New Ideas for IMPROVING THE UPPER SALOON
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use of a permanent struc ture as a covering for the upper part of a double-deck bus has been widely adopted for vehicles operating in all parts of the country, and although it has been criticized by some sections of the travelling public, it cannot be gainsaid that in. a country with a changeable climate it certainly possesses many advantages, whilst it undeniably increases the revenue-earning possibilities of a vehicle which is called upon to operate in wet and cold weather. Moreover, its adoption has enabled the comfort and convenience of topdeck passengers to be materially improved, and in this connection upholstered seats, electric lighting and an • effective system of ventilation are features that can be mentioned.
A Vantage Point for Sightseers.
it is considered in some quarters that there is scope for the introduction of new ideas in the design and construction of this part of the body so as to add to its utility, and our coach-building expert discusses directions in which developments may proceed and puts forward some helpful suggestions.
The double-decker has always been largely used as a sight-seeing vehicle, from the days when "garden" seats were first installed and took the place of the " knifeboard" pattern of the horse-drawn bus. The height of the seats from the ground undoubtedly makes the upper deck an unrivalled observaton compartment It is suggested, therefore, that for buses plying on certain routes the upper-compartment seating plan might be modified so as to convert it into a high-class saloon. A more luxurious style of seat can be designed so that it may c32 withstand hard wear and tear, which is proved to be necessary by reason of the state of the upholstery of many long-distance or all-weather coaches after a season's use. To ensure this, materials of the highest quality must be employed, these having a plain rather than an elaborate finish, for the luxury of the seats depends more upon their skilful design than their finish and elaboration.
If the original freshness of the upholstery is to be preserved for a longer period, a set of loose covers could be used when the bus is engaged upon ordinary service work. At the same time it might be worth while to make the seats removable, so that a much simpler service pattern could be used, say, from illonday to Friday, and another more luxurious set for the week-end.
A style of seating which is suggested is one in which the pairs of seats face one another, with light yet fairly large folding tables mounted between them. If such an arrangement be appreciated by the public, a• similar idea might be adopted for the lower saloon.
Another idea in connection with the upper saloon is that it should no enclose the whole of the upper deck, but only about half the seating space. The saloon portion could then be confined • to the rear half of the vehicle and a metal-framed windscreen with side wings or glazed panels might be mounted in front. During bad weather the open portion of the upper deck could he protected by means of rigid side screens or glass frames, which would be concealed in the side casings when not in use. This equip ment could be made to operate in conjunction with a sliding top cover or panel.
By providing part of tlie upper deck with open seats the demands of the fresh-air enthusiasts would be mettwhilt the rear saloon would give that additional measure of protection which is desired by many passengers. The &pea seats could be upholstered in leather or leather-cloth and the rear compartment would retain the features of the full-length upper saloon, particular attention being paid to the provision of a. maximum area of glass and an efficient system of ventilation, An Optional Type of Half-enclosed Deck.
Instead of constructing the saloon portion at the rear this might be arranged centrally and 'could be equipped with a sliding roof. A maximum amount of roof opening would be given by adopting a roll,•top pattern. If the central housing necessary for accommodating the rolled-up slats be objected to on the ground that it increased the overall height a few inches, it should be possible to mount the .1.ollers on each side, so that the roof sections opened from the centre to the sides.
Various arrangements of exposed math could be placed at the front and rear of the saloon. For example, long seats with a central table could be situated at the front, whilst at the rear there could be a seat facing forward on the off side in front of the top landing and a pair of cross
wise opposing seats on the •near side. The sliding roof could, of course, be appliedto a saloon disposed only at the rear half of the upper deck.
With the increase in the seating capacity of the double-decker the necessity of additional exits becomes
desirable. At the present time an excellent compromise is made by the use of a large hind platform, which is wide enough for two separate streams of passengers who are proceeding to the lower and upper
decks respectively. Some double-deckers have a second door on the near side, which is placed immediately behind the front bulkhead.
Exit Facilities for Upper-deck Passengers.
This increases the safety of the bus and saves time in loading and unloading, but the exit facilities for the upper-deck passengers remain much about the same, except that the hind staircase is wider and less steep than formerly.
If a second staircase be made, it would appear to be an advantage to arrange it in connection with an off-side front door. The latter would then provide a free exit in case the near side of the vehicle became obstructed. The top lauding a this staircase would be on the near side. As the hind staircase has its
top landing on the off side, the " staggering " of the landings would help to maintain a better distribution of the seats on the upper deck.
A double-decker which may be employed as a singledecker should be of value in localities where there are seasonal fluctuations in the amount of traffic carried. Some holiday resorts have a season which lasts for the bigger part of the year, but in other instances the number of passengers which is carried is apt to fall off sharply after the end of September and does not resume its former proportions until the beginning of June or July. Such a dual-purpose vehicle could also be used for fluctuations in mid-week, week-end and market-day traffic, or for diverting from a quiet to a busy route. It might also be operated on a special journey involving low bridges.
A Convertible Double-decker.
It will be remembered that a double-decker which was convertible into a single-saloon vehicle was sent out some time ago to Canada. In this instance the staircase was situated at the front and was enclosed. Another of its features was that it was removable, but similar ideas could be applied to the usual hindstaircase pattern. The stairway could be left in place when the bus was being used as a single-decker, if a suitable gate were provided at the foot of the staircase. It is suggested that the side and end panelling could be designed to fold down on to the roof.
' It is considered that there are. many motorbus owners who would find a use for a design of bus body which, although a single-decker, had a compara tively high floor. A floor which is raised several inches above the normal level has been found of great advantage as a means for providing large lockers at the sides and immediately above the chassis level.
A yet higher floor level is to be seen in those few examples of observation coiches which• incorporate an elevated rear saloon: It is thought that a singledeck vehicle might be built with the floor line raised throughout, so that it is above the wheel-arch level, leaving, perhaps, two feet between the top of the chassis and the under side of the floor. Such a vehicle would be handy for theatrical touring companies, the large under-floor lockers being unusually roomy.