SMARTER LINES FOR REAR PANELS I T is usual for the
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rear dome of the coach roof to finish flush with the back panelling, and in this way an effect similar to that of the private saloon is given. These flush upper surfaces impart a distinctive appearance to the vehicle, which is at once realized if it be compared with a coach having a moulding or cornice acrosa"-the back, forming a continuation of the moulding immediately' above the side windows.
A. moulding at the contrail level gives a somewhat harder effect, but its presence may be justified by the contention that the use of a moulding at this point is a cheaper form of construction. An point in favour is that it allows the roof to be built separately.
The next important feature of this part of the coach is the rear window. A body which is more than 7 ft. wide has a space of at least 4 ft. 6 ins. available between the rounded corners for the insertion of one or more windows. The upper limit of the back window 046 Is controlled by the dome of the roof and its bottom line is usually decided by that of the side windows.
As even a seat-back of moderate height projects above the waist rail it follows that the upper part 0; the back of the last rOw of seats will be visible through the rear window, and obstruct about one-third of its area. Owing to the fact that plate glass is somewhat heavy and a large area of glass is apt to be a pource of weakness, it might be thought advisable to raise the bottom line of the window to the tops of the seat-backs, but the artistic effecl would be spoiled.
Below the window there is a belt panel, the position of which is again controlled by the design of the side elevation. Sometimes the line of the belt panel rises an inch or two from the side to the centre. Any such curvature should be well controlled, if it is to look well, because it has to harmonize not only with the outline of the back window but also with the contours of the panelling of the body.
If a departure from the conventional treatment of the belt panel be desired, it is suggested that it be interrupted at the rear corners. The flush surface of the upper panelling may be continued without a break to the level of the lower belt moulding, or the panelling at the corners may present an unbroken surface from the roof to the bottom of the body.
The latter arrangement, it is considered, would, if the corners were painted in contrast with the other panels below the belt line, give the back of the coach a novel appearance and decrease its apparent width.
The regulations which have been made under the Road Traffic Act give the option of placing the emergency exit either at the back or on the off side. The back exit is more suitable with a front than with a rear entrance, because it is not only on another " side " of the vehicle but it is also as far as possible distant from the entrance and, therefore, is likely to be of greater value should there be any obstruction, or should dangerarise at the other end of the coach—passengers always move away from danger.
Many people consider that a back exit interferes less with the seating plan than does an off-side rear door. It may also be urged that the former is safer, because'the passenger using it does not have to step into the roadway where traffic may be passing in the opposite direction.
Moreover, at a terminus a back exit may be safely utilized as an extra doorway, which will be an advantage if a large quantity of luggage be carried inside the coach.
The effect of a fairly large back window balanced on each side by a smaller one is pleasing. The additional vertical lines added to the rear elevation by the door and standing-pillar tops prevent that somewhat dumpy appearance which usually results from a single spread of glass.
If there be steps for mounting to the roof, the near-side window may be protected with vertical bars. These may be used also as commode handles, and another and larger handle may be fitted on the other side of the steps. This handle, as well as the window guard-rails, should not stand out for a distance greater than that of the projection of the step treads.
When the destination indicator is placed at the roof level it is in the most prominent position, but if the coach has a fully domed roof it is seldom mounted at that point because to do so would spoil the contours of the panelling. Therefore It is inserted either in the belt panel or just below it and, as a rule, it is illuminated. The intending ps-e_Senzer wishes easily to recognise the coach when approaching it from the rear; furthermore, a clear, well-displayed destination indicator is in itself a good advertisement which will be read by many prospective travellers.
The back of an enclosed-staircase double-decker is easier to design satisfactorily than is a coach or single-deck bus, because, although the double-decker is the same width, it is twice the height. There will be no need for suppressing horizontal lines, so that well-defined belt panels of both upper and lower saloons, as well as a contrasting cant-rail panel, may appropriately he continued across the back of the body.
The fully domed roof is sometimes adopted for the upper saloon, but the result is not so striking as with the single-decker, because it is much higher above the ground.
One or a pair of back windows is required for each saloon, The pillar dividing the windows of the lower deck is of practical value because it helps to support the intermediate roof, OD which more passengers are carried than in the lower saloon.
The upper window, although made with a centre pillar, is constructed sometimes as a single unit so that, when hinged at the bottom, it may form an emergency exit. Such an exit meets official requirements because it is not on the same side as the normal exit from the upper deck, that is the font of the staircase on the near side.
Although the normal and emergency exits are somewhat close together, the latter has the advantage that it requires a minimum• of alteration to the usual construction of the upper saloon.
Moreover, should it be opened inadvertently, less danger is likely to arise than from an open door. In order to comply with the regulations the window should be at least 5 ft. wide and 1 ft. 6 ins. deep.
• The regulations do not specify what type of control is necessary with an upper-saloon emergency exit, such as is laid down for a single-decker, therefore it would appear unnecessary to provide an outside as well as an inside handle. Moreover, an alternatiVe means for exit from the upper deck does not apply to a vehicle registered under the Roads Act on or before January 1st, 1932.
If in the future outside control be required a similar kind of mechanism can be provided as with the emergency door of the singledecker. With a window opening as described the control may be fitted to work horizontally at the contrail level, 4instead of vertically down the pillar.
If ground-level control be insisted upon, the outside handle should be enclosed behind one of the lowersaloon back windows, necessitating the breaking of the glass in order to reach the handle.
The back of the double-decker, with its wide doorless combined entrance and exit, is considerably strengthened by the support afforded by' the rear bulkhead. Each corner pillar and doorway or. standing pillar is well braced below the waist line.