Delivering Condensed Milk and Sweets on a Titan Chassis.
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A personal investigation of the actual working of a commercial vehicle, in normal encumstances, necessitates one's getting up -betimes, and to this member of the editorial staff of the " C.M." the process is anathema_ However, w4 had got over our first and worst, feelings of distaste when the usual motorcycle and sidecar called, to conduct us from "Somewhere in the Eastern Counties" to 70, Mark Lane, E.C., the premises of Cleeves Bros., the well-known. manufacturers and merchants of condensed milk and confectionery, on whose three-ton Titan lorry we were to travel on one of its normal daily journeys to deliver the firm's goods,.
We Are Too Early: Arrived at our rendezvous, we found that we were too early, a, most unusual occurrence, as the lorry was not ready to start. Actually, loading was in progress, and since the weather rendered photography impossible, and also as the loading, which consisted only of placing comparatively small wooden cases of condensed milk and •sweetmeats in layers in the van, was practically devoid of interest, we retired to a place of 'shelter, one of us taking the oppor
Unity te complete his first meal of the day-, which a too bustling departaro had interrupted.
Loading Up:. the Start.
In addition to a considerable amount of warehouse room in the basement beneath the offices in Mark Lane, Cleeve Bros. have further large premises in Vine Street whither, after a time, we proceeded to complete our preparations for the journey, and take on our final portion of the load. When ready to start., which we did shortly after 10 o'clock, our net load as stated by the driver—opportunities to cheek this by weighing were unfortunately -lacking— totalled 3 tons 15 crwts-. Certainly, if appearances may be. taken as just guides, and we have some-little experience in weight-judging, he was not very wide of the mark. The very roomy van, as one of our illustrations shows, Was well stacked with the boxes of goods which, be it remarked, were all, or nearly all, contained in •tins. The contents were principally condensed milk, of the Cup or Goat brands, and Limerick cream toffee, all of which are specialities of the company's. The cases varied in size from the largest, which measured about 2 ft. 6 ins. by 1.5 ins. by 9 ins., and weighed approximately cwt., down to the least, about 15 ins. square by S ins, deep, the weight corresponding.
Route.
Our journey, about which we next inquired, was to be as follows : Southwark, Deptford, Greenwich, to Woolwich, returning via Blackheath, Catford, Lewisham, and Deptford. The round journey covers 18 miles, and, inclusive of the collection of empties, there were about two dozen stops in all. This, as we ascertained, was a typical day's work for the wagon, and it will readily be agreed that the conditions are greatly against any good showing in respect of fuel economy. In this connection it must also be pointed out that a considerable proportion of the running is in a dittrict where the traffic is generally of the congested order, still further conducing to a, high rate of consumption both of petrol and tires.
The Chassis.
Before describing our journey, and since the chassis is entirely new to our readers, it may not be unwise to give a few notes concerning its enrisruction and mechanical
details. In brief, the specification include g a four-cylinder Continental engine, 41 in. by 51-• in. bore and stroke, water-cooled, with pump:circulation' Bosch high-ten.siort ignition with an additional accumulator soas to provide, a spark at low speeds for ease in starting ; radiator of the honeycomb type, a leather-lined cone clutch ;Cotta gearbox, and final transmission by a pair of roller side chains. Steering is by. screw and nut ; and both front and 'rear axles are made by the Timken Co., utilizing, of course, Timken conical adjustable roller bearings in their construction.
Unusual. Engine Suspension.
Particular care has been taken as regards the suspension of engine and gearbox to carry out as far as possible what may be deemed theoretical. three-point Suspension. The engine crankcase has cast upon it short bearer-arms, and these are bolted to an underframe, supported at the centre of its rear end in a large bearing,and at the other end on two Sets of springs, one in each of the main frame members. Means are provided for lubricating the bearing at the rear end, and the utility of this arrangement, in that it relieves tho c,,rankcase arms of a considerable portion of the stress which they have to bear, is observable if the engine be rapidly accelerated, when the underframe oscillates so as to take up the reactions from the suddenly-increased torque.
The Gearbox.
The gearbox is carried in three spherical bearings, one at the front, and two which are integral with the casings for the cross-shafts of the chain drive. This unit is worthy of special mention owing to the nature of the means provided for changing gear. Although not novel, it is not frequently met with on American chassis. The arrangement is usually described as one with gears constantly in mesh, engagement of alternate gears being effected by sliding• dog clutches on the shafts into gear with corresponding dogs • on the various wheels, and a particular feature is the very ingenious way in which these dogs are stepped so as to admit of ease of engagement.
Brakes. Leyland Type of Compensating Gear.
The brake gear is substantial and well designed, one set operating on drums bolted to the sprockets ; the other on similar drums in the rear wheels. The first set is of the external type, the latter internal; both are compensated, the compensating gear being that very efficient form to which users of Leyland chassis are accustomed, constructed of a bevel pinion and two portions of bevel wheels gearing therein. One illustration has been speciallytaken to illustrate this feature.
FreeUse of Steel Castings : Unusual Arrangement of Locking Gear.
We are informed that the fact that the chassis is assembled by an old-established firm of steel makers accounts to a certain extent for the somewhat unusual number of steel castings which may he observed throvzhout the chassis. The radius rods, which are universally jointed at both ends and which are also adjustable so as to provide means of altering the tension of the driving chains., are of this material. Three speeds forward and reverse are provided, with a locking gear, which, in addition to preventing the engagement of more than one speed gear at a time, is also designed so that it is impossible to change gear whilst the clutch is engaged.