Steam-wagon and Tractor Progress Since 1898.
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Any time now spent over a perusal of the records that were obtained, in the month of May, t898, with typical steam vehicles of the only three British makers then on the market, is amply repaid by the instructive lessons which are conveyed. We intend to give, by way of introduction to the forthcoming commercial motor trials of the R.A.C., a few reminiscences and statistics from the Liverpool trials of 1898, 1899, and 1901, and the R.A.C. trial of 1899, the former of which Were organised and conducted by the writer. Pages 467 to 469 of this issue provide the first instalment, and nobody can fail to be impressed by the fact that the roadside incidents which are there related took place only nine years ago. Many readers of this journal are owners of steam wagons, and we do not hesitate to say that all but the pioneers will be nothing less than amazed when they note the wheel, boiler, engine, and other mishaps that occurred long before the vehicles had accomplished mileages which are customary to-day in half a working week !
A reminder of these early faults should not be devoid of comforting and composing influences, alike for makers and users of steam road-motors or petrol omnibuses. The wagon and tractor business was non-existent ten years ago, and less than twenty of these machines had been delivered by the end of 1899, yet we now are witnesses to a regular output in excess of twenty-five per week by established British manufacturers. Steam wagons and tractors, the first examples of which caused ridicule and derision to be heaped upon the heads of both designers and purchasers, are now practically standardised, and are sources of certain profit for those who engage in their production or use. Motorvans and motor Iii buses, whose trials and preliminary road tests came later
than was the case with steam wagons and tractors, have been immensely improved during the past two years, and the latest models provide nearly as marked contrasts of performance as do the steam wagons of 1907 with those hardly creditable accounts to which we have drawn attention. It is in the recalling of such facts that encouragement for the future may be found.
Apropos the demonstration trial of September, we are pleased to know that there will be some more entries from makers of steam wagons and tractors. These machines will yield results for the establishment of numerous interesting comparisons, both with contemporary and earlier models, whilst the wide publicity that will attach to the tests and the Club's report thereon must assist trade.
The "Unseen" Foundations of Local Feeling.
Bright spots are badly wanted in London motorbus circles, and we are happy to be able to record two more which have come to the surface since the owners of shallow railways and tubes " bee-an to squeak " in their contest with the proprietors of self-propelled daylight vehicles. One of these hopeful indications is considered here : the other is reserved for the following editorial. The first new feature may, to some minds, appear of minor importance : it is the remarkable change of front that has been assumed by some of the local papers in Greater London. A peculiar trail of London life, but one that is none the less true, is the custom of business and professional men practically to ignore any newspaper other than one or more of the accepted " dailies " • yet, in each of the 28 boroughs that op to form Greater London, and many of which have a b population in excess of provincial towns where support is found for a couple of recognised daily papers, a local Press does exist. These journals, though unseen " by the average Londoner or visitor to London, and whilst their lack of outside or general influence is admitted by all parties not excluding the publishers, have no inconsiderable capacity for good or evil qua the motorbus, and we might give details, did space permit, to show the intimateconnection between their columns and sundry anti-motorbus petitions. Scrutiny of cuttings from them discloses many interesting, if exclusively parochial, views upon street noises and other topical matters, and there is no gainsaying the experience that the adoption of a more friendly tone by some of these comparatively obscure journals has been followed by a corresponding diminution in the bitter antagonism and vehement protestations of suburban busy-bodies. It is, therefore, not unworthy of a place in the chronicles of the Motor Omnibus World, that we should note the appearance of a more reasonable attitude on the part of many a district " Observer," " Gazette," or " Times " in Greater London. A correspondent, as may be seen (page 471), has forwarded to us the latest example of this most welcome development. Without quoting the name of the paper, we may say that its editor, after taking Mr. Chiozza Money, M.P., to task for certain Wild assertions about motorbuses, and for his belief that ratepayers' money should be used to banish the vehicles
from the Metropolis, proceeds . . " apart from the recklessness of the proposition, we have to consider the gross injustice that would be done to thousands of middle-class people whose thrift has made investment in omnibus stock
possible . . . Our experience is that the motor omnibus supplies a public want in traversing rapidly those routes which are not, and cannot be, touched by electric trams, and that it is as much a necessity to-day as the precious service of the London County Council, which, in the eyes of some misguided people, is the beginning and end of municipal wisdom. . . . Rather than shriek against petrol fumes and call for the ostracism of the motor omnibus from the highways of the Metropolis, we should encourage the multi
plication of these vehicles . ."
We are satisfied that the tardy appreciation of the motorbus by a growing percentage of these local papers is a remarkable sign of the times, and due to sheer merit. There are, for one frontager—be he a duke or shopkeeper—who rails against the motorbus, not less than one hundred residents who benefit from the. advent of a service. We recommend to those who profess to hold up the glass to public opinion, that they should go further in the path of duty, and that they should abandon the cause of the selfish few who seek to foster opposition where no real grounds for objection now exist. Like the conference of borough councillors which met at the Westminster Town Hall in December last, let these papers unite in blessing the motorbus ; nobody will upbraid them for their laches. The interests of a few wirepullers in any particular district should, in these days of progress, be relegated to the background, where the convenience of the majority is at stake, and any local editors who continue to aid the artificial campaign against motorbuses will have to find new supporters, if they do not come into line with a public demand which is now thoroughly demonstrated. Failure to recognise the return of the motorbus to favour with the travelling public will be construed as proof of inability to show intelligent appreciation in other directions.
The Claims of the Char-a-ba.nes for Use in the Metropolis.
Several operating companies have been discussing the introduction of motor chars-à-banes for service in London, and the same proposition is under consideration by other parties. The serious fall in revenue which results from bad weather is an unhappy commonplace during the winter months, but there is a feeling abroad that something must be done to maintain fare receipts at a more uniform level throughout the year. It is not unlikely, too, that the disappointing returns since Easter have accentuated the hankering after a means to the end of sustained traffic during a wet and relatively cold summer. Proposals for a canopied double-decker appear to meet with but a cold reception : the police say a canopy will catch the wind, be top-heavy in consequence, and obstruct the vision ; makers of chassis and tires fear the sequels to its extra weight ; operating companies fall between the two. Even the suggestion for individual canopies for each garden seat has not been put to practical test, and it is clear that the line of least resistance lies elsewhere. We are brought, therefore, to the claims of the single-deck, canopied, motor-coach or char-A-bancs.
It was asked, in the course of a short illustrated article which was published in our issue of the 6th September last —will the observation car invade London? This type of car, with cross-seats rising in tiers, has taken a firm hold in the provinces, and some excellent specimens of suitable coach-work have been produced, but it has not yet been admitted to a place in the passenger-carrying industry of the Metropolis. The question of its adoption now arises, however, and that by reason of no transient possibilities which might be held to attach to the custom of mere sight-seers : it raises its head on more solid bases. As was solely reported by this journal in its exclusive account* of the proceedings of the French municipal delegates in London, the Commissioner of Police has announced his intention to reduce the seating capacity of mechanical stage-carriages. This contemplated change in the conditions for obtaining a certificate of fitness, which cannot usefully or equitably be made retrospective, promises to come within the sphere of active negotiation at an early date, and that prospect inevitably brings the details of roofed, single-deck omnibuses into prominence. We do not infer that there will be no further call for double-deck vehicles, for patrons of London motorbuses will not tolerate the arbitrary removal of their cherished top seats at one fell swoop : but we feel confident that the inherent advantages of the char-h-bancs body will be widely admitted by proprietors if they have to pay their way with six less seats than are now allowed. Given protection from inclement weather, the public will show its preference for travel above ground, and the 28-seated char-hbanes, with all its seats arranged to provide immunity from wind and rain, should prove a better fare-taker than the vehicle with 14 of its 28 seats exposed. The same arguments will, of course, apply to 34-seated vehicles, and we shall still commend the char-h-bancs body, if Sir E. R. Henry alters his present views when he has heard the whole of the contentions against the reduction. The principal pleas in favour of the 34-seated double-decker are, that vibration troubles are chiefly due to excessive speed, and that only a small reduction in back-axle weight can accompany the change. The subject was discussed by us at some length in our issue of the 16th May (page 264 ante), and we still believe that strict enforcement of the f2-mile limit, except for overtaking purposes, is capable of securing the same object —the reduction of vibratory tremors in houses and buildings which adjoin main streets.
Plenty of opportunity for discussion will, without doubt, be given to both makers and owners by the Commissioner, and we hope the alteration will not be announced until a modes vivencli has been arranged. It will he an enormous slice out of maximum earnings, if 18 per cent. less seating capacity is to be provided in future bodies, and the unavoidable loss will jeopardise the position of all the operating companies unless some very material concessions of a compensatory nature are made in other directions. It only remains for us to announce that the Public Carriage Branch of New Scotland Yard is prepared to license chars-habancs for use in the Metropolis : a centre gangway at least 15 inches wide will be required, with safe and convenient means of ingress and egress, and a suitable commode rail to assist passengers. This announcement of a preparedness to license the canopied char-h-bancs, which has been officially communicated to " THE COMMERCIAL MOTOR," constitutes the second " bright spot " to which we made reference on the preceding page : we regret the occasion to couple it with an apparently adverse factor.