Germans dominate Monte Carlo coach week...
Page 26
Page 27
Page 28
If you've noticed an error in this article please click here to report it so we can fix it.
... but new British interest in Europe's top international rally
by Martin Hayes; pictures by Dick Ross
STRONG NEW British interest centred on-the 22nd international coach week which ended last Saturday in Monte Carlo, though the event itself was boycotted by French manufacturers, leaving top awards to the Germans. Despite a major drop in entries —with only a handful from Italy, Holland and the Eastern countries — there were plenty of new models on show and a party of British operators who visited the rally found much to interest them. At the same time the Continentals were obviously pleased to see two British entries—one a Plaxton, the other a Duple.
Top prize
The top prize, however, went to a Belgian operator's Van Hool-bodied Fiat, and the coveted Louis Bolandard prize went to Daimler Benz for its 0305 city bus. Many of those present felt that both these prizes were awarded some what conservatively as both the vehicles involved were by no means new. Daimler Benz, for example, had been hoping for great things for its new 0303 luxury coach range which was only introduced last year. Although many versions of the range were on show they had to be content with prizes in specific classes rather than overall awards.
This was the first time for a number of years that British vehicles had been seen at the rally, which is held every two years and which has taken place for a number of years at Nice. This year's British entries both completed a marathon trip : they were entered at the Blackpool Rally on Sunday week, drove to Monaco during the week and then returned to Britain in time for the Brighton Rally last weekend (see report page 32). The Plaxton-bodied vehicle was entered by Tatlock and Sons and was based on a Leyland Leopard chassis. Its driver, Maurice Tatlock, did well to come third in his class in the driving awards.
The other British vehicle, the Duple Dominant-bodied executive coach on an AEC Reliance chassis entered by Ruxley Coa,:hes of London which won the Blackpool Rally, was awarded a gold medal in the coachwork category. The two-year-old Leyland National Business Commuter was the only Leyland entry.
Most of the operators who visited Monte Carlo—in a party organised by Telma Retarders—felt that the British vehicles had little chance in many of the classes against their foreign competitors. But most acknowledged that the Continental coaches on show cost substantially more money and that the British vehicles, designed for a specialised market, offered better value for money.
Trend
A trend which I report& at the Nice Rally in 1972 towards high-floor single deckers has continued furthei with all the German coach builders now offering suck vehicles. The advantages o this design are that a substan tial volume of luggage cal be accommodated under th, floor, and toilet and galle: facilities can be provide, underneath as well. At th same time the coaches oh viously serve well for sightseeing purposes. One of the most impressive new models on display, I felt, was a highfloor single-decker produced for a Swiss operator by Vetter, the German bodybuilder. This featured a vast windscreen. Despite the size of the vehicle only 47 seats are fitted, together with two more for crew. The vehicle is.based on Mercedes 0303 running units. Another German builder, Drogmuller, also showed for the first time a new body on 0303 running units which was slightly shorter than the Vetter and has seating for only 43 passengers. Once again a feature of this vehicle was enormous windscreen with the passengers looking through their own screen above the driver's head. The third new high-decker from Germany was built by the Ernst Alwarter concern and looked considerably more stylish, I thought, than Neoplan's equivalent model, Which has been around for some time.
Perhaps because of this wealth of new bodies on the same theme, KassbohrerSetra, which originated the idea, had models on display which looked somewhat old fashioned and rather ungainly with a rather small rear overhang for such long vehicles.
All these vehicles are fitted as " standard "—though most are built to individual order —with toilets and galleys, and I was impressed by the ingenuity which has been shown in making these functional yet reasonably pleasant in such cramped surroundings. Much use of light and bright wall coverings has been employed to prevent a shut-in feeling which is so often the case with such compartments.
Livery
The whole question of a livery and lettering is one in which the Germans in particular seem to excel. I heard several of the British visitors expressing surprise at the obvious effort which goes into blending external and interior appearance. Different models on view—and pictured here — show that both restrained and striking choices of design can prove successful. The " in " fashion at the moment seems to be towards a light colour at the front of the vehicle gradually becoming stronger towards the rear. This tends to give a blur of colour as the vehicle passes at speed.
Among new models from countries outside Germany was a new body on a Scania V8-engine chassis, produced in Finland by a new company called Delta Plan OY which has been formed by the owners of the old Autokori concern. The overall effect of the vehicle—a standard single-decker—is most impressive though there is an unfortunate change of line over the front axle.
Also new from a French maker—because of the boycott the only new French coach on display—was a dualpurpose model from a Le Mans operator, Verney. Though built basically for its own use the company will be offering the vehicle—which is an integral with DAF running units—to other operators. The vehicle is unusual in using a large amount of grp — all the panels below waist level and the whole of the rear being of this material.
New to British operators was an Iritzar body from Spain on a Volvo B58 chassis. Though designed as a luxury model one of the few claims to fame of this vehicle seems to be its incredible entrance — step height of 483mm (1 ft 7in). The company is said to be thinking of selling bodies in the UK, but it will need to examine this feature of its product—together with its poor turning circle—before making any serious bid for this market.
Another feature of the rally, and a welcome one in view of the warm weather, was the increasing installation of air conditioning. There were several makes on show, but one of the more popular was the Konvekta system which was fitted on several of the German vehicles. On the single-deckers the installation of this varies remarkably. On the new Auwarter model, for instance, it was well concealed in an aerodynamic pod on the roof, while a Magirus Deutz works coach had an unsightly square box on the roof which looked very much an afterthought.
Impressive In the city bus section a small midibus from Van Hool based on a Fiat 314 chassis made its first appearance. But the most impressive vehicle here, I thought, was a new city bus prototype from the Italian builder Sicca. Based on Fiat running units this vehicle was one of the smartest city buses I have yet seen, with particular clean styling. It rather outshone the more functional Mercedes and Magirus ViiV city bus models which were shown alongside it. When I wrote my report of the Nice Rally two years ago I suggested that it would do British operators and coachbuilders good to see what the Europeans are doing. It was encouraging, therefore, to see vehicles from both Britain's biggest coachbuilders present and such a large gathering of some of the country's leading operators. It is to be hoped that they took home with them constructive ideas for improving vehicles. Though design changes cannot happen overnight—and many might not wish them to.