STEAM WAGONS AND TRACTORS FOR 1927.
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Some of the Leading Makes Exemplified at the Recent Smithfield Show, Including the Latest Overtype Clayton Wagon.
TEAM vehicles, particularly those which have been used by municipal authorities in general public service work, have hitherto been treated somewhat generously under the general scheme of commercial-motor taxation, but it will be remembered that when licence duties were first imposed we were treated to the lugubrious prophecy of the early and entire demise of the steam vehicle: What has happened? The steam wagon has gone ahead, it has improved materially in design, it has increased in popularity, and it is not too much to say that in the last year more steam vehicles and tractors have been made than in any previous 12 months. True, the last six months have been very difficult for the steam-wagon user because of the scarcity of the right kind of coal and of the cost of all combustible fuels, but the user who is wedded to steam and has, learnt to apply the steam vehicle to its proper uses is not lightly going to be converted to the internal-combustion engine.
We say this because, now that the scale of taxation is so much increased, one hears again the prophecies of the "Dismal Jimmies," that steam will soon be finished. We place no faith in such prophecies and expect to see, instead, the steam vehicle going ahead again in -design and in popularity, and we fully anticipate being able to record, in, say, a year's time, further considerable advances in the type.
We learn that one or two manufacturers are easing up in the production of the steam vehicle, but this fact is not evidence of a waning in the popularity of the steam vehicle. It only means that circumstances have altered and that those makers who are ceasing—perhaps for a time only—to make the steam vehicle have become more interested in other types of vehicle.
The old conflict between the overtype and undertype chassis is still waging, but we must say that we are disappointed with the advocates of the overtype, in that they did not take up the challenge recently contained in an article by "Hephrestus " published in the columns of...this journal. " Hephrestus " is a man who has had a great deal of experience in the design, manufacture and use of steam wagons, that experience, of course, being rendered much more valuable by the inclusion of the component of "use," for we always think a designer is a better designer and a manufacturer a better producer if they have had extensive experience in the actual use of the vehicles.
" Hephrestus " has been through all phases of steam-vehicle design, and he has come to the conclusion that the undertype will eventually displace the overtype. This is only his opinion, and is not the editorial opinion, and we are sure that it is not the opinion of many manufacturers and users, but, as we say, we have been surprised that the latter have not replied, nor have they given expression to the views which we are sure they hold, the purport of which would be that the overtype chassis has a distinct sphere, and that it can he used in circumstances for which the undertype is not suitable. For traversing rough country, for going into guar
ries, the overtype is unquestionably the right type of vehicle ; for the ownerdriver who is able to effect his own repairs on the road, again the overtype is the best kind of chassis. For longdistance and high-speed work over goad roads the undertype undoubtedly carries the field. As the steam vehicle is called upon to meet various requirements, so different types will be required to meet the different circumstances.
We take the trouble here, in dealing with the Cattle Show, to put forward these views mainly because, as we have said, the supporters of the overtype wagon have remained silent whilst "Hephaestus" has been expounding his own views.
To turn now to the exhibits at the Cattle Show held at the Royal Agricultural Hall, London, from Monday to Friday of last week, the internal-combustion engine was quite a rarity. It was only seen on the McLaren ploughing windlass exhibited by J. and H. McLaren, Ltd., of Leeds ; on a Fords= tractor coupled to an Eagle tractor, which was part of an exhibit on the stand of the Eagle Engineering Co., Ltd., of Warwick ; and on the International Junior agricultural tractor shown by the International Harvester Co. of Great Britain, Ltd. For the rest, steam had the Show to itself, but it must be admitted that it was not exhibited in very great strength.
William Allchin, Ltd., Globe Works, Northampton, showed a standard 5-flton Allchin wagon equipped with a three-way tipping body. No alterations at all have been made in the specification, the engine being a two-cylinder compound, developing 40 b.h.p. at normal speed, mounted above a loco.-type boiler and driving through a threespeed gear and a roller chain to the back axle.
Aveling and Porter, Ltd., of Rochester, showed a 5-0ton tractor, and, beside it, a 6-tort trailer mounted on disc wheels shod with rubber tyres. The tractor has a 23 b.h.p. compound engine, in which piston valves are used, the boiler being of the loco. type, equipped with a Belpaire firebox. This tractor has cast-steel Y-spoked wheels, which are cast in one piece and are quite new, and have recently been standardized on Aveling and Porter tractors. The
Wheels are equipped with pressed-on tyres, twins being used on the rear wheels. The machine shown was equipped with a canopy.
Chas. Burrell and Sons, Ltd., of Thetford, exhibited its 10-ton agricultural Devonshire light engine equipped with 6-ft. built-up steel wheels, and double gearing being used on the last motion. This machine, however, being used for agricultural purposes and for the haulage of farming implements and for brodnee locally, does not come within the purview of this journal. Messrs. Durrell showed none of their road locomotives, of which, of course, they make a very fine ranee, nor of their trailer, which is Ithoth(T of their
'eel alities.
One of the extremely interesting exhibits in the Show was the new Clayton 6-7-ton overtype steam wagon, and the fact that Clayton Wagons, Ltd., of Lincoln, has designed a new overtype supports the views which we have just put forward regarding the vitality of this type of chassis.
The new wagon will entirely supersede the older overtype and will run side by side with the new undertype 6-8-tonner brought out a few years ago. The boiler is of a patented design with a new firebox from which all roof stays and girders have been eliminated, so that the top of the firebox is left quite free for cleaning purposes, and it is devoid of corners and receptacles for deposit. Angle plates have been used for stiffening in place of girders, and this, again, is a strong point in its. favour with those who have to undertake the internal cleaning of the boiler. The engine is a compound, the
cylinder being 4 ins, in the bore-and the L.1'. cylinder 71 ins, in the bore, the piston stroke being 7 ins. Generally, this engine has been improved in design, the H.P. cylinder being fitted With balanced piston valve, whilst the L.P. cylinder has a D-valve, the usual Clayton double high-pressure valve being fitted in order to give greatly increased power for emergency purposes. The crankshaft is mounted on ball bearings with a hall thrust bearing, and the 'whole of the engine mechanism is totally enclosed under a bonnet through which protrude the steam connection to the control valve and two lubricators. The drive is taken through a three-speed gear, the motion being transmitted by spnr gears to the countershaft and thence by a single roller chain to the differential on the hack axle.
The steerage position for the driver is placed on the right hand and all the controls are brought within easy reach of him.
Tim cab is particularly comfortable and roomy and can readily be fitted with a glass windscreen. The driver has an exceptionally good view straight ahead to the off side of the funnel and, being placed high, has quite a good view of the near side.
The front axle is of high-grade steel with case-hardened, pivot pins, the weight being taken by ball-thrust 'Washers.
Aekerman steet:ing is employed and the wheels are mounted on roller bear
ings provided with ball-thrust bearings.
Two sets of brakes act on the rear wheels, one being hand-operated and the other foot-operated. Two concentric brake drums on the rear wheels are employed, the cam for the inner brakes being operated by a pin over Which passes a sleeve which serves as a connection to operate the outer brakes. In addition, front-wheel brakes of the Itubury-Alford and Alder type can be fitted as an extra and can be operated either by direct pedal or through a servo mechanism.
The appearance of the vehicle is extremely good, because the screen plate is taken low and straight and the square bottom corners of the cab have been rounded off, thus assisting to give the appearance of lightness and also suggesting a low frame level—at least at the front. The vehicle shown was equipped with a three-way tipping wagon.
The exhibit of Fodens, Ltd., of Sandbach, was a 6-ton standard brewer's type overtype wagon, which has a compound engine developing 45 h.p., and mounted above the loco-type boiler. This vehicle is mounted on cast wheels with Y-spolces and rubber tyres and it has a water capacity of 30 miles with full load.
The 6-ton undertype Foden was not shown, but we understand that it is now selling in good numbers and is earning a name equal to that earned by the Peden overtype.
Wm. Foster and Co., Ltd., of Lincoln, displayed a 5-6-ton steam tractor with a compound eiigine developing 20 h.p., mounted above a loco-type boiler and driving through either a two or three-speed gearbox and a roller chain. This tractor showed no departure from Foster practice and it was
equipped with a canopy and mounted on rubber tyres. •
John Fowler and Co. (Leeds), Ltd., of Leeds, had on view its 6-7-ton wagon with a vertical fire tube boiler, compound engine developing 55 h.p. and driving through a three-speed gearbox to a worm gear on the back axle. It was equipped with a three-way steamoperated tipping body.
Richard Garrett and Sons. Ltd., of Leiston, exhibited its No. 4 compound steam tractor with eentrepoint steering and transverse front spring. The machine was mounted on rubber tyres, its main purpose being for threshing, road haulage and stationary work.
There was also shown by these naikers a 6-ton wagon with a vertical watertube boiler, • ODO of the great points of which is the accessibility of the tubes for cleaning and inspection. The engine has two H.P. cylinders and .drives through either of two speeds and through chains to the rear road wheels,
all wheels being rubber-tyred. As is the custom with undertype steam chassis, this vehicle was mounted on semi-elliptic front springs, the wheels throughout being of the disc formation.
Messrs. Garrett did not show the Garrett-Caledon petrol lorries or their electric trolley-buses, but they illustrated them by large photographs displayed on the stand. Of the GarrettCaledon petrol lorries four-wheeled and six-wheeled types are now manufactured.
J. and H. McLaren, Ltd., of Leeds, showed its motor windlass, which is operated by an internal-combustion engine which is capable of using either petrol, paraffin or alcohol.
Itansomes, Sims and Sefferies,, Ltd., of Ipswich, had a large stand, but 020
exhibited none of its steam wagons, which in the past have always earned an extremely good name.
Wallis and Steevens, Ltd., of Basingstoke, showed a standard type of 5ton tractor fitted with rubber-tyred wheels, spring mounted back and front and equipped with a canopy. We understand that this tractor is the subject of many repeat orders, that no alterations of any sort have had to be made in it, and that it is doing as good work as ever it did.
The Eagle Engineering Co., Ltd., of Warwick, exhibited its two-wheeled trailer with a hand-operated screw-tip gear, coupled up to a Fordson tractor, which was fitted with the A.S.A.L. tractor canopy, this latter being made by A. and S. Andrews, Ltd., of Ealing 'Common, London, W.
One of the other interesting exhibits. on this stand was the component parts for the Eagle tipping gear for 1-ton Fords, a very simple but efficient piece of mechanism.
The International Harvester Co. of Great Britain, Ltd., 259, City Road, London, E.C.1, showed the 10-20 h.p. model International Junior agricultural tractor in a group of agricultural appliances. This model of tractor derives its name from the fact that its drawbar h.p. is 10, whilst its belt h.p. is 20, the R.A.C. rating of the engine being 28.9 h.p. This tractor has, many good points, including a throttle governor. ignition by high-tension magneto, an air cleaner, mudguards over each rear wheel, a comfortable platform, adjustable drawbar, a handy brake and removable angle lugs.