A GOODS VEHICLE BUILT, ON BUS LINES.
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Detail of a Striking Van Utilising a Passenger Chassis and an Exceptionally Interesting Body.
IT is not always that users of commercial vehicles appreciate to the full the very wide and striking publicity which can be afforded their products by employing a really well-finished body on a first-class chassis, and this without necessarily reducing the loading space available. The publicity vehicle which is purely that and does not serve any other useful transport function is not permitted to run on the streets of the Metropolis, but there can be no objection to such a van as the one we are about to describe, and which is in the service of S. Maw and Sons, Ltd., 7 to 12, Aldersgate Street, London, E.C.1.
Before dealing with the actual chassis and body it would be as well to explain some points regarding the work which this vehicle is called upon to perform. It will be known to many that the concern in question is a wholesale chemist and druggist with depots at Illackney and Barnet in addition to the headquarters in London, and the trade demands the long-distance delivery of goods, many of which are of the company's own manufacture and of an extremely varied character. For example, quite apart from the tremendous number of its products which are handled by chemists in the country, the company also delivers, by means of its vans, such goods as hospital furniture, complete shop fittings for chemists and other goods of a bulky, although not necessarily heavy, nature.
As regards the area covered by the motor delivery fleet, it is sufficient to mention that there are regular services to places throughout 15 counties. Past experience has proved that, owing to the great mileage necessary and the heavy standing charges of large vehicles, the ordinary solid-tyred type is quite out of the question. Prior to the introduction of this new van, which holds approximately three tons, longdistance work was carried out by two 30-cwt. Thorn ycroft boxvans of the Subsidy type, which involved extra standing charges and which, considerably increased running costs; furthermore, heavy loads sometimes necessitated the employment of additional vehicles from the London fleet. It was realized that if the two vans could be pat on to other work and replaced by a single van holding approximately three tons and with a margin of space to deal with bulky goods, then, providing the vehicle was sufficiently speedy and that the existing pairs of routes were joined together, considerably greater efficiency would ensue. This is what has actually been done in practice with a resultant reduction in the annual standing charges and a general saving and reduction in the number of separate loads despatched.
In deciding upon a fast, sturdy and up-to-date passenger chassis for the work, the company was quick to see the publicity possibilities of such a vehicle providing that the body, having first been built to the dimensions necessary for the freight, could be made very attractive without much additional expenditure.
It was deemed advisable to break away from the traditional rear doors for loading and unloading. One reason for this is that the warehouse at Aldersgate
Street does not possess a yard, consequently vehicles have to be loaded alongside the pavement, and it is particularly desirable that goods brought from the main building should be placed immediately iato the van. Side doors prove admirable for the purpose. It was further decided that as the side doors could not possibly open over the pavement or inwards, they must be of the sliding type and of sufficient height and width to give approximately the same loading aperture as is available at the rear of a standard 30-cwt. heaven. The actual opening in the new van measures 5 ft. square, which has proved to be a very useful size without necessitating the employment of cumbersome doors.
Side doors would, it was considered, reduce the ever-present risk of pilferage while the van man was delivering at
shops. There is also the advantage that the opening and closing of the doors may be done while the vehicle is in motion. When small parcels have to be delivered, ease of ingress to and egress from the main portion of the van are most important to maintain speedy deliverieh, and for this reason a type of step similar to that used in bus practice has been adopted, whilst suitable accommodation within the body has been made for the van attendant.
The body was planned to have the usual overall dimensions, style of roof and forward-control cab of a 52-seater saloon bus. One reason for this decision was the excellent visibility and control of the vehicle afforded by the prominent position of the driver. The actual body in no way differs from
standard bus practice, except that it is built up mainly with Sundeala panelling in place of panelling and glass.
The very large side panels, unbroken by mouldings of any kind, and the permanent back afford excellent spaces for attractive publicity of a compelling kind, the chief advertisement being of the Mentor tooth brush and taking the form of a copy of posters actually painted on to the panelling.
Care has been taken to see that the domed roof permits a tall man to stand in comfort, and this greatly assists the loading and driving staff when working within the vehicle. • The floor level has been kept low so that cases can easily be placed on the floor without the two-man lift necessary to hoist heavy boxes to the tailboards of vans of the old-fashioned type. This has been found particularly useful when loading showcases.
At the front of the roof is an illuminated destination indicator, which was incorporated as being a useful feature for advertising the ownership.
The forward bulkhead is finished in glass as in a bus, the windows being protected by light bars. This permits goods within the body to be recognized easily, and for the same reason an additional square window has been placed in the roof near to the rear.
To provide adequate ventilation, there are sliding windows in the front and two streamlined Airvac ventilators in the roof, whilst two of the rear lights serve to illuminate the interior at night.
The dimensions are such that it is quite possible to sort consignments en route in the same manner as is done in a mail van on the railway.
In the front of the main body is a comfortable seat for the attendant.
As regards the finish of the vehicle, apart from the signs to which we have already referred, Regent red was chosen, but to avoid heaviness an 8-in, waistline was finished in deep cream.
A point which will be appreciated by drivers is that toolboxes of ample size are provided between the chassis members and the outside of the body, access being gained to these by lifting two floorboards.
The body panelling is carried down to the step level, and a false running board is fitted around the vehicle, this giving a measure of protection to the paintwork.
The interior of the body is equipped with hooks, to which are fitted detachable and interchangeable leather straps which assist in holding the load in posi
tion. Thanks to these, and to the, attention of the woman, who, through riding within the body, can take care of the safety of the load while the vehicle is in motion, and not least to the ex
cellent riding qualities of the chassis, breakages in the van are practically eliminated.
The body was designed by Mr. Vernon Porter, a director of the company, and was built by John I. Thornycroft and Co., Ltd., at its Basingstoke works, the chassis being a Thornycroft-type B.C. forward, with a 58-85 h.p. six-eylindered engine four-wheel brakes and Dunlop straight-sided pneumatics.
The vehicle covers over 3,000 miles per month and during the course of its journey it visits approximately 350 towns and -villages in that period.