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Bus (in general) - 5

Actually, as far as the automobile sector is concerned, the 1920s should not have been called the golden years, it was more the 1930s. Through the assumption of power by the Nazis, a certain amount of megalomania was taking place. Due to the already started, and now being really pushed, motorway-building, long distance bus travelling became interesting. The buses became considerably larger and and were capable to more than double their previous top-speeds. Due to the increasing streamlining, theoretically speeds of up to 100 nm/h were possible.

The Diesel engine asserted itself and grew to 12 cylinders with 16 liters of cubic capacity producing 110 kW (150 hp) of performance. Despite having rigid axles front and rear, the suspension improved, comfort was now being asked for. The interior was very bright with plenty of windpws, e.g., having windows also in the roofing edges, the bus could be driven with the roof open or it already had the first ventilation which was integrated into the roof.

The state offered any number of reasonable holidays for 20.000 people and more, e.g., in seaside resorts like Prora ( on the island of Rügen). This was ideal for buses like the horse and trailer-bus made by Kässbohrer for the Dessau streetcars, which could accommodate 170 people. One experimented with especially comfortable interiors including club- and sleeper-chairs and also on-board toilert facilities, even though they still reminded one of what those at home were like.

All-steel from about 1930 onwards …

The all-steel constructions asserted themselves as well. Wood was not longer able to fulfil the demands made as far flexibility was concerned. What still took quite some time before it was realised, was the self-supporting structure. This was typical for the period after the Second World War. Indeed, aluminium was already being used as the material for he superstructure. The COEs (Cab Over Engine), first introduced by Benz, already in 1924, could also not really assert themselves.

In 1935, the superstructure manfacturers, the Aufwärter Company, better known under the trade name of Neoplan, come onto the scene, they are said to have been responsible for the self-supporting buses, which would later be taken over for the entire company. At this point, the Magirus Company should also be mentioned, they built buses from 1919 onwards, were however, taken over by the Humboldt-Deutz-Engine-Works in 1935 and would, from then onwards be inseparably connected with air-cooled Diesel engines, even though their own product-line was something altogether different.

At this point, we'll spare ourselves the horrors of the Second World War with it's one-sided industrial direction, and which allowed hardly any room for technological innovation outside of the war industry. The standards went downhill. It might be a good time to explain the technology behind wood-gasification, which was also used, even in civil vehicles. 04/13

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