From Our Berlin Correspondent.
Page 6
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Motorbus Line liarlsbad.Keilsberg.
I note, in the Austrian organ for public contracts, that the firm of Alfred Zentner, of .Karlsbad, has applied for a concession to establish a motorbus line between Karlsbad and Keilsberg.
Motor Ambulances for Grand Manceuvres.
On Thursday, the 7th instant, in the courtyard of the General Staff, at Berlin, an automobile ambulance wagon was inspected. I understand that the General Staff intends to order five such vehicles for use in the grand manceuvres this year, and that all are to have double coil-springs, and to be extra wide in the bodies.
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A Second All-Motor Fire Station for Berlin.
In consequence of numerous complaints of the lack of a fire-station in the extreme north of Berlin, the Corporation has resolved to build and fit up an all-motor station on a piece of land belonging to the municipality la the Tiirkenstrasse at the corner of the Ungarnstrasse. the propelling energy will presumably be electricity, as in the case. of the station abOut.to be opened in the north-east of the city.
Germany's Foreign Trade: A Fall.
Supplementary to my note on Germany's foreign trade in freight automobiles for the first two months of the current year, I may state that in March Germany imported business vehicles weighing 8,000 kilos., and exported 42,800 kilos. Hence, for the first quarter, Germany's imports in this class of automobile reached 2 1,Soo kilos., against 40,100 during the same period of 1907, whilst the exports stood at 113,400 and 358,700 kilos, respectively. So that, comparing these periods, Germany's imt5orts dropped 45.8 per cent., and her exports 68 per cent.
Motor Ploughs.
The engineers at the GasmotorenFabrik Deutz are at work on a new Motor plough, their first attempt in this line, represented by a four-wheeled vehicle, fitted with an engine of 2311.p., and constructed for heavy as well as light oils, having proved a failure. Their old machine, which, for some mysterious reason unconnected with a sound business system of advertisina-, is still catalogued, although not made or stocked, had a very small pair of smooth-rimmed wheels in front, and a large pair (the driving pair) behind, fitted with grippers. The plough itself did not form an integral part of the vehicle, but was drawn by means of a chain attached to a hook underneath the back cross-member of chassis. It was steered from the left side. the driver occupying quite an aerial position.
The Subsidising of German Firms by the War Office.
/ am now in a position to give information of a more circumstantial character respecting the subsidising of
German makers of heavy vehicles by the War Office. I alluded to the matter a short time back in a paragraph which, albeit brief, contained the gist. of the scheme; still, the official document is, I think, interesting enough to be dealt with on a larger scale. The life of the vehicles has been assumed not to exceed five years, during which period all parties standing in subsidiary relations with the authorities are bound to maintain the vehicles in " fighting " condition in return for the undermentioned premiums :
i. Premiums for •Construction and Working, as well for Fuels : (a) Single premium for building vehicle, payable on definite acceptance of same, £200 (4,000 marks); (b) working premium per vehicle, over a period of five years, payable at end of each year, .Lso (1,000 marks); (c) working premium for using home-produced fuels-Amount to be determined by Army Administration. Supplementary note to (a) and (h): These_ words apply to vehicles of 3oh.p. In the case Of larger machines, which otherwise conform with conditions laid down, the sum payable may be increased.
Every party desiring to work vehicles for which a subsidy is claimed from the Army Administration must make application, prior to manufacture, to the War Office, which will then decide whether a subvention shall be granted, 2. The Army Aftfrtinistration reserves to itself the granting of additional premiums in the following cases -(a) Successful creation of market for adoption ; (b) production of types economically superior to horse-drawn vehicles; (c) organisation of lines especially calculated to further the military objects pursued by the adoption. 3. For the adoption of vehicles fitted for military purposes the Army Administration proposes to negotiate with (a) manufacturers or (h) with operating companies.
4. Private persons desirous of working self-propelled vehicles conforming with military specifications 'are advised to address themselves to one of • the manufacturers or operating companies under 3a and b, and in this way participate in the State subvention.
5. Automobiles must be builtat home, and be certain types from such factories as the Army Administration knows from its own experience to be specially suitable. The Army Administration alone will decide whether a type of vehicle is, or is not, adapted for military purposes.
6. On new vehicles being taken over in the factory by the operating party or his agent they will be tested by an officer of the Transport Service as to their conformity with the conditions laid down and, if found satisfactory, provided. with the military sign. The test of the motor as to its horse-power can be effected by an officer in the factory before -being built into the chassis; generally speaking, accredited brake certificates will be -accepted.
.7. The Army Administration reserves to itself the right of testing the military efficiency of the vehicles several times a year.
S. An automobile may not be sold in Germany during the first five years after it has been put into working, unless the purchaser accepts the obligations resting on it in respect of the Army Administration. The sale of automobiles abroad is not permitted.
Conditions for the Construction of Light " Trains " Adapted for Military Purposes.
A.-Military requirements.
1. The light army " train " consists of a freight vehicle and a trailer. The wagon shall be built to take a load of 4,000 kilos. on its own platform, and 2,000 kilos. in the trailer.
2. Maximum speed over level roads shall not exceed 12 kilometres (7;1miles) for iron tires, or 16 kilometres (io miles) for rubber tires. Average : g kilometres an hour (5.265 miles) for iron tires, some 90 kilometres (561 miles) to be covered daily ; 12 kilometres an hoot (7,imiles) for rubber tires, with 120 kilometres (75 miles) as the daily total_
3. The " train " must take all gradients up to i: 8 on hard-surfaced roads with full load.
4. Supply of fuel must last, under favourable circumstances, for a run of 250 kilometres (156.1 miles); 8o kilometres (so miles) in the case of steamdriven vehicles.
5. Body must be spacious enough to admit of the carrying capacitybeing . used to the most advantage.
6. Track : up to 1.7 metre (approxi• mately 5ft. 6in.); wheel-base must be • adapted to any turns of the road.
7. Lowest point between wheels under fullload not less than zo centimetres (7.8 inches).
S. There shall be proper protection, against bad weather, for the men.
B.-Technical requirements.
(a) Vehicles.
I. Motor—at least 3ch.p.
2. Motor, gear and vehicle must be made on thoroughly up-to-date lines.
3. The possibility of using home-produced fuel will be commended.
4. Braking arrangements must guarantee safety on all gradients. 5. Wheels shall conform with legal regulations and, by means of suitable contrivances (anti-skids), render possible the safe negotiation of roads which are coated with ice or snow.
(b) Trailers.
r. The trailer shall be built for a minimum load of 2,000 kilos. and sufficiently strong to allow of a second, loaded trailer, being attached. 2. Trailer must be fitted with safeworking brakes and sprags. 3. Trailer must be arranged for horse-draught and must carry the necessary appliances. 4. Coupling hooks for trailing arrangements on vehicle and trailer must lie some 85 centimetres (33.4 inches) above standing surface.