PASSENGER VEHICLES AND COACHWORK.
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VETHILST there were some very fine 11 examples of coachwork on the various types of passenger vehicle, such as coaches, buses, hotel buses and taxicabs, yet, on the whale, we must confess to a slight feeling of disappointment, particularly with regard to coaches, and we are convinced that, for the present, our bodybuilders can do more than hold their own both in quality and originality of design. There is certainly not the same attention to such an important point as accessibility; the interior May be won derf ully comfortable, but awkwardly placed doors and tiny steps may prove effective bars to the use of these vehicles by those who lack the activity of youth. Another most important feature which is sadly deficient is the emergency exit. Even large saloon buses sometimes have one entrance and exit at the front, and that closed by a sliding door ; where such exits are provided they are sometimes only capable of being opened by a key from the outside, or by dropping the window and leaning out, and this with keyholes which are most inconspicuous. C34
Very few attempts have been made to provide all-weather types, although there is one good vehicle of this type with, a Berliet chassis and an 18-seater ,body, with armchair seats, built by Etab. Faurax et Chaussende. In some respects this resembles our Connaught body. It has a canvas hood and glass windows opening with the doors and permitted a slight sliding movement. In fine weather these windows can be folded in along the backs of the seats, each pair of -windows being joined by a third which is lifted out for the purpose from a special receptacle formed in each seat back, thus making very effective windscreens for each row of seats.
One of the finest coaches is a PanhardLevassor built for service in Morocco ; this has two side doors and a gangway to give access to the remainder of the seats; roller blinds are fitted to the windows, and two spare wheels and tyres are carried under the rear of the body; luggage space is provided by fitting a roof rail. The hotel omnibuses are perhaps most worthy of mention, as they are almost always well-built and finished. They are all of one type—a rear-entrance body, with seats along the sides and facing. In this connection we must mention the specially low-built Berliet chassis, which is designed for the hotel bus. • The'low construction is obtained by using an ordinary type of rear axle, but employing spur-gear reduction in the wheels.
Amongst the hotel buses shown two of the most striking are the Renault 20seater and the Lath.
An interesting little detail we noted on a Fiat I4-seater coach-was a chained luggage rack at the back, whilst an 8-seater Delahaye coach had both this and a tow hook.
A very fine example of the Rivieratype coach is that on the stand of E. Bernard ; this has an enclosed portion at the lk.ck to accommodate eight persons in facing fours, whilst 10 others are carried at the front, where they are protected by a foldina cover held taut by two supports which telescope into the seat backs when not required. A luggage rail is provided at the rear.
In the 21-seater bus shown by Peugeot
the driver has an armchair seat, but let into the side of this is S neat folding seat. The bus has one entrance at the front, arid the windows are made in upper and lower halves, the upper ones lifting up free and sliding down beside-the lower when more ventilation is required; roller blinds are also provided.
Another fine Riviera coach is to be found on a Delahaye chassis; it is one built for the P.L.M. and seats five in the open front and nine inside. The enclosed OA has two doors and a gang
way, and the windows at the sides are some 5 ft. in length.
• The Saurer coach is also a fine example; it has three doors to the enclosed portion and is beautifully finished in maroon.
In the Scemia bus, designed for express work in Paris, we noted that to open the emergency door it is necessary to undo a catch, draw back the latch and lift the seat.
One of the most remarkable coaches is that built on the Citrc4n-Kegresse principle for desert travelling; it seats seven passengers and carries a spare driving band as well as a tyre. The most 'decorative vehicle in the show is certainly the wedding coach
built by F. Commeinhes; this is practically a drawing-room on wheels —actually a Saurer chassis—complete with piano, large looking-glass, electric candelabra with 16 bulbs, three clusters of six lamps each in roof,, blue tapestry lining, armchairs and two couches. There is even a running-board light to illuminate the doorway.
Naturally many taxicabs are exhibited, but of these we will only mention the one-seater Peugeot, with the driver's seat inset into the body, and the new model brought out by the Cie. General des Voitures Paris. This chassis employed has a four-cylindered monobloc engine with L head, Remy ignition, dynamo and starter, thermo-siphon circulation of the water, no fan—an unusual point—and Perrot-type front brakes. The body has two seats with folding backs carried on folding pillars so arranged that they are almost hidden when not required, whilst, being rotatable, they are more convenient than usual.
The great progress which is being made in the deve opment of vehicles designed for cross-country and desert travelling is exemplified in the sixwheeled Renault coach, which is a comparatively inexpensive machine with the drive taken to all four wheels at the rear, the two axles being secured to nen trally fulcrumed springs and provided with stout leather strap rebound preventers.
One neat little coach shown by a bodybuilder has two auxiliary rotatable and folding seats which can be lifted out and stored under the last row of seats.