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Bus (in general) - 2



Buses after 1900
Max. passengers6 - 16
Payload600 - 1.600 kg
Net weight1.100 - 2.500 kg
Fuel consumption20 - 30 liter/100km
Purchase price7.000 - 10.500 Mark
ExtrasHeated driver's seat,
pneumatic tyres

The superstructure was so stable, that in 1907 in Berlin the first 'Upper-Deck-Bus' could take on 16 passengers upstairs, a little less than the weather-protected lower deck. Daimler was the first, then Benz and Büssing, they are counted as the pioneers of bus-building, from 1900 onwards they had 10 further German rivals. Foreign competition, e.g., Daimler in England, speeded up the development. Daimler moved the manufacturing of the buses after the fusion, to the Berlin-Engine-Factory in Marienfelde.

The postal service proved to be a great supporter of the bus.

Not only was the exporting of buses progressing, but also the granting of licences. Indeed, just as the motor car section in France, after the turn of the century, many other countries were progressing in the bus section, much faster than Germany. This was due to the high official standards required and probably also because of the primary position that the railways held, they and, in particular the truck section, were made to feel this over and over again.

In addition there was the lack of roads, particularly for long distance travel. The same as in the USA, it would take years before an acceptable road network was built up. England and France counted as the forerunners in road-building, whereby the latter, profited from the Napoleonic system of roads anyhow.

The engines were developing. Due to the fact that basically, one could only cast two cylinders, e.g., of 700 cm³ at one time, a four-cylinder engine would be made up of two composite two-cylinder, in-line engines. These would produce, shortly after the turn of the century, about 15 kW (20 hp). The low yield was caused by the relatively low nominal RPMs of 1200/min, Once this was increased, the performance would almost be doubled.

As far as trucks were concerned, the payload was the problem. The solid rubber tyres were crumbling away through the heat ccaused at high load, pneumatic tyres hadn't come that far yet. They were introduced into buses and trucks much later than they were in the motor car sector, indeed, in this time they proved to be one of the main problems and also a cost factor. Thereby, pneumatic tyres were more important for buses than for trucks.

There had already been trials, however, only after 1910, did the tentative use of vehicles with a somewhat greater range begin. This meant new rim-constructions, even if they were only removable after 1905, they had to be, if possible, two-part constructions. The chain-drive was slowly but surely being replaced by the somewhat later, closed in gear-wheel- or worm-drive.

One also said goodbye to the wooden rims. From now on the cast spoke wheel would be dominant. Apart from passengers, the buses also transported goods, e.g., for the postal service. Therefore, folding seats were used to increase the versatility of the interior. Even the relatively quick change-over of the superstructures between buses and trucks was possible. On the other hand, as far as the luxurious fitting-out was concerned, the sky was almost the limit. 02/13

Already 50 and more passengers since 1905 ...








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