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Era of the one-man bus

30th September 1966
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Page 133, 30th September 1966 — Era of the one-man bus
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FOLLOWING the tentative foothold it gained at the last Commercial Motor Show, the single-decker bus designed for oneman operation has really arrived, to judge from the number of such exhibits at Earls Court this year. This is not to say that the resultant product is necessarily ideally suited to its purpose. One-man vehicles range from straightforward front-entrance buses with ticket-issuing equipment merely added to the driver's cab to vehicles designed at the outset for operation by the driver alone. One of the one-man buses is actually a doubledecker, designed to take advantage of the recent relaxation in the p.s.v. regulations permitting the operation of such vehicles, and another of the double-deckers is also fitted with a ticket-issuing machine for the driver.

Greatest interest in the new one-man single-deckers is in their internal layouts. Externally they are not over-exciting, showing, with one or two notable exceptions, little change from the styling evident at the last Show, not to mention the one previous to that. What is significant, however, is that in every case bar one, the "heavy-duty" examples are mounted on rearor rearunderfloor-engined chassis, which are now no longer a novelty.

While bus styling may not have advanced much since 1962, apart from exceptions I will describe later, the same is not true of luxury coach styling. The Show is bristling with coaches to new designs, some from manufacturers not normally associated with this type of vehicle. This is a picture very different from that of two years ago, when only three luxury coachbuilders exhibited relatively unaltered designs, and one of these builders was destined to withdraw shortly afterwards.

Despite the increasing popularity of the one-man single-decker, and the slowly growing trend towards standee buses, doubledeckers will still be here for many years. Indeed, some are actually growing larger, though this is simply the taking advantage, somewhat belatedly, of legislation passed more than two years ago. Particularly noticeable about double-decker exhibits is that the square box now seems to be definitely out. Every example shown is more attractive.

Dealing with the field in which the greatest advance in styling has taken place, the luxury coach picture is much more interesting today than any coach operator could have imagined a year ago. Not only are Duple and Plaxton being challenged by Park Royal and MCW, but all four may have to face a challenge from Mercedes-Benz, back at Earls Court with a coach really designed for Britain's roads this time. In respect of front axle ground clearance this coach does not comply with current regulations, but pending modification to the regulations will bring the coach in line with Ministry of Transport requirements.

Very deep windows (34 in.), curving into the roof, are a feature of this vehicle, ensuring excellent visibility, and each window is fitted with a simple pull-down roller-blind; the blind springs back into position by the simple release of a catch. Seating capacity of the 36 ft. body is 43, on widely-spaced adjustable seats, giving a high degree of comfort. Solidbase luggage racks are fitted above the inside seats, and feature individually-controlled twin reading lights at each row of seats, together with spot ventilation, trunking from the blowers to these vents being carried between the rack and the windows.

Whether a British coach operator would be prepared to pay £10,560 for a vehicle with the high performance claimed and the undoubted high standard of finish, both beneath and above the surface of the Mercedes 0 302 when he can purchase a British coach with many similar features for £8,931, is a matter for conjecture. Some 25 per cent of the basic price of the 0 is import duty, which, if removed, wc make the coach more competitive.

The Daimler Roadliner with Plaxton bi for Black and White Motorways is proba the most direct comparison with the Iv cedes as it, too, has a powerful but comr engine fitted at the rear, features indivie reading lights (single light per row of se. and individual spot ventilation, all in porated in the solid-base luggage racks wt are an aluminium alloy extrusion from roof of the coach. Reclining seats are fit in this vehicle, though the seats are fixe4 this position, unlike the Mercedes, and interesting feature for British practice is employment of simulated leather trimming instead of the usual moquette. 1 trimming is in black with contrasting w' flutes.

Also featured on all the Plaxton Pa rama I bodies are four radio control kn in the ceiling panels in front of each roofli) These enable passengers to modulate sound from the loudspeaker nearest to th Vision in the Panorama I is not quite ul the Mercedes standard, the luggage r cutting-off vision at the top of the 37i deep window. Nevertheless the cant rai quite high, and an altogether splendid tenor finish is employed inside the body. all this for a price of £8,931 for the comp vehicle in the case of the Roadliner. One of the Pla.xton Panorama I coaches, on an AEC Reliance 36 ft. chassis, features 28 low-backed seats, some arranged around tables, and a servery at the rear of the coach, complete with fridge. This servery can be removed in a matter of two hours, and the tables can also be simply removed, allowing a coach with this layout to be used either on specialized tours where meals are required while on the move, or as a straightforward luxury coach with normal seating. This particular coach is fitted with electrically heated entrance-door window to avoid misting and consequent lack of vision of the nearside mirror, and driver-operated pneumatic lift-up roof vents.

The Panorama II body has also been restyled inside and has similar-depth windows but is not fitted with forced ventilation. Both retain the attractive exterior lines introduced at the last Show, and feature fluorescent main saloon lighting.

New exterior coach styling comes from three coachbuilders—Duple and comparative newcomers (to this field)Park Royal and MCW. Most striking and unusual of these is the Park Royal Royalist coach on Albion Viking rear-engined chassis. I doubt whether the light clusters (indicators and so on) which project from the front and rear corners are entirely practical, but experience will tell. The polished alloy mouldings along the body side are possibly an over-adornment, detracting from an otherwise attractivelooking coach.

Internally the Royalist gives the impression of light and spaciousness and the windows, due to the high cant rail, appear deeper than their actual 34 in. (a similar illusion to that on the Mercedes coach with its similar depth windows). Tubular parcel racks are fitted and individual ventilators and incandescent saloon lights are mounted in the curve of the cant panels. The spot vents can just be reached from the seat by a person of average height. Two lift-up roof lights are also fitted.

I overheard some operators describing the Royalist as nothing more than a service coach inside. This depends on what one is aiming for and is a rather unfair description. The Royalist does lack the clutter so often found inside a coach and therefore some of the "cosiness" is lost. But vision through the deep front windscreen is beyond reproach, side visibility is excellent, the seats are reasonably comfortable, though there is room for improvement here, and I think it is an ideal coach for sight-seeing touring.

Another good sight-seeing coach is the new Duple Viceroy. This vehicle perhaps lacks the sophistication of the Panorama I— it lacks individual reading lights for example —but it gains in better visibility by the inwards sloping windows above the cant rail. The fixed windows beneath the lower cant rail are 33 in. deep and the upper windows are 8 in. deep. These latter windows are sliding windows when forced-air ventilation is not specified, and are both above the normal sight line and the "draught" line. When forced air is specified, as on the Ford R192 exhibit, the spot ventilators are fitted in a trunking between the upper windows and the open mesh parcel racks which are mounted above the inside seats as on the Mercedes coach. It is necessary to stand up to operate the sliding windows or ventilators.

The extra length of the Bedford VAL on show enhances the exterior styling of the Viceroy. This is more "broken" in appearance than other Duple designs, and could be described as a contemporary version of the old Duple Continental body. It is not unattractive in looks—a design which grows on one.

For those preferring unbroken lines, the AEC Commander on show is a very attractive vehicle, as also is its smaller brother for light coach chassis, the Viscount, seen on a Bedford YAM. Both coaches feature solidbase parcel racks and individual forced ventilation, the spot vents being situated in the parcel racks. Another coach which has been improved is the Duple Vista 29-seater on Bedford VAS. An increase of about 1 ft. 3 in. in length and use of wide windows with straight pillars give an impression of much greater length than that of its predecessor. All the Duple coaches have a new attractive interior decor. Finally, the MCW Athena, which can be seen in the demonstration park. This vehicle, although quite attractive in appearance, is perhaps a little open to criticism as being merely a jazzed-up service coach. While forward vision is excellent, upward vision is restricted, the windows coming in two sizes —30+ in. at the front of the body and 28 in. in the rear portion. Nevertheless such features as fixed windows, spot vents in the solid base racks and window demisters are fitted and the seats are comfortable, though again, there is room for improvement here.

A company reluctant to describe itself as a builder of luxury coaches is Walter Alexander and Co. (Coachbuilders) Ltd., yet the long-distance express vehicle exhibited on a Bristol RE is very comfortable indeed. With full-luxury seats, plenty of leg room, individual reading lights (in pairs) and individual ventilators and three fluorescent fittings above the gangway, it is a good match for any of the products of the other luxury coachbuilders. A restful decor is employed, and a toilet compartment is fitted at the rear, offside, with an illuminated toilet engaged/vacant sign on the bulkhead behind the driver.

One-man buses

Although the coaches are the main eyecatchers at this Show, together with most of the double-deck buses exhibited, the more unpretentious exteriors of many single-deck buses hide interesting variations on the theme of one-man operation. After some deliberation I came to the conclusion that the Park Royal-bodied Leyland Panther for Stockholm is the best-equipped bus for this purpose on show, though at a price quoted at around £10,000 is beyond what the average British operator is prepared to pay for a oneman vehicle. At 37 ft. 6 in. overall length, the bus is a little over the limit allowed in this country at the moment, but the 39-seat body with space for 32 standing passengers is bristling with good ideas.

The driver's cab resembles the cockpit of an aircraft, and it is a sobering thought that some 200 women driver/conductors are employed by the Stockholm undertaking, and will be handling some of the 200 vehicles to this design which are currently being produced. A plan and elevation drawing reproduced on page 136 shows thelayout employed; a feature not shown is the system for disembarking from one of these vehicles. When the bell is rung a "bus stopping" sign is illuminated, and the bell circuit is then locked until after the bus has stopped. Two light beams are employed at the exit. When a passenger passes the first beam, the doors open automatically as soon as the bus stops. A few seconds after the last alighting passenger has broken the second beam, the doors close again automatically.

A clear gangway width of 27 in. between the cushions is employed on the Stockholm bus. This compares with 23+ in. in the front portion of the Strachans-bodied Daimler Roadliner for Sunderland Corporation Transport, the next-best 8 ft. 2+ in. wide bus at the Show in this respect.

The latter bus is one of the few one-man single-deckers with a non-BET look at the Show (apart from the front and rear peaks)— even the Stockholm Panther bears the clear stamp of the BET outline. The forwardsloping pillars are striking from the outside of the vehicle—indeed the whole exterior is attractive apart from a few minor details— but impede vision a little from inside the bus. This is especially true of the rear portion where the seats are raised above gangway level and the bar of the sliding windows falls at eye level. Sealed windows and forcedventilation ought to be employed on standee buses.

Another feature lacking is any provision for standing passengers to see out, without having to bend down. This is true of almost all the one-man buses at the show—a very bad point. Otherwise the Sunderland vehicle is very practical and indeed similar vehicles on Panther chassis already in service are proving very popular.

Also on the Strachans stand is the answer for the small bus operator who wants a light and relatively cheap one-man standee vehicle. This is a 33-seat Pacemax IID bus on a Bedford VAM chassis, and is actually one of five being built to the order of Hants and Dorset Motor Services Ltd., a Tilling group operator. Elaborate ticket-issuing and changegiving equipment is provided for the driver as on heavier buses such as the Stockholm and Sunderland vehicles.

Five pairs of double seats are employed in the front portion of this dual entrance bus, with a gangway width of 20 in. between the seat cushions, while behind the central exit four single seats are fitted on either side. These have 18 in. wide cushions and there is a width of 56 in. between the cushions for standing passengers, with six stanchions provided. The bus is designed to carry no fewer than 25 standees and the standing area is to the rear of the exit to reduce the weight on the front axle. This arrangement is good as passengers tend to leave the forward gangway clear and unloading should be speededup, despite the rather narrow exit.

A utilitarian yet not unattractive trim is employed, with box section window pillars, and this design is to me the ideal bus for the rural bus operator who is regularly confronted with market day loads. Unladen weight, incidentally, is 3 tons 9 cwt. 2 qr.

Another bus designed for one-man operation on the inter-urban or rural route is the Eastern Coach Works 50-seat bus on Bristol RELL single-decker chassis for United Automobile Services Ltd. It is good to see Eastern Coach Works back at Earls Court after an absence of 18 years, and the three products shown employ what is surely the best finish on any of the stage buses at the Show. The United vehicle has a single-width front entrance and similar central exit and standard Tilling-type trim.

Three shallow steps are provided at the entrance of the bus and the unladen weight of the 36 ft. vehicle is 7 tons 16 cwt. It is refreshing to see a bus of non-BET outline and of such exemplary standard of finish now available on the open market at what I understand is a competitive price.

Another coachbuilder who always produces a good standard of finish is Northern Counties Motor and Engineering Co. Ltd., whose 32 ft. 40-seater on a Leyland Tiger Cub chassis for Lancashire United Transport Co. Ltd. has been designed for one-man operation rather than adapted to it. It is the only heavy-duty one-man bus, ironically, not on a rear-engined chassis but the three-step entrance is reasonable and a rather flat roof with a high cant rail gives the 16 standing passengers for which the bus is designed a chance to see out of the 31 in. deep windows without having to stoop. Visibility is not quite so good on the offside as the nearside due to the provision of a solid parcel rack.

This front-entrance, central-exit vehicle has a 261 in. clear opening between the entrance and driver's screens and 41 in. clear between the cushions of the foot-stoolfree bench seats at the front. Longitudinal bench seats are also employed over the rear wheelarches. Exterior styling of this bus is refreshingly new, and an Alexander-style wrap-round windscreen is employed at the front. Incidentally, no screws are visible in the ceiling.

On the same stand is the one-man doubledecker referred to in the introduction. This is one of the 28 ft. 6 in.-long special Daimler Fleetlines with modified front-end for Walsall Corporation Transport. For normal crew operation, a 36+ in. clear entrance behind the front wheels is employed —a sliding entrance door is provided here, and opposite it is a forward ascending spiral staircase, which is at least safer than a rearwards ascending spiral.

For one-man operation, a single entrance with transparent folding panels is employed ahead of the front axle. This entrance is 23 in. clear. Two types of ticket-issuing machine are employed—a Setright Speed at the driver's side, and a new automatic machine, rather like an automatic tea and coffee dispenser in appearance, mounted on the side of the staircase. This is also of Setright manufacture, and passengers can select four different fare values, then use the appropriate coin to receive their tickets.

1 cannot say that I like the colourimpregnated Filon panels used on this bus, both on the exterior (blue) and interior ceilings (white). To me they look like painted cardboard, but I understand the advantage claimed is that they do not require repainting and the appearance of the bus does not deteriorate in service. Otherwise the usual high standard of finish associated with NCME is visible. Incidentally, a counting device tells the driver how many passengers are in the upper saloon. This cancels automatically as each passenger descends the stairs.

Returning to single-deckers, an interesting vehicle is the one-man 42-seat front entrance, central exit bus on Daimler Fleetline chassis for Grimsby Cleethorpes Transport. To look at the Willowbrook body, with the character istic BET outline, it is not easy to see at a glance that the vehicle is of rear transverse engine layout. The bus has a two-step entrance followed by a ramped gangway.

Seats in the rear portion of the bus are transverse doubles on a raised platform, similar to rear-underfloor-engined body practice. The bus is attractively finished, but in view of my remarks regarding standing passengers, it is a pity to see that Grimsby Cleethorpes has dropped the policy of using curved quarter lights above the cant rail.

Ironically, one single-decker in the Show not intended as a standee bus does have these quarter lights. This bus has a double-width entrance and single-width exit, and is a 48-seat Roe-bodied AEC Swift for Leeds City Transport. The main windows are all sealed, but air blowers are fitted in the driver's screen and the screen at the rear of a luggage compartment behind the exit.

The most ideally laid out standee bus is the Leyland/MCW Olympic shown in Montreal colours and aimed at the Canadian market. With overall dimensions of 39 ft. 11 in. by 8 ft. 6 in. the bus is out of the question for British operation which, in away, is a pity, as the spaciousness inside this 41 seat/40 standing bus is admirable. Three shallow steps lead through the 30+ in. wide entrance into a space of 40 in. between the cushions of facing bench seats. Where transverse seating is employed, double seats are used on the (Canadian) nearside and singles on the offside with a space of 41 in.

between the cushions. Although not the only bus on which provision is made for combined illuminated advertisement and saloon lighting panels, this bus is the only one in which such advertisements are actually displayed, and very attractive they are too.

Giant double-deckers

Although I have concentrated on luxury coaches and one-man buses in this review, some mention must be made of at least some of the double-deckers shown. While Leyland is considering whether or not to go into production with a 33 ft. Afiantean doubledecker (a 36 ft. version is, of course, being built for Stockholm), Daimler have a bodied 32 ft. 9+ in. double-deck Fleetline at the Show. This is a 78-seater for Leeds City Transport, and features Alexander-style front windows and panoramic side windows (no less than 7 ft. 6 in. in length). It is claimed that the body could seat up to 86 passengers, but the extra length has been used to provide passenger comfort in this case.

Longest double-deckers at the Show, however, are the two Eastern Coach Worksbodied Bristol VR buses. These 33 ft. vehicles have five bays of moderate length, and seat 80 passengers. Illustrations of one of the new vehicles were published last week, but the same remarks about excellence of finish on the United bus also apply to these doubledeckers. It is a pity that it will be 1968 before production of the VR gets under way, as the new design combines traditional grace with modern layout and finish in a splendid way.

Right: A refreshingly new style is employed on the Northern Counties-bodied Leyland Tiger Cub for Lancashire United. Note the panel in The rear emergency door to give the driver a view to the rear when reversing.

A two-step entrance is employed on the double-deck bus, the second step being shallow 4 in. one leading to a completely ,el lower saloon floor. The Bristol VR is a ar-height bus with an overall height of 13 ft. in. so that headroom in the lower saloon ngway is at a maximum of 5 ft. 11 in. tspite the low clearance, there is not the me feeling of restricted headroom which IC tends to associate with the Bristol xlekka, and the interior seems k.tuite ,acious. The staircase is neither a dangerous iral nor a straight safety one, but an innious compromise between the two.

Of the now traditional 30 ft. reargined double-decker, the best example at Hs Court is probably the Roe-bodied Atlantean, designed to the specification of Oldham Corporation Transport. This bus is very tastefully finished, both inside and out, and is the only one employing a peak roof effect at each end of the vehicle. This allows maximum head room right up to the front of the bus, and also gives the vehicle a modern and attractive external appearance. Screens are provided to the engine compartment, and these corner panels are hinged to give access to the engine for maintenance.

Many features found in the Liverpool Atlanteans are employed on the Oldham bus, including a similar floor line, and back-toback transverse seats over the rear wheelarch. The Liverpool-style staircase is also employed, while a low-height Roe-bodied Atlantean for the West Riding Automobile Co. Ltd. employs the Leeds safety staircase, and a Park Royal-bodied Atlantean for Sheffield a half-turn semi-spiral staircase. This latter bus, incidentally, is fitted with a Setright Speed ticket machine at the driver's compartment, and is the only rear-engined double-decker at Earls Court this year which shows its bustle.

Only two front-engined double-deckers are on show. One is a Northern Countiesbodied Leyland PD3 with full-front and wrap-round BET-style windscreen with topdeck windows to match. I am told that access to the engine is easy but am not at all convinced having looked closely at the cab and the folding flaps which give access to the engine. This bus, incidentally, also has panoramic windows.

The other vehicle is a Willowbrook-bodied AEC Regent V with half-cab and a wellproportioned body spoiled by the all-over red livery of the South Wales Transport Co. Ltd. A good interior finish is also spoiled by an unusual choice of plastics panelling for certain bulkheads and the window surrounds. This dark grey and white pattern would seem more appropriate in a coffee bar, and compares unfavourably with the general standard of decor set at the 1966 Commercial Motor Show.


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