THE DESIGN OF THE ALL-WEATHER COACH.
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IN the last issue of The Commercial Motor the reasons for the continued efforts to produce a coach body which shall provide a satisfactory form of weather protection were thoroughly discussed, and it was shown that the coachbuilder has devoted time, thought, energy and expense to the production of the required type. The varieties of all-weather coach that have so far been placed on the market were described, full details being given concerning the methods adopted of attacking the problem, which lies in giving the maximum of ventilation and freedom from overhead structure when the weather is fine, with the maximum of protection coupled with speedy operation when a shower of rain falls. Lack of space prevented every type being dealt with in last week's issue of this journal, and the description of other important types is now continued.
Different Types of Roof Cover.
The East Kent Road Car Co., Ltd., use a body which has a waterpoof cover. This is retained in front under a moulding and is stretched over the roof framework by means of steel springs fastened at the sides and back. When it is required to open the 'roof these springs are released and the cover rolled up towards the front.
With the Hickman all-weather coach body, the roof is framed up with a boopstick at each pair of pillars, and there are two inner longitudinal members in addition to the cant rails. This framework forms a support for a loose cover, which can be rolled back right from the driver's screen on to the short rear section of -the body. The reason why so much ingenuity has been expended on the design of Cape-cart hood fittings and roof mechanisms is because the riding public, on the whole, does not like a body with a fixed roof when on pleasure bent. It is alleged that one's view of the surrounding country is much curtailed, and there is the feeling that one is after all, riding in a closed and not in an open vehicle. Whether this view-point will always prevail remains to be seen, but one notices that the private motorist is beginning to find that the saloon body is not such an ill-ventilated and darksome prison as he had imagined. Perhaps the coach passenger may, in course of time, think likewise of a larger body designed on similar lines.
Besides being the simplest type of body which can be built, there is the great advantage that the roof,
if properly reinforced, Can be used for stowing. far 'More luggage than Can possibly be accommodated in side or back lockers. If the body can be mounted on a, low chassis, and the headroom is restricted, there need be no fear that the top load will be dangercius, certainly far less than had the body been designed as a double-decker.
But a body with a fixed roof, now that drop windows are regarded as a standard fitting, may hardly be considered an all-weather coach, being sinaply am up-to-date omnibus. The back wilt be panelled right up to the roof, but, in order to give the body as open an appearance as possible, the intermediate pillar tops should be detachable or swing upwards into the roofTo enable this to be done safely, the cant rail must be of good depth, so that a flitch plate can be screwed on inside below the hoopstieks.
If no luggage is to be carried on the roof, then the roof may be built up with bent ash hooputicks and a waterproof twill cover, similar to Cape-cart hood construction, except that it is fixed. By this means much weight is saved.
A cheaper body can be made with curtains or spring-roller blinds. As the roof is fixed, the arrangement and number of doors may be varied as required, and partitions framed in so as to divide the body into separate compartments or a rear coupe portion.
Instead of having an entirely fixed roof or a superstructure which folds down completely, a compromise can be effected by designing the front as a coach and the rear as a coupe or saloon. The number of seats in each portion is varied as desired, hut, in any case, the amount of folding headwork is reduced sufficiently to allow it to be more easily controlled. The coupe is made to open to any extent required, such as providing drop windows and any type of roof opening as already described, or used for carrying luggage on top_ The cover of the coach portion is conveniently rolled up on the front top rail of the saloon, and, when the intermediate metal bow is dropped vertically behind the front seat, as in the Bartle type of body, the effect is very neat. The conventional method is to use a one-man type of hood and fold it against the front of the saloon. The rear portion may be entered from the sides or back, or a door may be made in front so that the central gangway is continuous throughout.
As the composite type of body allows an easily controlled type of hood to be used for the front seats, it is thought that the idea could be adopted for a rear portion as well. A body so fitted would then consist of a front and rear portion, each having its own folding headwork. The four-seated touring car is occasionally built with a separate head to each seat. In earlier patterns divisible hoods have been made so that the driving seat, with the front part of the hood, could be used when the rear portion was made detachable.
In the sketch, shown herewith, the front part of the body depicted in the closed position has a sloping vee screen, separate doors being arranged for the driving seat and the remaining portion respectively. The pillar top between the doors drops vertically, and the rest of the superstructure is Made to fold dovin. • Both door lights can be used when the head is down, but not the quarter light, as the folding headwork lies on top of the elbow here.
A space of 1 ft. to 1 ft. 3 ins, is left between the front and rear compartments So that the head of the front one may fold down in the usual manner, and not obstruct the view of the passengers in the rear portion. The central space below the elbow and right across the body is used as a luggage locker, with a door on each side.
The rear compartment has a central side door, the front pillars remain standing, and the bead folds down in a similar manner to the front one, the front lights drop and all the side lights of both portions.
There are tool lockers under the front steps, a large box in front of the hind wing and a longer one on the off side. There is also an underslung locker at the rear.
The body shown is of maximum size, but the general arrangement can be varied to suit the length of the chassis, as in the design with the heads shown open. There may also be a smaller front compartment with only one door each side and two side lights instead of three, or a similar setting out may be used at the rear. The position and number of the doors in the rear compartment will depend on the position of the hind wheel.
The type of body which is illustrated has a seating capacity for 20, exclusive of the driver's or gang-way seats..
The idea may also be developed by opening only a portion of the rear compartment or adopting the fixed roof construction here.
There is a very good demand for the all-weather coach, as was proved by the business done at the last Olympia Show. The progressive coach proprietor, however small his fleet, is always on the look-out for a vehicle which he can use in any weather, summer or winter. It is thought that a review of the types of bodywork available, together with a brief discussion of the problems involved, and a suggestion or two as to a new line of action, will help to stimulate further interest in the subject on the part of all those interested in the question, whether as owners, builders, drivers, or passengers.