Opinions from Others.
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Business Motor Drivers—a Good Word for the Steam-wagon Man.
The Editor, Tifs COMMERCIAL .M MOH .
[1,253] Sir,-1 am the owner of a tri-car which I have driven some thousands of miles. I use the little machine to a great extent for transporting myself from my cottage in the country to my office in London, and my route takes me through several busy suburban centres, as well as some of the crowded thoroughfares of the Aletropolis. These include Twickenham, Kingston, Riehmoncl, and the route through Putney to Charing Cross. In them, I meet daily a large number of drivers of all types drivers of all classes of conveyances.
It is to offer a few observations and criticisms of these drivers, and more especially of the drivers of motor-propelled business vehicles, that I beg you to accord me the publicity of the columns of THE COMMERCIAL Mvrox.
may as well state at the beginning that I do not approve of the ways of all commercial-motor drivers, and
I have mentioned the fact that I run a tri-car, because I feel that the smallness of my vehicle may have much to do with the attitude of other drivers towards me. I would
like to dismiss the question of the driving of private cars. by saying that most of these are driven most considerately. and this, I imagine, is due probably to the fact that the owner of the car is generally aboard, and is in a position to keep the driver under his eye all the time.
Looking at the matter of business cars as a whole, it seems that the greater the capability for speed which a vehicle possesses the more will he the risks that its driver will take, and the greater will he the danger to other users of the roads. This applies more particularly to the London streets, and it was the case before the advent of the self-propelled vehicle. In those days, the driver of the hansom cab was the worst offender against, the rules of the road: he it was who would, without warning, make his horse pirouette round the cab in response to a call from a hirer, and always careless of what was hefore or behind him_ The taxicab driver has, I am much afraid, ousted the hansom-cabby from his proud position of the " terror of the streets," and has shown him that, with a possible speed of thirty miles an hour and one or two handy brakes, he makes "small beer" of the performances of his older rival. The principle of " cut in anyN‘ here and at all costs," as practised by the motoreab driver, is one that gives the greatest offence to every responsible driver on the streets, and is one which moves to the worst-possible language even the erstwhile offenders.
After the motorcab driver comes the driver of the motorbus! he seems to be desirous, too, of qualifying as a public nuisance. His speed tells him that he can get past almost anything except the " taxi " or the private car,
and the weight of his vehicle makes him confident that he is likely to come off best, if anyone insists on keeping their own road and a smash is the result. Drivers of light cars know well that they haven't a chance if they collide with such a big obstacle, and they will strike the kerb or mount the pavement in order to keep out. of the way of such a vehicle. The abuse of the road is strongly marked when, as I have myself seen on at, least three or four OCCRS1011S, a slow cart is being passed by a lighter horsedrawn vehicle, which in its turn has a motorbus alongside of it, and abreast of all is a motoreab, close up to the kerb on the wrong side of the road, trying to get ahead. Such a solid phalanx I have watched proceed from the crown of Putney Bridge, whilst I and others going towards them were forced to stop fifty yards away until they had sorted themselves out. Such incidents as these, which I um sure are of common occurrence, breed very_ bad feeling against the drivers of the motor vehicles I have mentioned, and I am of opinion that some steps should be taken by the masters of the men eoncerned to :abate the danger to the public generally. To turn to the brighter side of the question, I have found that the driver of the steam wagon or tractor has almost invariably proved himself to be a careful user of the road. Althotigh he may have a heavily-laden vehicle and a trailer to look after as well, he will, when he sees me, give me a good half of the road on which to pass him, and he is the first to stop at any point where several vehicles are likely to get " mixed up ' together. I take it that it is because such a driver is usually a mechanic as well, and has the repairing of his machine to look after, that he takes care of his vehicle and keeps it out elf mischief. Again, though his vehicle may rival the motorbus in weight, it has not the speed with which the driver may " make a show for the girls," and, lastly, his initial training in sober circles has, doubtless, taught him that consideration for others which is so much to be desired,
If If the drivers of whom I have written earlier in these .observations would realize that good driving does not mean " who gets there first," but " who gets there with the best record behind him," and would act up to the principle, there would be an end to much of the muttered cursing that follows in the wake of their vehieles.—Yours faithfully,
Hampton.
Standard Tests for Motor Fire Pumps.
The Editor, THE COMMERCIAL MOTOR.
[1,254] Sir,—Considering the interest taken by the fire service generally in the " Fire-Brigade Matters '1 columns of your interesting journal, I venture to ask you to help to place official tests of motor fire-engines on a merereliable basis than they are at present. I have suggested a schedule of headings under which results might be tabulated, and these might be set out so that any practical fireman would understand them : in such a way, in fact, that he could gain knowledge from the results, although he might be unable to be present at the tests and to make observations for himself. The headings should be as follow : maker of machine; h.p., B.A.C. rating; type of pump and maker's name; pressure on pump; size of hose—lined, indiarubber or unlined; length of hose in use; number of deliveries in use; size of nozzle or nozzles; pressure at base of branch pipe; quantity of water thrown per minute; time taken to obtain 26 in. vacuum.
If the relative values of the different horse-powers in use were set out in a table, say, from 10 h.p. to 70 h.p. B.A.C. rating, as the basis to work upon, it would help one to make comparisons quickly, without the necessity of having to work out a lot of figures, especially in cases in which makers do not state their horse-power in R.A.C. figures, but are probably contented to use ordinary b.h.p. or Lanchester's formula. You will doubtless recollect the controversy that arose over the last Glasgow tests, owing to a horse-power standard not having been stated.
Another reason for the form of tests suggested is that stated heights of "jets thrown " are itry misleading ; a fair or foul wind, a good or bad nozzle, the presence or absence of comparative heights, such as high buildings or tall chimney-stacks, make all the difference when the jets are shown on a photograph, but with a good gauge at the base of the branch, reliable data are to hand, which no photographer can make or mar.
As engineers, you will realize the value of the other items I have set out, so that I need not further enlarge upon them.
I have come in contact with several persons interested in this matter, and I find that some doubt exists as to the exact differences between a rotary, a centrifugal, and a turbine pump. A short definition of each type would. I am sure, be of value to those about to enter into the market for motor fire pumps.
The old school of fire engineers has become very-much attached to the reciprocating pump, and it has not much confidence in the turbine class of construction. One large maker actually recommends " reciprocating " against • " turbine " apparatus. Hence anything that can be done to enlighten some of us will be of value to the fire service generally, and confidence would be given with regard to the rotary-driven types, of which, at present, there are several on the market against only one reciprocating that has a reputation behind it. That the rotary type has come to stay is evidenced by its advance in England, Scotland, Ireland, the States, Germany, France and Italy. This fact requires driving home to many of our fire engineers, and I should be glad to see you help drive it.Yours faithfully.
J. W. DANE, Chief Officer, Croydon Fire Brigade.
The Future Three-tonner.
The Editor, THE COMMERCIAL MOTOR.
,.'1,255] Sir, I am very pleased to see that " A Lanceshire Carrier" has replied [Letter No. 1,251.—En.] in the most-convincing manner to Mr. Aveling's criticisms of steam as a motive power for road vehicles, and more particularly for lorry work. I must say I was exceedingly surprised to see Mr. Aveling's letter, as, from what he said, lie cannot know of the immense progress that has been made in the direction of applying steam gas" to the propulsion of road vehicles. " A Lancashire Carrier," in my humble opinion, makes a remarkably-pertinent statement, when, referring to the question of tare weight, he says "the steam engineer will meet the case by using his steam at a higher pressure and temperature!' Is Mr. Aveling unaware of the fact that there are now in existence two-ton lorries driven by " steam gas," or by steam at temperatures of from S50 degrees to 950 degreee Fehr., and at pressures up to 1,000 lb. per square inch as required? If so, I should, if I may say so respectfully, advise him to inquire of the Government of Natal, or, if he is really interested in the matter, he could very likely gain a good deal of information from a perusal of the advertisement pages of THE COMMERCIAL MOTOR.
As you know' Sir, 1 am a believer in the future of " steam gas." We are now only just at the commencement of its application to road work, and there is an immense field of development open before us. In fact, it is really a completely-new form of power producer, and is as distinct from wet steam, that ordinary well-known servant of man, as the latter is from internal-combustion or power produced by explosions. The principles, upon which a successful "steam-gas" engine can be made, have only lately been discovered, and, although there are now ie existence, as I mentioned above, very-successful vehicles using this form of power, there still remains a vast deal to be done in the way of improving the system and of extending its applications. For it is suitable not only for
lorries and for heavy road work, but for pleasure cars, boats, and, I am convinced, in the end even for aeroplanes. In short, wherever a really-reliable, compact, and light form of prime mover is required, the claims of " steam gas " will, before long, have to be considered.• Yo u rs faithfully, Richmond.
Railway Goods Rates.
The Editor, THE COMMERCI A L MOTes.
[1,256] Sir,—I have just had a copy of your issue fur the 3rd November sent to me, with my attention drawn to page 185, respecting the question by " North Britain [No. 1,713.—Eu.]. I should very much like to have a word with you on this point. No doubt the book mentioned [Railway Maximum Rates; Charges and Traffic Acts.— ED.] will be found very interesting by your correspondent. but, I venture to say, of no practical help. Railway rates are truly a " maze without a plan," and only those who have had personal and practical experience in railway rates and methods in all branches can ever be capable of handling the question. To me it is not a question of what are the maximum figures that the railway companies are allowed to charge, but of the minimum rates they will and can be made to charge. I may say that I am an ex-railway official and am controlling a large dispatch department. In no instance am I paying the maximum figures, but in many cases, where a fair quantity of traffic passes between two given points, I only have to meet rates 50 per cent. below the maximum.
I affirm that it is quite impossible to issne a genera! guide to the public as to what they ought, or ought not to pay. Many have tried and have hopelessly failed. Everything depends upon circumstances. Of course there is inueli that can he said that will prove very helpful to those unacquainted with railway rates and methods. In fact, volumes might be written on the subject, but it is really a question of unwritten Iaw. That is, under certain circumstances, there are steps to be taken, of which only practical persons are aware, and of which only the experienced can know, inasmuch as there are no official regulations or instructions issued regarding them. For instance—and this is only one of many—let me illustrate a case. My employers had occasion to forward by rail 30 tons of a certain commodity. The railway company charged 28s. 4d. per ton for the consignment, and, according to the classification, they were fully justified in so doing. In fact the rate was not the maximum figure that they were entitled to charge. However, I only paid 7s. id. per ton, thus saving a sum of no less than £31 17s. M. No doubt the story seems incredible, but I can prove it, and it only shows where one would he if charges were based on t lie maximum rates, for particular traffic.
It, is quite impracticable for a business man to have to consult a book every few minutes, as every busy man must know, even if it were possible to compile a complete guide. No, Sir, what " North Britain " wants is an exrailway official, one who is thoroughly conversant with railway methods and rates, both goads and passenger. A station-master from a medium-size station for preference, a malt with practical experience. Nor does your correspondent (as most people imagine) want a man from a large station as they are only conversant with their particular branch. A smart railway official is to manufacturers a veritable encyclopeedia, as doubtless many can testify. When I inform you that I have been instrumental in reducing my employers' carriage account by over £2,000 per annum I think I can justly claim that my statement. is amply demonstrated.Yours faithfully, AN EX-RAILWAY OFFICIAL.
i'the book in question will help an appreciation of factors.–End