The Wanganui Herald. [PUBLISHED DAILY.] WEDNESDAY, MARCH 22, 1911. TRACKLESS TROLLEYS.

Wanganui Herald, Volume XXXXVI, Issue 13332, 22 March 1911, Page 4

The Wanganui Herald. [PUBLISHED DAILY.] WEDNESDAY, MARCH 22, 1911. TRACKLESS TROLLEYS.

Thehe is great rivalry in tramway trac'ioh in Europe and America, and new systems are, continually being launched on the market. Edison’s storage battery gives great promise of revolutionising traction methods, but the cars are apparently still in a progressive experimental stage, though strongly advocated by some who have inspected them. The latest New Zealander to return from his quest abroad for information with regard to tram systems is Mr Thomas Fleming, of Invercargill, who revoted nearly the whole of his, spare time in making himself thoroughly conversant with the tramway systems in vogue in many of the big cities. Mr Fleming was : offered exceptional facilities ior obtaining information, regarding tramways, and at Glasgow, Bradford, Leeds, and Ncwcastle-cn-Tyne he was received with great courtesy, and any information asked for was given without hesitation. Mr Fleming expresses himself as being firmly convinced that the railless system of tramways is preferable to any other that he has heard of. In support of this he mentions that three English experts had visited the Continent to enquire into the various systems in vogue there, and on their return they declared emphatically for the railless system. As a result cities like Bradford and; Leeds Which were extending their tramways are now installing the railless system where these extensions are being made' in preference to the one which Invercargill has decided to adopt. The trackless trolley or trolley omnibus system has already been in existence for some time in Germany, Ttaly, Sweden, and elsewhere. The vehicles resemble the petrol-driven omnibus in ; general shape and capacity, but are driven ihy electric motors which take their power i from overhead conductors, similar to the 'electric system in Wanganui. The absence of rails, however, necessitates the use of a 'second overhead conductor for the return 'circuit. The trolley or trolley-head is of the ordinary type, running at the head of a rigid loom, and maintained in contact with the overhead conductors by raising

springs in the trolley base, a special trolley base having been patented with additional springs to permit the vehicle to indulge in quick and extensive turnings to the right or left without slowing down. By using certain standard tramway fittings, the vehicle is enabled to cross the junctions where actual tramways arc working. In an article on ’bus, tram, and trackless trolley—a comparison of their spheres of utility and comparative advantages with actual advantages—“ Motor Traction” (a journal dealing with motor vehicles for business purposes) says: “Undoubtedly, for very light traffic, the trackless trolley system appears to offer advantages over the tramway. Its first cost is comparatively low, and so is also the depreciation of the plant, while not actually in operation. Then, again, it is more flexible and consequently less objectionable to other forms of traffic.” Recent issues of “The Car” (an illustrated journal of travel) also contain references to trolley omnibuses, which it describes as “that of the electric railed tram without rails or flanged wheels, the current for power being supplied direct from overhead wires.” “The Car” suggests that for the conveyance of the population in scattered parts, where it is desirable to to reduce capital cost necessitated by the laying down of rails, the method would seem to bo well worth a trial. It also expresses the opinion that it will “see the day when the tramway authorities in most cases will tear up all their rails, and adopt either the trolley system or some form of internal combustion engine, which will not only be cheaper than the present method of funning on rails, but save the upkeep of the metalled way.” It is not contended that the cost of working can be brought below that of trams, for the trolley omnibuses’ tyres will eat up what is saved in other directions, but the initial cost is much cheaper —a saving in capital cost of two-thirds to three-fourths. It would be a poor compliment to the enterprise of the patentees of the trackless trolley to suppose that they could not .induce some local bodies to instal their system, but we question whether it will be a strong rival to the ordinary electric car on rails.