Baker's Delivery Problems Solved
Page 48
Page 49
If you've noticed an error in this article please click here to report it so we can fix it.
By
G. Duncan Jew ell
THE hilly terrain and rough roads in many parts of East Lancashire raise considerable problems for traders whose products require daily deliveries throughout the area. R. B. Seville, Ltd.. wholesale bakers, Waterfoot, have bread delivery services covering a radius of 24 miles. and their bakery is in the Rossendale Valley.
This is a cleft in the Pennine moorlands, the natural features of which result in most of the main roads from the valley climbing to more than 1,000 ft. In addition, on many of the minor roads low bridges impose a maximum vehicle height of 8 ft. 7 in.
Because of these difficulties the company were unable to find a vehicle which fully met their requirements, and up to 1939 the mixed fleet of vans in use was far from satisfactory. Mr. J. B. Seville, who is responsible . for transport, was seeking a chassis of simple construction, with strength, in its components, which would be easily serviceable.
Early in 1939 he bought a Karrier Bantam. From his point of view its assets were a low overall height, coupled with small wheels assisting in the maximum usage of load space by the absence of wheel boxes, and extremely good manteuvrability.
It was believed to be the first vehicle of its type to be used for purposes other than refuse collection, for which it was originally designed. Two more Bantams were on order when the war broke out and, despite delivery difficulties, the fleet was made up of these vehicles by 1947, apart from one or two Commers.
Although a big improvement was noticed, the chassis length was unsuited to the body length—which was regarded as ideal—and, when it proved impossible to get the makers to modify their chassis, Mr. Seville decided to rebuild them to conform to the company's own needs.
After converting the existing vehicles, replacements and additional vehicles were obtained by buying up used Bantams and rebuilding them. These are now standard for the fleet.
The wheelbase was lengthened by 15 in. to 9 ft. by extending the original longitudinal frame members of straight rolled channel section, with an overall width. Iding tyres, of not more than 6 ft. engine, clutch and gearbox unit was ly detachable, and so was the ator block.
he new arrangement required the use tronger springs, and these were of the eye type, specially made by 1. )dhead and Sons, Ltd., Leeds. R.otoflo k dampers were also fitted to the it and rear suspensions.
hese alterations resulted in outstandi•ervice for some years, but there were difficulties which could not . be edict.' with normal suspension. By nature of the work there was a good of light and semi-laden running. variation of weight on the rear axle, a 3 ton 6 cwt. when fully laden to wt. when light, resulted in a good deal Pitching when running light on rough illy roads because of the loss of static tetion, As a result there was conrabic damage and increased atenance. .
i order to deal with this problem Seville decided, first of all, to have ody built suitable for their own special Is before changing the suspension ern. The design incorporated an integral cab, with deep screens and a flat apron front incorporating a detachable panel-like expanded mesh grille in front of the radiator.
Loading is from the sides with threesection sliding doors covering five racks of trays. Movement of either the front or tear sliding section takes the middle panel along with it so that access to any rack is gained by a single movement.
For the all-important task of finding an ideal suspension, Mr. Seville decided to try the Gregoire variable-rate suspension system, as supplied by 'William E.
Carey, Ltd., Manchester. This system overcomes the problem of static deflection by fitting a softer main spring, which allows a larger deflection, and gives a smooth ride in the unladen state. • In order that the maximum load may he carried with a similar smoothness, a, coil spring, or springs, known as the corrector, is inserted to supply the additional, or correcting, strength as the load is increased. This gives constant riding conditions throughout the whole loading range.
Other advantages which result from the increased flexibility of the suspension are
the elimination of wheel hop, reduced tyre wear, no damage to the body, and greater stability in cornering.
A prototype set of springs was fitted to one of the vehicles in October, 1956, and Mr. Seville's findings are that it is now at least one gear better on hills and rough roads, particularly during the winter. Tyre life to date is 13,500 miles —a 50 per cent, improvement—and they are still by no means worn out. His expectation is at least a , 75 per cent. improvement.
Clutch and gearbox repairs have been cut by 25 perU cent, because the wheels are now constantly on the ground, and it is estimated that this also saves lam: mile to the gallon in 'fuel.
The company are proud of their repu• tation of never having let a customer down, despite grave difficulties during mid-winter snowfalls. The new suspension has made a big improvement in starling, and stopping on frozen and snciwbound toads.
The cost of installation on the rear axle was £39, as compared with £18 12s. for a standard suspension, plus £6 8s. for shock absorbers.