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ht savers
Page 149
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Page 153
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time cutters
GOODS BODYWORK
F highly paid hgv drivers are to earn their noney they need the right tools, and this .pplies as much to bodywork as vehicle ;hassis. Moreover, cutting overall costs ften necessitates increased capital outlay Ind undoubtedly the overall value of goods rodywork at Earls Court is considerably reater than ever before. But operators will T getting better value for their money.
At the Scottish Show last year. interest :entree' on the many forms of lightweight ixed-sided tipper body displayed of nonocoque construction or "something like t", and visitors to Earls Court this year will ind ample evidence that lightweight ;onstruction based on stressed members has )een fully established as a conventional nethod of building this type of body. It is ignificant that Edbro Ltd (stands 19, 22 ind 23) has recently introduced a runnerless ill-welded aluminium body and a bolted ight-alloy body with a heavy top rail. Until .ecently Edbro favoured tipper bodies with onventional frame members to the !xclusion of bodies with stressed members.
Demountable bodies have been a regular eature of exhibitions for a long time now Ind stand holders have frequently reported bat their use was gaining in popularity. Wany established designs and one or two iew or modified systems will be on view at Earls Court, and if the claims made by nakers for numbers sold and interest shown ire indicative of growth rate, the application af demountables is still in its infancy. But Digness and easy loading of fixed bodies are Derhaps equally important aspects of the lisplays.
Builders of lightweight tipper bodies of iteel and aluminium construction for some years now, Telehoist Ltd (stand 47) says that the weight saved in the case of the latest Tel-lite steel body and the Tel-boy Light-alloy counterpart is 2-i-cwt and 5+cwt br a 14ft body, the advantage being greater with longer bodies. These bodies have pressed-section inverted-pyramid lorigitudi:la's and no cross-members and it is notable hat using sheet steel in the construction of the rear hangers of the hinge pins saves 701b.
In line with the company's "bigger payloads" policy, the Telehoist lever gear has been.re-designed to give a weight saving Df around 2-cwt (the new gear is known as :he Tel-link) and the weight of Load Lugger .nodels has been reduced by more than 1 ton by new welding techniques and the use of high-tensile steel.
The permutations and combinations in proportioning and arranging the members of a stressed body are almost infinite and perhaps the "ideal" method depends on the feasibility of using the latest production techniques in the fabrication of the structure. Employing lightweight longitudinals that are integral with the body structure appears to be gaining favour.
Widespread U-section longitudinals of sheet steel are also a feature of the Anthony /Autolifts lightweight steel body that will be displayed by Anthony Hoists Ltd (stand 112), the longitudinals being welded to the floor. Of 12swg mild steel, the sides have a robust top rail and the capping rail forms a complete box section in combination with the floor, which is formed to give a 45deg fillet along each side. Anthony Hoists says that the structure represents a new concept in body design. Light-alloy monocoque
A lightweight insulated body of the same basic design will also be exhibited on this stand, while G. Seammell and Nephew Ltd (stand 106) of the same group will feature an Anthony /Autolifts light-alloy monocoque body which is built without longitudinal runners, the floor being constructed of U-shaped channels.
Operators will have an opportunity of comparing the bodies mentioned with the now well-established Pengco all-welded aluminium monocoque tipper body, which will be shown by Pengco (Transport Systems) Ltd (stand 130) in heavy-duty form and with an all-welded monocoque light-alloy tipper body with built-in longitudinals, that will be exhibited by Arlington Bodybuilders Ltd (stand 65), with regard to the arrangement of the stressed members and method of fabrication. And these may be compared with a Homalloy all-welded light-alloy tipper body that will be displayed by Cravens Homailoy (Preston) Ltd (stand 48) which has heavy-duty top rails that act as a lifting frame.
The value of the right grade of aluminium in the carriage of corrosive materials is exemplified by a Maxitrail body, based on an Alusuisse system of extrusions, from Bristol Street Group (Weiford Division) (stand 25). Such materials include china clay, which can only be carried in aluminium containers.
Of all-welded construction, the body has extruded-section side supports and top rail. It has a capacity of 16 cu yd and the total weight of the tipping semi-trailer is about 2 tons 12cwt. An equivalent all-steel welded body would have a weight of 3 tons 2cwt.
The ideal type of demountable body system has yet to be devised apparently. But this may be due to the varied requirements of operators and it is significant that the systems on view at the Show are as diverse as ever. Of special interest in view of the commercial viability of vehicles under .30cwt unladen, the pioneer of demountable bodies, A. C. Penman Ltd (stand 60), will be exhibiting a Ford Transit 35cwt chassis /cab with a Penman 10ft 5in. Luton swop body that is well under 30cwt (without lifting legs) in both petrol and diesel forms.
Carmichael and Sons (Worcester) Ltd (stand 127) will be displaying a polyurethane insulated 20ft container that is equipped with a Dobson hydraulicallyoperated demounting system. And Marshall of Cambridge (Engineering) Ltd (stand 31) shows a lightweight aluminium-and-steel demountable body, destined for the Electricity Board, that is designed for loading by fork-lift truck. Precise levelling can be an important factor in facilitating the handling of a demountable that is operated by chassis-mounted • equipment; the double-acting hydraulic rams of the Mk. II hydraulic system from Pengco have the particular merit that they enable the vehicle chassis to be retracted against the springs to continued on page 152
adjust the level and thus provide flexibility in mating to a variety of bodies. And Pengco will also feature (for the first time) a Load-O-Matic demountable tipper body that is interchangeable with a road-gritter body.
RoBalong Ltd (stand 125) will have the distinction of exhibiting the widest variety of demountable equipment which includes two types of gantry, a built-in lift-off system and hydraulic legs, a trolley gantry being particularly suitable for handling fully-laden 20ft ISO containers. Arlington Bodybuilders will display an hydraulic jacking system that can be used in place of the company's mechanically operated legs, and from Road Transport Services (Hackney) Ltd (stand 52) comes a refrigerated body that is "removable is required".
Making provision for the easy loading of a fixed body may in some cases eliminate the need for a demountable body. As reported by R. A. Dyson and Co Ltd (stand 85) a novel easy-loading system is employed by the Hoover company which comprises a pit with an elevating floor which enables the deck levels of a three-deck semi-trailer to be varied so that each deck can be moved to ground level for loading. A special semi-trailer van to be exhibited by Dyson was designed for the application, and has a top-opening roof and a one-piece full-width full-height door that is shaped to fit into the roof opening.
Notable examples of conventional bodies designed to give easy loading will include a 26ft 5in, three-way-entry semi-trailer van exhibited by Bonallack and Sons Ltd (stand 21) on a Crane Fruehauf chassis, many of the sections and castings of which are of Eght alloy. The body is designed to afford maximum cargo security.
Progress in the design of bulk vehicles with pneumatic discharge has been slow and sure rather than spectacular and any bulk vehicle that is claimed to be -completely new" has top news value. The Carmichael company describes a Show model in this way and states that various essential features are the subject of patents pending. On view on stand 127, it is an articulated tanker and is known as the Maxi-Bulk. Having a capacity of 1450 cu ft it has a height of only 12ft 5in. The blower is driven by an auxiliary engine and the system can handle all the more common types of powder and pellet. If required it can be discharged by gravity.
R. Murfitt Ltd (stand 34) will also feature a new type of non-tipping articulated pressure-discharge flour tanker which has a capacity of 1400 cu ft and is equipped with a Holmes blower powered by a Ford auxiliary engine.
And Charrold Ltd (stand 118) will be displaying the "suck blow" system (in the demonstration park) that was first exhibited at the Royal Show which enables the suction side of the blower to be used for loading operations. Applied to a tipper body, the system has a vibratory panel in the discharge trough that prevents bridging of fine granular materials.
Exhibited for the first time, a 425 cu ft capacity aluminium alloy bulk powdei tanker is displayed by John Thompson (Transporter Division) Ltd, Thompson Trailmobile Division (stand 113) whicb said to be the outcome of the extensive ust of value engineering techniques. A conical-shaped aeration system is employee for fluidizing the powder and is supplied by a chassis-mounted blower. In gooc conditions, a ton of silica sand can IN discharged at a rate of 1 ton in 2min. Tht tank is based on a Guy Big J 22-ton gvu three-axle chassis and is the forerunner of 2 range of powder tankers of 16 tons to 3: tons gvw. Tanks of the tipping type will bt available in the capacity range 325 cu ft /1650 cu ft.
The builders of frameless semi-trailer vans can be credited with developing body structures of advanced design. A 33ft dry freight articulated van to be shown by Crane Fruehauf Trailers Ltd (stand 82) is of monocoque construction in aluminium and has a number of interesting features including the use of close-pitched ribbed alloy panels and a one-piece hermeticallysealed alloy roof fitted to Z-section roof bows at 18in. centres that has cast aluminium corner capping pieces with pressed aluminium gussets. Ribbed sheets are also used by Baden Trailers Ltd (stand 120), an associated company, to provide structural rigidity, combined with water proofing, in the case of a 30ft all light-alloy articulated van to be exhibited. Alcan alloy transport sheet with closely pitched ribs is employed.
In the under-30cwt unladen or under-3+-tons-gross category, notable exhibits will include a new model from Coachwork Conversions Ltd (stand 140) and two new models that have recently been introduced by Howson Lid (stand 28). A Cost Cutter Maxivan of the walk-through , type to be shown by Coachwork Conversions on a Bedford CF 35ewt. chassis has an unladen weight of less than 30cwt in petrol engine form; while the
construction of the 420 cu ft all-aluminium body is generally similar to Coachwork Conversions bodies produced for other makers of chassis in this category it is one of a new range developed for the CF. The alloy framework is assembled on interlocking reinforced alloy planking. Sliding doors are of aluminium while the roof is a one-piece glass-fibre section.
The Hawson Baby Easy Access van on a Bedford CF 106in. wheelbase chassis /cab has a capacity of 285 cu ft while the second new model is mounted on a BLMC 350 EA chassis and has a load space of 400 Cu ft Having the standard EA windscreen, the step height of this vehicle has been lowered by approximately 3in. and the interior height and width have been increased to 6ft 3in. and 6ft 7in. respectively.
Of all the types of vehicle on the road, the larger fluid tanker is generally the most outstanding example of "getting the best out
of bignessby optimum matching of superstructure and chassis. It is notable that
at least two of the big tankers on view will be articulated units hauled by Leyland gas-turbine-engine tractive units. One of these is a 38-tons-gross two-compartment 6500gal type of aluminium construction exhibited by Gloster Saro Ltd (stand 124) while the second will be either a 5000gal six-compartment insulated vessel or a 5500gal general commodities stainless steel tanker shown by Universal Bulk Handlin' g Equipment Ltd (stand 110). The two Universal tankers are of new design and they will be displayed in conjunction with a new Radiax 20ft ISO container tank in stainless steel designed to transport 4320ga1 of beer.
A built-in capacity to operate at 42 tons gvw is claimed for a 32 tons gvw articulated fuel-oil tanker to be exhibited by Yorkshire Engineering and Welding Co Ltd (stand 122) which has a capacity of 6500ga1. And a 6000gal general-purpose insulated tanker, rated at 32/36 tons gross, will be displayed by W. P. Butterfield (Engineers) Ltd (stand 128) alongside an articulated LPG tanker having a water capacity of 7356ga1. that is plated for 32 tons gvw. In the highly specialized category a new aviation articulated fuel dispenser will be displayed by John Thompson (Transporter Division) Ltd, Thompson Bros Division (stand 104) that is known as the Rhine. It was designed for fuelling Jumbo Jet and SST aircraft but
is suitable for fuelling all types of modern aircraft, and can deliver a maximum of 1000 gal /min through four delivery hoses. A 6300gal white oil tanker will also be shown on this stand_