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Steam Vans and Wagons.

9th December 1909
Page 20
Page 20, 9th December 1909 — Steam Vans and Wagons.
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Which of the following most accurately describes the problem?

The Self-contained Vehicle can Haul as well as Carry.

We have, in the motor lorry or wagon, a type of construction which is peculiarly British. Iii these vehicles, the engine and transmission mechanism form part of the carrying unit, which embraces in its construction both the power and the place for the load. Its compactness has led many people to use this design in preference to the tractor type; the use of the latter, as will be seen later, necessitates aseparate carrying vehicle. Where steam is the propelling force, one finds the two broad distinctions of pattern which are generally illustrated on this page ; it will be observed that the choice is between (a) overtype (traction-style) engines with locomotive boilers; and (b) undertype engines with vertical boilers. The Yorkshire (see page 291) is a design apart. Where an internal-combustion engine is used, variations of general arrangement are less noticeable.

Net loads of from one to 10 tone can be transported by up-to-date motor lorries and wagons. In the case of team, six tons on the platform is the legal maximum in the United Kingdom, where the gross weight may riot exceed 12 tons; in the case of internal combustion, at least another ton can be carried without infraction of the law. Legal questions, however, are unlikely to arise in the Colonies, or in foreign countries : limitations due to bridges and weak roads are of more account. A steel-tired vehicle can generally haul another bne (a trailer), and so add at least 50 per cent, to the useful load, bet the haulage of trailers by rubber-tired lorries or wagons is not recommended. One smart man can take full charge of a steam wagon, but it is the practice of many owners to send out a " mate " or fireman as well, and this is generally done on country rounds or long-distance trips. The second man, of course, is able both to assist the driver in stoking, coupling or uncoupling a trailer, applying the second brake, sanding or "bagging " on occasions when steeltired wheels do not grip well, dropping the suction-hose into sources of water supply, and like minor services. He is there. primarily-, as a porter.

Clean water is of real importance. Suspended matter may be intercepted by gauze strainers, catch -boxes, and other devices which are commonly fitted, but nothing can make dirty \setter, or water which is heavily charged with dissolved organic or inorganic impurities, really satisfactory. Careful blowing-off eack night, and systematic washing-out at least once a week, should be observed in such cases, or priming, waste of fuel, and boiler leakages may ensue. Welsh coal may be advantageously used where it is obtainable, but ordinary gas-coke is commonly employed upon many of the best makes. Where specified, and at reasonable extra cost, oilfiring can he arranged, or the grate area increased so that wood may be burnt. In England, on average roads, a five ton Meant lorry wants 7 lb. of Welsh coal. or 11 lb. of coke, per mile, when used without a trailer. Wet weather, and soft roads, may double this, and a trailer carrying three tons adds at least cite-third to the consumption. The normal performance of a standard steam lorry, on average give-and-take roads, in the United Kingdom, is 200 miles of running per week for 50 weeks in the rear, and a trailer can be economically hauled during not less than 30 weeks. In dry seasons, we have known trailers to be hauled all the year round. but any owner must coneider the additional tonnage in relation to the lessened speed and increased fuel bill. Some hard-worked steam lorries, even with trailers. avera,ge am high as 250 miles a week, but that involves a considerable strain upon the driver, who 'should be allowed rest days. We know, too, of lorries which pay their way on as little as 100 miles of running a week, but that is the exception, and its adrieission presumes loads both ways, exceptional crosscountry trips. or so-called " dangerous " freight. Itis possible, very often, to carry explosives and other highly-rated materials. with perfect safety, by steam lorry. and to save alot of money, even where the aggregate mileages, or individual loads, are abnormally low. The question of working costa for steam lorries is one which depends to a considerable extent upon the fuel charge : ordinary gas coke, in the North of England, can be obtained at an average price, the year round, of less than 14s. per ton, but it may cost double that in other parts of England, according to the supdly and demand. It is reckoned, amongst users of old standing, that a standard steam wagon, inclusive of depreciation and maintenance, works out in the neighbourhood of 9d. per vehicle• mile. Something like 2d. per mile for a three-ton steam wagon, and, with rubber at its present prices, probably 3d. per mile for a five-ton steam wagon, has to be added when solid-indiarubber tires are used, although there is a saying in repairs, to be credited, and a greater daily performance in useful work.

With regard to the class of man who makes the best driver of a steam wagon, we should like to say that general commonsense, coupled with a certain amount of steam training (marine or land), is generally found to he a. better qualification than experience as a fitter. Men who have driven traction engines, by reason of their road and other experience, generally turn out well; they know how to pack glands. make steam joints, and attend to their lubricators, which points, apart from raising steam and keeping a clean fire, are the chief re, quirernents in such a driver. Of course, if desired, any manufacturer will engage and send out a competent man.

The famous makes of British steam wagons are: Alloy and McT.ellan (" Sentinel "); Foden; Leyland ; Mann ; Straker-Squire: and Yorkshire. Others, such as the Tasker, which we describe in detail on pages 272 to 274, have been pet on the market in more-recent years.

The working-out of superheated-steam systems has been satisfactorily achieved by the Sheppee Co., of York, whose apPreciation of the points which the late M. Serpollet left unsettled promises to bring a large volume of trade forward.

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Locations: York

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