Now Hands-Bonallack Weightsaver
Page 27
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AND NEW HANDS SEMI-TRAILER RANGE OEW versions of the popular Bo/tal1 lack Weightsaver van are being
dered now that Hands (Letchworth) Ad. and Bonallack and Sons Ltd. have Dined forces in the production of latched semi-trailer units to provide a odes of alloy-bodied vans ranging from tons to 20 tons capacity. This is the rst time that a semi-trailer maker has esigned a chassis specifically for the Veightsaver—and the same chassis design arms the basis for a whole new series f Hands flat platform trailers in the sine weight capacities as the vans, and lengths from 18 ft. to 33 ft.
The Hands-Bonallack Weightsaver mge is offered for a delivery time of 10
3 12 weeks, and a 25-ft. 12-tonner of ,281 cu. ft. capacity is being demonrated around the country between now
nd August 27. It is drawn in this istance by a Cornmer 12-ton tractive nit and is fifth-wheel coupled, but the
an contains a demonstration model of le Auto-Safe automatic coupling which optional on outfits up to 12 tons.
The extremely good unladen weight of tons 12.25 cwt. has been achieved for
us 25-ft. 12-tanner (the body accountig for 14 cwt. of this) but the demonstranhas a 1 in. t. and g. floor for fork-lift )ading over the standard one-piece plynod type and this floor adds 4.25 cwt.
The Weightsaver range is from 18 ft. 25 ft. in the 8to 12-ton single-axle ttegories and up to 33 ft. in the tandem
de types which extend to 20 tons tpacity; but 12-tonners will be obtain3le up to 33 ft. if required, and the 44gmers will start at 25 ft. Standard idths are 7 ft. 6 in. and 8 ft.
The alloy-framed vans can be inelled in ribbed or plain alloy sheet
ad although full-depth double rear Dors are standard a wide variety of access points and closures (including sliding roof panels for top loading) can be provided. The double doors have neat, new fastenings—deiuble springloaded shootbolts linked by a single chain on the inside of one door, and an easy-action lever operating top and bottom cam fastenings on the outside of the other. The fully framed body can accommodate internal decking to provide two floors. and it is reinforced by alloy tying battens with rounded edges, which run the full length of the body.
The bodies are mounted direct onto the new Hands chassis to form an integral structure. On the Weightsavers the chassis outriggers are deliberately not aligned with the cross-members, so that chassis flexion is absorbed in the base structure and does not wrack the main body members. By'contrast, when the chassis are used for the new Hands platform models the welded-on outriggers are lined tip with the cross-members for maximum rigidity.
The Hands flats are 18 ft. to 25 ft. long in the 8to 10-ton range, 20 ft. to 33 ft. long in the 12-ton models and 25 ft, to 33 ft. in the 14to 20-tonners. Up to 12 tons these are on single axles but there will soon be a single-axle 16-tanner also. A standard SMMT fifth-wheel coupling and Adrolic two-speed landing gear are available on all models, with Hands Auto-Safe auto-coupling as an alternative on types up to 12 tons capacity. Fifth-wheel trailers have two-line air pressure braking for non-plated types or three-line for plated models, while autocoupled models have mechanically linked wedge-operated .units. Vacuum brakes can he specified if desired.
Suspension on single-axle models is by long semi-elliptic springs having rubberbushed front eyes and slipper rear ends
which bear on replaceable hardened steel pads in the hangers. Check plates in the hanger brackets provide lateral location. Conformity throughout With SMMT tolerances, and emphasis on minimum maintenance needs, are particular features of the design. The semi-trailers look very simple and conventional but they are the product of a great deal Of thought and detailed testing.
Tandem-axle types will use a Hands version of the non-reactive US Neway RTS suspension which has slipper-ended leaf springs working in conjunction with trunnioned beams whose rear ends clamp around the rear axle beam. Rubber is used throughout to avoid the need for lubrication. Neway air suspension can be specified as an alternative.
Wheels are offered with 8or 10-stud fixing, and Hands recommend 10 studs for those carrying 9-00-20 and larger tyres.
Trailer Tax Concessions rONCESSTONS in trailer tax, benefit ing mainly farmers and small traders, are among amendments to the Finance Bill which comes up for consideration on July 5 at the Report Stage.
For farmers' goods and dual-purpose vehicles' towing trailers a: sliding scale of duty,. ranging from 25 per cent increase to 50 per cent increase over pre-Budget rates, is to he applied instead of a straight
50 per cent rise: this concession" applies only up to 4 tons unladen. Also, a new category has been created for small goods vehicles towing trailers, whereby vehicles up to 30 cwt. unladen will pay a trailer, tax of only £12—the pre-Budget figure—instead of the £18 which now applies from over 30 cwt. to 24 tons.
As an example of the effects of these two measures, a 25 cwt. farm vehicle towing a trailer would have paid a total duty of £26 5s. before the Budget, increased to 439 10s. by the Budget, but this will now be £30.
These concessions will apply from September 1, and existing licences at the higher rate will qualify for a rebate for the period from September 1 to the date of expiry.
The rate of duty on showmen's vehicles is to be raised by only 25 per cent—not 50 per cent as in the Budget.
RESHAPING OF BRS IN THE SOUTH EAST ARISING from the reorganization in May of their London trunking services, when control was placed with the provincial bases, British Road Services 1.td. have now established a commercial office at 238 City Road, London, EC1 (Tel.: Clerkenwell 7677) with Mr. R. S. Trew, formerly South Eastern divisional traffic officer, as the commercial officer.
This move has been made to give traders served by the Loudon trunking branches a high-level commercial contact for their general haulage movements and inquiries, irrespective of which provincial district controls the particular service. Brancheswill, however, continue to deal with day-to-day requirements.