The Motor Drivers News.
Page 16
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A Yorkshireman's experience.
" G.B." (Birtley) writes us on the etth instant as follows :
Until about six years ago I had been a traction engine driver. About that time 1 was asked by certain employers to give my opinion as to the type of steam wagon best suited to our particular district. Naturally I had not many data by me, so I determined to get a situation as driver on two or three different makes of lorries. The first one I took in hand was a Thornycroft, and this worked very satisfactorily, doing the work easily and without any hitches. My next attempt was on a Mann's tipping wagon, and the first journey I made with it was a distance of 58 miles—out and home again. We loaded up with three tons on the motor, and hauled a trailer carrying two tons. I left home at 7.30 a.m., and arrived back about ro.45 p.m., without any incidents by the way. I considered the run a good one, as two hours have to be deducted from the total time for unloading. The fuel used was scwt. of coke and cwI. of coal. The engine was nut lubricated when on the run, but it remained perfectly cool the whole time. The next vehicle I drove was a Londonderry, which was unfortunate enough to break its intermediate shaft in two while going up a steep hill with a load of 41, tons on board. I had an exciting time, as the vehicle ran backwards to the bottom of the hill, but, by good luck, I managed to keep it in the middle of the road. With the exception of this one mishap, I was pleased with the running of the wagon. I afterwards took -over my second Mann lorry, which behaved splendidly, and never gave the slightest bother. This vehicle used to be loaded up with about six tons, and it also hauled a trailer -carrying a weight of three tons. The mileage totalled up to 40 mites; two in and out journeys of 20 miles each per day. I have done the above distance on cwt. of coke, which works out approximately at 221b. of fuel tor each mile when sunning under the big load named.
" I can bear out what your correspondents have recently said with regard to the good effect of care and interest upon the running of self-propelled vehicles. One of the most important points to beobserved is that the feed water must be pure and free from dirt, whilst the boiler must be periodically washed out and cleansed from all mud. I think that a careful driver is worth good pay, because he looks after his wagon, takes an interest in it, knows when to make any slight repairs, and saves his employer mans heavy bills. I hope some of our northern drivers will come forward and give their experiences with the working of commercial motors on the road."
Leicester wants a. demonstration.
" J.W.M." (Leicester), in acknowledging a recent remittance, says :—" At present in this town there are only two commercial petrol vehicles, both of these being of the van type. There is undoubtedly plenty of scope for many more for various purposes, as there are many large firms who now use horse traction. If a few of the more enterprising manufacturers would only give a demonstration of the capabilities of motors for trade purposes it would in all probability lead to business in the near future."
The strength of steam wagons.
" WA)." (Salisbury) writes on the 16th instant :-" The Musing experience vill, I hope, prove interesting to your many readers. One morning, at 6.30 a.m., I entered on my duties as a driver to a mineral water manufacturer, wholesale grocer, and general provider, for the small shops in the surrounding district. I took the lorry from the garage and backed it under the loading-out shed, preparatory to having my cargo put on the platform. I have seldom, if ever. seen a more diversified load on any self-propelled vehicle. Ginger-beer, boxes of groceries, barrels of vinegar, firkins of soft soap, and a hundredweight keg of arsenic, were samples of insfreight. The men piled up the wagon as high as the eaves of the shed would allow of ; then I drew ut into the yard, where the remainder was put on. When all was ready I backed down to a trailer, which had eight barrels of paraffin. on it, and we started off at 7.45 a.m., for a run across Salisbury Plain, a distance of eleven miles. We covered the journey without incident of any kind, the wagon, a five-ton Straker, going well over all the stiff hills which
were encountered on the way. We now commenced to deliver the goods; a case of mineral waters at a cottage, a box of groceries and a cask at the village shop, and, lastly, a parcel of tobacco for the public-house. We then ran as far as the next village, where the same business was gone through. The numerous stoppages at length began to tell on my supply of water, so I asked my mate the nearest point at which a fresh tankful could be obtained; he replied that the previous driver always filled up at the last village we had passed through. This was not exactly cheering news, the nearest point being a river some five miles ahead, and my water was getting very low. I got down and tried the lowest tap on the water tank, hoping to see water run out, but with no result. I determined to make it dash for the watering place and deliver the rest of my load on the return journey. We ran through the first village, paying no attention to the frantic appeals of an old lady who expected to receive her fortnightly consignment of goods, at top speed. Just over the brow of the next hill the water left the gauge glass, but on arriving at the bottom on the level ground I could just see it again, which made me take heart once more. We shortly reached the river, where I put on all speed and got out the hose, and after filling up the tank and replenishing the boiler we proceeded on our way once more.
The road lay over a small bridge which spanned a narrow stream, and the wagon had just got to the middle of it when without any warning the whole vehicle, with a tremendous crash, turned over on its side. My mate fell clear of the wreckage, but I had to crawl out from underneath the hood, which might have crushed me. The first thing to do was to draw the fire, and this was not an easy job by any means, considering the position of the boiler. I then had a look round to ascertain the extent of the damage. I found that one of the back wheels had broken through the crown of the bridge, and I noticed the peculiar fact that there were several pieces of wood about two inches thick sticking up through the road ;surface. Some small boys, who were enjoying the mishap, informed me that the steam roller belonging to the county council had broken the crown of the bridge some days previously and that it had been mended with some planks, over which stones had been sprinkled. I looked to find a caution board, thinking that I had missed it by some chance, but none was to be seen. Obviously this was a case for a claim, so I sent my mate off to the nearest telegraph office to wire for my employer. As he could not arrive for some time, I thought it wise to clear away the remains of my load in -order to find out if possible the extent of the damage to the wagon. After we had cleared the wagon a little, we jacked it up. By the time we had done this my employer came up in his motorcar. We then had the wreck photographed. After working the best part of the day we at length got the machine upright, and I found to my surprise that, beyond a few dents, no damage was done. I kindled the fire once more, and we made for home as soon as the steam pressure was high enough. No trouble has arisen from the mishap."
The Editor requests that drivers will address acknowledgments of remittances to the Manager, and that they will keep the receipt separate from any additional communication intended for this page. This will save trouble, as letters which concern two departments cannot be conveniently dealt with.—ED.]