Five Tons of Bricks on a Coke-fired Steamer.
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An Account of a Day's Trip with One of the Latest Steam Wagons built by the S.M. Car Syndicate, Ltd.
A request to accompany a five • ton steel-tired steam wagon on a road test of any length is, we must admit, pot as a rule received in the editorial office of this journal, at any rate by certain members of the staff, with any great degree of en
thusiasm. When the request is amplified by a statement that the contemplated trial will consist, so far as possible, of a straight run with a load of five tons of bricks, any latent enthusiasm on the part of the staff may be said entirely to have disappeared. The discomforts of such a trip, it is quite evident, are considerable.
The Lure of an Interesting Test.
Mr. Geo. J. Shave,
the managing director of the S.M. Oar Syndicate, Ltd., Hythe Road, Willesden, some few days ago rang up THE COMMERCIAL MOTOR and proposed that a member of our staff should spend a pleasant day under the circumstances outlined above, on one of the latest St. Pancras-type steam wagons, which this company is now making. Brilliant , weather, and the prospects of an interesting. trip on a type of steam wagon which has many constructional peculiarities of its own, served to secure the willing attendance of a member of the staff who is, if anything, more steam than petrol—at any rate by training.
On Thursday of last week, therefore, the wagon, a standard fiveton St. Pancras-type machine, was paraded outside the Hythe Road works early in the morning. It was originally intended to load up with fuel and to run down to Kensing
ton, there to secure the necessary bricks, and to start straightaway therefrom on a run of 30 or 40 miles for the necessary observation of coal and water consumption. These best-laid plans were not fulfilled. Some of the undoing was due to the unexpected time which it took
to secure and load such precious units as best Fletton bricks, whilst further delay was caused by the discovery that, when the full 1500
were on board, some of the steel underwork of the body—a standard tipping one—came much too near to the strakes of the back wheels It was therefore deemed advisable to carry the bricks back again to Willesden, and to start with a clean slate on a consumption run on the following morning.
A Preliminary Run In.
The first day, however, was not wasted. The wagon, a brand.new one —it had but a few miles to its credit when it was started on this test,. undoubtedly required some running in, and the preliminary trip to Kingston and back was not wasted in this respect. The fuel was first of all carefully weighed-coke is solely used on this wagon— two additional sacks being carried in case it. were decided to make an unduly lengthy trip. The scales were calibrated, the water was measured, and all the usual careful preliminaries were observed before the first day's work was commenced, it being then assumed that the original programme would lo? carried out on that day.
Getting the Weights.
No weighbridge was available on the premises of the S.M. Oar Syndicate, and a run was therefore made to the depot of Jas. Bartle and Co., Lancaster Road, West Kensington, and there, by the courtesy of the manager, the axle weights of the wagon were recorded. A certain unfamiliarity with some of the back thoroughfares of Kensington resulted in a very long run round to the Midland Railway depot at Wright's Lane, Kensington High Street. Thus early in the trip did the wagon show itself to be one of easy handling, and what, for instance, might have been an embarrasKing contretemps, was turned into one of no account by reason of the facility with which the driver was able to turn completely round and to back in the crowded thoroughfare of Kensington High Street.
A Dalicate Load.
Arrived at the railway goods yard, three or four truck-loads of bricks, consigned from the National Brick Co., Ltd., Heather, Leicestershire, were being unloaded, some into horse wagons, whilst others were destined for transport by the steamer. The loaders, in explanation of the care which they took to pack securely and with the least possibility of shifting, said, "These 'ere hest, Flettons want 'andling like babies." The load consisted of 12 bolts of five tiers and 125 rows, making 1500 bricks all told. Each brick weighed over 7 lb.; the net load was actually one of 4 tons 17 cwt. 2 qr.
Trimming the Bodywork.
Before leaving the railway yard it was deemed advisable to pick up some more water, and this was accomplished by putting the suction hose from the water-lifter into a bucket which was kept under a running tap—a slow and clumsy process. Once out of the yard it was seen that the ironwork on the body had not, been properly trimmed before leaving the works, and it was then decided to abandon the test for the day, and to make a clean start in the morning, espe&ally as
time had slipped by all too rapidly. The necessary alteration was soon effected on the return to Willesden, and, in addition, further arrangements were made for the accurate measurement of the water consumption.
On the Friday morning the coke was again weighed into the bunkers, the necessary allowance being made for returned sacks. The two spare sacks of coke were carried on top of the bricks.
The HyLhe Road works were left at 9.26 a.m. The route which had been decided upon was via Shepherd's Bush and Hammersmith, out through Chiswick, Brentford and Hounslow to Staines, a total mileage of approximately 3.1. The best bit of climbing which was encountered on the run was almost immediately outside the Hythe Road works, where a dip in the road was made under a railway bridge, and the gradient back into Wood Lane must have been approximately 1 in 20.
Control in Brentford High Street.
The weather was superb and reminiscent of the finest days of last summer, the sun shining brilliantly. Shepherd's Bush was reached in good style shortly after ten o'clock, and the journey was resumed straightaway to Hammersmith Broadway, and then sharp to the right on to Chiswick. The traffic conditions rendered it possible to gauge to a nicety the ease with which this heavily-laden machine could he handled, and the efficiency of its steam brake was remarkably demonstrated when, owing to the sudden stoppage of traffic in advance, a quick pull-up had to be made. So quickly was the vehicle pulled up in one instance that a pair-horse Carter. Paterson wagon, which was following, pushed its vole through the tail-board. The damage, however, was not of any moment„ Vibration over the granite setts was an excellent test of the proper storing of the bricks.
Lilting Water from a Bucket.
The engine, up till then, had been pulling in fine style. The load of five tons seemed to do little more than steady the engine and keep the wheels well to the road. The lubricator on the main stearnpipe, it was soon found, might well be of somewhat larger size, as the one which was fitted neceseitated too
frequent replenishment. An uneventful journey, which, however, was marked by skilful driving on the part of the company's chief tester, who was at the helm, brought the wagon to Brentford. Inquiry from a fellow steam-wagon driver hereabouts caused the decision to be arrived at to secure water before going any further, and by the courtesy of the manager of a large stores in the locality, access was secured to a stand pipe in a private yard. Once again, however, it was necessary to lift water from a bucket which was being filled from the ordinary mains. Considerable delay ensued on this account, of course.
Once on the way again, good time was made out as far as Isleworth and Hounslow, a very large number of other types of commercial vehicles being met en route, notably Clarnico's Belhaven steamer. At 12.22 a short stop was made to clear some clinker, and at 12.50 the wagon slowed up owing to the slight heating of one of the bearings. A short rest was sufficient, however, in conjunction with the prompt application of the contents of an oil can, to assure quick resumption of the journey.
It was decided not to enter Staines, but to make a stop for lunch at a point something over two miles from that town. The weather by this time had become overcast, and shortly after the resumption of the return journey rain fell smartly, making the running much more heavy. Although the luncheon interval consumed well over an hour, shortly after starting on the return journey the wagon again slowed up gradually as if some bearing had heated. Careful examination, however, failed to reveal the cause of this stoppage, which was again repeated after another start had been made. Curiously enough, however, the trouble, whatever it may have been, proved to be quite a temporary one, as the wagon came home after that in wonderful style and without a hitch. Indeed, the speed was considerably in excess of that which is legally prescribed for wagons with axle weights such as those which had been ascertained earlier in the proceedings in this instance. Water was again taken at a wayside inn shortly after the return journey had been commenced, and in this in
stance it was sucked, by permission or the innkeeper, from an old trough fed by a hand-pump, the latter implement requiring a great deal of muscular energy on the part of an elderly attendant The return journey, which was completed at 5.25, was eventless, and this is the best testimony we can give to the machine. Everything was reasonably cool all over at the end of the run, and the proceedings were completed by the weighing in of the returned fuel and the final measurement of the water.
For the easy examination of the running results, which were secured we print, on page 149, some tabular data, which will be of interest to all steam-wagon users.