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23rd September 1966
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Page 206, 23rd September 1966 — RATIONALIZATION IS HERE
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Which of the following most accurately describes the problem?

WOW that the pattern of haulage re quirements has settled down to some extent after the upheaval of the amended C. and U. regulations in August 1964, it is interesting to study the paths followed by trailer makers.

The fact that the regulations gave practically no advantages to tipping vehicle operators, using in the main at that time rigid eight-wheelers, caused something of an outcry. But, contrary to many thoughts that articulation would not be a satisfactory answer for maximum-capacity tippers, there are exhibited at this Commercial Motor Show quite a few models of this type, which is catching on quite well.

Significant points are an absence of fancy ideas, and an almost complete return to the I-section beam for frame construction. Most of the trailers shown are of extremely simple construction and a good proportion of them are equipped with standard Rubery Owen running gear.

The increasing use of the three-axle configuration has prompted three makers to include steering rear-bogies in their specifications. Two examples of these can be seen on stands inside the exhibition— those of R. A. Dyson and Co. Ltd. and R. Murfitt Ltd. The third is shown in the demonstration park by W. P. Butterfield (Engineers) Ltd.

Just beginning to nibble at the specifications are the load-sensing valves incorporated in the brake systems of Merriworth, Dyson, Hands, York and Brockhouse. It would seem likely that these will quickly become standard equipment.

BODEN Stand 115 Roden Trailers Ltd., Royton, Oldham, Lancs.

ALL the semi-trailers shown here are from the ' newly announced mark 3 range (Com MERCTAL MOTOR August 19). Two tandemaxled models are both of maximum permissible length while a single-axle van is 26 ft. long. Many new constructional features are incorporated in these vehicles which are being built on a production line basis. The biggest single advantage of this is reflected in the prices of the models, substantial savings having been made by improved production methods.

All three vehicles carry two independent wiring harnesses, each serving one side of the trailer.

The alloy van is not a frameless design, but is built up on a standard Baden single-axle semitrailer chassis. A different brake assembly is used on all the Boden single-axle models to that which is standard on the tandem models. Whereas these are equipped with 16.5 by 7 in. units, the single-axle models have 16.5 by 8.875 in. units. Operation of the brakes is via three-line systems on all models.

All the vehicles shown on this stand are equipped with Boden Mark 2 Type 27W all-steel lightweight inverted-screw landing gear and Rubery Owen suspension.

The TTR bodywork shown has been designed with an eye to easy building up and breaking down. A fixed front headboard 5.5 ft. high is stiffened by four hollow rectangular section steel pillars and the superstructure of the bodywork is adjustable for use at from 7.5 to 8.5 ft. clear interior height. All body components used on Boden TIR trailers are interchangeable.

BTC Stand 120 British Trailer Co. Ltd., Trafford Park, Manchester

pROBABLY the most important improvement

in BTC products since the last show is that concerning weight saving. By utilizing universal lightweight I-section beams a considerable saving in unladen weight has been achieved. Two Fourin-Line semi-trailers, one having a van body and the other a sided flat platform body with a canopy roof and side curtains are shown. Both are equipped with automatic lubrication. This system relies on road-spring deflection for its operation consequently lubricating suspension parts whenever an irregularity of sufficient proportions is encountered on a road surface.

Of 14 tons capacity, a low loading semi-trailer shown is 30 ft. 6 in. long and 8 ft. wide and has a clear loading-well dimension of 18 ft. A squarenecked drop-frame leading to a reduced width top deck is incorporated and the single-axle running gear, which is removable to facilitate loading, is equipped with Michelin 020 X tyres. A two-line air-pressure system operates Oirling brakes. The lower deck is covered with steel chequer plate while the face of the swan neck is covered with mild steel plate. The top deck incorporates a stowage compartment for tools and jacks and it carries a 4-ton treble-geared handoperated winch.

A demonstration rig showing the operation of the suspension actuated lubrication system is also shown.

BROCKNOUSE Stand 62 J. Brockhouse and Co. Ltd., Vehicles Division, 25 Hanover Square, London W1

ALL four vehicles shown by Brockhouse this year have mechanical-spring suspension and the largest is equipped with load-sensed braking.

This semi-trailer is a tandem-axled unit suitable for operation at 30 tons g.t.w. and it is 30 ft. long and 8 ft. wide. It has a flat platform body with a 1.125 in. hardwood floor and a steel-reinforced hardwood headboard. A three-line air system operates 15.5 by 7 in. S-cam brake units and the vehicle is mounted on 9.00-20 tyre equipment. This unit is Expiditer Model No. F25171574.

The second vehicle, also call Expiditer but bearing the model number F190/1597, is a twin oscillating-axle design suitable for operation at 24 tons g.t.w. The flat platform body is 32 ft. long by 7 ft. 11 in. wide and uses a frame built with pierced-through cross members. Suspension is by slipper-ended leaf-springs with the axles located by rubber-bushed radius rods. A three-line air-pressure system operates 15.25 by 4.25 in. wedge type 2LS brake units at each wheel and the vehicle is mounted on 10.00-20 by 16-ply tyres.

Yet another Expiditer for operation at 18 tons g.t.w. is model number F14S/1595, a single-axle semi-trailer 26 ft. long and 7.5 ft. wide. This unit features a rolled-steel-channel main frame, threeline air system operating 15.5 by 6 in. wedge type

2LS brake units through separate triplediaphragm chambers at each wheel.

The last exhibit is an automatic-coupling chassis equipped with two-line air braking and secondary mechanical systems capable of producing the 50 and 25 per cent efficiencies stipulated in the C and U regulations. The vehicle is designed for use at 18 tons g.t.w, CARRIMORE Stand 128

Carrimore Six-Wheelers Ltd.. North Finchley, London N12

AL. WAYS a must for this company to exhibit

is one of its car transporters. The vehicle shown this year is the Mark V triple-decker with centre and upper decks raised and lowered by hydraulic rams.

At maximum permissible length, 42 ft. 7.5 in., this semi-trailer, hauled by a Commer tractive unit, can accommodate cars over its full length on the top deck, over a length of 35 ft. on the centre deck and a length of 26 ft. on the lower deck. Access to the upper decks is by ramped rear-sections which can be adjusted for height to allow different types of vehicle to be carried.

A TIR semi-trailer is shown, plated for operation at 30 tons g.t.w. and mounted on a Rubery Owen M-series running gear.

The vehicle has vertical-screw landing-gear and it is equipped with 10.00-20, 14-ply tyres in twin formation.

Also shown is a flat-platform semi-trailer plated for operation at 26 tons g.t.w. and incorporating a new design of main frame using rolled I-section beams and pressed steel cross-members.

Another exhibit on this stand is an air-suspended running gear suitable for use on tankers and frameless vans, This unit is suitable for maximum imposed loads of 14.5 tons at ground and utilizes eight double-convolution air springs to provide the suspension.

The last exhibit on this stand is a cable drum carrier which is coupled to an Austin FFK 300 tractive unit. This unit has a fully cranked frame swept down at the rear to give a loading level of only 20 in. At the rear of the body is fitted a spring-balanced ramp which can be operated by one man. At the front of the body a four-ton winch is mounted and in the body floor special provision is made for locating the load by adjustable pegs.


Crane Fruehauf Trailers Ltd., South Green Works, Dereham, Norfolk

THE models shown here are one of the recently introduced tipping-bodied vehicles, a double-tapered elliptical-section tanker trailer and a refrigerated frameless van.

Mounted on a standard Crane Fruehauf DA tipper chassis, which has a 22 in. deep frame, the tipper displayed has a 33 cu. yd. body constructed from aluminium with radiused corners providing for increased strength and clean tipping. The body is stiffened throughout by extruded box-section top rails and top-hat section strengthening ribs are welded to the outside of the body at 18 in. centres. Yipping is by a five-stage single-ram of American design.

The tanker exhibited is of 4,000-gallon capacity having five compartments, two 1,200 gal., one 600 gal. and two 500 gal. The unit is insulated and will carry lubricating oils. To ensure full drainage, pots are fitted at the outlet points of each compartment. The interior is lined with epoxy resin. Outlets are of 5 in. diameter and closed by butterfly-type foot valves operated by Martinair air pressure equipment.

Joining the fleet of Union Cartage Co. Ltd. the refrigerated van is basically a Vanguard semi-trailer van insulated and equipped with a Thermo King refrigeration unit.

All the vehicles shown are mounted on Crane Fruehauf F2 suspension having 16.5 by 7 in. brake units. Actuation is by three-line systems in each case. Tyre equipment on the tanker is Goodyear Super Singles mounted on centre-nave wheels, the other two units are fitted with conventional twins.

Equipment shown on the stand includes the Crane Fruehauf sliding fifth wheel which allows a fore and aft movement of 18 in. in increments of 3 in. It also gives a height variation of 0.75 in.

DIXON-BATE Stand. 137

B. Dixon-Bate Ltd., Chester, Cheshire FOUR draw-bar trailers are shown. The

largest vehicle is a 4-ton close-coupled 4-wheeled low-loader design for carrying drums of cable and transformers. It is equipped with a winch and drum-jacks and a patented design of hydraulic self-adjusting draw-bar. This last unit ensures that at all times there is equal loading on the four wheels. A spring-loaded tailboard is fitted and the brakes are powered by a single-line vacuum bellows.

An 8 cwt. live-line tool trailer designed for use by overhead power line engineers is shown and this incoporates a fitted interior to provide safe carriage of the very special tools used in these operations and a counterbalanced lid which when opened forms a weather shelter. The two other trailers have both been seen at Earls Court before. They are a 220-gal. cross-country trailer and a tool trailer for local authority work.

A useful piece of equipment shown for users of articulated vehicles is the recently announced D-B Trailbak which couples into the fifth wheel and converts a tractive unit into a recovery vehicle.

DURAMIN Stand 36

Duramin Engineering (Lydney) Ltd., Harbour Road, Lydney, Glos

ALTHOUGH basically a bodybuilding organi zation this company also builds a number of semi-trailers of unusual design. As the name Duramin implies many of its products are constructed in light alloy and one of the semitrailers shown on the stand is a frameless van mounted upon Scammell tandem-axle airsuspension running gear. The other semi-trailer is a 32 ft.-long by 8 ft. 2.5 in.-wide Duraminbuilt steel chassis plated for operation at 32 tons gross train weight. This semi-trailer is equipped with tandem-axle running gear and slipperended leaf-spring suspension. Bodywork is of timber and alloy construction and incorporates a 2 ft.-high headboard.

DYSON Stand 64

R. A. Dyson and Co. Ltd., 76 Grafton Street, Liverpool

PROBABLY the most interesting exhibit on this stand is the three-axle flat-platform semi-trailer incorporating a Viberti steering axle. The steering is obtained via caster action on the rearmost of the three axles and enables the 33 ft. long unit to behave when turning much the same as a 28 ft. long vehicle with a conventional bogie.

When coupled to a two-axled tractive unit the trailer can be operated at 32 tons g.t.w. Suspension is by Dunlop Pneuride doubleconvoluted bellows with the axles located by quarter-elliptic leaf springs. Incorporated in the braking system is a load sensing device which ensures correct line-pressures to the actuating chambers under all conditions of load. The frame and bodywork follows the standard Dyson practice of construction in high-tensile lightweight-steel giving the best possible payload advantage.

A second exhibit is a tandem-axled semi-low loader built to operate at a maximum payload of 20 tons. This unit is 34 ft. long and 8 ft. 2 in. wide and has a laden deck-height of only 2 ft. 11 in. Four-spring suspension is employed and the unit is mounted on 10.00 by 15 in. tyre equipment. Two-leading-shoe 11.75 by 7 in. brake units are fitted and these are air-pressureoperated through a three line system.

An Acroride tanker suspension unit and a 45-50 ton machinery carrier complete the trailer exhibits on this stand. The machinery carrier is a typical example of the weight-saving techniques developed by the firm. To facilitate loading, both the rear bogies, and the swan-neck are quickly detachable. This unit is destined to take its place in the fleet of British Ropes Ltd. and it is shown with a drum of cable mounted on a mandrel.

HANDS Stand 112

Hands (Letchworth) Ltd., New Iknield Way, Letchworth, H erts

MAINSTAYS of the Hands exhibits belong to the company's recently completed standard range of semi-trailers. Two chassis, one plated for operation at 22 tons g.t.w and the other at 30 tons g.t.w., both reflect the effort expended in producing a strong and torsionally rigid, but lightweight frame. A feature of these is the tubular boxed cross members.

Brake sizes on the new range are 16.5 by 8.875 in. on the single axle units and 16.5 by 7 in, on the tandems. And all the vehicles produced since mid-1965 are suitable for alteration—by the addition of a third air-line and triplediaphragm chambers—to comply with C and U braking requirements.

A frameless semi-trailer van with a Bonaflack body and Hands Neway suspension incorporates new oil-filled hubs and axles designed by Hands. These hubs are from a new range of cast steel units developed by Hands. They incorporate Timken bearings and Mecanex oil seals. Servicing time is claimed to be shorter because of the mounting of the brake drums on the outside of the hub flanges. These units will shortly be fitted to all Hands axles of 8 to 10 tons capacity.

Two running gears are shown, one being a tandem-axled Hands/Newsy unit suitable for ground loads of 15 to 18 tons and the other a single-axle unit equipped with a Rubery Owen 10-ton axle and suitable for operation at 22 tons g.t.w.

The Hands air-suspended fifth wheel is seen along with the company's patented spare-wheel carrier and a portable axle-weighing unit which is shortly to be marketed by Hands.

In the demonstration park is shown an example of the Hy-Spill semi-trailer tipper and a singleaxle 22-ton g.t.w. semi-trailer coupled to a Dodge KP 900 tractive unit. This outfit is equipped throughout with Clayton Dewandre load-sensing valves.


M ukiwheeler Works, The Airport, Southampton

THERE are two trailer exhibits on the stand of this company—both of which are plated for operation under the amended C and U regulations.

The two examples are of the 2002RF model, one painted in the colours of Russell of Bathgate and the other of Bassett Roadways. General construction details of these two units are the same but the dimensions are slightly different, the Russell vehicle being six inches shorter and one inch narrower than the Bassett vehicle. The difference in width is an example of customer specification and stems from a narrow entrance at the Russell main depot. The Bassett vehicle is 32.5 ft. long and 8 ft. 2.5 in. wide.

Both units are mounted on Highway No-Hop suspension and carry three-line braking equipment and 16.5 in. by 7 in. brakes.

In the demonstration park Highway is exhibiting the latest addition to its range, the model 88 frameless van-semi-trailer. The design incorporates a full width fifth-wheel rubbing plate and Highway No-Hop suspension. Body construction is of high-tensile steel framing, panelled in corrugated aluminium and lined with plywood. It is plated for operation at 28 tons g.t.w.

A second vehicle in the demonstration park is the Highway/Hoynor 30-ton g.t.w. tipping trailer. This vehicle utilizes the Villiers method of tipping around the rear axles and it has a body constructed from 8g aluminium.


Muttiwneeler Works, The Airport, Southampton, Hants SOLE exhibit on this stand is the three-axle

32-ton gross semi-trailer which incorporates a patented system of unequal axle-loading designed to reduce the amount of tyre scrub inherent in this configuration. While the bogie is not equipped with means of steering, through unequal-length balance beams, a differential loading has been achieved between the centre axle and the two outer axles. This allows the use of single wheel and tyre assemblies on the more lightly laden outer axles, while twin tyre and wheel assemblies are used on the centre axle. Frame construction has not been changed and the only alteration evident is the method of fabricating the main beams. This is now done in the panel and flange system providing economical production of multi-length units.

The main frame used on this unit is of Highway design manufactured from high-tensile steel and called the "FirmaFrame". General frame construction is identical to the frames shown on the Highway stand having cross-members pierced-through the main frames at 24 in. centres and welded into position on the vertical run only.

Floorboards are laid longitudinally and flush with the top run of the main frames. Power operated handling gear is fitted and the vehicle is mounted on 9.00-20 Michelin X tyres. MUR FITT Stand 37

R. Moffitt Ltd., VVeasenhall Lane, Wisbech, Cambs

PROBABLY the most unusual running gear of all can be seen on this stand. Although used in large numbers on the Continent, it was only introduced into the 1LIK early this year by Murfitt who have the sole rights for manufacture and use of the unit in this country.

The bogie is the self tracking three-axle Schmidt unit described in COMMERCIAL MOTOR, (January 28). It is of interest to see this unit which provides an extremely manoeuvrable outfit almost completely eliminating tyre scrub. It is mounted on a Murfitt moving bulkhead grain carrier.

The other semi-trailer on this stand is a special machine designed to handle containers. This vehicle incorporates hydraulically-driven winches which, through wire rope-driven trunnions, slides a 25-ton container sideways from a railway wagon on to the trailer frame or vice versa. The bogie is of interest in that it is a Rubery Owen R type altered by Murfitt to become an underslung unit. In this form it provides for a loading height of only 3 ft. 2 in.

MERRIWORTH Stand 149 Merriworth (Engineering) Ltd., London Road, Stone, Dartford, Kent

ONE of the three Merriworth exhibits is a 22-ton single axle semi-trailer and the other two are tandems having capacities of 28 and 30 tons.

The single-axle unit is 30 ft. long and 7 ft. 11 in. wide and is a straight-frame vehicle fitted with two-speed landing gear. Braking is via a three-line system acting through triple diaphragm chambers and S-type cams to 16.5 in. by 7 in. brake units. The system incorporates load sensing valves to maintain correct braking effort under all conditions of load. Frame dimensions of this unit, called the Load Prince, are 18 in. deep with 5 in. wide flanges. Cross members are pierced through the main frames and slipper-ended springs and radius rods carry the axle.

The 28-ton tandem is the Load King, a straight-frame semi-trailer using the same main members and braking equipment. The suspension on this unit is a Sanstress 13-leaf slipper-ended unit with radius rods locating the axles. Identical from a chassis point of view, the third trailer shown, the International, is equipped with TIR bodywork and BPW axles. One of the features of the bodywork is that it incorporates an upper loading deck permitting two-tier loading. This deck is fitted in sections to allow for ease of mounting and dismounting. It is designed to carry 8 tons.

NORTHERN Stand 150 Northern Trailer Co. Ltd., Colston Iron Works. Bishopbriggs, Lanarkshire

THIS company shows three plated tandem

axle semi-trailers all capable of operating at 30 or 32 tons gross. A flat unit for general purpose haulage is shown mounted on Rubery Owen suspension equipped with 20,000 lb. axles and 16.5 in by 7 in. brakes powered through a threeline air-pressure system.

A second vehicle is a light-alloy Bonallackbuilt Weightsaver van mounted upon a Northern semi-trailer chassis. This vehicle is again fitted with 20,000 lb. axles and carries the same braking specification as that above. Van body particulars: 32 ft long by 8 ft. wide by 8 ft. high. It is equipped with a cambered roof with the rear loading aperture closed by two full-length doors. The floor line is flat with no wheel arches.

Probably the most interesting vehicle on the stand is the frameless front-end tipping semitrailer incorporating the Villiers system of tippiag about the rearmost axle. The axle equipment used on this vehicle is 2 by 22,500 lb. units again equipped with 16.5 in. by 7 in. brake units. Intertruck 16,000 lb. capacity two-speed landing gear is fitted and the tipping gear which is mounted on an assembly which serves as the upper fifth-wheel rubbing plate is an Edbro 6 SC model powered by a six-cylinder, power takeoff-driven pump unit. Tubular stabilizing framework is coupled between this assembly and the centre of the main chassis members of the body which is of Neville manufacture and is constructed in this company's well-known Ushaped tipper panels. The internal dimensions of 24 ft. 10 in. by 7 ft. 8 in. by 5 ft. provide an approximate capacity of 35 Cu. yd. and an approximate payload capacity of 20 tons.

A surprise addition to the exhibits on this stand is a running gear with self-steering axle of Ceschi design which Northern are to market as the Auto-Steer in UK form. Lockable for reversing, the axle takes RO hubs and brakes and can also be supplied as a third axle conversion.

PEAK Stand 134 Peak Trailer and Chassis Ltd., Ashton Road, Stockport, Cheshire

A NEWCOMER to the semi-trailer field, this company is the biggest in Europe with regard to the manufacture of chassis for caravans and produces about 700 a week.

Two of the semi-trailer models with which Peak is entering the semi-trailer market are shown. Both comply to the latest Construction and Use regulations three-line brakes and so on and one is a single-axle chassis capable of carrying 16 tons and the other a tandem-axle model designed for a 22-ton load. Overall length of the flat-platform bodies on the exhibits is 28 ft. and 30 ft. respectively and both have Rubery Owen bogies. I-beam frames are used with straight-through cross-members which pierce the side-members.

PITT Stand 84 Pitt Trailers Ltd., Barton Stacey, Nr. Winchester, 11 ants.

FOUR models are shown on this stand: a TIR, a flat-platform semi-trailer, a coil-carrier and a single-axle general purpose semi-trailer. Also shown are two sets of running gear.

The TIR trailer complies fully with the requirements of the TIR convention and the bodywork is fully demountable to allow the unit to be used as a flat-platform trailer if required. A feature of this semi-trailer is the touring-spares kit it carries.

Of 30 tons g.t.w., the tandem-axle flat platform unit is designed for shipping company use and is one of the type supplied to Northern Ireland Trailers Ltd. It incorporates retractable lifting bolsters which telescope into the sides of the vehicle when not in use.

Suspension is the now well tried, much improved and lightened by 2 cwts Pitt NRMF bogie.

The coil-carrier is a new model plated for operation at up to 32 tons according to the tractive unit used. It has a coil-well length of 18 ft. and can carry a single coil weighing 20 tons. This unit is mounted on Rubery Owen running gear.

The single-axle trailer is plated for use at 22 tons g.t.w. and it has a payload capacity of 15 to 16 tons. Rubery Owen suspension and a 22,500 lb. axle equipped with 16.5 by 8.875 brakes is fitted.

The P.T. suspension unit incorporates rubbersleeved spring mountings which isolate the axles from direct contact with the road springs and, consequently, from the wind-up that occurs when brakes are applied. Each axle is located by three radius rods.

The tanker suspension is of Rubery Owen design mounted on a sub frame, the top member of which is in the form of an inverted T. This gear is plated for operation at 18 tons ground load.

Plated for operation at 30 tons g.t.w. the PittMarston van has a full chassis again with RO suspension. The body is of composite construction and has a one-piece glass reinforced plastics roof.

PRIMROSE Stand 114 Primrose Third Axle Co. Ltd., 46 Whittlefield Street, Burnley, Lancs.

'TWO semi-trailers are exhibited on this stand.

The first is a tandem-axled unit shown coupled to a Guy Big J tractive unit and plated for operation at 30 tons g.t.w. The trailer is constructed to the maximum legal overall length and has fabricated main beams of I section, 18 in. deep in the belly. Cross-members are pierced through the main frames and these are of pressed-steel channel Rubery Owen axles equipped with ten-stud hubs and 16.5 by 7 in. brake units. These are operated through a threeline system and the vehicle is mounted on Michelin D 20-X tyres.

A 12-ton single axle semi-trailer is the other exhibit. This has a van body with a bow-front and is 28 ft. long and 7 ft. 9.5 in. wide. Running gear on this trailer is air-sprung through Dunlop Pneuride convoluted bellows units, and it is equipped with a three-line braking system.

Two pieces of equipment shown are the Primrose lightweight fabricated fifth-wheel coupling and a running gear incorporating a pressed-steel suspension designed and built by Primrose.

SCOTTISH AVIATION Stand 151 Scottish Aviation Ltd., Preswick Airport, Ayrshire.

THIS manufacturer has the honour of showing the smallest articulated vehicle present at Earls Court. On the stand there are two vehicles from the range, a Minatic 21 and a Minatic 11. The 21 is shown coupled to a Morris J4 M 10 diesel pick-up, one of the standard tractive units recommended by Minatic for the 21. Several improvements are evident on the units shown, the most important being the Davis Synchronised Landing Gear, allowing more efficient coupling and uncoupling of the semi-trailer.

Main structural details of the units are unchanged. A ladder-type steel underframe carries Rubery Owen torsion-bar suspension and the bodywork is framed in alloy sections clad with fluted alloy sheet. A light-alloy roof is used incorporating two translucent panels. In place of the standard rear doors, a full-width roller shutter is fitted. Over-run brake gear is fitted operating 9 in.-diameter units and the vehicle is mounted on 6.50-15 in. tyre equipment. The towing hitch is a Wadsworth Positive Lock type equipped with a quick release and reversing catch. It is coupled to a spider fitted to the pick up.

Dimensions of the Minatic 21 are: 16 fl. long, by 6 ft. wide by 6.6 ft. high. Unladen weight is 9 cwt. and the body has a cubic capacity of 524 Cu. ft. and a payload capacity of 21 cwt.

The Minatic 11 carries 11 cwt. payload and has a cubic capacity of 292 Cu. ft. Tyre equipment is smaller than on the larger vehicle, 5.20-10 in. and the brake unit size is reduced to 7 in. diameter. This model weighs 4 cwt. unladen.

SCOTTORN Stand 138

Scottorn Ltd., Victor Works, Kingston Road, New Malden, Surrey

THE three vehicles on this stand can all be designated as specials.

A 750 gal. draw-bar trailer, designed for use on airfields as a refueller, has a flat top enabling it to be used for carrying dry cargoes as well as liquids. This vehicle can be supplied with numerous variations in the body sides.

A three-quarter ton two-wheeled draw-bar trailer is also shown. This is a steel-bodied unit and it is intended that it will supersede the existing 15 cwt. model.

Introduced for this show is a lightweight drop-frame semi-trailer with a capacity of 3 tons. This unit is fitted with transversed rear axles and small-diameter wheel and tyre equipment eliminating the need for wheel arches and giving a low-level uninterrupted floor.

TASKERS Stand 63

Taskers of Andover (1932) Ltd., Anna Valley, Andover, Hants

THERE are five different models of semi

trailer exhibited on this stand, ranging from a container-carrying chassis for operation at 28 tons g.v.w. down to a 4-ton Easiload chassis designed to give a low loading height and a high degree of stability.

The container-carrier has been specially designed to accept ISO or British Railways Freightliner containers 20 ft. in length and is plated for operation at 28 tons g.v.w. Locking devices are located on box-sectioned bolsters at front and rear of the trailer frame and they are so designed as to ensure positive locking without the need for visual inspection.

A 22 tons gross, plated single-axle unit of the Dynasty range is shown, this semi-trailer being 28 ft. long and 7 ft. 11 in. wide. A general purpose semi-trailer of which more than 500 are currently being supplied to British Road Services, the unit incorporates slipper-ended cam

suspension running-gear providing progressive springing for all conditions of load. An 8-ton payload straight frame semi-trailer designed to British Railways specification equipped with Tasker DiS automatic coupling gear and two-line air-pressure braking system is shown, and the 4-ton payload Easiload semi-trailer mentioned above is shown fitted with an aluminium alloy body constructed by J. H. Sparshatt and Sons Ltd., of Portsmouth.

An I 8.5-ton low-loading machinery-carrier constructed with high-tensile I-beams and having a single removable rear axle is shown. This unit is plated and equipped with triple line air-pressure braking and 15.5 in. by 7 in. brakes. Equipment includes a new fifth-wheel coupling sectioned to show operating mechanism and safety devices, and a scale working model of a prime mover and semi-trailer, demonstrating the special safety features of the Tasker DiS coupling.


Weiford Engineering (Oldbury) Ltd., Heinge Road, Tividale, Tipton, Staffs.

THIS company shows a tipping semi-trailer

based on Rubery Owen running gear and an I-beam section frame, body and tipping gear designed and built by Welford. Of 50 Cu. yd. capacity the unit has body dimensions of 28 ft. long 7 ft. 11.5 in. wide and 6.25 ft. high sides. The top 1.75 ft. of the sides drop down in two sections. The Welford close-coupled twin tipping ram is used and the design provides for a widebase triangle three-point suspension of the body when in the tipped condition.

The vehicle is equipped with M1 automatic lubrication and Dunlop tubeless tyres.

YORK Stand 108

York Trailer Co. Ltd., St. Marks Road, Corby, Northants.

THREE vehicles are exhibited on this stand, a Freightmaster insulated and refrigerated van, the Big Chief Tipper mounted on a three-axle running gear, and a Teamster flat-platform unit with a sliding bogie.

Plated for 'operation at 30 tons g.t.w., the Freightmaster is one of a very well-known range of frameless light alloy vans produced by the company. This vehicle is insulated with sprayed-in polyurethene and refrigerated by a Dischil Co2 unit. Advantages claimed for this type of refrigeration are that it costs less to install, is fully automatic in operation and has no moving parts. One other advantage is that it does not intrude into the load space.

Featuring an all-alloy body, the Big Chief tipper is 28 ft. long and provides for a 21-ton payload. It has a single five-stage tipping ram located over the king pin centre and the body is built from -13-6. in. hi-tensile aluminium sides and a 71,in. thick bottom. Castellated main beams are used for the chassis frame having dimensions of 18 in. in the web and 6.5 in. in the flanges. Diamond-shaped tubular cross-members are used to give stability to the frame when the body is being tipped. Running gear is the York three axle type, making the unit suitable for operation at 32 ton g.t.w. with a two-axle tractive unit.

A Teamster tandem-aided flat-platform semitrailer is shown incorporating a sliding running gear. This allows outer axle spread and axle loadings to be altered at will. Sliding on bronze pads, the running gear can be adjusted over a distance of 42 in. in increments of 6 in.

All the running gears shown are equipped with lubrication-free natural rubber bushes on which the company offers a four-year guarantee regardless of mileage.

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