li!lli!i!,--'''^-^^il!!?'i!!l}l;i!iili
'^i
.)
I^s
^ndf .
h
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 >
.^
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 .'.â– .. 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 â– *.-.â– 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 â–
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 â–
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.
(-' â– â– r Coach Co â–
propoMd. •■■•Ort
â– >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; â–
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 â–
— -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.)
â–º578
•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
â– 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 â–
— 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 !â– ' - â–
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
)â–
ExhiMil- ,i ., r. â– ..
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 â–
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 .â– |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; . â– .:
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:
(''â– â– > .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
• -
â–
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 â–
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> â–
— 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 â–
— 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, â–
— 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 ,â– 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 â–
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
'â– ^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 -, â–
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 :â– .-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
â– -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
7C0
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.
â– 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
\
â– ^
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-
.â– ^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
BUS
TMNSPORTATION
Vol.2, No.l
EG
V
•IN
o
pa
pa
V
>%
H
b
cs
U
â–
u
t55
h
X
a
o
n
*3
fiMopm^
3U[|I93
Jaqran^
acLfx
e â– -
ajnjxi_j
J9A10<1
oaujioA
sjapno -OM
mP!M
joOQoatAJag
jooiJ IV
sjBOS ]o do J,
18o<i apig
sjasiy daig
uioojpuaH
uiO'iiog
o» dox
IdmoQ
â– xoJddv
jooa
O
33£2.s"::.5^S2
es o
S S S^ a
.. . CO C O rr r>
CO ;lo^c.— OC^
.^.t^.-.t:.t: 3 3 t- M
P.
â– Z a*'^
rj r^ CN **\ CN t^ w^ i»> r«» ^ r'^ f•^ rs (*^ f^ rs »*\ fA fs -o (*\ >r^ ■* *^ **^
5.5 «?— ji J . j:— «j a
â– ^.&^ Gt, g p o a
3 >< « « P "S *^
-«£<iiWg §W
Ofc,
,9 C.9 [2.S.5 c d rt d
-"•fc-CN"' S ■"*"_ *N (N r>» M
S.a.S.is|s.E.e.&.ll
v oj d oj c> >, OJ
^'^(^c<^t*^^e*^^0-
"J T.TV
. J^J C^ O O g
s^l^l o j^ o c a
â– S a
â– Sh.2
"^ o
C g rt o
COPY'S
«
" OOOOO^^OCi â– OOO'WP.O.
E^EEE-oSEES^lli-^E
Q „-a0Q^QDQQ „-^PP oQ^p apOPPp-aPO g.ppp"gOO
^- .fSf<^^^^^^l/Mr>**U%^*^^'Ot^>0^^ ■tr» *0 «A -iO fMi^ o ^ «o r^ CO oo t^ CO ^ o
-^ — — — — ^fS — fS — — — — (N — rifN(NtNrNl<N
• ^if\rr\rf\t^aDT<\t^
■§«
QOOOO
iTiOCN —
ooo
COOO
6LJ *J O
OOOfS
(MO — o
apis)no
BuimtiJj
8)tt9S -(WBJ
.Sa . ei M . =5) MM M _
^ fl-S-r, d^'rt
M
e2;3i
is al il I*
w
,3 oo o o o ooo o
â– a to
c o
goo
. V O 01 , -
O O
fc £-
V
-C
o
n
X
3
pa
V
&
>^
H
S!
cs
-O
V
u
X
^o
13
'3
&
CD
: c^
0|
° =5
rt o
0) -
^1
&^^
•2-a 5
Jo.
â– fe.S
JSMOd
93b no A
siapno -o^
ejooQ
dOIAJdg
-oooooooooo
:CQQQGQQCQQ
• ■^rrvoot^'O ■r^'Ot^
JOO]^
^0 apisjno
siBagjo dox
siajuaQ
;soj apig
jua-a
o J qsttQ
. ,o oo ^e fN â– * *^ -oo-iA^
._ — — — _.— — — (Sirs
siasjy; daig
moojpuaji
a^a|dnioQ
^qSia^ •xojddy
jooH
apie^no
auicuBjjl
â– OOO . .ooo
.O «0 - 'OOO
.ir\\0'0 â– .000<N
> â–
<u s O V
-3 6-3
V 3 o
a, 0) 3 «
BIHDg
E
cs
5'St-:
*M1
^laESm^WamS^nfe
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.
: g. *=
>
{
J
liJ , U
In
iHztdl
a
a
r-^
^ m
mv
.H
Li
n^
=Ui
-T T-
D
^
<n:
^ -
r r (
f
4
1
i
1
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.
â– 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
â–¡
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-
â– 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
JB3H
JUOJjJ
^J^^/^vA^/^lrt ^r\ ^ ir> */"> Kn u-i i/> ^o •'^ ■* *
«XXKM KMHMM ««X X >< X
wi-^uMi-i^ mfs^'*^ ^V^u-^^rs
^'^^*^f*^m(*^ f^ (*> c's t'^ (<\ rA ro fo f<\ m t'^
r«. r^ ^ u^ u^ ■•O •J^
M M K M »4 t-: M
so 00 •© to (<^ -o ^
r*^ r'^ rA c^ (*\ ^'^ (*^
X M MM MM
(*> fA t*% t'N cA (♦>
tnu^^to^ vA rA i/v to »rt
MMMMX XMMMM
to ^ fO rA f^ pA O ^" ^ '^
fAfArAfACA fArAfAfAPA
lA lA «o tjA '^ ^r
M M M K M M
fA fA fA fA rA fA
lANOO^iAlAtA U*l lA
MMMMMXM MM
^ NiS â– ^ * fA â– <T' â– ^ vA ^^
rA fA (A fA rA rA rA rAcA
MM MM
cArA cArA
^*^X I ft,A<0^euCU CUCuC^P^O^ Ph IX, Oh CLi PU fli pu fiy Fl, &h Oi P-. &^ OhPM CuD-j PhPh -PhCLi Cl, Cl, 3h Jl. Ph P-.XOHllt • P-iCnaiCHP^
r^iA oor>.-0^~o oOsOr>.,o^ nOoo
MM MXMMM MMMMM XX
CO'« OOO-.O'O'O O'OaOCN-O -AO
rAfA ^(ArAfACA •9-rAtAPArA CA*
nOIA
M M
CA(A
vOtAsC-A-O O O O ■O '•'
MMMMM MMXMM
PA CA CA fA CA rA rA fA fA fA
nO -O â– lA tA
KM -MM
•o-o — ^
M X
M M M
■♦tAvO
M M M
*A fAfA
p^&hP
advtx
J3^BJ^
-d-d T3
: a 3 3
£QaojP3
•33 Q
.§•2 a
ia-3 m
â– CO .'OH T3T3*oQR
Rtj-gS-o •O'l-o-aTS •O'O-a
i5^
^ a a m 5
:cS
ea^iBjg I aojeiaia! eiggitftf tfsjgtfgia; eiMpioiiatfai Biei eig! tf
p^p^ P^P^Q^ -P:; Ph
psS
SSaspJ :«««« PJPJPS
c;
u
• M
>â–º
;n
1)
CT!
(/3
:3
M
;h
^
c»
0)
U
• pN
^
V
;>
CSJ
h
05
4^
C
^
»-3
-*->
«4H
TI
at
JBJ^BJ^
oS-SiSo S :q
QS
n" £• a) Q Li n
PJS
E-o
tffa
:i:g I-eStS 225
JB9Q aaUdd-^g
So 'go Ssso<:
b>>5pm oco>o>
K?
0300 (fltnoOaH a™«c-^ (nmmooai mO
oo ooonS coohS ooooo oS
csjoi Qjc^tfoo Qgjgioo pjtfgicicii g^hJ
cam oGBcriaia: pacn
OO 0>OOo i.OO
aAUQ IBUIJ
&&:&?
mp:oomc;
IOglr-<>-.ai»H
^^^ta^gjca
2§
&:&
PJ
fe^fe^g
^22fefe. fe^^^^ 2fe2
jEaa
.5 o S.5 S
agg -e
HOOioE-i
Q -l^ â–
a o S o
OHOH
•^^ So? S
;2a
hcotgmH
ga2a"2
OHa3t-iE-i
.§3.SJs
"tifi ^aa^l l^fe^l «|2
ag.sJ-s a^^as 2 sees ^2|
So^fe^ hSShm ^PPPm o»H
»noj_j
;= "3 gS! g
mfaOOO
afea„^i
2-32 ga-2
a a
HH O
OooE-i
B a
aa2
CO
tf
a
m
o
laSiBSQ
1 fAfAT OJ
OOOaQ
afl<o(BS
S 3
, (T^ ^^^ fA r'\ (*%
â–º L. t< L. 4^
OWg)P30
> U fci *f tf
ooamQo
P3P^tC4l>h£.
a a
oo
qojnjo
"ao'fi
â– ^ ' ' aM
mooccQ
woocqS
§599^0
^•■iwMgl
u o M U)S 3
PJSfflMOfc.
a oj a a 0. o.,^
L. 3 ^ (^ f^ t.K.
CQfcKmcQCE
(^9
bsTB
QOaSQ
g^- h^03
& L. ti M k.
omp;ffl03
> t, u bl} tf
opacccao
aa oj H 0)
"T- aii 3
mp 3fat>fa
^ be
oa
aot^iuai
03
iti a ir'i
S5i2mo
'^csi'? P
QJ tsC c S "u £ s
S '
is
am
S§
^ OJ OJ ^ 0)
â– J3 A OV'V
« « « i a,
§1:3.1.2
S „
^ ID 0) ^ V
3S
JO^BipBy
S.S.3 oS
OOk J<5
oSSijg
jooSj
g ro a c fl a
•ctJ S & S S
b.fc.OOOO
OR
a a
OO
C cO-5 â–º!
i S " S-s
002P3P.
O-a a c
OSfeOO
c c o b 2
S S og..S
OH
T'^■•»^<^1■.-«■■»
^ ai^aa « 6.5
" f-5 (J h-5 )-3 ~ij p
t,cqnP5« i,oac
a D< oi D.-^ a Oi 0^ O:^
b.t. 3L.CiCb.b 3>Med
cQmfc,P5cinp3 fcpap5
0.2
COM
Q (0 CO "" to «g *'2
wwKjgH iaiaa
gs
aajiooQ
.Q 0.2 o *
b.i-3Si-]0
o s S
â–ºjop
p<
EHHPnhO
HP)
Pi PhPkP*
O0.OOOE-'
PhP. P.P^ Pi P^
UOa.OOtHO E-o
PfPl P4 p. p. P4P.EH
00 OHHOfl. OP.OOP.
PiP^ P.Ph
OOhOO
P.P.P4P.P.
ooooo
p. QPhP.
OHOOO
P,T p.
OOP
JojojnqjBO
PHf/JtS]S3«3
_ So
ja --T-^ M
3 ja .is 3 J3 *3
bC N bn bo t^ bo
^aflaf 8 aa
U U) bfi U U
afafa aallfc
oi S
U) tiO bO EdD
saeef
U Ul M
aaa
paojienj | >>o>> >oaoo Q :o>o> oo>o>>o >> >> o>>o> >>>o> >o>>> fr,o>>o ao>>o >ao
33lOJ?g 'ajog
JOJIBI^
lA^tAiA^
M H M H M
tA (A "»-«!*»—
T lA lA u-v lA »A
M M M M M M
fA fA fA fA rA
«A-^fAfA^rA fA fA fA fA (A fA ^
KAfA-^fA
...^ ^ ^.<
lAlA^iAiA
K. M M M M
â– ^â– ^rArA-*
^"^J■■*CA■*• CA-^fA
o & ^ o o
OOOOQ
c " c 3 e
ooofej
c~gggg
O '- Ef P S >i
OXOOOJ
0.5-t^ & t^ &*3 .^.^
iS 3 "S oS 3 3
a -gos-oi tt'^Sg ^-SSg-^
00 S o o 3 bfl a c^ o s o 3 o s 3
00 ooop^a wamoo uwoop:;
a gt;J« S
o s 3 o-^
oomas
T3 a-:3 a.5
3 o 3 o2
wosog
OWO
S
- -ia
Moq
r>«xo<o •00 —
H^m
nOuAOOOOiA qo
Ha 1 J9ais
IM^S^H Jooid
JBay 'aSBQ
^uoj^ 'eSBO
OiA %o >o
oesqioaqjii
c<^ rA fn (N c» r^
"82
o.s.
en a
sooo
3000
3(Nr«IA4
00
00
r>»fA
000
— -AO
ooooo
0000 —
(Nt^rA ~c "-r
^ yO t^ ^A ^
â– 00>00
-oo«o
•vOOONOt^I
eiesnqQ
00
lAO
OOO
ooooo
lA fAO O <0
0O©>iA O- ** cA A* t>>.
<Ar>ir>4<N(N r-i— •fAfAts]
000000
»A 'A O O O >A
fA O^ ^ <OiA ^
fAAi(A(NeN(N
OOOOO
AJ^ AiOO
00 — CO— O
00
00
00
000
O-tA
OOOOO ooooo ooooo lAOOOO
lAOOOO OOOiA— OOlAAJO r^iAOOO
fAtoOf^AJ 0^r-.(N<N r-O'^^sO 0«ff-fAOlA
ooovoo 000
9>0 0<C0 OOtA
(?• O CT> ■* oo CO lA >£>
rcAfAfA fA rAfA
tAfA^tAfA
•*-^^tAtA ^fAiA**^ (A^-^fA-*- fA'^fA
stnag 'XiioodiiQ
â– ^OOtAOt**
<N^iJ^i«' tA^<0^ -^ O^ QO lA 00 O >0 >A <A*A
S'oJ
0813
.211 2
â– 03
J3 O O
oo <u
OJl
21
h3.a20
o a
tA oj 3 .0
oM S= S
&•= '".a
HD S-c-s;
:..2
: >-'c
g S.iW 3
OJ^ o « «
-eoooa
•a-c
gij-oSQ
â– .:; ^ rt 4) -
COfafcO
So":
a£g-32
as 3 33 --'^2
_,aO
5; - O 4) OJ
3 « 3J'5 o
WQ
] S^-P ^3^
x^ C 5 o
rft CG -yi rc .-fi
January, 1923
BUS
1K\.SSHUHIA1X)N
43
-'"ge
*< »; M M H
«0«0 o
M M M M M M
^O .««aoo «
r* *X3?»J?
M M MM M M —
r\f<\ rfi ^ »^ ^
MNMMM MMN MM M J* M M M M
0««-0^ «tHr4«0« Od4^«
M M S» M
M M M M M
^tn«AO-0^ t/>^^'^«n
â– 4 M M M M M M
^ « w O » O <0
r 'm- on â– O'O -a
'\ r*\ f t^ rr\ w*t l*^
M M M M M
&.a.Oa.U cu'wOCua«ao o:ucoft»U aia.ua. a.cux a.ucja«rf;
coxO
H—. — 'j-ymm
:2
fcg.§6-
Ocem
.0»
aszSosS esais*;?. aaggaia; SSSaa ggaaiSZS wZaciBi aieiBigig?. ajajSaS
:£J;uia
•iJiil
a-ji-6U<;
o . 3
â– SB! -^^
BiU -OBi
11
a"
at
M U k
n
iiisi
Ills
a u
â– 3.-S
xS
:2t :i:-s
•9 .n
"Is
= t s =
it = 3 »
CQgQ
sJla
0-»SS-5_
fe^'gga
â– sfes;
^Si^isS Si2&^5
J=--0. *. .^
&&fe&2a
&aa2a
Ebb,
e-r-xCr-
a * m X !»• X
COCHO
-1=3 « * *
tjtxCOC
as- s
3S :2 3
;Ei =
£2 :.= s
Px :cS
s s
V « u ,
.£.5il.Sl
• c c c
: »;5 i
â– CHO
â– 3 =~ -ceo
J. =2 :* **
«r--y. OOO
;33|
xxD
U.WA u.
£ £ B^'a
xOOO*
c e c: -
« ti s. ■t,
.!.§.§ :1
HHH -x
Bfc
» S
OOx
3 ao.^ c.
*r^ u^ 1 b
i is .3 * 3 .=
v»T ■«• !• I V I
_ >~ it
S tit!
BE =â–¡
SgOQyD
Sa
a _ _o ^ c.^ c. - .
B-acBS
a° SSi.
.. J o o.a
.a .a c
SSmSx
â– o i it g g
.a 0.8 .a a
Qoca<a
^. ^ «fl «< *5 ^
£/ V » O » V
gQ « ag a g S
ujwwSku_
i i Mi =
ooxcja
a cO CSS
it i.a it it S
oooooo
ig2g:£
= * o * n
o sOO =
CHJu,a<
â– S0Sf-5O
•S^-s-a
it 3 V £ s
0. 0. C
O0.Or<O
_a CO.
BUE-OO
Oe.i?O0.U
fi. a<c£.
Oa.OOOE-'l.
Ot-a.E.o
ca,c£.a.
X-- --0 -^
= £■=£■?£
X'^.^^x^:-/!
c - = 3 =
NS — NS 'X SJ
n: â– /. ^: â– /, X O O
j= — J
H e« M H
X X O X N
*>c:>> >C>>> U:^
>0 O >>0>> >>>>a.^ u.>>>> ->0>J0 >0>>
■*■*■■•■♦■* t^N-^-^-^-^
r-^^f-^^ ^^^* '••^ ■»^^t*\«*^
o2 o * c
tf „ rt J^ rt
3 5 3 o o s
.S o^-c^ c =
it = o'5 S
O 3 0_r: 3^
•rtt^
■»A
««0>A« â–
â– r^ • â–
gOCNO •
â–
•*0-»00*rtO
**â– '
,
ss
CMC*
f«^«n_u^o
.nooo
in
--â–
--.5
TO-/" o
3£
^00 00.0
'aoor>4
rH5^o.«-«'»A^
as â–
TO
'TOO
fMN
sO — «30
^OOOrfsr^
>Ci o ^ ^o ■*■o —
.C cc r^ ,£ '^^
« -r^iaoo
KS
<o «/% r* •/* r*.
00 i — ■ooc
3"
— m»*NOOO
CT- f** oo O" -O « i/>
•£ li
-: XIM — O
o — o^o-v
ss
SS
sO«-*OOC
3'>CiO'«'«
a^flCTooa-ovoo
w^.o•A•n'-
— IM —
OsO
aoOf*N.O'*
Oâ– 0Of>.'/^00
ooo-oo-^i
o
tftOao<^0
O' a->o-o«i
^«0— '/^'^*0
O^ OO 30 -o o O^ »
O«30O =
«0Off
r-«o
— r^
^ 3CCO — -*â–
OOO
OOO
030«n
ao'aor>
oo
gs
00 (nT
= 0000
OOOifiO
i^oe-o-o
7.500
8,300
6.3S0
o
s
oo*
o oooo
oooom
»nf«0OfS«
CT-'oo"i*Coooo*
oo = ooo-
ooooooo
O * O f« T o o_
o-'rCrCoo'oo'co —
7.90(
8.800
6.700
Otn
rCrC
OOO
aOOO
0_ec
oo
o<a
(NO*
OOOOO
o oo oo
4.500
5.800
5.050
4 Ann
§
ooooo
OOOC3»rt
»n»fto_r-.—
oXu-Tin-o
6.000
5.100
5.100
5,800
5.425
5.400
5.500
6.000
5.050
4.250
— r^
0O«^_
ssggg
■%rN.>/skntA ^»n./^r^l/^ .r\ o »« »« »n *r. o^nu^aotn o »n »/% »« <n ./^ O '2£«E:£ 2SSSSS SSnSS
8
ill
"^ . 3 C .
o E - Egg tii
< _ »
£57 I 7-«
â– ss
\>
I 5^ I I I " n
ixft >.3 — £ *■'• '^.s »CiI— • -5-.
â– '.a :^
' * i |5
« 9^ -"rf'^
US
-m
?g =
«i: n
Sao
i'-o>
1 I'l
1 s^t
£
h
■- ' r: — V —
^-
3 —
1^1
X
t-
U
<
^
iC
<
\
t.
1
â– /.
id
'r-
o
ill
<
1?
<
/.
. - 1
s
2
-=:;:
= ^t:
id
'i^
'- *J
•/.•/.H
s
%
o
3 .<'.
id 7
^ I
I -
— — >
2 S .-^ea
S id isi-i *£.-•■=:
^o^iH ^<:~ .-^itti:
^ Z
52ri| .. l^^Spt-iiigSf-
D^
-
MMt'C^h'
-
= 3 ?5z7==!BJti:z 'â– â– ;â– :;-. ,
_
£xi:?s=5;-=a-Q-=7:is'----
HI
;c,ii.
£ .a.
3"0>< ,
â– ^^
>â– =
I. 1
i"? • ^ tl at m
; £ S-^-'S > 3 ; t
- ; z
_ • X >â–
X7«
O
<;
1?
= 4:=£inJ:
.= =
id-.-
^1
â– f.
ir -
U- = 1- = >.
a
Id-.
====ii^
^.x
1=^2 ^7-7 *
■>■/. •/. /. s
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. !â– .;â– â– -
port & Wattrbury i '"•
liK., 36 North .Main ^ â–
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 â– 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.â„¢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- ' ' "â– >
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 â–
lation of their use, and broad P'
should be granted the state depart n â–
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.
â– 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
â– 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 (â– ! 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
â– 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
196 I 738
5 303 46.900
(Cental
S2 062
10 II
99 98
02
84,547
9.482
16.045
27 05
iCrnul
119.165 23 92
91 78 50
I l«5
190
5 13
I *92
43 40O
12 022
10 II
14 ti
5 52
100 00
99 53
47
S37.663 23.25 t2.065 100 00 119.256 22 80 12 0)0 ICO 00
i492 0.198 $0,016 785
16.598 6.690 0.594 26 442
579 233 0.021 924
i2l7 257 to 023
5.564 6 590 586
217 257 023
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
300
263
471
0.023
1.954
883
1.467
32.453
20 898
I 041
355
200
138
420
0.236
037
0.021
I 753
970
6,691
4,340
267
16)
0.015
705
0.475
7 923
32 6K
5 140
316
457
028
21 200
1 305
513.778 5.563 SO 494 21931 14.607 5 456 485 22 505
57.876
1.390
3,478
87
3 175 10 282
561 050
1 400 125
035 003
12 550
2 220
5 540
138
52.899
522
617
119
3 438
618
731
Ii3
to 307
055
065
OH
14. IM
2 550
3 015
HI
$12,831 5.171 to. 460 20 448
$278 112 $0,010 448
$3,909 4 634 t0.4l)
t2S 033 to 003
339
136
0.012
540
130
154
469
189
017
748
148
175
249
101
1.523
100
040
615
009
003
055
398
161
2.«27
'»4
35
484
III
041
574
3.355
1 352
120
5 346
1.156
1 369
417
168
015
665
138
163
77 0)1 0.003 12)
$6.5)0 2 6)1 $0 234 10 406
$8,970 3 620 $0,322 14 294
$2.1^. . •-- •■.â– â–
t3.a)4 3 585 10 320
19 094
1)7
-> 6)6
724
4*0
172
i 362
5 6*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
182 215 0I«
971 1.150 102
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*: <<â– ) 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 â– 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 â– .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. â– . . 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
.â– ^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
66
200
28
210
65
38
18.0
32
30
12
12
37.0
60.0
390.0
41.0
41.0
4.5
2.7
12.0
30.0
15
27.0
75
39
7
60.0
80.0
42
66
24
32
5
18 5
6.5
6
9
5 1
70
57
72
50
24.0
5.0
18
53.0
50
49
4.0
30
54.0
12 5
30.0
12.0
57.0
100.0
33.0
75
30
14
60
19
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
1
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
â– '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
â– 10
.35
3 00
1 05
1.00
2.35
1 50
.25
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
.75
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
25
\0
25
,25
25
25
25
25
15
25
;io
05
.25
.25
05
25
.25
.25
. 10
.10
30
.10
.10
25
.15
10
10
10
10
10
10
15
25
.25
15
25
10
. 15
.25
.25
25
.10
25
.35
.25
.25
1 00
.20
.35
35
5 00
.25
.25
.05
1 00
.15
.15
.10
n
D
F
F
D
D
D
D
D
n
D
D
n
D
D
n
D
D
F
U
D
11
D
D
D
D
D
D
D
D
D
D
D
n
D
D
D
D
D
F
n
D
D
D
D
n
n
n
D
D
D
D
n
n
D
F
D
D
D
F
D
n
D
F
F
F
n
3.13
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
I
256
ib)
1
2
1
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
I
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
â– '7
23
Jacksonville Ferry to FletcherlPark, So. Jackson-
â– '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.
â– 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
â– Dirtct bui lint} out ofiaie/aafi
Connecting lints \(jiiij"''wj
^ LAKELAND
â– ft Meode
Avon Pork.
^^^ ^ WoLchul.
'aJ'A / Sehnng
^â– ^ ^ 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 For t 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* •
Ijiml .
M.MI
Watrr
l.MJ
se.M*
<*rli,.w w-ith iM-puInf 1. I. Hi
SO.OOOl.. 100.000
2
2S.0OOln SO.OOO
1
S.OOOlu 2).000
1)
17
Ijintrnt rity — JacL*-.nvilli-. po|iu
laltoc
«!.»»
Milra nf hi«h»aj-« Milaidf
of mwaaAd tDvna
ia.Me
Milr« of bus rout''*
^♦^
Suinbrr of routr^
»9
Numb*'r o( vrliirl'--
IM
Op<-n . r cl'awl |.u-<->
161
2)
yjt\uiiA\*^\ bus niilnt o<>rTa
.M ilraar of flmnc rmillra>
IrdpM
^
50.00C
•■AUJL
H7
MUrajiv of tlram nUlraada, Jan.
. »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^
â– 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
â– i!63
â– 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
â– 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
â– 2!78
'6! 57
17.42
1^
II
1^
14
1.72
1.10
2.67
6,23
0.36
2.97
â– 6!99
0.40
0.42
0.53
1.50
0.48
33.12
4.66
2.42a
0.97
37.30
â– 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
3flOO
ZjOOO
UOOO
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> .
â– r Car-Mile
(Cental
46. S
55
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
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
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
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 â– 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
':â– 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
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
â– 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 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
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
lUi
Simmon
10
10.6
6
7 3
4.0
28.9
1.0
5.6
2.0
37.5
(C)
Jackson
0.0
9
5 5
10
3 8
28 3
8
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
Depreciation 2.4
Interest 4 9
Total ooat of ser\'ici •21.62
Average
F
2
2.0
2 5
6 5
3.5
16.5
2
2 4
4 9
•25.8
<»
16
17
1.9
8 4
2.4
16
2
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
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
5 62
9 92
4 06
General and miscellaneous
3
27 5
8
1 9
Total operatinK
Taxes..
Depreciation. .
25.14
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 si 
