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Higher Loads and Lighter Construction
Page 155
Page 156
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ALTHOUGH the new Construction and Use Regulations are of too recent origin to have given bodybuilders the scope for exploitation that will eventually materialize, a number of bodywork. exhibits at the Show will be indicative of trends inspired by the greater lattude allowed with regard to loading and of the influence of dimensional
changes. There will be evidence also that plastics and light-allay bodies are gaining ground, whilst the variety of refrigerated and bulk vehicles will demonstrate an expansion of well-established trends.
Notable examples of tandem-axle articulated vehicles designed to derive the maximum benefit from operating at a g.t.w. of 30 tons include a 5,000-gal. single-compartment tanker based on Crane Fruehauf running gear, which will be exhibited by Durham Industries (London) Ltd. on Stand 96. Built of 50ton tensile steel and insulated with glassfibre, the tanker is suitable for the carriage of a wide range of chemicals as well as petroleum products, air-pressure discharge being provided by a compressor mounted on the tractive unit.
Also designed to comply with the new C. and U.. Regulations, a 3,750-gal. general-purpose articulated tanker, to be shown by W. P. Butterfield (Engineers) Ltd. on Scammell running gear with air suspension (Stand 95) is of the double cone type, which the maker claims is particularly adaptable to variation i of payload capacity up to the new limits because of the ease with which the dimensions of the cones can be changed to suit particular trailers and tractive units. A second Butterfield vehicle in this category is a lightweight, 4,000-gal.. general-purpose, stainless steel tanker on an F.R.F. chassis with the favourable payload capacity, of approximately 15-5 tons, which is achieved without sacrifice of strength or endurance properties by employing light-gauge materials for selected components. The advantages of applying plastics construction to tanker production in the form of reduced weight and increased strength are exemplified by a 4,400-gal. tanker which will be exhibited by W. B. Bawn and Co. Ltd. on Stand 105, the tanker being mounted on a Scammell Routeman Mark 11 chassis. A section of the prototype of a continuously wound glass filament tank impregnated with furane and polyester resins was displayed at the 1962 Show, and this method of fabrication is used in the case of the latest tanker, details of special interest including trapezium-shaped bearers of glass-reinforced material that are bonded to the shell and thus distribute the load over the length of the tank. The vehicle will he used for the carriage of styrene monomer.
A polyester filament-wound shell structure based on a main laminate of Fibreglass roving wound at an angle of 45° gives a combination of tensile and flexural strength in the case of a 3,750-gal. petroleum spirit tanker that will be shown by Gloster Equipment Ltd. on Stand 102. The method of winding was developed by the company, and it is noteworthy that the application of plastics construction to a tanker is an entirely new project of the Hawker Siddeley Group that remained a well-kept secret until late August. Giving a payload comparable with that of an aluminium tank, a polyester shell can be built at an appreciably lower cost. A number of tankers of this type operating in Belgium have each covered more than 500,000 km. and no shell maintenance has been required.
It is pointed out by Gloster technicians that the new C. and U. Regulations favour the use of semi-trailer-based aluminium tankers which will be exemplified at the Show by a 28-ton g.t.w., 4,500-gal., articulated fuel oil tanker on Crane Fruehauf running gear. According to a Gloster spokesman, it is doubtful whether the maximum allowable g.t.w. of 30 tons could economically be exploited.
Also representing a new venture, a plastics container of rigid-form sandwich construction will be exhibited by The Duramin Engineering Co. Ltd. on Stand 35, and it is notable that the container was built for demonstration in Australia. With a capacity of approximately 500 Cu. ft., the container can be slung with a load of 10 tons with the aid of a spreader or stings and can be stacked four-high when laden. It has a length of 10 ft. and incorporates full-height double doors.
The container will be shown alongside a 980-cu.-ft., 10-ton, light-alloy type which is 19 ft. long and can be stacked twohigh. Of particularly robust construction (W-section side uprights are employed), the larger container was built for Coras Tompair Eireann.
Particularly suitable for liner-train traffic, a 12-ton, moulded-plastics-sandwich, one-piece insulated freight container will be one of five containers and bodies of similar construction, displayed by
Mickleover Transport
Ltd., on Stand 36. Of the end-loading type, the container has an overall length of 25 ft. 9 in. and was built for British Railways; it may be compared with an insulated container to be supplied to Anglo Continental Container Services Ltd., which is also of 12-ton capacity but has an overall length of '20 ft. • In both cases, the sandwich has a central core of polyurethane.
The value of plastics construction for insulated bodies is also exemplified by a new, 820-cu.-ft. frameless van of monocore construction to be exhibited by Bonallack Mann Egerton Refrigerated Vehicles Ltd., on Stand 29, which was specially designed for the maker of the Cryo-Guard liquidnitrogen refrigerating equipment, Air Products Ltd. Expanded p.v.c. is employed for insulation and the floor is stiffened with tongued-and-grooved softwood boards to accommodate loading by fork-lift truck. The refrigerating plant affords automatic temperature regulation in the range of —30° F. to +30° F.
This exhibit may appropriately be contrasted with a B.M.E. 1,370-cu.-ft., semitrailer-based, light-alloy, refrigerated box van on the same stand which was built
to TIR regulations and designed to transport meat from the United Kingdom to Italy, the refrigerating plant in this case being a Thermo King KL20 unit. Insulation is provided by a 5-in, layer of polystyrene having joints embedded in polyurethane.
Monocore construction is also applied to a 700-cu.-ft., lift-off insulated container which will be displayed by the parent company, Bonallack and Sons Ltd. on Stand 30. The container is of 10-g. alloy, the edges being flanged upwards to form a waterproof tray.
A second type of liquid-gas refrigerating plant will be shown by Reall (Coachbuilders) Ltd., on Stand 82, applied to a 960-cu.-ft. container of composite timber and steel construction. The British Oxygen Company's Polarsteam liquidnitrogen system is employed, and this gives automatic temperature control from
ambient temperature to —20* F. (-28° C.). It is emphasized by the maker that the gas is non-toxic and that the displacement of cold nitrogen by warm air is so rapid when the door is opened that the body can be entered "almost immediately" in complete safety.