Accumulator Propulsion in the U.S.A.
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Recent publicity in this journal for the subject of electric-battery transport in the U.S.A. has attracted the attention of, amongst others, Mr. W. H. L. Watson, who is identified with and responsible for the Edison battery and van business in this country. This gentleman supplements and amplifies the explanatory article from the pen of Mr. H. P. MacComaell, and his views will probably lead to the expression ot others. Our columns, of course, are open to our supporters for the purpose.
One point in connection with accumulator propulsion' whether in private or commercial service, though the factor is undoubtedly a lesser evil in the latter category, is found in the repeated failure of drivers to stop running when a certain discharge point is indicated. The risk of discharge beyond a certain minimum potential difference, and therefore below an expedient residual charge in the cells, is the most serious practical difficulty by which all advocates of battery vehicles are confronted. We admit that, given careful supervision and unvaried schedules of running, this risk might be held to be non-existent for many delivery rounds, but everybody must agree that the probability of variation cannot be wholly eliminated. It is to that extent, therefore, that uncertainty of results must be accepted, because a. driver, caught on the road with his batteries run down, has no alternatives open to him but (1) to stay there, (2) to damage the cells by over-discharging them, or (3) to be towed home. Who can avoid the second of these
The Select Committee on London Motor Traffic Accidents.
When the Select Committee of the House of Commons was appointed last year, for the specific purpose of inquiring into the cause of London motor traffic accidents, and the best means of reducing them, we announced our intention, unless exceptional circumstances arose, to deal with the whole case when that Committee reported. One exception has already been made—that in the case of the evidence that was tendered by Sir Edward Henry, the Commissioner of Police for the Metropolis. We now make the second exception : elsewhere in this issue will be found a reprint of the proof of the evidence that was submitted by the Editor of this journal, as the nominee of the Roads Improvement Association and the Royal Automobile Club, together with initial extracts from the lengthy and statistical proof of Mr. Albert H. Stanley, the managing director of the London General Omnibus Co., Ltd, The Select Committee has interpreted its terms of reference very widely, and has not hesitated—at least in respect of some of its members—to make statements and to put questions with regard to rating and other problems. It must be admitted, in fairness to the Committee as a whole, that the problems of rating do enter into the controversy which continues between motorbus and electric-tramcar interests, although they may not appear to do so on the surface. The activity of the officials of the London County Council is a re
markable feature of the procedings. They are certainly leaving no stone unturned to make good the case for which they have at all times striven, and to ensure that all possible questions are put that may assist the case for the electric tramcar. In doing this, of course, they are acting wholly within their rights, and we merely desire to direct attention to the fact. It portends much. At this juncture of events, apart from the comments which we make incidentally to the quotations of abstracts from the evidence of Thursday of last week and Tuesday of this week, we will only give one additional expression of opinion. It has not yet been sufficiently forced upon the attention of the Committee that the recommendations as to tramcar extensions of the Royal Commission on London Traffic— which Commission, after several years of inquiry, reported in 1905--were made before motorbuses, as we know them to-day, were on the streets. Any extensions of electric tramcars into the busiest central areas of London, on the strength of an eight-year-old recommendation, must be a mistake. If, therefore, the present Select Committee, notwithstanding that it, was primarily appointed to inquire into accidents, chooses to endorse the idea of further electric-traction developments, we, amongst others, shall press in Parliament for a re-examination of the situation in that specific regard.
New Steamer Points.
Occasional news reaches us about the activity of designers at various works which hope to be able to put new types of steam wagons on the market early next year. Since we last wrote on this subject (issue of the 23rd January), undeniable proof has come to hand to show that our views have been seriously taken to heart by several manufacturers, and that lighter types of steam vehicles will be forthcoming to compete in a field which has hitherto been regarded ae the exclusive preserve of the petrol vehicle. The success of standard types of 3-ton and 3i-ton rubbertired steamers, now admitted on all hands, provides the necessary encouragement for such developments to be taken further. It becomes essential, however, for new characteristics and features to be adopted.
Amongst the reports concerning new points which are likely to be found in the new steamer models when they appear, we find a recurrence of mention of a considerable degree of superheat. This is, possibly, merely a reflection in steam-wagon circles of the greater attention to superheating which is found in some railway circles at the present time. Our contemporary "The Railway News," in its issues for the. 29th March and 5th April, summarized some of the effects of superheating and feed-water heating in locomotive working, in the course of its report of a joint paper by Messrs. Trevithiek and Cowan. We have not space to reproduce that illustrated report, but we see no reason why it should not be perused by the parties who are particularly interested, with a view to adaptation of the methods which are disclosed in it_ It appears that the smoke-tube type of superheater.
iii which the superheater pipes are taken a certain distance along the smoke tubes, and then doubled back on themselves, instead of their being in the form of coils round the firebox or other large heating space, might very readily be embodied in new steam-wagon construction. This design, to the extent of giving 200 degrees Fahr. of superheat, has certainly provided remarkable economies in railway-locomotive practice.
Another direction in which we believe efforts will be made to introduce new methods is found in the possibility of forced draught and large grate areas. The two in conjunction may appear superfluous, but we have in mind low plus pressures with thick fires on the bars, and the introduction of small percentages of water vapour along with the forced-air supply. A system of this kind has, to our knowledge, already been adapted for steam-wagon purposes. It is made in Sheffield, and steam jets are used. The object of the foregoing brief references is to cause makers and designers to think aheadSteam men should not rest content with what they have got, good though it is. Were it not that we might be accused of giving away the intentions of some makers to other makers, we might be more explicit. In that we are not indebted to any maker in the first instance, we do not fear that such a circumstance will arise.
The Fall in Rubber.
We are told, aprop the short leading article which
we published a week that an immediate or early break of rubber-tire prices by from 15 per cent. to 20 per cent, cannot fairly be expected by _motorvehicle manufacturers or users. The particular reason that is advanced in support of this plea that reductions must be deferred, is the superior proportions of factory and selling charges in the total cost to that for the raw rubber. Everybody who has had works experience of any kind will agree that fluctuations in raw-material costs are generally of less effect than is expected, or feared, by customers, and it was no doubt due to this condition of affairs that suppliers of rubber tires of all kinds did not make more considerable advances when rubber was selling at figures between 8s, and 12s. a lb. It need not surprise anybody, therefore, that reductions in the price of tires do not follow reductions in the price of rubber in an exact ratio. • Strangely enough, apparently, some consumers think that they should so drop, oblivious of the fact that they did not rise in like measure during the year 1910.
All who choose to pay us the compliment of reading our article of last week closely will find that we were cognizant of the fact that the full benefit of the lower prices for rubber will not be immediate. Our mak point, that the fall will be of direct advantage to the whole industry at the time of the Olympia Show in July next, remains, and we hold to it. We repeat that an offset to the uncertainties about prices for petroleum spirit is needed, and that it will be furnished in the manner which we indicated by rubber.
While on. the subject of rubber, we may express our indebtedness to Air. J. Traxler, of the Goodyear Tire and Rubber Co., for the interesting, if short, article winch we publish on page 179. The subject of rubber does not attract us now for the first time. When discussion was raging some four years ago as to the suitability of plantation rubber for the replacement of Brazilian wild rubber (Para) for the manufae ture of motor-vehicle tires, TILE COMMERCIAL MOT01 after due inquiry gave unhesitating support to the view that plantation rubber would prove usable and satisfactory. We obtained and published an article* on the subject from the well-known experts, Messrs. Clayton Beadle and R. P. Stevens, and we have been gratified to learn, on many occasions since that article was published, how it gave confidence to large users and prospective users of rubber-tired commercialmotor vehicles at a time when they were themselves in grave doubt on the subject. There had been an earlier articlet in our pages by the same authorities. Another important and illustrated article, which we published under the title of "About Plantation Rubber," was from the pen of Mr, A. E. Meaden, now on the staff of J. and E. Hall, Ltd., who possesses extensive and special knowledge of the Malay States ; it appeared in our issue of the 6th October, 1910.
With plantation rubber now accepted on all hands, we can look back without any regrets upon our own attitude towards it. The question, to-day, is—will Brazilian wild rubber be able to compete ?
Our Parade Report Issue.
A fortnight to-day, immediately after the Whitsuntide holiday, our issue, dated the 15th May, will contain a full and illustrated report of the seventh annual Cit.U.A. Parade. This number will be brought out 12 hours later than usual, in order to give us time tc deal adequately with the event. It will be freely illustrated, and will contain particulars of the day's pioceeclings and incidents, inclusive of the principal speeches at the official luncheon at the R. A.C. Additional subscriptions to the prize and other funds are published elsewhere in this issue.
The support for the Parade this year is in all respects excellent, and the organization is well advanced. We anticipate a considerable increase of both Home and Overseas demand for the issue, and it will unquestionably be studied by large numbers of new renders and subscribers in all parts of the world. The business department requests attention to the need for changes of copy, or special instructions, due to the Parade, at the earliest possible opportunity.