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Some St4 !,estions for

14th April 1931, Page 54
14th April 1931
Page 54
Page 55
Page 56
Page 54, 14th April 1931 — Some St4 !,estions for
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LUGGAGE DISPOSAL

LUGGAGE which is carried inside the coach, or below the floor, has the advantage that less labour is entailed in loading and unloading it than when it is placed on the roof. The head, however, is used for this purpose, because it does not curtail the seating capacity, nor does it require any modification of the general design of the body beyond the necessary reinforcement of the roof structure. Moreover, it is the obvious place for extra storage if the coach be already furnished with luggage lockers or compartments.

It is considered, therefore, that if the whole or part of the roof be set apart for the carriage of luggage, facilities should be provided in order to reduce to a minimum the labour of loading and unloading. Furthermore, if this be done, it will usually be found that the work is also made safer.

When the roof luggage enclosure is at the rear, steps or a ladder are usually attached to the framework of the off-side back panelling. Some operators prefer steps because they are regarded as being neater, especially if they be designed to fold flush when not in use.

The ladder gives a better foot and hand-hold and it is more suitable for the driver or conductor to mount and dismount when he has a load and only one hand is free. It may be argued that the roof load is often dealt with by an assistant standing on the roof, who receives the bag handed up to him from the ground level and reverses the operation when, at the end of the journey, the passenger claims his or her luggage. If two men be so engaged the porterage is done quickly, but, on the other hand, if there be safe and easy access to the roof, the work may, without undue delay, be performed by one man. Extra help is not always forthcoming, especially at intermediate points, which is a good reasoi ! for making access to the roof as easy as possible.

When the coach has a -forward-control cab and the luggage is carried on the front part of the roof, the canopy beyond the bulkhead should be extended only over the cab, in order that the near side may be left free for the disposal of a ladder.

As the cab is only half the width of the coach there is space for a well-sloped ladder, which, of course, will be safer than a vertical one. Furthermore, the ladder may be of ample width. The room for extending such a ladder so that the bottom rung is close to the ground will depend on the amount of clearance available between the front wing and bulkhead.

The bulkhead may be utilized for the mounting of a convenient handrail running parallel with the slope of the ladder and continued about 12 ins, above the roof, so that there is a safe hand-hold at the top of the ladder.

A similar design of ladder and handrail may be placed at the back of the coach. The body is recessed after the style of a single-deck bus which has its entrance right at the rear and in this recess the ladder is mounted. The bottom of the ladder may rest on the bottom rail of the side framework of the body, or the. lower half may be hinged so as to fold upwards when not in use.

If an objection be raised to using the whole of this recess for the accommodation of the ladder, a locker with a sloping side may be built into the body below the waist. Alternatively,, this sloping side may be continued up to the roof level, with access to it permitted either from inside or outside the vehicle.

When the roof is fitted with a rail and wearing slats the number of fastenings used should be reduced to a minimum, because each is a means whereby water may eventually find its way through into the interior.

It is suggested, therefore, that the luggage enclosure should be built as a unit, which could have its own metal or wood framework, for the attachment of the rails and slats. A luggage enclosure extending over one-third of the roof will probably require half a gross of screws to fix the slats and a dozen bolts or screws to fix the uprights of the rails. But if all these fastenings he embodied in a unit the unit itself may be secured to the roof at four or, at the most, eight points.

Demand for Observation Coaches Increasing.

An inquiry recently made at a large coachbuilding factory confirmed the fact that in the near future a further demand for observation coaches may be expected. This type of coach, with its elevated rear pOrtion, is an ideal design for carrying luggage within the vehicle.

A pair of doors should be hung immediately behind the wheel-arch and, in order to make the opening a large one, the forward door should be cut partly over the wheel-arch, whilst the other door extends as far to the rear as the rounded corner will conveniently allow. At the same time, due attention should be paid to the proper support of the floor of the rear saloon.

Therefore, it is proposed that the doors should be separated by means of a fixed pillar, which may form one end of a solid or skeleton partition stretching for the full width of the coach. On the other side there is a similar pair of doors, which not only facilitates access, but also helps to increase the natural lighting of the under-floor locker. A suitably guarded lamp is provided to illuminate the locker at night. If a luggage compartment be made at the rear Of the ordinary type of coach, access to it may be afforded either from inside or outside. The latter arrangement has the advantage that the passengers are not disturbed, nor are the gangways or usual entrances or exits obstructed during loading or unloading operations.

A further improvement, when access is at the back, would -be to enclose the rear opening by means of a roller shutter instead of one or a pair of doors. When open the shutter does not extend beyond the normal overall length of the vehicle, which is a consideration when space is limited at busy terminals. Moreover, if improperly fastened, a back door may accidentally fly open during a journey, but a shutter, even should it be unlocked, prevents any article from falling out.

Special Vans for Luggage Carrying.

A large rear luggage compartment should be equipped With shelves in order that the load may 6e arranged so that any package may be reached without moving the others.

A company operating a large fleet of coaches may find it advantageous to have a special van for dealing with excess loads of luggage. A van suitable for this purpose is of the box type with an'enclosed cab. The loading portion is equipped with shelves and partitions, preferably of the slatted pattern. The van is of the side-loading variety, and here again roller shutters are used in order to save space.

The luggage rail extends for the full length of -the roof whilst for mounting to the roof there is a ladder secured at the front to the loading portion in a recess, which would be formed between the overall width of the Cab mid' that of the remainder of the van. The interior shelving and so on could, be made detachable in order that the van could, when desired, be used for

other purposes. *

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