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DESIGNING in Coaches for COMFORT and Buses
Page 114
Page 115
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THE primary object in designing any passenger-vehicle should be passenger comfort. The modern coach or bus chassis
has pneumatic tyres and an excellent suspension system, also the maximum amount of space is provided for the bodywork. The bodybuilder, is, therefore, encouraged to exercise his skill in the construction and equipment of the body, in eider to ensure full enjoyment of the journey, whatever its length.
Although some public-servicevehicle proprietors still demand the largest possible number of seats within a given overall length, the majority appears to recognize that adequate spacing between the rows of seats pays better in the long run, in more senses than one.
With a bus, a space of 29-30 ins. between the backs of the seats may be utilized to maintain a good width of cross-gangway, whilst for the coach, this measurement may permit the width of the seat cushion to be increased, the cross-gangway being less frequently used.
The desirable features of a bus seat are simplicity of design, a cushion rake of not more than 2i ins, and a height in front of about 17 ins, above the floor. A leg on the centralgangway side and a support from the _ body panel on the other side have the advantage of providing a minimum of floor obstruction.
The bus cushion should be about 4 ins, thick, so that the under side of the seat may be as high as possible. The cushion should absorb all shocks transmitted to it without large deflections, for a constant bellows action wears out the covering material.
A cushion should be tested under service conditions with the maximum weight that it is likely to carry. Like the cushion, the upholstery of the back of the seat should be compactly designed, with a marked fullness at the bottom, so that the small of the back is supported.
If space be limited, then the back panel of the seat may be shaped to follow the profile of the squab in front. The hollow thus formed affords extra knee room. Moreover, whatever the spacing, the bottom of the seat panel should be rounded or bevelled, otherwise the sharp corner is apt to come in contact with the passenger's shins.
In some instances, individual shaping of the seat backs is adopted. This is satisfactory if both passengers occupying a double seat be of normal proportions. A simple method of ensuring comfort in a double seat, when the passengers are of markedly different weights, is to provide two cushions. This refinement is seldom incorporated in the service bus, although some coaches are thus equipped. With some forms of cushion construction, it is claimed that the double cushion is unnecessary.
Unless the coach seat is to be utilized as a lounge, or for sleeping, its main features should not differ from those of a bus seat. A wider cushion has already been mentioned, but, as there is little difference in overall width between the stage and the express carriage, the seat may be longer only from side to side, if the centre gangway be closely within the legal limit.
If space allows, armrests may be added, but it must be remembered that this may cause discomfort if two stout passengers occupy the same seat. As a compromise, there should be no seat-end panels so that there is an open space between the under side of the armrest and cushion.
The coach seat should duller from that of the bus chiefly in its fittings, which are concentrated on the back of it. Such refinements are mirrors set at -art angle, so as to be useful without the need for stooping, a folding rattle-proof table for each passenger, arid, below these, a pair of fall-front lockers for books, papers and small parcels. An important item is a sloping footrest.
Cross-gangways are necessarily limited, but ease of aecess between the inner seat and the central gangway would be improved if the cushions could be ,tipped. This arrangement should be more useful for a bus, because there is more movement to and from the seats than with a coach. In order to provide a bearing for the seat pivots, a central pedestal is necessary and, unless the seats be widely spaced, there is no room for a footrest.
The longitudinal seat, such as is built over the bus wheel-arch, should be as comfortable as a cross wise one. The wheel-arch seat is often 4-5 ins. higher than the other seats. This disadvantage should be
counterbalanced by a narrow platform in front of the seat.
The back of this seat is apt to be shortened, because the top encroaches into the window area.
Wheel-arch seats often accommodate four passengers and, although separate spacing for each passenger is unnecessary, it is considered that a
central armrest for this length of seatis an improvement. Moreover, as
there is a space at the front end of this seat, owing to the slope of the seat back adjacent to it, this may be filled with another armrest.
The comfort and safety of the passenger are also dependent on the design and arrangement of the rails and handles provided. Handrails at the entrance should he long and,
wherever possible, vertical, so that they. are easily grasped at various heights. A most effective hand-rail for the large entrance platform is the central stanchion.
Formerly, a similar pole was much in favour for the interior of the saloon. It has now been omitted from specifications, because it is regarded as an item which detracts from the spaciousness of the compartment. It also occupies space in the small cross-gangway, but this may be obviated by terminating the pole at the back of the seat.
These grab poles are usually fitted to alter-. nate seats, whilst the other seats have corner handles. If, instead of confining the handle to the corner, it be extended for the full length of the ,seat, it may be used not only by passengers in the central gangway, but it is a means for assisting passengers to rise from their seats. This type of handle is particularly useful for the passengers occupying the front row of seats behind a bulkhead. With a coach seat the hinged rug rails may be utilized for a similar purpose, although, of course, they are not so effective.
The comfort of the passengers is also dependent on the design of the staircase. Where space permits; the right-angled staircase is to be preferred. This has the advantage of providing two short, straight flights, with rectangular treads and a convenient half-landing. All types of staircase have been much improved now that the treads have a larger area.