The Olympia Show.
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Forecast of the Commercial Exhibits : By the Editor.
The commercial section at the Society of Motor Manufacturers and Traders' fourth annual exhibition, which will be open to the public from Friday, the 57th, to Saturday, the 25th instant, will approach in its completeness the ambitions of the promoters. One of the most irritating features in show display will be lacking : there will be no monotonous repetition on any of the stands. Yet all types will be reprosented in typical varieties. This highly-acceptable arrangement, from a visitor's point of view, is due as much to the urgent demands upon the available floor space as to those of customers anxious for the delivery of their machines. It is, for example, an open secret that manufacturers are a long way behind in respect of their contract dates for motor omnibuses, and we can only picture to ourselves the amount of cajolery that must have been exercised in certain quarters to below io tons in weight. The modern tractor, which is immediately classed as a heavy locomotive if employed to haul more than a single trailing vehicle, can oust the traction engine, the horse and the railway alike, with so small a useful load as only four tons behind it. It is ridiculous to consider the big traction engine in anything but the light of contrast, and we can admit no clashing with traction engine interests in the absence of exact evidence. The essential function of the tractor is to be available for rapid interchanges of its following complement, and this severance of the mechanical from the carrying structure constitutes the great point of difference between it and the self-contained motor wagon proper. Some users, it is true, like to have the standard motor wagon in preference to the tractor, and to use the former indiscriminately for hauling, carrying, or the
two purposes combined. There are tin questioned advantages in such a course, and it is a simple matter to load some ballast on the platform of the motor wagon, to increase the adhesion of the driving wheels, when towing services are called for exclusively; but the tractor, owing to the larger diameter and width of its driving wheels, which in the case of the motor wagon are necessarily below any ordinary carrying platform, is to be preferred for work on soft ground, such, as some building sites, farms, and loose ground generally. We regret that the Addison Road building will not include a contribution from the famous works of Aveling and Porter, Limited, at Rochester, whose tractors are giving such excellent results in the hands of users, but the Foster and the Wallis machines will claim our attention again, as they have in our Market Gardeners' issue of August 3rst.
The delivery van for loads between tocwt. and two tons promises to vie with the public service passenger vehicle in the frequency of its recurrence. The chassis of these machines are substantially constructed, though not so heavy in section as those which one usually associates with omnibus practice. The whole range, from
one to eight cylinders, will be submitted by designers of engines, although we shall want very powerful arguments to be adduced before we admit any real necessity bring about the desired permission to hold back, even for a fortnight, so many of these profit-earning vehicles. We do not suggest that a corresponding degree of activity exists in many branches of the commercial motor industry, for the omnibus boom, at the present time, provides an easy first place for its exponents. There are, none the less, encouraging indications that the heavy steam lorry may substantiate its claim to second place in the scale : it was only a fortnight ago that we recorded the largest order in the history of the motor wagon industry—seventy 5-ton Foden wagons for the Jones Haulage Syndicate, Limited, of liampton-inArden and London. Reports from other steam lorry makers, who carry on their business in a progressive manner and avail themselves of customers' experiences, indicate that the existing 1,5ao vehicles of this class, which are now at work in the United Kingdom, will assuredly be doubled by the summer of r9o7.
Makers of tractors, as the miniature traction engines which come under the Motor Car Acts are termed, are also finding a good market enquiry. Rumour bath it that these bandy little machines are gaining favour at the expense of their more cumbersome prototypes, but we fail to see any valid reason for this alleged displacement. The traction engine is designed to haul some 20 to 30 tons of useful load at an average speed of, perhaps, only three miles an hour, and it is used uneconomically if attached to a load much for this extension of the multi-cylinder principle in connection with utility vehicles. The marked ingenuity of the engineer, in accommodating the mechanical parts so as to avoid loss of space for goods and parcels, finds its parallel in the clever modifications introduced by the body builder : it has been necessary, in more than one instance, where there hits been neither an intelligent anticipation of requirements nor a vestige of collaboration, for the coach-shop to come to the rescue. The innumerable applications of the two-cylinder petrol engine will be exemplified nowhere more convincingly than in this section, and proof of its capacity for adaptation—in conjunction with suitable change-speed gears and transmission systems—will be brought home to all who take the trouble to peruse the striking testimonials from users. These valuable expressions in support of the motor delivery van, no less than the actual business placed by the writers of the documents, are available facts for the purpose of breaking down the stupid and inane criticisms which horse interests not unnaturally level against the new locomotion. An interesting point, in connection with the van section, deserves particular mention before we pass to other matters : it is the successful participation of the ArrolJohnston system in the recent Tourist Trophy Competition in the Isle of Man. The satisfactory performance of ArrolJohnston vans, both in respect of economical running and regular service on the road, has been meritoriously upheld in open competition with the pick of the warld's output. We must be allowed, briefly, to congratulate such old adherents of the commercial side on the dual rewards that have been, and will be, showered upon them; and we are gratified in being able to publish exclusive particulars of this company's 24-3oh.p. double-deck omnibus to-day. We must not, however, enter generally into details yet. Olympia : all will pass in review under our pen, for the benefit, in the first place, of those who may be prevented from going there, and, after them, as a guide to our supporters generally.
We announced, in the introduction to our forecast last week, that thirty-five exhibitors of complete vehicles had been pet down to participate in the section which claims our space, but that four of these had to be classed as absentees. The makers who, for one reason or another, are unable to occupy their allotted areas are : The Daimler Motor Co., Ltd., Coventry; H. H. P. Deasy and Co., Ltd., so, Brompton Road, S.W.; Rycle M.stors, Ltd., Grosvenor Road, West Ealing; and the Ryknield Engine Co., Ltd., Burton-on-Trent. The late takers of stands indicated by asterisks in the following list) are six in number, thus bringing the total of vehicle exhibitors to two more than was originally announced by the exhibition manager, Mr. H. A. Blackie. It is not unlikely that several fresh natnes will be in the list nem week, as a few dilatory applicants are negotiating with as many present holders whose intending exhibits are not ready. We may quote the Motor Omnibus Construction Co., Ltd., of Basildon House, E.C., in whose interests Mr. W. Turner Smith, the late motor omnibus engineer to the Eastbourne Corporation, is most anxious to secure space for a new chassis. It is impossible to say how many exhibitors in the general section will stage an odd delivery van or light lorry with their pleasure vehicles, but this is sure to occur in some instances.
The official list of exhibitors in the commercial motor section is appended :— Argyll Motors, Ltd., Argyll Works, Bridgeton, Glasgow. Arrol-Johnston Car Co., the New, Ltd., Underwood, Paisley. Beaufort Motor Co., 14, Baker Street, W. British Automobile Development Co., Ltd., Victoria Works, Belvedere Road, S.E.
Clarkson, T., Ltd., Moulsham Works, Chelmsford.
De Dion-Bouton, Ltd., so, Great Marlborough Street, W.C. Dennis Bros., Ltd., Onslow Street, Guildford.
De Dietrich et Cie., 45, Great Marlborough Street, W.C. Dixi Motors, Ltd., 20-22, Brampton Road, S.W.
*Eastbourne Motor Works, Terminus Road, Eastbourne. *Fiat Motors, Ltd., 37 and 38, Long Acre, W.C. *Fodens, Limited, Elworth Works, Sandbach, Cheshire. Green, T., and Sons, Ltd., Smithfield Ironworks, Leeds. l'Hay Motor Co., Ltd., 20, South John Street, Liverpool. lden Motor Car Co., Ltd., Parkside, Coventry. James and Browne, Ltd., 39s, Oxford Street, W. Jesse Ellis and Co., Ltd., Invicta Works, Maidstone.
Lacre Motor Car Co., Ltd., i-s, Poland Street, Oxford Street, W.
Legros and Knowles, Ltd., Cumberland Park, Willesden Junction, N.W.
Liversidge, J., and Son, Ltd., 196, Old Street, E.C.
Masui, T., 1, Hanover Court, Hanover Street, W. Maudslay Motor Co., Ltd., Parkside, Coventry. Milnes-Daimler, Ltd., 221, Tottenham Court Road, W. Mors, Ltd., 5s-59, Shaftesbury Avenue, W.
Motor Car Emporium, Ltd., ta, Addison Road North, Holland Park Avenue, W.
Motor Manufacturing Co., Ltd., 151-3, Wardour Street, W. Pheenix Motor Co., Ltd., 7, Hart Street Bridge, Southport, Lancs.
Scott-Stirling and Co., Ltd., Stirling's Motor Works, Twickenham.
Simms Manufacturing Co., Ltd., Welbeck Works, Kimberley Road, Willesden Lane, Kilburn, N.W.
Straker and MacConnell, Ltd., 27a, Old Bond Street, W. Straker and Squire, 9, Bush Lane, Cannon Street, E.C. Straker Steam Vehicle Co., Ltd., 9, Bush Lane, Cannon Street, E.C.
Thames Iron Works, Shipbuilding and Engineering Co., Ltd., Greenwich, S.E.
Thornycroft, J. I. and Co., Ltd., Church Wharf, Chiswick. *Wallis and Steevens, Ltd., Basingstoke.
-.Willans and Robinson, Ltd., Rugby.
‘Volseley Tool and Motor Co., Ltd., Adderley Park, Birmingham.
The exhibitors in the tyre section are announced to be as follows : Bates, W. and A., Ltd., St. Mary's Mills, Leicester. Collier 'lyre Co., Ltd., 127, Long Acre, W.C. Connolly, J. W. and T., Ltd., 67, Wharfdale Road, King's Cross, N.
Continental Tyre and Rubber Co., Ltd., 104, Clerkenwell Road, E.G.
Dunlop Tyre Co., Ltd., 14, Regent Street, W.
Hopkinson, J. E., and Co., Ltd., Para Rubber Mills, West Drayton, Middlesex, Imperial Rubber Co., Brooke Street, Holborn, E.C. Liversidge, j., and Son, 196, Old Street, E.C.
Macintosh, Chas., and Co., Ltd., Cambridge Street, Manchester.
Masui, T., I, Hanover Court, Hanover Street, W.
Moseley, D., and Sons, Ltd., Chapel Field Works, Ardwick, Manchester.
North British Rubber Co., Castle Mills, Fountain Bridge, Edinburgh.
Palmer 'lyre Co., Ltd., 119-123, Shaftesbury Avenue, W.C. Shrewsbury and Challiner Tyre Co., Ltd., Kaye Street, Ardwick Green, Manchester.
Sirdar Rubber Co., Ltd., Shirland Mews, Paddington.
The accessory and sundry stands which promise to repay inspection are, according to the published list, as under :Anglo-American Oil Co., Ltd., 22, Billiter Street, E.C. Bowley, S., and Son, Wellington Works, Battersea Bridge. Bransom Kent and Co., Ltd., 332, Goswell Road, E.C. Brampton Bros., Ltd., Oliver Street Works, Birmingham. Brown Bros., Ltd., 29-30, Great Eastern Street, E.C. Car and General Insurance Corporation, Ltd., 1, Oueen Vic toria Street, E.C.
Connolly Bros., Chalton Street, Euston Road, N.W. Coventry Motor Fittings Co., Lower Ford Street, Coventry. Continental Hardware Co., 22, Long Lane, Aldersgate Street, E.C.
Coventry Chain Co., Ltd., Dale Street, Coventry. Davenport, G., and Co., to8, Hatton Garden, E.C. Drykitt, Ltd., 369, Oxford Street, W. Mather, W. T., Ltd., Standard Steel Works, Sheffield. Carnage, A. W., Ltd., 125-129, Holborn, E.C.
General Petroleum Co., Ltd., 19-21, Billiter Street, E.C. Godin, A. A., ], Red Lion Square, Holborn, W.C. Harvey Frost and Co., 39, Great Eastern Street, E.C. Hoffman Manufacturing Co., Chelmsford, Essex. Hunt, Hedley S., and Co., 29-30, College Street, E.C. Joseph Lucas, Ltd., 224, Shaftesbury Avenue, W. Lacre Motor Co., t-s, Poland Street, Oxford Street, W. Lacoste, J., and Co., 176, Shaftesbury Avenue, W.C. Lake and Elliott, Albion Works, Braintree, Essex. I-ovegroves, Ltd., 17s, Piccadilly, W.
Lowe, Bevan and Co., 67, Charlotte Street, Birmingham. Melhuish, R., Ltd., 84, Fetter Lane, E.C. Panhard and Levassor, 14, Regent Street, W.
Peto and Radford, Ltd., Greville Works, Ashtead, Surrey. Portable Accumulators, Ltd., 210, Shaftesbury Avenue, W.C. Price's Patent Candle Co., Ltd., Belmont Works, Battersea. Riches, G. T., and Co., 4, Gray's Inn Road, W.C. Rotheram and Sons, Coventry.
Straus and Co., Ltd., 211, Upper Thames Street, E.C. Stern-Sonneborn Oil Co., .57, Gracechurch Street, E.C. Sparks-Boothby Hydraulic Clutch Co., 38, Parliament Street,
Stevenson, S., and Co., Polmadie Saw Mills, Glasgow. United Motor Industries, Ltd., 43-46, Poland Street, W. Vacuum Oil Co., Ltd., York House, Norfolk Street, W.C. Van Raden and Co., Foleshill Road, Coventry.
Waterson, H., and Son, 67-69, Albert Road, Aston, Birmingham_ Welden and Bleriot, 34, Long Acre, W.C.
White, Chas., 47, Curtain Road, E.C.
Wilcox, W. H., and Co., 23, Southwark Street, S.E. William Mills, Ltd., Atlas Works, Bonner's Field, Sunderland.
The foregoing names, to which those of Joseph Owen and Sons, Ltd., and Alfred Herbert, Limited, must be added, are a sufficient guarantee that the commercial motor world will find a comprehensive collection of exhibits : it will certainly require two visits for anybody seriously to go through the complete vehicles and chassis alone. We begin our more particular references with the Scott-Stirling omnibuses (of which a full, illustrated description will appear again), and it will be possible during the next few days to prepare an account of what should be seen at the Show. Any matters of moment which are not communicated to us in time for the first Show number (November t6th) will be included in our own stand-to-stand report a week later.
Scott, Stirling, and Company, Limited, of the Stirling Motor Works, Strawberry Vale, Twickenham, will show two petrol omnibuses; one each of the double-deck and single-deck variety. The company is at present executing an order for too buses from the London Power Omnibus Company, Limited; t hese vehicles are similar to the two that will be on exhibition. They are of British manufacture throughout, and the design is the outcome of the past to years' experience in practical public service vehicle construction, which is possessed by Mr. John Stirling. The double-deck bus has a carrying capacity for 36 passengers : its engine has four cylinders, and gives out 2213.h.p. at a speed of 750 revolutions per minute. The stroke is slin., whilst the bore is 4in., and the whole engine is designed specifically for (minibus work. Inlet and exhaust valves are mechanically operated, and an improved type of high-tension electric ignition is fitted. All the wearing parts are of large diameter, and are constructed for prolonged service. Water cooling on the Scott-Stirling thermosyphon system, which does away with the necessity for a circulating pump, is employed. Power is transmitted from the motor to the road wheels by means of an internal expanding parallel clutch of special design, thence through the variable speed gearing, and, lastly, to the differential box, which is mounted on a new combination axle.
The gear-box has three forward speeds and one reverse, the approximate ratios giving 4, 8, and 12 miles per hour. The whole of the transmission mechanism runs in oil, and is enclosed in a dust-proof casing. Two independent brakes are supplied. The first, which is operated by a foot pedal, is of Hi,: double-acting expanding variety, working directly on the road wheels; the second, which is brought into operation by a lever, is of the double-acting band type, gripping a drum on the gear shaft. Irreversible steering is fitted, and it has a cushioning arrangement whereby any shock from the road is taken up and absorbed. Artillery wheels are supplied, having ash, elm, or hickory felloes and oak spokes; twin tyres with a 3Ain, section are put on the hack ones, whilst the front wheels are shod with single tyres having a 4in. section. Either wood or metal mudguards cart be provided, as desired, The body is well ventilated; the seats are comfortably sprung, and upholstered in sanitary leather cloth. The whole vehicle is constructed to cornphwith the Local Government Board regulations, as well as with the rules of the Metropolitan Licensing Authorities.
The single-deck bus is practically the same as the above, with the exception that a two-cylinder 14b.h.p. engine is fitted in place of the larger one. The body has a dere-story roof, which makes the interior roomy and lofty.
The stand (No. /59) will also include a 14h.p. chars-it-banc to seat 22 passengers, with body in natural walnut ; a tr4h.p. 2-ton delivery van, of which the maximum speed is lo miles an hour; and complete motors of the two powers named above. All these machines are of high-class manufacture, as may be gathered from the guarantee which the makers ;ire prepared to give. The terms of their maintenance contract with the London Power Omnibus Company show how great is the confidence they have in their own material and workmanship.