COMMERCIAL VEHICLES AT THE PARIS SHOW.,
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Types of Passenger Vehicles—A Remarkable Hydraulic Loading Device—Catering for the Country Carrier —Meeting Municipal, Requirements—Notes on Chassis Design.
WONDERFUL weather greeted the opening of the Automobile Salon, and the extreme heat did not deter the thousands of people who are interested in the cominercial've.hiele and tractor exhibits from visiting the temporary building at the other side of the Alexandre III bridge. Last year it was a somewhat difficult task to pick out the commercial from' the private exhibits, and they could not be displayed to full advantage; it therefore seems preferable to have the separate building, as there is plenty of room for all.
As vast numbers of people are now very interested in the passenger vehicle and its possibilities, we propose to commence by describing those which present features of especial interest
The most luxurious vehicle shown is undoubtedly the 13-seater saloon coach exhibited by Cottin and Desgouttes, of Lyons, on one of their own chassis, The armchair seats are arranged facing forward in three rows, two of four and one of three; the latter is not central, but is offset in order to leave a narrow gangway at the right. All the windows are made to slide chsvsn,, and roller blinds are fitted to each the interior is decorated in varnished woad and lincrusts", the roof being lined with the latter material and provided with two almost. flush-fitting electric lights. In addition to the interior seating accommodation, two seats are provided beside the driver. The entrance is at the rear by two steps and vehicle is mounted on Michelin pneumatic tyres. We cannot help making a few oriticistas regarding this vehicle ; the most important is that the spare wheel is carried in such a position that it prevents the door to the driver's seat from being opened more than 4 ins., and the other is that the wheel arches are positioned so that the legs of one passenger at each side must be uncomfortably raised or cramped. Another saloon vehicle is to be seen on the Panhard and Levassor stand. This is a 22-seater, in which there are two double seats facing forward, then two sets of facing pairs at each side, with a
gangway down the centre ; the two remaining seats are beside the driver. The top halves of the side windows slide down behind the bottom halves, while the centre window behind the driver drops right down. The inside is finished in. varnished wood, with electric ceiling lights. A rail round the roof peismits this to be used for luggage. The chassis
• used is a 18 h.p. Panhard sleeve-valve-engined commercial type, provided with a sprag a.t the middle of the left side looking forwards, and the driver has a clear view behind through the large rear windows. Apart from totally enclosed passenger vehicles, the French have made very creditable attempts to solve the all-weather coach problem and to provide a vehicle suitable for grandmother and grandchild. Several examples of this type are to be seen; at the front they, resemble an ordinary open ,coach, but at the rear is a closed compartment..
A magnificent example of this type is made and shown jay the M.O.M. concern on a Delahaye chassis running on Michelin tyres; the rear portion of this vehicle has more than a hint of the sedan chair about it, although it holds 15 persons, while a further 17 are accommodated in the open front Rortion. There is one door at each side of the closed compartment,, the centre seat of the front row being of the tip-up type, as is the first scat of the second row. One curious thing about this body is that the shaping of the combined mudguards and steps gives the rear of the, vehicle an unfinished appearance ; it looks as if it should have a further pair of wheels. It is interesting to note that this elaborate coach has unprotected roller chain final drive. A similar type of coach, although a somewhat smaller one, is shown on a De Dion chassis; this has two rows of seats, accommodating six passengers at the front and three rows of four each enclosed., There are two doors at each side of theenclosed portion ; the forward pair of these gives access to the front row or seats, whilst the second row has, a tip-up seat connecting the rear doors with the last
row. This vehicle also runs on Michelin pneumatics, which appear to be the rage in France for everything except the heaviest machines.
As regards .buses, . several types. are on view. There is the 27-seater Aries, 'Which. is a rather ugly vehicle used by the French " Postes et Telegraphes.' It is buiit. very-high and has racks for small parcels at each side ; the windows are all protected inside by wire netting; but the windows themselves can be dropped. Five of the passengers sit with their backs to the driver, while the rest face each other in pairs, except two, who sit beside the driver. Room fo: a few additional people is provided by a small platform at the rear.
The S.O.M.U.A. (Schneider) Paris bus chassis, exhibited on the Scemia stand, is attracting much attention, and it is particularly interesting to Britishers as affording a comparison with our own vehicles, and with the latest London bus in particular. The chassis is ofover type, with an engine of the same dimensions As the London bus; throughout it is built remarkably lightly, although it does not appear so on the road. Three speeds are provided, and the rear axle is of the dual type, in which a forged: member carries the load; to this member is bolted the case containing the bevel and differential gearing, from which the drive is taken to internal gear rings on the Wheelsby exposed shafts. There is a loco, type foot brake behind the 'gearbox and external contracting brakes, consisting of six strands of steel cable with wood blocks attached, act on the outer circumferences of the internal gear rings.The frame is quite out of the ordinary, extensions from the main portion reaching the whole width of the body. The actual chassis shown has 1,085 mm. by 185 mm. Michelin single pneumatics all round, 'ahd the extreme width is 7 ft. 10 ins. Underslung springs 51 ins, wide are employed.
We were rather disappointed' tonote what little effort is beingmade to cope with the, problem of carrying luggage on the coaches; even the rear boot in some has now to be restricted to allow place for the Tare wheel, and advantage is not taken of the running boards; even in the case of the partiallyenclosed coaches, a roof rail is not provided.
While on the subject of passenger vehicles, we must not forget the taxicab; of which there are several examples, ranging from the tiny Citroen to the, comparatively, lordly Unic. The latter is a very different vehicle from that with which we are familiar in London ; it has a 7-10 h.p. engine, four speeds, blunt V-fronted radiator, taper bonnet, nicely-curved body, and domed wings. As is tiSnal with French cars, no permanent canopy is fixed over the driver's seat, but its place is taken by a waterproof cover which clips to the top of the windscreen when in use and is carried on a roller when not required. The two taxicabs shown by Bellanger Freres are slightly Ford-like in their appearance; one has a body painted in yellow and chocolate, whilst the colour, scheme of the other is chocolate and vermilion. .
The Citroen taxi is proving most popular in Paris, and is run at a reduced fare. It follows in miniature the usual French characteristics, and is nicely upholstered.
One of the most remarkable devices which we have yet seen for expediting the loading and unloading of a vehicle is. to be found on one of the Latil exhibits. It takes the form of a lorry body, the rear portion of which, for a length of about 2 ft. 6 ins., is made separate from the rest, although, in its normal position, it actually forms part of the load-tarrying body. This section of body is carried at each side by two parallel arms, the upper two being fulerumed on the body and the lower two being secured to a cross tube carried in suitable brackets. Fixed to the cross tube, between the lower pair of parallel arms, is a lever connected to. the end of a long hydraulic ram, which is carried longitudinally on the chassis.
Normally the loading section of the body is held securely in position by clips, but after releasing these and permit ting the oil to leave the barrel of the ram, the section descends in an arc tothe ground, bringing with it any goods which require to be unloaded. Loads up to 15' cwt. can be lifted flush with the platform of the body in a similar manner each time the section is pulled into position by the ram. The oil is supplied by a pump driven by the engine of the vehicle in the usual manner, and a tailboard of the ordinary pattern is carried by the moving section. The French have not gone so thoroughly into the production of vehicles designed primarily for the country carriers as have we, and their efforts are mostly confined to vehicles which are, more or less, adaptations of the private car, the front-seats being retained and the rear ones replaced by a wagonette type of body provided' with canvas cover and side curtains; the rear part is usually .plain varnished, while the rest is coach painted. Examples of this Convenience in filling the petrol tank is a prominent ream e of the Unic ambulance. type of vehicle are shown by Corre La Licorne, De Dien and Aries, the last, is built very low, and has a folding step on the tailboard. The requirements of municipal work are very fully met in the range of vehicles provided especially for various purposes which fall into this category ; there are an ambulance, fun engines, tipping wagons, a cesspool emptier, an electric vehicle, dust collecting carts, road sweepers, watering wagons, and at least one combined fire engine and watering cart—a Leflly. The 13-24 h.p. Unic ambulance is a really beautifully constructed vehicle with the most up-to-date fittings. The chassis is built especially for this work, its frame being longer than that used in the ordinary model. There is accommodation for one stretcher case, one sitting case and the attendant, and the vehicle is kept warm by a hot-water radiator which draws its supply from the vehicle radiator ; electric lights are provided, and the windows are moved up ar down by turning handles. There are two side doors, and, at thn back, the top half hinges up and the lower half down. For the sake of cleanliness the body and doors are lined with washable lincrusta. Double cantilever springs assist greatly in preventing vibration.
• There are two fire engines shown by Delahaye. One of these carries an escape, whilst the other is provided with hook ladders only.
Quite a number of tipping vehicles are on view. Some of the tipping gears and arrangements display novel features, and prove that much attention is being paid to the perfecting of this type of vehicle. Aerotechnique de France have a special turntable tipping arrangement, by which the body can be turned through 240 degrees and tipped at any point to an angle of 45 degrees. Such a vehicle would prove most useful in narrow roads -where manoeuvring into position is difficult. Tipping and turning are performed by gearing driven from the engine.
M. Fouchee, as usual, -shows several of his runway type tippers, in which small wheels attached to the body rim in the channels of suitably curved girders bolted to the frame of the chassis, the body being pulled either way by an endless chain.
An upright screw gear driven by a flat belt from the ,propeller shaft is employed on the chain-driven Aris; the top of the screw is fastened to a very strong laminated spring clipped to the body, but, as there can be little spring movement, it would appear that this method of fitting causes unnecessary complication and expense.
The Wood hydraulic hoist is still employed on several vehicles, although it has the disadvantage of reducing the loading space to a small extent, The Saurer three-way hydraulic tipper is also on exhibition, but we have already describedthis in detail.
A double ram hydraulic gear, the simplicity of which should make it popular, is shown by E. Bernard on a, 5 ton Sourer chassis. In this gear the hydraulic cylinders are firmly fixed to a cross-member, and the rams are secured to the body through the medium of stout links; a, tiny three-cylinder oil pump, driven from the gearbox, supplies the oil.
One side-tipping body by Fa Paquette et Cie. bears a. resemblance to one built some time ago by the Leyland company ; the body is carried on curved bearers, and is merely rolled over to the correct-side.
A somewhat unusual exhibit isend-tipping trailer, in which the hydraulic pump or operating the Wood hoist is driven by a universally jointed shaft from the gearbox of the tractor. The latter itself is of some interest it is ashort wheelbase machine, with a special pillar adjustable to the height of the trailer drawbar ; the axleis of the double-reduction type with an overhead spur pinion driving another on the bevel pinion shaft.
There is, apparently, only one cesspool emptier. This is on the Scemia stand. It has a large cylindrical tank with a twee-cylinder vacuum pump between thetank and the cab; this pump is driven from a dogclutch arrangement on the clutch shaft.
France has not "et looked very favourably on the electric vehicle, and only one of this type is to be found. It is a 5 ton machine built by Henri Crochat, and carrying three sets of accumulators under the frame, from where they are lifted out, when required, through trapdoors in the body. The vehicle is thoroughly well built, and embodies a single motor driving through spur reduction gearing and exposed roller chains to tha rear wheels; a powerful loco. type foot brake is carried at one end of the armature shaft.
An elaborate dust-collecting and tipping vehicle is shown by Latil. This is similar to the type employed in Paris, being constructed of steel and embodying covers running on rollers ; a Wood hoist is utilized.
The Lailly company make a brave show with their popular sweeper and a most useful combined streetwatering wagon and fire engine, which should appeal to municipalities ,which cannot afford two distinct machines.
In view of the development of the petrol-electric vehicle it is interesting to note that a machine of this type is manufactured by Henri Crochat. The petrol-electric chassis lends itself, possibly better than any other, to the fitting of devices which. require rower for their operation, as current can be so -easily tapped from the dynamo • this is seen in the case of the crane lorry shown. The capacity of the vehicle is three tons, and the crane can lift One ton. Both turning and elevating are done electrically.
The drive from petrol engine to dynamo is through leather links—it will he remembered that twin laminated springs are used on the Tilling-Stevens and the current is taken to two motors coupled to the countershaft, thence the drive is by open chains to the rear wheels.
hi order to prevent the crane from throwing too great a side stress on the chassis two girders at the rear slide out, one to either side, for about 12 ins. Each carries a screw jack at its outer end, and this is screwed downagainst a block of wood ; also the frame is doubled up to the cab.
On the Citroen stand is a curious hybrid between the wheeled and the chain track machine. So far as the front of the chassis is concerned it is an ordinary Citroen, but at the rear is a special axle carrying wheels which drive rubber tracks. The latter are carried around similar, but free-running wheels in the usual way, and, resting on the interior of each track between the driving and free. wheels, is a bogie with aluminium wheels. These bogies take the weight of the rear part of the vehicle. The system is named the Kegresse-Hinstin, and is said to have given satisfactory results in. Switzerland while running over snow.
One of the Renault exhibits, is something after the style of the Seammell and Knox six-wheeled tractorlorries, but there are . some remarkably interesting additions—it remains to be seen whether they can be called improvements or not. The chief difference is that, although when coupled together the vehicle runs on six wheels, the trailer portion, when alone; rests on four wheels, and can be moved as a unit. The auxiliary front wheels are smaller in diameter than the rear' and are lifted clear of the ground when the tractor is coupled up, To effect this the rear of the tractor turntable slopes down in twochannels, and small rollers are fitted to the front of the trailer frame which consequently lifts as the tractor is backed into position. When the trailer is lacked to the swivel pin the rollers act as bearings between the trailer and turntable.
There are several tractors on view, the largest of these being the huge Delaunay-Belleville military type next to this. comes a Purrey-Ershaw forestry machine for hauling logs. This tractor has a winding drum on the rear axle, and is. propelled by steam, a semi-flash boiler similar to that used on the steam wagon Of the same make---which is also shown— being employed. The effective pull of this machine is three tons. The Purrey-Exshaw steamer has the . distinction of being the only one made in France. The French display great partiality for light express vans, and many of this type of vehicle are exhibited. They are mostly private car chassis with small capacity bodies, either of the tilt van type or completely enclosed, .and some, such as the Vermorel, present quite a racy appearance-. The Citroen van is a particularly neat little vehicle, and the 7-10 h.p.
Unic, with its fairly large capacity body, very Witlq rear door and canopy, look eminently serviceable.
We must not forget the Caffort van, with its engine Over the double front wheel ; this looks a very sound little proposition, and three vehicles are shown.
Apart from these there is quite a number of large vans, amongst which, in particular, a 30 cwt. Unic is conspicuous by reason of its high body, which is constructed for the transport of beds, mattresses, etc.
Vans with startling colour contrasts are naturally well to the fore. One, a Unic, has its upper portion chocolate, while below are yellow and green vertical stripes. One beautifully finished van, painted in blue and yellow, is shown .on a Rochet-Schneider chassis, The furniture remover has not quite been neglected, as a very large capacity pantechnicon is to be seen on the Renault stand. The chassis is a 5 ton overtype, and the body is padded inside to prevent damage to the contents.
Considerable attention is being paid to trailers, and Chenard et Waleker show one running on Michelin pneumatics, and built especially for the transport of eases of bottles, thefloor being sloped up at each side to bring the tiers of cases together. The frame is of most unusual construction, the major part of it being latticed steel.
The trailer shown by Henri Labourelette is also of somewhat curious construction, the frame side members being carried round at each end until they meet, and are bolted together with flitch plates. The brake on this tractor does not conform to our requirements, as it is operated from the side in a way similar to the brakes on many French railway goods trucks.
It is always difficult to make general comparisons between the chassis built in different countries, but there are certain outstanding characteristics which appear in the majority of the vehicles manufactured in France. Chain drive, for instance, is still extremely popular, and this in spite of the fact that in no-.instance are the chains protected.
In the heavier vehicles the springs are seldom relied upon to take the torque of the drive, and the torque members provided are usually of most liberal dimensions. In one or two cases tubular members are employed, but the emajority are of. triangulated girder construction.
It is remarkable that, while wood wheels are seldom, if ever, employed on British-built vehicles, they are used extensively on the Continent, and many of the -Show vehicles are thus equipped.
Most of the heavier machines which are not provided with chain drive have double-reduction axles; up to the present—although there are a few examples —worm gearing has not proved very popular,