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BODYWORK TENDENCIES

18th November 1932
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Page 64, 18th November 1932 — BODYWORK TENDENCIES
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Revealed by th Scottish Show

A Critical Commentary on Some of the Outstanding Features of Passenger and Goods Bodies. Stand Numbers in Parentheses All-metal Construction. Im proving the Driver's Comfort.

Interior Equipment. Goods body Features. Shapely Vans

WITH Scotland experiencing a wave of feeling that is, perhaps, best typified by the slogan "Buy Scottish," it is not surprising to find in the commercial section of the Exhibition, which comes to a close tomorrow at the Kelvin Hall, Glasgow, a representative display of the bodywork products of some of the leading Scottish makers ranged alongside the bodies built by well-known concerns in England.

The past two years have witnessed a considerable advance in Scottish bodywork, the design, constiouction, workmanship and general finish of which now vie with the work of manufacturers south of the border. Particularly is this the case on the goods side, and the appreciation of symmetry, balance and c.olour blendings is materially better than hitherto.

The Exhibition does not reveal anything strikingly unorthodox in appearance either on the goods or passenger side, although many persons are being attracted by the Dennis observation coach on the stand of Rossleigh, Ltd. (73). This kind of bodywork made its appearance several years ago, and, although the new design embodies certain detail improvements, it is fundamentally unchanged in the object it sets out to achieve.

Bodywork has reached such a high standard that one looks more for detail changes and refinements than for revolutionary alterations in design, although one foresees distinct possibilities in the method exemplified by the model lightweight body for goods carriers exhibited by Armstrong Saurer Commercial Vehicles, Ltd. (79), by arrangement with Armstrong Whitworth (Engineers), Ltd. In this method welded light-steel pressings are used. Further details of this system are given in a separate article in this issue.

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On the passenger side, too, certain makers are giving attention to metal construction, and, apart from the Metropolitan-Cammell-Weymann principle, a newcomer to this field is H. V. Burlingham, Ltd., of Blackpool, its patent light-alloy system of building -a 32-seater bus body being represented on a Crossley Alpha chassis (86). Each window frame, panel and mouldings, and window -forms a separate unit and is readily removable for replacement or repair. These sections are moulded in silicon aluminium, and at the point where two units are joined a woad insert is used to overcome metal-to-metal contact. Each main cross-bearer is a 8-in. H-section girder, the wood packing bolted to its top face serving for attaching the floorboards.

The Metropolitan-Cantraell-Wcymann all-metal method is exhibited in doubledeck and single-deck forms, the former on a Thornycroft forward-control chassis (88) and the latter on a Morris Commercial Dictator on the stand of the Westfield Autocar Co., Ltd. (77). In each design, the floor crossbars of channel-section mild steel are securely connected at their ends to the mild-steelangle crib rails. Vertical pillars of the company's patented tubular form are secured at the floor level to the crib rails and crossbars by pressed gusset brackets, and at the whist and cant rails by mild-steel angles. The exterior is panelled with aluminium sheets secured by wood screws, the pillars and rails having light timber fillets for this purpose.

Metal bodies have much to commend their increased use on the score of lightness, strength and reduced maintenance costs, but the price factor is one thathas hitherto militated against them, particularly in the case of small orders. In conversation with an all-metal-body expert at the Show, he expressed the view that, generally speaking, the allmetal body is competitive with the wood structure on orders of 10, being equal to it on orders up to 30, and progressively lower above that figure.

A notable feature in the design of all types of body is the improvement in drivers' cabs. Spring seats (often of the bucket type) and back squabs, better means for ventilation, sliding windows and other features all contribute to reduce the chances of driving fatigue, whilst narrower screen pillars overcome "blind spots," and well-raked fronts have safety aspects as well as improving appearance. Better hung doors, recessed handles and chromium-plated fittings on goods-vehicle cabs are all indications of the influence of coach body design.

While on this subject there are one or two good ideas deserving special mention. For instance, the cab on the Comtner 4-tanner on Stand 83 (Wylie and Lockbead, Ltd.) has a sliding front section of safety glass across the roof, protected by bars on the outside; it has gutters along the sides for drainage. Another idea concerned with roof construction is to be seen on the Tillotsonbodied A.E.C. Mammoth platform lorry (91). This, in collaboration with Vireathershields, Ltd., of Birmingham, incorporates a patented form of combined sun visor and ventilator. Separate front sections on each side of the canopy are opened upward and forward on arms attached to the screen pillars. When raised they serve to ventilate the cab, and when carried forward over the screen act as visors.

There is a noteworthy feature in the cab of the Duple body on an A.E.C, 28seater de luxe coach (91). An acute raking is given to the front of the cab and the bulkhead, which prevents the door from being hung in the conventional manner, and the difficulty is overcome by fixing the upper hinge about half way along the top of the door, so that its top rear corner swings inwards as the door is opened.

Half-width or full-width cabs for forward-control single-deckers appear to be largely a matter of individual preference. Certain it is that one type adds to the frontal aspect, and the other gives more light to the interior, reduces weight, improves the view of the near side passengers and gives better engine accessibility. Although the use of a raked and hinged body-side extension on the near side to correspond with the raking of the cab gives a better sense of balance, it would appear to serve as a wind and dust trap ; such a feature is to be seen on a couple of coaches.

Seating layouts on coaches and buses show no radical alteration, but there is still evidence that the intrusion of the rear wheel-arches continues to cause trouble to designers, especially on the former type, where transverse seats

throughout are essential. In several cases it is partly overcome by mounting the seats at the rear on raised platterms at the sides of the gangway.

There is an instance of this on the MetropolitanCammellWeymann bus body on a Morris-Commercial chassis (77), three pairs of seats at the back on each side being raised 7 ins, above the general level and 3 ins, above the seats immediately ahead of the wheel-arches, a scheme which gives a graduated rise. The same sort of thing is to be seen on other bodies, but the seats are raised only very slightly, such as on the

Cowieson-bodied Albion • Venturer double-decker (72).

So far as seats are concerned, there is a general impression amongst bodybuilders that tubular frames have come to stay, especially for service-type buses, although they are not greatly in evidence at the Exhibition.

On the stand of F. D. Cowieson and Co. (95), such a framework is used for the seats in a Daimler 50-seater, and the alloy pedestal is made to slide on the transverse back tube after the floor bolts have been removed, a method which facilitates the removal of floorboards, and when used on lower decks gives ready access to trap-doors,

etc.; seat is known as the Bennet type.

Rubber cushions and squabs used in conjunction with such framework are a recent development of which much is expected, especially in view of their light weight. Although spring cushions, often of .double depth, and squabs are still to be found in many passenger vehicles, cellular rubber, such as produced by the Dunlop Rubber Co., Ltd., is well in evidence, and is used even for the head-rolls in a Daimler 26-seater coach with Cowieson bodywork (90). Incidentally, the seat backs in this body have recessed, glass-topped folding tables. The suitability of rubber for the seats of service buses is indicated by its use in both saloons of the Roe-bodied Dennis 52-seater on the Rossleigh stand (73). Incidentally, the side pillars in this body extend in one piece from the bottom side to the upper-deck cant-rails. Embodied in. the structure is the Roe patent method of pillar and waist-rail jointing, the waist rail being in teak with solid moulding and outside steel strapping.

Another direction in which rubber is being used more and more is for floor coverings. Weight considerations may affect its chances here, for if of a suitable thickness to avoid spreading, it can account for as much as 3 cwt. in a double-decker. Studded-rubber sheets, in. thick, are now being used for gangways and stair treads. In the case of the Dennis Lancet bus on Stand 97, the floor covering is continued up the B39 sides and covers the lining panels, the rounded corners at the bottom making for cleanliness—a feature fashioned on ambulance-body practice.

Moquette is chiefly favoured for seat trimming, which is not surprising when one considers the pleasing shades and designs in which it is available. The wearing edges are usually protected by leather, which can withstand friction and does not cling to passengers' clothes as they pass to and from their seats.

Folding versus hinged doors is a subject usually settled by class of service, the former being favoured as a rule for coaches and long-distance buses, and the latter (usually of the two-piece variety) for service buses. It would seem that the sliding door is less likely to rattle than the two-piece type, particularly if it be built on the lines of the front-entrance door of the Gifford coach with a Wycombe 32-seater body (99). This has an additional runner fitted to the waist-rail that helps to keep the door rigid and lessen wear on the top and bottom runners.

Some of the two-piece doors to be seen completely enclose the step well and fit flush with the body side, but others slide on runners behind the step or steps. Where the well is deep and the door closes on the bottom edge, it is not possible to have an intermediary full-width step, but in the ease of the body by Messrs. Alexander Motors (76) on a Dennis Lancet chassis, there is a half-width step shaped at the front so that the folding door does not foul it.

The 32-seater body by Chas. Roberts and Co., Ltd., on a Daimler bus (90) has a deeply recessed front entrance,the door being carried on full-width hinges. The emergency door on this bus is on the off side, and when it is opened a step automatically folds into position.

There is not much to be said on entrances for double-deck buses, the conventional position at the rear still holding sway. Wider platforms are, however, now the order of the day, and stairways have been improved, either having two straight sections with a platform between them or a single sweep, the steps in the centre being carried well into the hindquarter of the vestibule. A detail improvement we noted on a Cowieson body is a handrail stanchion carried right through from the vestibule platform to the upper-deck roof so as to give a safety hold to passengers. Another commendable idea is to be found on the Park Royal body on a Daimler double-decker (90), mud and water thrown up by the near-side rear wheel being carried away to the off side by a deep flap set at an angle below the platform About a dozen coaches are shown with all-weather bodies and, in most instances, the single sliding panel is the favourite type of roof opening. Such vehicles range from 20-seaters to 36seaters, and are to be seen on the fol lowing stands Western Motor Co., Ltd. (71), Bedford 20-seater with body by exhibitor ; Albion Motors, Ltd. (72), Albion 32-seater; Rossleigh, Ltd. (73), Dennis 26-seater observation coach ; Messrs. Alexander Motors (76)., Dennis 32-seater with body by exhibitor ; Daimler Co., Ltd. (90), 26-seater with Cowieson body ; Associated Equipment Co., Ltd; (91), 28-seater with Duple body ; F. D. Cowieson and Co. (95), Albion 20-seater with body by exhibitor; W. Gillespie and Son, Ltd. (96), Albion 32-seater with Pickering body ; G. M. Gladstone (97), Leyland 28seater and Dennis 36-seater, both with Duple bodies ; Gilford Motor Co., Ltd. (99), 32-seater with Wycombe body ; Messrs. Hamilton Bros. (108), Commer 20-mmter with Waveney body.

Ease of operation and absence of mechanism are outstanding merits of the slidingpanel roof. One exhibitor • with whom we discussed the subject of sunshine roofs expressed the view that it was difficult to avoid draughts with open tops, and that their use was confined to a few days in the year. He preferred the idea of curved wiudows extending from the cant-rails to the roof level.

Half-drop windows have definitely gained the ascend ency, the reason being that regulations demand a distance of 26 ins, from the seat to the window top, or a guard rail serving the same purpose when a full-drop light is used. Amongst the different makes of window to be seen are the Q.T., Rawlings, Wid ney-Stuart and Youngs. Above the main lights the sloping louvre is giving way to the flat pattern, which is less liable to damage.

From windows to ventilation is not a far cry, but on this subject the established fittings, such as the Colt, Meaner, Muirhead, Anemostat and others, are still widely used. A neat air deflector in the front bulkhead of a Park Royal body on the Daimler double-decker (90) prevents a direct longitudinal stream of cold air passing into the interior.

Although there are one or two saloon coaches with roof accommodation for luggage, interior racks are more in evidence, most of them being of the solid-panelled type, although on the Waveney body on a Commer 20-seater (108) mesh fillings find favour. The solid pattern usually carries neat lamp fittings, which are sometimes preferred to pillar or roof fittings. Roof luggage is usually carried at the rear, because the front panel slides, and is reached by step treads at the back, as in the case of the Pickering by on an Albion 32-seater (96), in which four treads work on a common rod, the second tread incorporating a lock to prevent interference.

,Before leaving the luggage question, we should mention that the Dennis observation coach (73) has about 110 cubic ft. of luggage space beneath the raised section, hinged panels in the body sides giving access to it.

For heating, the Clayton device, in which the temperature is thermostatically controlled, is a general favourite, and is to be seen in many vehicles, usually occupying a place in the front bulkhead, although in the Duple-bodied A.E.C. 28-seater (91) two fittings are used. In the Burlingham all-metal body on a Crossley (86), the Eta central-heating system is employed.

Toilet accommodation is provided on three vehicles, and in each an Eisen chemical fitting is used ; the cubicles are well equipped, and in one of them added ventilation is given through holes in the recesses into which fold the step treads leading to the roof luggage enclosure.

Chromium plating and stainless steel are widely used for passenger-vehicle interiors and exteriors, and certainly contribute to a smart finish. Some bodybuilders prefer the latter because it can be washed, whereas chromium has to be cleaned.

Ceilings of Alhambrinal will be seen to give a most pleasing finish to saloons, and although it is considered somewhat costly to install, it certainly has good features, one being that it can easily be kept clean.

Turning now to the goods bodies, which greatly predominate, the Exhibition is notable for the number of smart vans on view, particularly in the lighter classes, in some cases the bodywork being the standard product of the chassis maker, although several excellent Scottish bodies are to be seen. Graceful curves and sweeps enhance the appearance of such bodies, and the panel areas are often turned to good publicity effect, not only on large bodies, of which the Cowieson on the Leyland Llama chassis is a good example (85), but also on quite small vans, as is borne out by the effectiveness of the display on the side panels of the Standard Big Nine 8-10-cwt. van (87a).

On the latter stand is another Standard chassis equipped as a milk float, the slatted-sided body, varnished in the natural grain of the wood, being by Messrs. William Kinross and Sons, of Stirling. Three churns are carried at the rear, each being securely held in four shaped blocks, ahead of them being a deep trough for cans, the front portion of the body being for 'other farm produce. Another body for milk transport is to be seen on an Albion 3-tonner, it being the work of Messrs. John Mitchell and Sons (98), of Greenock. Its capacity is 55 10-gallon cans on the main platform and 45 cases of bottled milk on a raised superstructure at the front. On this body thingauge inverted channel-iron protects the sparred-side cape.

The only cattle carrier on view has a Bedford 2-ton chassis as its basis; it is on the stand of the Scottish Motor Traction Co., Ltd. (78), It is a two-tier structure and a feature to note is the spring-loaded tailboard incorporating a ramp extension, as well as the ventilating openings in the lower part of the sides which also enable the hands to be inserted to raise sheep which may be crushed. When other animals are being carried these openings are covered by hinged flaps held secure by fly-nuts ; details of the construction are clearly shown in a drawing on this page.

Platform bodies are to be seen on chassis of all capacities and are as a whole, very solidly built, sometimes incorporating double floors. Concave side runners are found an advantage on such bodies as the top and bottom rails then serve to protect the lettering.

There are a few tipping bodies on view including those on Bedford chassis (71 and 78) ; Armstrong-Saures 11-12tanner (79) ; Dodge Brothers 2-tanner (94) ; Morris-Commercial 2-tonner (96).

Oak and ash still remain the timbers mostly worked by bodybuilders, mahogany and walnut being mainly used for passenger-body interiors, and it would certainly seem that lesserknown woods of Empire origin and incorporating characteristics essential for commercial-motor bodywork might receive more attention for structural and decorative work—a point to which a timber expert has, in the past, drawn attention in our columns.

Amongst the Empire woods which it is suggested could be used with advantage, both for price and adaptability, in the place of foreign material, are pyinma, a native of India, which is considered to rank next in value to teak ; Canadian white elm, a strong, durable timber with a fine, smooth, close and silky grain; New Zealand kauri pine, which is said to be one of the best softwoods in the world ; sapele mahogany, a handsomely figured African wood; gurjun, one of the best Indian woods, and British Columbia (Western) red cedar, which, with age, develops a rich tone and an attractive silvery sheen. Some of these timbers have properties which make them particularly suitable for structural purposes, whilst others are more suitable for securing attractive finishes.

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Organisations: Eta
Locations: Glasgow, Birmingham

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