OPINIONS FROM OTHERS.
Page 24
If you've noticed an error in this article please click here to report it so we can fix it.
The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters shoutd be on one side of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility far views expressed is accepted.
The Live Axle—Is it Dying ?
The Editor, TEE COMMERCIAL MOTOR.
[1554] Sir,—Our attention has been drawn to the
• article by "The Inspector" which appeared in THE (Animal-tow, MOTOR a few weeks ago, and whilst we have no comments to make upon the past history quoted, we think that the writer is somewhat misinformed as to the trend of design of lorries for Army and for similar heavy work. in our opinion, your.corespondent makes a number of lois-statements relative to this type of final drive, and he contradicts himself through the article, so that anyone who is posted on the conditions would give very little weight to his statements. But on the other hand those who are not so posted. might gain the wrong impression.
It has always been thought that the Americans were severely prejudiced against worm gear. Such was the case a teiv years ago, but indisputable demonstrations were made by the well-known Pieree-Arrow Co., not only in their One. Million Miles of Reliability," but also in tests carried out at the instigation of the U.S.A. Government, in which their Vehicles were the only ones to undergo the severe ordeals successfully. The result of this and other factors in the development of live axles is that it has decided to adopt the wormdriven live axle typo for -practically all its lorries. Your correspondent speaks of the broad-minded specifications of the American chassis, wherein great latitude is allowed to the builders. This, we learn, is entirely due to the raecessity of having trucks very quickly. Actually, the U.S.A. Government is not buying the chain-drive trucks except on their first order, and then in a very limited way. The reason for this decision was that there were a few trucks being built which they could obtain quickly. It was a question of the productive capacity of the country to give them almost immediate delivery, and if this capacity had been such nothing else but -vehicles with wormdrive axles would have been bought.
_. In order to exemplify this, one might mention that the Signal Service Corps which covers the Aviation Department is buying 10,000 trucks, all of which will be fitted with.Timken Detroit axles with TimkenDavid-Brown worm gearing. Again, the type " B " heavy duty Army trucks which have just been designed are also on worm gearing. Furthermore, we understand that it has been intended, on account of the manufacturing conditions, and the necessity of i large production n a short time, to put the type "A," or small Quartermaster's Department trucks, on the internal gear. But the makers of this type of drive have fought so much among themselves it is now considered probalale that, on this type also,. the Government will adopt a, worm drive. Surely, in view of this, the statements of your correspondent are not justified.—Yours faithfully,
DAVID BROWN AND SONS. (HUDDERSFIELD), LTD.
An Opportunity for the Modern Garage Owner:
The Editor, TEE COMMERCIAL MOTOR.
[1555] Sir,—Having read with interest Mr. Itymaees letter in your issue for the 8thinst.; I wish to express emphatically my complete endorsement of his far-seeing views. We ourselves are setting mitoin this direction. As most of your readers,drivers and owners know, we are in the best of positions, about half-way between Manchester,. Leeds, Bradford and Oldham, on the direct mainroad, with land on each side. We are in a position, to deal with any kind of load or repair to any make of vehicle or any kind of breakdown, having all the necessary lifting tackle, bogies, and wagons up to 30 tons.
C38 • We intend to put down a hydraulic press for pressing on and removing tyres' as wel,1 as a press for removing all kinds ot fixed Wheels. Body and trailer building is our next move, . We have also installed an oxy-acetylene welding plant. We have a complete mechanics' shop, well equipped with the latest tools. Our stock of Foden spares is the largest held within a radius of a° miles around our garage. We have already plans passed for a garage twice as large as our present premises.
We are in full agreement with Mr. Rymer that there is every scope for a' syndicate to which haulage contractors canabelong and, where their wagons can be sent for repairs and overhaul, and the owners know the work will be executed in the least possible time to get their motor on the road again. When a motor is .broken down, it ought to be hauled to the nearest and most efficient engineer's premises for repair. We intend taking up with the leading makers of wagons to stock their spares, and have already approached several firms in this respect, and received their sanction to hold stocks. Further correspondence on this interesting subject will be beneficial to all concerned.—Yours faithfully, ALLEN KNIGHT, Managing Director, Linthwaite. ALLEN KNIGHT AND CO., LTD.
Wasted Tractor Labour.
The Editor, THE C_OMMERCIAL MOTOR.
[1556] Sir,—May I be allowed to suggest that you should invite your readers to give their experiences in connection with the arrangements for ploughing the land by motor power, so that some light may be thrown on the subject as to who is to blame for the fact that the ploughing so far has, been unsuccessful. Who was responsible for placing so much of the management of the ploughing of the new land in the hands of the pleasure-car trade i 'The motorcar people 'are probably experts at handling a motorcar with 'rubber tyres running on a highway, but they have no experience in handling an engine On soft ground. As a direct •result of this ignorance the ploughing has had to wait whilst these people started to learn what, to them, was a new trade, and the result has been more or less a fiasco, partly overcome by the hiring of traction-engine drivers. We should not forget that of these engines the majority are oil-driven traction engines. A lot of talent has been absolutely, ignored and wasted. Take my own case—and I suppose there are hundreds similar. I am.a, trained practical engineer with knowledge of steam, gas, oil and petrol engines. I have had 27 years practical . experience in the management of my own traction engines. One would have certainly thought that lengthy experience such as this ,would have been of some value in the present circumstances, but those in high office evidently thought not, for their action in ignoring my
existence was deliberate. ,
I can quote many examples of the waste of time, matPrials and labour which may be laid to the door of the authorities. The Food Production Department have just started operations here in Dorset, with a threshing maehirie which is driven by an oil
tractor. •
The man who drives this particular tractor was, to my knowledge, last season and the beginning of this, driving a, privately-owned steam traction set. The Food Production Department is running a. newly. made set whilst the privately-owned set has to remain idle for want of a driver Could absurdity' go further 7-
Yours faithfully, H.N.H. Bridport.