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 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. In the case of experiences, names of towns or localities may be withheld.
Useful Advice by a County Authority.
The Editor, TEE COMMERCIAL MOTOR. • [1,053] Sir,—I notice that, in the issue of Tim COMMERCIAL MOTOR for the 23rd October, a list is given of the Rules and Courtesies of the Road, said to have been issued by the County Council of the West Riding of Yorkshire for the guidance of motor drivers.
I would point out that these Rules and Courtesies were compiled by the Motor Union, and were supplied by that body to the County Council some months ago. These Rules and Courtesies were supplied in pamphlet form to a large number of licensing authorities all over the country ithe County Council of the West Riding amongst others), and at the present time some 61,000 copies have been issued in this way.—Yours faithfully, W. Rims JEFFRIvS. 1, Albemarle Street, W.
Users' Experiences.
The Editor, TliE COMMERCIAL MOTOR.
[1.054] Sir,—I am sorry to say that this week I have to chronicle three serious breakages, serious not only on account of the loss they involve, but also because they were of a character which makes them very difficult to guard against. The first breakage was that of three teeth in the engine gearing, which was probably caused by the wagon's skidding badly when ascending a. steep hill with a trailer behind, the wagon having a five-ton and the trailer a three-ton load on. Tly unhitching the trailer, the wagon was able to return home on top speed, and a new wheel was fitted in a couple of hours. There is no doubt that the first accident was directly responsible for the second, which occurred when the wagon was returning home light after delivering its eight-ton load at a place 30 miles away. This accident took the form of the compensating-shaft's breaking when ascending a bill ; luckily, the empty trailer behind formed an efficient scotch, and prevented the wagon from running back any considerable distance. This repair was not got through in quite such quick time, as the new shaft sent was not the same size as the broken one, and it took some time to obtain a further lifting to suit it. This second breakage, happily, occurred on a Saturday, and, as the wagon was on its last journey for the week, the dislocation to the work was not serious.
The last accident is, perhaps, the most serious, and is due to a front-wheel axle-arm's breaking, causing the keg tient fracture of the front axle. I need hardly mention that this occurred on a busy tramline. Axles nearly always select tramlines for their last scene of action, and, as there van be no question of sentiment, I begin to suspect that tramlines play an active part in deciding the time of their decease. In the present case, I know the road is paved with one kind of setts for the rails and quite a. different kind for the sides of the road, and the demarcation of the two kinds of paving as often. as not takes the form of an awkward ridge, which is just the thing to pull a front axle-arm to pieces. I don't suppose we can raise any effective protest, and probably the tram people consider they are the injured party through our obstruction. This last breakage involved a delay of some seven hours. Now, all these accidents point to the fatigue of material which is one of the most-difficult problems connected with the running of steel-tired machines. Whilst it can never be wholly eliminated, I believe the use of rubber tires will greatly assist in mitigating it, not only by reducing the hammering action between the machine and the road, but also by introducing an elastic element into the drive. It only requires a little more experience on the subject of the cost of rubber tires on heavy commercial-motor vehicles, to set the ball rolling.
I must admit that, whilst the above experiences represent a rather-exceptional spell of bad luck, they are factors which must be reckoned with in the running of a motor-wagon carrier's business. In the face of these risks, many of the figures given for the cost of running motor wagons are ridiculous. I have seen it stated in print, that a motor-wagon owner is prepared to accept something less than thirty shillings for a day's work with a wagon and trailer [Not in this journal.—En.], which is at least 100
per cent. below a practical figure. Again, I have seen advertisements giving phenomenally-low costs for repairs, which have been obtained in actual experience, but, if the makers were invited to take on a repair contract, they would probably require 10 to 15 times as much as the figure they delight to dangle before the public! I do not wish to convey the idea that my spell of bad luck leaves me in a pessimistic spirit—not at all : I believe firmly in the soundness of my undertaking, but I feel that the present occasion is a suitable one for reminding others of the risks that have to be faced, and which must be allowed for in carrying on the business, and, at the same time, I wish to emphasize the absurdity of maker's or user's statements which obviously do not take these risks into account. Our log sheet for the week is as follows: earnings, 269; tonnage, 185; mileage, 937; percentage of work done, 95; coke used, 8 tons, 10 cwt.; oil (gear), 8 gallons; oil (cylinder), 5 gallons.—Yours faithfully, " MOT011-WAGON CARRIER "
r Breakages of the kind must occur sometimes, and more than7ever so in the hard work of a carrier. Occasional heavy loading and overdriving tell their tale. We provided for these contingencies in our Motor Hiring and Contracting Special Number of the 15th October, 1005. As regards worn setts between and adjacent to tramlines, it is usually incumbent upon any tramway undertaking to use good granite and not local grit. The Board of Trade shonld be notified if the track be dangerous—ED.1 The Life of Commercial Motors.
The Editor, THE COMMERCIAL MOTOR.
[1,055] Sir,—Our first two vans completed four years of service on the 2nd and the 19th October, respectively, with mileages of 68,000 to 69,000 per van. The first van was overhauled during August-September; it is in every way in as good condition as a van only a few months old. When tested on the road after the overhaul, in September, we considered its condition equal to new : the speed was quite as good ; the engine ran quite as sweetly ; and the ran travelled as quietly. The second van is almost due for overhauling, and when this is done it will also be equal to new.
As long as one is prepared thoroughly to overhaul a van, and not to grudge the necessary expense or time off the road, it is very difficult to fix the life. I see no reason why our vans should not run 150,000 miles each, and I shall be surprised and disappointed if they do not. In working out the cost per van-mile. I only allow six years for the life of a van, as I prefer to be on the safe aide and always try to avoid favouring the motors when comparing their cost with horse traction, but I see no reason why I should not take nine years as the van's life instead of six years.
The last time I wrote to you, I gave 40. per mile as the result of 20 vans on the road for their second year ; we now have 28 vans that have completed two years of service. nine vans that have completed three years. and two vans four years of service. In other words, we have the running costs of 39 vans. Ignoring their first year's service, as being too favourable as regards running costs, the result I am pleased to say is still 44d. per mile all round, and taking depreciation at six years only. The average of all repairs to chassis and body (with tire renewals) works out at 293 5s. &I. a year for the 39 vans—ignoring, as I wish to emphasize, the first year's running of each. The average for the first 20 vans for their second year on the rbad was £94: repairs £57; and tires £37.—Yours faith fully, For J. SHOOLIDRED AND CO., LEYCESTER BARWELL.
Tottenham House, W.
"User" of the Road: Company Registration.
The Editor, TEE COMMERCIAL, MOTOR.
[1,056J Sir,—Whilst I am in full agreenient with your analysis of the conditions under which the owner of a heavy wagon may use the highway to-day, and whilst I recognize that the extreme views of both sides, which you have stated so well, do not in themselves help to bring about a better understanding, I venture to say, as a carrier who owns several steam wagons with steel tires, that you would be justified in recommending a more-stringent course even than that of separate registration. It is my misfortune to work in an area where we stiffer from an excess of vigilance on the part of the county council, and where, in some of the districts, the superintendents of police have been badgered by horse interests to take out summonses against us for technical infractions of the law. Interested parties, in fact, are trying to harass me beyond the point where my profit as a contractor may disappear, and I am inclined to say that the Commercial Motor Users' Association should use its influence in the House of Commons, when any new motor Bill is brought forward, to secure for us a limitation of liability in respect of damage to weak roads which will be in some sense analogous to the protection afforded to shipowners under the Merchant Shipping Acts of 1904 to 1907, which provide that no vessel sball be liable beyond a certain fixed sum per registered ton in cases of loss by collision. In the meantime, 1 believe I shall take your hint, and register each of my wagons under the name of a separately-constituted joint-stock company, with a capital of 2500 per company, as I think that it is a legitimate and proper course to follow, in order to checkmate those who are going out of their way--with, to my mind, malicious intent—to do me harm. I enclose my card, as a guarantee
of good faith.—Yours faithfully, " CHECKMATE."
[Motor wagons are the cargo.carriers of the road. The parallel which this correspondent seeks to establish is of more than passing interest.—En.)
A Manufacturer's View of the lid. Tax.
The Editor, THE COMMERCIAL MOTOR.
[1,057] Sir,—I cannot refrain from addressing you briefly on the subject of a conversation which I had this weA with a manufacturer of commercial-motor vehicles, whose principal interests are in the Midlands and the North Country. No good purpose will be served by my intimation to you of the name of the firm in question, but, suffice it to say that, in my opinion, the reputation of these makers is of sufficient standing to warrant their opinions' receiving considerable attention.
We—my friend and I—had been discussing the commercial-motor-vehicle movement, generally, and the new taxation in particular ; there are but few things which we do not discuss when we get together. In the course of this conversation, I was struck by his vehement denunciation of certain interested people who, he tells me, have been " crying stinking fish." He considered that, had it happened that the source of this "scream " had been one of any particular standing, or one from which any opinions one way or the other mattered very much, considerable harm might have been done to the "heavy industry " as a whole. To suggest, he said, that a lid. tax on fuel was likely to ruin the industry, was tantamount to an intimation to opponents and critics of the movement that it was something that was to be lightly swept out of existence. He did not consider it to be a startling discovery, that taxation in itself was not something which taxpayers welcomed with open arms. If, however, this tax, which, certainly, carried a quid pro quo, was to render the industry an impossibility, then potential users and the public generally would say—let it go!! My friend felt very strongly, that the industry was of fartoo-great importance to allow an impression to get abroad that it was to be crippled by this new tax. Its temporary inconvenience he ieadily admitted, but he was strong in his opinion, although he is extremely antagonistic to the present Government, that it would eventually consolidate the whole movement into one which is not to be tolerated only. He foresees increased commercial prosperity in innumerable directions for the heavy-motor trade.
He had a complaint—and a bitter one, too—about the non-taxation of steamers, with which he has to compete in his estimates.
Our long-standing friendship alone prompts me to send you this " tip " ; as you know, I am not personally much interested in the matter.—Yours faithfully, "MERCURY." Croydon.