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2 ¢ By W. V. LOGAN,
» Manager Pneumatio Truck Tire De
- Pl;t;nom, United States Tire Com
1y a .
2 g‘“" devolpment of larges pneumatic
& eord tires for motor trucks means a
' great deal to truck users throughout
the country in effecting large savings
in the cost of truck operation and in
greatly Increasing the radins over
which a truck may operate in its
day's work. Tt has set the motor
1 world te thinking on the problem of
s;;’tlung the full benefits it makes pos.
& Bible. :
: The United States Tire Commy‘
v B a ploneer pneumatic truck tlro‘
» Mmanufacturer. In 1909 the develop
# ment department of this company
- rted an Investigation to find out
» hether pneumatic tires conld be
; don heavy duty trucks. This In
oy Yestigation resulted in experiments
. with this type of tire In 1910, These
» €xperiments proved very satlsfac
» story and late in the same year the
s first pnetimatie truck tire was bullt
# In the Morgan & Wright factory of
* the United States Tire Company.
; “Early In 1911 thres Rellance trucks
{« Were equipped with 38x8 Nobby tread
» tires of fabric construction. It is a
» remarkable fact that these three
# trucks have been in service eontin
% ually up to the present day, earrying
; approximately twenty tons of freight
. every day. No clearer {llustration
& could be desired of the fact that
% trucks which run on pneumatio tires
? live a long time.
5 These large fabrie tires demen
. strated their value at once tn the re
-4 markable effect they had upon the
4+ truck chassis. The elimination of
* trouble with the truck was imme
: diately noted, vibration was material.
% ly reduced, and we learned after a
» few months that the truck was doing
# twice as much work as it had done
® previously.
: Experiments wers conttnned at our
s Detroit factory untfl the Nobby Cord
» tre was perfected and placed on the
/» market.
5 One of the very tangible resmlts of
» the advantage of these tires {s that
* there is not a truck manufacturer of
' any consequence who is not at work
" on the development of a truck espe
. elally constructed for pneumatic truck
t+ tires. The engineers of these man
. ufacturers realize fully that trucks
|| traveling upon air are able to travel
. much greater distances and can not
+ help but reduce maintenance and re
. Dpair expense and save the chassis
. from the shocks and strains brought
about by the use of solid tires.
3 At the recent summer session of
* the Society of Automotive Engineers
held at Ottawa Beach, Mich,, the pre
_ dietion was made by a truck expert
f‘y that the time was not far distant
= when truck manufacturers would
" turn out two distinct types of motor
% trucks, one for solid tires and,the
,‘: other for pneumatic tires. In line
g with this prediction I kelieve it will
. be but a short time before truck man
¢ ufacturers will be building 85 per
4 cent of theilr output of two and one
‘% half ton trucks to take nothing but
#® pneumatic eord truck tires.
There are a number of advantages
' to be derived from the use of pneu
© matic truck tires which ean not be
; overlooked by the truck purchaser,
. 'Chief among these advantages s that
% of mcreased speed. When a truck
&« user learns that ome of his trucks
% can do twice as mach work on pneu
& matic tires as it could on solids, he
% will not hesitate bechuse of the In
; ftial additional cost. When he learns
= that his truck equipped with pnen
: matic tires 1s not in the repair shop
‘. one-third of the time that the truck
% with solid tires is, he will find an
" added reason for using pneumatic
L tires. In addition to this, the truck
" owner will find that he ean bhanl all
. kinds of matrials without the break
. ages that are incurred on trucks
equipped with solid tires. Large fleet
# owners of trucks who figure the cost
% per mile on every tire they purchase
¥ are seeing the adwvisabillty of pneu
matie truck tire equipment, and are
changing over their trucks from sol
© ids to pneumatic dafly.
It is a matter of record that pneun
. matic truck tires in a number of In
% stances have decreased malntenance
% expense as much as 60 per cent on
* trucks which had been operated on
* polid tires. Aside from this, there is
a saving in gasoline and ofl consump
% tion of approximately 35 to 40 per
5 cent, and there is saving in claims for
# Dreakage of cargo.
& Ty is not unusual for a truck equip
* ped with pneumatic tires to travel as
: fast as forty miles an hour. I know,
‘@ for instance, of a bus line In Wash
ington, D, €., which has a bus that
‘: makes a round trip each day aver
+ aging twenty-eight and one-half miles
& an Your for the entire trip. In this
# trip seventeen stops are made, neces.
] itating that the bus attain a speed
§ as high as forty-four miles an
x between stops, Along with this
§ performance, it might interest the
‘ user to know that this bus has re
celved as high as 17,000 miles on
Nobby tires. .This shows clearly thnl
additional work that trucks are ablo
f" to do when they can be driven at high
: speed, and at the same time with
.« safety. |
There are certain locations through
% out the United States where a truck
| equipped with solid tires can not op
. " erate because of insufficient traction,
. due to sandy or muddy condition of
i‘ thesoil, I have in mind one instance
& Maryland where a company de
& zoea to lay up their trucks for the
¥ winter, due to the condition of the
g , They equipped their trucks
afii pneumatic tires and found that
% the traction permitted them to oper
o their trucks throughout the entire
] nter. In Arkansas a company op
ng a large fleet of trucks had
j come to the conclusion that they
' would have to discontinue the use of
" L their trucks during the winter months
' on account of lack of traction with
é.‘ {d tires. This company will equip
i m trucks with pneumatics and as a
§ econsequence will be able to work all
& ‘winter.
‘ : Another attractive feature of pneu.
% matie truck tires is that they can be
3 applied and dismounted on the road
¥ {nstead of having to be applied or re.
.. moved at a service station as in the
& case of solid tires.
i A phase of the desirability of the
pneumatie truck tire in which every
truck user is vitally concerned is that
of mileage service. Of course, every
, one knows that any make or type of
% tire will give phenomenal mileage
% once in a while in isolated cases. A
performance of this nature proves ab
polutely nothing, and If our truck
' pneumatics had to rely on such in
-4 stances as proof of thelr ability, we
% would consider that they were still
~» 10 the experimental stage.
. # But the records show an uniformity
'L of fine performance and we have af
= fdavits showing where tires have
. given 20000, 30,000 and In some in
ces 36,000 miles of service on en.
NATIONAL AUTOMOBILE
CHAMBER OF COMMERCE
APPOINTS COMMITTEES
Charles Clifton, president of the National Automobile Chamber of
Commercs, has appovlnted the following committees which are to
handle the activities of the business organization during the coming
ear:
. PASSENGER CAR SHOW COMMITTEE.
John M. Willys, chairman, Willys Overland Company.
H. G. Root, Westcott Motor Car Company.
Harry M. Jewett, Paigé, Detroit Motor Car Company.
8. A. Miles, show manager, National Auto Chamber of Commerce,
PATENTS COMMITTEE.,
C. C. Hanch, chajrman, Maxwell Motor Company,
Windsor T. White, White Motor Company, .
C. W. Churchill, The Winton Company.
Wilfred . Leland, Lincoln Motor Company.
Willlam MacGlashan, Studebaker Corporation.
Robert A. Brannigan, manager, National Aute Chamber of Com
merce,
LEGISLATIVE COMMITTEE.
H. K. Ries, chairman, Chevrolet Motor Company.
D. C. Fenner, Mack Bros. Motor Car Company,
J. L. Farl®®, Auburn Automobile Company. \
J. L. Barrows, Lexington Motor Company.
David Ludlum, Autocar Company.
HIGHWAYS COMMITTEE.
R. D. Chapin, chairman, Hudson Motor Car Company. \
W. E. Metzger, Columbia Motors Company,
Royal R. Scott, Willys Overland Company, :
8. M. Williams,, Garford Motor Truck Company.
George M. Graham, Pierce-Arrow Motor Car Company.
Pyke Johnson, secretary, National Auto Chamber of Commerce,
TRAFFIC COMMITTEE.
Willlam F. Metager, chairman, Columbia Motors Company.
A. L Philp, Dodge Brothers.
¥. C, Chandler, Chandler Motor Car Company.
William I. Day, General Motors Truck Company.
George Dickson, National Motor Car and Vehicle Company,
J. B. Marvin, manager, National Auto Chamber of Commerce,
ELECTRIC VEHICLE COMMITT;E.
W. € Anderson, chairman, Anderson Electrio ' Car Company.
¥red R. White, Baker R. & L. Company. >
H. W, Buydam, Milburn Wagon Company.
MEMBERSHIP COMMITTEER.
C ! Churehfll, chairman, The Winton Compamg,
J. alter Drake, Hupp Motor Car Corporation,
Hugh Chalmers, Chalmers Motor Company, i
FOREIGN TRADE COMMITTEE.
J. Walter Drake, chairman, Hupp Motor Car Corporation
Peter 8. Steenstrup, General Motors Truck Company.
H. M. Robins, Dodge Brothers.
Jay Rathbun, White Motor Company.
E. C. Morse, John ¥N. Willys iixport Cerporation.
J. P. Roberts, Studebaker Corporation, s
H. B. Phipps, Hudson Motor Car Company.
H. R. Cobleigh, secretary, Natlonal Auto Chamber of Commerce,
CONSERVATION COMMITTEE.
W. C. Bfla, chairman, Chevrolet Motor Company.
G. R. Lippard, Stewart Motors Corporation.
M. Cook, Service Motor Truck Company.
¥. E. Bradfield, Velie Motors Corporation,
C, A, Baird, James Cunningham Son and Company.
MOTOR TRUCK COMMITTEE.
Windsor T. White, chairman, White Motor Company.
Alvan Macauley, Packard Motor Car Company.
George M. Graham, Pierce-Arrow Motop Car Company.
Vietor L. Brown, Sterling Motor Truck Company.
M. I. Pulcher, Federa! Motor Truck Company.
R. H. SBalmons, Selden Motor Vehicle Company, ‘
D. C, Fenner, Mack Bros. Motor Car Company.
F. W. Fenn, sccretary, National Auto Chamber of Commerce
RURAL MOTOR EXPRESS COMMITTEE.
James 1. Geddes, chairman, Kelly Springfield Motor Truck Co.
E. A. Williams Jr., Garford Motor Truck Company,
O. H. Browning, International Harvester Corporation.
“ A. T. Murray, Bethlehern Motors Corporation.
George D. Wilcox, Commérce Motor Car Company.
F. W. Fenn, secretary, National Auto Chamber of Commerce.
TRUCK STANDARDS COMMITTEE.
David C. Fenner, chairman, Mack Bros. Motor Car Company.
Francis W. Davis, Pierce-Arrow Motor Car Company.
F. A, Whitten, General Motors Truck Company.
B. M. Sternberg, Sterling Motor Truck Company,
F. ¥. Beall, Packard Motor Car Company.
HAND BOOK COMMITTEE.
B. T. Strong, chairman, Buick Motor Company.
F. H. Akers, Reo Motor Car (Company.
George A. Klssel, Kissel Motor Car Company.
William T, White, Mercer Auto Company.
Cha.rlea Denby, Denby Motor Truck Company,
TRUCK COMMITTEE ON STANDARD REPAIR PARTS AND SERV
ICE POLICIES,
X. T. Herbig, chatrman, Service Motor Truck Company.
H. W. Drew, Packard Motor Car Company.
W. M. Ladd, Pierce-Arrow Motor Car Company.
A. B. Cumner, Autocar Company.
W. M. Britton, Republic Motor Truck Company.
SHALL RESTRICTIONS
LIMIT DEVELOPMENT?
‘ By R. E. FULTON,
Vice President International Moter
Oompan'x. Manufacturer of
auck Trucks.
‘With the constantly increasing vol
ums of transportation upon our high.
ways, the problem is one which will
have to be met with the development
of the Snture in mind, as well as the
needs of today., There is only one
thing we ecan assume as absolutely
e ——————————————————
tire sets. We have innumerable let
ters from users showing mileages of |
from 25,000 to 30,000 miles without a
puncture. Actual records In the
fourth assistant postmaster general's
office at Washington, D. C, show
tire after tire and set after set that
have rendered more than 20,000 miles.
When we see this kind of record we
know that the hour has arrived when
pneumatic truck tires have come in
to their own and that they are mno
longer an experiment.
~ One of the most prominent engi
‘neers in the truck industry has made
the statement that “to operate a truck
successfully on pneumatic tires, the
truck should be especially designed
and that the truck should dbe on the
order of the large passenger oar
chassis rather than the way trucks
are constructed today.” This is true,
But the heavy built truck of today
can, with no change other than that
of preparing the wheels for pneumat
1¢ tires, nh\w & very large saving in
operating cost. This has been proved
time after time on numerous makes
of trucks, where trucks were origi.
nally designed for solid tire equip
ment.
| I have nottced from time to time ar.
ticles on pneumatic truck tirés which
advocate the use of pneumatic cord
truck tites only in certain classes
of service. 1 do not hesitate to rec
‘ommend to our organization that
‘wherever they have a customer who
operates a two and a half ton truck,
that he be advised to equip with
pneumatic truck tires regardless of
the class of serviee in which the truck
is used and regardless of road and
other conditions, Sooner or later
every user operating a truck of this
weight is going to heve pneumatic
tires as his tire equipment,
There has always been more or less
overloading of trucks. There always
will be times when tires are abused
in sach ways as driving in street car
tracks, in ruts and bumping against
curbs, and T fully believe that if we
could not recommend this tire for any
kind of service, it would not be a
suitable tire to place on the market,
as we never know what service a
tire may be called upon to perform.
We must not forget that In any
case that practical results ;{o what
count, and regardless of any heorot-‘
seal Ideas that may be advanced, our
penumatie truck tires have far ex
ceeded anything that has ever been
claimed for them.
HEARST’S SUNDAY AMERJCAN
1
certain, and that is, the ameount of |
transportation will econtinue to m-l
creise at an enormous rate every
year. : l
The problem before us is not pri
marily good roads or motor trucks,
but how shall we handle the enor
mous volume of traffic that is in
creasing every year at a tremendous
rate? |
In meeting this problem we must
keep in mind, first of all, that trans- |
portation must be cared for-—we can
not reduce it or abolish it. We have
got td build our roads up to the de- |
mands made upon them by the needs
of the people. We can not permit
progress to be strangled by inade
quate transportation facilities,
¥From an economic standpoint, the
development of highway transporta
tion lies in the use of larger capac
ity units and not in limitations to
smaller vehicles. If transportation
efficiency i 8 to be the standard, our
highways must be constructed or re
built to carry satisfactorily huvyl
motor trucks of even larger capacity
than the largest now In use. l
It s not difficult to picture the
economic h:mdloa; to rallroad trans
portation, and with it the curtailment
of the wonderful development of thls!
country, if the railroads had beon|
forced to adhere to the forty-pound
rail, instead of advancing steadily to
the seventy-pound, the eighty-pound
|and ninety-pound rails, which make
possible the huge and powerful loco- |
motives and heavy trains now in une.|
The only difference in the situation |
is that the roads are publicly owned,
while the railroads are privately
owned.
in thé matter of Initlal cost of mo
tor trucks there is marked gain in
economy ’ilh the larger capacities.
The cost per ton capacity in the ca.sol
of the average half-ton truck Is)
’2.023: for the three-ton capacity
ehicle, $1,322, and for ‘the seven and
a half tonner, $740. ‘There is no doubt
that the ratio of increased economy
| will hold for sizes up to at least ten
yand twelve-ton capacity trucks, |
. In the operation of trucks we find
. increasing economy on the per ton
| load capacity basis, but in a few or|
even a group of items, but in prac
tically every charge coming under the
head of operating cost, from fuel to
depreciation, and from drivers wages
|to insurance, Where large units can
be used they materially decrease the
ton-mile cost of transportation.
Comparing the two-ton capacity
truck with the five-ton capacity, we
tind that in Increasing the load car
ried 150 per cent the operating cost
is decreased 18.2 per cent; while com
paring the three-tonner with the
seven and a half-tonner there is also
a 150 per cent increase in carrying
capacisy with a decrease of 22.8 per
eent in operating costs,
— A Newspaper foi People Who Think — SUNDAY, AUGUST 31, 1919.
Charles Simmons, manager of the
Simmons Plating Works, is a native
of France, but came to this country
some forty years ago. While in France
and Jjust after the Franco-Prussian
war, he made a study of chemistry in
Paris, later taking up electro plating,
which is a step farther than chem
istry, and which goes hand in hand
with chemistry. After coming to this
country Mr, Simmons settled in Eu
faula, Ala., which at that time wasn’t
even on the map of Alabama. Later
Mr. SBimmons moved to various points
in Georgia, finally settling in Atlanta,
which town he foresaw would be the
coming city of the South, and which
m-uw-«? s 0 beyond his expectations.
Soon -after settling in Atlanta Mr.
Simmons entered upon the bicycle
business, which at that time was in
its infancy; in fact, Mr. Simmons
made the first bicycle ever made in
the South, which bicycle after many
unsuccessful attempts at first, was
finally perfected. After it was pro
nounced perfect, Mr, Simmons held
a regular christening, and after the
champagne was spilled on it, it was
called the “Georgia.” Picture any one
wasting a perfectly good bottle of ex
tra dry these days on a bicycle—
why a hundred dollar bicycle is not
worth it. Everything about the bi
cyele looked “jam up” except the
trimmings, which were rusty look
ing. So after looking the bicycle over,
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———— e e erected at 445 Peachtree street. When ecompleted R e e ]
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—— e ) this will be one of the handsomest and most mod- e e Y
e e —— ern automobile establishments in the South. It —“m
= . will have a floor space of 38,000 square feet and e e
— e will be three stories in heighth with a mezzanine - o ——— =]
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= — Lexington owners have become so numerous P e
== || n Atuis sud the Stateof Georgin ttwe (M —
— e - - found it necessary to have larger quarters in e
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e e —— are stickers for service and will stop at nothing e —————
eeet e, = in making our owners absolutely satisfied. Ask B e T e
—_——— any Lexington owner if this is not true. e ——————
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— e T The Lexington is good enough for any man and 1
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Py e Lexington Molor Cars are distinguished by their beautiful white-enamel whed f;==a_=-=
' “They are wb?:-’foofy Thoroughbreds!™ e —
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:E
Founder and Present Mgr.
. .
| Of Simmons Plating Works
| ~ . C. Simmons, on the left, who is
TN now manager of the Simmons Plat
i \ ing Works, and his father, C. Sim-
D i 0! mons, who established the business
), %a 5 ; X over thirty years age.
1 A., .
| .Y&8 o
N\ Aey &S]
AN @ IBV A R :
W e Y b 25k
Mr. SBimmons eoncluded to nickel- = 2
plate them himself, and so this was
the beginning of his present busi
ness, where now a large amount of’
plating is done on auto parts, silver
ware, brass beds, etc,
Mr. Simmons uses the French
method of electro plating In his es
tablishment, although he uses the
government specification’ nickel on
bumpers, lamp rims, etc., which is su
perior to any nickel-plating on the
market. Mr. Simmons has made sev
eral return trips to his old home in
Paris; paying social calls, but mainly
to keep astride of steps made in mod
ern plating shops, and the patrons of
the Simmons Plating Works are
thereby enabled to so benefit. M. Le
voux, an old college chum of Mr, Sim
mons, is running an electro plating
establishment in Paris, and through
him Mr, Simmons is enabled to keep
abreast of the times in piating, and
also has learned some valuable se
crets' along these lines, such as con
centrated lacquer for brass beds,
which gives them almost a life-time
wear and also gives a beautiful, sat
isfactory (finish, 'unel Mr. Simmons
claims, as likewise ‘his hundreds of
satisfied customers, that the work
turned out in his efficient plant is
equal if not superior to any turned
out in this country. For a number of
years Mr. Simmons did all the work
for the Southern Bell Telephgne and
Telegraph Company, also the West
ern Electric Company, and when it
comes to experience in the plating
business, having served his appren
tisship under his father for the past
twenty years, so between the two
they are able to handle all technical
points that come up. The Simmons
Plating Works are now located at
125 South Pryor street, where they
have been for the last ten years, Mr.
Simmons having moved only once
since he started business here thir
ty-one years ago.
Capt. B. J. Lemon of Kansas City,
who was attached to the research de
partment of the Motor Transport
Corps during the war, is in charge
of the United States Tire Company's
pneumatic truck tire educational tour
of 5,000 miles which left Detroit a
few days ago.
Automobiles and 7
Good Highways Cut
High Gogst of yl..iving
—
“One combination which Is show=
ing real teamwork in slashing at the
high cost of living is the automobile
and the improved condition of high=
ways,” says H. C. Maibohm, presi=
dent of the Maibohm Motors Coy
Sandusky, Ohlo.
“Years ago an sutomobfle WwWas
purely a luxury, later it became &
recessity and now it is a real econo=
my. By means of it the city dweller
is enabled to live outside of the high
rent districts without sacrificing vale
uable business hours.
health giving fresh alr are provided
for himself and the whole family.
“The farmer who formerly had t®
plan his trips to town in order not te
interrupt his scheduled work can now
run into town on a minute’s notice to
get needed supplies or for a bit of
recreation. Instead of being hours
from town he is now but a few min=
vtes. It is just as good as moving
eloser,
“In order that it bo a real economy,
of course, the n#tor car must be
economically operated and heretofore
owners have been forced to choose
between economy and luxury in
choosing a motor car.
“But in bringing out our present
Maibohm Six we endeavored to meet
this situation and have produced &
six cylinder car with all the luxury
and driving satisfaction desired and
yet with a low cost of operation,
That we have solved the problem for
innumerable owners is evidenced by
the fact that our factory is swamped
with orders.”