TheSubvention Terms of the British War Office.
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Sonic 31 months ago, to be precise, in our issue of the 9th May, we-published the complete text of the War Department's subsidy scheme. The text of the scheme, without alteration, except in respect of a few literals, is now in circulation. Shortly after our publication of the document in question, the necessary assurances as to its correctness were given by the Secretary of State for War, who merely pointed out that the specification was-liable to alteration yearly. There are, none the less, a few additions.
Clause No. 14 now opens with the words " Engine lubrication to be by means of a positively-driven pump." In clause 16, the blanks are now filled up to read "The maximum reduction on bottom speed will not exceed 40: 1 for class A and 33: 1 for Class B." In clause 21, we find 1030 mm. for 1020 mm., and 870 mm. for 860 mm., under compulsory dimensions for wheels and tires in class B. In clause 23, a variation of in. is substituted for in. In clause 26, two new sizes of ball bearings are sanctioned. In clause 40, it is added that the two independent sprags must be operated simultaneously, and it is required that., instead of on the dashboard, the handle for operating the sprag shall be on the left-hand side of the steering pillar, 10 in. below the centre of the steering wheel.
An important addition is made to clause 42, and this reads : " Manufacturers to satisfy the War Department that, where the materials used in the construction of subsidy-type vehicles are not obtained in this country, no appreciable delay would result in the case of war with any foreign Power in obtaining exactly-similar materials from British firms, so that it would be possible to ensure that their output would not be restricted by failure to obtain delivery of raw materials and other parts." Minor additions are made to the requirements of tools, accessories and spare parts, whilst manufacturers are required to furnish sets of drawings, which must be fully dimensioned, and to supply certain particulars in regard to enrolled lorries.
The annual subsidy of 220 per vehicle will be paid half yearly, in .arrear, and the total subsidy which any owner may receive in three years, provided he conform to the conditions, will thus amount to 2120.
Reverting to the purchase premium of 250, which is to be paid in six half-yearly instalments of 28 Os. 8d. each, in arrear, and to the further purchase. premium of 210, payable in six half-yearly instalments of 21 las. 4d. each, in arrear, for vehicles equipped for the carriage of meat slung from the roof, we must repeat our comments upon the unfavourable comparison which is established by this method of deferred payment, as opposed to the generous cash payments in France and Germany.
The German scheme is 2200 down, plus £50 per annum, for five-tonners ; the French scheme, 2120 down, plus 290 per annum, for three-tonners.
Buyers who may be interested to peruse the full particulars at their leisure, and who may not have
before them our issue for the 9th May and those for subsequent weeks, can obtain the fullest information on direct written application to the Secretary of State for War, Whitehall, S.W. We may remind them that the types to be subsidized are those capable of carrying useful loads of three tons or 30 cwt., and that. no vehicle with chain drive or worm drive is eligible.
It goes without question, that we have not space at our disposal to reprint the conditions or our criticisms of them. We may. none the less again state our conviction that the War Office is doing unwisely in shutting out the chain-driven vehicle in particular, having regard to necessary operative conditions off the -highway when bridges are broken, as many undoubtedly would be in time of war. This is but one of the points to which we have reason to believe wide public attention will soon be drawn.
A few manufacturers have, of course, already shown their preparedness to get to work upon the War Office specification, and some of these have production well in hand at the present moment. A few more, in all probability, since the date of our publication of the specification, have also been tinning over the pros and cons. of the situation. It is a strange commentary on War-Office procedure, but none the less a fact, that some makers were ready with and demonstrating subsidy-type machines on the road prior to_ the date of official publication of the specification. As a matter of fact, only six copies of it were sent out in advance. Why h There is little doubt that a considerable number of vehicles will be constructed and sold in accordance with the specification, and, from the point of view of seeing some advance made towards the creation of an adequate transport reserve for use on common roads, we sincerely hope that the totals will come up to the expectations of the War Office, which are understood to be something in the neighbourhood of 1000 vehicles all told for the present.
Trade Expansion Now Largely Due to the Demand for Motorvans.
Urged by anticipations of big volumes of new business at the Olympia Show in March next, several of this country's leading motorcar manufacturers are about to enter upon, or to resume, the production of commercial motors. We are indebted to friendly correspondents for various advices in regard to these matters, and some detailed particulars of the progress in hand will be given in early issues.
We are glad to observe that the majority of these new developments is the direct outcome of the steadily-increasing demand for motorvans. The steam-wagon trade re-established itself during the years 1905-1907, and the motorbus came to be regarded as an accepted success during the years 19091911. All that time, ever since the coming-into-force of the Heavy Motor Car Order on the 1st March. 1905, the construction and use of motorvans had been making progress.
Handicapped though the van branch of trade
admittedly was by the motorbus dgbdcle of 1907, its inherent strength has stood all tests. The revival of public confidence in the motorbus has, as we have repeatedly pointed out, found an echo in a renewal of confidence in the motorvan, whilst the accelerated depreciation of horses in many stables, both large and small, due to cessation of expenditure upon purchases of fresh animals, is completing the case for the motorvan. Orders for so many motorvans per month are now the rule with carriers, where in former days the orders were for horses.
In one of the instances of which we have knowledge, an old and respected manufacturer intends to confine himself to a model which is suited for net loads of from 30 cwt. to two tons ; in another case, a full range, extending from the one-tonner to the fivetonner, will be embraced. There is a buzz of activity all round the industry, and designs are receiving their final revises. At the lowest end of the scale, we also learn of the really-serious undertaking of parcelcar manufacture.
Readers and supporters of this weekly journal, who are accustomed to find in it the first-published de scriptions of models which have any claims upon their attention or pockets, can look forward to a sustained flow of information about worthy types, during the course of the next five or six months.
The Quest of the Foolproof.
We are confident that the great majority of our readers, no matter in which section of the movement their chief interests may lie, will find in the excellent article, under the above title, from the pen of Mr. Henry McLaren, of Leeds, which is completed in this week's issue, much upon which to reflect at leisure. It is true that the article concerns a comparativelysmall part of the whole mechanism of a self-propelled road vehicle—the oil pump. It is equally true that the devotion of attention and study for a long term of years has been necessary to secure efficiency in conjunction with a lack of structural invitation to use wrongly, and with a like independence of neglect. The attributes of the foolproof part include these qualities, amongst others, and Mr. McLaren has told his story, in attractive style, very fully.
To the non-mechanical owner of a mechanical vehicle, this article about the evolution of a satisfactory oil pump should convey information and give a sense of security. The record is typical of many others which might be presented in our columns. Years of detailed experiment, of close observation of the !ways of drivers and users, and of effort to guard against .derangement or failure in service, are no strange factors in the building up of their trade by our leading commercial-motor manufacturers. The motorvan that does not need a mechanic to drive or tend it has not been produced haphazard ; it is the outcome of solid hard work.
More Trials for Splashguards.
Having regard to our current and recent announcements in respect of competitions for the purpose of encouraging the production of a satisfactory splashguard, we think it is not out of place to re-examine the grounds upon which opponents of motor traffic seek to magnify the alleged objectionable mud-splashing proclivities of motor vehicles, the while they ignore the corresponding or worse offences of horses.
Whilst mud splashing from the wheels of a motorbus or motorvan is admittedly more intense than that which usually arises from the horse or horses in the shafts of a drawn vehicle, it is possible to fix within narrow limits the line of direction of the mud stream in the former case. Contrariwise, in the case of the horse, the mud may be flung in any direction ; it is many angled in its flight, and the unhappy pedestrian, who may be plastered from head to foot, fr,quently does not know whence it comes. It is, of course, open to question, when the same pedestrian is hit below the knees by a concentrated stream of mud, whether he is any the less irritated by reason of the definiteness of trajectory. Probably not. The point really is this : that it is a physical possibility to guard against splashes from the wheels of a self-propelled vehicle, whilst the erratic horse must be left to distribute its favours unrestrained. The force and volume of the mud from the rubber-tired motorbus or motorvan wheel cause the complaints. Theoretically, the proper remedy is to keep the streets clean, and the gradual disappearance of horses from our traffic thoroughfares is helping greatly to that end. In practice, however, water our municipal authorities never so lightly, there are times, even in the driest of summers, when the motorbus or motorvan can displace standing liquid to the obvious disconcertment and disadvantage of people upon the pavement, and these undesired experiences are much accentuated after a heavy shower or continuous rain.
A choice exists, accordingly, between two courses : (1) that owners shall adopt a policy of laisser faire and wait for the complete motorization of all transport, and the surfacing of our highways with wrought-iron plates, before the pedestrian can hope for immunity in this matter of his besplashment ; (2) that owners shall proceed to co-operate with those who are aiming at the evolution of a commercial splashguard, and shall urge the authorities, in due course, to authorize or require its attachment. In Paris, as we reported at the time, a judgment has been given in favour of a pedestrian whose wearing apparel was damaged by a passing motorbus, and this legal decision no doubt accounts for the present activity in that city, both on the part of the municipal council and the proprietors of the motorbuses, in respect of further steps to obtain the ideal splashguard. London will certainly watch Paris in this matter, and we believe that, whilst it may not be very long before we see them in use on London motorbuses. there will be no enactment or regulation in respect of the use of splashguards upon motorvans for years.
Is Westminster Bridge Safe?
A little more than a year ago, when discussing the possible advent of trailer and coupled tramcars into the midst of London traffic, we directed attention to the dangerous weakness of Westminster Bridge. Recently, in conversation with Mr. H. Howard Humphreys, M.I.Mech.E., who is in the front rank of this country's expert bridge engineers, we looked into the matter in considerable detail.
Westminster Bridge was built between the years 1857 and 1863, and in the year 1907 it bore a notice,
by order of the London County Council, to the effect
that no load exceeding 3i tons on any wheel, or a maximum total load of 15 tons including the weight
of the carriage, should go on to or pass over it. Even at that date, the L.C.C. cars were carefully spaced, apparently in order that a distance of one span of the bridge might be maintained between any two cars on the same track.
We are not able to state the exact date of the change, but, prior to the end of August last, the old
notice was removed, and a new one put up, to the effect that "No person shall bring on to the bridge a weight exceeding 15 tons." Shortly, it is anticipated in some quarters, this L.C.C. notice will be again suitably amended to suit the tramcar requirements !
The position is certainly one of considerable interest, but we have ourselves every reason to believe that the L.C.C., as a responsible public body, will undertake the cost of rebuilding the bridge, rather than accept the grave risk of using it for trailer and coupled cars as it is. Apart from its comparative flatness of design, there is a further new consideration, since the advent of tramcar traffic, and that is
the loading of the bridge with an enormous extra weight of concrete, granite setts and rails. To bring trailer and coupled cars across it now would, in the opinion of competent experts in bridge construction, be to invite catastrophe.