Opinions from Others.
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The Editor invites correspondence on all subjects connected (with the use of commercial motors. Letters should be on one sloe of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Brakes on the C.B. Daimler.
. The Editor, THE COMMERCIAL MOTOR.
[1515] Sir,—With reference to your contributor's article on the C.B. Daimler in the issue of THE COMMERCIAL MOTOR dated 21st June, he cannot have had much experiencq of that.type, as..he refers to a clutch brake ; but both brakes operate on the back wheels. What he evidently thinks is the clutch brake is the clutch stop, and it can be easily adjusted by simply turning the nut on the top of the stop. I have driven a C.B. type char-a-banes now for over two years, and have had no trouble whatever in changing gear.— ours faithfully, • F. PALMER.
The Harding Radiator. _ The Editor, THE COMMERCIAL MOTOR.
[1516] reply to Mr. Bennett's criticism of
my radiator on page 359 of Tar, COMMERCIAL MOTOR dated 21st June : at the outset 0 wish to remind Mr. Bennett that I know quite as _much of .radiators and what is behind them as he does,, and possibly more. Further, in criticising and referring.:to my radiator as an "Eye-dazzler WitreWom," he shOws not only ignorance on technical subjects, but lack of politeness not usually displayed by correspondents in the Press. L.--Yours faithfully, W. F. S. HARDING..
Park Lodge, Rowledge, Surrey. .
[Perhaps the best answer will be a record of experience of use upon a number of vehicles a few Months hence. The criticisms of our correiPendent on the 21st of June were well stated, and we de not regard them as offensive. The quoted words were not applied to Mr. Harding's design.—Em]
L.C.C. Trams—Abuse of Stopping Places.
. The Editor, THE COMMERCIAL MOTOR.
[1517] Sir,—I fully endorse all that your correspondent " Faii Play" says in respect of the unnecessary and absurd " stopping " places we see in our streets and roads. I live close to one of the longest and straightest tramcar roads in the Metropolie, and the " stops " are here; there and everywhere. The constant pulling up cannot improve either the cars nor the temper of the poor drivers. The public are also to blame as, in order to save their legs or have a fareworth they will cause the car to stop when it has only jitst g ot under way. If one-half of Ihese " stook:" were done away with it would confer tt boon.--Yours faithfully,
JOHN BELCHER.
A British Equivalent of the Ford.
The Editor, THE COMMERCIAL MOTOR.
[1518] Sir,—The article of. 28th June by 'Inspector" was good, and I cordially agree with the opinions expressed over the signature "Deliveries" in your issue of 19th July, in so far as to there being no limit to the utility of this class of vehicle ; but I venture to state my conviction that years will elapse after the cessation of hostilities before the British makers will put upon the market an article to compete with the Ford in price, upkeep and general utility. The British manufacturers, well established, must have that certain percentage of profit even on their comparatively small output. But have these same manufacturers looked after their patrons ? Then there is the matter of replacements—the' ever-present need in Most garages. The price of a British replacement is sometimes staggering. (I read this week in.a sister journal that Fords have issued a new repair and spares catalogue, some prices naturally increased and some re ducecl--in war time too !) If there were no Fords we should, of course, u-..e something else ; but this machine has done more to popularize motor transport than anything else. It is cheap, it gets there, and is
i relatively free . from trouble, and t seems to be in every town and village of the U.K.—Yours faithfully,
DROFIST.
Length of Foden's Run on One Water Filling.
The Editor, THE COMMERCIAL MOTOR.
[1519] Sir,—In reply to the letter signed-" Yorkshire," which appears in your issue dated 19th July, re Foden's run on one Hing of water, I am sorry to inform him that I am like the ladies, if convinced against my will, etc. So I hope any time when he is going 36 miles beyond and passing through Sheffield that he will kindly drop roe a letter or card addressed to J. H. Bellamy, Care of Samuel Smith (Sheffield), Ltd., Victoria Corn Mills, Carlisle_ Street, Sheffield. Then I will arrange with our firm for him; if he likes, to have a tank of water -which is supplied by the Corporation Waterworks. Also, if he is willing, I will ride with him as an observer. the full 36 rakes or more if required. Until then, the mileage he says he has done repeatedly under unfavourable weather conditions I shall still think impossible with a 5-ton Standard Foden carrying a 5-ton load of any kind ; because neither photo nor words will convince me unless these are confirmed either by the Editor or ,Fodens themselves. With regard to the roads he writes about, I have never travelled them ; but if he can do 36 Miles round Sheffield and carry a 5-ton load on one tankful of water, I shall begin to think that at least we have got a super-driver for a very fine make of steam wagon, because the driver who can get 13 extra miles out of a tank of water is much above the average driver, and leaves them a lot to learn before they also beconie super-drivers. " Yorkshire " must think that the average driver takes anything that is .wet to be good enough for 'their wagons. I must remind your correspondent that I am as particular as either he or anyone else. with regard to the water I use on my wagon under.. all or any circumstances. Now for. his good steaming. I have never seen a Foden wagon, if using the fuel advised by the makers and properly fired, that would not supply sufficient steam under most circumstances if only handled properly. But, of course, a lot depends on the drivers. I shall be pleased to experience 36 miles without a water stop and carrying a 5-ton load under any weather .conditions, favourable or otherwise.--Yours faithfully,
MODEST PRIDE.
The Editor, THE COMMERCIAL MOTOR.
[1520] Sir,—I am sorry I cannot separately answer your three correspondents [1507] G. W. Bellamy, [1508] G. W. Shearman, and [1509] " W.E.C.," whose letters appeared in your issue of 12th July, 1917. With regard to the Yorkshire wagon, if your correspondent has a wagon which will cover a distance of 23 miles on one filling with water, he is a lucky man, just the same as I am with my Foden,' as I have never known a York\ shire wagon (with which I am well acquainted) to do more than 17 . or 18 miles—indeed, very often less. With regard to Mr. Shearma,n, who mentions no particular make of wagon, but who, as I happen to know, has had plenty of experience, he mentions two roads which I know would be impossible, even with an empty wagon, particularly the Manchester one. As he knows the Sheffield route, 1 can tell him this : I have started from Bradford with engine and trailer loaded (I do not say heavily), and have gone as far as Chappeltown before stopping. With regard to "W.E.C.," I do not quite understand what he means by having the tubes drawn. If he means leaky tubes, well, I have never had one yet, and nine times out of ten it is the drivers' own fault when they have any. As regards the rubber tires, they have not yet been on long enough for renewal As " W.E.C., wants to know the amount of coal used by this " super-Foden," as he calls it, I will outline one journey as a sample that was recently done. From Bradford to Ilkley and Hull:—Left Bradford, Thursday, 14th June, 7.30 a.m., for Ilkley (14 miles), with full tank of water. Left Ilkley 4 p.m., again filling water tank, and proceeded to Selby, through Leeds, arriving at Selby 9.45 p.m. (34 miles); stayed over night. Left Selby Friday, 15th June, 6.30 a.m. after again taking in water, pro ceeding by Way of a.m., Weeton and Beverley, again taking in water 4 miles after leaving Beverley, then making another run of 33 miles on tank of water, and arriving at Hull 1.30 p.m., 15th June. Distance froin Selby to Hull, 37 miles. Leaving Hull again on Satins day, 16th June, 10 a.m., took in water at the same place 4 miles from Beverley, and again at Selby, arrivs' ing at Leeds 8.45 p.m. ; stayed over night; leaving Leeds Sunday, 17th June, without taking in any more water, arriving at Bradford 11.30 a.m. Total distance covered, 155 miles, and the amount of coal used 16 cwt Welsh coal ; engine and trailer fairly heavily loaded to Hull. Hoping this will be of interest to your cor
re.•spondents.—Yours faithfully, YORKSHIRE.
_Farming by Motor.
The Editor, THE COMMERCIAL MOTOR.
[1518] Sir,—It would be well if the various promuter., of mechanical power would obtain from headquarters, i.e., those who would have to use them, particulars of the kind of article adapted to their requirements. It must be remembered that the size of the average farm in this country would permit of the use of an agrimotor for only a, short season ancl in fairly fine and .dry weather, and that one cannot therefore displace the use of horses to any great extent. Consequently, the possession of a motor must be accepted as an auxiliary. • As a practical farmer, I would suggest the motor -must be adapted for the cultivation of land only, and not available for other uses on the farm unless for light work. It should for ploughing be self-contained, and worked by one man ; the weight should not exceed 1t ton. and the design should be low enough overall to allow the driver to be able to see well in front, in order that his work may be well and properly done. The machine must carry two furrows an hard or stiff land, and three wherever practicable, turn on the headland in its own length, and the steering wheel run in the furrow. A grass-mower might take the, place of the plough when required. A cultivator on the tractor principle might also be useful. Pr1ce must be a consideration ; two speeds forward and a reserve are advisable.—Yours faithfully,
" FARMER."
rAddcd expense Is sound economically if sufficient production results to recoup it and show a margin. Horses are unobtainable in any numbers. Mechanical aids must be used.-En.]
Something Like a Road Train.
The Editor, THE COMMERCIAL MOTOR.
[15191 Sir,—The incident of a record conveyance on the highway is related by the Highways Committee of the Durham County Council. It may not have come undeyour notice.
The Admiralty recently arranged for a marine boiler to be transported by road from Newcastle to Southampton. The boiler was too much for the railway, so the road was the only way of getting it to its destination. It was loaded on a gigantic wagon, haulect-by two traction engines. These traction engines.. weighed.13itons.18 cwt. each unladen. There was a second wagon which carried tackle, and behind the heavy convoy was a sleeping van. Nothing, of couxse; dare, be mentioned as to the weight of the
boiler.Bureau and " Dora " forbid, but the fact of. the/ need for two traction engines as a "doable heading" is sufficient to justify the report of the County Council, which •states that the trans
port of this excessive load caused considerable damage to the highway, particularly between Nevilles Cross and Sunderland Bridge, and between Milton Buildings and Rushyford. Since the boiler passed along the road has not been so good, and the surveyor of the county wrote to the Road Board about it, telling of the damage done, and asking if the Board was authorized to deal with , claims arising from damage caused by traffic of this nature, should the County Council decide to send in an account for the damage. ?he Road Board " accepts service," as the lawyers would say.
Wheel tracks have been cut through the road in several places, and while the cost of carrying out the repairs will not be a very heavy item of expenditure, it-is impossible by these repairs to make the road as good as it was previously "as the tracks will undoubtedly wear into holes again much more quickly than the remainder of the road."-ours faithfully,
" OBSERVER."
[A boiler for the Admiralty is a national load. The road-damage cannot be.denied.-ED,3