in  Construction 

The  demonstration  buses,  of  which 
there  were  a  number  outside  the  con- 
vention hall,  drew  admiring  crowds 
and  many  of  the  convention  visitors 
were  taken  on  rides  in  the  neighbor- 
hood of  Atlantic  City.  While  no 
hill-climbing  stunts  were  possible 
near  by,  still  there  was  a  sufficient 
variety  of  roadway  to  show  riding 
qualities  and  of  traffic  congestion  to 


indicate  maneuverability  and  braking 
control. 

Rolling  stock,  such  as  the  chassis, 
bodies,  unit  parts  and  equipment, 
represented  almost  100  per  cent  of 
the  bus  exhibits.  There  was  prac- 
tically nothing  in  the  way  of  main- 
tenance. One  maker  of  a  lubricating 
device  was  on  hand,  but  it  was  in 
the  electric  end.  in  equipment  for 
maintaining  trolleys  and  the  like, 
where  the  maintenance  e<|uipment 
was  found.  On  the  other  hand,  com- 
plete trolley  cars  were  absent,  a  fact 
commented  on  by  many  of  the  rail- 
way men  present. 

Many  Power  Brakes 

The  actual  advances  shown  were  so 
numerous  that  it  is  impossible  here 
to  mention  them  in  detail.  Some  of 
the  accompanying  photographs  tell 
the  story  to  a  certain  extent.  Frames 
continue  to  come  down.  One  maker 
had  a  chassis  which  permitted  a  6-in. 
lower  floor  level  than  its  previous 
standard,  secured  by  underslung 
.springs  and  smaller  tires.  Two 
makers  came  out  with  six-cylinder 
engines.  There  were  rumors  of 
others  that  are  still  in  the  factory 
experimental  department.  Construc- 
tions to  secure  better  braking  were 
noticed  in  a  number  of  designs.  Air 
brakes  were  fitted  to  seven  chassis. 
One  prominent  maker  who  formerly 
supplied  his  bus  chassis  with  a  drive- 
shaft  brake  and  a  single  set  on  the 
rear  had  a  design  with  two  sets  of 
brakes  on  the  rear-wheel  drums. 
Metal  brakes  were  in  evidence,  with 
a  single  set  of  shoes  that  could  be 
controlled  either  by  air  or  manual 
means.  Four-wheel  brakes  were 
found  also  on  two  designs,  one  of 
these  controlled  by  "air"  taken  from 
the  engine  cylinders,  the  other  being 
of  the  mechanical  type. 

Of  the  bodies  shown,  the  street  car 
type  was  by  far  in  the  majority. 
Many  improvements  in  construction, 
leading  to  better  methods  of  handling 
passengers  and  greater  comfort, 
were  on  view.  One  of  the  double 
deckers  was  designed  for  a  removable 
cover,  so  thr.t  the  top  deck  could  be 
used  for  winter  operation.     Most  of 


the  sedan  bodies  were  fitted  with 
smoking  compartments,  a  swinging 
door  separating  a  space  at  the  rear 
to  carry  six  or  eight  persona.  What 
was  really  a  combination  of  .sedan 
and  street  car  type  was  represented 
by  a  body  with  a  narrow  central 
aisle,  but  with  the  heavily  upholstered 
seats  characteristic  of  the  de  luxe 
vehicle.  On  another  sedan  body  the 
rear  baggage  compartment  wa.s  fitted 
with  side  doors,  so  that  the  driver 
could  unload  from  the  curb  without 
having  to  work  in  the  streets.' 

Several  well-thought  out  .schemes 
for  better  service  doors  were  noted. 
One  maker  showed  a  door  split  in  the 
center,  the  two  leaves  folding  back 
to  each  side  of  the  service  entrance. 
Another  placed  his  door-opening 
mechanism  imderneath  the  body,  the 
drive  control  being  by  a  hand  lever 
similar  to  that  used  for  emergency 
brake  or  gear  shift.  The  door  lever, 
however,  wa-;  at  the  left  hand  side 
of  the  driver's  position.  A  device  for 
opening  the  service  door  by  "air" 
pressure  was  on  view,  this  consisting 
of  a  small  pneumatic  engine  operated 
by  the  movement  of  a  small  lever  at 
the  driver's  Dosition. 

Body  Improvements 

In  the  field  of  body  supplies  and 
fittings  there  were  many  new  de- 
velopments. One  maker  of  bodies 
exhibited  a  coil-type  heater  built  up 
of  short  lengths  of  pipe  joined  at 
the  ends  of  cast  aluminum  manifolds. 
This  can  be"  taken  down  to  clean  the 
tubes,  and  two  of  them  are  placed 
in  the  front  side  of  the  body.  On 
another  bodv  the  complete  window 
trim  was  aluminum,  the  sash  and 
sliding  mechanism  both  being  made 
of  this  metal.  Other  body  supplies 
included  panel  and  headlining  mate- 
rial, hardware,  stair  treads,  seat.'^, 
upholstery,  lighting  fixtures,  paints 
and  varnishes. 

In  addition  there  were  many  units 
or  accessories  for  the  chassis,  such 
as  shock  absorbers,  steel  wheels, 
engines,  safpty  fenders,  anti-friction 
bearings,  electrical  equipment,  and  a 
varied  assortment  of  fare  collection 
devices. 


520 


BUS 

TIVKNSPORTAnON 


Vol.2,  No.ll 


Some  A.E.R.A. 
Exhibits 


No.  3.  The  Fageol  chassis,  Hall- 
Scott  engine,  Timken  axles  front 
and  rear,  and  Westinghouse  air 
brakes.  Fitted  with  outriggers  to 
support  body. 

No.  4.  Federal  revealed  its  new 
six-cylinder  bus  chassis.  Body  is 
Brown  eighteen-passenger.  This 
company  also  displayed  a  new 
twenty-five  passenger  job,  with 
Kuhlnian  body. 

No.  5.  A  Garford  de  luxe  coach. 
Body  is  the  new  Superior.  Sedan 
comfort  and  central  aisle  (11  in. 
wide)  to  handle  passengers.  Seats 
twenty-three.  Separate  smoking 
compartment  at  rear. 

No.  6.  Here  are  the  Yellow 
coaches — a  sixty  -  nine  -  passenger 
double  decker,  twenty-nine-passen- 
ger single  decker  and  the  "Z"  type 
chassis  used  for  each.  Also  axles, 
engine  and  other  important  units. 

Cwircriithii   iiricit  fiu  Atlantic  Foto  Service 


=ACTURING  Company    J 

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November,  1923 


BUS 

1K\NSK)H1A110N 


521 


Alonj;  (iasoline  Alley 

No.  1.  Model  50  family — White  chas- 
sis. Brown  twenty-five  seater  and  Ben- 
der twenty-one  passenper  de  luxe. 

No.  2.  From  Fifth  Avenue,  New 
York.  Type  J  single  decker  and  two 
Type  L  double  deckers. 

No.  3.  The  Speed  WaRon  chassis. 
Also  a  Reo  with  FitzJohn  Erwin 
twenty-one  passenger  body. 

No.  4.  This  looks  like  before  and 
after.  The  Mack  at  the  left  has  un- 
derslung  springs  and  doughnut  tires. 

No.  5.  Model  "K"  Acmes  with  built- 
up  frames.  Body  is  Brown  twenty-five 
passenger  street  car  type. 

No.  6.  Six-cylinder  dual-valve  dual- 
igrnition  engine  here.  New  Piorce- 
Arrow  bus   chassis  with   Bender   body. 


522 


BUS 

TRANSPORTATION 


First-Hand  Observations  in  London 

By  Paul  Wooton 

Washington,    D.    C. 

LONDON  soon  will  have  more  than  it  is  very  evident,  however,  that 
four  thousand  buses  engaged  short  underground  lines  cannot  live 
Jin  passenger  transportation,  in  competition  with  a  highly  de.el- 
un  Sept.  1  the  General  Omnibus  oped  bus  service. 
Company  had  3,500  buses  in  service  The  buses  in  London  have  cut 
and  was  adding  new  buses  at  the  heavily  into  the  traffic  of  the  tram 
rate  of  fifty  per  week.  That  rate  of  lines.  At  rush  periods,  however, 
addition  will  continue  until  the  full  the  tram  enjoys  an  advantage,  since 
4,000  mark  is  reached.  In  addition,  it  can  earn  more  with  its  seventy- 
there  are  120  other  buses  running  eight  seats  than  can  the  bus  with 
on  the  same  routes  as  the  General  its  fifty-two.  For  the  full  day, 
buses.  These  120  buses  are  owned  however,  the  buses  are  earning  more 
by  forty-five  different  owners.  They  per  mile  than  are  the  tram  cars, 
really  are  parasites  on  the  larger  Experience  in  London  is  demon- 
concern.  They  run  under  the  same  strating  the  very  great  advantage 
route  numbers  and  ply  only  in  the  of  the  bus  with  seats  on  the  top  of 
more  favored  sections.  the  vehicle.  Few  places  have  worse 
The  matter  of  granting  a  monop-  climatic    conditions   with    which   to 


oly  to  the  General  company  is  be- 
ing agitated  more  and  more  by  the 
public.  The  company  itself  has 
made  no  such  request.  Thus  far  the 
authorities    have    shown    a    disin- 


contend  than  has  London,  yet  there 
are  only  27  per  cent  of  the  days  of 
the  year  on  which  the  use  of  top 
seats  is  prevented  by  the  weather. 
Except  for  such  times  when  rain  is 


clination  to  consider  the  proposal,    falling  heavily,  these  seats  are  more 


While  it  is  evident  that  the  demoral- 
izing effect  of  the  present  situation 
must  be  recognized,  the  average 
public  official  is  very  wary  of  mo- 
nopolistic rights  even  when  the 
operation  is  publicly  supervised. 
The  result  is  that  the  large  company 
must  meet  the  competition  in  its 
own  way,  which  it  does  by  concen- 
trating its  own  buses  on  the  routes 
on  which  the  small  operators  ply. 
The  effect  is  to  rob  the  outlying 
services  of  buses. 

During  the  first  thirty-two  weeks 
of  the  current  year  724,500,000  per- 
sons were  carried  on  the  buses  of 
the  General  company.  This  was  an 
increase  of  125,000,000,  or  21  per 
cent,  compared  with  the  fares  paid 
over  the   corresponding    period    of    the  period  of  the  year  when  no  harm 


in  demand  than  are  those  below.  A 
rubberized  apron  is  attached  to  the 
back  of  each  seat.  It  can  be  drawn 
across  and  fastened  to  the  back  of 
the  seat  behind.  Its  main  purpose 
is  to  keep  rain  off  the  seat,  but  pas- 
sengers have  found  that  it  serves 
admirably  as  a  waterproof  cover. 

Work  for  the  Arbolist 

The  problem  of  using  top  seats 
on  well-shaded  streets  has  been 
solved  in  London  by  the  mskinte- 
nance  of  a  work  bus  for  tree-trim- 
ming service.  This  bus  is  in  the 
hands  of  an  expert  arbolist  who 
knows  how  to  clear  away  low-hang- 
ing branches  in  an  artistic  way.  He 
is  careful  to  do  the  pruning  during 


1922.  The  buses  in  the  1923  period, 
however,  operated  over  19  per  cent 
more  miles.  During  the  same 
period  of  1923  the  underground 
railways  carried  187,000,000  passen- 
gers, which  indicates  a  decrease  of 
15,000,000  as  compared  with  the 
first  thirtv-two  weeks  of  1922. 

There  is  no  doubt  that  the  in- 
creasing popularity  of  the  bus  is 
taking  short  hauls  awav  from  the 
underground  lines.  In  London  the 
buses  are  owned  by  the  same  inter- 
ests which  operate  the  underground 
lines  so  the  revenue  goes  into  an- 
other pocket  of  the  same  trou  -ers 

rNoTB — This    artic'e,    and    another    which 

will    follow,     is    haporl     on    renent     persona! 

inve.Ktipations     of     the     Wnshingrton     oorre- 

spnndent  for  the  McGraw-Hill   public!itinn.«. 

-Editor.] 


will  result  to  the  tree.  Where,  for 
any  reason,  the  branches  of  the 
trees  cannot  be  cleared  away  the 
bus  is  operated  in  the  middle  of  the 
street.  Under  British  law,  however, 
the  full  width  of  the  street  must  be 
kept  free  for  moving  traffic.  For 
that  reason  bus  operators  are  in  a 
position  to  demand  the  removal  of 
trees  which  interfere  with  their 
operations.  But  in  no  instance  has 
it  been  necessary  to  resort  to  the 
law  in  that  particular. 

One  of  the  more  serious  problems 
confronting  bus  operations  in  Lon- 
don is  the  slowing  up  of  all  traffic 
due  to  congestion.  The  speed  of 
bus  operation  in  the  main  business 
district  has  decreased  2  miles  per 
hour  during  the  last  six  months,  and 


Vol.2,  No, U 

in  August  was  getting  worse  rather 
than  better.  Last  year  buses  ply- 
ing the  busiest  streets  could  cover 
9  miles  per  hour.  This  year  the 
average  has  fallen  to  7  miles.  The 
uncertainty  as  to  progress  during 
certain  hours  is  known  to  have  had 
its  influence  on  the  number  of  pa.s- 
sengers  carried. 

While  the  handling  of  traffic  is 
particularly  difficult  in  an  old  city, 
such  as  is  London,  there  is  very 
great  room  for  improvement  in  the 
methods  now  employed.  The  num- 
ber of  motor  vehicles  in  England 
increased  25  per  cent  during  the 
twelve  months  ended  with  May, 
1923.  A  substantial  portion  of  that 
increase  was  in  the  London  area. 
Since  there  are  few  alternate  routes 
available,  due  to  the  absence  of 
parallel  streets,  a  large  amount  of 
traffic  must  follow  certain  thor- 
oughfares. The  streets  for  the  most 
part  are  narrow.  An  unusual  num- 
ber of  horse-drawn  vehicles  still 
are  in  use  in  London.  While  they 
carry  only  5  per  cent  of  the  tpnnage 
transported  on  the  streets,  they  un- 
questionably slow  up  the  movement 
of  the  other  95  per  cent  to  a  very 
considerable  extent.  Since  the  busi- 
ness situation  is  such  as  to  make 
the  time  very  inopportune  to  force 
the  capital  investment  necessary  to 
the  motorizing  of  all  transport,  the 
authorities  are  not  inclined  to  cur- 
tail in  any  way  the  use  of  the 
streets  by  the  horses. 

Due  to  the  fact  that  London  is 
composed  of  twenty-eight  separate 
municipalities,  with  a  large  number 
of  independent  highway  authorities, 
the  traffic  situation  has  been  aggra- 
vated by  the  almost  total  lack  of 
co-ordination  in  the  conduct  of 
street  improvements. 

The  only  effective  way  of  im- 
proving the  situation  seems  to  be  a 
substantial  widening  of  certain 
streets.  It  is  belie'-ed  that  much  of 
this  can  be  done  without  great  ex- 
pense for  right-of-way.  While  prop- 
erty values  are  enormous,  the  en- 
hancement in  value  which  follows 
street  widening  reduces  very  mate- 
rially the  amount  of  remuneration 
the  property  owner  can  claim. 

The  Ministry  of  Transport  has  a 
bold  scheme  for  relieving  the  traffic 
situation  in  London  bv  cutting 
through  a  series  of  arterial  streets. 
Portions  of  these  new  arteries  leave 
untouched  the  existing  streets  al- 
lowing them  to  carry  what  trafl^c 
the.v  can.  Their  course  is  through 
the  structures  in  the  slum  districts 
which  lie  iust  back  of  many  of  the 
principal   thoroughfares. 


November,  1923 


TRVSSHOHIMION 


523 


Co-ordinated  Transportation 
Favored  at  Electrie  Kailway  Convention 

Uus  Lduked  I'pon  as  I'seful  Ally  lo  Allow  Fullest  Oevelopment  of  Cheap 
and  Popular  Transportation  —  lU-port-.  I'rt'^entfd  on  Taxation  and  High- 
way Conslrui-tion  —  Operating  Kxperiences  of    Many   Itiiilwajs   Described 


THK  motor  bus,  whether  double 
or  sinKle  deck,  sedan  or  street 
car  type,  with  leather  or  rat- 
tan upholstery  (all  of  which  were 
displayed  by  the  manufacturers) 
was  very  much  on  deck  at  the  A.  E. 
R.  A.  convention.  Present  and 
future  operators  gathered  Oct.  8  to 
12  at  Atlantic  City  to  discuss  the 
use  of  buses — as  feeders  to  the 
trolleys,  in  supplemental  service  at 
a  higher  fare,  aiut  how  they  should 
be  handled — by  operating-,  mainte- 
nance and  accounting  departments. 
Thus  can  the  forty-second  annual 
meeting  of  the  American  Electric 
Railway  Association  be  looked  upon 
as  the  turning  point.  The  pre- 
dominating sentiment  of  the  railway 
men  has  changed  from  one  of  an- 
tagonism to  one  of  appreciation  of 
the  bus.  Their  former  desire  to 
(luash  the  bus  by  fair  means  or  foul 
has  been  apparently  replaced  by  a 
more  constructive  attitude.  They 
are  now  studying  how  best  to  use 
this  transportation  tool. 

Already,  according  to  C.  I).  Em- 
mons, head  of  the  United  Railways 
&  Electric  Company  of  Baltimore 
and  the  Baltimore  Transit  Company, 
in  his  presidential  address,  more 
than  100  electric  railways  are  oper- 
ating more  than  1,000  buses.  They 
have  invested  upward  of  $6,000,000 
in  them  and  hundreds  of  thousands 
of  dollars  in  garages  and  service  sta- 
tions and  equipment.  Two  com- 
panies alone  have  invested  more  than 
$1,000,000  in  buses  during  the  last 
year. 

Whether  bus  transportation  is 
profitable  at  present  is  open  to  argu- 
ment, Mr.  Emmons  said.  In  some 
places  it  is  and  in  others  it  is  not. 
\\Tiere  buses  can  be  operated  in 
densely  populated  districts  and 
where  the  hauls  are  short  they  can 
be  operated  profitably  at  street  car 
fares,  but  in  general  transportation 
they  can  se'-ve  the  public  only  at  a 
higher  fare.  Problems  connected 
W'ith  proper  design  of  bodies,  proper 
apportionment   of   weight    on   axles. 


proper  tires  and  other  eiiuipment,  as 
well  as  accounting  systems  that  will 
make  it  possible  to  determine  the 
real  cost  of  operating  Jsuses,  have  yet 
to  be  worked  out. 

The  automotive  industry,  Mr. 
Emmons  continued,  is  showing  every 
desire  to  co-operate  in  bringing 
about    (•o-ordinatir)n   of  electric    r;iil- 


Diily  of  the  I'lthlic 

These  railways  have  no  quarrel 
with  the  bus  except  when  the 
bus  enters  territory  that  is 
rightfully  that  of  the  electric 
railway.  I  say  "rightfully" 
because  the  states  and  com- 
munities, in  giving  the  rail- 
ways the  right  lo  do  business 
in  the  streets,  retain  to  them- 
selves the  power  to  regulate 
service  and  control  rates  of 
fare.  Having  done  that,  the 
duty  of  the  public  to  the  rail- 
way should  be  obvious — the 
public  must  protect  the  rail- 
ways in  their  rights,  else  the 
public  itself  will  be  the  loser. 

President  C.   D.  Emmuns 


way  and  motor  bus  transportation. 
There  was  a  time  when  the  automo- 
tive industry  seemed  to  think  that 
the  vehicles  it  produces  could  sup- 
plant the  electric  railways,  but  ex- 
perience has  shown  them  what  it  has 
shown  the  public  as  a  whole,  that 
the  electric  railways  have  a  distinct 
field  in  handling  mass  transportation, 
that  electric  cars  afford  the  cheap- 
est means  of  transportation  of  the 
masses,  that  bus  competition  is 
ruinous,  and  that  when  buses  are 
operated  in  public  transportation  the 
street  railway  in  each  community  is 
best  equipped  to  operate  them. 

Other  electric  railway  oflficials  who 
indorsed  co-ordination  of  bus  and 
trolley  were  L.  S.  Storrs,  president 
the  Connecticut  Company;  D.  \V. 
Pontius,  general  manager  Pacific 
Electric  Railway,  and  \V.  F.  Ham, 
president  Wa.shington   i  D.  C.)    Rail- 


way &  Electric  Company,  all  opera- 
tors of  motor  buHes  in  connection 
with  city  or  interurban  electric  prop- 
erties. 

A  study  the  United  States  Cham- 
ber of  Commerce  is  making  of  the 
national  transportation  situation. was 
reviewed  by  P.  H.  Gadsden,  the  asso- 
ciation's representative.  Each  field 
of  transportation  is  being  given 
careful  attention,  he  said,  especially 
that  phase  of  highway  transport 
which  utilizes  motor  trucks  and 
liuses  in  place  of  other  forms  of 
transportation.  Without  attempting 
to  forecast  the  result,  the  speaker 
pointed  out  that  the  report  would 
do  much  to  clarify  the  position  of 
the  different  transportation  agencies. 
In  any  case,  it  should  be  approached 
from  an  economic  standpoint  of 
what  is  best  for  the  community  in- 
volved. 

Different  phases  of  bus  transpor- 
tation were  covered  by  several  com- 
mittee reports.  These  took  up  the 
development  of  motor  buses  and 
trolley  buses,  uniform  regulatory 
laws,  construction  and  maintenance 
of  highways  for  motor  vehicles,  a 
study  of  the  extent,  costs,  reasons 
for  and  methods  of  bus  operation  by 
railway  companies,  and  a  suggested 
system  for  the  classification  of  oper- 
ating costs. 

Railway  Bus  Operation 

The  report  of  the  committee  on 
bus  operation,  which  was  reviewed 
by  Chairman  W.  J.  Flickinger.  was 
one  of  the  most  comprehensive  and 
important  presented  during  the  con- 
vention. It  consisted  primarily  of 
a  review  of  what  is  being  accom- 
plished by  electric  railways  oper- 
ating motor  buses.  In  addition 
there  were  valuable  sections  on 
maintenance  and  accounting  prac- 
tices. The  committee  found  that 
railway  companies  are  rapidly  adopt- 
ing the  latest  types  of  bus  design. 
It  warned  automotive  engineers  that 
simplicity  and  accessibility  are  es- 
.sential.  and  favored  the  unit  repair 
system    to    minimize    time    out    of 


524 


BUS 

TIViNSPORTATlON 


Vol.2,  No.H 


service.  The  basis  of  charging  de- 
preciation was  discussed  and  oper- 
ating costs  tabulated  by  the  com- 
mittee; both  of  these  are  referred 
to  in  the  abstract  of  the  report 
•  which  follows : 

Of  seventeen  companies  reporting, 
seven  operate  supplementary  service, 
twelve  feeder  service  and  nine  inde- 
pendent service.  Looked  at  in  another 
way,  seven  of  the  companies  operate 
exclusively  on  city  routes,  four  on  sub- 
urban lines,  two  in  interurban  service, 
two  in  city  and  suburban  service,  one 
in  city  and  interurban  service  and  one 
in  city,  suburban  and  interurban  sei'v- 
ice.  The  base  operating  schedule  calls 
for  185  buses,  while  the  peak  requires 
225  vehicles.  On  the  average,  each  bus 
travels  134  miles  per  day,  while  the 
individual  mileage  reported  varies  from 
70  to  216  miles. 

Types  of  Equifmient. — The  type  of 
motor  bus  equipment  used  indicates  the 
twenty-five-passenger  bus  to  be  the 
most  favored,  with  the  fourteen-  and 
eighteen-passenger  vehicle  following  in 
the  order  named.  The  type  of  chassis 
most  commonly  operated  appears  to  be 
the  White  Model  50,  which  nine  com- 
panies report  using.  Five  companies 
have  Reo  and  Republic,  while  four  re- 
port Mack.  Other  types  are  not  used 
by  more  than  one  company.  Pneumatic 
tires  are  reported  in  thirty-one  cases, 
and  in  nine  cases  duals  are  used  on  the 
rear  wheels,  while  cushion  or  semi- 
pneumatic  tires  are  used  in  only  ten 
instances. 

Operation  and  Maintenance. — Where 
buses  are  operated  with  the  railway 
service  schedules  should  be  so  laid  out 
and  maintained  as  to  correlate  the 
service  from  both  facilities.  This  re- 
sult can  be  obtained  with  the  best 
economy  if  the  same  supervisory  or- 
ganization is  responsible  for  both. 
However,  where  a  route  is  operated 
independently  of  the  street  railway 
service,  it  may  be  found  desirable  to 
supervise  it  with  a  separate  organ- 
ization. 

Most  of  the  street  railway  companies 
operating  buses  are  doing  so  on  such 
a  small  scale  as  not  to  warrant  the 
increase  in  overhead  and  maintenance 
costs  necessary  if  the  repairs  were  en- 
tirely divorced  from  the  electric  car 
work.  The  committee  believes,  how- 
ever, that  this  practice  ceases  to  yield 
maximum  efficiency  and  economy  the 
moment  the  number  of  units  becomes 
large  enough  to  keep  a  separate  corps 
of  mechanics,  inspectors  and  cleaners 
busy  during  a  full  working  day.  Bus 
chassis  maintenance  requires  an  en- 
tirely different  line  of  training  than 
that  of  electric  car  maintenance  and  if 
an  attempt  is  made  to  spread  the  super- 
vision and  maintenance  over  both  types 
of  equipment,  the  maintenance  of  both 
will  be  unsatisfactory. 

The  body  maintenance  presents  an 
entirely  different  situation.  Bus  bodies 
are  now  very  closely  following  the  type 
of  construction  used  in  electric  car 
bodies  and  this  work  can  be  more  effi- 
ciently and  economically  done  by  aug- 
menting the  regular  body  maintenance 
force  sufficiently  to  take  care  of  the 
additional    equipment. 

Fares  and  Fare  Collection. — The 
majority  of  the  companies  are  main- 
taining the  same  rate  of  fare  on  both 
the  bus  and  the  trolley  car.  Accord- 
ing  to   the   report,   the   cost   of   trans- 


porting a  passenger  by  bus  is  greater 
than  by  trolley,  showing  the  I'eason- 
ableness  of  a  higher  rate  of  fare  on 
the  bus,  particularly  where  the  volume 
of  traffic  is  so  low  that  the  railway 
will  not  produce  sufficient  volume  of 
traffic  to  meet  the  cost  of  operation, 
or  where  the  bus  provides  a  more  ex- 
peditious  service  than  the   trolley   car. 

Basis  of  Charging  Depreciation. — 
None  of  the  companies,  by  reason  of 
short  experience,  is  in  a  position  to  give 
definite  information  relative  to  the  life 
of  bus  equipment.  All  of  the  deprecia- 
tion is  set  up  on  a  tentative  basis  with 
the  idea  of  revising  it,  after  experience, 
to  the  basis  of  actual  conditions.  So 
long  as  depreciation  is  recognized  as  a 
part  of  the  cost  of  operation,  it  will 
make  small  difference  under  present 
circumstances  whether  it  is  figured  on 
a  straight  line   or   mileage  basis. 

The  cost  of  the  original  tires  on  the 
bus  should  not  be  considered  a  part  of 
the  amount  to  be  depreciated.  Theoret- 
ically the  amount  reserved  out  of  reve- 
nues during  the  period  a  bus  is  operated 
should  equal  the  original  cost  of  the  bus 
(excluding  the  tires)  less  its  salvage 
or  turn-in  value. 

Consideration  must  also  be  given  to 
obsolescence  and  inadequacy,  as  well 
as  wear  and  tear,  in  calculating  depre- 
ciation charges.  Physical  depreciation, 
or  the  wear  and  tear  of  the  bus,  depends 
substantially  on  the  following  nine 
factors: 

(a>  The  design  of  the  bus. 

(b)  The  quality  ot  workmanship  and  ma- 
terial used. 

(c)  The  character  of  maintenance. 

(d)  The  efficiency  of  the  driver. 

(e)  The  grade  and  proper  use  of  fuel  and 
lubricating   oils. 

(f)  The  loads  carried. 

(g)  The  rate  of  speed. 

(h)   The   character  of   service   performed, 
(i)   The  road  conditions. 

Because  of  these  variable  factors,  it 
is  difficult  to  suggest  a  standard  prac- 
tice for  charging  depreciation  occa- 
sioned by  wear  and  tear. 

The  factor  of  obsolescence,  another 
element  of  depreciation,  but  not  occa- 
sioned by  wear  and  tear,  should  also 
be  a  matter  of  consideration,  especially 
where  there  is  likelihood  of  an  appre- 
ciable advance  in  an  art. 

The  factor  of  inadequacy  is  also  an 
element  of  depreciation.  It  is  a  burden 
which  operates  on  the  income  in  pre- 
cisely the  same  way  as  obsolescence 
and  is  as  difficult  to  measure.  The  fac- 
tor of  inadequacy  in  depreciation  is 
substantially  occasioned  by  the  traffic 
demands. 

Assuming  that  the  replaced  bus,  or 
its  parts,  could  not  be  further  utilized 
the  charges  against  income  over  and 
above  the  reservations  made  out  of 
revenues  for  depreciation  occasioned  by 
wear  and  tear  would  reflect  the  factor 
of  inadequacy.  This  burden  may  be 
kept  within  bounds  or  eliminated  in  at 
least  two  ways: 

First — Buses  found  to  be  inadequate 
in  regular  service  may  be  further  uti- 
lized or  their  major  parts  utilized. 

Second — The  size  of  the  buses  nec- 
essary to  accommodate  the  traffic  de- 
mand and  traffic  growth  may  be 
reasonably  determined  if  consideration 
is  given  to  construction  and  overloading. 

Because  of  these  widely  variable  de- 
preciation factors,  each  company  must 
study  its  own  situation  and  from  future 
experience  develop  such  method  as  will 
adequately  provide  for  renewals  or  re- 
placements  as  they  become   necessary. 

Depreciation  on  garage  buildings  and 


equipment  must  also  be  taken  into  con- 
sideration. As  these  facilities  do  not 
vary  considerably  from  those  generally 
used  in  railway  operations  it  is  safe  to 
assume  the  same  rate  of  depreciation 
in  both  cases. 

No  standard  practice  for  providing 
for  accident  liability  is  suggested.  Of 
the  seventeen  companies  giving  infor- 
mation, six  set  aside  from  3  to  6  per 
cent  of  their  gross  revenue.  In  other 
cases  the  requirements  as  prescribed 
by  law,  either  state  or  municipal,  are 
followed.  Generally  speaking,  each  bus 
carries  $1,000  property  damage  and 
$5,000  and  $10,000  liability  insurance 
for  any  one  injury  or  accident. 

Attitude  of  Public. — With  one  excep- 
tion, the  attitude  on  the  part  of  the 
public  favors  bus  operation  by  the 
street  railway  companies.  This  indi- 
cates that  the  public  is  showing  a 
preference  for  dependable  service  by  a 
responsible,  experienced  transportation 
agency. 

It  is  also  recognized  that  through 
supplementing  the  rail  service  with 
buses  additional  territory  is  being 
served  which  could  never  hope  to  re- 
ceive service  from  individual  bus  oper- 
ation without  a  guarantee  of  immediate 
profit. 

The  tabulation  of  operating  results 
(page  525)  represents  a  picture  of  what 
may  be  expected  in  the  future.  Cer- 
tain elements  of  cost  are  as  yet  indefi- 
nite. None  of  the  companies  has  been 
operating  buses  much  longer  than  a 
year,  consequently,  their  maintenance 
costs  have  had  an  advantage  from  the 
fact  that  their  equipment  was  new  and 
did  not  require  heavy  expenditures  for 
repairs  and  renewals.  It  is  quite  pos- 
sible also  that  the  change  from  the 
truck  chassis  to  one  designed  for  pas- 
senger transportation  may  result  in  a 
decrease    in   this    item. 

So  far  the  bus  has  had  the  advantage 
over  the  electric  car  by  reason  of  the 
fact  that  the  roadbed  has  been  provided 
and  maintained  out  of  the  general  tax 
fund,  but  as  the  question  of  commercial 
use  of  highways  is  at  present  being 
given  serious  consideration  throughout 
the  country,  it  is  entirely  probable  that 
the  item  of  taxes  will  sooner  or  later 
be  materially  affected  through  changes 
in  methods  of  taxation. 

■The  most  important  factor  to  bear 
in  mind  in  comparing  the  cost  of  bus 
operation  with  that  of  electric  car  oper- 
ation is  that,  by  reason  of  the  smaller 
seating  capacity  of  the  bus,  the  cost 
per  passenger  is  considerably  higher 
than  for  electric  car  operation.  The 
average  cost  per  bus-mile,  including 
taxes  and  estimated  depreciation,  based 
on  the  figures  shown  in  the  accompany- 
ing table  is  24.6  cents.  It  is  fair  to 
assume  the  average  seating  capacity  per 
bus  to  be  twenty-five.  On  this  basis, 
the  cost   per  seat-mile  is   0.98  cents. 

Data  obtained  from  ten  companies 
operating  one-man  trolley  cars,  seating 
an  average  of  forty-two  passengers 
each  exclusively,  .shows  a  similar  aver- 
age cost  per  car-mile  of  25.7  cents. 
This  results  in  a  cost  per  seat-mile  of 
0.61  cents.  On  this  basis  the  cost  per 
seat-mile  of  bus  operation  is  60  per 
cent  greater  than  for  the  one-man 
electric  car.  These  figures,  however, 
do  not  include  a  return  on  the  value 
of  the  property. 

The  committee  reports  it  is  unable  to 
furnish  any  historical  data  of  value 
on  trackless  trolleys,  as  experience  by 
member  companies  is  confined  to  four 


November,  1923 


BUS 

1R\NSP0RTA1X)N 


525 


cumpanies  operating  a  tutal  of  sevi-n 
busts  and  two  in  Canada  operating 
a  total  of  i-iKht,  none  of  which  has 
been  in  st-rvice  a  suflicifnt  length  of 
time  to  furnish   reliable  data. 

Another  year,  however,  should  be 
fairly  productive  of  information,  a.s  the 
committee  i.s  informed  that  installa- 
tions are  contemplated  at  Richmond 
and  Norfolk,  Va.;  at  Philadelphia;  at 
Rochester,  and  at  Detroit. 

Discussion  of  Bus  Operation 

H.  W.  Altien,  president  of  the 
Society  of  Automotive  Engineers, 
pointed  out  that  co-operation  of 
electric  railway  and  automotive  in- 
terests is  essential  to  proper  devel- 
opment of  transportation.  The  bus 
is  here  to  stay  and  should  be  incor- 
porated in  the  general  transportation 
scheme.  The  report  covers  only 
street  railway  companies,  and  Mr. 
Alden  suggested  that  the  costs  pre- 
sented would  have  been  somewhat 
different  if  reports  of  independent 
companies  had  been  included,  because 
a  great  many  bus  companies  are 
making  money.  His  discussion  fol- 
lows in  part: 

The  general  summary  of  the  results 
reported  by  your  twelve  companies  in- 
vestigated shows  a  net  loss.  We  should 
not  jump  at  the  conclusion  that  this  is 
a  chronic  and  expected  condition.  Your 
report,  however,  does  show  that  four 
out  of  the  twelve  companies  had  a 
revenue  in  excess  of  expense.  Two  of 
the  twelve  had  such  ridiculously  low 
revenues  that  it  would  seem  that  they 
had  tried  to  operate  under  impossible 
conditions. 

Furthermore,  the  investigation  covers 
only  single-deck  buses.  Now  there  are 
many  places  where  a  double-deck  bus 
is  to  be  desired,  as  evidenced  by  its 
success  in  London,  New  York  City,  Chi- 
cago and  Detroit,  in  all  of  which  cities 
the  revenues  exceed  expenditures  by  a 
comfortable  margin. 

I  venture  to  suggest  that  in  some 
cases    the    proper    equipment    was    not 


chosen.  To<j  much  care  cannot  be  given 
to  this  point.  Differences  in  types  of 
vehicle  may  easily  Ih?  the  difference 
between  red  and  black  figures  at  the 
end  of  the  year. 

Proper  routing  is  another  important 


llim    Itt  Hsitihlisli 
i'.o-itrdimiliini 

The  necessary  preliminarj' 
to  any  effort  to  co-ordinate 
bus  and  trolley  is  a  public 
opinion  that  will  support  a 
legislation  which  recognizes 
that  the  two  agencies  are 
merely  different  means  of 
providing  a  convenient  and 
needed  public  transportation 
service  which  must  be  unified 
in  order  that  the  various 
communities  may  have  a 
thoroughly  efficient  trans- 
portation service  at  the  lowest 
possible  rate. 

In  any  state  where  legisla- 
tive acts  recognize  this  situa- 
tion, it  is  a  much  easier  task 
to  accomplish  a  co-ordinated 
public  transportation  service. 


-L.  S.  Siorrs, 
Connecticut  Company 


element,  probably  not  any  too  well 
understood  as  yet. 

The  speed  of  operations  is  a  very 
important  factor  not  very  thoroughly 
covered  in  the  report.  A  change  in 
engine  size,  gear  reduction,  etc.,  which 
would  raise  the  average  speed  of  a  city 
bus  even  so  much  as  10  per  cent  might 
also  change  a  loss  to  profit. 

Little  appears  in  the  report  on 
special  forms  of  equipment  for  spe- 
cial services  which  may,  when  properly 
catered  to,  mean  the  difference  between 
a  deficit  and  a  surplus.  The  motor  bus 
is  excellently  adapted  to  give  express 
service,  which    is   something  that  even 


double-track  street  railways  cui.nui 
give.  The  double-deck  bus,  further- 
more, creates  a  tralftc  of  its  own  and 
people  delight  iti  the  upper-deck  com- 
fort. I  mention  these  pointh  simply  to 
bring  out  the  fact  that  when  all  of 
these  features  of  motor  buB  tranisporta- 
tion  are  stud'ed  and  their  revenue-pro- 
ducing capacity  made  available  the  net 
operating  financial  resuIlK  might  be 
quite  considerably  alterec. 

In  Detroit  twenty-five  passenger 
one-man  buse.s  can  be  operati-d  with 
very  much  less  money  per  mile  than 
even  the  small  one-man  street  cars,  and 
this  type  of  bus  is  going  lo  be  very 
considerably  used  for  outlying  terri- 
tory, operated  in  conjunction  with  the 
city  railway  department. 

I  had  expected  a  complaint  that  your 
members  had  been  compelled  to  buy 
built-ovcr  commercial  cars  and  chaiutig. 
The  motor  bus  builder  is  open  to  criti- 
cism, in  nearly  all  ca.ses,  in  trying  to 
do  just  this  thing.  Some  of  the  com- 
panies, of  cour.se,  have  recently  devel- 
oped new  equipment.  Bus  nervice 
demands  equipment  designed  from  end 
to  end  primarily  for  bug  service,  be- 
cause conditions  and  requirements  are 
totally  different  from  those  resulting 
in  merchandise  transportation. 

On  the  subject  of  depreciation  there 
is  a  wide  variation  in  practice.  Surely 
these  figures  might  be  brought  more 
nearly  uniform.  On  the  whole,  it  seems 
as  if  the  figures  taken  are  unneces- 
sarily high.  Given  the  right  equip- 
ment; that  is,  one  which  will  not  soon 
become  ob.solete,  a  ten-year  life  is  not 
unreasonable,  when  the  vehicles  are 
operated  under  good  maintenance  prac- 
tice. The  table  gives  depreciation  as 
about  13  per  cent  of  the  total  expense 
on  the  average.  This  seems  high,  when 
there  is  the  evidence  of  the  I»ndon 
General  Omnibus  and  the  Fifth  Avenue 
Coach  Company  that  indicates  7  or  8 
per  cent   as   being  adequate. 

It  is  very  gratifying  to  see  the  earn- 
est purpose  of  your  association  to  take 
up  this  new  instrument,  which  our  in- 
dustry has  produced,  and  to  give  it  a 
fair  trial.  We  are  just  beginning  to 
understand  the  problems  to  be  met  and 
appreciate  now  the  necessity  of  quite 
special  equipment.  Working  with  you, 
we    can    more    and    more    meet    your 


Company A 

1-1   23 

to 
5-31-23 

Cents 
Trunsportation  revenue..  26.50 
Otherreveniic. 

Total  revenue  26.50 

Maintenance    (cxcludinK 

depreciation  and  tires)  3.83 

Tires I   50 

Depreciation 3  00 

Wagea  of  busoperators....  7  68 

Other  conducting  trans- 
portation expenses.  ..  -  4.83 
Injuries  and  damaKes,  in- 
surance, other  general 
expenses 3.  25 

ToUl   24.09 

Netoperatingrevenue.. .  2.41 

Taxes   ..' .92 

Operating  income 1.49 

Operating  ratio 90 

Bua-miles 35.124 

Note:  Deficits  are  shown  io  •/  ./i. 


OPER.ATING    RE.SULTS  PER   BUS-.MILE* 


B 

1-1-22 

to 
3-31-23 

C 

7-1-22 

to 
3-31-23 

D 

5-26-22 

to 
3-31-23 

E 

1-1-22 

to 
3-31-23 

H 

3-1-22 

to 
3-31-23 

I 

1-1-22 

to 
J-31-23 

L 

12-1-21 

to 
11-30-22 

K 

7-3-22 

to 
3-31-23 

0' 
7-15-22 
12-31-22 

0« 

1-1-22 

to 

12-31-22 

R 

4-1-22 

to 
3-31-25 

Weighted 
.XvrrBge 

.Ml 
Coin- 

Cenl.i 
21.18 

Cents 

28.67 

.60 

Cents 

13  42 

.04 

Cents 
25.99 

Cents 

25.25 

.02 

Cents 

19.23 

.06 

Cents 
6.11 

Cents 

20  84 

Cents 

^o  79 

Cenu 

17.41 

.51 

Cents 
26.28 

Crnu 
21.18 
.21 

21.18 

29  27 

13  46 

25.99 

25.27 

19  29 

6   II 

17  92 

26  2t 

21   39 

1  95 
1.94 

2  68 
5.65 

4   50 
1   49 
3.88 
6  49 

1.62 
1.32 
3  25 
6  09 

3.02 

.85 

2  29 

7.03 

6.56 

2  48 

3  96 
6  91 

4   00 
2   43 
2  67 
6  05 

2  62 
1.87 
7   19 
6  43 

5  42 
1   65 
«  05 
5  64 

6   71 
2   SO 
2  87 
4   53 

2.97 

1  51 

2  68 

3  82 

2  61 

47 

1   03 

6  04 

4.20 
1   88 
3  08 
5  74 

3  26 


2.93 


70.371 


10   19 


5  84 


7    18 


7  67 


5  06 


2.52 

3  44 

77 

6.56 

3  04 

3.93 

18  00 

29.99 

18  89 

26  93 

30  62 

24   14 

3.18 
.25 

.71 
2.10 

6.i3 
.60 

M 

5  i.J 
.24 

i  ss 

.92 

.57 


7  01 


.74 


3   33 


5  32 


23.28 


17. ir 

.65 


23.51 


!.es 

.05 


25  28 


5  37 

.18 


3 

64 

17 

91 

01 

.40 

7  21 


6  36 
.49 


5  95 


3   10 
23  95 


t.se 

.65 


e.s! 

6  03 

1  09 

5. 59 

S   77 

17. St 

t.es 

5   19 

.99 

5  87 

3.11 

102 

MO 

104 

121 

123 

381 

113 

92 

100 

76 

112 

443.602 

226.798 

80.596 

653.249 

1. 126.189 

108.017 

479.301 

'44  '^rt; 

•06.354 

234.107 

4.375.191 

n.     *From  report  of  committee  on  hug  operation. 


526 

requirements.  On  the  other  hand,  you 
will  have  to  give  these  new  things  a 
fair  chance  to  see  what  can  be  accom- 
plished with  bus  operation,  as  you  have 
in  most  cases  done,  with  the  idea  of 
making  it  financially  successful.  The 
motor  bus  has  many  fundamental  char- 
acteristics that  make  it  excellently 
adapted  to  fill  a  public  need  and  ought 
to  enlarge  your  field  of  operation,  enable 
you  to  hold  business  you  otherwise 
would  lose  and,  properly  combined  with 
your  railway  operation,  it  should  lead 
to  ultimate  economy  and  operation  of 
the  entire  system. 

Interchangeable  Units  Urged 

Standardization  of  bus  design  was 
urged  by  V.  E.  Keenan,  superin- 
tendent bus  division,  United  Electric 
Railways,  Providence,  R.  I.  After 
referring  to  the  various  forms  and 
sizes  of  screw  threads  which  cause 
trouble,  Mr.  Keenan  emphasized  the 
advantage  of  strict  interchangeabil- 
ity  of  parts  and  of  greater  accessi- 
bility of  certain  unit  arrangements, 
such  as  the  amidships  transmission. 
The  bus  operator  must  be  sure  that 
he  can  get  replacements  promptly 
and  also  of  being  able  to  use  them 
once  they  are  received. 

By  following  such  a  policy  of  de- 
sign, Mr.  Keenan  held,  the  deprecia- 
tion of  buses  can  be  reduced  from 
the  present  high  rate  (averaging  20 
per  cent  annually)  to  a  figure  more 
in  line  with  electric  railway  prac- 
tice. The  association  therefore 
should  appoint  a  committee  on  stand- 
ardization of  bus  design,  the  commit- 
tee to  use  S.  A.  E.  standards  in  its 
work  as  far  as  possible. 

Standardization  as  advocated  by 
Mr.  Keenan  would  not  mean  one  type 
of  engine  or  of  any  other  part,  but 
it  would  make  possible  the  inter- 
change of  different  types  of  parts  on 
a  given  chassis.  A  sleeve  valve  en- 
gine could  be  put  in  place  of  a  poppet 
valve,  a  multiple-plate-disk  clutch  in 
place  of  a  single-plate,  or  bodies 
could  be  moved  from  one  make  of 
chassis  to  another  without  altering 
sills  and  wheel  housings,  and  thus 
requiring  a  great  deal  of  work. 

L.  H.  Palmer,  general  manager 
United  Railways  &  Electric  Com- 
pany, Baltimore,  amplified  the  report 
relative  to  the  operation  of  trackless 
trolleys  on  his  property  by  stating 
that  the  operating  costs  for  these 
vehicles  were  increasing  rather  than 
the  reverse.  He  believed  that  con- 
siderable development  is  necessary 
before  the  trolley  bus  will  become  a 
practical  transportation  vehicle. 

In  concluding  the  discussion,  Mr. 
Flickinger,  chairman  of  the  commit- 
tee,  maintained   that  comparison   of 


BUS 

TRANSPORTATION 

operating  costs  as  between  buses  and 
rail  cars  must  be  made  on  the  basis 
of  cost  per  seat,  in  order  to  give  a 
true  picture  of  the  actual  results  that 
could   reasonably   be   obtained. 

Trackless  Transportation 
Policies 

H.  B.  Flowers,  the  chairman,  pre- 
sented the  report  for  the  committee 
on  trackless  transportation.  This 
committee  pointed  out  that  the  bus 
is  now  a  business  proposition,  not  a 
theory.  The  same  social  and  eco- 
nomic forces  which  have  already 
caused  the  adoption  of  auxiliary  bus 
service  by  ninety-five  electric  rail- 
ways in  this  country  will  continue  to 
expand  their  use  in  the  future. 

This  constantly  growing  use  of  the 
bus  gives  the  association  a  direct 
and  vital  interest  in  the  questions 
of  special  taxation  and  traffic  regu- 
lations affecting  motor  vehicles  in 
general.  In  this  connection  co- 
operative action  with  the  automotive 
vehicle  associations   is   desirable. 

Another  feature  of  interest  to  the 
association  is  the  provisions  of  state 
laws  and  the  attitude  of  state  com- 
missioners as  to  the  regulation  of 
competition  with  electric  railways  or 
the  operation  of  buses  by  electric 
railways. 

Costs  of   Highways 

Information  collected  by  the  commit- 
tee on  cost  of  construction  and  main- 
tenance of  highways  for  motor  vehicles 
was  presented  by  W.  J.  Harvie,  chair- 
man. This  indicated  that  many  states 
have  not  kept  authentic  records  of  the 
cost  of  construction  or  maintenance  of 
their  improved  state  highways  and 
there  was  practically  no  record  of  costs 
in  connection  with  county  highways. 

The  conclusions  of  the  committee 
were:  That  there  now  is  a  noticeable 
absence  of  accurate  data  on  highway 
costs;  that  there  is  need  of  definite 
action  on  the  part  of  the  several  states 
to  obtain  accurate  coit  data  on  the 
various  types  of  road  in  use,  in  order 
that  an  equitable  plan  of  taxation  may 
be  devised  to  meet  the  expense  incurred 
through  the  increasing  use  of  highways 
by  motor  vehicles. 

Motor  Vehicle  Regulatory  Laws 

The  committee  report  on  motor  ve- 
hicle laws  was  presented  by  C.  D.  Cass, 
chairman.  This  report  indicated  that 
forty-five  state  legislatures  met  last 
winter  and  that  twenty-two  of  them 
passed  some  regulatory  measure  cov- 
ering the  operation  of  motor  buses  on 
public  highways.  Iowa  and  Oklahoma 
passed  full  and  complete  regulatory 
laws.  Others  merely  amended  their 
present  laws.  Thirty-six  states,  an  in- 
crease of  seventeen  during  the  year, 
now  have  a  gasoline  tax  ranging  from 
1  to  ',i  cents  per  gallon.  In  seven  states 
no  attempt  was  made  to  pass  legisla- 
tion aff'ecting  the  motor  carriers,  while 
in  six  states  legislation  failed. 

In  general,  the  committee  found,  the 


Vol.2,  No.ll 

plans  of  taxation  remain  chaotic,  un- 
sc  entific  and  unremunerative.  As  a 
rule  the  taxes  in  all  states  are  much 
lower  probably  than  the  cost  of  main- 
taining highways  damaged  by  motor 
vehicle  common  carriers.  Until  this 
situation  has  been  corrected  the  public 
will  be  subsidizing  the  operation  of 
these   new   transportation   units. 

The  committee  holds  that  there  are 
a  few  fundamental  ideas  that  must  be 
secured  in  new  laws  in  order  that  regu- 
lation may  be  effective. 

1.  Certificates  uf  convenience  and  neces- 
sity, making  it  unlawful  for  any  motor 
vehicle  common  carrier  to  operate  or  com- 
mence operation  until  some  state  authority 
has  consented  to  the  operation  of  a  common 
carrier  by  motor  vehicle. 

2.  SutTicient  power  lodged  in  .some  de- 
partment of  the  state  to  supervise  and  regu- 
late the  rates,  service,  accounts,  and  safety 
of  operations  of  every  motor  vehicle  com- 
mon   carrier. 

3  Adequate  insurance  to  protect  pas- 
sengers and  public  from  injuries  and 
damages  caused  by  the  operation  of  motor 
carriers. 

4  A  compensatory  tax  which  will  pro- 
duce such  an  amount  as  will  repair  the 
damage  done  to  highways  by  motor  vehicle 
common  carriers. 

Classification  of  Accounts 

The  Accountants'  Association  ap- 
proved a  tentative  basic,  and  not  too 
elaborate,  classification  of  operating 
expenses  and  revenues  for  motor  bus 
operation.  This  classification,  which 
is  divided  into  five  primary  expense 
and  two  revenue  accounts,  has  thirty- 
seven  sub-accounts  and  follows 
closely  the  general  scheme  as  pre- 
.scribed  in  the  classification  for  elec- 
tric railway  operations.  In  its 
preparation,  however,  the  committee 
on  a  standard  classification  of  ac- 
counts made  use  of  the  motor  bus 
classifications  in  use  by  state  com- 
missioners, as  well  as  those  used  by 
the  larger  motor  bus  operating  com- 
panies such  as  the  Fifth  Avenue 
Coach  Company,  New  York.  For 
profit  and  loss  accounts,  for  classifi- 
cation of  balance  sheet  and  for  road 
and  equipment  accounts,  the  commit- 
tee recommends  that  the  accounts 
prescribed  for  railway  operations  be 
followed. 

Classificatinyi  of  Accounts  for  Auto- 
motive Transportation  Companies 
Operating  Expen.ses 
Maintenance  Plant  and  EQUiriviENT 

It  1 — Siiperinteiulrnre  of  Plant  iinil  K<|iiil>- 
mont.  This  account  shall  include  salaries 
and  oltic.e.  traveling,  and  other  expenses  ot 
those  riirci'tlN-  in  charge  of  maintenance  of 
lilant    and   .-.iiiipnient. 

It  -i — ISnildinKs.  Fixtures  and  t.rnunils. 
This  account  shall  include  the  cost  ot  labor 
and  material  useil  in  repairing  garages, 
shops,  stations,  waiting  rooms,  platforms 
and  c.llur  buildings  and  structures,  and  re- 
.p.iiis  lo  buildings  and  structures  held  on 
long  term   lease.  . 

U  SI) — rasseiiKer  Motor  Buses.  This  ac- 
.■(nuit  shall  ineliule  the  cost  of  labor  and 
mat.  rial  useil  in  repairing  passenger  motor 
buses  as   follows:  . 

\  —  Painting  and  Varnishing.  I  his  ;ic- 
eount  shall  include  all  labor  and  material 
iif  whatsoever  nature  used,  whether  at  regu- 
lar painting  period  or  touching  up  renewed 

'''"{Hhopiks  This  account  shall  include 
all  repairs  to  the  body,  including  labor  and 
material    such    as    glass,    doors,    roofs,    side 


November,  1923 


hUS 

IK\.SSCORTATX)N 


sheathing,  heaters,  window  ilt-anera,  IlKht- 
iiig  nlrt'  anil  all  lamp  llxturcs.  anil  all  In- 
terior repair**  to  Ni-atH  ami  lloor. 

'■ — CiiASRiK.  TlilM  account  shall  Include 
labor  and  material  used  in  repairs  to  the 
chasHls.  which  consists  of  the  frame  on 
which  the  hirtly  and  motorH  are  mounteil. 
ini-luiUnt;  springs,  brakes,  drive  shafts, 
fenders,  mud  guards,  bumpers,  headlight 
brackets,  (he  air  sprlnB.  and  air  br.ike 
eiiuipnient  :  reiiairs  to  wheels,  brake  druTtls, 
axles  (front  and  rear)  brake  shoes,  brake 
llninKs,  hall  bearluKs.  roller  beariiiBS,  illf- 
ferentlal.  steerinB  kiuickles.  tension  rods, 
tie  rods  and  eiiualizers. 

I' — TiiiK  Kk.nkwai.!).  This  account  shall 
include  the  cost  of  all  renewals  and  repairs 
of  (ires  and   lubes. 

E  —  li.MjiNBS.  This  account  shall  include 
all  repairs,  labor  and  material  used  in  re- 
pairinK-  the  engine.  IncludlnR  all  part.s 
ther**of  together  with  transmission  system  : 
ignition  system  includintc  niaKnelo  and 
Kenerator ;  Kas  tank.  Kas  line,  carburetor, 
and  vacuum  tank,  radiator,  manifold,  fan 
and  belts,  and  all  olllnB  devices,  water 
pumps,  etc. 

!•' — !<TMK,\HK  Hattkribs.  This  account  shall 
Include  all  repairs  and  renewals  to  storage 
batteries. 

K  81  —  KrelKhl.  Kxprenu  nn<l  .Mail  Trurks. 
This  actxjunt  .shall  include  the  cost  of  labor 
and  material  used  In  rejiairing  freight,  ex- 
press and  mail  trucks  and  may  be  suh- 
diviileil  the  .same  as  account  B  .1(1. 

B  Si — Servler  Trurks.  This  account 
shall  include  the  cost  of  labor  and  material 
u.sed  in  repairinK  servkT  trucks  and  mav 
Ik-  suh-divided  the  same  as  account  B  3ii. 

IJ  S« — Shop  R*iiilpnieiit.  This  iicoouni 
Khali  include  all  labor  and  material  used 
in  rep.iirs  to  power  driven  tools,  such  as 
air  luimps.  battery  charRinp  equipment, 
lathes,  etc 

B  S7 — .Shop  Kxpensrs.     This  account  shall 
include    all    repairs    and    renewals   of   small 
hand    tuoKs.    oil    for   jtir   compressor,    waste,  t 
etc..   also   the  expense  of   keeiunpr  the  .shop 
clean. 

B  A9  —  MlseellaneoUN  Kquipnient  Kx- 
prnsea.  This  account  shall  include  all  ex- 
penses in  conne<-lion  with  maintenance  of 
efjuipment  which  are  not  projierly  charffc- 
able    to   other   equiiuneiit    accounts. 

B  4f» — Depreciation  of  Konipment.  This 
account  shall  include  uniform  monthly 
charges,  representing  depreciation  of  equip- 
ment. 

B  41 — Kfiiilpnient  Retired.  This  account 
shall  include  ilw  oi'iiritial  cost  (estimatecl 
if  not  known!  c»r  record  v.alue  of  equinment 
abandoned,  destro.ved.  .sold  or  otherwise  re- 
tired from  service,  less  salvaee  and  less  re- 
serve for  depreciation  on  sneh  ertuii>'ii'-ti'  (o 
date  of  retirement. 

Power 

B  33 — I'ower.  This  account  shall  include 
the  cost  of  prasoline  and  other  fuel  used  for 
generating   power. 

.Transportation 

B  63 — Suiterlnlendenre  of  Traii><purtatioii. 
This  account  shall  include  the  salaries  and 
the  office,  travelinpr.  and  other  expenses  of 
those  directly  in  charge  of  transportation. 

B  64 — .Motor  Bun  OperalorH.  This  ac- 
count shall  include  the  wages  of  conductors. 
chaulTeurs.  and  others  engaged  in  passenger 
service,  including  wages  paid  for  time  dur- 
ing which  the.v  are  required  to  be  on  duty 
and    to    hold    themselves    in    readiness    for 

.ICtiVe    .service. 

B  fi.5 — Kreiiflit.  KxpresN  und  .Mail  Truck 
Operators.  This  account  sh.ill  include  tlie 
wages  of  employees  engaged  in  operating 
freight,  express  and   mail  trucks. 

B  66 — Misrelluneous  .Service  Emplo.vees. 
This  account  shall  include  the  wages  of 
employees  engaged  in  operation  when  not 
provided   for  elsewhere. 

B  67 — MiMeelliineoUN  .Mot4)r  Bus  Service 
Kxpen*ie»i. 

.\  —  1..1KR1CATIO.S'.  This  account  shall  In- 
clude all  oils  and  greases  of  whatsoever 
nature,  used  In  the  lubrication  of  motor 
ouses. 

B — Other  .MiscKi.LANf»is.  This  account 
shall  iticlude  lamps  used  in  illumination  of 
buses:  all  material  used  in  cleaning  buses 
sui-h  as  brooms,  fountain  brushes,  floor 
brushes,  whisk  brooms,  pumicestone.  bon 
ami.  alcohol  :  non-freeze  compouml  for 
radiator;  skid  chains  and  repairs  theri'to. 

B  68 — station  Kntployees.  This  account 
shall  irjclude  the  wages  of  all  station  em- 
ployees including  agents,  janitors,  porters, 
watchmen,  and  all  employees  at  warehouses 
and  freight   hou.s*'S. 

B  6i) — station  KxiM-nnrs.  This  account 
shall  include  the  cost  of  heating  and  light- 
ing the  waiting  rooms,  freight  houses  and 
other  station  buildings;  rent,  repairing 
furniture,    etc. 

B    ift — tuiraKe     Kniplo.veeH.     This  account 


shall  Include  the  labor  waHhlng  and  clean- 
ing Vehicles,  llrliiK  boilers,  xwecplni;  and 
keeping    the    premis«*N   in  order,  etc. 

B  71 — Cjnruce  KxpMiHrii.  This  account 
shall  Include  the  cost  of  fuel,  light,  water, 
ice,  and  other  gitrage  supplies  atul  expenseH. 

B  77 — I.OMH  und  Ouniure.  This  account 
shall  include  the  exi»'ns<-N  Incurred  for  loss, 
delays,  damage  und  destruction  of  freight 
exjiress  matter,  and  baggage  intruNted  to 
a  i-arrler  for  transporiiillon.  and  expi-n.ses 
Incident   thereto. 

It  7H  —  titller  Truimportutloli  Kxprnhr. 
This  account  shall  Include  wagis  of  crews 
on  emergency  vehicles,  cost  of  removing 
wreckage,  cost  of  towing  illsable<l  busi's  and 
other  expenses  not  properly  chargeable  to 
other  accounts. 

Traffic 

B     70 — .Superlnlrndriu'r     und     Sollcllutlon. 

This  account  shall  include  the  salaries,  sup- 
plies and  expenses  of  those  engaged  in  the 
suiKTlnli-iulence  of  tratllc  and  shall  inclinle 
otlice  rent  and  supplies  as  well  an  travel- 
ing and  hotel  expenses. 

B  Mil — .VdverllnhiK.  This  account  shall 
Includi-  the  salaries  and  expenses  of  adver- 
tising agents,  cost  of  printing,  luiblinhlng 
and  distributing  time  tables,  folders,  etc.. 
ailvertising  in  newspapers  and  periodicals, 
signs  and  cars,  advertising  special  events, 
and   like  exiK>nses. 

General  and  Miscellaneous 

B  H» — tienerul  OIHre  'SulurlrH  and  Kx- 
peiiNeh.  This  account  shall  ini-lude  the 
salaries  and  tiaveling  exiien.ses  of  general 
olllcers  and  general  olllce  clerks:  also  the 
cost-  of  oltlce  supplies,  repairs  to  olllce 
furniture  and  equipment,  wages  of  Janitors, 
and  miscellaneous  expenses  of  general  of- 
flc<*rs. 

B  H6  —  I.uw  KxpenseH.  This  account 
shall  Include  all  law  expenses  exclusfvc 
of  ih.'it  Incurred  in  connection  with  the* 
seillement   of  injuries  and  <lamages. 

B  80 — MUcellaneouH  (jenerni  Kxp«nseH. 
This  account  shall  inchnle  miscellaneous  -x- 
penses  connected  with  the  general  manage- 
ment  not   |irovided    for  •Isewlur**. 

B  Oi — Injurirn  uofl  Damaern.  This  ac- 
count shall  include  expenditures  on  account 
of  persons  killed  or  injured  and  property 
damaged  :  salaries  and  expenses  of  claim 
agents  and  others  engaged   in  Investigating. 


Ileal 


shall 

■;tsua 


In- 

iiy. 


I  bent   for 


adjusting,    nr    sittltng    claims  :    in 
surgical    e.\ 
others  ;  an<i 
with    the    .-. 
and  ilamagi-> 

B  OS — Inauraiirv.     ThiB  account 
elude  prernitiin-  jkiM  for  rtr*-,  t.Mt  .r, 
biirgl.ir.v. 
other    liiMii 
an    in.suraiM  ' 
Ing    Its   own    iii-urir...     i:. 

B  04 — KlHllonrr>    muiI    I'r 
count     shall     inehet*      •  vi>- 
tioner.v.     jirlntiiii.' 

supplies.     exe*-pl 

B   UK Itrni    ol    I  .|iii|.iM.  i.i 

shall   include  jiayne  ni.-i   uloI*    !■■   o 
rent   or  use  of  their  equlpmrnt. 

Oprratini;   KcvenueH 
Revenue  From  TitA.ssi'DRTATioN 

II  101 — I'nanrnKrr  Ketrour.  Thia  account 
shall  include  amounts  earned  fur  lrun»- 
portation    of    passengers    on     regular    paa- 

senger    buses. 

B  IU3 — Mpirlul  Bu«  Rrvenur,  Thla  hc- 
couni  shall  Include  amounts  earned  for 
transportation  of  pasiM-ngers  on  h|><*cIuI  paii- 

H»*nger  hus*'S. 

II      too — other     Tranaporlull-o*      i ■■  - 

This     aieouni     shall     Incliiib- 
I'.'irned  from  iran.sportatlon  not  ' 

elsewhere.     Including    frelghl,    exijii.;.-.    .md 
nuiU    revenue, 

Revenie  From  Other  Oi-erations 


I'rUil 


Tills 


B    1 10 — Station  and   Bui* 

account    shall    Include   rev 

ing.  Vending  and  other  an* 

locat*'d    at   stations,   advert.       ,. 

and  on  buses,  news  stands,  an«l  ••liief  mjoi- 

lar  concessions. 

II      116 — K<-nl     uf     Killlipniriil.      Iluildliut*>, 
und     Other     I'roperly,       Tl 
includ*'  amounts  received  :.  ' 

ei|uipmenl,    r*-nted   to  oth»-i 
ceived   from  others  for  bu  ' 

other   |)roiiert.v  rent**d   to 
property  is  used   In  connee.. 

u'lIB — MUrrlinnrouii.  This  account  »ihall 
include  all  revenues  dcrlvi*d  from  oiiera- 
tions  other  than  tninsportntlon  anil  not 
provided    for  elsewhere. 


D 


oes  Rii])l)or  Eiidaiifjer  the  Kail; 


V 


Ci)-ordinati.m  of  Trolley  and  Kus  in  the   Field  of  .Mass  Transportation  Is  I  reed 

— .More  Than  1.000  Buses  .\re  Now   HeinK  Operated  by  Railways  in 

Auxiliary   Service 

By  Alfred  Reeves 

General  Manager  National  .\utomobilc  Chamlier  of  Commer«* 


MY  THOUGHT  is  to  draw  a 
picture  of  the  future — a  pic- 
ture which,  it  seems  to  me,  will  have 
to  be  realizeil  if  the  American  public  is 
to  enjoy  the  transportation  to  which  it 
is  entitled,  and  purveyors  of  transporta- 
tion receive  the  reward  which  should 
go  to  those  who  properly  perform  a 
service  so  vitally  necessary  as  the  street 
transportation  of  America's  ever-in- 
creasing and  ever-restless  population. 

It  seems  proper  to  mention  that  the 
automobile  industry,  and  those  who  u.se 
its  products  are  probably  the  biggest 
taxpayers  in  this  country. 

Last  year  we  paid  $114,000,000  to  the 
federal  government  in  excise  taxes, 
while  annually  we  pay  not  less  than 
$215,000,000  to  the  state  in  registration 
fees,  personal  property  taxes  and  gaso- 
line taxes  (the  latter  now  effective  in 
thirty-seven  states)  with  $6,000,000 
more  in  wheel  and  privilege  taxes,  or  a 
total  of  $335,000,000,  which  will  proba- 
bly climb  to  a  total  of  $400,000,000  in 
1923. 


•Abstract  of  an  address  before  the  an- 
nual convention  of  the  American  Electric 
Railway  Association.  Atlantic  City,  N.  J.. 
Oct.   x-12.   1923. 


John  E.  Walker,  former  tax  adviser 
to  the  United  States  Treasurer,  states 
that  of  the  $9,000,000,000  total  tax  bur- 
den of  county,  stat«  and  nation  in  1921. 
more  than  $700,000,000,  or  8  per  cent, 
came  from  taxes  levie<l  against  trans- 
portation— motor,  steam  and  electric. 

Few  will  deny  that  the  trolley  sup- 
plies the  best  form  for  mass  transporta- 
tion. It  is  generally  agreed  that  trans- 
portation in  big  cities  can  best  be 
served  by  monopoly,  provided  that 
monopoly  is  not  abused,  not  over- 
capitalized, and  is  properly  regulated 
by  state  authorities. 

Unfortunately,  monopoly  in  transpor- 
tation in  the  past  has  been  abused  and 
the  public  has  resented  it.  The  news- 
papers gained  circulation  and  politicians 
have  gained  popularity  by  shouting 
about  it. 

Our  industry  appreciates  the  hard- 
ships of  the  electric  lines.  There  has 
been  legislation  far  beyond  what  seemed 
necessary.  There  has  been  taxation  al- 
most to  the  confiscation  point.  There 
have  been  rulings  that  were  almost  im- 
possible to  obey.  During  the  past  fivt 
years,  you  have  also  been  faced  with  a 
new  form  of  transportation,  which  has 


528 

in  some  cases  added  to  your  income  by 
increasing  the  number  of  passengers 
traveling,  but  at  other  times  has  un- 
doubtedly cut  into  your  earnings  to  a 
substantial  degree. 

Low  cost  has  not  always  been  the 
answer,  because  the  average  American 
is  ever  ready  to  pay  extra  to  save  time 
and  secure  comforts.  This  is  shown  by 
the  10-cent  fare  paid  by  55,000,000  peo- 
ple last  year  who  patronized  the  Fifth 
Avenue  bus  service  in  New  York.  The 
public,  I  am  sure,  will  gladly  pay  8  or 
10  cents  for  a  special  bus  service  even 
when  the  trolley  fare  is  5  cents,  and  it 
should  be  willing  to  pay  extra  where 
buses  and  trolleys  are  on  a  transfer 
basis. 

The  private  passenger  car,  operated 
by  its  owner  on  the  roads  which  he 
builds  and  pays  to  maintain,  is  with  us 
now  to  the  number  of  almost  11,500,000. 

Combination  of  Trolley  and  Bus 
Advocated 

Two  questions  present  themselves: 

1.  If  the  buses  had  come  first,  how 
many  of  them  could  now  be  supplanted 
by  trolley  cars? 

2.  Does    rubber   endanger   the   rails? 

The  bus  is  a  member  of  the  trans- 
portation family,  born  of  an  emergency 
and  certain  to  grow  into  a  lusty  young- 
ster. It  should  be  adopted  as  an  ally  of 
the  trolley,  which  we  shall  always  have, 
because  the  electric  lines  are  still  the 
best  forms  for  use  in  handling  mass 
transportation. 

With  the  present  congestion  of  traffic 
and  concentration  of  population,  the 
trolleys  cannot  properly  handle  all 
street  transportation.  They  cannot  af- 
ford to  build  in  sparsely-settled  terri- 
tories. Nor  can  the  bus  do  it  alone. 
Think  how  many  would  be  required 
to  supplant  the  trolleys  which  last 
year  carried  15,000,000,000  passengers, 
which  was  15,000,000  more  than  in  1921. 
A  combination  of  trolley  and  bus  seems 
to  be  the  real  answer. 

In  some  instances  it  seems  best  for 
bus  lines  to  be  run  independently,  but  in 
a  broad  sense  it  has  appeared  to  us  in 
the  bus  industry,  that  as  experts  the 
trolley  people  had  a  rare  opportunity  to 
enter  the  bus  field  and  thus  give  the 
public  complete  transportation. 

It  is  doubtful  if  the  public  will  sup- 
port bus  lines  conducted  on  a  trolley 
basis.  WTiile  not  always  possible  to 
realize,  the  aim  should  be  to  give  a  bus 
seat  to  every  passenger.  This  has  been 
done  successfully  in  New  York,  Detroit 
and  Chicago,  and  we  feel  it  can  be  done 
in  other  cities. 

The  public  wants  quick,  safe,  com- 
fortable and  economic  transportation 
and  cares  not  about  the  medium.  Given 
the  service,  it  will  gladly  pay  a  proper 
fare.  The  trolley  company's  interest  in 
transportation  lies  in  protecting  its 
capital  investment,  securing  new  cap- 
ital, earing  for  depreciation,  returning 
proper  dividends  on  securities,  covering 
its  general  expenses,  paying  taxes  and 
in  meeting  charges  for  paving  between 
the  tracks.  Th«>  bus  operator's  require- 
ments are  about  the  same  except  as  to 


BUS 

TRANSPORTAnON 

the  paving  charges,  but  these  are  offset 
by  registration  fees,  fuel  taxes,  and 
special  impositions  of  one  kind  or  an- 
other. 

In  certain  fields  of  street  transporta- 
tion the  trolley  is  supreme  in  efficiency 
and  economy.  In  others  the  bus  holds 
a  similar  position.  This  demands  that 
the.  two  forms  be  co-ordinated.  The 
prime  consideration,  therefore,  is  to  fix 
the  fields  of  endeavor  which  each  shall 
enjoy. 

Many  people  have  not  appreciated 
that  you  trolley  men  have  been  taking 
the  bus  into  your  arms  in  order  to 
round  out  a  proper  service  for  your 
communities.  They  express  the  fear 
that  if  you  take  over  the  buses,  it  will 
be  for  the  sole  purpose  of  bringing 
about  their  elimination.  This  is  the  one 
belief  which  the  electric  railway  inter- 
ests in  this  country  must  change  if 
their  entrance  into  this  new  field  is  to 
receive  a  proper  welcome. 

Service  and  not  price  is  the  real 
answer  to  transportation.  The  public 
is  growing  to  believe  that  the  trolley 
companies  should  manage  the  others, 
rather  than  irresponsible  operators. 
But  I  fear  they  will  patronize  the  so- 
called  irresponsible  operator  if  he  suc- 
ceeds in  winning  their  favor  by  a  sin- 
cere effort  to  give  service  at  a  low 
rate.  By  hesitating,  trolley  men  have 
missed  some  golden  opportunities,  al- 
though it  is  not  too  late  if  they  will  en- 
ter the  field  in  the  proper  spirit. 

Most  statements  of  electric  railway 
men  seem  to  hail  with  delight  the  in- 
ability of  bus  lines  to  score  100  per  cent, 
when  at  short  notice  they  have  been  in- 
stalled in  place  of  trolleys.  I  hear  the 
difficulties  of  Bridgeport,  Saginaw,  Des 
Moines,  and  other  cities;  but,  gentle- 
men, those  operations  were  only  grow- 
ing pains  and  only  partially  indicated 
what  can  be  done  with  buses.  Most  of 
these  operations  could  not  be  considered 
conclusive  measures  of  bus  efficiency, 
because  they  were  emergencies  and 
lacked  time  for  proper  organization. 

Rights  of  Those  Now  in  Field 
Should  Be  Protected 

May  I  emphasize  another  point? 

We  believe  that  the  power  of  the 
trolleys  to  acquire,  own  and  operate 
buses,  should  be  exercised  largely  in 
new  fields.  It  hardly  seems  equitable, 
except  where  there  has  been  illegal  or 
unjust  competition,  that  they  should  be 
allowed  to  destroy  bus  transportation 
in  the  hands  of  others.  In  all  cases 
where  men  have  taken  the  risk  in  order 
to  build  up  a  bus  transportation  busi- 
ness, equity  demands  that  they  be  per- 
mitted to  retain  that  business  if  it  i:i 
not  adverse  to  public  welfare,  or  that 
there  be  paid  for  the  business  a  sum 
which  is  not  measured  by  the  sum  of 
the  second-hand  value  of  the  equip- 
ment, but  the  value  of  a  going  concern 
which  pioneered  a  development  that  has 
proved  of  benefit  to  the  public. 

One  could  give  a  long  list  of  happen- 
ings in  this  country  of  late  that  shows 
the  tendency  toward  bus  transportation. 
The  most  outstanding  feature,  of  course, 
had  to  do  with  the  operations  in  Newark 


Vol.2,  Nell 

during  the  recent  trolley  strike,  where 
some  11,000,000  passengers  were  carried 
during  August  by  the  bus  lines. 

One  of  the  largest  bus  operations  by 
an  electric  railway  is  that  at  Milwau- 
kee, Wis.,  where  moi'e  than  seventy-two 
buses  are  now  in  service.  Wilkes-Barre, 
Pa.,  has  bus  service  of  from  sixty  to 
seventy-five  units,  handling  approxi- 
mately 4,000,000  passengers  annually. 

West  Coast  Has  100  Intercity  Buses 

The  most  noteworthy  move  by  one 
company  is  the  action  of  the  Pacific 
Electric  Railway  and  the  Los  Angeles 
Railway  Corporation  at  Los  Angeles 
and  Pasadena,  Cal. 

After  a  survey  of  the  operations  of 
other  electric  lines  and  the  independent 
bus  transport  service  being  given  in  all 
parts  of  the  country,  these  two  com- 
panies jointly  have  secured  a  long-term 
franchise  for  bus  operation  in  these  two 
cities  and  have  placed  an  initial  order 
for  almost  100  buses  of  the  twenty-five- 
passenger  type,  and  their  investment  in 
equipment,  garages,  etc.,  will  total  ap- 
proximately $1,000,000  immediately, 
with  every  prospect  that  this  will  be 
doubled  before  the  end  of  this  year. 

At  Baltimore  the  United  Railways  & 
Electric  Company  has  been  operating 
buses  for  several  years,  and  has  ex- 
tended its  service  within  the  past  year. 
At  Newburgh,  N.  Y.,  and  at  Everett, 
Wash.,  the  electric  railway  lines  have 
abandoned  their  electric  service  and 
taken  up  bus  operation  instead.  At 
Youngstovvn,  Ohio,  the  Pennsylvania- 
Ohio  Company  now  has  an  installation 
of  buses  totaling  thirty-one,  of  which 
about  one-half  are  of  the  de  luxe  type. 
Since  inaugurating  this  service,  about  a 
year  ago,  the  traffic  on  the  lines,  com- 
bined bus  and  electric  service,  between 
Warren  and  Youngstown,  15  miles,  has 
increased   33i  per  cent. 

We  are  not  yet  sure  of  the  proper 
types  for  the  various  kinds  of  bus  serv- 
ice. Some  bodies  have  been  built  en- 
tirely too  wide  and  without  respect  for 
the  rights  of  others  on  the  highway. 

We  feel  our  industry  is  in  accord 
with  yours,  so  far  as  it  relates  to  state 
supervision  of  common  carriers.  More 
than  two  years  ago,  we  declared  that 
control  over  motor  vehicle  common  car- 
riers, if  deemed  necessary,  should  be 
placed  in  existing  state  commissions 
and  that  as  a  prerequisite  to  operation 
the  owner  should  be  obliged  to  obtain  a 
certificate  of  public  convenience  with  the 
proviso  that  lines  in  actual  operation 
shall  prima  facie  be  regarded  as  neces- 
sary. 

Our  declaration  called  for  liability 
insurance,  with  special  or  extra  fees 
utilized  for  highway  maintenance,  and 
advocating  legislation  to  enable  steam 
railroads  and  trolleys  to  own  and  op- 
erate the  motor  vehicle  in  conjunc- 
tion with  their  regular  line  of  business. 

My  faith  in  the  good  sense  of  Amer- 
ican business  men,  together  with  your 
kindly  reception  of  a  representative  of 
the  automobile  industry,  leads  me  to  be- 
lieve that  this  meeting  marks  a  new 
era  in  local  transportation  in  this  coun- 
try. 


November,  1923 


BUS 

TRANSTORTAllON 


529 


OLfKriXfin. 

CLASS  C 


i.  iiiiiiHiiirmii     of    nuh-HoU    ///,.■,,■,,<,,,> 
for  Army  four  and  six-wheel  trucks 


preaure 


4lb.p*i  -7 


61b per  Uf  in 
BVilbpeiiii^ 

CLASS  B'1 


Some  Confessions  of  a  Six-Wheeler 

Details  of  Army  Truck  Performance — Flexibility  Shown 
on  Koufrh  (Ground — Pressures  on  Hi>;hway  Lessened — 
Four-Wheel    Hrakes   Used,   but    None   on    Front    Wheels 


MANY  bus  operators  are  won- 
ilering  what  happens  when  a 
motor  vehicle  is  mounted  on 
six  wheels  instead  of  the  conventional 
four.  Just  what  does  the  six-wheeler 
do,  in  turning  a  curve,  in  stopping, 
in  taking  bumps  or  obstructions? 
What  is  its  effect  on  the  highway? 
How  is  the  vehicle  put  together  to 
satisfy  such  operating  requirements 
as  are  handled  by  a  single  axle  with' 
its  Hotchkiss  drive  or  radius  rods? 

The  answers  to  these  important 
questions  are  furnished  by  the  illus- 
trations in  this  article,  these  com- 
ing from  the  Quartermaster  Corps 
motor  headquarters  of  the  United 
States  Army  at  Camp  Holabird, 
Baltimore.  These  picture  "confes- 
sions" represent  the  Class  C  truck. 
now  being  tried  out  experimentally 
by  the  Motor  Transport  Division  of 
the  Quartermaster  Corps,  under  the 
supervision  of  A.  W.  Harrington, 
chief  engineer.  The  important  fea- 
tures of  its  construction  will  be  de- 
scribed later  in  this  article,  but  first 
let  us  examine  the  illustrations. 
These  gain  interest  when  it  is  re- 
membered that  one  bus  operator  in 
California  has  built  and  is  runniiiK 
six-wheeled  vehicles.* 

First,  notice  the  photograph  taken 
when   running  on  irregular   ground. 


The  wheel  at  the  extreme  rear  is 
raised  above  its  mate  on  the  opposite 
side  and  also  above  the  one  in  front 
on  the  same  side.  This  is  the  extreme 
condition,  of  course,  and  tests  have 
shown  that  blocks  1  ft.  high  can  be 
placed  under  the  diagonally  opposite 
wheels  of  the  rear  quartet  without 
binding  or  interference.  The  road 
conditions  in  the  photograph  of 
course  lead  to  this  same  blocking  up 
of  diagonal  wheels. 

It  is  often  asked,  will  not  a  six- 
wheeler  give  trouble  at  the  rear  on 
rounding  curves?  A  photograph  and 
a  drawing  are  presented  to  cover  this 
point.     In   turning   on  the   sharpest 


curve  the  effect  is  to  warp  the  treads 
of  the  rear  tires  slightly.  This  is 
indicated  in  the  photograph  by  the 
wider  marks  left  by  the  rear  tire.s, 
which  warp  or  deflect  in  an  opposite 
direction  on  the  wheels  in  tandem. 
It  is  understood  that  the  J-in.  warp, 
as  shown  in  the  steering  diagram, 
is  within  the  limit  allowed  in  design- 
ing the  tire.  The  tire  is  built  to 
stand  up  under  this  sers'ice  in  ordi- 
nary operation,  and  of  course  the  con- 
dition represented  here  is  the  worst 
that  could  be  obtained  from  the  six- 
wheeler. 

To  determine  what  happens  to  the 
highway,  it  was  necessary  to  make 


s 


-'A?? 


•See    Brs    Transportation.    June.    1923. 
page  265. 


Like  footprints  in  the  sands  of  time,  taken  of  six-wheeler  turning  a  68-ft.  circle 


530 


BUS 

TRANSPORTAIION 


Vol.2,  No.ll 


comparative  tests.  Sub-soil  pressures 
are  shown  for  two  types  of  vehicles, 
the  six-wheeler  and  a  four-wheel 
truck.  During  the  test  each  carried 
a  load  of  10,000  lb.  and  the  vehicle 
weight  was  about  the  same.  Under- 
neath each  vehicle  is  shown  the  sub- 
soil pressure  due  to  the  rear  wheels, 
as  registered  by  the  delicate  instru- 
ments of  the  Bureau  of  Roads.  The 
effect  of  the  four  wheels  on  the  rear 
is  shown  by  a  pressure  of  only  about 
2  lb.  per  square  inch,  while  on  the 
other  vehicle  it  goes  up  to  6i  lb, 
underneath  the  axle. 

Impact  tests  were  made  with  these 
two  vehicles  and  also  with  a  pair  of 
2- ton  trucks.  They  were  driven  at 
m  m.p.h.,  and  the  impact  was  meas- 
ured with  a  2-in.  obstruction.  The 
chart  given  shows  that  this  impact 
value  was  much  less  with  the  six- 
wheeler,  even  with  its  81-ton  pay 
load,  than  with  the  others.  The  5-ton 
pneumatic  carried  6  tons,  while  the 
5-ton  solid  and  the  two  2-ton  vehicles 
carried  their  rated  pay  loads. 

Four-wheel  brakes  are  used  on  the 
six-wheeler,  but  not  of  the  type 
usually  so  described.  The  brakes  are 
on  the  four  rear  wheels,  and  there  are 
none  on  the  two  at  the  front.  With 
these  brakes,  however,  a  stopping 
performance  of  19  ft.  per  second  per 
second  has  been  obtained.  This  mean.« 
that  at  20  m.p.h.  the  six-wheeler  is 
stopped  in  about  25  ft.,  which  is  half 
the  distance  required  to  stop  a  pleas- 
ure car  with  ordinary  rear-wheel 
brakes.  The  six-wheeler,  therefore, 
gives  practically  the  same  perform- 
ance as  four-wheel  brakes  of  the  con- 
ventional type  with  one  set  on  the 
front.  The  stop  can  be  made  without 
discomfort  too,  since  the  stop  is 
made  gradually. 

Rear  Axles  in  Tandem 

It  will  be  noticed  that  the  rear 
axles  are  in  tandem,  the  drive  being 
from  the  front  through  one  axle  and 
then  through  a  short  shaft  to  the 
second  axle.  The  springs  are  mounted 
on  the  end  of  each  axle  and  are 
carried  at  the  middle  on  a  cross  shaft 
attached  to  the  frame.  Thus  the 
springs  can  swivel  back  and  forth  on 
this  shaft  when  road  obstructions 
are  alike  under  each  side  of  the 
vehicle.  On  account  of  tha  flexibility 
of  the  springs  the  wheels  diagonally 
opposite  can  move  also,  because  out- 
side of  the  springs  themselves  the 
only  connection  between  the  two 
axles  is  through  the  heavy  torque 
tube  shown  at  the  right.  (On  a 
worm-driven  six-wheeler  now  being 
•developed    at    Camp    Holabird,    the 


left  front 
■"wheel 


(irouvd  hfi-c  hUijic^  hi  tivi)  dii-ections,  and  is  navigiiltd.' 


liiiitt  hji  Motoi    Trniinpiiit  Diriaiaii,  Q.  M.  C,  United  Sta.'es  Ainiii 


Six  Wheel  Truck         ^  Ton  Truck 

Pneumatic  Tires 


5  Ton  Truck 

Solid  Tires 


2  Ton  Truck 
2  Ton  Truck  Pneumalic  Tires 
Solid  Tires 


7,000  LB. 
IMPACT 


Hiimpinfi   the   bumps  at   17J   m.p.h. 
Impact   valiie.i  show  what 

happened  29,000  lb 

IMPACT 


7.500  LB 
IMPACT 


November.  1923 


BUS 

TRVNSHOKfMIO 


531 


Lnnkiny  from   the   iroiit,   ifith   dniihic-rcdiiction  (ir/o-  tn'ixiralrd  hy  tori(He  tube 


torque  mechanism  will  be  mounted 
directly  in  the  center  and  under  the 
drive  shafts.)  This  keeps  the  axles 
a  fixed  distance  apart,  but  does  not 
hold  them  parallel.  With  this  ar- 
rangement the  drive  is  taken  through 
the  springs  as  in  the  Hotchkiss 
method,  whereas  the  torque  which 
would  tend  to  turn  the  housings  of 
the  axles  is  balanced  by  the  tube. 
The  load,  of  course,  is  carried  di- 
rectly through  the  springs  to  axles. 

The  Class  C  army  truck  shown 
here  is  built  to  develop  both  speed 
and  power.  On  good  roads  it  can 
make  almost  50  m.p.h.  In  addition 
to  the  four-speed  transmission  the 
truck  has  a  second  gear  change  with 
two  speeds,  one  being  direct  and  the 
other  a  1.63  to  1  reduction.  With  the 
latter  a  total  reduction  from  engine 
to  rear  road  wheels  of  66.5  can  be 
secured,  thus  permitting  operation 
on  bad  roads  and  over  soft  ground. 
This  six-wheeler  can  therefore  do 
most  of  the  work  for  which  a  four- 
wheel  drive  truck  would  ordinarily 
be  required,  with  the  exception,  of 
cour.se,  of  conditions  where  the  rear 
wheels  can  get  absolutely  no  traction 
so  that  the  drive  must  be  taken  for 
the  time  being  on  the  front.  Un- 
loaded, the  six-wheel  truck  weighs 
11.500  lb.  The  nominal  wheelbase 
from  center  of  front  axle  to  center 
point  of  spring  support  is  170  in., 
while  the  rear  axles  are  set  50  in. 
apart.  Wheel  gages  are  67  and  64 J 
in.  for  front  and  rear  axles  respec- 
tively. The  tires  are  38x9  heavy 
duty  pneumatic. 

Two  complete  sets  of  brakes  are 
used,  of  the  internal  type  inclosed  in 
drums.      Each    wheel    contains    four 


shoe.s,  two  for  the  emergency  and  two 
for  the  .service  brake.  These  can  be 
adjusted  from  the  outside  by  bolts 
on  the  camshaft  levers.  An  interest- 
ing arrangement  has  been  worked  out 
to  equalize  these  brakes.  Equalizer 
bars  are  connected  to  a  pair  of  tubes, 
one  telescoped  inside  the  other. 
From  these  tubes  the  rear  rods  lead 
back  to  the  two  sets  of  brake  cam- 
shafts, connections  being  made  to 
double  levers  above  and  below  the 
tube  centers  so  that  movement  pf 
driver's  lever  or  pedal  applies  brakes 
on  both  axles. 


Lectures  on  Highway 
Transport 

THE  University  of  Michigan  an- 
nounces a  series  of  lectures  on 
highway  transport,  which  will  be 
given  from  December,  1923,  to 
March.  1924,  at  Ann  Arbor,  Mich. 
These  lectures  form  part  of  short 
period  courses,  so  called,  which  re- 
quire attendance  at  the  university 
for  two  weeks. 

Highway  construction  as  well  as 
the  general  subject  of  highway 
transport  will  be  considered.  Under 
the  latter  will  be  taken  up  American 
and  English  highway  transport 
methods,  inter-relationship  of  high- 
way, railway  and  waterway  ti-ansport. 
legislation  and  traffic  regulations  and 
record  systems  for  highway  trans- 
port operators. 

Full  details  regarding  the  various 
courses  can  be  obtained  from  A.  H. 
Blanchard,  professor  of  highway  en- 
gineering and  highway  transport. 
University  of  Michigan,  Ann  Arbor. 
Mich. 


One  Way  to  Meet  rnfair 
floniprtitioii 

AFTER  building  up  a  successful 
.  business,  the  Reynolds  Taxi 
Company,  Clark.sburg,  W.  Va.,  oper- 
ating a  bus  line  from  there  to  West 
Milford,  was  nearly  crowded  to  the 
wall  by  a  competitor. 

Mr.  Reynolds  had  gone  through  all 
the  hardships  of  the  pioneer,  driving 
over  bad  roads  and  making  long  de- 
tours. 

At  last,  when  he  had  made  the 
acquaintance  of  practically  all  the 
people  living  along  his  route  and  he 
was  in  a  position  to  make  a  fair  profit 
on  the  business,  another  fellow 
with  a  car  appeared  and  was  slowly 
cutting  in  on  his  hard-earned  profits. 

The  usual  method  in  West  Virginia 
is  to  take  it  up  with  the  State  Roads 
Commission.  This  he  considered,  but 
it  meant  a  loss  of  his  time  and  con- 
siderable expense  for  an  attorney. 

After  mature  deliberation  he  had 
some  cards  printed,  about  8  x  12, 
with  the  following:  "Reynolds  Taxi, 
stop  on  next  trip." 

These  cards  were  distributed  all 
along  the  line  and  the  patrons  were 
a.sked  to  hang  them  on  the  front 
porch  in  a  conspicuous  place  where 
Mr.  Reynolds  could  .see  them  when- 
ever they  wanted  to  go  to  town. 

The  patrons  used  the  cards  and 
they  had  the  desired  result. 

First,  the  patrons  were  making  it 
easy  for  themselves  and  did  not  have 
to  stand  outside  and  wait  for  him  to 
come  along.  When  he  did  come  he 
tooted  his  horn  and  they  came  out. 
It  also  declared  that  they  wanted  to 
ride  with  him  and  that  they  would 
wait  for  him.  This  prevented  the 
other  fellow  from  picking  them  up. 
even  if  they  had  been  waiting  out- 
side. 


No  Buses  in  Alaska  Yet, 

Says  Governor  li«nir 

ALTHOUGH  there  are  about  400 
.  passenger  motor  cars  and  an 
equal  number  of  motor  trucks  now 
operating  in  Alaska,  there  are  no 
motor  bus  passenger  lines  there, 
according  to  Scott  C.  Bone,  governor 
of  the  territory. 

There  is  a  great  need,  the  gov- 
ernor says,  for  motor  buses  in  the 
canning  districts,  where  in  the 
summer  season  passenger  cars  make 
regular  trips  for  the  benefit  of  em- 
ployees, and  there  is  a  place  for  the 
motor  bus  in  the  future  of  Alaska's 
transportation  systems. 


BUS 

TRANSPORTATION 

Published    bj    McOraw-Hlll    ComDanj.    Inc. 


CARL  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transporlalion  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  November,  1923 


m 


A  Convention  Dividend 

ODERN  conventions,  at  least  as  held  by  many 
big  organizations,  are  grand  affairs.  Ban- 
quets and  parties,  exhibits  and  demonstra- 
tions, meetings  and  conferences— all  these  come  so 
fast  that  the  innocent  onlooker,  meaning  the  indi- 
vidual, seeking  a  due  balance  of  profit  and  pleasure 
for  the  good  of  his  particular  business,  is  likely  to 
wonder  just  why  he  was  there  and  what  he  got 
out  of  it. 

If  there  are  any  who  had  such  a  feeling  after  last 
month's  convention  of  the  American  Electric  Rail- 
way Convention  they  should  straightway  read  the 
report  which  appears  elsewhere  in  this  issue. 

Every  bus  man,  every  follower  and  well  wisher  of 
the  bus  industry,  will  find  here  the  vital  proceedings, 
digested,  condensed,  all  the  essentials  and  nothing 
else,  of  the  various  meetings  and  conferences.  Here 
is  represented  a  real  dividend  of  the  convention 
investment. 

Representatives  of  the  automotive  and  railway  . 
industries  were  in  attendance  to  discuss  what 
seemed  to  them  the  future  of  the  bus.  Committee 
reports  were  rich  in  real  experience,  the  best  guide 
to  effective  transportation.  Principles  of  motor 
vehicle  taxation  and  requirements  for  highway  con- 
struction were  duly  considered.  The  latest  ex- 
amples of  the  art  in  chassis  and  body  equipment 
were  on  view  at  the  Exhibition  Hall. 

In  the  present  issue  all  this  valuable  material,  the 
concentrated  wisdom  resulting  from  generations  of 
transportation  experience  and  the  highly  diversified 
operation  of  buses,  is  laid  before  the  subscribers  of 
Bus  Transportation. 

Read  it  and  profit ! 

1  EDITORIAL  ] 

Fads  First,  Then  Fair  Taxes 

URING  the  present  year  the  different  states 
have  completed  hundreds  of  miles  of  hard  sur- 
faced highways,  at  a  cost  of  millions  of  dol- 

Still  the  demand  for  improved  roads  grows.   Is 


As  yet  few  of  those  interested  in  the  increase 
of  improved  highways  have  sensed  this  questioning. 
Sooner  or  later,  however,  it  must  be  answered  by 
facts.  Genei-alities  will  not  be  tolerated  when  the 
time  comes  to  justify  further  construction.  The 
only  argument  that  will  count  will  be  facts.  Facts 
to  prove  that  a  sufficient  return  is  being  earned  on 
the  investment.  Facts  to  show  that  interest  pay- 
ments can  be  made  as  they  fall  due.  And  facts 
that  indicate  a  sinking  fund  is  being  set  aside  to 
retire  construction  bonds  at  maturity. 

Very  few  facts  have  yet  been  assembled  as  to 
costs  of  construction  and  maintenance  of  highways 
under  different  load  characteristics.  Few  states 
have  correct  figures  for  these  costs.  The  counties 
and  other  smaller  governmental  divisions  have  prac- 
tically none  at  all  covering  their  highway  work. 
Neither  has  any  great  amount  of  information  been 
collected  to  show  decreased  cost  of  operating  motor 
vehicles  on  hard-surfaced  highways.  Surely  there 
is  a  considei-able  decrease  in  gasoline  consumption, 
tire  and  maintenance  costs,  when  operation  is  over 
improved  roads;  surely  these  are  much  less  than 
over  unimproved  gravel  or  water-bound  macadam 
roads. 

Improved  highways  have  paid  handsome  returns 
in  increased  property  values.  To  the  bus  operator 
this  has  meant  increased  traffic  and  larger  gross 
earnings.  Both  have  profited  therefore  by  the  bet- 
ter highways. 

The  time  is  at  hand  when  all  who  have 
profited  by  improved  highways  are  likely  to  be 
called  upon  to  bear  their  share  of  the  costs  in  pro- 
portion to  the  benefits  received.  Bus  operators,  in- 
dividually and  through  their  associations,  should 
assemble  facts  bearing  on  their  own  local  condi- 
tions, and  showing  how  property  owners,  as  well 
as  all  motor  vehicle  operators,  are  the  gainers  from 
all-year,  hard  surfaced  highways. 

[  EDITORIAL  ] 

Something  about  Schedules 


m 


lars. 

it  any  wonder  that  some  keen  and  experienced  busi- 
ness men  begin  to  question  the  advisability  of  the 
continuation  of  this  great  expenditure  of  public 
funds? 


ERY  often  it  is  a  small  thing  that  makes  a 
person  determine  whether  he  will  ride  in  a 

I  bus  or  travel  otherwise.     Many  operators — 

perhaps  it  is  a  universal  custom — have  printed 
schedules  for  general  distribution.  These  schedules 
show  leaving  time  of  buses  from  terminal  points, 
and  very  often  at  intermediate  points,  so  that  a 
prospective  passenger  can  readily  make  use  of  them 
to  determine  the  length  of  time  it  will  take  to 
travel  by  bus. 

One  thing  perhaps  more  than  anything  else  about 
these  time-tables  is  their  lack  of  uniformity  in  size, 
and  the  method  of  presentation  used.  In  some 
cases  the  schedules  are  printed  in  too  small  a  type 
face  to  be  easily  read,  and  then  in  order  to  get  more 
legibility  the  trim  size  of  the  folder  or  card  is  such 
a.s  to  be  clumsy  and  inconvenient  to  carry. 

The  cardboard  type  of  schedule,  with  rounded 
corners  that  fits  into  a  man's  vest  pocket  or  a  lady's 
pocketbook,  seems  to  be  the  form  of  printed  time- 
table that  people  are  most  likely  to  carry.  With  one 
of  these  in  pocket,  instead  of  one  on  soft  paper  that 
will  crumple  easily  or  on  a  card  that  has  to  be  folded 
up  in  order  to  be  carried,  both   of  which  become 


[532  1 


more  or  less  illegrible  through  iisaKe,  thi-  bus  optr- 
ator  has  a  great  help  in  building  up  his  business. 
One  additional  passenger  per  trip  would  make  a  very 
effective  showing  in  revenue  at  the  end  of  a  year, 
and  more  than  pay  the  cast  of  printing  schedules  as 
well  as  time  anil  effort  put  forth  to  please  the  public. 

I  EUlTl^KIAL  I — 

Why  the  Popularity  of  the  Bus? 


U 


II KN  the  nickel  fare  was  established  on  the 
ti-olley  lines  in  the  larger  New  Jersey 
lities  on  Oct.  1,  many  people  believed  that 
the  lonipetitive  bus  lines  would  lose  much  of  their 
patronage.  Buses,  however,  are  still  being  ex- 
tremely well  patronized.  In  fact,  in  Paterson, 
where  the  5-cent  fare  also  applies  to  the  buses,  it 
is  reported  that  more  people  are  riding  the  buses 
than  at  any  time  heretofore  with  the  exception  of 
the  period  when  there  was  no  trolley  car  .service. 

In  Jersey  City,  where  the  fare  is  8  cents  cash  and 
free  transfer,  or  a  90-cent  weekly  pass,  the  buses  are 
handling  capacity  loads  not  only  during  the  rush 
hours  but  throughout  the  greater  part  of  the  day. 

To  a  student  of  transportation  this  is.  a  curious 
situation  and  at  first  hand  it  is  difficult  to  find  an 
explanation.  One  tjiat  appears  most  reasonable  is 
that  passengers  today,  instead  of  merely  investing 
a  nickel  in  a  ride,  really  invest  their  time  so  as  to 
get  the  greatest  return.  Tlius  they  choose  the  bus 
on  account  of  its  curb-loading  convenience,  its  flexi- 
bility permitting  it  to  get  through  vehicular  traftic 
and  around  breakdowns  more  quickly.  In  short, 
it  is  not  ahvays  the  fare  that  gets  the  traffic. 

1  ElllTORlAL  ]  — 

Motorways  Offer  Possibilities  for 
Expansion  of  Motor  Transport 


KO.M    London   comes   news   of   a  very   inter- 
esting proposal.    Plans  are  said  to  be  on  foot 

for   the    construction    of   a    motorway    from 

London  to  Liverpool,  with  a  branch  to  Oldham,  a 
total  length  of  226  miles.  Regard  the  matter  as 
fantastic  if  you  wish,  but  here  it  i.«  in  brief:  a  toll 
road  50  ft.  wide  for  the  exclusive  use  of  motor 
vehicles  carrying  passengers  and  light  goods.  Of 
course,  the  English  proposal  is  merely  an  idea  as 
yet.  It  will  be  a  year  even  before  Parliamentary 
sanction  can  be  obtained.  It  will  then  take  two 
years  to  complete  the  work.  The  promoters,  how- 
ever, appear  to  have  worked  out  the  plan  in  their 
own  minds  to  their  own  satisfaction. 

Already  there  are  several  pleasure  speedw^ays  in 
various  parts  of  the  world.  There  are  many  branch 
line  railroads  in  the  United  States  which  do  not  pay, 
service  over  which  has  gradually  been  growing 
worse,  according  to  the  public's  idea,  from  year  to 
year.  The  most  valuable  thing  about  them  that 
now  remains  is  their  right-of-way.  With  the  grow- 
ing congestion  of  public  roads  there  would  seem 
to  be  a  possibility  that  these  rights-of-way  could 
much  more  profitably  be  devoted  to  motor  highway 
purposes.  In  any  consideration  of  the  matter  of 
motor  transport  sight  must  not  be  lost  of  the  fact 
that  the  motor  traffic  is  here  and  that  the  roads 
will  be  fitted  to  the  traffic   rather  than  the  traffic 


to  the  roads.  This  would  seem  to  be  axiomatic,  but 
the  fact  is  often  ignored.  More  than  twenty  years 
ago  II.  G.  Wells  in  "Anticipations"  peered  ahead 
and  saw  the  motorway  as  a  possibility  of  the  future, 
but  to  most  people  the  idea,  despite  the  English  pro- 
posal, will  still  appear  to  be  a  dream.  It  seems  trite 
to  say  it,  but  the  way  of  the  individual  through  life 
has  always  been  eased  by  the  sound  application  of 
the  idea  first  conceived  by  the  dreamer.  Those  in- 
clined to  look  uncharitably  upon  the  propo.sal  just 
made  in  England  should  not  forget  that  the  rail- 
road as  now  operated  really  started  as  a  steam 
motorway  and  that  the  use  of  rails  was  largely 
an  afterthought. 

1   HMTiM'.lAI.  )- 

Newburgh's  Conversion  to  the  Bus 
Is  Rewarded 


m 


in 
its 


[  53.3  ] 


HEX  a  well-maintained  electric  railway 
a  town  of  .33,000  is  suddenly  scrapped  by 
owners  in  favor  of  a  motor-bus  system,  the 
transportation  world  rightly  inquires  with  some 
surprise:  "Why  did  they  do  it?"  The  article  in 
the  October  issue  entitled  "Newburgh  Likes  the 
Bus"  tells  the  story,  we  believe,  from  the  angle  of 
both  the  stockholders  and  the  riders. 

Newburgh  is  a  very  live  manufacturing  and 
trading  center  for  a  community  of  its  size.  For 
all  that,  the  advance  of  the  personal  automobile 
and  the  rigidity  of  track  transportation  was  put- 
ting its  electric  railway  into  a  state  of  coma.  The 
owners  saw  nothing  ahead  of  them  but  a  continu- 
ation of  loss  year  after  year,  although  they  had 
not  failed  to  keep  the  equipment  in  good  shape 
and  even  to  give  their  base  service  with  new 
single-truck  one-man  cars.  The  only  way  out  was 
to  see  if  a  complete  change  of  transportation 
method  would  justify  the  addition  to  existing  over- 
head costs.  Under  the  conditions  existing  at 
Newburgh  this  change  has  successfully  justified 
itself  through  the  one  fact  that  professional  rail- 
way operators  have  regarded  least,  namely,  the 
business  creating  power  of  reliability,  novelty  and 
accessibility. 

Consider  what  has  been  accomplished  in  the  first 
seven  months  of  this  year.  .A  rail  service  with 
all-day  vehicles  of  thirty-two  seats  and  of  supple- 
mentary cars  with  forty  seats  or  more — both  with 
great  overload  capacity — has  been  superseded  by 
buses  seating  only  twenty-five  and  limited  to  less 
than  50  per  cent  comfortable  overload.  Yet  the 
figures  show  that  without  change  in  speed  or  head- 
ways the  buses  have  carried  22  per  cent  more 
patrons;  and  that  they  have  done  it  with  but  19 
per  cent  more  vehicle-miles!  Even  after  allowing 
for  the  superior  winter  reliability  of  the  curb- 
loading  bus.  the  latter  was  good  in  open  weather 
for  10  per  cent  more  patronage  than  the  car.  This 
10  per  cent  did  not  represent  an  increase  in  the 
compulsory  peak-load  riding  so  much  as  in  the 
voluntary,  off-peak  riding.  Shoppers  and  pleasure 
seekers  rode  oftener  because  they  liked  the  bus 
better. 

It  may  be  that  other  communities  enjoying  lower 
power  and  other  car-operating  costs  and  suffering 


a  higher  proportion  of  overhead  than  Newburgh 
would  not  fare  so  well.  Let  that  be  granted.  The 
big  outstanding  fact  is  that  former  Governor 
Odell  and  his  associates  had  the  imagination  and 
courage  to  give  the  public  what  it  seemed  to  want 
— and  that  the  public  has  made  good  with  them. 

[EDITORIAL] 

Winter  Preparedness 


D 


F  THERE  happens  to  be  any  bus  operator 
who  is  not  now  set  for  winter  operation,  it 
is  time  for  him  to  hustle  around  and  get 
his  garage,  vehicles,  and  waiting  rooms  in  shape. 

Vehicles  in  shape  means  looking  out  for  a  number 
of  things.  Radiators  must  be  protected,  either  by 
anti-freeze  solutions  or  covers,  or  perhaps  both; 
proper  lubricating  oil  must  be  on  hand;  and  fuel 
systems  adjusted  to  low  temperature  conditions. 
Arrangements  must  be  made  to  heat  the  interior 
of  the  bus.  Piping,  heat  control  valves,  windows. 
and  ventilators  should  all  be  put  into  good  working 
order.  Skid  chains  must  be  made  ready,  and  plenty 
of  spares  provided  to  take  care   of  breakages. 

In  both  garage  and  waiting  room,  heating  facili- 
ties should  be  inspected.  The  equipment  for  wash- 
ing must  be  working  right,  so  tiiat  frozen  snow  or 
mud  can  be  cleaned  off,  and  will  not  interfere  with 
operation  of  brakes,  steering  control  or  other  essen- 
tial parts.  A  heated  garage  means  better  work  by 
the  mechanics,  also  buses  more  comfortable  on  the 
road. 

It  will  be  a  good  thing  to  jack  up  all  along  the 
line,  to  see  that  drivers  and  men  in  the  garage  are 
ready  to  handle  the  severe  operating  work  which 
comes  along  with  snow  storms,  frozen  roads,  low 
temperatures,  and  in  fact  any  effect  peculiar  to  cold 
weather. 


Letters 
fo  theEditor 


Tht:^  reader-s  foruni.     Comments 
reque.sted  on  pertinent  subjects. 


Improvement  in  Garage  Storage 

Los  Angeles,  Cal.,  Sept.  24,  1923. 

To  the  Editor: 

I  am  interested  in  improved  methods  of  efficiently 
storing  or  parking  vehicles  in  garages.  Has  your 
magazine  published  anything  on  the  subject?  If  so, 
in  what  issue  did  the  article  appear? 

F.  E.  Reinhold. 

I  The  August  issue  of  Bus  Transportation  (page 
375)  contained  an  article  discussing  the  garage- 
storage  problem.  Where  space  is  limited  and  valu- 
able, efficient  parking  inside  the  garage  must  of 
course  be  studied  thoroughly. 

There  is  not  only  the  necessity  of  making  the  best 
use  of  every  square  inch  of  floor  space,  but  in  many 
installations  a  quick  start  on  the  first  run  of  the  day 
is  important.  Drivers  should  be  required  to  take 
time  at  the  end  of  the  last  trip  to  back  their  vehicles 
into  position  so  that  they  can  be  quickly  driven  out 


in  the  morning,  or  during  a  night  emergency,  too. 
If  they  must  be  handled  by  maintenance  men  and 
moved  to  another  position,  then  they  should  be  put 
back  in  place  afterward. 

Many  operators  are  marking  the  floors  and  thus 
laying  out  what  is  in  effect  a  stall  for  each  vehicle. 
This  helps  the  driver  to  get  into  position  quickly  and 
at  the  same  time  he  does  not  take  up  space  that 
belongs  to  some  other  vehicle. 

Good  door  space  is  another  means  to  the  desired 
end.  At  the  big  132d  Street  garage  of  the  Fifth 
Avenue  Coach  Company  in  New  York  the  doors  are 
wide  enough  so  that  three  double-deckers  can  come 
out  abreast.  In  other  installations  it  may  be  desir- 
able to  use  a  larger  number  of  doors.  Some  of  these 
may  open  out  into  a  side  street  or  to  a  private  road- 
way.— Editor.] 

[  LETTERS    TO  THE    EDITOR   J 

The  Ideal  in  Bus  Design 

PONTIAC,  Mich.,  Sept.  15,  1923. 
To  the  Editor : 

There  is  no  question  in  the  mind  of  any  person 
who  has  given  the  matter  of  bus  design  any  serious 
consideration,  that  we  are  yet  far  from  building  a 
real  motor  bus.  Many  of  our  manufacturers  do  not 
yet  appear  to  have  realized  that  motor-bus  passen- 
gers deserve  more  consideration,  or  are  entitled  to 
privileges  not  accorded  to  merchandise  from  the 
standpoint  of  comfort,  both  mental  and  physical. 
Considerable  credit  is  due  therefore  to  those  manu- 
facturers who  have  abandoned  the  idea  that  a  made- 
over  or  partly  redesigned  truck  chassis  is  suitable 
for  passenger  transportation,  and  have  courageously 
tackled  the  problem  with  the  single-minded  intention 
of  producing  a  vehicle  worthy  of  the  service  into 
which  it  is  to  be  put. 

The  question  naturally  arises:  What  is  required 
to  attain  a  motor  bus  that  is  safe  and  comfortable 
for  riding? 

By  far  the  most  important  single  feature  is  cor- 
rect spring  design.  The  requirements  of  motor-bus 
springing  differ  materially  from  those  of  a  motor 
truck  or  a  pleasure  car,  combining  the  elements  of 
both ;  it  must  be  capable  of  giving  truck  service  and 
capacity  with  pleasure-car  luxury  and  comfort. 
Realizing  the  importance  of  this,  the  writer  has 
attempted  the  design  of  a  spring  suspension  that 
would  overcome  the  fundamental  defects  that  exist 
in  present  standard  types.  The  efforts  put  forth 
have  resulted  in  a  design  of  a  spring  suspension  that 
is  automatically  load-compensating,  and  that  has 
incorporated  in  the  mechanism  a  rebound  check  or 
shock  absorber. 

The  next  most  important  feature  for  which  all 
designers  are  striving,  is  to  effect  a  reduction  in  the 
floor  height  from  35  in.  or  over,  to  as  low  as  possible. 
Different  expedients  have  been  tried.  Some  use  an 
inverted  worm  drive;  others  drop  axles  with  inter- 
nal-drive gears.  Another  available  design  is  a  drop 
axle,  but  in  place  of  internal  gears,  spur  gears  with 
herringbone  teeth  are  used ;  these  are  inclosed  in  an 
oiltight,  dustproof  housing,  and  are  thus  constantly 
lubricated,  insuring  quiet  operation  and  reducing 
wear. 

Another  asset  of  the  desired  motor-bus  is  silent 


r534] 


operation.  There  is  no  more  reason  for  gear  noises 
in  a  motor  bus  than  in  a  pleasure  car.  Silent  chain 
transmissions  or  constant  mesh  gears  with  herring- 
bone teeth  will  overcome  this  defect,  and  remove  the 
objections  of  many  nervous  passengers  to  motor-bus 
riding. 

To  be  desired  also  is  a  smooth-running  motor  with 
quick  pick-up  and  getaway.  This  is  e.xclusively  the 
field  for  a  six  or  eight-cylinder  motor  which  can  be 
run  at  continuously  higher  speeds  than  the  heavy 
four-cylinder  motor  now  almost  universally  used. 

Summarizing  the  points  of  the  foregoing  analysis, 
the  objects  desired  are:  (1)  Improve<i  springing; 
(2)  low  rear  axle;  (3)  noiseless  transmission,  and  (4) 
powerful,  economical  and  smooth-running  motors. 

There  are  very  few  automotive  manufacturers 
who  can  make  their  own  springs,  axles,  motors  and 
transmissions;  these  are  very  properly  left  to  spe- 
cialists in  their  respective  fields.  This  would  indi- 
cate that  the  persons  who  are,  or  should  be,  most 
interested  in  the  develcpment  of  the  bus  industry 
are  the  parts  or  accessory  manufacturers.  They  are 
in  a  position  to  manufacture  parts  for  sale  to  chassis 
manufacturers,  and  have  more  incentive  and  a  wider 
market  for  their  products  than  any  vehicle  manufac- 
turer can  possible  have.  E.  Frankland. 

(    I.ETTtaiS   TO  THE    EDITOR    ] 

Small  City  Operation 
West  End  Development  &  Trading  Co..  Limited 

Ottawa,  Ont.,  Canada,  Sept.  17,  1923. 
To  the  Editor: 

The  writer  recently  heard  of  a  movement  in  a 
neighboring  town  of  some  10,000  in  population  to 
institute  a  street  railway  service.  In  my  opinion, 
as  hauls  would  be  very  short,  buses  would  give 
more  economical  and  efficient  service  and  operation 
than  would  electric  cars  and  with  about  one-quarter 
the  capital  outlay.  Before  making  any  recom- 
mendation I  would  like  to  have  at  hand  the  experi- 
ence in  towns  of  similar  size,  and  the  purpose  of 
this  letter  is  to  ask  you  if  po.ssible  to  supply  me 
with  any  helpful  information  you  can. 

The  town  under  consideration  is  an  extremely 
prosperous  one  and  the  per  capita  wealth  is  very 
high,  considerable  manufacturing  is  done,  the 
roads  are  well  paved  and  kept,  the  streets  broad. 
The  town  borders  a  river  and  is  approximately  2 A 
miles  long  by  1  mile  deep — the  business  and  shop- 
ping section  is  centrally  located,  the  railroad  sta- 
tion is  at  the  back  of  the  town — four  railways  enter 
the  town. 

After  going  over  the  ground  I  decided  that  two 
routes  of  Ij  miles  each  in  length  would  take  care 
of  any  traffic.  With  five  buses  in  service  a  six- 
minute  headway  could  be  given.  I  estimate  that 
six  passengers  per  single  trip  at  a  5-cent  fare  would 
be  necessary  to  meet  all  expenses.  The  people 
who  would  interest  themselves  in  this  scheme  would 
be  satisfied  if  the  venture  could  merely  meet  ex- 
penses, as  they  each  have  a  large  stake  in  the  town 
and  would  benefit  from  such  a  development  in  other 
ways.  E.  P.  Taylor. 

[Under  the  conditions  mentioned  in  this  letter, 
bus  service  would  undoubtedly  be  the  most  econom- 


ical form  of  transportation,  assuming,  of  courtte, 
that  there  would  be  enough  busineBS  to  make  even 
bus  operation  profitable.  The  main  question  is 
whether  it  would  be  necessary  to  supply  a  six- 
minute  headway  and  five  buses.  It  might  be  better 
to  try  f)Ut  the  proposition  a  little  more  conserva- 
tively with  service  every  quarter  hour.  Three 
buses  would  then  be  sufficient,  allowing  one  on  each 
line  and  a  third  as  a  spare.  There  would  be  some 
leeway,  also,  to  shorten  the  headway  night  and 
morning  if  justified. 

In  San  ford.  Me.,  I,a  I'orte,  Ind.,  and  Lakeland, 
Fla.,  the  records  of  Bus  Transpoktatio.n  indicate 
that  local  lines  are  being  operated  on  a  5-cent  basis. 
The  three  towns  compare  in  size  with  the  one  men- 
tioned. Lakeland  has  7,000  population;  SanforJ, 
10,000;  and  La  Porte,  15,000,  according  to  the  1920 
census.  Two  sixteen-passenger  bu.ses  are  used  in 
Lakeland;  one  twenty-three-passenger  in  La  Portj; 
and  six  vehicles  ranging  in  capacity  from  eleven 
to  sixteen  seats,  in  Sanford.  In  the  last  named. 
however,  three  or  four  different  lines  are  worked 
Only  five  trips  a  day  are  .scheduled,  and  those  In- 
tween  8  in  the  morning  and  8  at  night.  The  other 
two  give  eighteen  hours  service,  with  a  thirty-min- 
ute headway. 

Most  of  the  short-line  business  in  small  towns  is 
done  at  higher  fares,  however.  It  may  be  10  or 
L5  cents  or  even  25  cents  for  a  trip  of  2  miles  or 
less.  In  view  of  this,  it  seems  only  fair  to  conclude 
that  either  the  riding  habit  must  be  well  developed, 
or  the  walking  conditions  unusually  severe,  to 
justify  a  o-cent  fare  for  such  light  traffic  business 
as  might  naturally  be  found  in  a  town  of  10,000 
inhabitants.  And  there  is  often  the  possibility  that 
it  is  quicker  to  walk  than  wait  for  the  bus. 

Taxi  competition  must  also  be  given  due  consid- 
eration, since  the  operators  of  "call-and-demand" 
vehicles,  in  small  towns,  often  run  what  is,  in  effect, 
a  bus  service.  That  is,  they  make  connections 
with  trains  or  other  points  where  traffic  is  likely 
to  be  found  at  regular  times,  and  then  fill  up  all 
the  seats,  often  making  a  price  concession.  Even 
when  they  do  not  lower  the  price  for  a  full  load, 
they  are  likely  to  carry  passengers  anywhere  in 
the  town  for  25  cents.  This  is  hardly  enough  more 
than  the  bus  fare  to  draw  business  for  the  latter. 
Many  people  would  pay  the  extra  20  cents  to  ride 
when  they  want  to,  rather  than  wait  for  the  bus. 
The  six-minute  headway  might  take  care  of  this 
business,  of  course,  but  it  would  hardly  pay  with 
one  or  two  passengers  on  many  trips,  or  none  at 
all,  as  would  undoubtedly  prove  the  case  with  such 
frequent  service. 

Since  the  above  letter  .'....-  i.ceived  the  results  of 
the  first  month's  operation  of  buses  in  Brattleboro, 
Vt.,  a  city  of  7,325  population,  where  the  street  rail- 
way system  has  been  supplanted  entirely  with  bu.ses. 
has  been  made  available.  This  is  given  in  consider- 
able detail  on  page  550  of  this  issue.  The  report 
indicates  that  a  greater  amount  of  traffic  was  han- 
dled by  the  buses  during  the  month  than  on  the 
trolleys  in  the  corresponding  month  of  the  previous 
year.  The  operating  officials  are  gratified  at  the 
results  obtained. — Editor.  1 


[535 


536 


BUS 

TRANSPORTATION 


Vol.2,  No.ll 


]s^atiufacturers' 
^  Section 


^^m 


Developments  in  equipment  for 
vehicles,  aarases,  terminals — • 
all  the  improvements  manu- 
factured for  the  industry. 


Auxiliary  Springs  Take 
Up  Shocks 

THE  Lomar  Manufacturing  Com- 
pany, Middletown,  Ohio,  has  re- 
cently applied  shock  absorbers  to  bus 
service,  as  indicated  in  the  view  of 
the  Model  50  White  Chassis.  Here 
the  absorbers  are  placed  on  the  front 
end  only,  since  most  of  the  vibration 
is  found  there  on  buses.  The  instal- 
lation requires  no  cutting  or  altering 


Cut-open  view  of  Lomar  shock 
absorber  arranged  for  mounting 
in  front  of  chassis 


of  the  frame,  since  the  device  when 
installed  at  the  front  is  simply  bolted 
between  the  spring  eyes  and  the 
front  of  the  frame. 

As  shown  in  the  cut-open  view,  the 
frame  members  are  attached  to  the 
outside  of  the  shock  absorber,  while 
the  spring  eyes  are  fastened  to  a 
lever  arm  connected  in  turn  to  a  cam 
placed  between  the  two  helical-type 
springs.  This  construction,  it  is  said, 
overcomes  any  tendency  of  a  quick 
jerky  motion  being  transmitted  to 
the  frame  and  thus  to  the  body  of  the 
vehicle. 

Both  the  upper  and  lower  springs 
are  carried  inside  pistons.  These 
cover  the  two  springs  and  so  at  the 
same  time  provide  bearing  surfaces 
for  the  moving  cam,  as  shown  here 
in  the  cross-sectional  drawing.  The 
spring  at  the  top,  which  is  the  larger 


Lomar  absorbers  on  Model  50 
White  chassis.  Notice  protec- 
tion afforded  by  heavy  crossbar 

and  heavier  of  the  two,  is  designed  to 
absorb  the  impact  shock  transmitted 
from  the  road.  It  can  be  adjusted  to 
the  right  tension  to  suit  the  weight 
of  the  vehicle.  The  lower  spring 
snubs  and  absorbs  the  rebound  of  the 
main  semi-elliptical  spring  on  the 
vehicle,  thus  allowing  the  vehicle  to 
settle  slowly  and  easily  with  comfort 
for  the  passenger. 

Lubrication  for  the  moving  parts 
is  furnished  by  an  oil  fountain  ar- 
rangement, consisting  of  a  pipe  ex- 
tending from  the  bottom  of  the 
absorber  up  through  the  lower 
spring.  The  motion  of  this  spring 
forces  a  stream  of  oil  up  the  pipe  and 
sprays  it  over  the  working  pai'ts.  A 
half  pint  of  oil  in  six  months  is  said 
to  be  sufficient  to  keep  the  absorber 
lubricated. 


Aluminum  Panel  Body 

Seats  Twenty-eight 

Passengers 

THE  Kastory  Manufacturing  Com- 
pany, LaGrange,  111.,  is  manufac- 
turing the  Avondale  type  bus  body 
shown  in  the  illustration.  This  has 
accommodations  for  twenty-eight  pas- 
sengers, there  being  five  32-in.  seats 
on  each  side  of  the  central  aisle.  The 
rear  seat  extends  the  entire  width 
across,  and  there  are  two  individual 
seats,  one  right  and  one  left  at  the 
front.  Two  doors  are  provided,  a 
jackknife  type  for  regular  service 
and  an  emergency  door  on  the  left 
side  at  the  rear.  Each  seat  has  a 
push  button  for  a  signal  device. 

All  the  up-to-date  conveniences  are 
included  in  the  body  construction, 
six  dome  lights  in  the  ceiling,  venti- 
lators above  windshield  and  on  each 
side  in  the  rear,  and  a  pipe-heating 
system  covered  to  insure  safety  to 
passengers. 

Inside  trim  includes  a  flat  cream 
finish  on  the  ceiling,  with  the  lower 
part  in  mahogany.  Seats,  cushions 
and  backs  are  finished  in  Spanish 
imitation  leather,  stuffed  with  No.  1 
curled  hair.  An  11-in.  rack  for  ad- 
vertising cards  covers  the  entire 
length  of  each  side  of  the  body. 
Above  the  windshield  is  a  concealed 
compartment  for  a  destination  sign. 

Of  storage  compartments  there  are 
four,  for  tools  in  the  lower  right- 
hand  side,  for  battery  box  on  the  left 
side  of  the  body,  a  compartment  in 
the  rear  for  a  spare  tire  and  a  bag- 
gage compartment  under  the  rear 
seat.  The  last  has  a  hinged  door 
which  opens  from  the  outside. 

The  side  windows  are  of  the  drop 
type,  with  brass  rods  as  safety 
guards   outside.     Cathedral   glass  is 


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Cathedral  glass  above  all  icindows  sets  off  this  tivrnty-eight  passenger  body 
(Kastory  Manufacturing  Company) 


November,  1923 

used  at  the  top  of  all  windows,  both 
for  the  drop  type  and  the  stationary 
construction.  There  is  one  fixed 
window  at  the  left  side  of  the  driver 
and  two  at  the  rear  of  the  body. 

The  general  construction  is  of  the 
wood  frame  type  with  panels  of  14- 
g&ge  aluminum.  A  half-inch  space  i.s 
left  between  body  and  dash,  the 
latter  being  entirely  loose  from  the 
body.  The  ceiling  is  i-in  three-ply 
veneer,  made  in  sections  with  felt 
padding  glued  underneath. 


BUS 

TRVSSHURIAlXiN 


537 


Foiir-Wlu*el  Hrakess 
Feature  ^ew  Bus 

THE  sixteen-passenger  bus  shown 
in  the  illustrations  consists  of 
a  chassis  built  by  the  Menominee 
Motor  Truck  Company,  Clintonville, 
Wis.,  and  a  de  luxe  sedan  body  made 
by  the  Niagara  Motor  Boat  Com- 
pany, North  Tonawanda,  N.  Y.  The 
engine  is  a  six-cylinder  Wisconsin  of 
the  valve-in-head  type,  said  to  be 
remarkably  flexible  and  to  give  good 
acceleration.  Cylinders  are  33-in. 
bore  and  5-in.  stroke  and  the  engine 
gives  57  hp.  at  2,000  r.p.m. 

The  cellular  radiator  has  thermo- 
static control,  water  being  circulated 
by  a  centrifugal  pump.  Fuel  is  sup- 
plied from  a  23-gal.  tank  to  the 
Zenith  carburetor  through  a  Stewart 
vacuum  system.  The  three-speed 
transmission  is  mounted  in  a  unit 
with  the  engine,  as  is  also  the  mul- 
tiple-disk clutch. 

Four  w^heel  brakes  are  used  on 
aluminum  disk  wheels.  Service 
brake  is  connected  to  internal  ex- 
panding shoes  on  front  and  rear 
wheels,  while  the  emergency  system 
controls  external  brakes  on  rear 
wheels  only.  Another  feature  is  the 
doughnut  tires,  32  x  6  in.  pneumatic. 

Bosch  electric  starting  and  light- 
ing and  Willard  storage  battery,  of 


Menomitiee  four-wheel  brake  chassis  trith  Niiuiura  sixtren-passengcr 
sedan  type  body 


150  amp.-hr.  capacity,  are  supplied. 
Three  Pioneer  exhaust  heaters  are 
fitted  under  the  seats. 

On  a  recent  1,000-mile  trip  this 
Model  "T"  bus  averaged  about  12 
miles  per  gallon  of  fuel  and  400  miles 
for  each  quart  of  oil  consumed.  The 
normal  speed  is  given  as  from  35  to 
38  miles  per  hour. 


the  entire  flow  of  gas  to  the  heater. 
The  foot  control  for  this  valve  can 
be  placed  in  any  convenient  position 
on  the  floor  of  the  vehicle. 

The  cross-section  view  of  the 
heater  indicates  how  the  circuit  of 
gases  is  completed.     Gases  are  led 


Cast  Eleniont  Used  in 
Floor  Heater 

THE  Noble  Heater  Company. 
Fort  Wayne,  Ind.,  is  making  the 
floor  heater  shown  in  the  illustration. 
Known  as  the  Wayne  Model  B,  this 
has  a  cast  heating  element  so  ar- 
ranged that  gases  from  the  exhaust 
must  pass  through  the  entire  heater 
before  returning  to  the  muffler.  With 
this  construction,  it  is  said,  the  maxi- 
mum heat  is  secured  at  all  points  in 
the  heating  element.  The  valve  for 
the  heater  is  installed  on  the  exhaust 
pipe  forward  of  the  muffler.  It  is 
self-cleaning  and   directs   practically 


Floor  heater,  with  telescoped  piping 
between  valve  and  register 


from  the  valve  through  a  small  inner 
tube,  then  circulated  through  the 
element,  and  returned  through  the 
large  outer  tube.  With  this  arrange- 
ment the  warmer  gases  are  insulated 


37t' **< 2Bjf--- 


irS'Whtr/losr 


Side  view  of  Model  "T"  Menominee  chassis  designed  joi  sixticii-ciyhtccn  im.-- 


•■y.' 


538 


BUS 

'TRANSPORTATION 


Vol.2,  No.ll 


from  direct  contact  with  the  air. 
The  manufacturer  states  that  95  per 
cent  of  the  heat  from  the  engine  can 
be  radiated  from  the  heater. 

Each  heater  is  supplied  complete 
with  valves,  gaskets,  tubing  and  all 
necessary  fittings.  There  is  one  stand- 
ard size  heating  element,  but  six 
sizes  of  valves  are  available  to  fit 
different  types  of  motor  vehicles. 


Roller-Bearinged  Trolley 
for  Moderate  Loads 

THE  Yale  &  Towne  Manufactur- 
ing Company,  Stamford,  Conn., 
has  brought  out  a  so-called  Steel 
Plate  trolley,  which  is  said  to  com- 
bine strength  and  flexibility  in  an 
unusual  degree.  Made  in  1-ton  and 
2-ton  sizes,  this  trolley  has  a  reserve 
of    some    seven    times    its    greatest 


y9 

li 

%r 

^^ 

^^Jm 

4 

1 

Separator  projects  beyond  plates 
and  acts  as  bumper  when  trolley 
strikes  stop  at  end  of  I-beam 
track 


Yale  Steel  Plate  trolley,  show- 
ing ivheels  carried  on  roller 
bearings   and   clevis    attachment 

capacity.  Curves  of  sharp  radius 
can  be  taken  without  binding,  since 
the  non-rigid  construction  per- 
mits each  wheel  flange  to  follow  the 
I-beam  flange.  In  fact,  it  is  said 
that  the  1-ton  size  will  run  easily 
on  a  minimum  21-in.  radius  curve. 

The  construction  is  indicated  in 
the  accompanying  views.  Each  of 
the  chilled-iron  tread  wheels  is 
mounted  on  roller  bearings  and  at- 
tached to  the  side  plates.  These 
plates,  in  turn,  are  connected  by  a 
single  equalizing  pin  which  supports 
the  clevis.  The  equalizing  pin  itself 
is  cold-rolled  steel,  and  when  every 


inch  of  headroom  is  needed,  the  chain 
block  can  be  hooked  directly  over  the 
pin.  Otherwise  the  clevis  shown  is 
u.sed. 

Where  heavy  loads  must  be  handled 
and  placed  accurately,  the  Steel  Plate 
trolley  is  supplied  in  a  geared  con- 
struction. The  two  trolley  wheels  on 
one  side  are  attached  directly  to 
gears,  which  mesh  with  a  driving 
pinion  mounted  outside  the  steel 
plate.  This  pinion  is  operated  by  a 
chain  wheel  and  hand  chain,  thus 
giving  the  operator  control  of  the 
movement  horizontally. 


Four  Bearings  on 

New  Six 

THE  Model  6-B  bus  motor  of  the 
Continental  Motors  Corporation. 
Detroit,  first  shown  on  several  chassis 
at  the  recent  Atlantic  City  conven- 
tion of  the  American  Electric  Rail- 
way Association,  is  designed  to 
combine  the  flexibility  of  the  high- 
grade  passenger  car  motor  and  the 
ruggedness  required  for  heavy-duty 
bus  service.  There  are  four  main 
bearings,  each  2'i  in.  diameter,  on  the 
crankshaft.  The  six  L-head  cylinders 
are  cast  in  a  single  block.  Cylinder 
heads  are  separate  units  and  are  re- 
movable. A  pressure-feed  oiling 
system  is  provided  which  supplies 
lubricant  through  a  gear-type  pump 
to  a  drilled  crankshaft,  to  main  bear- 
ings, connecting  rods,  lower  end  bear- 
ings and  gear  case.  The  oil  pressure 
can  be  adjusted  by  turning  a  screw 
mounted  on  the  top  of  the  crankcase 
at  the  front  end  of  the  motor. 


.ri^asf — -«■ 


J— I— a-a-i-4r-j~-*r-     '  •^^■~ 


Continental  Model  6-B  Bus  Motor.  Side  view,  ivith  lower  part  in  cross-sections  to  shoiv  cravkshait  ai'd  camshaft  latjotit. 

Section  thro)ir/h   intake  manifold,  shoicing  valrc  arrangement 


November,  1923 


lKVSSt1)HIMK)N 


539 


The  horsepower  of  the  motor, 
which  is  'ii  in.  bore  and  5-in.  atroki-. 
is  K'ven  as  70  at  2,200  r.p.m.  At 
1,600  r.p.m.  the  performance  curvt'.>< 
show  well  over  56  hp.  Valves  and 
both  manifolds  are  placed  on  the 
rijrht-hand  side.  Valve  heads  arc 
1  !.i  in.  diameter.  Manifolds  are  ca.-;t 
integral,  forming  an  e.\haust  heated 
intake.  The  job  is  built  to  take  an 
18-in.  diameter  fan,  driven  by  a  liat 
belt  li  in.  wide.  Magneto,  lighting 
generator  and  water  pump  can  he 
mounted  on  the  left-hand  side  of  thf 
motor.  The  startiiiK'  motor  can  be 
mounted  on  the  right-hand  side,  the 
application  being  of  the  S.A.E.  sleeve 
type,  3^  in.  diameter. 


Oll«'-St«'p.   W  i(lr-(i;i«;«'.   Lo>v- 
Level  Bus  (!has!si.s 

THK  Guilder  Engineerin<r  Com- 
pany. Poughkeepsie,  N.  V.,  has 
brought  out  a  low  level  design  in 
which  stability  and  passenger  com- 
fort are  the  main  features  sought. 
The  rear  springs  are  underslung  and 
the  frame  kicked  up  over  the  rear 
a.xle  .so  that  the  floor  line  of  the 
body  at  the  service  door  is  held  to 
at  least  26  in.  from  the  ground.  The 
front  a.\le  has  a  64-in.  gage  and  the 
rear  a.\le  one  of  70  in.,  the  latter 
being  of  the  Wisconsin  double  reduc- 
tion type. 

In  the  power  system  is  a  Buda 
EBU  bus  motor,  four  cylinders,  4!  in. 
bore  by  5^1  in.  stroke.  Clutch'is  of  the 
multiple-disk  type  and  transmission 
has  four  speeds  fonvard  both  being 
of  Brown-Lipe  make.  Leece-Neville 
starting  and  lighting  equipment  is 
supplied  and  a  Willard  heavy  duty 
battery.  A  30-gal.  gasoline  tank  is 
mounted  on  the  right-hand  side,  as 
shown  in  the  illustration.  Fuel  is 
fed  to  the  Zenith  carburetor  by  a 
Stewart  vacuum  tank. 

Two  sets  of  brakes  are  used,  a 
service  on  the  drive  shaft,  this  being 
5  in.  wide  and  1 1   in.  diameter,  and 


Scraper  fnotirplow  mounted  in  front  of  heavy-duty  motor  t>ekiele 


emergency  on  the  rear  ax'.e.  Budd 
piessed  steel  wheels  are  fitted  with 
36x6-in.  pneumatic  tires,  single  on 
front  and  dual  on  rear.  Ross  steer- 
ing gear  and  Merrill  springs  are 
standard  equipment  on  this  chassis. 
The  weight  of  this  Model  30' 
chassis  is  given  at  5,600  lb. ;  it  makes 
a  normal  speed  of  30  m.p.h.  in  high 
gear  and  can  turn  in  a  70-ft.  circle. 
Over  all  the  chassis  length  is  25  ft. 
It  is  83  in.  wide  over  the  rear  tires. 
Frame  widths  are  51  and  35  in.  rear 
and   front  respectively. 


Plows  for  Light  and  Heavy 
Snowfalls 

THE  Good  Roads  Machinery  Com- 
pany, Inc.,  Kennett  Square,  Pa., 
is  now  supplying  two  types  of  Cham- 
pion snowplows.  The  scraper  con- 
struction shown  in  the  illustration 
comes  with  either  8  or  10-ft.  scraper 
bars  as  desired.  These  bars  with 
the  edge   attached  are  20   in.   wide. 


Lookivg  down  on  top  of  the  Guilder  low 

Fuel  tank  mounted  at  right  side 

extending  well  to 


-level  bus  chasxis  of  I9ti-in.  icheelbage. 
of  frame.    Notice  exhauxt  pipe 
rear  of  cAassjs 


'i'his  equipment  can  be  pushed  by 
motor  trucks  or  buses  for  all  but  the 
heaviest  snowdrifts  and  snowfalls.  A 
frame  is  placed  between  the  front 
axle  and  a  semi-circular  member, 
the  latter  providing  adju.stment  for 
the  main  scraper  bar.  To  lift  the 
bar  a  V-shaped  brace  is  mounted  on 
the  front  of  the  chassi.s  frame,  being 
held  in  position  by  chains  leading  to 
the  rear  of  the  hood.  The  hand  wheel 
beside  the  vehicle  driver  winds  up 
the  chain  attached  to  the  scraper  bar 
through  a  worm  and  gear  connection. 

As  a  result  of  the  experience  in 
clearing  snow  from  the  roads  of 
northern  New  York  and  the  New 
England  States  the  company  has 
brought  out  a  V-type  snowplow.  This 
is  8  ft.  wide,  10  ft.  long  and  5  ft.  high 
and  has  an  adjustment  so  that  the 
front  end  can  be  raised  10  in.  from 
the  ground.  The  weight  of  the  plow 
alone  is  2,500  lb.,  this  not  including 
the  side  or  widening  wings,  which 
can  be  supplied  when  the  plow  is  at- 
tached to  a  heavy-duty  tractor. 

In  this  construction  an  inclined 
platform  is  carried  on  rollers  and 
sleds,  with  a  V-type  mold  board 
mounted  on  it.  The  platform  is  at- 
tached through  a  push  frame  to  the 
motor  vehi-'le.  Either  a  heavy  duty 
tractor  may  be  used  or  two  5-ton 
trucks  arranged  to  operate  together, 
one  pushing  behind  the  other.  With 
the  tractor  hook-up,  a  set  of  widening 
wings  anfl  a  lifting  device  can  be 
furnished.  These  wings  permit 
clearing  a  path  16  ft.  wide  through 
light  snows. 


540 


BUS 
TRANSPORTAnON 


Vol.2,  No.ll 


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542 


BUS 

TRANSPORIAnON 


Vol.2,  No.ll 


What  theAssodations 


are  doin^ 


News  and  happenings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tion industry. 


Taming  the  Rampageous  Automobile 

National  Safety  Council,  at  Its  Twelfth   Annual  Convention,  Discuwse.s  High- 
way   Safety — Bonus   Systems    as    Used    for    Transportation    Em- 
ployees— Education    Required  from  Cradle  to  Grave 


THE  meetings  of  the  National 
Safety  Council  are  usually  encyclo- 
pedic in  their  variety  and  extent.  At 
the  twelfth  annual  safety  congress, 
which  this  organization  of  experts  in 
accident  prevention  held  at  Buffalo 
early  in  October,  various  sections,  from 
automotive  down  through  the  alphabet 
to  wood-working,  discussed  the  safety 
work  in  their  special  industries.  Re- 
lated to  bus  operation  were  the  pro- 
ceedings at  the  Public  Safety,  Electric 
Railway,  Taxicab,  Education  and  gen- 
eral sessions  of  all  the  sections. 

Executives  of  transportation  systems 
told  that  they  were  cutting  down  costs 
for  damage  claims.  Educators  ex- 
plained how  young  America  is  being 
influenced  to  "stop,  look  and  listen" 
before  crossing  streets  and  highways. 
Representatives  of  states  and  munici- 
palities described  their  work  in  decreas- 
ing accidents  and  in  solving  the  traffic 
congestion  problem.  In  discussing  all 
these  subjects  the  automobile  was 
given  careful,  and  not  always  tender, 
attention. 

Paying  for  Safety  and  Courtesy 

A  no-accident  bonus  will  pay  for 
itself  and  will  also  give  the  owner  of 
a  transportation  system  more  time  to 
develop  business.  John  W.  Weibley, 
head  of  a  Pittsburgh  taxicab  company, 
recommended  the  setting  aside  of  $5 
a  month  for  each  vehicle  in  operation, 
this  to  go  to  the  drivers  with  a  clean 
record.  There  must  be  rules  for  win- 
ning the  bonus,  but  make  them  simple 
and  sane.  Change  the  rules  a  little 
each  month.  This  stimulates  the  in- 
terest of  the  men.  Arrange  the  rules 
to  help  them  save  money.  This  can 
be  done  by  a  deposit  in  a  savings  bank 
to  the  account  of  winners,  or  by  using 
their  winnings  to  help  buy  .stock  in  the 
company. 

A  more  complicated  award  system, 
in  use  satisfactorily  for  three  years 
by  the  Los  Angeles  Railway,  was  out- 
lined by  George  B.  Anderson,  manager 
of  transportation  for  that  company. 
Conductors  and  motormen  who  make  a 
certain  record  for  courtesy  and  safety 
are  entitled  to  a  bonus  of  $60  a  year, 
payable  in  the  middle  of  December. 
Each  man  starts  the  yearly  period  with 
100  per  cent  rating.  From  five  to  fifty 
points  may  be  subtracted  from  this  as 
demerits,  or  added  to  it  as  credits  for 


good  work.  To  get  the  full  bonus,  the 
rating  must  be  100  per  cent  at  the  end 
of  each  month;  for  each  1  per  cent 
below  that,  25  cents  is  taken  off'.  A 
rating  of  9.5  per  cent  would  leave  $3.75 
due  the  man  for  the  month  involved. 
There  are  some  eight  types  of  meri- 
torious service,  while  on  the  other  side 
of  the  ledger  thirty-eight  items  may 
lead  to  trouble,  and  to  a  loss  of  points. 
It  is  found  that  a  man  who  is  courteous 
to   passengers   is   good   on   safety   also. 


r/iis  is  Aimty  J.  Walker,  a  char- 
acter widely  used  in  New  York 
City  on  posters  and  other  litera- 
ture for  a  city-unde  safety 
ca  mpa  ig  n 


Insolence  or  discourtesy  and  collisions 
between  cars  are  dealt  with  severely. 
Running  ahead  of  time  is  another 
off'ense  heavily  penalized ;  it  is  regarded 
as  an  unnecessary  and  demoralizing 
practice,  and  as  exhibiting  an  inclina- 
tion toward  careless  operation. 

The  system  has  now  been  in  opera- 
tion since  April,  1920.  It  has  been 
changed  somewhat,  but  in  general  the 
company  O.K.'s  it  for  accident  preven- 
tion and  courtesy  promotion.  The  men 
like  the  bonus,  of  course,  but  they  also 
have  a  personal  pride  in  keeping  their 
records  clear.  It  is  recognized  accord- 
ing to  Mr.  Anderson,  that  the  success 
of  the  system  depends  largely  on  the 
temperament    of    the    men    responsible 


for  its  execution.  Firmness,  poise,  self- 
control,  capacity  for  judging  men,  a 
spirit  of  justice — these  are  essential. 

D.  E.  Parsons,  general  manager  East 
St.  Louis  (111.)  &  Suburban  Railway, 
upheld  organized  safety  work,  or,  as  he 
termed  it,  "a  practical  systematic  and 
continuous  program  for  safety."  The 
benefits  are  fewer  accidents,  savings  in 
claims  for  damages  and  better  pubic 
relations. 

According  to  the  Illinois  law,  automo- 
bile drivers  must  stop  before  crossings 
where  "stop"  signals  are  placed.  In 
its  safety  work  Mr.  Parsons'  company 
has  helped  to  convince  the  Illinois  Com- 
merce Comm'ssion  that  about  50  per 
cent  of  its  crossings  are  extra-hazard- 
ous, instead  of  about  10  per  cent,  and 
as  a  result  the  commission  has  installed 
"stop"  signs  on  the  larger  number. 

At  the  suggestion  of  the  local  auto- 
mobile club,  a  special  lens  was  placed 
on  the  interurban  electric  cars.  This 
cuts  down  the  glare  and  gives  about 
the  same  illumination  as  the  clear  glass 
lens  used  originally.  Motormen  on  the 
interurbans  are  required  to  slow  up  at 
cross-roads  so  that  collisions  are  im- 
probable. This  is  an  addition  to  the 
regular  rule,  to  sound  whistle  or  ring 
bell  vigorously. 

The  greatest  hazard  today  is  that 
of  collisions  with  automobiles.  About 
50  per  cent  of  the  total  accidents  on 
•the  East  St.  Louis  system  are  street 
car-auto  collisions.  The  number  of 
collisions  between  moving  trolleys  and 
other  vehicles  has  decreased  of  recent 
years,  but  there  has  actually  been  an 
increase  in  the  number  where  automo- 
biles collide  with  trolley  cars  standing- 
still. 

Cross  Crossings  Cautiously 

Discussing  the  safety  campaign  of 
the  American  Railway  Association, 
H.  A.  Rowe,  claims  attorney  Delaware, 
Lackawanna  &  Western  Railroad,  told 
the  conference  that  "passing  the  buck" 
must  be  cut  out.  Every  person  and 
authority  charged  with  the  construction, 
maintenance  and  operation  of  our 
ra'lroads,  with  the  construction  and 
maintenance  of  our  highways,  v^^th  the 
enactment  and  enforcement  of  traffic 
regulations,  with  the  manufacture  and 
sale  of  automobiles,  with  the  training, 
licensing  or  employment  of  drivers, 
with  the  ability  and  facilities  to 
directly  or  indirectly  mold  public  opin- 
ion, every  person  riding  as  passenger 
in  an  automobile  and  every  driver — 
all  these  should  realize  the  obligation 
and  opportunities  they  have  of  mini- 
mizing the  tragedies  of  travel,  of  doing- 
work  that  is  worth  while,  and  of  adding 
to  the  sum   total  of  human   happiness. 

The  railroads  are  doing  what  they 
can,  according  to  Mr.  Rowe,  by  watch- 
ing closely  their  whist'e,  bell  and 
headlight  equipment,  and  also  their 
employees  to  see  that  these  warnings 
are  used  intelligently  and  faithfully. 
On  July  29  ten  crossing  accidents  re- 
sulted in  the  death  of  twenty-six 
persons,  and  on  two  occasions  recently 
n'ne  were  killed  in  a  single  crossing 
mishap.      There    is    also    one    instance 


November,  1923 


BUS 

m\SSK)KIATION 


543 


where  fifteen  out  of  nineteen  persons 
were  killed  in  a  bus  collision.  This 
indicates  the  immediate  remedy,  which 
is  to  impress  upon  the  driving  public 
the  responsibility  that  is  theirs  for  the 
lives  of  others. 

Competency  and  care  should  be  de- 
manded from  drivers  of  automobiles 
equal  to  that  demanded  from  enjjine 
drivers.  No  railroad  company,  said 
Mr.  Rowe,  would  for  a  moment  permit 
a  train  contain injr  passengers  to  be 
operated  over  its  lines  unless  sure  the 
engine  driver  had  had  substantial  ex- 
perience, was  thoroughly  qualitied  from 
physical,  mental  and  operat'ng  stand- 
points, and  in  addition  the  engineer  is 
disciplined  for  infractions  of  stern 
rules.  No  such  safeguards,  however, 
are  thrown  around  the  drivers  of  auto- 
mobiles, who  also  transport  passengers. 

The  American  Railway  Association 
has  developed  a  plan  for  uniformly 
and  clearly  marking  the  approach  to 
ra'lroad  crossings.  At  a  point  abiut 
250  ft.  from  the  intersection  with  the 
railroad  tracks  two  broad  white  lines 
about  5  ft.  apart,  with  the  letter.s 
"R.R."  between  them,  are  painted  on 
the  highway.  This  for  the  benefit  of 
the  average  driver  who  keeps  his  eyes 
glued  to  the  road  and  observes  little  at 
his  right  or  left.  As  a  second  warning  a 
single  broad  white  line  is  marked  across 
the  highway  at  a  point  about  150  ft.  from 
the  crossing.  Then  a  third  warning  is  a 
line  painted  red  or  marked  with  a  cross 
l>ar  about  25  ft.  from  the  crossing. 
This  gives  the  driver  positive  knowl- 
edge of  his  presence  in  the  zone  of 
danger,  but  he  is  still  safe  if  precau- 
tions have  been  taken  as  suggested  by 
the  two  other  warnings.  More  than 
twenty  states,  Mr.  Rowe  said,  have 
already  signified  their  intention  of 
adopting  this  system  or  of  trying  it  out. 

Educating  the  Public 

Pedestrians  of  all  ages  and  drivers 
of  cars  are  being  educated  to  decrease 
accidents  on  the  street  and  highways. 
Father  John  P.  Boland  of  Buffalo  told 
how  school  children  were  being  taught 
street  safety  by  means  of  "traffic" 
games. 

The  Hon.  Robbins  B.  Stoeckel,  Com- 
missioner of  Motor  Vehicles  of  Con- 
necticut, compared  the  present  situation 
to  a  spreading  epidemic,  the  very 
magnitude  of  which  will  lead  to  cor- 
rective forces.  He  rated  the  personal 
equation  as  the  most  important  element 
in  decreasing  traffic  dangers.  Highway 
conditions  and  car  equipment  are  im- 
portant, but  first  a  driver  must  have 
the  mentality,  a  good  enough  mind  to 
drive.  Calling  for  remedial  measures 
are  speed,  bad  passing  from  the  rear 
in  bad  locations,  bad  sight  lines  and 
lack  of  caution  in  passing  stiee*  cars. 
In  equipment  there  are  poor  lights, 
including  bad  use  of  good  lights  and 
especially  the  poor  use  of  spotlights, 
running  with  one  lamp  and  unlighted 
resir  lamps. 

In  addition  to  a  constructive  plan  of 
safety  education.  Commissioner  Stoeckel 
recommended  the  following  general 
program  to  "combat   highway  dangers: 


Meftiii;:^.  <!<>ii\<-iitioiirt 
and  K\liil»il> 

.V..V     6  — Natlonul   lllBhWiiy  Tniffli-  .\.s 
H04-fatlon,    ^olnt    mfvtlni?    with    il)** 
.MIihlKiin   .Sluti-  (jooil    Kiiii.ls  .\.-.-..- 
■  Iiitiiin.         .MIcliiKun       .\i;i  i<  iiliiir  il 
''••Ut-KC    KnM    I^tii.slnK.    Atich 

Nov.  8-9 — Annual  liut-tlnK  <»f  Hi»-  .V<l- 
vlHiiiy  Hoiiril  on  IIIkI>»'h>  I:  - 
HtMiri'h,  National  Iti-S'-arrh  IVtoriiil. 
Waithlntftun.  I).  tV 

.\ov.  rj-17 — AutoHiOtivc  K<|iil|ini<'nt 
AHHoclutlon,  Annual  BuHlni-Hs  lOx- 
hlblt  and  Conv^ntlun,  CollKfuni, 
ChluuKO.   III. 

Nov.  H- — .'Vnnuul  Mft-tlnjf.  Aulo  Hum 
AKKwIatlon.  Ni-w  >  ork  Stalf. 
rowiT.M   ilolil,   Koch'Ml.-r.  N.  Y. 

Nov.  13-15 — Natliinal  TIr.-  Dtal.Ts' 
AMsoclatlon,  Annual  M<M-tlnK.  Ni'VV 
York  Cliy. 

.\.iv.  211-21 — Michigan  IIlRliway  TranH- 
jiortatlon  A.s.soclati^in.  I'antlind 
llDtcl.    (Jranil    Kapiils.    Mich. 

1  >io.  1(1-15 — National  INlrolfUin  InBli- 
tutr.  Annual  Meetlni;,  StatU-r 
HotHl.    St.   LoulM.   Mo. 

Jan. — Klrsl  Annual  t'onvi*ntlon.  Motor 
UuK  Association  of  VIrBlnla.  Rlih- 
inonil. 

Jan.  5-12^Natlonal  Automobile  Show. 
IClithth  foajit  Artillery  Armory. 
New  York  City. 

Jan.  22-25 — Society  of  Automotive 
ICnKiiieers.  Annual  MeetlnB,  t>e- 
tr..lt.  Mich. 

M:iy.  I'.i24  —  International  Motor  Trans- 
port ConKress.  Detroit,   Mich. 


1.  An  adetiuate  law*  fitted  to  the  stale 
where  made,  with  considerations  for  laws 
of  other  states  having  the  .same  iiroblcms. 
The  essential  features  of  this  law  are  a 
state  operators*  licensing  system  and  a 
state  record  of  all  accidents  Involving  auto- 
niobiles. 

2.  State  and  city  highway  construction 
with  a  special  study  of  and  care  of  both 
the  i>edestrian  and  the  automobile  driver. 

3.  State  and  city  sui)ervlslon  by  adequate 
police,  as  widespread  and  well  covered  as 
po.ssible,  so  thai  as  much  of  the  state  an'l 
city  tralllc  as  may  be  will  be  directed  tralllc 
or  sui)er\'ised  Irartlc. 

What  New  York  Is  Doing 

The  steps  to  secure  public  safety  in 
New  York  City  were  explained  by 
Marcus  Dow,  executive  secretary  of  the 
Bureau  of  Public  Safety  connected  with 
the  City  Police  Department.  Mr.  Dow, 
who  is  also  president  of  the  National 
Safety  Council,  found  that  the  majority 
of  accidents  to  pedestrians  were  caused 
by  jaywalking.  A  campaign  is  there- 
fore being  conducted  to  get  the  public 
to  use  the  crosswalks  and  keep  away 
from  the  middle-of-the-block  crossings. 
Shown  in  the  illustration  here  is  a 
character  that  has  been  used  widely  on 
safety  posters  in  New  York  City. 

The  Police  Department  is  also  en- 
deavoring to  eliminate  reckless  drivers 
and  speed  maniacs  from  the  streets  of 
the  city.  Since  the  first  of  the  year 
police  lieutenants  attached  to  the  Bu- 
reau of  Public  Safety  have  conducted 
eight  hundred  meetings  where  safety 
lessons  were  given  to  motor  car  drivers. 
The  Brake  Inspection  Squad  of  this 
bureau  has  obtained  more  than  fourteen 
hundred  convictions  for  operating  cars 
with   defective  brakes. 

Street  accidents  in  New  York,  in 
spite  of  its  being  the  largest  and  most 
densely  populated  city  in  America,  are 
lower  in  proportion  to  population  than 
in  many  other  cities.  New  York  has 
3,100  miles  of  streets  and  more  than 
6,000,000  people  in  its  five  boroughs. 
There  are  350,000  vehicles  registered, 
to  say  nothing  of  thousands  of  visiting 
cars  driven  daily  into  the  city. 


Congestion  is  due  to  inefficient  use 
of  street  area  rather  than  to  lack  of 
it.  G.  G.  Kelcey,  manager  traffic  en- 
gineering division,  American  Gas  Ac- 
cumulator Company,  Klizabeth,  N.  J., 
would  reroute  and  by-pass  traffic  to 
eliminate  congestion  in  busineKS  sections 
of  the  city.  Much  through  traffic  can 
and  should  be  routed  around  the  central 
part  of  the  city,  because  it  interferes 
with  the  more  necessary  use  of  business 
streets.  Complete  directional  informa- 
tion should  be  provided  to  break  down 
established  habits  of  local  motorihtH  and 
also  as  a  courtesy  to  visitors. 

Where  AccioENTa  Occur 

From  K5  to  90  per  cent  of  all  acci- 
dents usually  occur  outside  of  businesH 
districts  and  about  70  per  cent  of  all 
of  them  at  street  intersections.  Mr. 
Kelcey  in  giving  these  figures  said  that 
the  major  accident  problem  is  at  street 
intersections  in  the  area  outside  of 
business  sections.  Close  observation 
shows  that  about  68  per  cent  of  the 
traffic  in  Eastern  cities  turns  from  one 
street  into  another  inside  or  to  the 
left  of  the  center  of  the  inter.section, 
illustrating  the  tendency  for  traffic  to 
follow  lines  of  least  resistance  in  spite 
of  all  regulations  to  the  contrary. 
These  accidents,  however,  can  be  almost 
entirely  eliminated  by  properly  placed 
obstructions  which  block  out  lines  of 
least  resistance  and  at  the  same  time 
establish  low  resistance  paths  which 
make  the  proper  course  the  only  con- 
venient one. 


Luuisianu  Bus  Lines  UrKunize 

THE  organization  meeting  of  the 
Louisiana  Motor  Transportation 
League  was  held  in  New  Orleans  dur- 
ing the  first  week  in  October.  The 
purpose  of  the  league  is  to  aid  in  the 
passage  of  legislation  favorable  to  the 
operation  of  motor  bus  lines  in  Louisi- 
ana. \V.  H.  Johnson  of  the  Tri-State 
Transit  Company,  Shrcveport.  La.,  was 
elected  president. 

Other  officers  elected  are:  F.  J. 
Feight,  Franklin,  vice-president;  M.  W. 
Walker,  .Alexandria,  secretary-treas- 
urer, and  .Aaron  Todd,  Covington,  La., 
director. 

The  following  firms  signified  their 
intent'on  of  joining  as  active  mcmlH-rs: 
Higgins'  Bus  Line,  New  Orleans;  Jef- 
ferson-St.  Charles  Transfer  Company, 
New  Orleans;  Todd  Brothers'  Bus  Line, 
New  Roads;  Port  Allcn-Plaquemine 
Line,  Port  Allen;  Stewart  Stage  Line 
Company  and  the  Tri-State  Transit 
Company,  Shreveport;  Teche  Transfer 
Company,  Franklin. 

Any  person  or  firm  who  owns  and 
operates  motor  vehicles  in  the  state  for 
transportation  of  passengers  or  freight 
is  eligible  for  active  membership.  Any 
person  or  firm  directly  connected  with 
the  operation  of,  or  furnishing  neces- 
sities for  motor  transportation  is  eligi- 
ble as  an  associate  member,  the  con- 
stitution  of  the  organization   provides. 

C.  E.  Patton  of  the  White  Company, 
New  Orleans,  presided  at  the  meeting 
which  was  well  attended. 


544 


BUS 

TMNSPORTATION 


Vol.2,  No.  11 


Operators  Get  Together 
ill  Virginia 

MORE  than  100  Virginia  bus  oper- 
ators gathered  in  Richmond  on 
Oct.  22  and  organized  the  Motor  Bus 
Association  of  Virginia,  elected  officers 
and  called  an  annual  convention .  for 
January,  to  meet  in  Richmond. 

Mayor  George  Ainslie  welcomed  the 
delegates  to  the  city  and  S.  A.  Markel, 
who  called  the  meeting,  spoke  on  the 
growth  and  future  of  bus  transporta- 
tion. George  L.  Wilcox  was  made  tem- 
porary chairman  and  Mr.  Markel  con- 
vention secretary. 

The  convention  began  business  by 
naming  committees  on  rules,  resolu- 
tions and  organization.  J.  T.  Farris  of 
Fincastle,  J.  W.  Callahan  of  Norfolk, 
0.  E.  Robertson  of  Newport  News  and 
E.  H.  Gregory  of  Danville  were  named 
as  a  committee  on  resolutions. 

C.  B.  Trent  of  Roanoke,  A.  W. 
McPherson  of  Portsmouth,  J.  A.  Towns 
of  Harrisonburg  and  J.  B.  Spry  of  Nor- 
folk were  named  on  the  rules  commit- 
tee. The  organization  body  was  com- 
posed of  E.  D.  Hathaway  of  Portsmouth, 
J.  Randolph  Tucker  of  Richmond,  T.  H. 
Scott  of  Bluefield,  J.  H.  Hocutt  of  Nor- 
folk, J.  T.  FatTis  of  Fincastle,  L.  C. 
Major  of  Portsmouth  and  J.  L.  Hudson 
of  Portsmouth. 

Major  Alexander  Forward,  Corpora- 
tion Commissioner  in  charge  of  trans- 
portation in  Virginia,  then  spoke,  urg- 
ing the  organization  to  go  before  the 
next  General  Assembly  and  correct 
abuses  of  the  law  by  having  amend- 
ments passed  and  an  appropriation 
made  so  that  the  Corporation  Commis- 
sion can  employ  a  supervisor  of  trans- 
portation whose  duty  it  would  be  to 
eliminate  unfair  practices  of  unlicensed 
operators.  Major  Forward  pointed  out 
that  the  Virginia  commission  is  power- 
less to  enforce  the  law  because  of  flaws 
in  the  statutes,  and  that  while  the  com- 
mission's stand  is  one  of  absolute  fair- 
ness to  the  legal  operator,  it  is  power- 
less to  act  against  the  illegal  bus  owner. 
A  transportation  supervisor,  he  told 
the  convention,  would  be  empowered  to 
initiate  legal  action  against  those  who 
break  the  law  and  to  prosecute  illegal 
operators  competing  unfairly  with 
certificate  holders. 

The  convention  enthusiastically  en- 
dorsed Major  Forward's  suggestion  and 
passed  resolutions  requesting  the  Gen- 
eral Assembly  to  strengthen  the  pres- 
ent bus  regulatory  measure  by  putting 
"teeth"  in  it. 

A  resolution  was  also  passed  endors- 
ing the  activities  of  the  Corporation 
Commission  and  condemning  unjust 
criticism  thereof.  Another  important 
resolution,  passed  unanimously,  stated 
that  there  would  be  no  toleration  of  the 
use  of  buses  liy  members  in  violation  of 
the  Eighteenth  Amendment. 

Officers  were  elected  following  the  re- 
port of  the  committee  on  organization. 
This  committee  reported  that  it  needed 
more  time  to  complete  its  work,  but 
that  it  recommended  the  formation  of 
an  association  at  once,  and  that  action 


be  taken  immediately  upon  the  policy 
of  the  body,  election  of  officers,  dues 
and  membership.  The  report  was  ac- 
cepted and  a  plan  for  the  election  of  a 
president,  five  vice-presidents  and  a 
secretary-treasurer  was  adopted. 

The  initiation  fee  was  set  at  $5  for 
every  bus  operated  by  a  member. 
Thirty-five  operators  joined  the  asso- 
ciation immediately. 

It  was  determined  that  the  president 
and  vice-president,  the  secretary-treas- 
urer and  four  others  be  named  the 
executive  committee  or  board  of  direc- 
tors, and  this  report  was  adopted. 

Mr.  Wilcox,  from  the  chair,  then 
named  L.  C.  Major  of  Portsmouth,  R. 
W.  Hoggan  of  Roanoke,  F.  A.  Bristow 
of  West  Point,  E.  D.  Hathaway  of 
Portsmouth  and  J.  H.  Hocutt  of  Norfolk 
as  a  nominating  committee. 

The  committee  brought  in  a  report, 
which  was  adopted  unanimously,  and 
Richmond  was  selected  for  the  next 
convention,  to  be  held  in  January. 

The  officers  elected,  as  reported  by 
the  committee,  follow: 

President,  J.  W.  Callahan  of  Norfolk; 
vice-presidents,  in  the  order  named, 
J.  A.  Towns  of  Harrisonburg,  F.  A. 
Bristow,  West  Point;  J.  Harvey  Dillard, 
Center  Cross;  Thomas  H.  Scott,  Blue- 
field,  W.  Va.,  and  E.  H.  Gregory,  Dan- 
ville. E.  D.  Hathaway  of  Portsmouth 
is  secretary-treasurer. 

The  executive  committee  will  be  J.  T. 
Farris  of  Roanoke,  Lewis  McMurran 
of  Newport  News,  R.  L.  May  of  Ban- 
croft and  A.  W.  McPherson  of  Ports- 
mouth. 


Connecticut  Association  Meets 

THE  second  annual  meeting  of  the 
Connecticut  Motor  Stage  Associa- 
tion, Inc.,  was  held  in  New  Haven  on 
Nov.  2. 

The  gathering  of  bus  men  from  all 
parts  of  the  state  was  characterized  by 
an  enthusiasm  and  spirit  of  co-operation 
that  augurs  well  for  the  success  of  the 
organization. 

Carl  W.  Stocks,  editor  of  Bus  Trans- 
portation, addressed  the  session  on  the 
advantages  to  bus  operators  of  mem- 
bership in  a  bus  association. 


N.A.C.C.  Has  New  Truck 
Secretary 

EDWARD  F.  LOOMIS  of  Spring- 
field, Mass.,  has  been  appointed 
secretary  of  the  motor  truck  committee 
of  the  National  Automobile  Chamber 
of  Commerce,  to  succeed  F.  W.  Fenn, 
who  has  entered  the  truck  business. 
Mr.  Loomis  was  graduated  from  Am- 
herst in  1917  and  after  service  on  the 
Springfield  RcpKhlican  became  manag- 
ing editor  of  the  New  London  Day. 
The  committee  which  guides  the  motor 
truck  activities  of  the  chamber  con- 
sists of  Windsor  T.  White  (White), 
chairman;  C.  H.  Browning  (Interna- 
tional Harvester),  D.  C.  Fenner 
(Mack),  David  S.  Ludlum  (Autocar), 
Robert  O.  Patten  (Pierce-Arrow),  M. 
L.  Pulcher  (Federal)  and  E.  A.  Wil- 
liams, Jr.    (Garford). 


Bus  Parade  to  Feature 
Ohio  Meeting 

OHIO  bus  men  will  gather  at  Colum- 
bus on  Nov.  14  for  the  annual 
meeting  of  the  Ohio  Motor  Bus  Owners' 
Association.  Headquarters  will  be 
located  at  the  Southern  Hotel.  The 
association  membership  is  growing 
rapidly,  according  to  reports. 

A  feature  of  the  day's  program  will 
be  a  parade  of  buses — the  very  buses 
that  are  operated  over  Ohio  highways 
by  Ohio  bus  men.  Every  member  has 
been  ui'ged  by  the  association  to  drive 
to  Columbus  in  one  of  his  own  buses 
to  take  part  in  the  parade.  There  will 
be  a  dinner  in  the  evening  at  the  South- 
ern Hotel. 


Insurance  and  Snow  Removal  Live 

Topics  at  New  York  State 

Meeting 

AT  THE  first  fall  meeting  of  the 
Auto  Bus  Association  of  New  York 
State,  held  in  Syracuse  on  Oct.  4,  some 
very  important  matters,  chief  among 
which  were  compulsory  bus  insurance, 
snow  rempval  and  state-wide  bus  time- 
tables, were  discussed. 

The  association  will  sponsor  an 
amendment  to  the  highway  law  calling 
for  removal  of  snow  by  the  state  on 
all  highways  having  motor  traffic  of 
500  cars  or  more  every  twelve  hours, 
based  on  the  State  Highway  Depart- 
ment census.  Previous  bills  have  at- 
tempted to  solve  the  problem  by  having 
the  state  appropriate  funds  to  be  dupli- 
cated by  the  counties,  but  this  bill  will 
put  the  entire  responsibility  where  it 
belongs — on  the  State  Highway  De- 
partment. 

In  his  discussion.  Secretary  J.  J.  Dadd 
pointed  out  that  the  raih-oads  will 
benefit  by  snow  removal  inasmuch  as 
all  of  them  receive  freight  over  state 
highways.  He  also  decried  the  fact  that 
the  state  and  county  governments  spend 
millions  yearly  in  building  and  main- 
taining roads,  only  to  have  them  closed 
by  snow  blockades  at  least  one-third  of 
the  year.  He  told  how  communities  in 
central  New  York  had  suffered  last 
winter  because  highways  were  not  kept 
open.  Merchants  felt  the  brunt  of  the 
burden  because  buyers  were  unable  to 
reach  the  small  towns  and  villages,  so 
they  are  therefore  expected  to  solidly 
back  this  program. 

The  association  decided  that  for  the 
best  interests  of  the  bus  owners  of  the 
state  it  would  be  advisable  to  amend 
the  highway  law  so  that  all  passenger- 
carrying  motor  buses  would  come  under 
the  provision  which  makes  insurance 
compulsory.  As  the  law  now  stands  it 
is  applicable  only  in  cities  of  the  first 
class. 

A  state-wide  time-table  containing 
the  time-tables  of  members  of  the  as- 
sociation will  be  issued  by  the  associa- 
tion early  in  1924. 

The  next  meeting  of  the  association 
will  feature  the  election  of  officers  and 
will  be  held  Wednesday,  November  14, 
in  Rochester. 


November,  1923 


BUS 

TR^NSK)R1A7X)N 


54& 


News  of  the  Road  Ji 


Tt  urn   wheroviT  Ihe  bus   runs,  ur 
brought     toifother     the     Important 
«  venla.  here  presented  to  show  th- 
moveriH-nts  of  the  day. 


Suburb  Starts  Own  Bus  Lin«' 

Residents  t)f  York.  I'a.  Suburb  Maintain 
Own  Hum  Line  by  Voluntary  Con- 
tributions 

RKSIDENTS  of  East  York,  Pa.,  have 
-Started  their  own  bu.s  system.  It  is 
operated  by  the  East  York  Improve- 
ment Association,  which  started  the 
route  after  the  York  Railways  had  in- 
dicated it  could  not  extend  the  trolley 
service  from  the  city  of  York  to  the 
suburban  communities. 

Regular  round  trips  are  made  by  the 
buses  between  East  York  and  Center 
Square,  York.  The  buses  run  from  12 
o'clock  noon  until  6:30  p.m.  on  a  half- 
hour  headway.  The  buses  used  are 
entirely  a  York  product.  The  chassis 
were  constructed  especially  for  the  pur- 
pose by  the  Atlas  Truck  Corporation, 
and  the  bodies  were  designed  and  built 
by  the  Hoover  Body  Company.  Each 
bus  seats  twenty  passengers  and  has 
comfortable  standing  room  for  ten  addi- 
tional passengers. 

George  H.  Brodner,  president  of  the 
East  Y'ork  Improvement  Association,  in 
announcing  installation  of  bus  service, 
said:  "Officials  of  the  railway  ex- 
pressed themselves  as  feeling  that  the 
company  was  not  warranted  in  givinc 
us  anything  better  than  the  present 
service.  In  view  of  this  decision  we 
had  to  install  our  own  bus  service. 
Officials  oS  the  railway  have  said  that 
the  cost  per  passenger  to  operate  the 
buses  would  be  prohibitive,  but  we 
believe  the  officials  are  mistaken  in  this 
opinion." 

The  York  Railways  has  filed  com- 
plaint against  this  Community  Bus 
Line  operation.  Formal  notice  of  the 
complaint  has  been  served  on  John  H. 
Longstreet  by  the  Public  Service  Com- 
mission at  Harrisburg.  The  date  for 
the  hearing  has  not  yet  been  set.  Mr. 
Longstreet  declares  that  he  will  fight 
to  the  finish  any  move  on  the  part  of 
the  York  Railways  to  stop  the  operation 
of  the  line. 

Si:ppoRT  Given  by  the  Residents 
Is  Gratuting 

The  Community  Bus  Line  has  been 
operated  for  four  weeks  and  has  been 
gratifyingly  supported  by  the  residents 
and  property  owners  of  East  Y'ork,  who 
maintain  the  service  by  voluntary  con- 
tributions. These  are  dropped  into  a 
little  receptacle  as  one  enters  the  door 
and  no  specified  amount  is  required  in 
order  to  ride  in  the  bus. 

In  the  statement  made  by  Mr.  Long- 
street,  against  whom  the  complaint  has 
been  lodged,  he  said: 

"The  action  of  Y'ork  Railways  is   no 


surprise  to  me.  It  expects  the  Public 
Service  Commission  to  help  it  by  inter- 
fering in  its  behalf.  We  have  been 
forced  to  put  on  the  community  bus. 
We  have  forty  homes  on  our  East  York 
district  and  more  than  200  property 
owners,  and  they  and  their  friends  arc 
maintaining  our  service  by  voluntary 
contributions.  The  community  bus 
will  run,  and  the  residents  of  East 
York  and  all  their  friends  are  welcome 
to  ride  in  it.  We  are  not  operating  for 
profit,  but  for  service,  and  if  our  friends 
keep  riding  and  contributing  their 
pennies,  nickels  and  dimes,  they  will 
come  mighty  near  paying  all  expenses; 
if  not  sufficient,  additional  contributions 
are  pledged  to  sustain  the  service." 


East  Coach  Line  Starts  Tnterstate 
.Servicf 

Installation  of  bus  service  between 
Trenton  and  Atlantic  City,  N.  J.,  and 
Philadelphia,  Pa.,  marks  the  first  inter- 
state automobile  transportation  Hervice 
in  New  Jersey  to  be  operated  on  a 
regular  daily  .schedule.  Handsome, 
comfortable,  limousine  type  bu-ses,  glan.s 
inclosed,  now  make  two  trips  each  way 
every  day.  They  are  operated  by  the 
East  Coach  Company,  which  for  the 
last  two  seasons  has  maintained  sight- 
seeing service  to  Cape  May  and  points 
of  interest  in  Atlantic  County,  N.  J. 
The  new  service  is  popular  with  both 
residents  and  visitors  in  .\tlantic  City. 


Fifteen  Electric  Railways  Enter  Bus  Field 


Pacific  Electric  .Vdd.s  Line  and  Plans  I 

Wilshire  Service — North   Shore  An 

Trackless  Trolleys  in  Ph 

THEY'RE  falling  into  line  and  fall- 
ing fast! 

This  may  be  vernacular,  but  it  does 
express  aptly  the  condition  which  exists 
among  the  electric  railways  of  the  coun- 
try with  regard  to  the  evident  rush 
they  are  making  to  enter  the  automo- 
tive field.  From  every  section  of  the 
country  come  these  reports.  October's 
record  shows  that  fifteen  trolley  com- 
panies have  either  begun  operation  of 
buses  or  have  indicated  their  intention 
of  doing  so.  Twenty-two  new  bus  lines 
have  been  established  or  planned  by 
these  fifteen  companies. 

The  greatest  center  of  activity  seems 
to  be  in  southern  California,  where  the 
Pacific  Electric  Company  has  begun 
operation  of  one  new  line  and  is  mak- 
ing definite  plans  for  four  more. 

Service  was  started  Oct.  11  on  the 
Ventura  Boulevard  for  the  entire 
length  of  the  San  Fernando  Valley. 
This  service  is  said  to  be  the  result 
of  a  demand  on  the  part  of  residents 
along  the  boulevard  and  hundreds  of 
persons  elsewhere  who  indicated  that 
they  intended  to  locate  there  if  bus 
service  was  established.  Two  twenty- 
five-passenger  White  buses  are  now  in 
use  and  more  will  be  added  as  occa- 
sion requires. 

The  four  other  lines  to  be  operated  by 
the  Pacific  Electric  are  between  San 
Gabriel  and  the  intersection  of  Graves 
and  Jackson  Avenues,  Los  Angeles;  be- 
tween San  Gabriel  and  the  intersec- 
tion of  Rosemead  Avenue  with  the  Pa- 
cific Electric  Covina  Tne;  between 
Lamanda  Park  and  the  Michilinda  Sta- 
tion   of  the    Pacific   Electric    Monrovia 


our  .More — Los  .Angeles  Railway  Start-, 
nounces    .New    Routes    in    Illinois— 
iladelphia  and  Rochester 

line;  between  the  inter.section  oi  .Mate 
Street  with  Ocean  Avenue  and  the  in- 
tersection of  Center  Street  with  Somer- 
set Avenue  in  Los  Angeles. 

In  the  same  territory  the  Los  An- 
geles Railway  has  established  the  new 
Wilshire  Boulevard  line.  The  first  bus 
was  placed  in  this  service  on  Oct.  10. 
The  west  terminal  is  at  Wilshire  and 
La  Brea,  serving  newly  developed  terri- 
torj'.  The  buses  run  east  on  Wilshire 
Boulevard  to  Park  View  Street,  then  to 
Seventh  Street,  to  Lake,  and  to  Eighth, 
making  a  loop  on  Eighth.  Grand,  Fifth, 
and  Olive  Streets  to  Eighth  and  re- 
turning to  the  starting  point.  The  fare 
which  will  be  charged  on  the  new  line 
is  10  cents. 

The  10-cent  fare  includes  transfer 
privileges  to  Los  Angeles  Railway  cars 
at  connecting  and  intersecting  points. 
Passengers  boarding  Los  Angeles  Rail- 
way cars  and  desiring  to  transfer  to 
the  Wilshire  bus  line  pay  5  cents  ad- 
ditional fare  when  they  present  their 
street  car  transfers  to  the  bus  operator. 
Fifteen-minute  service  is  operated 
from  6  a.m.  to  midnight. 

North   Shore  Plans  Ne^v  Lines 

One  of  the  most  significant  reports 
on  railway  bus  operation  comes  from 
Illinois,  where  the  Chicago.  North 
Shore  &  Milwaukee  Railroad  plans  to 
operate  a  bus  line  from  Chicago  to 
the  state  line  at  Wisconsin  through 
Evanston,  Wilmett*.  Kenilworth,  Win- 
netka,  Glencoe,  Highland  Park.  Lake 
Forest.  Lake  Bluff.  North  Chicago. 
Waukegan,  Zion  and  Winthrop  Harbor. 

This  action  on  the  part  of  the  com- 


546 


BUS 

TR\NSP0R7AT10N 


Vol.2,  No.U 


pany  shows  an  evident  intention  to 
maintain  a  bus  service  wiiich  practi- 
cally will  parallel  the  service  now 
rendered  by  the  electric  line. 

The  plan  is  developing  much  more 
rapidly  than  officials  of  the  railroad 
figured  when  they  first  decided  to  op- 
erate a  bus  line  between  Waukegan, 
Zion  and  Kenosha,  it  is  said. 

The  through  line  to  Chicago  will  be 
augmented  in  the  near  future  by  serv- 
ice to  the  Lake  region  of  western  Lake 
county,  reaching  out  to  adjoining- 
counties.  The  service  is  proving  to  be 
an  extremely  popular  one,  according  to 
reports. 

Trackless  Trolleys  Start 
IN  Phjladelphia 

Trackless  trolleys  were  put  into  op- 
eration    by     the     Philadelphia     Rapid 


were  installed  on  the  crosstown  line 
through  Driving  Park  Avenue  and  mo- 
tor bus  service  was  started  on  Dewey 
Avenue  from  Ridge  to  Britton  Road. 

The  company  has  established  fares 
on  the  Dewey  Avenue  bus  line  as  fol- 
lows: The  fare  from  Ridge  Road  to  the 
city  line  will  be  7  cents,  with  trans- 
fer privileges  for  the  city  lines;  the 
fare  from  the  city  line  to  Stone  Road 
will  be  3  cents,  and  from  Stone  Road 
to  Britton  Road,  5  cents,  making  a 
total  fare  of  15  cants,  including  service 
on  the  c'ty  lines.  This  will  make  the 
bus  ride  from  Ridge  Road  to  Britton 
Road,  virtually  the  entire  length  of 
Dewey  Avenue,  cost  8  cents.  There 
will  be  a  fare  concession  for  the  per- 
sons working  at  the  Eastman  Kodak 
Company,  who  travel  from  one  zone  to 
another.     There  will  be  no  charge  for 


.1   "Fiiir"  load  on  the  Wcxtcrii  Avfiiue  line  in  Los  Anyeh's 


Transit  Company  on  Oct.  14,  about 
three  weeks  after  the  installation  of 
bus  service  by  the  same  company  on 
Roosevelt  Boulevard.  The  trackless 
trolley  line  runs  on  Oregon  Avenue 
east  to  the  Tidewater  Docks  on  Dela- 
ware Avenue.  The  running  time  is 
thirty-five   minutes. 

The  line  is  run  over  Oregon  Avenue 
in  order  that  service  may  be  promptly 
supplied  to  the  2,000  men  now  employed 
at  the  Tidewater  Docks,  and  to  the 
growing  population  south  of  Snyder 
Avenue,  who  would  otherwise  be  with- 
out car  service  for  some  considerable 
time  to  come. 

The  company  has  announced  through 
Thomas  E.  Mitten,  chairman  of  the 
executive  committee,  that  just  as  soon 
as  the  trackless  trolley  operation  on 
this  route  has  passed  its  experimental 
stage  the  company  will  be  glad  to  con- 
sider the  advisability  of  extending  the 
service  westerly  over  Passyunk  .\venue 
and  Sixty-third  Street  to  Woodland 
Avenue. 

New  Rochester  Lines 

Trackless  trolley  operation  was  also 
begun  in  Rochester,  N.  Y.,  during  the 
week  of  Oct.  28  by  the  New  York  State 
Railways.    Five  of  this  type  of  vehicles 


service  on  the  trackless  trolleys,  other 
than  the  prevailing  city  fare. 

The  trackless  trolleys  each  seat 
twenty-five  persons  and  weigh  empty 
about  11,.500  lb.  Fully  loaded,  they 
weigh  approximately  17,100  lb. 

Twenty-minute  service  will  be  in- 
stalled on  the  trackless  trolley  line 
in  non-rush  hours,  and  the  headway 
will  be  about  twelve  minutes  during  the 
rush-hour  periods.  Virtually  the  same 
service  will  be  maintained  on  the  Dewey 
Avenue   bus  line. 

The  Interstate  Public  Service  Com- 
pany is  conducting  an  interesting  bus 
experiment  in  New  Albany,  Ind.,  where 
buses  have  been  substituted  for  the 
electric  railway  on  Elkin  Avenue.  The 
patrons  of  the  line  will  be  allowed  to 
determine,  after  six  months  of  opera- 
tion, which  service  they  prefer.  While 
buses  will  not  be  operated  on  the  same 
streets  as  the  car  line  on  account  of  the 
condition  of  the  streets,  the  company 
proposes  so  to  operate  the  buses  as  to 
cover  territory  now  served  by  the  Elkin 
Avenue  trolley  line. 

Upon  the  result  of  this  experiment 
will  hang  the  decision  in  regard  to  the 
replacement  of  the  entire  trolley  service 
with  buses  by  the  Interstate  company 
in  Columbus,  Ind. 


Following  is  a  summary  of  other  de- 
velopments in  the  field  of  bus  opera- 
tion by  electric  railways: 

The  Scranton  Railway  is  to  operate 
a  bus  line  in  the  Keyser  Valley  section 
of  the  city. 

Two  buses  are  to  be  provided  to  in- 
sure continuous  service.  As  .soon  as 
the  buses  are  received  the  service  will 
be  started,  it  is  said.  There  will  be 
fifteen-minute  service  from  the  end  of 
the  Washburn  Street  trolley  line  over 
a  route  to  be  decided  upon  by  the  people 
themselves.  The  only  stipulation  the 
company  \n\\  make  is  that  the  route 
be  such  as  to  permit  of  a  fifteen-minute 
service. 

This  marks  the  end  of  a  long  and 
determined  effort  on  the  part  of  the 
Keyser  Valley  Improvement  Associa- 
tion, which  has  been  urging  the  trolley 
company  to  extend  its  line  into  that  sec- 
tion. The  establishment  of  the  bus 
line  will  give  the  people  the  service 
they  evidently  desire  and  they  have  in- 
dicated that  it  will  be  as  satisfactory 
to  them  as  an  extension  of  the  street 
car  lines. 

Another  Pennsylvania  railway,  the 
Lewistown  &  Reedsville  Electric  Rail- 
way Company,  proposes  to  operate  a 
bus  line  in  Reedsville  and  adjacent 
towns.  The  buses,  according  to  plans, 
will  be  run  on  streets  where  the  con- 
struction of  tracks  would  be  unwar- 
ranted due  to  the  large  financial  out- 
lay. The  buses  will  be  run  on  regular 
schedules.  A  6-cent  fare  will  be 
charged  and  transfers  to  trolley  cars 
issued  free. 

The  Waterloo,  Cedar  Falls  &  North- 
ern Railway  will  operate  a  new  bus  line 
between  Waterloo  and  Winthrop,  Iowa, 
according  to  a  recent  announcement  of 
the  company.  The  Waterloo  terminal 
of  the  line  will  be  at  the  Gedney  Hotel. 
Buses  seating  twenty-five  passengers 
will  be  operated. 

The  Dubuque  Electric  Company  re- 
cently installed  a  bus  line  from  Du- 
buque to  East  Dubuque.  Three  seven- 
teen-passenger  Graham  Brothers  buses 
are  used. 

Permission  to  operate  buses  was 
asked  of  the  Public  Utilities  Comm-s- 
sion  of  the  District  of  Columbia  re- 
cently by  the  East  Washington  Heights 
Traction  Railroad  Company.  A  bus 
service  fi-om  Washington  to  Randle 
Highlands  is  proposed.  The  president 
of  the  company  recently  declared  that 
ten  first-class  buses  would  be  operated 
if  the  necessary  permit  was  granted. 

A  contract  has  been  let  by  the 
West  Penn-Monongahela  Public  Serv- 
ice Company  as  a  preliminary  to  op- 
erating a  bus  service  between  Rivers- 
ville  and  Morgantown,  W.  Va.  The 
contract  for  three  chassis  has  been 
awarded  the  Pierce  Arrow  Motor  Com- 
pany of  Bufl'alo,  N.  Y.,  and  to  the 
Kuhlman  Car  Company  of  Cleveland 
for  the  three  bodies.  Each  bus  will  ac- 
commodate twenty-five  persons.  The 
buses  ordered  will  be  delivered  about 
Jan.  1. 

The  Jackson  Public  Service  Company, 
Inc.,  operating  in  Jackson,  Miss.,  has 
just  intioduced  an   auxiliary  bus   serv- 


November,  1923 

ice  to  its  electric  railway  lines  which 
will  serve  to  link  up  hitherto  uncon- 
nected sections.  Details  of  operation 
will  be  forthcoming  at  a  later  date,  it 
is  said. 

In  Little  Rock,  .Ark.,  the  Inter-City 
Terminal  Company  has  added  a  new 
route  to  its  bus  system  operated  there. 
It  runs  from  Fourth  and  Main  Streets, 
east  on  Fourth  Street  to  Poplar 
Street,  south  to  Third  Street,  west  to 
the  Broadway  BridKe,  over  the  bridge 
to  Markam  Street,  return  to  third  and 
.Main  Streets  and  then  north  to  Fourth 
Street.  The  buses  on  this  route  are  op- 
erated only  from  6  a.m.  to  9  a.m.  and 
from  4  p.m.  to  7  p.m. 

The  Rome  City  Street  Railway,  a 
subsidiary  of  the  New  York  State  Rail- 
ways, proposes  to  replace  with  buses 
a  shuttle  trolley  line  running  from  the 
main  tracks  of  the  company  in  Rome 
to  the  New  York  Central  .station.  The 
railway,  in  requesting  a  permit  from 
the  local  authorities,  promised  to  meet 
all  trains  and  to  charge  the  fare  now 
prevailing  on  the  electric  railway  lines 
of  the  company. 

The  public  utilities  commission  of 
Utah  has  granted  perm'ssion  to  the 
Utah  Light  &  Traction  Company  to 
operate  a  crosstown  bus  line  in  Salt 
Lake  City  to  connect  with  its  trolley 
line  at  State  and  Thirty-third  South 
Streets,  and  to  run  east  to  the  com- 
munity known  as  East  Mill  Creek.  The 
bus  fare  has  been  fixed  at  10  cents  and 
special  rates  for  school  children  are  to 
be  put  into  effect. 

The  matter  came  before  the  commis- 
sion originally  on  the  petition  of  the 
Blue  &  Gray  Bus  Line,  which  proposed 
to  operate  a  similar  line.  The  railway 
company  protested,  and  finally  intro- 
duced a  petition  in  intervention,  ask- 
ing the  privilege  of  operating,  in  place 
of  the  proposed  independent  service, 
one  of  its  own.  The  request  was 
granted. 

It  is  the  intention  of  the  company  to 
place  in  service  buses  seating  twenty 
to  twenty-four  passengers.  An  hourly- 
service  will  be  maintained. 

Boston,  Mass.,  is  to  have  a  crosstown 
bus  line  soon,  if  the  plans  of  the  Bos- 
ton Elevated  Railway  come  to  fruition. 
Residents  of  Hanover  Street  have 
urged  for  some  time  the  operation  of 
buses  to  serve  that  vicinity.  Such  a 
change  will,  it  is  expected,  help  to  solve 
the  problem  of  traffic  congestion  which 
forced  out  the  trolley  cars  along  Han- 
over Street  recently. 

In  North  Reading,  Mass.,  an  agree- 
ment has  been  entered  into  between  the 
selectmen  and  the  trustees  of  the 
Eastern  Massachusetts  Street  Railway 
under  which  a  bus  line  is  to  be  substi- 
tuted for  the  trolley  cars  between  Read- 
ing and  North  Reading. 

This  is  an  old  line  on  which  the  road 
bed  is  uneven  and  the  tracks  are  so 
badly  worn  that  it  soon  would  be  neces- 
sary to  relay  the  tracks.  It  would  cost 
so  much  that  the  trustees  of  the 
Eastern  Massachusetts  did  not  feel 
warranted  in  assuming  the  expense. 
Under   the   provisions    of   the  act   ere- 


BUS 

m\.MSK)KlAT10N 

ating  public  control  of  the  Eastern 
Massachusetts,  the  trustes  are  empow- 
ered to  withdraw  service  which  does  not 
pay.  The  company  will  tear  up  the 
tracks  and  will  operate  buses  over  the 
same  route  and  charge  the  same  fare 
as  on  the  railway.  The  n.-w  ^i-rvice 
will  begin  about   Dec.   1. 

Waterfko.nt  Bi  sks  in  San  Fkancisco 

By  a  unanimous  vote,  the  Board  of 
Supervisors  of  San  Francisco,  Cal.,  on 
Oct.  22.  authorized  municipal  operation 
of  a  bus  line  nlong  the  Enibarcadero  and 
instructed  the  Board  of  Public  Works  to 
prepare  plans  and  specifications  and 
call  for  bids. 

Decision  a.s  to  the  type  of  bus  to  be 
used   has    not    yet    been   reached.     The 


547 

plan  approved  is  the  operation  of  a 
bus  line  from  the  Third  and  Townsend 
Streets  depot  of  the  Southern  Pacific 
Railroad  along  the  Embarcadero  past 
the  Ferry  Building  at  the  foot  of  Mar- 
ket Street  to  a  northern  terminos  at  the 
Golden  Gate  ferry,  foot  of  Hyde  Street, 
a  total  of  31  miles. 

At  present  no  transportation  facility 
serves  the  water  front  and  the  Chamber 
of  Commerce,  the  State  Board  of  Har- 
bor CommissionerH  and  other  organiza- 
tion.s  have  been  urging  the  city  to  in- 
stall bus  service  along  this  route  with 
transfers  to  the  municipal  railway 
system.  The  Board  of  Harbor  Com- 
missioners has  offered  to  contribute 
$18,000  per  year  toward  the  cost  of 
operation   of  such  a   ban   line. 


British  Bus  News  Suuiinari/rd 

Congested   Cities   Need    Buses    with   More  Seating  Capacity,  Says  A.  K.  Urrri- 

man — Popularity  of  ".Vnywhere  Tickets"   lorres  Extension   of   Pl.in 

— Bus  Supersedes  Tramways  in  Several  Towns — (Gasoline 

Prices  Reduced  in  England  and  .Scotland 


AT  THE  annual  meeting  of  the  Briti-sh 
■  Association  for  the  advancement  of 
Science,  held  in  Liverpool  in  September, 
A.  E.  Berriman,  a  well-known  author- 
ity on  automobilism,  read  a  paper  on 
road  transport.  In  the  part  of  his 
address  relating  to  passenger  vehicles 
he  spoke  of  the  great  improvement  that 
had  recently  taken  place  in  the  dura- 
bility of  pneumatic  tires  owing  to  the 
adoption  of  the  cord  principle  of  con- 
struction. The  average  life  of  a  pneu- 
matic tire  was  probably  at  least  double 
what  it  was  a  few  years  ago.  That 
result  encouraged  a  belief  that  it  would 
only  be  a  question  of  time  before  the 
pneumatic  principle  held  sway  over  a 
wider  field  than  it  controlled  at  present. 
In  regard  to  the  motor  bus,  he  said 
that  in  the  design  of  buses  for  use  in 
London  and  other  congested  cities  the 
problem  of  weight  reduction  was  para- 
mount. There  was  the  need  of  more 
seating  capacity  without  increasing 
either  size  or  weight.  It  looked  as  if 
some  radical  change  in  design  would  be 
necessary  for  further  progress.  Turn- 
ing to  trackless  trolley  busss,  Mr.  Ber- 
riman spoke  of  certain  cases  in  which 
tramway  authorities  with  worn-out 
tracks  had  avoided  the  expense  of  re- 
laying by  adopting  the  trolley  bus. 
The  characteristics  of  the  electric  mo- 
tor as  applied  to  road  traction  differed 
significantly  from  those  of  the  petrol 
engine  combined  with  a  gear  box.  For 
a  comparable  weight  of  equipment  and 
tractive  effort  on  hills,  the  ultimate 
speed  on  the  level  would  be  less  with  a 
trolley  bus  than  with  a  petrol  vehicle, 
although  it  did  not  follow  that  it  need 
be  inadequate  for  practical  purposes 
over  a  chosen  route.  For  general  road 
as  for  general  rail  traction,  the  electric 
vehicle  of  reasonable  weight  needed  a 
mechanical  two-speed  gear  in  order  to 
do  itself  justice.  In  regard  to  the  sub- 
ject of  the  cost  of  road  improvement,  he 
said  that  the  vexed  question  of  taxa- 
tion  on   motor   vehicles   was   one   that 


deserved  unbiased  and  statesmanlike 
consideration.  Roads  were  a  national 
heritage  in  the  use  of  which  all  mem- 
bers of  the  community  participated,  and 
none  could  logically  claim  exemption 
from  the  obligation  to  contribute  .some- 
thing toward  their  proper  maintenance 
and  reasonable  improvement.  Another 
subject  of  great  importance  was  the 
automatic  control  of  traffic.  It  would 
be  necessary  for  future  safety  definitely 
to  work  on  the  principle  that  every 
crossing  had  a  primary  and  A  second- 
ary stream  of  traffic  and  that  the  pri- 
mary traffic  must  be  given  the  right  of 
way,  while  the  drivers  on  the  secondary 
road  were  warned  by  a  si^  to  go  de^d 
slow.  The  primary  traffic  could  not  a'f-- 
ford  to  slow  down  at  every  cross'n^, . 
and  did  not  in  fact  do  so.  The  cost  .of 
providing  the  necessary  signs  would  not 
be  more  than  it  was  worth  to  secpre  the 
benefits  that  would  accrue  from  the 
system.  '.. 

The  weekly  pass  ticket,  which  has. be- 
come well  known  in  America,  is  being 
tried  in  one  or  two  places  in  England, 
but  perhaps  what  is  called  the  "any- 
where" ticket  is  less  known  in  the 
United  States.  .■Apparently  the  Birm- 
ingham Midland  Omnibus  Company 
is  pleased  with  its  experience  of  it 
as  it  is  extending  the  method.  In  the 
past  "anywhere"  tickets  were  avail- 
able only  on  Tue.sdays  and  Fridays, 
but  they  are  now  to  be  available 
on  Tuesdays,  Wednesdays,  Thursday- 
and  Fridays.  The  tickets  were  issuBt* 
at  a  flat  rate,  but  now  the  price  varies 
according  to  the  facilities  availabU 
from  the  center  where  issued.  Th* 
most  expensive  ticket,  5s.  6d.,  is  from 
Birmingham,  and  the  least  expensive, 
2s.  6d.,  is  from  Hereford. 

Buses  of  one  kind  and  anothsr 
promise  to  supersede  tramways  on  a 
small  scale  in  a  few  moderate-sized 
towns  in  England.  The  Doncaster 
Town  Council,  for  example,  proposes  to 
get   authority   to   run   trackless  trolley 


548 


BUS 

TR\NSPORTA7K)N 


Vol.2,  No.ll 


cars.  There  is  a  proposal  on  foot  to 
raise  the  level  of  certain  roads  on 
which  there  are  tramways  and  the  idea 
is  that  the  tracks  will  not  be  recon- 
structed and  the  railless  trolley  buses 
will  be  employed.  Nelson  Town  Coun- 
cil has  had  some  favorable  experience 
with  petrol  buses  and  proposes  to  sub- 
stitute them  for  one  of  the  tramway 
lines. 

On  Sept.  25  the  prices  of  leading 
brands  of  petrol  were  reduced  through- 
out the  United  Kingdom  by  2d.  per  gal- 
lon. The  reason  assigned  was  overpro- 
duction in  America.  The  present  fall, 
when  added  to  that  of  July  19  last, 
brings  the  total  reduction  for  this  year 
to  5id.  per  gallon.  The  prices  in 
England  now  are  Is.  6kl.  per  gallon 
for  gi-ade  No.  1  and  Is.  4^d.  for  grade 
No.  2.  In  Scotland  the  prices  are  Id. 
and  in  Ireland  2d.  higher.  At  the  time 
of  the  armistice  grade  No.  2  was  3s.  8d. 
and   No.  3  3s.   7d. 

During  the  last  three  months  the 
London  General  Omnibus  Company 
kept  records  of  skidding  of  its  buses 
on  greasy  street  surfaces.  The  num- 
ber of  serious  cases  was  thirteen,  of 
which  five  occurred  with  B  type  buses, 
three  with  K  type,  five  with  S  type  and 
none  with  the  N.  S.  type.  It  is  thus 
concluded  that  the  new  type,  with  its 
lower  center  of  gravity,  is  practically 
immune  from  skidding.  Experiments 
are  going  forward  with  a  new  form  of 
tire,  with  the  object  of  arriving  at  a 
bus  which  will  be  for  all  intents  and 
purposes   practically    skid-proof. 


Tabular  Presentation  of  Recent  Bus  Developments 


Niagara  Falls*  Mayor 
Wants  Buses 

Declaring  that  in  his  opinion  electric 
railway  lines  in  Niagara  Falls,  N.  Y.. 
had  outlived  their  usefulness,  Mayor 
Maxwell  M.  Thompson  recently  ex- 
pressed himself  in  favor  of  substituting 
motor  bus  service  for  the  trolley  in 
that  city.  He  recommended  the  propo- 
sition to  the  City  Council  on  Oct.  6. 

Mayor  Thompson  believes  that  a 
well-conducted  bus  line  service  would 
much  better  meet  the  city*s  need  than 
the  present  railway  system.  The  mat- 
ter is  said  to  have  arisen  out  of  the 
proposal  of  the  International  Railway 
to  abandon  its  Sugar  Street  line  in  the 
city.  According  to  the  Mayor  the  rail- 
way claims  to  be  losing  $103,000  an- 
nually in  its  Niagara  Falls  operations. 


Name 

O.  C.  Wright 

Ren  Bua  Lines  Co 

Cisco-Breckenridge  Bus  Line. 

R.W.Johns 

Remley  Bros 

Wayne  FYeeland .... 

Head  &  Head 

John  Bopp . 

Cannonball  Transportation  Co, . 

Lee  &  DonzelH 

Vonkers-Bronxville  Bus  Line. , 


B.  A  O.  Bus  Line. 

Ohiev  Failing 

J.  B.  Bates 

Edward  J.  Dorey , 


Pickwick  Operafion  Under 
New  Control 

The  Oregon  Public  Service  Commis- 
sion recently  revoked  the  permit  of  the 
Pickwick  Stages  of  Oregon,  after  a 
serious  grade  crossing  accident  when 
one  of  the  stages  was  struck  by  a 
Southern  Pacific  train.  The  through 
service  between  San  Francisco  and 
Portland  has  been  continued  upon  the 
reorganization  of  the  stage  company 
under  new  management  and  policy. 

The  Pickwick  Stages  of  Oregon  was 
a  separate  company  from  the  Pickwick 
Stages,  Northern   Division,  Inc.,  which 


Name 

Fri'iieh  &  Son 

Koyal  Fieer 

N'nkomis  Motor  Bus  Line     . ,  . 
Colorado  Motor  Ways,  Inc. 

Bradley  Davis 

A.C.Clay 

F.  Clay  &  Raymond  Fisher 
F.  P.  Bunce 

C.  F.  French&Son 

Wardwav,  Inc 

S.  T.  Harris 

Georgetown-Park    Lajie-Cherrydale 
Lino 


J.inies  Rohinette 

A.  W.  Mcpherson 
Peninsula  Transit  Corp. . 

A-  A.  Johnson. 

L  W.  Shelters 

Wolf  Bus  Co 

Market  St.  Bus  Line.  .. 


Lines  Started 

Address  Route 

Vdel,  la Adel  to  Des  Moines 

Lexington,  Ky Lexington  to  North  Middletown,  Ky. 

Cisco,  Tex Cisco  to  Breckenridge,  Tex. 

West  Plains,  Mo Rolla  to  W'est  Plains.  Mo. 

Vandalia.  Mo Troy  to  Vandalia.  Mo. 

Houston.  Mo Cabool  to  Licking.  Mo. 

Temple,  Tex Temple  to  W'aco,  Tex. 

Ballwin,  Mo. Ballwin  to  Maplewood,  Mo. 

Huntington  to  Charleston,  W.  Va. 

Fort  Wayne.  Ind Fort  Wayne  to  South  Bend,  Ind. 

Vonkers,  N.  Y. 

(Getty  S(iuare) Yonkers  to  Bronxville,  N.  Y. 

Hiniprsburg,  Fa Rimersburg  to  Chicora,  Pa. 

Carthage,  N.  Y Boonville  to  Carthage,  N.  Y. 

Greenup,  Ky Greenup  to  Russell,  Ky. 

Corbettsville,  N.  Y Binghamton  to  Corbettsville,  N.  Y. 

Permits  Granted 

Address 

Stillwater.  Okla 

Pleasant  Valley.  N.Y.. 

Pana.  Ill 

Oonver,  Colo 

Miiiro,  Okla 

Mviskngee.  Okla 

Xanuet,  N.  Y 

Perry,  Okla 

Stillwater,  Okla 


Muskogee,  Okla.. 
Pershing,  Okla. 

Clarendon,  Va. 


Coeburn,  Va 

Pourtsmouth.  Va.. . 
Newport  News,  Va. 
Sterling  City,  Ca!. .  . 


Paterson,  N.  J., 


Route 

Stillwater  to  Oklahoma  City,  Okla. 

Poughkeensie  to  Pleasant  Valley,  N.  Y. 

PanatoHillsboro.  111. 

Denver  to  Nunn.  Colo. 

Minco  to  El  Reno,  Okla. 

Muskogee  to  Fort  Gibson.  Okla. 

Nanuet  to  New  City,  N.  V. 

Stillwater  to  Perry,  Okla. 
[  Stillwater  to  Perkins.  Okla. 
\  Stillwater  to  Guthrie,  Okla. 

Muskogee  to  Tulsa,  Okla. 

Pawhuska  to  Pershing,  Okla. 

W.ishington  Country  Club  to  GeorgetoWTi, 

Va. 
Coeburn  to  Fairfax,  Vn. 
Pourtsmouth  to  Cradock.  Va. 
Lee  Hall  to  Williamsburg,  Va. 
Stirling  City  to  Chester,  Cal. 
Coldwater  to  Jackson,  Mich. 
Coldwater  to  Jackson,  Mich. 
Paterson  to  E.  Paterson,  N.  J. 


Incorporations 


J.  T.  Farris 

Claude  Ownes 

Fawley's  Bus  Line. 

( ).  E.  and  J.  E.  McPherson .... 
Potersburg-Surrv  Bus  Line.. . . 

W.  B.  Ji'nkins&BroR 

Charles  L.PulIen  &  G.W.Payne 
Georgetown-Ballston  Motor 

Line 

W.W.  Fink 

Hyde  Car  Line 

J.  F.  Choplin 

Pullen  &  Payne 

Bernard  M.  Hague 

W,  T.  SullinsA  J.  SuUins 

i'ayton  R.  Williams 

Buchanan  &   Roanoke  Motor 

Line 

Abingdon  Transfer 

Clarence  W.  Below 

J.  A.  Anderson.  

Charles  T,  Cabell 

Coeburn  Taxi  Company 

\.  D.  Warden 

A.  A.  Boothe 

Ciiark's  City  Bus  Company 

<  >.  K.  Creasy 

PnfkanI  Service  Line .    , 

\Ir\:iiiilrTa  i^Suburban  Bus  Co. 

W.  M    jtarnes 

Thnrutitn  Hose   .  .  . 

K.  W.  Hogan 

I  fascue  Robinson 

Hlvie  Ridge  Bus  I-ine 


Fincastle,  ^'a- 
Churchland,  Va. 
Broadwav,  Va. 
Elizabeth  City,  X,  C. 
Wakefield,  Va. 
Washington,  Va. 
Washingtf)n,  Va. 

Clarendon.  Va. 
Castlewood.  Va. 
Buchanan,  Va. 
Portsmouth,  Va. 
Front  Royal,  Va. 
Macon,  Va. 
Saltville.  Va. 
Floyd,  Va. 

Buchanan,  Va. 
Abingdon.  Va. 
Crozet.  Va. 
Blflcksburg.  Va, 
Pedlar  Mills,  \'u- 
Coeburn,  Va. 
Mountain  City,  Tenn. 
Tazewell.  Va. 
Barnetts,  \'a. 
Blacksburg,  \'a. 
Bristol,  Va. 
Alexandria,  Va, 
Christiansburg,  \>\. 
Madison  Heights,  Va. 
Roannke,  Va. 
Castlewood,  \a. 
Galax.  Va. 


W.  A.  Gallemore 

Appalachia-Norton  Taxi  Co. . 

Front  Royal-Winchester  Bus 
Line 

Columbia  Pike  Bus  Line 

Larkin  Stanley,  Jr 

J.  D.  Cot  man  &  Son 

Richmond-Rnckville  Bus  Line 

Vernon  L.  Richard 

Irvington-W^arsaw  Bus  Line.    , 

Warren  &  Reedy  Transfer  Co. 

Goodman  Brothers. 

Edgerton-Reo  Bus  Line,  Inc. 

C.F.Cnakley.. 

Hampton  Roads  Transporta- 
tion Co 

Floyd  Hack  Line 

Brent  Bowman 

R.C.Bowen  &  Temple  Bowen 

Snails,  Inc 

Bryan-College  Interurban  Co. 

Elmira-Watkins  Glen  Transit 
Corp 

Consolidated  Bus  Corp 

Fox  Valley  Coach  Line 

E.  N.  Betourne 

Elizabeth,  Linden  &  Rahway 
Bus  Line 

Orange  Valley  Bus  Co 

Cornwall  Public  Service  Corp. 
Motor  Bus  Transportation  Co. 

Southern  Conservatory  Bus 
Line,  Inc 

S.  A.  &  W.  Bus  Line 


Coeburn,  Va. 
Appalachia,  Va. 

Front  Royal,  Va. 
Bancroft,  Va. 
Millard.  Va. 
Roxbury,  Va. 
Richmond.  Va. 
Portsmouth,  Va. 
Irvington,  Va. 
Glade  Spring,  Va. 
Biistnl,  Va. 
Suffolk.  Va. 
Harrisonburg,  Va. 

Norfolk,  Va. 
Floyd,  Va. 
Harrisonburg,  Vax 
Breckenridge,  Te.&t 
Galveston,  Texaa 
Bryan,  Texas 


Montour  Falls.  N.Y. 
338E  135thSt.,N.Y.C. 
FIgin,  111. 
Kankakee,  111. 

Elizabeth,  N.  J. 
Orange,  N.  J, 
Cornwall,  N.  Y. 
Peoria,  111. 

Durham.  N.  C. 
Louisville.  Ky. 


oj>erates  from  southern  California  to 
the  Oregon  line,  and  in  recent  years 
has  been  making  joint  schedules  under 
an  agreement  with  the  Oregon  company 
of  similar  name.  The  reorganized  Ore- 
gon company  is  known  as  the  West 
Coast  Stage  Line  and  is  under  the  con- 
ti'ol  of  Charles  F.  Wren,  president  of 
the  Pickwick  Stages,  Northern  Divi- 
sion, Inc.  Thus  the  Pickwick  service 
will  now  be  continuous  under  the  same 
management  and,  in  addition  to  local 
.service  rendered  by  the  company  in 
.southern  California,  has  under  its  im- 
mediate control  the  through  route  from 
the  Mexican  line  to  Portland,  a  distance 
of  about  1,350  miles.  The  Pickwick 
company  is  one  of  the  best-known  bus 
operators  on  the  Pacific  Coast. 


New  England  City  May  Replace 
Trolley  with  Bus 

A  complete  bus  system  may  be  in- 
stalled in  Nashua,  N.  H.,  as  a  result  of 
agitation  on  the  part  of  the  residents 
of  the  city  who  claim  that  the  Nashua 
Street  Railway,  operating  there,  cannot 
render  adequate  service. 

A  conference  between  the  city  au- 
thorities and  the  street  railway  man- 
agement recently  is  said  to  have  failed 
in  making  any  substantial  progress 
regarding  the  repair  of  the  railway 
equipment.  Residents  of  Nashua  point 
to  bus  operation  in  Brattleboro,  where 
conditions  are  similar. 

Advocatis  of  the  bus  say  that  buses 
would  hav.    two  great  advantages  over 


November.1923 


BUS 
TRANSPORTATK)N 


549 


the  pre6ent  railway  in  that  there  are 
no  long  hauls  in  the  city  limits  and 
that  a  belt  line  could  be  arrani;ed  un- 
hamperetl  hy  tracks.  Moreover,  the 
buses  could  load  from  the  curb,  an  im- 
portant factor  in  their  favor  (lownto\\'n. 
The  railway  says  funds  are  not  avail- 
able to  improve  the  present  condition 
of  the  track  and  equipment. 


Bus  War  Flares  Vp  in  .Milwaukee 

Milwaukee's  bus  war,  which  has  been 
dormant  for  the  last  few  weeks,  has 
been  i-cnewed,  followintc  the  application 
by  W.  T.  Gridley,  general  manager 
of  the  Milwaukee  &  Suburban  Motor 
Coach  Lines,  Chicago,  to  the  Common 
Council  for  permission  to  operate  buses 
over  routes  on  which  the  Milwaukee 
Electric  Railway  &  Light  Company  is 
now  running. 

The  company  recently  withdrew  from 
the  bus  field  at  Milwaukee,  claiming 
that  buses  could  not  be  operated  in  this 
city  under  present  ordinances  which 
limit  permits  to  one  year,  since  it  gives 
too  short  a  time  to  warrant  great  ex- 
penditures in  the  purchase  of  equip- 
ment. 

Action  to  enter  this  field  again  was 
taken  following  a  meeting  in  Chicago 
of  the  board  of  directors  of  the  com- 
pany, which  decided  to  "continue  the 
fight."  Announcement  is  also  made 
that  this  firm  will  be  ready  to  com- 
mence operations  within  four  months. 
It  will  probably  ask  for  permission  to 
operate  two  lines,  one  over  Lake  Drive 
and  Wahl  Avenue  to  Washington  Park 
Boulevard,  the  other  over  Prospect 
.Avenue,  through  the  city  on  Michigan 
Street  to  Si.xth  Street,  north  to  Prairie 
Street  and  thence  to  Twenty-seventh 
Street.  These  routes  conflict  in  some 
instances  with  those  over  which  the 
local  railway  is  operating  cars  and 
buses,  and  it  is  around  this  point  that 
the  fight  is  expected  to  center  when  the 
Common  Council  considers  the  assign- 
ment of  routes. 

The  line  already  established  has 
proved  to  be  a  great  convenience  to 
patrons  who  must  park  cars  at  a  dis- 
tance from  the  shopping  center. 

City  Operates  Buses 

Municipally  operated  buses  appeared 
recently  on  the  streets  of  Oakland, 
Cal.,  to  carry  pas.sengers  over  routes 
paralleling  the  electric  railway  lines  at 
a  rate  of  fare  1  cent  lower  than  the 
trolley  rate.  This  makes  the  bus  fare 
5  cents. 

The  city  is  negotiating  with  the 
Peerless  Stage  Company  for  a  fran- 
chised  bus  service,  it  is  said.  A  propo- 
sition to  revoke  the  jitney  prohibitory 
ordinance  was  defeate;!  in  the  Council 
by  a  vote  of  three  to  two. 

One  twenty-nine-passenger  Fageol 
bus  is  now  in  operation  on  Telegraph 
Avenue  and  two  additional  buses  have 
been  ordered.  The  Council  has  de- 
clared that  as  soon  as  funds  are  avail- 
ab"e  more  buses  will  be  added. 

The  city,  through  its  elected  officials, 
is  antagonistic  toward   the  San   Fran- 


cisco-Oakland Terminal  Railways.  The 
dispute  concerns  the  operation  of  one- 
man  cars.  The  one-man  cars  have 
been  officially  banned  by  the  City 
Council,  but  the  railway  has  refused  to 
comply  with  the  order  and  continues 
to  operate  this  type  of  equipment. 

In  the  heat  of  controversy  over  the 
one-man  cars,  the  matters  of  ser\iee 
and  fares  for  the  time  being  seems  to 
have  been  relegated  to  the  background. 


%  Financial 
^'  ^  Section 


.McTchiint-.  Use  Kuses  to  Solve  I'ark- 
ing  Problem. — Parking  space  for  auto- 
mobiles has  become  so  difficult  to  find 
in  the  shopping  district  of  Washington, 
D.  C,  that  the  lai'gest  department  store 
in  the  national  capital  has  started  a  bus 
service  to  connect  its  store  with  the 
area  outside  of  the  congested  district. 
In  this  way  patrons  of  the  store  may 
park  their  cars  several  blocks  away 
from  the  store  and  complete  the  journey 
in  the  bus  without  the  payment  of  fare. 
Merchants  in  the  business  center  of 
Washington  have  been  much  concerned 
over  loss  of  trade  to  outlying  stores 
as  a  result  of  parking  space  being  avail- 
able at  these  latter  establishments. 
There  is  even  talk  of  co-operative  ac- 
tion on  the  part  of  merchants  to  furnish 
free  parking  space  in  the  nearest  avail- 
able open  area,  which  would  be  con- 
nected with  their  establishments  by  a 
bus  service. 

New  Line  Competes  With  Electric 
Railways. — The  purchase  of  several 
buses  to  be  used  between  Kansas  City, 
Mo.,  and  Excelsior  Springs  in  the  same 
state  over  the  new  paved  highway 
was  announced  recently  by  McDavid 
Brothers  of  Excelsior  Springs.  The  bus 
line  will  compete  directly  with  the 
Kansas  City,  Clay  County  &  St.  Joseph 
Electric  Railway  line  to  the  Springs. 
It  was  announced  by  McDavid  Brothers 
that  they  will  operate  an  hourly  service 
with  the  opening  of  the  highway,  which 
will  take  place  in  December. 

Bank  Installs  Free  Bus  Service. — 
Bus  sei-\ice  was  recently  started  by  the 
Lafayette-South  Side  Bank,  Broadway 
and  Lafayette  .\venue,  St.  Louis.  Mo., 
to  provide  free  transportation  for  pa- 
trons and  employees  between  the  bank 
and  Grand  Boulevard.  If  the  plan  is 
successful  it  will  be  extended  to  other 
sections  of  South  St.  Louis,  according 
to  officials  of  the  company.  There  is 
no  crosstown  car  line  on  the  route 
traversed  by  the  bus  system,  and  it 
was  found  necessary  to  devise  a  means 
for  transporting  patrons  and  employees 
to  the  main  artery  of  St.  Louis'  trans- 
portation system. 

Red  Caps  Serve  Bus  Patrons  in 
Florida. —  The  Florida  Travel  Bureau, 
operating  bus  lines  in  St.  Petersburg, 
Fla.,  and  vicinity,  maintains  a  squad 
of  uniformed  porters  to  meet  buses 
arriving  in  the  city  from  Tampa, 
Jacksonville  and  Miami,  to  assist  with 
baggage  and  conduct  passengers  to 
hotels.  The  sen'ice  is  conducted  with- 
out charge.  The  White  Bus  Line, 
operating  in  the  same  territory,  is 
planning  to  adopt  a  similar  service 
soon,  it  is  said. 


(!oiu-<nir>r  l-'ailiirr  ltriii<:H 

-I  Tohl  Von  .s,,:" 

.New  'Nork  Cily  <Jllicialn  t  all  Atlrnlion 
lo  the  KesultH  of  Pritale  Oixration 
of  Bus   Lino 

An  involuntary  petition  in  bank- 
ruptcy was  filed  Oct.  8  in  the  Federal 
District  Court,  New  York  City,  against 
the  Concour.se  Bus  Company,  Inc., 
one  of  the  bus  lines  operating  wholly 
within  the  city  limits  whith  has  been 
granted  a  franchise  by  the  Board  of 
Estimate.  Mayor  Hylan  and  the  mem- 
bers of  the  Board  of  Estimate  have  been 
strongly  opposed  to  granting  franchises 
to  private  companies,  preferring  to  let 
them  operate  under  permits  and  super- 
vision of  the  Department  of  Plant  and 
Structures,  although  the  courts  have 
held  that  such  operation  was  illegal. 

The  city  officials  found  satisfaction 
in  the  result  of  the  first  experiment  in 
franchise  operation,  as  illustrated  by 
the  Concourse  company.  They  were 
quick  to  say  "I  told  you  so."  Commis- 
sioner Grover  A.  Whalen  <•{  the  De- 
partment of  Plant  and  Structures,  under 
whom  the  Bronx  Concourse  line  oper- 
ated for  two  years  on  a  permit  before 
it  obtained  a  franchise,  declared  that  it 
was  a  vindication  of  the  Mayor's  stand 
in  the  matter. 

"Illustrates  Mayor's  Poi.st" 
"This  illustrates  the  point  Mayor 
Hylan  has  been  making  right  along," 
said  Commissioner  Whalen,  "that  oper- 
ation by  private  companie.s  under  a 
city  permit  or  franchise  is  not  the 
proper  way,  and  that  municipal  owner- 
ship and  operation  of  buses  is  the  only 
way." 

"The  commissioner  said  that  the  pri- 
vate operators  as  soon  as  they  ob- 
tained a  franchise  were  inclined  to  fall 
back  on  the  courts  and  fail  to  comply 
with  their  contracts  with  the  city.  In 
^uch  a  case,  he  declared,  the  city  was 
helpless  and  unable  to  collect  its  revenue 
from  the  lines. 

The  Pure  Oil  Company,  with  a  judg- 
ment claim  of  $2,28:5,  fileil  the  petition. 
The  judgment  was  obtained,  according 
to  the  petition,  in  the  Supreme  Court. 
As  acts  of  bankruptcy,  the  petitioner 
alleges  that  the  defendant  company  has 
recently  paid  $2,000  to  sundry  cred- 
itors, with  intent  to  make  preferential 
payments,  and  that  it  has  placed  a 
chattel  mortgage  in  excess  of  $15,000 
on  some  of  its  property.  There  is  no 
mention  of  assets  or  liabilities  in  the 
papers. 

OnTAiNEii  Franchise  i.v  May 

Emil  Leindorf.  owner  and  operator 
of  the  Bronx  Concourse  line,  obtained 
a  franchise,  or  a  temporary  revocable 
permit,  as  the  city  officials  prefer  to 
call  it,  from  the  Board  of  Estimate  on 
May    1.      His    contract    called    for    a 


BUS  Vol  2  No  11 

550  TRANSPORTATION  voi.z,  iNo.ii 

,   ^,                    X     f  r  • ■     the    buses    to    provide    two    additional 

5-cent^fare  and  the  payment  of  5  per  Motorbus  Company-Condensed     seats    on    each    deck,    thus    increasing 

cent  of  the  gross  earnings  to  the  city  i^eiroii  luoiorou            "^  /  canacitv  from  fiftv-two  to  fifty-six  pas- 

at  the  end   of   each   month.     Some,  if  Balance  Sheet,  December  31.  1922  capacity  from  Mty  t       ^^^  ,^y  ^^^^,    ,^ 

not  all,  of   these   payments   have   been  . .     ^^^^^j         ^^ts. 

made.     Comptroller  Craig,  however,  re-  Assets  The  company  was  organized  in  1920. 

fused    to    acknowledge    certain    checks  Cu^r»t^andWoric„^Assets:        ^^^^^^  ^^^  ^^^^^  ^^^  ^^^^^^^  ^^^  ^^^^  ^^  ^^^ 

tendered    to    the    city    on    the    ground  „.  S.  Liberty  Loan  Bonds,  ^  ^^^^^  an^j  jg  ^0^^  quoted  around  $30. 

that    they    were    not    properly    drawn.  and^war  savngs  stamps         ^^^^^  ^^.j^.^^   officially  on   an   annual  dividend    ' 

The    only   -other    Ime    which    operates  stores  and  uniforms 30,590  ^^^^^j^   ^f  g            ^.g^^  recent   extra   dis- 

under  a  franchise   is   the   Nassau   Bus  Ac^counts  and  notes  rece.v-         ^^^^^  bursements    have   brought   the   rate   to 

Line,  a  small  part  of  which  is  within  „     .    , ,     $201, 78^     ^^   per    cent    as   six   consecutive    extra 

the  city  limits.     Most  of  this  line  is  in  ^--l^Cj^f^^fd  Interes™   '      7.o«     cash  dividends  have  been  paid  with  the 

Nassau    County,    but    it    runs    to    Far  p,„perty Account:  regular  quarterly  dividends.     Cash  dis- 

Rockaway,  Lawrence,  Long  Island  and  SjuUdings.;.'. ;:::;:::::: :          78;60l  bursements    on    the    stock    outstanding 

the  Rockaway  beaches.     A  5-cent  fare  Transportation  and  service        ,„2  7il  on    the    various    dividend    dates    total 

is    charged    on    the    part    of    the    line  MaS??y°aT;dtool3: '. ' ; '. !          ib'.sab  2U   per  cent.     In  addition   stock   divi- 

within  the  city  limits.  Operating  ofEce  furniture           ^  ^^^  dends  of   10,  25  and  20  per  cent  have 

In  view  of  the  repeated  decisions  of  CeTeralX'e'furnitureand            '  been  paid. 

the    courts    that   the    operation    of    the  fixtures ^.^^^  975008                                        * 

bus  lines  through  the  Department  of  Deferred  Charges  to  Future  ~  '         Brattlcboro  Operation  Profitable 

Plant   and    Structures   was   illegal,   the  Operations: 

New  York  Transit  Commission  has  con-  Pr%?id fal^s? ifcenses;  etc           9:554  Bus    operation    in    Brattleboro,    Vt., 

tinually  urged  the   Board   of  Estimate  improvements  to  leasehold  is     destined    to    be    highly    successful 

"to    legalize"    the   various    lines    under  ^v^nenoff'"''.''"''"''*'""           2,072  from  every  point  of  view,  according  to 

city  operation   by  granting   franchises.  Organization  Expense —  figures    recently    issued    by    the    Twin 

Chairman  McAneny,  of  the  commission,  "'iba  548  fe'ss°"$36,or5  State  Gas  &  Electric  Company,  which 

has    frequently    referred    to    the    Con-  writtenoft '....          30,533  ''^■^^8     replaced  its  trolley  line  with  buses  there 

course    Bus    Line    as    an    example    of  Totalassets $1,232,263     the  latter  part  of  August. 

operation  under  franchise  which  should  ,  Receipts  for  the  month  ended  Sept.  25 

be   followed    in   the   case   of  the   other  Current:                     ^      *  *'  were    33    per    cent    greater    than    the 

lines  Accounts  payable $34,049  corresponding    period   of   trolley    oper- 

• ^dai'med''wSe".".''.."°:          12,786  ation  last  year  and  the  number  of  pas- 

D»_    •»  D         r>  Dividend  payable  Jan.  15,  sengers  carried  was  greater  by  nearly 

etroit  Bus  Company  MiLceflaneou, ''I"  the  same  per  cent.     The  cost  of  oper- 

Expanding  Reserves  for  Depredation:  '''"'      ^^ion    of  the  buses    for    the    first    month 

-,       ^         ^.       ,„    „                                         Buildings $3,686  was  about  9  per  cent  over  that  ot  ttie 

]Now  Operating  125  Buses,  with  Twenty        Enuipmcnt, 196,985  trolley  system,  although  operation  costs 

More   Ordered -Conservative    Profit        ^^Se^andli'rJl'esV.:;:           2J78  of  the  electric  railway  line  did  not  in- 

Margin  Maintained                                          s  rves  for  Taxes-  ^"^^^^   the   item   of  depreciation,   which 

GRATIFYING     expansion     in      the        FXraHncom^and profits  has  been  included  in  bus  line  expenses, 

business  of  the  Detroit  Motor  Bus     Re^erverforLiai^Uities; "'^'"'  The  first  month  figures  are  based  on 

Company,  operating  in  Detroit,  Mich.,  injuries  and  damages 64,235  „.,  the  period  beginning  Aug.  29  and  end- 
is  indicated  by  figures  recently  issued  capital  Stock-  in&  Sept.  25,  inclusive.  The  receipts 
by  the  company.  "Authorized— 150,000 shares  were  $1,824.61,  as  against  $1,084.80  for 
Bus  miles  operated  in  September,  i,,ued'and Outstanding-  the'  same  period  last  year.  The  bus 
1923,  totaled  432,000,  compared  with  a  75,569sharesof  $lOeach  $755,690  line  expenses  were  $1,680.03  compared 
monthly  average   of  295,664  last  year,           "^Sal shades"'' ''''''''"'           2  006  with  $1,451.83  entailed  by  the  old  trolley 

207,464    in    1921    and    51,944    in    1920.                               '■ —       "7,696  cars,   so   that   the    first  month    of   bus 

Buses     in     operation     increased     from     ^""""'"^ \ operation  shows  a  net  profit  of  $144.58, 

twenty-two  in  1,920  to  fifty-two  in  1921,              Total  liahiliiios $1.232,263  gg  compared  with  a  loss  of  $367.03  for 

to  seventy-four  in  1922  and  to  125,  the                                               ~  the  electric  railway. 

present  number.     Further  additions  to     service  will  bring.     But  having  estab-  During   the   first  month   20,212    pas- 

the  fleet   will   be  made   soon.     Twenty     lished  a  comfortable  earning  power,  the  sengers  were  carried,  while  during  the 

more  are  ordered  for  delivery  in   Feb-     company    has    set    itself    the    task    of  same   period    last   year   the    old    street 

ruary.                                                                   providing    maximum    service    for    bus  cars    hobbled   along   with   14,302  fares. 

The  company  has  extended  the  Dexter     riders,  rather  than  allow  the  piling  up  This   fact   is   especially   interesting  be- 

Boulevard  line  for  thirteen  blocks  North     of  surplus,  thereby  assuring  its  position  cause  the  bus  line  fare  is  10  cents,  as 

from  Joy  Road  to  Burlinj^ame  Avenue,     in  the  city's  transportation  system  and  against    8    cents    on    the    street    cars, 

and  the  Lafayette  Boulevard  line  North     avoiding  political  interference.  aj^]  despite  the  2  cents  increase,  nearly 

on  West  Grand  Boulevard  to  and  along         Notwithstanding     its     high     earning  one-third  more  passengers  were  carried, 

a  portion  of  Tireman  Avenue.                        power,    the     company    operates     on    a  The    buses    have    been    opei-ated    on    a 

Extensions  to  service  are  being  made     narrow    margin.     Operating    costs,    in-  thirty-minute  schedule,  which  has  proved 

commensurate  with  the  increased  facil-     eluding  overhead,  average  9  1-27  cents  satisfactory    during    the    first    month, 

ities.     In    many    cases    the    improved     for   each    10-cent   fare,   or   30   cents   a  jjot    one    trip    has    been    skipped    and 

service  will  result  in  an  actual  loss  to     bus-mile.      Operating     expenses     must  every  trip  has   been  made  on  schedule 

the   company,    it   is   said.     The    length     therefore    be    watched    with    vigilance,  y^g" 

of    ride    is    being    extended,    transfer     As  an  example,  when  the  city  decided  Twin    State   officials   have   said   they 

privileges     granted     and     new     routes     to  impose  a  tax  of  one  cent  a  bus-mile,  gj.g    gratified   over   the   reports    of  the 

opened,  all  of  which  will  add  expenses     the  company  found   that  it  could  meet  j^j.g(.  m„,ith  and  feel  that  future  reports 

out  of  proportion  to  earnings  the  new    the   added   tax  burden   by   lengthening  during    the    fall    and    winter    will    be 

equally  as  good  if  not  better,  owing  to 

Operating  Figures,  Detroit  Motor  Bus  Company  the  fact  that  more  passengers  are  car- 
ried  in  the  fall,  winter  and  spring  than 

Average  Number  Total  Miles  Passengers        durinsr   the  summer  season.     They  point 

,       ,1  ,9,ntn     „,9,n-,-  ""'''^T'"'  65T40  623 111  ^335«5  out   that   there   is  no   doubt  as   to   the 

.June  II,  1920,toDcc.  31,  1920,  mclusive                22  65,140  bii.iy}  „':„'?„;  ,      .          ,.  , ,      ,         ,•  •     ■     a;    „^„A 

Jan.  I,  1921,  to  Dec.  31,  1921,  inclusive             52  224,364  2,489.571  ,\'\\\-^'il  popularity  of  the  bus  line  as  IS  indicated 

Jan.   I,  1 922.  to  Dec.  3 1,  1 922,  inclusive             _74  329,874  3,547,946  \^,il2Mb  yjy  the  great  increase  in  the  number  of 

619,378  6,660,652  25,793,106      passengers  carried. 


November,  1923 


BUS 

lRVNSHORTATX)N 


551 


Bus.     t^ 
Regulation  tT 

Ohio  Eiiforccmnil  Pro- 

Applications  for  Permits  Filed  Number 
l.'iOO  and  2,000  More  Are  Kxpeeled 
— IJus   Inspector    Appointed 

ENFORCEMENT  of  the  Freeman- 
Collister  act  in  Ohio  for  the  licens- 
ing ar.d  control  of  buses  is  just 
beginnini;.  considerable  delay  having 
been  experienced  by  reason  of  the  fact 
that  the  State  Board  of  Control  refused 
to  grant  the  Ohio  Public  Utilities  Com- 
mission an  appropriation  of  $50,000  in 
July  to  provide  the  necessary  enforce- 
ment officers. 

Also,  in  view  of  the  fact  that  under 
its  provisions  the  Freeman-CoUister  law 
is  expected  to  bring  at  least  $1,000,000 
into  the  state  treasury  each  year  from 
the  operators  of  buses,  loss  of  license 
fees  for  the  third  quarter  of  the  year 
1923  mounts  into  thousands  of  dollars. 

Herman  A.  Shafer,  Bridgeport,  Ohio, 
has  been  appointed  chief  inspector.  He 
entered  upon  his  duties  Oct.  18.  The 
Board  of  Control  has  granted  an  ap- 
propriation of  $15,000  for  the  purpose 
of  starting  the  work.  An  assistant  in- 
spector, a  stenographer  and  four  dis- 
trict inspectors  will  be  appointed  at 
once.  It  is  planned  to  have  all  sections 
of  the  state  thoroughly  covered,  making 
assured  that  all  companies  operating 
passenger  or  freight  buses  over  the 
highways  shall  make  application  for  cer- 
tificates  of  convenience  and   necessity. 

More  than  1,000  applications  from 
bus  companies  are  on  file  with  the  com- 
mission. Some  of  these  are  for  new 
lines,  and  others  for  lines  which  were 
operating  on  the  date  when  the  Free- 
man-Collister  Act  became  elTeetive.  The 
latter,  according  to  the  Act,  need  only 
file  affidavits  with  the  commission,  giv- 
ing the  details  of  their  operation.  The 
commission  has  already  granted  cer- 
tificates to  nine  of  these,  and  has  indi- 
cated that  all  such  lines  will  be  granted 
certificates  provided  no  protests  are 
raised. 

It  is  estimated  that  more  than  2,000 
motor  bus  companies  will  yet  file  appli- 
cations as  required  by  the  law.  Inspec- 
tors to  be  started  out  at  once  are  ex- 
pected to  report  delinquents.  Penalties 
are  prescribed  for  failure  to  obey  the 
law.  J.  B.  IXugan,  acting  secretary  of 
the  utilities  commission,  declares  that 
there  should  be  an  appropriation  for  ten 
instead  of  only  four  district  inspectors. 

The  chief  inspector  will  receive  a  sal- 
ary of  $3,000  a  year.  Moneys  derived 
from  licenses  issued  wll  be  divided 
among  cities  and  counties  wherein  the 
buses  operate  and  the  state  highway 
department  for  road  maintenance,  after 
cost  of  the  administration  of  the  law 
has  been  paid.  Under  the  circum- 
stances,    with     reduced     appropriation 


granted  for  enforcement,  it  has  become 
necessary  for  the  commission  to  call 
upon  officials  of  cities  and  counties  for 
assistance  in  the  matter  of  enforcement. 
The  Common  Council  of  Cincinnati  is 
expected  to  repeal  the  ordinance  levying 
a  tax  of  $12  on  buses  operating  in  the 
city.  This  action  will  be  taken,  it  is 
said,  because  of  the  state  license  fee 
included  in  the  Freeman-CoUister  Act. 
Other  Ohio  cities  are  expected  to  take 
similar  action  in  repealing  or  waiving 
bus  tax  measures. 


Seek  to  Block  Bus  Lines  in  Iowa 

Four  railroads  and  two  interurban 
electric  railway  lines  operating  out  of 
Mason  City,  Iowa,  have  filed  objections 
with  the  Iowa  Railroad  Commission 
seeking  to  prevent  the  issuance  of  a 
bus  line  certificate  to  Miss  Helen 
Schultz,  a  twenty-four-year-old  Mason 
City  girl. 

Miss  Schultz  operates  twenty-four 
buses  out  of  Mason  City,  some  going 
as  far  north  as  St.  Paul  and  Minneapolis 
and  others  as  far  south  as  Des  Moines. 

Under  a  recently  enacted  statute  a 
certificate  of  operation  must  be  secured 
from  the  State  Railroad  Commission 
before  buses  may  operate  over  the 
public  highways  of  Iowa.  Miss  Schultz 
has  been  running  her  buses  for  many 
months  under  a  temporary  permit. 
Through  the  efficiency  of  operation 
maintained  by  Miss  Schultz  the  buses 
have  been  gaining  increased  patronage 
steadily  and  have  proved  to  be  serious 
competitors  for  the  protesting  railroads 
and  interurbans. 

The  protesting  companies  include  the 
Chicago  &  Northwestern;  Chicago,  Rock 
Island  &  Pacific;  Chicago  Great  West- 
ern and  the  Minneapolis  &  St.  Paul  rail- 
roads, and  the  Fort  Dodge,  Des  Moines 
&  Southern  and  the  Mason  City  & 
Clear  Lake  interurban  lines. 


Commission  Refuses  to  Act 

The  Missouri  Public  Service  Commis- 
sion, on  Oct.  13,  declined  to  assume 
jurisdiction  over  the  People's  Motor 
Bus  Company  of  St.  Louis,  which  had 
petitioned  the  commission  for  authority 
to  operate  five  additional  bus  lines  in 
the  city  of  St.  Louis.  The  commission 
took  the  position  that  it  was  without 
legal  authority  to  control  bus  lines. 

A.  D.  Nortoni,  counsel  for  the  bus 
company,  indicated  that  he  would  file 
mandamus  proceedings  in  the  Missouri 
Supreme  Court  to  compel  the  commis- 
sion to  issue  the  permit  sought.  The 
People's  Motor  Bus  Company  plans  to 
open  new  lines  on  Grand  Boulevard, 
L  i  n  d  e  1 1  Boulevard,  the  JIunicipal 
Bridge,  Twelfth  Boulevard  and  in  the 
downtown  district.  The  company  has 
entered  upon  its  fall  and  winter 
schedule.  The  Washington-Delmar  line, 
which  operates  between  the  Eads 
Bridge  and  University  City,  runs  on  a 
five-minute  instead  of  a  six-minute 
schedule.  During  the  winter  the  Forest 
Park  service  will  be  maintained  only 
on  Sundays  from  9  a.m.  until  dark. 


.Micliiiraii  Board  Is>ue8 
Bus  Hiilcs 

.Speed  Limit  Set  ut  Thirty  MileK  an 
Hour — .No  Kuring  Allowed — Over- 
liiadinK  Prohibited. 

BrSK.S  operating  in  Michigan  will 
not  be  permitted  to  travel  at  a 
speed  exceeding  30  m.p.h.,  according  to 
an  order  just  isued  by  the  State  Public 
Utility  Commission. 

Another  new  regulation  of  a  safety 
nature  is  that  forbidding  buHeH  to  carry 
more  than  one  passenger  on  the  driver'b 
seat.     Parts  of  the  order  follow. 

"No  common  carrier  motor  vehicle 
shall  be  operated  by  any  person  whose 
sight  is  defective,  or  by  any  pcmon 
that  has  not  full  use  of  both  arms  and 
both  legs  and  feet,  or  by  any  person 
that  has  been  convicted  within  one  year 
of  drunkenness  or  of  driving  while  in- 
toxicated. 

"No  common  carrier  motor  vehicle 
shall  operate  at  any  time  at  a  speed 
greater  than  30  m.p.h. 

"Motor  vehicles  carrying  passengers 
shall  not  carry  more  than  one  pas.sen- 
ger  in  the  front  seat  unless  the  driver's 
seat  of  such  vehicle  shall  be  separated 
from  the  front  seat. 

In  cases  where  the  front  seat  of  the 
vehicle  is  54  inches  wide,  two  pas- 
sengers may  be  carried  in  such  seat 
and,  where  the  front  seat  is  wider  than 
54  inches,  an  additional  pa.ssenger  may 
be  carried  for  each  additional  18  inches 
of  width. 

"Where  a  minimum  fare  is  estab- 
lished, such  minimum  fare  shall  not 
in  any  case  be  in  excess  of  10  cents. 

"At  no  time  shall  any  vehicle  used 
as  a  motor  vehicle  common  carrier, 
engage  in  any  race  upon  the  public 
highways. 

"No  applicant  to  whom  a  permit  has 
been  issued  under  this  act  shall  at  any 
time  carry  property  to  a  value  greater 
than  the  amount  covered  by  his  in- 
surance filed  with  this  commission,  nor 
persons  in  a  number  greater  tha^  the 
number  insured  under  his  insurance, 
proof  of  which  is  filed  with  this  com- 
mission." 


Schenectady  Jilneymen  Sentenced 

Sentences  have  bt>en  imposed  on  sev- 
eral jitneymen  in  Schenectady,  N.  Y., 
charged  with  violating  an  injunction 
granted  the  Schenectady  Railway  in 
restraint  of  illegal  competition  by 
Supreme  Court  Justice  Edward  M. 
Angell  at  Ballston  Spa  on  Oct.  1.  The 
jitneymen  were  charged  with  carr>'ing 
passengers  in  Schenectady  in  compe- 
tition with  the  street  railway  during 
the  recent  trolley  strike. 

Fines  were  imppsed  ranging  from 
$10  to  $25,  while  cases  against  a  num- 
ber of  operators  were  dismissed.  Among 
those  fined  $25  were  Joseph  J.  Gonyea, 
who  told  the  court  he  was  a  Polish 
priest  and  said  he  did  not  understand 
the  injunction.  The  fine  will  be  remitted 
provided  he  sells  his  automobile  within 
five  days.  Jail  sentences  of  ten  days 
were  also  imposed  on  a  few  operators. 


552 


BUS 

TRANSPORTATION 


Vol.2,  No.ll 


Personal^ 


^ 


Notes 


All  Eugineer-Operator 

F.  D.  Howell,  Advocate  of  Responsible 
Transportation,  Is  a  Leader  Among 
California  Bus  Men 

SOME  ten  blocks  away  from  the 
famous  Union  Stage  Depot  in  Los 
Angeles,  in  new  offices  of  the  Motor 
Transit  Company,  F.  D.  Howell,  assist- 
ant general  manager  of  the  company, 
holds  continuous  court.  It  matters  not, 
apparently,  that  the  offices,  with 
which  are  connected  the  company'.^ 
garage  and  maintenance  station,  are  off 
the  beaten  track,  for  those  who  need 
advice  seek  out  Mr.  Howell. 

His  office  looks  much  like  that  of  a 
lawyer,  with  books  everywhere,  and  a 
long  work  table  near  his  desk.    It  gives 


F.  D.  Howell 


evidence  of  his  interest  in  the  bus  busi- 
ness since  it  was  in  the  jitney  stage  of 
development.  In  1915  Los  Angeles  put 
the  control  of  the  dilapidated,  over- 
crowded jitney  into  the  hands  of  the 
Board  of  Public  Utilities.  Mr.  Howell 
was  chief  engineer  of  the  boai'd,  and 
judging  by  his  energy  and  the  intellect 
which  sparkles  through  his  cool  eyes 
he  was,  as  the  old  darkey  said  at  the 
'possum  hunt,  "The  main  ring  leader 
of  that  'ere"  utility  board.  For  four 
years  Mr.  Howell  was  the  moving  spirit 
among  the  motor  transportation  men, 
urging  them  to  organize  into  companies 
and  to  give  regular  and  responsible 
transportation. 

As  in  the  movies,  we  can  jump 
quickly  over  four  years  to  1919,  when 
Mr.  Howell  resigned  from  the  Public 
Utilities  Board  to  serve  as  general 
manager  and  secretary  of  the  Motor 
Carriers'  As.sociation.  With  this  step 
he  definitely  anounced  that  his  affec- 
tions were  once  and  for  all  with  motor 


transportation.  And  this  change  came 
after  a  brilliant  career  with  the  rail- 
roads. For  nearly  ten  years  he  was 
civil  engineer  for  the  Pennsylvania 
Railroad,  the  West  Virginia  Central, 
the  Meriden,  Waterbury  &  Connecticut 
River  Railroad,  and  for  several  years 
was  engineer  and  general  superin- 
tendent for  prominent  contracting  com- 
panies in  New  York  and  Philadelphia, 
having  charge  of  the  construction  of 
water  works,  buildings,  railroads,  high- 
ways, hydro-electric  plants,  fortifica- 
tions, coaling  stations  and  many  gov- 
ernment structures  in  the  Eastern 
states.  His  first  work  in  the  West  was 
also  for  a  railroad,  the  Pacific  Electric 
of  Los  Angeles.  For  this  company  he 
constructed  a  large  part  of  the  present 
extensive  system. 

Leaves  Railway  to  Enter 
Bus  Field 

Just  three  years  ago  Mr.  Howell 
joined  what  was  then  the  White  Bus 
Company  as  assistant  general  man- 
ager. The  company  has  since  changed 
its  name  to  the  Motor  Transit  Com- 
pany, and  through  the  years  of  Mr. 
Howell's  association  it  has  grown  to  be 
one  of  the  largest  operating  companies 
in  the  country,  running  125  cars  in  local 
and  through  service  over  some  800 
miles  of  highway  radiating  out  of  Los 
Angeles  in  all  directions. 

Mr.  Howell  is  considered  one  of  tho 
best  traffic  experts  in  the  country  along 
all  transportation  lines,  and  is  n 
valued  member  of  the  Motor  Carriers' 
As.sociation.  He  is  a  sort  of  dux  ex 
machina  of  the  association,  having 
served  on  the  board  since  1919,  an  1 
directed  the  formation  of  its  policies 
with  great  care.  He  has  been  secre- 
tary, general  manager  and  vice-presi- 
dent during  this  period  and  has  served 
on  the  legislative  committee  contin- 
uously. 

Legislation  Will  Develop  Bus 
Industry 

Mr.  Howell  believes  that  it  is  in 
legislation  concerning  motor  trans- 
portation that  the  greatest  aid  may  be 
rendered  the  industry.  His  work  as  i 
member  of  the  legislative  committee  of 
the  association  has  been  an  expansion 
of  what  he  did  as  a  member  of  the  Los 
Angeles  Utility  Board.  Methodical, 
orderly,  jirogressive,  he  is  a  man  whose 
opinions  are  valued  and  whose  advice 
is  sought  by  the  industry  in  and  out  of 
the  state.  He  accomplishes  much,  be- 
cause he  has  the  vision  to  see  what  he 
is  going  after.  He  knows,  moreover, 
how  to  go  about  it  efficiently.  For  this 
reason  he  is  one  of  California's  leading 
men,  known  wherever  buses  run. 


Highway  Expert  to  Visit  America 

Sir  Henry  Maybury,  the  British  road 
authority,  has  been  invited  by  the  Amer- 
ican Association  of  State  Highway  Offi- 
cials, the  Highway  Education  Board, 
the  American  Road  Builders'  Associa- 
tion and  the  Highway  Research  Council 
to  come  to  the  United  States  to  discuss 
plans  for  the  proposed  English-speak- 
ing road  congress,  which  it  is  hoped  to 
hold  in  the  United  States  in  1926. 

Some  of  those  who  attended  the  con- 
gress in  Seville  this  year  were  con- 
vinced that  more  headway  could  be 
made  at  an  assemblage  of  that  char- 
acter when  a  common  language  could 
be  used.  There  is  said  to  be  great 
similarity  between  the  road  problems  ot 
English-speaking  countries. 


Mr.  Lee  Joins  Fageol  Forces 

Gordon  Lee  lately  joined  the  forces 
of  the  Fageol  Motors  Company  as 
manager  of  the  Ohio  division,  which  is 
now  known  as  the  Fageol  Motors  Com- 
pany of  Ohio.  He  is  well  known  in 
automotive  circles  as  former  chief  of  the 
Automotive     Division     of     the     United 


Gordon  Lee 


States  Department  of  Commerce.  He 
was  selected  for  the  position  with  the 
Hoover  organization  by  the  National 
Automobile  Chamber  of  Commerce  and 
the  other  principal  trade  bodies  of  the 
automotive  industry.  The  busines.s 
career  of  Mr.  Lee  was  reviewed  in  an 
article  published  in  the  issue  of  Bus 
Tran SPOUT ATION  for  January,  1923. 


Mr.  Brush  Enters  Motor  Field 

George  S.  Brush,  for  the  last  five 
years  superintendent  of  transportation 
of  the  Houston  Electric  Company,  has 
resigned  to  go  to  New  York,  where  it  is 
announced  that  he  will  become  asso- 
ciated with  the  International  Motor 
Company. 

Before  going  to  Houston  Mr.  Brush 
was  connected  with  several  electric 
railways  in  New  England,  where  he 
entered  the  railway  field  in  1908.  He 
was  born  in  Stillwater,  Minn.,  in  1884. 


November,  1923 


BUS 

TIW^SPORVATION 


Business  Information 


What  i>  i..-inL; 
iKiUKht  and  liuiU. 
Lat»-Hi  nt-wH  fruiii 
the  factories  and 
Che  lleld. 


J 


r  r  r  rr  r 
■  •II 


"^^^^^^uWii 


Tirt'  rrirt'..  K<<lii(iMl 

Reach  Low  I'oinI — Kadiial  t'hanj;es  in 
MarkelinR  Are  Announci-cl  —  Cash 
Discount  Cut 

TIKK  prices  reached  a  new  low  level 
during  the  last  week  in  October, 
when  three  of  the  larpe  manufacturing 
concerns  announced  substantial  price 
cuts. 

The  Firestone  Tire  &  Rubber  Com- 
pany led  off  with  a  15  per  cent  reduc- 
tion on  the  larger  sizes,  brinKinji  them 
into  line  with  the  small  size  prices  an- 
nounced Sei)t.  20.  The  new  prices  are 
net  to  dealers.  The  United  States  Rub- 
ber Company  and  the  Goodyear  Tire  & 
Rubber  Company  have  met  the  Fire- 
stone cuts,  and  when  all  the  manufac- 
turers have  taken  similar  action,  tire 
prices  will  be  at  the  lowest  point  in  the 
history  of  the  industry,  it  is  said.  The 
previous  low  point  was  reached  in 
.A.ugust,   1922. 

Radical  changes  in  the  method  of 
marketing:  tires  are  said  to  be  imminent. 
Indications  of  this  are  found  in  the  an- 
nouncement of  the  Firestone,  United 
States  and  Goodyear  companies  that 
the  trade  discount  for  cash  would  be 
reduced  from  .5  per  cent  to  2  per  cent. 
These  changes  in  marketing  practice 
may,  of  course,  be  reflected  ultimately 
in  retail  prices  and  in  the  delivery  situ- 
ation. Of  interest  to  bus  operators, 
therefore,  is  the  recent  statement  of  a 
prominent  tire  company  executive  on 
the  outlook  for  the  industry. 

"It  seems  to  me,"  he  said,  "that  the 
next  year  or  two  will  witness  inevitably 
the  development  of  economy  of  manu- 
facture and  selling  in  the  tire  indus- 
try. Instead  of  recognizing  the  folly  of 
ruinous  competition  the  various  cam- 
panies  continue  manufacturing  at  a  loss 
instead  of  curtailing  vigorously.  Red 
ink  figures  now  prevailing  could  be 
avoided  with  common  sense.  The  plain 
facts  will  have  to  be  faced  this  winter, 
and  they  spell  a  problem  for  the  entire 
industry." 


il.ii  i..l  ■  uniliti.in*J 

afCectlriK  th*>  bus 

induHiry. 

I'rlei-  chune'N  In 

iinporianc 

t  ■•n.-noiIlTl.-s, 


Film  Shows  How  Gas 
Engine  Works 

Continental  Motors  Corporation  has 
issued  a  folder  descriptive  of  its  new 
motion  picture  film  "The  Story  of  the 
Gasolire  Engine."  This  picture  has 
been  completed  recently  by  the  com- 
pany in  collaboration  with  the  United 
States  Bureau  of  Mines.  The  folder 
contains  photographs  showing  scenes 
taken  during  the  process  of  filming  the 
picture  and  some  "still"  photos  from 
the  mo\'ing  picture  itself.  The  film  is 
three  reels  in  length,  or  about  3,000  ft., 
and    it    requires    approximately    forty- 


Tiie    purpo.'se 


live    niinule.s    t.j   lun  oil. 
of  the  film  is: 

1.  To  help  the  .American  people  get  a 
better  grasp  of  engine  construction  and 
operation. 

2.  To  show  the  other  nations  of  the 
world  the  progress  of  American  indus- 
try, the  accomplishments  of  American 
specialists  and  the  present  state  of  the 
design,  construction  and  operation  of 
the  latest  type  of  gasoline  engine. 

Arrangements  have  been  made  to 
supply  the  film  free  to  all  responsibh- 
organizations  and  particularly  to  edu- 
cational institutions.  For  the  aut<j- 
motive  trade  it  is  especially  suited  for 
automobile  shows,  for  dealers'  conven- 
tions, or  other  meetings  of  that  nature. 
An  announcement  contained  in  the 
folder  prepared  by  the  Continental 
.Motors   Corporation  says: 

"The  principal  purpose  which  th( 
company  has  had  in  mind  in  expending 
the  money  and  efforts  necessary  to  pro- 
duce a  film  of  this  character  is  to  pro- 
mote the  interest  of  the  automotive  in- 
dustry as  a  whole  and  to  make  available 
for  general  use  a  true  and  accurate  rec- 
ord of  gasoline  motor  construction  and 
operation." 

The  film  is  ready  for  distribution 
by  the  government  and  can  be  secured 
through  the  Pittsburgh  office  of  the 
Bureau  of  Mines. 


While  .Motor  Factory  Running 
at  Capacity 

The  White  Motor  Company  is  main- 
taining operations  practically  at;  ca- 
pacity and  volume  of  sales  is  holding 
close  to  the  levels  of  the  first  six  months 
of  192:{,  for  which  period  the  company 


Gasoline  Price> 

—Oct.  24, 

1923 

Cents 

per  GhI. 

, 

Tank 

.Service 

City 

WttEon 

Station 

Albftny.  N.Y 

16  S 

18  5 

20 

18 

Atlanta,  Ga . 

rs 

Bfwton,  Maaa. 

15  5 

Chicaeo.  III.. 

13  4 

15   4 

Dctrnit.  Mich. 

10  8 

12.8 
9 

Fort  Worth.  Tex. 

6 

Indiannpnlip.  InH. 

14   2 

18  2 

Jnck9on\nllc,  Flu.. 

13 

18 

Kansas  City.  M-. 
IyOULs\-ille,  Ky. 

10  ^ 

n  Q 

1  3 

\h 

Mrmphis.  Tonii 

12 

17 

MilwHukoe.  Wi.^ 

14 

16 

Mnbilo.  Ala... 

n 

17 

Newark,  N.  .1 

16   5 

Now  Haven,  f'r>ti', 

16   5 

20 

New  Orleann.  L.n 

10  S 

14    5 

New  Ynrk,  N.  ^ 

16.5 

19 

Oklahoma  City.  <>kla 

II 

1} 

rimnlia.  Neb. 

14  23 

IS   23 

PhilaHelphin.  Pa 

16 

21 

Pi'tabiinth.  Pn 

16 

21 

RichmnnH.  \;i. 

16 

22 

St.  I,ouw,  Mo 

12    1 

14  4 

St.  Paul.^riIl^ 

12  9 

14   9 

.«aUT.akeCity.  r- 

18  5 

23 

San  Fmnciscrt.  C;' 

II 

lA 

Seattle.  Wnsh 

12 

16 

Spokane.  Wm!i 

16 

20 

WssliinRton.  D  ( 

16 

19 

■  Dealers  in  K'-w  .Ifr.-«>y  s( 

t  thrir  own  prirm. 

553 

earned  approximately  $3^00,000,  or  $7 
a  share  on  the  ."iOO.OOO  shares  of  $50 
par  value  stock  outstanding. 

The  first  month  in  the  third  quar- 
ter was  the  best  July  in  the  com- 
pany's history.  August  sale.s  showed 
some  slackening,  as  is  normally  the 
case  at  this  season  of  the  year,  but 
September  bookings  have  shown  steady 
increases.  On  the  basis  of  deliveries 
made  thus  far  it  is  estimat^-d  that 
earnings  in  the  current  quarter  will  be 
at  a  rate  close  to  that  of  the  first  six 
months.  Outlook  for  business  in  the 
final  quarter  which  begins  Oct.  1  indi- 
cates that  earnings  for  this  period  will 
be  sufficient  to  bring  total  for  the  last 
half  to  $4  and  possibly  ?,5  a  share 
This  would  make  aggregate  profits  for 
the  full  year  $11  or  $12  a  share,  or 
about  three  times  the  current  annual 
dividend  payment  of  $4  a  share. 

Last  year  the  company  reported  net 
profits  of  $3.770,fil8.  or  $7.40  a  share 
and  in  1919,  the  best  year  to  dato.  net 
profits  were  $4,129,876,  or  $10.:{2  a 
share  on  400.000  shares  of  stock  or 
100,000  shares  less  than  are  at  present 
outstanding. 

In  a  recent  letter  to  stockholders 
Walter  C.  White,  president  of  the  com- 
pany, said: 

"The  rapid  development  of  the  motor 
bus  field,  in  which  this  company  is  the 
moneer,  is  of  especial  interest  at  this 
time  as  a  factor  in  the  better  co-or- 
dination of  all  means  of  tran.sportation 
It  is  clear  that  the  moving  of  millions 
of  persons  has  become  the  twin  problem 
of  moving  materials." 


GasoIiiK'  Prices  [{rach 
IVew  Low  Level 

September  Consumntion  Disanpoinling 
and  Reserve  Stocks  Show  Small  De- 
crease 

C  WEEPING  reductions  of  2  cenU  and 
*^S  cents  a  gallon  in  the  tank  wagon 
price  of  gasoline  made  by  the  Gulf  Re- 
fining  Company  recently  in  the  twenty- 
four  states  in  which  it  distributes,  with 
similar  reductions  announced  hy  the 
Standard  Oil  companies  and  leading  in- 
dependent refiners,  brought  the  average 
tank  wagon  price  in  thirty  represenU- 
tive  cities  to  a  new  low  for  192.3  of 
14..35  cents.  This  is  a  decrease  of  I.4fi 
cents  since  S'?pt.  18,  a  decrea.se  of  4.73 
cents  from  the  average  price  of  19  08 
cents  July  .30,  at  the  height  of  summer 
demand,  and  a  total  reduction  of  6.76 
cents  from  the  high  of  1923.  It  is  14.9."; 
cents  a  gallon,  or  50  per  cent  lower  than 
the  high  average  price  of  Jan.  1,  1921. 
Continued  high  output  of  gasoline 
brought  stocks  close  to  1,0.53,000,000  gal. 
on  Sept.  1.  and  price  cutting  by  smaller 
marketing  factors  led  to  vigorous  meas- 
ures by  the  Gulf  company,  the  lartrest 
domestic  producer  of  oil,  in  an  effort 
to  stabilize  the  market.  Unless,  the 
market  speedily  becomes  stabiiizcd 
further  subsfantial  reductions  are  ex- 
pected, and  15  cents  a  gallon  retail  for 
gasoline  in  Atlantic  seaboard  cities  is 
predicted  during  the  coming  winter 


Bus  Insurance  Firm  Aids 
Ohio  Operators 

Ohio  Motor  Mutual  Finds  Real  Demand 


BUS 

TRANSPORTATION 


for    Service — Only 
Business  Written 


Bus     and    Truck 


BUS  insurance  resulting  in  premiums 
-of  more  than  $75,000,  has  been 
written  by  the  Ohio  Motor  Mutual  In- 
surance Company  of  Cleveland  since  it 
was  licensed  on  Aug.  8,  1923,  according 
to  officials  of  the  company. 

Formed  for  the  benefit  and  con- 
venience of  Ohio  bus  owners  as  a  result 
of  the  insurance  clauses  in  the  Free- 
man-ColIister  act  regulating  bus  oper- 
ation, this  company  has  witnessed  a 
very  satisfactory  vindication  of  its  be- 
lief" that  a  real  demand  exists  for  the 
kind  of  service  it  renders. 

Buses  and  commercial  trucks  alone 
are  insured.  Private  passenger  car  busi- 
ness is  not  accepted.  Premiums  are  pay- 
able quarterly  in  advance  and  are  25 
per  cent  below  conference  rates. 

The  president  of  the  new  organiza- 
tion is  M.  E.  Blackburn.  Mr.  Blackburn 
is  also  a  director  of  the  Ultimate  Bus 
Company  and  vice-president  of  the  Ohio 
Motor  Bus  Owners'  Association.  R.  E. 
McCollum,  president  of  the  Bus  Owners' 
Association  is  vice-president  of  the  in- 
surance company.  Clark  T.  McConnell 
is  acting  secretary-treasurer.  He  is 
also  a  director  of  the  Cleveland- 
Ashtabula-Conneaut  Bus  Company  and 
the  Elyria-Toledo  Bus  Company.  The 
directors  of  the  Ohio  Motor  Mutual  In- 
surance Company  are  as  follows:  R.  W. 
Sanborn,  secretary  Cleveland-Akron 
Bus  Company;  0.  C.  Frantz,  secretary 
Ultimate  Bus  Company;  C.  J.  Randall, 
secretary  Ohio  Motor  Bus  Owner.s' 
Association;  H.  H.  Moore,  general  man- 
ager Cleveland-Akron  Bus  Company; 
F.  J.  Schmidt,  president  Ohio  Associa- 
tion of  Commercial  Haulers  and  the 
Liberty  Highway  Company  of  Toledo; 
F.  W.  Stacey,  William  Stacey  &  Sons, 
commercial  haulers,  Cincinnati;  H.  E. 
Hollinger,  treasurer  Cleveland-Lorain- 
Sandusky  Bus  Line';  A.  F.  Amor,  presi- 
dent A.  F.  Amor  Motor  Trucking  Com- 
pany, Cleveland;  D.  E.  Edwards,  Ed- 
wards Transfer  Company,  Columbus; 
William  E.  Hunger,  secretary  Knutsen 
Motor  Truck  Company,  Cleveland. 

Offices  are  at  ."ilO  Hippodrome  Build- 
ing, Cleveland.  The  law  firm  of  San- 
born, McConnell  &  Marsteller  serves  as 
counsel  for  the  new  company. 

Rolling  Stock 


Oscar  O.  l.uebke.  M'iBconsin  Rapids,  "Wis., 

operatins  a  line  to  Biron,  receiilly  pur- 
chased another  Menominee  twenty-pass<*n- 
ger  bus. 

Carthage  to  SprLngileld,  Mo.,  Hun  Line, 
operated  by  R.  A.  MacCartney,  recently 
added  a  twenty-tive-passenger  de  luxe  coach 
to  its  equipment. 

I>.  I'ulaio.  139  Garfleld  Aveniio,  Lniiir 
Kranc'h,  N.  .1..  operating  the  Lon^  Mranch- 
Asl>ury  P:irk  line,  ha.s  purchased  two  Mason 
((Uses  (if  tw('nty-t\v()-i>as.'sengcr  capacity. 

AsliJan<l-Wo<istrr,  Ohio,  Bus  Line,  oper- 
ated by  Mathews  &  Focklor,  recently  added 
a  nineteen-passonpor  l)Us  to  Its  eq\iipment. 
'The  now  bus  has  a  Dodse  Brothers  chassis, 
equipptid  with  a  special  Graham  Brothers 
Body. 


VV.  M.  Aldritli.  .Syracuse,  N.  Y..  and  W.  R. 
Collins,  Mill  Brook.  N.  Y.,  each  recently  in- 
.stalled  a  twenty-two-passenger  Fageol 
coach  on  his  line. 

Beaver  FaUs-East  Pa-lestine,  Pa.,  Bub 
Line,  operated  by  Robert  Sanders,  recently 
added  a  twelve-passenger  Studebaker  bus 
to   its  equipment. 

A.  H.  Greenwaldt,  Mount  lloreb.  Wis., 
recently  put  into  operation  a  twenty-pas- 
senger Packard  bus  on  his  route  running 
between  Mount  Horeb  and  Madison,  Wis. 

John  Donzelli,  Madison,  Wis.,  operating 
between  Madison  and  Prairie  du  Sac,  Wis., 
has  added  a  twenty-four-passenger  Fageol 
bus  to  his  equipment. 

Herman  Maier,  New  Glams,  Wis.,  has 
added  a  Cadillac  touring  car  to  his  bus 
line  equipment  operating  between  Monroe 
and  Madison  and  intervening  cities  and 
towns. 

York-East  York  (Pa.)  Bus  Line  recently 
put  into  operation  a  twenty-passenger  bus. 
The  chassis  was  constructed  by  the  Atlas 
Truck  Corporation  ;  the  body  was  designed 
and  built  by  the  Hoover  Bodj'  Company. 

West  End  Transportation  Company, 
Mount  Horeb,  Wis.,  recently  added  a 
twenty-passenger  Stoughton  and  a  twelve- 
cylinder  Packard  bus  to  his  equipment.  They 
will  be  placed  in  the  Madison-Dubuque, 
Iowa,   service. 

Doty,  Carlson  &  Doty,  Green  Bay,  Wis., 
owniers  of  the  Green  Bay-Marinette  Motor 
Bus  Line  Company,  recently  put  into  opera- 
tion a  fourteen-passenger  Reo  bus  on  its 
line  nmning  between  Marinette  and  Green 
Bay,  Wis. 

Inter-city  Bus  Line,  Dover,  N.  H.,  re- 
cently received  a  new  Reo  bus  to  be  ustd 
on  the  line  between  Dover  and  Portsmoutii. 
N.  H.  The  bus  is  equipped  with  a  body 
built  by  the  Wentworth  Body  Company, 
Haverhill,  N.  H.  It  will  seat  eighteen  pas- 
sengers. 

Motor  Bus  Line  Company.  Cliippewa 
Falls.  Wis.,  has  purcliased  two  eighteen- 
passenger  White  buses  which  it  plans  to 
install  on  its  route  between  Eau  Claire  and 
Chippewa  Falls  to  meet  the  demands  of  in- 
creased business. 

David  Greeson,  manager  of  the  Motor  Bus 
'I'ransportation  Company,  Indianapolis.  Ind.. 
has  announced  that  he  recently  put  into 
(■peration  a  fleet  of  2-ton  White  buses  of 
twenty-four-passenger  capacity  which  will 
run  regularly  from  Indianapolis  to  Ko- 
konio.  This  will  make  the  nineteenth  bus 
Ime  operating  out  of  Indianapolis  to  towns 
\vithin   a  50-miIe  radius. 

H.  M.  Myers.  State  Colleere,  Pa.  who 
operates  a  bus  line  between  State  College 
and  Tyrone,  a  distance  of  28  miles,  recently 
purchased  a  Fageol  street-car  type  bus.  The 
seatmg  arrangement  of  the  bus  differs  from 
the  standard  in  that  the  seats  will  be  a 
little  wider  and  will  all  face  forward  in- 
stead of  having  cross  seats  over  the  rear 
wheel  housings,  Mr.  Myers  has  operated 
this  line  for  the  past  seven  years.  His 
buses  carry  about  35.000  college  students 
as  passengers  annually.  He  is  also  build- 
ing a  $50,000  two-story  garage  in  the  town 
of  State  College.  The  lower  floor  will  be 
used  for  housing  buses  and  for  making  re- 
pairs on  them.  The  second  floor  will  be 
devoted  to  providing  recreation  for  em- 
ployees and  will  include  bowling  alleys  and 
a  billiard  room. 


Garages  and  Shops 


-Pocahontas        Transportation        roinpany, 

operating  in  West  Virg-inia.  is  constructing- 
a  $10,000  garag-e  in  Northfork.  The  build- 
ing will  be  one  story  in  height.  4OxI!0  ft.  in 
:iize  and  will  be  capable  of  housins  twenty- 
seven   buses. 

AVost  Oiatige-Newark,  N.  J.,  bus  men 
havo  announced  their  intention  of  erecting 
a  $r>0,(KiO  terminal  garage.  Property  has 
been  purchased  on  Mississippi  Street,  near 
iliirrison  Avenue,  West  Orange,  and  con- 
struction will  begin  at  once.  The  building 
will  include  offices  for  the  West  Orange- 
Xewarlc  lUis  Association  and  a  wailing 
icjoni   for  jiassengers. 

Unit**!!  Electric  Railwayn,  I*rovidenre, 
R.  I.,  recently  moved  its  entire  bus  equip- 
ment into  the  new  garage  just  completed  on 
Melrose  Street.  The  building  is  249  ft. 
long,  88i  ft.  wide,  is  two  stories  high  in 
front  and  has  a  maximum  ceiling  height  of 
21  ft.  It  has  a  capacity  of  fifty  cars,  and 
has  six  sliding  doors,  which  permit  rapid 
exits  of  buses  for  early  morning  pull-outs. 
Tho-  plant  has  a  HJ.ono-gal..  casolino  tank 
and  a  1,000-gal.  oil  tank,  and  the  building 
is  heated  by  fuel  oil. 


Vol.2;  No.U 

Reo  Bus  Lines  Company,  Lexington,  Ky., 

of  which  E.  K.  Webb  is  manager,  is  about 
to  erect  a  new  garage  for  storage  and  main- 
tenance  for   twenty   buses. 

Turnbull  Garage,  Troy,  Mo.,  is  being  con- 
structed by  Owen  Turnbull,  operator  of  a 
bus  line  in  Troy  and  vicinity.  It  will  be 
built  of  brick  and  tile  and  will  afford  garage 
space  for  new  equipment  which  Mr.  Turn- 
bull  expects  to  purchase  in  the  near  future. 

Business  Notes 


Pemis.^I^  unia  Motor  List  Corporatioti. 
llurrisburg,  Ta.,  has  just  been  awarded  a 
contract  by  the  State  Highway  Department 
of  Pennsylvania,  giving  it  the  exchtsive 
legal  rights  to  the  ofBcial  list  of  all  owners 
of  motor  vehicles  in  that  state.  B'or  the 
past  two  years  such  a  list  has  not  been 
available  and  it  is  awaited  with  much  in- 
terest by  all  direct  mail  advertisers. 

Cliarles  H.  Kramer  &  Company,  ]\Gslia- 
walia,  Ind.,  manufacturers  of  bus  bodies 
have  been  put  into  the  hands  of  the  Farm- 
ers' Trust  Company  of  South  Bend,  Ind.,  as 
receiver. 

General  Motors  Cliemical  Corporation  re- 
cently announced  that  it  has  signed  a  con 
tract  with  the  Standard  Oil  Company  of 
Indiana  for  the  distribution  of  ethyl  gas.  th  ■ 
new  fuel  developed  by  the  General  Motor ; 
Research  Corporation.  The  new  product, 
mixed  and  ready  for  use.  is  said  to  be  on 
sale  at  filling  stations  in  the  Middle  West 
at  a  price  4  cents  higher  than  the  prevail- 
ing price  of  gasoline,  and  it  is  expected 
tliat  it  will  be  procurable  at  stations  in  all 
parts  of  the  country  soon. 

Cline  £  Uiclcs  Company.  Lebanon,  Ind., 
manufacturing  auto  tops  and  bus  bodes, 
has  been  dissolved.  John  Cline  has  retired 
from  the  firm  because  of  ill  health.  Earl 
Hicks  has  taken  over  the  body  factory, 
which  will  be  known  as  the  Hicks  Bus 
13ody  Company.  He  will  discontinue  the 
other  lines  of  work  formerly  done  by  the 
firm,  such  as  repairing  and  the  making  of 
auto  tops,  and  will  devote  his  entire  tim>" 
to  the  manufacture  of  buses.  The  company 
has  been  putting  out  from  ten  to  fifteen 
buses  a  month,  it  is  said. 

Transit  l^quipnvent  Company,  501  Fiftii 
Avenue.  New  Yorit  City,  announces  through 
R.  W.  Marshall,  president,  that  it  will  carry 
a  complete  line  of  new  and  used  buses,  bus 
bodies,  fare-registering  devices  and  bus 
accessories,  selling  exclusively  to  the  elec- 
tric railway  field.  This  branch  of  the  com- 
pany's business  is  under  the  direction  of 
V.  C.  Ealey.  who  was  formerly  connected 
w-ith  such  bus  manufacturers  as  the  Vreo- 
land  Motor  Company,  Inc.,  American  Motor 
Truck  Company  and  the  Garford  Alotor 
Truck  Company. 


Advertising  Literature 


Westinghouse   Air-SpriiHg    Company,    New 

Haven,  Conn.,  has  issued  a  thirty-two  page 
booklet  entitled  "Air-Spring  Suspension  in 
Commercial  Motor  Service."  This  takes  up 
bus  and  truck  applications;  working  prin- 
ciples of  the  device  are  explained  and  the 
installation  service  provided  by  the  com- 
pany   described. 

New  York  Transportation  Company, 
Ijuilders  of  Fifth  Avenue  buses.  Xew  York. 
N.  Y.,  has  published  a  sixteen-page  pamph- 
let entitled  "A  Fifth  Avenue  Transportation 
System  for  any  Community."  This  gives 
specifications  of  the  three  models  of  Fifth 
Avenue  buses  and  also  shows  bow  they  can 
be  applied  in  modern  transportation  sys- 
tems. 

Hale  &  Kilbiirn  Corporation,  1800  Lehigh 
Avenue,  P  liihV4lt'lphiii.  Pa.,  recently  issued 
a  folder  descriptive  of  the  Hale  &  Kilburti 
seats  for  motor  buses.  Three  types  of 
seats  arc  shown  —  the  modified  spring 
cushion  with  comfortable  pitch,  whereby 
IS  in.  of  space  more  than  usual  is  secured 
for  the  knees  of  the  passenger;  the  special 
seat  designed  particularly  for  medium  grade 
buses,  where  greater  comfort  is  desired,  and 
the  de  luxe,  for  use  in  buses  where  special 
comfort  is  required. 

Brown-Lipe  Gear  Company,  Syracuse. 
X,  v..  has  just  issued  a  bulletin  containing 
complete  instructions  for  adjusting  the 
taper  rtdler  hearings  used  on  Brown-Lipo 
gear  transmissi<tns.  The  bulletin  recom- 
mends a  first  inspection  after  the  vehicle 
has  run  from  800  to  1.500  miles,  and  In- 
spections thereafter  at  each  5.000  miles  of 
travel.  Adjustments  should  be  made,  if 
ruM-essary.  ;ifter  each  inspection.  Readers 
of  Bus  Transportation  can  get  a  copy  of 
this  bulletin  free  upon  request  to  the  manu- 
facturers. 


fL  B.  rt-iMrTOM. 
AUOcUU  Editor 

Uabbx  L.  UaowM. 
AsiooliU  li^lltor 

Obobob  J.  MaoMdhuat. 

Asslituit  Editor 
Hbhrt  W.  Ri^kb. 

Cofuuitlnc  Editor 

HaIOLD  V.  BOCRLL, 
Coniultlnf  Udllor 


BUS 

TRANSPORTATION 


\.    A.    iloMBItl. 


lisn  rrkiKlt  1 


I'Altl,    W.    3T<iCKS.    KdUor 


Coiileiils 

DECEMBER,  1923 

I'rdiitiicfs  on  Intersfitint;  Stret-ts 
Vifld  L'nique  Uus-Kidtr  Facil- 
ities     5")") 

At  till'  m-w  Tnlon  Mutor  Slace  Terminal 
In  ("levflmul.  Ohio.  |m.i.ii-nK'  i  i-onvfHl<M<<- 
mi-etM  opiTatlnK  i-i-4nuiiny.  K«ason  Is  wult- 
Inu  room  Is  on  main  business  thoroiiKli- 
farf.  while  garaKe  Is  built  i"i  side  street, 
where  property  Is  much  less  •  xpcnslve. 

LonK  Distance  Tours  Prove 

I'rolitable    Still 

Arizona  line  .lerves  twenty-ilght  town,-;, 
also  handles  rallrcud  anil  local  tourist 
hu.-ilness. 

Hauling  Workers  at   I'ord 

Headquarters 561 

At  Highland  Park  thousands  of  passenger.-; 
present  iimUult  tralTlc  problem.  Compari- 
son of  motor  and  street  ear  llexiblllty  and 
capacity.  Joint  terminal  recommended  f^'i- 
all    IraiLsportatlon  facilities. 

Advert isini:  Makes  Waiting  Room 
Self-Supporting 563 

Three  Continents  in  Pictures 56 1 

(iood  Profits,  Good  Friends — 
Results  of  E.\press  Business 
at   Portland,  Ore 566 

Record  Forms  that  Save  Time  for 
100-Bus  System 567 

With  iiieas  that  any  operator  can  easily 
apply.  In  a<ldition.  the  story  of  Inspection 
and  overhauls  as  handled  by  a  successful 
transportation  company. 

Scheduled  Trip  Dropped  to  Hold 
Business  at  Home  IloteU 370 

School  Business,  an  Owner  F"inds, 

Is  a  Worth  Wh  Ic  Ilv-Product .  .  .571 
Fifteen  and  thirty-passenger  vehicles  are 
alternated  to  advantage  on  rural  line  In 
Connecticut  and  Rhodt-  Island.  Big  bus 
used  foi-  school  and  holiday  service. 

Tag-Waybill  Scheme  Carries 
Baggage  on  Connecting 

Systems .574 

Driver   Punches   Fare   Receipt 

Only  Once 575 

Driver-to-Office  Forms  .Serve  as 
Day -by-Day  Barometer  of  Bus 

Line  Earnings   .576 

Hy   Kov    H.   Swint. 

The  driver  is  the  key  to  securing;  revenue 
data.  Details  of  his  reports  can  be  tab- 
uln.ted  to  compare  operation  by  trip  day 
or   month 

Birmingham,   England,  Installs 

Double-Deck  Trolley    Buses 578 

(;asoline  (Jrowing  Better 578 

Typical  "Stage"  and  Bus  Used  in 
California   Passenger  Service. .  .579 

Editorials    5g0 

Letters  to  the  Editor  581 

.Among  the  Manufacturers 582 

What  the  Associations  .\re  Doing. 588 

News  of  the  F{oad 593 

Financial  Section 597 

Bus  Regulation    599 

Personal  Notes   600 

Business  Information  601 


Our  Illustraliou  Ueparlnu'nt 


Or  THIS  departmciit  we  arc  justly 
proud.  It  is  the  engineering  staff 
of  the  editorial  department  where 
all  drawings,  maps,  photographs  and 
other  illustrations  used  in  the  editorial 
or  text  pages  are  made  to  conform  to 
our  uniform  style  and  size.  This  dupli- 
cation is  necessary  because  of  the  wide 
variations  in  conditions  under  which  the 
photographs  obtained  are  originally 
taken   and  drawings   made. 

Located  as  it  is  on  the  north  side  of 
the  seventh  floor,  even  daylight  illumina- 
tion, a  most  essential  factor  in  drafting 
work,  is  obtainefi.  Commodious  indi- 
vidual work  tables  arc  arranged  in  an 
orderly  manner  to  minimize  interference 
and   interruption. 

The  work  done  is  a  science  in  itself. 
Poor  photographs  are  retouched  and 
made  usable  by  the  deft  use  of  pen, 
pencil  or  brush,  thus  bringing  out  the 
important  points.  In  other  cases,  irrele- 
vant parts  of  the  picture  are  eliminated 
or  faded  out  of  the  final  photograph 
used  for  reproduction  purposes.  Rough 
pencil    sketches    made    in    the    field    are 


turned  into  clear  line  drawings.  Letter- 
ing on  all  drawings  must  aNo  be  done 
over  to  make  it  uniform  in  style  through- 
out the  paper  and  of  the  proper  size 
when  finally  printed. 

In  addition  there  is  a  photographer 
and  staff  to  take  pictures  or  repholo- 
graph  them  when  necessary.  Likewise, 
there  is  the  photostat  operator  who  can 
enlarge  or  reduce  drawings  for  tracing 
purposes  to  the  proper  scale  for  most 
convenient  handling. 

The  work  of  laying  out  the  many 
pages  of  photographs  shown  from  month 
tc  month  is  done  with  the  help  of  this 
department. 

.■\ll  tohl  there  are  thirty-one  men  em- 
ployed. .Many  arc  engineers  and  drafts- 
men who  arc  technical  school  graduate! 
and  have  made  a  specialty  of  preparing 
drawings  for  illustration  purposes.  Out 
of  this  department  come  nearly  800 
pieces  of  finished   work  per  mcmih. 

The  head  of  the  department  is  also 
an  instructor  in  mechanical  engineering 
at  Mechanics'  Institute  in  New  York 
City  and  in  expert  photography. 


McGraw-Hill  Company,  Inc..  Tenth  Ave.  at  :5Gth  St.,  New  York 

Cible  AUrt%x:  "MidilnlU.  N.  Y." 

WuantoTOM.  Colonito  BuUdlnt 

Chioaoo.  Ilx...  Old  Colony  BIdg 

PBlL.ADlLrBl*.  BmI  Ikuu  Tnat  Bulldliv 

Cl.STBl.AKO.  Ijm4m-Nwmt  Uulldlnc 

ST.  Locil.  eiv  Buildlnf 

s»s   F«»Mii.c.j.   M.ihr  UlJr  .   »>3    JIliiLxi  -iinM 

LoKDOH.  (  BouTcrl*  SL.  LODdon.  E.  c.  4 


jAun  H.  UgQeaw.  Prollknt 
Abthcb  J.  Baldwin.  Vlc»-Prrfld«nt 
&tALooi.u  MoiK.  Vloo-PrMtdent 
E.  J.  MflHBBN,  Vlc«-Preild<nt 
Mahon  BBrrrow.  Vlc«-Pr««ld«nl 
James  H.  MoGkaw,  Jb..  Sec  and  TrMi. 


PuUitttrit  m  Xev  York 
Kngtneerlnx  No»-i-R«cord  American  Mtelilnlit 

I'owsr  ChMQleal  And  Mecallurclcal  Englnoerlng 

Coal  Agt  Rni:1ne«rliu  snd  .Vllnlnf  JournAi-FrMi 

InEonlerlA  lnt«mAcior.Al 

Ruf  TraniDortAtloa  ESe^ulc  UMilvny  Journal 

Rieetrlcal  World  Electrical  Merehandlilnf 

Pubtitkfd  in  San  Franfisco 

Journal  of  Electricity 

i^bished   in    Chieaoo 

Indultrlal  Enzlnocr  Electrical  B^UIIliu 

Pvblithfd  in  Limdon 

American  MaehlnUt — European  Edition 


Tlie   annual    lubicrlptlon   rau    li    II. ••    In   Iha    t^nlKd   SUtaa 
f_anada.   Metlon.   Alaika.  Bavall.  PtilUpplnaa.  Porto  Rloo.  (?anB. 
•  ':tii.     N'Icarafua.    Pcnj.     Coloabla.    Bollria 
I'Anama.    K\    Salrador.    ArcenUna.    Brull. 
'a    Hlra.    Ecuador.   Guatf-roaJa  and  PtnMWtJ 
.      It:    n<hrr   cnuntrlca.    Il.ai     lloUl    II. •• 
'  :  tlant    mar    be   lent    la  th«  N««r   Tcrt 
I'  nrs«.      Single   corlei.    poauge   pr«p41/ 

\    -         :j    crtila. 

-•'■■--      '     • 'I.Tod    th« 


Zone.     I 

Of  mlr  ■  - 

Spain. 

r.-ilrt    ' 

or   13   ir.  ;:h  .• 

ofllcr   or   tfi  '.'       I. 

to  any  ran   "f  ■        ^ 

Change    of    A.M--i.. 

new    and    Ihe    oM    a!  -'.    bt    r^ 

celTcd  at    lean  ten 

Copyright,   1  ■ 

t-;niii'  •■;    ■■  -  "   J 
Entered  a*  lecond-daja  matter,   Marrh.   1933.  al  tha  Poat  OOm 
at  New  York,  und'r  the  Act  of  Marrti  3.    1197. 
Pniilfd  in  t*.  S.  \.  Number  iif  roi>l<^  prinleil.  .'i.TOO 


Advertising   Index— .VIphabetical,   68,   6't:  Classified,  66:  .Searchlight  Section.  65 


BUS 

TRANSPORTATION 


Deceinber,1923 


One-man   Model  J  Buses  are  in  constant  service  between  Pennsylvania  Station 
and  Wanamaker  Terminal  in  New  York. 


Public  patcty  in  cniifjested  traJtic  districts  is  always  a 
primary  consideration. 


Safety  First! 


Passengers  stand  in  line  to  ride  on  Fifth  Avenue  Buses 
because  they  afford  attractive,  comfortable  service. 


Fifth 

Avenue 
Buses 


Over  fifty-five  million  passengers  per  \ear  ride  in 
Fifth  Avenue  Buses  in  Nevi^  York  City.  Millions 
more  use  them  in  other  cities.  Their  record  for 
safety  is  unsurpassed.  Good  brakes,  e^sy  steering, 
quick-turning  and  low  center  of  gravity  are  the  prac- 
tical results  of  our  fifteen  years  operating  experience. 

Economy  all  the  Time ! 

Any  factory  can  build  buses  for  someone  else  to 
operate.  We  actualh'  operate  our  own  and  have 
done  so  for  years.  That's  why  Fifth  Avenue  Buses 
are  built  right  from  the  operator's  standpoint.  Low- 
est gas  and  oil  consumption,  quick  on  the  stops  and 
starts,  minimum  repair  bills — these  items  are  de- 
veloped witli  maximum  eflficiency  in  Fifth  Avenue 
Buses. 

Business  Building  Buses ! 

What  brings  passengers  to  any  transportation  sys- 
tem? I'irst,  speed  with  safety;  next,  comfortable 
riding  qualities,  and  finally  veliicles  which  appeal 
because  of  their  attractive  appearance.  Compare 
Fifth  Avenue  Buses  with  anything  else  on  the  road. 
Compare  them  under  service  conditions  on  the  road, 
— not  in  the  show-room  of  the  dealer. 
Results  count: — Fifth  Avenue  Buses  are  showing  the 
results. 


009301^    ^ 


NewYorkTranspoptation  Co. 


December,  1923 


BUS 

IKANSHORIATIOS 


QUBnCQi 


f 


Standardized  Construction  euid  Unit  Assembly 

with  Interchangeable  Parts  Make  Easy 

Work  of  Maintenance 


Less  time  in  the  shop  means  more  time  on 
the  route — earning  revenue.  Fewer  vehi- 
cles are  needed  as  spares,  where  Fifth 
Avenue  Buses  are  used,  because  the 
principal  assembly  units,  engine,  clutch, 
transmission,  propellor  shaft,  wheels, 
axles,  steering  gear  and  radiator  are  all 
quick-detachable  and  interchangeah/e. 
When  a  bus  comes  in  with  trouble  in  any 
of  the  parts  a  spare  unit  can  be  substituted 
in  a  brief  period  and  the  vehicle  returned 
to  revenue-producing  service. 


Fifth  Avenue  Buses  aqd  all  their  parts 
are  standardized,  for  the  utmost  sim- 
plicity and  economy  in  maintenance  and 
repair  problems.  Your  own  garage  is 
your  service-station.  Body  construction 
designed  to  localize  damage  in  cases  of 
collision.  Brakes  adjustable  from  the  out- 
side. Clutch  adjustment  aj^so  is  accessible. 

Consider  well,  these  practical  features 
when  choosing  buses  for  efficient  and 
economical  service. 


Fifth 

Avenue 
Buses 


NewYorkTransportation  Co. 


14 


BUS 

TRXNSPORTATION 


December,  1923 


S^ 


Model  2-1. 

L.iiKiol  Fillh  Avenue  Bui 
built — 61  seats,  for  heavies: 
city  service. 


Detuchable  Upper  Deek  rover 

Permits  yeiir  round  use  of  lull  seatius  capacity  of 
double  deck  buses. 


Fifth 

Avenue 
Buses 


Model  A 

Mo;?t  popular  one-man.  sing-Ie-deck 
type  bus,  seating-  capacity  25-2P 
pas^seng-ers.  Sturdy,  powerful,  fast 
and  inexpensive. 


Model  L 

Standard  double  deck  bus — 
51  seats — as  used  in  our 
regular  New  York  City  serv- 
ice. 


Prices  Compare  Favorably! 

Get  quotations  on  Fifth  Avenue  Buses  before 
making  any  final  plans  for  service.  Remember 
that  Fifth  Avenue  Buses  are  fully  equipped 
ready  to  run.  Remember  that  with  Fifth 
Avenue  Buses  goes  the  service,  prestige  and 
reputation  of  a  bus  company  of  fifteen  years 
standing.  Remember  that  you  are  going  to  get 
low  operating  costs,  minimum  maintenance  ex- 
penses and  an  unusually  small  depreciation 
factor. 

An  investment  in  Fifth  Avenue  Buses  is  a  paying 
one.  Companies  in  many  cities  throughout  the 
Country  have  made  the  investment. 

Fifth  Avenue  Buses  are  being  used  in  cities  in 
ten  states,  the  District  of  Columbia  and  in 
Canada. 


NewYohrTranspoptation  Co. 


December,  1923 


BUS 

IMNSHORIAIION 


SUip!(  and  Klartf*  by  the  thoiift»nil 
in  lb"'  busieifi  ulrwU  in  AmertCB. 
yi't  thftw  oldcm  rmh  Areoue 
BuBCfl  are  runninr  a«  efflciwilly 
tnt'ay   a»  cvrr. 


Years  and  Years  of  Service 

The  ultimate  life  of  a  Fifth  Avenue  Bus  is  yet  to  be  determined. 
Years  ago  we  built  our  first  lot — forty  of  them  I 

They  still  arc  running  in  every-day  service!  These  buses  on  an  aver- 
age have  each  operated  more  than  225,000  miles,  or  the  equivalent  of 
nine  times  around  the  earth. 

Fifth  Avenue  Buses  are  long  life  buses.  Simplified  maintenance 
methods  stave  oH  depreciation. 

Let  us  send  you  full  details  about  Fifth  Avenue  Buses  including  our 
illustrated  Catalog  "A  Fifth  Avenue  Transportation  System  for  .Any 
Communitx." 


Rfth 

Avenue 
Buses 


NewYorkTr4nspobtation  Co. 


BUS 

TR\NSPORTATION 


December,1923 


The  Forerunner  of  the  Rail  Line 


The  GE-258  Motor, 
which  has  proved  it- 
self especially  in  light- 
weight, one-man  cars, 
was  the  logical  motor 
to  drive  the  first  trol- 
ley bus  in  this  coun- 
try. It  is  well  qual- 
ified for  this  service 
also. 


THE   trolley    bus    enables   electric 
railways  to  extend  their  lines  at 
comparatively   little    expense. 

While  the  suburban  districts  are  de- 
veloping, a  trackless-trolley  system  can 
handle  the  traffic;  later,  when  heavier 
traffic  warrants  the  expenditure,  the 
tracks  can  be  extended  for  rail  opera- 
tion without  any  appreciable  loss  of 
capital  invested. 

The  successful  operation  of  trackless- 
trolley  buses  deserves  the  attention  of 
executives  of  every  electric  railway 
serving  a  growing  community. 

General  Electric  Company 

Schenectady,  N.  Y. 
Sales  Offices  in  all  Large  Cities 


GE-358  LiKlitWi-iKht  Motor  and 
K-W3  Coiitrollci — used  on  Trolley 
Buses  in  New  York  City 


AL  ELECTRIC 

26-189 


December,  1923 


BUS 

IRV^SPORTATKW 


There  are  ten  sound  reasons 
for  the  high  earning  power  of  a 

Clydesdale  Coach 

1 — DESIGN — built  solely  for  motor-toach   service;  especially 
fitted  to  its  work. 

2— LOW  OPERATING  COST— insuring  a  higher  NET. 

3— ABSOLUTE  RELIABILITY— protecting  patronage. 

4 — LONG  LIFE — safeguarding  the  investment. 

5 — APPEARANCE — Deluxe  design;  attractive  to  riders. 

6 — COMFORT— passengers  delighted  with  its  riding  qualities 

7 — SAFETY  in   SPEED — low  center  of  gravity;  large  brake 
surface;  two  sets  on  rear  wheels;  one  set  on  front. 

8 — POWER — 6-cylinder    motor;    ample    power,    not    wasteful; 
smooth,  rapid  acceleration. 

9 — STR.AIGHT  FRAME — long,  low  frame,  without  a  kick-up; 
perfectly  straiKht-lined  drive. 

10— NOT  EXPERIMENTAL— built  by  an  old-established  and 
experienced  company. 

Full  Information  on  Request — Prompt  Deliveries 


CLYDESDALE 

•     COACH 


The  Clvdfsdai  f  Motor  Trick  Company.  Clvde.  Ohio,  U.S.A. 


10 


BUS 

TRANSPORTATION 


December,  1923 


Over  One-Half  the  Busses 
Operated  by  Electric  Railways  are  Whites 

One  hundred  electric  railways  throughout  the  United  States  are  operating  approxi- 
mately 900  motor  busses  in  city  and  interurban  service  to  supplement  electric  traction. 
It  is  a  significant  fact  that  over  one-half  of  the  busses  operated  by  electric  railways 
are  Whites. 

White  predominance  in  the  bus  field  is  nation  wide. 

47  electric  railway  lines  operate  476  White  busses. 

23  repeat  orders  were  placed  by  electric  railways  for  White  busses  within  the  last  year. 

More  than  5,000  White  busses  are  in  use — more  than  of  any  other  make. 

Excepting  certain  types  in  New  York  and  London,  the  largest  bus  fleets  in  the  world  are  White. 

100,000,  200,000  and  300,000  miles  are  not  unusual  mileages  for  White  busses. 

Electric  railways  operating  ten  or  more  White  busses: 


The  Northern  Ohio  Traction  &  I.ittht  Co 40 

Milwaukee  Electric  Railway  &  Light  Co 62 

Pennsylvania  &  Ohio  Electric  Co 17 

Youngs  town  Municipal  Railway 24 

Washington  Railway  &  Electric  Co II 

Chicago,  North  Shore  &  Milwaukee  R.  R 18 

Boston  Elevated  Railway 14 

PaciBc  Electric  Railway  Co 71 


Public  Service  Railway  Co 23 

The  Connecticut  Co 16 

United  Electric  Railways  Co 13 

Los  Angeles  Railway  Co 10 

Louisville  Railway  Co 12 

Newburg  Public  Service  Corp ....10 

Northern  Transit  Co 11 

Saginaw  Transit  Co 14 


Bus  and  railway  companies  prefer  White  Busses  because  they  are  built  to 
meet  the  most  exacting^  requirements  oj  passenger  transporta- 
tion. Full  specifications,  delivery  dotes,  etc..  on  request. 

THE  WHITE  COMPANY,  Cleveland 

WHITE  BUSSES 


New  York,  December,  192J 


Frontages  on  Inlersecting  Slrecls  Yic  Id 
Uniqne  Bns-Rider  Facilities 


At  the  new  Union  .Motor  Stage 
Terminal  in  Cleveland,  Ohio,  pas- 
senjrer  convenienci-  nui-ts  operat- 
injLT  econoniv.  Ki-ason  is  waitint; 
room  is  on  main  business  thor- 
oughfare, while  garage  is  built 
on  side  street,  where  property  is 
much  less  expensive.  Buses  driven 
from  garage  by  way  of  private 
passage  to  loading  platform  at 
side  of  waiting  room.  Maps 
painted  on  front  windows  help  to 
build  business,  (iarage  building 
and  equipment  all  of  most  up-to- 
date  type. 


WITH  the  completion  early  in 
November    of    the    waiting 
room     concession     features, 
the  finest  bus  headquarters  east  of 
the  Mississippi,  and  that  also  means 
east  of  the  Rocky  Mountains,   is  in 
full    operation,    providing    facilities 
for     lines     handling     some    200,000 
passengers  per  month,  with  sixty-five 
buses  of  up-to-date  construction  over 
more  than  500  miles  of  Ohio  highway. 
The  Union  Motor  Stage  Terminal, 
as  this  development  is  known,  serves 
as    the    real    headquarters    for    the 
Cleveland-Akron   Bus   Company   and 
for     associated     bus     organizations 
operating  in  the  northern  and  cen- 
tral   parts   of   the   state.      Here   the 
administi-ative  offices  of  the  various 
companies    are    located.     Here    are' 
adequate  accommodations  for  waiting 
passengers    and    convenient    loading 
and  unloading  facilities.     Here  is  a 
large  modern  garage,  put  up  within 
the  last  few  months,   with  complete 
facilities  for  storage,  inspection  and 
repair  of  bus  equipment.     The  two 
terminal  buildings  were  put  up  by  the 
Cleveland    Mortgage    Company    and 
represent  a  total  investment  of  about 
$200,000.     They  are  under  the  super- 
vision of  H.  H.  Moore,  general  man- 
ager Cleveland-Akron  Bus  Company, 


Waiting  room  on  East  Ninth  Street,  Cleveland,     \ames  of  towns  along  route$ 
shown  on  two  main  windows.   At  right,  the  protected  loading  platform 


as    are   also   the    lines   described    in 
the  table  on  page  558. 

In  the  last  two  years  Cleveland  has 
grown  to  be  one  of  the  biggest 
intercity  centers  of  bus  oi)€ration 
in  the  country.  About  one  hundred 
and  twenty-five  buses  now  have  their 
terminal  in  the  Public  Square. 
Within  the  next  two  or  three  months, 
however,  this  will  be  closed  to  all 
buses,  and  also  to  some  of  the  street 
cars,  on  account  of  the  construction 
of  a  new  union  depot,  where  all  the 
steam  railroads  will  be  centered. 
Consequently  it  has  b)ecome  neces- 
sary for  the  various  lines  to  find 
other  terminals. 

By  reference  to  the  map  it  will  he 
noted  that  the  Union  Motor  Stage 
Terminal  is  only  a  short  distance 
away  from  the  Public  Square,  less 
than  ten  minutes'  walk  in  fact,  and 
it  is  but  two  blocks  away  from 
Euclid  Avenue,  the  main  business 
street  of  the  city.  The  terminal 
property  lies  in  the  heart  of  a  de- 
partment   store,    theater    and    hotel 


district.  One  of  the  largest  hotels 
of  the  city,  the  Winton.  is  right  next 
door,  a  covered  passageway  leading 
directly  from  the  hotel  into  the  ter- 
minal property.  The  central  location 
is  indicated  on  the  map  accompany- 
ing this  article,  as  is  also  the  route 
followed  within  the  city  by  the 
various  lines.  Further  details  about 
these  lines  are  given  in  the  accom- 
panying table. 

The  terminal  really  consists  of 
two  buildings.  These  have  been  laid 
out  so  that  the  larger  one,  the 
garage,  is  on  a  side  .street,  Bolivar 
Road,  where  property  presumably  is 
less  expensive,  while  the  waiting 
room  with  it.s  passenger  accommoda- 
tions is  on  East  Ninth  Street.  This 
happens  to  be  one  of  the  main  ar- 
teries crossing  Euclid  Avenue  and, 
in  fact,  is  one  of  the  main  thorough- 
fares cutting  the  city  north  and 
south.  The  two  buildings  are  so 
placed,  however,  that  buses  paas 
through  the  garage,  make  a  turn  at 
right   angles   and  are   then   headed 


556 


BUS 

TRANSPORTATION 


Vol.2,  No.r^ 


toward  the  street  when  they  stop  at 
the  passenger  loading  platform.  Pas- 
sengers may  be  carried  through  the 
garage  without  inconvenience,  be- 
cause with  its  20-ft.  ceiling  it  is 
practically  as  airy  ahd  spacious  as 
if  they  were  outside  between  closely 
built  up  city  streets.  Both  buildings 
are  one  story,  of  fireproof  brick 
construction,  the  waiting  room  hav- 
ing a  34-ft.  frontage  and  extending 
a  depth  of  55  ft.  6  in.  from  the  curb, 
while  the  garage  extends  72  ft.  6  in. 
along  Bolivar  Road  and  181  ft.  7  in. 
to  the  rear.  The  latter,  however,  is 
wider  at  the  back,  as  shown  in  the 
plan,  because  of  an  extension. 

Administrative  offices  of  the  asso- 
ciated companies  are  now  located  on 
a  second  floor,  over  the  front  of  the 
garage.  This  second  floor  is  only 
about  20  ft.  deep,  being  built  up 
over  the  store  and  di'ivers'  room, 
shown  in  the  plan.  The  remainder 
of  the  garage  is  of  one-story  con- 
struction. Later  it  is  planned  to 
move  the  offices  into  the  waiting 
room  building,  which  will  have  two 
more  stories  added. 


Passenger  accommodations  in  the 
waiting  room  include  the  usual  set- 
tees, comfort  facilities  and  ticket 
office.  In  addition  there  are  con- 
cessions where  newspapers,  candy, 
ice  cream  and  fruits  may  be  bought, 
also  a  shoe-shining  stand.  It  is  ex- 
pected that  these  will  bring  in  an 
income  of  about  $5,000  per  year.  As 
mentioned  before,  the  buses  come 
through  the  garage  and  then  into  a 
private  alley  past  the  waiting  room. 
The  covered  platform  has  space 
where  three  buses  may  be  loaded  at 
once.  Sliding  doors  in  the  waiting 
room  face  each  of  these  spaces,  and 
the  platform  is  of  the  right  height 
so  that  passengers  may  step  directly 
into  the  buses.  Another  feature  of 
the  waiting  room,  brought  out  in  one 
of  the  illustrations,  is  the  use  made 
of  the  front  windows.  Maps  of  the 
important  routes  are  laid  out  in  heavy 
lines  with  red  paint,  all  the  impor- 
tant towns  being  indicated  in  white 
letters. 

When  laying  out  the  garage  build- 
ing, the  architects,  the  Miller  & 
James  Company,  Cleveland,  endeav- 


ored to  include  the  most  modern 
equipment  and  conveniences,  as  well 
as  to  utilize  the  most  up-to-date  fea- 
tures of  building  construction.  The 
floor  area,  which  is  about  14,000 
sq.ft.,  exclusive  of  the  stores  and 
offices,  is  entirely  clear  of  posts  or 
columns.  Because  of  this  wide  span, 
more  than  72  ft.  in  the  clear  from 
wall  to  wall,  it  was  necessary  to  make 
the  steel  trusses  extremely  light. 
This  was  accomplished  by  using 
corrugated  steel  roofing  covered 
with  asbestos,  a  construction  which 
is  said  to  form  the  lightest  known 
type  of  fireproof  roof  designed  to 
carry  snow  and  other  loads  required 
by  city  ordinances.  The  floor  in  the 
main  garage  is  of  concrete,  extra 
heavy,  reinforced  with  wire  mesh, 
and  topped  with  a  patented  hardened 
surface  to  prevent  wear  and  dusting. 
Ample  door  accommodations  are 
provided.  The  three  main  doors 
(two  at  the  front  and  one  at  the 
rear  leading  to  the  waiting  room) 
are  each  20  ft.  high  and  12  ft.  wide. 
They  are  of  the  lift  type,  each  con- 
trolled by  an  electric  motor. 


City  of  Cleveland  and  surroundings.    The  lines  starting  from  the  Unimi  Motor  Stage  Terminal  "fan"  out  to  follow 
the  mam  highways.    Route  numbers  refer  to  table  on  page  304. 


December,  1923 


BUS 

TTVVNSPORTATION 


557 


Frojit  of  yarage   oa  Bolicar  Ruad.     Xute   the   laryc 
entrances  at  each  comer  of  the  buitdini/ 


Liiuktiiy  ul  Ike  waniitny  nliintl.      One  uj  the  indirect  heating 
units  at  the  right  with  a  connection  to  ceiling 


They  roll  on  tracks  maile  from  rail- 
road rails  and  imbedded  in  the  con- 
crete floor.  There  are  also  sliding 
doors  leading  from  the  main  part 
of  the  garage  into  the  repair  shop 
and  paint  shop. 

Indirect  He.\ting  System  Used 

To  provide  proper  heating  and 
ventilation  for  such  a  large  building, 
where  exhaust  gases  and  gasoline 
fumes  are  present,  an  indirect  sys- 
tem of  heating  has  been  installed. 
There  are  three  Ilg  heaters  of  the 
unit  type,  each  containing  a  fan  and 
three  Vento  radiator  coils.  One  of 
these  is  placed  at  the  extreme  rear, 
another  at  the  middle  of  the  building 
on  the  left  hand  side  and  the  third 
at  the  front  near  the  washstand. 
The  ventilators  alone  can  be  used  in 
the  summer,  when  it  has  been  found 
that  the  air  taken  through  the  large 
doors   is   sufficient  to   eliminate  ob- 


noxious gases.  In  winter  the  heater 
units  draw  fresh  air  from  the  out- 
side, pass  it  over  the  ventilating 
coils  and  discharge  it  into  the  garage, 
at  the  same  time  recirculating  a 
certain  part  of  the  garage  air. 
Heavier  gases  are  drawn  upward  and 
through  ventilators  in  the  ceiling  by 
means  of  a  large  fan  in  a  plenum 
chamber  above  the  ceiling,  when  they 
are  discharged  to  the  outside. 

What  is  said  to  be  one  of  the 
largest  wash  racks  for  motor  vehi- 
cles in  the  country  is  shown  in  the 
plan  view  of  the  garage.  This  con- 
sists of  pits  over  which  the  buses 
to  be  washed  are  run;  it  has  space 
for  washing  two  buses  at  once.  It 
is  equipped  with  nozzle  sprays,  mix- 
ing valve  for  hot  and  cold  water,  air 
line  for  kerosene  spray  used  in 
removing  grease  and  a  large  motor 
driven  fan  for  drying.  A  battery 
of  twenty-four  lights  is  arranged  so 


as  to  illuminate  the  top,  sides  and 
bottom  of  the  bus  while  it  is  being 
cleaned.  Air  for  the  kerosene  sprays 
is  supplied  from  a  1-hp.  Utica  air 
compressor,  which  also  is  connected 
with  plugs  for  tire  inflation. 

Inside  the  repair  shop  is  a  large 
pit  of  the  suspended  type,  there 
being  a  basement  underneath  the 
pit.  This  has  facilities  for  drainage 
and  also  for  ventilation.  In  addition 
a  portable  fan  can  be  arranged  to 
blow  air  down  into  the  pit  if  desired. 
In  the  same  room  are  a  16-in.  x  8-ft. 
South  Bend  lathe,  a  drill  press  of 
the  Cincinnati  Bickford  make  and 
a  bench  where  batteries  may  be 
charged,  formed  and  built.  This 
includes  a  Tungar  rectifier.  At  the 
back  of  the  repair  room  is  a  balcony 
containing  steel  shelving,  where  some 
$7,500  worth  of  parts  and  supplies 
are  stored.  A  traveling  crane  is 
provided  to  handle  the  heavy  work. 


Inside  the  Cleveland-Akron  Bus  Company  garage.      White  and  Fageol  buses,  imth  sedan  and  street-car 

type  bodies,  backed  against  wall 


558 


BUS 

TRV<JSPOmATION 


Vol.2,  No.12 


Plan  view  of 

buildings 

shown  on 

previous 

pages. 

Main 

garage, 

repair 

shops, 

driveway 

and  waiting 

room — a. 

$200,000 

investment 

in  operating 

economy 

and 

passenger 

convenience 


^>iA\^ 


-It^A, 


■  20  ,69-lb  Beth.  I 


,       '  '      '■  Pit  4  deep 
6'-6"x7-6  xZi" 
Tin  clad,  sliding, 
fire  door-  fusible  link 


Exif 


Exit 


--■pf-V>i 


Waitings 


Room 


Eaot     9tl\    St. 


99' 


In  the  main  part  of  the  garage 
Gilbert  &  Barker  equipment  is  in- 
stalled to  handle  both  gasoline  and 
luV>ricating  oils.  There  are  two 
pumps  for  fuel  and  two  for  oil.  Fuel 
is  stored  in  two  1,000-gal.  tanks  and 
oil  in  two  500-gal.  tanks,  built  under 
the  floor. 

Since  all  buses  are  routed  through 
the  terminal,  it  is  possible  to  work 
out  a  very  simple  system  for  keeping 
them  up  to  the  mark.  Each  driver 
upon  arrival  at  the  terminal  makes 
out  a  report  on  the  foi-m  shown  here. 
This  is  placed  in  a  leather  pocket 
and  hung  over  the  radiator  cap  of 
his  bus,  where  it  can  be  read  and 
acted  upon  by  the  floor  superintend- 
ent. Space  is  provided  at  the  lower 
part  of  the  report,  to  be  filled  in  by 


the  mechanic  handling  any  repairs. 
The  mechanic  records  each  job  on  a 
repair  card,  also  reproduced,  which 
is  used  with  a  Cincinnati  time  clock. 
This  card  shows  on  one  side  the  time 
of  stopping  and  starting  each  job 
and  on  the  other  the  kind  of  material 
used.  With  these  two  reports  it  is 
possible  to  get  a  complete  record  of 
all  labor  and  material  charges  going 
through  the  garage. 

One  of  the  stores  shown  on  the 
plan  view  of  the  garage  is  rented, 
while  the  other  serves  as  a  drivers' 
room  where  they  can  wait  for  their 
various  runs.  This  room  is  now  used 
by  the  Cleveland  dispatcher  of  the 
associated  bus  lines.  It  contains  a 
time  clock  and  a  bulletin  board,  on 
which  assignments  and  notices  to 
drivers  are  posted.  Lockers  and 
showers  are  provided  for  the  drivers. 

Courtesy  and  safety  are  watch- 
words of  the  Cleveland-Akron  Bus 
Company.  In  carrying  out  these 
policies  the  following  rules  for 
drivers  have  been  put  into  force: 
Drivers'    Operating    Rules 

1.  State  law  regulating  speed  limits 
to  25  m.p.h.  to  be  strictly  observed.     If 


for  any  cause  you  are  late  no  attempt 
to  make  up  time  will  be  permitted. 

2.  Drivers  must  bring  their  buses  to 
a  full  stop  and  disengage  clutch  at  all 
railroad  crossings,  and  at  all  interur- 
ban  street  car  tracks  and  crossings,  and 
at  any  crossing  where  there  is  any 
danger.  Be  absolutely  sure  there  is  no 
moving  train  in  sight  before  starting 
to  cross,  then  start  in  low  gear,  shift- 
ing to  second  gear  before  reaching 
tracks;  no  other  shifting  of  gears  to 
be  made  until  tracks  are  cleared.  Doors 
must  be  opened  when  bus  first  comes 
to  crossings  and  must  remain  open  un- 
til bus  is  clear  of  danger  place.  (This 
gives  driver  and  passengers  a  chance 
to  hear  if  anything  is  coming  as  well 
as  seeing.) 

3.  Drivers  must  be  on  lookout  for 
passengers  at  the  curb  or  roadside,  re- 
gardless of  the  number  of  passengers 
on  board.  If  unable  to  accommodate 
any  person  attempting  to  board  buses, 
so  notify  them  in  a  courteous,  gentle- 
manly manner,  but  in  no  case  run  by. 

4.  Collect  all  fares  as  passengers 
enter  bus,  exceptions  being  made  while 
going  through  traffic  in  each  terminal, 
then  a  stop  is  to  be  made  at  the  most 
convenient  place  possible,  fares  col- 
lected and  tickets  properly  punched.  In 
no  case  must  a  fare  be  accepted  with- 
out presenting  passenger  with  ticket 
properly  punched,  showing  amount, 
date  and   destination. 

5.  Conversing  with  pasengers  for- 
bidden. Answer  all  questions  as  briefly 
as  possible,  maintaining  due  courtesy  to 
passengers. 

6.  In  case  of  accident  or  delays, 
drivers  must  notify  superintendent 
fully  in  the  quickest  possible  way.  In 
case  of  accident,  be  sure  to  get  all  pos- 
sible names  of  witnesses  and  full  par- 
ticulars, no  matter  how  small  or  how 
large  the  accident  might  be.  Make  out 
full  report  at  once.  Accident  report 
forms  are  to  be  carried  at  all  times. 


Schedules  and  Fares  for  Bus  Lines  Using  Cleveland  Union   Motor  Stage  Terminal  (as  of  Dec.  1,  1923) 


Map  Route, 

No.  Cleveland  to 

1  Akron  via  Brecksvillc 

2  Akron  via  Ifudsoii 

3  Akron  via  Northfifld 

4  Warren-YounRstown 

5  Conneaut  via  Ruclid  Ave. 

6  Conneaut  via  Lake  Shore  Blvd. 
■  7  Lorain  t 

8  Elyriadl 


One 

Wa.v 

Distance, 

Miles 

35 

40 

40 

68 

71 

76 

29 

26 


Total 
6 

6 
6 
6 
9 
9 
15 


-  No.  of  Buses- 


street 
Car 
Type 

3 

3 

3 

4 

6 

6 

9 


Sedan 
Type 

3 

3 

3 

2 

3 

3 

6 


2 


One 

Way 

$1   00 

1    00 

1  00 
2.25 

2  15* 
2  15* 
0.75* 


Mini- 
mum 
$0.25 
0  25 
0  25 
0.25 
0.25 
0  25 
0.25 


-Fare  Data  — 
Rate 


.^voraKe 
Round  Trips. 
No.  per  Day 
events  per    Mon.to     Sat. 


0.75*         0  25 


Mile 

2  86 
2.50 
2.50 
3.31 

3  03 
2  83 
2.58 
2.65 


Fri. 

7 

B 
10 

6 

5 


15 


Sun. 

9 
10 
12 

6 

6 
10 
15 
15 


Outside  Time. 

Mon.  to  Fri. 

A.M.      P.M. 


7  30 

7  00 

8  30 
7.00 
6.45 
5.45 
5.20 


8.10 
9.00 
7  45 
8.00 
7.20 
11.40 
7.05 


7.30    n.40 


RunniuE 

Time, 
Ilr.  Min. 

1-40 

2-00 

1-45 

3-00 

2-20 

2-20 

1-15 

1-40 


Headway, 

Hours 

2 

2 
I 

2 
2 
2 

? 


*  On  t  liose  lines  twelve-trip  coupon  hooks  sold  for  i)rice  of  ten  trips;  also  twenty  for  fifteen,  and  thirty  for  price  of  twenty  trips. 

t  ConnectinK  every  other  trip  with  bus  for  Sandusky.  32  miles  awa.v. 

X  Morning  and  afternoon  connections  with  bus  for  Toledo,  92.9  miles  from  Elyria. 


December,  lyiJS 


BUS 
TKANSPORTATION 


559 


AUTOMOBILE  RE 

PA 

RO 

VRD 

jriR  iw«. 

The  Clevcl»nd-Akfon  Biu  Co. 

»-N. W.iW fci. 

TiaMMl M>l»^  .. 

Job^ 

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INSTRUCTIONS 

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Tivo  forms  of  the  Cleveland-Akron  Bun  Cotnpaiij/.    Left  and  center,  front  and  bark  of  repair  card  used  with  time  clock. 
At  right,  condition  report  started  by  driver  and  finished  by  mechanic 


7.  Report  forms  must  be  made  out 
at  the  end  of  each  trip  and  turned  in 
not  later  than  the  following  morning. 
Care  must  be  taken  that  proper  mile- 
age, number  of  passengers,  cash  fares 
and  tire  changes  are  properly  entered 
thereon.  Reports  must  be  made  out  in 
ink  or  indelible  pencil. 

8.  Sufficient  amount  of  change  must 
be  carried  in  your  changers  to  enable 
handling  of  passengers  without  unnec- 
essary delay.  The  wearing  of  changers 
facilitates  collection  of  fares  and  they 
must  be  worn. 

9.  No  person  will  be  permitted  to 
ride  free  unless  provided  with  pass 
properly  signed  by  general  manager  or 
superintendent,  unless  it  be  a  company 
employee  directly  engaged  on  company 
business. 

10.  Smoking  while  driving  is  strictly 
forbidden. 

11.  Superintendent  will  have  charge 
of  dispatching  all  buses  and  under  no 
circumstances  must  a  bus  leave  stand, 
when  superintendent  is  on  the  job, 
until  ordered  to  do  so.  No  person  to 
be  permitted  to  operate  a  bus  for  any 
distance  without  proper  authority  from 
superintendent. 

12.  Any  employee  guilty  of  using 
company  cars,  for  any  other  purpose  or 
rerouting  them  without  good  cause  will 
meet  with  instant  dismissal.  Cars 
must  be  left  at  designated  parking 
places  or  put  into  garage  upon  com- 
pletion of  da>  's  work. 

13.  Remember,  in  case  of  doubt  stop 
your  car.  Safety  first  and  last  at  all 
times.     Don't  take  chances. 

14.  Courtesy  costs  nothing.  Use  it  to 
your  best  advantage.  Wear  that  big 
smile  and  win  friends. 

15.  When  going  down  a  hill  be  sure 
and  throw  your  car  in  a  lower  gear. 
Let  your  motor  work  as  a  brake.  Under 
no  circumstances  throw  your  motor 
out  of  gear. 


16.  Failure  to  report  for  duty  in  uni- 
form deprives  you  of  run,  also  sub- 
jects you  to  the  penalty  of  a  layoff. 


Remedies  for  Oil  Dilution 

THE  best  way  to  cure  dilution  of 
crankcase  oil  is  to  use  more  of 
the  oil.  At  least  that's  what  the  oil 
"doctors"  seem  to  say.  There  is  a 
critical  point  beyond  which  the  oil 
should  not  be  allowed  to  go.  William 
F.  Parish,  consulting  lubrication 
engineer,  at  a  recent  meeting  of  the 
New  York  Automotive  Service  Asso- 
ciation explained  this  as  follows: 
To  keep  below  the  point  where  undue 
wear  occurs,  light  motor  oils  should 
not  be  used  with  more  than  2  per  cent 
dilution;  medium  oils  having  8  per 
cent  of  dilution  enter  the  undesirable 
wear  field,  and  extra  heavy  oil  will 
withstand  16  per  cent  of  dilution 
with  fuel  before  it  becomes  thin 
enough  to  cause  undue  wear. 

To  prevent  the  bad  efTects  of  dilu- 
tion, such  as  "ovalized"  cylinders, 
worn  piston  rings  and  bearings,  noisy 
operation  and  loss  of  power  the  bus 
operator  should : 

1.  Drain  engine  more  frequently: 
With  lighter  fuel  every  600  miles,  or 
with  the  very  heavy  one  every  400 
miles.  This  in  summer,  but  winter 
conditions  require  drainings  at  150 
miles  less  than  these. 

2.  Do  not  use  kerosene  or  gasoline 


for  flushing  the  crankcase.  Some 
portion  of  them  always  remains  in  the 
crankcase  to  contaminate  new  oil. 

3.  Engines  should  be  improved  to 
make  draining  easier.  Instead  of  re- 
moving a  plug  underneath,  it  ought 
to  be  possible  to  do  the  work  from 
the  side  of  the  engine. 

4.  Watch  operation  carefully  dur- 
ing fir.st  1,000  miles.  During  this 
running  time,  the  draining  period 
should  be  fixed  at  250  to  300-mile 
intervals. 


Daily  Ad  Help. 

DAILY  adverti.sing  in  a  .small 
way  in  the  local  papers  is  a 
good  way  of  increasing  the  revenue 
of  a  bus  line,  according  to  C  A.  Mc- 
Millen,  proprietor  of  the  Bridgeport 
Bus  Service,  Wichita,  Kan.  Mr.  Mc- 
Millen's  route  serves  factory  em- 
ployees mainly,  and  he  expresses  the 
belief  that  the  recent  increa.-Jed  earn- 
ings of  his  line  are  due  in  large  meas- 
ure to  his  small  daily  ":•<!  "  wbiVVi  !< 
reproduced  here. 


HridReport  Bus  Service 
C.  A.  McMillen,  I'rop. 

Ru*     I'-TV*-*    Corri'T     r»o«ir!-t-     -."'1     Lr^^ 


thu   hour. 


This  daily  advertisement  stimu- 
lates business  in  Wichita,  Kan. 


560 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


Long-Distance 
Tours  Prove 
Profitable 

Arizona  Line  Serves  Twenty- 
eight  Towns.  Also  Handles 
Railroad  and  Local  Tourist 
Business 

THE  Union  Auto  Transporta- 
tion Company,  with  headquarters 
at  Phoenix,  Ariz.,  has  built  up  a 
good  business  during  the  last  few 
years.  Starting  from  a  small  or- 
ganization operating  five  cars  and 
serving  three  towns,  it  now  has  forty 
cars  and  buses,  serving  twenty-eight 
towns,  most  of  which  are  to  the 
west  of  Phoenix,  where  the  terminus 
is  the  Globe-Miami  mining  dis- 
trict. White  chassis  are  used  on  all 
lines.  On  the  Apache  Trail,  where 
many  tourists  from  the  Southern 
Pacific  Railroad  are  carried,  Yellow- 
stone-type stages  with  the  top  low- 
ered are  used,  so  as  to  give  travelers 
a  clear  view  of  the  famous  scenic 
highway.  The  Apache  Trail,  which 
for  years  was  in  terrible  condition, 
has  been  put  into  fine  shape  recently, 
the  Arizona  Highway  Department 
having  spent  about  $500,000  in  re- 
pairs. 

On  other  lines  the  company  has 
White  Model  50  bus  chassis  fitted 
with  sedan  type  bodies  seating  eigh- 
teen  people.     These   have   a   special 


Union  stage  with  Prcscott   {Ariz.)    Rotarians  on  five-day  trip  to  Mexican 

border.    In  background  is  San  Xavier  Mission  near  Tucson, 

built  by  priests  in  1690 


compartment  for  ladies,  a  smoking 
compartment,  heaters,  ventilators, 
and  a  baggage  carrier  at  the  rear. 
One  of  the  large  buses  is  shown  in 
front  of  the  company's  depot  at 
Phoenix,  where  a  waiting  room,  res- 
taurant and  soft  drink  parlor  are 
maintained. 

Large  Whites  are  also  used  for 
long  distance  charter,  as  indicated 
by  the  view  taken  in  Tucson,  which 
is  some  200  miles  south  of  Phoenix. 
The  party  shown  here  started  from 


Union  auto  stage  terminal  at 
Plwenix,  the  capital  city  of 
Arizona 


Prescott,  in  the  central  part  of  the 
state,  and  made  a  five-day  trip  by 
way  of  Phoenix  and  Tucson  to  No- 
gales,  on  the  Mexican  border,  which 
is  a  popular  place  for  conventions. 

The  rates  charged  for  regular  pas- 
senger service  average  about  4  cents 
a  mile,  although  on  some  routes  they 
are  as  low  as  3  cents.  While  the  com- 
pany is  incorporated,  all  the  stock  is 
held  by  active  members.  P.  E. 
Beutke  is  president  and  B.  H. 
McAhren  is  secretary  and  manager. 
In  addition  to  the  depot,  the  com- 
pany ownis  and  operates  a  mainte- 
nance shop  under  the  management  of 
Judson  King. 


December,1923 


BUS 

m\NSPORTATK)N 


561 


Hauling  Workers  at  Ford  Headquarters 

At  Hifjhland  Park  Thousands  of  PiLssenners  Preseni  ninWult  Traflic 
I'rohlem — Comparison  of  Motor  and  Street  Car  I'lexihilily  and  Capac- 
ity— Joint  Terminal  Recommended   for  All  Transportation  Facilities 


TO  MANY  bus  operators  traffic 
conKestion  is  not  a  theory — it  is 
a  troublesome  fact.  It  grows 
harder  and  harder  to  get  suitable 
terminal  facilities,  especially  in  the 
dowTitown  sections  where  people 
want  to  be  landed.  A  study  made 
recently  of  one  of  the  worst  traffic 
situations  in  the  country  should  be 
helpful  to  all  who  are  affected  by 
proposed  traffic  regulations,  and  who 
should,  therefore,  take  part  in  over- 


ing  south  to  Detroit,  6J  miles  away, 
and  north  to  Pontiac  and  residential 
sections  in  between.  Fortunately, 
this  load  is  not  discharged  from  the 
plant  at  the  same  time.  Some  10,000 
men  leave  at  7:30  a.m.,  and  the  peak 
is  reached  at  3:30  in  the  afternoon, 
when  30,000  men  finish  their  work. 
A  third  shift  of  21,000  gets  through 
at  11:45  p.m. 

To   handle   this   great   outpouring 
there  are  three  facilities,  all  operated 


trolleys,  two  .^c>  wim,-,  for  vehicles,  or 
0.2  second  for  pedestrians.  These 
headways  represent  a  movement  each 
hour  of  about  200  trolley.s,  1,800  mo- 
tor vehicles  and  some  20,000  pedes- 
trians. In  addition  to  all  this  traffic, 
there  is  a  two-minute  suburban  bus 
service  to  Pontiac  and  points  north 
and  a  thirty-second  de  luxe  jitney 
service  into  Detroit.  Both  buses 
and  jitneys  pass  through  the  conges- 
tion at  the  Manchester  Avenue  cor- 


^^^!|  i — l' 


07  R  R 


-Metiqer 
-Kendal 


-nenaau      i      «ve      .    i^ 

i  I    \^ . 

-La  B«lle    i      Ave     ,    .j  -       •■<>  B^He 


PoMidetTOr-i  

'    I    ^Pasodena 


Portion  of  Highland  Park,  where  bits,  jitney  and  trolley  serve  Ford  employees 
(Dotted  line  shows  proposed  Interurban  connection  to  the  north.    Railway  tracks  on  Woodward  Avenue  not  on  drawing) 


coming  the  difficulty.  The  follow- 
ing is  taken  from  a  report  prepared 
by  J.  Rowland  Bibbins,  consulting 
engineer,  Washington,  D.  C,  for  the 
City  Council  of  Highland  Park, 
Mich. 

The  main  plant  of  the  Ford  Motor 
Company  lies  along  Woodward  Ave- 
nue in  Highland  Park.  Not  in  De- 
troit, however,  because  Highland 
Park  is  politically  a  .separate  munici- 
pality, although  surrounded  entirely 
by  the  automobile  city.  But  High- 
land Park,  with  its  47,000  people,  ac- 
cording to  the  census,  contains  the 
Ford  plant  with  70,000  emploj'ees. 
About  two-thirds  of  these  use  the 
traffic  facilities  on  Woodward  Ave- 
nue, which  is  the  main  highway  lead- 


directly  on  the  highways.  First,  in 
point  of  numbers  carried,  is  the  trol- 
ley system  of  the  Detroit  Municipal 
Railway,  which  runs  trains  of  two 
cars  each  on  a  sixty-second  headway 
along  Woodward  Avenue  into  the 
city  of  Detroit.  Passengers  board 
the  trolleys,  at  the  rate  of  one  a 
second,  either  on  the  street  or  on 
loops  in  the  car  yards  across  Wood- 
ward Avenue  from  the  Ford  build- 
ings. Manchester  Avenue  runs  along 
the  southern  edge  of  the  Ford  site 
and  makes  a  T-junction  at  Wood- 
ward; here  is  the  neck  of  the  bottle 
as  regards  traffic  movement. 

At  this  T-street  crossing  traffic 
passes  during  rush  hours  at  a  head- 
way of  better  than  thirty  seconds  for 


ner,  before  turning,  and  thus  double 
the  total  movement. 

The  de  luxe  jitney  service  is  sup- 
plied by  individually  owned  touring 
cars,  the  owners  of  which  are  now 
in  litigation  to  retain  their  licenses. 
Operating  on  Woodwood  Avenue, 
these  give  Highland  Park  a  through 
service  to  Detroit.  And  this  is  the 
only  rapid  transit  service  available 
today  between  these  important  cen- 
ters. While  the  jitneys  accelerate 
and  brake  faster  than  the  street  cars, 
their  maximum  speed  is  but  little  if 
any  higher  than  that  of  the  street 
car  operating  under  full  voltage; 
that  is,  between  20  and  25  m.p.h. 
But  because  of  their  ease  of  move- 
ment in  and  out  of  traffic  and  small 


562 


BUS 

TR\NSP0RTAT10N 


Vol.2,  No.12 


number  of  stops,  the  jitneys  make 
the  trip  nearly  twice  as  fast  as  the 
trolleys. 

Of  course  they  are  entirely  de- 
pendent upon  good  pavement  and  a 
share  of  the  roadway ;  with  the  large 
jitneys  this  amounts  to  nearly  one- 
half  of  the  length  of  the  average 
street  car.  Moreover,  the  fare  is 
from  two  to  three  times  the  street 
railway  fare. 

Results  of  Traffic  Count 
According  to  reports,  with  125  jit- 
neys in  service  in  June,  there  were 
143  driveaways  between  3  and  4 :30 
p.m.  from  the  Highland  Park  ter- 
minus. On  a  Saturday  count,  with 
unusually  congested  traffic,  the  Wood- 
ward Avenue  jitneys  handled  18,754 
passengers  between  5  :30  and  12  mid- 
night, while  the  four  jitney  routes 
operated  in  Detroit  handled  52,000 
passengers  during  the  day. 

The  results  of  a  further  analysis 
of  motor  bus  and  jitney  operation 
made  on  July  3  and  9  are  shown  in 
the  accompanying  table.  All  north- 
bound buses  and  practically  all 
southbound  jitneys  operated  under 
load.  The  bus  headway  averaged 
about  five  minutes  during  the  after- 
noon with  a  maximum  movement  of 
two  and  one-half-minute  headway  for 
the  heaviest  fifteen-minute  periods. 

On  the  first  count,  July  3 
(showers),  jitney  movement  aver- 
aged sixty  seconds  headway  and 
thirty  seconds  for  maximum  fifteen- 
minute  interval.  This  is  about  the 
same  headway  as  rush-hour  street 
car  or  train  movement  southbound 
in  Woodward  Avenue. 

On  July  9  (fair,  weather),  jitneys 
averaged  fifty-four  seconds  headway 
and  thirty-five  seconds  for  the  thirty 
minutes  (3:35  to  4:05  p.m.)  of 
maximum  operation.  On  this  count 
the  jitney  movement  actually  in- 
creased to  twenty-seven  seconds  head- 
way (rate  of  134  jitneys  per  hour) 
during  one  five-minute  period.  The 
base  service  offered  by  the  jitneys 
was  quite  regular  on  July  3,  averag- 
ing sixty  seconds  headway,  exclusive 
of  the  "rush  extras";  it  was  less 
regular  on  July  9  (rainy). 

A  point  of  importance  is  that  the 
number  of  jitneys  in  line  at  the  load- 
ing stations  during  average  five- 
minute  periods  was  less  than  two, 
and  that  the  average  time  in  line  was 
less  than  one  minute,  which  must 
necessarily  be  so  in  order  to  hold  to 
a  headway  of  sixty  seconds  or  less. 

These  results  show  conclusively 
that  the  jitney  headway  throughout 


the  afternoon  is  nearly  equal  to  the 
maximum  rush  headway  of  street 
cars,  and  is  much  closer  than  the 
street  cars  during  the  heavy  output 
of  the  Ford  works.  The  jitneys 
carry  only  seven  pay  passengers,  as 
against  ten  times  seven  or  more  for 
a  street  car,  and  twenty  times  that 
or  more  for  a  two-car  train.  But 
they  require  less  than  half  of  a 
street-car  length  in  the  street  and 
can  maneuver  through  the  traffic. 

Passenger  turnover  on  the  jitneys 
is  sufficient  to  recoi'd  about  ten  pas- 
sengers per  trip  except  during  the 
light  (non-rush)  hours.  If  a  one- 
minute  headway  in  Woodward  Ave- 
nue were  maintained  throughout  the 
day  of  eighteen  hours  this  would 
make  the  total  carrying  capacity  in 
excess  of  10,000  passengers  per 
working  day.  and  with  rush  extras 
probably  12,000  passengers  or  more. 

This  traffic,  12,000  passengers,  is 
practically  the  line  capacity  per  hour 
of  a  double-track  single-car  trolley 
line  operating  with  a  thirty-second 
headway,  which  is  near  to  if  not  the 
practicable  limit.  It  is  thus  clear 
that  street  cars,  maintaining  about 
the  same  headway  as  these  jitneys, 
have  the  capacity  to  handle  from 
eighteen  to  thirty-six  times  as  many 
passengers,  according  as  single  or 
trailer  units  are  used. 

Why  Jitneys  Exist 
As  befpre  stated,  the  jitneys  make 
very  much  faster  scheduled  speed, 
and  this  is  their  principal  reason  for 
existence.  On  an  average  one  way 
Detroit  to  Highland  Park  trip  they 
make  from  five  to  seven  stops,  or 
about  one  per  mile  exclusive  of  traffic 
stops.  Street  cars  are  required  to 
make  from  five  to  ten  stops  per 
mile,  owing  to  the  constant  inter- 
change of  passengers.  The  possible 
schedule  speed  of  any  given  trans- 
port equipment,  with  a  given  rate  of 
acceleration  and  braking  and  maxi- 
mum running  speed,  is  about  in- 
versely proportional  to  the  number 
of  stops  per  mile  and  the  average 
duration  of  stops.  Assuming  an 
average  thirty-second  stop,  1,000  ft. 
apart,  or  5.3  stops  per  mile,  then 
about  seventeen  minutes  of  the  run 
from  Detroit  to  Highland  Park  is 
consumed  in  stops.  At  8*  m.p.h. 
schedule  speed  the  6J-mile  run  should 
take  about  forty-five  minutes.  This 
means  that  more  than  one-third  of 
the  street  car  schedule  time  is  con- 
sumed in  stops.  In  terms  of  actual 
running  time  the  stops  represent  con- 
siderably more  than  one-half. 


In  this  question  of  stops  lies  the 
whole  merit  of  the  motor  bus  serv- 
ice, for  at  one  stop  per  mile  of  thirty 
seconds  each  only  3.3  minutes  are  re- 
quired for  stops  out  of  a  run  of  per- 
haps fifteen  minutes. 

It  is  a  question  whether  this  same 
rapid  de  luxe  service  could  be  ren- 
dered by  large  buses  even  if  run  at 
the  same  headway.  Buses,  with  from 
twenty  to  forty  seats,  would  have  to 
stop  much  more  frequently  to  accom- 
modate the  larger  number  of  inter- 
changing passengers,  as  is  the  case 
with  street  cars,  which  already  have 
limited  stops.  And  as  the  rate  of 
acceleration,  braking  and  running 
would  probably  be  less  than  the  jit- 
neys, the  use  of  the  larger  bus  units 
would  probably  defeat  in  consider- 
able measure  the  purposes  of  the 
service — rapid  transit — in  compari- 
son with  the  present  small  capacity 
units.  The  only  remedy  for  this  con- 
dition would  be  to  reduce  the  num- 
ber of  stops,  which  again  would  sub- 
tract considerably  from  the  facility 
of  the  present  unlimited-stop  jitney 
service. 

The  preceding  should  not  be  con- 
strued as  an  argument  for  or  against 
jitneys  and  buses,  but  rather  to  en- 
courage economic  study  of  the  rela- 
tions between  street  car,  bus  and  jit- 
ney service  with  respect  to  street 
capacity  and  the  universal  desire  for 
and  need  of  rapid  transit.  It  is  a 
question  whether  such  a  facility  as 
now  exists  ought  to  be  driven  off  the 
street  without  providing  a  reason- 
able alternative — a  matter  outside  of 
the  present  study. 

In  the  end,  the  ultimate  cost  of  op- 
eration will  determine  whether  the 
jitneys  will  continue.  Meanwhile,  if 
the  people  of  Highland  Park  actually 
depend  upon  the  rapid  service  and 
are  willing  to  pay  the  de  luxe  fare 
reasonable  arrangement  should  be 
made  for  routing  and  loading  these 
vehicles  under  proper  police  regula- 
tions as  to  permissible  time  and  plan 
of  loading.  Individual  violations  of 
police  regulations  should  be  placed 
upon  the  violator  and  not  upon  the 
entire  facility. 

The  present  loading  stations  for 
both  bus  and  jitney  are  not  well  lo- 
cated, particularly  those  of  south- 
bound traffic,  because  they  interfere 
with  each  other  and  the  street  car 
loading. 

And  Now  for  the  Bus 
It    is    impossible    to    predict    how 
fast  or  to  what  extent  the  motor  bus 
will  strive  to  be  able  to  transplant 


December,  1923 


BUS 

TRVMSK)HIMK)\ 


563 


Trallic  Counts — Motor  Transportation  on  Woodward  Avenue    North    and    South 


Biu  and  jitney  movemeni — July  J.  1923  (ihowon) 

Jitnrya  lluar* 

South         North         Suulh 

Tula!  I  I  to  4:  iO  pill  I  17  |0  44 

AveraKf  P^T  hi>ui  4H  11  \2't 

Maxiiiiuiii  fiflcvn  iiiiiiuti-^  14  7 

tjprntd  Avi-iiii. 

Total  ( I  lu  6u.iii.).  lOj  5g 

Average-  per  hour  tO  4  1 1   t, 

Maxiiiiuii)  fiftiM-n  iiiiiiut^-n  10  7 

So.  City  Liiiili^ 

rutaKI  to4:30p  111.)  176  lOO 

.Vveragf  per  liiiur.  50  0  28  8 

.Maxiiiuiiii  hfti-en  minutcii 27  II 

Not.-:  llinc  jitney  aervice  Iita  reiular  than  on  July  9.    Averajce  headway,  om-  ami  uiie-lioK  iniiniii 
Jitney  movement  July  9  (fair  weather) 

Nunilur  leaving liudinK station  (1:03  to  S:05p.m.) 267 

.\veruKepttrliour  ...  h7 

Maiiiniiin  thirty  minute*  (3:3S  to  4:05)  >  I 

Kate  pi-r  hour      . ,  |(j2 

Average  tieadway.  thirty-five  aeeoiifU. 
Maxitiuini  heartway,  twenty-Kev«'ii  Heeonda 
.Nunilier  in  line.  aveniKe  five  iiiinuteit  (le«  than}  2 
Averaiee  time  in  line  (lesa  than)  I  minute 

Note:  Base  aervice  fairly  regular.    Average  headway,  one  minute. 


North 

)« 
10  K 


street  and  interurban  car  service 
into  the  north  country,  east  and  west. 
The  interurban  railway  development 
has  an  important  bearinj?  on  this.  As 
to  whether  the  development  will  be 
entirely  with  heavy  electric  car 
equipment  for  long  hauls  and  buses 
for  short  hauls,  both  sharing  local 
terminal  facilities,  is  a  question. 
Proper  foresight  should  be  e.xercised, 
however,  in  giving  the  interurban 
lines  a  reasonable  share  in  any  pro- 
posed terminal.  Obviously  much  de- 
pends upon  two  factors — condition 
and  continuity  of  hard  pavements, 
and  roadway  congestion. 

It  is  only  by  experience  that  suffi- 
cient operating  data  can  be  secured 
to  determine  definitely  the  proper 
rate  of  fare  at  which  the  bus  lines 
will  be  profitable,  or,  in  other  words, 
whether  they  can  exist  alongside  of 
the  trolley  and  interurban  service 
now  rendered  by  the  established 
lines.  Therefore,  it  is  a  grave  ques- 
tion whether  any  policy  should  be 
entered  into  now  by  which  this  im- 
portant economic  experiment  in 
transportation  would  be  cut  off  until 
the  full  facts  are  at  least  developed. 
So  long  as  they  are  permitted  to  op- 
erate, adequate  facilities  should  be 
given  them  more  suited  to  their 
needs  than  at  present. 

Terminal  Property  Recommended 
As  a  result  of  this  study  it  is  evi- 
dent that  street  and  track  capacity 
should  be  brought  more  into  con- 
sonance with  the  necessary  existing 
traffic,  to  make  up  for  developments 
deferred  since  pre-war  days.  The 
responsibility  for  these  developments 
lies  partly  with  the  street  railways, 
partly  with  the  industries  and  partly 
with  the  cities  of  Highland  Park  and 
Detroit.  Detour  streets  and  prepay- 
ment loading  stations  stand  out  as 


the  most  important  needs.  The  op- 
portunity exists  for  the  development 
of  a  valuable  and  unitjue  concessions- 
terminal  property  which  will  be  self- 
supporting  commercially  and  bring 
to  one  point,  off  the  main  highway, 
all  facilities  of  transit — interurban, 
motor  bus  and  eventually  rapid 
transit,  both  local  and  through  and 
interurban.  For  the  present  ter- 
minal property  is  located  right  for 
a  man-transfer  from  surface  to  ele- 
vated or  subway  rapid  transit,  with 


the  sub-walk  way  right  in  position 
for  the  mezzanine  concourse  of  the 
future  rapid  transit  station,  which 
has  been  predicted  at  this  point  by 
all  students  of  the  rapid  transit  prob- 
lem. 

But,  obviously,  no  such  combined 
solution  as  above  suggested  can  be 
brought  about  without  harmonious 
co-operation  between  the  several  pub- 
lic and  business  agencies  interested 
in  the  development  of  the  city  and, 
not  to  say  the  least,  the  railroads. 

It  has  been  thought  in  this  sug- 
gested solution  to  avoid  the  usual 
plan  of  immediate  drastic  regulation 
as  indulged  in  by  the  city  authori- 
ties of  excluding  from  the  public 
streets  either  the  vehicles  or  the  car 
line  or  installing  rigid  semaphore 
traffic  control  throughout  the  day 
and  night,  which  always  introduces 
important  elements  of  delay  in  traffic 
movements,  particularly  at  off-rush 
hours  due  to  the  long  signal  inter- 
vals employed.  On  the  contrary,  a 
combined  solution  has  been  sug- 
gested which  recognizes  existing 
needs  and  spreads  the  burden  of  de- 
velopment more  in  proportion  to  rela- 
tive responsibility  and  benefits  to  be 
derived. 


Advertisiiiji  Makes  Waiting  Kooiii 
Self-Supportiug 


THE  bus  men  of  Middletown. 
N.  Y.,  have  solved  the  problem 
of  the  maintenance  of  a  central  sta- 
tion and  waiting  room.  For  some 
time  they  have  maintained  a  waiting 
room,  but  the  question  of  the  expense 
attached  caused  differences  of  opin- 
ion as  to  the  apportionment  among 
the  various  lines  using  the  room, 
due  to  the  difference  in  the  numbers 
of  passengers  carried.  This  resulted 
for  a  short  time  in  the  discontinu- 
ance of  the  central  station.  The 
matter  was  later  taken  up  by  the  bus 
men  with  the  merchants'  committee 
of  the  Chamber  of  Commerce.  A 
new  location  was  found  directly  off 
the  center  of  the  city  where  a  main 
waiting  room  21  ft.  x  40  ft.  and  a 
ladies'  rest  and  comfort  room  10  ft. 
x  15  ft.  could  be  maintained.  John 
Wilkins  was  engaged  as  manager, 
and  with  the  co-operation  of  the 
merchants'  committee  and  the  bus 
men  he  evolved  a  plan  of  making  the 
waiting  room  self-sustaining.  This 
he  has  done  by  dividing  the  wall 
space  into  standard  advertising 
spaces   of   lOi    in.   x   24    in.      These 


spaces  are  paneled  off  and  sold  to 
the  merchants  of  Middletown  and  the 
surrounding  territory  on  the  basis 
of  $1  per  space  per  month  for  adver- 
tising purposes.  The  total  expense, 
including  rent,  salary,  light  and  heat 
of  the  waiting  room,  is  about  $2,200 
per  year,  and  the  present  income 
derived  from  the  sale  of  space  for 
advertising  is  the  same  amount. 

The  station  is  used  by  the  Hudson 
Transit  Company,  the  Newburgh 
Bus  Line,  the  Monticello  and  Liberty 
Line,  the  Middlesex  and  Pine  Bush 
Line,  and  the  Middle.sex-Sussex  Line. 
On  week  days  from  500  to  700 
passengers  pass  through  the  waiting 
room,  and  on  Saturdays  from  700  to 
1,000.  The  merchants  using  the  ad- 
vertising space  report  direct  returns. 
In  addition  to  the  income  the  adver- 
tising cards,  all  of  which  are  neat  in 
appearance  and  some  artistically 
finished,  serve  to  make  the  room 
attractive  for  the  waiting  pa.ssengers. 

This  is  a  plan  which  can  be  worked 
out  in  many  of  the  bus  stations 
throughout  the  country  with  very 
little  effort. 


Three  Continents 
Pictured  Here 

Europe 
Asia 
and 
North  America 


mr^. 


Dll  HtllES       X  ._" 


EiUMCLA*  r  "LAC  "•?'*"»"" 


-I'^lw 


*«i#i 


Snow  sledding  in  French  Alps. 
The  sled  has  wheels  on  front 
and  Kegresse-Citroen  treads  on 
rear.    (Above  in  the  circle.) 

At  the  left  is  shown  an  electric 
sign  which  helps  sell  transpor- 
tation at  Seattle  (Wash.)  bus 
depot.  Names  of  ten  lines  ap- 
pear at  sides  and  bottom. 

In  lower  view  F.  W.  D.'s  used 
for  local  transportation  in  Can- 
ton, China.  Fifteen  of  these 
buses  are  operated  by  Kwong- 
tung  T  r  a  m  w  a  y  Company. 
Plenty  of  room  here  for  adver- 
tising on  tractor  and  trailer. 
Bodies  built  locallv. 


■■■pbhbh 


l-v. 


'J%^ 


-^^ 


->'tir-  -^ 


->m2(: .^. 


Above — Out  on  the  Nevada,  California  t^  Oregon 
Railroad  they  use  this  gasoline  "rail"-  bus.  Track 
gage  is  36  in.  and  car  is  32  ft.  long.  Weight  is  16,000 
lb.  Motor  placed  back  of  rear  a.xle  on  sub-frame  that 
swivels  around  rear  a.\le. 

At  right — Inside  an  English  single  decker.  Notice 
seat  backs  on  this  Leyiand  twenty-passenger  bus. 

Below — This  de  lu.xe  bus  (White  Model  50  chassis 
and  Bender  twent\ -one-passenger  body )  travels  between 
downtown  Chicago  and  the  exclusive  Edgewater  Beach 
Hotel,  7  miles  out.  Guests  pay  35  cents  for  the  ride, 
others  pay  SO  cents. 


566 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


Good  Profits,  Good  Friends — Results  of 
Express  Business  at  Portland,  Ore. 


MOTOR  stages  leaving  the  union 
stage  depot  at  Portland,  Ore., 
now  frequently  take  express  pack- 
ages on  which  the  charges  total  $7 
to  $8.  Not  only  is  this  a  business 
which  is  profitable,  because  it  is 
handled  with  very  little  additional 
expense,  but  it  makes  many  friends 
for  the  stage  companies.  Patrons 
recognize  it  as  a  real  service  be- 
cause deliveries  are  made  so  much 
quicker  by  this  means  than  when 
shipments  are  sent  by  way  of  the 
usual  carriers.  The  total  volume  of 
express  business  going  through  the 
Portland  terminal  recently  amounted 
to  $2,500  per  month  and  is  increas- 
ing rapidly. 

Consignments   are   accepted    ordi- 
narily  only   for  destinations   where 

Uniform  Package  Rates  on  Portland 
Motor  Stages 


Pounds 

1     to    25 

26   to   55 

56  to  125 

1  to     5 

..    $0  25 

$0  25 

$0   25 

6lo  10 

25 

.30 

.35 

1 1  t<.  20 

3D 

.40 

50 

21  to  30 

35 

.50 

.60 

31  to  40 

40 

.60 

.85 

41  to  50 

45 

.70 

.95 

51  to  60 

50 

80 

1    10 

61  to  70 

55 

90 

1.25 

71  to  80    

.60 

1    00 

1   45 

8lln90 

65 

1    10 

1   55 

91  to  100    

70 

1.20 

1    70 

C.  O.  D.   Return  Charges 


in  the  accompanying  illustration. 
With  this  is  a  carbon  copy,  bearing 
the  same  number,  which  is  retained 
at  the  point  of  shipment.  Many  of 
the  shipments  are  sent  C.O.D.,  which 
is  particularly  desirable  business  be- 
cause the  carrier  then  collects  a  re- 
turn charge  on  the_  money  as  well  as 
the  regular  express  rates.  These 
C.O.D.  shipments  have  attached  to 
the  waybill  a  heavy  manila  envelope, 
on  the  face  of  which  a  form  is 
printed  affording  space  for  number 
of  the  waybill,  date,  shipper's  name, 
and  the  itemized  account  consisting 
of  (1)  the  amount  of  C.O.D.,  (2)  the 
express  charge,  (3)  the  cost  of  re- 
turning the  C.O.D.,  and  (4)  the  total 
to  be  collected.  When  the  C.O.D. 
collection  is  made  the  money  is  put 
in  the  envelope,  which  is  then 
handled  as  a  shipment  to  be  returned 
to  the  consignor  of  the  package. 

No  specific  limitation  has  been 
placed  on  size  and  weight  of  express 
packages,  but  the  dimensions  of  a 
small  steamer  trunk  are  about  the 
maximum  which  it  is  convenient  to 
handle.  Obviously  anything  which 
cannot  be  put  in  the  baggage  com- 
partment of  the  stage  cannot  be  ac- 
cepted. The  express  and  C.O.D. 
charges  are  given  in  the  table. 


1  to  25 

26  to  55 

56  to  125 

Amount 

Miles 

Miles 

Miles 

$lto$|0 

.25 

.30 

.35 

10  to    20 

30 

.35 

.40 

20  to     30 

35 

.40 

.45 

30  to    40 

40 

.45 

.50 

40  to     50 

45 

.50 

.55 

50  to     60 

.50 

.55 

.60 

60  to     70 

55 

.60 

.65 

70  to     80 

60 

.65 

.70 

80  to    90 

65 

.70 

.75 

90  to  100 

.70 

.75 

.80 

OREGON  AUTO  STAGE 
TERMINAL  CO. 


NO. 


DATE 

C.    O.    D S_ 

TRANS.    CHARGE  $_ 

RETURN    OF   MONEY     »_ 


TOTAL  COLLECT  »_ 

SHIPPED  BY 


REMARKS 


_I92_ 


RECEIVED  PAYMENT 


Envelope  used  for  shipping 
C.O.D.  payments,  made  of  ma- 
nita — 82  ■>■  6  i)i. 


When  the  consignee  cannot  be 
found  at  the  address  given  the  pack- 
age is  returned  to  the  point  of  origin, 
and  the  shipper  may  there  claim  it 
upon  payment  of  the  express  charges 
both  ways. 


!  OREGON  AUTO  STAGE  TERMINAL  CO   PACKAGE  WAYBILL  No.  E        1999    !  RECEIPT  FOB  package 

i  o-T. ..^  NO.  E 1  i)  9  9 


PORTLAND     ORE. 


I  CAHAS  STAGE  Lim  CO.  Inc. 

'  ARTICLE 

I  VALUE  9 WEIG 

I  SHIPPED    BY 

'  SHIPPED    TO 

\  ADDRESS    

'  RECEIVED    BY 


1 

CHARGES 

ADVANCES 

! 

C.  O.  D. 

COD.^CTUPN 

TOTAL 

rilP^'f-MiVMT 

tllC'D  FROM— 


suajiCT  TO  TARipr  in  kppict 


OREGON  AUTO  STASE  TERMINAL  CO. 


RECEIPT  FOR  CHARGES 

>.._~oE  1999 


.  Rcc  D  rnoM— 


there  are  stations  so  the  consignees 
can  be  required  to  sign  for  delivery. 
However,  deliveries  at  specially 
designated  points  are  frequently 
arranged  by  phone,  and  it  is  not 
unusual  to  deliver  automobile  parts 
to  a  car  stranded  on  the  road 
traversed  by  the  stage  route.  In 
such  cases  the  motorist  in  trouble 
telephones  to  the  Portland  dealer. 
The  desired  part  can  often  be  put  on 
a  stage  within  an  hour  from  the 
time  the  call  is  received.  Automo- 
bile dealers  have  been  quick  to 
realize  the  advantage  of  this  de- 
livery by  a  carrier  that  is  giving 
frequent  service  and  they  make  ex- 
tensive use  of  it. 

The  form  of  waybill  used  is  shown 


I  RECEIVED  IN  GOOD  CONDITION^ 


CAMAS  STACE  CO.  lie 


oheoon  auto  stage  terminal  co   c.  o.  d.  waybill  no.     ,3449 

^Staoe  Line  Portland.  Ore ,92 


receipt  for  c.  o  d  package 

.. — =    3449 


AHTir.i  r 

CHARGES 

VALUE      '« 

ADVANCES 

C.  0.  D. 

shipped  Torr     m     ' 

nr 

C.O.O.  RITUHN 

ADD R ess 

>* "^^ i 

uv 

TOTAL 

HEr.n  nv 

... 

C.      C 

).    D. 

-i — €.:^a;;mr 


OREGON  AUTO  STAGE  TERMIf^L  ,C0. 


RECIEPT  FOR  C.  O    D    CHARGES 


344.9 


RECD    IN    GOOD    CONDITION. 

■Am  u,  MiIB  »■  i  ,iLui,.Ba 


:::::£:=tttt:= 


Package  and  C.O.D.  wai/bills  used  on  Oregon  Stages.  Size  4  x  8J  in.  and  printed 

in   book   with    yellow   sheet   for   carbon   copy.     At   right   are 

receipts  given  to  shipper  and  consignee 


December,  1923 


BUS 

1RVVISHURTA1K>N 


567 


Buses  above  overhaul  pits  on  second  floor  of  garage.     Elevator  lo  ttu-  rujnt   m  r:niii 


Record  Forms  that  Save  Time  for 

100-Bus  System 


A  FLEET  of  some  100  buses,  of 
varied  sizes  and  makes,  re- 
quires a  well-organized  and 
■efficient  maintenance  force,  combined 
with  adequate  garage  facilities.  In 
the  case  of  the  Milwaukee  Electric 
Railway  &  Light  Company,  the  ve- 
hicles operated  include  double  deckers 
and  single  deckers,  the  latter  in 
both  sedan  and  street  car  types. 
As  was  described  recently  in  Bus 
Tr.\nsportation  in  the  October,  1923, 
issue,  page  479,  sen'ice  is  given  over 
some  600  miles  of  route,  located  in 
Milwaukee  and  all  through  the 
southern  half  of  Wisconsin. 

Maintenance  activities  of  the  com- 
pany are  centered  at  its  south  shop 
on  Kinnickinnic  Avenue.  Here  is  a 
modern  garage  of  two  floors  each 
about  rs  X  200  ft.  The  lower  floor 
is  used  for  parking  space,  minor  re- 
pairs and  operating  failures.  Two 
pits  are  located  at  the  extreme  we.st 
end;  an  elevator  takes  the  buses  to 
the  second  floor  for  overhauling  and 
inspection.  In  part  of  the  old  Kin- 
nickinnic carhouses  on  the  north  side 
of  the  garage  buses  used  for  city 
service  are  parked,  also  snow  plows 
and  other  miscellaneous  equipment. 

On  the  .second  floor  are  four  pits, 
three  at  the  west  end  and  one  along 


With  Ideas  Any  Operator 
Can  Ea.sily  Apply — In  Addi- 
tion, (he  Story  of  Inspection 
and  Overhauls  as  Handled  by 
a  Successful  Transportation 
Company 


the  north  wall.  Lathe,  drill  press, 
grinder  and  cleaning  tank  big  enough 
to  accommodate  the  largest  unit  have 
been  installed.  An  overhead  hoist 
is  used  to  transport  chassis  units 
about  the  shop.  Battery  charging 
rack,  electrical  overhauling  and  body 
repair  division  are  located  on  this 
floor.  At  this  garage  buses  are  in- 
spected on  a  2.000-mile  basis,  receive 
an  intermediate  overhaul  on  a  25,000- 
mile  basis  and  a  general  overhaul  on 
a  50,000-mile  basis.  Inspection  con- 
sists of  lubrication  throughout  the 
chassis  and  engine,  wheels  checked 
for  slackness,  battery  and  e<iuip- 
ment  tested. 

Necessary  repairs  are  made  at  this 
time  on  all  parts  which  appear  un- 
able to  operate  until  the  intermediate 
overhaul.  The  organization  which 
devotes  itself  to  inspection  consists 
of  an  engine  man,  front  axle  and 
steering  gear  man,  rear  axle  and 
brakes  man,  clutch  and  transmission 


and  propeller  shaft  man,  a  carpenter, 
electrician  and  a  tire  man.  Each  one 
of  this  organization  has  his  work 
clearly  mapped  out  for  him  on  a  spe- 
cial inspection  form  sheet. 

Tire  pressure  is  checked,  as  is  al.so 
the  tire  tag  number.  This  tire  num- 
ber is  a  four-figured  number  burned 
into  each  side  of  the  tire  and  has 
aided  greatly  in  the  check-up  of 
tires,  giving  the  company  something 
to  work  on  in  obtaining  adjustments. 

Intermediate  overhaul,  as  the 
designation  implies,  is  an  overhaul 
of  all  working  parts  without  remov- 
ing the  units  from  the  chassis.  The 
body  is  not  removed  at  this  time, 
although  it  may  receive  a  coat  of 
paint  inside  and  out  or  a  coat  of 
varnish  on  the  outside.  More  at- 
tention is  given  to  the  units  at  this 
time  than  at  the  inspection  period. 
A  rigid  test  is  driven  all  parts  with- 
out dissembling;  however,  should  a 
part  show  excessive  wear  a  unit  may 
be  changed.  Extra  units  are  kept 
on  hand  for  all  types  of  coaches,  so 
that  no  delay  will  be  necessary  at  this 
time.  The  head  is  removed  from  the 
engine,  carbon  .scraped  out,  valves 
ground,  bearings  inspected  and 
tightened  if  necessary.  Rear  wheels 
are  removed,  brake  lining  inspected 


568 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


At  left,  front  end  of  second  floor;  mechanical  reconstruction  takes  place  here.     At  right,  garage  office, 
where  records  are  kept  and  orders  issued  for  bus  overhaul  and  inspection 


THE  MILWAUKEE  ELECTRIC  RAILWAY  &  LIGHT  COMPANY 
OVERHAUL  SHEET  FOR  BUS  NO TYPE 


TOTAL  BUS  MILEAGE  AT  LAST  OVERHAUL  _ 


_TOTAL  BUS  MILEAGE  AT  THIS  OVERHAUL- 


REPORTS    (Road  Delays  in  Red) 


ho 


rO 


ENGINE  AHD  OIL   EFFICIENCY 


c  bcitmgl,   Ml  wilh 


5.    Exlm 


c  lippti  clciiincci. 


7.   Rcplict  broken  bonncl  cli|». 

V.   On   U'hiiti  ICC   Ihal.  compKtiian   iclcut  pcd^l  tni  liver  arc   workiric 
ELECTRICAL  SYSTEM  AND  OASOLnJB  EFFICIENCY, 

1.  Clc>n   cirburclar   mi   ipark   plugi,   tAiminc   acfcltciior   g»i   and   I 

rod). 

2.  Eaamine  gu  l*nk  lot  Iciki  or  broken  lupporlii  clean  |u  filler;  exam 

].  Dram  lomc  gMoline  from  vacuum  lank  and  cxamlnt  *ll  connections 

leak. 
4.  Clean  tarbon  ttom   rxhauil  pont. 
i.  Clean  masneio.  on  Ceachci  >«  ihal  magneio  hat  proper  advance,  ei 


No.  S 
I   good    ihapc' 


■r.  bun 
igbu  a. 


On    Model    IS 
roperly  f 

rkmg  properly. 


7.  What  .1  gen 

i.  Are    genera,, 
Whilei, 
t.   SeHhaibu.i 

CLUTCH,  GEAR    SET.   STEERINQ    MECHANISM.   FRONT   WHEELS 
AND    FRONT    AXLE 

1,  Eiamiac   tlulth   oi>etiting    geai.   Ihiuil   rate   tmncrt,   duUh   thafl   buth.ng, 

coupling,  coupling  conn  and  coupling  bolM. 

2.  Stt    '  ..... 


n   Whi 


>l  bolli 


King  a 


light  a. 


J.  Ste  U 

B.  Sm  t'l 


10.  Ste  Ihal  "hwl' 

11.  £um.ne  IronI 

iprmgi  hi 
II.  Ii  ipecdomelci 


1.  E»ni.n< 

aha' 

2.  Examini 


inga.  (prmg  bratkeli,  ihacklti  and 
(uflicienl  arch, 
orking  properly' 

REAR  AXLE  AND  BRAKES 

■  aprinaa,  aprmg  lira<kcl>,  Ubolii,  kii 
.olta.  See  Ihai  iprnig.  have  aufliciiiii  ai 
elt;  tec  Ihai  paint  ■■  in   good    order,    th 


g  propcrli-. 


1  properly 


ig  bollt.  (hacktct  a 
a1    wheel   null   or    r 


n  good  coodtlion  and  properly  niaiched  (on  butei 
>int   rear  ailc   thalii   (or   potiible   delcela.     Enam 


iimg  and  replace — filling  lo  proper  lev 
kt. 

uiigi.     See   ihal  brake  drum  bolli  are 


7.  On  IS-'S  While 


[  leeuicd 
d  colter  pin 


nuflkr 


El  or   huihingi  in  good  condilion? 

BODY  AND  SIGNS 
,  Dijminr  heat  p-pe  aibciloi  coveiini 
■hai   Ihrrc  are   nu  loo>c   Kciloni. 


body    and   cu>hion>   are    Ihoroughly   t 
4.  Enamine  body   lot   ptojetiing  |H>inU  likely  lO  n 

6.  Inapect  >elU  lor  looieiieia. 

7.  Se*   Iha*   detlina'iion   iign   and   operaiiiig   mtclii 


e  all  » 
aiilyf 


4o»  lideia 


1  art  in  good  workini 
in  plate  and  iccurtF 


.1  wotki  properly. 

n„rUiaida  and  dith;  are  that  all  Kicwt  ut  firmly  In  plate. 

'indthield  cleaner   ri   in   pU<e   and   .AOtfcing  properly. 

re  ulinguiihrr   ii   filled  and  in  woikin^  ardtt. 

riittd  hinget  and  elampt  attureF    It  tnirror  wtur«  and  >l  proper 


15.  T.ghi«.  lend.rt,  re 

and  holder*. 

16.  Exatnlne  tirt  cirrit 


e  dtnti  and  ti 


nine  licenie*  plaici 


NOTE—f^OH  WEEK   ENDING 

SEfPECTlVELY.   BUS IS   THEREFOR^ 


_TYPE GASOLINE   AND   OIL   AVERAGES   ARE. 

THB   AVKRACS   ON  GASOLINE   AND % 


AND M.  P.  G. 

_THB  AVERAGE  ON  OIL 


GENERAL  REMARKS: 


ove  Vehicle  H»i  ijeen  Made.  That  All  Delecli  Have  Been  Remedied  and  Thil 
5,g„d    IiMpettor  Signed    Operation    Foreman 


Overhaul  sheet  follows  bus  through  shop.     Right-hand  column  filled  in  previoiis  to  overhaul,  and  left- 
hand  columns  during  overlmul      Insert  shows  tire  tag  which  accompanies  each  spare 
tire.      Red  is  u^ed  to  indicate  old  tire  and  white  to  indicate  new  tire 


December,  1923 


BUS 

m\NSPORUTION 


569 


WISCONSIN  UOTOH  BUS  LINU 

DELAY  CARD 


W  D(l» 


H«IM  Dm*  AnrxJ 


O^vrUw 


RCPDAT  ALL  DELAYS      («.  »AI, 


'  •»  •■  BmH  TiM«iDH«T 

BtJg*   So 

tUJ(«  \  . 


r^r  Vn 

TlK  .Mil.<ukrc  OkUIc  Kailoair  »J  Ufhl  CiMtm 
SUMMARY    OF    CASOUNC    VEHICLE    SERVICE 

._ 

■  ^           1  nJll« 

'•»          fwt-ri         .      ... 

' 

-  r  --]"-^^r^-! « — I — =-                         — 

- 

'             ■              i              1 

24 

TOTAL 

'     "" 

l;«nc>u. 

iMCfH 

CmlpnK 

2A 

TRAFFIC  RECORD 

Or«raiar»  at  CotMlan  •«  b«4  *i  «4i.b  <*j  ncvnl  ACTUAL  TIMC«f 
k«**itd»Mhk<r»tMJ  CHCATtST  LOAD  <>•»«.  •likiliwM  Sm  bcWo 
lot  U  •<  ciMchkc  pMat*.  *aJ  MMsig  tAf^tij  vi  biM« 

INBOi/NO  MM*  t^mt*  iMtM  W  l*Mi  •■  iMt  i«Ma«  A»>  to.*: 
WaMkMinrf  M  Pra*fw1~Cf>«L  mJ  Culk«wU  m  nriMi      'iViillnJtnR 


OLTBOCNT  MUM  •-•»  trmtn  maIm  •(  !•-«  m  turn  raMiMg  do*>  t». 
EMlkBuMd  0-   l>MfMl-Cru*.  UJ  W..ih*uA4  M  SkcnkM   'HuUnT 


Count- Don't  Guets 


oucs  ruvT       cnn  rukT 


L^- 


cars  ntwr       cmcx  rx«n 


MUm(*  thl«  D»la 


D»t««i  duAf* 


MakaarNnrTta 


SaaslNa.Na»-nr« 


MDaac*  thU  MMak 


2B 


WISCONSIN  MOTOR  BUS  LINES 
CITY  TRIP  SHEET 


WI>CONSIN  UOTOH  BUS  LIMI 1 

BUS  CONDITION   REPORT 


'   chr  TVf  T»f  So  twrr 


Aiiti  T*ui-a 

BOHT          1 

I  »••&• 


Bws  record  forms  used   by  Milwaukee  Electric   Railway   *   Light  Company 


and  if  necessary  replaced,  front 
wheels  are  removed  if  necessarj'. 
As  a  result  of  this  intermediate 
overhaul  the  coach  is  placed  in  an 
operating  condition  which  should 
last  satisfactorily  until  the  general 
overhaul. 

In  the  general  overhaul  everything 
is  taken  down,  the  body  is  removed, 
renovated,  painted  and  varnished, 
springs  are  given  new  bearings,  new 
shackles  are  inserted  and  new  bear- 
ings supplied  throughout.  The  en- 
gine is  rebored,  fitted  with  new  pis- 
tons, new  wrist-pins  and  new  bear- 
ings, after  which  it  is  given  a  full 
load  run  in  on  a  dynamometer.  After 


No.  1  A  delay  card.  4x5  In.,  is  filled  out 
by  the  driver  In  case  of  bus  failure  on  the 
road. 

No.  2.  Form  used  for  recording  gasoline 
and  oil  consumed.  Also  carries  on  the  re- 
verse side  full  Information  as  to  tire  mile- 
ages. 

No.  3.  The  conductor's  city  trip  sheet 
shows  full  information  as  to  trips  and  mile- 
age run,  fares  collected,  transfers  Issued 
and  collected.  On  the  back  (3B)  Is  given 
the  actual  number  of  passengers  •■ii  the 
bus  each  trip  when  passing  specific  points. 

No.  4.  Each  bus  carries  this  condition 
report  form,  which  Is  signed  by  each  driver 
handling  the  bus  during  the  day.  This 
form  i.s  6i  x  Si  In.  and  is  In  duplicate. 
The  original  sheet  Is  carbon   backed 


reassembly  the  coach  is  in  as  good 
condition  as  when  new. 

In  addition  to  the  mechanical  main- 
tenance force  there  is  also  a  cleaning 
gang  whose  duty  it  is  to  wash  and 


clean  the  e.xterior  and  interior  of  all 
coaches  each  night.  This  feature  of 
the  work  is  taken  care  of  on  the 
ground  floor  of  the  two-story  garage, 
while  the  inspection  previously  re- 
ferred to  is  held  over  three  pita  in 
the  rear  on  the  ground  floor.  The 
intermediate  overhaul  is  carried  on 
over  three  pits  at  the  rear  of  the 
second  floor,  while  the  front  of  the 
second  floor  is  used  for  the  general 
overhaul.  It  is  in  this  portion  of  the 
building  that  the  machinery  is  lo- 
cated for  doing  the  necessar>'  ma- 
chine work  on  the  engine.  Fifteen 
men  constitute  the  7  to  4  overhaul 
shift,  while  thirty-five  men  are  used 


570 


BUS 

TJUNSPORTATION 


Vol.2,  No.12 


on  the  7  to  4  inspection  shift. 
Trouble  shooters  supplied  with  a  re- 
pair wagon  are  constantly  on  hand 
to  meet  any  emergency  that  may 
arise  on  the  road.  Washers  are  al- 
■  ways  on  hand,  their  heaviest  work 
coming  between  11  p.m.  and  7  a.m., 
at  which  time  eight  men  are  on  duty. 
Records  are  kept  of  the  perform- 
ance of  each  vehicle,  particular  at- 
tention being  paid  to  the  oil,  gas 
and  tire  mileage.  The  company 
maintains  its  own  filling  station  ad- 
jacent to  the  garage,  and  the  man  in 
charge  supplies  most  of  the  data  for 
the  record  sheets.  A  complete  oil 
change  is  made  at  the  inspection 
period  and  also  at  500  miles  after  a 
general  overhaul.  At  other  times 
the  oil  level  is  maintained  by  adding 
fresh  oil.  Discarded  oil  from  the 
crankcase  is  used  to  lubricate  springs 
and  street  car  door  mechanisms. 
Trip  sheets,  bus  condition  reports, 
delay  cards  and  tire  tags  filled  out 
by  the  operator  are  used  as  a  means 


of  obtaining  statistical  information 
relative  to  the  operation  and  condi- 
tion of  each  vehicle. 

It  has  been  found  desirable  to  list 
the  various  possible  failures  on  a 
vehicle  on  the  "bus  condition  report" 
in  order  that  the  driver  may  check 
off  the  defects.  The  original  of  this 
report  goes  to  the  garage  superin- 
tendent while  the  carbon  copy  at- 
tached goes  to  the  superintendent  of 
transportation.  Delays  caused  by 
equipment  failures  are  recorded  on 
the  large  overhaul  sheet  representing 
each  bus.  Defects  recorded  on  the 
bus  condition  report  are  also  posted 
to  the  large  overhaul  sheet,  entry 
being  made  in  black  ink,  while  entry 
of  defects  causing  delays  is  in  red. 

The  tire  tag  previously  referred 
to  accompanies  each  spare  tire  and 
is  filled  out  when  the  spare  is  used 
to  replace  a  defective  tire.  A  record 
of  these  tire  changes  is  kept  in  the 
garage  office  and  it  is  from  this  that 
the  tire  mileage  is  calculated. 


Scheduled  Trip  Dropped  to  Hold  Business 
at  Home  Hotels 


WHEN  the  explorers  in  Egypt 
uncovered  King  Tut's  outer 
chamber  they  found  that  the  chariots 
used  by  the  King  were  of  the  best 
materials  and  made  in  the  ancients' 
most  approved  style.  After  3,000 
years  these  royal  carriages  were  still 
good  and  not  much  affected  by  the 


air  of  the  twentieth  century.  If  a 
modern  King  Tut  wanted  to  make 
a  trip  from  Wichita  to  El  Do- 
rado, Kan.,  he  would  undoubtedly  se- 
lect the  new  De  Luxe  Bus  Line  for 
his  twentieth  century  trip.  On  this 
line  is  a  new  bus  believed  to  be  the 
finest  one  in  all  Kansas.    The  chassis 


is  made  by  the  White  Motor  Com- 
pany, Cleveland,  Ohio,  and  the  twen- 
ty-one-passenger body  by  the  Bender 
Body  Company  of  the  same  place. 

At  present  Miller  tires  are  used, 
36x6,  single  in  front  and  dual  rear. 
In  the  near  future  the  owner  is  go- 
ing to  put  smaller  tires  on  in  the 
front  and  use  larger  single  tires  in 
the  rear.  The  reason  for  this  change 
is  that  this  bus  line  runs  through  the 
oil  district.  The  mixture  of  oil  and 
mud  there  encountered  sticks  be- 
tween the  dual  tires  and  forms  a 
large  mud  pack.  This  combination 
makes  too  much  wear  on  the  engine 
and  body  and  the  riding  is  too  bumpy 
for  the  passengers. 

The  bus  line  covers  the  following 
towns  and  cities:  Wichita,  El  Do- 
rado, Benton  and  Towanda,  Kan.,  76 
miles  for  the  round  trip.  Three 
round  trips  have  been  made  each 
day,  but  the  management  will  take 
off  the  bus  leaving  El  Dorado  at 
6  p.m.,  because  the  hotels  there  are 
complaining  that  it  takes  too  much 
business  away  to  Wichita. 

The  fare  for  the  round  trip  is  $3; 
one  way,  |1.50.  This  rate  is  only  38 
cents  higher  than  the  railroad  fare 
over  the  Missouri  Pacific  and  the 
running  time  is  better  by  bus. 

The  De  Luxe  Bus  Line  is  owned  by 
John  W.  McClure,  El  Dorado,  Kan. 
This  operator  places  service  above 
financial  gain.  Only  recently  he  re- 
fused an  offer  of  $300  for  three  days 
use  of  his  bus  in  Wichita,  so  as  not 
to  disrupt  his  schedule  and  disap- 
point his  patrons. 


On  line  between    Wichita   and  El  Dorado,  Kan.     The  full-of-bnsi>iess  driver  is  Lot  Leonard  of  El  Dorado 


December,  1923 


BUS 

IKVSSPOKUKON 


571 


f}u»  ineetH  bus  at  railroad  depot  near  headiiuarters  of  line  in  Danietnon 

School  Business,  an  Owner  Finds,  Is 
a  Worth  While  By-Product 


OVKR  the  hill  to  the  school- 
house.  This  is  what  the 
Willimantic-Danielson  bus  line 
does.  It  runs  over  the  hill  to  the 
schoolhouse.  But  it  does  a  lot  more 
than  that.  It  performs  a  real  pub- 
lic service  in  a  rather  thinly  settled 
hill  district  of  central  and  northern 
Connecticut.  It  has  been  doing  so 
for  more  than  three  years  now. 
And  in  these  three  years,  with  their 
rigorous  winters,  not  one  trip  has 
been  lost  because  of  any  equipment 
fault  or  on  account  of  snow.  As  for 
the  service,  it  is  more  than  attrac- 
tive. Large  and  small  buses,  driven 
by  fully  liveried  chauffeurs,  are 
alternated  with  skill. 

Residents  of  the  territory  served 
by  the  bus  line  who  depended  upon 
the  steam  railroad  for  transporta- 
tion were,  to  use  the  vernacular, 
about  ready  to  give  up  the  ghost  be- 
fore the  bus  line  wa.s  established.  A 
railroad  with  only  two  local  trains  a 
day  is  hardly  a  railroad.  It  is  a  prov- 
ocation. And  this  is  what  the  rail- 
road connecting  Willimantic  with 
Putnam  had  come  to  be  to  the  resi- 
dents of  Hampton.  Clark's  Corner 
and  North  Windham,  who  desired  to 
do  business  in  Willimantic  and  were 
not  independent  of  the  railroad 
through  ownership  of  private  cars. 
Perhaps  the  growing  use  of  the  pri- 
vate auto  forced  the  railroad  to  re- 
duce its  service.  There  is  such  a 
thing  as  real  economic  necessity.  It 
is  relentless  in  its  workings.  It  was 
particularly    relentless    in    this    in- 


Fifteen  and  Thirty-E*assen- 
fjer  Vehicles  Are  .Xlternated 
to  Advantage  on  Rural  Line 
in  Connecticut  and  Rhode 
Island — HiK  Bus  I'sed  for 
School    and    Holiday    Service 


stance.  In  fact,  working  indirectly 
it  threatened  the  civic  life  of  some 
of  these  villages,  by  almost  denying 
the  coming  generation  a  means  of 
getting  to  school.  At  this  juncture 
in  stepped  the  bus. 

A  small  volume  might  be  written 
about  the  meaning  of  this  bus  line 
to  the  residents  of  the  territory 
which  the  buses  serve.  This,  how- 
ever, is  not  an  economic  study.  It  is 
intended  to  be  an  account  of  the  suc- 
cessful use  of  a  large  bus  and  of  one 
of  moderate  size  to  give  service  be- 
tween a  town  of  about  13,000  people 
an(l  one  of  about  5,000  not  directly 
connected  by  railroad.  The  distance 
between  the  two  towns  is  20..5  miles. 
By  connecting  at  Danielson  with  a 
bus  line  operated  by  the  proprietors 
of  the  Willimantic-Danielson  route 
the  trip  by  bus  can  be  made  all  the 
way  to  Providence.  In  fact,  Daniel- 
son  is  the  pivotal  point,  for  here  are 
located  the  headquarters  of  the  bus 
lines.  The  entire  route  from  Willi- 
mantic to  Providence  is  46.5  miles 
and  the  combined  fare  is  $2.50.  The 
route  from  Danielson  to  Providence 
was  not  opened  until  June  of  this 
year. 

The    fares    and    distances    are    all 


shown  on  the  accompanying  time- 
table. That  document  i.s  inartic- 
ulate, but  a  study  of  it  indicates  the 
nicety  with  which  the  connecting 
times  have  been  worked  out  and 
shows  that  the  lay-over  time  has 
been  so  kept  down  that  the  buses 
are  in  almost  constant  use. 

At  its  start  the  Willimantic- 
Danielson  service  was  improvised  to 
meet  a  sudden  need.  In  other  words, 
it  was  put  in  over  night,  so  to  speak. 
The  original  equipment  consisted  of 
two  Reos  and  one  Velie  with  a  Day- 
Elder  body.  One  of  these  vehicles 
was  equipped  with  cross-seats  for 
twenty-four  passengers  and  was  used 
on  the  early  morning  run  so  as  to 
carrj'  school  children  to  Willimantic 
in  time  for  the  opening  session  of 
the  High  and  Manual  Training 
Schools  there,  and  again  on  the  3.15 
trip  from  Willimantic.  In  addition 
this  vehicle  came  in  handy  for  use  on 
Saturdays  and  on  Sundays  when 
traffic  is  at  time.s  very  heavj-.  Four 
trips  in  either  direction  are  made 
every  day,  but  the  week-day  traffic 
for  two  trips  is  not  heavy.  This 
light  traffic  was  handled  in  the 
vehicles  with   longitudinal  seats. 

In  its  way  the  equipment  thus  pro- 
vided answered  the  purpose  and  the 
public  served  was  grateful  and  sat- 
isfied. The  fact  that  most  any  kind 
of  service  would  have  satisfied  them 
did  not  weigh  with  the  proprietors  of 
the  line.  They  had  ideas  of  their 
own  about  what  a  bus  line  should  be 
and  do.     But  they  had  to  feel  their 


572 


BUS 

TRWSPORTATION 


Vol.2,  No.12 


Hampton^ 
CIcark's  Cornec 


These  two  lines,  starting  from  Danielson,  fill  in  territory  not  served  by  branches 
of  the  Netv  York,  New  Haven  &  Hartford  Railroad 


way.  Their  hopes  and  aspirations 
the  proprietors  kept  to  themselves. 
A  surprise  was  in  store  for  the 
patrons  of  the  line  and  it  came  in 
the  spring  this  year  in  the  shape  of 
two  fifteen-passenger  International 
Harvester  sedan  type  buses. 

These  are  the  standard  de  luxe 
coaches  of  that  company.  Whereas, 
in  a  sense,  the  residents  had  before 
just  ridden,  they  now  traveled  in 
comfort  and  luxury — luxury  hereto- 
fore within  the  reach  only  of  the 
owners  of  private  limousines.  And 
then  this  fall  with  the  opening  of 
school  came  the  addition  of  a  thirty- 


passenger  cross-seat  International 
equipped  with  a  Paterson  body.  This 
is  the  latest  word  in  a  vehicle  of  its 
kind.  So  in  a  way  the  hopes  of  the 
proprietors  have  been  realized,  and 
the  fondest  dreams  of  the  patrons 
of  the  line  have  more  than  come 
true. 

"Yes,"  said  H.  J.  Barnett  of 
Danielson,  proprietor  of  the  line, 
"we  have  spent  a  lot  of  money  in 
new  equipment,  but  everybody  is 
better  satisfied.  A  satisfied  bus 
passenger  means  everything."  Mr. 
Barnett,  who  also  is  the  proprietor 
of  the  Danielson  garage,  has  the  sell- 


7  I  8  I  9  |l0|U|1213|K|lS|l6|l7|l8|l9|20la|22|23|24|2526|27|2829|30|31 


JaM|FEB|M«H|*H|W*Y|]nN|]UL|MO|SEf|OCT|H0V|DEC|DAY|l|2|3^4|5|6 


INTER-STATE  BUS  LINE 

H.  J.  BARNETT,  Prop. 
Tal.  190  DANIELSON,  CONN. 

Qood  for  On*  Continuous  Trip  Between  Stations  Notched  for  ThU  Day  Only. 
Retain  This  Receipt  as  evidence  of  Fare  Paid,  as  It  Must  Be  Returned  to  the 
Chauffeurwhen  leaving  Bus. 


Patented,  The  Macdonnld  Mfgr.  Co.,  Cleveland,  Ohio. 


II^^S 


FARE  PAID 


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Passenyer  half  of  duplex  ticket.    Month  and  date  are  punched  and  stations 
notched  by  Macdonald  ticket  holder 


ing  instinct  highly  developed.  In 
this  instance  the  man  behind  the 
service  has  been  in  the  auto  business 
for  more  than  five  years.  He  has 
actually  owned  the  Willimantic- 
Danielson  line  and  the  Danielson- 
Providence  line  only  since  Oct.  1 
last,  but  before  that  he  managed  the 
line  for  C.  H.  Pellett,  the  original 
owner.  Mr.  Barnett  is  the  authorized 
Ford  dealer  for  Danielson,  so  that  his 
activities  cover  the  sale,  repair  and 
operation  of  autos.  He  had  been  a 
mill  designer  previous  to  entering 
auto  work,  and  went  into  the  auto 
field  because  he  found  his  work  at 
the  drafting  board  to  be  too  confin- 
ing. He  knows  the  auto  business 
from  all  angles,  for  he  has  worked  in 
the  shop,  driven  cars  and  then  sold 
them.  And  the  selling  of  Fords  and 
other  autos  claims  no  small  part 
of  his  attention  at  present.  Except 
for  passing  upon  matters  of  policy 
the  operation  of  the  bus  service  has 
been  so  perfected  by  Mr.  Barnett 
that  it  is  left  to  his  drivers,  his 
garage  men  and  an  oflice  assistant, 
who  is  an  accountant. 

"We  have  tried,"  said  Mr.  Barnett, 
"to  fit  the  service  to  the  needs  of  the 
territory.  So  far  as  possible  the  op- 
eration of  the  buses  is  tied  in  with 
the  train  and  trolley  service.  While 
Danielson  is  not  an  important  rail- 
road center,  considerable  business 
for  Putnam  and  points  east  does 
originate  here.  As  for  Willimantic, 
that  is  an  important  junction  point, 
particularly  as  it  affords  a  con- 
venient outlet  for  passengers  for 
Hartford,  New  Haven,  Bridgeport 
and  Waterbury  and  for  passengers 
over  the  air  line  to  Middletown.  As 
for  Providence,  its  importance  as  a 
railroad  center  is  generally  well 
known.  While  the  Danielson-Provi- 
dence  trolley  was  scrapped  for  lack 
of  patrenage,  the  territory  does  offer 
more  than  suflficient  bus  business 
to  pay.  At  Willimantic  our  line  also 
connects  with  the  bus  services  op- 
erated out  of  there  to  Hartford, 
Stafford  Springs  and  Storrs,  so  that, 
to  cite  just  one  instance,  it  is  pos- 
sible now  to  loop  around  by  bus  from 
Providence  to  Danielson,  to  Willi- 
mantic, to  Hartford,  to  New  London, 
not  to  mention  the  bus  .services  op- 
erated north  and  west  of  Hartford. 
This  gives  an  idea  of  how  our  lines 
are  tied  in  with  others. 

"As  for  our  own  operation,  my 
knowledge  of  costs  led  me  to  con- 
clude that  a  fare  of  about  5  cents  a 
mile  is  necessary  on  routes  such  as 


December,  1923 


BUS 

IRWSPORIATION 


573 


ours  to  make  the  lines  self-sustain- 
inp.  A  Klsince  at  our  schedules 
shows  that  we  just  about  achieve 
this.  On  the  Willimantic-Danielson 
route  the  fare  per  mile  is  close  to 
6  cents.  School  children  are 
handled  at  slightly  less  than  half  the 
retrular  fare  basis.  This  business 
is  confined  largely  to  that  part 
of  the  Willimantic-Danielson  run 
from  Hampton  to  Willimantic.  The 
children  entitled  to  ride  are  certified 
to  us  at  the  beginning  of  the  school 
year  by  the  school  authorities,  and 
they  are  then  supplied  with  books  of 
tickets  from  which  a  coupon  is  de- 
tached for  every  ride.  The  book  it- 
self must  be  presented  for  passage, 
and  the  child  offering  a  coupon  from 
it  in  payment  of  fare  must  ride  on 
the  regular  school  trip  for  which  the 
large  bus  is  used.  By  making  these 
provisions  the  children  are  prevented 
from  delaying  after  school  to  visit 
among  themselves  or  go  to  the 
.  movies. 

"One  of  the  large  buses  that  we 
formerly  used  has  been  sold,  but  the 
other  is  being  held  for  possible 
emergency  use.  The  new  thirty-seat 
bus  not  only  solves  the  problem  of 
caring  for  the  school  children,  but  it 
gives  us  a  vehicle  adequate  to  our 
needs  on  Saturday  afternoons  and 
Sundays.  These  are  heavy  days. 
The  mills  and  shops  shut  down  on 
Saturday  afternoon  all  year  round, 
and  our  schedule  is  so  arranged  that 
ample  time  is  provided  between 
trips  for  patrons  to  shop  in  Willi- 
mantic or  attend  the  movies  in  the 
afternoon. 

"As  I  indicated  before,  I  have  been 
in  the  game  long  enough  to  know 
something  about  costs,  and  for  this 
reason  I  have  set  up  a  depreciation 
reserve  of  25  per  cent  a  year.  But 
we  take  care  of  our  vehicles.  In 
the  interest  of  good  service  tires 
are  watched  very  carefully.  At  the 
first  sign  of  real  wear  they  are  pulled 
off  and  new  ones  put  on.  The  auto 
is  a  synonym  of  motion,  and  the  bus 
must  be  kept  rolling  uninterruptedly 
over  the  road.  To  insure  this 
our  three  drivers  have  all  come 
up  through  the  shop.  They  arc 
mechanicians  as  well  as  chauffeurs. 
Our  garage  is  equipped  for  general 
repair  work  and  we  have  a  night 
man  at  $30  a  week  whose  job  it  is  to 
go  over  the  buses  each  night  anl 
see  that  they  are  in  good  workinsr 
order  for  the  next  day.  Our  driver.-; 
are  paid  50  cents  an  hour  for  a  nine 
and  a  half  hour  day." 


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— 

Reproduction    of    Interstate    Bus 
Line  schedules 


The  drivers  are  all  fully  uni- 
formed. As  part  of  their  equipment 
they  carry  a  change  maker.  A  stub 
system  of  tickets,  that  of  the  Mac- 
donald  Manufacturing  Company, 
Cleveland,  is  used.  As  the  accom- 
panying illustration  shows,  this 
ticket  contains  the  names  of  the 
stops  and  the  fares  between  points. 
As  the  passengers  are  picked  up 
they  are  asked  their  destination  by 
the  chauffeur.  After  paying  his  fare 
each  passenger  is  handed  a  ticket, 
which  is  torn  off  to  show  the  points 
of  origin  and  destination  and  the 
amount  paid.  When  the  passenger 
leaves  the  bus  he  returns  this  ticket 
to  the  driver.  Thus  the  latter  is 
relieved  of  responsibility  and  the 
way  is  closed  to  any  possible  dispute 
with  the  passenger. 

Small  packages  are  handled  for 
storekeepers  who  desire  speedy  de- 
livery, but  the  person  to  whom  the 
package  is  consigned  is  required  to 


be  on  hand  to  receive  the  package 
when  the  bus  arrives  at  his  par- 
ticular station.  For  this  service  a 
charge  of  one-half  the  regular  fare 
is  made.  This  charge  is  paid  by 
the  person  who  receives  the  package. 
The  package  service  ha.s  proved  very 
popular  and  the  revenue  from  it  has 
become  quite  an  item. 

The  drivers  start  out  in  the  morn- 
ing with  $5  in  change  supplied  to 
them  from  the  office,  and  at  the  end 
of  the  day  they  turn  in  their  cash 
receipts  plus  the  $5  in  change  and 
their  stubs  for  the  day.  The  stubs 
are  then  checked  against  the  cash 
returns  and  the  amount  entered  in 
the  day  book.  Mileage  records  are 
kept  from  day  to  day  by  reading  the 
speedometer.  Gas  and  oil  are  all 
supplied  at  the  headquarters  in 
Danielson.  There  the  drivers  set 
down  on  a  slip  which  is  changed 
daily  the  records  of  the  oil  and  gras 
used. 

Time-tables  have  been  supplied 
liberally  to  stores  and  shops  along 
the  route  of  the  bus  and  in  the 
terminal  cities  the  schedule  is  in- 
serted in  the  official  time-table  of  the 
Connecticut  Motor  Stage  Associa- 
tion, Inc.,  and  drivers  are  supplied 
with  printed  schedules  for  distribu- 
tion among  patrons.  On  occasion 
the  time-tables  have  been  publi.shed 
in  Providence,  Danielson  and  Willi- 
mantic papers,  but  the  need  does  not 
appear  to  e.xist  for  advertising  the 
service  regularly. 

On  the  Willimantic-Danielson  end 
the  bus  operates  all  the  way  over 
the  state  highway.  This  road  is 
kept  open  all  winter  by  the  state. 
It  is  well  protected  as  regards  snow, 
but  for  the  pre.sent  winter  snow 
fences  have  been  put  along  stretches 
that  in  previous  years  have  proved 


International  Harvester  bus  chassis  with  thirty-passenger 
Paterson  body 


574 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


to  be  bothersome.  While  as  indi- 
cated before  no  trips  have  ever  been 
lost  on  account  of  snow,  Mr.  Barnett 
proposes  to  be  doubly  fortified 
against  any  such  contingency  and 
has  arranged  to  purchase  a  plow  of 
his  own.  Some  years  ago  when  he 
was  operating  the  Danielson-Day- 
ville  line  Mr.  Barnett  established  a 
reputation  for  himself  as  a  snow 
fighter  by  getting  nearly  all  his  buses 
through  on  time  when  the  steam 
railroads  and  trolleys  were  shut 
down  and  many  employees  of  the 
Dayville  mill  living  in  Dayville  were 
unable  to  get  to  work  at  all. 

So  far  as  terminals  are  concerned 
that  problem  is  settled  in  Danielson 
by  dispatching  buses  from  the  office 
of  the  bus  line  garage.  In  Willi- 
mantic  buses  are  dispatched  from  a 
stand  under  the  footbridge  over  the 
tracks  of  the  New  Haven  Railroad  on 
Railroad  Street  near  the  station 
depot.    Plans  are  being  made  by  the 


bus  men  operating  into  Willimantic 
to  have  a  station  of  their  own,  the 
expense  to  be  shared  by  all  the  lines. 
A  store  to  be  used  for  this  purpose 
has  already  been  hired.  Mr.  Barnett 
will  participate  in  this  arrange- 
ment. At  the  stops  in  the  small  vil- 
lages the  local  storekeeper  is  more 
than  willing  to  have  the  bus  patron 
use  his  store  for  a  station  while 
waiting  for  the  bus. 

The  running  schedule  calls  for 
only  a  mile  in  a  little  more  than 
four  minutes,  showing  that  safety 
has  been  made  a  first  consideration. 
All  in  all,  the  residents  of  the  terri- 
tory covered  may  justly  be  proud  of 
the  service  and  the  equipment  of  the 
Willimantic-Danielson  and  Daniel- 
son-Providence  lines.  As  for  the 
proprietors,  they  have  pointed  the 
way  to  the  results  that  can  be 
achieved  by  alternately  using  large 
and  small  capacity  vehicles  over  the 
same  route. 


Tag- Waybill  Scheme  Carries  Baggage 
on  Connecting  Systems 


MOTOR  stage  operation  in  Cali- 
fornia was  begun  with  the  sys- 
tem of  indiscriminately  accepting 
passengers'  baggage  to  be  stowed  in 
the  baggage  boot  and  leaving  it  to 
each  passenger  to  "identify"  his 
property  when  reaching  his  particu- 
lar destination.  As  traffic  increased 
a  better  system  was  needed,  and  now 
in  traveling  from  San  Francisco  to 
Los  Angeles  by  either  the  coast  or 
the  valley  route,  each  piece  of  bag- 
gage taken  on  the  stage  is  separately 
tagged.  Each  of  the  two  stage  sys- 
tems has  its  own  methods  of 
checking  and  the  features  of  each 
method  are  described  in  the  fol- 
lowing. 

On  the  valley  route  the  passenger 
traverses  the  systems  of  the  Califor- 
nia Transit,  the  Valley  Transit  and 
the  Motor  Transit  Company,  buying 
a  through  ticket  but  changing  stages 
at  points  where  these  systems  meet. 
Before  boarding  the  stage  at  the 
starting  point  the  passenger  checks 
his  grip  at  the  baggage  window,  the 
baggage  agent  punching  the  ticket 
held  by  the  passenger  and  giving  him 
half  of  a  duplicate-numbered  tag, 
the  second  half  of  which  is  attached 
to  the  grip.  Destination  is  marked 
with  a  rubber  stamp  on  both  halves 
of  the  tag. 

Before  the  stage  leaves,  the  bag- 
gage agent  enters  on  a  waybill  the 


VIA 

PICKWICK  STAGES 

fa 

>  FROM       "'-  rRAr.c,sco 
j^Q                        LOS  ANStLES 

OWNCH 

SCHEDULE                                               DATE 

Form  of  baggage  check  used  by 
Pichivick  Stages 


tag  number  and  destination  of  each 
piece  of  baggage.  Three  carbon 
copies  of  this  waybill  are  made  si- 
multaneously so  that  there  are,  all 
told,  four  copies.  Just  before  the 
stage  starts  the  baggage  agent,  who 
has  attended  to  the  loading  of  the 
baggage,  gets  the  driver's  signature 
on  the  waybill,  and  delivers  to  him 
the  three  carbon  copies,  retaining  the 
original  for  record  at  the  point  of 
departure. 

At  each  stopping  point  along  the 
line  the  driver  glances  over  his  bag- 
gage waybill  and  checks  off  any 
pieces  delivered.  On  reaching  the 
end  of  his  run,  namely,  the  point 
where  transfer  to  the  other  com- 
pany's system  is  made,  he  turns  over 
to  the  agent  all  baggage  still  re- 
maining in  his  charge  and  gets  in 
exchange  the  baggage  agent's  sig- 
nature on  the  waybill  which  he  is 
carrying  in  triplicate.  One  of  these 
three    copies    he    retains    and    the 


other  two  are  taken  by  the  baggage 
agent. 

The  same  procedure  is  followed 
at  the  second  changing  point  and  at 
the  terminal,  so  that  when  the  run 
has  been  completed  a  record  of  each 
piece  of  baggage  is  available  at  both 
ends  of  the  line  and  at  the  two  points 
where  transfer  was  made,  and  all  of 
this  is  accomplished  with  but  one 
entry  on  a  waybill  and  the  signatures 
of  successive  drivers  or  agents  who 
have  assumed  responsibility  for  the 
baggage. 

On  the  coast  route  a  diff'erent 
system  is  used  suited  to  the  fact 
that  a  single  company,  the  Pickwick 
Stages,  takes  the  passenger  for  the 
entire  454-mile  trip.  On  starting 
this  trip  the  passenger  signs  a 
2J  X  5-in.  tag  for  each  piece  of  bag- 
gage he  checks  and  the  tag  is  at- 
tached to  the  baggage,  no  receipt 
being  given  to  the  passenger.  The 
tag  bears,  in  addition  to  the  sig- 
nature, starting  point,  date,  time  of 
departure,  destination  and,  if  there 
are  two  or  more  pieces  of  baggage 
checked  on  the  same  ticket,  a  figure 
denoting  the  number  of  pieces. 

With  this  method  when  baggage 
is  distributed  at  destination  each 
passenger  can  be  required  to  identify 
his  grips  by  pointing  them  out  to  the 
driver  or  baggage  agent  and  may 
also  be  required  to  give  the  name 
written  on  the  tag.  This  system  re- 
quires no  bookkeeping  and  has  been 
found  to  work  out  well. 


Loiul  Speaker  Makes  for 
Passenger  Comfort 

WHEN  a  stage  draws  up  to  the 
loading  platform  in  the  Union 
Stage  Depot  in  Portland,  Ore.,  the 
station  master  picks  up  the  trans- 
mitter connecting  with  a  "loud 
speaker"  of  a  Magnavox  type  of 
radio  amplifier  and  announces  the 
line  and  destination  of  the  vehicle 
ready  to  be  loaded.  Becoming  ac- 
customed to  this  form  of  announce- 
ment, the  passengers  are  content  to 
wait  their  stage  while  sitting  com- 
fortably in  the  waiting  room  instead 
of  besieging  the  doors  through  which 
they  are  permitted  to  pass  as  soon  as 
the  stage  is  pulled  up  ready  to  be 
loaded. 

The  transmitter  is  so  connected 
that  the  battery  is  used  only  when 
a  button,  conveniently  placed  near 
the  point  whence  the  station  master 
can  see  the  loading  platform,  is 
pressed  to  close  the  circuit.  Thus 
the  cost  of  operation  is  very  low. 


Decern  Der,  19^3 


IRVNSIXJHIAIIOS 


576 


Driver  Piinclics  Fare  Re<*<'i|)l  ()iil>  Oiiee 

Serial  Number  Takes  the  Place 
of  Date  Marks  Ordinarily  I'sed — 
The   I'rintiiiK  Cost  .SI   a  Thousand 


SHOWN  below  is  a  tare  receipt 
designed  by  E.  V.  Hull,  manager 
of  the  Blue  Ridge  Transportation 
Company,  Hagerstown,  Md.  This 
form  of  receipt,  Mr.  Hull  believes, 
will  solve  many  of  his  fare  collection 
difficulties.    This  is  how  it  works: 

The  fare  receipt  or  ticket  is 
printed  by  a  local  printer  at  a  small 
cost.  When  bought  in  <|uantities  the 
cost  ranges  from  a  dollar  per 
thousand  upward.  Any  number  of 
fares  may  be  printed  on  it  to  cover 
each  fare  point  or  stop  from  a 
minimum  of  5  cents  to  $5  or  more. 


cate  on  the  opposite  side.  A  per- 
forated or  heavy  dotted  line  is 
printed  on  the  front  so  that  it  may 
fold  over,  allowing  the  Hgures  on  the 
(luplieate  or  reverse  side  to  come  in 
alignment.  This  allows  the  jiunch 
holes  to  be  made  on  the  same  set  of 
figures  on  both  .sections  of  the  ticket. 
After  the  proper  fare  has  been 
punched  the  free  or  perforated  end 
is  torn  ofT  the  stub  and  given  to  the 
passenger  as  a  receipt  for  the 
amount  of  fare  paid.  By  using  the 
prepayment  system  of  fare  collec- 
tion, it  positively  insures  the  collec- 


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Ticket  combines  fare  receipt,  traffic  check  and  financial  record 

The  top  view  shows  tlie  receipts  issued  receipt  is  folded  bacic  on  the  driver's  stub 
to  the  drivers  as  they  appear  in  pads  of  so  that  when  it  is  punched,  a  record  of  the 
tift.v  before  being  folded.  The  lower  view  fare  paid  is  kept  by  the  driver  for  settle- 
shows     how     the     passenger     half     of     the  ment  purposes. 


The  tickets  are  serially  numbered 
and  carry  the  name  of  the  owner 
or  bus  company.  They  may  also 
have  the  day  of  the  month,  if  de- 
sired, but  if  numbered  this  is  not 
necessary  as  the  serial  numbers  may 
be  taken  when  issued  to  the  driver. 
The  tickets  may  also  be  printed  in 
colors  for  use  on  different  lines  or 
for  such  days  for  which  special  rec- 
ords may  be  desired. 

Each  driver  is  given  a  pad  con- 
taining fifty  of  these  receipts  or 
tickets,  with  a  punch  for  indicating 
the  amount  of  fare  paid  by  the  pas- 
senger. The  fare  is  collected  at  the 
time  the  passenger  boards  the  bus. 

One  illustration  shows  the  ticket 
or  receipt  as  it  comes  on  the  pad. 
Another  shows  it  folded  over  ready 
to  be  punched  by  the  dri%-er.  The 
ticket  is  printed  in  duplicate — the 
original  on  one  side  of  the  paper  or 
very  light  cardboard  and  the  dupli- 


tion  of  all  fares.  The  receipt  will 
also  prevent  disputes  between  pas- 
sengers and  drivers  as  to  whether 
the  fare  has  been  paid  and  whether 
the  correct  amount  has  been  col- 
lected. 

At  the  end  of  the  day  or  run  all 
unused  cash  receipts  are  turned  in 
and  all  stubs  on  the  driver's  portion 
of  the  ticket  are  turned  in  at  the 
office,  together  with  the  cash  settle- 
ment according  to  the  punches  on 
each  ticket.  In  case  a  receipt  is 
spoiled  the  whole  ticket  is  turned  in 
marked  "void"  and  is  not  detached. 

At  CURATE  Record  Secured 

By  use  of  this  duplex  ticket  collec- 
tion system  an  accurate  record  of 
traffic  may  be  had  for  any  part  of 
the  line  or  in  either  direction.  The 
words  "In"  and  "Out"  are  printed 
and  punched  on  the  ticket.  Sched- 
ules may  be  made  from   records  of 


tickets  collected  so  that  buses  may 
be  added  during  certain  hours  or 
taken  off  when  traffic  will  not  meet 
the  costs  of  operation. 

—     ♦■ 

Ti-iiipcraturr  and  (^anoline 
Volume 

RETAIL   dealers   in  gasoline  may 
.  sometimes  lose  a  fourth  of  their 
profits  in  warm  weather  b<  "■ 

the  effect  of  temperature 
according  to  a  paper  pre«eMU-d  al 
the  Annual  Conference  of  WeightH 
and  Measures  by  Howard  R.  Estes. 
sealer  of  weights  and  measures  of 
Flint,  Mich. 

Sales  of  ga.soline  in  carload  lots 
are  always  corrected  for  temper- 
ature, he  stated,  the  correction  for 
a  20-deg.  change  in  temperature 
amounting  to  nearly  2  gal.  in  a 
hundred.  This  is  made  n. 
by  the  expansion  of  the 
with  increa.se  of  temperature. 

The  ga.soline  is  taken  to  the  filling 
station  in  a  tank  truck,  where  in 
summer  it  has  a  temperature  of  85 
deg.  and  often  more.  It  is  put  in 
an  underground  tank  in  which  its 
temperature  is  lowered  to  65  deg. 
and  is  sold  at  that  temperature. 

The  result  is  that  the  dealer  sells 
the  motorist  nearly  2  per  cent  more 
gasoline  in  a  gallon  than  wa.s  in  that 
gallon  when  he  bought  it.  The 
dealer's  profit  on  100  gal.  is  about 
$2,  and  if,  through  failure  to  take 
account  of  temperature  changes,  he 
loses  2  gal.  that  makes  his  loss  about 
.50  cents,  or  a  fourth  of  his  profit. 

The  error  resulting  from  a  20-deg. 
change  in  temperature  is  nearly  four 
times  the  tolerance  allowed  on  the 
measurements  made  by  gasoline 
filling  devices. 


Census  Report*-  Sliou  Won- 
ilerl'ul  Motor  Growth 

STATISTICS  compiled  by  the  U.  S. 
Census  Bureau  disclose  some  in- 
teresting figures  indicating  the 
growth  of  the  automotive  industry. 
The  rate  of  growth  between  1914 
when  it  was  examined  by  the  Census 
Bureau  and  1919.  the  figures  for 
which  have  recently  been  announced, 
was  almost  twice  that  of  the  increase 
which  came  about  between  1909  and 
1914.  The  capital  stock  invested  in 
the  industry  is  shown  to  reach  a  total 
in  1919  of  $1,780.948,9.52,  four  times 
the  investment  of  1914.  Three  times 
as  many  motor  vehicles,  including 
commercial  cars,  were  manufactured 
in  1919  as  in  1914. 


576 


BUS 

TMNSPORTATION 


Vol.2,  No.12 


Driver-to-Office  Forms 

Serve  as   Day- by-Day  Barometer 

of  Bus  Line  Earnings 

By  Roy  H.  Swint 


Portland,  Ore. 


A  SUBJECT  most  important  to 
the  bus  line  operator  is  the 
^  study  of  gross  earnings.  It  is 
from  gross  earnings  that  net  profit 
is  derived,  and  by  cleai-ly  analyzing 
all  revenue,  its  source  and  its  dis- 
tribution, the  net  profit  can  be  in- 
creased. 

Systems  of  all  kinds  have  been  de- 
vised by  operating  managers  to  se- 
cure data  regarding  revenue,  a  few 
of  which  are  illustrated  herewith. 
Not  all  operators  approve  of  the 
same  system.  Often  a  system  de- 
signed and  approved  by  one  operator 
may  be  discarded  by  another.  The 
reason  most  generally  offered  is  the 
length  of  time  it  takes  to  tabulate 
the  necessary  data.  A  well-designed 
report  blank  not  only  gives  all  desired 
information  but  should  be  simple  in 
form. 

The  gathering  of  data  begins  with 
the  driver.  He  should  be  well  in- 
structed on  how  to  fill  out  these  re- 
port blanks  and  also  be  permitted  to 
see  statements  compiled  from  them 
in  order  that  he  will  better  appre- 
ciate the  importance  of  a  correctly 
rendered  report. 

Sources  for  Trip  Report 

A  passenger's  cash  fare  receipt 
that  is  considerably  used  is  shown  in 
one  of  the  accompanying  illustra- 
tions. This  receipt  is  made  in  two 
sections  and  perforated  so  as  to  be 
easily  torn  apart.  The  sections  are 
folded  in  such  a  manner  that  when 
the  driver  punches  the  point  of  origin 
and  destination  of  the  passenger  and 
the  amount  of  fare  collected  on  the 
passenger's  portion,  he  records  the 
same  information  on  the  stub  he  re- 
tains— after  handing  to  the  passen- 
ger his  half  of  the  receipt.  These 
cash  fares,  together  with  tickets  col- 
lected, are  entered  on  a  driver's  trip 
report.  Under  this  system  a  separate 
report  blank  is  used  for  each  one-way 
trip. 

Space  is  also  provided  on  this  trip 
report  to  show  the  leaving  time  from 
the  terminal,  the  name  of  terminal. 


date,  trip  number  (for  convenience  in 
referring  to  trips  each  is  numbered) , 
mileage  traveled  and  gallons  of  gaso- 
line taken  on.  If  desired  gasoline 
could  be  measured  for  each  trip  by 
filling  the  tank,  but  where  layovers 
at  the  end  of  the  run  are  of  but  short 
duration  this  may  not  be  possible,  in 
which  case  the  gasoline  consumed 
during  the  day  is  generally  pro-rated 
by  trips.  The  subject  of  gasoline 
consumed  and  reason  for  entering  on 
this  report  does  not  enter  into  a  dis- 
cussion of  earnings  and  will,  there- 
fore, be  discussed  later.  Space  is  also 
provided  to  enter  the  car  number 
used  and  the  driver's  signature. 

All  fares  collected  are  listed  on  the 
driver's  report.  These  are  divided  to 
show  the  number  of  each  class  of 
passengers,  their  point  of  origin  and 
destination,  the  number  riding  on 
tickets  and  the  ticket  value,  and  the 
number  paying  cash  fares  and  the 
amount  paid.  The  total  number  of 
passengers,  the  number  of  tickets 
and  the  amount  of  i-evenue  is  totaled 
at  the  foot  of  the  report.  Express 
packages  and  other  revenues  are 
listed  in  like  manner. 

The  second  form  of  driver's  report 
shown  was  designed  to  reduce  the 
amount  of  writing  required  in  the 
form  previously  described.  It  gives 
the  same  information  and  is  favored 
in  some  cases.  Instead  of  writing  in 
the  name  of  stations,  the  driver 
merely  enters  the  number  of  passen- 
gers carried  in  the  proper  space  and 
at  the  extreme  left  extends  the  value 
of  tickets  over  to  the  ticket  or  cash 
column,  as  the  case  may  be. 

While  this  type  of  report  may  save 
considerable  writing  on  the  part  of 
the  driver,  it  does  not  show  the  facts 
as  clearly  as  the  form  of  the  Motor 
Transit  Company.  For  example, 
three  passengers  are  carried  from 
Portland  to  Newberg,  fare  90  cents 
each.  The  driver  follows  down  the 
Portland  column  and  follows  the 
Newberg  column  to  the  left,  entering 
the  figure  "3"  at  the  junction  of 
columns.     Two  more  passengers  are 


The  driver  is  the  key  to 
securing  revenue  data.  De- 
tails of  his  reports  can  be 
tabulated  to  compare  oper- 
ation by  trip,  day  or  month. 
Here  described  are  all  the 
forms  needed  to  show 
where  the  money  comes 
from  and  when.  Their  use 
helps  to  detect  unprofitable 
trips,  and  to  measure  in- 
crease in  business  and 
profits  of  individual  ve- 
hicles. 


carried  from  Tigard  to  Newberg, 
fare  55  cents.  The  driver  enters  the 
figure  "2"  in  the  space  as  shown.  In 
extending  amounts  over  to  the  ticket 
column,  the  $2-70  representing  the 
three  fares  between  Portland  and 
Newberg  and  the  $1.10  representing 
the  two  between  Tigard  and  Newberg 
are  combined  and  only  the  total  $3.80 
is  carried  out.  By  using  this  means 
of  extension  it  takes  more  effort  to 
compile  a  statement  of  receipts  be- 
tween stations  than  from  the  first 
foiTn  of  driver's  report  shown.  The 
report,  however,  saves  writing  by 
drivers  and  has  its  users  as  well  as 
any  other  form. 

Getting  Vehicle  Costs 

A  monthly  receipt  sheet  is 
often  kept  to  tabulate  the  revenues 
of  each  car  operated,  regardless  of 
the  schedule  run.  This  foi-m  has  a 
line  for  each  day  of  the  month  and 
columns  in  which  to  enter  the  fol- 
lowing: Number  of  passengers 
carried;  receipts  divided,  tickets  and 
cash;  gallons  of  gasoline;  miles 
traveled,  and  receipts  from  express 
and  chartered  trips.  The  total 
column  shows  the  whole  business  for 
each  day.  For  purpose  of  cross  ref- 
erence only,  a  column  is  provided  to 
show  the  number  of  trips  each  car  is 
operated. 

At  the  end  of  the  month  it  is  pos- 
sible to  ascertain  from  this  record 
the  average  number  of  miles  traveled 
per  gallon  of  gasoline  consumed,  the 
revenue  per  vehicle-mile  run,  as  well 
as  other  information  that  may  be  de- 
sired. If  accurate  cost  systems  are 
kept,  it  will  also  be  possible  to  obtain 
operating  costs  for  each  car  per 
month,  which  then  can  be  shown  on 
an  individual  mileage  basis.  De- 
ducted from  the  gross  revenue  per 
car,  it  is  easy  to  obtain  the  operating 


December,  1923 


BUS 

TMNSPOHfAnON 


577 


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revenue  produced   by   each  car  per 
month. 

In  some  cases  a  monthly  statement 
of  earnings  by  trips  is  of  conveni- 
ence. As  in  the  case  of  the  car  re- 
ceipts form,  there  is  a  line  for  each 
day  and  columns  to  show  what  car  is 
operated  on  each  trip  (for  cross  ref- 
erence), the  number  of  passengers 
carried,  the  cash  fares,  the  tickets 
and  the  express  revenue  as  well  as 
the  total  revenue.  This  sheet  is 
made  wide  enough  to  accommodate 
all  trips  on  one  sheet,  so  that  com- 
parisons are  obtained  at  a  glance.    If 


Forms  to  analyze  earnings 

No.  1.  One  of  these  reports  Is 
tilled  In  by  driver  on  each  one-way 
trip. 

No.  2.  Duplex  fare  receipt  used  on 
same  line  as  drivers'  reports.  Driver 
punches  orlpln  and  destination  for 
each  passenger. 

No.  3.  Another  form  of  report,  de- 
signed to  save  writing  for  driver. 
Trip  data  same  as  given  on  No.  1. 

No.  4.  For  monthly  computation 
when  each  trip  is  kept  separately. 

No.  6.  Records  the  work  done  by 
a  single  vehicle,  summed  up  as  total 
earnings  each  day. 


figures  are  kept  that  ,-;how  the  aver- 
age cost  per  mile  to  operate  all  cars, 
this  average  can  be  multiplied  by  the 


length  of  trip,  giving  the  average 
cost  of  trip,  and  in  this  way  profit- 
able and  unprofitable  trips  can  be 
located. 

Not  all  operators  are  of  the  same 
opinion  regarding  the  value  of  these 
statistics.  Some  maintain  that  their 
compilation  entails  too  much  work, 
and  expense.  As  before  stated,  the 
entire  process  of  securing  the  data 
rests  with  the  drivers.  Intelligent 
drivers,  properly  instructed,  have  no 
trouble  turning  in  well-made  reports. 
Tabulating,  if  attended  to  daily, 
means  but  a  small  amount  of  work. 


578 


BUS 

TRV^SPORIATION 


Vol.2,  No.12 


^^Bhib.  '^     1  ^^Sfl^k  ain 

is»!S!^A^ 

M 

WM 

^■H^^^^^  H^^HB^ 

^^^ 

'^^AVH^^^BhbIL  '\  \j 

Close-up  view  of  rear-wheel  spring  connection,  shoiuing  the 
internal  expanding  brake 


One  of  the  motors  of  the  Birminghatn  trolley  bus,  with  the 
emergoicy  brake  shown  at  the  left 


Birmingham,  England,  Installs 
Double-Deck  Trolley  Buses 


WHAT  the  Tramway  &  Railway 
World,  London,  considers  the 
most  important  service  of  railless 
trolley  cars  yet  introduced  in  Great 
Britain,  or  any  other  country,  has 
just  been  commenced  by  the  Bir- 
mingham Corporation's  tramway  de- 
partment. On  a  route  which  extends 
from  Broome  Square  in  the  center  of 
the  city  of  Nechells,  a  suburban  dis- 
trict about  3  miles  to  the  northeast, 
the  tramway  cars  have  been  replaced 
by  double-deck  trolley  buses.  These 
will  be  operated  on  a  four-minute 
headway.  The  replacement  was  made 
because  the  tramway  line  was  worn 
out  and  it  was  considered  cheaper 
to  put  in  the  trolley  buses  than  to 
reconstruct  the  railway.  The  buses 
have  a  capacity  of  fifty-one  seated 
passengers,  twenty-six  below  and 
twenty-five  above. 

Twelve  of  these  buses  are  under 
construction  by  Railless,  Ltd.,  Lon- 
don. 


The  spring  system  in  the  Birming- 
ham bus  is  of  special  interest,  the 
main  spring  being  semi-elliptic  with 
supplementary  rubber  springs  placed 
on  top  of  these  at  the  middle.  The 
auxiliary  springs  come  into  action 
with  full  and  overload.  In  the  spring 
hangers  of  the  rear  springs  are  rub- 
ber shock  absorbers. 


The  drive  is  by  two  motors,  each 
of  22-hp.  capacity,  placed  side  by 
side.  Each  drives  one  of  the  rear 
wheels  independently  through  a 
worm  gear.  There  are  two  independ- 
ent brakes,  one  an  internal  expanding 
brake  on  the  rear  wheel,  the  other  an 
external  contracting  brake  at  the 
driving  end  of  each  motor  shaft.  The 
wheel  brake  can  be  operated  either 
by  a  pedal  or  by  hand,  while  the  shaft 
brake  is  operated  by  a  pedal.  Thus 
there  are  two  sets  of  brakes,  each 
with  two  braking  members. 


Gasoline  Growing  Better 


D^ 


little  by  little,  the 
quality  of  gasoline  marketed  in 
the  United  States  seems  to  be  getting 
better,  states  the  Bureau  of  Mines 
as  the  result  of  a  survey  recently 
completed.  This,  the  seventh  semi-an- 
nual survey  of  its  kind  made  by  the 
bureau,  covered  the  cities  of  New 
York,  Washington,  Pittsburgh,  Chi- 
cago, New  Orleans,  St.  Louis,  Den- 
ver, Salt  Lake  City,  San  Francisco 
and  Bartlesville,  Okla.     It  disclosed 


This  plan  view  of  the  Birmingham  trolley-bus  chassis  shoivs  particularly  the 

motor  mounting  and  the  method  used  for  gearing  the 

motor  shafts  to  the  driving  wheels 


the  fact  that  the  inci'ease  in  volatility 
of  gasoline,  noted  six  months  ago,  is 
still  present.  This  means  that  the 
average  gasoline  is  easier  to  vaporize 
and  consequently  that  it  should  be 
easier  to  start  on  a  frosty  morning. 

Another  important  fact  developed 
is  the  tendency  toward  greater  uni- 
formity in  the  character  of  gasoline 
marketed  in  the  United  States.  Gaso- 
lines bought  in  New  York,  Chicago 
or  Denver  ai"e  apt  to  be  more  nearly 
similar  than  has  been  the  case  in  the 
past.  The  bureau  finds  also  that  the 
seasonal  variation  from  summer  to 
winter  gasolines  is  slowly  decreasing. 

On  the  other  hand,  of  129  samples 
of  gasoline  collected  from  these  ten 
cities  fifty-six  samples  failed  to  meet 
federal  specifications.  New  York  is 
the  only  city  in  which  all  gasoline 
samples  passed  federal  .specifications 
at  all  points. 

In  the  present  survey,  taking  the 
cities  individually,  there  are  some 
distinct  changes  noted.  In  compari- 
son with  January,  1922,  the  average 
for  Washington  shows  an  increase  of 
20  deg.  in  the  initial  boiling  point 
and  a  decrease  of  12  deg.  in  the  90 
per  cent  point.  The  averages  for 
Pittsburgh,  Chicago  and  St.  Louis 
each  show  consistent  drops  through- 
out the   distillation   range  with  the 


December,  1923 


BUS 

TR^.^lSPOHlATlON 


571» 


exception  of  the  initial  boiling  point, 
which  was  increased  slijrhtly.  On 
the  other  hand,  the  averages  for  Salt 
Lake  City  and  San  Francisro  indicate, 
on  the  whole,  a  decrease  in  volatility. 
The  average  90  per  cent  point  and 
end  point  of  the  San  Francisco  sam- 
ples each  rose  11  deg.,  while  the  same 


points  of  the  Salt  Lake  City  samples 
rose  8  and  2  deg.,  respectively. 

Detailed  information  regarding  the 
seventh  semi-annual  motor  gasoline 
survey  is  given  in  Serial  2444,  by 
N.  F.  Le  Jeune  and  L.  G.  Marsh, 
which  may  be  obtained  from  the 
Bureau  of  Mines,  Washington.  D.  C. 


Typical  '"Slajr^'"  aiul  Hus  Us<'(J  in 
(California  I'assciiiirr  S<'i'vi('e 


Two  di.stinctly  dilTerent  types 
of  California  passenger  carriers 
known  as  the  bus  and  the  "stage" 
are  shown  in  the  accompanying  illus- 
trations. The  term  "stage"  is  there 
applied  to  the  elongated  touring  car 
that  has  side  doors  for  each  seat 
instead  of  a  center  aisle,  as  in  the 
case  of  the  bus.  A  third  type  with 
longitudinal  seats  and  center  aisle 
which  is  well  known  throughout  the 
countrj'  is  also  used  to  some  extent 
in  California.  However,  California 
has  a  smaller  percentage  of  the 
longitudinal-seat  t>T)e  than  do  the 
Eastern  states  and  a  relatively  large 
proportion  of  buses  and  stages,  par- 
ticularly the  latter  because  of  thi 
many  relatively  long  routes. 

The    bus    shown    has    seats    for 
twenty-five,  in  addition  to  the  driver, 
and  is  typical  of  those  used  for  local 
service  or  for  intercity  runs,  partic- 
ularly in  southern  California  where 
considerable     roadside     business     is 
done.    There  is  only  the  one  entrance 
shown  at  the  front,  on  the  right  side 
of  which  is  the  fare  box.     The  tabs 
seen  at  the  top  of  each  window  draw 
down    celluloid   curtains.     The   pipe 
bumper  at  the  rear  has  been  found 
effective    in    preventing   damage    to 
the   bus  body   from   minor  rear-end 
collisions.     The  locker  just  for\vard 
of  the  rear  wheel  is  used  for  small 
express    packages    and    for   a    spare 
tire.      Note     the     convenient     grab 
handles.     Practically  all  the  buses  of 
this    type    operated    by    the    Motor 
Transit  Company  use  dual  tires  on 
the  rear  end.  which  can  be  done  with 
standard  valves  when  using  the  steel 
wheels  shown  here.    (See  Bus  TRANS- 
PORTATION for  March,  1922,  page  172.) 
While  the  stage  shown  is  a  type 
now  probably  more  popular  in  Cal- 
ifornia   than    any    other    passenger 
motor   carrier,    this    particular    bus 
happens   to  have   an   all-steel  body, 
the  first  of  this  style  car  tried  by 
the  California  Transit  Company.     If 
it  proves  successful  steel   is   to  be 
substituted    for    the    wood    frames 


herutoforu  used  exclusively.  The 
wood  frames  have  been  very  satis- 
factory, the  selected  oak  and  ash 
members  being  mortised,  glued  and 
screwed  together  to  give  a  maximum 
of  strength  and  rigidity.  The  steel 
body,  however,  would  have  advan- 
tages in  economy,  speed  of  construc- 
tion and  convenience  of  repair.  This 
stage  has  a  wheelbase  of  218  in.  It 
has  seats  for  twenty  passengers,  of 
which  two  are  "jump-seats"  in  the 
rear  end  or  smoking  compartment 
and  two  are  in  the  same  seat  with 
the    driver.      The    other    seats    are 


wide  enough  to  allow  ample  room  for 
four  paHsengers. 

Transverse  celluloid  curtains  can 
be  drawn  down  from  the  top  of  the 
car  and  fiistened  to  the  back^  of 
the  first  and  third  seats,  thus  clos- 
ing off  into  separate  compartments, 
as  it  were,  the  second  and  third 
seats.  These  two  seats  are  considered 
the  ladies'  compartment.  With  the 
exception  of  the  rear  seats,  each  ha« 
itA  own  celluloid  curtains  on  either 
side  that  can  be  drawn  down  to  keep 
out  wind  or  rain.  The  side  windows 
for  the  rear  .seat,  as  well  as  a  sm.ill 
panel  on  each  of  the  others,  are  maci.- 
of  plate  glass. 

The  two  rear  seats  are  considered 
the  smoker  and  in  addition  to  the 
ventilator  in  the  top,  narrow  -:■•• 
windows  are  jirovided  on  either  -  ■ 
These  are  made  of  metal  and  are 
held  at  any  desired  width  of  opening 
by  means  of  an  articulated  brace  with 
a  thumb  screw  at  the  joint.  Baggage 
is  carried  in  the  canvas  covered  rear 
boot.  Compressed  air  shock  ab- 
sorbers are  standard  equipment  for 
nearly  all  stages  of  this  t>i>e. 


Tjt/je  i'tf  iiitt rttrljuti  stnict   tlmi  Au,-,j.-.^   w,;^,.^ •    .*...    v, ,-■ 

ivheels  for  dual  rear  tires  and  locker  for  express  and  »pare  tire. 


Tjipe  knowti  as  "stage,"   the   mnat    popular  in   California.     Sotr   mnnkrrs'  gido 

nitidows  Olid  top  ventilator  at  rear,  also  rear  boot  for  baggage.    This  stage 

has  transverse  celluloid  curtains  to  dii-ide  into  "compartments." 


BUS 

TRANSPORTATION 

Published    by    McGraw-Hill    Company,    Inc. 


Motor  Buses  Should  Not  All  Be  Classed 
"For  Hire" 


CARL,  W.  STOCKS 
Editor 


THE  purpose  of  Bus  Transportation  is  to  help  develop 
bus  transportation  wherever  and  whenever  it  con- 
tributes to  the  public  welfare.  We  believe  that  only 
through  a  sense  of  public  service,  through  responsible 
management,  through  the  proper  co-ordination  of  bus 
and  rail,  through  adherence  to  sound  principles  of 
business,  engineering  and  ethics  bus  transportation  can 
develop  into  a  stable  and  enduring  industry. 


New  York,  December,  1923 


Mr 


D 


Mellon  Reduces  the  Tax  Problem 
to  Its  Simplest  Terms 

NHERENTLY  sound  are  Secretary  Mellon's 
tax  reduction  proposals.  Above  all  else  they 
have  the  value  of  being  specific.  It  is  in  this 
respect  that  the  Secretary  has  confounded  the 
politicians  for  the  time  being.  Their  first  line  of 
defense  has  been  to  try  to  indicate  that  so  far  as 
the  bonus  is  concerned  we  may  have  our  cake  and 
eat  it  too.  In  the  light  of  Mr.  Mellon's  specific 
figures,  it  is,  indeed,  difficult  to  see  how  this  can  be 
brought  about.  Certainly  the  arguments  to  this  end 
so  far  advanced  by  adherents  of  the  bonus  are  not 
convincing.  The  decision  that  the  politicians  will  be 
called  upon  to  make  will  be  to  choose  between  the 
approval  of  the  comparatively  inconsequential  num- 
ber of  war  veterans  and  some  7,000,000  income  tax- 
payers. The  fact  is  irrefutable  that  $2,122,293,644 
has  so  far  been  expended  in  one  form  or  another  by 
the  national  government  alone  in  aid  of  the  incapaci- 
tated war  veterans,  while  the  average  taxpayer  has 
been  compelled  to  go  along  without  any  amelioration 
of  his  tax  burden. 

The  evidence  thus  far  presented  in  favor  of  the 
changes  suggested  by  Mr.  Mellon  is  more  than  suffi- 
cient to  be  convincing.  Sight  must  not  be  lost  of 
the  fact,  however,  that  most  of  the  representatives 
of  the  public  in  Congress  are  politicians  first,  last 
and  all  the  time,  with  their  ears  close  to  the  ground 
to  catch  the  sound  of  the  coming  wave  of  popular 
opinion.  The  advance  guard  in  favor  of  the  Sec- 
retary's suggestions  has  made  its  approach  audible 
at  Washington,  but  the  demonstration  should  be 
made  so  forceful  and  so  continuous  that  doubt  can 
not  be  left  in  the  minds  of  the  legislators  as  to  what 
the  rumblings  mean.  Whether  the  changes  sug- 
gested are  enacted  into  law  depends,  however,  upon 
the  way  in  which  the  advantage  thus  far  gained  in 
the  form  of  an  aroused  public  opinion  is  pressed 
home  upon  the  representatives  of  the  public  in 
Congress.  It  is  not  enough  to  rest  content  with 
the  thought  that  perhaps  the  end  desired  by  the 
majority  will  be  reached  without  further  effort  just 
because  more  people  are  touched  intimately  by  the 
Secretary's  proposals  than  there  are  adherents  to 
the  plan  to  make  additional  payments  in  the  form 
of  a  bonus. 


NOTHER  phase  of  the  income  tax  problem, 
in  so  far  as  it  interests  the  motor  bus  in- 

I  dustry,  is  the  special  tax  levy  of  f  10  and  $20 

provided  in  Sec.  5512,  Par.  11,  dealing  with  pas- 
senger automobiles  for  hire.  The  Internal  Revenue 
Department  has  ruled  that  this  section  applies  to  all 
passenger  carrying  motor  vehicles  used  for  the 
public  carriage  of  passengers  irrespective  of  the 
class  of  service  in  which  they  are  engaged.  This 
section  of  the  law  reads  as  follows : 

Persons  carrying  on  the  business  of  operating  or 
renting  passenger  automobiles  for  hire  shall  pay  $10 
for  each  such  automobile  having  a  seating  capacity 
of  more  than  two  and  not  more  than  seven,  and  $20 
for  each  such  automobile  having  a  seating  capacity 
of  more  than  seven. 

There  appears  to  be  no  reason,  now  that  the  last 
of  the  transportation  taxes  are  to  be  eliminated 
according  to  Secretary  Mellon's  plan,  why  the  motor 
bus  industry  should  be  called  upon  to  continue  pay- 
ing transportation  taxes.  The  motor  bus  has  been 
recognized  as  one  of  the  basic  mediums  of  trans- 
portation, and  only  recently  did  the  U.  S.  Chamber 
of  Commerce  urge  its  co-operation  with  rail  serv- 
ices the  better  to  serve  the  country.  It  would  seem 
therefore  that  this  part  of  the  country's  transporta- 
tion is  being  penalized  with  taxes  primarily  de- 
signed for  an  entirely  different  class  of  vehicles. 

Even  a  brief  examination  of  the  situation  will 
show  that  all  rubber-tired  public  service  conveyances 
cannot  be  classed  as  vehicles  for  hire  any  more  than 
a  vehicle  operating  over  rails  and  performing  a 
similar  class  of  service.  It  would  be  just  as  sensible 
to  say  an  ordinary  train  or  street  car  was  "for 
hire,"  and  it  does  not  seem  that  any  court  or  board 
of  review  would  permit  the  Treasury  rulings  to 
stand  as  the  proper  interpretation  of  this  section. 

Frankly,  it  would  seem  that  the  rulings  of  the 
Internal  Revenue  Department  stretch  the  language 
of  the  statute,  which  seeks  only  to  tax  passenger 
automobiles  used  in  call  and  demand  service. 

Here  is  an  opportunity  for  the  various  associa- 
tions interested  in  the  motor  bus  industry  to  get 
together  and  urge  either  the  entire  abatement  of 
this  tax  or  a  change  in  the  Internal  Revenue  De- 
partment rulings  to  exempt  from  the  tax  motor 
vehicles  operated  solely  over  fixed  routes  on  regular 
schedules. 

[  EDITORIAL,  ] 

Who  Will  Clear  the  Highway? 


I  HERE  is  no  sound  reason  why  motor  vehicles 
that  pay  yearly  license  fees  should  be  forced 
I  to  quit  during  the  winter  months,  simply  be- 
cause they  happen  to  be  operated  in  the  snow  belt, 
while  those  in  more  favored  parts  of  the  country 
can  keep  on  running.  It  may  not  be  possible  to 
measure  the  inconvenience  caused  by  snow-blocked 
roads,  but  certainly  it  is  of  very  great  importance 
and  bears  alike  not  only  on  all  highway  users,  but  on 
all  communities  and  people  served  by  the  highway. 
Some  bus  companies  are  keeping  their  routes 
open  at  their  own  expense  for  the  convenience  of 
their  patrons.     The  rates  of  fare  charged  must  be 


[580] 


sufficient  to  cover  this  added  expense,  so  in  the  last 
analysis  it  means  a  tax  paid  by  the  bus  passengers. 

What  is  requirt'd,  and  what  is  bound  to  come  as 
people  appreciate  fully  the  economic  value  of  the 
highways,  is  the  inclusion  of  snow  removal  in  the 
highway  maintenance.  This  maintenance  is  a  func- 
tion of  state  or  county  highway  departments,  and 
it  is  up  to  them  to  keep  the  highways  clear  of  snow 
wherever  there  is  a  sutlicient  travel  demand  to 
warrant  the  expense.  Then,  too,  it  seems  that  snow- 
removal  will  lower  other  or  general  maintenance 
costs,  since  a  smooth  running  surface  is  less  wear- 
ing on  the  road  than  one  filled  with  holes  or  ruts 
that  must  stand  e.xcessive  shocks  for  several  months 
during  the  winter. 

The  good  work  has  already  started.  Connecticut, 
Michigan,  and  Maryland  are  keeping  their  main 
highways  passable  the  year  round.  Pennsylvania 
and  New  York  are  taking  an  important  part  in  the 
snow  removal  movement,  because  of  the  large  num- 
ber of  trucks  and  other  motor  vehicles  operating 
between  their  principal  cities. 

An  example  of  what  bus  operators  can  do  is  fur- 
nished by  what  is  going  on  in  northern  New  York. 
The  motor  bus  association  there  has  joined  with 
motorists  and  dealers  in  a  state-wide  campaign  to 
keep  the  main  highways  cleared  of  snow.  An  effort 
will  l>e  made  to  amend  the  laws  so  that  the  New 
York  State  Highway  Department  will  be  required 
to  clear  all  highways  that  carry  a  considerable 
amount  of  traffic,  say,  500  vehicles  in  a  twelve-hour 
period.  This  campaign  has  been  undertaken  after 
it  was  found  that  the  law  covering  snow  removal 
passed  two  years  ago  in  New  York  had  been  ineffec- 
tive. The  main  reason  for  the  failure  of  this  law 
was  that  it  permitted  counties  and  towns  to  make 
appropriations  for  snow  removal  on  the  highways, 
but  was  not  mandatory.  A  contributing  factor  to 
the  failure  seems  to  be  a  lack  of  organized  senti- 
ment in  favor  of  snow  removal. 

Bus  owners  in  general  will  do  well  to  get  behind 
any  movement  or  campaign  that  will  help  to  keep 
the  principal  roads  open  the  entire  year. 

[  EDITORIAL  ] 

Tips  from  a  Transportation  Relative 

ASS  transportation  is  mass  transportation 
wherever  you  find  it.  Consequently  the  ex- 
perience   of   related    branches    is    often    of 


IS] 


chines  between  the  same  points  and  after  the  same 
period.  Bulk  of  traffic  would  in  itself  give  assur- 
ance of  safety  and  would  appeal  to  that  instinct  t'l 
follow  the  crowd  which  is  nearly  universal. 

He  brought  up  another  point  which  will  also  be 
appreciated  by  bus  operators.  This  is  the  necessity 
for  financial  support  to  bridge  over  the  lean  yeard 
at  the  beginning  of  operations.  Capital  may  be 
hard  to  get  for  an  undertaking  which  has  to  devote 
the  early  part  of  its  history  to  gaining  public  con 
fidence  rather  than  to  making  a  profit. 

In  the  bus  field  it  is  comparatively  easy  to  ge- 
this  confidence  during  the  first  year  or  so  of  opera- 
tion, but  it  is  not  always  .so  easy  to  keep  up  equip- 
ment and  retain  public  good  will  during  the  second 
and  third  years.  These  are  the  critical  periods 
when  good  service  must  be  given  if  the  enterpri.'^' 
is  to  prove  a  final  success. 

Two  qualities  stand  out  in  the  bus  operators,  and 
their  number  is  constantly  increasing,  who  have 
passed  successfully  through  the  fire  of  the  early 
years.  First,  they  are  open-minded,  to  study  and 
use  what  others  are  doing.  Second,  they  are  iron- 
fisted,  to  put  good  ideas  into  effect  and  make  then, 
stay  put. 


Letters 
to  theEditor 


Th. 


,n  [,•  .Mr, 


■  .(Iilli'-fUS 


direct  help  to  the  carriers  of  passengers  in  flexible 
highway  vehicles.  Recent  developments  in  the  air- 
craft fields,  in  its  efforts  to  introduce  commercial 
aviation,  present  a  striking  example  of  the  close 
relation  e.xisting  between  modes  of  transportation. 
Commercial  aviation,  so  called,  has  made  little 
progress  since  the  armistice  was  signed  five  years 
ago.  Discussing  this  at  a  recent  meeting  of  the 
Society  of  Automotive  Engineers,  Prof.  Edward  P. 
Warner  of  the  Massachusetts  Institute  of  Tech- 
nology predicted  that  the  remedy  was  large-scale 
operation.  It  would  be  easier,  he  held,  to  find  pas- 
sengers for  twenty  ten-passenger  airplanes  today 
between  New  York  and  Washington  after  the  lines 
had  been  operating  for  six  months  on  that  scale, 
than  it  would  be  to  fill  three  four-passenger  ma- 

[581 


Good  Words  from  the  Mountains 

Denver,  Col.,  Nov.  15,  1923. 
To  THE  Editor: 

Inclosed  please  find  renewal  of  our  subscriptioi 
to  Bus  Transportation  for  another  year.  \y> 
appreciate  your  paper  ver>'  much  and  would  m^' 
like  to  operate  buses  without    its   inspiration. 

As  a  bit  of  news,  you  might  state  that  on  Oct.  1 
the  Colorado  State  Public  Utilities  Commission 
denied  our  application  for  a  franchise  from  Denver 
to  Colorado  Springs,  Pueblo  and  Canon  City,  but 
gave  us  a  certificate  of  convenience  and  necessity 
from  Denver  to  Greeley,  Greeley  to  Fort  Collins 
and  Greeley  to  Nunn,  Col.,  a  distance  of  something 
more  than  100  miles.  The  Greeley  to  Collins  and 
Greeley  to  Nunn  are  new  divisions  which  we  have 
not  been  operating  but  are  opening  these  route- 
today.  We  have  been  operating,  however,  over  th- 
southern  routes  mentioned  above  until  Oct.  I  whet, 
they  were  discontinued,  but  we  have  hopes  of  v't' 
ting  these  divisions  later  on. 

We  have  been  operating  for  eleven  moiiiii.-i, 
having  traveled  more  than  400,000  miles  and  carried 
more  than  70,000  passengers  with  only  one  per- 
sonal injury  case,  which  we  think  is  an  enviabl. 
record.  We  might  add  that  the  reason  that  our 
mileage  is  so  great  for  the  number  of  passenger^ 
carried  is  that  we  were  for  some  months  operatinr 
some  long  runs  which  did  not  prove  successful  anil 
were  later  taken  off.  Our  present  operations  ari 
successful  and  developing  all  the  while. 

Colorado  Motor  Way,  Inc., 
R.  W.  James,  General  Manager. 


582 


BUS 

TIUNSPORTATION 


Vol.2,  No.12 


Manufacturers' 
^  Section 


and  5  gal.  per  minute.  A  complete 
outfit  consists  of  a  filter  press,  elec- 
tric motor,  pump,  oil  strainer,  pres- 
sure gage,  and  piping.  Sizes  up  to 
and  including  10  gal.  per  minute  are 
mounted  on  an  iron  base  cast  with 
a  high  rim  that  forms  an  inclosure 


Developments  in  equipment  for 
vehicles,  earases,  terminals — 
all  the  imorovements  manu- 
factured for  the  industry. 


Traffic  Warning  Has  Three 
Signals 

THE  "Cloverlite"  direction  signal, 
which  is  put  out  by  the  Los 
Angeles  Sales  Company,  Los  An- 
geles, Cal.,  is  being  used  to  a 
considerable  extent  on  the  Pacific 
Coast  buses.  As  told  recently  in 
Bus  Transportation,  this  device  is 
standard    equipment   on    the    bodies 


to  burn  as  long  as  any  of  the  three 
are  on.  Thus  the  driver  knows  in- 
stantly in  case  any  part  of  the  signal 
fails  to  work. 

Since  the  "left"  and  "right"  sig- 
nals are  red  and  green  respectively, 
while  the  ".stop"  signal  is  red,  the 
result  after  the  brake  is  applied  is 
the  showing  of  two  brilliant  red 
lights  in  the  case  of  a  left  turn,  or 
one  red  and  one  green  light  in  the 
case  of  a  right  turn,  thus  most 
effectively  signaling  the  driver's 
attention. 

The  "Cloverite"  direction  signal 
has  been  appi-oved  by  the  Motor 
Vehicle  Department  of  the  State  of 
California,  where  the  law  requires 
that  mechanical  or  electrical  devices 
to  be  used  for  rear  signaling  must 
be  approved  by  the  department. 


Direction  signal  with  three 
parts,  as  installed  on  Pacific 
Coast  buses 

built  during  the  summer  by  the 
Pacific  Electric  Kailway. 

In  addition  to  the  ordinary  "Stop" 
light  operated  from  the  brake  pedal, 
the  signal  has  two  other  lights,  to 
indicate  intention  to  turn.  The 
"right"  and  "left"  lights  are  oper- 
ated by  a  slight  pressure  on  push 
buttons  mounted  at  the  top  inner 
side  of  the  steering  wheel  rim.  Thus 
traffic  can  be  warned  of  the  driver's 
desire  at  any  time  in  advance  of 
making  the  turn,  but  the  "stop" 
signal  is  not  actually  shown  until 
the  brake  is  applied. 

All  three  parts  of  the  signal  are 
connected  with  a  pilot  light  on  the 
steering  column,  which  lights  when 
any  one  signal  is  used  and  continues 


Outfit  to  Reclaim  Crank- 
case  Oil 

IN  ORDER  that  users  of  motor 
vehicles  can  dehydrate  and  purify 
large  quantities  of  oil  successfully 
and  with  a  minimum  of  expense,  the 
Westinghouse  Electric  &  Manufac- 
turing Company,  East  Pittsburgh, 
Pa.,  has  developed  a  special  type  of 
filtering  outfit  for  this  service. 

These  outfits  are  made  in  five  sizes, 
divided  into  two  classes  according 
to  the  size  of  the  blotting  or  filter 
paper.  There  are  three  larger  sizes 
rated  at  10,  20  and  30  gal.  per 
minute,  and  two  smaller  sizes  at  2^ 


Assembly  of  one  filter-press  plate 
and  one  filter-press  frame,  showing 
oil  chambers  between  each  two 
blotters 


and  serves  as  a  drip  pan.  Other 
(larger)  sizes  are  mounted  on  a 
structural  iron  base  and  have  a  sheet 
metal  drip  pan. 

The  filter  press  proper  is  made  up 
of  a  series  of  flat  cast-iron  plates  and 
frames  assembled  alternately  with 
blotters  or  filter  papers  between 
them.  By  means  of  a  screw  and  lever 
and  a  movable  cast-iron  end  block, 
the  plates,  frames  and  blotters  are 
forced  tightly  together.  The  plates 
and  frames  are  cast  with  holes  in 
upper  and  lower  corners,  as  shown  in 
the  assembly. 

When  the  outfit  is  working  oil 
enters  under  pressure  at  the  top  cor- 


Ten-galloii  oil-drijiun  and  purifying  outfit 


December,  1923 


BUS 
IKVSSHORTATION 


5»3 


ner  through  the  inlet  formed  by  the 
holes  A  in  the  assembly  of  frames, 
plates,  and  filter  papers.  It  then 
passes  through  the  .-l  slots  or  open- 
ings in  the  frames  and  tills  the  cham- 
bers between  each  set  of  two  filter 
packs.  From  these  chaml)ers  the  oil 
is  forced  through  the  filter  papers 
that  form  tht-ir  sides,  since  there  is 
no  outlet  opening.  The  filter  paper 
thus  takes  up  all  the  moisture  and 
screens  out  all  sediment  from  the 
oil.  After  passing  through  the  filter 
paper,  the  oil  flows  along  the  grooves 
formed  by  small  knobs,  of  pyramid 
shape,  on  both  sides  of  the  plates  to 
the  opening  b  in  the  lower  corner 
of  the  plates  and  thence  out  through 
the  outlet  B. 

The  filter  paper  used  is  a  special 
grade  of  white  blotting  paper  about 
0.025  in.  thick.  It  is  prepared  from 
wood  pulp  and  contains  no  coloring 
matter  or  chemicals  that  might  in- 
jure the  oil.  Five  sheets,  cut  to  the 
proper  size  with  hole  punches  to  cor- 
respond with  the  holes  in  the  filter 
plates  and  frames,  are  used  between 
each  plate  and  the  adjacent  frame. 

To  obtain  the  best  results  in  treat- 
ing the  oil  it  is  absolutely  necessary 
that  the  filter  paper  when  first  placed 
in  the  filter  press  be  entirely  free 
from  moisture.  Filter  paper  will  in- 
variably absorb  moisture  if  e.xposed 
to  the  air  for  any  length  of  time 
and  must  be  thoroughly  dried  under 
heat  before  it  is  used;  specially  con- 
structed drj-ing  ovens  have  therefore 
been  designed  for  this  purpose. 


-ft" 

-1" — 
-6-— 

-r— 


Rini8  Standardized   for 
Doughnut  Tires 

THE  Firestone  Steel  Products 
Co.,  Akron,  Ohio,  has  announced 
a  complete  line  of  interchangeable 
rims  designed  particularly  for  the 
new  20-in.  rim  tire.  The  equipment 
includes  four  sizes,  designed  to  be 
interchangeable  on   the  6-in.    felloe. 

The  new  rims,  to  be  known  as 
Type  "B,"  are  being  manufactured 
in  30x5,  32.\6,  34.x7,  and  36x8  sizes. 
All  of  these  will  mount  upon  the 
standard  32x6  wood  felloe  band  or 
steel  felloe,  using  the  same  clamping 
ring,  bolts,  nuts  and  clamps. 

The  Type  B  rims  are  made  with 
two  removable  side  rings,  instead 
of  the  inside  flange  being  integral 
with  the  rim  base.  This  new  con- 
struction is  said  to  facilitate  removal 
of  the  tire  since  pressure  can  be 
applied  from  either  side.  In  case 
of  injury  the  ring  only  need  be  re- 


it 


\       f 


Section  of  felloe  recommended  for 
four  sizes   of  "douyhnut"   tires 


placed,  instead  of  the  complete  rim 
as  is  now  necessary.  The  spring 
locking  ring  is  made  of  high  carbon 
steel,  to  hold  the  tire  securely  and 
insures  firm  seating.  Drive  plates 
are  of  a  heavy  type  to  withstand  ex- 
treme circumferential  strains. 

A  similar  construction  is  used  in 
a  line  of  24-in.  rims,  in  34x5,  36x6, 
38x7.  and  40x8  sizes.  All  of  these 
fit  a  standard  36x6  felloe. 


Screwdriver  Adjustment 
for  Door  Bumper 

THE  Autoquip  Manufacturing 
Company,  Inc..  Rochester,  N.  Y., 
has  brought  out  a  bumper  designed 
for  bus  doors,  as  well  as  for  those 
of  closed  automobiles.  The  main  fea- 
ture of  this  is  that  adjustment  is 
made  by  turning  the  two  screws 
shown  above  and  below  the  rubber 
striker  or  bumper.  As  the  rubber 
wears  it  can  be  turned  out,  and  there 
is  :4  in.  to  w-ear  off  before  the  bumper 
need  be  replaced.  This  is  said  to  be 
sufficient  to  last  from  three  to  four 


years.  On  account  of  this  feature 
it  is  unnecessary  to  shim  up  the 
bumper  with  cardboard,  as  with  the 

ordinary  type, 

» 

Kruiil  W  heel  Brake  on 
l.ijjhl  <  lia>>i» 

THE  Bethlehem  Motors  Corpora- 
lion   of   New    York,    with    ! 
quarters  at  Allentown,  Pa.,   ha-    .: 
nounced  that  its  Airline  1-ton  model 
will   hereafter   be   fitted   with   four- 
wheel  brakes.     The  heavier  designs 
for  2  and  3  ton  capacity  will  sli'  ■ 
be  available  with  brakes  on  all  wK.  • 

As    indicated    in    the    photograph, 
the  front   brakes  are  the  two-shoe- 


These  front   brakes  equalized  by 
cross   rod  mounted  on  arte 


expanding  type  and  are  self-equaliz- 
ing. The  front  axle  and  brakes  are 
made  by  the  United  States  Axle 
Company.  A  brake  rod  shown  above 
the  front  a.xle  pulls  a  lever,  which  in 
turn  opens  up  sleeves  on  an  operat- 
ing shaft  carried  underneath  the 
axle  and  leading  to  toggles  at  each 
brake.  Inasmuch  as  these  shaft 
sleeves  are  free  to  move  longi- 
tudinally the  pressure  is  equalized 
on  the  levers  at  both  ends.  The 
wheel  brakes  are  fully  inclosed,  but 
are  .said  to  be  easily  accessible. 


feature 


Kuhhnan  Body  Sho>>n  at 
Athintic  (-ity 

THE  body  marked  No.  4  on  page 
520  of  the  November  issue  of  Bl'S 
Transportation  was  a  product  of 
the  G.  C.  Kuhlman  Car  Company, 
Cleveland  Ohio.  It  was  said  to  be  a 
Brown  eighteen  -  passenger  type, 
when  as  a  matter  of  fact  the  view 
represented  a  Kuhlman  body  with 
twenty-five  seats.  However,  both  the 
bodies  mentioned  were  displayed 
during  the  Atlantic  City  convention 
of  the  American  Electric  Railway 
Association,  on  Federal  six-cylinder 
bus  chassis. 


584 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


Shaft  and  Wheel  Brakes 
Carried  on  Same  Axle 

AS  A  step  in  the  direction  of  bet- 
Ix.  ter  braking  systems,  the  Vig- 
Tor  Axle  Company,  Cleveland,  Ohio, 
is  offering  the  new  type  of  rear 
axle  shown  here.  This  is  novel  in 
having  one  set  of  brakes  (24  x  14) 
for  the  rear  wheels    and    what    is 


sign.  This  job  is  of  the  bevel  gear 
type,  with  drive  pinion  mounted  in 
a  one-piece  carrier  between  two  ball 
bearings.  Wheel  gage  for  the  model 
307  design  is  56  in.,  allowable  load 
on  spring  pads  is  3,000  lb.,  and 
spring  centers  may  be  from  37  to 
404  in.  apart.  Reduction  ratios 
from  5.45  to  3.77  are  available. 
The   company   expects   to   build   a 


Bevel-d)ive  axle  with  shaft  brake  mounted  on  housing.     Cover  shown  hung 
on  shaft  is  bolted  to  flange  on  universal  joint 


usually  called  a  transmission  brake, 
but  in  this  case  mounted  on  the  axle 
instead  of  on  the  chassis  frame.  In 
other  words,  the  second  brake  is  of 
the  shaft  type  incorporated  in  the 
rear  axle. 

The  3  X  12-in.  shaft  brake,  it  is 
said,  will  operate  even  when  mois- 
tened with  oil  drawn  from  the  drive 
shaft.  Braking  pressure  is  equally 
distributed  to  the  two  wheels  and 
can  be  regulated  either  to  slow  up 
the  vehicle  gently  or  to  slide  the 
road  wheels. 

Of  the  internal,  cam-opened  type 
the  3  X  12-in.  shaft  brake  is  actu- 
ated by  a  pair  of  gear  sectors  as 
shown  in  the  photograph.  These 
sectors  are  so  proportioned,  it  is 
said,  as  to  give  a  full  throw  of  the 
cam  for  a  short  movement  of  the 
pedal  controlled  by  the  driver.  For 
this  reason  the  lining  can  wear  for 
a  considerable  time  and  still  the 
brake  requires  no  adjustment. 

To  replace  the  lining,  the  brake 
drum  is  removed  by  unscrewing  the 
bolts  attaching  it  to  the  companion 
flange.  The  drum  is  then  pushed 
over  the  universal  joint  and  out  of 
the  way,  the  shoes  unlocked  and  ex- 
change^ and  the  drum  put  back 
again. 

Among  the  features  of  the  model 
307  axle,  which  is  designed  for  taxi- 
cab  and  light-duty  bus  service,  are 
the  shim  adjustments  of  drive  pin- 
ion and  wheel  and  the  use  of  two 
bearings  in  each  wheel  in  connec- 
tion with  the  semi-floatinu:  axle  dp- 


complete  line  of  front  axles  as  well  as 
rear  axles  of  the  heavy-duty  type. 
The  latter  will  be  of  internal-gear 
construction. 


Spring 
Conn., 

heavy- 


Air  Spring  Combined 
with  Bumper 

THE  Westinghouse  Air 
Company,  New  Haven, 
has  recently  brought  out  a 
duty  shock-absoi'bing  device.  This  is 
34-in.  size,  which  supplements  the 
3-in.  and  2J-in.  sizes  that  have  been 
previously  on  the  market  and  are 
still  supplied  for  medium  and  light 
duty  bus  equipment.  For  the  latter 
chassis  the  recommended  equipment 
is  a  full  set  of  air  springs,  front  and 
rear,  while  for  the  heavy  jobs,  front 
end  equipment  only — that  is,  two  air 
springs — is  usually  found  satisfac- 
tory. 

In  the  drawing  is  shown  a  typical 
Westinghouse  design.  The  outer 
shell,  which  is  cut  away  to  show  the 
working  parts,  is  rigidly  attached  to 
the  frame  of  the  vehicle.  Inside  this 
shell  is  a  moving  member,  which  is 
connected  at  the  bottom  to  the  main 
springs. 

The  function  of  the  air  spring  is 
to  help  cushion  the  load,  to  protect 
the  delicate  mechanism  of  the  work- 
ing parts  of  the  chassis  and  to 
eliminate  spring  breakage  and  frame 
wrenching.  In  operation  the  piston- 
like moving  member  rides  up  and 
down  against  an  oil-sealed  cushion  of 


air  inside  the  outer  member.  Once 
the  springs  are  installed  and  satis- 
factorily aligned  and  adjusted,  or- 
dinary attention  only  is  required,  it 
is  said,  to  keep  the  equipment  in 
working  order  during  the  life  of  the 
vehicle. 

The  oil  cup  in  the  lower  bear- 
ings should  be  filled  at  least  once 
a  week,  and  oil  inside  is  replaced  in 
the  spring  and  fall  only.  It  is  also 
recommended  that  springs  such  as 
would  be  installed  on  the  front  of  a 
twenty  -  five  -  passenger  bus  should 
carry  about  115  lb.  air  pressure.  The 
valve  at  the  top  of  the  spring  is  ar- 
ranged so  that  an  ordinary  tire  pres- 
sure gage  can  be  used  for  checking. 
Present  e.xperience  indicates  that  in 
bus  service  the  springs  will  hold  air 
for  at  least  5,000  miles. 

The  heavy-duty  model  air  spring 
can  be  supplied  with  a  special 
bumper  which  is  attached  directly  to 
the  shells  of  the  air  springs.  This 
bumper  is  made  of  channel  iron  with 
hardwood  filler  and  is  furnished 
with  bolts  and  bolt  holes. 


Cross-section  of  typical  air  spring. 
Outer  shell  attached  to  chassis 
frame  and  inner  (moving  member) 
to  main  spring 


December,  1923 


KUS 
1RVS!>POHTATION 


585 


Passengers  and  I-ijrlit 
Freight  Handled 

A  MODERN  substitute  for  the 
old-time  four-horse  atage-eoach 
is  the  vehicle  shown  in  the  accom- 
panyintr  illustration,  recommended 
for  maintaiiiint?  schi-dulcd  passenger, 
parcel  and  mail  service  by  its  manu- 
facturer, the  International  Harvester 
Company  of  America,  Chicago,  111. 

Besides  two  roomy  cross-seats  fac- 
ing forward  at  the  front  for  a  driver 
and  five  or  six  passengers,  there  are 
tn'o  folding  side  seats  in  the  rear  on 
which  can  be  accommodated  six  to 
eight  passengers.  Access  to  the 
front  seats  is  gained  by  doors  at 
the  right-hand  running  board,  while 
a  step  is  provided  for  taking  on  pas- 
sengers at  the  rear.  With  the  rear 
seats  folded  back,  moreover,  a  large 
compartment  is  available  which  can 
be  used  for  baggage,  express  or  mail. 

The  baggage  or  parcel  compart- 
ment with  seats  folded  back  is  62  in. 
long  and  36  in.  between  protecting 
strips  on  bottom  of  folded  seats.    In- 


-ide,  the  vehicle  is  60  in.  wide.  There 
•  lie  four  drop  windows  on  each  side, 
which  permit  ample  air  circulation  in 
warm  weather.  In  addition  to  the 
doors  on  the  right-hand  side,  and  the 
double  doors  giving  access  to  the 
rear  compartment,  there  is  a  driver's 
door  at  the  left  of  the  steering  wheel. 
This  stage  is  mounted  on  a  Model  S 
International  chassis  and  operates 
at  2.5  to  30  m.p.h. 


Two-Piece  Piston  Ring 

THE  Kendell  Motor  Products  Com- 
pany, F"ort  Wayne,  Ind.,  is  put- 
ting out  a  piston  ring  of  two-piece 
construction;  an  inner  or  expansion 
ring,  and  an  outer  or  packing  ring. 
The  expansion  ring  is  of  the  even- 
radius  type,  so  it  is  said  to  be  espe- 
cially useful  for  slightly  out-of-round 
cylinders.  This  part  of  the  ring  also 
contains  a  non-clogging  oil  wiper. 

The  outer  ring  is  of  softer  iron, 
and  is  turned  with  an  inner  surface 
on  a  55-deg.  angle.  The  same  angu- 
larity is  used  on  the  external  inclined 


Use  of  rear  compartment.      At  left,  seats  folded  up  and  cai  riii,i(/  light  freifjht. 
At  right,  side  seats  in  position  for  passengers 


ISIiBllliFi 

I      I I    (iLJ  _<*L=. 


Cut-open    view    showing    expan- 
sion and  packing  rings 


face  of  the  expansion  ring,  to  in- 
crease the  pressure  on  the  circum- 
ference, in  the  hope  of  lengthening 
the  life  and  also  preventing  carbon. 


INon-Skid  Tread  Used  on 
Cushion  Tire 

THE  United  States  Tire  Company. 
New  York,  N.  Y.,  has  brought 
out  a  cushion  tire  of  the  construc- 
tion shown  in  the  accompanying 
drawing.  This  is  now  being  sup- 
plied in  the  following  sires:  32x4, 
34x4,  36.X4,  34x.5.  34x6.  36x6.  .36x7  in. 
The  tire  is  mounted  on  a  split  base, 
between  the  two  parts  of  which  is 
an  interlocking  spacer  ring.  A 
hollow  central  cavity  permits  the 
rubber  to  bulge  inwardly  at  the  walls, 
and  thus  relieves  deformation  at  the 
sides  above  the  base  band  channels. 
As  a  result  of  this  construction,  it 
is  said  that  under  standing  load  the 


International  motor  stage  shoicing  passetigcr  entranccx  on  right-hand  side 
and  at  rear.     Mounted  on  model  S  chassis. 


Section  of  United  States  ettshion 
tire,  showing  non-skid  tread  and 
side-wall  shoulder  slots 


cushion  tire  gives  a  deflection  equal 
to  the  fully  inflated  pneumatic,  and 
under  moving  impact  a  cushioning 
effect  that  approaches  the  pneumatic 
tire.  The  m.aker  recommends  that  a 
given  size  of  cushion  tire  be  used 
to  cariT  the  same  load  as  the  next 
size  smaller  solid  tire — a  vehicle 
properly  equipped  with  5-in.  solid 
tires  should  be  fitted  with  6-in. 
cushion  tires. 


586 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


1 

man   1 
1 

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588 


BUS 

TRANSPORTATION 


What  theAssodations 
5%«.  »A  aredoin^ 


% 


News  and  happenings 
of  the  associations. 
Proceedings  of  interest 
to  the  bus  transporta- 
tion industry. 


Commerce  Chamber  Report  Discusses 
Bus  Operation 

Co-ordination  of  Rail  and  Bus  Lines  Recommended   by    the   Special   Committee 

Appointed  to  Study  Relations  Between  Carriers — Adequate  Regulation 

Deemed  Necessary  to  Equalize  and  Stabilize  Bus  Transport  as 

Compared  with  Rail  Passenger  Service 


RECOGNITION  of  the  service  ren- 
dered by  the  motor  bus  and  the 
value  of  its  use  in  co-ordination  with 
existing  transportation  systems  is  an 
important  feature  of  the  report  just 
issued  by  the  special  committee  of  the 
United  States  Chamber  of  Commerce 
appointed  by  the  president  of  that  or- 
ganization to  consider  the  "Relation  of 
Highvi^ays  and  Motor  Transport  to 
Other  Transportation  Agencies." 

In  the  summary  of  conclusions 
reached  by  the  committee,  three  points 
are  of  special  interest  to  bus  operators. 
They  are: 

"To  insure  to  the  public  continuity 
and  reliability  of  service,  sound  finan- 
cial organization  of  motor  transport  is 
necessary,  as  well  as  public  regulation 
of  common-carrier  motor  service. 

"Passenger  bus  transport  should  be 
so  regulated  as  to  secure  the  best  serv- 
ice to  the  public,  certificates  of  pub- 
lic convenience  and  necessity  as  already 
required  in  many  states  being  a  useful 
means  of  insuring  reliable  and  con- 
tinuous service.  Rail  lines  can  often 
advantageously  extend  or  supplement 
their  service  by  bus  lines,  and  in  states 
where  this  is  now  prohibited  such  re- 
strictions should  be  abolished." 

In  that  section  of  the  report  dealing 
with  passenger  transportation  the  com- 
mittee has  this  to  say: 

"Bus  service  may  be  classified  as  (1) 
tourist  service,  (2)  de  luxe  service  in 
urban  districts,  (3)  non-competing  serv- 
ice, (4)  feeder  service  to  rail  carriers, 
and  (5)  parallel  competitive  service. 

"The  first  and  second  classes  depend 
upon  the  willingness  of  the  public  to 
pay  a  higher  rate  for  a  more  agreeable 
form  of  transportation.  The  first  class 
is  exemplified  by  the  development  on 
the  Pacific  Coast,  where  by  combina- 
tions of  routes  it  is  possible  to  travel 
from  Portland  to  San  Diego  on  lines 
operated  on  schedules  with  published 
tariffs.  The  traffic  is  so  heavy  on  some 
of  these  lines  that  space  must  be  booked 
a  week  ahead. 

"The  second  class  is  illustrated  by 
the  operation  of  the  Fifth  Avenue 
Coach  Company  in  New  York  City, 
where  a  10-cent  fare  is  vinllingly  paid 
for  a  slower  ride  than  on  the  5-cent 
subways  a  few  blocks  away. 


"The  third  class,  which  embraces  the 
independent  lines,  that  connect  com- 
munities not  connected  by  rail,  or 
traverse  urban  and  suburban  sections 
without  rail  transit,  renders  a  neces- 
sary service  to  the  public,  and  feeds 
into,  rather  than  draws  business  from, 
the  rail  lines. 

"There  can  be  no  question  as  to  the 
desirability  of  free  play  in  the  develop- 
ment of  motor  service  for  any  of  these 
four  classes. 

"In  the  case  where  the  motor  bus 
offers  a  service  parallel  and  practically 
identical  in  quality  with  the  electric 
(or  steam)  railroad  two  questions  must 
be  answered:  Is  the  service  of  the  rail 
carrier  adequate  and  satisfactory  to  the 


Vol.2,  No.l2 

public  ?  If  not,  can  the  rail  carrier 
make  it  so? 

"There  exists  today  an  almost  unani- 
mous opinion  among  those  who  are 
qualified  to  judge  that  the  motor  vehicle 
may  be  used  to  supplement  the  electric 
railroad  service  in  such  a  manner  that 
the  transportation  needs  of  the  com- 
munity will  be  most  efficiently  met  by 
the  provision  of  a  complete  system  of 
transportation,  under  the  supervision 
of  a  single  reliable  agency,  rather  than 
by  individual  transportation  units. 

"The  problem  must  be  analyzed  from 
the  standpoint  of  the  entire  community. 

"Nearly  every  large  urban  electric 
railroad  has  lines  which  are  at  present 
unprofitable  to  operate.  They  may  re- 
flect bad  judgment  on  the  part  of  an 
earlier  management,  or  shifting  popula- 
tion that  has  taken  away  traffic  they 
once  had,  or  they  may  have  been  built 
under  public  compulsion.  In  any  event, 
the  companies  have  heretofore  been 
compelled  to  continue  to  operate  these 
lines,  with  a  resultant  drain  upon  the 
revenues  from  their  more  remunerative 
lines  and  a  lessening  of  their  ability  to 
render  adequate  service  to  the  entire 
community. 

"It  seems  reasonable  that  in  such  a 
case  the  railroad  should  be  permitted  to 
substitute  bus  for  rail  operation,  or  that 
if  an  independent  bus  company  be 
granted  a  certificate  of  convenience  and 
necessity  to  operate  a  parallel  service 
substantially  similar  in  quality,  the 
railroad  company  should  be  permitted 
to  abandon  the  unprofitable  rail  line." 


Bus  and  Trolley  Work  Together 
in  California* 

By  D.  W.  Pontius 

Vice-President  and  General   Manager 
Pacific  Electric   Railway,   Los  Angeles,   Cal. 


IT  WOULD  seem  pertinent  that  I  con- 
tinue the  subject  of  "Trackless 
Transportation"  on  which  I  addressed 
the  association  at  Chicago  last  year, 
and  supplement  the  remarks  I  made  at 
that  time  (see  Bus  Transportation, 
October,  1922,  page  547)  with  a  review 
of  the  present  situation  relating  to  the 
progress  made  in  trackless  transporta- 
tion in  southern   California. 

Last  year  the  estimate  was  that  there 
were  380  buses  and  trucks  operated 
directly  in  competition  with  the  Pacific 
Electric,  with  an  annual  operating  i-ev- 
enue  of  approximately  $3,325,000.  At 
this  time,  a  close  estimate  is  that  there 
are  396  competitive  buses  and  trucks 
with  an  annual  revenue  of 
mately  $3,750,000. 

The  number  of  operating  bus  com- 
panies has  not  increased  and  no  new 
applications  of  a  paralleling  or  com- 
petitive nature  have  been  granted  dur- 
ing the  past  two  years. 

The  increase  in  bus  and  truck  revenue 
of  competitive  lines  is  attributed  to  the 

•Abstract  of  a  paper  before  the  annual 
convention  of  the  American  Electric  Rall- 
Tn  •^||°'^'^"°"'   Atlantic  City.   N.   J.,   Oct. 


approxi- 


continued  phenomenal  growth  of  south- 
ern California  in  population.  Better  to 
illustrate  this  growth,  the  population 
of  Los  Angeles  in  1920  was  576,000; 
in  1921  was  611,000,  in  1922  was 
722,000  and  in  1923  is  987,000. 

In  the  city  of  Long  Beach,  where 
two  bus  companies  with  seventy-seven 
buses  were  operating  on  a  5-cent  fare, 
the  situation  is  unchanged  and  we  can- 
not justly  complain,  as  they  are  not 
permitted  to  parallel  the  Pacific  Electric 
lines. 

In  Pasadena,  a  year  ago,  we  were 
facing  not  only  the  problem  of  track 
renewals  to  cost  in  excess  of  $750,000, 
but  had  directly  paralleling  bus  com- 
petition. The  railway  company  stood 
ready  to  make  the  necessary  ex- 
penditures, but  because  of  the  political 
situation  the  city  authorities  felt  that 
the  people  would  not  approve  of  ruling 
out  the  paralleling  bus  service  over  the 
same  streets  where  car  lines  were  op- 
erated. 

A  very  satisfactory  street  car  serv- 
ice, augmented  by  bus  service,  is  now 
being  given,  and  every  one  seems  satis- 
fied. At  this  time  we  are  operating 
forty-five  buses,  and,  with  shops   and 


December.  1923 


BUS 

TMNSHOHrATKJN 


589 


garaf;e  headquarters,  have  a  total  in- 
vestment in  trackless  transportation  in 
the  city  of  Pasadena  of  approximately 
$500,000. 

Spirited  Contest  in  Los  Angeles 

Probably  the  hardest  battle  ever  sus- 
tained by  electric  transportation  com- 
panies to  retain  their  right  to  serve  a 
city,  to  repel  an  alien  interest  and  to 
protect  itself  from  unwarranted  and 
unfair  competition  was  made  in  Los 
Angeles  recently.  It  culminated  in  an 
election  wherein  the  people  were  to  de- 
cide whether  the  existing  railways — 
the  Los  Angeles  Railway  and  the 
Pacific  Electric  Railway — were  to  be 
permitted  adequately  to  serve  their 
transportation  needs,  or  a  franchise  was 
to  be  given  the  People's  Motorbus  Com- 
pany to  establish  bus  lines. 

The  franchise  applied  for  was  directly 
to  parallel  the  street  car  lines  on  the 
same  streets.  The  result  of  the  election 
was  the  defeat  of  the  People's  Motorbus 
Company  franchise  by  over  12,000  votes 
out  of  86,000  cast. 

My  prediction  is  that  within  another 
year  the  Los  Angeles  and  Pacific  Elec- 
tric Railways,  through  the  Los  Angeles 
Motorbus  Company,  will  be  operating 
in  Los  Angeles  more  than  100  buses, 
and  will  have  an  investment  in  track- 
less transportation  in  the  city  of  more 
than  $1,000,000. 

Extension  of  Feeder  Service 

In  addition  to  the  bus  service  in- 
stalled in  the  city  of  Pasadena  and  in 
Los  Angeles  the  Pacific  Electric  is  now- 
operating  feeder  or  auxiliary  bus  lines, 
as  a  part  of  its  railway  system,  in  the 
cities  of  Santa  Ana,  Alhambra,  Beverly 
Hills,  Glendale,  San  Bernardino  and 
Redlands,  and  within  the  next  six 
months  we  shall  have  in  operation  fifty 
buses  as  feeders  to  our  interurban 
system. 

In  a  great  many  instances  the  bus 
lines  are  being  operated  at  a  slight 
loss,  taking  into  consideration  operating 
expenses,  interest,  depreciation  and 
taxes;  however,  the  loss  should  not  be 
looked  upon  as  a  serious  matter  for  the 
reason  that  the  bus  service  has  been  in- 
stalled to  take  care  of  the  grrowing 
traffic  in  districts  not  served,  instead 
of  extending  electric  lines. 


Time-Tables   Boost    Work   of 
New  York  Association 

AT  THE  annual  meeting  of  the  .-Vuto 
.  Bus  Association  of  New  York 
State,  held  in  Syracuse  on  Nov.  14,  ar- 
rangements were  made  with  the  Amer- 
ican Highway  Educational  Bureau, 
Washington,  D.  C.,  to  issue  a  bus  line 
time-table  covering  activities  of  its 
members.  The  form  of  folder  will  fol- 
low closely  the  standard  4  x  9-in.  pocket 
size  and  will  be  issued  quarterly.  The 
cost  to  the  members  wnll  be  less  than  if 
the  association  had  carried  out  its  plan 
as  outlined  at  the  previous  meeting.  A 
payment  of  $36  per  year  carries  with  it 
rot  only  the  right  of  inserting  all  its 
route  time-tables,  but  a  free  distribution 
based    on    20,000   copies   to   be    printed 


Meeting!),  Cuuventiuiiii 
and  Exhihitn 

iJfC.  12 — .Vuto  Bu«  .\3MocUitiuii.  N*w 
York  State,  Onandaiso  Hotel,  Syra- 
cuse,  N.   V. 

fi.c.  111-15 — NiilLmiil  retroleum  In- 
stitute. Aiinuul  Mufrtlng,  Statler 
llotil.  Si.   1..0UW.    Mo. 

Jan  H  —  First  Aiinuiil  Convoiitloii, 
Motor  Bua  AiMoclatlon  of  Vlr^lfila. 
Richmond. 

.hiri  'I:; — Niitlonul  Automolille  Show. 
i;iK'lith  CoiiHl  Artillery  Anior>, 
.\.  w    York  City 

Jan.  i* — Sfiiii-Annuul  Meeting  Autonio- 
lille  Hoily  Hullcl.rB'  Assoilatlnn. 
Waldorf -.\.itorla  Hotel,  New  York. 
X.  Y. 

Jan.  14-19 — Annual  Road  Show  of  the 
.\merlcan  Road  Builders'  AhsocIh- 
ilon.  at  the  Coliseum  and  Greer 
lUdK.  Chleaifo. 

.hin  22-26 — Society  of  Automotive  En- 
Rlnc^TS,  Annual  Meeting,  Dclroli, 
Mi<h. 

Keb.  li;-23 — 14lh  Annual  ali..w  of  llu- 
Albany  .\utoiiiohllt-  Dt-.-iIi-rs*  Am.-^o- 
clatkin  Inc.  PaMsenKi-r  i'ar«.  truck»<, 
tractor«  and  acc<HKr,rle.M.  Stale- 
Anneiry,  Albany.  X.  Y. 

March  S-15 — 22nd  .\nnual  show  of  the 
I  piston  .-Vutomoblle  Dejilors'  As- 
sociation. Inc..  and  the  Boston 
(Vimmercial  Velil'l--  T''-  .i'-  rs'  As.^it- 
clatlon.  Inc.  Pas-  trucks. 

trartors      and  Mo- 

.haiilrs    BMp  .    I;  ,-^,s. 


quarterly,  among  hotels  and  in  the 
buses.  Paid  advertising  will  be  carried, 
as  this  will  provide  a  wider  field  for 
distribution  and  likewise  cut  the  cost 
of  issuance.  The  association's  name 
is  to  appear  on  the  cover.  T'^e  first 
issue  will  be  out  in  the  spring  of  1924. 

Growth   in   Membership 

President  Stanley  Chatterton,  Lima, 
presided  at  both  the  morning  and  after- 
noon sessions.  Secretary  Dadd  reviewed 
the  activities  during  the  year.  His  re- 
port showed  a  considerable  growth  in 
association  members,  the  total  now  ex- 
ceeds fifty.  Completion  of  the  necessary 
papers  of  incorporation  of  the  associa- 
tion, he  stated,  had  been  made  as  voted 
at  the  previous  meeting.  After  these 
had  been  duly  signed  by  the  requisite 
number  of  members,  the  secretary  was 
instructed  to  take  the  necessary  steps 
for  filing. 

Two  amendments  were  voted  to  the 
constitution  and  by-laws.  One  dealt 
with  changing  the  location  of  the  an- 
nual meeting  from  Rochester  to  a  place 
to  be  designated  by  the  president;  the 
other  withdrawing  temporarily  its  mem- 
bership in  the  National  Motor  Trans- 
port Association.  While  the  need  of  a 
national  association  was  recognized,  it 
was  the  consensus  of  opinion  that 
the  existing  arrangement  required  a 
greater  outlay  of  funds  than  the  returns 
at  present  warranted. 

Secretary  Dadd  was  instructed  to  se- 
cure samples  of  a  plate  that  could  be 
put  in  each  bus  signifying  membership 
in  the  association,  the  cost  not  to  ex- 
ceed $1  each.  Likewise  a  plate  to 
signify  that  the  bus  was  insured  through 
the  Mutual  Casualty  Company,  Buffalo, 
under  the  arrangement  now  existing  be- 
tween that  company  and  the  association. 
Since  the  co-operative  insurance  ar- 
rangement has  been  in  effect  nearly 
$.30,000    worth   of    insurance    has    been 


underwritten,  at  a  saving  of  15  per 
cent  to  the  members.  Effective  next 
July  a  further  reduction  in  premiums 
is  planned. 

A  representative  of  the  New  York 
State  Insurance  Fund,  Edward  F.  Carr, 
also  spoke  in  regard  to  compensation 
insurance,  which  under  the  law  all  bus 
operatoni  employing  labor  for  hire  muKl 
carry. 

New  Opficeks  Electhj 

Officers  elected  for  the  eniiuing  year 
are  as  follows:  President,  F.  W.  Car- 
penter, Black  River;  vire-presidenta, 
L.  A.  Watters,  Lyle;  L.  H.  Heckman, 
Danville;  W.  M.  Aldrich,  Syracune; 
L.  M.  Caves,  Rochester;  C.  W.  Stocks, 
New  York  City,  and  Stanley  Chatterton, 
Lima.  J.  J.  Dadd,  Roche.ster,  wan  re- 
elected secretary-treasurer. 

In  view  of  legislation  which  the  asso- 
ciation will  endeavor  to  have  pa.ssed, 
at  the  coming  session  of  the  Legislature 
at  Albany  in  January,  a  special  meeting 
will  be  held  at  the  Hotel  Onondaga, 
Syracuse,  on  Dec.  12.  It  is  hoped  there 
will  be  a  large  number  of  bus  men  pres- 
ent at  this  meeting,  as  the  snow  re- 
moval and  insurance  bills  will  receive 
final  consideration. 


Vermont  Operators  OrKanize 

BUS  OPERATORS  in  Vermont  have 
formed  an  association.  It  was  or- 
ganized recently  at  a  meeting  in  the 
Hotel  Berwick,  Rutland,  and  is  called 
the  Motor  Bus  Owners'  Association  of 
Vermont.  The  meeting  was  called  by 
J.  B.  James  of  North  Benning:ton, 
operator  of  the  former  Bennington- 
North  Bennington  Bus  Line. 

The  following  officers  and  directors 
were  elected:  President,  H.  E.  Bliss  of 
Swanton  Motor  Bus  Co.,  Inc.;  vice- 
president,  R.  T.  Lane  of  the  St.  .Albans 
and  Burlington  and  Cambridge  Junc- 
tion and  Burlington  routes;  secretary, 
George  F.  Rousseau  of  the  Grand  Isle 
Motor  Bus  Company;  treasurer,  R  A. 
Willys  of  the  Lackard  &  Willys  Trans- 
portation Company;  directors,  first, 
John  B.  James  of  the  Bennington  and 
North  Bennington  route;  second,  F.  A. 
Jewett  of  the  Montpelier  and  Burling- 
ton route;  third  F.  G.  Spooner  of  the 
Rutland  and  Castleton  route;  fourth, 
C.  D.  Orton  of  the  Fairfax  and  Bur- 
lington route;  fifth,  to  be  appointed 
later. 

Much  enthusiasm  was  shown  at  the 
meeting  and  the  organization  promises 
to  be  of  much  benefit  to  its  members. 
An  effort  is  being  made  to  enroll  all 
owners  of  bus  lines  in  the  state,  so  that 
the  influence  of  the  association  will 
extend  all  over  Vermont.  Application 
forms  have  been  .<sent  to  all  owners  not 
present  at  the  meeting.  The  public  is 
demanding  such  ser^-ice  as  the  bus  lines 
arc  giving,  and  it  is  felt  by  the  associa- 
tion that  only  such  regulations  are 
necessary  as  cover  the  protection  of  the 
traveling  public  and  property  owners; 
and  that  any  further  interference  from 
outside  sources  is  uncalled  for  at 
present. 


590 


BUS 

TJVkNSPORTATlON 


Big  Year  for  Ohio  Bus  Men 

Annual  Meeting  of  Motor  Bus  Owners'  Association    Shows    Steady    Progress- 
New  Mutual  Insurance  Company  Cuts  Premiums — Regulatory  Law  Passed 
and  Its  Enforcement   Approaching — President-Elect  Sanborn 
Stresses   Real   Service  to  Public 


FILLED  with  enthusiasm  and  confi- 
dence in  the  future  of  the  bus  trans- 
portation industry,  eighty-five  members 
of  the  Ohio  Motor  Bus  Owners'  Asso- 
ciation gathered  at  the  New  Southern 
Hotel  in  Columbus  on  Nov.  14  for  their 
annual  business  meeting  and  dinner. 
The  morning  was  devoted  to  reports 
of  committees,  election  of  officers  and 
plans  for  the  future.  A  tour  of  Colum- 
bus by  motor  bus  occupied  the  after- 
noon, and  the  evening  dinner,  under 
the  able  leadership  of  Toastmaster  J. 
F.  Carlisle  of  Columbus,  furnished  a 
fitting  climax  to  a  profitable  and  enjoy- 
able day. 

At  the  opening  of  the  morning 
meeting  President  R.  E.  McCollum  of 
Columbus  welcome  the  assembled  mem- 
bers and  guests.  The  minutes  of  the 
last  meeeting  and  reports  of  officers 
were   accepted   by   the   association. 

Reports  of  Committees 

The  governors  of  the  various  districts 
in  the  state,  reporting  on  conditions  in 
each  district,  commented  on  the  favor- 
able progress  being  made  by  the  asso- 
ciation. A  total  membership  of  200 
was  announced.  In  some  disti-icts  a 
membership  of  100  per  cent  among  in- 
dependent bus  operators  was  reported. 

Mr.  Carlisle  of  Columbus,  chairman 
of  the  legislative  committee,  stated 
that  the  present  motor  bus  code  had 
been  drafted  after  a  careful  study  of 
the  codes  and  ordinances  adopted  by 
other  states  and  municipalities.  It  had 
been  prepared  and  presented  pnmarily 
from  the  standpoint  of  improving  the 
status  of  buses  and  insuring  adequate 
service  and  protection  to  the  public. 

M.  E.  Blackburn,  chairman  of  the 
insurance  committee  and  general  man- 
ager of  the  Ohio  Motor  Mutual  Insur- 
ance Company,  outlined  the  progress 
niade  in  establishing  a  mutual  insurance 
organization  which  by  eliminating  very 
largely  the  overhead  selling  cost  of  old 
line  insurance  companies  would  fur- 
nish insurance  to  members  of  the  asso- 
ciation at  cost.  This  association  was 
now  writing  its  insurance  at  rates  2.5 
per  cent  under  those  charged  by  old 
line  companies,  Mr.  Blackburn  said,  and 
the  extremely  low  losses  incurred  over 
a  period  of  three  months  indicated  a 
substantial  profit  which  would  be  avail- 
able for  distribution  as  dividends.  He 
also  pointed  out  that,  under  the  ar- 
rangement adopted,  concentration  of 
control  in  the  hands  of  any  small  num- 
ber of  members  is  avoided.  No  one 
member  is  allowed  to  take  more  than 
$500  worth  of  stock  in  the  agency  com- 
pany formed  to  finance  the  operation 
of  the  mutual  organization. 

In  order  to  encourage  independent 
bus  operators  to  become  members  of 
the  association,  a    motion  was   passed 


reducing  the  initiation  fee  from  $50  to 
$25  until  Jan.  1,  1924.  A  resolution, 
urging  the  State  Board  of  Control  to 
appropriate  not  less  than  $50,000  for 
the  administration  of  the  new  motor 
bus  law,  was  also  adopted.  The  asso- 
ciation passed  a  recommendation  that 
its  members  co-operate  with  the  Ohio 
Motor  Mutual  Insurance  Company  and 
subscribe  to  the  stock  of  the  agency 
company. 

New  Officers  Elected 

The  following  officers  and  board  of 
governors  were  elected  for  the  ensuing 
year:  President,  Ralph  W.  Sanborn, 
Cleveland,  president  Cleveland,  Ashta- 
bula, Conneaut  Bus  Company  and  secre- 
tary Cleveland  Akron  Bus  Company; 
vice-president,  M.  E.  Blackburn,  Cleve- 
land, director  Ultimate  Bus  Company, 
Martins  Ferry;  board  of  governors, 
first  district,  built  around  Toledo,  E. 
C.  McAfee,  Toledo;  second  district,  built 
around  Cleveland,  A.  J.  Miller,  presi- 
dent A.  J.  Miller  Transit  Company, 
Canton;  third  district,  built  around  Bel- 
laire,  B.  S.  Mackey,  president  Ultimate 
Bus  Company,  Martins  Ferry;  fourth 
district,  built  around  Cincinnati,  V.  H. 
Nobis,  president  New  Richmond  Bus 
Company,  New  Richmond;  fifth  district, 
built  around  Dayton,  C.  S.  Stoner,  pres- 
ident Dayton-Xenia  Bus  Line,  Xenia; 
sixth  district,  built  around  Columbus, 
J.  F.  Carlisle,  Columbus. 

Enthusiasm  at  Dinner 

At  the  evening  dinner  Herman  A. 
Schafi'er,  chief  of  motor  bus  division 
Ohio  Public  Utilities  Commission,  as- 
sured the  members  of  the  association 
that  the  new  certificates  were  being 
issued  as  rapidly  as  conditions  would 
permit.  Gordon  Lee  of  the  Fageol 
Motor  Coach  Company  of  Ohio  de- 
scribed briefly  the  important  part  which 
the  motor  bus  is  playing  in  the  devel- 
opment of  the  transportation  industry 
throughout  the  world. 

Chai'les  Gordon,  associate  editor  of 
Bus  Transportation,  commended  the 
association  for  the  progress  which  it 
has  made  in  a  single  year  of  activity 
and  also  for  the  broad  viewpoint  taken 
toward  its  problems.  The  association's 
action  in  organizing  a  means  of  provid- 
ing adequate  insurance  for  its  members 
was  an  indication  of  real  and  substan- 
tial progress,  he  held. 

The  effect  of  the  passage  of  the  new 
motor  bus  law  by  the  Ohio  Legislature 
was  described  by  Hon.  Frank  B.  Manl- 
ier, member  of  the  Ohio  Public  Utilities 
Commission.  The  Legislature,  he  said, 
had  done  wonders  for  the  bus  business 
by  putting  it  on  an  entirely  different 
standing  before  the  public. 

President-elect  Sanborn  closed  the 
meeting  by  sounding  again  the  keynote 


Vol.2,  No.12 

of  the  association's  program.  "Real 
service  to  the  public  is  the  most  im- 
portant thing  for  bus  owners  of  Ohio 
and  the  entire  country  to  keep  in  mind," 
he  said.  To  insure  this  service,  he  re- 
commended weekly  meetings  of  drivers 
for  the  purpose  of  impressing  on  them 
the  importance  of  safety  and  courtesy. 
The  work  of  the  publicity  committee 
and  all  other  activities  of  the  associa- 
tion would  be  largely  nullified  if  the 
paramount  idea  of  safety  in  bus  trans- 
portation was  not  successfully  built  up 
in  the  minds  of  the  public.  He  further 
stated  that  in  many  instances  electric 
railways  have  been  unsucessful  in  ob- 
taining favorable  legislation  because  of 
failure  to  build  up  a  spirit  of  confidence 
in  the  minds  of  the  public,  due  to  dis- 
regard in  the  past  of  the  importance 
of  applying  merchandising  methods  to 
the    sale   of    transportation. 


Legislation  and  Time-table  Fea- 
ture Connecticut  Activities 

WITH  sixty-three  members  attend- 
ing, as  well  as  state  officials  and 
others  interested  in  the  industry,  the 
annual  meeting  of  the  Connecticut 
Motor  Stage  Association,  Inc.,  held 
Nov.  2  at  New  Haven^  furnished  an  in- 
teresting record  of  the  past  years'  work 
of  officers  and  committees. 

The  report  of  Treasurer  C.  C.  Wells 
for  the  year  was  read  by  Secretary 
E.  T.  Gildea,  and  indicated  the  asso- 
ciation to  be  sound  financially.  Re- 
ceipts from  dues  amounted  to  $1,817, 
while  disbursements  totaled  $1,624, 
leaving  a  balance  of  $213. 

President  Patrick  Healey  pointed  out 
that  through  the  board  of  directors  the 
association  had  obtained  a  12^  per  cent 
reduction  in  the  liability  insurance  rate. 
This  represents  a  minimum  saving  of 
$40  a  year  per  bus,  and  was  secured 
after  the  insurance  people  had  studied 
the  low  accident  records  of  the  bus  op- 
erators on  file  with  the  commission. 
A  further  reduction  might  be  obtained, 
perhaps  by  some  other  means  of  writ- 
ing the  same  protection.  Insurance 
companies  believed,  he  said,  that  ulti- 
mately the  bus  men  will  make  their 
own  rates,  based  on  experience. 

Mr.  Healey  pointed  out  also  that  the 
association  had  been  responsible  for 
the  introduction  of  three  bills  in  the 
last  session  of  the  Legislature.  It  had 
considered  a  fourth  one  dealing  with 
insurance  regulation,  which  had  been 
given  up  after  the  rate  reduction  previ- 
ously mentioned  had  been  secured. 

One  bill  aimed  to  make  the  certificate 
of  convenience  and  necessity  granted 
by  the  Public  Service  Commission  ir- 
revocable except  for  cause  and  then 
not  until  after  public  hearings  and  fur- 
ther appeal  to  the  Supreme  Court.  Even 
without  the  bill  the  Public  Service  Com- 
mission had  always  acted  in  full  faith 
to  the  bus  men  of  the  state. 

Another  of  the  bills  introduced 
sought  to  increase  the  allowable  number 
of  standees,  now  limited  to  two.  This 
was    discussed    with    the    State    Motor 


December,  1923 


bus 

IKKSSHUHfATION 


591 


NATIONAL  MOTOR  TaANSPORT 
ASSOCIATION:  President,  Patrick 
Healey.  wcretary  and  counsel  Bridge- 
port &  Waterbury  I'aHsineer  Service, 
Inc..  36  North  Main  Street,  Waterbury. 
Conn.  ;  manager  and  (n-cretary.  K.  B. 
Hurrltt.  .'.11  Went  Nliuli.th  Slr.-ft.  New 
York,  N.   Y.  ^ 

AIUZONA  MOTt:)R  TKANSPOTTTA- 
TION  ASSOCIATION:  President.  D. 
C.  O'Nell,  Doufflas.  Ariz. ;  secretary,  F. 
A.  JoneM,  127  North  Central  Avenue. 
Phoenix.   Ariz. 

MOTOR  CARRIKRS-  ASSOCIATION: 
President.  W.  H  Travis,  president  Cali- 
fornia Transit  Company.  San  Francisco. 
Calif.  ;  secretary.  Janus  C.  Blaine,  1290 
Bush   Street.    San   I-Yancl-ico.  Calif. 

CONNKCTICUT  MOToU  STAGK  AS- 
SOCIATION :  President  Patrick  Healey. 
secretary  and  eounst-l  Bridgeport  & 
Walerbur.v  I'ass«-nKer  Service,  Inc..  36 
North  Main  Street.  Waterbury.  Conn.  ; 
secretary.  I'Mward  J.  Olldea,  treasurer 
Congress  Ta.xt  Company.  Danbury.  t'onn. 

I>L:I.uVVVARK  m'S  TRj\.NSPt>KTA- 
TlO.V  ASSOCI.\TK).\  :  President  Ueorne 
.\.  Moses,  treasurer  West  Chester  &  Wil- 
mington Transportation  Company,  Wll- 
mlnKton,  Del.  ;  secretary.  C.  S.  White, 
president  Delaware  Rapid  Transit  Com- 
pany. Wilmington,   Del. 

MOTOR  TRUCK  .\SSOCIATION  OF 
FLORIDA  ;  President.  W.  T.  Callahan. 
Miami ;  secretary-trea.xurer.  D.  K.  Mc- 
Mann.   36   N.  W.   1st  St..  Miami.   Fla. 

GEORGIA  MOTOR  BUS  &  TR.VNS- 
PORTATIOX  ASSf  iCIATION  :  Presi- 
dent. B.  A.  Harrison.  Balnbrldge.  Ga. : 
secretary.  W.  M.  Riley.  Decatur.  Ga. 

INPIAN.V  MOTOR  BUS  OWNKRS' 
ASSOn.VTION:   President.  H.  E.  .lahns. 


.Mulur  lius  Orjj;aui^atiuiin 

general  manager  Jahns'  Bus  Lines.  La 
I'orte.  Ind  ;  treasurer.  W.  E.  lUntscliler. 
manager  Indiana  Motor  Bus  Company, 
Piynioutli.  Ind- 

1UW.\    MtJToK      1 
ASSOCIATION;      I 
ton.    1  »<-.s   Molne.H.    1.: 
Cronk.    Des   Moines,    lowa.. 

UJCISIA.NA    .MOTijR  TRA.N'SPORTA- 
TIOX  LK.MJIE:    PresidiiLi     W    -\    l..l.r. 
son.    Shresi-port.    l..;i.  ;    \ 
J.      Flight.      Franklin.      I 
treaiiurer.  .M.  W.  Walker      .  

MICHIGAN  HIGHWAY  TRA.S.S- 
PORTATION  ASSuCIATIO.V  :  Preslilent. 
G.  P.  .MiCuUum,  Detroit,  Mich.:  swre- 
lary.  H.  H.  Hardy.  Fireproof  Stoiagi.- 
Company.    I.,an8ing.    .Mich. 

MINNESOTA  MOTOR  BUS  AS.SO- 
CIATION :  President  Rodney  S.  Ulm- 
mlck.  president  Touring  Car  Bus  Com- 
pany. 1'9  Seventh  Street  North.  .Minn.-- 
apoiis.  Minn.;  secretary.  Earl  F.  Jack- 
son.   Kndlcott    Arcade.    St.    Pn-il.    Minn 

NEW  JERSEY    BUS    '  I LTA 

TIO.V    AS.^i)i:i.\TION  :  lohii 

Morning.    4US     Warren    .-•  -.vark, 

N.  J. ;  secretary.  Harry  liuiiaer,  "9 
Madl.son    Street.  Guttenberg.    N.   J. 

NEW'  JERSEY  AUTO  BUS  AS.SO- 
CIATION:  President.  George  F.  Sey- 
mour. Jr..  20  Clinton  Street.  Newark. 
N.  J. :  secretary.  Georg©  L.  Cowan,  2M 
Clinton  Street.  Newark.   N.  J. 

AUTO  BUS  ASSOCIATION  OP  NEW 
YORK  STATE:  President.  F.  W.  Car- 
penter, Carpenter  Bus  Line*.  Blaik 
River.  N.  Y.  :  s<*cretary  .ind  treasurer, 
James  J.  Dadd.  president  Roihester  Bus 
Lines  Advertising  Corporation.  120  Ver- 
mont   .Avenue,    Rochester,    N     Y 


OHIO    MOTOR    PUS    .^SSOOI.^TIOVr 

'r.      ■  I:   :.  ■      '■'■' 


II 


.Vat^    ::it;ii;i    T«;tii..:iAi 
■.d.  Ore. 

l.V  Ml  iTOI:  111    -^  .  .W.N'- 
LIUS 
Murtz 

puny    1       .     '.      . 

Kmerirk.    prt-hidciii    Ljii.--rick    Uu«   LiUoM, 
Bellefunic.    Pa. 

MOT''i-      11-     .,Mvri,<       »<-,,„•!.. 
TION 

niisH. 

Inc. ;    i-. .  ...  .»..v. 

Ihle    Mitlor   lluM  t.'unip 

.MOTOR       Ills       A-  .V      OP 

VIltGl.NlA:     Pr. 

.Norfolk.    Vtt.:    VI 
niiniiil)      J.     A. 
F.    A.    Brlstow.    \' 
DlUard.  Center  i 
Bluefleld.   W.    V;, 

vllle,     Va. :     

Hathiittiiv,    1 

WASHl.Ni. 
TATIo.v    A.-.-i  I.   1  \  1  1'    ■ 
C.  Ellington.  Di-s  Moii 
Seattle.        Wash.; 
J.  J.    lliirnM.  S.-;ittl..     \s  , 

WISCcj.VSI.V     MOToU 
TATK  l.V    .\SS'  i''I  ATI'  l.V 
C.     Homan.     " 
E.  H.  Kami 

Wl!!. 


v». 

I"')    TRANSPOR- 


Vehicle  Department,  it  being  suggested 
that  the  seat  allowance  be  changed 
from  18  in.  to  12  in.  per  passenger,  thus 
increasing  the  allowable  load  about  50 
per  cent.  The  matter  was  dropped 
after  it  became  evident  that  such  a 
change  would  not  only  affect  the  safety 
feature  but  also  be  likely  to  increase 
license  fees  and  insurance  rates. 

The  third  bill  introduced  covered  ex- 
emption from  attachment  of  the  buses 
in  service.  The  legislative  judiciary 
committee  frowned  upon  this  bill  as 
unwise,  holding  that  it  asked  for  a  spe- 
cial dispensation  which  could  not  be 
given  to  anyone  else. 

Another  accomplishment  of  the  asso- 
ciation  is  the  arrangement  made  with 


the  Perry  Press  of  Union  City,  Conn., 
for  printing  .quarterly  in  a  convenient 
pocket  size  the  time-tables  of  the  bus 
lines  in  the  state.  So  far  two  editions 
have  been  put  out  without  expense  to 
the  members,  the  cost  b(?ing  borne  by 
advertisements  which  had  been  secured 
by  the  printer. 

Four  new  members  were  elected  to 
the  board  of  directors.  Frank  H.  Geer, 
The  Connecticut  Motor  Transportation 
Company,  New  London,  was  elected  to 
fill  the  unexpired  term  of  C.  H.  Belden, 
resigned.  Those  elected  for  three  year.s 
were  Harry  Kabakoff,  New  Haven,  and 
Frank  Pobuda,  Willimantic.  The  name 
of  the  other  member  will  be  announced 
later. 


Highway-Development  Proposals 
at  -Meeting  of  Part  xMakers 


AT  THE  convention  of  the  Motor  and 
Accessories  Manufacturers'  Asso- 
ciation, held  Sept.  19  in  Boston,  two 
papers  of  interest  to  all  users  of  the 
highway  were  presented.  A  working 
program  for  financing  highway  con- 
struction and  maintenance  was  pro- 
posed by  Roy  D.  Chapin,  chairman  of 
the  highways  committee  of  the  Na- 
tional Automobile  Chamber  of  Com- 
merce. A  set  of  principles  to  control 
the  special  taxation  of  the  motor  vehi- 
cle was  set  forth  by  Harry  Meixell, 
secretary  of  the  Motor  Vehicle  Con- 
ference Committee,  which  represents 
motor  users,  dealers  and  manufacturer 
organizations. 

After  referring  to  the  greatest  ob- 
stacle which  confronts  the  user  of  high- 
way transportation  today,  that  is,  the 


question  of  floor  space  for  his  motor 
vehicle,  Mr.  Chapin  gave  six  principles 
of  finance  as  follows: 

(a)  States  in  the  initial  state  of 
highway  development  should  issue 
bonds  to  defer  that  portion  of  the 
annual  charge  for  construction  which 
would  overburden  either  property  or 
the  road  user. 

(b)  States  where  original  consrtruc- 
tion  programs  are  well  under  way  can, 
in  the  main,  finance  normal  new  con- 
struction from  current  funds,  utilizing 
bond  issue  funds  to  defer  the  cost  of 
special  projects. 

(c)  States  where  original  construc- 
tion is  largely  completed  arc  concerned 
chiefly  with  maintenance  and  recon- 
struction, and  should  depend  on  current 
funds  in  case  of  emergency. 


(d)  The  maintenance  of  interstate 
and  state  highways  should  be  a  charge 
against  the  road  user. 

(e)  Roads  serving  a  purely  local  pur- 
pose will  generally  require  only  light 
up-keep  and  should  properly  be  a 
charge  against  the  adjacent  property, 
which  in  these  cases  is  the  first  and 
often  the  only  beneficiary. 

(f)  No  road  should  ever  be  impr^v.-d 
to  an  extent  in  excess  of  its  earning 
capacity.  The  return  to  public  in  the 
form  of  economic  traffic  is  the  sole 
measure  of  such  improvement. 

The  cost  of  highways,  Mr.  Meixell 
advocated,  should  be  divided  into  two 
parts,  the  first  or  capital  expense,  and 
the  maintenance  expense.  Society  aii 
a  whole  should  pay  general  taxes  for 
the  capital  cost  of  improved  highways. 
Motor  vehicle  interests  should  bo  called 
upon  to  pay  special  taxes  to  maintain 
these  highways. 

Based  on  this  schedule  of  divisions  of 
cost,  Mr.  Meixell's  committee  holds  that 
the  amount  of  special  taxes  on  motor 
vehicles  should  be  limited.  No  more 
money  should  be  raised  through  this 
method  than  is  required  to  administer 
the  state  motor  vehicle  department  and 
to  maintain  its  improved  highways. 
There  should  be  but  one  form  of  special 
taxation  and  the  agency  for  levj'ing  this 
should  be  the  state.  To  permit  the  fed- 
eral government,  counties  or  local  gov- 
ernmental bodies  to  levj-  special  taxes 
is  bound  to  result  in  excessive  and 
unfair  demands. 

For  three  years  the  Motor  Vehicle 
Conference  Committee  has  worked  to 
weld  together  all  the  automotive  ele- 
ments of  the  state.  These  should  unite 
to  educate  the  public  and  its  lawmakers 


592 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


to  the  acceptance  of  correct  funda- 
mental principles  for  special  taxation. 
Using  these  principles,  manufacturers, 
dealers  and  users  of  automotive  prod- 
ucts can  determine  whether  a  tax  is 
fair  or  unjust.  Once  having  done  so, 
Mr.  Meixell  asserted,  these  automotive 
interests  should  remove  from  or  prevent 
the  placing  of  any  improper  special 
taxes  upon  the  statute  books. 

The  bus  can  do  much  toward  solving 
traffic  problems,  according  to  H.  W. 
Slauson,  M.  E.  engineering  service 
manager  of  the  Kelly-Springfield  Tire 
Company  in  a  speech  on  the  subject  of 
traffic  control  —  "America's  greatest 
problem." 

"Why  could  not  existing  trolley  com- 
panies   use    their    rail    equipment    for 


long-distance  hauling  with  no  inter- 
mediate stops  to  take  on  or  discharge 
passengers?"  said  Mr.  Slauson.  "The 
short-haul  traffic  could  be  handled  by 
means  of  supplementary  motor  buses 
owned  by  the  trolley  company  and  oper- 
ated either  by  gasoline,  storage  bat- 
teries or  flexible  connections  with  the 
overhead  trolley  wires.  Such  buses 
could  stop  at  the  street  corners  as  easily 
as  a  private  automobile  and  could  carry 
all  the  local  traffic  with  arrangements 
for  transfers  at  points  1  or  2  miles 
apart  at  which  the  rail-bound  trolleys 
could  stop.  The  rail-bound  trolley  with 
its  infrequent  stops  could  then  travel  as 
fast  as  its  own  line  of  traffic  would  per- 
mit. Under  this  arrangement  passen- 
gers would  be  carried  more  quickly." 


Michigan  Highway  Association  Breaks  Up 
Into  Bus  and  Truck  Groups 


MEETING  at  Grand  Rapids  for  the 
third  consecutive  time,  the  Michi- 
gan Highway  Transportation  Associa- 
tion held  its  annual  convention  on 
Nov.  20-21,  vrith  an  attendance  of  125 
members.  A  well-balanced  program, 
which  included  business  sessions  each 
day  and  a  banquet  on  the  evening  of  the 
first  day,  was  initiated  by  an  address 
of  welcome   from   Mayor  Julius   Tisch. 

The  business  meeting  gave  those  in 
attendance  an  opportunity  to  enter  into 
the  discussion  of  the  weighty  questions 
of  insurance  and  regulatory  law.  A 
rather  unexpected  occurrence  at  the 
convention,  provoked  somewhat  by  the 
recent  regulatory  law  and  the  events 
immediately  preceding  its  passage,  was 
the  resignation  from  the  Michigan 
Highway  Transportation  Association  of 
those  members  whose  interest  is 
solely  trucking.  Hence,  this  conven- 
tion marked  the  birth  of  a  kindred 
organization,  namely,  the  Michigan 
Commercial  Haulers'  Association.  This 
split  in  the  parent  association  was  made 
only  after  lengthy  deliberation  which 
brought  out  the  desirability  of  separate 
meetings  to  discuss  the  individual 
problems  of  the  two  somewhat  diver- 
gent industries. 

The  new  regxilatory  law  of  Michigan, 
which  was  largely  responsible  for  the 
break,  places  motor  bus  operation  under 
the  Public  Utilities  Commission  con- 
trol, but  does  not  include  the  commer- 
cial freight  haulers.  This  law,  and  its 
operation,  was  the  topic  of  the  second 
day's  session,  at  which  meeting  a 
comparison  was  made  between  it  and 
a  similar  law  recently  adopted  in  the 
state  of  Ohio. 

Following  the  address  of  welcome  by 
the  Mayor,  and  the  response  by  Presi- 
dent Moreton  of  the  association, 
Judge  Ralph  Sanborn,  president  Ohio 
Bus  Owners  Association,  e-xplained  the 
purpose  of  his  organization.  Believing 
that  the  Ohio  motor  regulatory  law  is 
the  finest  in  the  Unites!  States,  Judge 
Sanborn  attributed  its  passage  to  the 
united    efforts    of    the    motor    vehicle 


operators  of  his  state.  Having  a  secre- 
tary who  has  had  twelve  years'  experi- 
ence in  public  utility  work,  the  Ohio 
Association  was  well  equipped  to  draw 
up  a  law  which  was  reasonably  sure 
of  being  passed.  In  presenting  this  to 
the  Legislature  the  operators  asked  to 
be  taxed  an  amount  satisfactory  to  both 
the  Legislature  and  the  bus  operators. 
A  discussion  of  insurance  was  pro- 
voked by  a  report  of  the  association 
insurance  committee,  which  stated  that 
the  formation  of  a  mutual  company  at 
this  time  would  be  inadvisable.  Inas- 
much as  the  association  as  a  body  thus 
disposed  of  the  insurance  question,  op- 
portunity was  afforded  the  individual 
members  to  hear  from  insurance  agents 
on  the  various  forms  of  insurance  avail- 
able. Representatives  of  mutual,  stock, 
reciprocal,  and  old-line  companies  were 
heard  from.  M.  E.  Blackburn,  of  the 
Ohio  Motor  Mutual  Insurance  Company, 
explained  the  operation  of  that  com- 
pany, pointing  out  that  whatever  form 
of  insurance  is  purchased,  rates  must 
cover  the  cost  of  the  service  rendered. 
This  operator's  mutual  company  re- 
turns to  the  operators  profits  accruing 
through  reduction  in  losses  as  a  result 
of  careful  operation. 

State  Officials  Speak 

The  banquet  program  included 
speeches  from  the  Secretary  of  State 
of  Michigan  and  the  chairman  of  the 
Public  Utilities  Commission.  Secretary 
of  State  C.  J.  DeLand  gave  an  interest- 
ing talk  indicating  the  necessity  for 
additional  funds  with  which  to  complete 
the  state  road-building  pi-ogram.  Up 
to  date,  $32,000,000  of  the  available 
$50,000,000  road  bonds  have  been  issued, 
leaving  only  $12,000,000  with  which  to 
complete  the  paving  program  requiring 
$26,000,000.  It  is  proposed  to  obtain 
this  needed  money  by  imposing  a  2 
cents  per  gallon  gasoline  tax.  In  his 
talk  and  in  the  moving  pictures  shown 
later,  Mr.  DeLand  indicated  the  pro- 
gress being  made  in  road  building  both 
as  to  results  and  methods  used. 


Chairman  W.  W.  Potter,  of  the  Public 
Utilities  Commission,  speaking  at  the 
Wednesday  morning  session,  pointed 
out  that  the  motor  regulatory  law  of 
Michigan  was  regulatory  and  not  dis- 
criminatory. The  commission  could,  un- 
der this  law,  grant  certificates  of  neces- 
sity and  convenience  to  operate  over 
the  same  route  or  operate  between 
termini  in  direct  competition  with  ex- 
isting steam  and  electric  operation. 
The  validity  of  this  portion  of  the  law 
is  now  being  tried  in  the  Supreme 
Court  of  the  state.  Mr.  Potter  went 
over  every  section  of  the  law  and  sup- 
poi-ted  the  constitutionality  and  legality 
of  every  phase.  In  concluding,  he 
called  upon  the  association  to  tell  the 
Legislature  what  they,  as  operators, 
want. 

As  a  fitting  comparison  E.  J.  Shover 
of  Ohio  gave  some  results  of  the  motor 
regulatory  law  of  his  state,  explaining 
just  how  the  various  associations  in 
that  state  bound  themselves  together 
and  formulated  a  bill  which  stood  a 
fair  chance  of  being  accepted.  Com- 
menting on  the  Michigan  law,  Mr. 
Shover  deplored  the  fact  that  it  was 
so  short,  and  that  it  allowed  anyone  to 
make  inroads  on  an  established  busi- 
ness which  in  turn  deteriorated  the 
service  rendered  to  the  public. 

In  a  new  business  such  as  this  trans- 
portation entei-prise,  it  was  unfortunate 
that  Michigan  proposed  to  add  heavier 
burdens  in  the  form  of  a  gasoline  tax 
to  create  highways  which  are  really 
state  institutions.  Construction  of 
roads  should  be  carried  on  by  general 
property  tax,  Mr.  Shover  believed,  but 
maintenance  of  roads  should  be  paid 
for  by  a  tax  levied  on  the  user  in 
proportion  to  his  use. 

Further  explaining  the  Ohio  law,  Mr. 
Shover  declared  that  municipalities 
were  prevented  from  imposing  unrea- 
sonable burdens  on  the  thi'ough  oper- 
ator in  the  form  of  taxes.  However, 
a  small  fee  could  be  collected  to  cover 
the  cost  of  regulating  traffic,  which 
additional  regulation  is  necessary  be- 
cause of  the  increase  in  traffic  due  to 
the  through  truck  or  bus  operation. 
Mr.  Shover  further  emphasized  Mr. 
Potter's  remarks  by  urging  the  men  to 
"sell"  their  problems  to  the  legislators. 

Following  the  formal  dissolution  of 
the  parent  association  on  Wednesday 
morning,  separate  meetings  were  held 
Wednesday  afternoon  by  the  two  organ- 
izations. Officers  for  the  ensuing  year 
were  elected  and  general  business  and 
finance  matters  considered. 

Officers  for  the  Michigan  Highway 
Transportation  Association  (Bus);  G. 
P.  McCullum,  Detroit,  president;  R. 
Wolf,  Coldwater,  vice-president;  W.  E. 
Taylor,  Owosso,  treasurer;  H.  H. 
Hardy,  Lansing,  secretary. 

For  the  new  organization,  the  Michi- 
gan Commercial  Haulers'  Association, 
the  following  officers  were  elected; 
Frank  Schmidt,  Detroit,  president;  E. 
M.  Radcliffe,  Grand  Rapids,  first  vice- 
president;  H.  V.  Wood,  second  vice- 
pi  esident;  S.  U.  Blake,  secretary,  and 
A.   Beebe,   Jackson,  treasurer. 


December,1923 


BUS 

IKVSSHOKIATKDN 


News  of  the  Road 


From  wherever  ihe  bun  ruim.  a.i« 
brought  together  tho  Uiiporianl 
events,  here  presented  to  show  the 
niovementa  of  the  day. 


593 


I 


l*riz«'  Bus  Crews  (iivfii 
Airplaiu'  Trip 

Detroit  Mutor  l>u>  Kmpliiyet's  Win 
\'ac;ition  with  I'ay  for  IV-rfect  Itetord 
— Thirty-six  Men  Win  I'rize 

"OEADY?  Let's  go\"  shouted  De- 
IVtroit's  twenty-two  prize  bus 
drivers  and  conductors  as  they  boarded 
hydroplanes  for  Cleveland  on  a  three- 
day  vacation  with  pay  recently.  They 
were  off  for  a  well-earned  holiday  as 
the  guests  of  the  Detroit  Motor  Bus 
Company,  and  were  the  winners  of  that 
company's  "perfect  record"  contest 
whereby  it  granted  vacations  and  re- 
wards to  all  men  who  had  perfect  or 
nearly  perfect  records  for  a  certain 
period. 

The  plan  as  originally  announced  pro- 
vided that  all  drivers  and  conductors 
who  should  maintain  perfect  records 
for  the  duration  of  the  contest,  which 
lasted  approximately  ten  weeks,  should 
be  given  three  days  vacation  with  pay 
and  a  trip  to  Cleveland  on  one  of  the 
hydroplanes  of  the  Aeromarine  Air- 
ways, Inc.,  with  all  expenses  paid.  As 
it  actually  worked  out,  thirty-six  men 
qualitied  for  the  trip,  for  only  twenty- 
two  of  whom  reservations  could  be  se- 
cured. The  men  therefore  drew  lots  to 
see  who  should  make  the  trip  and  who 
should   accept   the   alternative   proposi- 


selves  as  they  saw  fit  during  their  vaca- 
tion. 

In  addition  to  the  thirty-.six  who 
nualified  for  first  honors,  four  others 
who  had  minor  charges  against  their 
records  during  the  period  were  given 
second  place,  with  two  days  vacation  at 


home  and   pay,  but  without  additional 
remuneration. 

While    no    definite   announcement    to 

such  effect  has  been  made,  it  i-  ■■■" '"d 

that  rewarding  exceptional   ■■ 

hereafter  be  a  part  of  the  i-. ..;.•. 

policy  of  the  company. 


Electric  Railways  Exlcml  |{iis  Svstcin*« 

Twenty-six  Conipiinit-s  Announce  In^tiillations  and  ICxtension>i — .\rti\ity  Kqually 

Distributed   to  .Ml   I'arts  of  the  t'ountry — |{use».   I'ffd 

in  Lieu  of  Laying  .Additional  Trackage 


TWENTY  -  SIX  electric  railways 
have  announced  installations  or  ex- 
tensions of  bus  ser\'ice  during  Novem- 
ber. Developments  in  this  field  of  bus 
transportation,  briefly  summarized,  are 
as   follows: 

The  Pacific  Electric  Railway,  operat- 
ing in  southern  California,  has  in- 
stalled a  complete  bus  service  for  the 
city  of  Glendale,  near  Los  Angeles. 
Three  separate  routes  are  in  operation. 
They  are  arranged  so  as  to  traverse  all 
sections  of  the  outlying  districts. 

A  6-cent  cash  fare  is  charged  with 
the  option  of  purchasing  ten  tickets  for 
.50  cents,  and  transfers  are  interchange- 
able between  electric  cars  and  buses 
within  the  G-cent  fare  limits.  The  de- 
fined 6-cent  fare  limits  are  placed  at 
Burchett  Street  on  the  north,  San  Fer- 


Txcenty-two  prize  drivers  and  coiiducturs — VViniiKrn  u)  Detroit  contest 


tion  of  three  days  vacation  at  home 
with  full  pay,  plus  $20  spending  money. 
The  twenty-two  who  won  the  trip  of 
course  had  "the  time  of  their  lives," 
while  the  fourteen  others  amused  them- 


nando  Road  on  the  south,  Broadway 
and  Verdugo  Road  on  the  east  and  San 
Fernando  Road  on  the  west.  A  fare 
of  10  cents  will  apply  to  and  from 
points    north    of    Burchett    Street    to 


points   within   the   6-cent   limit,   < -^  •  i  ' 
that  the  southerly  limit  will  be  Cyi'i 
Avenue  and  Brand  Boulevard. 

The  Pacific  Electric  has  previously 
been  operating  one  bus  line  in  the  city 
of  Glendale,  and  the  route  of  this  line 
has  been  enlarged  so  as  to  cover  a 
greater  expan.«e  of  territory.  With  the 
two  additional  lines  the  outlying  dis- 
tricts of  Glendale  will  be  adequately 
served.  Six  of  the  latest  type  Pacific 
Electric  buses,  seating  twenty-five  pas- 
sengers, have  been  engaged  for  the  new 
service.  Pending  a  tryout  of  .'ichedules 
a  twenty-minute  to  half-hour  service 
will  be  effective. 

The  Pacific  Electric  has  also  en- 
larged its  service  in  Pasadena. 

The  San  Francisco-Onkland  Tfcmi- 
nal  Railways  has  mappc-d  out  eight 
routes  for  bus-line  feeders  to  the  trolley 
lines  in  outlying  districts  of  Oakland. 

A  study  has  also  been  made  of  the 
situation  in  Alameda,  and  plans  are 
being  worked  out  to  supplement  the 
facilities  now  in  use  in  that  city,  partic- 
ularly in  West  Alameda  and  in  the 
Fernside  district. 

The  Portland  Raituay,  Light  & 
Power  Company,  Portland,  Ore.,  plans 
to  operate  buses  over  the  new  Ross  Is- 
land Bridge  to  give  transportation  to 
sections  of  southeast  Portland  not  now 
served  by  trolley  lines.  City  Commis- 
sioner Mann  has  assured  Franklin  T. 
Griffith,  president  of  the  railway  com- 
pany, that  he  can  see  no  objection  to 
such  operation. 

The  Wichita  Railroad  &  Light  Com- 
pany, Wichita,  Kan.,  has  under  con- 
sideration a  plan  for  supplementing  its 
electric  railway  lines  with  buses.  No 
definite  announcement  as  to  the  pro- 
posed operation  has  been  forthcoming 
from  officials  of  the  company,  but  they 
are  known  to  be  considering  bus  serv- 
ice, especially  for  the  district  traversed 
by  Central  Avenue,  from  Main  Street 
to  College  Hill. 

The  Fort  Scott  &  Sevada  Light, 
Heat,  Water  &  Power  Company.  Se- 
vada, Mo.,  has  filed  a  petition  with  the 


594 

State  Public  Service  Commission  to  ob- 
tain authority  to  abandon  the  street 
railway  system  in  the  city  of  Nevada. 
In  lieu  of  trolley  service  the  company 
proposes  to  establish  a  complete  bus 
system  and  has  agreed  to  charge  the 
same  fare  as  is  now  charged  for  trans- 
portation over  the  street  railway  lines. 
The  Interstate  Public  Service  Com- 
pany, Indianapolis,  hid.,  proposes  to 
purchase  a  number  of  buses  for  use  in 
establishing  feeder  connections.  Some 
of  them,  it  is  understood,  are  con- 
sidered for  use  in  Jeffersonville,  Ind., 
where  the  company  is  considering  aban- 
donment of  its  street  car  tracks,  with 
the  City  Council's  permission. 

A  half-hour  service  between  Frank- 
lin and  Indianapolis  is  also  planned,  al- 
though this  detail  has  not  yet  been 
worked  out. 

The  hidianapolis  &  Cincinnati  Trac- 
ern  Railway,  Waterloo,  Iowa,  won  its 
nounces  the  extension  of  interurban 
traction  facilities  in  the  installation  of 
bus  service  between  Versailles,  Osgood 
and  Greensburg.  A  schedule  has  been 
worked  out  which  will  afford  a  through 
trip  from  Indianapolis  to  Osgood  and 
Versailles  in  three  hours. 

The  Arkansas  Central  Power  Co7n- 
pany.  Little  Rock,  Ark.,  has  extended 
bus  operation  in  that  city.  A  bus  line 
from  the  end  of  the  East  Fourteenth 
Street  car  line  to  Bruce's  Mills,  a  dis- 
tance of  1  mile,  has  been  started.  Per- 
sons desiring  to  transfer  from  street 
car  to  bus,  or  from  bus  to  street  car, 
pay  fare  at  the  starting  point  and 
transfer  free  at  the  junction  of  the  two 
lines. 

The  Waterloo-Cedar  Falls  &  North- 
ern Railway,  Waterloo,  Iowa,  won  its 
case  before  the  State  Board  of  Railroad 
Commissioners  recently  when  the  com- 
mission voted  to  grant  the  railway's 
application  to  operate  a  bus  line  be- 
tween Waterloo  and  Cedar  Falls.  No 
details  of  the  proposed  intercity  opera- 
tion has  yet  been  announced. 

The  Springfield  (Ohio)  Street  Rail- 
ivays  has  started  an  auxiliary  bus  line 
in  the  Melrose  addition  to  Springfield, 
the  route  covering  approximately  one- 
half  mile.  The  bus  line  is  the  first  to 
operate  in  the  city  since  the  enact- 
ment of  a  drastic  regulatory  ordinance 
about  three  years  ago,  the  act  being 
adopted  at  the  instance  of  the  street 
railway  and  preventing  any  bus  lines 
from  operating  on  streets  in  which 
there  are  car  tracks. 

One  twenty-five  passenger  bus  is 
being  used  at  present.  The  bus  op- 
erates as  an  extension  of  the  regular 
car  lines,  and  transfers  are  given  and 
accepted  between  the  bus  and  street 
car  lines  at  the  regular  fare  of  7  cents. 
The  bus  line  was  inaugurated  when 
residents  of  the  addition  demanded  car 
service  under  terms  of  the  ear  com- 
pany's franchise.  Financial  conditions, 
according  to  the  latter,  are  said  to  have 
prevented  this  extension,  but  it  was 
agreed  to  establish  bus  service,  which 
was  acceptable  to  the  residents. 

The   Community   Traction  Company, 
Toledo,  Ohio,  is  to  engage  in  bus  trans- 


BUS 

TR\NSP0RTAT10N 


Here's  a  New  One! 

^LEEPING  car  buses  are  to  be 
'^operated  by  the  Towns  Bus 
Line  between  Staunton,  Winchester 
and  Roanoke,  Va.,  as  soon  as  the 
new  highway  between  the  three 
cities  is  completed.  The  seats  in 
the  bus  will  be  so  constructed  that 
they  can  be  transformed  into 
berths  similar  to  those  in  Pullman 
railroad  sleeping  cars.  The  com- 
pany proposes  to  furnish  all-night 
bus  service  in  Pennsylvania,  Mary- 
land and  Virginia  and  to  extend  its 
lines  as  occasion  requires. 


portation  as  an  integral  part  of  its 
system  in  Toledo.  The  City  Council 
has  passed  the  necessary  ordinance 
which  provides  for  the  purchase  of  two 
modern  buses  for  use  on  the  Oak 
Street  extension  to  replace  two  ma- 
chines now  being  operated  in  conjunc- 
tion with  the  traction  system,  but  on 
a  rental  basis.  A  third  bus  is  being 
rented  and  operated  on  South  Erie 
Street.  It  is  expected  that  it  will  be 
replaced  by  a  company-owned  bus. 
The  Pennsylvania-Ohio  Electric  Com- 
pany, Yoimgstown,  Ohio,  which  oper- 
ates the  coach  service  between  Youngs- 
town  and  Warren  on  the  west  and 
between  Youngstown  and  Sharon  on 
the  east,  has  taken  over  the  direction 
of  operation  of  the  Akron-Youngstown 
Bus   Company. 

The  Buffalo  <&  Lake  Erie  Traction 
Company,  Erie,  Pa.,  will  establish  a 
belt-line  bus  system  for  residents  of  the 
southwestern  section  of  Erie  on  Cherry 
Street  where  the  bus  line  would  inter- 
sect the  electric  railway  lines  at  Fourth, 
Eighth,  Twelfth,  Eighteenth  and 
Twenty-sixth  Streets  and  provide  a 
cross-toviTi  system,  north  and  south  for 
the  west  sde. 

The  Wheeling  Public  Service  Com- 
pany, Wheeli7ig,  W.  Va.,  has  applied 
to  the  State  Road  Commission  for  a 
permit  to  operate  buses  in  Wheeling 
from  Elm  Grove  to  West  Alexander. 
Application  for  a  permit  to  operate 
buses  from  West  Alexander  to  Wash- 
ington, and  then  finally  into  Pitts- 
burgh, Pa.,  will  be  made  before  the 
Public  Service  Commission  of  Pennsyl- 
vania. 

The  Virginia  Railway  &  Power 
Company,  Richmond,  Va.,  will  establish 
a  trackless-trolley  non-transfer  serv- 
ice in  Petersburg,  Va.,  from  the  Wal- 
nut Hill  section  to  the  center  of  the 
city.  Two  new  vehicles  have  been  ac- 
quired for  this  purpose. 

The  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  an- 
nounces that  operation  of  the  bus  line 
from  Seventeenth  and  Pennsylvania 
Avenue  through  Randle  Highlands, 
which  was  authorized  by  the  Public 
Utilities  Commission,  was  begun  on 
Dec.  1.  Buses  are  run  over  the  Penn- 
sylvania Avenue  Bridge  to  Minnesota 
Avenue,  to  Naylor  Road,  to  Twenty- 
fifth    Street,    to    Pennsylvania    Avenue 


Vol.2,  No.lZ 

and  return  on  that  street  to  Seven- 
teenth Street  S.  E.  There  will  be  free 
transfers  to  and  from  the  street  cars. 

The  company  has  also  been  granted 
a  permit  to  operate  buses  to  the  Lin- 
coln Memorial.  This  service  will  be 
an  extension  of  the  present  lines  op- 
erated into  the  vicinity  of  Potomac 
Park. 

The  Chester  County  Traction  Com- 
pany, Chester,  Pa.,  purchaser  of  the 
West  Chester,  Kennett  &  Wilmington 
Electric  Railway,  has  also  purchased 
the  B.  &  D.  Bus  Company,  according  to 
Charles  B.  Cooke,  Jr.,  of  Philadelphia, 
president  of  the  traction  company. 

"It  is  our  purpose,  in  buying  the 
B  &  D.  bus  line,"  Mr.  Cooke  explained, 
"to  give  the  people  of  that  whole  sec- 
tion immediate  connection  with  the 
heart  of  Wilmington,  Del.,  the  buses 
being  operated  in  connection  with  the 
trolley  line  between  Kennett  Square 
and  West  Grove. 

The  Beaver  Valley  Tractio^i  Com- 
pany, New  Brighton,  Pa.,  has  applied 
to  the  State  Public  Service  Commission 
for  the  right  to  operate  buses  from  the 
end  of  its  line  in  Leetsdale  to  the  end 
of  the  Pittsburg  Street  Railway  Com- 
pany's line  near  Sewickley.  The  com- 
pany is  making  a  similar  petition  for 
a  permit  to  operate  buses  from  Roches- 
ter to  Woodlawn. 

The  Altoona  &  Logan  Valley  El-ec- 
tric  Railway,  Altoona  Pa.,  will  serve 
the  residents  of  the  Juniata  Gap  dis- 
trict of  the  city  with  buses  soon.  The 
Juniata  Gap  section  is  one  of  the 
largest  suburban  areas  surrounding 
Altoona. 

The  York  Railways,  York,  Pa.,  will 
operate  a  bus  line  between  Red  Lion 
and  Stewartstown,  Pa.,  the  necessary 
permit  having  been  issued  by  the  State 
Public  Service  Commission.  The  com- 
pany is  also  planning  the  purchase  of 
the  York  Turnpike  Bus  Line  from  Wal- 
ter  H.  Melhorn. 

The  Atlantic  Coast  Electric  Rail- 
way, operating  along  the  New  Jersey 
shore,  plans  the  installation  of  a  bus 
system  for  the  coast  cities.  The 
tentative  plan  for  the  system  indicates 
that  the  activities  will  be  on  a  larger 
scale  than  anything  ever  attempted  on 
the  North  Jersey  shore.  While  the 
proposed  routes  are  only  tentative  and 
were  not  made  public,  it  is  understood 
the  company  plans  four  intercitv  sys- 
tems. ^_ 

The  Middlesex  &  Boston  Street  Rail- 
way, Neivtonville,  Mass.,  has  applied  to 
the  State  Utilities  Commission  for  per- 
mission to  operate  buses  in  Arlington, 
Billerica,  Bedford,  Concord,  Natick, 
Cochituatc,  Wayland  and  Saxonville, 
Mass.  The  company  desires  to  aban- 
don the  electric  railway  lines  in  these 
tovms. 

The  Hartford  &  Springfield  Street 
Railway,  operating  in  Massachusetts 
and  Connecticut,  has  given  notice 
through  Manager  J.  T.  Hambleton  of 
its  purpose  to  establish  a  bus  line  be- 
tween Springfield,  Mass.,  and  Suffield, 
Conn.,  thus  enabling  street  car  service 
to  be  discontinued  on  the  upper  end  of 
the    company's    west    side    line.      It    is 


December.1923 


BUS 

TRVMSKmiATKDN 


595 


understood  the  plan  includes  bus  serv- 
ice over  the  entire  west  side  route 
eventually.  This  company  links  up  the 
Springfield  Street  Railway  and  Con- 
necticut Company  systems.  It  has  been 
operatinjf  for  some  time  under  a  re- 
ceiver, and  Manager  Hambleton  tells 
the  Springfield  Transportation  Board 
that  its  earnings  decreased  30  per 
cent  in  the  last  year.  His  application 
for  a  bus  franchise  is  unopposed  in 
Springfield,  and  applications  for  per- 
mits have  been  filed  with  the  towns  on 
the  west  side  of  the  Connecticut. 

The  Medwaij  &  Dedham  Street  RaU- 
way,  Mil  ford,  Mass.,  and  the  New 
Bedford  &  Onset  Street  Railway  have 
applied  for  permits  to  operate  buses  in 
their  respective  territories. 

The  Jacksonville  Traction  Company, 
Jackxonvilie,  Fla.,  will  introduce  buses 
to  supplement  its  .service  early  in 
January,  1924,  according  to  an  official 
announcement  made  by  the  company. 
Buses  will  replace  the  present  Oak 
Street  trolley  line  and  will  be  extended 
north  to  take  in  the  municipal  docks 
and  the  electric  light  plant  on  Talley- 
rand Avenue.  The  regular  7-cent  fare 
now  prevailing  on  street  cars  will  be 
charged  and  free  transfers  issued. 
Four  buses  will  be  used  on  the  line, 
which   is  4i   miles  in  length. 


Buses  for  Illinois  City 

Buses  are  to  take  the  place  of  the 
electric  railway  system  in  Streator,  111. 
At  a  recent  meeting  of  the  City  Council, 
the  Public  Service  Company  of  North- 
ern Illinois  was  granted  permission  to 
cease  railway  operation  and  tear  up 
the  tracks  of  the  Illinois  Light  &  Trac- 
tion Company.  As  stipulated  in  the 
agreement,  the  Public  Service  Company 
guaranteed  satisfactory  bus  service  for 
the  next  five  years.  At  the  same  meet- 
ing an  independent  company,  known  as 
the  Yellow  Bus  Company,  was  author- 
ized to  take  up  operation  with  a  view 
toward  supplying  the  citizens  with  ade- 
quate bus  service. 


May  Vote  on  Bus  in  Oakland 

The  question  of  whether  the  City  of 
Oakland,  Cal.,  shall  go  extensively  into 
municipal  bus  operation  will  be  sub- 
mitted to  voters  of  that  city  at  a 
special  election  if  an  initiative  petition 
that  was  being  circulated  for  signatures 
late  in  November  is  successful.  The 
petition  was  backed  by  the  city  ad- 
ministration and  it  wa.s  believed  that 
the  5,000  signatures  required  would  be 
secured.  The  wording  of  the  petition 
was  as  follows:  "Wc,  the  undersigned 
residents  and  registered  voters  in  the 
City  of  Oakland  hereby  petition  the 
City  Council  to  call  a  special  bond  issue 
election  to  raise  |1, 000.000  for  the  pur- 
pose of  purchasing  automobile  stages 
to  establish  a  municipal  bus  system." 

So  much  activity  of  a  political  nature 
has  attended  the  showing  of  interest  in 
a  municipal  bus  line  in  Oakland  that 
thus  far  the  plan  does  not  seem  to 
have  been  taken  very  seriously  by  the 
people  as  a  whole. 


Rritinli  Bus  News 

Trackless  Trolley  Operation  Plann)-<l  in 
.\shlon-under-I,>  ne —  l.undim  Omni- 
bus Add<-<i  2,iri3  Drivers.  2,:!17  Con- 
ductors in  Last  Ten  .Months 

PROSPECTS  of  the  adoption  of  track- 
less trolley  vehicles  are  also  extend- 
ing in  England.  Ashton-undcr-Lyne 
Corporation  proposes  to  abolish  a  tram- 
way which  runs  between  that  borouuh 
and  Oldham  and  to  substitute  trolley 
buses.  St.  Helen's  Town  Council  has 
appointed  a  deputation  to  visit  various 
to\vTis  where  trackless  trolley  ears  are 
in  use.  E.  C.  Ransome,  chairman  of 
the  Ipswich  tramways  committee,  has 
expressed  the  hope  that  an  experiment 
now  going  on  with  railless  cars  will  be 
successful,  that  it  will  reduce  running 
costs,  offer  a  better  service,  and  enable 
fares  to  be  reduced.  He  hoped  that  the 
experiment  would  result  in  the  replac- 
ing of  the  tramways   by   trolley  buses 


and  avoid  the  dislocation  of  traffic  in 
the  narrow  streets.  At  Darlingrton, 
where  the  Town  Council  is  faced  with 
the  problem  of  relaying  the  whole  of 
the  tramway  tracks  in  the  near  future, 
J.  R.  P.  Lunn,  manager,  has  pre.sented 
a  report  which  says  that  the  renewing 
of  the  tracks  will  cost  from  i:>tO,000  to 
£120,000.  He  advocates  consideration 
of  railless  traction.  The  cost  of  twenty 
trolley  buses  would  be-  £48,000. 

Cardiff  Operators  Orca.size 
There  arc  already  in  Great  Britain  a 
number  of  local  bus  owners'  associa- 
tions, but  a  new  one,  founded  at  Cardiff 
under  the  name  of  the  Motor  Omnibus 
Proprietors'  Association,  aims  at  being 
repre.sentative  of  the  whole  country  and 
i."  attracting  considerable  interest  here. 
The  objects  are  protection  of  the  mem- 
bers' interests  and  collective  trading. 
Membership  is  confined  to  propri.tor-- 
owning  not  less  than  two  buse 
to  maintain  daily  services  to  i   . 


r^ihiilar  Prrsniliilion  of  Itfcrnt  liiis  l)('V('lo|iiiiciitH 


NaiiiL' 

Jesse  liiuwev    

Hollubr.ldAS..n 
Hall  A  Winnlcail     .. 

E.  .S.  4  1).  M.  l)ult.>ii     

Soutbern  lllinnu  UuH  Line   ...        .. 

C.J.  McDonald    

Natchez-IlrookhavcD  Bus  Line. . . . 

Leo  Meeks    

Cadii  Bus  Line 

I.<'nner.  W'eston  A.  Sims . 

F.  T.  L.1  Ituc    

Gold.sbrir<»-Kinaton  Bub  Line 

.StatCMville-Winston-Salem  BuaLine 

J.  W,  Sumineru 

J.  Brown    

t1.  I).  Brent    

Bartonville  Motor  Hub  Co 

Cuyunia  Tran.<inortation  Co 

.-Vshland-Kussel  Bun  Line 

Salt  Creek  Transportation  Co 


Name 

Arrow  StaKC  Line 

Maurice  Hiver  Tranaportation Co.. 

John  C<M)ns    

KImcr  L  Wav 

J.  P.  Ilildreth 

Pickwick  .StaKCfl,  Inc 

.\.  Suttierland     

-■Vronson  &  Boewell.  .  .    

Perry  J.  White 

Peerless  .StaKes.  Inc 

Ballcst;.  Walker. 

Coast  Line  .Stages 

Clyde  Terry    

Moore'9  Inter«tat«  Motor  Lines 

Ua\'id  Drake 

J.  A .  Town.-*   

Cismont  Motor  Bus  &  Supply  Co... 

.\ttavain  &  Funari 

Carava,*ics  &  Biusle 

Joseph  ( 'asey 

Andrew  J.  Na.H.sjin»cr 

Kdxar  M.  Seacatt 

C.  A.  Harris      .    . 

Mountain  BuaCo..  lip 

KImer  N'.  C<irwin 

Harry  \.  Lippett 

IjiwTcnce  A.  Walters 

.Arthur  J,  Laasonde 

Hudson  Transit  Corr- 

J.  F.  Brown .    , 

Fred  O.  Mullen  

New  Jersey  Tmnsportation  Co. ... 
Kankakee.    Joliet    &    Pontine   Bus 
Lin.- 


Name 

CroeaBayBusCo.,  Inc. 

Brown  Bus  Co..  Inc 

Virnini.T  Hearh  Bus  Line    .... 
LoRan  (^ounlv  Bus  Co.      .    , 

Kevn..ld..  Hr.iB      ..  

EdKarC.'iMiv  Motor  BusCo.      ... 
Kankaket^tiilmaD  Motor  Bus  Co... 

Green  Bay-Marinette  Bua  Co 

Hawthorne  Bus  A.<tsoeialion 


Lines  Started 

.\ddreM 
Little  Kock,.\r;. 
Knrix,  Ind. 
Henders-tn.  (""!■ 
.\uburn.  .\.  V. 
Benlon.  III. 
Klon->nce.  .\la. 
Nntche*.  .Mbw*. 
Decatur,  III. 
Steubenville.  (.). 
Bessemer,  .\la. 
Indianapolis,  Inil. 

Goldsboro,  N.  C 

StatcHi-ille,  .N'.C 

Monelt,  Ark 

Sedalia,  .Mo. 
Galva,  III. 
Bartonville.  Ill 

Aitkin,  Minn 

Ashland,  Ky 

Salt  Creek.  Wyo.     . . 

Permits   Granted 

.Vddrcaa 

Price,  Utah      

Perth  Ainboy,  N.J. 

Guildcrland.  N.  Y 

Freeport,  L.  I.   

Clovcrdale,  Csl 

SanDieno.Cal 

San  DicKo,  Cal 

Sacramento.  CaJ 

Bishop.  Nev 

San  Jose.  Cal. 
Andrade,  Cal 
Fort  Braiot.Ciil 
Salt  LakeCity.  Utah 
Hi«h  Point.  N'.C. 

Orleaiui.  Cal 

Harrisonbunt.  Va 

Cismont,  Va 

Mat.,.ika,W.  Va.     .. 
WL.     .,1...  W.  Va. 
c  ■  ,r!.M..n.  W,  Va. 
c  I  irl.-i..n.  W.  V!i.      , 
.-Vbiuicton.  \'o 
Norton.  \'h. 
M..riti.-,li...  N    ^ 


Platt«burK.  .N     "> 

Richlands.  Vn 
Plsttsbunt.  N    ^ 
Newark.  N.  J 

Krinkakee.  Ill 

incorporations 

Address 

309  Bch.  1 42  St .,  Neponsit,  N.  Y. 

2463  Grand  Ave.,  Bronx,  N.  Y... 

N..rf..lk.  Va._     _ 

Bnrnnbus.  W.  Va 

Streator.  111. 
Paria.  HI.  . 
Ksnkskee.ni. 

Green  Bay  W*isc 

Palerson.  N.  J.      ..« 


Route 


Vrk. 

J. 
C^lo. 


IIL 

.    %  I. 


.-ton,   Ind. 
C. 
.lem.  K.  C, 


.\anUnd  to  Irunton.  O. 
.Salt  Creek  to  Casper,  Wjfo. 


M  1- 


uboy,  N.J. 
,dy.  N.  Y. 
I. 


can  bonJsr 
.-.  Csl. 

al. 
,1. 
(Ynk.  Cat 

-alem.N.C. 

.1 


Vs. 
^     Vs. 


Kv. 

■   A.     \.  Y. 


I'UttaliurK  ••  '   r.-LLwa  I't..  N.   ^  . 
.Streets  of  Cnniden.  N.  J. 

Ksnkslue  to  Pontisc,  III. 


Route 
Neponsit  to  Brooklyn,  N.  Y. 


Norf 

■■.:vv  '■ 

» irtf^n  1 

.    M.-\rii 

,,.:U- 

PalCTwon.  N.  J.,  BtPpeU 


596 


BUS 

TTUNSPORTATION 


Vol.2,  No.12 


time-tables  and  scales  of  fares.  Thus 
the  owners  of  what  in  America  are 
called  jitneys  are  kept  out. 

Ninv  Parliamentary  Transport 
Secretary 

Lieut.-Col.  J.  T.  C.  Moore-Brabazon 
has  been  appointed  Parliamentary  Sec- 
retary to  the  Ministry  of  Transport  in 
succession  to  Colonel  Wilfrid  Ashley, 
who  has  been  appointed  Under  Secre- 
tary for  War.  Colonel  Brabazon  has 
been  a  member  of  Parliament  for  only 
a  few  years  and  is  perhaps  best  known 
as  one  of  the  most  skilful  and  suc- 
cessful airplane  pilots  in  the  earlier 
days  of  flying. 

An  example  of  the  great  reliability 
of  engines  for  buses  made  by  the  Asso- 
ciated Equipment  Company,  Waltham- 
stow,  London,  is  given  by  some  figuies 
issued  by  Edinburgh  Corporation  tram- 
way department,  which  runs  a  large 
fleet  of  buses  in  addition  to  tramways. 
The  engines  of  three  of  these  buses 
have  run  the  vehicles  the  following  di.s- 
tances  without  being  taken  down:  No.  1, 
45,342  miles;  No.  2,  32,316  miles;  and 
No.  3,  55,218  miles. 

London  Omnibus  Adds  to  Staff 

In  the  ten  months  from  Jan.  1  till 
early  in  November  2,153  additional 
drivers  and  2,217  conductors  were  en- 
gaged for  the  operation  of  the  London 
General  Omnibus  Company's  buses. 
This  represents  an  increase  of  38  per 
cent  in  the  bus  staff.  There  are  now 
7,943  drivers  and  7,961  conductors  in 
the  company's  sei'vice. 

New  Glasgow-Edinburgh  Highway 

After  prolonged  negotiations  regard- 
ing the  allocation  of  cost  between  local 
authorities  concerned,  an  agreement  has 
been  reached  for  the  construction  of  a 
great  new  highway  between  Glasgow 
and  Edinburgh.  The  length  is  about  40 
miles  and  the  estimated  cost  is  £1,900.- 
000.  Of  this  sum  the  government  will 
contribute  75  per  cent.  To  make  up 
the  remainder  Glasgow  will  pay 
£275,000,  Edinburgh  £100,000,  and 
Lanarkshire  £100,000.  There  will  also 
be  a  loop  extension  from  near  Edin- 
burgh to  Leith,  to  cost  £260,000,  half 
of  which  will  be  borne  by  the  govern- 
ment and  half  by  Edinburgh. 

The  work  is  to  be  begun  as  soon  as 
possible  so  as  to  provide  occupation  for 
a  large  number  of  the  unemployed.  The 
new  highway  will  consist  partly  of  new 
roads  and  partly  of  existing  roads 
which  are  to  be  widened  and  improved. 
There  will  be  a  width  of  100  ft.  between 
fences,  but  for  the  present  it  is  pro- 
posed that  the  width  of  the  carriage- 
way should  be  30  ft.,  but  should  be  so 
constructed  that  it  will  be  easy  in  the 
future  to  widen  it  whenever  it  is  found 
desirable. 


Merchants  Back  San  Leandro  Line. 

Establishment  of  a  crosstown  bus  serv- 
ice in  San  Leandro,  Cal.,  was  recently 
completed  by  the  Chamber  of  Commerce 
of  that  city.  Desiring  to  insure  ample 
transportation  facilities  within  San 
Leandro,    merchants    of    the    city    have 


underwritten  the  purchase  and  oper- 
ation of  one  bus,  under  direction  of  the 
Chamber  of  Commerce.  The  fare  is 
5  cents.  With  the  efliciency  of  the  bus 
line  proved,  the  service  will  be  extended 
and  more  buses  will  be  added,  according 
to  officials  of  the  Chamber.  Alameda 
and  Hayward,  neighboring  communities 
of  San  Leandro,  have  also  indicated 
their  purpose  of  establishing  a  similar 
service. 

Bus  Service  Replaces  Defunct  Rail- 
way.— With  the  closing  down  of  the 
Pennsylvania-New  Jersey  Railway  be- 
tween Doylestown  and  Bristol,  N.  J.,  on 
Nov.  1,  the  bus  line  running  from  Lam- 


bertville  and  New  Hope  to  Doylestown 
and  Hatboro  was  extended  to  serve  the 
former  electric  railway  towns. 

Camden  Operators  Rebuked  for  Traffic 
Offense. — Camden,  N.  J.,  bus  operators 
recently  aroused  the  ire  of  Robert  S. 
Burns,  city  transportation  inspector,  by 
adopting  the  practice  of  allowing  pas- 
sengers to  ride  on  the  steps  of  their 
vehicles.  Mr.  Burns,  noticing  several 
buses  with  passengers  hanging  precari- 
ously on  the  steps,  conducted  a  thorough 
examination  of  all  the  buses  operating 
in  the  city.  He  later  warned  the  bus 
owners  that  they  were  liable  to  a  fine 
of  $50  for  each  offence  of  this  nature. 


Chicago  Coach  Plans  New  Lines 


LEGEND 

-  Routes  operated  , 
West  5ide  routes  ; 
Ext^T^ions  applieol  to 


—  — -—  Ext^it 


EXTENSIONS     of     bus     routes     in  municipal    authorities   in   granting   the 

Chicago    are    planned    by    the    Chi-  necessary  permits  for  extended   opera- 

cago    Motor    Coach    Company.      These  tion.     The  location  of  proposed  routes 

depend,  of  course,  on  the  action  of  the  are   shown   in   the   accompanying   map. 


December,1923 


BUS 

lKA.NSK)HUHON 


597 


%i  Financial 

''^^      Section 

|{ii>  l.iiir  ill  Ualtiniorr 
SliOMs  Surplus 

I  nilfct  Kailwavs  iV  KUitric  (Diiipaii} 
Subsidiary  Kt'piirls  OiH-ralin;;  Iiunmc 
of  $25,736  for  First  Si.\  Munth.s,  1923 

OF  INTEREST  to  bus  operators 
everjrwhere  is  the  financial  state- 
ment of  the  Baltimore  Transit  Com- 
pany, subsidiary  of  the  United  Railways 
&  Electric  Company,  operatinj;  in 
Baltimore,  Md.,  and  vicinity. 

The  company  runs  four  bus  lines  and 
one  trackless  trolley  line.  The  com- 
bined leng'th  of  all  five  routes  is  about 
15  miles.  Equipment  consists  of  thirty 
single-deck,  four  double-deck  buses  and 
three  trackless  trolleys.  The  minimum 
fare  is  7  cents.  On  two  lines,  the 
Charles  Street  and  Mount  Royal  Ave- 
nue, a  10-cent  fare  is  charged  with  no 
transfers  and  no  standing  passengers. 

With  these  conditions  in  mind  it  is 
interesting  to  learn  that  the  total  in- 
come of  the  lines  for  the  first  six 
months  of  1923  was  $162,434.  Operat- 
ing expenses  came  to  $136,698,  leaving 
an  operating  income  of  $25,736.  Com- 
plete figures  are  given  below. 

The  Charles  Street  line  has  been 
placed  on  a  profitable  basis,  according 
to  these  figures.    During  the  year  1921 


u  deficit  of  $3,495  was  reported  on  this 
route.  The  operating  income  for  the 
first  six  months  of  1923  shows  a  net 
income  of  $12,506. 

Double-deck  operation  shows  a  net 
income  of  112,187;  single-deck,  $9,121. 
The  Randallstown  trackless  trolley  line 
reports  a  deficit  of  $6,099.  It  is  oper- 
ated in  a  comparatively  sparsely  settled 
district. 

The  state  license  tax  for  the  single- 
deck  equipment,  except  trackless  trol- 
leys, is  ■^  cent  per  seat-mile,  and  for 
the  double-deck  buses  and  trackless 
trolleys,  A  cent  per  seat-mile,  payable 
annually  in  advance  but  subject  to  an 


on  a 

••nue 


adjustment  upward  if  the  mileage  is 
.  The    lie.'  -    for   the 

li    .  'r.  buses,    .  lax,  cost 

$2,.'>2u  ()«-r  year. 

A  garage  rental  of  $15,000  s  year  is 
prorated   over   all   gas  • 
mileage   basis.     Of   the 
4    per   cent    is   set    ; 
Depreciation  is  beii  ► 
estimated    six-year    lift 
mcnt.    The  trackless  trolley  . 
however,    will    very    lik'  ■>    U- 

chargeil   otf    in    three   >■  iding 

to  company  officials,  whictt  will,  of 
course,  considerably  increase  the  cost 
per  mile  in  their  operation. 


of 


Ciilii'ornia  Kail  road  Commi.'^.'^ion 
Issues  Bus  |{<-j)orl 

Motor  Carriers  in  that  State  Last  Year  Showed  a  Total  Investment  of  Sill,. 117. UhS 

Passenger  Lines  Did  u  tiross  Hu.s   ine.ss  of  Sl.>,.">  I9.'U9  and   I  si-H  l.tjlii 

Motor  Buses  in  Transporting  21,221,928  I'aHsenger' 


THE  annual  report  of  the  California 
Railroad  Commission,  which  is  to  be 
officially  issued  in  the  near  future,  con- 
tains commentary  as  well  as  figures  on 
the  rapid  growth  of  the  motor  trans- 
portation industry  in  that  state.  Al- 
though some  figures  are  given  that 
bring  the  record  up  to  June  30,  1923, 
for  the  most  part  the  data  cover  the 
calendar  year  of  1922.  Abstracts  of 
the  report  made  before  it  went  to  print 
by  a  member  of  Bus  Transportation 
staff  in  San  Francisco  are  given  here. 


Condensed  Cumulative  Income  Statement,  Jan.   I   to   June 
Baltimore  Transit  Company 

:{0.   1923 

'' 

Charlai 
$64,803 

Mouut 
Royal     .\ 
S35,020 

lameda 
$5,559 

2,335 

3.895 
821 

7.051 

H9* 
490 

i.98t 
298 

s.tso 

STJ 

M 

t-s       R 
19      13' 
36       14 

Total 

Single       Double 
Deck        Deck 
$105,383    $44,280 

33,993        7.337 

52.331      16.031 
10.422        2.171 

Total 

BU8 

Operation  Randallstown  0 
$149,663          $12,771          ) 

1,324 

41.330              6.364 
1,850 

68.363              3.904 

12.592                970 

Total 

All 

perations 

1162,434 

Operatimj  Expenaet 

1,324 

16,472 

25.202 
4.915 

15,187 

23.234 
4,684 

47.694 

Power 

Conducting     t  r  a  n  a- 

1.851 
72.266 

General    and     miscel- 
laneous  

13.563 

Total    operating 
expenses 

Operating   inorme   or 

deficit 

Taxes 

46.589 

18.214 
3,315 

14.899 
2.393 

43.105 

S.OSi 
3,022 

11.101 
2.1(5 

96.746      25.539 

8.637      18.741 
6.828       5,436 

122.285 

27.378 
12.264 

14,412 

1.6it 
2.202 

136.698 

25,736 
14.466 

Income    or  deBctt 

(after  tares) 

Fixed  charfffs 

1.809      13,305 
4.875        1.118 

i.Oiitf      12.187 
ITISTICS 

:ouot                        Si 
oyal     Alameda       I) 
9.632      24.245        30' 
4.053      25.260        32 
63.124 

15.114             S.8H 
5.993             2,255 

9.121              6.099 

ngle        Double  Total  Bus  1 
eck           Deck    Operation 
9.996         64.309         374.305 
1.349         66.414         387.763 

l>.227      437.709     1,463,936 

3  3          6  81               3  9 

).080         9.267          52.347 

7  2            6.9              7  2 
34  0          68.9            40  0 
31.2          39.7            32  7 

11  0           li   4             11  0 

16  8           24  9              18  3 
3   4.           3   4                 J   4 

2   2             8  4                3   3 
15              17                16 

34  9          49  8            37  6 

11.270 
8,248 

Income   or    deficit 

(Trans,  to  P.  A  L.^.         12.506 
Itatirs  indicate  deficit. 

Revenue  miles  operate^] 
Total  miles  operated 

Transfer  paaseogcrs .  . 

Revenue  passengers 

Revenue  passengers  rev.  bus-mile 

tS,S9t 

Charl 
146.1 
152.0 

634.6 

4 
21,51 
») 

6.: 

44 
31 

..... 

17 

3 

2 

1 

id 

35 

3.022 

EUndall^ 
town 
55.150 
56.782 

89      336.818      55,320     l.02i 

3  2  4           2  3 

05        18.521        3.054         4 

79            7  5           7  9 
.3          25  1         22  9 
.9           30.9         29  1 

.3       '169          90 

2  16  6         i6   1 

4  3  4           3  4 

3  2  2           2  0 
6             1.6           1   0 

8           34  7         32  3 

105.648 
1  91 
5.282 

Average  speed  (including  layover 

10  4 

Earnings  per  rev. -mile,  cents.  .  . . 
Cost  per  rev.-mile  operated,  ceots 
Way  and  structures,  cents 

23  2 

26  1 

2  4 

115 

Power,  cents    

Conducting  transpt.,  centa 

General  and  miscellaneous,  centa. 

3  3 

7  1 
18 

4  0 

Fixed  charges,  cents  . . 

Total   operating   costs. 

charttes  per  rev, -mile. 

cents. .. 

4  1 
34.2 

During  the  year  covered    i<y   tiii>   re- 
port  there   has  been   a  continuation  of 
the  general  trend  toward  consoli'!   • 
of    stage    lines.      Operators    of    ; 
local  services  transferred  their  or><T;n 
ing    rights    to    companies    covering    a 
wider     field     in     contiguous     territory. 
Others  sought  enlarged  territory  either 
through  the  purchase  of  existing  lines 
or  by  application  to  the  commission  for 
new    routes    based    on    the    declaration 
that   public    convenience   and    necessity 
required   the   additional    transportation 
service. 

This  has  been  accompanied  by  a  con- 
tinuous improvement  in  the  service.  To 
quote  the  exact  language  of  the  report : 
"Today  the  traveler  patronizing  the 
auto  stage  finds  every  convenience  and 
comfort;  cushioned  cars,  roomy  to  a 
degree  considered  impossible  in  the 
early  days  of  motor  transportation,  well 
ventilated  and  lighted,  make  public 
motor  travel  a  pleasure.  Traversing 
the  length  and  breadth  of  California, 
motor  stages  are  giving  to  residents  of 
the  state  a  real  public  seni-ice,  and  to 
the  tourist  an  opportunity  to  view  all 
the  wonders  between  the  Oregon  line 
and  Mexico.  At  the  same  time  motor 
stages  have  added  to  the  transportation 
of  the  country  a  scrv-ice  that  is  in  real- 
ity a  convenience  and  a  necessity." 

On  June  30,  1923,  there  were  713* 
automotive  carriers  in  the  State  of 
California  operating  under  the  jurisdic- 
tion of  the  Railroad  Commission  and 
classified  as  follows: 


PaaacnjEi-r-inlv 
Paveny- 
Puaenc 
PasM'n^-'  : 

FrcUht 

Ezpreaa  wid  (rn(bt 

\<. 
I  r 

Schi^-'Icliil'Ir.- 


•On  Nov.   !.'>.    : 
stago  and  truck 
fomln.    tho   shrill-; 
la<t  June  beinK  due  tu  mergers, 
nr.ccs.  etc. 


246 

125 
62 
25 

174 

II 
I 

3« 
!■■' 
» 


598 


BUS 

TRANSPORTAITON 


Vol.2,  No.12 


Stage  and  truck  lines  are  divided  into 
two  classes  by  the  accounting  system 
used  by  the  California  Commission.  All 
operating  units  having  a  gross  income 
of  $20,000  or  more  are  listed  under 
Class  A  and  are  required  to  file  reports 
under  headings  prescribed  by  the  com- 
mission in  its  "Uniform  Classification 
of  Accounts,"  just  as  are  other  large 
utilities  of  the  state.  Report  require- 
ments from  the  lesser  companies,  cover- 
ing much  the  same  itemizations,  are 
less  rigidly  enforced. 

Class  "A"  Operations 

Reports  from  140  Class  A  companies 
covering  financial  operations  for  the 
calendar  year  1922  show  a  total  operat- 
ing revenue  of  $12,596,309,  with  a  total 
operating  expense  of  $11,831,754,  yield- 
ing a  net  operating  revenue  of  $764,555. 
By  additions  from  other  sources  (non- 
operating  income)  totaling  $1,702,119, 
the  gross  income  of  these  companies  is 
increased  to  $2,466,674.  Non-operating 
expenses  which  include  interest,  federal 
income  taxes  and  expenses  of  other 
operation  total  $1,770,266.  The  profit 
for  the  year  of  all  these  companies 
amounted  to  $696,408.  During  the  year 
the  dividend  paid  by  all  Class  A  com- 
panies reporting  totaled  $157,842. 

The  main  sources  of  revenue  of  the 
Class  A  carriers  were  as  follows: 

Passenger  revenue $7,770,054 

Freight  revenue ... ,  3,179,873 

Express  revenue 960,574 

Baggage  revenue 101,819 

Mail  revenue 201,402 

Other  transp.  revenue 138,842 

Total $12,352,564 

Totals  of  the  chief  items  of  expense 
reported  by  the  Class  A  companies  are 
classified  as  follows: 

fuel $1,150,758 

Lubricants  and  other  supplies 219,712 

Damages  to  freight  and  baggage 43.874 

Injuries  and  persona!  damage  claims...  .  185,316 

Salaries  and  expenses  of  general  officers .  422,498 
Salaries  and  expenses  of  general  office 

clerks 341,665 

Drivers  of  passenger  cars  (salaries) 1,316,191 

Drivers  of  freignt  cars  (salaries) 745,643 

Drivers  of  express,  baggage  and  mail 

cars  (salaries) 262,429 

Superintendence  of  transportation 189.987 

Station  employees 423,716 

Garage,  labor  and  incidental  expenses....  382,274 

Total $5,684,063 

Other  statistics  for  Class  A  opera- 
tion.s  for  the  calendar  year  1922  were 
as  follows: 

Passengers  carried 18,721.485 

Freight  transported  (tons) 444,943 

Passenger  oar-mileage 29,723,980 

Freight  car-mileage 3,754,510 

Total  number  passenger  cars  u.sed 975 

Total  number  freight  cars  used 625 

Trailers  and  other  rolling  stock  (number 

of  pieces) 29l 

As  a  whole  the  operations  of  all  the 
large  companies  were  profitable,  or  at 
least  showed  an  excess  of  operating 
income  over  operating  expense. 

A  tabulation  of  figures  for  some  of 
the  larger  Class  A  companies,  accord- 
ing to  their  reports  to  the  commission 
covering  operations  in  1922  will  be 
found  in  the  accompanying  table. 

Class  "B"  Operations 
The  573  Class  B  or  small  companies, 
comprising  the  motor  stage  and  truck 
lines    whose    revenues    did    not    exceed 


Passenger  Carriers 


Number    of    Carrier  Revenue 

Vallejo-Benicia  Stage  Line $28,416 

Bay  Cities  Transit  Company 1 80.487 

B.  &  H,  Transportation  Company 264,542 

Crown  Stages 362,023 

California  Transit  Company 843,87 1 

Dilhngham  Transportation  Company 83,865 

Golden  Eagle  Barker  Stage 50,134 

McVey  Stage  Lines 48,357 

*Motor  Transit  Company 1,461,436 

Original  Stage  Line I  36,820 

Peninsula  Rapid  Transit  Company 453,894 

Pickwick  Stages,  Inc.,  Southern  Division.  ,  266,748 

Pickwick  Stages,  Inc.  Northern  Division     .  528,643 

Pacific  ,\uto  Stages 163,363 

Pierce-Arrow  Stage I  26,094 

San  Jose-Santa  Cruz  Stage 37,101 

Santa  Rosa.  Petaluma  and  Sausalito  Auto  Stage  Company...  1  50,653 

Vallejo  Bus  Company 69,00  i 

United  Stages,  Inc, 1  29,447 

Valle.v  Transit  Company ,    ,  417.680 

.4uto  Transit  Company ...  39,782 

.\utherlandsTiaJuanaSt..    .  226,606 


Operating 

Number 

Passengers 

Expenses 

of   Cars 

Carrie<i 

$26,829 

8 

159,715 

165,174 

22 

3.000,000 

257,834 

37 

5,226,558 

341.297 

42 

1,009.399 

734,580 

69 

771,428 

73,669 

14 

198,324 

42,272 

8 

74,625 

38,774 

7 

72.328 

1.469.667 

94 

2,139,449 

123.415 

14 

445,748 

.       428.518 

28 

Xo  record 

266,584 

19 

143,542 

518,075 

44 

160,355 

151,127 

10 

203,251 

93,562 

21 

50,766 

30,464 

6 

29,642 

121,472 

13 

130,879 

68,529 

8 

690,542 

125,203 

10 

161,497 

374.801 

39 

388,369 

36,068 

6 

12,278 

224,616 

42 

461,630 

*  Income  from  other  sources  $164,822. 

$20,000  in  the  calendar  year,  report  a 
total  investment  in  cars  and  shop  equip- 
ment of  $1,922,681.  The  total  revenue 
of  these  companies  for  the  year  1922 
amounted  to  $2,953,040.  The  sources 
were  as  follows: 

Passenger $1,147,508 

Freight 1,274,535 

Mail 261,924 

Express 148.71 1 

Other  sources I  20, 359 

The  expenses  of  these  lines  totaled 
$2,490,970,  giving  a  net  revenue  of 
$462,069.  The  chief  itenis  of  expense 
of  the  small  companies  were  as  follows : 

Labor $703,503 

Gas  and  oil   .  423,655 

Repairs 417,099 

Depreciation 289,341 

Salaries     (officials    and    clerks),     office 

expense 227,440 

The  small  carriers  in  1922  trans- 
ported 2,500,443  passengers  and  220,483 
tons  of  freight.  In  these  operations 
641  passenger  cars  were  used,  334 
freight  cars  and  forty-four  other  ve- 
hicles, such  as  trailers,  wagons,  etc. 

Recapitulation  of  the  reports  of  the 
Class  A  and  so-called  small  companies 
shows  that  revenues  from  purely  motor 
operations  totaled  $15,549,349.  The 
operating  expenses  of  all  companies 
totaled  $14,322,725,  leaving  a  net  reve- 
nue of  $1,226,624. 

Of  the  Class  B  carriers  eighty-six 
operated  at  a  loss,  as  did  thirty-four 
of  the  Class  A  carriers.  The  invest- 
ment in  physical  properties  represented 
in  the  operations  of  the  713  automotive 
carriers  in  the  state,  according  to  their 
financial  reports,  shows  a  total  of  $12,- 
317,089,  divided  as  follows: 

CLASS  A 

Plant  and  equipment $9,280,880 

Other  property  (non-oper- 
ating)   267.319 

Materials  and  supplies 427. 1 39 

9.975,340 

CLASS  B 

Value  of  cars $1,865,743 

Shop  eriuipment  and  lands.  56,937 

Materials  and  supplies 32,725 

386,342 
2,341,749 

Total ^ $12,317,089 

The  equipment  used  by  all  companies, 
a  recapitulation  of  their  reports  shows, 
totaled  1,616  passenger  cars,  959  freight 


cars  and  335  other  vehicles,  such  as 
trailers  and  wagons.  The  number  of 
passengers  transported  during  the  year 
by  both  large  and  small  companies 
reached  a  grand  total   of  21,221,928. 


Trackless  Trolley  Costs 

Annual  Report  of  English  Company 
Gives  Comparison  with  the  Electric 
Trams 

INTERESTING  figures  on  the  cost  of 
trackless  trolley  operation  is  con- 
tained in  the  annual  report  of  the  Brad- 
ford Corporation  Tramways,  operating 
in  Bradford,  England,  a  city  of  300,000 
population. 

Five  routes  are  operated  with  a  fleet 
of  twenty  buses.  The  length  of  the 
routes  is  as  follows:  2.7,  2.1,  1.6,  1.6 
and  1.3  miles.  The  average  fare  per 
mile,  exclusive  of  workmen's  rates,  was 
1.007d.  or  2  cents,  based  on  a  fare  of 
Id.  (2  cents),  l^d.  (3  cents),  3d.  (6 
cents)   and  4id.    (9  cents). 

The  gross  earnings  per  bus-mile  were 
12.99d.  or  26  cents.  Operating  ex- 
penses of  16.23d.  or  32  cents  included 
power  at  3.8  cents  (based  on  1.032 
kw.-hr.  per  bus-mile  and  3  cents  per 
kw.-hr.),  wages  at  11.3  cents,  bus  up- 
keep at  8  cents,  overhead  maintenance 
at  0.54  cents  and  building  and  tools  at 
0.09  cents. 

There  were  392,192  bus-miles  run 
during  the  year  at  7.6  m.p.h.  to  get 
£21,2.30  from  3,243,348  passengers.  The 
earnings  per  mile  of  route  were  £2,238. 

In  comparison,  the  tramcars  ran 
6,121,622  car-miles  at  7.3  miles  per 
hour.  This  low  speed  is  due  to  severe 
grades.  Passengers  carried  were 
82,046,210.  Earnings  per  mile  of  track 
route  were  £11,018,  or  nearly  five  times 
that  in  the  trackless  te^rritory.  Gross 
earnings  per  car-mile  were  25.48d. 
(50.96  cents)  and  operating  expenses 
(double-deck  cars)  were  18.17d.  (36.3 
cents).  The  average  fare  per  mile, 
exclusive  of  workmen's  i-ates,  was  0.98d. 
(1.8  cents)  based  on  a  scale  of  1.5d. 
(3  cents),  2Jd.  (5  cents),  3d.  (6  cents), 
4d.  (8  cents),  4id.  (9  cents)  and  6d. 
(12  cents).  The  workmen's  fare  is  Id. 
minimum. 


December,  1923 


his 

1K\NSKJRI,\I10N 


599 


Bvis.     1^ 
Re^uilationTr 

Kt-d  Hall  Lines  Graiitt'd 
Pennil 

Twenty  -  four  -  Yi-ar  -  Old  Mason  City, 
Iowa,  tiirl  Wins  Over  I'rotest  of  Four 
Railroads  and  Two  Electric  Railways 

AMERICA'S  "bus  queen"  has  won! 
-  Despite  the  fact  that  four  rail- 
roads and  two  interurban  electric  rail- 
ways filed  objections  to  prevent  the 
issuance  of  a  bus  line  certificate  to  Miss 
Helen  Schultz  of  Mason  City,  Iowa, 
proprietor  of  the  Red  Ball  Transporta- 
tion Company,  the  State  Railroad  Com- 
mission granted  the  certificate  on  Nov. 
21,  which  permits  the  continued  oper- 
ation of  Miss  Schultz's  extensive  sys- 
tem of  bus  lines  throughout  the  State 
of  Iowa. 

Before  the  certificate  is  issued,  how- 
ever, she  must  comply  with  restrictions 


iiif  public  convenience,"  one  of  the  two 
things  required  to  be  shown  by  the  law. 
The  other  routes  were  not  contested, 
having  been  in  good  faith  operation  on 
April  14,  the  second  of  the  two  re- 
quirements for  certification  under  the 
law.  Certificates  for  these  routes  will 
be  issued. 

May  Start  Litigatio.n 

The  decision  of  the  board  is  e.\petteil 
to  be  the  forerunner  of  a  series  of  law- 
suits which  may  be  carried  into  the 
United  States  Supreme  Court  for  a  final 
definition  of  what  constitutes  "promo- 
tion of  the  public  convenience."  The 
railroads  cannot  appeal  from  the  de- 
cision of  the  commission.  They  can 
only  contest  the  operation  of  the  buses 
further  by  seeking  an  injunction  re- 
straining the  commission  from  issuing 
the  certificates  of  authority  or  enjoining 
the  operation  of  the  buses. 

All  three  men  who  make  up  Iowa's 
Railroad  Commission  concurred  in  the 
decision  to  grant  the  certificates,  al- 
though Commissioners  Lewis  and  Web- 
ster did  not  arrive  in  the  same  way  at 
the  conclusion  that  Miss  Schultz's  serv- 


Am, 


j'x  Biix  Qintti  i)i  line  of  hrr  oioi  ninrh' 


ordered  by  the  commission  on  the  way 
in  which  her  buses  are  driven.  She 
must  arrange  her  schedules  so  that  they 
will  not  directly  compete  with  schedules 
already  adopted  by  competing  carriers; 
her  schedules  must  be  made  to  indicate 
clearly  that  the  running  time  shall  not 
exceed  the  speed  limit  of  2.5  m.p.h.  fi.\ed 
in  the  law;  her  rates  must  be  the  same 
to  all;  and  no  free  transportation  other 
than  is  permitted  the  railroads  may  be 
issued.  For  violation  of  any  of  these 
provisions  the  board  will  revoke  the 
certificate. 

Of  five  motor  routes  over  which  the 
girl's  buses  are  operated,  only  two  were 
involved  in  the  decision  of  the  railroad 
commission — routes  running  from  Ma- 
son City  south  to  Des  Moines  and  north 
to  Minneapolis.  Certification  of  these 
routes  depended  upon  the  girl's  proof  to 
the  commission  that  they  will  "promote 


ice  will  promote  the  public  convenience. 
Commissioner  Woodruff  added  to  the 
opinion  that  rail  carriers  should  treat 
motor  transports  as  an  ally,  operating 
buses  to  establish  feeder  traffic.  Com- 
missioner Lewis  WTote  the  majority 
opinion. 

The  commissioners  took  the  stand 
that  consideration  of  public  convenience 
is  the  only  one  for  them  to  determine 
in  issuing  bus  licenses,  and  that  it  is 
not  synonymous  with  necessity.  They 
pointed  to  the  fact  that  in  the  original 
bill  in  the  Legislature  the  words  "and 
necessity"  were  stricken  out  by  amend- 
ment. 

"Public  Convenience" 

"Just  what  the  promotion  of  public 
convenience  means,"  the  opinion  reads, 
"is  not  always  easy  to  determine.  It 
has    been    argued    that    we    should    be 


prophetic,  and  if  we  believe  that  in  the 
undetermined  future  the  present  esub- 
lishment  of  a  bus  or  truck  line  will 
cripple  the  rail  service  now  provided, 
then  we  should  find  that  the  motor  car- 
rier would  not  promote  the  public  con- 
venience. 

"However  convinced  we  may  be  in  our 
minds  that  there  is  grave  danger  to 
continued  service  by  rail  when  in  com- 
petition with  bus  and  truck  service,  it  is 
manifestly  not  within  our  provinL-c  to 
prognosticate  and  upon  that  basis  hold 
against  a  proposed  bus  or  truck  line." 

Miss  .Schultz,  who  is  known  to  the 
public  variously  as  "the  Iowa  bus  queen" 
and  "the  queen  of  bus  land"  and  who 
has  received  much  newspaper  attention 
during  the  progress  of  her  controversy 
with  the  railroads,  was  much  gratified 
by  the  decision  of  the  commission.  In 
a  statement  to  Bus  Transportation, 
Miss  Schultz  said: 

"I  am  naturally  very  happy  over  the 
outcome  of  my  petition.  As  to  the 
restrictions  laid  down  by  the  commis- 
sion, I  am  very  glad  they  were  in- 
cluded. My  schedules  have  always  been 
arranged  on  a  speed  basis  of  22  to  24 
m.p.h.  I  am  also  pleased  thnt  there 
are  to  be  no  more  free  p.i  luse 

when  one  person  receives  ..  i-rs 

get  the  notion  that  they  should  aiso  bo 
given  one,  and  the  first  thing  we  know 
we  have  a  load  of  free  passengers. 

"My  bus  business  is  the  pride  of  my 
life,  and  I  love  my  buses.  I  am  blessed 
with  exceptionally  good  drivers  who 
have  been  with  me  ever  since  I  first 
started  here  in  Mason  City,  and  they 
just  seem  to  go  with  the  buses.  They 
understand  their  work  so  well,  and 
they  are  so  courteous  to  the  public, 
and  very  capable.  I  prefer  drivers  over 
thirty  years  old,  married,  and  with  at 
least  some  degree  of  garage  experience 
so  they  understand  how  to  take  car* 
of  their  bus  on  the  road." 


(^ity  Wins  Bus  I{<>ntin<; 
Dispute 

Intercitv  Lines  Knfering  Dayton.  Ohio. 
Must  Kollnw  the  Route  Rulings  of  the 
Municipal  .Vuthorities 

BUS  operators  in  Dayton,  Ohiu,  ?riu.-l 
hereafter  follow  routes  in  that  city 
as  designated  by  municipal  officials,  ac- 
cording to  a  recent  decision  of  the 
Ohio   Public   Utilities   Commission. 

This  decision  ends  a  controversy  in 
Dayton  of  long  standing,  and  of  some 
bitterness.  A  few  months  ago  the 
Inter-City  Bus  Lines  entering  Dayton 
disregarded  the  routes  designated  by 
the  city,  on  the  ground  that  under  a 
state  ruling  they  were  not  compelled 
to  follow  them.  Municipal  authorities, 
on  the  other  hand,  contended  that  they 
retained  the  right,  under  the  state  rul- 
ing, to  specify  over  what  streets  buses 
should  run,  and  the  case  was  carried  to 
the  Public  Utilities  Commission  for  de- 
cision. 

In  granting  an  even  dozen  applica- 
tions for  certificates  of  necessity  and 


600 


BUS 

TRANSPORTATION 


Vol.2,  No.12 


convenience  recently  the  protests  of  the 
city  were  recognized  by  the  commission. 
Certificates  were  granted  as  follows 
over  routes  outside  Dayton  and  within 
the  city  as  requested  by  municipal  offi- 
cials: 

Dayton-Xenia  Motor  Bus  Company, 
King  Brothers,  Lebanon  to  Dayton,  no 
protest;  Red  Star  Transportation  line, 
Dayton  to  Sidney;  Red  Star  Transporta- 
tion line,  Springfield  to  Dayton,  grants 
to  F.  E.  Roof  and  R.  J.  West;  Red  Star 
Transportation  line,  Dayton  to  Eaton, 
to  Richmond;  Lewisburg  and  Dayton 
Bus,  grant  to  Beam  &  Miller;  Green- 
ville and  Dayton,  to  W.  0.  Small; 
Germantown-Dayton  Bus  Company; 
Dayton-Xenia  Bus  line;  Osborn  and 
Dayton,  grant  to  Jolly  &  Yowler; 
Dayton-Waynesville  Bus  line. 


Personal  \t  Notes 


Powers  of  State  Body  Over 
Interstate  Lines  Disputed 

Reo  Bus  Company  Asserts  Virginia 
Commission  Cannot  Deny  Permits  to 
Lines  Crossing  State  Border. 

A  CASE  of  national  importance,  in- 
volving the  jurisdiction  of  the 
Virginia  State  Corporation  Commission 
over  bus  lines  engaged  in  interstate 
traffic,  is  now  being  fought  out  before 
the  commission,  and  may  not  be  finally 
settled  until  it  is  carried  to  the  Supreme 
Court  of  the  United  States. 

The  case  is  being  prosecuted  by  the 
Washington-Potomac  Railway,  an  elec- 
tric line  operating  between  Alexandria, 
Va.,  and  Washington,  D.  C,  against  the 
Reo  Motorbus  Line,  a  competitor.  Ac- 
cording to  the  contention  of  the  de- 
fendant bus  line,  the  Corporation  Com- 
mission has  no  right  to  deny  bus  lines 
in  interstate  service  permits  to  operate. 
The  brief  of  the  Reo  Company  acknowl- 
edges the  authority  of  the  commission 
in  all  matters  of  taxation  and  regula- 
tion. Authorities  from  Chief  Justice 
John  Marshall  to  the  present  time  are 
cited  to  uphold  their  contention. 

The  importance  of  this  case  lies  in 
the  fact  that  there  are  a  great  number 
of  interstate  bus  lines  now  operating, 
especially  in  the  neighborhood  of  Bristol 
and  Washington.  Under  an  act  of  the 
last  special  session  of  the  Virginia  Gen- 
eral Assembly  the  commission  was 
given  power  to  "regulate,  supervise,  and 
control"  persons,  firms  and  corporations 
managing  motor  vehicles  as  carriers  of 
passengers. 

One  of  the  most  important  powers 
conferred  on  the  commission  under  this 
act  is  the  power  to  withhold  permits 
from  bus  lines  at  its  discretion,  unless 
such  lines  were  operating  in  good  faith 
at  the  time  the  regulatory  act  was 
passed.  If  the  contention  of  the  Reo 
company  should  be  upheld,  it  would 
considerably  restrict  these  powers. 

There  is  no  act  of  the  Interstate  Com- 
merce Commission  covering  such  cases, 
or  placing  interstate  bus  traffic  under 
the  direct  supervision  of  the  federal 
body.  The  decision  will  involve  large 
interests  and  set  an  important  prece- 
dent. 


The  Skipper  and  His  Twins 

Out  beyond  New  London,  on  the 
shores  of  Long  Island  Sound,  they  run 
to  seafaring.  Sea  captains  and  old 
salts,  mostly  retired,  are  as  thick  there 
as  automobiles  in  Fifth  Avenue,  New 
York.  Ship  and  boat  building  is  the 
main  occupation  and  means  of  liveli- 
hood. Through  this  section,  from  New 
London  to  Westerly,  with  Groton,  Ston- 
ington  and  Noank  as  ports  of  call,  runs 
the  line  of  the  Groton  &  Stonington 
Traction  Company. 

The  skipper  of  this  outfit  is  W.  L. 
O'Brien,  calling  himself  "superintendent 
of  the  transportation,  line  department, 
road  and  structures  and  claim  adjusters" 
as  well. 

Mr.  O'Brien  is  fortunate.  He  has 
two  babies,  one  for  each  knee.  He  runs 
both  buses  and  street  cars.     These  may 


W.  L.  O'Brien 

not  be  twins,  according  to  the  accepted 
standards,  but  in  point  of  passengers 
handled  and  attention  required  Mr. 
O'Brien  rates  them  about  equal.  As 
mentioned  before,  and  figuratively 
speaking,  he  has  one  on  each  knee,  thus 
he  can  keep  a  pair  of  sharp  eyes  on 
each    of    his   transportation    babies. 

When  a  stranger  looms  in  the  offing 
at  Mystic,  the  headquarters  of  the  trac- 
tion company,  Mr.  O'Brien  has  one  stock 
question.  He  admits,  without  any 
shame,  that  he  asks  every  one:  "Have 
you  ever  been  in  Rochester?"  If  you 
can  qualify  as  even  a  visitor  to  the 
Kodak  City  it's  a  great  help,  whatever 
your  business  may  happen  to  be. 

Needless  to  say,  Mr.  O'Brien  was 
born  and  brought  up  in  Rochester,  N.  Y. 
There  he  had  his  early  education,  there 
his  first  traction  experience.  He  hit 
the  platform  (this  was  in  1905)  for 
the  New  York  State  Railways.  Five 
years  passed.  Experience  ripened. 
Ambition   spurred    on    the  young   man. 


In  1910,  therefore,  he  took  a  conductor's 
job  on  the  Buffalo,  Lockport  &  Roches- 
ter Railway.  Soon  he  became  a  de- 
spatcher  and  was  then  advanced  to  chief 
despatches  Opportunity  then  beckoned 
again,  or  Mr.  O'Brien  reached  out  for 
it,  and  in  1918  he  joined  the  company 
with  which  he  is  still  connected.  First 
he  acted  as  despatcher,  then  as  in- 
spector, and  then  in  turn  instructor, 
trainmaster,  and  finally  superintendent. 

Outside  of  keeping  the  buses  and 
cars  running  and  the  boys  happy,  Mr. 
O'Brien  is  keen  on  such  matters  as 
safety  and  courtesy.  He  frequently 
makes  addresses  at  the  public  schools 
in  his  territory,  on  the  subject  of 
safety,  and  has  also  spoken  before  other 
audiences  on  electric  railway  problems. 
Courtesy  he  emphasizes  at  frequent 
meetings  of  his  operating  force.  These 
meetings  are  held  once  a  month,  and 
while  attendance  is  not  compulsory,  the 
men  are  given  to  understand  that  the 
matters  to  be  taken  up  are  essential  to 
the  welfare  of  the  company  as  well  as 
to  each  worker,  so  that  rarely  does  the 
attendance  fall  below  100  per  cent. 
Outsiders  of  prominence  are  called  in 
frequently  to  talk  to  the  boys,  and 
smokes  and  refreshments  are  provided 
at  the  meetings. 

Mr.  O'Brien  has  some  decided  and 
interesting  opinions  about  the  modern 
transportation  official.  Personally,  he 
must  be  a  congenial  sort  of  chap,  he 
believes.  He  must  lead  a  clean  life. 
He  must  preach  courtesy  and  practice 
it.  He  must  know  his  business  and 
know  it  well.  He  must  be  somewhat  of 
a  public  speaker,  and  incidentally, 
should  cultivate  the  press  so  as  to  enjoy 
and  deserve  its  good  will.  Above  all, 
the  real  transportation  official  of  the 
present  day  is  one  who  can  make  the 
work  of  the  men  under  him,  his  trans- 
portation salesmen  as  they  are,  suffi- 
ciently interesting,  so  that  each  one 
will  be  proud  of  his  work  and  will  be 
a  booster  for  his  company. 


L.  G.  Higgins,  Bus  Pioneer 

L.  G.  Higgins  of  New  Orleans  is 
entitled  by  his  early  activities  with 
motor  buses  to  be  classed  among  the 
pioneers  in  the  bus  transportation  in- 
dustry of  Louisiana.  As  long  ago  as 
1907 — and  this  is  long  ago  in  the  bus 
transportation  field  —  Mr.  Higgins 
started  Higgins'  Tours,  now  known 
throughout  the  country.  This  is  a  serv- 
ice which  he  still  maintains  and  oper- 
ates with  sightseeing  cars  that  cover 
practically  every  point  of  historical 
interest  in  and  about  the  parish  of 
Orleans.  He  also  operates  two  buses 
between  New  Orleans  and  Baton  Rouge,, 


December,1923 


BUS 

TMNSK)RTATK)N 


601 


the  State  capital,  on  a  stretch  of  roatl 
along  the  Mississippi  River  of  about 
118  miles.  The  distance  between 
these  two  points  by  rail  is  only  about 
90  miles,  but  in  following  the  contour 
of  the  river,  behind  which  levees  and 
roads  were  built  and  settlements  estab- 
lished by  the  pioneers,  he  has  been  able 
([uickly  to  reach  a  prosperous  territory 
hitherto  inaccessible  except  by  steam- 
boats or  by  stage  from  railroad  stations. 

Mr.  Higjjins  al.so  uperates  two  buses 
between  New  Orlean.-i  and  Convent,  on 
the  road  to  Baton  Rouge.  Convent  is 
about  62  miles  distant  from  the  city. 
This  service  has  been  recently  estab- 
lished. One  bus  line  running  from 
New  Orleans  to  Pointe  a  la  Hache, 
about  52  miles,  is  included  in  his  earlier 
ventures  in  bus  transportation.  The 
service  is  still  maintained  by  him. 
Among  the  latest  of  his  undertakings 
will  be  a  service  between  New  Orleans 
and  Shell  Beach,  in  the  parish  of  St. 
Bernard,  about  30  miles  from  New 
Orleans.  A  fine  hard  shell  road  is 
maintained  by  the  parish  to  this 
famous  local  resort,  renowned  as  fishing 
and  hunting  grounds  and  much  fre- 
quented summer  and  winter  by  local 
and  visiting  sportsmen.  Shell  Beach 
is  also  reached  by  railroad,  with  which 
Mr.  Hjggins  will  now  attempt  to  com- 
pete. It  lies  within  the  great  truck- 
farming  regions  contiguous  to  New 
Orleans,  from  which  the  city  obtains 
most  of  its  garden  truck  and  a  large 
part  of  its  game  and  fish. 

Mr.  Higgins  is  a  stanch  advocate  of 
hard-surface  roads  and  is  aligned  with 
every  movement  which  gives  promise  of 
better  and  more  enduring  roadways  in 
this  section  of  the  state.  The  soil 
of  Louisiana  makes  it  difficult  to  keep 
the  roads  in  good  repair,  particularly 
during  the  rainy  season,  and  this  is 
especially  so  of  the  route  between  New 
Orleans  and  Baton  Rouge,  where  trac- 
tors have  to  be  employed  at  times  to 
"yank"  the  buses  out  of  the  ruts  into 
which  they  become  imbedded.  Despite 
these  handicaps,  Mr.  Higgins  has  es- 
tablished a  reputation  for  rapid,  de- 
pendable bus  service.  It  is  quite 
natural  that  he  should  look  forward 
to  still  greater  achievements  with  the 
prospect  ahead  that  the  concrete  road 
is  coming  soon  in  Louisiana.  This  will  be 
a  boon  to  the  bus  business  of  the  state. 

It  has  been  said  that  Mr.  Higgins  was 
a  bus  pioneer.  That  is  true.  The 
evidence  of  it  has  already  been  set 
down  here.  It  was  natural,  however, 
that  he  should  enter  the  bus  business. 
He  had  long  been  an  automobile  ma- 
chinist, with  an  intimate  knowledge  of 
motor  cars  and  their  construction.  This 
knowledge  was  reinforced  with  a 
thorough  grasp  of  woodworking.  Thus 
did  he  lay  the  foundation  upon  which 
he  built  the  organization  for  his 
"tours."  The  other  services  in  which 
he  is  now  engaged  were  the  natural 
outcome  of  this  venture.  .\11  in  all, 
Mr.  Higgins  has  been  active  in  the 
automobile  field  in  New  Orleans  for 
twenty-five  years.  He  is  a  native  of 
Barnesville,  Ga. 


Business  Information 


What  Is  luiim- 
txuik'lii  ami  Ituill. 
I,;it--.st  ii,-w8  frnrii 
tin-  f.iiiorlis  and 
tlu-  lU  1.1. 


rr 


Tirr  .Makrrs  Ofler 
Siijige.slions 

I'rge  I'.-iers  tu  tiive  (ircater  Thought 
to  I-x|uipment  —  See  Market  Being 
Stabilized 

TIRE  manufacturers  feel  that  the 
lowest  point  has  been  reached  in  the 
present  cycle  of  downward  prices.  The 
recent  past  has  been  a  very  severe  one 
so  far  as  the  producer  is  concerned.  A 
number  of  diffuse  elements  have  all 
contributed  to  the  reductions  in  prices 
for  tires,  but  the  industry  is  now  fast 
being  stabilized,  it  is  believed.  The 
problem  of  readjustment  has  been  the 
manufacturers'  alone,  but  the  fact  that 
manufacturers  feel  that  the  bottom  has 
been  touched  is  of  interest  to  all  tire 
users. 

No  matter  how  anxious  the  consumer 
may  be  to  purchase  at  the  lowest  pos- 
sible figure,  it  still  remains  a  fact  that 
his  interest  is  one  with  that  of  the 
manufacturer.  It  is  inevitable  that  this 
should  be  so.  The  chain  of  circum- 
stances that  make  it  so  do  not  need  to 
be  reiterated  here.  Sight  should  not 
be  lost  of  the  fact  that  the  manufac- 
turer, through  the  sources  of  informa- 
tion available  to  him,  is  able  to  gage 
with  accuracy  the  demand  for  bus  tires 
because  they  represent  only  a  small  part 
of  the  total  tire  production  and  the  num- 
ber of  consumers  is  comparatively 
small. 

OPEaiATORs  Should  Analyze 
Tire  Needs 

So  far  as  the  bus  men  are  concerned, 
manufacturers  are  concerned  over  one 
thing.  They  are  all  anxious  to  see  that 
every  user  gets  the  greatest  degree  of 
service.  This  is  only  good  business.  In 
this  respect  some  of  the  manufacturers 
do  not  feel  that  the  bus  men  are  doing 
themselves  justice.  Call  it  a  complaint, 
if  you  will,  but  the  manufacturers  feel 
that  the  bus  men  in  some  cases  do  not 
analyze  their  needs  with  sufficient  care. 
This  too  often  results  in  the  purchase 
of  a  type  of  tire  not  fitted  to  give  the 
best  results  for  a  particular  kind  of 
service.  For  instance,  in  city  service 
pneumatic  tires  are  often  use<l  where 
cushions  or  solids  might  give  adequate 
service,  and  in  intercity  service  solids 
are  used  where  pneumatics  would  be 
preferable.  The  data  are  all  available 
to  the  tire  user,  and  the  suggestion  from 
the  manufacturers  is  that  the  consumer 
study  his  own  problem  carefully  and 
then  draw  upon  the  knowledge  of  the 
seller,  bearing  in  mind,  of  course,  the 
preferences  of  the  riding  public.  Some 
tire  manufacturers  suggest  partic- 
ularly  to   bus    owners    the   desirability 


(il  ciii:-ii.li-riiii;  lliL-  u-e  ut  niiia  of  ZO  in. 
diameter  rather  than  those  of  24  in. 
diameter.  .Manufacturers  know  that 
marketing  conditions  in  the  general  tiro 
industry  are  not  100  per  cent  perfect. 


Criticism  of  Oil  I'rodiurrn 
DrclanMl  I  iijiist 

I'etroleum  Men  lMsi>(  l'ri<c->.  Ha\«'  Been 
Ke|il  ii>  l.o»  as  t'onditionn  in  the 
Industry   Justify 

PRODUCERS  of  gasoline  and  other 
petroleum  products  arc  not  unminJ- 
ful  of  the  criticisms  that  have  been 
leveled  against  them  recently  with  re- 
spect to  price  movements,  but  they  do 
look  upon  many  of  them  as  partcularly 
unfair.  Very  properly  they  are  entitled 
to  be  heard.  Their  voices  have  been 
pretty  nearly  drowned,  however,  in  the 
clamor  for  a  victim,  particularly  the 
political  clamor.  The  calm  facts  ar© 
that  the  overproduction  of  crude  and 
the  overproduction  from'  refineries 
have  made  the  prices  realized  by  th« 
refiners  generally  disproportionately 
lower  than  the  prices  paid  by  the  con- 
suming public,  thus  making  the  refiners 
bear  often  times  a  loss  in  their  transac- 
tions in  the  flow  of  oil  from  production 
to  consumption.  The  condition  just  out- 
lined does  obtain,  of  course,  wher» 
the  larger  companies,  which  are  able  to 
sustain  it,  control  the  flow  from  produc- 
tion to  comsumption.  Nor  can  it  be  said 
that  the  consumer's  price,  regarded  as 
a  whole,  has  been  out  of  line  under 
proper  considerations  of  costs  of  pro- 
duction, transportation,  marketing  and 
distributon.   In  this  connection  the  pres- 


Gasoline  Prices — Nov.  26.  1923 

C«au  p«r  GkL 

_  Tank  8  crrie* 

City  Wason  Siatioa 

Albany.N.Y !}.$  IS 

Allanla,  Ga .  |3  |g 

Boston.  Maae 14  5  17 

Cbica«o,IU 12  14 

Detroit,  .Micb 10  8  12  I 

FortWorth.  T«.  6  « 

lodianapnlis,  Ind.    .  12  2  16.2 

Jaekaonv-ille,  Fla..    ..  13  IB 

Kanau  Citv,  Mo. .  10  9  1}  » 

Louiaville.  iCy 13  lb 

Memphia,  Tenn..  13  17 

MilwBukvr,  Wii.  12  14 

Mobile,  Ala 13  17 

Newark.  N.J 15   5  • 

New  llavpD.  Conn.  16   i  20 

New  Orlrana.  La II    5  14} 

New  Y  .rk.  .N   Y.  IJ   5  IS 

Oklah,.ma  City,  Okia  12  It 

Omaha.  Neb 12  25        14  21 

Philadelphia.  Fa 16  21 

Pitubunth.  Pa 16  21 

Rjcbmood.  Va IS  2i 

St.Louia.Mo 11.6  13  » 

8t.PauI.Minn 12. »  14. ♦ 

Salt  Lake  Oty.  nuh 16.  S  21 

San  FraoeiMo- Cal II  16 

Seattle.Waah 12  It 

Spokane.  Waah 16  20 

waahineton.  D.C  IS  IS 

.  Dealer*  In  New  Jawry  Mt  their  own  prises. 


602 


BUS 

mWSPORTATlON 


Vol.2,  No.12 


ident  of  the  National  Petroleum  Asso- 
ciation, speaking  at  the  recent  meeting 
of  that  body,  challenged  the  statement 
that  the  general  prices  paid  by  the 
people  for  gasoline  and  other  petroleum 
products  have  not  been  maintained  at 
as  low  a  point  as  justifiable. 

Violent  swings  in  price  movements 
are  bad  for  all  concerned.  Actions  and 
reactions  pretty  nearly  compensate  each 
other.  So  far  as  the  producers  are  con- 
cerned there  is  a  hopeful  sign  in  the  fact 
that  there  is  now  a  tendency  to  repress 
rather  than  stimulate  production  in  the 
California  fields,  where  enormous  pro- 
duction, surpassing  anything  that  has 
existed  in  Mexico,  has  had  a  profound 
effect  upon  the  general  situation.  Some 
consumers  there  are  who  may  still  think 
that  they  are  not  concerned  with  condi- 
tions that  aff'ect  the  producers,  but  this 
is  not  the  fact,  no  matter  what  the 
demagog  might  say.  Realizing  that  the 
recent  La  Follette  investigation  was 
unduly  political  the  National  Petroleum 
Association  remained  silent. 

Men  in  the  industry  point  out  that 
the  production  of  Pennsylvania  crude 
oil  is  practically  impossible  at  less  than 
present  costs,  and  that  as  a  result  there 
was  no  room  for  producers  in  that  field 
to  take  up  some  of  the  slack  between 
profit  and  loss  on  the  part  of  the  re- 
finers. Recent  efforts  have  been  made, 
however,  to  establish  Pennsylvania 
products  upon  a  basis  higher  than 
other  products.  In  addition,  efforts  will 
be  continued  to  secure  rates  for  ex- 
portation of  petroleum  products  below 
the  established  domestic  rates,  which 
offered  another  measure  of  relief. 


Demand  for  Buses  in  Chile 

Demand  for  buses  and  bus  equipment 
is  increasing  in  Chile,  according  to  De- 
partment of  Commerce  reports,  which 
also  state  that  the  greatest  center  of 
activity  in  this  regard  is  the  city  of 
Santiago,  where  bus  transportation  is 
growing  rapidly. 


Rolling  Stock 


Davenport,  Iowa,  School  Board  rectritly 
purchased  a  tliirty-pa.ssenger  bus  lor  tiK- 
iransportation  of  school  children  in  that 
city.  The  cha.ssis  is  of  Independent  mar.u- 
facture.  The  bodv  was  built  by  the  Daven- 
port Body  Company.  The  exterior  is  finished 
in  olive  green,  and  on  the  sides  appears 
the  legend,  in  silver  letters,  "Davenport 
Public   Schools." 

Blue  I-lne,  Ooodlng,  Idaho,  contemplates 
the  purchase  of  four  additional  buses  for 
use  on  its  200  miles  of  intercity  routes  in 
Idaho. 

Blue  Ridge  TranHporiation  Company, 
HaBerstown,  Md„  will  add  to  its  equipment 
in  the  near  future  to  take  care  of  the  in- 
creasing popularity  of  its  service. 

Wefit  Jersey  TranMportation  C'oinii!in.v, 
l:il  South  Twenty-fourth  Street,  Philadel- 
phia. I*a.,  intends  to  buy  two  twenty-live 
passenger  buses  soon. 

Peoria  White  Star  Bus  Company,  Peoria, 
111.,  needs  five  more  buses  to  take  care  of 
its  increased  business,  according  to  a  recent 
announcement  of  the  company. 

Cotita  Riea  Motor  Company,  San  Jon^\ 
<'.  K..  C.  A.,  expects  its  enlarged  business 
to  compel  the  addition  of  several  buses  to 
its  fleet  of  three  now  oijerating  over  a  27- 
mile  route  in  Costa  Rica. 

Thomatt  1>.  Lee,  Inc.,  South  Bend.  Ind.. 
Will  purchase  Ave  buses  to  accommodate  an 
increase  in  business. 


Ward-Way,  Inc.,  Muskogee,  Okla.,  re- 
cently added  three  model  50  White  buses  to 
its  equipment  running  over  three  intercity 
routes  covering  124  miles  of  Oklahoma 
highways. 

.Vrizona     Bus     Company,     Prescott,     Ariz., 

will  add  four  buses  to  its  fleet  of  nineteen 
running  from  Prescott  to  Jerome  and  from 
Prescott  to  Humboldt  and  Mayer  in 
Arizona. 

Interniountain  Tran.sportation  Company, 
Anaconda,  Mont.,  contemplates  the  purchase 
of  several  buses  for  operation  on  a  27-mile 
route   in   Montana. 

Mesaba  Transportation  Com.nany,  Bib- 
bing, Minn.,  will  soon  add  to  its  fleet  of 
thirty-five  buses  running  over  220  miles  of 
Minnesota  roads  in  intercity  and  city 
service. 

Beaverdale  Auto  Bus  Company,  Beaver- 
daJe,  Pa.,  is  considering  the  purchase  of  a 
new  bus  to  take  care  of  an  increasing  busi- 
nes.s.  This  line  operates  over  an  8-mile 
route  between  South  Fork  and  Beaver- 
dale.  Pa. 

Comet  Bus  Service,  Hamilton,  Ont.,  is 
constructing  two  buses  in  its  own  shops. 
These  will  be  added  to  a  fleet  of  four 
vehicles  now  operating  in  intercity  service 
on  a  route  covering  41  miles. 

A.  A.  Johnson,  Cliico,  Cal.,  will  add  One 
sixteen-passenger  White  bus  to  his  equip- 
ment  in    the   near    future- 

Kiclimond  Rapid  Tran!!iit  Company,  Ricli- 
inond,  \'a.,  will  add  fifteen  twenty-five-p:as- 
senger  White  buses  to  its  lines  operating  in 
that  city. 

Towns  Bus  Line,  llarrisonbarg,  Va.,  plans 
to  purchase  two  buses  for  use  on  its  9  miles 
ol'  route   in   Virginia. 

J.  A.  Todd,  Poplarville,  Miss.,  will  add  to 
Ills  equipment  now  operating  over  a  l.ne 
24  miles  long  in  Mississippi. 

Modem  Bus  Line,  Needham,  Mass.,  will 
purchase  one  thirty-passenger  single-deck 
coach  for  use  on  its  4-mile  line  in  Needham 
and  vicinity. 

Bridgeport  &  Waterbury  Passenger  .Serv- 
ice. Inc.,  Bridgeport.  Conn.,  has  signified  its 
intention  of  adding  five  buses  to  its  fleet  of 
eight  buses. 

Harr.y  A.  Cohen.  128  Barbour  Street, 
Hartford,  Conn.,  will  purchase  another  bus 
to  add  to  his  equipment  whicii  he  uses  for 
private  hire  only. 

United  Transportation  Compan.v,  Inc.. 
•Vlban.v,  N.  Y.,  is  to  purchase  four  buses  in 
lh<;  near  future. 

Buffalo-.Vkron  Transit  Compan.v.  30  East 
North  Street,  Buffalo,  N.  V.,  will  soon  order 
a  thirty-passenger  bus  for  use  on  its  2.5- 
mile  route. 

Fred  Bliss,  79  Maple  Street,  Oneonta, 
N.  Y.,  expects  to  add  to  his  bus  equipment 
in  the  near  future. 


Business  Notes 


Arine  Motor  Truck  Company,  CaOillac, 
Mich.,  announces  that  Charles  J.  Helm  has 
been  appointed  general  manager  of  the 
firm  to  fill  the  place  of  Walter  A.  Kysor, 
who  recently  resigned  from  that  position. 
Clarence  F.  Williams  has  been  elected 
president.  Charles  A.  Ward.  Jr.,  formerly 
assistant  sales  manager,  takes  the  place 
of    Mr.    Helm    as    sales    manager. 

Allen- Russel  Body  Company,  L.uiising. 
Mich.,  announces  that  work  has  Itegun  on  a 
new  warehouse  and  salesroom  on  South 
Washington  Avenue.  Lansing.  The  firm  will 
carry  a  complete  line  of  truck  bodies  of  all 
kinds,  including  bus  bodies,  panel  bodies, 
furniture  bodies,  si)ecial  bakers"  bodies 
school  bus  bodies,  steel  dump  bodies  and 
hoists — in  fact,  every  kind  of  equipment  for 
the   truck   chassis. 

Eiseman  Magneto  Corporation  of  Brook- 
lyn, N.  Y..  announces  the  resignation  of 
Charles  Ethan  Davis  as  general  manager. 
It  is  Mr.  Davis'  intention  to  travel  ex- 
tensively through  Great  Britain  and  the 
Continent  for  an  indefinite  period.  John 
H.  Allen  has  succeeded  Mr.  Davis  as  gen- 
eral manager  of  the  corporation.  Mr. 
Allen  has  had  wide  engineering  and  manu- 
facturing experience.  For  several  years  he 
has  been  associated  with  the  organization 
in  the  capacity  of  works  manager  and  as- 
sistant   general    manager. 

Fyrae  ManufacturinK  Company,  Rock- 
fonl*.  III.,  and  the  Clymer  Manufacturing 
Company,  Denver,  Col.,  have  cross-licensed 
each  other  for  the  manufacture  of  through- 
the-windshield  spotlights.  Both  companies 
possess  patents,  and  have  patents  pendmg, 
on  through-the-windshield  spotlights  and  a 
special  tool  for  cutting  a  hole   in  the  wind- 


shield without  removing  the  glass.  These 
patents  include  the  basic  Vallot  patent.  It 
is  generally  understood  that  all  other 
through-the-windshield  spotlights  infringe 
the  Fyrac-Clymer  patents  and  it  has  been 
announced  that  legal  action  will  be  started 
imniediately   against   all    infringers. 

Bureau  of  Railway  ^Economics,  Washing- 
ton, D.  C,  announces  its  new  address  as 
the  Transportation  Building.  17th  and  A 
Streets,    X.   W. 


Garages  and  Shops 


Blue  Xiine  Bus   Company,  Sumner,    Wasli., 

will  build  a  $3U,0UU  bus  terminal  and 
garage  in  Sumner  at  once,  according  to  a 
recent  announcement  of  Conlon  Brothers, 
proprietors.  The  terminal  will  be  located 
at  Ryan  and  Main  Streets.  The  plans  call 
for  a  single-story  brick  structure  which  will 
entirely  cover  a  site  measuring  100  x  100 
ft.  The  building  will  be  so  constructed  that 
the  large  buses  operated  by  the  line  can 
drive  directly  inside,  load  and  discharge  pas- 
sengers, a' novel  feature  will  be  the  wash- 
ing department  designed  to  thoroughly  wash 
a  car  within  five  minutes  after  it  has  come 
in  from  a  run.  The  company  will  maintain 
Its  own  repair  department  in  this  building. 
Space  for  four  stores  will  be  included  in  the 
structure,  and  ofiices  of  the  line  will  be 
maintained  in  a  suite  fronting  on  Ryan 
Street. 

Minneapolis,  Minn.,  is  to  have  a  new 
$200,00  0  motor  bus  terminal,  which  will 
supplant  the  present  Union  Bus  Depot  at 
Seventh  Street  and  First  Avenue  North 
and  offer  far  more  convenient  facilities  for 
the  bus-traveling  public,  according  to  E.  L. 
Bryant,  president  of  the  Minneapolis  Motor 
Bus  Terminal  Company.  Mr.  Bryant  says 
that  the  terminal  will  be  built  early  next 
spring. 

Springfield  Avenue  Bus  Association,  New- 
ark. X.  J.,  recently  signed  contracts  for  a 
$60,000  garage  to  be  erected  at  Springfield 
Avenue  and  Forty-second  Street.  The  gar- 
age will  house  fifty  buses  and  will  be  built 
of  tapestry  brick.  There  will  be  a  re- 
pair and  supply  department  maintained  by 
the  management  for  the  company  members. 
The  contractors  are  Wilson  &  Stranino. 

Paget  Sonnd  Power  &  Light  Company  an- 
nounces that  tentative  plans  are  under  way 
for  a  terminal  in  Bellingham.  Wash.,  at  the 
corner  of  Elk  and  Magnolia  Streets,  to 
serve  the  company's  bus  and  traction  lines 
terminating  in  Bellingham,  The  proposed 
structure  will  be  three  stories  high,  with 
full  basement.  150  x  125  ft.  in  size.  The 
estimated   cost    is    $200,000. 


Advertising  Literature 


Reo  Motor  Car  Company,  Lansing,  Mich.. 

has  published  a  booklet,  "Passenger  Bus 
Transportation  on  a  Speed  Wagon  Chassis." 
In  its  thirty-two  pages  photographs  of  a 
large  number  of  Speed  Wagons  used  for 
bus  service  are  reproduced,  and  it  is  said 
that  in  the  total  output  of  Speed  Wagons, 
buses  vary  from  second  to  fifth  place  month 
by  month  and  have   done  so  for  years. 

International  Motor  Company,  New  York. 
N,  Y.,  has  recently  published  a  pamphlet 
describing  its  shock  insulator  bus.  Under 
the  heading  "Getting  Down  to  the  Meat" 
is  discussed  the  advantages  of  various  parts 
from  the  point  of  view  of  maintenance.  The 
pamphlet  also  contains  illustrations  show- 
ing types  of  buses  supplied  and  in  use  by 
bus  operators. 

Remy  Electric  Company.  Anderson.  Ind.. 
has  issued  a  looseleaf  booklet  under  the 
heading  "Motor  Bus  Electrical  Equipment." 
This  describes  the  heavy  duty  generators 
the  company  makes  for  bus  service,  with 
either  transmission  or  flange  mounting;  the 
bus  panel  which  incorporates  the  junction 
boxes,  fuse  panel  and  switches  of  the  elec- 
trical system,  and  finally  gives  comprehen- 
sive recommendations  for  wiring  buses  to 
get  the  best  efiiciency. 

Kdison  l^amp  Works  of  General  Electric 
Conipiiny,  llarrisiMi,  N.  J.,  has  issued  bulle- 
tin t.,.  t>.  1 4S  containing  information  on 
lighting  legislation  compiled  by  G.  fl.  Stick- 
ney  of  the  I^amp  Works  lighting  service  de- 
partment. AVhilo  this  is  devoted  primarily 
to  a  summary  of  the  lighting  codes  used  for 
industrial,  school  and  other  building  in- 
stallations, the  laws  relating  to  motor 
vehicle  lighting  are  also  treated.  Specifica- 
tions are  given  for  both  head  lighting  and 
tail  lighting,  and  at  the  end  of  the  bulletin 
are  cited  a  number  of  important  references 
to  articles  on  these  subjects. 


Dwembpr,1923 


BUS 

TRANSPORTAIXJN 


11 


I 


A  nother  Fleet  of  897's 

The  East  Fayette  Street  Bus  Co.,  of  Baltimore, 
Md.,  has  recently  purchased  9  Type  897 
Hoover  Bus  Bodies. 

Their  decision  to  standardize  on  Type  897 
equipment  again  reflects  the  ability  of  Hoover 
Bodies  to  meet  all  requirements  conducive  to 
efficient  and  profitable  bus  operation. 

Write  for  our  new  Bus  Catalog  which  gives 
definite  information  concerning  the  above 
together  with  various  other  t>pes. 

HOOVER  BODY  COMPANY 

YORK,  PENNSYLVANIA 

Eastern   Sales   Branch,   Long   Island   City,    New    York 


!! 


12 


BUS 

TRANSPORTATION 


Decemb€r,1923 


•.   ,\^?X^'^'>, 


Combining  Superlative  Passenger  Comfort  With 
Dependability  and  Economy  of  Operation 


Keeping  ahead  of  competition  by  providing 
the  public  with  the  most  advanced  and  lux- 
urious type  of  motor  coach  transportation 
not  only  attracts  capacity  patronage,  but  is 
in  full  accord  with  the  strictest  program  of 
economy. 

The  Garford  Knight-Motored  DeLuxe  Motor 
Coach,  Model  51,  pictured  above,  possesses  a 
new  and  distinct  appeal  to  bus  patrons.  The 
long,  low  limousine  lines,  the  detailed  atten- 
tion that  has  been  given  to  passenger  conveni- 
ence and  comfort,  the  look  of  dependability, 
unite    to  create   public    interest   and   favor. 

This  new  Garford  may  be  depended  upon 
to  maintain  rigid  schedules  on  short  hauls  or 


extended  trips.  Adverse  weather  and  road 
conditions  affect  neither  its  running  ability 
nor  its  remarkably  low  cost  per  passenger  mile. 

The  operation  of  such  a  coach  as  this  elimi- 
nates the  necessity  for  heavy  investment  in 
spare  units  for  emergency  use.  Repair  and 
replacement  expenses  are  so  rare  as  to  become 
a  negligible  consideration.  Far  more  profit- 
able business  can  be  done  on  the  same  in- 
vestment of  money. 

Prepare  to  make  1924  your  most  profitable 
year  by  writing  for  the  seasoned  advice  of 
Garford  engineers.  Complete  facts  concerning 
this  and  other  models  of  Garford  coaches  will 
be  sent  on  request,  without  cost  or  obligation. 


The  Garford  Motor  Truck  Company,  Lima,  Ohio 

Manufacturers  of  Motor  Trucks  and  Motor  Coaches 


DEPENDABLE  TRANSPORTATION 


December,  1923 


BUS 
TKANSHORTATKDN 


13 


ROSS 


CAM& 


LEVER 


Steer  in^Goars 

PassongerCars 

\1otor  Busos 

Motor  Trucks 

Fire  Trucks 

and 

Tractors 


Giant  Bus,  Heavily  Loaded, 

Steers  Like  Touring  Car 


Irfvestigate! 

Ross  Steering  Gears  have 
been  used  for  many  years 
as  standard  equipment  on 
the  familiar  motor  buses 
of  Michigan  Boulevard 
and  Sheridan  Road.  For 
superior  steering  service 
investigate  the  new  Ross 
Cam  and  Lever  Steering 
Gear.  Full  information  on 
request.    Write  us  today. 


.  .*«'  •.\.V'«  ■C'^-"  tt:«.  -/..^» 


pASY  steering  and  positive  control, 
•'— '  with  resulting  safety  of  passengers,  is 
assured  in  the  buses  of  the  Yellow  Coach 
Manulacturing  Co.,  Chicago.  Equipped 
with  the  Ross  Cam  and  Lever  Steering 
Gear.theseYellowCoaches.with  full  load, 
are  "as  easy  to  steer  as  the  finest  touring 
car",  says  Mr. George  A.  Green,  Vice  Pres- 
ident. And  he  adds, "There  is  complete  ab- 
sence of  road  shock  at  the  steering  wheel." 

Long  Leverage —  Variable  Pilch 

The  long  lever  arm  inside  the  new  Ross  Gear  ii 
the  source  of  the  enormous  power  which  makes 
steering  so  easy  and  reduces  unit  pressures  to  a 
point  where  wear  is  negligible.  In  turning,  the 
variable  pitch  of  the  cam  produces  a  unique  oc- 
celerated  action  at  either  extreme,  which  makes 
it  easier  to  turn  corners.  And  the  Ross  Com  and 
Lever  Gear  is  so  irreversible  that  practically  all 
road  shock  is  eliminated.  Compact  and  simple 
in  construct  ion,  t  he  RossCam  and  Lever  Steering 
Gear  offers  vital  advantages  in  case  of  steering, 
p  itivc  control,  reliability, safety  und  service  to 
motor  bus  manufacturers  and  truck  makers. 


Ross  Gear  8c  Tool  Company  -^  960  Heath  St.  •^.  Lafayette,  Ind. 


C-^/ 


CAM  and  LEVERjrJ  STEERING  GEARS 


.\\vO 


^tgi^O^g^^gjoEOHo^ 


14  TJUNSPORTATION  December,1923 


Per  Bus  Mile 


For  the  past  two  and  a  half  years  the  Washington  Rapid 
Transit  Company  have  been  operating  a  large  fleet  of 
Duplex  Buses  in  Washington,  D.  C,  at  an  average  cost 
per  bus  mile  of  18^2  cents,  and  they  have  been  making 
money. 

This  cost  covers  every  item  of  expense,  including 
administrative  and  insurance  costs,  as  well  as  deprecia- 
tion at  the  rate  of  33  1-3  per  cent,  per  year. 

We  are  now  producing  an  improved  model  containing 
every  up-to-date  bus  feature,  and  retaining  all  the  fea- 
tures that  have  made  the  Duplex  Bus  such  an  econom- 
ical and  dependable  transportation  vehicle. 

Write  at  once  for  complete  details. 

DUPLEX  TRUCK  COMPANY 

Motor  Bus  Division 
Lansing,  Michigan 


V 


December,1923 


BUS 

lKVsSHOKlAlK>N 


15 


A  new  and  better  pneumatic  tire 
for  buses  and  trucks 


The  U.  S.  Royal  Cord 


Tire 


THE  man  who  puts  on  U.  S.  Royal 
Cord  Bus-Truck  Tires  today  is  start- 
ing oft  on  a  period  of  pneumatic  tire  econ- 
omy never  matched  by  any  experience 
he  has  ever  had  with  casings  for  heavy 
vehicles. 

It  was  not  possible  to  make  such  a 
pneumatic  for  trucks  and  buses  before 
the  discovery  of  U.  S.  Web  Cord  and 
U.  S.  Sprayed  Rubber. 

The  two  most  important  improve- 
ments in  tire  construction  since  the  ad- 
vent of  the  cord  tire. 

The  U.  S.  Royal  Cord  Bus-Truck  Tire 
has  the  Royal  Cord  Tread  —  slightly 
altered  to  meet  the  conditions  of  heav- 
ier work, 

A  tread  that  has  been  the  standard  of 
surefooted  traction  since  it  first  appeared 
on  the  market. 

The  new  U.  S.  Royal  Cord  Bus-Truck 
Tire  has  qualities  of  cushioning  and 
safety  that  no  more  than  a  year  ago 
were  considered  out  of  reach. 

Made  in  all  standard  truck  sizes.  Ask 
the  nearest  U.  S.  Truck  Tire  Dealer. 


United  States  Tires 

United  States  Q^  Rubber  Company 


16 


BUS 

TRANSPORTATION 


December,1923 


„||ii"" 


iiiiii" 


miiiii I"""" """iiiiiN,,,, 


"\„ 


"""' iiiiiiinnnnii «' 





The  Human  Element  in 
Transportation 

Transportation  managers  now  know  that  the  driver's 
attitude  toward  his  bus  is  one  of  the  most  important 
factors  in  haulage  costs. 

Consequently  they  are  giving  serious  consideration  to  his 
likes  and  dislikes  in  selecting  their  equipment. 

In  addition  to  long  life  and  dependable  performance, 
they  are  demanding  real  riding  comfort  and  easy  steering. 

The  growth  of  this  demand  is  turning  their  attention 
more  and  more  to  Graham  Brothers  Busses.  Because,  in 
the  building  of  these  busses,  it  is  always  borne  in  mind 
that  the  human  element  in  transportation  is  fully  as 
important  as  the  mechanical. 

;  Ton  Chassis.  $1265;  IVi  Ton.  $1325; 
f.  o.  b.   Detroit  or  Evansville,  Ind. 

GRAHAM  BROTHERS 

Detroit 


Graham  Brothers  trucks 

SOLD    BY    DODGE    BFLOTHERS     DEALERS     EVER^^WHERF 


December,  1923 


BUS 


17 


Attention  Electric  Railways! 

We  will  furnish  new  Motor  Coaches  in  exchange  for 

your  obsolete  Railway  Hquipnient 

ASK  LS! 


f 


Selden 

The  100/0  Safety  Coach 

With  full  flexible  frame     solid  forged     free  from  rivets 
Also  low  underslung  frame     72-in.  gauge 
Compensating  rear  springs     with  radius  rods 
Oversize  brakes     8  shoes  locomotive  cam  type 
Brown-Lipe  clutch  and  transmission     Spicer  universals 
Continental  Red  Seal  Motor     special  motor  coach  t>'pe 
Overload  capacity     low  maintenance 
No  ramp  in  floor  of  body     no  side  sway 


Satisfaction 


1000  Service  Stations 

Send  for  Motor  Coach  Bulletin 


Motor  Coach  Division 


Stability 


Transit  Equipment  Company 

New  York 

Distributors  to  Electric  Railways 


18 


BUS 

TRANSPORTATION 


December,1923 


Better  Built  Bus  Bodies 


IN  THE  manufacture  of  our  Bus  Body  we  are 
producing  a  body  of  the  highest  standard 
quality,  beautiful  in  design,  strong  and  sturdy 
in  construction,  perfectly  ventilated,  easy  and 
comfortable  riding,  well  electric  lighted  and  highly 
finished,  and  free  from  any  rattle. 

Through  many  years  of  experience  in  the  building 
of  bus  bodies  we  have  thoroughly  studied  the 
many  needs  of  the  riding  public  and  of  the  bus 
operator  through  which  we  have  developed  many 
features  not  found  on  the  ordinary  bus  body. 

Our  ventilation  system  is  very  efficient  having  an 
intake  which  receives  the  air  in  the  body  causing 
all  foul  and  dead  air  to  leave  through  the  vents 
in  the  roof,  thus  creating  clean  and  fresh  air  at 
all  times  and  with  not  the  slightest  draft  notice- 
able. This  is  a  very  valuable  feature  owing  to 
the  necessity  of  the  low  construction  necessary 
in  a  bus  body. 

We  adopted  the  cupola  roof  after  experimenting 
in  the  construction  of  many  styles  of  flat  and 
round  roof  bodies,  we  fr  .nd  it  mipossible  to 
build  a  body  with  the  proper  head  clearance, 
without  being  top  heavy,  with  the  proper  ventila- 
tion and  without  a  great  deal  of  roof  vibration. 


With  our  cupola  roof  construction  we  have  a 
body  with  the  necessary  head  clearance,  perfectly 
balanced,  top  heaviness  entirely  eliminated,  per- 
fect ventilation  and  no  roof  vibration. 
Our  heating  system  is  very  efficient,  taking  the 
heat  from  the  exhaust  and  distributing  it  to  both 
sides  of  the  body,  through  the  proper  amount 
and  size  of  pipe.  The  exposed  pipes  to  the  cold 
are  asbestos  covered  and  the  pipes  inside  of  body 
are  well  protected  with  guards  preventing  any 
possible  danger  of  burning  passengers  wearing 
apparel.  Our  bodies  being  equipped  with  full  set 
of  storm  windows  and  with  an  efficient  heating 
system  provides  a  comfortable  riding  bus  in  the 
coldest  of  weather. 

There  are  a  great  many  more  excellent  features 
such  as;  metal  window  lids  with  continous  hinge, 
brass  sash  with  anti-rattling  devices,  danger  and 
marker  lights,  dome  and  step  lights,  electric 
roller  destination  sign,  slanting  windshield  with 
sun  visor,  double  door  entrance  with  operating 
controlled  from  drivers'  seat,  standing  hand  rails 
seat  grab  handles,  soft  comfortable  riding  seats 
with  heavy  duty  spring  construction.  Why 
not  order  ECKLAND  BETTER  BUILT  BUS 
BODIES  for  your  new  equipment 


ECKLAND  BROS.  COMPANY,  Minneapolis,  Minn. 


ECKLAND  BUS  BODIES 

''Standardized  for  Economy" 


December,  1923 


IKWSKHilMIO 


19 


If  we  didrit  have 
something  real  to 
back  our  statement 
that  FEDERAL  Tmcks 
are  the  most  modem 
trucks  sold  today  we 
wouldrit  be  entitled 
to  your  patronage. 


In  Passenger  Work 

Federal  Trucks  have  made 
good.  Thousands  of  Federal 
Busses  are  hauling  hundreds 
of  thousands  of  people  daily. 
This  Rockville  -  Indianapolis 
(Ind.)  Federal  bus  is  making 
money. 


Write  for  Booklet  S18,   "Making  Orxe   Thing  Better. 


FEDERAL   MOTOR    TRUCK    COMPANY 

DETROIT,    MICHIGAN 


20 


BUS 

TRANSPORTATION 


December,1923 


BROCKWAY 

Passenger  Transportation 

EQUIPMENT 


4^qig^-* 'tti^vW^Sf^iy     ■^\..,. 


More  Trackless  Trolleys  for 
Staten  Island,  N.  Y. 

The  fifteen  Brockway  Trackless  Trolley 
Cars  pictured  above  have  been  in  suc- 
cessful operation  for  more  than  a  year 
on  Staten  Island,  New  York  City.  The 
Department  of  Plant  and  Structures, 
City  of  New  York,  under  whose  direc- 
tion these  Trackless  Trolley  Cars  are 
operated,  has  placed  an  order  for  nine- 
teen more  Brockway  Trackless  Trolley 
Cars. 

Ask  us  for  the  facts 


BROCKWAY  MOTOR 

Cortland 


ZSf 


BRDCKWAY 


TRUCK  CORPORATION 


^^^^mr-  New  York 


Originators  of  low  center  of  gravity  transportation  equipment 


December,1923 


BUS 

■nUNSHORTAlK)N 


21 


BROCKWAY 

Passenger  Transportation 

EQUIPMENT 


City  Officials  of  Rochester,  N. Y.  Favor  the  Trackless  Trolley 

Leading  article  on  the  front  pat;e  of  the  Rochester  Journal^  November  21,  1923,  told  of  plans  to  increase  and 
extend  trackless  trolley  service  in  that  city.    The  following  statements  are  quoted  directly  from  the  article: 


"Mayor  Van  Zamlt's  instruction  to  Coinmis>ioncr  of  Rail- 
ways Barnes  was  that  the  crossiown  trackless  trolley  line 
be  extended  along  Driving  Parle  Avenue  to  the  New  York 
Central  Railroad  bridge,  approximately  a  mile  beyond  the 
present  terminal  of  the  trackless  trolley  line." 

"In  explaining  his  action,  Mayor  Van  Zandt  said: 

"This  is  not  to  be  cnnstrued  as  the  lieginiiing  of  a  movement 
to  eliminate  immediately  street  car  tracks  in  Rochester,  thiugh 
from  ivhat  I  have  observed  of  the  operation  of  trackless 
trolleys    I   would   recommend   the   abolition    of   all    tracks   at 


once,  were  it  possible  to  finance  a  transformation  to  rubber 
tired  vehicles  for  public  transportation. 

"The  demand  for  an  extension  of  the  trackless  trolley  line 
along  Driving  Park  .\venue,  west  of  Dewey  .Avenue,  origi- 
nated with  the  people  on  the  street,  who  would  be  relieved  of 
the  noise  of  passing  street  cars. 

"From  what  they  have  seen  of  their  operaiiun  cast  of  Dewev 
Avenue,  they  are  satisfied  they  are  an  advancement  in  mum 
cipal  transportation  and  to  be  desired  above  noisy  street 
cars." 


More  Trackless  Trolleys  for 
Rochester,  N.  Y. 

The  New  York  State  Railways, 
Rochester,  N.  Y.,  are  now  operating  five 
Brock. way  Trackless  Trolley  Cars  and 
seven  Brockway  Gas  Buses.  It's  evident 
from  the  above  news  item,  that  they're 
going  to  need  more  because  the  public 
like  them! 

Railway  Companies  in  all  parts  of  the  United 
States  and  in  several  foreign  countries  are  in- 
vestigating Brockway  Passenger  Transporta- 
tion Equipment. 

Let  lis  shoii-  you  its  possibilities 

BROCKWAY  MOTOR   /^^^.    TRUCK  CORPORATION 


Cortland 


BROCKWAY 


New  York 


Originators  of  luic  center  of  gravity  transportation  equipment 


22 


BUS 

TIVkNSPORTATION 


December,1923 


A  Schaefer  Body  Is  an  Investment 
that  Pays  Dividends  Year  after  Year 

When  you  buy  a  Schaefer  Bus  Body,  you  are  making  an  invest- 
ment that  is  permanent  and  sound.  A  Schaefer  Body  does  not 
have  to  be  replaced  after  two  or  three  years  of  hard  service. 
They  are  built  to  stand  the  hardest  kind  of  usage.     Schaefer 

Bus  Bodies  are  built  to  the  same  standard  of  quality  that  has 

made  Schaefer  Wagons  and  Coach  Work  famous  for  nearly 
half  a  century. 

Our  way  of  building  durable  bus  bodies  is  entirely  different 
from  most  present-day  methods.  All  of  our  lumber  is  air- 
seasoned — the  old-fashioned,  time-tried  way  of  retaining  ALL 
the  natural  strength  and  toughness  in  the  wood. 

Five  years  in  advance  of  requirements,  we  buy  our  various 
woods  and  store  them  away  in  closed  sheds — each  piece  sep- 
arated from  the  other.  Nature  does  the  rest.  Kiln  or  oven 
drying  is  the  result  of  a  demand  for  quicker  drying  of  lumber — 
but,  like  other  imitations,  it  cannot  equal  the  natural  way. 


New  Exclusive 
Features 

A  new  door  that  is 
rattle- proof  in  any 
position.  Convenient 
and  easy  to  operate. 
(On  Pay-Enter  Bodies 
only.) 

New  Sanitary  Window 
Sills  prevent  dropping; 
articles  down  into  sill 
when  window  is  open. 

Write  us 
for  complete  details 


Oue  to  our  way  of  nianufacturin!<,  Schaefer  Bodies  last  lonjjer  than 
most  bus  bodies.  They  are  easy  ridinji,  well  constructed,  practical  bus 
bodies  of  line  appearance. 

The  Gustav  Schaefer  Wagon  Co. 

Leading  Vehicle  Builders  since  1880 
4180  Lorain  Avenue,  Cleveland,  Ohio 


December,  1923 


BUS 

TRANSPORTATXX 


28 


One  of  Frank  Martz'  Hiflcx -equipped 
buses  which  is  K>ving  unusua.ly  popular 
service  in  the  Wilkcs-Barre  district. 


u 


solved  riding  difficulties" 


— says  Frank  Martz  of  Plymouth,  Pa. 

Unqualified  endorsement  of  Hiflex  Spring  Suspension 
and  its  remarkable  results  is  given  by  this  veteran  bus 
owner  and  operator.     Here's  the  whole  letter: 

Dear  Sir:— 

In  reply  to  your  letter  of  the  12th,  wjll  say  that  the 
Hiflex  Susi>ension  Springs  seem  to  have  solved  all  the 
riding  difficulties  encountered  with  buses  equipped  with 
solid  tires. 

Some  of  our  passengers  will  wait  for  a  bus  to  come 
along  that  is  equipped  with  Hiflex  Suspension  Springs 
rather  than  ride  in  one  that  is  not  so  equipped.  I  realize 
this  is  a  broad  assertion,  but  nevertheless  it  is  the  truth. 
I  hope  to  have  the  rest  of  the  fleet  equipped  before  many 
more  months. 

(Signed)  FRANK  MARTZ. 

What  Hiflex  does  for  Frank  Martz  on  the  kind  of  roads  they 
have  in  his  district,  it  will  do  for  you.  It  will  change  necessity 
riding  into  pleasure  riding  for  your  patrons.  It  will  reduce 
maintenance  and  tire  expense  for  you. 

Lcl  us  make  a  trial  installation  for  you. 

Traylor  Engineering  &  Manufacturing  Co. 


Alientown,  Pa. 

Factory  Branehft: 

Philadelphia 

921  Thomp.on  St.                                  N.w  York  City:  218-226  Sprint  St. 

0//tr«..- 

NF.'.V   YORK 

rnir.\r,o        piTT.=;ni'RCH        los  angf.les       Spokane 

24 


BUS 

TMNSPORTATION 


December,1923 


^     Busy 


Standardized  Types  mean 

quicker  delivery  —  lower  prices  —  better  quality 


Why?  Because  quantity  production  en- 
ables us  to  purchase  best  grade  materials 
at  most  advantageous  prices.  Because 
quantity  production  enables  us  to  system- 
atize work  and  do  it  most  efficiently. 
Because  quantity  production  engenders 
economical  design. 

You  can  choose  a  Paterson  Body  now 
which  will  exactly  meet  your  service  re- 
quirements. 

There  are  four  types  of  body  to  choose 
from  in  various  seating  capacities.   Many 
of  these  ready  for  10-day  delivery. 

Write  for  Quotations 


PATERSON  VEHICLE  COMPANY 

Paterson,  N.  J. 
General  Office:    257  Market  St. 
Factory:   27th  Street  and  19th  Avenue 


December,  1923 


BUS 

lK\NSHORrATK)N 


25 


EliaiEKEff 


As  the  De  Luxe  cypc  of  coach  usually  operates 
over  the  loncer  runs,  provision  must  be  made  for 
luciCBSe.  Supenor  provides  this  roomy  t^o-deck 
luKKace  compartment  at  the  rear,  made  easily 
accessible  by  a  Ijtce  single  door. 


operators 
have  learned  that  fine 
appearance  and  passenger 
comfort  are  two  leading 
factors  in  attracting  capac- 
ity patronage.  Superior 
Bodies  give  you  these  quali- 
ties and  more. 
They  give  you  a  mechani- 
cally right  product  that  will 
stand  the  hard  usage  it  is 
bound  to  receive. 
Seats  in  the  De  Luxe  Coach 
are  upholstered  with  real 
leather,  are  big  and  roomy, 
with  deep  cushions  that 
spell  comfort  to  the  traveler. 
There  are  coat  hangers, 
ventilators,  heating  system, 
smoking  compartment, 
everything  to  create  satis- 
fied patrons  for  the  motor 
coach  operator. 


Superior  Bodies 

Keep  Qood  Company 

As  a  man  is  judged  by  the  company  he  keeps  — 
so  can  a  product  be  judged  by  those  whose 
appreciation  it  wins.  Superior  bodies  are  being 
dehvered  to  the  leading  motor  coach  manufac- 
turers. Their  good  business  judgment,  coupled 
with  appreciation  of  good  design  and  mechanical 
Fitness,  won  for  these  manufacturers  that  leader- 
ship. When  the  same  good  judgment  recom- 
mends the  purchase  of  Superior  Bodies  and 
critics  of  design  and  body  engineers  endorse  the 
recommendation,  we  feel  that  an  indication  is 
given  of  the  merit  of  the  product. 

Those  interested  in  better  Motor  Coach  bodies 
should  write  to  Superior  for  information  on  the 
type  of  body  in  which  they  are  interested. 

If  the  body  illustrated  interests  you,  we  will  be 
glad  to  send  detailed  specifications. 


LIMA,  OHIO 


M 


^1'  1 


^B: 


^v> 


€B. 


^ 


SUPERIOR 


^^Mj^^ 


% 


26 


BUS 

TRANSPORTATION 


December,  1923 


^^^ 


Importance  of 

Interchangeable  Wheels 

Michelin  Dual  Disc  Wheel  equipment 
consists  of  seven  units — two  front  wheels, 
two  dual  rear  wheels,  and  one  spare. 

These  seven  wheels  are  exactly  alike  in  size 
and  construction.  Each  individual  wheel  can 
readily  be  shifted  to  any  part  of  the  bus — 
or  fleet. 

As  a  consequence,  only  one  small  spare  is 
required,  in  place  of  two  spares  of  diSerent  sizes. 

Your  original  investment  in  rubber  is  materi- 
ally reduced.  Possible  loss  from  depreciation 
or  theft  is  greatly  minimized.  You  have  a 
wheel  size  that  any  driver  can  handle — a  tire 
size  that  is  everywhere  available.  Fleet  owners 
can  get  along  with  fewer  service  tires. 

Finally,  you  have  a  low,  even  center  of  gravity 
— steadied  by  the  rear  duals — which  reduces 
sidesway,  gives  the  bus  a  pleasing,  low-swung 
appearance  and  facilitates  the  entrance  and 
exit  of  passengers. 


BUDD  WHEEL  COMPANY 

PHILADELPHIA 


An  ordinary  jack  will  lifl 

the  bus  and  one  man  can 

easily   mount    the   spare 

wheel  and  tire. 


December,  1923 


BUS 

TBANSPORTADON 


27 


This  Bus  is  Equipped  With 


n  IIM.ITf  Bus—Manufacturfd  hy  IREELASD  MOTOR  CO.,  Nfwark,  S.  J. 

Badger  Ball  Cushions 

Kascs  the  strains  of  bus  service  on  chassis 
and  body. 

Gi\es  the  pubhc  a  smooth  ride,  free  from 
engine  vibration  and  bodv  rattles. 


Examinf  this  picture.  Sott  the  simplicity. 
Nothing  to  get  out  of  order.  Badger  Suspen- 
sion lasts  many  years  •ivithout  repair  or  ad- 
justment. 


Badger  Ball  CushionJSuspension 


E.  B.  BADGER  &  SONS  CO. 

75  Pitts  St.,  Boston,  Mass. 

Es(al)li«hcd  1841 
VREELAND  MOTOR  CO.,  NEWARK,  N.  J. 

Stat,-  l)i,l':> :,:   '  >    I'T   \r:.   J^ruy 


BALL  CUSHION 


'The  Body  Seems  to  Float' 


28 


BUS 
TRANSPORTATION 


December,  1923' 


The  Best  Bus  Transmission 


'—^  -   Y 


Just  as  Morse  Chains  promote  smooth,  silent 
efficiency  in  the  front  end  drive  in  engines — 
Morse  Chain  transmissions  eUminate  clashing, 
noisy,  gear  shifting  for  busses. 

You  should  investigate  this  important  advan- 
tage of  Morse  Chain  Transmission. 

MORSE    CHAIN    COMPANY 

Main  Office  and  Works  Sales  and  Engineering  Office 

ITHACA,    NEW    YORK  DETROIT,        MICHIGAN 


THE   CONSTANT    PRESSURE    ANGLE     CHAIN 


MOR 


G  e:  isT  xj  I  nsr  E 


ILE:  ISTT 


E 


c  h:  A.I  l^4 


December,1923 


BUS 

TR\NSKORTATK)N 


29 


True  Economy  in  a  Bus  Wheel 


Discriminating  bus  oper- 
ators realize  that  true 
economy  in  a  bus  wheel 
consists  of  its  time  and 
tire-saving  qualities  and 
its  ability  to  render  ex- 
acting service  over  the 
longest  period  of  time. 

The  merits  of  Dayton 
Steel    Wheels    have    been 


A  BUS    is    no    better    than    its    equipment. 
Especially  is  this  true  of  one  oi  the  nKjst 
important  parts  (jf  the  bus — its  wheels. 

Indifference  in  the  selection  of  bus  eiiinpinent 
has  been  one  of  the  costly  mistakes  of  the  past. 
Now,  when  service  means  success  and  buses 
must  meet  the  demands  of  the  exacting  service 
of  today — operators  choose  equipment  of 
recognized  worth.  Tlicir  decision  is  based  on 
proven  merit. 

proven  conclusively  b> 
government  tests  and  by 
their  dependable  perform- 
ance in  all  climates  under 
adverse  conditions. 

For  true  economy  insist 
that  your  buses  be 
equipped  with  Dayton 
Steel  Wheels. 


rgfmnmrraiinni ! 


P'-l- 


^ 


The  Dayton  Steel  Foundri/  Co. 

^^^^Da\]ion,  Ohio. 


Steel  IVucK  Wheel? 


30 


BUS 

TRANSPORTATION 


December,  1923 


jjUaaatLju 


To  the  Operator — 

Bright  attractive  Buses  sell  Transportation. 
People  who  walk  are  invited  to  ride  in  fresh 
painted  buses.  Such  Buses  add  prestige  to 
the  community  they  serve. 

Beckwith-Chandler  Varnishes  and  Colors 
produce  a  finish  that  is 

Durable 

Economical 

Permanent 


To  the  Builder- 


Beckwith-Chandler  Varnishes  and  Colors 
are  smooth,  easy  working  and  quick  drying. 

The  finest  raw  materials  are  used  in  their 
manufacture.  The  colors  produce  a  true, 
deep  and  lasting  shade. 

The  varnishes  are  unaffected  by  severe  weather 
conditions. 

Many  large  steam  and  electric  railroads  use 
Beckwith-Chandler  products  exclusively. 


JTrite  for  Descriptive  Literature. 
Beckwith-Chandler  Company 

193-211  Emmett  St.,  Newark,  N.  J. 

320  Fifth  Ave.,  New  York 


DeffnilMT.10'2:^ 


BUS 

IH\SSH<>HIMX)N 


31 


A  Few  Years  Ago— 

Roads  and  streets  were  cleared  of  snow  hy  this  slow, 
expensive  and  back-breaking  method. 


The  Chimpion  Snow  Plow  consists  of  a  st«I  blade,  10  feet  long  by  20  inches  wide, 
which,  thru  the  medium  of  a  semicircle  and  a  lifting  device,  can  be  given  pitch,  angu- 
lar or  vertical  adjustment. 

This  plow  can  be  easily  and  quickly  attached  to  or  detached  from  any  standard  make  of 
motor  truck  or  tractor. 

The  Champion  Plow,  is  simple,  extremely  durable  and  easily  operated.  It  will  save  its 
initial  cost  after  one  big  snow  storm. 

Used  and  endorsed  by  Towns,  Cities,  Counties  and  State  Highway  Departments. 

Ask  for  catalogue  telling  all  about  this  remarkable,  !.ibor  saving,  snow  cleaning  appliance. 


^ 


^ 


GOOD    ROADS 
MACHINERY    C9 

J   KENNETT     SQUARE,    PA.    L 


Now— 

Roads  and  streets  arc  cleared  of  snow  quickly  and  at  small  expense 
with  a  Champion  Snow  Plow. 


32  TIUNSTORTATION  December,1923 


A  large  majority 

of  the 
Motor  Buses 


shown  at  the  recent 

Atlantic  City  Convention 

were  equipped  with 


Hale  &  Kilburn  Bus  Seats 

This  indicates 
Popularity — Adaptability  —  and  Merit 

You  cannot  afford  to  miss 
the  advantages  of  these  seats 

Write  for  Particulars 

Hale -Kilburn  Company 

General  Offices  and  Works:  Philadelphia 

r    Hale-Kilbum  Company.  30  Church  Street,  New  York 

Hale-Kilbura  Company.  15.S0-3.3  MoCormick  Buildiug.  Chicago.  III. 
I     E.  A.  Thornwell.  15]. 'J  Cjndlcr  Building.  Atlanta.  Ga. 
'ialfx!    ClffirfV     -i     '^"■'"""'■i'  Safety  Car  &  Ecuupmcnt  Co..  Theresa  and  Clark  Ave,'!..  St.  Louis,  Mo. 
•jutca    \JUH,K3.     -^     Frank  F.  Bodler.  903  Monaibiock  Building.  San  Fl-anciseo.  Cal. 
Chris  Eccles.  ;i20  South  San  Pedro  Street.   Los  Angeles.  Cal. 
Hiiri-y  M.  Euler  Company.  46  Front  Street.  Portland.  Ore. 
T.  C.  Coleman  &  Son.  Slarks  Building.  Louisville.  Ky. 


December,1923 


BUS 
TRANSHOKIAIION 


33 


Reliable  Operation 


Economy 


Dependability 


Simplicit/ 


Keep  Your  Eyes  On  The  Road 


Let  the  F>ower  house  and  Westinghouse  Foot  Control  simplify  the 
duties  of  the  bus  operator,  and  reHeve  him  of  all  unnecessary  effort. 

Trolley  busses,  equipped  with  Westinghouse  Foot  Control,  utilize  the 
economical  and  dependable  energy  generated  in  the  ix)wer  house. 

Only  a  slight  movement  of  the  small,  foot-operated  controller  is 
required  to  accelerate  the  trolley  bus. 

All  circuits  are  positively  opened  or  closed  in  accordance  with  a  pre- 
determined sequence,  and  all  apparatus,  carrying  main  circuits,  is 
located  away  from  the  passengers. 

Trolley  bus  transportation  is  not  a  "cure-all,"  but  a  possible  means  of 
supplying  economical  transportation  to  districts  not  now  served. 


Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh.  Pa. 
Sales  Offices  in  All  Principal  Cities  of  the  United  States  and  Foreign  Countries 

Westinghouse 


34  mNNSreWTAFION  December,1923 

uiillHlllllflllllHllllllliiHiii tiMiimiiiiiiiiiiiiiiiiiit iiiuiiitiiiiiiiiiiiiititiiii iiitiiiiiriiiiiiiiiiiiii )iiiiiiiiiiiiitiiiiiimiiiiiiiiii;iiiiimiii iDiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiii t iiiiiiiiriiiiiiii ii iiiiiiiiDtiiiiiiiii (iiiiiKiiDtiiiMi iiiiiu 


No.  5770 
Side  Door  Control 


BUS  BODY  IRONS 


Side  Door  Controls 

Rear  Door  Ck)ntrols 

Folding  Steps 

Hinges 

Ventilators 

Body  Braces 

Windshield  Hinges 

Produced  by 


The   Eberhard   Manufacturing   Co. 

CLEVELAND,  OHIO 


No.  5750 
Ventilator  Control 


No.  5772 
Folding  Door  Roller 


No.  5751 
Ventilators  in  Series 
(with  Single  Control) 


No.  9485 
Folding  Door  Hinge 


No.  2705 
Folding  Step 


auuiiuMniiimnwtiiniMiimnimiHiHiiMmHiiHiiiiimmuiMnitmimmHmiimHiimmHymHMiHunNwiiinrHiHiiiiMiniiiitMiHiHminMiiwiiuiiifMiiiNiiitiiiiiiiMW 


December,  1923 


Cruss  .lir  Springs  nov; 
Standard  Equipmfnl  on 
Fageols,  Denliys,  More- 
Utnds  and  usfd  fxirniivety 
'<«  H'hilei,  Maiks,  Mac- 
iiiri.  Acmes,  Garfords, 
h,  Jrrnts  and  many  nth''r< 


BUS  ,. 

Why  Have  So  Many  Bus 

Operators  Standardized  on 

Gruss  Air  Springs? 

Note  the  partial  Hst  hehm.  Ask  yourself  why 
keen  husiness  men  such  as  these  invest  so  heavily 
in  Gruss  Air  Springs,  (van  it  he  for  ain  other 
reasons  than  the  fact  that  Gruss  Air  Springs  do 
eflfect  an  amazing  ridinj*  comfort  tliat  draws  trade; 
that  by  absorbing  road  shocks  and  vibration  they 
do  reduce  maintenance  costs  to  a  notable  degree? 

Milwaukee  Elec.  R.  R.  &  Light  Co H 

Eastern  Wis.  Elec.  Co.,  Chicago 5 

Siou.x  Falls,  So.  Dale.,  Traction S 

Springfield,  Mo.,  Traaion  Co 2 

Penna.  &  Ohio  Elec   (Youngstown) 9 

Gloucester  Auto  Bus  Co.   (Mass.) 9*' 

B.  &  W.  Passenger  Service  Inc.,  Conn 3 

Hart  Bus   Line,  Mass g 

Cleveland-Akron  Bus.  Co 47 

Geo.  Rawding,  Inc.,  Boston   5 

Twin  City  Motor  Bus,  Minnesota 33 

William    II.    Merz,    Philadelphia 5 

Youngstown  i  Ohio  River  R.  R 6 

Los  Angeles  Motor  Bus  Company 121 

Boulevard  Transportation  Co.,  Minnesota 18 

Mesaba   Transportation   Co.,   Minnesota 10 

Star  Auto  Stage,  California 100 

California  Transit  Company 120 

Concourse  Bus  Line,  Inc.   (New  York  City) J 

Fred  Harvery,  Inc.  (Grand  Canyon) 20 

With  such  overwhelming  evidence  isn't  it  good  business  for 
you  to  investigate  Gruss  Air  Springs  at  once?  Our  latest 
brochure  "Why  Bus  Operators  Re-Order  Gruss  Air  Springs" 
gladly  sent  on  request. 

THE  CLEVELAND  PNEUMATIC  TOOL  CO.,  Cleveland,  (J. 


Gruss  Am  Springs 

AS    MANUFACTURED     3Y    THE     CLEVELAND      PNEUMATIC    TOOL    CO 

^ITLakc  all  Ractds  »    _^     ;£^,TjE=.  (jZLUHr    M- 


36 


BUS 

TMNSPORTATION 


December,  1923 


The  Roads  are  Rough 
in  Montana 


The  only  thing  for 
his  work,  says  this 
Missoula,  Mont., 
bus  owner  and 
driver,  speaking  of 
Lee  Puncture-proof 
Pneumatics. 


DAILY,  "Jack"  Centers  drives  his  Fierce- 
Arrow  motor-stage  a  hundred  and  thirty 
miles  over  those  rough  Montana  roads.  And 
daily  he  looks  at  his  Lee  Puncture  Proof 
Pneumatic  Cords  with  a  smile  of  approval. 
Five  thousand  miles  without  a  puncture  seems 
too  good  to  be  true.  But  that  is  only  the 
beginning.    He'll  run  thousands  more. 

Bus  lines  everywhere  are  equipping  their  vehicles 
with  Lee  Puncture  Proof  Tires,  giving  their  patrons 
the  conifort  of  riding  on  pneumatics  and  themselves 
the  assurance  of  long  and  uninterrupted  tire  service. 
Would  you  be  interested  in  knowing  what  Lee  users 
near  you  say  of  this  puncture -proof  tire?  Write  us. 

LEE  TIRE  &  RUBBER  COMPANY 

CONSHOHOCKEN,  PA. 
Executive  Offices :  a  West  6oth  Street,  hlew  York 


THE  ONLY  COMPLETE 
TIRE  LINE 

Lee  Puncture  Proof  Cord 

Lee  Cord  De  Luxe 

Lee  Standard  Cord 

Lee  Block'Tread  Cord 

for  Fords 

Lee  Puncture-Proof  Fabric 

for  Fords 

Lee  Standard  Tube 

Lee  White  Tube  De  Luxe 


"SMILE  AT  MILES" 


From  Montana  to  the 
Berkshire  Hills  is  many 
a  mile,  but  satisfaction 
With Ll'c Puncture  Proofs 
is  just  as  enthusiastic  in 
both  places.  Here  is 
looT'f  Lee-equipped  fleet 
of  buses  plying  between 
Albany,  Neu'  York  and 
Pittsfield,  Mass. 


Remember  Lee  by  the  Zig-Zag  Tread— stops  side  skidding 


Decemb€r,1923 


BUS 

lKA.NSHOH1ATK)N 


37 


"^^e 


iiiiiiiiiiiiitinHiMiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


immunmiiiiiiiiiiiiininiiniiiiiii iiiiiiiiiiiiimiiniriiiiiiiiii^ 

To  Facilitate  B  us  Opera  tion 


The;  braking  problem  has  become  the  paramount 
issue  in  the  automotive  field,  but  a  rapidly  increas- 
ing number  of  bus  owners  have  found  that  the  problem 
is  disposed  of  when  Westinghouse  Air  Brakes  are 
applied. 

It  is  now  generally  conceded  that  the  Air  Brake  is  an 
important  factor  in  successful  bus  operation,  insuring 
maximum  safety  through  short,  smooth  stops,  and  re- 
lieving the  driver  of  all  physical  exertion  in-so-far  as 
the  brakes  are  concerned. 


The  Air  Brake  as  a  protective  feature  is  understood 
and  appreciated  by  the  riding  public  and  its  use  will 
help  you  sell  more  rides. 


For  further  information  write  or  u-ire 

Westinghouse  Air  Brake  Company 

ALTliMoriVE  DIVISION 
General  Office  and  Works:  Wilmerding,  Pa. 


^ 


VVeST 


ESTINGHQUSE 

AUTOMOTIVE  AIR  BRAKES 


38 


BUS 

TRANSPORTATION 


December,  1923 


Where  every  trip  tests 

tires  and  tire  valves 


PNEUMATIC  bus  tires  are  constantly  being 
put  to  the  test  in  city  traffic  or  on  country 
roads.  Their  abiHty  to  stand  up  under  unusual 
hardships  and  at  the  same  time  continue  to 
retain  air  is  proof  of  the  tire-maker's  skill  in 
building  them. 

Tires  depend  on  tire  valves 

But  every  instance  of  pneumatic  tire  per- 
formance is  a  record  for  the  tire  valve  as  well. 
The  life  of  your  bus  tires  depends  largely  upon 
the  ability  of  their  tire  valves  to  retain  air.  If 
the  valves  permit  air  to  escape  and  your  tires 
are  run  with  too  little  air,  you  will  soon  pay  the 
price  in  tire  repairs  and  renewals.  Maintenance 
costs  rise  a  point  or  two  higher  and  the  operating 
efficiency  of  your  busses  drops. 

Schrader  Valves  hold  in  air 

Schrader  Universal  Tire  Valves  are  air-tight 
valves.  They  have  been  used  in  pneumatic 
tires  since  such  tires  were  first  made.     Today 


they  are  standard  on  practically  all  pneumatic 
tires  made  in  the  United  States  and  Canada. 
Into  every  valve  goes  the  experience  of  thirty 
years  in  making  valves  that  retain  air  and  help 
you  get  the  greatest  possible  mileage  out  of 
motor  bus  tires. 

Use  complete  Schrader  Valve 

One  thing  is  necessary,  however,  for  keeping 
their  maximum  effectiveness — use  of  all  the  valve 
parts.  The  Schrader  Valve  Inside,  Valve  Cap, 
Rim  Nut  Bushing  and  Dust  Cap — each  has  a 
separate  and  distinct  duty  to  perform  that  helps 
to  make  the  complete  Schrader  Valve  for  bus 
tires  perform  its  function  unfailingly. 

Rim  nut  bushings  should  be  screwed  down 
tightly  against  wheel  rims,  and  valve  caps  and 
dust  caps  should  be  on  tire  valves  before  your 
motor  busses  leave  the  garage.  This  is  one  more 
step  toward  reducing  your  operating  costs. 
Get  these  Schrader  Tire  Valve  Parts  from  your 
supply  house. 


A.  SCHRADER'S  SON,  Inc.,  Brooklyn,  N.  Y. 

Chicago  Toronto  London 

clirader 

Makers  of  Pneumatic  Valves  Since  1844 

Tire  Valves   -  Tire  Gauges 


December,  1923 


BUS 

TR\NSPORIATX>4 


S9 


BUILT  OF  ROLLED  STEEL 


A  Wheel  that  stands  every  test 


No  wheel  ever  had  to  pass  tests  more  severe 
than  those  to  which  the  Bethlehem  Rolled 
Steel  Wheel  was  subjected. 

First,  searching  laboratory  tests,  conducted 
both  by  truck  builders  and  by  ourselves,  proved 
the  ability  of  the  Bethlehem  Wheel  to  stand  up 
under  the  most  severe  punishment  that  a  wheel 
could  receive. 

Then — the  results  of  these  laboratory  tests  were 
confirmed,  over  and  over  again,  by  road  tests, 
demonstrating  finaUy  and  beyond  question  the 


capability  and  stamina  of  the  Bethlehem j Wheel. 

And,  finally  -  it  is  the  ruggedncss  and  stamina 
of  the  Bethlehem  Wheel,  as  established  by  these 
tests,  that  explain  the  success  with  which  it  is 
meeting    the    test    of   hard,    every-day   service. 

BETHLEHEM     STEEL     COMPANY 
BETHLEHEM.    PA. 

Solo    OfBcM    in    New    York.    Boilon.    PhiladclphU.    Waihinatoa. 

Pirtiburgh.     Detroit.     St.  Louit.     B«ltimorc.     Atlanta.     Ctncinaau. 

Cleveland.  Buffalo.  Chicago  and  San  Franciico. 


BETHLEHEM 

ROLLED  STEEL  WHEELS 


40 


BUS 

TRXNSPORTATION 


December,  1923 


a  use 


FOUR  OR  SIX 
SPLITDORF 

SPARK 

PLUGS 


^ 


DEALERS  now  have  sets  of 
four  or  six  Splitdorf  Greeti 
Jacket  Spark  Plugs,  the  right 
type  for  every  engine,  packed 
in  special  Christmas  boxes. 
For  motorists  who  know  that 
Splitdorf  Plugs  are  worth 
more,  these  sets  will  prove  a 
most  pleasing  gift. 

Mica  Insulation 


Insulated  %vith  India  Rubv 
MICA,  the  moiC  ptr- 
feci  di- electric  substance 
known  and  made  with 
exir.-)  heavy  electrodes— of 
course,  they're  worth  more. 


VnbreaUahle 


Absolutely  impervious  to 
the  crtects  of  heat,  cold, 
shock  iind  vibration  —  of 
course,  they're  worthmore. 


Leak'proof 


They're  made  uas  and  oil 
tig  hi  at  the  factory  and 
thereafter  every  explosion 
in  (he  cylinder  makes  I  neni 
even  tisbicr— of  course, 
they're  worth  more. 


Easy  to  clean 


Being  the  tnost  accessible 
plu^s  ever  made,  they  arc 
easily  taken  apart  «  ich  two 
u-reoches  so  —  of  course, 
they're  woith  tnorc. 


Splitdorf  Electrical  Company 

Newark,  N.  J. 

^lonufactuTcrt  of 

The    Plug    with    the    Qreen    Jacket 


^ttmctivo  'Window  Posters 

to  help  you  sell  Splitdorf  Green 
Jacket  Plugs  for  Christmas  Gifts 

DEALERS  who  push  the  sale  of  Splitdorf  Plugs 
in  sets  for  Christmas  gifts,  will  be  supplied 
with  attractively  printed  window  posters  describing 
this  special  Christmas  offer. 

This  poster,  a  three-color  enlargement  of  the 
Green  Jacket  Spark  Plug  advertisement  that  ap- 
peared in  the  December  1st  issue  of  The  Saturday 
Evening  Post,  displayed  in  the  dealer's  window 
will  remind  every  passer-by  of  the  merits  of  a  set 
of  Splitdorf  Plugs  as  a  Christmas  gift. 

Are  you  ready  to  take  advantage  of  this  big 
sales  opportunity?  If  not,  get  in  touch  with  your 
distributor  or  the  nearest  Splitdorf  Branch. 

SPLITDORF    ELECTRICAL    COMPANY 

Newark,    New   Jersey 

Sales  and  Service  Branches : 


ATLANTA  .  .  .  10  E.  Harris  St. 
BOSTON  ...  52  Brookline  Ave. 
CHICAGO  .  2900S.  Michigan  Ave. 
DETROIT     .      .    955  W.  Warren  Ave. 

NEW  YORK 


PHILADELPHIA  .  222  N.  22nd  St. 
PITTSBURGH,  5943  Ellsworth  Ave. 
SAN  FRANCISCO  .  1452  Bush  St. 
TORONTO  .     .     .    490  Yonge  St. 

1755  Broadway 


December,  1923 


BUS 

IKVVSWMIAUON 


41 


mi 


iles! 


mi 


iles! 


mi 


iles! 


Illlllllllllllllllllllllllllllllliilllllillllllllllllllllllllllllllllllllliiiiiiiiiiiliiiililllliiiiiiiiiuii illllllllllllllllllllllllUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 

Are  you  tired  of  tire  expense? 


Direct  to  user  at 
lowest  cost 

II  thcr€  is  no  Armttronfi 
dealtr  in  your  locality ,  write 
to  us  tor  direct  quotations, 
c'tl  give  you  the  advan- 
'age  of  the  dealer's  dis- 
count. 


Quite  a  strain,  isn't  it,  when  those  big  bus  tires  give 
out  ?  You  had  hoped  they  would  go  at  least  another 
month  or  two. 

WTiy  not  join  the  growing  list  of  bus  operators  using 
.Armstrong  Pneumatics — the  longer  service  kind. 
These  are  the  tiri-s  which  have  been  known  to  do 
40.000  miles  with  scarcely  a  sign  of  wear.  These 
a"e  the  tires  used  by  more  than  25%  of  all  the  buses 
in  Newark,  N.  J. 

For  lowest  annual  tire  expense, 
standardize  on  Armslrong's 

The  Armstrong  Rubber 
Company,  Inc. 

361   Seventh   Avenue,   New   York 

Kailoty: — W  t>l    Haven,  I  diiii. 

(  liicago  Office:— 1223   So.  Wabath  Ave. 

Stattlc  Office: — Fox  .■\rm>trong  Tire  Co.,  925  Pike  Si. 


IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIlin 


42 


BUS 

TRANSPORTATION 


December.  1923 


More  WORK  and  more  PROFIT 

from  your,Tire  Equipment 


The  real  pneumatic  bus  tire  —  the 
tire  you  have  been  wishing  could  be 
built.  It  is  the  Goodrich  "Heavy 
Duty"  Cord— and  rightly  named; 
massive,  rugged,  unusually  durable. 

It  has  a  scientifically  designed  anti- 
skid tread  of  tough,  wear- resisting 
rubber.  A  newly  developed  side- wall 
construction  reinforced  with  sturdy 
ribs  of  rubber  provides  extra  protec- 
tion against  curb  and  rut  chafing. 
Its  extra  wide  tread  means  better 
traction. 


Ask  a  Goodrich  Truck  Tire  Dis- 
/C  tributor  to  show  it  to  you. 

THE  B.   F.   GOODRICH   RUBBER   CO. 

cAkron,  Ohio 


oodrich 


4f mif-DM^  Cord 

^fist  in  ihc  Juon^  hun 


December,1923 


BUS 

TWANSPCJRTAIXJN 


ii 


TIM 


44 


BUS 

1R\NSP0RTAT10N 


Uecember,1923 


The  Bus 

and 

The  Brick 


PAVEMENTS 

KEEP  TAXES   DOWN 


THE  future  of  the  motor  bus  is  closely  tied  to  the 
problem  of  paving.  First  because  public  sentiment 
mistakenly  believes  that  the  bus  is  one  of  the  greatest 
factors  in  damaging  pavements.  Second  because  bus 
operators  realize  that  smooth  pavements  and  reason- 
able road  taxes  are  vital  to  continued  growth  and 
profits. 

The  bus  owner,  more  than  any  other  citizen,  is  vitally 
interested  in  seeing  that  his  community  gets  enduring 
pavements  w^hich  give  long  service  without  "eat- 
ing their  heads  off"  for  upkeep.  Poor  pavements 
punish  both  his  patronage  and  his  profits,  swell  his 
operating  costs,  expand  his  taxes  and  create  public 
criticism  of  busses  for  alleged  damage  to  roadways. 

The  one  pavement  w^hich,  at  reasonable  first  cost, 
gives  longest  service  at  minimum  after-cost  for  main- 
tenance and  repairs  is  the  modern  vitrified  brick 
pavement. 

Do  you  want  proof?  Do  you  want  to  see  actual 
facts  and  figures  from  official  public  records  showing 
how^  taxes  are  increased  by  substitute  paving  materials 
and  held  down  by  vitrified  brick  pavements  ? 

If  so,  Just  let  us  know  as  the  figures 
are  waiting  here  to  mail  to  you. 


NATIONAL  PAVING  BRICK  MANUFACTURERS  ASSOCIATION,  ENGINEERS  BLDG.,  CLEVELAND,  OHIO 


Albion  Shale  Brick  Company 

Albion.  111. 
Alton  Brick  Company 

Alton.  111. 
Barr  Clay  Company 

Streator.  111. 
Binghamton  Brick  Company 

BinRhamton,  N.  Y. 
Cleveland  Brick  &  Clay  Company 

Cleveland.  Oliio 
Clydesdale  Brick  &  Stone  Co. 

Pittsburgh.  I'a. 
Coffeyville  Vitrifiod  Brick  &Tile  Co. 

Coffeyville.  Kans, 
CoUinwood  Shale  Brick  Company 

Cleveland,  Ohio 
Corry  Brick  &  Tile  Company 

CoiTv,  Pa. 
Francis  Vitric  Brick  Company 

Boyntou,  Okla. 


Georgia  \'itrified  Brick  &  Clay  Co. 

Augusta,  (>a. 
Globe  Brtrk  Company 

Kast  Liverpool,  Ohio 
Hammond  Fire  Brick  Company 

Fairmont.  W.  Va. 
Hocking  Valley  Brick  Company 

Columbus,  Ohio 
Indt'pendence  leaving  Brick  Co. 

lii<Ifp(?udence.  Kans. 
Ma<  k  Mfg.  Company 

Wh.-(^-ling.  W.  \'a. 
C  P.  Mayer  Brick  Company 

Bridgeville,  Pa, 
Medal  Paving  Brick  Company 

Cleveland.  Ohio 
Metropi>li3  Paving  Brick  Co. 

Pittsburg.  Kana. 
Mctropiilitan  Paving  Brick  Co. 

Caatun.  Ohio 


Mineral  Wells  Paving  Brick  Co. 

Mineral  Wells.  Texas 
Moberly  Paving  Brick  Company 

Moherlv.  Mo. 
Murphysboro  Paving  Brick  Co. 

Murphysboro,  ill. 
Patton  Clay  Mfg.  C'ompany 

Patton.  Pa. 
Peebles  Paving  Brick  Company 

Portsmouth,  tMiio 
Pittsburg  Paving  Brick  Company 

Pittsburg.  Kansas 
Purington  Paving  Brick  Company 

Galesburg.  III. 
Southern  Clay  Mfg.  Company 

Chattanooga.  Tenn. 
Springfield    Paving  Brick  Company 

Springfield,  111. 


Sterling  Brick  Company 

Olean.  N.  V. 
Streator  Clay  Mfg.  Company 

Streator.  111. 
Thornton  Fire  Brick  Company 

Clarksburg,  W.  \'a. 
Thurber  Brick  Company 

Ft.  Worth,  Texas 
Toronto  Fire  Clay  Company 

Toronto,  Ohio 
Trinidad  Brick  &  TUc  Companj 

Trinidad.  Colo. 
Veedersburg  Paver  Company 

Veedersburg,  Ind. 
Western  Shale  Products  Compam 

Fort  Scott,  Kans. 
Westport  Paving  Brick  Company 

Baltimore,  Md. 


December,  1923 


liUS 

1KVSSK)HUIK)N 


46 


i 


:^=^^^ 


(     SlilHIAL      N  U  M  B  K  R  S      1 


Brown-Lipe  Gear 
Serial  Numbers 

— Your  Safeguard 


Y 


. 


OU  may  find  the  serial  numbers 
sometimes  painted  over  but  they 
are  stamped  on  all  Brown-Lipe  Gear 
units  as  follows: 

Unit  Power  Transmissions  —  On  the  forward  top  side  of  the  case,  to 
left  of  center  and  either  under  or  immediately  in  front  of  the  cover ; 
also  on  top  of  the  cover  near  the  left  edge. 

Main  Frame  Transmissions  —  On  the  top  surface  of  the  left  rear 
supporting  arm ;    also  on  top  of  the  cover,  near  this  arm. 

Clutches  —  On  top  of  the  left  side  boss  for  the  release  shaft. 

Controls  —  Unit  power  type,  on  top  of  the  cover,  near  center.     Main 

frame  type,  on  edge  or  top  of  the  bracket. 
Never  use  anything  but  Genuine  parts  with   Brown-Lipe  Gear  units. 

Service  may  be  obtained  from  manufacturers 
using  our  units,  authorized  parts  service  stations 
or  direct  from  our  factory. 


GEARCa 


Brown-Lipe  Gear  Company 


1 


San  Francisco 


SYRACUSE,  N.  Y. 

Chicago  Detroit  New  York 


London,  Elng. 


46 


BUS 

TRANSPORTATION 


December,1923 


Write  Today  for  These  Three  Bulletins 
on  the  Hyatt  New  Series  Roller  Bearing 

Every  automotive  executive,  engineer  and  draftsman  should  have 
in  his  possession  copies  of  these  three  bulletins  on  the  Hyatt  New 
Series  Bearing.  This  conveniently  bound  information  is  practically 
indispensable  for  those  responsible  for  bearing  applications. 

The  bulletins  consist  of  "Data  Sheets  on  Bearings  for  Motor  Cars 
and  Trucks" — "Design  Sheets  on  Transmissions  for  Passenger 
Cars" — "Design  Sheets  on  Axles  for  Passenger  Cars." 

These  three  bulletins  will  be  gladly  forwarded  upon  request.  In 
order  to  have  your  data  files  complete,  write  for  these  bulletins  today. 

HYATT  ROLLER  BEARING  COMPANY 

Newark  Detroit  Chicago  San  Francisco 

Worcester        Milwaukee        Huntington,  W.  Va.        Minneapolis        Philadelphia 

Cleveland  Pittsburgh  Buffalo  Indianapolis 

HYATT 

Ouiet 

Roller  Bearings 


December,  1923 


BUS 

TK\NSHOKTAT10N 


47 


Most  everyone  in  the  industry,  we  sincerely  believe, 
has  long  been  familiar  with  the  magnitude  and  scope 
of  the  Waukesha  Motor  Company's  experimental  re- 
sources. 

Its  contributions  have  been  recognized  and  accepted 
as  engineering  developments  that  were  sound,  prac- 
tical and  mature,  for  they  have  made  the  name  a  tra- 
dition for  heavy  duty  motor  supremacy. 

Its  latest  presentation— the  Waukesha  Bus  and 
Truck  Motor — has  added  not  a  little  to  the  signifi- 
cant position  of  its  builders,  for  only  an  organization 
so  adequately  qualified  could  have  developed  a  trans- 
port motor  so  extraordinarily  fine,  so  outstandingly 
efficient. 

Its  great  durability  is  a  proven  thing.  Its  economies 
unparalleled. 


The   WAUKESHA    MOTOR    COMPANY,    Waukesha,  Wisconsin 

The  World's  Forrmost  Buildrrt  of  Bum,    fruch.  Tractor  and  tnduttrial  Motorm  Exclutiiriy 

SALES  OFFICES: 

1824-1825  Aeolian  BIdg..  503-SOS  Capital  Thratrr  Bldf., 

33  W.  42nd  St.,  New  York  Madiion  Av«.  Side.  Detroit 

Telephone:  Lonsacre  5784  Telephone:  Cadillac  4482 


■*•« 


*fe- 


48 


BUS 

TRWSPORTATION 


December,1923 


Ready  for  you  ! 


August,  1923,  Edition 


McGRAW 

Electric  Rail^vay  Directory 


ZVl 


th 


NEW  FEATURES 


New  data  regarding  number  of  buses  owned 
List  of  bus  lines  controlled  by  electric  railways 

New  indexing  to  show  what  lines  connect  any  cities  or  towns  in  which 
you  are  likely  to  be  interested. 

New  listing  of  holding  companies  (cross  indexed). 


plus 


1.  A  complete  list  showing  the  correct 
name  of  every  recorded  electric 
railway  company  in  the  United 
States,  Canada,  Mexico  and  the 
West  Indies,  arranged  by  States 
and  Cities. 

2.  Address  of  each  company. 

3.  Names  of  affiliated  and  controlling 
corporations. 

4.  Names  of  principal  communities  on 
routes. 

5.  Names  and  addresses  of  corpora- 
tion officers  and  principal  depart- 
ment heads,  including  purchasing 
agents. 

6.  Names  and  addresses  of  holding  or 
controlling  companies  and  lists  of 
properties  controlled  by   each. 

7.  Names  and  addresses  of  consulting 
engineers,  if  any. 

8.  Addresses  of  power  plants  and  re- 
pair shops. 


10. 

u. 

12. 

U. 
14. 
15. 
16. 


Number  and  make  of  generators, 
starting  capacity,  voltage,  whether 
d.c.  or  a.c,  and  if  a.c,  phase  and 
cycles. 

If  water  power  is  used,  horse- 
power and  make  of  prime  movers. 

If  steam  power  is  used,  horse- 
power and  make  of  boilers  and 
engines. 

If  gas  or  oil  engines  are  used, 
horsepower   and   make. 

Transmission   voltage. 

Trolley  voltage. 

If  energy  is  purchased,  from  whom. 

Number  and  capacity  of  sub-sta- 
tions, number  of  rotary  converters 
and  motor  generator  sets  used. 


20. 

Gage  of  track. 

21. 

Number  and  kind  of  rolling  stock 
used. 

22. 

Number  of   one-man  cars. 

23. 

Rate  of  fares. 

24. 

Doing  a   lighting  business. 

25. 

Date  of  latest   information. 

26. 

Names,  officers  and  executive 
committees  of  Electrical  Railway 
Associations,  arranged  alphabet- 
ically by  name. 

Amusement  parks  reached,  whether 
owned   or  controlled   by  company. 

Mileage  of  the  road,  owned,  leased 
and  trackage  rights. 


17. 
18. 
19.  Miles  in  paved  streets. 


27.  Names,  commissioners  and  prin- 
cipal assistants  of  National  and 
State  Railroad  and  Public  Utility 
Commissions,  arranged  alphabet- 
ically by  States. 

28.  Statistics  showing  growth  of  the 
industry. 

29.  Alphabetical  list  of  Electric 
Railway  Officials,  indexed  for 
company  connections. 

30.  Alphabetical   index  to  companies. 


No  change  in  price 

$5.00  per  copy.  $9.00  per  year  for  two  successive  semi-annual  issues.  Order  now! 

Directory  Department 

McG RAW-HILL  COMPANY,  Inc. 

Tenth  Avenue  at  36th  Street,  New  York 


UecemlH'r.li»23 


bus 

m<^sK)K1^no^ 


49 


50 


BUS 

TR\NSP0RTAT10N 


December,1923 


Roofed  with  HASKELITE 

PLYMETL  side  panels 


operated  by 

Youngstoivn  Sf  Suburban 
Transportation  Co. 


Kuliiman  De  Luxe  Bus 
ivith  HASKELITE  roofs 
and  PLYMETL  sides. 


Who  wouldn'  t  want  to 
ride  in  these  coaches? 


These  coaches  have  stability, 
strength  and  safety  as  well  as  at- 
tractive appearance.  They  intro- 
duced a  new  type  of  De  Luxe 
Chair  Motor  Coach  made  by  the 
G.  C.  Kuhlman  Car  Co. 

And  because  the  Kuhhiian  Co. 
knew  from  extensive  experience  the 
special  merits  of  HASKELITE, 
these  coaches  are  roofed  with 
HASKELITE.  Notice  the  at- 
tractive, highly  finished  ceiling,  as 
shown  in  the  interior  views  above. 
This  is  simply  the  underside  of  the 
HASKELITE  roofing.  This 
HASKELITE  unit  construction 
not  only  makes  HASKELITE 
the  most  attractive  roof  made,  but 
on    account   of   being   moulded    it 


acts  as  a  strong  arch  tying  to- 
gether the  body  side  pillars,  mak- 
ing for  strength  and  rigidity. 

PLYMETL  side  panels  have  been 
used  in  these  De  Luxe  Coaches, 
PLYMETL,  the  siding  with  an 
interior  of  wood  and  exterior  of 
steel,  will  protect  these  coaches 
against  cold,  heat,  and  the  wear 
and  tear  of  service.  Coaches  with 
PLYMETL  side  panels  are  al- 
ways kept  warmer  in  winter  and 
cooler  in  summer.  PLYMETL 
side  panels  give  the  endurance  of 
steel  with  far  less  dead  weight. 

li'rite  for  booklets  describing  HASKELITE 
and  PLYMETL.  These  booklets  include 
the  experience  of  expert  bus  body  builders, 
photot/raphs,  blue  prints,  etc. 


HASKELITE  MANUFACTURING  CORPORATION 

133  W.  Washington  St.,  Chicago,  III. 


December,  1923 


BUS 

1K\.SSHURU1X)S 


51 


SAFETY  COACH 


Making  Larger  Profits 

There  can  be  little  ijuesticjo  about  the  tact  that  the  P'ageol  Safety 
Coach  IS  more  profitable  to  operate,  when  you  consider  the  number 
of  large  bus-operating  companies  in  the  Kast,  formerly  standardized 
on  eastern  buses,  who  are  now  buying  Fageol  Saferv  Coaches  ex- 
clusively. 

'I  he  Cleveland-Akron  Bus  Company,  one  ot  the  largest  oi  tiiese  com- 
panies, recently  bought  a  dozen  Inter-City  Model  Kageol  Safety 
Coaches.  They  could  have  bought  locally-made  buses  like  they 
f<irmerly  used,  for  less  monev  per  bus  but  they  were  interested  in 
getting  greater  profits  per  dollar. 

The  unmistakable  safety,  the  greater  comfort,  the  refined  appearance, 
and  the  dozen  features  which  make  the  passenger  feel  that  he  is 
better  cared  ior,  give  the  Fageol  Safety  Coach  a  passenger-attracting 
quality  that  puts  it  in  a  class  by  itself. 

Ask  us  to  tell  you  how  YOC  can  get  more  profit  by  operating  I'ageol 
Safety  Coaches. 


FAGEOL  MOTORS  COMPANY 

107th  Ave.  and    Hollywood   Blvd., 

OAKLAND,  CALIFORNIA 


FAGEOL  MOTORS  CO.  OF  OHIO 

409    BuUlry    Building. 

CLEVELAND.  OHIO 


P^m         H    n    H    91    11 

ILJL^JUlslili 

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,  'fJ^B  -^Mi^ 

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KUCi^  ^■'^K         l!l9i^^nH 

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^H^MB 

52 


BUS 

TfW>)SPORTAIlON 


December.1923 


"Fremont"  Coach 


A  low  clean-cut 
Stream  Line 
Body,  just  what 
you  have  been 
looking  for  on 
a  Reo  chassis. 
Write  today  for 
specifications 
and  prices. 


Shown  on  150-in.  Reo  Speed 
Wagon  Chassis 

Model  700 — 19  Passenger 


The  Fremont  Metal  Body  Co.,  Fremont,  Ohio 


McKAY  Sedan  Bus  Body 


No.  an 

This  Bus  is  built  low,  and  is  designed  for  comfort  and  easy  riding;  can  he  turnished  with  or  without  special 

baggage  rack  in  rear.     II' rite  for  pnrticiilnrs. 

Distributing  Branch  The  Best  Built  and   Finished  Body   of   Its  Kind   on  the  Market   at  the   Price 

}:::::!nl,  MUh":"  •  McKAY  carriage  Company,  (^^'f^^f  ^'')  Grove  City,  Pa. 


December,1923  TRV\SK)RlATION  68 


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¥- 


WANTKD! 

More  Buses — More  Bodies — More  Kquipmcnt 


I 


T' I  1  TV  thousand  or  more  already  in  the  held'.  A  vital 
industry!  A  growing  industry!  A  means  of  transporta- 
tion the  public  wants!  This  past  year  I92.V -all  records 
for  bus  activity  have  been  broken.  Thousands  of  motor-bus 
operators  have  increased  their  motor-bus  ecjuipmcnt  more 
than  100%. 

Do  you  want  to  sell  buses  in  1924?  Do  you  want  to  help 
satisfy  the  demand  for  more  bodies  and  better  bodies?  Have 
you  accessories,  parts  supplies  or  ecjuipment  to  offer? 

All  indications  point  toward  a  bigger  year  in  1924  than  ever 
before  in  the  motor-bus  industry! 


Bus 
Transportation 

will  hrin^  your  business  before  the  buyer 


Bus  Transportation  is  the  original  lOO^o  m(Jtor-bus  publi- 
cation in  the  Held.  It  is  read  by  independent  bus-line  owners 
and  operators,  electric  railway  officials  who  operate  or  con- 
template the  operation  of  buses,  and  manufacturers  and 
dealers  selling  their  products  to  the  motor-bus  industry. 
It  provides  the  most  economical  means  for  reaching  and 
influencing  the  buying  habits  of  this  market. 

Resolve  now-  begin  the  new  year  right — with  an  adver- 
tisement in  the  Annual  Review  and  Forecast  Number  of 
Bus  Transportation.  Find  out  for  yourself  that  Bus  Trans- 
portation readers  buy  from  Bus  Transportation  advertisers. 


Reserve  Sfyirc  nt  Ovrc 
in  the 

ANNUAL  REVIEW  AND  FORECAST  NUMBER 

APPEAR INC;   I.WTAm'  1924. 


54 


BUS 

TIUNSPORTATION 


December,1923 


Increase  Your  Winter  Bus  Traffic 


YOUR  passengers  want  to  ride  in  comfort — and  in 
winter  that  means  HEAT.  Cold,  disgruntled 
passengers  will  forsake  you  at  the  first  sign  of  com- 
petition, if  the  other  fellow  has  heat.  And  if  you  oper- 
ate trolley  feeders  the  comparison  between  the  warm 
trolleys  and  a  cold  bus  will  be  all  the  worse  for  you. 
Don't  wait  for  competition. 


Features 

Ample     Heat.      Low- 
priced  complete  sys- 
tem.    Seamless    steel 
tubing. 

Smooth      joints      and 
angles.      Clothing 
guards. 
No  odors.  No  smoke. 

No  danger  to  passen- 
gers. 

Some  I 

Ace  Motor  Co 
Camden  Cou 

Bus  Assocls 
Fifth  AvenueC 
International 

vester  Co. 
International 

Co.  (Mack) 
Phila.  Rapid 

Co.  [for  Bu 
Yellow  Coach 

Jsers 

ity.  N.  J. 
tion. 
];oachCo. 
Har- 

Motor 

Fransit 

.es^ 
Mfg.  Co. 

Install  a  Petry  Bus  Heating  System 

Makeshift  systems,  home-made  out  of  ordinary  iron  pipe,  can  not  be  compared  with 
the  scientifically  made-to-measure  Petry  Bus  Heating  System.  Seamless  drawn  steel 
tubing,  much  lighter  than  ordinary  iron  piping,  plus  the  scientific  design  of  the 
Petry  System,  eliminate  choking,  leaking,  back  pressure,  over-heating  of  the  motor 
and  loss  of  power.  The  Petry  Tuning-Up  Valve  helps  you  keep  your  motor  fit  and 
reduces  your  bus  depreciation    And  the  first  cost  is  the  last 

N.  A.  PETRY  COMPANY,  Inc. 

321  N.  Randolph  Street,  Philadelphia,  Pa. 

Makers  of  Tuning-Up   ralves.  Pedals.  Hand  Levers,  Tire  Pumps,  Twinlock  Tire  Carriers  and  Dash-Controlled 

Tuning-L'p   Valves 

Western   Distributor:    Norman   Cowan   Co.,  445-51    Rialto  BIdg.,  San   Francisco,   California 


The  PETRY  Bus  Heating  System 


Re?,  in  U.  S.  Pat.  Ofl. 


41,700  Miles 
on  an  M  &  M  Bus 

of  Camden,  N.  J. 

Princeton  Giant  Cords 


Will  Give  You  More  Mileage 
for  Less  Money 

For  truck  users  we  have  a  wonderful 
"Prove  or  No  Pay"  test  tire  offer. 

Write  us 

Princeton  Tire  &  Rubber  Company 

Trenton,  N.  J. 


December,1923 


BUS 

TRVNSPORTATIOS 


55 


The  LANG 

2  1  -Passenger  Sedan 


Ol  IhRlNG   every   convenience    and    cuiiilort,    tlie    Lang    21-passenger 
sedan   combines  the  ultimate  in    pleasure  with   classic  simplicity   and 
beaut)'  of  line,  distinctiveness  and  serviceability. 

This    rnotlft   is   availabtf  for  delivery  now. 

'Ike   LANG    BOOY  COMPANY 

CLEVELAND,  OHIO 


Champion 

De  Luxe 

Bus  Bodies 


For    efficiency    in    design,    stability    of  The  Champion  De  Luxe  Body  illustrated 

construction    and    economy    in    upkeep  above  carries  25  pasengcrs.   The  outside 

Champion  De  Luxe  Bus  Bodies  have  no  construction  is  of  aluminum  with  interior 

perior.   They  offer  the  utmost  in  com-  of  wood  panels  and  paneled  ceiling. 


su 


fort  to  passengers,  together  with  attrac- 
tive appearance 


hei  us  send  complete  details 


Champion  Auto  Equipment  Co. 

Hammond,  Indiana 


56 


BUS 

TRANSPORTATION 


December,  1923 


Built 
By  Kastory 


OU  can  always  identify  Kastory  Bus 
Bodies  by  the  excellence  of  the  body 
lines  and  on  closer  inspection  by  the 
quality  of  the  workmanship  and  the 
materials  used. 


An    organization    that    builds   standardized 
quality  bodies  on  a  quantity   basis. 


KASTORY  MANUFACTURING  GO. 

Commercial  and  Motor  Bus  Body  Builders 
301-311  Hillgrove  Avenue,  LaGrange,  111. 


aiiiMiniiti/iiiiiniiiiMiniHiiiMiiiiniinMiiiiiiiiitiniiiiiriiiiiiiiiiniiiiriiitiiiiiiiitiiiiiiiiriiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiniiiniiniiitiiiiiii^     jiiMiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiuiHiiiiMiiiiiiiiiiiii 


iiiliiiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiiiriiiii'iiniiiniiirj 


•.caDERShip 


QUALIT^Y" 


SERVICE      i 


PRESTIGE  for  your  bus  line,  and  a  desire 
to  ride  in  your  buses  by  increasing  numbers 
of  passengers  are  largely  built  upon  the  degree 
of  comfort  and  safety  which  is  built  into  your 
equipment. 

EDWARDS 

Bus  Fixtures 


— are  made  by  manufacturers  who  do  not  feel  that 
their  responsibility  ends  until  their  products  give 
the  riding;  public  complete  satisfaction  and  comfort. 

EDWARDS  PRODUCTS 


Window  fixtures 
All   metal   sash  balances 
Sash  locks   and  racks 
Sash  lifts 


Metal    stop   casings   and 
parting  stops 

Top,   bottom  and  side 
weather  stripping 

Steel  vestibule  trap 
doors 


i  Anti-rattle    compression       Trap    door   locks   and 

I  devices  latches 


EDWARDS 


«_o. 


IIOC, 


Canadian  Representative: 

Lyman  Tube  and  Supply  Co.,  Ltd.,  Montreal   and  Toronto 


UNIFORMS 


We  supply  uniform  equipment  to  leading 
Transportation  Companies 

D.  L.   &  W.  R.  R.  Co. 
Hudson  River  Day  Line 
Fifth  Avenue  Coach  Co. 
Chicago  Motor  Coach  uo. 
Peoples  Motorbus  Co. 


Hotels 


Biltmore   (New  York) 
The  Plaza  (New  York) 
Commodore    (New  York) 
Belmont  (New  York) 


Batiks 


Biltmore   (Providence) 
Breakers  (Palm  Beach) 
II,  S.  Hotel    (Saratoga) 
Kimball  (Springiield) 


Guaranty  Trust    (New  York) 
Meohanics   &  Metals  Nat'l  Bank 
(New  York ) 


Coal  &  Iron  Nat'l   (New  York) 
Perth  Ambo.v  Trust 


Designer  of  the  Summer  Blouse,  Dress  Coat  and  Win- 
ter Overcoat   for  the  New   York   Police  Department. 

Joseph  F.  Webber 

273  Fifth  Avenue,  New  York,  N.  Y. 


IVY.         I 


'Estnhlishi'd  1896" 


sss. 


P''J70i?~''ir"'r<^^">~*"*rXM       =       n 


JOSEPH  F.  WEBBER 


••MiiiiiiiiininiriiiiitiiiHuiiiMiiir;iirniiirtiittiiniiiitiiiiiniuMMinMniiirriiiriiiiriiii.!iii>iiitiiiuiiiiiiiiiiiiiiiiiiiiiiniiittiiiniMiiitiir     .^iiiiiiiiiiiitiihiiiii iniiitiiiiiiiiiiiiitiiiiiiiiiiiiitiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiriiiiiiii iiiimiiiriiiittiiiiMiiiiiiiiiiiiriiiir^ 


December,  1923 


BUS 

TM.NSW)HTATX> 


Standard 
Equipment 

for 

Motor 
Buses 

Motor 
Trucks 
Trailers 

Tractors 


^J 


ShuleI 

Fron 

Axle 


THE  Shuler  Motorbus  Front 
Axle  is  of  special  drop  type 
.lesign  in  order  to  provide  the  de- 
sirable low  steps  tor  easy  loading, 
a  low  wide  body  floor,  a  low  center 
of  gravity,  and  at  the  same  time 
ample  road  clearance.  It  is  heavy 
and  sturdy — made  to  satisfy  com- 

pletel\   in  satet\   and  service — both  of  which  are  vital 

in  motorbus  operation. 

.'Ml  the  energies  of  Shuler  experienced  engineers  and  Shuler 
skilled  mechanics  have  been  concentrated  on  the  developments 
and  perfection  of  Shuler  Front  .Axles.  It  is  only  reasonable 
to  expect  that  such  specialization  would  result — as  it  has — 
in  a  distinctly  superior  product,  a  front  axle  of  higher  effi- 
ciency in  service  and  that  will  stand  up  under  any  emergenc\-. 

//  vou  are  looking  lor  thU  kind  of  a  front  axle,  u-** 
wtU  be  otad  to  aire  you  further  information,  together 
with  the  fulleat  kind  of  co-openition  from  our  en- 
gineers. 

SHULER  AXLE  COMPANY,  Inc. 

3007    Jones    Street,   Louisville,    Kentucky,    U     S.    A 


Shuler  Front  Axles    ^^ 


51 


57 


•jn-fci-mim^  »j— 


You  Can  Be  Sure  With  Goodyear^^ 


"\\c  haic  hiul  us  hifih  as  30,000  mi/t"»  frum 
Qoodycur  Curd  Truck  Tires  on  our  buses  ofxrrul- 
iuji;  in  ihc  Mi»int'a/>o/i.s  lerrttoiv.  With  ihisequif}' 
incut  II  e  arc  uhiuys  sure  there  uill  he  no  delays  un 
the  road;  uUvays  sure  that  our  passengers  uill  fuii'e 
ucom/oriaf)/eritJf."— The  iNTERSTATtTRANS- 
PORT.ATION  Company,  Minneapoli*.,  MinncMita 


Of  certain  things  you  can  he  sure 
when  you  equip  your  hu^cs  with 
Goodyear  Cord  Truck  Tires  — 

Sure  of  close -cHnging,  hard -grip- 
ping, All-Weather  Tread  traction 
on  any  road. 

Sure  of  trouble-free,  on-time  oper- 
ation. 

Sure  of  safety,  easy  riding  and 
comfort  for  your  passengers. 

Sure  of  economical  cushioning  for 
your  valuable  equipment —lower 
repair  bills,  less  time  out  for  over- 
hauls. 

Sure  of  thousands  of  miles  of  gen- 
uine Goodyear  service  at  low  tire 
cost  per  mile. 

Qoodyear  Means  Qood  Wear 


GO  on 


'^ 


Qoodytar  makes  iKc  type  of  tire  for  ct^ery  hauling  condiiuin-Cordi, 
Cnahinnt  and  SoUdt  UTih  the  famouM  All-W eather  Tread.  ar\d  imoolK- 
furfnced  Siilid*.  tiUn,  (JoodNcur  Truck  Tiff  Scrxice  Station  Oealrrt 
et^r^ruherc  fitc  ttundard  Ijmtdyear  Sertice  to  hrtng  out  of  ihe  ure> 
rtrr>  mile  built  info  ihcm  at  the  factory 


58 


BUS 

TRANSPORTATION 


December,  1923 


What  is  your  driver's  health  worth  to  you  ? 

How  long  will  a  good  driver  last,  working  long  hours,  and 
subject  to  the  continual  vibration,  shaking,  and  jolting  that  are 
met  with  in  motor  bus  service?  Not  long,  that's  sure!  Bus 
operators  everywhere  are  beginning  to  wonder  about  his  prob- 
lem. They  realize  that  aside  from  the  human  side,  it  repre- 
sents a  money  loss  to  them  every  time  they  lose  an  experienced 
driver. 


PARKER 
Pneumatic 
Bus  Seats 

(Passenger  or  Driver) 


Every  new  man  costs  money 

You  have  to  train  him,  he  misses  fares,  he  has  accidents,  makes 
mistakes,  loses  time  on  his  runs  and  in  many  ways  makes  you 
wish  you  had  been  able  to  keep  the  experienced  men. 

Save  the  experienced  man — it  pays ! 

Parker  Pneumatic  Bus  Seats  help  to  solve  the  problem.  They 
are  built  to  absorb  all  the  road  shocks  and  vibrations.  They 
make  riding  a  pleasure  because  you  ride  on  air.  Invest  $32.50 
in  a  Parker  Pneumatic  Driver's  Seat.  You  will  more  than  be 
repaid  for  the  amount  you  invest. 

Parker  Pneumatic   Bus   Seats  are  made  in  various 
styles     for     both     passenger     and     driver     accom- 
modation.      Write    for    details. 

Parker  Pneumatic  Bus  Seat  Co., 

282  Straight  St.,  Paterson,  N.  J. 


£"■1"" i> iiiiiiiiniiiiiiiMniiiiiiiiiiiiiiMiniiiiiiitiiiiMiiniiniiiiiiiiiiiHiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiitiiii rtiiiiiiiini'^    tiiiiiitiiiiiiitiiiriimimiiiitiiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiii) iiiiiiniiitiiiitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiitiiiiiiimiiiniiiiiiiiitiiii): 


ILEECE-NEVILL] 

I  12  Volt  Lighting  Systems  for  Motor  Busses 

I  will  protect  your  revenue 

EXPERIENCED  operators  know  that  Leece- 

=  Neville   Lighting  Systems 'are   as  much   a 

I  factor  in   building  up  revenue  as  poorly-lighted 

I  busses  are  a  factor  in  keeping  it  down. 

I  Leece-Neville   provides  not  only  abundant  il- 

I  lumination,  but  a  system  designed  especially  for 

I  motor   bus   service,    having   ample    capacity    and 

I  automatically  providing  for  the  difference  in  cur- 

I  rent  between  day  and  night  operation. 

I  Leece-Neville  also  provides  absolute  reliability, 

I  preventing  lapse  of  service  or  loss  of  revenue,  and 

I  insuring  safety. 

I  Insist    upon    Leece-Ne\ille    Electrical    Equip- 

I  ment.     It  combines  the  highest  standards  of  en- 

I  gineering  and  quality.     Nothing  less  will  protect 

I  your  revenue.                                                                    j 

I  The  Leece-Neville  Company, 

i  Cleveland,  Ohio 


,<r;BETTER.  BUILT,    BUS  BODIES^.^t^" 


FIRST-QUALITY  materials  and 
workmanship  are  built  into  our 
sturdy,  distinctive  Bus  Bodies.  Quan- 
tity production  of  standardized  units 
enables  us  to  offer  them  at  extremely 
moderate  prices.  You  dealers  will  find 
these  high-class,  low-priced  bodies  pow- 
erful aids  in  closing  bus  sales. 

Complete  Cadog  and  Prices 
Gladly  Sent  on  Request 


'^^^\ 


/#" 


PUS  DODY/tnT^.ORPORATION 

-     tVANSVILLE    xWUlti/ INDIANA 


.(tiiimmiiiriiiiiimiirtiiiiTiiiiiiiiiiiiiiiiiiiniiiiiiiiitiiiiiiiii iiiiiitiiiitiiiitiiimimiiiitiiiiiiiiiiiiiitiiiiiiiittiiiiiiiiniiiiiiiittiiMiiiiR    -.itiiiimiiiiiiiiiiiitiiiiiiiiiHiiiiiiiiiiii iiiiiiiiiiiiiniiuiiixijiiiiiuiiiiniiiitiiit iiiiiiiiiiiiiiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiiiimc 


December,  1923 


BUS 
IRVSSJXjHlAnON 


59 


SWINEHART 

30x3' 2 
T.  N.  T.  ( Non-Shid  > 

CUSHION  TIRES 


THEY  are  designed  and  constructed 
to  give  satisfaction  and  comfort  on 
the  passenger  car  as  well  as  on  the  light 
delivery  truck.  For  the  closed  car  they 
are  ideal  equipment  assuring  satisfaction, 
comfort  and  absolute  safety. 

They  M^ear  and  Wear 
and  Mlar 

The  peculiar  construction  together  \vith  the  well- 
known  Swinehart  Quality,  assures  a  mileage  that  is 
altogether  out  of  proportion  to  the  low  prices  of 
THE  S\VINEH.A.RT  CUSHION  TIRE. 

They  give  absolute  satisfaction,  no  punctures  or 
blow-outs,  no  bothering  about  maintaining  proper 
inflation,  nothing  but  lots  of  mileage  and  comfort. 

Built  on  Standard  Demountable  Rims,  they  will  fit 
any  demountable  wheel  iv'ith'jiit  alterations.  Simply 
take  the  old  tire  oft  and  put  on  the  Swinehart 
Cushion. 

'\'ou  will  be  interested  in  the  Swinehart 
dealers  proposition.  Write  for  addilional 
information  today. 

Thf-:  Swinfhart  Tire  &  Rubber  Co. 

Akron,  Ohio 


W  ^^ u  '    (.      U    ^     HAT      <J1  I    ^ ^ 


7  Advantages 


/// 


ni:V\VOOD-\VAKEFIEIJ) 
CROSS  SEATS 

1  Pressed  steel  frame  —  light  and 
strong. 

^  Wide  flange  on  pedestal  base  — 
more  bearing  surface  and  better 
fastening  facilities. 

^  Wide  yoke  on  pedestal  —  better 
support  for  cushion. 

^     Strong,   substantial    wall    bracket. 

C      Bracket  fastening  top  of  back  v 
body  giving  stability  to  back. 

^  Roomy,  deep  cushions  with  spring 
edge. 

y  More  aisle  room  through  off-set 
backs.  (For  passengers  who  hap- 
pen to  be  standing.) 

Write  today  for  information,  illuilration  and 
prices  on  seals  in  rattan  and  (muinr  or  imi- 
lalion  leather. 

Heywood  -Wakefield  Company 

I*'actory,  Wakefield.  Mass. 
Sales  Offices: 


nr>n<md-\Vakrllrlil   (  u. 

.'Mli  Wr<l  3llli   Si. 

>,rw    York 

llrvuiHHl-ftnkrnt'liI   <  o. 

I  tl.'i    MIrlilKUII    Avr. 

(Iiirxo.    III. 


K.     I.    Hii.lr 

t|i>tu>dn.H'l>    nidc 

>iui    (runrl»<i».   ('ml. 

F.    N.    Orl»E 
eCtO   l.«aUljinA   .\\r. 
Wiuhloclon.    D.    ('. 


(i.  F  Cotter  .supply   Co..  llon«ton,  Trsm« 

Kibil\t»)r   iinil    I'owrr   Kncinrrrinc   Corp.. 
Toriinln  unil   ^l^nl^rIll 

^^•^*-      "^  REG,  us    PAT.   OFf  .__^ 


- 


60 


BUS 

TRANSPORTATION 


December,1923 


DIXON'S  677 


Dixon's  677  may  be  obtained 
in  steel  drums  with  pump, 
providing  a  quick,  clean 
means  of  lubricating  gear- 
boxes. A  necessity  in  every 
garage  and  service  station. 
Write  for  quotation. 


It  has  been  ascertained  by  tests  that  Dixon's 
Gear  Lubricant  No.  677  gives  as  good  service 
at  freezing  temperatures  (winter  conditions) 
as  at  higher  temperatures  (summer  condi- 
tions.) 

When  it  is  taken  into  consideration  that  an 
automotive  transmission  and  differential  has 
to  meet  this  wide  temperature  difference,  and 
especially  when  lubricated  with  the  average 
gear  oil  that  congeals  at  low  temperatures, 
making  gear  shifting  extremely  difficult,  the 
actual  power  losses  are  easily  apparent. 
Dixon's  677  prevents  such  losses. 

IF  rife  for  Booklet  No.  159-G 


JOSEPH  DIXON  CRUCIBLE  COMPANY 


Jersey  City,  N.  J. 


Makers  of  Quality  Lubricants 


Established  1827 


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iiiiiHiMiiJiiMiiiiiiiiiiiiiiiuiiiiMiiiiiiiiiiiiiiiii<riiiiiiiiiiiiiriiiiniiiiiiiiiii]iiiiiniiiiiiiiiiiiiiiiiiriiiiii^.- 


BUS  OP^^ATORS  FIND  INCREASING  USE    FOR 

KASS  SAFETY  TREAD 


North  East  Model  LL  225  Watt  Generator 

The  new  North  East  Model  LL  Generator  has 
a  diameter  of  5  '4  "  and  a  capacity  of  225  Watts. 
With  the  addition  of  this  model,  North  East 
Generators  are  now  available  for  every  service 
requirement  from  125  Watts  to  600  Watts. 

N^RTH  East  Electric  C^. 

ROCHESTER,  N.  Y.,  U.  S.  A. 

Official  Service  by 

North    E,A2t    Service    Inc. 


FOR.   BUS   STEPS   AND 
CAB   INTERIORS.  ReTAliV^^,.^<=« 
THEIR  NON-SLiP  Fe/U-ydE  '^1 

TH)j.ou6H  reiM^i-dpl  us€  ("^  /'^ 


^^^  MORTON  MFG.C<X 


-'lllirNHIMIIIIIIIIMIilllllllllllllllllllKIIDIIIinllrllilMIIIIJIIIII 

JllllililliilllMimiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiimiiii 


IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIirillllllllllllMllllllltllllllllMIIIC 
uiiiiiiriiMiiniiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiuiiHH^ 


tlanta 

VS|£Sr 

Rnchcstrr 

Chicago 

m^ 

^an  Francisco 

Detroit 

rS% 

Windsor 

Kansas  City 

London 

Nrw  Yo  k 

1  i. 

Write  for 
A  Series  of  Circulars 

Listing 
Typical  Subscribers 

to 
Bus  Transportation 

Tenth  Ave.   at  36th  St.,  New  York 


^tlliliriililliltiiiiiiiiiMiiiiiiiiiiiiMiliiiiiiiiiiiiiiiiiiliiillMllluilllllllililiiiiiliiiriiiililtllllliriiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiilliillHliriillllH 


Deceraber,1923 


TKANSHOKIMIO. 


01 


MastfT  Motnn  Corporation  Bui. 
Eistmanm  H^uipfitJ 


Maintaining 

the  Schedule! 

An  important  factor  in 
creating  a  favorable  im- 
pression upon  the  public 
mind. 

A  dependable  ignition  sys- 
tem contributes  greatly  to 
uninterrupted  bus  service, 
and  the  rugged  construction 
and  inbuilt  reliability  of  our 
type  G-4  magneto  accounts 
for  its  wide  use. 

The  Eisemann  combination 
magneto-generator  is  also  a 
favored  instrument  where 
an  electrical  starting  and 
lighting  svstem  isemployed. 

Catalogue  upon  request 


"Ef^^^r 


EISEMANN   MAGNETO  CORPORATION 

BROOKLYN,  N.  Y. 
DETROIT  CHICAGO  SAN  FRANCISCO 


SXzjNiiibXc 


jf*<. 


Easy  Starting 
in  Winter 

^'our  drivers  need  not  lose  valuable  time  this 
winter  because  of  a  balky  motor — nor  need  they 
waste  gasoline  by  leaving  the  motor  running 
during  stops,  on  account  of  fear  of  hard  starting. 

Ihe  Zenith  starting  and  idling  device— operat- 
ing independent  of  the  carburetor  proper  which 
controls  the  mixture  in  ordinary  driving  gives 
the  right  mixture  for  easy  starting,  impossible 
trom  the  ordinary  carburetor  jets  because  of 
tliL-  sin;ill  suction  at  low  speed. 


1.  With  ihe  ihroiil*-  oix-n 
ju8l  a  trlfl<?.  thtTf  in 
a  hiirli  Mucliod  tit  thi.i 
point.  riiMT;itinff  the 
Idling  device. 

*J.  The  amount  of  air 
UM-il  ill  8t.irtinff  and 
ullniir  iM  controlled  by 
knurled    j^-rew. 

3.  The  amount  of  raA- 
olln<-  u8*-d  by  (he 
idlinir  dt-vio-  U  con- 
trolled   by    this    jet. 

4.  Ga'^ohne  id  drawn 
from  the  "well" 
throuifh  thii*  tube. 

A;^     *<Min    a.4    the    motor 

>t  iM.     •1,1    111.     ll.rciltle 
I-    ..I     ■  .  -1     1    l-i'    :  iMler. 


to     iunetion     until     tiie 
throttle  IS  acain  clofled 


1  his  dcMLi-  Is  iiiupcr.itiNc  a~  sooti  as 
the  thruttic  is  opened,  and  all  cuntrul 
is  held  b)-  the  famous  compound  noz- 
zle, assuring  the  economy  and  flcxibi- 
h'ty  for  which  Zenith  carburetor-,  are 
famous. 

Before  the  severe  weather  sets  in  see 
that  your  buses  are  2^nith-equipped — 
it  will  mean  more  revenue  this  winter, 
because  less  lost  time. 

Any  of  our  800  stations  will  fit  your 
buses  with  the  right  Zeniths,  properly 
adju-ted— once  and  for  all — (jiving 
you  Pmcer  with  Economy. 

If  you  don't  know  where  the  Zenith 
station  in  your  city  is,  drop  us  a  line — 
we'll  send  a  representative  to  you 
promptly. 


Zenith-Detroit  Corporation 


A/an  ufact  urvTs   of 

ZENITH  CARBURETORS 

DETROIT  MICHIGAN 

Branehri: 
NEW   YORK  CLEVELAND  CHICAGO 

Service    Stationg    in    over    800    citiet 


2/S 


62 


BUS 

IMNSPOKTATION 


December,  1923 


Greenfield  Interurban  Coach 

24-passenger  type 

A  Complete  Line 

Any  Capacity  desired 

Interurban  Coach 

Metropolitan   (De  Luxe)   Coach 
Cross  Country  Coach    ( Full   cross  seat  style 
with  individual  entrances) 

Superior  Light  Sedan 

Prices  and  detailed  specifications 
on  request 

Greenfield  Bus  Body  Company 

90  Webster  Ave.,  Greenfield,   Ohio 


jiliii ijiiiiiiiii iiiiiiiijiiiiijiiii iiiiiiiiiiiinilliiiliiiiiiiiiiii iiiiiii iiiiiiiiiiiiiiiiiiii I mil iiiiiiiiiiliiiMiiii iiiMiiiniiiiililliililiiiiiiiii iiiii tiiiiiiiiuMil iiiiiliiill i.iiiiiiii timiiilig 


N-L    Bos    Ventilntiir 
Type  "CC" 


Have  You  Recieved  Your  Copy  Of 
^'Superior  Ventilation?*' 

"Superior  Ventilation"  describes  and  illustrates  N-L  Ventilators  adapt- 
able to  Motor  Buses,  Electric  Railway  Cars,  Taxicabs  and  Closed  Cars. 

Adequate  Bus  Ventilation  Is  Important 


I  THE  NICHOLS-LINTERN  COMPANY  | 

I  7960  Lorain  Avenue  Cleveland,  Ohio  | 

I  N-L  Products   Manufactured  and  Sold   in   Canada   by  Railway   &    Power  Engineering   Corp.,  Ltd.,    133  Eastern   Ave.,   Toronto,  Ont.  | 

liiijiiiiiiiiiiiiiiii iiiiii I I Mil iiiiiiiniiii. 11 iiiiiiiiiiiiiiMii I iiMiiiiii iiiiiiiiiiiiiiiimiiiiiiiniii m miiniii i umiiiiiiiiuii i iiiiiiiciliiuiii iiiiiiiiiiiiiiiiiiiiiiii ? 

.1 1, Hill mil II I mil mill imimiiimi inn miiimiimi miimimimiimimlimiimiimi i immilliillimimmimiimimimilin mirinil llillllllllimiimiii ii llll| 


I  THE  JOINTS  HAVE  MORE  WORKING  CAPACITY  THAN  | 

I  ANY  OTHERS  THAT  WILL  SWING  IN  THE  SAME  SPACE.  | 

—  £ 

Blood-Brothers  Machine  Company 

I  ALLEGAN  MICHIGAN  | 

Imimii nil i miimmnimnnnimiimi mil i l innimmnmimlll iiniili i mnmnmimnmmnmnmnmnmimnmnmnnnmimni imnimmnmimini mnmimnMiil (C 


The  W-S-M  Motor 

is  known  by 


THE  TRADEMARK 
THAT  ASSURES 


DEPENDABLE  POWER 
MINIMUM  UPKEEP  COST 


Ask  for  Bulletin  No.  73 

THE  WELLMANSEAVER-MORGAN  CO    ^ 

CLEVELAND,  OHIO,  U.  S.  A. 


December,  1923 


TR\.\SC<)KKTX>S 


63 


BIlK.IIIIUIIHtllllUIIIIIIIIIIIIUlllllllll 'I 


Fare  Boxes  for 
Motor  Buses 


A  Sure  Combination 
Fare  Box  and  Changer 


Simple 
Sturdy 
Compact 
Safe 


Mudrl  Nu.  10 IB  Fare  Box 

Takot*    coiiirt    o(     nil    de- 

nomiDatione*    and    liekets. 

Slle  34injtU-in.xllln. 

Price  $33.00 

Wllh  -mill  .  :i.-ll  ilr:.w.  r 
nxlucinif  tieiffht  to  Iti-ln., 
(■■IS.OO. 


F.O.B. 
Dayton 


Model  No.  lOIA  Farr  Box  | 

Taken    coin4    up    to    and  = 

including   quartiTH.  | 

Size  12-ln.iO-in.xtiin.  | 

Price  $25.00  | 

Wall    lar*f   caaii    di-awt-r.  H 

lacrrasinir   beishl  to   IN-  i 

in..  «:i:i.oo.  g 


OhnuT  Fare  Boxes  are  strong  and  compact, 
m(*chanl»m    to   ret   out    ut  order. 


There  is   no  delicate 


Ttie  entire  box.  with  drawer  locked,  can  be  n-moved  and  replai'ctl 
by  an  empty  box  a»  easily  ua  cbanirini;  cnntuiners  in  other  types 
of  closed  box«-s.   which  cost  twice   as  much. 

Ohmer  Farf-  Boxes  are  furnished  with  haneer  for  one  Inch  pipe  or 
with   bracket    for   attaching   to    flat    surface.       In    orderinr   specify 

which    is  df.-trt(l 


lius  operators  arc 
rindin;^  the  ar- 
rangement shown 
a  most  important 
piece  of  equip- 
ment. 

Saves  Time 

Increaiies    EarnioK^ 

Lessens  Accident 
Liability 

Increases  Speed 

Provides  Traffic 
Figures 

W'rrfr   for  pariicularB 


JOHNSON  FARE  BOX  CO. 


I  OHMER  FARE  REGISTER  CO.  I  i 

i  EH    Cicncral  Ottitt : 

I     Address  Dept.  G.  Dayton,  Ohio,  U.  S.  A.     I     I     4619  Raventwood  Ave  .   ChicBRO 

'jitiiitiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiriHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinriniiiiiiiiiiiiiniNiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiut'iiittj^      i;iiiiiriiiniiiiiiiiiiiiiitriiitiiiiriiiirii'i.r(ii'iiiiiiiiii  ■ 
i(iiiliMiiiiitiriitiiiiiiiiMiiiiiiiiiiiiiiMiiiiiiiiiiiiMiiiiiutriiniiiiiiiiiiiiiiiiiiiiii(iiriiiiiiiiiiitiiiiiiiiiiiiiiiiitiiiiiiiiiiti)iiiiiiiiiiiiiiiiiiitiMiiMiiiiriiiniirHiiitiiiriiiiin>it < 


.\cw    V'jrk  uthcc      I 
366  Madison  A*e.     1 


pLEVELAND  CARE  DOXES 

^•OLLECT  X      ARES  JJeTTER 

Their 

Safety,  Simplicity,  Durability  and  Flexibility 

Are  Realized  At  A  Glance 

Ask   Us  for  Inforntation  About  Our  Fore  Boxes 
Especially  Designed  for  liuses 

The  Cleveland  Fare  Box  Company  Cleveland,  Ohio 


Canadian  Cleveland    Fare   Box  Co.,   Ltd..    Prrtton.    Ontario 
CiniHiiiinuiniiiiiiiuiimiiiMiiiiiMtiiniiiniiiimiuMUiiiiitniiiiiiminiiiiiitiMiiiiiiiiiiMiiiiMiuiiiimmiimiiiiiniMiimimiitmtmimnmim 


The  WH 

>:rtjng — UHlhout 
Eleoanl — uilhoul 
-1 

iv— 

ITFIELD 

excessive  weight 
excessive  cost 

Fits  any  chassis 

W.  H.  Whitfield 

&  Son, 
Penn  Yan,  N.  Y. 

1 

wfT 

'  ^   t  - 

rinsni 

tssajS 

V  '.^^M 

« 

nil 

Whitfield  28-Passenccr  Body  on  White  Mo 

lei  50 

Chassis 

mmi^.,Jr  - 

64 


BUS 

TRANSPORTATION 


December,  1923 


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BUS  TTWNSPORTATION 

COMPANY 

OF    WHEELING 

r-:> 

1 ^ ,1 

CHF-STER-SWARTHMORE 
BU3     LINE 

(=3 

C3 

^J^*J[?,t^,itt::r^ 

ONE  TAc  FARE 

K59  -nUNSPOffTATION 

COMPANV 
OF    WHCELINO 

"^ 

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T*>B49  f  t«J  Tto  ^  *  Uk  •*. 

CHtSTtR-SWARTHMORE 
BUS     LINE 

CZ> 

BUS  nWHSWJIITATIOH 

COMPANY 

OF    WHEELING 

;^ 

ONE  7 'Ac  FARE 

"""""";''."".''°';'™." 

r«-^f„|j**<''^^hrtr 

-    ' 11 

(-  H  tiT  E;  R  -SWARTHM  ORE 
BUS    LINE 

-.  J  .  ,     _  .  ^1 

RIS  TRANflPORTATION 

-COMPANY 

OF    WHEFltNQ 

S 

li.jn.i  von  ONE  70Nf  FABP 

ONE  7'Ac  FARE 

,^r„|i;'-^^1t 

m»»..E  MwmMWPOqi.I^tw^ca. 

1 

s-'=sn 


acdonald 


GLOBE 

Tickets — Weekly  Passes — Books 

And  don't  forget  the  Cash  Fare  Receipt! 

If  you  are  not  convinced  of  the  value  of  any  of 
these  styles  of  Globe  Tickets — ask  us  for  some 
detailed  information.  Many  Bus  Owners  con- 
sider them  quite  indispensable. 

Tell  us  your  ticket  problems,  and  let  us  help  you 
solve  them. 

GLOBE  TICKET  COMPANY 

114  N.  12th  Street,  Philadelphia,  Pa. 


I     Los  Angeles 


New  York 


3an  rrancisco 


7illllllllliriiii;:iiiiiiiiiiiilliiiiiiiiiiMriiiiiiii>iiirriiiiiiiriiii'iiiiiliiilliriiiiiiiiriiiiiiiiiii'iiiiillilillll'iiiiiiiiriiiniii>iiiiiiiiiiiiiiilfll[Ulli: 
a llllllilllliMlllliiitiiiitiiiiiiiiitiiii iiiiriiir lillliltlllitiiiiiiiHiiiiiiliiiiiiiiiiiiiiiiiiiiiililllillililillriiiillliiiiiilirMllDj 


For  Motor  Bus  and  Trolley  Bus 


I       Here  is  what  two  experienced  Bus  operators  think  | 

I      of  the  Macdonald  System.                  ■  | 

I             "Replying  to  yours  of  September  5,  beg  to  advise  | 

i              that  we  tried   out    several    different   fare  collection  | 

I              systems  previous  to  adopting  yours,  and  we  find  the  | 

I              Macdonald    System    the    most    satisfactory,    and    is  | 

I              probably  the  best  of  its  kind  on  the  market."  | 

I                             (Signed)    Lyme-New  London  Bus  Line.  I 

I                                                                                        Lyme,  Conn.  | 

I              "We   have  tried   many   cash    receipt    forms    on    our  | 

I              various  bus  lines,  but  found  only  one  really  worth  | 

I              while — the  Macdonald  System."  | 

I                     (Signed)  E.  J.  Dorey,  Prop.,  White  Bus  Line.  | 

I                                                                        Binghamton,  N.  Y.  | 

I        The  Macdonald  Manufacturing  Co.  | 

I                         5015  Wellsley   Ave.,   Cleveland,  Ohio  | 

?lilliniiuiiiiiiiiiiiiniiiiiimil(lllllllllllim l i l iiiiirillliiiiltiliiiilltllltlllillllillllllllitiiillllilliiiinilllltiltllllir: 

"i      JiiiiiiiiiiiiiimiiHiiiniiiiiiiiiiiniiiniiiuiiitliiniiiiiiiiiiiiiiiiiiimilHiiiitiiiiii iiiiiiiiitiimiiiiiiutiiiitiiiniiniiiiiii diiiiiiiiijj 

High  Speed  Money  Changers  | 


KLY5T0NE 


KEYSTONE-HUNTER. 
DESTINATION   SIGNS 

'  (Illuminatecl  by   night)  . 

FARADAY    SIGNAL 
SYSTEMS 

(Battery  and  hish   voltice 
typei) 

GOLDEN  GLOW 
HEAPUGHTS 

Hi^h   aha;  low' voItaff«  types) 

KEYSTONE  ROTARY 
GONGS 


KE^^T^NE 


1923  model- 
without  rivets 
— ready 
delivery 


for 


Supplied  in  one 
or  four  tube 
Combinations 


MjSS>M.^i 


BUS  SPECIALTIES  | 

ECTRic  Service  Sxjppwes  Co.  f  I 

Philadelphia,    17. h    and    Cambria    Sts.;     New  I  | 

York,    50    Church    St.;    Chicago,    Monadnock  =  = 

Bids.      Branches:     Boston,     Scranton,     Pitts-  =  = 

burgh.     Canadian   Distributors:   Lyman  Tube  1  = 

&   Supply  Co.,  Ltd.,  Montreal,  Toronto.  3  I 


I    Essential  wherever  the  rapid  and  accurate  handling  of  change  | 

1    is    required.      Now    included    in    the    standard    equipment    of  | 

i    largest  Bus   Companies  because  Operators  demand   it.  | 

=  Prices  and  Literature  sent  on  request  1 

I         J.  L.  GALEF,  75  Chambers  St.,  N.  Y.  G.  \ 

=  Exclusive  Manufacturer's  Selline  Agent  = 

?MiiiiiiiiiiiiiiiHiiuiiniiiHiiHiiiiiiiiiiiiiiiiiiiitiiiiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiimiiiiiiiiiuiitiiiiiiiiniiinii^ 

■iiniMiiiHiiiiiiiMiiuiiiniiniiuiiiiiiiMiiiuiiiniiMiiiniiiiiiiMiiiiiiiiiiiniiMiitiiiiMiiiniiiniriiiiriiiiMiiiiiiiiiiiiiiiiiiiiu 

The  Type  R-10  | 

Single  International  | 

Fare  Register  | 

here     shown    has    proved    effective  | 

in    service    on    a    large    number    of  | 

Automobile    Buses.     The    Interna-  | 

tional    Fare    Registers    have    been  | 

standard  on  most  Electric  Railway  | 

City    Systems    in    this    Country    for  | 

nearly  25   years.     Type  R-10   Reg-  | 

ister  is  i'/i  inches  high,  S'/i   inches  | 

wide   and   of   an   extreme   depth  of  | 

7  inches  including  back,  and  weighs  | 

17'A  pounds.     Write  for  Catalogue.  I 

Selling    Agents    tor    the    BESiRKM  i 


We     are     the    exclusive 
ENAJtIEL,  BADGES. 


The  International  Register  Company 


..lIllllllliiiiiliiiiiiiiiiijimimiiiiiiiiiiiiiiiiiiiilililliiiiiimiiiiiiiiiiiMi m i iiii iiriiiiiiirir 


13  South  Throop  St.,   Chicago,    111. 

?)llrllllMiitilliriiii(iiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiiiiiiiriiiitiiitiiii)iiiiiiiitiiiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir 


December.1923 

JINIHIIIHIIIIIKIIIIIIItllllllMIIMIIIIIIIlii 


bus 

mKSSKJRTMK> 


Snow-Plows 

We  build  plows  to  fit  any  type  chassis 


I       MAKh      IHIs     AN      AUroMulIVE     CHRIbTMAS" 

ijffeRMORE      y^ 


Always  Works 


Photo  shows  Frink  All-Sti-cl  \'-t>pf 
Plow  mounted  on  a  5-ton  White  truck. 
Can  be  raised  or  lowered  from  the 
driver's  -.eat  in  the  cab,  so  easily  that  a 
four-year-old  child  can  operate  it.  Easy 
to  steer  and  no  side  thrust  when  plowing 
through  one-side  snowdrifts.  Extra 
wings  can  be  furnished  upon  request. 

lit  for  prices 

C.  H.  FRiNK,  Manufacturer 

Clayton.    N.    Y. 


^      i»tiMXi<)lmuaruut<fti 


PRICES 

(CompleU*  with    Valvr   and    Fulloo    Hand 

Control ) 
No.  OU — '^t:-in.  lonr  "Motor  Bun  Sp«*'-ia 

dr«p    tone    911. iHt 

So.  0 — 17-in.    luiir    for    truck    or    Rm  > 

bus    Sl'i.oo 

Give  outtide  diaruetrr  of  exhaust  ttto* 
Afk  your  dealer  or  tcrile  u*. 

\tnn'i*iirturrd  fiy 


THE  FULTON  COMPANY 


Dept.   28-F 


.\1llw..uU.-r,      Wl 


IIIIIIIKIIIItlllllllllMlllllllllllllllllllltPllltlllllllinillltlllltlllHIIIIMIKII 


llliKltlllllllMUIUI  'IIUIHItllllirtllll 


IIIIIIIIIIIIIMIIIII 


Searchlight  Section 

USED  EQUIPMENT  ca,  NEW— BUSINESS  OPPORTUNITIES 


LNDlSfiJVYElJ — RAT£L'£K  WuKll 

/'MtliMU  U'o<tf<d.  4  ceau  •  word,  mtnimujn 
TS   c«nU  4n  in««nion,    m^abli   In  iJrtnm 

F^UUmm  Vaecmt  knd  alt  ochtr  ci»>«lfIratlofi«. 
%  t«iiti   *  iruTtJ,   njlfuoitiin   rharge   S2.tt. 

Propaaoit.  49  r«aif  e  11m  ui  Inicrtlon. 


1NM>KMaT1i>N: 

Hcg  Smmtiert  In  care  o{  »n>  of  our  (i.llf** 
cuuM   10  »i>rJk  Addltlontl  In  uodlspUjsd  adJ. 

Hiteount  of  \^fr  If  oo«  ptymmt  It  rntil*  In 
i'|vtn<-<>  for  tnm  conic«ttttr«  loiertlcu  ti 
undliplayed  tdi    loot  Includlnf   propm»l5). 


r31  INCH 

|4  it   aa    I  wit 
A  ]•    an   lnc^ 


TO  HELP  YOU 

Get  Whatever  Vou  Neeu 
"Searchlight"   Advertising 


POSITIONS  WANTED 


l-.,\f.»i  ii\  1-;  seeks  new  connection.  Xovv 
vice-preslclent  prominent  t)us  manufae- 
turlngr  company.  Thoroughly  familiar 
with  all  (ietails  of  deslgninn.  nnancini:. 
manufacturing,  sales  of  motor  lius  luixi- 
neas.  PW-L'O,  Bus  Tran.sportatlon.  Kuh 
.\ve.  at  36th  St..  New  York. 


Interurban  Buses  for  Sale 

-I — De  Luxe  Closed  Bodies  mounted  on  Famous  Packard  Twin  Six  Bu9 
Chassis,  wheel  base  203  in.  Three  of  the  cars  offered  are  practically 
new  and  of  the  type  put  out  and  guaranteed  by  the  Packard  Company, 
with  extra  heavy  rear  axle,  reinforced  fraine,  springs  and  Series  B 
Twin  Six  Engine.  Complete  equipment,  good  tires,  ready  for  service 
immediately.  Paint  anil  body  condition  excellent.  Exceptional 
bargain.     .Address  PiirLlia>ing  .Agent. 

Milwaukee  Electric  Railway  &.  Light  Co.,  Milwaukee,  Wis. 


5 


USED 

BUS 

BODIES 


I  I 


4    u    «h(Mn    Blxnr    «lti 

puwnx«rt    f«ch.       No    r. 

Can    b«    turd    on    2-LQti    i--.- 

|lt<    MdL 

AiMtlMr   boi    boiljt   lot    \%    p^ 

•KCVPtlaOallr    fln^    I.l'r'.    V    BiiT. 

Tiw  r»»»'<  ■  ." 

Alw  J   K..  .  £-• 

In     Al     r.-       ■)   •        :  .>     •■      .      --■•     •■■■■■  <J 

Van  Dyke  Taxi  A.  Tranafer  Inc. 
1 25  Eric  Strra-I,  Buffalo.  N.  Y. 


66 


BUS 

1MNSP0RTAT10N 


December,  1923 


WHAT  AND  WHERE  TO  BUY 

Buses,  parts  and  accessories  manufactured  and  sold  by  the  advertisers  in  this  issue.  These  advertisers  stand 
back  of  their  products  and  know  that  satisfying  their  customers  is  the  biggest  thing  they  can  do 


Axles,  Front 
Shuler  Axle  Co. 
Timken-Detroit  Axle   Co. 

Axles,  Rear 

Huck  Axle  Corp. 
Timken-Detroit  Axle  Co. 

Bait  Cushion  Suspension 

Badger  &  Sons  Co.,  E.  B. 

Bodies,  Bus 

American  Car  Co. 
Bender  Body  Co. 
Brill  Co.,  The  J.  G. 
Bus  Body  Corp. 
Champion  Auto  Equipment 

Co. 
Eckland  Bros.  Co. 
Fremont  Metal  Body  Co. 
Greenfield  Bus  Body  Co. 
Hoover  Body  Co. 
Kastory  Mfg.  Co. 
ICuhlman   Car  Co. 
Lang  Body   Co. 
McKay  Carriage   Co. 
Niagara  Motor  Boat  Co. 
Paterson  Vehicle  Co. 
Plymouth  Wagon  Works 
Schaefer  Wagon  Co.,  Gustav 
Superior  Motor  Coach  Body  Co. 
Wason  Manufacturing  Co. 
Whitfield  &  Son,  W.  H. 

Braces,  Body 
Eberhard  Mfg.  Co.,  The 

Brakes,  Air 

Westinghouse  Air  Brake  Co. 

Buses,  Motor 
American  Car  Co. 
Brill  Co.,  The  J.  G. 

Brockway  Motor  Truck  Co. 
Clydesdale  Motor  Truck  Co. 
Duplex  Truck  Co. 
Fageol  Motors  Co. 
Federal  Motor  Truck  Co. 
Fifth  Avenue  Coach  Co. 
Garford   Motor  Truck  Co. 
Graham  Brothers. 
International   Motor   Co. 
Kuhlman  Car  Co. 
White  Company,  The 

Buses,  Trolley 

(See   Trolley  Buses) 

Buzzer   Systems 
Electric  Service  Supplies  Co. 


Carburetors 

Zenith-Detroit  Corp. 

Cash  Receipt  System 

The  Macdonald  Mfg.  Co. 

Clutolies 

Brown-Lipe  Gear  Co. 

Controls 
Brown-Lipe  Gear  Co. 

Detective  Bureau 

Wolff,   Daniel 

Engineers    and   Consultants 
Jackson,  Walter 
Lacey,  Arthur  H. 

Engines,  Gasoline 

Continental  Motors  Corp. 
Waukesha  Motor  Co. 
Wellman-Seaver-Morgan    Co. 

Fare  Boxes  and  Registers 

Cleveland  Fare  Box  Co. 
International   Register    Co. 
Johnson  Fare  Box  Co. 
Ohmer   Fare  Register   Co. 

Fixtures,  Window  and  Sash 

Eberhard   Mfg.  Co.,  The 
Edwards  Co.,  Inc.,  The  O.  M. 

Generators 

Leece-Neville  Co. 
North  East  Electric  Co. 

Gongs 

Electric   Service    Supplies    Co. 

Headlights 

Electric   Service    Supplies   Co. 

Heaters.  Bus 

Petry  Co.,  N.   A. 

Horns,  Electric  Vibrator 

Robert  Bosch  Magneto  Co. 

Horns,  Exhaust 

Fulton  Co.,  The 

Lighting  Systems 

Leece-Neville  Co.,  The 

Lubricants,   Oil  and   Grease 
Dixon   Crucible  Co.,  Joseph 

Magnetos 
Robert  Bosch  Magneto  Co. 
Eisemann  Magneto  Corp. 
S'piitdorf    Electrical    Co. 


Monev  Changers 
Galef,  J.  L. 
Johnson  Fare  Box  Co. 

Motors,  Gasoline  Automobile 

(See  Engines,  Gasoline) 

Motor  Buses  (See  Buses,  Motor) 

Paints 

Beckwith   Chandler   Co. 

Panels  and  Rooting 

Haskelite  Mfg.  Co. 

Paving  Brick 

National   Paving   Brick   Mfrs. 
Association 

Piston  Rings 

S'piitdorf   Electrical   Co. 

Plows.  Snow 
Frink,  C.  H. 
Good  Roads  Machinery  Co. 

Radiators 
G  &  O  Mfg.  Co. 

Roller  Bearings 

Bower   Roller  Bearing  Co. 
Hyatt  Roller  Bearing  Co. 

Seats,  Bus 

American  Car  Co. 

Brill  Co.,  The  J.  G. 

Hale-Kilbiirn   Co. 

Heywood-Wakefield    Co. 

Kuhlman   Car   Co. 

Parker  Pneumatic  Bus  Seat  Co. 

St.  Louis  Car  Co. 

Seat  Material 
American  Car  Co. 
Brill  Co.,  The  J.  G. 
Hale-Kilburn   Co. 
Heywood-Wakefield    Co. 
Kuhlman  Car  Co. 

Shafts,  Propeller 

Blood   Brothers   Machine  Co. 
Shock  Absorbers 

Cleveland  Pneumatic  Tool  Co. 

Traylor  Engin'r'g  &  Mfg.  Co. 
Signals,  Warning 

Robert  Bosch  Magneto  Co. 

Fulton  Co.,  The 
Signs,  Destination 

Electric   Service   Supplies   Co. 
Spark  Plugs. 

Robert  Bosch  Magneto  Co. 

Splitdorf  Electrical   Co. 


Spot  Lights 
Robert  Bosch  Magneto  Co. 

Springs 

Saving  Spring  Co. 

Steering  Gears 
Ross  Gear  and  Tool  Co. 

Straps,  Sanitary  Hand 

Railway   Improvement  Co. 

Tanks 
Janney-Steinmetz  &  Co. 

Tickets  and  Transfers 
Globe  Ticket  Co. 

Tires 

Armstrong  Rubber  Co. 
Goodrich  Rubber  Co.,The  B.F. 
Goodyear  Tire  &  Rubber  Co. 
Lee  Tire  &  Rubber  Co. 
Princeton  Tire  &■  Rubber  Co. 
Swinehart  Tire  &  Rubber  Co 
U.  8.  Rubber  Co. 

Transmissions 

Brown-Lipe    Gear    Co. 

Transmissions,  Chain 
Morse  Chain  Co. 

Treads,  Safety 

Morton  Mfg.  Co. 
Trolley  Buses 

American  Car  Co. 

Brill  Co.,  The  J.  G. 

Brockway  Motor  Truck  Co. 

General   Eectric  Co. 

Kuhlman   Car  Co. 

Wason  Manufacturing  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 
Trolley  Bus  Equipment,  Eleot'l 

Electric  Service  Supplies   Co. 

General  Eectric  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 
Uniforms,  Bus  Men's 

Webber,  J.  F. 
Valves,  Self-closing 

Fulton  Co.,  The 
Valves,  Tire 

Schrader's  Son,  A. 
Ventilators 

Nichols-Lintern  Co. 
Wheels,  Steel 

Bethlehem  Steel  Co. 

Dayton   Steel   Foundry  Co. 
Wheels,  Steel  Disc 

Budd  Wheel  Co. 


2llllliiiiittiiiri)iiiriiiiifilitiiiitiiiiiiiiiiiiiiiiiritliiiiiiiiiiii)iiiiiiii)iiirMiiniiitiiiiiiirit'iiiiirllllllllliiiirililtiitliiir)iii)iiiiiiiiiuilllllli^      ^ir.itti:iiiMllllllllllliriiiiiiiirtiiiihiiillMiiiillillllliniiiiiiiniiiiiiiiiiiiiiiiniiiiiiii>iiiiiiiiiiiitiiiiniiiHiiniiriMiiMiiiiiiiiiiiiiiiiiiiiiiin 


IHUCKI 


MOTOR  BUSES 


DOUBLE  REDUCTION 
BUS  AXLES 

UNIT   CONSTRUCTION— FULL  FLOATING 

21  in.  Self-Equalizing  Brakes 
Track  75  in.  Max.     Spring  Cent.  53  in.  Max. 

HUCK  AXLE  CORPORATION 

4640  W.  Harrison  St.,  CHICAGO,  ILL. 


S 

E 

A 

M 

L 

E 

S 

S  S 

INSURE  YOUR  PASSENGERS 
AGAINST  TANK  DANGERS 


SELAMLELSS 


TANK. 


TINNED    a,   TESTED 
Janney,  Steinmetz  ScCo.PHILA 


L 
E 
A 
K 
L 
E 


'iiiriiniiiiiiiiiiiiiiiiiiititiiiitiiiiiiiiitiiiriiiiitiiit iiniiiiiiiiitiiii;  i 


iiniiiiiiiniiiiiiiiiiiiiiiiiMiiitiiiiiiiiiiiiiiiiiiifi 


EiiiniiiiiiiitiiiDiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiNiiiiiiiini 


iiitiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiijiiiir: 


December,  1923 


BUS 

1KVSSHOR1AT10S 


I  2S-P>»eni.-''i    (.■.••.    \i-l.-    I., 

I  Niagara  Bus  Body 

I            A  popular  standard  model  . 

I           Our  central  location,  our  unpurallcloj   lacili-  | 

I           ties  tor  highest  quality,  our  50,000  sq.  ft.  of  | 

I            shop  space  and  our  guarantee  of  prompt  dc-  | 

I            livery  make  this  proposition  most  attractive  to  | 

I           bus  bod)   buyers.  | 

I           Let  us  quote  you  our  lowest  price  on  this  in-  I 

I           creasingly  popular  model.   Estimates  furnished  | 

I          on  special  designs.  | 

I                 P/iotoffrapfiB  and  fiiU  detaittd  sptcificatious  on  reQuest  § 

I        NIAGARA  MOTOR  BOAT  COMPANY  j 

I                                                         /■•■■it.lKfird  1/1    lOilll  ■  I 

I                  2S0  Sweeney   St.,   North   Tonawanda,   N.    Y.  I 

^itfMUiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiitiiiiiiiiNiiiiiiiiiiuiiiniMiiiiiiiiiiiiiiiiiiitiiiiiiiinM-iiiiiiiiiHMiiriiiiiiiiiiiiiiriiiiiiiiiiiiiB 

UtllltlllUIIIMIIIIUIIlllllllM.llllinillllllllM(HIUIIMIhMlirMM(lllllllllUlllllllllllllllllinilllllllllllltlllllllllUIIIIIIIIIIIIIIII<linililllllllli:: 

To  15  Uo-     Truck  and  Taxi 

MANUFACTURERS  | 

I                  We  know  the  Bus  and  Truck  require  | 

I                   a  spring  peculiarly  adapted  for  exact-  | 

I                   ing  service.  | 


\ 


Type    8 


jiiiiitrtiiiirT 
aniiiifiiiiii'i 


RICO  Sanitary  Straps 
For  MOTOR  BUSES 

Our  Type  8  Sanitary  Strap  it  espe- 
cially adaptable  to  motor  bus  require- 
ments. Used  by  discriminating  own- 
ers.     Durable.      Clean.      .Attractive. 

Write  for  BulUtin  No.   301 
covering  our   entire  line. 

RAILWAY      IMPROVEMENT 
COMPANY 

One  Perihing  Squarr.    N<-w    VorU   City 


Use 

St.  Louis  Quality 

Bus  Equipment 


The  Red  Eye  process  is  a  heat-treat- 
ing method  saving  your  troubles  at 
the  danger  point  of  every  spring.  Let 
us  help  you  stop  useless  expense. 

THE  SAVING  SPRING  CO. 

Ashland,  Mass. 


X 


M    Ml    l>r.>.r«   .»i!ii 

Besides  building 
seats  for  buses  we 
also  manufacture 
door  mechanism, 
polished  bronze 
trimmings,  sash  ftx- 
t  u  r  e  9,  ventilators, 
curtains,  etc.  Write 
for  Bulletin  100. 
Prices  nn  seats  and 
rattan  quoted  on 
request. 


No.   \C    IH  Cro»  Sr.ll 


St  Lavjis.  A^^. 


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68 


BUS 

IMNSPOKTATION 


December,  1923 


tcrar' 


Qualify-Stren^th-Efficiency 


G  &  O  Radiators  offer  not  only  the  most 
efficient  cooling  system,  but  strength  and 
sturdiness  so  necessary  to  the  gruelling  service 
of  bus  transportation.  G  &  O  Radiators 
are  found  on  the  leading  passenger  cars  and 
trucks  of  America.  Workmanship,  material 
and  design  consistent  with  an  international 
reputation  for  quality. 

Our  Engineering  Department  Offers 
Prompt  and  Efficient   Co-operation 

The  G  &  O  Mfg.  Go. 

New  Haven,  Conn. 


'^estfbr^us  Service' 


ALPHABETICAL  INDEX 
TO  ADVERTISEMENTS 


.'\merican  Car  Company 71 

Armstrong  Rubber  Company 41 

Badger  &•  Son^  Company,  E.  B 27 

Beckwith-Chandler   Company    30 

Bender  Body  Company    70 

Bethlehem   Steel  Company   39 

Blood-Brothers    Machine    Company 63 

Bosch   Magneto  Company,  Robert   69 

Bower  Roller  Bearing  Company   49 

Brill   Company,   The  J.   G 71 

Brockway  Motor  Truck  Company 20-21 

Brown  Lipe  Gear  Company 45 

Budd   Wheel   Company   26 

Bus  Body   Corporation 58 

Champion   .'\uto   Equipment  Company 55 

Cleveland   Fare  Box  Company   63 

Cleveland   Pneumatic  Tool  Company 35 

Clydesdale  Motor    Truck  Company 9 

Continental   Motors  Corporation 2 

Dayton  Steel   Foundry  Company 29 

Dixon  Crucible  Company,  Joseph 60 

Duplex    Truck    Company 14 

Eberhard    Manufacturing   Company 34 

Eckland  Bros.  Company 18 

Edwards  Company,  Inc.,  The  O.  M 56 

Eisemann   Magneto   Corporation 61 

Electric  Service  Supplies  Company 64 

Fageol   Motors  Company 51 

Federal   Motor  Truck   Company 19 

Fifth  Avenue  Coach  Company 4-7 

Fremont  Metal  Body  Company 52 

Frink,  C.  H ' 65 

Fulton   Company 65 

G  &  O  Mfg.  Company 68 

Galef,  J.  L " 64 

Garford  Motor  Truck  Company 12 

General    Electric   Company g 

Globe    Ticket    Company 64 

Goodrich  Rubber  Company,  B.   F 42 

Good  Roads  Machinerv  Conipan\ 31 

Goodyear    Tire  &  Rubber  Company 57 

Graham  Brothers 16 

(ireenfield  Bus  Body  Company 62 

Hale-Kilburn    Company 32 

Haskelite  Mfg.  Company 50 

Heyvvood-Wakefield    Company 59 

Hoover   Body    Company 11 

Huck    Axle    Corporation 66 

Hyatt  Roller  Bearing  Company 46 

International    Motor  Company Back    Cover 

International    Register   Company,   The 64 

Jackson,    Walter 69 

Janney-Steinmetz   >^    Company 66 

Johnson  Fare  Bos  Company 63 

Kastory  Mfg.  Company 56 

Kuhlman  Car  Company,  G.  C 71 

Lacey,    Arthur    H 69 

Lang   Body    Company 55 

Leece-Neville    Company    58 

Lee  Tire  &  Rubber  Company 36 


December,1923 


BUS 

1 KVSSW  mUTlON 


69 


McKay  Carriage  Company 
MacOunalil    Mfg.    Conipain 
.\li)rlon  Mfg.  Company. 
.Morse  Chain  C  ompanv 


.National  Paving  Brick  Mfrs.  A>so. 
Niagara  Motor  Boat  Company   .  . 

.Vicfiols-Lintern    Company 

North  East  Electric  Company    ..  . 


Oliiner   Fare  Register   Coinpan\ 


ROB(RT  aO&CM 

M«i    IT..* 


Parlier   Pneumatic  Bus  Scat  Company. 

Paterson  Vehicle  Company 

Petry  Company,  Inc.,  N.  A 

Princeton    Tire  &  Rubber  Companv 


Railway   Improvement  Company 
Ross  Gear  Sc  Tool  Company 


St.  Louis  Car  Company. 

Saving   Spring   Company 

Schaefer  Wagon  Company,  Tlie  Gustav 

Schrader's  Son,  .A 

Searchlight  Section 

Shuler  .Vxle  Company   

Splitilorf   Electrical   Company 

Superior  Motor  Coach  Body  Companv    The 
Swinehart  Tire  i  Rubber  Companv 

Tiraken-Detroit  .Axle  Company 

Transit  Equipment  Company 

Traylor  Engineering  k  Manufacturing  Company. 


V.  S.  Rubber  Company. 


a 

24 
54 
54 


67 
13 


67 
67 
22 
38 
65 
57 
40 
25 
59 


43 
17 

23 


15 


Wasoii  Manufacturing  Compr.ny 71 

Waukesha    Motor   Company 47 

Webber,    Joseph    F .' 56 

Wellman-Seaver-Morgan    Company 62 

Westinghou>e  .Air  Brake  Company 37 

Westinghouse  Elec.  i  Mfg.  Company.  .  .  33 

White  Companv.  The   10 

Whittield  &  Son,  W.  H..  63 

Woltf,    Daniel 69 


Zenith-Detroit  Corporation    61 

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WALTER    JACKSON  I 


CONSULTANT 

1*3  CRARY  AVE.,  MT.  VERNON.  N.  Y. 

Fares,  Motor-Buses,  Trackless  Trolleys 

'Co-ord(nat«  aM   ma&s  traniport  under  one  managemant" 


I 


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j  ARTHUR  H.  LACEY  "^'^^"^Seer 

I  REPORTS  oti   Proposed  Designs  or  Equipment 

I  Dh'.SKlS  .ind   Knijinecrinj:  Development 

I  CO.V.S"/7?f/6"/70A<)f\ehicle>,  Units  or  Accessories 


S  o07  Thayer  Bldir. 

1  Oak.  .■)463 

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OAKLAND.    CAL.    = 


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DANIEL  WOLFF  I 

United  States  and  Foreign  Detective  Bureau,  Inc.  I 

19  Wisr  44tm  Stkfit,  New  York  i 

BUS,  TROLLED'.  .AND  R.MLW A^^'  | 

checking  and  efficiency  inspection  a  specialty     f 

Cotnpett-Dt    nuilp   und    fcniale   iIpt^M-tlvtii.   ftkllird    in   rnnndrntitil,   e\\\\.   '- 
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lISJl 


Economy  of 

Upkeep  and 

Everlasting 

Dependability 

These  are  the  main  requirements  of 
•very  bus  owner  and  operator. 

Vour  bus  must  pet  started  and  keep  go- 
ing. It  must  go  on  exact  schedule.  It 
must  deliver  a  character  of  service  which 
will  insure  the  permanence  of  your  busi- 
ness and  profits. 

Robert  Bosch 

Magnetos— Spark 

Plugs — Horns  and 

Spot  Lights 

are   essential    equipment    for   evcr>'    bus 

line. 

(juality  automotive  accessories  which 
arc  delivering  the  right  kind  of  service 
the  world  over. 

rjet  in  touch  with  us  for  \our  ignition 
requirements  and  send  for  latest  dcscrip- 

ti\e  literature. 

Kohcrl  Bosch  Magneto  Co..  Inc. 

(  )  I  1(1    H  hINS,    I'ri  '-.i,  '■• 

\2^  West  A4th  Street  .\c%\   "\  ork 

Chicafo  Branch:    1302  South  H'obash  Avemmr 

Service   Stations   in   Principal   Cities 
the  World  Over 

.Vo  coHBt'.fioK  vrhalsorvrr  with  the  American 
/io%ch   Magneto   (.'or/toralion 


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70 


BUS 

TRANSPORTATION 


December,  1923 


CORAL  BXBLESr 


Another  fleet  of  11  Jobs  recently  placed  in  service 

by  the 

Coral  Gables  Utilities  Corporation 
Jacksonville,  Fla. 

There's  a  reason  why 

BENDER  BUILT  BODIES 

are  always  iri  demand 
Full  descriptive  circulars  sent  on  request 


We  Lead — Others  Follow- 


THE  BENDER  BODY  COMPANY 


West  62nd  at  Denison 


Cleveland,  Ohio 


Bender-Bodies 


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University  of  Toronto 
Library 


DO  NOT 

REMOVE 

THE 

CARD 

FROM 

THIS 

POCKET 


Acme  Library  Card  Pocket 

U»dei  PoL  "Rtl.  lodti  Flit" 

Made  by  LIBRARY  BUREAU 


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