The Case for the Country Carrier.
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The Makers of Scout Chassis have, Amongst other Applications, Specialized in the Supply of Motor Vehicles for Country Carriers, and this is one of the Most Difficult Conversions to Effect.
The first time that we saw one of the modern Scout industrial chassis in use, happened to be in a village called Highclere, which is some few miles south of Newbury. On previous occasions we had been accustomed to watch with idle interest, on the same sleepy highway, the peregrinations of a somewhat sleepy carrier and his horsed outfit —the latter of the kind which is picturesquely familiar in so many rural districts in this country.
Promiscuously Packed in the Carrier's Van.
With studied impartiality, the country carrier has for years past contracted for the combined carriage of passengers and parcels. An inspection of the gloomy interior of the carrier's covered van body, as often as not reveals the stowage of human beings and hams, mangles and chickens, packed promiscuously, with but the slightest effort to secure comfort for the live load, or safety for the dead.
Primitive as these methods appear to have been for so many years: the carrier's cart has served well in districts remote from railways, and in earlier days still in localities far removed from the main trunk and coaching roads_ As in the case of so many other forms of conveyance, however, the regular carrier is now having forced upon him the undoubted advantages which accrue from the adoption of motor haulage.
The Horse too Expensive.
The cause for the ehanqe which is actually taking place in many rural parts of 'England at the present time., viz., from horsed carrier's cart to motorvan, is in a number of cases directly and rightly attributable to the fact that the upkeep of horses has been found to be such an expensive item. In one case which has been brought to our knowledge, a hardworking carrier with but little surplus cash has actually lost three good horses, for which he had paid
an average of 240 apiece, in less than twelve months. 'This, of course, practically spelt bankruptcy, but he happened to be a man of resource, and he also h-ad the advantage of the acquaintance of the Messrs. Burden, who are now in sole control of the works belonging to Scout Motors, Ltd. This carrier quickly learnt his lesson. In the course of conversation in market towns with men of similar occupation, he came to the conclusion that his was not an isolated case: that the hard work, long hours, and exposure to which the carrier's horse is frequently subjected, renders it a frequent occurrence that the horse has to be replaced. Over and above this, he had found that owners lose many good, hard-working animals through sheer adverse luck, owing to the development of physical defects and to the occurrence of physical mishaps. He, therefore, boldly decided to do without horses, and putting his ease before Scout Motors, Ltd., he was able, with its assistance, to give an order for a special class of machine which should be capable of doing all that his old horse-drawn plant could execute and a great deal more. That was the beginning of the Scout specialization in the 'natter of carriers' vans, as difficult a problem, in all likelihood, as is to be found in the whole of the industry, viz., economically to supplant the horse-drawn carrier's van, whose speed is no object, and with whom lavishness of equipment is an unknown quantity.
This first experiment was successful, and to such an extent that the Scout factory has already turned out quite a number of similar
machines for work of the same class in other parts of the surrounding country, and in all eases their owners are reporting increased business and increased profits.
Coming Home on the Roof.
In conversation with one of the Messrs. Burden, the writer was much entertained by accounts of some of the happenings which have already occurred to one or other of the motor carriers in the neighbouring counties. For instance, with a capacity for only 24 passengers, on several occasions one van has brought home loads of over 40 people. In one instance, it was whispered, though with what truth we are unable to say, a party which had been to a neighbouring village for a, tea-fight or something of that kind, returned in such good spirits that a number of them insisted on dancing on the roof the whole way home, which says much for the workmanship which is embodied in the Scout coachwork—and perhaps much for the strength of the tea.
The Finance of the Carrier's Calling.
The carrier, of course, has the problem of rough roads and considerable gradients to consider, and his tire bill is not a low one, but, with careful driving, and the selection of suitable treads, this is not an insurmountable problem on the score of cost. Indeed, it requires but little thought to realize that a carrier who has the business instinct developed to any extent can actually make quite a lot of money out of his machine, especially so if he has some smattering of mechanical knowledge himself. As a rule, the passenger fare averages ad. per passenger mile, and the journeys invariably are arranged for full loads in both directions. Without any thought, therefore, of the revenue which comes from the carriage of parcels, and of the considerable income which can be derived as the result of the carrier's acting as a middleman, the passenger revenue alone affords adequate return. Not only does the country carrier fetch and carry parcels of all descriptions—and those who are familiar with our countryside are certain to have noticed the mis
cells newts nature of the consignments, many of them of an amusing character—but he also purchases on his own account small quantities of produce from wayside farms and gardens, and sells them at his own price to his own customers in the towns which he visits. It will therefore be readily seen that he can afford to pay a decent price for his tires, and that the cost of fuel need not alarm him unduly. By the employment of a motor vehicle, he has definitely banished from his mind the worry arising from the possibility of lame or incapacitated horses. The rnotorva,n is tireless, in one sense of the word at any rate, and it needs to be on many of the Hampshire and Wiltshire highways.; hours are long, and the way is frequently hard.
• The Development at Salisbury.
It must not be supposed that Scout Motors, Ltd., is entirely confining its attentions with regard to its industrial branch to the supply of motorvans for carriers, although we have enlarged at some length on this branch of its business principally because it was to this development that the company is indebted for much of its present activity in connection with commercial motors.
We recently paid a visit to the Salisbury works, situated amidst pleasant countryside surroundings, close to the main line of the South Western Railway. The works were founded in 1902, and were formed into a limited company in 1904. For reasons which need not be recounted here, development was comparatively slow for the following four or five years, but, under the active management of the Messrs. Burden, the shops now present a busy aspect, and there is every promise of the Scout business becoming a very important factor in the industry before many years have gone by.
Some Customers.
The first heavy industrial model actually to be supplied was that to Mr. M. V. Hardy, a well-known chemist and aerated water manufacturer, of Salisbury. This was -, delivered two years ago last March, and was of the two-ton variety. It is true that this heavy type had been anticipated in delivery by quite a number of half-ton machines, an interesting batch of which included three vans for Hudson Bros., the provision dealers, for their branc.h at Bournemouth. These have been running satisfactorily for three years.
Amongst the country carriers who are now either users of COIL.iclerable experience, or who actually have Scout vans on order, we may mention : Mr. V. White, of Hurstbourne Tarrant.; Messrs. Hall and Son, of Salisbury and Shrewton ; and Mr. Herbert Whatley, of Barford, a village between Salisbury and Shaftes
ary.
For Milk and Fruit Collection.
In the shops at the present time, there are examples of the two-ton and the three-tan models. One of the three-tanners is for the, people who make the St_ Ire! specialities. They have decided to collect milk from a much larger area, and this sill necessitate the employment of motorvans. Another three-ton machine is to go to Messrs. J. Long and Co., fruit growers, whose extensive plantations are a conspicuous feature on the railwayside between Salisbury and Andover. In the case of this last machine, Messrs. J. Long and Co. are to use it in direct competition with rail
way facilities. They say that the advantages of direct motor haulage right into London are remarkable. They will save much by the avoidance of breakage of consignments, and of the waste of time in connection with the return of empties. Another great facility is the contemplated cheaper form of packing which may be adopted. It is anticipated that a journey to Hansurs and back will often be a day's run.
Mechanical Details in Brief.
We are enabled to reproduce a number of photographs which illustrate quite well the principal mechanical features of the Scout chassis. Both the two-ton and the three-ton machines are of distinctive design, although they embody only a few features which are unconventional. The two and threeton models have engines of 102 mm. bore and 140 mm. stroke, and are rated at 32 h.p. The four-ton model has a 112 mm, bore, 140 mm. stroke, and is rated at 38 h.p. Features which compel attention in connection with the Scout heavy chassis are undoubtedly the large but syannetrical bonnet, the long frame with its substantial pressed-steel side members, the comparatively small wheels, which are. deliberately adopted in order to avoid the necessity of paddle-boxing the coachwork, and the conspicuous and workmanlike chain cases.
No detail of the Stout chassis has been embodied without very
full and careful consideration on the part of the designers. They have a reason for everything. For these large models, they condemn the live axle an account of cost of upkeep, and in preference exclusively adopt side chains of the
silent variety. Other advantages are maintained efficiency, clearance under the back axle, and ease. of replacement, all of them features of the chain drive which they declare are of paramount importance in connection with provincial service of all kinds.
A detailed inspection of the chassis reveals little that. is radically new in practice, although it appears to be sound throughout. One component, however, which calls for particular comment is the cork-inserted (dutch, and this has given the Scout, people every satisfaction under trying conditions. We inspected examples of this dutch which had been removed after running continuously many thousands of miles. It was remarkable to notice the even wear, although of little magnitude, which had taken place on all the small corks, which, by the way, are of the kind normally fitted in champagne
bottles. At intervals round the periphery of the cork-faced member are spring-mounted corks, which take up the drive before the main clutch is properly engaged. The normal cone surface is of 24 degrees included angle. The engagement is by means of three centrallyspaced helical springs. Of the engine, it may be said that it is of the four-cylinder, valves-all-on-oneside. type. There is a Free scheme of thermo-syphon cooling, in which there is a big lift and every inducement to the water to circulate through the large radiator.
A few words may perhaps be added in regard to the careful and thoughtful way in widen the lubrication to the engine has been schemed. A large sump contains
the oil, which is lifted by means of a small toothed pump into conduits consisting of lengths of small steel tube cast into the crank chamber. Passing through these ducts, the oil is distributed to the main bearings, and thence through suitable grooves into rings turned in the outer faces of the crank webs. Thence the oil passes centrifugally through holes drilled into the crank pins themselves. This system, we are told, in conjunction with the employment of light stamped connecting rods, carefully machined and lined with white metal, gives excellent results. The camshaft and other subsidiary drive is operated by silent chains, of which we reproduce a photograph. Two separate ignition systems are provided—high-tension magneto, and a four-cylinder trembler coil with commutator and battery. The brakes appear to be of ample proportions, those on the back of the gearbox having locopattern shoes lined with Ferodo. The cardan joints on the final drive are of the de Dion loose squareblock type, with the blocks made of hardened steel. The differentialcase which also carries the sprocket shafts, is of exceptionally substantial design.
We need add little on this occasion with regard to the Scout industrial programme. The shops are very busy, and a walk round them revealed the fact that the organization appears to be good, and the plant mostly modern. Unusual indeed it is to find in a works of this size a complete miniature foundry, where not only all the gunmetal and aluminium castings are produced, but those of east steel also. Mr. Burden, whose practical knowledge of this difficult branch of founding serves him in good stead, produces mild-steel castings which, from actual observation and test, we are able to state are most useful in service.