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WHAT THE NEXT DECADE MAY WITNESS in Itodywork • evelopment
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A I.THOUGH steam road coaches Cl. were, for a brief period, 100 years ago, running in this country, and despite the fact that last year the centenary of the London bus was celebrated, some 30 years after the introduction of the motorbus, nearly all the real development in the design of the passenger road vehicle has taken place during the past 10 years.
The bus of 1920 was a gaunt and somewhat angular machine with fixed windows. Its basis was a solidtyred modified lorry chassis. It differed but little from the earliest types that were made 20 years before, except that the seats of the single-decker were arranged crosswise, in the same manner as were the upper seats of the double-decker, A Decade of Progress.
Since 1920 the evolution of the motor coach and bus has been remarkable, excelling that of any other branch of the vehicle industry, road or rail, during the same period. To-day, the long-distance coach represents in its comfort and refinements the same degree of luxury as does a private car, whilst the service bus has been improved to such an extent that, in this class of traffic, it has become the leading factor.
With so much accomplished in 10 years, some people may doubt that progress during the next decade will be so rapid, but, on the other hand, there is no reason to suppose that finalitg has been reached. This cannot be, because there are so many alert minds, both on the engineering and bodybuilding side, seeking ever to increase the efficiency of the British passenger vehicle and to maintain the industry in its present leading position.
If one would attempt to foretell the developments in bodywork design of the next few years, one must try to discover those features which give most promise of further improvement and those factors which are, in the near future, most likely to have a controlling influence.
Pointers About the Load-line.
One of the chief differences between the modern motorbus and coach and that of but five or six years ago is that the former has a lower load-line. This feature has received general approval, because it means increased safety. It also gives scope for reducing overall height ; therefore less wind resistance is offered and a greater average speed, with economy of running, is possible.
From the Esthetic standpoint, lower height makes possible a closer harmony between body and chassis, the whole vehicle having a distinctive style of its own. The body is no longer a mere adaptation of that of a horse-drawn vehicle.
It has been stated on more than one occasion that the lowering of the chassis has now reached its practicable limit. This, however, is true only so long as a conventional means for transmission is adopted, with the engine in front and the driving wheels at the rear.
The height from the ground of the modern passenger chassis is about 2 ft., although some are a few inches lower. This height of chassis has brought into being the singledecker having only one intermediate step between the ground and floor, or, with a double-decker, a rear platform low enough to require no additional exterior step, unless the lower saloon floor be level with the platform.
Using a Front-drive Chassis.
One may then speculate as to whether it be possible to design a bus or coach so that this rear-platform height could be maintained throughout, in order that the vehicle could be boarded without the necessity of negotiating steps.
It is considered that such a design could be achieved by employing a front-drive chassis. Then the body could be mounted on a chassis which, except for brake gear, would, so far as the propulsion of the vehicle was concerned, be independent of any mechanical considerations.
It is suggested that the sides of the chassis be cranked down sufficiently behind the engine so that the lower edge of the side-members give the same ground clearance as now obtains between the underside of the differential casing and the ground. This clearance is about 8 ins., but if the floor is to be accessible from the ground, it should not be more than 1 ft. 3 ins, overall from that point.
It would appear, therefore, that the floor must be laid directly on the chassis, with rubber or other suitable insulating material between, leaving, say, 6 ins, for the depth of the side-members of the chassis. This depth is insufficient in itself and must be reinforced by some means which neither increases the height of the floor nor reduces the ground clearance.
The body and chassis should, therefore, be built as one. The body should have practically flat sides, so that, below the waist, the whole of the side may form one large girder. On the other hand, this form of construction may, if necessary, extend from floor to roof.
Considering the Framework.
For instance, a central-entrance single-decker could be built with a diagonal brace running from the base of the pillar behind the front bulkhead to the top of the forward pillar at the entrance. There could be a similar brace running from the other side of the top of the entrance to the base of the corresponding rear side, or corner, pillar.
The framework of the body, which would be of metal, would then, below and including these diagonal braces, have an appearance similar to that of a roof principal, such as is used in steel-frame-building construction. The flatness of the body could be relieved by means of shaped wood Cling pieces, to which the panels would he attached.
It would, however, be iinpossible, without a considerable reduction of the window area, to conceal the upper parts of the diagonal braces, hut being a structural necessity, there is no reason why they should not be revealed.
To obviate any excessive cranking of the rear dead axle, or the side-members of the chassis over the axle, it is suggested that the diameter of the rear wheels be smaller than usual, say, 2 ft. 4 ins. to 2 ft. 0 ins. This would also allow any longitudinal seats in the neighbourhood of the wheel-arches to he of normal height above the floor, which arrangement would be impossible with a normal diameter of wheel and a lower floor.
As the body, with its half or fullwidth cab, has been allowed to invade the usual engine position, it is possible that in the near future the body will completely cover the top of the chassis, the engine being redesigned and mounted below the floor. The top of the engine may not be absolutely flush with the top of the chassis, but it is unlikely that• it would project to any greater height than many cross-members do at the present time.
With the engine so mounted, this new variety of chassis might be utilized for increasing the observation facilities of a vehicle with a low load-line. The defect of many singledeckers is that the sportive features of the private car, with its high bonnet and waist-line, are not only copied, but are accentuated.
Consequently, the waist-rail is no longer at the real waist-level, but,
for the seated passenger, somewhere between the waist and the shoulder, and cannot be used conveniently as an arm-rest. A lower waist-rail would also mean a better side view, and, With a lower driver's seat and no bonnet obstruction, a much better outlook ahead.
With the panels extended below the chassis, a body with a low waistline would still have an attractive appearance, and new styles could be created, which would be free from the dominance of the radiator and bonnet.
Another interesting speculation is whether any new ideas will be forthcoming regarding the disposal of luggage. One Of the best arrange
ments which has already been tried is the building of large lockers beneath the floor of a specially raised rear portion of the coach, As these coaches have not met with the approval of the riding public, this design has been abandoned for the time being.
It is suggested that this type of coach might be revived and made popular by adopting a bolder yet simpler design. The whole of the seating could be raised so that all the passengers sit at a level similar to that of the former rear portion. This deck Would then be similar to
the upper saloon of a double-decker, but would be about 2 ft. lower, with the advantage of fewer stairs.
To enhance the attractiveness of the coach, a short staircase could be provided at each end. The staircase might be improved by making is quite straight, as well as several inches wider than usual.
These staircases would be short enough to leave a top landing of sufficient area for the disposal, at this point, of a single seat, which could be made to fold up and be used only in emergencies. There would be lockers under the seat-floor, extending for the full width of the body, except at the staircase and wheelarch position.