. A LIGHTWEIGHT SINGLE-DECK BUS BODY.
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Despite the Increased Passenger Accommodation of the New Coventry Buses, the Vehicles are Seven Cwt. Lighter than the Old Pattern.
WE HAVE on several ocaasions recently briefly referred to the new single-deck buses whieh have, during the last few weeks, been. put into service by the Coventry Corporation, and, although we have been in possession of the full details of the bodies fitted on these vehicles, which possess many interesting features of design, we have been precluded until now, as the result of considerable pressure on our space, from giving our readers the benefit of this information.
Naturally enough, ninth interest was evinced locally on account of the contract having been secured by the Mandslay Motor Co., Ltd., of Parlsside, Coventry. The Corporation have undoubtedly adopted a wise policy in supporting a local manufacturer, for, quite apart from the fact that they have chosen a British vehicle of undisputed merit, they are right on the spot for obtaining spares and replaeenients which may be required. We are, in this article, chiefly concerned with the body design, but. we might en peasant suitably refer to the outstanding features of the chassis. It is the same as that designed by the company for char-A-bancs work, -and is the standard chassis for passenger carrying. The four-cylinder engine, with a bore and stroke of 5 ins. and 5 ins, respectively, develops 40 b.h.p. The Maucislay practice of disposing the valves with their operating gear directly overhead, of course, obtains on this model. In the camshaft drive is incorporated a unique type of ball universal joint, which permits of the shaft-casing, with its tappet 'gear, being hinged over quite clear of the valves. A reversed cone clutch, Ferodo-lined, transmits the engine, drive to a four-speed-andreverse gearbox, 'the fourth speed of which is a direct drive. The hind axle is a most serviceable unit and comprises " banjo " weldless forging in chromenickel steel, and for the standard type ehar-k-bancs worm-driven and full-floating differential shafts. The wheelbase of the chassis is 15 ft. 6 ins., the track being 5 ft. 6 ins.
We will now give a brief description of the body which is employed. It is known as the Hickman lightweight single-deck bus body, and it has been constructed by the General Seating Co., Ltd., of 162, Grosvenor Road, London, S. W. The first consideration taken into account in the design of the body has been to provide all-round utility. Under this heading precedence has been given to the provision of comfortable seats of sufficient length for two passengers on each seat, elbow sails running the full length of the body. A wide gangway is provided from the rear to the front of the bus.
The rear seat is at a. lower level than the seats in the body of the bus, and it is taken right across to the shut pillar (that is, when a door is fitted). This arrangement provides a comfortable seat for four passengers, whilst it reduces the height of the load, eliminates one step, and also has the effect of reducing the appearance of undue overhang of the body, because at whatever angle the vehicle may be viewed, the overhang appears to end at the body corner pillars.
After giving the maximum interior seating capacity, the overall width of the pillars is reduced to the. minimum, viz., 7 ft, this dimension being only ins. wider than the available width inside.
A feature of the design of the bode is the large radius of the curve of the rear corners, whilst the earners of .the front canopy are also rounded to prevent collision. As accidents invariably arise from the extreme portions of the body fouling vehicles or other road obstacles, the risk of damage to the body should be considerably minimized by the features which have been incorporated in the design.
It may seem paradoxical to state that strength is obtained by the reduction of weight, but such is the case in the de sign of this body. This feature has been achieved by the reduction of the scantlings of all the .main structural. timbers, some of thes.most important of them being entirely eliminated, so far as their orthodox form is concerned. A scientific method of trussing is employed in cross sections, which is supplemented With light steel castings, which offer great rigidity to all lateral stresses.
Special attention has been given to the formation and reinforcement by a patented method of joints. Several applications have been found for the use of timber on edge to resist stresses, and, wherever possible, members are so employed that they perform two or even three useful functions. The longitudinal strength of the sides of the body is such as to prevent any possibility of whipping in the chassis frame.
Another special feature incorporated in the design as that the panels are put in in sections so that. a damaged panel can be readily replaced. These panels are framed up in such a manner that the whole side can be taken down, and any part of it replaced as desired.
In addition to the noteworthy features relating to utility, strength, weight reduction, and the facility for the renewal of parts, the whole body has been constructed strictly on coach lines that may generally be considered as pleasing as possible, taking into consideration the large dimensions which are essential to a large capacity vehicle.
Each bus—ana four of them have been supplied to the city authorities--aecom, modates 36 persons, in addition to the driver. A smoking compartment; which can seat 16, is provided at, the rear. The old pattern vehicle carried 28 passengers, and was 7 cwt. heavier than the present model.
Two 46-seater double-deck omnibuses constructed on similar Enos to the single-deck model have been in constant use for nine months, carrying peak loads of 80 passengers for the West Bridg
ford U.D.C. This period of regular work with a. heavy top load is undoubtedly quite sufficient thoroughly to test the construction. Experience with these vehicles has shown that the familiar creaking of body framework is entirely absent.