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OPINIONS FROM OTHERS.

24th February 1920
Page 26
Page 26, 24th February 1920 — OPINIONS FROM OTHERS.
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Which of the following most accurately describes the problem?

The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.

Steam Vehicle bevelopments.

The Editor, THE COMMERCIAL MOTOR.

[1712] 'Sir,—I have read with interest Mr. Jones's fetter in your issue of the 27th ultimo, and beg to offer the following comments thereon:— It is significant of Mr. Jones's interest in this inse .porta.nt matter that he has brought Such big guns as Professor Osborne Reynolds and Professor Perry to bear up-On.the subject.

I have had the privilege of knowing personally these eminent teachers, but am not aware that either of them had any practical experience of the operation of " thfinble " tubes in a steam generator.

There appears to be some confusion in the-views held regarding Field tubes and "thimble" tubes, 'which it is desirable should be removed. Both the Field tubes and " thimble " tubes are closed at one end, and operate by " in-and-out" circulation, but here the similarity ends.

The Field tube is designed to work vertically in Conjunction with an inner circulating tube, and it must be pointed out that this inner tube is quite essential to the operation of the Field tube as without it the end of the Field tube Svould be blunt very rapidly.

The "thimble" tube is designed to work horizontally, and does not require either an inner tube or partition, in fact it operates better without such devices.

It is important to bear in mind that the length of the "thimble" tube in relation to its diameter is considerably less than in the ease of the Field tube. The Field tube is parallel, but the" thimble" tube is tapered to facilitate ingress and egress.

The accompanying sketch showing a horizontal section through a layer of thimble tubes in a vertical cylindrical boiler, will give a good idea as to the position of thimble tubes in the boiler—it should also be mentioned that each layer of tubes is staggered in relation to the layer above and below.

The space in the centre of the boiler is utilized for the superheater, and also for fuel supply.

D44 Perhaps you will excuse me occupying so much of your valuable space, but-I.:hope it may be permissible to publish later on particulars of some boiler trials.—Yours faithfully, T. •CLARKSO.t.

The Haulier with One Vehicle.

The Editor, THE 1COMMERCIAL MOTOR. [1713] Sir,—I was interested in the article in your issue of February 10th entitled " Haulage Contracting on es Large Scale." . I notice that Mr. E. S. Clifford says : " Candidly, I am. sure theresare no prospects' whatever, for one man with one vehicle." Mr. Clifford does' not tell u. how it was he managed to start in 1913 with one Vehicle, and, succeeding, was. able to increase his fleet to 43 in six years. Of eourse, he had the benefits of the war with him. Perhaps. he onlY says this to stop any one-man opposition. I think it hardly lair on his part to make a statement like that,',taking into consideration the great number ofonen at the present time1Who have come out of the Services • and anent their gratuity and a few pounds savings on an army lorry just to get a living.

Anyway, I have just started with a five-ton Leyland, after spending four years and ten months in the Navy, and, to cheer up any other man doing a, "one-man business," let me say that I am not doing so badly.

I read all the " Hints " in The Commercial Motor each 'week, and have read that journal for years, excepting at times when I was on service.—Yours faithfully, F. J. IBBETS037. East .Twickennam.

Inaccuracies of Design.

The Editor, THE COMMERCIAL 3/10TOR.

[1714] Sir,—In spite of the vast progress which has been made in recent years in the design of all types of commercial motor vehicles, certain designers still persist in, copying the_ good points of well-designed chassis, and, whilst adapting them to their own vehicles, lose entirely the particular Merits which the originals incorporated. Take, for instance, the subframe. This was designed originally to insulate the engine and gearbox from strains caused by frame flexion, and to assist in this it was 'suspended at three points from the main frame. Certain designers, in order to be in the fashion, incorporate sub-frames, but 'announce publicly that they are firmly secured to the main frame by at least four points, thus proving their total ignorance of the reasons why subframes were introduced.—Yours faithfully, J.(.M.

Winchester. •

The Use of Aluminium Alloys. •

The Editor, TETE COMMERCIAL MOTOR.. •

[1715] Sir,—A recent reference in The Commercial Motor to the development in the use of aluminium for road wheels, which is proceeding in the States, seems to my mind very encouraging. All too few efforts have been made to utilize light alloys in commercial-vehicle construction. In the base of the commercial vehicle, with its high total load, the need is all the greater in _order to reduce the vibration against which roadside dwellers complain; to reduce the wear and tear of tyres. and (in conjunction with pneumatic tyres) to save the chassis from the evil efforts of vibration, which fact, again, is going to profriote the further lightening of the vehicle fbr-mgh out.—Yours faithfully, T. V. .1. K.

• Wolverhampton.

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