TYPICAL OPINIONS FROM REPRESENTATIVE AUTHORITIES.
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Barrow-in-Furness (Barford and Perkins and Thornycroft).
Mr. A. Race, the borough engineer and surveyor of Barrowin-Furness, informs us that he has two Thornycroft petrol wagons in use, each of three tons capacity. He uses them for carrying stone, macadam and other road materials, the conveyance of refuse from ashpits, and for street watering. He proceeds: "They have been found to be quite efficient and Economical in comparison with horse haulage, where distances of over one mile are travelled." For street watering, so far as Barrow is concerned, whilst doing their work excellently, it is doubtful if they are quite so economical as horses. Mr. Race also expresses a high opinion in regard to the petroldriven roller, belonging to the corporation, which was supplied by Messrs. Barford and Perkins of Peterborough.
Bedford County (Commercars).
Mr. W. H. Iseetc, the county surveyor, tells us that his department uses three 36 h.p. Commercar vehicles for conveying road material from the county branches and depots to the various works in progress. The vehicles "have proved most effective in their work, and no difficulty has been experienced in running them."
Birmingham (Alidays, Austin, Daimler, De Dion. Dennis, Heron-Aster, Morris, Wolseley).
We find that the above makes are in the service of the Fire Brigade, Health, Trantways and Waterworks Departments of the Birmingham Corporation. Dr. J. Robertson, the M.O.H., finds that his Austin ambulance runs about 3000 miles per quarter, removing patients to one or other of the fever hospitals ia the city. The total cost, inclusive of repairs and depreciation, comes out at 7d. per mile, and it deals with about 1000 patients each three months. The average mileage per patient has proved to he 3.1 miles, and the total cost to the city is therefore is. 9d. per patient moved. Dr. Robertson concludes: "The ambulance has run quite satisfactorily, and is, both as regards its fittings and its short wheelbase, all that could be desired. It is also comfortable for the patients."
Chief Officer A. R. Tozer, writing to us under date the 12th inst., states : "This department. is in possession of 11 motor machine. We have seven Dennis machines (six motor turbine pumps, each supplied with escapes, and one tender); one Morris turntable with an 87-ft. escape ; one Wolaeley tender: one Heron-Aster tender ; and my staff visiting Wolseley. We have two more Dennis machines on order. Our first motor was purchased in 1906, and the first Dennis in 1910. I have no hesitation in saying that all our motors are satisfactory in every way."
Bolton (Austin, Leyland and Walker).
Mr. H. Bentley, the superintendent of the Bolton fire btigade, has expressed to one of our representatives a high opinion concerning his Austin ambulance and his Leylaed fire-engine. Mr. Robert Pike, the superintendent of the Bolton markets and cold stores, tells us that he is using a Walker (Wigan) motor wagon for the conveyance of ice, but that owing to its recent delivery nothing can be said at the moment as to its efficiency ana economy. Mr. Pike, we gather, is eminently pleased with the way in which the machine is going along at present.
Bradford, Yorks. (Daimler, De Dion, Dennis, DurhamChurchill and Ryknield).
Mr. C. J. Spencer, the general manager of the Tramways Department of the Bradford Corporation, tells us that the Bradford Corporation uses a number of De Dion vehicles for inspection and official purposes, two petrol tower wagons, and four motorvans in connection with the tramways parcel department. He states: " These vehicles are in constant use, and have served the department admirably."
Burton-upon-Trent (Foden).
Mr. George T. Lynam, the borough engineer and surveyor of Burton-upon-Trent, advises us that he has had a Foden steam wagon in use for seven years. He states, in regard to it, under date the 9th inst.: " It is used almost entirely for conveying refuse-destructor clinker from the town to the sewage farm, a distance of 61, miles. It makes three return journeys per day, totalling 371 miles, loaded one way only. The average load is four tons, and the all in' cost is 5d. per ton-mile. I consider the wagon both efficient and eoenomical, and am quite satisfied with it."
Bury, Lancs. (Leyland).
Mr. T. H. Turner, the superintendent of cleansing at Bury, presented a most-interesting paper, at Aberdeen, before this year's annual congress of the Institution of Cleansing Superintendents. Writing to us, under date the 8th inst., Mr. • Turner expresses the view that an eye should be kept on electrically-propelled vehicles for cleansing work, and especially for work in connection with houses that have either portable or fixed ashbins, because from 150-200 calls have in such cases to be made per day, with the necessary halts. He also strongly supports the fitting of self-starters to petrol vehicles. We quoted from Mr. Turner's paper, when it was presented: it showed that his costs per ton for refuse removal are is. 10d. by motors and 2s. 5d. by horses. Chelsea (Leyland and Thornycroft).
Mr. T. W. E. Higgens, borough surveyor of Chelsea. who ie to be reckoned, along with the engineers at Chiswick and Liverpool, amongst the earliest municipal users, tells us that his 17 motor vehicles do very little in the way of double shifts. The fact indicates how much more might be done, did the
necessity to work them on double shifts arise_ We are indebted to Mr. Higgens for the following memorandum, under
date the 5th inst.:— • " As long ago as November, 1897, I was instructed to report on the desirability of adopting motor transport in Chelsea for municipal purposes, and in March, 1898, I hired a Thornycroft van to carry out a trial in collecting house refuse. The result of this trial was so successful, that in February, 1900, the local authority purchased one Thornycroft water and cartage motorvan, and two Leyland cartage motors. "It is interesting to note that when the tenders were invited in 1900, the four firms tendering gave their estimates of the cost of repairs, fuel, oil, etc., as, respectively : £157; £130; £96; and £88. Those items now amount to about £85 per annum, or slightly below the lowest estimate. "The satisfactory working of the three vans purchased in 1900 resulted in a further purchase, in 1903, of two more Leyland steam motors with watering bodies, and another one in 1905. In 1906, it was resolved to use more motor vehicles for collecting house refuse, and ten more Leyland steam motors were obtained, five of which were also provided with interchangeable watering bodies. There are thus at work in Chelsea no fewer than 16 motor vehicles belonging to the borough council.
"In 1910, a vacuum tank for clearing street gullies was hired from Leyland Motors. Ltd., and it has been in use ever
since. The general result of the use of these 17 motor vehicles has no doubt been that the streets are very much cleaner They have taken the place of some 40 to 45 horses at least, and this means a very great reduction in the amount of manure to be picked up around the depot. As regards the effect of the use of motors on the general public, there can be no doubt that the streets are in a very much more sanitary condition than they were ten years ago. If for any reason we had failed a dozen years ago, to sweep a main road with a revolving broom for one morning, letters of complaint would have certainly arrived before the day was out, but now we might leave 11 a week and very few persons would notice it, In fact, when I look at a main road early in the morning, just after the broom has passed along, it is often very difficult to trace where it has passed, as there is no manure to sweep up. In the old days, a ridge of manure some 3 ins, high on both sides of the road would mark distinctly the margin of the broom-swept portion of the street. In tills respect, certainly, motor haulage has been a great gain to the public."
Cheltenham (Mann).
Mr. J. S. Pickering, the borough surveyor and water engineer of Cheltenham, tells us that he purchased a Mann steam roller four years ago. It is principally used for patching roads, and the saving effected in road maintenance has paid for the cost of the roller (about £450) several times over. Mr. Pickering, in writing to us on the 9th inst., proceeds: "It carries its own water, thus saying a watercart, and is an extremely efficient machine, being very easily adapted to the work which it is required to perform. It can be weighted from about six tons to nine tons, is very easily reversed, and travels quickly to and from its work. It is also used for rolling tar macadam. During the summer months a tar tank is fixed on in the place of the water tank, so that the made may be tar-painted with the machine. The machine could also be used for haulage purposes, but as we have had it constantly in use for patching or tar-painting, we have not been able to spare it for this purpose."
Denbigh (Foden).
Mr. John Davies, the borough surveyor of Denbigh, uses a Foden steam tipping wagon, which is fitted with an interchangeable water-tank body. After giving some particulars of the work it does, inclusive of sewer flushing and the haulage of road materials, he concludes by stating: "I am well pleased with,the wagon and its work."
Devonport Gas (Mann).
Mr. W. P. Tervet, the engineer and general manager of the Devonport Corporation gas works, uses five Mann five-ton wagons for the transport of coal from the wharf to the gas
works, and for the disposal of residual products. These machines "have proved very efficient and economical, and show a considerable saving over the old cartage contracts, F12 whilst, when not in use for the works, they are loaned to other departments of the corporation."
We are interested to learn from Mr. Teryet that the distance from the wharf to th.a works is mile, and then an average of 14 trips per day per wagon is achieved, with a load of between 5 and 5i tons at a time, in spite of the fact that under the present arrangements, the loading is done by baskets. Later, we believe, steam cranes and grabs will be installed, which acceleration of the discharging operations should help the performance materially. Even as matters stand, it is evident that each wagon can convey some 75 tons of coal a day, at an inclusive cost of under 4d a. ton for haulage and driver's wages.
Dundee (Argyll and Austin).
Whilst quite pleased with its Austin ambulance, we have no specific information from the Dundee Corporation concerning it. The firemaster of that city, however, Mr. J. S. Weir, gives interesting testimony to the working of his council's Argyll fire-fighting units. We quote from his letter, dated the 7th inst. :— " The Argyll motor fire-tender and the Argyll motor firepump have given every satisfaction. The 40 h.p. fire-tender has now been in commission nearly five years. and it is as reliable to-day as when delivered. It is the first machine to be turned out to all calls in the city, and on every occasion it reached the fire first, except. once when the machine skidded and damaged one of the wheels. The average number of calls per annum is about 200, and the distance travelled, going and returning from fires and drills, during the time the vehicle has been in comn,ission, is about 2500 miles. The running upkeep for oils, petrol, repairs and a set of new tires for the rear wheels has been about £35 per annum, or about half the cost of upkeep for a pair of horses, and there is no comparison between the motor and the horsed vehicle in reaching the scene of fire. I am quite safe in saying that our motors always reach the fire in about half the time of the horsed machines.
"'[he 75 h.p. Argyll self-starting motor turbine fire-pump has now been in commission for 18 months; during that period the engine has been worked at seven fires in the city and at 12 fires beyond the city boundaries, and on every occasion has done splendid work. Quite recently the engine had been working at a fire in the city for over seven hours, when a call was received to a farm steading on fire about seven miles d'stent from where the engine was working in the city ; the engine was immediately dispatched, and reached the fire in about 14 minutes from the time of leaving the city fire, and it again worked for over five hours pumping water without a single hitch. Our motor vehicles have frequently been the means of saving valuable property in the city and county. "I may mention that the Argyll self-starting arrangement on our fire-pump has given great satisfaction, and has never failed to start the engine when required, which is a great advantage on a fire-engine. Our fire-engine is the only one fitted with a self-starting arrangement in the United Kingdom to-day. The running upkeep has been about £40 per annum."
Eastbourne•(Milnes-Dalmler and 'De Dion).
The motorbus undertaking of the Eastbourne Corporation
dates back to the year 1902. Motorbuses were adopted, instead of electric tramcars, and the schemes which Eastbourne had to consider were: (1) a capital expenditure of £30.000 for a route length of 3170 a,,cls. with seven electric tramcars; (2) an expenditure of £20,000 for a route length of 2200 yds. with four electric tramcars; (3) an expenditure of £10,000 for 10 motorbuses and necessary depot equipment to serve fully seven route-miles. The Eastbourne undertaking has succeeded better every year, and the report for the year ended the 31st March last, a copy of which can be obtained bon) the borough accountant for is., is most encouraging. There was a net profit on the year's working, after meeting all charges, of £711, whilst the corporation's 16 motorbuses stood in the books at fully £500 less than their strict value. The routes have been extended, the amenities of the borough preserved. whilst the municipal loan, for a service which covers fully 11 street-miles, stands at less than L8000. The general manager is Mr. P. Ellison, and he, in spite of considerable old rolling stock, has achieved much.
Edinburgh and Leith Gas (Dennis).
Mr. Alexander Masterton, the engineer and manager for the Edinburgh and Leith Corporations' Gas Commissioners, has been using a 30-cwt. Dennis van for the past 2i years. It conveys gas cookers, fires, heaters, pipes and other appliances, and he advises us, under date the 10th inst., that "our ex perience with it has been quite satisfactory."
Elgin County (Aveling).
We are indebted to Mr. Alexander Hogg, road surveyor for the county of Elgin, for some particulars of the performance of his Aveling and Porter tractor. His experience with this machine, dating back to the year 1908, is very satisfactory in regard to work done and economy shown. The total cost of the tractor, which hauls five tons of stone or other load, has shown a net gain at the rate of £189 per annum over the hiring rates which it replaced, after writing off depreciation on the first cost of the plant (tractor and two wagons, £590), to the extent of £73 per annum. Of course, only one loaded wagon can be hauled at a time, under the Motor Car Acts. Mr. Hogg concludes : "The tractor yields a very handsome profit."
Esher and the Dittons (Mann).
Mr. H. C. Freed, the engineer and surveyor to the U.D.C. of Esher and the Dittons, under date the 9th inst., tells us that his council's five-ton Mann steam wagon and trailer is used for general haulage work, euell as of road materials, and "we have found it very economical compared with horse haulage; in fact., the saving on the first two years completely paid tor the first coat of the wagon." This council also has a Mann patching roller, which is principally used for laying tar macadam and rolling water-bound granite roads. It is fitted with an interchangeable tar tank, for surface tarring with hot tar heated from the engine, Mr. Freed finds this somewhat-original combination very efficient and economical.
Gas Light and Coke Co. (Commercar, F.I.A.T. Garrett, Halley, Milnes-Daimler, Napier, Panhard, Wolseley).
We are indebted to Mr, E. E. Budge, the chief officer of stores of the Gas Light and Coke Co., Westminster, S.W. which gentleman is a member of committee of the Commercial Motor Users Association, for full particulars about the general use of motor vehicles by his company. The Gas Light and Coke Co. owns no fewer than 22 motor vehicles, ranging from 15-cwt. vans to vehicles for five-ton loads.
The five-ton Garrett steam wagon is successfully used to deliver oil gas tar to borough councils, etc., for road purposes, and for main laying or other heavy work at the Beekton gas works. The five-ton Milnes-Daimler delivers tar and ammonia products to the docks and elsewhere„ from the company's chemical works at Beaton. One 30-esvt. Commerear conveys emergency men with truck and tools from the distributing engineer's department at Goswell Road to escapes and other main-laying work.
The other vehicles, 19 in number, are engaged in coke delivery, distribution of meters and stoves, distribution of stores, and express messenger service, with two spares for breakdowns.
This company requires its stores at 19 district offices, for the purpose of fitters and showrooms, and these are drawn from two central stores, one at Westminster and one at Stratford. The whole of these stores are distributed by motor. The meters and stoves are stored at Haggerston, Fulham, and Stratford, and they are distributed by motors in very mane instances. All the company's offices and stations are linked lip by its express motor services, and these services deal with all correspondence and returns which are not sent through the post.
The motors average between 8000 and 10,000 miles per year per vehicle, and the company writes off its vehicles on the basis of a six-years life. It has its own repairing shops at Fulham, under the charge of the chief engineer of the company, but Mr. Rudge tells us that Mr. G. W. Watson, the welI.known consulting engineer, is called in when necessary. The log books, cheeks and registers of working expenses are handled by the etores denartment at Westminster Mr. Rudge, in a communication to us dated the 12th inst., states " I can safely say that our fleet of motors enables us more efficiently, and I think more economically, to work our extensive district from various centres, added to which—and this is a point for consideration—the presence of a fleet of motors in London is a splendid advertisement far commodities we have for sale, viz., gas. coke and commercial products I should say that our directors will continue to increase the fleet as our requirements warrant it."
Glasgow {Albion, Argyll, Halley, Lacre and Milnes-Daimler).
The chief constable of Glasgow, under date the 8th inst.. reports that he has used a Lacre motor prison-van since October, 1911, with every satisfaction, the running cost. in 1912, for a mileage of 6138 miles; coming out at. an inclusive figure of 60. per mile. which is much less than horsed vehicles for the same work, and yielding a saving in time and money which quite
justifies the capital expenditure. Glasgow also had a nineseated motor patrol van, and has recently authorized the perchase of four more.
Mr. D. McColl, the cleansing superintendent at Glasgow, tells us that there is no question whatever that with the motor sweeping machines double the area can be swept. in the same time and at less cost, than with horsed units.
Mr. Jas. Dalrymple, manager of the tramways department, writes thus : " Our experience with Halley machines extends over a period of about six years. At first we purchased one chassis for a tower wagon for overhead wire construction and
repair purposes. After running this machine practically night and day for twelve months. we purchased two other machines for the same purpose. and, later, three others. Two of the lot are held in reserve for emergency work, and, consequently, they are not in regular use, but the other fosr am o on duty every day, and we have had nothing het satisfaction with them."
The department. of the Medical Officer of Health relies upon a 15 h.p. Argyll ambulance.
From Mr. W. Waddell, the firemaster ci Glasgow, we learn that his Dennis and Halley turbine engines continue to give satisfaction. This department is now "trying its hand" at new construction work, and is assembling parts. We doubt the wisdom of this, Halifax (Daimler).
Halifax people are well pleased with their Daimler motorbuses, and those vehicles are tackling the hills in the district admirably. Mr. J. W. Galloway, the tramways engineer, is using them in connection with the Mount Tabor and Sicldall seetione. The three vehicles are 30 h.p. single-deckers. Mr. Galloway tells us that be has found the tires to be suffering on the heavy roads, so we have recommended him to adopt a 140 mm. section, instead of a 120 mm. eeetion, as that small change often adds 50 per cent, to the life of a motorbus tire in the country.
Huddersfield (Karriercar).
Used for prison-van and ambulance purposes, the two Karriercars which belong to the Huddersfield Corporation will apparently do all that is required of them. The prison-van is used to convey its '" occupants " to the gaols at Wakefield and Leeds.
Kent County (Aveling and Porter and Hanford).
Mr. If. P. Maybury, the county surveyor, in a communica. tion dated the 7th inst., tells us that each of his council's Aveling and Porter tractors hauls from 20-24 torts of stone for a distance of five miles per day ; the inclusive cost, for all charges with depreciation, is 21s. 7d. per day, or a fraction under Is. per ton for the distance named. Concerning his four Hallford petrol lorries, calculated from 1910 to the end of 1912, he finds the inclusive working cost per clay to average 31s. 2d., for a daily mileage of from 50-55 miles. Inclusive of 1d. per ton-mile allocated for depreciation, he finds that the cost of working is 5d. per ton-mile. The petrol lorries, of course, are mostly engaged on work of a miscellaneous character, and of a class which cannot be dune by tractors.
Liverpool (Daimler, Halley, Leyland, Sentinel, Tilling-Stevens).
The Liverpool fire brigade has various petrol fire-engines, and a Seutitiel steam tender, but the bulk of this authority's motor plant is under the Charge of the city engineer, Mr. John A. Brodie, From our own knowledge of Liverpool, we can state that the first motor wagon to be purchased by the city engineer's department was bought from Leyland Motors, Ltd., in 1899. It was in service for over 10 years, and did remarkably well. It was originally fired by an oil burner. The year 1902 saw the purchase of six four-ton coke-fired Leyland steamers, and these are still at work, whilst it was also about this time that the superintendent of the fire brigade purchased his first petrol vehicle for rapid turn-out purposes —a Daimler.
Late in 1911, and in the first portion of 1912, the city engineer purchased eight four-ton Halley petrol wagons, and during the past few months seven four-ton Leyland petrol wagons have been delivered: the wholeof these Halley and Leyland machines are doing well, With 21 motor wagons now in the service of the city engineer's department, for the collection end haulage of house refuse to the corporation's destructors, and as the result of the experience that has been obtained, we are in a position to state that. the number of motors employed in this branch will be increased before long.
Mr. C. W. Mallies. the tramways manager, favours TillingStevens petrol-electric vehicles. These vehiels undoubtedly appeal strongly to electrical engineers.
London Fire Brigade !Cedes Electric, CommerSimon's, Dennis, Leyland, Merryweather).
Lieut. Sladen, chief officer of the Londce Fire Brigade, in a letter dated the 10th inst., from headquarters, tells us that his department has in use or on order 13 motorcars, four electric turntable ladders, 30 motor fire-engines (pumps), 11 electric escape vans. and 17 petrol escape vans, two motor lorries, five motor fire-tenders, and two motor fire-floats. The publicly-announced decision of the L.C.C. gradually to motorize the whole of its fire brigade renders any additional comment superfluous.
In a further letter to us, dated the 12th inst., Lieut. Sladen remarks "The petrol motor pumps have been mainly supplied by Dennis Bros. (1913), Ltd., Leyland Motors, Ltd., and Merryweather and Sons, Ltd. The petrol motor escapevane have been constructed by Commercial Cars, Ltd. (supplied through leeers. Simonis and Co., of WaIthamstow), Dennis Bros., and Merryweather's. The electrically-driven escape-rails havo been constructed by the Cedes Electric Traction, Ltd.
Manchester (Austin and Daimler), Manchester Corporation owns two Austin ambulance vans, and a number of Daimler motorbuses. We have no special information in regard to the former, but Mr. J. McElroy, the general manager of the corporation tramwaye, writing to us on the 5th inst., states: "We have been running two or three motorbuses as feeders to the tramway system for some six or seven years. We have recently bought four Daimler buses to replace the older vehicles which we had in service, and they are doing exceedingly well."
Mersey Docks and Harbour Board ;Leyland and Yorkshire.
Leyland and Yorkshire machines are at work for the engineer's department of the Mersey Docks and Harbour Board, and this Port Authority was one of the first in the country to adopt mechanical transport for various inter-dock haulage purposes, in connection with the conveyance of stores, new construction work, repairs, and like operations. The use of these vehicles is also approved and found satisfactory by the traffic superintendent to the board. We recall many early conversations with Mr. Anthony G. Lyster, the late engineer-in-chief, who was responsible for the original purchases, and we have ascertained, by inquiry in Liverpool, that the work done by these machines is still much appreciated. Detailed references will no doubt be willingly given to any Port or Harbour Authority whose officers care to make direct application to the general manager, the chief engineer, or the chief traffic superintendent of the M.D. and H.B.
Newport, Mon. (Commer-Sitnonis and Walker).
Mr. A. Nichols Moore, the borough electrical engineer of Newport (Mon.), recently purchased a Walker (Wigan) motor chasm to carry the corporation's tramway overhead repair outfit. He ha a found it very reliable, and it is in daily use in all weathers, but no statistical information is yet available as to its efficiency or economy, of which, however. tin doubt appears to exist. The chief officer of the fire brigade finds good service from a Commer-Simonis engine.
Nottingham (Dennis).
The superintendent of the Nottingham fire brigade writes te us in reference to the corporation's Dennis motor ambulance which was commissioned in May, 1911. The number of cases has varied between 10 and 12 weekly, and the running cost for 1912 was only £30, which is one-third the cost of horses for the corresponding work. He writes: "I find the motor ambulance leaves nothing to be desired, being a sound job, remarkably free from breakdown, or trouble of any kind." Passing on to deal with the three Dennis turbine motor fireengines in his rare, Suet. Breaks adds: " All three engines have done useful work-, particularly at heavy fires, having frequently worked six hours incessantly at full revolutions without the least trouble." This authority proceeds to say that the general efficiency is enormously superior to that of horsed engines, whilst the economy is probably 50 per cent.
Norwich (Yorkshire).
Mr. Arthur E. Collins, the city engineer of Norwich, has sent on to us an exhaustive report, showing the cost per tonmile and the cost per hour of running, for the year ended June, 1912, together with a comparative statement for the past three Years, concerning his three Yorkshire wagons. These are of four tons, five tons and six tons capacity, or
750, 1000 and 1350 gallons capacity, respectively. The vehicles are used to convey road metal, coals and other supr18
plies, and alternatively for watering suburban roads. Mr.. Collins finds that when they can get over the ground they are particularly economical, and he. thinks that a four-ton or five-ton wagon is ample for average municipal purposes. In spite of the fact that a man, horse and cart can be hired in Norwich for 7s. 3d. a day, the wagons and the horses come out about level in town work. Owing to the heavy delays in all classes of town work, the inclusive costs per ton-mile are high. Mr. Collins thus summarizes the comparison : " The average cost of horse haulage by corporation horses is 90. per ton-mile; the average for contract day work is Bd. per ton-mile, and for contract mileage and tonnage work 100. per ton-mile. The average Cost for steam-wagon haulage for three years, inclusive of interest on capital, depreciation, repairs and all running charges and wages, is 80. per tonmile."
Viewed as a comparison, these figures are instructive, for the particular work to which they refer.
Oldham (Argyll).
Mr. Henry Boardman, the superintendent of the Oldham fire brigade, writing with regard to his two Argyll firetenders, under date the 8th inst., states: " We have had' these in use since June, 1908. and June, 1910, respectively, and they have given general satisfaction."
Otley (Mann).
Mr. Alfred Light, the Otley district surveyor, has only been using his Mann steam cart and trailer since February last. Whilst not desirous to commit himself, yet awhile, to any figures in regard to its efficiency and economy, he writes: " I am satisfied that we have gut a good steam cart, and I expect it to show a satisfactory saving at the end of the year."
Oxford Oas (Albion).
Mr. Jas. Eldridge, the engineer and manager of the Oxford Gas Light. and Coke Co., writing to us on the 8th inst.,. with regard to his Albion van, the body of which was Innit by Messrs. Raworth and Son, of Oxford, states: " We have had our Albion motorvan in use for the delivery of meters, ranges, etc., to our customers, and to take out fitters and workmen to the outlying parts of the district. The vehicle has givenevery satisfaction, and we find it indispensable for our daily requirements."
Ripon Rural (Mann).
Mr. J. W. Flewes, surveyor and inspector to the Ripon R.D.C., writing to us under date the 9th inet., informs us that his Mann steam cart has been in use for over two years. This vehicle was specially made, with extra-broad wheels behind, and adapted for the front wheels to be replaced by a roller, Used as a cart, it can carry five tons and haul another two or three tons on a trailer. Mr. Plewes alsc. uses it for patching, and it often takes a load of stone and " rolls it in as it ie put on." He concludes : " I find it a most-useful piece of machinery, and for long journeys the cost of haulage is fully 50 per cent, below that of horse hauler. The repairs have been practically nil in the two years. '
Sheffield (Daimler, Hallford and Leyland).
The chief 'officer of the Sheffield fire brigade has frequently spoken and written highly of his Leyland fire-engine, so we do not repeat those, opinions. We quote, none the less, a letter in which Mr. Frost, writing to us on the 12th inst., points out that his department now has eight motors and eight horses. He proceeds : "When the whole of the horses are dispensed with, I shall be pleased to give you a etatement showing the comparative cost of the complete motor brigade, as against one composed of horsed machines only. Our motors are : 40 h.p. Argyll (tender (*cape); 85 h.p. Leyland (motor pump); two 60 h.p. Ariele (tender escapes); 40 h.p. Ariel (ambulance van); 50 h.p. Arid l chassis; 60 h.p. Ariel chamis. The two last Ariels are now in the brigadeworkshops, for completion of equipment." Mr. A. R. Fearnley, the general manager of the tramways here, under date the 4th hest., writes : "Weare working three motorbus routes, in connection with the tramways in this city, and nine 40 h.p. Daimler buses, with Silent Knight engines, are required. They have done excellent work, and the amount of traffic to be obtained by working a system of motorbuses as feeders to, and in exteneion of, tramway routes, is very considerable." The same department has recently ordered a 40 h.p. Daimler tower wagon, with combined lighting set.
We learn, by local inquire, that the Hallford vehicle* are doing excellent work for the. Highways Department, but no separate details have been communicated to us at the moment. Sidcup (H al I ford).
Chief-officer W. A. Farnham, of the Sideup fire brigade, reports very favourably about his authority's HaIlford motor fire-escape and hose-tender. He is well satisfied with the simplicity of control, its readiness in starting, and its reliability under all circumstances of use. This vehicle has been in commission fur 15 months, and " has given no trouble, although the drivers are amateurs, and had to turn out, after only one hour's instruction, for fire service. It can take comparatively-Etiff hills on top gear." Mr. Farnham additionally tells us that on one occasion it ascended a hill at Chatham with a gradient of 1 in 3.75, loaded with a fireescape and 15 passengers, and subsequently, as a brake test, came down a hill of the same gradient with the same load."
Suffolk County (Garrett and Hallford).
Mr. W. Jervis, the chief surveyor of the East Suffolk County Council, writing from Ipswich on the 5th inst,, states : "Our two five-ton Hallford petrol wagons, and our five-ton Garrett steam wagon, are used entirely for the haulage of road materials throughout the ccunty. These wagons have worked very satisfactorily since their introduction into thie county, and with the present rise in prices for carting with horses and carts, and mechanical haulage, I understand a considerable saving has been effected by the use of these wagons. The first petrol wagon was delivered in June, 1911, and the second in July, 1912. I have every reason to believe that as our work increases further purchases will be made. We make as much use of them as possible in taking tools and rolling tackle on the outward and home journeys; the intermediate journeys are occupied in hauling material. The older petrol wagon, between the 20th June, 1911, and the 31st March, 1913, travelled 25,437 miles, and conveyed 13.842 tone. The number of net ton-miles was 53,542."
Surbiton (Mann).
Mr. Henry T. Mather, the engineer and surveyor to the Surbiton U.D.C., writing to us on the 10th inst., states that his two Mann steam wagons are principally used for road watering. One can be converted for road rolling. Both are also used for sewer flushing, road sweeping, and the haulage of materials. Considerable economy ie shown when they are used for road watering, but, owing to the short distances over which they are employed, they cost about the same as horses for the haulage of materials. Tyrone County (Aveling).
Mr. John W. Leebotly, the county surveyor, writing frien Dungannon, under date the 11th inst., states : " I have been running an Aveling and Porter tractor since 1908, for the purpose of delivering road metal on rail from the County Council quarry, three miles from Cookstown. It answers the purpose admirably, and has enabled me to keep down the contract price of horse work, which was inclined to become exorbitant."
Wallasey Gas (Alldays).
Mr. J. H. Crowther, the engineer and manager of the gas and water department of the borough of Wallasey, writes to us as under, dated the 8th inst. : "We have two Alldays lorries in the service of the gas and water department of this Corporation; one a 15-cwt. net-load lorry, and the other a two-ton net-load lorry. The smaller one is engaged on service work, cookers, meters, and general distribution; the larger -one carting coke to the Corporation pumping station, and also on heavy main-laying work. These lorries have only been in use for about two months, and I am therefore not in a position to say anything as regards efficiency and economy at present."
Westminster (Leyland and Thornycroft).
Mr. Arthur Ventris, the assistant city engineer and surveyor of Westminster, is in immediate charge of this great city's motor vehicles. He has communicated to us various particulars, but most of these are also included in the special paper by the city comptroller from which we extensively quoto on pages 507 to 509. We will only say, here, that the Council is now thoroughly convinced of the superiority of motor haulage, after a bitter and prolonged struggle between horse and motor interests, and that. it has recently put on order four more Leyland petrol wagons. The horse is shown to be handsomely beaten.
Widnes (Commercars).
The fleet of Commercar buses at Widnes is regardea mocally as a great bonn and convenience, although we cannot get particular information from the officials in charge. From our own knowledge, seeing that. the Editor served a six years' apprenticeship in one of the Widnee works, we know how bad some of the roads are, and that the traffic, except in the mornings and evenings, is very sparse.