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WHAT IS THE FUTURE OF THE STEAM WAGON?

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22nd November 1927

Page 126

Page 126, 22nd November 1927 — WHAT IS THE FUTURE OF THE STEAM WAGON?

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A Good Servant of Transport which is Now in Need of Encouragement and a Helping Hand.

riltiai attitude of the public towards steam wagons appears similar to that of the impecunious actor who, when pressed by a creditor for some money on account, replied, "Money, my friend ! What is money ? Is it a herb?"

The British public, like the impecunious actor, must be feigning an ignorance that does not, in fact, exist when it is thought desirable to hold an itinerant steam-wagon demonstration in the Year of Grace 1927.

• To anyone who, like the writer, has operated steam wagons for over 20 years and knows something of their capabilities, the irony of the situation is intensified. The road transport industry

was originally created by the steam wagon prior to the war. It was the only type of road vehicle capable of handling !cads of 5 tons and upwards. During the war the steam wagon continued to maintain the road transport services in this country and to-day it is to be hawked round the country in search of buyers, , as it was some 25 years ago at Liverpool!

There can be no doubt that the presence of road , transport vehicles capable of consuming home-produced fuel is a national asset in time of peace and one that becomes of vital importance to the country in time of war, as was the case during the Great War. But, if we are to have the benefit of steam wagons for times of emergency, our manufacturers must be encouraged to produce of their best in times of peace. They have certainly received very little encouragement during the post-war period.

The Government cannot escape responsibility in the matter. Apart from the manner in which it flooded the transport market with discarded petrol machines, the Government has rigidly refused to alter the 'speed limit of five miles per hour for vehicles drawing trailers —a class of work particularly suitable for steam wagons. Everyone in the country realizes the injustice of this restriction, but the Government, presumably, prefers to see a national industry languish rather than to lift a finger to assist it. It was pointed out to the Chancellor of the Exchequer, when increasing the taxes on motor vehicles, that he was treating the steam wagon with particular harshness. Did that deter him? Not a bit ; he had set out to create a fair balance of freight as between road and rail, even if it involved smashing the steam-wagon industry of the country.

If the Chancellor is incapable of creating history, he may at least congratulate himself that he has assisted in making it repeat itself in a second steam-wagon demonstration from Liverpool.

It would indeed be encouraging if the Home Secretary were lass enthusiastic in the cause of the " flappers " and paid more attention to the absurd handicaps imposed on "trailers."

It is of little use for the President of the Board of Trade to establish the slogan "Buy British Goods" whilst his colleagues are busily engaged in destroying the sources of supply.

-An example of the attitude of the authorities towards steam wagons may be interesting. A man was recently summoned and fined a for driving a steam wagon and trailer at 10 miles 606 yards per hour on a main road. What place has a man on a main road to-day if he attempts to drive at a less speed? The law relegates him to the gutter or threatens him with creating an

obstruction. There was no suggestion of dangerous driving; when the police were appealed to they merely ignored the plea.

Is there any wonder that the public hesitates to buy steam wagons when such conditions prevail? At the same time, Cabinet Ministers disport themselves in motorcars that have a legal speed limit of 12 miles per hour, and regularly travel 30 to 40 miles per hour without interference from the police.

These are some of the little matters which create unrest and retard the likelihood of peace in industry. There are undoubtedly other reasons which have led to the need for a steam-wagon demonstration.

The Great War taught us much; it taught us the futility of war. It also pointed to the advantages of mass production, and it was here that the petrol lorry manufacturer had an enormous advantage over the steam-wagon builder, for, whereas the former received the full assistance of the Government to perfect his methods of mass production, the steam-wagon builder was discouraged from building his product at all. Naturally, the petrol-lorry builder gained an enormous advantage over his competitor in facing the post-war period with all its difficulties. It really appears as if this is one of the crucial points which the steam-wagon builder has to tackle. Is it possible to produce steam wagons more closely on the lines of mass production at a price and in a form which will attract public support? To take the last point first. There can be no.gainsaying the fact that, whilst it is very desirable that a steam wagon should burn home-produced fuel, it should do so unostentatiously. This can hardly be claimed to be the case at present. A vehicle emitting a tongue of flame from its chimney some 2 ft. or 3 ft. long does not inspire confidence in the mind of the public. Are such displays necessary? They are certainly too frequent. A coke-fired steam wagon displays greater modesty in demonstrating its consumption of home-produced fuel, but it has an unpleasant habit of dropping hot sparks gently as the dew from Heaven—a habit which, unlike mercy, evokes more curses than blessings.

The steam wagon must acquire habits of cleanliness comparable with the petrol vehicle if it is to compete with it. It must also copy the petrol vehicle in the ease of handling. So long as it takes an hour to prepare a steam wagon for its daily work, compared with the few minutes of a petrol vehicle, the favour of the public will be difficult to acquire.

From the road-maker's point of view, the additional tare weight of steam vehicles, owing to the presence of coal and water in bulk, is regarded with disfavour and converted into an argument for restricted speed.

The future of the steam wagon appears to be bound up with a possibility of copying the advantages of the petrol vehicle. Higher working pressures and highspeed condensing engines would go a long way in this direction. Are there any combinations of motive power such as the " Still " engine employs which provide the possibilities of a solution? The problem requires tackling in a bold spirit by steam-wagon manufacturers. It cannot be met in the spirit suggested in a boys' school report, which ran : "This boy does the last possible amount of homework and hopes for the best,"