NIGHT ROAD TRAVEL BY SLEEPER-COACHES.
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Particulars of Two Extremely Interesting Developments in Road Passenger Service.
A N idea which promises to open L-1..up an entirely new era of longdistance passenger transport by road is shortly to be put into operation by a prominent north-country bus undertaking—Express Motors, Ltd., of Darlington—and it will take the form of a " sleeper " bus service, to be worked each night, between London, Darlington and Newcastle.
When the scheme was first mooted it was recognized that it had many outstanding advantages and but few difficulties, and immediate steps were taken to overcome the latter, which were merely of a minor character. It was realized, of course, that such a departure would necessitate the use of a type of body very differently constructed from any at present in use in order to provide the requisite sleeping arrangements for comfortable travel by night, and the outcome is that Guy Motors, Ltd., is now busily engaged in building the first three vehicles with which the service is to be launched.
The Chassis Chosen for the Service.
The standard Guy six-cylinder 32seater has been selected as the chassis, but the type of body, which is being built essentially as a sleep ing car, will provide accommoda-tion for only a dozen passengers.
The design to which each of the bodies is being built permits of the disposition of six bunks, placed in two tiers, on either side, this arrangement giving 12 bunks in all. This will account for 18 ft. of the vehicle's length, each bunk being 0. ft. long and 2 ft. wide. The back portion of the coach will house a WE have kept closely in touch for the past month or two with the moving spirit of the enterprise which will be responsible for the inauguration of a sleeping roadcar .service between London and Liverpool. This moving spirit is Mr. George E. Chirgwin, the son of the famous Chirgwin, the. popular vaudeville artist of the last generation. Mr. Chirgwirt's organization is entitled Albatross Roadways, Ltd., its London office being at 9-10, Pancras Lane, E.C.4.
Mr. Chirgwin chose for the vehicle which he was designing for the service an Associated Dainiler chassis with a six-cylindered Daimler engine. He chose this chassis expressly for its quiet running. He placed the order for the bodywork with Phoenix 'Coach Works, Ltd., of Farnham, Surrey, and the vehicle is now approaching completion and
c36 buffet, from which it will be possible to obtain light refreshments, and a lavatory will also be included in this portion of the vehicle. Incidentally, 12 seats in staggered formation will be provided in the centre of the body.
The majority of the luggage will be carried on the roof, this conforming with existing long-distance coach-travel practice and there will be room for a limited amount of baggage in a built-up compartment situated at the front of the vehicle, alongside the driver's cab. This compartment is chiefly intended for accommodating in comfort a relief driver.
The interior will be particularly well appointed, and a host of useful fittings will be included ; there will be a lamp and a neat receptacle to hold cups and other dishes alongside each bunk. The subjects of heating and ventilation are also being given special attention. .
Another point to which extra consideration has been given is that of the avoidance of the risk of stoppage through breakdown and, for this reason, two magnetos and two spare wheels will be carried, whilst the amount of petrol will be sufficient for the through journey and will, at the same time, allow an adequate margin for any, emergencies which may arise. Each machine will have a very careful and thorough inspection each day, before
should be ready to go into service in the second week in August. The company will test the public demand with this vehicle, and it 3s contemplated that the order for a second chassis will be placed with very little delay.
The company has decided to operate upon seven routes in this country, tile first being between London and Liverpool. The others which are contemplated all come within the category of economic operation of night services. It is obvious that the type of vehicle suitable for road travel in daytime is not equally suitable for night journeying and convertibility is not
it sets out on its overnight run of 280 miles. As we have already, intimated, two drivers will be carried on the coach to work in relay on each trip.
Possibilities of the Traffic.
The all-night coach service should open up big business possibilities, which road transport interests have up to the present really ignored. The person going on holiday, or anxious to make a short journey to London, is now obliged either to spend a good many hours of his day over the journey, or, if he travels by night, he has to undergo very real inconvenience when making the journey by the ordinary third-class railway facilities. The new road service will provide restful travel, by means of which the passenger can make the journey during the normal sleeping hours and arrive at his destination thoroughly refreshed and ready for the business or the pleasure of the day. This service will be provided at a fare which, it is understood. will be lower than that charged at present for ordinary third-class railway travel between Newcastle and London.
It is hoped to be able to inaugurate the service in the course of the next week or so, this depending upon the date of the delivery of the machines. At the start, when only one vehicle is used in each direction nightly, it will not be possible to allow passengers fully to disrobe, but it is hoped that this disadvantage will soon be overcome as and when traffic increases and it becomes possible to run separate vehicles for men and women.
looked upon as being practical or even desirable. Consequently, the journey must be of such a length as will be covered by the normal sleeping period of approximately eight hours, which means that a 200-mile journey, is practical and economical, and that is one of the reasons why the journey between London and Liverpool becomes an ideal service for testing purposes.
The intention is to have two cars on the route and a nightly service (with the exception of Saturday night) but, while only one vehicle is available, the service in any one direction will be carried out on alternate nights, the departures from London to Liverpool being on Sundays, Tuesdays and Thursdays and the departures from Liverpool to London being on Mondays, Wednesdays and Fridays. The starting point in London is the Royal Hotel, Woburn Place, and the terminal point at Liverpool will be at one of the hotels in, or close to, St. George's Square, the reason being that commercial travellers are expected to make considerable use of the service and, therefore, a good commercial hotel makes the best starting point. The start from London will be at 11.5 p.m. and from Liverpool at about the same time, the arils's.] at the destination being between 8 and 8.30 in the morning.
There is, of course, no advantage to be expected from a material acceleration a the speed of the vehicle or a shortening of the journey. An average speed of 22 miles per hour will mean the maintenance of about 27 or 28 miles per hour on the open road. This speed means comfortable travel with transmission sounds at low pitch. Faster speed would only bring the vehicle to its destination at an unnecessarily early hour.
Connecting Links Foreshadowed.
On the outward journey there will be a stop at Warrington for a few moments for the convenience of any passenger who may desire to go there or to branch off to any point, such as Manchester. Later on, no doubt, it will be possible to arrange for direct connections for Manchester if sufficient traffic offers.
• As the week-end will be left free, all inspection work on the vehicle, small overhauls and repairs will take place then, running adjustments, of course, being made as and when required. The fare will be 25s., which is about the same as the third-class, single rail fare, but for this sum the passenger will receive first-class service, with sleeping accommodation. On the railway a sleeper would cost first-class fare plus a sovereign.
The vehicle is divided into three cabins, each having four bunks, two on each side, so that there will be a central gangway from front to rear with a rear entrance and with good doors dividing one cabin from the next. In front of the forward cabin there will be a lobby with, on one side, a lavatory and on the other a pantry and steward's room. The pantry will be equipped with facilities for providing tea, coffee, Bovril and like refreshments, and a point to the good is that the morning cup of tea with biscuits will be included in the fare. The lavatory is fitted with a yacht-type basin, an Elsan chemical closet and a clean towel supply apparatus. In the space occupied by the canopy there is a storage for bedding and linen, for this, of course, is changed for every passenger.
The bunks are properly curtained off so that the passenger is screened from the other three in his cabin, and to each bunk there is an electric light and switch and a sliding window controllable by the passenger. Airvac extractors are fitted at different parts of the vehicle. During the winter the incoming air will pass through a heating apparatus. Over the central gangway are skylights. Lockers are provided outside to take one suitcase per passenger, whilst under the lower bunk in each cabin there is room for two further cases, so that each passenger will be enabled to have two suitcases on the vehicle.
Quieter than Railway Travelling.
Quietness in running has been aimed at in every possible way, the vehicle being insulated from transmission noises and probably all that will be heard will be the slight drone from the engine and transmission. This noise will be considerably less than the noise which is inseparable from railway travelling, including the rattling of milk churns and other traffic at the stations at which the train is booked to stop.
The steward will be in attendance all night, will clean shoes and brush clothes, and it is arranged that he shall take over the wheel in order to relieve the driver as may be decided between them, but as the journey is covered in nine hours at a moderate speed during a period when traffic on the road is at Its minimum, the driving strain will hardly be felt.