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The Closing Year: A Review:

28th December 1911
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Page 1, 28th December 1911 — The Closing Year: A Review:
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Which of the following most accurately describes the problem?

The year 1911 has been a satisfactory one to owners in all branches of use except that which concerns taxicabs. More experience in regard to ineiliods of control and organization essential to the success of the smaller hackney motorcars has to be gained before they, too, will emerge from the period of trial into that of successful commercial employment. No owner has "turned down " commercial motors, for either goods or passenger purposes, with the exception of the few failures which exclusively concern taxicab companies, and of these, we regret to say, there is little doubtthat more are to follow. Considered as a year of good trade for the industry, the past 12 months have created a record, and production has been fully six times the total for the year 1905, and practically 50 per cent, in excess of that during 1910. Three principal factors have brought about this welcome result: (1) the uniformity of good reports from owners of several years' standing ; WI the undeniable recovery in the Co.,inancial position of the London General Omnibus C Ltd, which has been of incalculable general benefit ; (3) the general realization by the commercial and trading community at large, following the railway strike of August last, that road-motor transport is essential -to the economic welfare of any undertaking.

With so great a leap forward achieved, there can' now be no going back, and the year 1911 closes with the majority of our manufacturers in the fortunate and happy position of finding themselves under the necessity to quote (for many models) with delivery six or more months ahead of the date of order. An irresistible invasion of the old stronghold of the horse, the realm of the one-horse van and low daily mileages, has occurred during the year, and the positions gained, in that huge potential field of fresh activity are being made good month by month, and materially advanced. Whereas, little more than a year ago, it was the exception to find a ease where a small motorvan could replace a one-horse van upon a mileage below 120 per week, on a purely costs basis, numerous instances can now he furnished where substitutions have been justified upon mileages so low as 80 or 70 per week. The year, in fact, has been one of triumph for commercial motors, and one in which the decaying condition of horse, transport has been brought home to everybody. Improvements in india-rubber tires, and the consequential higher average yield in mileages and lower costs per mile of running, have had a great deal to do with the changes which are so marked and universal. Everybody is now getting ready to be friendly and well disposed to the one-time " ugly duckling " of the motor movement—the commercial motor. It is, indeed, hard to condense our review of the closing year, but it will be observed, on perusal of this and the following four pages, that we have succeeded in dealing with them briefly. Only some 8,500 .words have been invoked. Had the whole issue been at the writer's disposal for the purpose, it might have been easily filled with added detail.

Advertisement Value Maintained.

It was thought, a few years ago, that the advertisement value of a van must diminish progressively, and possibly in geometric ratio, as the use of self-propelled vehicles became more common. The closing year has proved the incorrectness of that estimate, for 1911 has witnessed some of the smartest and most-attractive adaptations of motor vehicles in matters of publicity upon novel lines. The man in the street is still ready to be attracted, and we think will remain so for years to come, by uniqu,o devices carried upon self-propelled undercarriages. Tire and tobacco firms have, it may be noted, been foromos.t amongst owners to turn the utility motor to account in this direction. Other smart examples, which deserve mention in this short review, are " The Daily Express" employment of a Thornyeroft chassis to boom its paper-bag cookery, the "Nugget Polish" programme of attraction per Lacre van, and the " Heinz pickles " (Dennis chassis) employment both of the body-panels and the roof with the ulterior object of causing people to stop and look. We might, of course,

name other outstanding examples, did space permit. The point is that the " moving hoarding " receives attention still.

Agricultural Motors.

Makers of agricultural motors have shared in the general prosperity, both in regard to home and overseas demand. Particular mention may be made of the progress which has to be recorded in respect of the Ivel, Marshall, Fetter and Satinderson types, in addition to which reference to the newer C7layton-Shottieworth and Daimler models should be made. We have had occasion to publish numerous articles upon this branch of progress, and to report various important trials. The independent tractor, which travels over the land, which is available for use on the highway for haulage porposes, and which can do so well upon the farm as a power plant, has made striking advances, in comparison with the older method of winding a plough to and fro between two heavy and stationary engines. Costs are now being brought to a basis which can be comprehended and substantiated, whereas they have been largely empirical in past years. Canada and France have, to the shame of Great Britain, led the world in the matter both of trials and positive applications in service, hut British manufacturers have shared in the growing trade to an extent which cannot hut be regarded as reasonably satisfactory. American manufaturers, however, appear to have reaped the benefit of the undoubted growth in trade to a greater extent than have home contractors. It is to be hoped that the attendance of Coronation-year visitors at the Norwich Show of the R.A.S. may prove to have a beneficial effect upon sales from British factories, to which end this journal's "Coronation Time and Royal Show Number" of the

29th June last should assist. On the question of costs, it has been amply proved that, when an internal-combustion engino is employed, the fuel cost can be well below I. per acre ploughed.

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