Modern Conception of the Open-top Double-decker
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I N these days, when the public . has almost forgotten that there ever was such a vehicle as an open top-deck bus, it is of some interest to review such a type as built to modern standards in respect of construction and passenger comfort.
At the Addlestone works of Metropoli tan-Cammell-Weymann Motor Bodies, Ltd., we were given the opportunity of inspecting one of six 48-seater Open-top machines being built to the order of Maidstone and District Motor Services, Ltd., for operation, during the summer season, at Hastings.
The chief point of interest in connection with these bodies, which are of all-metal construction, lies in the use of seat backs which may be tipped forwards so as to afford protection to the seat cushion and back squab.
The final design was adopted only after considerable experiments and tests by the Maidstone company, in conjunction with the bodybuilder. Built up on the usual type of Deans steel frame, the seat incorporates an open socket on each side of the back
frame, to provide a pivotal point for the squab. The all-essential fitting is a spring-loaded cylinder, constructed and mounted so as to give a considerable mechanical advantage whether the squab be up or down. The effect of this is to hold the squab firmly to the seat, on the one hand, and to the seat frame, on the other.
Neat and Compact Fitting.
A point of interest lies in the compact nature of each complete fitting, the design and mounting of which are such that there is no possibility of it inadvertently causing injury to pas
sengers. The squabs, too, can be instantly removed, a feature of importance, so far as maintenance is concerned.
In order to provide the utmost stability to the upper structure, the patented tubular metal pillars are in a single length. Particular attention has been paid to waterproofing the floorboards and the leather upholstery has been specially treated to this end. Scratchproof fabric, also specially
treated, supplied by Rexine, Ltd.. is used for lining the side panels and, to provide further resistance to the weather, the covering is sealed and secured on the top edge with an overlay of oilskin and a half-round metal section moulding screwed in position.
On the bottom edge, it is sealed by being folded back and, finally, secured with a metal angle above the seat rail, at a point where the lining material finishes. Below the Seat rail comes a solid-section fluted-aluminium kicking panel, running right around, and at the bottom edge, at the corner of the floor and the body side, this kicking panel is turned out over the weathering fillet.
The whole of the front bulkhead is also covered with fluted sheet aluminium, and the inside lids, to both destination boxes, are hinged at the top with waterproof piano hinges.
A hand rail, covered in brown Doverite, encircles the upper deck panelling, being secured in position with Birrnabright brackets.
Two bulkhead-type lamps are employed, one at the front and one at the rear, with additional illumination on the staircase provided by means of lenses fitted into the rear lid of the rear destination box.
The seats in the lower saloon are covered in a brown shade of Holdsworth's moquette, the seats and squabs on the upper deck being covered in Connolly's leather. Dunloptilo cushions are used throughout.
A small point, but one which shows the degree of thought put into the design, is that a roll is incorporated in the front edge of the top-deck seats in order to close in the gap between the seat and the squab—when down—so as to prevent water driving in.
The number of bodies at present going through the works for the Maidstone and District Motor Services, Ltd., and its subsidiary company, the Chatham and District Traction Co., totals 67, made up as follows:-21 48seater normal double-deckers and six 48-seater open top-deckers on Leyland Titan TD.5 chassis for the Maidstone concern and 40 54-seater normal double-deckers, 37 of which are on Bristol K56 chassis and three on Leyland Titan TD.5 chassis.