both Ford or General Motors. In 1969, Carpenter Body Works became the first company to build a school bus on a P-chassis, named the Cadet. In 1970, Wayne developed its own vehicle line for a Chevrolet P-chassis, named the Wayne Papoose. The front bodywork of the Papoose was designed in an effort to maximize forward visibility; in what would make for an unusual appearance, the front bodywork also maximized the use of flat glass and flat-paneled sheetmetal. Described by some observers as "severe" in its appearance, the Papoose earned other nicknames even less kind. Although the Papoose failed to gain ground in the school bus segment and was discontinued in 1973, other school bus manufacturers would develop buses of a similar configuration by the end of the 1970s, with the Blue Bird Mini Bird and Carpenter Cadet remaining in production into the late 1990s. Following the failure of the Papoose, Wayne chose to develop an even smaller school bus, becoming the first manufacturer to adapt a cutaway van chassis for school bus use. For 1973, the Busette was introduced, using Chevrolet/GMC and Dodge chassis. Prior to the Busette, small school buses were conversions of full-size vans or large SUVs (such as the Chevrolet Suburban or International Travelall). Using a cutaway chassis, the Busette placed a purpose-built bus body on a dual rear-wheel chassis; the wider rear axle provided an extra margin of stability and capability over converted passenger vehicles. Following its introduction, the Busette (and its Transette commercial variant) set a design precedent for the configuration of all small buses, not just school buses. The Busette and Transette also were among the first small buses to be fitted with wheelchair lifts. Full-size buses: Lifeguard In the early 1930s, Wayne was one of the first school bus manufacturers to introduce guard rails and all-metal construction into school bus design. While safer than wooden body construction, riveted metal body panels posed problems of their own; in a crash, a weak point of the body was identified as the joints where body panels were fastened together. In 1967, safety engineers of Ward Body Works of Conway, Arkansas (a competing bus manufacturer) subjected one of their school bus bodies to a multiple roll test and noted the separation at the joints. Ward noted that many of their competitors were using far fewer rivets and fasteners. This resulted in new attention by all manufacturers to