Opinions from Others.
Page 14
Page 15
If you've noticed an error in this article please click here to report it so we can fix it.
The Future Three-tonner.
The Editor, Tee COMMERCIAL MOTOR.
[1,237] Sir,—I have noted in your issue of the 22nd September " Lancaehire carrier's" letter [1,212] in reply to my letter [1,210]. I would be glad if he would remember that we are dealing with the problem of the future threetonner, i.e., the future development of a vehicle to carry three tons, and not—so far as he can judge at present" the most-elastic and most-trustworthy tool in the hands of the general user." I must also venture to correct both his and my mistake in the use of the term petrol vehicle" where we mean the internal-combustion-engined vehicle. " Petrol " is not used for commercial work, and is, I believe, an especially-refined spirit manufactured by only one firm to whom the word as a trade term belongs. [Usage, we think, has admitted the word " petrol " to a wider significance.—Fes.j if "Lancashire Carrier " will only seriously consider the points raised in my letter, without the introduction of such terms as a bowing acquaintance " and "raising their hats,we may be able to derive advantage from the correspondence.
Lancashire Carrier" agrees with me, as to the advantage of at least 30 cwt. of tare in the favour of the internal-combustion vehicle, in itself a most-important factor. The advantages of this type of engine consist in the fact that it has none of the disadvantages of the steam engine as enumerated in my letter [1,210]. The disadvantages mentioned were: extra weight; the necessity of picking up inferior water ; the raising of steam; firing ; water level ; pump or injector; steam joints; two-man control ; etc.—for this particular type.
In reference to tire wear of the two types, I would explain that the steamer is never fitted with more than two speeds and the internal-combustion vehicle with five. In starting and stopping the steam vehicle, the regulator or reversing lever is used, and there is absolutely no break in the connection between the crankshaft and the rubber tires, so that, under these conditions, there is a heavy strain and wear put upon the rubber tires of the steam vehicle. Now, with the internal-combustion vehicle, the crankshaft of the engine is disconnected from the tires by means of a clutch, or, if not disconnected, the deceleration of the vehicle is obtained from the resistance of the compression only, or if the engine is disconnected from the wheels by means of the clutch, the brake is applied according to requirements. In starting, the disc clutch takes up the load easily and without snatch on the low gear, doing away with the slip of the rubber tires on the road surface, which slip so frequently occurs with the steam vehicle during these operations. Will " Lancashire Carrier " watch a steamer starting and stopping with no load on rubber tires?
In regard to tire guarantee, he spoils his argument by his statement 'provided that the correct size of tire is fitted." Can he not see that guarantee is dependent on price of tires, and that if a larger tire is necessary on the steamer the guarantee for an internal-combustion vehicle fitted with the same size of tire would he for a greater mileage? He quotes " Motor-Wagon Carrier's " letter No. 1,209 in reference to steam on rubber, but forgets to draw our attention to the statement therein that •' the financial return does not compare favourably with steel tires, even allowing for winter stoppages with the latter," and that with a 12-ton load after nine months of use the tires of the vehicle are nearly worn out. " Lancashire Carrier" agrees that the internal-combustion vehicle is more automatic than the steam vehicle—another point in favour of the adoption, for this work, of the former type. He further states that a steam engine will continue to do its work and to give out its full power long after serious defects have crept into the system. Certainly, but at what expenditure of fuel and water ?
" Lancashire Carrier " suggests deferring the makinggood of defects to suit one's own convenience. Permit me
to point out, that no user of mechanical haulage can afford to do this with either a steam or an internal-combustion vehicle. Whichever you use, " everything must be of the best," not only with the internal-combustion vehicle—as suggested by " Lancashire Carrier "—but also with the steam vehicle, if you would have anything approaching success in the use of either. His suggestions as to the life of internal-combustion vehicles are very similar to, and put forward probably on the same grounds as, those suggested by would-be users in the early days of the threetonner. As the internal-combustion engine has no boiler, 1 am inclined to give the longer life to this type.
Now, as regards petrol, I would again point out, that this is not the class of spirit used by commercial vehicles, and, although " Lancashire Carrier " states " it also was in the Budget," surely he knows that commercial vehicles are allowed a rebate of half the tax of 3d. per gallon, and that commercial-vehicle spirit costs Sid. per gallon?
Finally, rubber tires are necessary for the three-tonner to compete with the live-tonner, for, if the future threetonner is run on steel tires, its bigger brother will outclass it and prove a more-useful vehicle. In the early days of road locomotives, when springs were first introduced, a method was suggested whereby, if the springs failed, the engine could still continue without springs. Now, either rubber tires are necessary or unnecessary, and it was the same with road-locomotive springs. Eventually, it was proved that springs were necessary, and no locomotive is built to-day without them.—Yours faithfully, T. C. AVELINO. Birmingham.
Registered Owners and Mechanical Transport for Army Purposes.
The Editor, THE COMMERCIAL MOTOR.
[1,238] Sir,—We were satisfied with the manner in which our motors and vehicles were used by the War Office; we had no complaint; either of coal or stores. The motors kept time right through, and were commended by the O.C. The provisioning of the men was bad, and it certainly calls for better attention another time. Our view is that a scale should be framed that mould satisfy the men concerned.
The registration fee is in our opinion ample; we think, however, a sliding scale of payment should be made, say, for five days service 25 per cent, increase, for 10 days 12i per cent. increase, for 20 days and over at present scale.— Yours faithfully, "OWNER No. 18."
The Editor, THE COMMERCIAL MOTOR.
[1,239] Sir,—We are glad you have taken this question up. Your very temperate Editorial understates the case from the owners' point of view. If any considerable number of commercial motors suitable for military transport is to be retained at the call of the War Office, there must be conditions of hiring on a business footing, and assurance of commonsense usage. It may as well be stated plainly, that, if usage such as obtained during the past maneeivres is to be the rule, then a doubling of the hiring allowance will not be sufficient to pay for the damage done to the machines. No conditions will be satisfactory that do not include : (1) An increased registration fee allowance. (2) An agreement that the period of hiring shall not be for less than 10 days—the actual period to be stated when notification is sent that the vehicle is required. (3) An agreement to compensate the owners for daina ee done -Nellie]) unreasonable usage.
(4) The hiring fees to include the provision of rations and sleeping accommodation for the men. It is quite possible to guard against abuse of No. 3 by provision as to time of sending claim, and for arbitration.
-yours faithfully, " OWNER No. 19."
Registered Owners and Mechanical
Transport for Army Purposes (contd.).
The Editor, THE COMMERCIAL MOTOR.
,I,240] Sir,—In regard to our treatment. by the Mechanical Transport Section during the manoeuvres, we may say that, as owners, we have no complaints to make, although our men seem to be of rather-different opinions. The suggestion for feeding the men certainly seems to have broken down to some extent, or it may be that our civil employees are not used to military-manceuvre fare, for they appeared to have found it necessary to feed themselves as best they could. With regard to the duration of the period of hiring, this possibly affects those who come from a distance more than it does ourselves who are on the spot, but, if they have come more than 20 miles, they are allowed an extra day (or two days if the distance be over 40 miles), and so on, so that there is not much to complain of. There is always this to he borne in mind, however, that if an engine is registered with the War Office it has to be sent if demanded and very often this entails the risk of offending customers who are regular employers of the engine.—
Yours faithfully, OWNER No. 20.''
"Our Road Is Our Own."
The Editor, THE COMMERCIAL MOTOR.
[1,2411 Sir,—In a tube station, I noticed, the other day, a pictorial poster which is evidently of recent date. It portrays a motorbus held up by the announcement : " Road closed." The tube railway, alongside, announces " Avoid delay --our road is our own." This statement is perfectly true, but, I ask, why should the streets of London not be " the public's own " ? One cannot help noticing that, no matter what the time of year, some important thoroughfare is impassable, and that, while the motorbus companies may say, with truth, " God's free air is ours," they are often bound to admit that the road is evidently the property of some private or public concern for the time being.
You. Sir, being expert in the matter of highway law, may be able to inform me whether or no there is any possible remedy for such a state of affairs. It seems monstrous that the economical working of the motorbus services and the comfort of the travelling public should be constantly at the mercy of contractors for telephone, gas, electric-light and other services.—Yours faithfully, " MOTORBUS."
We are sorry to have to admit that too-wide and non-related powers have been granted to companies of the classes named by this correspondent. Of course, there is generally "a way round " for motorbuses, though, admittedly, at the cost, of delay for passengers.--Lo.] Owners' Experiences.
The Editor, THE COMMERCIAL MOTOR.
[1,242] Sir,—I enclose a photo. of my three-ton Foden steam wagon on the occasion of the annual outing of my staff on 13th August. The wagon on that occasion covered nearly 70 miles, the photo. being taken close to Standen
in Herts. I received delivery of the wagon in January of this year, and the mileage done already approaches 10,000 I have had no trouble of any sort. As the enclosed photo shows a steam wagon put to a somewhat-novel use, I thought perhaps it might be of some interest to your readers. I should like to add that my present driver, C. Itullen, has driven the wagon over 8,000 miles and has never yet Inst. a journey.—Yours faithfully,
Jscois .ThvaRrAGE.
Ratcliffe Cross Mills, E.
The Editor, THE COMMERCIAL MOTOR.
[1,243] Sir,—The two photos. enclosed [Reproduced at foot.—En.] might be of some interest to readers of Ter. COMMERCIAL MOTOR: we always look forward to Thursday for same. This van has been converted from a horse-van to a 20 li.p. motorvan by my son, who has now gone into the motor trade, and I consider he has made a very fair job of it. The van goes well and is very powerful. I might say that, should anyone fall in love with it, as my son intends going in strong for the motor trade. I am willing to sell this one.—Yours faithfully,
A. E. ALLEN. 147, Kingston Road, Portsmouth.
Commercial Motor Users Association.
The Editor, THE COMMERCIAL MOTOR.
[1,244] Sir,—I am glad -to see that the C.M.U.A. now has its own secretary, and that Mr. Bristow is to give his whole time to his duties. It has, I think, been patent to many, for nearly two years past, that the late secretary was evidently unable to give much time to the work of the Association, but matters should now be changed for the better. I hope to see the membership and finances strengthened, as you say will be the case. Those firms.whb have not pre viously felt justified in paying is. a:year should do sa now, because I see that there is so much more likelihood of their getting help when they need it. The free legal-defence is great.—Yours faithfully, London. R. J. WILLIAMS.