TRAILER TAI.K
Page 12
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Trrims is the first of a series of monthly bulletins designed to I keep you in touch with the world of semi-trailers in general and of Scammell semi-trailers in particular. It will be open to deal with any and every aspect of trailer usage with special emphasis on new models, new adaptations and new uses for existing outfits. In short, it will be a 'news' page in both senses.
Obviously, it is possible to cater for what readers are interested in only if one has some idea of what they are interested in. If, therefore, there is anything you wish to know about semi-trailers, anything at all, please do not hesitate to ask. If your query is of general interest, it will be discussed on this page; if it is particular to you, you will of course get a personal reply. But please ask.
Axles— tubular or solid?
The great majority of semi-trailers made in this country have solid axles. But all Scammell trailers, with one exception, have tubular axles with bolted-on stub ends. What are the advantages one way or the other?
Certainly a solid axle is easier from the manufacturing point of view than a tubular; but a tubular axle, although every bit as strong, is much lighter. Therefore, from the operator's point of view (which is the only one that concerns you) it gives greater scope for payloads, helping as it does to reduce the overall weight of the outfit. With bolted-on stub ends the axle is virtually although not literally ! in three parts. This means that, should the axle be damaged in any way, it is quite possible that the damage will be localised either to one of the ends or to the central shaft. In this case, only the part affected needs to be replaced as opposed to the entire axle. Cheaper and, of course, much quicker.
Another point of interest about Scammell axles : they are all cambered slightly to cancel out any deflection when the trailer is loaded and so to equalise tyre wear and lengthen tyre life.
School for artic drivers Handling an articulated vehicle is not the same as handling a rigid one. In a number of respects the technique is different and there are many tricks of the trade to be learned before a fully qualified driver cart call himself a fully qualified artic driver. You may like to know that Scammell run (at Watford) a driving course to which any customers may send their men for expert instruction. It lasts for a week and subjects include general vehicle construction, vehicle maintenance and the insand-outs of various kinds of coupling gear. In addition, drivers I 0 are given instruction, both theoretical and practical, on the correct handling of their own types of vehicle. At the end of the course; every driver who passes gets a Certificate of Proficiency.
Specialist instruction of this kind can do nothing but good for the company concerned and, not least, for the morale of the individual driver. Plenty of people have realised this and the course is usually well booked up for some time ahead. II you are interested, your first step is to write for the syllabus.
Lightweight champion Shown here is the Univan, designed and produced by Metropolitan-Cammell Carriage & Wagon Co. Ltd., in conjunction with Scammell. Basically, this semi-trailer is not a chassis with a body added it's a body with running gear underneath, What's the difference? Well, the great difference is that this particular design technique makes the Univan extremely light in relation to its strength and its payload capacity of 12 tons. And the fact that the body is of aluminium alloy makes it lighter still and means that, as far as the body is concerned, you can more or less forget about maintenance.
The Univan is of frameless construction with special extruded sections for cantrail and corner pillars. The full-length double doors at the back fold flush to the sides so that they are out ol the way for loading and the rear safety bumper bar forms s step for easy access to the body. Models are available with insulated body, with or without refrigeration equipment, ox for fork-lift operation. There are three standard lengths — 22', 24' and 26' and the wide range of optional fixtures and fittings includes twin line air brakes. Coupling is SAEJSMMT 5th-wheel but automatic coupling can be supplied if required.
The photograph shows the Univan under test at the MIRA establishment at Lindley in Warwickshire. On the MIRA track it was put through its paces over many miles under fur load and 50 % overload conditions and came through witt flying colours.
STOP PRESS The Fourtrak runs on eight Timken taper roller bearings two per wheel. Dimensions: — Each Inner Bearing —Outside Dia. 6" Inside Dia. 31" Width zr . Each Outer Bearing—Outside Dirt. 41" Inside Dia. 2" Width r". More than adequate for the load the Fourtrak has to carry!
Send this coupon for leaflets on any semi-trailers mention& here—or on any other vehicles in the Scammell range.