BODYWORK SUITABILITY.
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A Few Points from a User's Notebook on Important Matters for Attention when Settling the Design of the Vehicle.
IT GOES without saying that the chassis is the most important part of a commercial vehicle, and this fact is recognized to-day. After taking pains to get the best mechanical job, however, it is still necessary to be careful about. the bodywork and to see that this is equally suitable for the work it has to perform.
Attention to a few details, when the coachwork is pat in hand, will often save expense in repairs and give more satisfaction in use.
The Lorry Platform.
The open platform on a steam or petrol lorry seems such a. simple proposition that it calls for no examination. It will be found, however, that the standard body as supplied would often be more efficient if it had been modified when built. Take the case of a lorry engaged on carrying milk churns. A standard milk churn weighs about two hundredweight and the natural method of moving it is by rolling. Hence, we get exceptional wear on the platform of the lorry, the remedy for which is a substantial sheeting of half-round or flat iron, It is no good attempting to apply this when the floor of the -lorry is worn into grooves. It must be done at the beginning.
It is difficult to suggest anything more practical than the half-round or .flat iron, 'although it cannot be said to deal so successfully with the wear caused by rolling as that arising from a rubbing. If the ribs of iron are placed transversely and not too far apart, this rolling wear is better dealt with, lout, when the churns are full, the rolling is more rolling in name than in fact, being more a series of bumps.
Lorries of this type are, generally, fitted with posts and chains. It is an advantage to get the posts set in a little from the edge of the lorry, so that they are not scraped or knocked off when the lorry rubs against the doorposts of the garage or another vehicle. In • course of time, these posts always tend to get bent outwards, so a little additional clearance at the beginning is a great advantage.
Wood or even coach screws are not substantial enough for holding the feet of these posts. Nothing but bolts right through the woodwork will prevent the sagging of the posts at an early date. Obviously the ends of the bolts shouldbe burred over the nuts or the latter be split-pinned op. By the way, see that the feet of the posts are a substantial job. If the posts are fixed, there should be three feet welded on it is also advisable that those at the rear corners should be extra strong ones.
If the posts are removable, the sockets should be a sound job and of sufficient length to hold the posts upright and securely. .
Whether the lorry carries milk or beer, both are too dear, nowadays, for one to run the risk of a churn or barrel dropping off into the road.
For exceptionally heavy goods, it saves labour to have a hinged tailboard, 'so that goods can be slid off. This is not necessary where the goods ars of normal weight, or where the vehicle is loaded and unloaded from decks. There is no point in having a very high tailboard, as a rule.
TheCab.
Ample. protection for the driver is an essential, and, on a petrol vehicle, side doors should be fitted. Canvas and mica screens seem popular with drivers-. They afford protection in inclement weather, give a good view of the road, roll up out of the way in fine weather, and are not easily .damaged.
It is always an advantage to consider the driver and his mate, and to make provision for their belongings.
If one omits to do so one often finds the fire extinguisher has been left at home, and the tools cramped in with the spare oil, in order to make room for dinner baskets and personal clothing.
A lorry, made comfortable for the driver, will, as a rule, be a lorry well cared for. Therefore, do not forget to see that provision is made for carrying tools and spares in comfort and disposed so that they are accessible. If the driver has any writing to do, en route, give him a place in which to keep his books. See that the window at the back ,of the cab is in. such a position that the driver can get a good rear view, without having to stand up when reversing. If the goods to be carried are bulky, then, of course, one requires the largest body that the c.hassis will accommodate ; otherwise the body should be no longer than is necessary. A large body only half full teads to sway and to get loose, besides adding to the dead weight.
The use of a covered van. implies that the goods should be kept dry. See, therefore, that the roof of the van is well cambered and made quite watertight. If goods are carried on the roof, additional slats should be fixed to prevent them wearing through the canvas and causing a leak. Doors are a nuisanee, as they always tend to wear and come open. Good bolts and locks, which project at least one inch, are essential. If the goods carried are valuable, it pays to have doors in the front as well. These can be arranged to slide at the back of the driver, so that he can get at goods from the front as well as from the back.
If it is necessary for him to leave -the van, both doors can be locked and the goods left, without fear of loss by pilfering.
The design and lettering on a van should be considered -aarefully, for as has oft times been said, every commercial vehicle is a moving advertisement.
The above points do not, by any means, exhaust those which should be considered by all who.are purchasing new vans or lorries. The special requirements attaching to their employment shbiald be carefully considered andprovided 'for. Attention to them with the wise selection of a chassis will ensure a vehicle of all-round reliability, and most commereial vehicle makers will be pleased to.ineet their clients' wishes, and see that the coachwork is equally as satisfactory as the chassis.