The Comfort of the Driver.
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Manufacturers of petrol vehicles continue to give increasing attention to the matter of protection for the driver against unfavourable climatic and atmospheric conditions. This consideration, in some cases, as we have had occasion to point out, goes too i far, n that the drivers are not left with sufficient opportunity properly to keep a look-out under all working conditions. That disadvantage, we trust, will be borne in mind by all makers, because we may otherwise witness a series of petty charges by the police on technical grounds, especially in those boroughs where the police authorities appear to set out to harass commercial interests, with varying measures of disregard for the changing conditions of the day. Be that as it may, the warning is one which should be enforced, and we therefore quote the wording of the Motor Cars (Use and ('onstruction) Order, 1904, in this connection :— " He (the driver) shall not, when on the motorear, be in such a position that he cannot have control over the same, or that he cannot obtain a full view or the road and traffic ahead of the motorcar. . . . He shall not cause the motorcar to travel backwards for a greater distance or time than may be requisite for the safety or convenience of the occupants of the motorcar, and of the passenger and other traffic on the highway."
It is the last-quoted sentence that involves the obligation on the manufacturer and owner to provide a superstructure that shall allow the driver the means to look about. him, and to do so not only in a forward direction. In particular, the side of the cab adjacent to the driver should not prove an impediment under such manceuvring conditions. Another point which is bound to arise, when designers are engaged upon the general-arrangement sehemes for new steam models, concerns the location of the driver behind, beside, or in front of, the boiler. It is now generally conceded that the proper position for the boiler, whether that unit be of the locomotive ou the vertical type, is at the front of the machine, and not behind the driver. There remains, however, a somewhat-acute division of opinion as to the euperior or inferior claims of the other two positions which remain. The predominance of custom favours the location of the foot-plate behind the boiler; the man is then practically housed in a steel box which is slung below the level of the main frame, with the back of the boiler and the fire-door in front of him. This position, of late, has drawn some comment of an unfavourable nature upon that design, which is, of course, peculiar to no one maker. Hereanent, as was shown in the course of an owner's letter, from which we quoted in our issue of the 6th inst. (page 13 ante), the alternative position, in which the man is accommodated at the side of the boiler, is held to be the better one, and to provide healthier conditions of working. We can well imagine, as we pointed out in an incidental comment at the foot of the above-mentioned quotation, occasions on which the driver is glad In have the protection that is afforded by the more-enclosed position, but we fully admit that the position may be anything but a comfortable one in hot weather. Nobody, probably, imagines that the steamwagon driver's lot is all "milk and honey." The drivers themselves are the best judges of the assertion that this enclosed position is the cause of physical ill-effects, due to their having the lower part of their bodies continually in a confined and hot atmosphere. There are, in addition, incidental and detail points which affect the claims for either type of design, such as the relative facilities for driving, firing, keeping an eye on the road, and others. We anticipate, therefore, that the location of the driver of new-model steam vehicles will receive close consideration, in order that the men may in all cases. be given the best chance to carry out their duties with the least discomfort to themselves, and with the greatest measure of safety from the point of view of use on the highway.
It will not be out of place, we believe, that we should remind would-be controversialists that our columns are open to them or any other correspondents for the purpose of their presenting views on this subject. The divergence of opinion is one which experience alone can settle, but no volume of experience can, we feel sure, eliminate individual preferences, and it appears to us likely that both types will remain popular, although obviqusly for different reasons. We invite opinions.
The Claims of Steam.
At a time when many designers are turning their attention to the subject of the design of new steamvehicle models, many of the passages in the joint paper by Messrs. Watson and Kennedy, from which we continue to make excerpts, will be read with deep interest. The challenge is thrown out to petrolvehicle makers, that the steam-engined system is, on the whole, more -simple and less liable to total collapse in the case of incidental breakdown—that the steamer can withstand the development of a mechanic.al defect, whilst the petrol machine virtually depends upon its being kept in perfect order for its mechanism to work efficiently. These broad statements, interesting in themselves, are elaborated in some measure in the course of the paper. Fortunately for petrol-vehicle owners, the ignition and the lubrication, faults in which were at one time responsible for 90 per cent. of roadside delays, have practically been perfected.
We have recently directed attention to the inevitable revival of demand for steam vehicles, and to the intention of some of our leading steam-vehicle manufacturers to bring out before long new ranges of steam models. These models—other than the Sheppeewill not be ready, so we are informed, for exhibition at Olympia in July next, but we have reason to anticipate the appearance of one or more early next year, and of others soon afterwards. The chief points of departure from existing practice will be shown in an all-round lightening of parts, with a view to ,-the employment. of such steam driven vehicles in all '
The price of petroleum spirit is, of course, the ini • pelting factor in these new drawing-office activities. The likelihood of a fall—or even of a steadying—in the price of petrol cannot be held to be other than indefinite and remote, although owners of commercial motors have not suffered quite to the same extent per gallon as have owners of private cars. Against that small advantage in first cost, of course, there has to be placed the vital difference in the nature of use by the two classes of purchaser. Many a private owner can reduce his weekly mileage, in order to economize on the petrol bill, but that remedy is not so readily capable of adoption by the business owner, who must carry out his transport in any event. Happily, however, the margin of saving on the cost of commercial motors, compared with horse-drawn vehicles, or any horse-cum-rail service, for the same work done, has so far been, sufficient to prevent any check upon the free use of vans or lorries. The question is, how long will that state continue ? What will be done, especially in the case of the heavier models, if petrol goes up, say, another 6d. a gallon?
Our reply to the foregoing question, from the stand point of the maker of petrol vehicles, is a very simple one. Improvement in running costs has been so marked, during the past four years, that any owner or new purchaser to-day finds himself in a better positien, the rise in the price of petrol notwithstanding, than was the case in 1909. The explanation is found in part in the reduced charges for indiarubber tires, but more largely in the lessened charges per mile in respect of maintenance and depreciation. There was doubt, even in the year 1909, as to the amounts that were required to be set aside, in order adequately to provide for these items in the running account, but they were, as experience has shown, very generally put on the high side. Briefly, the relative position is this : whilst, since that year, the cost for petroleum spirit has risen, in the case of a three-tonner, by as
much as id. per mile run, the joint debits in respect of maintenance and depreciation have unquestionably fallen by a larger amount. Hence, in competition with the steamer, neither the three-ton nor the fiveton petrol vehicle is so far materially handicapped or prejudiced. The petrol vehicle, too, retains the inherent advantages of independence of roadside supplies for lung journeys, of being more-easily understood by drivers who cannot—for one or other of many reasons --be given a comparatively-lengthy period of tuition, and of higher point-to-point speed. The driver's tuition advantage may be minimized with the new 1914 models, but it is too soon to express an opinion on that point in favour of steam.
The Third International Road Congress.
The widest publicity is assured for the proceedings el the Third International _Road Congress, in June next. A considerable amount of active work has been done, for many months past, by the officers and by the Executive Committee, of which committee the Editor of THE COMMERCIAL MOTOR is a member. Mr. V. Rees Jeffreys, secretary of the Road Board, and Mr. Montagu Harris; secretary of the County Councils Association, with Captain L. Kingston as assistant, have done the advance organization. Sir George Clibb is chairman of the executive.
Representatives of upwards of :30 important countries and states will attend the numerous meetings and functions that have been arranged, and it is satisfactory to know that the financial side of the undertaking has been adequately supported. The list of contributors includes the Royal Automobile Club, the Society of Motor Manufacturers and Traders, and the Commercial Motor Users Association. We have already published (issue of the 6th ult.) a list of the papers which are to be read on matters pertaining to public-service vehiclesk, and we shall deal at considerable length, at the time of the Congress, with numerous other papers which concern road transport generally, both at home and overseas. The Congress, and the conferences arising from it, will conclude on the 28th June, after which date many of the delegates
A611 spend another week in Eafgland for the purpose of matting certain excursions and visits.
It is worthy of note that the official programme, so far as arrangements have been announced, includes the following: a conversazione at the Guiklhall; a rr.eeption at the Royal Automobile Club ; a reception by the Institution of Civil Engineers; and a final banquet. We understand that further details of the programme will be published in the course of the neXt few days, and that, there will be a garden-party at Windsor. The whole programme will be completed in advance of the Commercial Vehicle Show.
Petrol by Motor Tank-wagon.
Tits publication on Friday last of the final report of the Home Office Committee on Peti oleum confirms our earlier announcements that the conveyanc,e of petroleum spirit by motor tank-wagons would be recommended. The uncertain state of the law on this subject is a crying anomaly, and there can be no two opinions upon the commercial necessity for the regularizing of a class of traffic which is badly needed. With possibilities of labour trouble always to be considered, it is most inexpedient, that the commercial-motor traffic of the country should be dependent upon rail, barge or coastwise communication, to the exclusion of the unrivalled network of highways which this country posseSses, for fuel.
It may be recalled that the writer was, in Novem
ber last, appointed to give evidence before the Rome Office Committee, and that we have published in this journal the main facts upon which nis evidence was based, as well as a copy of the specification which he was asked by the Committee to prepare and lodge. The decision not to allow steam to be used for the conveyance by tank-wagons which are loaded with petroleum spirit has to be noted. We had anticipated that decision, although it. was sought to make a case for steam. Various members of the Committee were antagonistic to the idea, chiefly on the grounds that neither specifications nor regutationa are proof against personal carelessness in the presence of steam wagons—with or without special types of ash pans, spark-arresters, arid other fittings. • Seeing that the principal use of motor tank-wagons will be for the conveyance of petrol over considerable distances, which state of affairs is likely to continue when one pays heed to the comparative unwillingness of local authorities to sanction the installation of district storage depots up and down the country, we do not think that owners and users will suffer by the restriction. They will clearly gain by the alternative method of conveyance, and many of them should be in a position to save anything between d. and Id. per gallon on their fuel supplies. The benefits, of course, will chiefly apply to large consumers who can make their own transport arrangements by their own motor tank-wagons.