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For International Express Service
Page 99
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EX P R ESS services by road • between the capital cities and important Continental centres have developed apace. since 1946. From Paris there are now regular, frequent services to Amsterdam, Nice, Rome, Barcelona, Stockholm and Casablanca.
The largest public service vehicle operator in France, the Societe Generale des Transports Departmentaux, has recently concluded an agreement with A/13 Linjebuss whereby a subsidiary of S.G.T.D. operates jointly with Linjebuss on the. ParisHelsingborg route. It also operates the Paris-Barcelona route independently. This subsidiary, known as Transcar, at the moment runs twice a week between Paris and Helsingborg: Although a policy of purchasing only chassisless designs for normal stage and touring work has been adopted, by S.G.T.D. for a number of years, the Transcar coaches are based on Somua forward-engined chassis with all-metal bodywork by Currus, Paris. This deviation from the standard policy is explained by a decision of the directors of Transcar to provide a super-luxury vehicle for these exceptionally long routes and, further, by the difficulty of adapting .a chassisless or integrally constructed vehicle for coach work. The Paris-Barcelona service covers a 950mile route. Therefore, a large luggage capacity Was requited, far in excess of what was possible with the normal chassisless design.
The Transcar coach bristles with unconventional details. There are, for example, four independent braking systems. Compressed-air operation is used for the foot brake, hydraulic actuation for the hand brake, which operates independently on the• rear wheels only, a manual transmission brake and a Telma electro-magnetic retarder. According to the drivers, th9 presence of these alternative braking systems in mountainous territory is extremely re-assuring. Moreover, the Telma braking system, if properly used. saves tyre and brake-facing wear, and can be used for long periods without' overheating tyres, brake shoes, facings or drums.
The unladen weight of the coaches, which are 35 ft. long and 8 ft. wide, is 9 tons 7 cwt. To maintain the high speeds required in service—the normal cruising pace is approximately 50 m.p.h. —the Somua six-eylindered oil engine is used, in a version • governed at 2,000 r.p.m. Its maximum power output at this engine speed is 150 b.h.p.
A five-speed gearbox, with an overdrive fifth speed, transmits the power to the back axle: The propeller shaft is also employed to drive two powerful fans which form part of the comprehensive heating and ventilation installa tion. Air drawn in by the turbine fans is passed through a heat exchanger fed from the exhaust system and thence into the interior of the coach through duets and grilles under the seats. A bypass enables the output of the fans to be directed into the interior without passing through the heaters.
'I he engine is in the conventional forward position, between the drivers' seats. The bulkhead, abovethe waist rail, is entirely glazed, and incorporates
6 ft.-high. door in the centre. On • each side of the door, below the waist „rail, there are two large cupboards.
To provide adequate space for luggage, the main floor of the body is raised, and stepped up towards the rear. This greatly improtes the visibility enjoyed by the passengers and makes possible a total underfloor lug
gage capacity of 177 cubic ft. On the other hand, by maintaining a level roof line throughout, the headroom at the rear pf the body is only 5 ft. 9 ins.
Staggered seats for 30 passengers are provided. These are adjustable and carry the usual ashtrays, magazine . pockets, and coat hooks as well as a glass holder. Between each pair of seats there is a stewardess call 'button, and above the windows there are warning lights which indicate that a passenger has called for attention, reading lights and individual switches.
The entire rear of the body is given over to a wardrobe—on the right of the gangway—and a toilet on the left, Behind the toilet, which includes a washbasin, there is a refrigerator, a glass cupboard and the stewardess's desk. There is also a telephone for communication between the drivers and the stewardess.
Although the normal entrance door is situated at the front of the vehicle behind the front Wheels, there is another large hinged door occupying the full height of the rear panelling. When this is opened, a flight of steps is pulled out for the ease of access. This may be used as an emergency exit.
The bodywork is comprised of a square-section tubular-steel framework assembled entirely by welding, and aluminium panelling. The large side windows are arranged to slide horizontally, instead of vertically as is normal in this country. This is claimed to reduce draughts when the windows are open. Operation of the windows is con trolled by winding handles. Small, glass lift-up vents are fitted in the roof. which isfixed. Both the roof and the sides of the body are panelled internally with Formica, although the cant panels are lined with cloth, Light luggage racks run most of the length of the passenger compartment.
Borrowing the observation coach layout from Britain to provide ,better visibility and greater luggage space, the Transcar coach nevertheless reveaI3 many original ideas.