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THE LATEST IDEAS IN ALL-WEATHER COACHES.
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The Value of Co-operation Between Body Builder and Maker of Equipment. Features that Improve the Appearance and Simplify Operation.
THE body of the typical all-weather coach has a comparatively large amount of metal-work in its construction. The manufacture of the adjustable window mechanisms and their framework and of the various parts of the sliding hood is largely in the hands of specialists who supply these components to the body builder, who in turn designs the coach to suit them. This adaptation does not entail any undue sameness of standardization of design, because a good range of sizes of fittings is made and the makers co-operate to the fullest extent with the hotly builder stud invite him to send his body
design to them before ordering the all-weather equipment. There is a willingness on the part of the equipment makers to introduce small modifications as necessary, and they also provide a choice of specifications, such as a variation in the number and position of the doors, flat or sloping screen, partial or fullsliding hood, which may be operated either mechanically or by hand.
Varieties of Equipment.
The body builder may construct the greater part of the coach below the waist, using an ash framework and steel or aluminium panels, whilst the superstructure, apart from its cover, is provided by the mann facturer of the fittings. Tn other instances, the design of the bodyis more under the control of the suppliers of the all-weather equipment, because full-length metal pillars are provided. Some are castings made of special light-weight alloys and are complete with glass runs, window mechanisms and lugs for the attachment of the waist and garnish rails. Other makers, however, favour pillars of pressed steel, and these parts sometimes have feet of cast metal. The lower corners are designed so that no bottom corner brackets are required, reducing the amount of necessary smith's wori. to a minimum.
Varieties of Roof Work.
The all-weather coach is made in four different patterns. The whole of the hood may slide to the rear and fold down on the elbow ; there may be a fixed roof portion in front or a similar enclosure at the back, or both these fixed roof portions may be present. With the introduction of mechanical devices for raising and lowering the hood and moving it along the cant rails, it is probable that the simplification of the hood 1.)3, the use of fixed roof por
tions may become less popular. On the other hand, a rear saloon, particularly, has various advantages, apart from its effect on the design of the hood, Which give scope for improving the comfort and general 'attractiveness of the coach.
New Uses for the Rear Saloon.
If a rear saloon be provided, the passengers are well shielded from any dust eddies which may be set up at the back of the vehicle, whilst a useful roof space is available for extra luggage. If the rear saloon has a large back light, or it is glazed all round, then it forms an observation compartment such as, up to now, has only been used for the long-distance bus. The rear saloon may also be enclosed completely by the addition of a partition or bulkhead so that it is divided from the forward part of the body. This has the advantage that any scheme of ventilation introduced is under full control and the opportunity may be taken of providing an adequate electric-lighting equipment.
With a large window area it is suggested that the seats in this compartment should be arranged to face the rear, or separate revolving seats be provided for each passenger, or each seat; instead of being fixed to the floor, be made like an ordinary chair, so that it
can be shifted into any convenient position. The rear saloon of an all-weather coach may also be fitted up with a buffet or lavatory, whilst the second door, instead of being hung on the near side behind the hind wheel, may be introduced in the middle of the back of the body, as in an ordinary front-entrance service bus. Although a buffet or lavatory will reduce the seating capacity of the coach, it need not interfere with the disposal of luggage. This will be carried below the floor level in side lockers in the usual manner, or right across the width of the vehicle if the floor be raised for the purpose.
Doors and Safety.
A disadvantage of the old-fashioned char-k-bancs with its door to each row of seats was the likelihood of any of the doors being opened accidentally, or as the result of children tampering with the inside or top-lever handles. The modern all-weather coach, with only two doors on the near side is much safer in this respect, not only because the number of doors is much reduced, but owing to the fact that the passengers are seldom seated dose beside them. A coach door should, however, always be fitted with a safety catch, so that a half-turn , of the handle does not release it.
Mechanically Controlled Doors.
As there are only two doors Likely to be used habitually by the passengers, it is thought that they might be mechanically controlled from the driving seat, because passengers
do somermes attempt to alight when the vehicle is in motion, and there are occasions when the coach is travelling in hilly country when it may be inadvisable for any inexperieuged traveller to uet down into the 'road, even when the coach id at a standstill. It is suggested, therefore, that it would be on improvement to fit mechanically controlled doors to those coaches which usually travel along routes where there are sharp declivities, or lakes and streams adjacent.to the highway. The mechanism required, although it would be similar to that fitted to the front half of a folding ' bus door, would have to be modified in order to operate the lock bolt, unless it were simplified, so that the driver, by releasing his handle, merely allowed the passenger to operate the lock in the usual manner.
• Hinged Floor Flaps.
, At the, front entrance of a service bus, the floor is cut away, so that reasonable space is provided for one or more step treads within the overall width of the body, With the coach the conditions are similar, but, as a refinement and to prevent draughts, it is often desired to cover the step-well with a flap, so that when the door is shut the floor surface is continuous. This floor flap is hinged to the back of the door and should be arranged to rise as the door opens. If this be not done, the passenger may accidentally ride on the flap as the door opens, with, maybe, untoward results.
Cellulose Painting.
Cellulose painting is particularly suitable for the all-weather coach. Vehicles which traverse sea-coast routes are liable to have ordinary paintwork attacked by the salt air ; therefore, a medium which has greater resisting powers enables the
coach to be maintained more easily in a smart condition. If cellulose painting makes an elaborate display of writing difficult to achieve, then it is suggested that a less elaborate scheme be adopted, which, after all, will not reduce the earning power of the vehicle or its advertising value, whilst, at the same time, it will be more in keeping with the present trend of coach decoration.
Fabric Panelling.
This does not imply that the coach Should be painted in drab colours. The coach may be classed as a sporting vehicle; therefore bright. although not bizarre, colour schemes may be fittingly adopted. A good plan is to have the panels painted to imitate wood graining
in one or two shades with mouldings well in contrast. On the Continent the coach is :often to be ,seen fabric panelled. This undoubtedly gives the vehicle a sporting and novel appearance, but many proprietors may consider that this kind of panel is not sufficiently durable for public-service work. If a flexible body be not required, then the fabric may be laid over aluminium or plywood panels so as to prolong the life of the fatric, or, as an alternative, a leather graining may be imitated in cellulose painting. It will be remembered that a few saloon buses had fabric panels at the last Olympia Show, but so far the 'convertible type of body does not appear to have been panelled in this way in this country.