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AT THE NORTH OF ENGLAND SHOW.

Pressure upon this v. eek's text pages prevents our devoting any space to the speeches at the pre-show functions. We intend, next week, to report the remarks of the Clerk to the Lancashire County Council, andfurther to the references which appear upon page 517---to comment upon them. The North of England Show is a big success, as we anticipated it would be. We look forward to justification for two shows at

Manchester in 1912, one each for private and commercial motors. The only alternatives are the enlargement of the hall at ltusholme, or the discovers of a new home for a joint show. • Disappointment over areas has been expressed in numerous instances, whilst certain makers, who this year find themselves outside the pale altogether, are, we think, unlikely to stay there for another year.

Albion (15).

The display of Albion vehicles is in the hands d that maker's local representative, Mr. Tom Garner, of 12, Peter Street, Manchester. On this stand, there is shown a cream-finished 15-cwt. van for Messrs. Peter Paisley and Son, of Jamaica Street, Glasgow. As a perambulating advertisement, it should prove very effective. Head on to this van, there is a unique form of char-abanes de luxe, the chassis of which is one of the Albion company's latest fourcylinder 32 h.p. type. The seating arratigement of this vehicle provides for a central gangway, and the passengers enter and leave the vehicle through a side door at the left-hand side of the driver, who may thus perform the double duties of both driver and conductor. It is a type of machine intended for private-hire and passenger-carrying services in the Highlands or elsewhere. A substantial back screen supports the solid canopy, which extends forward of the glass screen over the dashboard. Waterproof side curtains afford ample protection against inclement. weather.

Another of the Albion 32 h.p. models is shown with a tilt body for three-ton loads, and the exhibits also comprise a 16-cwt. shooting brake (or estate car) with seating accommodation for nine passengers. The body of this vehicle is finished in natural wood. and is of verysmart appearance. It is one of a class that meets with great favour for country-house work, and amongst the owners of Albion machines of the same type are the Duke of Sutherland, Sir Henry Bell. Sir John Ft. Gladstone, Colonel Salkeld, Major Pollock M'Call, and numerous other people well known in North Britain. The constructional details of this machine call for no mentjon ; suffice it to say that it is on one of the standard 16 h.p. Albion chassis, the various units of which have been tried out in service and proved " not wanting." The char-a banes wheels are shod with Stevenscl. " Faransure " tires, whilst those of the tilt van are fitted with Polack solids.

Alley and MacLellan (15).

A rubber-tired Sentinel steamer is the only exhibit on the stand of Alley and MacLellan, Ltd., of Sentinel Works, Polmadie, Glasgow. The machine shown is a standard six-tonner, built to the order of Messrs. Kinder Bros., Carriers, of Blackburn. There is probably no make of heavy steam wagon which occasions fewer disputes, concerning axle-weights, with local registering authorities, than do those from the Sentinel works. With the back tank filled with water, and with 5i tons evenly distributed over the platform, the back-axle weight is quite in conformity with the requirements of the Local • Government Board regulations. When six tons have to be carried, the loading, of course, must be intelligently supervised, and a large percentage of the load carried at the forward end of the platform. The improved form of Sentinel boiler, which was described in our issue of the 17th February, 1910, continues to give complete satisfaction to users, and this admirable steam raiser, in conjunction with the simple form of twin-cylinder, double-acting engine with cam. operated poppet valves, the single-roller chain drive to the live back axle, and the absence of change gearing provides features of design which give excellent accounts of themselves in service. We mighl, here refer readers to the lung letter from Greenall, Whitley arid Co., Ltd., which appears on page 528.

Belsize (14).

Fire-brigade machines are well in evidence at the North of England Show. Apart from two exhibits by well-known makers who are mentioned in other parts ef this report, Belsize Motors, Ltd., of Clayton, Manchester, is showing a lirebrigade chassis, the engine of which is capable of developing from 50 h.p. to

80 h.p. This machine has been constructed in co-operation with John Morris and Sons, Ltd., of Salford, and is an exeellent example of first-aid equipment. The ehaesie is capable of very-high speed eel the road, and it carries a large hose box. 360 ft. of g in.-bore hose, a 50 ft. escape ladder, a 40-gallon first-aid tank, and a small centrifugal pump. On arrival at the scene of a fire, the pump. which is driven by belting from the clutch shaft, may be caused to suck water from the 40-gallon tank, or from any convenient main, and to deliver it through the 360 ft. of hose; the hose reel, by the way, is permanently mounted on brackets above the hydrant hose box, and the necessary pipe connections are permanent, so that no time will be lost in the coupling up of this first aid delivery pipe. At no time is the pump intended to suck from a well or cistern, but either from the tank which is carried on the chassis, or from a local water main which delivers water at a sufficient pressure to obviate the neee,eity for the use of an air pump for the exhausting of the centrifugal pump chamber. The main hose box is large enough to accommodate 1.000 ft. of

standard canvas hose. All the fittings en this machine are " Ajax " specialities, manufactured in John Morris's works at Salford. The machine exhibited has been built for the Belfast Fire Brigade. All its wheels are shod with Shrewsbury and Challiner tires, those of the leading wheels being of the single " Giant " type, whilst the drivers are of the twin-section " World " type. A particularly-pleasing exhibit on the Belsize stand is this maker's new three. for model, which is fitted with a four c limier, 28 h.p. engine. The general design of this chassis is on the latest and most-apuroved lines. The multipledisc clutch transmits the power to the f,ur-speed-and-reverse gearbox, and the final drive to the live back axle is through a worm and worm wheel, the hack axle itself being prevented from rotating by a couple of spring-loaded torque levers, whilst the axle casing is " radiused " from the main frame by means of a couple of stout adjustable radius rods. The leading axle is of the Butler type, and has very-sturdy steer

lug-gear connections. So far As the brakes are concerned, that operated by a

foot lever i5 of the external tyr ; it has massive shoes, which may easily be renewed as they become worn through use. The rear-wheel brakes are of the internal expanding type; they are compensated and positively released, and ap plied by means of a side lever. Needless: to say, both sets of brakes are equally effective for forward and reverse run ning. Belsize Motors, Ltd., is to be congratulated on the production of this machine; we shall expect to hear excellent accounts of its service from users. As on the fire-brigade machine, the wheels of this lorry are also shod with Shrewsbury and Challiner tires. • Three other exhibits are staged by this company, one of these being a 14-16 h.p. car chassis with monobloc engine ; the ethers are two small vans, each of which has a 14-to h.p. engine with cylinders cist in pairs. one of these vans being inr loads up to 10 ewt., and the other for loads of from 15 cwt. to one ton. The smaller of the two vans has been built for the distribution of the " Evening News." and is finished in canary yellow with permanent fixtures for placard's ; the other van, with a box type of body, also presents a really-smart and taking appearance. and is intended for demonstration work, for which reason it bears the Belsize Co.'s name in striking gilt letters on the side panels.

Commercial Cars (11).

Of the two principal exhibits on this stand. otte is a live-ton stripped chassis, the other a five-ton lorry for the Cooperat:v.. Wholesale. Society, Ltd. A fe.v minor alterations have been made in the " Commer-Car " five-ton model during the past year or so, and of these we may mention that the engine is now cooled on the thermo.syphon principle. The valve spindles and springs of the engine, too, have received attention at the hands of designers. and these arc now provided with covers, giving to the engine a cleaner Appearance. Provision has been made for the fitting of chain cases if necessary, but such cases are not part of the standard design ; they are only fitted when ordered specially. A sectional model of the unique form of gearbox employed on all " Commer-Car " vehicles is also shown, certain parts of the gearbox car. case being cut away so as to display to the best advantage the operating mecha. nism, and practical demonstrations of the gear-changing system may readily be made. At one end of the " CommerCar " stand, we saw a couple of wheels which are exhibited, but by whom they are shown, or how they gut there, we cannot say in this report. We may add that sales of " CommerCar " vehicles are making good progress in the north, in spite of the fact that the makers and their representatives have to meet sturdy opposition in all quarters. The company's experience covers all models between loads of one and six tons, civet a period of years, and it possesses both valuable records and testimony from -owners.

Dennis (52) Lowcock.

The Dennis stand, which is situated in a

somewhat-out-of-the-way corner of the building, contains three exhibits of morethan-average interest. The newest and probably the most important of these is a five-ton pantechnicon chassis, which is modestly tucked away behind a Dennis fire-engine—one of a number fur the Glasgow Corporation ; this pantechnicon chassis is a departure from orthodox commercial-vehicle design. The side members of the frame are outwards behind the rear springs, so as to admit of the fitting of a deep well extending over the full normal width of the frame. Furniture removers will not be slow to appreciate the endeavours of the Dennis Co. -to give them, on a motor-driven van, that which is considered indispensable in the ordinary horse-drawn pantechnicon—an ample well for the safe storage of china, etc. This chassis has a four-cylinder, 35 h.p. engine, and the power is transmitted -through an inverted cone clutch and fourspeed-and-reverse gearbox to the standard type of Dennis worm-driven live axle. The gearbox is a new model : the -free-wheel device, which, until about nine months ago, was incorporated in all Dennis gearboxes, now gives place to a -very-plain sliding type of gearbox, in which the shafts are both short and stiff, -and fully able to behave well under conatant hard work. The universal coupling at the rear end of the gearbox is enclosed in a massive, spun-brass, oil-retaining casing—a praiseworthy means of preventing excessive wear caused by the ingress

preciate the practical manner in which the Dennis Co. has positively bolted one end of each truss-rod to the frame, whilst the other end of each is anchored to the frame through a stout volute spring, which spring is intended to compensate for varying loads: This pantechnicon chassis has been built for a well-known London furnisher.

The Dennis fire-engine on this stand is a repeat order for the Glasgow Fire Brigade; it has a six-cylinder, 60 h.p. engine, with a Gwynne turbine pump. A two-cylinder, single-acting air pump is now used for the purpose of exhausting the turbine casing, these pumps taking the place of the priming-tank-and-ejector combination which was at one time employed by this company. In order to obviate the ingress of water into the air-pump cylinder, a floating ball valve is introduced between the pump casing and the suction valves of the air pumps, and, as soon as the pump casing is filled, and before any water flows towards the suction valves, the floating ball valve, rising with the water, closes the suction ports, whilst delivery to the hose and jets automatically begins; due warning of the priming of the pump casing having been given to the driver, the pump clutch may then be disconnected.

The third exhibit is a two-ton vehicle with a box-van body, and is one of the Dennis standard types with 28 h.p. engine. The component parts of a Dennis worm drive ,and differential gear are also shown, suitably mounted, so as to illustrate the characteristic final drive of all Dennis vehicles.

Foden (55,.

One exhibit only is shown by Fodeus,

Ltd., of Sandbach This is a threetonner, built to the order of King and Smith, Ltd., of Cahir and Snir Mills. (We reproduce a photograph on page 534.) It is of the type which may daily be seen on delivery service in London for wellknown carriers; for ease of handling arid rapidity of action, this type of machine has no equal. Its wheels are shod with Book-Swain solid tires, the life of which, we are informed, is very high ; in fact, the records of one Foden three-ton machine shown to us were very satisfactory, and from these we gathered that the actual running cost for its rubber tires did not greatly exceed id. per vehiclemile. If this result can be maintained, it will entirely disprove the assertion made by many people that the fitting of rubber tires to heavy steam-wagon wheels can never be a commercial proposition. to which assertions we have repeatedly taken exception in the pages of this journal. The contrary is now proved. So far as the general construction of this Foden wagon goes, it does not differ from others by the same maker. It is an absolutely-standard machine, and many years of practical service have enabled the company to standardize its comparatively-small number of parts. Little refinements are added from time to time, but the vital parts remain unaltered. A new model of lubricator has been added to the machine on exhibition, and we understand that the results obtained therefrom are very promising. The

brothers Foden are convinced that they have got a thoroughly-practical machine ; Mr. Edwin Foden thinks the same. In tact. they would even go so far as to sas that they have got the best machine on the road, and it. cannot be denied that. there is much evidence to support the claim. It is only by careful attention to the details of hard and regular service, that any maker can retain a reputation such as the Foden Co. has earned for itself during the past decade, and particularly with its up-to-date, light, speedy and attractive three-tonners.

" Karrier " Cars (51).

The enterprising concern, Clayton and Co. (Huddersfield), Ltd., has one of the best stands in the commercial-vehicle section of the Show, and its four exhibits are well placed. The first to catch the eye is a strikingly-finished two-ton. board-sided wagon for Messrs. John Dewar and Sons; it is finished in the well-known style of this famous whisky distiller, and the chassis is one 01 the standard 22 hp. " Karrier " type, the only departure from this company's regular practice being the substitution of Coventry silent chains for those of the teller type. The next exhibit to claim attention is a three-tonner, the design of which provides for the driver's being situated directly over the engine; this feature is secured in such a manner as to provide a reasonable degree of access for all parts of the engine, and this machine has been built to the order of Messrs. John Ainley and Sons, brewers, of Bud. dersfield, the placing of which circler is a sheet refutation of the statement that a prophet is not without honour save in his own country," for this is by no means the only vehicle which Clayton and Co.. Ltd., has sold to concerns near its own works; the Yorkshire Transport Co., J. Robinson and Co., Ltd.. Mr. G. W. Howarth, and the Huddersfield Industrial Society are but four more local owners of " Karrier-Car " vehicles, whilst a large number of machines may be found working in the districts of Leeds. Bradford, Dewsbury, Normantors Oldham, Rochdale. etc. This particular over-type of lorry has a four-cylinder, 30 h.p. engine, and the body is of the model favoured by the brewing industry ; it is provided with steel stanchions and chains, instead of the board or rail siding customary to wagons in the service of other trades.

A " Karrier-Car " char-a-bancs, with seating accommodation for 22 passengers, and built to the order of Messrs. John Bullock and Sons, of Featherstone, Yorks., is the third exhibit of this company, and the fourth exhibit is atwocylinder, 16 h.p., one-ten van chassis of the type supplied to the Great Central Railway Co., of which type Clayton and

The "rig " of the Leyland fire-engine.

Co. has recently received an order for five vans from the London and SouthWestern Railway Co. Side-chain final drive is the standard practice for " Karrier " cars, and roller chains are employed on three of the exhibits, but the fourth machine, for Messrs. John Dewar and Sons. has, as mentioned earlier, Coventry silent chains : see page 531. The wheels of all Clayton exhibits are shod with Polack solids. Lacre (11a).

• Lack of space has somewhat handicapped tne Lucre motor Car Co., Ltd.,. from showing more than one of its 1E+„ models. _sae macume on exinuiticui 15 a 60 up., two-toll cnassis, and it has es tour-cylinder eugine wan me cylinders cast in pairs, tile drive oeing through a ctne clutch to a tour-speed-and-reversu gearoox and side chains to the rear wneels, the system. of transmission being. identical with that of other Lacret models, In addition to this chassis, a two-cylinder engine with fail, flywheel, carburetter, magneto, circulating pumps etc., suitably mounted, and a gearbox belonging to a live-ton chassis are also ex 1 Lea. ims gearoox ot tile type inc141 orated in tne chassis which we descrioed and illustrated in our issue of ttie Oth ult. This maker is basing its claims to new orders from new buyers. upon its records with experienced users, and upon the cases in wnich the latestorders from such parties—versed in motor traffic—come to it, for execution from its model factory at Letchworth. The most-recent instance, we are advised, is that of Messrs. Chibnall's for two 18 h.p., one-tan Lacres—a fourth repeat sale. Other and older instances, for which the company asks special mention and consideration, arc those of Messrs. Jas. Shoulbred and Co. and Hatrods, Ltd.

Leyland (54).

Of the Leyland Co.'s exhibits, the sixcylinder, 85 h.p. fire-engine for the City uf Calcutta is the most imposing by far. ibis is a precisely-similar machine to that which was supplied some months, ago to the Sheffield Fire Brigade: its massive six-cylinder engine is admirably suited for working at high power forlong periods. The general excellence of Leyland productions is manifest in every: detail of this machine. An air pump isemployed for the initial exhausting of the pump casing, which pump, by the way, is one of very-large diameter and of the single-stage type manufactured by Mather and Platt, Ltd. The pump:. spindle is driven through a pair of gear w heels situated at the forward end of the.gearbox, whilst the air pump, which is of the two-cylinder opposed pattern, issituated at the left-hand side of the

chassis in a most-accessible position. The driving gear for the air pump is ulcerptrated in the change-speed gearbox, and consists of a pair of skew gears which transmit the engine power to a crass shaft, on the outer end of which is fitted a crank and pin ; this pin engages with a die block in a slotted cross-head, in the manner customary to the design of

donkey engines. The driving gear for the air pump, as well as that for the centrifugal water pump, may be engaged or disengaged from the driver's seat, and a safety device is fitted in the form of a floating ball valve which pre vents the ingress of water to the air

pump cylinders. Only one of the airpump cylinders is normally employed, but the provision of a second cylinder was considered advisable by the Leyland Co.; consequently, should one cylinder fail—a most-unlikely event—the second cylinder is available for immediate operation. The final drive to the live back axle of this fire-engine is of the worm type.

Side by side with this fire-engine, there is one a the Leyland .standard four-ton petrol wagons. This particular wagon has run over 11,000 miles in demonstra

Eon service for the London and North Western Railway Co., and, as a result of the testa to which it has been submitted, it has now been purchased by Mt. W. J. Chipman, the Manchester agent for the London and North Western Railway Co. Orders for three more machines for other L. and N.W. agents have been definitely placed, whilst the Leyland Co. is daily expecting the placing of orders for a further hatch of machines for other agencies. After its 11,000 miles of running, this wagon was examined, and it was not found necessary to renew a single part, or to effect any adjustment whatever. It was simply washed down, repainted, and sent to the Show. The Leyland four-tonner is a type which has proved itself in actual service, and the state of the company's order books, many of the instructions being for " repeats," is sufficient to satisfy the company that it has struck the right note. Among recent purchasers of four-ton wagons, we note the following : C. J. Faulkner and Co., Ltd., Manchester; Daniel Thwaites and Co., Ltd., Blackburn (third repeat order); Mr. William Jones, Bolton ; Messrs. James Reynolds and Sons, Rochdale ; Messrs. Wileockson Bros., Middleton (two machines—the 12th repeat order); Messrs. Tillotson, Burnley; Mr. Lawson, St. Anne's-on-Sea ; the Pincroft Bleaching and Dyeing Co., Ltd., Adlington (two machines); Mr. George Parsons, Chorley (third repeat); Messrs. W. and Pye, Millers, Lancaster ; Messrs. Jewsbury and Brown, Manchester t.-svo machines); Messrs. Johnson and Riley, Bolton (second repeat); Messrs. J. and W. Kearns, Waterford ; W. Hoyle and Co., Ltd., Bury ; and Messrs. A. and J. Eccles, Darwen.

The above are but a few of the orders now in hand for Leyland machines.

The third Leyland exhibit is a 24 hp., worm-driven ambulance van for the British War Department, and is one of a large number which is at present being put through the works. Polack tires are fitted to the wheels of this machine, whilst the wheels of the other two exhibit a are shod with Shrewsbury and Challiner solid-rubber tires.

Tasker (12).

A " Little Giant " tip wagon, built to the order of Mr. W. E. Willis, Contractor, of Ystraci Rhondda, Glamorgan, a capital wagon, and one suitable for contractor's work, is shown on this stand. It is provided with double steering gear, so that either the driver or his mate may control the direction of travel, or, in the event of the vehicle's passing over heavy ground, both men may assist in the steering. One of Tasker'a compound " Little Giant " tractors is also shown: this is of a new type, and has been built for Messrs. J. E. Nadin and Son, Contractors, of Sheffield. In general detail, it follows the lines of this maker's .ttandard 132 type, but it is fitted with a Pickering governor, and a heavy casting is eecnred to the roof of the smoke-box ; a special attachment may be fixed to this casting, in order to convert the tractor into a road roller, the ordinary leading axle and tractor front wheels, of course, being -removed daring such time as the leading roller is in positon. When used as a tractor, a semi-circular name plate is screwed to the flange of the smoke-box bracket. This name-plate gives a finish to the bracket, and prevents the edges of the 1);)1t holes from becoming burred over.

White (50).

Two chassis and a wagonette constitute the exhibits of the White Co., whose Manchester branch is at Albion Street. -Gaythorn. These are American-built models, with load capacities of 1,500 lb., Li tons, and 3 tons. The 3-ton chassis is provided with a four-cylinder vertical engine, a leather-faced clutch, and a four• speed-and-reverse gearbox with an inter. Inching gate-change operating lever. The method of attaching the clutch leather is ,vorthy of note: the two ends of the lea. titer band are clipped between serrated steel surfaces, by means of a large T bolt, end the requisite tension is applied to the leather strip by seven eye bolts and cross lens. Needless to Bay, the bolts are all sunk below the hearing surface of the clutch leather, which surface is thus

divided into eight, rubbing tions of equal width. The three-ton model has a differential countershaft, which is separate from the gearbox, and the final drive to the rear wheels is through roller chains. Roth the other two models have live back axles, with bevel type of final drive. The *ton model htus a doublereduction gear incorporated within the axle casing. The spring suspension eyetern which is fitted over the rear axle of the White three-tonnesis similar to that which was the standard system employed by Milnes-Daimler and several other makers four or five years ago. In this method of suspension, there are two heavy laminated side springs, the rear ernis of which are shackled to a single transverse spring that is bolted to a bracket on one of the cross-members. of the main frame. The practice of fitting three springs, so far as well-known and experiroced British and European makers

are concerned, has not been followed since 1906, but probably the White company's experience has shown them that for use on American roads a three-point suspension system is absolutely necessary.

Conclusion.

From the foregoing pages, it will be noted that of all the well-known British and Continental motor manufacturers, 11 only are represented at Manchester. In the pleasure-car section, however, which is far more extensive, there are a number of stands which are occupied by wellknown manufacturers in whose works capital vehicles for business purposes are regularly produced. Among these we may mention: Daimler (46); Darracq (47); Empress (63); Humber (30); Stoewer (38); Unic (3). The numbers in parentheses are those of the stands on which machines by the respective makers are exhibited on this occasion.