Opinions from Others.
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one stde of the paper only. and type-written by preference. The right of abbreviation is reserved, and no responsibiliiy for the views expressed is accepted.
The War Department Trials.
The Editor, " THE COMMERCIAL MOTOR."
L9 . • L9 . •
'26] Sir —With reference to Mr. Pullen's letter in your issue of the 1.5th inst., perhaps the best way is to present the comparison for each day from the table in your issue of the 18th ult., so that your readers can judge which are likely to be normal, and which abnormal, results.
Division of the 10. fuel per nett ton-mile for No. 4 (Thornycroft) by the same figure for No. 10 (Broom and Wade) gives the following ratios: March 2 to 4 (4 tons), 1.22, L14, and 0.68 ; March 5 to 10 (8 tons), 1.08, 1.05. 1.11, 1.16, and 0.80.—\ inirs fr,ithfiillv,
BROOM AND WADE, LTD.
(The table which we published on the ISth ultimo did not give the consumption in '' lb. per nett ton-mile" for the tests on the thul and drd of March, because, presumably, the distance travelled was not carefully recorded by the W. D. Officials. In any event, the Mechanical Transport Committee did not accept nein. The above daily comparison is interesting, but the figures do not substantiate Mt. BrOOM'S elaim that the con. SURiption on his in 1VILS 15 per cent. less than that or So. 4. Taking the running days (March 4th to 10th, Mein:sive), the total number of nett ton-miles wal 973, and the total consumptions in lb. of fuel during those days were: No. 4, 6•23.30; and No. 10, 600•95. This shows that No. 4 was using 311 per cent, score feel per nett ten•mile than No. 10, but, the aVerfige speed of the former iThornyeroit:, was greatly in excess of that of the Brootn and Wade.—Ec.i
Commercial-type Chassis lor Professional Cars.
The TIIE COMMERCIAL Movie."
[927] Sir : We are enclosing you herewith photograph . of a " Lotis " professional vehicle, which we have just supplied to Dr. Pope. of Rugby. This car is built upon the Sallie standard chassis as our 1:5-c-wt. vans, with 12-18h.p. " V " engine. epicyche gear and pedal control, but has higher gear. lighter springs, and pneumatic tires. to adapt them to professional use.
We contend that the doctor's landaulet is just as much a commercial vehicle as a cab, and that. it requires to be built as strongly, durably, and substantially; hence, that a doctor's car is more correctly built on a commercial chassis than upon one intended for a light touring ear.— You rs fa ithf id y, STURMET MOTORS, LTD. Coventry.
Users' Experiences (No. XI).
The Editor, "THE COMMERCIAL MOTOR."
[928] Sir :—In my previous letters, I have referred at considerable length to the inflexible manner in which the laws applying to motor traffic are being administered in some places. I, therefore, fully appreciate your able protest on this subject, as contained in your editorial of the 8th instant. Despite these official hindrances, motor
transport must advance its position in the commercial life of the community, and the day is not far distant when these gentlemen, who at present are trying to meet the variable contingencies of such traffic with " cast iron " rules, will be smiling sadly at the folly of their attempt. It is, however, not a little disconcerting to owners of motor vehicles to note the latest arbitrary alteration in the tare weight of motor omnibuses running in London. The regulation of motor traffic all through has been carried out without the slightest regard to the necessities of the ease, and. although there is no question that matters will eventually right themselves, it hardly justities the indifferent methods at present employed. One fact alone will illustrate my meaning. Whilst the strictest rules prevail as to the conditions under which motor wagons may use the roads, there are absolutely no conditions attaching to the qualifications of the drivers of the machines, except that they must pay Sc. for a license. The authorities, perhaps, rely upon the natural tendency of mechanically-propelled machines to stop of their own accord, unless skilfully handled.
notice that a very considerable amount of work is being done in Lancashire by Durex Dustless Roads, Ltd. One of the chief points which are claimed, beyond initial saving, is that by using smaller sets, and laying them in " arched formation " along the road instead of straight across, they actually obtain the advantage which an arch naturally gives to resist pressure ; the arches are laid in such a way as to oppose the backward thrust which is transmitted by the motive power of all travelling vehicles. 1 cannot as yet vouch for the durability of this method of paying, but it holds a big advantage in smoothness for running upon it, and this should count in the matter of ultimate wear and tear. I happen to know that the above company is eager to try motor transport, and, as its requirements run into thousands of tons, it might be worth the attention of traction-engine owners, the traffic being hardly suitable for motor wagons.
Referring to the experiences of the past week. A further customer has become so impressed with the excellent advertisement our wagons offer to his goods in transit, that he has undertaken to have the wagons photographed at his own expense. We have been experimenting with furnace coke, and the results so far do not show a very great advantage, except in the matter of having to handle a smaller hulk. There also seems to be a tendency for the coke to form a clinker rather sooner than is the case with the ordinary gas coke. I .should imagine that furnace coke would be very suitable for a wako.1 that has a very large number of stoppages en route, such as a n ago') engaged on brewery work, as the coke burns very slowly when the draught is stopped.
The week's work has been carried through as usual, though, owing to the holidays, we have had to meet exceptional demands for quick delivery. It is rather amusing to note the frantic appeals which we receive, at such times, from people who do not generally patronise us. One gentleman met me at 11 o'clock on Good Friday morning, and pleaded with me to accept a consignment of live stock for immediate delivery. He would scarcely believe me when I said it would take me a day or so to fit the wagons up suitably for carrying live stock, and left me with a strong protest against my want of enterprise. I believe that the carrying of live stock by motor wagon is very considerable, and that, whilst it offers no exceptional difficulties to the carrier, brings considerable advantages to the consignee, by shortening the journey.
Our log sheet this week only reports four days' runing, and is as follows : Earnings, £44; mileage, 640: tonnage, 100; percentage of work done, 95; coke used, 5 tons Newt. ; oil (gear), 6 gallons; and oil (cylinder). 3 gallons.
--Yours, etc. "MOTOR-WAGON CARRIER."
flexible Hubs.
The Editor, THE COMMERCIAL MOTOR."
[929] Sir :—Quite a stir. T notice, is taking place of late in this direction, and the enclosed illustration—[Reproduced below.—Ee.]—of a resilient wheel I patented and manufactured in L903 (Patent Specification No. 16389) will doubtless be of interest to your readers, the resemblance to it of one wheel in particular being somewhat extraordinaryto say the least.—Yours truly,
CHAS. PRICE.
Broadheath.
Motorbus Regulations, TLC Ed I Or, Tr; lc Com ERCI A I. MOTOR.'
[930] Sir :--The report in a recent issue as to the above regulations is interesting, as regards the excessive noise and weight of present-clay London omnibeses. Everyone must agree that the contention is quite reasonable. A vehicle constructed all of iron and steel must be noisy and very heavy. The London builders may with advantage follow the example of country builders, who do not lose sight of the facts that 50 cubic feet of iron or steel weighs on an average about 11 tons, and that 50 cubic feet of seasoned hardwood averages about 1 ton 4 cwt. The latter builders know that omnibuses can be turned out from the right class of timber to run without unnecessary noise, and so constructed as to come well within the total weight indicated, provided they will pay for suitable timber.
We have many friends who have long condemned the London buses for the reasons given by the authorities.— yours, etc., We !Mould be glad if this correspondent, would develop his argument. Does he want to see the whole vehicle built of hardwood?--Em.