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Deep-lift Tests with Fire-engines.

5th March 1914, Page 1
5th March 1914
Page 1
Page 1, 5th March 1914 — Deep-lift Tests with Fire-engines.
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Apropos the comparative tests at Leith, with representative turbine and reciprocal pumps, for fire-brigade purposes, to which we refer on page 11, we are glad to observe that the deep-lift tsst was not applied beyond 25 ft. We ,consider that a li,ft through that height is ample for all practical purposes, and is likely to be more satisfactory, for a variety of reasons, than an alleged lift in record time from, say, 30A ft.

It is tumecessary for us to go into detail, but our information on the essential points may be regarded as accurate, and we have knowledge that methods are in use by which water can be introduced, from the top of the suction hose, so as to reduce the lift to be overcome by the main pump, during tests of the kind. Fittings of this class are eminently desirable, from the standpoint of efficient starting-up at a fire, when a deep lift has to be made, and we would even go so far as to commend their inclusion in every design and specification.

The chief points which concern a fire brigade, and equally the owners of the property which is involved in a conflagration, are rapidity of coming into action in the first. place, and continuous running at high delivery efficiency for any required period. The fact that a maker can design an accessory to enable the driver or operator, on arrival at a fire, to introduce

ft. or more of water into the suction pipe, in order to save precious seconds, has to be noted as a welcome development. It is only when this adjunct is used to accelerate a so-called competitive deep-lift test, and is not disclosed to the parties who are engaged in making observations, that we have anything to say against it. There can have been nothing of the kind at Leith, because any modern engine can get hold of the water quickly at 25 ft. below the pump casing.

Steam Wagons Freed for Australia.

We have now heard by letter from our resident correspondent in Sydney, and we are able to supplement the original brief announcement which appeared in our issue of the 22nd January. We then announced the abolition of the unfair and discriminating duty of 20 per cent, ad valorem on steam wagons. the imposition of which undoubtedly handicapped purchasers in Australia who desired to have a free choice Letween petrol-driven and steam-driven vehicles. At the same time, of course., it prejudiced the chances of success of the steam-wagon manufacturer.

The steps which have been successively taken, in Australia, since June last, following the announcement which appeared in our issue of the 19th of that month, have now been related to us by our correspondent. They' show how thoroughly he has worked on our behalf, and on behalf -of every steam-wagon maker in the United Kingdom. Our correspondent began by working through the Customs Department, and thereafter organized a committee which put the caso before the newly-appointed Inter-State Commission. Beyond that formal procedure, he had to take stens to interview leading members of the Australian Government. It is the personal work that so often counts in such matters.

The official decision, which confirms our intimation of six weeks ago, is sufficient comment upon the efficiency with which he carried out the task. It is contained in a letter which has been addressed to us, under date the 25th February, by the High Commissioner in London for the Commonwealth of Australia, and it reads: "I beg to inform you that I have now received written advice from the Comptroller-General of Customs that such vehicles (steam wagons) have been reclassified as motor vehicles under Tariff Item 380 (D) and (E), provided the same are fitted for carrying a load, and if the primary use is not for tractive purposes."

We quote the tariff item elsewhere (page 11), and we are glad to see the object for which we have worked thus happily attained. It only remains to acknowledge the assistance which we received from British makers of steam wagons, in October last, when, at the request of our correspondent, we obtained from them, for use in Australia, the totals of sales to buyers in Great Britain, since the year 1910, for collective use as part of the data.

Signs of Wavering Amongst Liverpool Cartowners.

The strength of the Liverpool cart-owners' " ring" is a notorious fact, but there have, for some months past, been signs of wavering in regard to allegiance to the horse. The regulations of the Liverpool Association are so stringent, that no individual member can do as he likes in respect of the purchase or use of heavy motor wagons. We believe that the time is close at hand when there will be a reversal of this attitude, in part because horse-stock is getting of higher average age throughout Liverpool stables, and in part because the horse-owners themselves at last realize that they cannot hold out much longer against the claims of the mechanical unit.

The activities of manufacturers in Liverpool are likely to be materially increased, in view of the early advent ofnew circumstances, and new business. Some of the oldest-established makers have been fighting the battle in Liverpool for many years, and their task has been by no means a light one. The failure of the Road Carrying Co., Ltd., in the years 1902-1904, to make either money or progress under the limitations of the 1896 Motor Car Act, prior to the increase of tare weight from three tons to five tons, has required a, great deal of living down. Whilst other conunercial centres in the country havelaenefited by those early pioneer efforts and experience, Liverpool has indirectly suffered. It is certainly not too soon for the leeway teh be made good, and the evidence that the turning point is close at hand is most welcome to us. The change of official sentiment will also be undoubtedb; beneficial to Liverpool commercial, forwarding and_ shipping interests generally


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