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44-ton tractors and big engines dominate at Kelvin Hall

by A. J. P. Wilding MIMechE, MIRTE With the prospect of UK gross weights eventually going up to 44 tons, manufacturers at this year's Scottish Show are showing that they are ready for the changes. It may be many years before we get to this weight but there are six 44-ton-gross tractive units at the Show.

One thing all these have in common is a high-powered engine and doubledrive rear bogie. The AEC V8 Mammoth Major and Scammell Crusader have the AEC 272 bhp V8, the Guy and Atkinson have Cummins Custom Torque 252 bhp units, one of the ERFs has a Rolls-Royce 265 bhp diesel and the other has a Cummins 270 bhp power unit. Except for the AEC V8s, the engines are turbocharged, a feature which is gaining popularity. And this is also the first time that the Leyland 401 has been shown with this feature. Two Albions have it, output being 155 bhp.

Recently introduced models on show consist of the BMC Boxer and bigger EA and the Ford D900. And a big splash is being made on Bedford dealers' Stands with the new CF range.

New cabs are shown on the three Foden exhibits and this is the first time that the Leyland Lynx and turbocharged Beaver have been shown in Scotland. It is also the first Scottish Show for Ford's own six-wheelers; a DT 1700 can be examined.

Major passenger vehicle interest is the Mercedes-Benz 0.302 with 48-seat Plaxton Panorama Elite body. But the Daimler Roadliner is exhibited for the first time with AEC V8 and the Seddon RU gets its first public airing; this has a Gardner horizontal engine at the rear.

High power and high gross weights are highlights of the Show but two Volvo gearboxes shown by AiIse Trucks indicate that there are other ways of getting performance besides using high-power diesels. It is also the first time the boxes have been shown to the public; one has 16 gears and the other a torque convertor in front of a conventional eight-speed box.

AEC

Stand 95—AEC Ltd., Southall, Middx.

HIGHLIGHT of the AEC display at this Glasgow Show, is the new Mammoth Major 6 x 4 tractive unit designed for 44 tons, which is a possible future maximum weight for the UK. Although basically similar to an export six-wheeler introduced at the Commercial Motor Show in London last year, the chassis has right-hand drive and is powered by the AEC V8 engine which produces 272 bhp gross (BS) at 2,600 rpm. Maximum gross torque to the same standard is 638 lb.ft. at 1,400 rpm.

The vehicle on show has a 10-speed semiautomatic gearbox, and hub-reduction rear axles which give a bogie capacity of 17 tons. To reach the full designed rating of 44 tons, the Show exhibit would have to be used with a three-axle semi-trailer but heavy-duty rear axles giving a 20-ton bogie capacity are available as an option.

The Ergomatic cab used on the six-wheeler is the Thru-way version with across-cab access and is mounted 3in. higher than originally to give greater clearance under the front end. Other features of the Mammoth Major include a frame which has been cut away at the rear to accommodate trailers to the provisional ISO dimensions, power steering, and lock actuators on the first and rearmost axles to provide for secondary and parking brake functions.

Estimated chassis/cab kerb weight of the model as shown is 7 tons 4.5cwt, which goes up by 3.25cwt if the 20-ton bogie is fitted. And while the chassis is limited to 44 tons for normal operation it can be used at gross train weights of up to 65 tons with the heavyduty bogie.

A second new machine on the AEC stand is the Mandator with V8 engine which has been uprated for operation at 34 tons g.c.w., 2 tons more than the current legal maximum in Britain, but again this has been done in anticipation of increases in UK weight limits. The two-axle tractive unit is basically similar to the current V8 Mandator in having the V8 engine producing 247 bhp at 2,600 rpm, and the increased design rating is achieved by fitting a heavy-duty rear axle.

The third exhibit on the AEC stand is a Marshal 6 x 4 22-ton-gross chassis which has an AV505 six-cylinder in-line diesel with an output of 151 bhp. This is matched stand. Both have turbocharged engines— versions of the Leyland 401 and designated the 410—the first time that this particular power unit has been fitted in a goods chassis. With the turbocharged engine, the Super Clydesdale tractive unit which is one of the exhibits gets a weight increase from 22 to 24 tons but the second—the Super Reiver 20 6 x 4 tipper—retains its 20-ton-gross rating because the outer-axle spread is insufficient to allow 22 tons. Various changes accompany the use of the turbocharged diesel but chassis with the naturally aspirated 401 will continue in production.

Output of the 410 turbocharged sixcylinder diesel is increased to 155 bhp gross (BS) at 2,600 rpm from 138 bhp for the basic engine. Maximum gross torque also goes up—from 320 to 370 lb.ft at 1,600 rpm. Design changes to achieve this 12 per cent increase in output are not extensive and include improved lubrication to the small-end bushes and pressure lubrication to the fuelpump cam box. In the case of the Super Clydesdale, the wheelbase has been increased from 8ft to 911 6in., allowing the kingpin position to be 18in. forward of the rear axle centreline instead of 12in. Gearboxes on the new models differ from those used previously. The standard is an AEC six-speed constant-mesh, with the option of a 10-speed range-change unit. Braking is also changed and spring brake units are now used for secondary and parking brake requirements, while the tractive unit also has heavier tyres. But apart from the engine, gearbox and spring brake system, the turbocharged Super Reiver 20 has the same basic specification as its naturally aspirated counterpart. Both models have the Ergomatic cab which can be supplied with counterbalanced tilting as an option.

A third exhibit on the Albion stand is a Clydesdale 16-ton-gross four-wheeler which has the old design of all-steel Leyland Group cab. This vehicle has the basic 401 engine and this diesel is also fitted in a Super Reiver 20ton-gross double-drive six-wheel chassis on the stand of Millburn Motors Ltd. The Millburn exhibit is a tipper, again with the old-design cab but fitted with an interesting alloy body. Wheelbase of the chassis is 1211 lin. and the Alusuisse M4 light-alloy body measures 16ft 6in. by 7ft 10in. by 211 6in. It is of frameless construction.

ALEXANDER

Stand 118—Wafter Alexander and Co. (Coachhuilders) Ltd., Falkirk.

ALEXANDER bodies are seen on exhibits on the Leyland and Daimler stands and in addition the company has a single-decker on its own area, this being mounted on a Bristol REMH rear-engined chassis. Overall length is 12m and the coach is built to the special requirements of the Scottish Bus Group for its overnight Edinburgh/Glasgowto-London service.

The exhibit has been designed for longdistance fast services in all-the-year-round conditions and with this in mind the first consideration has been given to passenger and driver comfort. Heating is provided by two underfloor units whose output is directed to the feet of the passengers and these are supplemented by an oil-fired unit. In view of the night service for which the vehicle is intended, insulation to retain heat inside the body has been given particular attention and the main side windows are double-glazed. There is less glass area than in most current coach designs and to give a better appearance in the circumstances the sections of body between the windows slope forward.

The structure and panelling of the body is completely of aluminium alloy and the sides and roof have a sandwich of insulating material, while the floor is fully carpeted and underlaid with latex foam. Beneath the floor and over the engine and transmission there is extra noise-insulating material.

Seating for 42 passengers is provided in reclining seats and each passenger is provided with a ventilation outlet and reading light. There is a toilet at the rear, and under the main-saloon floor there is 146 cu.ft. of luggage space which, with 70 cu.ft. in the rear locker, makes a total of 216 cu.ft.

Driver welfare has been taken care of with a very comfortable seat and a separate heating and ventilating system.

ATKINSON

Stand 100—Atkinson Vehicles Ltd., Preston, Lancs.

IN THE three exhibits on the Atkinson stand at the Scottish Show, operators will be able to see for the first time the detailed improvements which have been introduced on Atkinson trucks over the past year. In their latest form Atkinson models are more comfortable, quieter and easier to maintain than before. As well as the higher-standard interior in the Mk.2 cab, softer front springs are fitted on tractive units, while interior noise level is reduced through improved insulation and repositioning of the air filter. And from a maintenance angle, air-pipe runs have been simplified, access to the radiator and front of the engine is easier and some electrical components are now located inside the cab where they keep clean and dry.

The three stand exhibits are all 32-tongross tractive units and consist of a RollsRoyce-engined three-axle rear-steer chassis, a Gardner-engined four-wheeler and a second four-wheeler with a Rolls-Royce diesel. On the demonstration park Atkinson. joins the 44-ton brigade with its 6 x 4 chassis which was tested by CM at 42 tons and now carries the 44-ton-gross combination weight rating. This has the Cummins turbocharged Custom Torque engine which has a maximum rating of 252 bhp at 1,800 rpm. A high output is maintained up to the maximum governed speed of 2,100 rpm, giving the effect of an engine of considerably more power.

The three-axle tractive unit with set-back second steering axle is fitted with a RollsRoyce Eagle 205 bhp diesel and this drives through a ZF six-speed overdrive gearbox to the Kirkstall double-helical rear axle. The second axle has air suspension and the bellows can be exhausted to transfer extra weight to the driving axle for greater traction. The example is built for William Dobson (Edinburgh) Ltd. for use with a tank semi-trailer and is equipped with Drum tanker-discharge equipment, other components including ZF AKAS power take-off and a Waso steering lock.

The same Rolls-Royce engine is used in the two axle tractive unit for Strathclyde Transport Services but this drives through a David Brown six-speed gearbox. Apart from the engine this vehicle is the same as the Gardner-engined model which is due to enter service with Thomas Gibb (Fraserburgh). the Gardner engine is the 6LXB which produces 180 bhp. Outside the hall, the Atkinson 6 x 4 tractor for 44 tons which is available for demonstration runs is coupled to a Boden 4011 long skeletal semi-trailer. The vehicle has the same specification as that tested by CM (February 21 1969) and incorporates a Fuller Roadranger 10-speed gearbox and Kirkstall T.48 double-drive rear bogie. Power steering is standard and the chassis is fitted with a Kysor automatic radiator shutter.

BMC

Stand 126—Carlaw (Cars) Ltd., Glasgow. Stand 136—Fife Motor Co. Ltd., Dunfermline. Stand 122—A. and D. Fraser Ltd., Glasgow. Stand 135—McLay's Garage Ltd., Kirkintilloch. Stand 134—A. C. Penman Ltd., Dumfries. Stand 119—Taggarts (Motherwell) Ltd., Motherwell.

Stand 123—Westfield Autocar Co. Ltd., Edinburgh.

THIS is the first Glasgow Show since the formation of the British Leyland Motor Corporation and vehicles produced in the Scottish factory which now carries the name Leyland Motors (Scotland) Ltd., and those produced by the Austin Morris Division of BLMC, which carry the name "BMC", are included in this section. Both the Boxer and the Mastiff have been introduced this year so it is the occasion of their first showing in Britain at an exhibition of this type and in fact it is the first-ever public showing of the Boxer introduced at the beginning of October.

There are two examples of the new Boxer, which has a 117 bhp Perkins 6.354 diesel and is plated for 14.25 tons normally but 14.5 tons for municipal and special applications. Although based on the highest-capacity Laird, the Boxer has the same front and rear axles as used on the Mastiff; the secondary brake system is applied to both axles.

The Boxer shown by A. and D. Fraser is plated for 14.5 tons and has the 12ft 7in. wheelbase. It is mounted with a 2,200 gal. three-compartment tank and equipped for delivering to domestic central heating users. The second example is shown by Taggarts, this being a 14ft 3in. wheelbase 14.25 ton model with flat platform body measuring 20ft long and made of light-alloy with a timber floor, The example of the Mastiff to be seen in the hall is the 26-ton-gross combination weight tractive unit, this having the Perkins 170 bhp V8. It is being exhibited by Carlaw (Cars) Ltd. There are also four examples of the BMC FG Range on show, the smallest being an FG 420, 12ft 1 in. wheelbase chassis with petrol engine, and equipped as a mobile butchery shop, on the Fife Motor Co. Stand. There are two FG 550 models shown, one with a 12ft tin, wheelbase, petrol engine and a boxvan body by Commercial Coachcraft of Edinburgh; this is exhibited by Westfield Autocar. The second has the same wheelbase and is equipped as a small bus with coachwork by the ex hibitors—MeLay's.

An example of the largest of the FG Range—the 900—is to be seen on the Penman Stand. The machine, a 15ft-wheelbase diesel-engined chassis, is fitted with Penman's demountable-container-body sys

tern, this being the latest design of hydraulic type in which the container sits on a skeletal frame with two rams at the front and one ram at the rear to raise it prior to lowering support legs.

All the foregoing vehicles are produced in the BLMC Scottish factory. Of the lighter chassis manufactured by the Austin Morris Division in Birmingham the biggest are the EA vans. As well as the original 350 EA model which is featured by Mc Lay's, there are examples of the recently introduced higher-payloadcapacity models—the 420 and 440— which are shown by Westfield and Carlaw respectively. The 420 EA has an 8ft 5in.long body and an internal capacity of 274 cu.ft., while the same model with 10ft 2in. body has 322 cu.ft. The 440 EA has an internal capacity of 390 cu.ft. but in both cases a nominal payload of 2 tons can be carried within the gross weight maxima of 4.2 tons for the 420 EA and 4.4 tons for the 440 EA.

One of the 200 cu.ft. 250 JU vans is shown by Taggarts and the smaller J4 is shown by the Fife Motor Co. Ltd.

BTC

Stand 91 —British Trailer Co. Ltd., Manchester.

ONE of the new tandem-axle semi-trailers with four-spring suspension announced last week is the main exhibit on this stand. Designated the W7000 it uses a conventional four-spring-and-balance-beam suspension layout and the brakes measure 15.5 by 6in. The main frame is a lightweight I-beam and there are channel-section crossmembers and outriggers, the longitudinal boarding lying flush with the top flanges of the main frame. The trailer exhibit is 8ft 2.5in. wide and overal length is the standard 33ft.

Also being shown on the BTC stand is a model W5018B 14-ton-capacity low-loading semi-trailer with removable rear axles. The main deck has a clear loading area of 18ft by 8ft with steel chequer plating and the reduced-width upper deck incorporates a stowage compartment for tools and jacks. The straight-through axle at the rear is carried on a short sub-frame with reversecamber leaf springs. The axle is underslung from the springs but runs over the trailer frame below the floor, and once the weight of the trailer has been relieved by two jacks. two quick-release pins are removed and electrical and brake hoses uncoupled so that the whole axle assembly can be wheeled away. Overall length of the low-loader is 30ft 5in. and it has an unladen weight of 4 tons 0.5cwt.

BEDFORD

Stand 112—Blythswood Motors Ltd., Glasgow.

Stand 129—Mackay and Jardine Ltd., Wishaw.

Stand 121—Ritchies, Glasgow.

Stand 120—S.M.T. Sales and Service Ltd., Edinburgh.

Stand 110—Tomkins Bros. (Motors) Ltd., Glasgow.

Stand 128—Watson Bros. (Airdrie) Ltd., Airdrie.

THE NEW Bedford CF vans announced last week are making their public debut at this Scottish Show and are the main feature on the stands of these five Bedford main dealers. There are six examples from the CF range together with six other vehicles representing the Bedford goods models available to operators.

SMUT, Ritchies, Watson of Airdrie and Mackay and Jardine have a joint stand and a turntable exhibit features the 14cwt version of the CF with 185 cult. body, this having the 1,599 c.c. 71 bhp petrol engine and fourspeed synchromesh gearbox. Accompanying it on the stand there is an 18cwt chassis/cab with the same wheelbase and specifications but with bigger tyres and there is also a 22cwt CF with 1,975 c.c. petrol engine which gives 89.5 bhp. Bui whereas the two lighter models are standard vans, this is a Dormobile Ltd. conversion to a 13-seat p.s.v. A second CF 22cwt model with the same engine is shown on the Blythswood Stand, this time with a mobile-shop body by A. Binney and Son Ltd.

There are two examples of the CF with long wheelbase. There is a 35 cwt van with the standard 252 cu.ft. body on the joint stand, this having the new Perkins 4.154, 62 bhp diesel engine; a 25cwt model featured by Torrtkins has the same specifications as the mobile shop shown by Blythswood but has a light-alloy/plastics composite body fitted out as a mobile butcher's shop by Smith's Delivery Vehicles Ltd.

On the joint Bedford-dealers' stand is an HA 8cwt van, the four other vehicles exhibited being heavier Bedford models. That with the lowest gross weight rating is a KE four-wheeler with 16ft-long light-alloy platform body, a vehicle suitable for operation at up to 9.75 tons. The KE has a 330 cu.in. diesel giving 107 bhp and a four-speed gearbox, the same engine and transmission being used in a KD 6 X 2 chassis for 11.75 tons gross which also appears on the joint stand.

Maximum-gross Bedford chassis are represented by a KM 16-ton four-wheeler with 13ft 2in. wheelbase and a 10ft-wheelbase tractive-unit version of the same chassis for 24-ton-gross operation. The 16-ton fourwheeler has a 9 cu.yd. light-alloy tipping body by Thynne Engineering Ltd., Bolton.

Another tipper is featured by Tomkins alongside the Smith's butcher's shop, this being a KG with 10ft wheelbase and is suitable for use at 11.65 tons gross. The all-steel body is built by Fleming and Taylor of Airdrie, and Telehoist tipping gear is employed.

COMMER

Stand 98—Rootes Motors Ltd. (Commer/ Karrier Division), Dunstable. Stand 127—Hamilton Bros. Ltd., Paisley. Stand 109—A. and C. McLennan (Perth) Ltd., Perth.

Stand 133—Melvin Motors Ltd., Glasgow. Stand 130—James Ross and Sons (Motors) Ltd., Edinburgh.

THE current range of Commer commercial vehicles is to continue unchanged for 1970 with the exception that the TC15 24-tongross tractive unit has been discontinued, the Imp van is now being marketed under the Hillman name through car dealers and the LB6 low-loading chassis is now available only as a Dodge KL600.

There are three vehicles on Commer's own stand, these being a VC7 10.7-ton-gross four-wheel chassis-cab and a VC12 18.75ton-gross tractive unit (both of which have a Perkins 6.354, 120 bhp gross engine) and a Commer CE16 16-ton-gross tipper with Rootes 135 bhp gross three-cylinder twostroke diesel. Wheelbase of the VC7 is 11ft 9in. and the tipper—which has a wheelbase of 12ft ii in.—is mounted with &lbw singleram front hydraulic gear and 9 cu.yd. lightalloy body.

A wide range of Commer models is to be seen on the dealers' stands. Starting with the lighter designs there are two PB 2500 vehicles, a 14-seat contractor's bus shown by McLennan and the standard 210 cu.ft. sliding-door van featured by Ross. McLennan is also showing a KC30, 3.8-ton-gross Walk-Thru with its 350 cu.ft. body fitted as a travelling shop.

A bigger version of the Walk-Thru is shown by Hamilton, this being the KC40 for 4.9 tons gross and there are two more examples of the VC range inside Kelvin Hall. One of these is a VC8 13-ton-gross tipper shown by McLennan, while the second is a VC5 9.5-ton-gross chassis featured by Melvin and fitted with Penman demountable-body equipment. Both of these chassis have the Perkins 6.354 engine. There is also a 16-ton-gross CE16 being shown by Ross, and this has a dropside body and UST tail lift.

DAIMLER

Stand 96—Daimler Co. Ltd., Coventry.

AS AT the last Scottish showing examples of both

The Daimler Roadliner chassis AEC V8 diesel.

Fleetline this year. But apart from the names, the exhibits are quite different. In the first place both are single-deck machines and the Roadliner chassis has an AEC V8 engine.

Other features of the Roadliner chassis, which has an 18ft 6in. wheelbase, are Daimatie semi-automatic transmission and Metalastic toggle-link suspension. This is the first time that the Roadliner has been featured at a British vehicle show with the AEC V8, it having been shown previously with Cummins and Perkins vee diesels. Output in the Daimler application for coach use is up to 247 bhp at 2,600 rpm.

The Fleetline has the same wheelbase as the Roadliner but is mounted with an Alexander body and is one of a fleet ordered by Dundee Corporation Transport. The body is suitable for one-man operation. Following the normal Fleetline design, the exhibit has a vertical Gardner 6LX engine mounted transversely at the rear and the drive is through a Daimatic semi-automatic gearbox to a dropped-centre rear axle.

DENNIS

Stand 105—Dennis Bros. Ltd., Guildford, Surrey.

DENNIS introduced the Pax V 15-ton-gross four-wheeler at the last Scottish Show in Show, Daimler is 1967 and the firm returns this time with three the Roadliner and examples from this range which is now Dennis's sole offering in the normal-haulage field. The exhibits are two lightweight tippers and a 12ft 4in.-wheelbase chassis/cab.

Specification of the Dennis Pax V chassis is straightforward and there are few alternatives to the standard. The engine is a Perkins 6.354 diesel with an output of 120 bhp gross at 2,800 rpm and 260 lb.ft. gross torque at 1,275 rpm. The drive is transmitted through a 14in. clutch to a Dennis five-speed constantmesh gearbox and the standard rear axle is an Eaton two-speed unit with ratios of 6.14 and 8.38 to 1. A Dennis spiral-bevel singlespeed rear axle is the option, with a ratio of 6.14 to 1. The brakes are on a split system with an air-assisted handbrake applying to the driving axle.

One of the tippers has a 10ft 8in. wheelbase and is fitted with a light-alloy 8 cu.yd. body built by Rahdolph Coachworks. Internal dimensions of the body are 12ft by 7ft 6in. wide and the headboard, sideboards and tailboard are 2ft Sin, high. Weight of the body and single-front-end tipping gear is 17cwt 2qr and kerb weight of the vehicle exhibited is 4 tons 10.5cwt, so allowing a payload of almost 10.5 tons within the plated gross weight limit.

In the case of the second tipper the wheelbase is 14ft 5in. and the steel dropside tipper body measures 16ft 6in. by 711 10in. with 2ft 6in.-high sides. The body was built by Eric Bacton (Coachbuilders) of Aberdeen and is fitted with twin-ram tipping gear. Additional 18in. sides can be fitted to make the vehicle suitable for grain carrying. The kerb weight of this exhibit has not been quoted but a payload of around 10 tons should be possible.

DODGE

Stand 101—Rootes Motors Ltd. IDodge Division}, Dunstable. Beds. Stand 127—Hamilton Bros. Ltd., Paisley. Stand 137—Moodie and Co., Bishopbriggs.

SINCE the Perkins V8 diesel was introduced as standard equipment for vehicles in the heavier end of the Dodge range there have been no changes to the products from this part of the Rootes group. There are three chassis on the Dodge stand and the same number on stands of distributors.

The Perkins V8 appears in four of the exhibits, a KT900 20-ton-gross six-wheeler and a 24-ton-gross tractive unit featured by Dodge and in the two Moodie chassis which are a K1050 16-ton-gross four-wheeler and KP1000 28-ton-gross tractive unit. The remaining two vehicles are a K850 13-tongross tipper shown by Dodge and a 16-tongross four-wheeler with Perkins 6.354 engine (the same as in the 13-ton chassis) on the Hamilton stand.

Except for the tractive units and the Moodie K1050, the other chassis have bodies. The K850 has an Edbro single-ram front tipping gear with an 8 cu.yd. light alloy body and the K1050 shown by Hamilton has Edbro gear and 8 cu.yd. steel Bucket-Loader equipment.

ERF

Stand 106—James Bowen and Sons Ltd., Edinburgh.

ERF is featuring two 1211 6in.-wheelbase tractive units designed for operation at 44 tons gross combination weight at the Glasgow Show. One of them—with Cummins 270 bhp engine—is inside the Hall and the other—with Rolls-Royce 265 bhp engine— in the demonstration park. In addition to these the Bowen stand has two ERF chassis, a 32-ton-gross tractive unit and a 16-ton four-wheel rigid.

Like other 44-ton models to be seen at Kelvin Hall, the two ERF 6 x 4 chassis have been built in anticipation of changes in British Construction and Use Regulations that will permit higher gross weights. Except for their engines, the specifications of the two chassis are identical and feature twinplate clutches, Fuller Roadranger nine-speed gearboxes and Kirkstall D1OOHB doublereduction rear axles.

These are the first models from ERF to use the Fuller transmission and ICirkstall rear bogie and the rest of the specification includes hydraulic power-assisted steering, a dual braking system with spring brakes at both rear axles and the standard ERF reinforced plastics cab with the improved interior which is now in full production.

In both cases the engines are turbocharged, the Cummins unit giving an output of 270 bhp at 2,100 rpm and 750 lb.ft. torque at 1,500 rpm. Output and torque figures for the Rolls-Royce Eagle 265 are similar, these being 265 bhp at 2,100 rpm and 750 lb.ft. torque at 1,400 rpm.

The 32-ton-gross two-axle tractive unit is a 64(GX)B and this has a Gardner 6LXB 180 bhp diesel driving through a David Brown six-speed gearbox. The rear axle is a Kirkstall double-reduction unit and the dual air braking system incorporates spring chambers at the front and driving axles for the secondary and parking brake requirements.

The third vehicle on the Bowen stand, the 16-ton-gross four-wheeler, has a wheelbase of 1711 9in. making it suitable for 2411-long bodies. It is fitted with a 100 bhp Gardner 5LW engine. The drive is through a David Brown five-speed gearbox to an Eaton twospeed rear axle and the chassis has a dual air braking system with spring brake chambers at the driving axle.

FODEN

Stand 99—Fodens Ltd., Sandbaoh, Cheshire

CABS are the focus of interest on the Fodens stand, each of the three exhibits having a different design. Of these the most recent is the full-width all-steel unit, with reversesloping windscreen, fitted to a two-axle tractive unit. The new cab is based on the half-cab introduced at the last Commercial Motor Show in London and that particular unit is seen on an eight-wheeler. The third exhibit has the latest pattern dividedwindscreen curved-panel cab from this manufacturer.

The latter cab is on a six-wheeler with Gardner 6LX 150 bhp engine and 12-speed overdrive gearbox. This exhibit has an outer-axle wheelbase of 18ft and is equipped with Powell Duffryn Dynosaur demountable container system. The refuse-collector container shown with the Foden has a capacity of 30 cu.yd. and the hydraulic rams used when picking up and dropping the container lie on the outside of the chassis frame.

The new Foden cab is seen on a 32-tongross tractive unit with 200 bhp Leyland 680 engine and Foden 12-speed overdrive gearbox. In designing the cab Fodens have taken care to see that all servicing can be carried out by the average engineering workshop and there are no complex shapes or complicated pressings in the structure. The interior is insulated against heat and noise and fully lined. Access to electrical cornponents, the instrument panel and some auxiliaries is possible by lifting the hinged front panel. The cab mounting has a pair of coil springs at the rear surrounding telescopic dampers and this reduces "back-slap". In this respect the cab follows the pattern of the supports on the half cab which has been offered for the past year. The latter cab is seen in Glasgow on an eight-wheel double-drive tipper with Gardner 6LX engine and 12-speed overdrive gearbox, the chassis being designed for 24-ton-gross operation.

FORD

Stand 114—Alexanders of Edinburgh Ltd. Edinburgh Stand 92—Croft Bodybuilding and Engineering Co. Ltd., Glasgow Stand 86—George and Jobling (Glasgow) Ltd., Glasgow Stand 94—J. A. Laidlaw (Airdrie) Ltd., Airdrie Stand 93—J. M. Millar Ltd., Falkirk Stand 87—Wylies Ltd., Glasgow

A NUMBER of changes in specifications and in the make-up of its model ranges have been made by Ford in the past 12 months, the more important of them being the introduction of the DT 1500 and 1700 six-wheelers of its own design. Only last week the firm introduced the D900 to bridge the gap in gross weight between models at the top end of the D Series and gave details of changes to its diesel engines which will go into volume production on December I.

The chassis changes are represented at Kelvin Hall by an example of the new D900, which is the only chassis to have one of the new range of "liner-less" engines, and there is an example of the DT 1700 6 x 2 chassis. There are 10 other chassis distributed around the six stands of Ford's Scottish dealers, these ranging from an 8cwt van up to D1000 maximum-gross four-wheelers and one of the older-design DT 1400 6 x 4 chassis.

Although developed from the D800, the D900 uses components employed in the D1000 range and has the 380 cu.in. diesel which will supersede the current 360 Cu. in. six-cylinder Ford power unit. Although having a 20 cu.in. increase in swept volume, power output is similar to the former 360 diesel, being 127 bhp compared with 128 bhp gross, but these figures are not strictly comparable as the 380 rating is based on the BS AU141 requirements. The gearbox in this chassis is a Turner five-speed synchromesh unit and the suspension for the singlespeed rear axle includes the optional singleleaf helper springs. Wheelbase of the Show exhibit is 15ft 2in. and it is shown as a chassis/cab.

The DT 1700 is also seen without a body and this model is plated for 22 tons when used on the road and can be operated at 24 tons off the road. Wheelbase is 16ft 2in. and power is provided by a Perkins V8 diesel which has a maximum gross output (BS) of 179 bhp. The single-drive rear bogie has an Eaton two-speed driving axle. The D900 is featured by Wylies while the DT1700 appears on the Croft stand.

The smallest Ford vehicle in Kelvin Hall is an 8cwt van shown by George and I obling. This has a straightforward specification with 1,300 c.c. engine and four-speed gearbox.

Transits are shown by George and Jobling, Millar and Alexanders of Edinburgh, the particular models being an 18cwt van, 35cwt van and 12-seater bus respectively. Engines in these exhibits all differ, there being a 1,700 c.c. V4 petrol in the 18cwt, 2,000 c.c. V4 petrol in the 35cwt model and a Perkins 4.108 diesels in the p.s.v. The 35cwt Transit has a Luton body built by Coachwork Conversions Ltd. and to cope with the higher-than-usual body, heavyduty front and rear springs and dampers are fitted. Gross weight rating of this vehicle is 3.22 tons and the chassis has an unladen weight of less than 30cwt, thus escaping operators' licensing on both counts.

The lighter Ford D Series models are represented by a D550 shown by Croft and a D600 shown by Wylies, these vehicles being for 9 and 10 tons gross respectively. They both have the 330 cu.in. diesel engine which will be superseded next month by the 365 in the new range and, while the D550 has a boxvan body built by the exhibitors, the D600 has an open truck body supplied by Robert Angus and Son of Airdrie.

There are three D1000 four-wheelers, each with a different engine. Alexanders continued on page 87 are featuring a 16-ton rigid with the Ford 360 cu.i n. turbocharged diesel which develops 150 bhp gross at 2,400 rpm. This chassis has a Sheppard Meiller container-handling unit with a skip on it. A D1000, 24 tons gross tractive unit shown by Laidlaw has the Cummins V8 diesel and this is at the Show coupled to a Neville dump trailer. While the D1000 16-ton-gross chassis has a singlespeed rear axle, the tractive unit has an Eaton two-speed.

The highest-rated Ford vehicle at the Show is the D1000 28-tons-gross combination weight tractive unit shown by Millar. Its Perkins V8 diesel drives through a ZF six-speed gearbox to an Eaton two-speed rear axle. And the example of the older Ford six-wheelers is a DT 1400 shown by Laidlaw, this chassis having the turbocharged Ford 360 cu.in. diesel and a five-speed gearbox. The double-drive bogie, which has two-spring suspension, includes Eaton two-speed axles —a 30 DT leading and 16802 trailing. Unlike the DT 1700 6 x 2 chassis, the DT 1400 has air-assisted hydraulic brakes (as against full air) and is shown with a body. This was built by Eftee Metal Bodies of Airdrie and is in Corten steel with Edbro front-end single-ram gear. The body measures 16ft by 7ft 6in. (wheelbase of the chassis is 12ft lin.) and has a capacity of 12 cu.yd. Goodyear Super Single tyres are fitted at the rear axles.

GUY

Stand 97—Guy Motors Ltd., Fallings Park, Wolverhampton.

Stand 125—Moir and Baxter Ltd., Edinburgh.

HERE is .another company revealing an eye on future possible changes in legislation. The main exhibit is the Guy Big J6T 6 x 4 tractive unit for use at 44 tons. The engine model used is the Cummins Custom Torque turbocharged diesel which gives its maximum output of 252 bhp at 1,850 rpm, compared with 240 bhp at the maximum governed speed of 2,100 rpm. Fuel delivery and turbocharger performance are adjusted to give this characteristic of a relatively constant power output over a wide engine-speed band and it also gives a high peak torque of 860 lb.ft. at a speed of 1,200 rpm. Other Cummins turbocharged engines with outputs up to 310 bhp are to be available in the Guy 44-ton 6 x 4 and these have conventional characteristics with maximum torque figures up to 850 lb.ft. for the highest-output design.

The gearbox on Guy's new chassis is a Fuller Roadranger twin-countershaft ninespeed unit with overdrive top gear. The engine and transmission layout provides for a gradient ability of 1 in 5.25 and a road speed of 62 mph at an engine speed of 1,850 rpm. The engine has a Jacobs brake built into it, this acting like an exhaust brake but giving much higher retardations; Guy may make this feature standard on chassis for 44-tons. Power steering is standard now and the braking system provides for parking and secondary requirements on all axles.

There are four other Guy chassis at the Glasgow Show, a sixand four-wheeler on the Guy stand and two four-wheelers on the stand of Moir and Baxter Ltd.

The six-wheeler is an lift-wheelbase double-drive chassis for use in truckmixer/ tipper applications. It is for 20 tons gross and has an AEC six-cylinder AV505 diesel and six-speed constant-mesh gearbox. The 6 x 4 is shown as a chassis/cab and so is the fourwheeler which is a 15ft 2in.-wheelbase model for 16 tons gross. This Big J has a 138 bhp Leyland 401 diesel, five-speed gearbox and two-speed rear axle.

The two exhibits by Moir and Baxter are a tractive unit for 32 tons gross operation and a 16-ton four-wheeler complete with body. The tractive unit has 9ft 6in. wheelbase and its specification includes a Rolls-Royce Eagle 220 diesel, six-speed gearbox and hub-reduction axle. The four-wheeler has a similar specification to that on the Guy stand but is a 12ft lin. wheelbase tipper and is equipped with a 12 cu.yd. lightweight steel tipping body.

KARRIER

Stand 133—Melvin Motors Ltd., Glasgow.

THE current situation regarding Karrier is that Bantam and Gamecock models continue unchanged for 1970. The Bantam is offered as a 5.4-tons-gross chassis/cab and as a 3 cu.yd. factory-built tipper; the Karrier Bantam tractive unit has been discontinued. Karrier Gamecock models consist of the WC4 and WC5 which are mechanically similar to the Commer VC4 and VC5 models and offer 7.9 and 9.5 tons gross weights respectively. In addition to producing goods vehicle chassis, Karrier continues to manufacture specialized chassis for municipal and airport ground-service use.

There is one example of the Karrier range in Kelvin Hall, this being a Bantam 5.4-ton chassis-cab with 10ft 2in. wheelbase on the Melvin Motors stand.

LAND-ROVER

Stand 131—James Gibbon (Motors) Ltd., Glasgow.

Stand 113—Peters Motors (Bishopton) Ltd., Bishopton.

Stand 132—Rossleigh Ltd., Edinburgh.

NO fewer than 10 Land-Rovers are exhibited by these three companies, seven on the joint stand taken by James Gibbon and Rossleigh.

Examples included in the exhibits range from standard versions to the 12-seater station wagon. Four-cylinder petrol and diesel engines and the six-cylinder petrol engine are used and there are both 88in. and 109in. chassis. De luxe seats and interior trim are incorporated in a number of the exhibits.

LEYLAND

Stand 103—Leyland Motors Ltd.. Leyland, Lancs.

Stand 88—Millburn Motors Ltd., Glasgow. Stand 89—Joseph Wilkinson Motors Ltd., Edinburgh.

THREE models which made their debut at last year's Commercial Motor Show in London are seen for the first time at this Glasgow Show. These are the Lynx, the Beaver with turbocharged diesel and the Atlantean with fully-automatic transmission. There is one Lynx on the Leyland stand and one on the Millburn stand, while also exhibited is a Super Comet four-wheeler—by Joseph Wilkinson.

Both Lynx vehicles in Kelvin Hall are tractive units, that on the Leyland stand being the 28-tons-gross combination weight version with Leyland 500 fixed-head diesel producing 170 bhp at 2,600 rpm. This model has a newly-designed 10-ton-capacity rear axle and a 10-speed range-change box which gives it the 28 ton rating, the exhibit by Millburn having a six-speed gearbox and hence a 26-ton-gross rating.

The Beaver also is a tractive unit, designed for 32-tons-gross combination weight operation. The turbocharged version of the 680 engine used in this model is designated the 690 and gives 240 bhp gross (BS). A 10-speed semi-automatic transmission is fitted, and other features of the Beaver are spring brakes for secondary and parking systems and a load-sensing valve at the driving axle.

The 680 transverse engine in the Atlantean is quoted as producing 153 bhp gross (BS) at 1,750 rpm and the maximum gross torque (BS) is 485 lb.ft. at 1,000 rpm. The fullyautomatic transmission in the vehicle is the same as that shown at Earls Court last year and was developed by Self-Changing Gears Ltd. The Alexander body on the exhibit is a 75-seater 3-type double-deck high-bridge type suitable for one-man operation and built to meet Ministry of Transport grant requirements.

Construction is of metal, the main structure being of steel with full length and depth truss panels in light alloy. The design incorporates a 3ft 1 lin. pillar-centre module and seating is provided for 45 in the upper saloon and 30 in the lower saloon. Front entrance and exit doors are identical and they are pneumatically operated and controlled by the driver. Sensitive edges and a treadle mat are fitted to the exit doors so that passengers cannot be trapped, and the staircase is fitted with sensitized treads which operate electrical passenger-counting equipment to show the number of vacant seats in the upper deck. There is a panel in the driver's cab giving this information.

The Super Comet four-wheel rigid shown is designed for 16 tons gross and is displayed on the stand of Joseph Wilkinson with a platform body. This chassis has a Leyland 401 diesel giving 138 bhp gross (BS).

MERCEDES

BENZ

Stand 116—Callanders Engineering Co. Ltd., Glasgow Stand 85—Graudus Motor Co. Ltd., Airth

THE FIRST British-bodied version of the Mercedes-Benz 0.302 coach is seen on the stand of Callanders Engineering. The body, built by Plaxtons on the Mercedes-Benz underframe, is a Panorama Elite with 48 seats. Specification of the Mercedes-Benz 0.302 includes full air suspension, an OM 360 185 bhp-gross rear-mounted diesel engine and five-speed synchromesh gearbox. There is also a Webasto independent heater which enables the engine and saloon to he warmed up in advance and which can also be used to boost the interior heating system when required.

On the Graudus stand an LPS 1418 (354) 32-ton-gross tractive unit is only the second version of this chassis with a specification modified to suit British requirements (particularly in regard to braking) to have been brought to the UK. Wheelbase of the LPS 1418 is 9ft 9in. and the engine is an OM 354 producing 205 bhp gross at 2,200 rpm. It is shown coupled to a Highway 33ft semitrailer with a 20ft container. Also on the Graudus stand is an example from the Mercedes-Benz "Transporter" Range, a 406D with the shorter wheelbase of 9ft 8in. available on this model. The example has a side loading door and an internal capacity of 354 cu.ft., the model being designed for operation at 4.6 tons gross. The specification includes a diesel engine with an output of 65 bhp gross at 4,200 rpm and gross torque of 96 lb.ft. at 2.400 rpm.

A number of Mercedes-Benz vehicles are also expected to be making an appearance in the special demonstration park outside Kelvin Hall and these will include two versions of the 406 which can carry payloads of around 2.5 tons. There is an L406 tipper and a long-wheelbase-11ft 6in.—version of the van which gives an internal capacity of 460 cu.ft. Part of the increase is due to the fact that the exhibit has a high roof which gives a clear 6ft 6in. interior headroom.

Also outside the hall are an LS 1418 tractive unit which is the older design of semi-forward control vehicle, an LPS 1418 32 ton tractive unit with tipping semi-trailer and an LPK 224 forward control 6 x 4 chassis/cab which has an OM 355, 250 bhp gross engine and 12-speed splitter gearbox.

MORRIS

Stand 136—Fife Motor Co. Ltd., Dunfermline Stand 122—A. and D. Fraser Ltd., Glasgow Stand 135—McLay's Garage Ltd., Kirkintilloch Stand 123—Westfield Autocar Co. Ltd., Edinburgh

LIGHT vans produced by the Austin Morris Division of the British Leyland Motor Corporation still carry the Austin and Morris names. On these four stands there are six Morris vehicles, a Minivan shown by Westfield, Morris + ton and 6cwt vans by McLay's, the same two by Fraser and a 6cwt van by Fife.

NORTHERN

Stand 90—Northern Trailer Co. Ltd., Kirkintilloch

TWO semi-trailers are being exhibited by Northern Trailers at Kelvin Hall and while both are 30ft long by 8ft 2in. wide and have similarities in their construction, one is a single-axle unit whilst the other has tandem axles.

The Model H.16 has a 10-ton-capacity Rubery Owen axle with 16.5in. by 8.625in. brakes, while the Model N.22 has two 9-ton axles, each with 16.5in. by 7in. brakes. In other respects the models are similar and use 16in. by 5.5in. I-beam main members with outriggers spaced at 18in. centres. And they both have 10.00-20, 16-ply tyres, three-fine air pressure braking systems, two-speed landing legs, lin.-thick tongued and grooved flooring and 2ft-high headboards.

A functional difference between the two designs is that the single-axle trailer is a straightforward platform but the tandemaxle unit is a dual-purpose trailer having retractable ISO twistlocks fitted to take one 20ft or one 30ft container.

SCAMMELL

Stand 102—Scammell Lorries Ltd., Tolpits Lane, Watford, Harts Stand 39—Joseph Wilkinson Motors Ltd., Edinburgh

ON THE Scamrnell stand the main exhibitis a 6 x 4 tractive unit designed for the possible British maximum gross combination weight of 44 tons. This is the Crusader originally shown at the Commercial Motor Show last year with a weight rating of 42 tons but now available for use at up to 44 tons. Although shown in London with a General Motors 290 bhp supercharged two-stroke V8, it is seen in Glasgow with an AEC V8, the power output of which is 272 bhp. The gearbox is a Fuller Roadranger 10-speed unit, while the 18-ton rear bogie has twospring suspension and hub-reduction axles.

Also on the Scammell stand is an example of' the Trunker twin-steer tractive unit which can be used at up to 36 tons and has a setback second steering axle with combined air and leaf-spring suspension. The exhibit has a Leyland 680 diesel and 10-speed semiautomatic transmission. A second Trunker is on the stand of Joseph Wilkinson with a similar engine and gearbox specification.

Completing the Scammell exhibits is one of the company's new 31ft-long dual-purpose semi-trailers which can carry normal goods or containers.

SEDDON

Stand 108—Seddon Motors Ltd., Oldham, Lancs.

Stand 107—Central Motors (Calderbank) Ltd., Calderbank.

TWO of the exhibits on these stands are being displayed for the first time. One is the Seddon Pennine RU bus chassis and the other a 13:four 16-ton-gross chassis with 10 cu.yd. unit-construction alloy body. The other four exhibits are tractive units for gross combination weights ranging from 20 tons to 32 tons and featuring four different engines.

The RU rear-engined bus chassis is designed to meet the requirements of the Ministry of Transport bus grants scheme. It has a 16ft 6in. wheelbase for a nominal overall length of 33f1 and the engine is a Gardner 6HLX giving 150 bhp at 1,700 rpm. The power unit is located horizontally below the level of the frame at the rear of the chassis and the main outrigger frame assembly acts both as a chassis frame and body floor frame. The floor rises gently from a low level at the front entrance to pass over the engine. As well as the 16ft 6in. model a longer wheelbase is available to suit 36ft lin. long bodywork.

Central Motors is showing the RU and with it on the stand are a 13:four tractive unit for 20 tons gross combination weight. This has a wheelbase of 9ft 3in. and is fitted with a Perkins 6.354 diesel engine, five-speed gearbox and two-speed rear axle. An important feature of the design is that, with fifth-wheel coupling, kerb weight is under 4 tons. A second tractive unit shown by Central Motors is a 32/4/6LXB for 32 tons gross combination weight. This has a Gardner 180 bhp 6 LXB engine, six-speed overdrive gearbox and hub-reduction 13-ton-capacity rear axle.

Kerb weight of the Gardner-engined tractor is about 5 tons, a little more than the 16:four tractive for 28 tons gross shown by Seddon on its own stand. This has a Perkins V8 diesel with a maximum gross output of 179 bhp (BS) and drives through a six-speed gearbox to its hub-reduction rear axle.

The fourth tractive unit from Seddon in Glasgow is a 32/4/220RR which has a RollsRoyce 220 bhp diesel and six-speed overdrive gearbox. The chassis is also for 32 tons gross combination weight and has the same 13-ton rear axle as the Gardner-engined model. Completing the Seddon line-up in Kelvin Hall is the 13:four tipper referred to at the beginning, which has a specification similar to the 20-ton tractive unit with Perkins 6.354 engine, five-speed gearbox and two-speed axle but the wheelbase is 12ft 6in.

VOLKSWAGEN

Stand 124—Cameron and Campbell Ltd., Glasgow.

Stand 111—Croall and Croall, Edinburgh.

NEW safety features introduced into the 1970 Volkswagen vans now on sale in the UK are to be seen on these two stands. Main changes are that the front-end frame has been reinforced, the driving cab doors strengthened, and a collapsible steering column bracket introduced for extra safety; in the event of a head-on collision the bracket will bend upwards or downwards—deflecting the steering column and saving injury to the driver. A redesigned gear lever makes for easier gear-changing and there is also a courtesy light actuated by the doors.

A wide choice of models is offered by Volkswagen, including three versions of the VW delivery van and three pick-ups. Examples to be seen at Kelvin Hall consist of a single-cab pick-up on the Cameron and Campbell stand and a van with sliding doors on each side of the body shown by Croall and Croall.

Mechanical specifications of the two vehicles are the same and consist of a fourcylinder horizontally-opposed 47 bhp 1.6litre petrol engine mounted at the rear and driving through a combined four-speed synchromesh gearbox and final drive unit. Internal capacity of the van is 177 cu.ft. whereas the pick-up has a platform area of 46.3 sq.ft. and there is a lockable compart

ment underneath the floor, 51.2in. wide by 63in. deep by 13.4in. high, just behind the cab.

With unladen weight of both models about 1.22 tons and gross weight limit, 2.2 tons, there is a driver and payload allowance of almost 1 ton.

VOLVO

Stand 117—Ailsa Trucks Ltd., Barrhead. Glasgow

THE TWO vehicles on the Ailsa stand are an FB86 rigid six-wheeler and an FB88 six-wheel tractive unit. While these models have been shown before, there is considerable interest in two transmission developments that are being featured at Kelvin Hall. These were only announced at the time of the Frankfurt Show and were not in fact exhibited on the Volvo stand there.

These developments have as their basis the Volvo R 60 eight-speed range-change synchromesh gearbox which is used in the 88 Series. One of them is the SR 61 with which a splitter section is added to the front of the box to provide 16 evenlyspaced ratios including an overdrive of 0.843 to 1; bottom ratio stays at 11.22 to I.

Improved tractive effort is the main advantage of the second development, which is the MR 61 unit. In this case a torque convertor is mounted in front of the standard eight-speed R 60. The torque convertor has a lock-up clutch so that there can be straightthrough drive when required and a switch is provided for the driver to do this. Employing the torque convertor almost doubles the torque from the gearbox for the same input torque and even in higher gears there is a useful improvement at low engine speeds.

Apart from giving a vehicle a better performance on hills, the incorporation of a torque convertor permits much smoother restarts; test figures produced by Volvo at the time of the Frankfurt announcement showed that the gradient ability without the torque convertor on a 42-ton-gross F88 was 10 per cent but this was increased to 19 per cent—and in second gear as against first—with the torque convertor operative.

In general character, the specification and design of the F B86 and FB88 models from Volvo follow similar lines. Both have turbocharged diesels, eight-speed range-change transmissions with synchromesh engagement and single drive. In addition to this they both have high-standard interiors in cabs which tilt for access to the power units. In the case of the 86 the engine is a 6.7-litre turbocharged diesel giving 185 bhp net at 2,400 rpm and 463 lb.ft. torque at 1,400 rpm.

The bigger 88 Series has the 9.6-litre turbocharged diesel from Volvo with an output of 260 bhp net at 2,200 rpm and a maximum net torque of 694 lb.ft. at 1,400 rpm. The F1386 has a plated gross weight of 22 tons and while the FB88 tractive unit is limited to 32 tons in Britain at present, it can be used at up to 70 tons for heavyhaulage work in the single-drive version and up to 100 tons with a double-drive rear bogie. THE REASONS for the selection of Patrick Muirhead Thomas as chairman of the Scottish Transport Group are not far to seek. Briefly, they add up to the fact that he is deeply conscious of people and events. Mr. Thomas makes it his business to know what is going on in those parts of the world where he has responsibilities and he sets out to see at ground level how such happenings affect individuals, whether members of the public or the staffs of the various organizations with which he is connected.

The Transport Act 1968 having given birth to the Scottish Transport Group, Mr. Thomas regards his mission as being the creation and development of an organization that will be as beneficial as possible to as many people as possible. STG incorporates the Scottish Bus Group, David MacBrayne Ltd. and the Caledonian Steam Packet Co. Ltd.

Mr. Thomas was born in London but he has lived North of the Border for much of the past 25 years, developing a love of the country and its people and forging strong links with some of its most important institutions, not only in the business world. He is, for instance, a director of Scottish Opera. However, he describes the managing directorship of William Beardmore and Co. Ltd., which he relinquished in 1967,-as his main job since the war. Mr. Thomas remains a director of that company, and of the Scottish Gas Board.

Directorships In the commercial world, again, he holds directorships of Brightside Engineering (Holdings) Ltd., and various other companies. His earlier activities in the business world in due course led to his election as president of the Scottish Engineering Employers' Association and also of the former Federation of British Industries' Scottish Council. Mr. Thomas serves on the Ministry of Power's Council on Fuel Policy and, in the educational field, is a member of the Court of Strathclyde University, a body on which the lay members have a considerable contribution to make. In yet another sphere he is a lay representative for the Episcopal Church of Scotland, a position that requires his attendance at what are basically the church's administrative conferences.

The Second World War formed a distinct division in his life. Back in the middle 30s when he was a trainee with the United Steel Companies at Sheffield, Patrick Thomas decided to join the Territorials and enrolled in the Sheffield Gunner Regiment. His service took him to France, after Dunkirk, then later to North Africa, Italy, Greece, Palestine and Austria, steady promotion culminating in command of 71 Field Regiment RA. Although he is not one to talk about the details, his Distinguished Service Order, his American Bronze Star and a couple of Mentions in Despatches, reveal something of that period. His experiences during those days provided more than a taste of what the civilian world calls management.

Looking back at this stage there is ample evidence that the ground had been well prepared. School at Clifton was followed by a university career at Cambridge where he was an exhibitioner. Armed with a second-class Honours Degree in engineering he faced entry into the business world in the mid-30s, a period when it was far more difficult for young men to pick and choose than is the case today. However, his aim was to become a practical engineer so, on what can only be described as a derisory salary, he was engaged as one of the first entrants into the United Steel Graduate Apprentices' scheme which had just been inaugurated.

View from the top How does the Scottish Transport scene look from the top? Modestly, Mr. Thomas sees himself not in the role of a dyed-in-the-wool transport expert but rather as a co-ordinator of the plans of the experts and the needs of the public. In a country with a 5m population, 29,796 square miles of territory, facilities of many different kinds are required in order to satisfy genuine public needs. The projection of such services must be the work of those who are close to the operational level. Active control from the summit is then a matter of making available, or if necessary withholding, authorization of such capital expenditure as is necessary to turn plans into practical propositions.

Local control Mr. Thomas's view is that so far as service industries are concerned a great deal of control should be exercised at local level where the needs of people and industries are best understood. In this, transport necessarily differs from a manufacturing industry where a rationalization of products and manufacturing locations can be projected on the basis of information available to top-level management. If there is evidence of public criticism in a service industry again it must rest first with local-level management to deal with any problems in the light of local knowledge. Having allowed that much, Mr. Thomas feels that there must nevertheless be direct knowledge by, say, the chairman of conditions generally. In personal terms he regards this obligation as involving a good deal of travel with the object of seeing things from the angle of the passengers and operational staff. Armed with first-hand knowledge of typical situations, he reckons it is readily possible to assess the probable true worth of any complaints that are brought to his notice.

Extensive on-the-spot examination of the facilities being offered provides a vital supplement to the statistics and reports that are presented to the Board when policy decisions have to be taken. Mr. Thomas regards his brief as being to make available the most efficient services that are economically practicable. Within this context, what has he to say about sparsely populated places such as the Highlands? Mr. Thomas told me that where it is not just a question of normal cross-subsidization but of the whole operation becoming excessively expensive, any solution must be sought by the politicians on the basis of social desirability.

What does Mr. Thomas see as most desirable in road transport in general and in Scotland in particular? In practical terms he perceives the value of vastly improved local services which could make it possible for many passengers to leave their cars outside the conurbations, so solving a host of traffic problems. And he feels that this desirable state of affairs would be greatly accelerated if only the ordinary man appreciated the true costs of running a car as compared with the charges for public transport_