Making the Most of the Light Vehicle
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Some Workmanlike Designs of Bodywork for 10-12 'h.p. Chassis, Which Embody Features intended to Meet the Requirements of
Operators in Different Classes of Business
MR. ASHCRAFT, the coachbuilder, was discussing with Daniels, his draughtsman, the possibilities of the 10-12 h.p. chassis. "One way of solving the weight problem is to meet the requirements of the user within the limits of the smaller chassis," observed Mr. Ashcraft, " Yet, in spite of these limits, the number of small vans in service in many trades continues to increase. Here is an inquiry from a. customer who wants a Luton-type body on a 12 h.p. chassis, with a length behind the driver's seat of about 5 ft. 6 ins."
" I am afraid that it will look somewhat top-heavy," said Daniels, " because with the panels extended below the chassis, and, say, 5 ft. of headroom inside, the body will be nearly as high as it is long."
B28 "We might get over that problem," suggested the coachbuilder, "by extending the Luton portion in front of the windscreen, but I do not want to do that. I would suggest that the upper part of the body be made as light as possible in appearance."
"Why not iusert a side window at the top?" ventured the draughtsman.
"Glass is heavier than panelling," replied the coachbuilder, "yet the effect would be pleasing and I think we might make the greater part of the sides of the upper part of glass. There could be three windows on each side, with rounded corners to follow the shape of the roof."
"Would you have any of these windows to open?" asked Daniels.
"Not unless specified, because fixed windows mean lighter construction," said Mr. Ashcraft, "and, if ventilation be required, a louvre panel could be fitted at the front and rear.
"Here's a customer who wants a simple type of display body on a similar model of chassis. He does not require any special streamline effects. The loading portion may be higher than the cab and a pair of glazed side doors is to give access to two shelves, one just above the wheel arch and the other midway between this shelf and the roof." "The side doors would look neat if made up on metal frames," said Daniels. "They could have a middle bar, which would conceal the edge of the upper shelf, with the advantage of extra strength for the door and small panes of glass that would be cheap to replace should a breakage occur."
"I agree," replied Mr. Ashcraft, "but what would you suggest for the space below the wheel-arch shelf, because, if this be fixed, access below it in front will be difficult?"
"I would provide a sliding tray," replied Daniels. "This tray would slide on metal runners between the wheel-arches. The width of this tray would decide the width of the rear door, which, I presume, is specified. At the same time, we might propose to the customer that the whole or a part of the wheelarch shelf be removable. This would allow bulky articles to be carried on the floor of the van."
"Yes, I should certainly indicate those points in your sketch," said Mr. Ashcraft.
"The next job which we have to discuss is a small platform lorry. Like the display van, it is to have an upper shelf—in fact, it is a double platform lorry with a panelled roof. Access is required not only on each side of the loading portion, but also behind the cab and at the back of the lorry."
"Is the whole of the lower platform to be above the rear wheels?" asked the draughtsman. "If so, the overall height will appear excessive, even with only 2 ft. of headroom between the upper and lower platforms."
"The lower platform may have built-up wheel-arches," replied Mr. Ashcraft, "although the length of these built-up platforms will be about hall the total length of the body. The top faces of the wheelarch platforms are to be continuous from side to side and thus form an intermediate floor.
"It was considered that the space between the wheel-arches might be somewhat inaccessible, therefore it was suggested that the boarding between them should be removable. At the same time, this space would be fairly accessible from each side of the lorry and any lengthy article placed in the centre of the floor could be reached easily through the back door, which is to be not less than 2 ft. wide."
"How is access to be provided in front?" inquired Daniels.
"The idea," said Mr. Ashcraft, "is for a sliding panel to be fitted
between each platform and the cab. As the roof of the loading portion will be several inches higher than that of the cab, the front of the body will have fixed boarding between the two roof levels. There will also be fixed boarding for the back of the cab on the off side, behind the seat, which accommodates only the driver and there will be a sliding panel to fill the space in front of each platform on the near side." "Are these panels to slide in front of or behind the fixed boarding of the cab?" inquired Daniels. "As the upper sliding panel will be the smaller of the two and will probably be above the level of the seat squab, it could slide in front of the boarding, but if the lower panel be arranged in a similar manner there would have to be a clearance between the back of the seat and the boarding."
"I am in favour of both panels being mounted behind the fixed boarding," said Mr. Ashcraft. "When in the fully open position, each panel will project for an inch or so to provide a hand-hold from the front. A casing for these moving panels should be unnecessary, but they • may be protected by a light angle plate screwed to the floor.
"I have also an inquiry," continued the coachbuilder, "for a small streamlined van, which is required for special express deliveries. It may be as much as possible like a sports saloon, although the loading area is not to be unduly curtailed. I would suggest a shaped back with a roller shutter, and a chromium-plated moulding at the waist, curved downwards at the back.
Any further decoration on the body?" asked Daniels.
'Well, perhaps," concluded Mr. Ashcraft, "there could be a shaped panel for the upper part of the body, with its edges parallel with the roof guttering, waist moulding and back panel."