The Standardization of American Trucks.
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U.S.A. Truck Manufacturers take Important Steps to Prevent Overloading and Overdriving. A Number of Standard Rates Settled.
The characteristic keenness with which American manufacturers are now tackling the commercial-motor industry is well illustrated by a number of decisions arrived at during a convened meeting held at the headquarters of the National Association of Automobile Manufacturers recently. in New
ork. Forty-two of the leading trade representatives met for the purpose of discussing many vital points concerning the industry. Subjects of interest to which much time was given were : the speed of delivery-vans ; the permissible overload ; the limit of body weights in proportion to load capacity; and the forins of manufacturer'a warranty and maintenance guarantee.
A two-days session was arranged, and papers were read by acknowledged American authorities in the industry, and many discussions followed the reading of the papers. It was sup. pasted, and the suggestion was adopted almost unanimously, that a guarantee should he given with industrial models similar to that given with pleasure cars, with additional clauses attached thereto covering permissible vehicle loads and speeds. It was agreed that tins guarantee should hold good for a period of 90 days after delivery, but no guarantee will be given with tires, rims, ignition-apparatus, lamps, tanks, generators, or other trade accessories. In addition, should the van have been used at a speed above its scheduled rate, or should it have been loaded beyond its factory-rated capacity, then the guarantee will become void,
To Check Overloading.
It was decided that firm action should be taken by American manufacturers in the matter of overloading. To prevent any misconception on the subject, it was agreed that a standard plate should be prepared for attachment to each vehicle, which would bear, in plainly cast or stamped figures, the designed speed and rated load capacity of the vehicle. Several American truck bodies during the last two years have 'been made so absurdly heavy as to hamper the work of the truck, and to place a destructive overload on the tires. The keen competition existing between rival manufactorers was held to be responsible for this state of affairs. When it is known that the head of a business house is contemplating the purchase of motor-delivery vans, sales-agents have recently inaugurated a system of showing how much merchandise can be moved by a. truck in a given period, and also how fast it can be carried, The result is that vans from the very beginning, are habitually overloaded, with resultant dissatisfaction to both maker and purchaser. The overloading of trucks by the haulage of trailers was also discussed, and it was generally agreed that where vans were engaged in the hauling of trailers they should be fitted with the next larger size tires than would . be sufficient satisfactorily to equip the truck without a trailer.
No Further Demonstrations.
The conclusion was arrived at by the assembled manufacturers that there had been great abuse of demonstrations, and it was decided that all such exploitation should in future be charged for, such 'paymento to be refunded on the completion of purchase. No standard rate of charges was agreed on.
Standardizing Wheels and Bodies.
With a view to possible further standardization of bodies for interchangeability on vehicles of the same capacity, it was recommended that the commercial-vehicle section of the ARSOciatinn should continue its work of securing data regarding the proportionate width and length of body spaces behind the driver's seat. It was also decided that similar data should be secured on wheel diameters, height of frames or platforms from the ground, and corresponding height of railway trucks and loading platforms.
Speeds and Loads.
-Action was taken with regard to maximum speed ratings
for commercial vehicles of different load capacities. In each type of vehicle the permissible overload is placed at 20 per cent. The appended table is valuable, and will do much to correct the deplorable abuse that exists at present, namely. that of local salesmen and manufacturers who " talk as high as 50 per cent. and 100 per cent. overload." In America, particularly, much abuse has crept into the industry in the matter of 'heavy bodies, and the tabulation shows the actual permissible body weight agreed upon for each type of vehicle. In the half-ton model the body weight is 50 per cent, of the load capacity, but in the 10-ton truck it is only to be 12 ptr
cent. of the loading.
To Minimize Congestion.
A well-known commercial-motor authority addressed the convention on the civic problem, and a great deal of enlightening information to the industry in general was given. A point was made that when buildings in the big towns are titled with proper receiving facilities for goods delivery, dealers will be forced to adopt. motor-trucks exclusively. 80,000 tons of coal are delivered annually to the public schools in Chicago, vet a truck body cannot be used in any of this work because the coal has to be unloaded into bins, the tops of which are 5 ft. ur more above the level of the ground. The cost of shovelling alone amounts to £1600 per annum. Traffic congestion is one of the biggest irnpediments to com mereial-vehiele operation in I America. n many modern
buildings no provision is made to permit dump bodies being used. Manufacturers were advised to take up such questions with the various city authorities; by so doing they would be working hand in hand with the police and others to eliminate undue congestion. It was stated that at times five-ton trucks in some American cities require 40 minutes to travel two miles, in consequence of traffic congestion. Under such conditions, successful operation becomes utterly impossible.
Wheel Tolerances.
It. was decided that the tolerances in the circumference of the feline bands should be as follow :
Before application to wheel, plus 1-32 in.; minus 1-32 in. After application to wheel, plus 1-16 in.; minus 1-32 in. The tolerances in width of felloe bands were decided as follow :— Up to and including 4 in., plus 1-32 in. : minus 1-32 in. 4-,), to 6 in., plus 3-64 in.; mMus 3-64 in.
6/14to 12 in., plus & in.; minus yLK
The variation in thickness of band should be .006 in. plus or minus.