Opinions from Others.
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The Editor invites correspondence on all subjects connected with the use of commerciat motors. Letters should be on one side of the paper only, and type-written by preference. The right of abbreviation is reserved, and no responsibility for the views expressed is accepted.
Users Experiences (No. XXIV): Regular Work from the Military Authorities Suggested.
The Editor, THE COMMERCIAL Mown."
997] Sir,—I was very much interested to read Sergeant Major's " query in your issue of last week. " I want to hire some motor lorries " opens up visions of unlimited opportunities to any unhappy motor-wagon owners whose machines are, so to speak, eating their heads off in the stables" for want of enough opportunity to work, and, were the distance not so great, I might be tempted to send a sample lot on to "Sergeant-Major," strictly on approval, of course. But, unfortunately, it is stipulated that "the weight of the machines must not exceed five tons, and they are required without drivers." Am 1 right in presuming that an automatic type is suggested ? Such a machine would no doubt prove the most serviCeable for the purpose. I believe that on previous occasions makers have been requested to build machines specially for hiring out for camp work, just as an advertisement, of course, which is an excellent idea if they (the makers) could but see it. I would suggest to " Sergeant-Major " that he should approach them. Last year, I had an opportunity of noting how an ordinary five-ton steam wagon behaved under military control, and the results were really most discouraging : the machine had quite an excellent character for Ordinary commercial work. The first difficulty encountered was that the wagon simply would not get up steam, for a whole day. It refused to budge, and the makers had to send an expert to it before it could be persuaded to assume its normal behaviour; but, as soon as the watchful eye of the expert was withdrawn, it was up to its game again, and I have good authority for stating that it took the best part of 24 hours to go 10 miles, and the makers were again applied to for assistance. As they refused to admit any fault in their vehicle, the machine —by way of compromise--agreed to travel in low speed, and in second speed it remained whilst under military control. To-day, the same machine may be seen back on commercial work, skipping over stiff gradients with something over a full load on its back, and on top gear. There is a further disadvantage about motor vehicles for Territorial mechanical transport work, unless an automatic type be supplied. A steam motor wagon, as we all know, never runs alike fur two consecutive weeks, and, as camps are only held annually for a week or 10 days at a time, instructions given to a company at camp as to how to handle a certain machine would probably be of small service six months hence. My foreman driver, a good sort of fellow in his way, asserts that the idea of teaching a Territorial to handle a machine in so few days a year is ridiculous; he says it requires the experience of a life-time before a man can hope to keep a wagon on hard work continuously with successful results, but my friend forgets that the very essence of the Territorials' creed is that " to the amateur all things are possible."
Next year, I hope "Sergeant-Major " will give us a little more notice, so that we can get our stocks worked up before the rush comes. If lie would only persuade some of his " regular " friends to make use of us during the course of the year, it might prove a means of breaking our machines into his requirements. I am sure we are all very grateful to " Sergeant-Major " for the desire he has displayed to make our acquaintance, but are constrained to reply, in the meantime, as the young lady said on a certain occasion—" Really, this is too sudden! " Surely, the War Office would find us attractive acquaintances as well, if only in the possibilities we would provide for a new design in uniform—woven asbestos waistcoats, fastened with split-pins, etc., etc.
Really, Mr. Editor, the whole subject of how motor wagons may be successfully incorporated with the scheme of military defence has been very much neglected_ We can be worked " in somehow, and the military must require a good deal of carrying done in each district throughout the year. If they would only entice us into their service by regular employment, they could no doubt test our abilities for their more particular wants as occasion arose. An annual invitation to spend'. only a few days with them is very attractive, but in these days of keen competition we are obliged regretfully to cancel our visiting list, and stick to business.
We append our log sheet for the week: earnings, £70; tonnage, 179; mileage, 936; percentage of work done, 100; coke used, 10 tons; oil (gear), 10 gallons; and oil (cylinder) 6 gallons.—Yours faithfully, MOT0R-wAGON CARRIER.
:It is only fair to "Sergeant-Major" to add that his letter arrived:a this once-and was answered-several weeks before we had space for3it in our columns. Members of the Mechanical Transport Committee fa
the War Department read this journal so they will observe the above view.-En.]
The Editor, " THE COMMERCIAL MOTOR."
[998] Sir:—We beg to enclose a facsimile copy of a letter from Lieut. Shackleton—a letter which will cause considerable comment, and should prove a valuable tonic and stimulant to the whole industry at this time. The
lieutenant's successful expedition is at the moment the topic of the day, and his book has not yet appeared. His unsparing use of the car and frank acknowledgment of the value of its aid will bring home to the whole country that the ordinary commercial car is not a fragile luxury, but a hard-wearing necessity.—Yours faithfully,
THE NEW ARROL-JOHNSTON CAR Co., LTD.
Paisley. A Query to "Motor-wagon Carrier."
The Editor, ' THE COMMERCIAL MOTOR."
1999] Sir,—I was very much interested in reading in your paper, among Opinions from Others—Users' Ex periences," a letter (No. 990) from Motor-wagon Carrier. The last paragraph of this letter gives "log sheet for the week; earnings, mileage, coke, etc.," but does not state how many vehicles are employed in the undertaking. Would it be too much to ask Motorwagon Carrier " to supplement his letter with this information, without which the figures are of no value from the point of view of efficiency of mechanism, and still less Trout a commercial standpoint. —Yours faith fully, W.C.W.
A Rhodesian Enquiry.
The Editor, THE COMMERCIAL MOTOR.
[1,000] Sir,—I am indebted to the municipal officials here for your address, in connection with an enquiry of mine for motor wagons and tractors suitable for all kinds of general work. If you can assist me in finding makers of good tractors, burning any kind of fuel, suitable for very rough roads, and for doing either traction work or stationary work, such as driving a small engine, pumping, etc., I shall be very much obliged. I have an enquiry, now, for such a machine, and if one could be decided upon I have no doubt there would be a demand for this class of engine should it prove successful in taking the place of trek oxen, which up till now have been the only reliable means of transport. Catalogues with best export terms will be much appreviated, and any illustrations, etc., the makers can send out. Weights and sizes, of course, too.—Yours faith
fully, "BUYER."
(We are notifying certain manufacturers of steam tractors and agri cultural motors of this correspondent's name and address.—En.1
Advance in the Raw-rubber Market.
The Editor, THE COMMERCIAL MOTOR.
[1,001] Sir,—You will doubtless be aware that now for a considerable time past the raw-rubber market has been steadily rising, on account of shortage of material. The prices this week have reached such a figure as has not been known before, and the outlook, as far as we understand from the most important importing houses, seems to indicate that raw rubber will not only remain at its present high figure, but everything tends to still higher prices.
Most of the rubber manufacturers have been waiting for an improvement in the raw-rubber prices for a considerable time already, and the sale prices for some time have been quite out of proportion to the cost of manufactured rubber goods. Under these circumstances, we are compelled, in order to maintain our first-class standard of quality, to revise all our selling prices, and for this reason we are obliged to cancel all our previous quotations. As we are afraid that the highest price for raw rubber has not yet been reached, we are not in a position to lay out any firm quotations at this juncture, but it will be our endeavour to quote the lowest possible prices as occasion arises.—Yours faithfully,
THE POLACK TYRE AND RUBBER Co., Ian. Basinghall Street, E.C.,
20th July, 1909. Road Statistics Wanted.
The Editor, " THE COMMERCIAL MOTOR."
[1,002] Sir,—If I send particulars in response to your leading article, I presume you will not disclose my name to the local surveyors!' They might, in other events, treat my data as evidence against me.—Yours faithfully,
'CIRCUMSPECTION."
Our discretion in these matters can he trusted fro the fullest extent.— 1:1■.]
Commercial-motor Prospects in Russia.
The Editor, THE COMMERCIAL Mount.
[1,003] Sir,—While thoroughly appreciating Mr. Henry Sturmey's creditable success in Warsaw, there is, I think, one point which needs further comment, in view of the fact that he generously urges British makers in general to be alive to the prospects in Russia. The reason why 1 think that special investigation is necessary, in dealing with the prospects out there, is because I believe that the majority of Russian commercial-motor purchases in the future will be made in Britain. France has little to offer that is really saleable in the heavy line, and German commercial-vehicle chassis are generally dearer than ours.
My experience, however, in dealing with prospective Russian customers, gained while connected with 'German and Swiss houses, was that the system of payment suggested amounted to instalments extending over periods of from one to three years—a system which British houses could not (or rather should not) entertain. The German firm which I have in my mind's eye would not look at such a proposition, so the Russian representative went back to Moscow and bought some comparatively cheap and light buses, which more or less went to pieces in a short time and were sent back to Berlin. He then purchased three complete 28-32 h.p. buses for cash, from the firm which he had first attempted to buy from on the instalment system, though I will admit that under the first system he was willing to take 10 buses! I think, therefore, that the points to be remembered by British makers of, or agents for, commercial chassis are as follow :
(a) That there is a good market awaiting them in Russia.
(b) That the Russian will prove a cash purchaser if negotiations are carried out properly, though he is naturally slow to part with money.
(c) That catalogues and price lists stand more chance of attention when they are in French. (d) Never be in too great a hurry to run over on business. Get things settled as far as possible by letter first.
I have been out to St. Petersburg, Moscow, and curiously enough Warsaw, since 1905, and have got the impression that the Russian has got almost a supreme contempt for the " wild-goose chases " which he leads other people into, and T trust that, in making the above comments, Mr. Sturmey will not think that I am trying to act the part of a "check on the wheel of progress." Far from it. I should be most pleased to see Mr. Sturmey's enterprise repeated in every country which has no makers of its own, and where there is a possibility of running commercial vehicles successfully.—Yours faithfully, ARTHUR E. A. M. TURNER.
London.