Opinions from Others,
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The Editor invites correspondence on all subjects connected with The use of commercial motors. Letters should be on one side of the Paper only, and type-written by preference. The right of abbreviaiwn is reserved, and no responsibility for the views expressed is accepted. In the case of experiences, names of towns or localities may be withheld.
Suggestions about South Africa.
The Editor, THE COMMERCIAL MOTOR.
[1,086] Sir,—I was much interested in reading the ar
ticle entitled Suggestions about South Africa," by " E.W.S.," in your issue of 18th November, 1909. I think, however, that he has missed one great practical difficulty in the way of motor transport out here, namely, the sand. I know of many roads in the colony where his " 30-cwt. to two-ton lorry" would stick hopelessly in the sand. The holes and " sluits " he mentions, too would put any lorry out of business if the driver happened to stop when getting over them.
have considered this question myself, and have arrived at the conclusion that a small tractor (with winding drum) driven by a paraffin internal-combustion engine, pulling the load along in a trailer or trailers, would be the most suitable machine.
For passenger traffic, of course, what I might call heavy motorcars would be used, and they should be driven by internal-combustion engines. The Thornycroft paraffin tractor, which, in March last, won the British War Department Trials. [This machine was described in our issue of the 25th February last.—En.] would be a suitable type, if modified to meet the peculiar conditions of this country. Perhaps the "wheels " of Hornsby's chain tractor might be improved sufficiently, and fitted to the ideal tractor for S. Africa. And, by the way, " E.W.S." says nothing about the Orange River Colony and the Transvaal, which are important parts of "South Africa."--Yours faithfully, Potchefstroom, Transvaal, South Africa, 11th December, 1909.
Users Experiences.
The Editor, THE COMMERCIAL MOTOR.
[1,087j Sir,-1910! How old Father Time races over the ground! While we are crawling along in terror of police traps, or bumping over neglected roads, he rattles merrily on, drawing us after him into the regions of the great unknown; every year, the pace seems to grow more terriffic ; and, though we grow hot and breathless, we must endeavour, by hook or by crook, to keep pace with his giddy Right. What a year of development this promises to be for motor-wagon carriers. You, Mr. Editor, have already indicated the direction to which we must look for these developments; but, perhaps, you will allow me to confirm your words by my own limited experience.
Looking back over 1909, the fact which has impressed me most has been the steady growth of confidence in motor-wagon carrying, not only by the general public, but by those engaged in the business themselves. During the year 1908, the general feeling was that motor-wagon carrying was a good idea, but that it had not reached a sufficiently-practical stage in its development to warrant general support; most people believed that the game would not prove worth the candle to those engaged in it. Time and again, I was told, by those to whom I applied for work, that I was engaged in a forlorn hope, and that they could not afford to disturb their relations with the railway companies on the off chance of finding that I had ceased to exist in a year's time. In 1909, however, this opinion has been very greatly modified, and moat people are noting with astonishment that motor-wagon carrying is both holding its own and rapidly progressing. While motorwagon carriers themselves have always believed firmly in the ultimate success of their calling, they have not been free from some degree of anxiety as to how distant the day might be when their business would respond more rapidly to the strenuous work it called forth from them. I do not wish to suggest that we have reached the top of the hill we are all climbing, but, although it is still steep and in many places rough, we certainly have found that the " going " in 1909 has very much improved, the men have felt this too, and have shown it as men who feel they are working for a cause which promises succeas. Another very hopeful sign to all motor-wagon carriers, which has become more pronounced then ever during the past year, is the number of old wagons, sometimes looking particularly spick and span, to be found at work, and doing it withal in a very creditable manner. I know of several "six year olds," and I met ona which rejoiced in the hoary antiquity of eleven years, and was still in its prime. Breakdowns are the exception, and the ditches are quite deserted.
There is rather an unpleasant demand for increased speed, since the advent of rubber tires on. heavy commercial vehicles: the price of rubber, at the moment, is fabulous, and the roads in many cases indifferent—a combination which does not tend towards success. The public, moreover, will have to show a more-healthy respect for the value of time, if motor wagons are to earn their living on rubber tires. [Is not the cost directly as the mileage: —En.] I must thank you, Mr. Editor, for your further article User' of the Road." I appreciate the wisdom of your remarks. "Time will undoubtedly work wonders in our favour," as a friend once remarked to me while seated in a North-British railway train! By way of getting a "move on" in the meantime, may I suggest that the new Road Board might endeavour to persuade County Councils to issue maps showing which roads in their county are in a fit state to be used by heavy commercial motors : (a) for regular use; (b) for occasional use; (c) those roads which are unfit for heavy commercial motors; and (d) all bridges which are unsafe for this traffic. The authorities would then have better ground for taking action against us. The Road Board would also have some useful data, and 1910 would have removed a real cause for anxiety from the shoulders of motor-wagon carriers.
The recent enforced stoppages of work, owing to the heavy falls of snow over the country, and the prospect of yet further stoppages to come, have raised, in an acute form, the question of what payment, if any at all, should be made to employees on such occasions, by motor-wagon carriers. When men are paid by the hour, and receive " overtime " money, it is pretty clear that no pay can be expected by the men when work ceases; this form of payment, however, is comparatively rare, as overtime may reward a driver in a case where he should be punished, and is a distinct inducement for him to prolong his journey, and, in any case, places a conscientious worker at a disadvantage with the less-industrious man. A more-general rule is to pay a fixed wage per week and to supplement that with a further sum when the work becomes specially strenuous ; the supplementary sum may either be paid in proportion to-the distance travelled or the weight carried. Although the latter payment may not be a fixed part of the wage, it is undoubtedly a form of overtime—adjusted to meet special circumstances. It differs from regular overtime pay, in that the men are left to take certain risks as to the extra hours they have to work for the money (and for which they will receive no compensation) through delays over which neither the men nor the employer have any control. In return for this, I consider an employer should accept some responsibility for sudden stoppages of work due to the weather, and allow the process of " furloughing " to be a gradual one; otherwise, the men undoubtedly feel aggrieved at an abrupt stoppage of pay after the long hours they may have put in without extra
remuneration, although long hours in themsoli ninst not always be accepted as evidence of hard work. The question then resolves itself into what an employer can reasonably afford to lose on the one baud, and what an employee may fairly expect on the other. It is evident that the process of paying out dead " money cannot be prolonged for any length of time, and probably a week's wages spread over a fortnight or three weeks will do—generally. A driver who receives generous treatment while work is in progress will be best advised to accept whatever is offered to him, without demur, when work has ceased, and be thankful to get it as a voluntary loss sustained by his employer to ameliorate one of the hardships connected with his calling.
The opinions of others upon this subject would I am sure be generally welcomed, and I would suggest, Mr. Editor, that it would he interesting to collect actual rates of wages paid by different carriers and publish a table showing the same—the names of the company being withheld.—Yours faithfully, 4. MOTOR-WAGON CARRIER."
The Users Association.
The Editor, THE COMMERCIAL MOTOR.
[1,088] have pleasure in enclosing, for your in formation, a copy of a general letter to members which is being issued by me to-day. I hope you may be able to give publication to this letter in your next, issue, as its contents will, I feel sure, appeal to many of your readers who are not members of the Association at the moment.
—Yours faithfully, W. RIMS JEFFREYS, Ca.xton House, Secretary. Westminster, S. W. 1st January, 1910.
[COPY.]
" I beg leave to remind you that your subscription to the Commercial Motor Users' Association for the year 1910 is now due, and it would be convenient if in remitting you would kindly use one of the following forms enclosed herewith
(a) Form of renewal of annual subscription (to be accompanied by a remittance for .,e1 (b) Bank-order form.
" The Association will continue to further the interests of users of commercial-motor vehicles and tractors, and in particular will oppose any legislation which would tend to handicap Or restrict the use of such vehicles.
" With regard to the programme for the New Year, steps are being taken for the holding of another competition for good driving, probably in May next, and the Committee hopes that the members will co-operate in making it a success by allowing their drivers to enter and so educate them to take a keener personal interest in the efficiency of their respective machines. The Association hoe also under consideration a scheme for placing expert advice at the disposal of its members.
" In view of the fact that some members receive THE COMMERCIAL MOTOR independently of their membership, will you, in order to avoid overlapping, make use of the enclosed postcard as a definite instruction for 1910. finless this card is returned by the 15th January, the Committee will &smile that you rho not require this publication to be supplied from the Association.
" It is hoped that members of the Association will endeavour to induce their frieuds who own commercial-motor vehicles or tractors, but who are not yet on the membership roll of the Association, to join ; use might very well be male of the application form, enclosed herewith, to that end. Access to records of settled cases, and free legal advice in certain possible difficulties, are advantages which should appeal, amongst others, to all owners, and which are conferred by membership.
" The Committee takes this opportunity of informing the members that the offices of the Association have been removed to larger and more convenient premises at Caxton House, Westminster, London, S.W."
How to Clean Radiators.
The Editor, THE COMMERCIAL MOTOR.
[1,089] Sir,-1 frequently note queries in the Motor Press as to the best method of cleaning radiators. If the fouling of the radiator be due to the deposition of salts from the water used, the matter is one of some considerable difficulty, it not being safe to use a mineral acid, because of its very rapid action on metals—especially on those containing copper, such as brass, gun-metal, etc. I have been surprised to see such remedy recommended, and its sponsors can only be those who with its use have just been so fortunate as not actually to eat through the metal during the experiment.
It is my experience, that an organic acid can be used with good results, and for this purpose I would employ a somewhat-dilute solution of acetic acid; or, I have found, at a pinch, that a solution of about half vinegar and half water is fairly efficient, The acetic acid, or vinegar,,should be added to the water while hot, and the engine kept running to pump it round. It should then be run out, and the radiator filled up with clean water, and that wash-water again he allowed to run out before finally filling up for ordinary use. A few careful motor users make a point of making up loss in their radiators with rain water or condensed steam, and nearly all of us have access to the former, if not the latter.
If the fouling be due to oil and grease, it can be very efficiently removed by adding to the radiator water 20 per vent. of what is QOMMOilly known as " Soluble Creosote." This black fluid has for many years been used as a disinfectant, and, on its addition to water, turns to a thin white emulsion. Such " Soluble Creosote " contains a certain amount of light tar-oils in solution, and, at the same time, a considerable proportion of free alkali and soap. The light oils at once dissolve any mineral oil that ma v have been present in the grease, whilst the soap and alkali attack any fatty oils and take them into solution. In this way, practically the whole of the grease is dissolved, The method of AS use is exactly the same as that in the case of the acid meutioned above, and, if the engine were kept running for about half-an-hour, the radiator and pipes would probably be efficiently cleaned. If any of your readers have any difficulty in obtaining this " Soluble Creosote," my firm, who have to keep a stook of it, for other purposes, would he glad to let them have it free, if they would undertake to pay the cost of the packing and postage, which for a quart would amount to 4d. for the former, and 6d. for the latter.—Yours faithA. DUCKHAM. Plcenix Wharf, Mihiwahl, E.