Oh dear… that´s some collection of fine transport history. As Graham says, it would be most appreciated if you would let us take part of some more of your great collection 
. Brochures are a great way to show the history and development in the history of lorries… cabs, superstructures, trailers and everything around it.
/Stellan
A small contribution from Sweden again 
This information sheet was placed in a binder from 1985, but to me it looks more like 1975. Maybe someone here can help me with a more accurate dating? Didn´t most lorries used to this kind of work in 1985 had a tail lift… and I wonder what a driver of today would say about this arrangement when unloading beverages or similar goods 
/Stellan
Autotransit:
A small contribution from Sweden againThis information sheet was placed in a binder from 1985, but to me it looks more like 1975. Maybe someone here can help me with a more accurate dating? Didn´t most lorries used to this kind of work in 1985 had a tail lift… and I wonder what a driver of today would say about this arrangement when unloading beverages or similar goods
/Stellan
Quite a intresting way to unload booze
Hello folks. I thought I would throw some really “historical” brochures up this morning, something that doesn’t usually feature highly on TruckNet from the pre - diesel days…
There’s some more of my brochures here too…viewtopic.php?f=35&t=88758&p=1252494#p1252494
Really like those old brochures… how they use the language and the artistic pencil drawings in which they could show their product at its best. My knowledge about the really old industry of lorry making in the UK is minimal, so it´s most appreciated to get some information about it here.
Didn´t most of the makers of steam engines have more than one “branch” for their engines, or were they more specialized into different segments of engines? If you have anything showing the more “technical” bit of the steam lorries it would be interesting to see how they were built.
/Stellan
Hi Stellan, thanks for your interest.
Steam Wagons were built by a variety of companies including some with backgrounds in traction engines (“road locomotives”) and agricultural engineering, some with maritme connections and some were formed specifically to build wagons.
The French were early pioneers of steam wagons, and the Germans also produced some advanced designs in later years, but it was in the UK where steam was the preferred power for the heaviest jobs in haulage. In 1925 there was said to be 9 000 steamers on British roads.
I am no expert on the mechanical workings of these vehicles, but there were many varities of boiler and drive arrangement, in two principle configurations; Undertypes (as depicted in all the brochures) where the boiler is under the engine, and Overtypes where the bolier is mounted above the chassis like a railway locomotive. Foden’s specialised in overtype wagons.
I have scanned the engine details of the Sentinel S Waggon, which was the last steam waggon to be built (the final lorries being sold in Argentina in 1950) and the boiler and engine for the Fowler.
Hi Richard cracking details on the steam waggons, wondered if you have any on fodens as l am building a third size C type.Keep up the good work . Regards crowbar
Hello Crowbar,
I have a 1920 Foden Steam Wagon catalogue, but it doesn’t really lend itself well to scanning on account of the substantial way the pages are bound (it won’t lie flat on the scanner without damage). It doesn’t have too many technical details actually, as it features mainly photographs of operator’s vehicles (that are often seen in books) and testimonies to the wagon’s reliability and economy. I managed to scan the first page though.
With a domestic production of fuel (coal), I can understand why steam wagons were in use for such a long time. But it must have been some other reason besides the fuel price why they kept them in traffic for so many decades after the petrol engine arrived. Another thing I´ve been puzzled over is the size of the engines for lorries compared to locomotives, and how they achieved so relatively high efficiency in the lorry engines.
The closest we ever came to steam engines in Sweden was the generator gas during the Second World War, so it´s most interesting to learn more about steam powered road vehicles. Maybe it´s worth a thread by its own…
/Stellan
Keep them coming Richard. I’m extremely envious of your collection!
Following on from the SCANIA brochures that have been posted, I found this one.
Can’t say i’ve ever seen one with the short bonnet.
Any information Stellan?
The brochure is from a Dutch distributor.
Smaller lorry, 4cyl engine. Cab and bonnet were different to all other SVs at the time of its introduction (1964).
sv.wikipedia.org/wiki/Scania-Vabis_L36
Found this on the web:
Some good stuff all,keep them coming.
Silkolene Oils,Belper. The times I’ve gone passed and never thought to take any photo’s.
All residential now and just a memory.Silkolene as I’m sure everyone knows are part of the
Fuchs Empire,o well Belpers loss Stoke On Trents gain 
unless you lived near by and were
glad to see the back of the smelly old refinery 
.
You will need your glasses to read the text.
Mike.
I’ve just seen that Richards put some very interesting brochures on the ‘European built Macks’ thread.
Didn’t realise quite how involved with the European manufacturing industry they were.
Juilman:
Autotransit:
This was a new model for me… have never heard about it before, so it´s a real good find/Stellan
Maybe it means “högerstyrd” (RHD), as in Scania modells at the time, all the letter meanings were in swedish.
As you Stellan very well know
I think LBS meant 6x2 the LB110 was 4x2. LBS110 6X2 and LBT110 6X4
