TRANSPORT VEHICLES AT DARLINGTON.
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THE FIRST STANDS to catch the eye on entering the Show are Nos. 183, 184, and 185, and as they cover an area of 34,500 square feet, they are a little difficult to miss, and present us at the same time with a reminder of the growth of the spirit of combination amongst manufacturers, and with our first commercial motor. We are referring, of coerse, to the stands of Agricultural and General Engineers, Ltd., which now coyer the ground, and exhibit the products, as by now -nearly every one knows, of, amongst others, keeling and Porter, Ltd., and Richard Garrett and Sons, Ltd., who previously occupied, as we remarked earlier in this article, the stands first seen on entering the showground. The farmer who is in doubt as to the type of vehicle most suited to his requirements can obtain unbiassed information, at least as regards three types of machine, without going any further than this stand, for thereon he will find good examples of the electric chassis, which will appeal to the latge owner who has a fair amount of cartage to do between farm and station, running short dietance.s, and carrying fairly heavy loads, provided that he can conveniently arrange for the batteries to he charged. He will also find examples of the steam wagon, and of the steam tractor for road work. The first and second of the two types named are by Garretts, the third by Ayeling and Porter, and by Burrells.
The electrics may be seen in the embryo, as it were, and full grown, for there is a chassis, to which we apply the first term, and also a finely-finished wagon with a tipping, high-sided body. As the anatomy of the electric is not so well known to the public at large as that of the other types of vehicle, it is, perhaps, particularly fortunate that this chassis is available for inspection. It will, at the very least, serve to ,demonstrafe to all interested visitors to the Show how simple is the design and construction of the type. .
In the Garrett, the battery is carried in a central, chamber, well designed to allow of ready access to that important component. The motor, which, of course, makes use of the current provided by the battery, is slung in front of the rear axle, and drives the vehicle through a double set of chains, the first set being entirely enclosed, and running in an oilbath, the second being exposed, and visible for inspection at any time,
as in the case of most chain-driven• petrol chassis, and all steam wagons. There is another electric vehicle at the Show, as well as a email truck, also elcctrically driven. To both of them we will refer a little later. Meantime, the steam tractors on this stand may come in for a few words, and, since the steam tractor has always been an important feature of the Royal Show, it may be as well to consider the points of others besides the keeling and Porter and the Burrell, which are to be seen on this composite stand.
Steam tractors have _been so long in use, ever since the law defined their limits of weight, etc., that their design has new settled down into what, until the law undergoes another metamorphosis, may be described as final, except for minor-improvements, such as the fitting of rubber tyres instead of steel. Every manufacturer endeavours, from time to time, to introduce eomething which he considers as an improvement. If, in the opinion of the rest of the trade, the improvement is a real one, and if it is not such as can be protected by patents, then it is pretty sure to be embodied in the zeneral tractor design in a little time.
At the most, the differences -which d3 occur are rather an indication of the individual idiosyncrasies of the manufacturers and designers concerned than the result of proved superiority in competitive test. The degree of general excellence which has now been reached, however, is suCh as to render any' attempt at comparison needless and futile. It is, perhaps, of passing interest to note, as we go, the little points which distinguish the various makes.
Between the two which grace the A.G.E. stand there is hardly, as might be said, a pin to choose. We did notice, it is true, that en the Aveling the brake drum is a distinct ring, separated from the rim of the wheel by a narrow annular space, a feature which should make foe coolness of the brake in smiting, but not one of very great importance, cot:eidering the large surfaces involved. There is a variation, too, in the design of the rearTtamp bracket. In general, however, as regards eminher of cylithiets, wheels, etc:, the resemblance between the two is most marked.
There is a tractor of this type, too, on the third of the three stands which face you as the. Show is entered, that of John Pewter and Co., Ltd. (No. 112). The machine made by this company, named the Titer tractor, is, perhaps, the most recent introduction to the market, as it was first made immediately prior to . the outbreak of the war. Its distinguishing feature is the flexible drive. There is a glorified form of Oldham coupling in the mair. driving shaft, which gives the engine perfect freedom to ride easily upon 'the springs, ' without in aity*way disturbing the correct meshing of t the driving gears. This mechanism, has been improved of late by the addition of an oil-bath, which provides that the coupling, etc., runs continuously in a bath of lubricant. We a:so noticed particularly the design of the slide bars and crossheads. The latter is inverted, and clips; as it were, a plain flatebar, upon which it slides. The main -advantage whieh the makers hope to gain ,from this arrangement was the elimination of trouble from condensed steam settling, in the form of water, on the slides, and thus impairing the lubricating properties of the oil. Since the bar is above the piston rod stuffing box, the water of condensation drops away from it, instead of on it, as would be the case with the usual type of bar, The arrangement has ad vantages, as is plain to be seen, from the point of view of accessibility: There is another tractor of the same type not far from the A.G.E. stand, the Clayton, to be seen -on Stand No. 187 occupied by C'ayton an Shettiewertie Ltd., and in this also the familial features are again observable. The Clayton steam tractor is fitted with the Belpaire type of boiler, a feature which, it is true, it shares with others, but one upon which the manufacturers are wont to lay special stress. Then there is the Marshall, to be seen on Stand No. 237, the valve gear of which is its most interesting point. In this geer only one eccentrie is used, instead of the usual two, tho mechanism being of the radial link typo and needing 'no slotted link, as in the case of the usual Stephenson or Gooch motioe, toe Marshall, too, is fitted with a boiler of special design, for which they claim that it prevents the formation of encrustation, especially in the firebok.
Quite close to bee 'another are the Taelter (named the "Little Giant ") and the Wellington, which is made at the Tank Works, at Lincoln, by William Foster and Co., Ltd. The Tasker shown on Stand No. 312 is the only chain-driven machine on the markut. The inventor,
Mr. Geo. Hoare, who is the .company's managing director, .claims that by 'using the chain for the final drive, he gets a better opportunity to deal with the springing of the tractor as it should he. The springs for the rear axle can be disposed more widely apart than is the case with a gear drive, thus conducing to stability of the tractor as a whole. A list of the steam tractors at the Show would not be complete without a reference to the Mann, shown on Stand No. 297, which presents, at least in regard to its details Of construction, more points of interest than most. At present, limitation .s of space prevent us from doing more than draw attention to the con struction of the frame and gear, the arrangement being such that all the gear wheels are supported inside the frame, , leaving none of the wheels overhanging outside the bearings.
Tractors are also to be seen on the stands of Ruston and Hornsby, MaeLaren, and Robey, which are Nos. 192, 319, and 288 respectively.
It is a natural transition from tractors to trailers and of these, there is quite a representative selection at the Show, both those exhibited by old established concerns, and by others not hitherto so well known to readers of this journal. There is a good example, for instance, on the A.G.E. stand, from which we commenced our peregrinations. It is made by Garretta, and has a capacity of six tons. There is another on the Foster stand (No. 314) of the same type, while Taskers, on Stand No. 312, show one fitted with a patent hand operated tipping gear.
• Newcomers to the Royal, in this regard at least, are Martinsyde, Ltd.' who, on Stand No. 155, show several good examples, including in the design an arrangement for relieving the fore-carriage .
and trailer from the stresses which normally fruit when the front wheels en counter uneven ground. By mounting the support for the forepart of the trailer on a pivot, complete freedom of movement is afforded to the axle to tip in either direction.
The stand of R. A. Dyson and Co. (No. 247) affords several interesting examples of trailer construction, the exhibits rang ing from a. steel-wheeled, rubber-tyred machine of evidently the most modern design, to one of the old fashioned, but still popular and sturdy trailers which are familiar to all farmers and others who have need of such, things.
The Eagle Engineering Cog(Stand No. 259) are old habitues of the Royal, and this year they also show trailers, amongst them the one which is fitted with a, patent tipping gear is of particular interest.
The load may be tipped to either side, by means of a hand-operated gear, the only alteratton needed in order to re
verse the tip is that of transferring a
pair of links. The body and its load is only pushed along rollers until about to over balance, when a further insh tips it. Economy of effort and simplicity of operation appear to be the chief points. It is when we get to the steam wagon proper that we have the opportunity to discuss, as it were, occasional variations in the species. As regards the chassis, thelmechanical parts of them, there is one main dividing line. On the one hand we have the overtype, on the other the undertype. The terms mean, respec tively, that the engine is above the frame, or below. The outstanding and original example of the former is the Foden; the latter is represented by the Sentinel, amongst others. Additionally, of course, amongst steam wagons, as dis tinct from steam tractors, we may ex pect a considerable amount of variety in regard to the type and style of bodywork fitted, besides which there is scope for
choice in respect of load capacity, which varies between 3 and 6 tons, as a rule. The first overtype which we shall see• is the Garrett, on Stand No. 185, on our
first stand, the A.G.E. This is a five-tonner, fitted with a high-sided tipping body, the tipping gear being oper ated by power, and driven by means of a belt. from the engine. A special feature di the Garrett is its Belpaare boiler, anclt the fact that. it is fitted with a. superheater, and shows, on test, remarkably good fuel economy, is worthy of note.
Another steamer of the same type is to be found on Stand No. 187 occupied by Clayton and Shuttleworth. This, again, is a five-tonner on rubber tyres, and fitted with a tipping body, which type of superstructure, by the way, ap pears to be very popular at the Show this year, almost all the steam wagon makers showing a sample of what they can do in that regard. The tip gear on this machine, too, is engine driven, the gear being a most simple arrangement, and comprising a pair of bevels, on the end et tne crailkshaft, driving a iongitudinal and sloping shaft, at the lower end of which is another pair of bevels. The driven bevel of this pair-carries a clutch, which is pressed into gear by the foot of the driver, applied to a pedal conveniently situated within the cab. The driven portion of the clutch carries a chain sprocket, and a chain from this runs to another sprocket on the end of a cross shaft just behind the driver's seat. This sprocket and shaft drive bevels on the vertical screws.
The next of the overtypes is the Allthin, on Stand No. 279. There are-two examples shown, both fitted with high side bodies, the sides being hinged to fall down when required, as well as being detachable. One is a three thriller, the other a five, and both are fitted with rubber tyres.
The Robey is by way of being a " production " machine. It is new being turned out in considerable quentitieS, and its design is particularly well adapted for that purpose. Its principal features, apart from the up-to-date pressed steel frame and the construction of its boiler, which is made with a minimum of joints, is the large size of ite brake drums and the effective braking effort which they can afford et need. The Robey may be seen on more than one stand, but the firm's ()We exhibit is at No, 288. As usual, it is again a tipping wagon, the gear being the patent differential hydraulic gear, embodying a double ram, worked by water provided from the boiler supply tank, and. pumped into the ram by the water feed pump, The Tasker, another overtype, found on Stand No. 312, is shown as a real farmer's wagon, with high sides, detachable, and also latticed continuation of those sides, allowing light materials to be loaded to a considerable height without any necessity for their being tied in place. Its capacity is five tons, and it is fitted with rubber tyres.
Cheek by jowl with it is the Yorkshire, on Stand No. 313, also an (veertype, with a difference. It does not resemble, in general outline, the Poden, or locomative-type machine, but hes a short horizontal boiler laid across the frame at the front of the-chassis. The engine is a vertical one and stands behind the driver's seat. This type shares the advantages of the two, the oveztype, and the undertype. The two vehicles shown are both rubber-tyred five tonners. One is fitted with a gulley emptier of ingenious construction, to which fuller reference will have to he made on another occasion, when the topic of our note is not so pronouncgdy agricultural as now. The other is, as the reader by new, no doubt, anticipates, a tip wagon with a mechanical tip gear.The gear is an interesting hut simple one, and is controlled by the driver from his seat by the operation of a pedal.
Next to the Yorkshire is the Foster, on Stand Ito. 314. This also is a five tanner, on rubber tyres. As regards the bodywork, it has the distinction of not being a. tip wagon, being merely a plain high-sided wagon: The chassis was recently described in Tke Commercial Motor, and is notable on account of the design of the frame, which is particularly strong where the greatest stress acmes, namely, by the driver's seat. It is strengthened by the addition of deep gussets, which also do duty as the walls of the Well of the driver's cabin.
We have not yet mentioned the Peden, the pioneer of the overtypes. There are
three of them to be seen side by side, and, at a casual glance,all alike, on Stand No. 320. Two of them are, as a matter of fact, alike in every respect except es to the name of the purchaser. Colouring, size—all are five-tormerste-pe of body, the two are similar in all these points. The third is the inevitable tipper, and is hydraulically operated, a large ram below the body being operated by water drawn from tire boiler supply tank and pumped into the ram" cylinder by the boiler feed. pump. There is a time selection of overtype wagons on Stand No. 297, occupied by the exhibit of the MaAlln Patent Steam Wagon and Cart Co., Ltd. To the.trac
for we have already referred, and the agricultural tractor will have mention in another place. There are, however, in addition, the following roller, with tank body, and •available for conversion to use as a wagon when required ; a steel tip cart, which is of speeiai.design allowing of .a quick tip, and altogether forming a machine which is -greatly appreciated by municipal authorities. There is a three-ton tip wagon, and also a five-ton lorry with high hinged detachable sides. All.but the steam car, the tractors, and, of course, the roller, are rubber tered. Ae showing the popularity ot these wagons, it is significant to. note that one of learn, that destined for the Bradford Dyers' Association, is the first towards an order for ten, while the roller is one of an order for five machines.
That, we think, completes the tally of overtype wagons, and we turn now to • the undertype. It is perhaps fair to take the Sentinel first, not as the pioneer, but as being the best known of the type. There are two of them to be seen on Stand No. 302, one a six-ton platform lorry, and the other the inevitable tip
wagon, having a capacity of five tons. It need hardly be mentioned that they are both on solid tyres, since that company does not supply these wagons in any other fashion. The hydraulic tipping gear is interesting, as the pump is not used, hut an injector. The makers claim that it is quicker in operation than the ordinary typP.
The 'Atkinson, on Stand No. 290, closely resembles the Sentinel, the points of difference being in regard to detail and not in principle. There is a five-ton tip wagom and also a six-ton wagon. The tip gear is particularly interesting, being operated by a separate auxiliary engine, deriving its steam from the main boiler_ It is situated on the off side of the chassis, and revolves the' tipping screw through the medium of a train of gears. Lastly, there is the well-known Leyland, of Which an example of the stan dard five-ton model 'fitted with plain platform body, may he seen Cu Stagd No. 295.
As regards petrol vehicles, the varieties are, comparatively speaking, innumerable. In sizes they may be anything from the humble parcel carrier -with a capacity of about 5 cwt, to the loray six-tonner, and even, in one special case, to 74 tons. The ,style of bodywork is much greater in its scope than that of the steamer, as, in addition to vehicles de
signed for goods carrying, we have four or five chars-i-bancs, and fire engines. As there are, in addition to hll this, possibilities in the way of different methods of transmitting the power to tho rear axle, it is clear that any attempt to classify these vehicles, as we did in the case of the steam wagons, would take • up so much space as to leave no room for the references to the actual exhibits.
However, we cannot do better than commence by a reference to the gCarernell tractor lorry on Stand No. 315, since, although it has been fully described in these columns, and is therefore well known as to its design to readers of this journal, it has nevertheless been seen, we are sure, by few, up to the present, and is on that account correspondingly interesting to visitors to the Show. This is the machine to which we referred above 'as having a capacity, of 4 tons. The slogan of the makers, which is printed on, the sides of the vehicle, is ` Seven and a half tons at the cost and speed of three," and it succinctly describes the principal advantage of the construction employed, It may best be described as a combined tractor and trailer. It has six wheels, two at the front for steering, two in the middle of its length: these are the drivers, and, together with the steerers they are connected in the usual fashion, through road springs; radius rods, etc.' to the main chaasisthe tractor part of the complete vehicle. The other pair of wheels is at the extreme rear, and theysupport the reae end of the trailer part. The 'fore end of the trailer rests on the rear end of the tractor, the connection between the two being precisely the same as that between the fore carriage of the horsedrawn vehicle and the main part of the body. In fact, the tractor portion of this remarkable chassis may be said to represent the horae, shafts. and fore Carriage of the horse-drawn vehicle, the trailer serving the usual function of carrying the load, and being aIao precisely the same with the exeeptioneof certain differences in regard to strength, etc., as the horse vehicle.
The special advantage is that, on the one vehicle, and while still keeping within the axle limits within which a speed of twelve miles per hour may legally be travelled—the, same as a threeton lnrry—a load of no less than seven and .a half tons may be carried. It is to this that reference is made when it is claimed that seven and a half tons may be carried at the speed of three. Additionally, of course, another six tons may be carried on another trailer,
making a fetal possible load of 13 tons. It would appear that, the vehicle has other advantages, too, particularly, in respect of manceuvrina for, although its reversal presents certain difficulties to the uninitiated, the manipulation within confined spaces of the Scammell and its trailer is clearly a much simpler task than that of handling an ordinary tractor mid trailer, or steam wagon and trailer, in the same circumstances. The need for our especial reference to this machine is perhaps the greater, since, by seine mischance, it does not appear to have reference in the official catalogue of the exhibits. No visitor to the Show who is interested in the problem of the speedy transport of heavy loads, and certainly none who has to manoeuvre heavy loads within comparatively confined spaces, should miss this stand.
If we now make reference to the other outstanding commercial vehicle exhibit at the show, outstanding onaccount of iIs display of brilliant red and gold, we shall feel at liberty tO deal with the petrol 2haAsis in, the manner of a stand-tostand report, as better adapted to meet the readers' requirements -than _ any attempt to classify them. The outstand. ing exhibit to Which we refer is, of 7.ourse, the fire-engine on Stand No. 295, by the well-known Leyland company, who are showing an example of the standard 500-gallon machine, fitted with s 48-60 h.p angina and Rees Roturbo turbine pump.
By one of those curious coincidences which seem to occur so frequently in torinection with this company, the engine is to the order of the Darlington Cor:totation, and we sincerely hope, for the ;eneral good of all concerned—and this s not meant 55 any reflection on the lianabilities of the engine—that there still arise no occasion, during the Show, or the purchasers to have need of imnediate delivery of their machine. The silly other fire-engine exhibit is to be 'mind on the official fire station, Stand !sIo. 434, where Merryweather and Sons. Ltd., have on view one of their standard her-cylinder machines.
The Traffic, an American machine, to io seen on Stand No. 139, which is oceuited by Messrs. Elaine and Jackson, is intered as a 30-40 cwt.. machine. Just ixactly what is meant by the load elassiiciation is not clear, unless it means that I is for loads of 30 cwt., with a body weighing 10 cwt. On the same .stand it is intended to show a one-ton Oldsmobile.
The Associated Equipment Co., Ltd., 'are the makers of the London blues, and two machines of the company's manufacture are shown on Stand No. 144, namely, a tipping wagon, fitted with a special form of hydraulic tipping gear, and a thirty-passenger char-a-banes are of the same construction.
The Burford two-tonner, on view on Stand No. 151, is fitted with a body which is specially designed for many of the farmer's purposes, inasmuch as its high and detachable sides are topped by slanting ledges which will accommodate sacks, bags, or the like, which would be harmed by contact with the 'Ordinary sharp-edged body. The construation also allows of loads of this kind over'hanging, and thus provides for the carriage of a load of light materials. The Burford chassis has now been on the market for ovet six years, and is giving great satisfaction wherever it is used. Its rear axle is of special design, the transmission to the rear road wheels being through gears which are actually bolted to the whesls themselves, tpleus enabling the remainder of t'he mechanism to be made light but strong.
The name of Austin is becoming almost a household word in the mouths of farmers, and those Who have hitherto been ignorant of the fact will no doubt learn with considerable interest that the Austin Motor Co, Ltd., besides making the wall-known tractor, also make a 30 cwt. lorry. This machine is fitted with the same engine as the tractor. It is light and speedy, and admirably adapted both for the needs of the small farmer and the large. The farmer will find it answer his general requirements particularly well; especially in regard to the carriage of loads to and from the station, and tha transport of milk. The model on the stand is fitted with a light general-pirrpose body, having high sides, with outwardly inclined tops, similar to those on the Burford, The Stand No. is 204.
A "farm motor truck," having a capacity of one ton, is expected on the stand
of Melchoir, Armstrong, and Desati (London), Ltd. (No, 280), but at the tine of writing it, had riot arrived. The same remark applies to the various types of bodywork which are to be exhibited on Stand No. 282 by C. Kendall and Co. This stand will probably be of interest to those purehasers who prefer to buy the chassis and have the bodywork made to their own specifications. Those who have botlenew arid second4mnd yehiCles, as at the recent sales of Diaposal Board stocks, may also, find it to their advantage to inspect this exhibit.
No one interested in motor lorries, and knowing the least bit about the subject, would think of coming to a decision about a purchase until he had seen the Daimler, and the visitor to the Show will on that account be sure to pay a visit to Stand No. 289, there to examine the twoton tip wagon and the 25 seater char-abanes which are on view. Other samples of tipping bodies are shown on Stand No. 24, where Ti ling-Stevens Motors, e-xhibit a 24 ton gear-drivers vehicle of 25 hp., fitted with a tipping body, also feur-tonner similarly equipped. The latter vehicle is a petrol-electric chassis and has a 40 h.p. engine. The well-known Fiat cornmerdial vehicles are shown on the eland of Engineering Depots, Ltd. (No. 292). There are two modes on view, one a thteetonner fitted with a tilt van, .the other a pneumatic-tyred 30 cwt. Van. Stand No. 295; occupied by Leyland Motors, Ltd., will bring the visitor, whatever his interests in life, to a dead
stop. We have already referred to the Leyland fire-engine. lie wil.l find it hero engaged on extensive pumping operations, confined, however, to a Awl tank specially provided, and filled with water for the purpose. Behind it, but easiiy visible, is a fine example of char-a-banes construction in the shape of a 28 seater, replete with all the latest improvements and painted white. The luxurious method of furnishing these .passenger machines is amply exemplified in this exhibit, and if the visitor is not satisfied with what he can see there, he has but to turn to the single-deck bus which .stands chafelt by jowl with it, made to the order of the Edinburgh Corporation. A v.an for Carter, Paterson and Co., on a four-ton chassis, is also on view. The bodywork on this exhibit, we understand, is made by the purchasers. Finally, there is a two-ton lorry for the Manchester Cooperative Society. To the steam wagon we have already referred. Students of rear axle design may well devote a few moments to an examination of the exhibits on this stand, for amongst them there are examples df two of the principal types. The two-former and the bus are fitte-ft with worm-drive axles, while the others have what are called double reductionagear axles, in which the final transmission of the power from the gearbox to the rear wimels is by two pairs of gears—one pair bevels, the other pair (or it may be two pairs) spur or straighttooth gears. In all cases, however, the driving shafts are what is called fully floating, by which it is meant.that they do not take any of the stresses due to
the support of the vehicle or its load, but merely transmit the actual power of engine the weight being carried by specially designed casings, which surround the driving shafts, That student will also find further opportunity for pursuing his investigations on the adjacent stand, No. 303, occupied by the Maudslay Motor Co., Ltd., for the frame diversity of design in respect of back-axle construction is to be found in the two machines there exhibited. On one of them, the larger, with a capacity of five tons, the axle is of the double reduction type; while the other, a three tanner, is worm driven. The large' machine is fitted with a fariner's body, having higaides, with the addition of lattice ext^sions, making the vehicle handy for the carriage of bulky hut light materials, such as hay, corn, etc. The other is fitted with the almost inevitable tipping body, in this case operated by hand and not by power. A feature of the bodywork on the Maudslays is the care which has been taken to provide for the driver's comfort. Both of them are fitted with cabs, which may be practically enclosed in inclement weather. There are windscreens to each, which are divisible along the horizontal centre as well as the vertical. Both are provided with side curtains, which may be drawn or withdrawn at the convenience of the driver. The curtains are fitted with mica windows.
Two examples r.rf the Garner model 15, which is designed for gross loads, body and contents, of 36 cwt., are shown by the coneessionnaire on Stand No. 30g. One of them is a chassis, the other is fitted with a plain lorry body. A feature of these machines is the complete equipment with which they are provided. If desired, they may be purchased fitted with pneumatic tyres.
The Halliard, exhibited on Stand No. 304, by_ J. and E. Hall, Ltd.,. is a chaindriven chassis, the chains being enclosed In oil-tight cases, which provide for their running continuously in a bath of, lubricant.. The same casings also serve to prevent the chains from the deleterious effects of incoming water and dirt. There are two models of this type of chassis on view, one being a four-tonner, fitted with a Dorman engine, and carrying a highsided body with lattice extensions. We understand that this type of body is particularly popular in Kent, where it has a aeady sale amongst the hop growers. The other vehicle is a three tomer, and is fitted, with an engine of the lorry manufacturers' own make.
On the adjoining stand (No. 307) the local agents, Turvey and Co., show a two-ton Guy vehicle, and 'this also has a high-sided body with lattice extensions. The special feature of the Guy chassis is the peculiar construction of its frame, whereby the unavoidable stretchings and twistings which it receives on account of the passage of the vehicle over uneven road surfaces are prevented from being transmitted to' the mechanism of the chassis, such as the engine, gearbox, etc. On the same stand is a two-ton W. and G. chassis with a steel tipping body, and also a 30 cwt. vehicle of the same make.
Vulcan commercial motor chassis are represented on two adjacent stands. On the manufacturers' own stand, No. 310, 11 shown a portion of a chassis only, fitted with a belt. pulley to demonstrate the engine capacity of this useful vehicle.
There are also shown two complete vehicles, a "Dairyman's General Utility Wagon" and a tipping wagon. Both are carried by the Vulcan 30 cwt. chassis. On the next stand, occupied by the British Motor Trading Corporation, are several machines of this type. There is a fine example of a saloon 'station bus, a well-finished high-sided lorry, and two ordinary vehicles The Harrier chassis are also exhibited on the stands of local agents, and may be seen an Stand No. 315, occupied by Pollen and Crisp, Ltd. There are two machines, one a five-tormer with highsided body, the other a four-tonner with a plain fiat platform. Both of them are noticeable on account of the excellence of the finish of the 'bodywork. The Albion Motor Car Co., Ltd., show three vehicles on Stand No. 317. One is a van of particulaEly handsome appearance, built on to a 20 h.p. chassis, and designed to carry a useful load of 30 cwt. It is made for a concern of tea and coffee merchants,, for delivery of
their goods to retail customers. The roller blind connection between the driver's cab and the interior of the van is neatly devised, and it.orthy of close inspection. The platform lorry, made for a well-known company of brewers, is mounted on a three-ton chassis. It is fitted with a tailboard 22 ins, high, made so as to be easily detachable. The third machine is a tippina.6 wagon with a steel body, and operated by hydraulic means. An engine-driven pump situated behind the driver's seat und controlled by him by means of a hand lever, pumps water into a large vertical ram cylinder under the body. The height to which the body may be lifted is easily and precisely controlled, while the release mechanism is similarly subject to instantaneous stoppage in case of necessity. There are machines to suit every taste, and almost every requirement, on the stand of W. and G. du eras, Ltd.; which is No. 318. Starting with a tipping body, without which.) as the advertisements might say, no well appointed stand would be complete, we pass by a 25-seater char.a-bancs, which is particularly well appointed, to the high-sided lorry. The first named machine is mounted on a two-ton chassis. The tipping mechanism is operated by hand, and may be controlled from either side of the body. The leverage is ample, so that a comparatively light pressure on the handle is sufficient to raise the body. The latter is of sheet steel, and is fitted with a rear door, which swings open as the body is tipped. In order to prevent any liquid or semi-liquid. contents of the body from splashing over on to the chassis, the front of the bodyeis made a little deeper than the rest. The driver's cab is, of course, separate, and made to the -usual designs, of wood. The char-h-bancs is also on a two-ton chassis, while the lorry is for loads of 30 cwt. All the W. and G. chassis are fitted with the well-known 25 h.p. Dorman engine.
Pagefield chassis are showing on two stands, Nos. 321 and 322. On the former there is a five-toner, fitted with Tyler engine, and' carrying a platform body ; on the latter two examples of tipping wagons are staged, as well as chars-a.-bancs. In our forecast of the Show, whigh appeared in last week's issue, we pointed out that Jas. Bartle and Co., Ltd., were newcomers to the Royal. No visitor who is at all interested in charsii--bance should 1111P1/3 paying a visit to Stand No. 263, where he will be considerably at tracted by the char-il-bancs body there to be seen fitted on a Thornycroft chassis as well as in the special type of hood with which it is fitted. We deal with this •latter novel feature elsewhere in this issue.
Earlier on in this article we promised to retain to the electric vehicle exhibits.
The reader who visits the Show will understand to some degree the reason for this when he finds that out of three, one, • the Garrett, is on the first stand which confronts him as he enters the Show, the others being very widely scattered. The Orwell, for example, is to be found on Stand go. 325, where it is being exhibited by the local agents, Pollen and • Crisp, Ltd. This machine is different from the Garrett mainly by reason of the position and number of the motors. While, on the Garrett, there is only one motor, -which drives the rear wheels • through the medium of a gearbox and a double set of chains, the drive on the Orwell is from two motors, each of which serves one rear wheel.
The other electric is a small machine, intended for use in and about the factory or warehouse. It is made by Greenwood and Batley, Ltd., of Leeds, and may be seen on Stand No. 137.
Visitors to the Show must not neglect to pay a visit to the stands tal various exhibitors of accessories and supplies for agricultural and farming purposes. tS in previous. years, these are numerous, and on their stands will be found' abig display of oils, greases, appliances and materials varied
. enough to meet the most exacting requirements of these using mechanical power on their farms. Most of these concerns have shenvn at previous " Royals "