Correspondence.
Page 19
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The Hitchon Gear.
The Editor," THE COMMERCIAL MOTOR."
Sir :—ln regard to the controversy taking place between Mr. Sutton and the Hitchon Gear Company, we wish to point out that we are in no way responsible for the opinions of Mr. Sutton. He is, we take it, basing his remarks on our adaptations of the free-wheel. We have no desire that any ill feeling should be engendered between us, through Mr. Sutton's remarks, and we have never, at any time, depreciated the merits of the Hitchon gear.—Yours faithfully, For THE LANCASHIRE STEAM MOTOR CO., LTD., C. B. NIXON (Secretary). Leyland, February 15th, 1907.
The Editor, "THE COMMERCIAL MOTOR."
Sir :—Referring to my letter, which you kindly published in your last week's issue of "THE COMMERCIAL MOTOR," I desire it to be known to your readers that, since its appearance, two of the principals of the Lancashire Steam Motor Company have interviewed me respecting the same, and have assured me that they have no connection with the correspondent who made use of their name, as having made a Ilitchon type of gear.
Had Mr. Sutton been reasonably satisfied with my first letter, which fully answered his, there would have been no need for him to introduce the firm who, being makers of a bad type of Hitchon gear and after having to discard it, had now adopted (as he has specially contrasted) a more efficient type of gear, which I consider has no bearing on the subject at issue. Had Mr. Sutton avoided making mention of any firm's name in particular, I should, then, have been obliged, in defence, to have given this challenge to every manufacturer of petrol motor vehicles. Had he done this my conditions would have been just the same; but, to show further that I have not over-stated what I know the Hitchon gear can do, 1 will now offer, not only, to have all brakes taken off (or put ouE of action), but to take off the gear-operating handles, also, before the test is begun ; this will further illustrate that the gear, when required for climbing, is, at all times, provided with an extra safeguard within itself, to keep the vehicle from running backwards down the partially-ascended gradient, a useful safety device for any vehicle to have on it.
My challenge is no longer limited to any particular petrol motor vehicle manufacturer.—Yours faithfully,
A. H1TCHON. Clayton Manor, Clayton-le-Dale, Blackburn,
February 15th, 1907.
The Editor, " THE COMMERCIAL MOTOR."
Sir :—As a subscriber to your journal, I have been considerably interested in the correspondence regarding the above gear, and the challenge thrown out by its makers. The suggested locality for the test brings to mind a rather good story circulated during the last Preston Guild, a story which is not without point, to persons acquainted with the district and with the gentleman who invented the gear.
A heavy consignment of machines from the well-known, Accrington firm, where Mr. Hitchon is director and works manager, intended for the procession, and drawn by a team of horses, stuck fast in the centre of the " Ha'penny Brig P..roo," and, the carters' eloquent persuasiveness notwithstanding, the horses refused to pull any further. A pedestrian from the same town overtook the wagons, and, knowing the carters, the following dialogue ensued :— " What's to do wi you chaps, yo looks as if yo'd lost yor dinners or sum mat? "
"Ay, tha'd look sick, if tha were us; it's mony a dinner we's loize, if we dorn't get these d-bosses up tit' broo, an i' time fer t' persession."
"Is thad all? Why, a'll bet yo a bob aw stir 'em in a jiffy," and, stepping to the leading horse, the friend whispered, " Tha'd better gee up—Hitchon's coming."
Instantly, tails and ears were erect, and the load was safely got to the top. It is said that, to this day, the firm's carters, profiting by experience, canmanage their horses by using nothing more forcible than the same faint, but eloquent, whisper. I am wondering if the inventor of the Hitchon gear has art equally magnetic influence over his motor wagons.Yours faithfully, " DANDY DICK."
The War Department's Scheme.
The Editor, " THE COMMERCIAL MOTOR."
Sir In the "dailies," on Thursday, the 7th instant,
there was an article with reference to the Government paying a premium on all motorbuses. I am not sure what the idea is, as I had not time to read the article right through, and I thought I should see it fully explained in "TILE COMMERCIAL MOTOR." 1 have not, however, yet seen it. Has it been overlooked?—Yours faithfully, " INTERESTED READER."
CrickleIA-oucl. Feb. 16th, 1907.
[Our correspondent must have ment's registration scheme : this gether with Editorial comment,
in mind the War Departwas published in full, toin our issue of the 31st Motor Lorries for Mineral Water Delivery. The Editor, "THE COMMERCIAL MOTOR."
Sir :—I shall be very glad to avail myself of your kind offer of advice, as contained in "THE COMMERCIAL MOTOR" on various occasions. Horses cause me more trouble than
any other detail of my business, and their keep during the winter months (when they earn very little) is a heavy item.
Depreciation, also, is heavy, and this is due, largely, to the fact that horses in our trade are always loaded—the substitution of empty bottles for the same number of full ones re
ducing the load by only a fourth_ I presume, therefore, that there would be a higher depreciation in motors used by us than in those employed in other trades, where empties are almost nil.
Assuming that a motor lorry is decided on, what make and horse-power would you recommend?
As a guide, I may mention that, generally speaking, horses of the bus type are most suitable : they can trot, take a ton on any ordinary road, and are comparatively inexpensive (Z3o to £35 each) to buy.
I use, here, four such horses (but could, often do with five) with two carmen and one lad; one man with a pair ;
one with a single; and the lad with another, for odd orders. This latter, I am convinced, it will be necessary to keep, in any case, leaving three or four horses to be provided for.
Each man has a round in the town, which he serves three times a week, and, thus, each has three days for the six country journeys, which are in different directions, and amount, altogether, to rso miles; the longest journey is 35 miles, although I could readily increase this if I had the means of delivering.
Profits in our trade are very small, consequently, as small initial outlay as is compatible with absolute reliability, simplicity and good materials is desired. Rubber tires appear to me to be desirable, as much for the comfort of the driver, as to obtain greater speed and a longer life for the vehicle.— Yours faithfully, " HANTs." February 15th, 1907.
[The " always loaded" factor will help, not harm, a motorvan : a light motor vehicle, at high speeds, tends to shake its parts loose. A two-cylinder, 12-16h.p. engine, with gears to provide speeds ranging from 4 to 16 m.p.hr.' should suit our correspondent, but, in the absence of more detailed information, we are unable to say that one motorvan will be able to replace all four one-horse vans. The percentage of effective substitution will depend upon the degree to which the various journeys overlap, and the manner in which they can be combined, or rearranged, for motor delivery. A rubber-tired rnotorvan will cost, new, about £400. The weekly operating cost, inclusive of depreciation, maintenance, and driver, for an average of 450 miles per week, sf ould not exceed /,;7 xos. We would urge our correspondent to visit the forthcoming show at Olympia, where he will be able to obtain first-hand information on the subject from the manufacturers of vehicles which may prove to meet his requirements.—ED.]