Answers to Queries.
Page 16
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Shall He Use Steel Tires?
[2075] " GENERAL CARRIER" writes : Will you
be good enough to give me some advice about tnes tor my small -lorry (10-12 h.p.) carrying ton ? One back wheel (solid rubber tire) has just come but the other one might perhaps last for months. Now, would an iron tire, shrunk on over the steel rims, be serviceable, or would it be likely to shake the engine up, or to loosen the spokes of the wheel ? I should very much like your opinion about eventually fitting iron tires to the two back wheels."
ANSWER.—It is not wise to shrink on iron tires for use with self-propelled vehicles : the greater speed and consequential greater intensity of impacts, compared with horse-drawn vehicles, render the use of shrunk-on tires undesirable, as a rule. Although it will cost you more, you certainly ought to have a pair of new back tires fitted, preferably of the band pattern. In your case, we cannot recommend any class of iron tire.
Water-carts and Sweeping Machines.
[2076] " CONSULTING ENGINEER " writes :—" I am desirous to obtain the names of manufacturers of ordinary water-carts and mechanical road sweepers, such as might be used with horse haulage, as a vehicle of this description could with very slight alteration he attached to the fore-carriage of certain motor systems. If you could put me in touch with anyone manufacturing this class of goods I should be extremely obliged."
ANSWER--YOU can get vehicles of the type you mention, as under :— Watering-carts from William Glover, of Warwick, and the Bristol Wagon and Carriage Works, 8, Laurence Hill, Bristol; sweeping machines from the Phoenix Engineering Co., Chard, Johnson Bros., 79, Mark Lane, E.C., and Ames Crests. Sanitary Engineering Co., Ltd., 12, Victoria Street, Nottingham.
Self-propelling Road Trains.
[2077] "LEGAL QUERY" writes :—" I want your opinion on the legality in the United Kingdom of road trains, in which the trucks which follow behind the power unit are individually and collectively selfpropelled. The Renard train is of the type in question, and several proposals for electrically-driven trucks coupled together fall in effect within the same category. I believe that the law on the question is very uncertain, but you may have looked into it." AN 8 W Ell. The subject is one into which we looked very closely nearly six years ago. The principal authoritative statement on the legal aspect of the case is set out, in the course of an article which appeared in our issue of the 31st January, 1907, from the pen of Mr. W. Joynson-Hicks, M.P. Mr. JoynsonHicks's firm acts as solicitors to the National Traction Engine Owners and Users Association, and to the Commercial Motor Users Association, and -he takes the view that, under -the existing Locomotive and Motor Car Acts, self-propelled road trains of the types to which you refer, seeing that the joint unladen weights of the power unit and the following trucks will in all cases exceed the 6*-ton limit of the Heavy Motor Car Order, 1904, have to be regarded as traction engines. He is alternatively of opinion that if a case were to arise in which the train did not exceed the limit mentioned, it would still notcomply with the requirements of the Motor Car Acts. The article can be turned up in any file of this journal, or at this office, but. the issue is out of print.
We have at all times taken the view that a special section or clause will be necessary in the next Locomotives or Motor Car Act, in order to give this class of road train its proper status and recognition.
Horse Costs and Horse Performance.
[2078] " LEIREE Snot's" writes :—" I am told that you have given comparisons between one-horse vans and motorvans. Can you refer me to a set of the horse figures? "
ANSWER. -One comparison was established by us in the course of an article which included the following (5th January, 1911) :—" A 10-15 cwt. net toad, an average of not more than 120 miles a week and a total cost of 51s. are about the means of results with a one-horse van and its one horse. The first cost is taken at £80, inclusive of harness. Details of the weekly costs, according to the average stated, are : driver's wages, 23s.; fodder and bedding, 13s.; farriery and veterinary services, 2s. 3d. ; painting, varnishing and repairs, 38. ; rent, rates and taxes, 2s. 6d.; stable labour, 35. 2d.; insurance, Gti. •' interest and depreciation, 3s. id.; sundries, 6d." This totals to 518., and local influences will not vary the aggregate to any material extent. The costs per mile of travelling are :
OIL the basis or GOiiii a week, 10.2(1. per 'laic, _ Cost oi single one -I Cost oi single one -I
horse van (10 ' " I/ 7.7d, cwt. net load).— " 6,1d. ., „ 5t1. • I 120 II .1 "it should be noted that only a very small reduction in weekly cost is possible, in respect of any weeks when the lower mileages -are accomplished, and that the mean figure of 51s. has been applied to all. A one-horse van is at its best on the 120-mile basis ; that is the practicable limit of regular use, except in unusually-flat country, with a net load of 10 cwt. to 15 cwt. behind the animal at the start of the journey.
"A one-horse van can seldom be worked below an average inclusive oust of bd. per mile run. If any reader of this article feels sceptical on that point, let him get out his own costs, and let him not fail to Lake account of all the nine headings which have been -adopted above. He will then be convinced. It is true that the driver of a horse-van can be put to other work on days when calls are slack, but that is equally possible with the driver of a motor. Extra mileage beyond 120 per unit per week does not appreciably reduce the cost of horse-vans, except where a. firm's organization permits the same man and van to go out upon a second journey of about 20 miles each afternoon, a fresh horse being necessary, in which circumstances the cost may go down to 4.5d. per
mile all round. In London, it will remain 5d."