Opinions from Others.
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The E. ditor invites correspondence on all subjects connected with the use of commercial motors, Letters should be gm one side of the paper only, and type-written by preference. The right of abbreviation is reserved, and no resPonstbilaY
for the views expressed is accepted. In the case of experiences, names of towns or localities may be withheld.
Steam-wagon Funnel Design.
The Editor, THE COMMERCIAL MOTOR.
[1,360] Sir,-The old portable steam engine was usually provided with a lengthy parallel funnel, placed in position when the portable engine vs as getting up steam. As the road locomotive developed,
us same funnel was used, but gradually, for ;he sake uf effect, the funnel was widened towards the top. Now, all railway-locomotive funnels are designed narrower at the top than at the base ; yet here we have a design of funnel adopted and copied by most steamwagon makers, viz., an enlarged exhaust opening, instead of a narrowed one—the correct type for increasing the smoke-tube draught. Many instances of the effect of fashion may be quoted, where makers, without. eonsideraiion, have adopted designs and popularized them, although the designs are contrary, and exactly opposite, to the requirements of the known laws governing the effect to be obtained. Yours
faithfully, " STEAM -Converted Pleasure Cars: Fuel Consumption.
11w Editor, THE COMMERCIAL MOTOR.
0,367] Sir,—Many converted pleasure ears are being put on the road for light loads. These have many disadvantages. Any imposed load. above 10
• swt.. causes trouble in running, the necessity of pneumatic tires, and, last but not least, the increased consumption of spirit. Yet, on all hands, for light loads, J.. have good reports of these converted vehicles, since ranning at a high speed the despatell obtained rilom their use is incomparably superior to anything yielded by horse flesh. The makers of light comfiercial chassis should watch the progress of the user of a converted vehicle, since ultimately the old secondhand converted passenger vehicle will have to be ieplaced, probably by a commercial vehicle properly designed for a larger load.
A great point made by steam users, in comparing the costs of fuel of the internal-combustion engine with that of steam, is the low cost at which the rubber-tired steamer can be run, but steam users never charge up to the cost of running the cost of water, taking the basis that water is a free commodity, whereas, in large towns, as much as is. 7d. per 1,000 gallons is a usual charge. This may not appear a big item, but at the end of the year an appreciable. amount can be charged up to the steam vehicle for the cost of water used. As regards the actual fuel, a three-ton steamer will consume in the day of 60 miles, including, of course, raising steam, something like four cwt. of smokeless coal at 258. per ton, i.e., the cost of fuel alone is 5s. Now, with a three-ton internal-combustion vehicle, 10 miles to the gallon can be taken i;4 the recorded consumption. [This is too high for much commercial service.--End Spirit costs is. per s-allon, in small quantities, and less in larger volume ; deduct. lid, for the road tay, and we have a cost of fuel, at 100. per gallon, 5s, 3d. The water consumption of the steam vehicle may be 500 gallons oer day, so that, to the cost of fuel at 5s. must be added something like 9d.—often much more. If the internal-combustion vehicle does only seven miles to the gallon, we have the cost of spirit (nine gallons)
tip to only 7s. 10d. Extra payments and " tips " for water may easily bring the steamer up to this.
Under the worst conditions, the difference in favour of steam is not so great as steam users would make 'Tut; in fact, the " cost of fuel consumption " bogey is not worth considering in comparing the sunning of the two types of vehicles. Yours faithfully, T. C. AVELINO.
Bir mingham.
Methods of Erection of Rubber-tired Vehicles.
Editor, THE COMMERCIAL MOTOR. 11,3881 Sir,—When steel tires were used on steam i wagons, t was usual, in order to withstand the severe shooks to which the machine was subjected, to connect up all parts in such a manner that—until the steel-tired vehicle had done some thousands of miles —disconnecting could only be done in some eases by means of hydraulic gear. The introduction of the rubber-tired lieavy vehicle does not necessitate the same methods of erection, as, for instance, the pressing on of driving wheels on main axles by hydraulic pressure, since, within sometimes 12 months of the vehicle's leaving the works for the first time, the driving wheels require drawing for the purpose of fitting new rubber tires. Now, the mounting of a. heavy motor vehicle on rubber tires does away with the severe shocks and considerably alters the condition of working, as compared with the steel-tired heavy vehicle. One does not, therefore, want driving wheels pressed on to main axles in such a manner that only a hydraulic press will move them. This practice may have been found efficient on the steel-tired vehicles, but the same practice becomes a disadvantage when the vehicle is mounted on rubber.—Yonrs faithfully,
ENGINEER."
Is the Driver a Skilled Worker?
The Editor, THE COMMERCIAL MOTOR.
[1,3691 Sir,—In your editorial comment, under the above heading, dealing with the committee of inquiry on taxi-cab fares, you very rightly remark that, many statements of considerable interest were made by the representatives of both masters and men, but that some statements "were of no value to anyone." As a motor cabdriver, I quite endorse that opinion, but I cannot agree that an exaggerated value was placed upon the driver's services. One of the masters' representatives stated that there was something in the motorcab industry, from the point of view of income-earning, which had not yet been discovered, but he would not give a definite answer to a question put to him as to what. percentage of dividend he expected from the industry. It should be remembered that motorcabs have now been running on the streets of London for nearly five years, and it has been claimed by the masters' representatives that their present unsuccessful position can he attributed to their inability to control the " unskilled " labour necessary for their requirements. This, I think you will admit, was the main foundation of their recommendations to the Home Office Committee. It is hopeless to suggest that the knowledge-of-London test and the inquiries as to an applicant's antecedents have been the cause of the master's unhappy position. If. as you suggest, the labour is " unskilled," how do you explain the lack of material to be obtained from the ever-increasing ranks of unemployed For nearly five years, the masters have failed to fix a wage system which will place the motorcab industry on a proper economic basis, and the drivers on their side have only been able to earn a sufficient wage under experimental conditions. The. employer has been unable to prove that this wage is more than sufficient, except in isolated cases, for to base a labourer s wages partly on gratuities must be mere speculation. Owing to a recent discussion in the louse of Lords, one of the masters' representatives informed the committee that his drivers were not considered under the
• terms and conditions of the Workmen's Compensation Act. In fairness to us, would it not be advisable to settle this point, before regarding our labour as " unskilled?" The men's representatives were all drivers who have been earning good wages, and, at the same time, giving satisfaction from their respective employers' points of view. This was admitted by the masters themselves, in emphasizing the difference between the good driver and the had driver. One of these witnesses suggested a standing wage of 3s. per day, and 10 per cent. commission on the first kl earned and 25 per cent. commission on any amount over £1. Assuming a day's takings to be 30s., his gross wages would be 7s. 6d. and, after payment for petrol, say 2s., his net wages would be 5s. rid. Fluter these conditions, I would be quite willing to give the master the whole of the takings of my cab, but until an arrangement similar to the above has been agreed between us I strongly object to being regarded as an " unskilled labourer," but rather as a " co-adventurer," or co-partner, engaged with the master in an enterprise which is a speculative investment, but which, in the years 1907-8, was able to create and pay a dividend of seven per cent.---Yours faithfully, "SKILLED BUT NOT MECHANICAL'.
iWe admitted skill in some particulars. As to drivers' earnings, this ......respondent overlooks, we think, the sigoilirallee of Supt. Barsotn's evidence about the percentage of extras, and the ottect of their nonregistration.—En.j Mr. Henry Sturmey on American "Trucks."
The Editor, THE COMMERCIAL MOTOR.
[1,:370] Sir,—With reference to Mr. Henry Sturmey's article on " American Trucks " in your last issue, I May, perhaps, be permitted to point out that, over two years ago, the above-named gentleman made quite a fierce attack on my statements in your columns when I ventured to give the reasons why U.S. commercial-car designers had erred in following their own bent. At that time the American practice of putting the engine "down below," of fitting two-speed gears, air-cooling sets, etc., etc., was landed most thoroughly by Mr. Sturmey, and, if any of your readers recollect the correspondence I have mentioned, they will be thinking a thing or two at your contributor's present attitude.—Yours faithfully, ARTIIIIR E. A. M. TURNER.
Tires for Steam wagons.
The Editor, THE COMMERCIAL MOTOR. [1,370 Sir,—I have, on more than one occasion,
pointed out, in these columns, that, as yet, there is not a satisfactory tire on the market for steam wagons. Tire makers, who have taken the trouble to read my lamentations, have probably decided that T am a crank who refuses to admit the perfect ion of
their productions for the sheer enjoyment of being contrary. I will, therefore, content myself with outlining the chief characteristics of the various kinds of tires at present offered to the atm:or-wagon user. and will leave it to the makers of the same to explain why they still keep persevering with the manufacture or an article which is so palpably unsuitable for the work it has to perform.
The ordinary steel tire, which is commonly fit t ed to motor wagons, undoubtedly possesses the attractive virtue of longevity, but beneath its smooth-polished surface lies a, world of trouble to the unhappy user ; its whole existence, from the cradle to the grave, is marked by treachery and deceit.. When it. is first made, it is impossible to gauge its hardness to a nicety ; to apply it. to a wheel requires the use of most expensive machinery, and, once the tire gets into service, it commences to build up a shameless record of crime. .During the winter months it becomes practically uncontrollable on all kinds of roads, and on sett-paved roads it is positively dangerous, owing to its slippery ways. During the spring and autumn it is by no means reliable, and in the height of summer its behaviour on sett-paved roads becomes nearly as uncertain as in the depth of winter. Its power of adhesion, comparatively small at all times, is a very uncertain factor, which means that the machines ate seldom able to be loaded to their full capacity. Naturally, a tire such as I have described is looked upon by motor-wagon owners more as a necessity than a luxury ; what the public thinks of them it is beyond t he powers of my limited vocabulary to explain. Steel tires are undoubtedly extremely noisy, even on macadam roads, but on sett-paved roads they become an abomination ; they also lack the necessary property of absorbing shocks. There is a further charge laid against steel tires, namely, that they are destructive to sett-paved roads, but I believe that this is largely due to the rough state in which the setts are used ; so long as a wheel. has to bounce from point to point in going over setts it is likely to do damage, not only to the setts, but, unfortunately, to the machines as well. Road surveyors might consider this when selecting the condition in which setts are to he supplied for use.
Rubber tires, as compared with steel rims, certainly contain more of those qualities which are essential in: a tire. They are quieter, they are resilient., and, from the public's point of view, they are all that they require to be. Road surveyors also sing their praises, for it is plain that they cannot damage sett-paved roads: their action, however, on macadam roads, is eot, quite so harmless, owing to the sucking action that is set up on the surface of these roads, which action is productive of "pot holes "—small round holes which rapidly assume a terrifying depth. During the rainy seasons there is no doubt that rubber tires require more power to drive them than do steel tires. With respect to adhesion, rubber tires are certainly better than steel tires, except on a greasy surface when they are liable to perform vagaries which can only be compared to what is known as doing the. ontside edge in the skating world. The cost of rubber tires is distinctly unfavourable to their general use, and the fluctuations to which the price of the raw material is liable limit their commercial possibilities.
The life of rubber tires is another uncertain quantity, and may be shortened to an alarming extent by contact, with broken glass, or unrolled metal ; they are also far more susceptible to abuse at the driver's hands than steel tires, and, in short, they require the exercise of greater care, for the attainment of good results.
Wooden treads have been tried, and apparently work successfully on wheels of large diameter, such as those of traction engines, and even tractors, but for the smaller-sized wheels of motor wagons wood has
not proved sufficiently durable. Composite treads, including steel, wood and rubber, have also been tried, and one maker at least got within measurable distance of achieving success when it was discovered that the wood, rubber and steel did not maintain a perfectly level surface in the course of wearing down, and, as the road authorities in one county raised objections on this score, the wheels have not yet taken on. The adhesive powers of these wheels were remarkably good in practically all weathers, and on all classes of road surfaces, and it. is a matter of regret that more latitude was not allowed by the road authorities for the perfecting of a tread which, in many respects, was a, distinct improvement on anything previously produced.—Yours faithfully,
" MOTOR-WACON CARRIER."