US COACH EXPERIENCE HAS UK POTENTIAL
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by Martin Hayes Pictures by Dick Ross RECURRENT THEME with luxury oach operators in the UK at present is he need to attract more passengers and to eep a check on escalating operating costs. Vhile some operators have looked to Euroean experience for guidance there may well e a case for looking even farther afield — ) the United States.
Although operating requirements in the tates are dissimilar from those prevailing ere in many respects, in a number of nportant parallel situations useful knowxige has been built up. Many longistance passenger vehicles in the States re in use on so-called "bus" services and heir specification is often not unlike that hosen for British coaches operating at the very top of the market. At the same time these very same American vehicles operate over enormous route mileages made up almost entirely of motorway running. They are specifically designed to go for very long distances indeed between major overhauls.
Because American "buses" look rather different from those we have come to accept here — and because they have always seemed incredibly expensive — probably no British operator has ever seriously considered them. It may come as a surprise to many to learn that vehicles for America's second largest bus line — Continental Trailways — are in fact built in Belgium, less than an hour's drive from a Channel port. Bus and Car Co SA builds more than 300 buses a year for US consumption but is now turning its attention to other markets.
Tilt-tested by LT Already tentative inquiries in the UK are being made and the company revealed a "Europeanized" version of its coach at the Brussels Show earlier this year. This vehicle has already been produced in right-handdrive form — for Thailand — and tilttested (to 38deg) at London Transport's workshops. It would seem that little work would be needed to make the vehicle meet British legal requirements. The price is comparable with that of a home-built super-luxury coach and some of the quoted component-life figures would bring a gleam to most British engineers' eyes.
To find out what potential the Bus and Car M12 model has in the UK, I visited the factory in Bruges earlier this year. The company was at one time linked with Continental Trailways but because of the Federal anti-trust laws the companies had to diverge and Bus and Car is now owned by Overseas Inns SA, a Luxembourg company which also has interests in the hotel business.
At first sight the M12 model seems quite foreign to European coaching operations. In fact the basic design concept differs little from the Silver Eagle model produced solely for American operators.
But this by no means rules it out of court for British operation. The first thing to realize is that many items British operators traditionally regard as luxury extras have been specified as standard for years by their American counterparts. This means that Bus and Car has a wealth of experience in providing such features as airconditioning.
Main differences between the M12 and the Eagle models, alongside which it is built, are that only a single rear axle is used, compared with the two for America. This reduces the length to 37ft. Much to my surprise American width requirements are narrower than ours. Thus the M12 is actually wider than the American models at 8ft Standard seating capacity of the integrally constructed vehicle is 44, though .less are fitted if the optional toilet compartment is specified.
Another major change in specification from the American vehicle is in the engine department. Instead of the massive V8 there is a General Motors Detroit Diesel two-stroke V6 which develops 218 bhp (SAE) at 2100 rpm. In turbo-charged form the same engine develops 250 bhp. This drives through a ZF S6-80 five-speed synchromesh gearbox. (Incredibly, American models still retain a four-speed constant-mesh box.) Production methods for the Bus and Car vehicles will seem familiar to anyone who has visited the Leyland National factory. Aluminium alloy and glassfibre panels are mounted on a steel underframe. Any other resemblance to LNs — indeed to any other passenger vehicle no operating on British roads — stops immed iately. Floor height, for instance, is no les: than 4ft 8in. from the ground. However this allows a completely flat floor, with nit intrusions, and 275 cu ft of underfloo baggage capacity.
Probably the other major design differ ence of the M12 compared to conventions touring vehicles is its suspension. This fea tures the company's patented Torsalisti system. A complex system of links locate! the rear axle and independent front stut axles with cylindrical torsion rubber sus pension. Single dampers control the froni wheels, and there are four for the rear axle This complicated and heavy system (eact unit weighs over a ton) is claimed to giv( a superior ride to air systems with an enhanced wear factor. American vehicle regularly travel more than 800,000 milu without suspension attention.
This emphasis on reduced downtime li obligatory for any manufacturer sellirq to the US. When one considers that Con tinental Trailways vehicles average 22,00( miles a month for the first two years of thei] life, one can see why. Thus the guarantee!
IS operators expect — like 350,000 miles rouble free running to first engine overhaul — are now going to be made available to iuropean operators. It should be stressed hat full service facilities for the main Bus Lnd Car running units are available in the JK. Incidentally, service intervals for the merican model are at 6000 miles. Corn)lete engine changes can be completed in :ight hours.
While in Belgium I was able to sample he M12 for myself. First impressions on :ntering the vehicle are that it is very, very Ugh. The first step is 16in. from the ground ind there are two more, each of 10in. The Iriver's seat is considerably lower than the mssenger seats which are high enough to ;ive passengers a view over the driver's head. 7orward vision is aided by a high screen tnd a second glazed area in the stepped .00fline.
The driving position itself is well designed vith easy-to-read instruments in front of the lriver. Minor controls are at the side.
Passenger seats — made locally by a 3russels concern — are fully reclining Ind have adjustable headrests. One point )1. interest is that they are fitted with
detachable covers that can be cleaned.
Another major sales feature of the M12 is its sophisticated heating and ventilation system. This incorporates full air-conditioning and a 120,000 Btu/1uheater.
An interesting point is the method used to distribute the heated, or cooled, air. This is fed to floor-level outlets and slots at the bottom of each window. Not only does this keep the tinted glass free of condensation but it ensures an equal distribution of air. The heating system is thermostatically controlled. On US vehicles this is set at 72deg F. This can be maintained at external temperatures between -4deg F and 113deg F.
Commanding view There is no doubt that the high floor gives passengers a commanding view — sideways. As with all coaches with a stepdown roofline and high-back seats, vision forward is rather limited.
The seats themselves I thought were a little hard, but experience Ixas shown that this provides better support on long journeys. Even with an unladen vehicle the ride was very good, over traditional Belgian pave. However, during a spell at maximum cruising speed (65 mph) I felt there was too much noise in the two rearmost rows of seats. The vehicle seemed particularly noisy outside as well.
Bus and Car's M12 could bring a new concept to British coaching. In Belgium it sells at £22,000 complete, which compares favourably with more traditional designs of luxury coach. As produced at present the M12 possibly leans a little too heavily on the standards required by US bus lines.
For my taste some relaxation of the severely practical interior trim — particularly on the roof and luggage racks—would improve its potential for European touring operations. However, it does offer a degree of well-tried long-distance reliability unmatched by most European chassis-plusbody models.
M12s are now going into service with Eagle Service, Overseas Inns' Belgian-based bus operating division. There is more than a possibility that one will make an appearance in the UK soon. Latest reports also indicate that there are well-advanced plans to show another American design in Britain before the year is out. So perhaps British luxury coach operators could soon be faced with a three-pronged choice: British, European and American.