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hars-a-Bancs in Ireland. The Paris Agricultural Show.

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Char-a-banc Chassis

will be found all the essentials of the highest grade passenger

Ample power.

carrying vehicle.


Flexible springs.



Write for trial appointments and particulars:-
Sales Department and Showrooms-CAMBRIDGE CIRCUS, LONDON, W.C.
(Opposite the Palace Theatre, W.)

Telegrams Komerkars," Luton and London. Works (Regd. Office,) Luton. Telephone-14240 Central: 172 Luton.
Sole Agent for the Counties of Lancashire and Cheshire-Mr. I. P. White, 26, Bridge Street. City, Manchester.
Sole Agents for Bradford and District-Messrs. Grace and Sutcliffe. Keighley.

Agents for Scotland-Lanarkshire Motor Company, Hamilton, N.B.





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fitted with Shock Shifter Hubs and Solid Tyres, licensed at Scotland Yard, is on the London streets now, available for trial runs to approved applicants

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John Muir & Son, 3, Arundel St., Strand, London, W.C.

Telephone No.-4660 Gerrard.




With Bosch Magneto; tyres, 650 by 85; steel-studded punctureproof bands on all three wheels. Total height, 6ft.; length, 10ft.; weight, 8 cwt. Size of body: 4ft. high, 3ft. 9in. wide, 5ft. 3in. long, making total inside height of 4ft. 6in. Price, including reverse, name written on three sides, £175. Gear-changing, engine control, and steering from end of tiller. Unequalled ease of driving; any intelligent lad can drive it. No working parts under car, therefore no pit required. Fast, reliable, splendid hill climber. Absolutely no skidding; front wheel grips positively on steepest hills, and can be easily removed in a few minutes. Weight on front wheel only about 2 cwt. Remarkably low upkeep-approximately, including every. thing, 1d. a mile. The Phanomobile must not be confounded with the ordinary tricar with back-wheel drive.


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Weights from 2 to 8 tons.
100 sizes.

Peterborough, England.

To enable advertisers to trace the announcement to which you refer kindly mention "Motor Traction."

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HE idea of the employment of steam tractors in

connection with the regular conveyance of pas-

sengers strikes those who are conversant with

the travelling facilities of Great Britain as rather curious.

It does not at all follow, however, that the idea is not

fully applicable in some other countries. Elsewhere in

this issue we publish a long letter from a firm who will

shortly commence operations in India. As our readers

are well aware, the native population in the East regard

time as of comparatively little value, and do not set

any great store on a high degree of comfort while

travelling. It is quite usual for a native to start upon

a journey by making his way to the railway station

without any consideration of the company's timetables.

It may be that there is only one train in the day to his

destination, and that he has chanced to miss it. In

that case he settles himself down on the platform to

wait for some twenty-four hours with considerably more

patience than an Englishman would show at a delay

of ten minutes.

The manager of a passenger road service in India

has told the writer that it is useless to provide com-
fortable seats and ample leg room for passengers, as
whatever is done for their comfort the natives will
insist upon squatting on the seats or on the floor, using
one or the other, but never, both.

In a country where time is almost valueless it follows

the fares are low. An able-bodied native would walk

sooner than spend what to him would seem a large

sum of money. The combination of conditions thus

points to requirements very different from those of this

country, and it is neither surprising nor absurd that

the promoters of a service which it is anticipated will

be largely used by natives, should contemplate the

adoption of vehicles whose maximum speed is only

some seven or eight miles per hour. Compared with

the ordinary means of road locomotion of the country

this speed is quite as great proportionally as that

of a fast motor 'bus when compared with horsed


A steam tractor with a couple of trailers provided

with fairly primitive seating accommodation for some

thirty passengers, could be run at a very low cost per

mile, and it certainly seems that where the fares are

so small as to prohibit the possibility of an ordinary

service of petrol 'buses paying its way, this scheme

may very possibly prove to be the forerunner of many

of like nature.

Comparative luxury could, of course, be provided

by putting the trailers on to solid rubber tyres, and
providing awnings and sun curtains and protection
from smoke, while it is also possible that the use of
liquid fuel or of tractors with internal combustion
engines might conduce to the pleasure of the journey.
Probably, however, such luxurious methods would not
appeal particularly to the native mind, the arrival of
a piece of soot on the native nose not being a matter
for annoyance, but merely providing suitable food for
some two or three hours of quiet meditation.

Should Taxi Drivers Smoke?

Among the recent concessions to taxi drivers
emanating from the Home Secretary was one that
appears to be causing a certain amount of trouble.
This was the permission to drivers to smoke at any
time while on duty. Various correspondents to the
daily press have brought forward objections more or less
trivial. For example, it has been suggested that if
the driver smokes the front window cannot be lowered
with comfort. A complaint with rather more substance
in it is that it is not well to encourage men to handle
their vehicles in traffic one-handed, while the other
hand, and a good share of their attention, is devoted
to the filling and lighting of a pipe. This sort of thing
can frequently be done with impunity by a good driver,
but is none the more desirable on that account.

The greatest objection of all, probably, is that it is
against the interest of the drivers and the operating
companies. There is no very distinct reason why this
should be so, but the whole question is merely a matter
of those indefinite factors known as "form and style."
The drivers of at least one company have already
decided not to smoke while at work except with the
permission of the fare, and it seems quite possible that
others may follow suit. It would be no great hardship
to bind themselves down in this way, and any such
action would at least make certain that no adequate
excuse should exist for withdrawing the permit so far
as it applies to drivers whose cabs are on the rank or
crawling without a fare.

Impressions of the Royal Show.

By F. Strickland.

In taking a general glance at the exhibits at the Royal Agricultural Show we see that, although there were not a very great number of startling novelties, there were many points of interest both in the vehicles exhibited and also in the stationary engines.

The Influence of the Traction Engine.

Taking the former first, the principal exhibits of interest were the tractors and lorries. There were many of the former exhibited, almost all being steam driven and of the traction engine type. The same tendency to follow traction engine practice is evident in the case of the lorries. A considerable number of these were shown, the large majority being steamdriven and following the general lines of the Foden type. That is to say, there is a loco-type boiler in front with the engine mounted on the top of it in accordance with traction engine practice, the drive to the back axle being by means of a long chain. This reversion to ordinary engineering practice is interesting when we look back at the various wonderful appliances which were placed on the market in the early days of lorries, and which were said to be so superior to the ordinary traction engine types.

In the actual details of construction there is little special to note. Compound engines seem to be almost universal, and working pressures seem to have settled down to a standard of about 200 lbs., though there are instances of simple engines working at about 150 lbs. It is interesting in this connection to compare the practice of the tractors and lorries with that of the larger traction engines, where the simple engine with a moderate working pressure is still at least as common as the compound, in spite of the fact that one would expect economy of fuel to be much more important in the large engine than in the smaller one. Open Engines.

Both in the tractors and lorries the large majority of makers use open engines lubricated with separate lubricators to the various bearings.

This appears

curious, and one would have expected that for use on roads where there is a good deal of dust it would have been worth while to case in the engines and run them in an oil bath. By so doing wear and tear and oil consumption should be reduced, and the expense and weight required are very small. The only possible objection seems to be that in the open engine any defects are much more noticeable, but the closed-in engine has been such a success in most cases where it has been tried that this should not be of importance.

Springs and Wheels.

In the case of the tractors, the large majority of makers only compensate for the motion of the springs by having long teeth to the final drive and allowing these to vary the distance in gear. This, of course, only allows of a very limited spring motion, which, however, is apparently enough for practical purposes. Naturally lorries, being chain-driven, can have a great deal more spring motion.

The great advantage of having large wheels is here shown, for it is quite clear that the lorries would not work satisfactorily with the small allowance of spring motion which is common on the tractors. The usual sized wheel on the tractors is about 5ft., while on the lorry it is little over 3ft., and this reduction in the size of the wheel apparently necessitates over double the spring motion. As a very large part of the expense of motor traction is due to the wear and tear from road vibration, this conclusively shows how important it is to have the largest wheels practicable to avoid it as far as possible.

Water Gauges.

A curious detail is that in more than one case the same maker shows a tractor with two water gauges and a lorry with one. It is not quite clear what can be the reason for this, for the water level in the lorry appears to be at least as important as in the tractor.


A fleet of Lacre vans, the front vehicle being one of the new 18 h.p. 2 ton 1910 type, and the remainder of older type.

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