A TWO-IN-ONE BUS BODY..
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A British Vehicle for Use in Toronto, Canada, which can be Used either as a Single-decker in Winter, or as a Double-decker in Summer.
I T IS singular, in view of the large number of saloon and double-deck buses in use in this country, that no effort should have been made in the past to combine the advantages of the two types in one design of vehicle, which could, according to the season and to the demand, be adapted to suit varying requirements.
There must be numerous occasions when motorbus-operating concerns—we are speaking chiefly of those catering for the needs of provincial areas—would find it convenient and more profitable to run one or other of these types. The doubledecker would be found to he the more remunerative type of vehicle to run during the summer months, particularly in rural areas where populated centres are separated by some miles, the singledecker being more suitable and comfortable for use on the same routes during the winter months.
We are aware that in many country districts the presence of overhanging trees is against the extended use of the 'double-deck bus., but this is an obstacle which in most cases can be readily overcome. Then, again, it, would be a considerable asset to be able very quickly to cowed a single-deck into a doubledeck vehicle to meet the public demand for epeeist. occasions, such as market days, football matches and the like. At present, the only way in which it is possible to meet varying demands of this description is by the use of both types
of vehicles, one of which must of items. sky be unremuneratively operated dur
ing one period of the year, or by the use
'of ari. extra number of buses, some of which must 14ernain almost inactive for
part of their lives. A convertible bus body thus dispenses with the need for the use of two vehicles where one is sufficient at any time to meet the public demand.
Perhaps the freakish climatic conditions of this country are against the develop ment of the single-deck-cum-double-deck vehicle; but, in certain countries, where the climate is more equable and definite periods of cold and warm weather are experienced, it should possess great potentialities. This can certainly be said of Canada, and it, is interesting to ob serve that the enterprising authorities of the city of Toronto are putting into .ser vice several vehicles—all British-built throughout—which can be used either as single-deck or double-deck buses. It is only to be expected, in view of the wealth of experience which the Asso ciated Equipment Co., Ltd., possess in thematter of motorbus construction, that they have been engaged to build a vehicle of this type to the designs of the Toronto Transportation Commission. We are able to publish herewith particulars and illustrations of the first,
vehicle of this typo to be delivered. It
will be seen that the vehicle is of the pay-as-you-enter type, the double doors which provide access to the interior being situated at the front right-hand side and controlled by the driver, who can operate them by means of a lever at the side. The stairway leading to the upper deck is immediately behind the driver's seat, which is on the left-hand side. When in use as a single-decker, the vehicle provides accommodation for 29 passengers, but as a double-decker the stairway robs the interior of two of the seats and thus provides accommodation for 27 inside as well as 27 outside.
The seating is of the conventional transverse type, the seats inside the bus being upho'lstered in Utrecht, velvet., whilst those on the outside are the
ordinary slatted -garden type. , The driver is suitably screened off from the passengers by a high partition, and this is very desirable in the case of passenger vehicles, as we .point out in our article on "Isolating the Motor Coach Driver," published elsewhere in this
issue. An emergency door is fitted at the rear to comply with the local regulations, on.c1 this 15 very necessary in the case of a one-man-controlled-type of bus.
As the method by which the vehicle is converted from a double-decker to a single-decker is particularly interesting, we propose to deal with it at, some little length. In the first place, it is necessary to remove the partition and brass standard at the bottom of the staircase, and subsequently to remove the left-hand and right-hand brass rails. The next operation is to remove the metal cover at, the top of the staircase, and then the staircase hatchway. which can be ac,eom,plished by removing the centre front slat mat and by releasing six 4 in. studs in the roof, one rail bolt at the apex of the T-piece of the left-hand-side guard rail, as well as four bolts in the flaps of the third roof stanchion from the front, and to pull the guard rail off the T-plug. This will permit the whole hatchway to come away with guard rail and panels complete. Next remoea the side advertisement frame, guard board, guard rail and roof chairs combined, on both left and right sides. The front and rear 'fixture boards next receive attention, the latter being removed complete with the long back seat which extends right across the rear of the body. When the roof is clear, long sideboards can be readily attached.
To remove the staircase, it is necessary to extract three in. studs which fix the outside stringer into the cant rail, two studs through the first hoop sticks into the top stair riser, and three studs through the bottom fixing batten behind the bottom riser. The slat and wearing plate combined can subsequently be taken away after three wood screws which go through the wearing plate into the roof are removed.
=The glass and the waist rail moulding must be dismantled and replaced withspare pieces, as well as the pillar and wire cover moulding at the cant rail, after which the staircase can be lifted out through the hatchway. When the staircase is removed an extra seat for two people can be fitted. A water-tight cover is, of course, fixed in the staircase opening leading to the top of the vehicle when it is converted to single-deck use.
In most other respects the body is similar in construction to the S-type London omnibus body. The bottom panel and pillars of the body are finished m lemon chrome, the middle panel and the top deck being in lake, the body being lined out in gold, the words "Toronto Transportation Commission " being in gold outlined in black.
Although it may appear to be a long and tedious process to convert the vehicle from a double-decker to a singledecker, or vice versa, we are given to understand that the whole operation can be carried out in under one hour. All the side windows of the body are of the silent drop, non-rattling type, and they can be adjusted and fixed in any Position.
Sofar as the lighting equipment is concerned, it is of the standard L.G.O.C. double-deck pattern with two generators, the interior fittings being of an ornamental pattern. Two illuminated indicators are fitted—one at the front and the other at the rear, although we do not quits appreciate the need for the fitting of an indicator in the latter position.
It should be mentioned that when the bus is converted from a double-decker to a single-decker, in the holes from which the studs are extracted are inserted shorter studs.
The emergency door at the rear cannot be opened without removing the entire seat which covers it, and this is a very safe precaution. The bus presents a very pleLming appearance, whiah is aided by the rounded-off front and back.
The body is . of a registered design; which is covered by British patents in many countries.
So far as the chassis is concerned, with the exception of the gearbox and the back axle, it is identical with the Stype chassis in use on the London streets, which is specially designed as an economical and efficient vehicle for passenger transport work. The gearbox is of the four-speed-and-reverse spur-gear type, with wide gears and exceptionalry large shafts, the whole box being of robust proportions. The rear axle is built up from a solid banjo forging, the worm casing which carriesthe worm and worm wheel being quickly detach able.
The wheelbase of the vehicle is 15 ft. 11. ins, and the wheel track 5 ft. 10 ins.