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# By W. V. LOGAN,
:M.Nflor Pneumatic Truck Tire De
v P:;t;nont, United States Tire Com
v
v ghe devolpment of large pneumatie
;""’d tires for motor trucks means a
| ETeat deal to truck users throughoutl
¥ the country in effecting large savings
}!n the cost of truck operation and in
$ greatly Increasing the radius over
: Which a truck may operate In fits
f day’s work. It has set the motor
{ world to thinking on the problem of
: &’;il;mx the full benefits it makes pos.
5 Bible,
. The United States Tire Company
¥ is a pioneer pneumatic truck tire
; manufacturer. In 1909 the develop
! ment department of this company
i started an Investigation to find out
§ whether pneumatic tires could be
2 ased on heavy duty trucks. This In
! vestigation resulted in experiments
with '(hhl type of tire in 1910, These
experiments proved very satisfac
tory and late in the same year the
first pneumatie truck tire was built
in the Morgan & Wright factory of
the United States Tire Company.
Early in 1911 three Reliance trucks
were equipped with 38x8 Nobby tread
tires of fabrie construction. It is a
remarkable fact that these three
trucks have been in service contin
ually up to the present day, carrying
; ®pproximately twenty tons of freight
% every day. No clearer {llustratfon
geonld be desired of the fact that
s trucks which run on pneumatio tires
{ Nive a long time.
¢ These large fabrie tires demen-~
#trated their value at once tn the re
| mmarkable effect they had upon the
: truck chassia, The elimination of
! trouble with the truck was imme
. diately noted, vibration was material.
:ly reduced, and we learned after a
3 few months that the truck was doing
twice as much work as it had done
previously.
Experiments were continned at- our
Detroit factory uutil the Nobby Cord
tire was perfected and placed on the
market.
One of the very tangible results of
the advantage of these tires is that
there is not a truck manufacturer of
any consequence who is not at work
en the development of a truck espe
cially constructed for pneumatic truck
& tires., The engineers of these man-
H ufacturers realize fully that trucks
g traveling ypon air are able to travel
| much greater distances and can not
% help but reduce maintenance and re
¥ pair expense and save the chassis
. from the shocks and strains brought
+ about by the use of solid tires.
. At the recent summer session of
¥ the Soclety of Automotive Engineers
! held at Ottawa Beach, Mich,, the pre
dictlon was made by a truck expert
;thct the time was not far distant
. when truck manufacturers would
! turn out two distinct types of motor
Stmcks, one for solid tires and the
{ other for pneumatic tires. Tn Iline
{ with this prediction I believe it will
. be but a short time before truck man
ufacturers will be building 85 per
cent of thelr output of two and one
! bhalf ton trucks to take nothing but
pneumatic cord truck tires.
There are a number of advantages
. to be derived from the use of pnen
matic truck tires which ean not be
overlooked by the truck purchaser.
Chief among these advantages is that
of increased speed. When a truck
"~ user learns that ome of his trucks
can do twice as much work on pneu
matic tires as It could on wmolids, he
will not hesitate because of the In
ftinl additional cost. When he learns
that his truck equipped with pnen
matic tires 1s not in the repalr shop
one-third of the time that the truck
with solid tires is, he will find an
added reason for using pneumatic
tires. In addition to this, the truck
owner will find that he ean haul all
5 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 seecing the advisability of pneu
-2 matie truck tire equipment, and are
changing over their trucks from sol
fds to pneumatic daily.
It 18 a matter of record that pneu
§ matic truck tires in a number of in
| stances have decreased malintenance
{ expense as much as 60 per cent on
ztruclu which had been operated on
polid tires. Aside from this there is
& saving in gasoline and ofl consump
tion of approximately 35 to 40 per
cent, and there is saving In claims for
breakage of cargo.
1t 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 egeh day aver
aging twenty-eight and one-half miles
an hour for the entire trip. In this
4 trip seventeen stops are made, neces.
sitating that the bus attain a apeed‘
of as high as forty-four miles an,
hour 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 the
additional work that trucks are able
to do when they can be driven at high
speed, and at the same time with
‘ety.
“';'he'ro are certain locations through
out the United States where a truck
pped with solid tires can not op
m because of insufficient traction,
due to sandy or muddy condition of
the soil. I have in mind one instance
n Maryland where a company de
clded to lay up their trucks for the
winter, due to the condition of the
roads, Thoy equipped thelr trucks
with pneumatic tires and found that
+the traction permitted them to oper
ate their trucks throughout the entire
winter. In Arkansas a company op
erating a large fleet of trucks had
. come to the econclusion that thoey
! would have to discontinue the use of
. gheir trucks during the winter months
© on account of lack of traction with
| Wolid tires. This compamy will equip
fts trucks with pneumaties and 28 a
; consequence will be able to work all
| winter.
: Another attractive feature of pneu.
! matie truck tires is that they can be
: applied and dismounted on the road
tnstead of having to be applied or re
moved at a service station as in the
case of solid tires. |
A phase of the desirability of the
pneumatie truck tire In which every
truck user 18 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-‘
stances as proof of their ability, we
would consider that they were still
4 in the experimental stage.
But the records show an uniformity
of fine performance and we have af
fidavits showing where tires have
given 20000, 30,000 and In some In
stances 36,000 miles of service on en.
NATIONAL AUTOMOBILE
CHAMBER OF COMMERCE
APPOINTS COMMITTEES
Charles Clifton, president of the National Automobile Chamber of
Commerce, has appointed the following committees which are to
handle the activities of the business organization during the coming
ear:
g PASSENGER CAR SHOW COMMITTEE.
John N. Willys, ¢hairman, Willys Overland Company.
H. G. Root, Westcott Motor Car Company.
Harry M. Jewett,‘Paige, Detroit Motor Cdr Coempany.
8. A. Miles, show manager, National Auto Chamber of Commerce,
PATENTS COMMITTEE.
C, C. Hanch, chairman, Maxwell Motor Company. §
Windsor T, White, White Motor Company.
C. W. Churchill, The Winton Company.
Wilfred C. Leland, Lincoln Motor Company.
William MacGlashan, Studebaker Corporation.
Robert A. Brannigan, manager, National Auto Chamber of Coms~ «
merce.
LEGISLATIVE COMMITTEE.
H. H. Rliece, chairman, Chevrolet Motor Company.
D, C. Fenner, Mack Bros. Motor Car Company.
J. L. Farley, Auburn Automobile Company.
J. 1. 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. Willlams, Garford Motor Truck Company.
George M. Graham, Pierce-Arrow Motor Car Company.
Pyke Johnson, secretary, National Auto Chamber of Commerce,
TRAFFIC COMMITTEE.
Willlam E. Metzger, chairman, Columbia Motors C@mpany.
A. 1. Philp, Dodge Brothers.
¥. C. Chandler, Chandler Motor Car Company.
Willlam L., Day, General Motors Truck Company.
George Dickson, National Motor Car and Vehicle Company.
J. 8. Marvin, manager, National Auto Chamber of Commerece,
ELECTRIC VEHICLE COMMITTEE.
W. C. Anderson, chairman, Anderson Electriec Car Company.
Fred R. White, Baker R. & 1. Company.
H. W, SBuydam, Milburn Wagon Company.
MEMBERSHIP COMMITTEE.
C. W. Churchfll, chairman, The Winton Company,
J. Walter Drake, Hupp Motor Car Corporation,
Hugh Chalmers, Chalmers Motor Company,
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 [Export Corporation.
J. P. Roberts, Studebaker Corporation,
H. B. Phipps, Hudson Motor Car Company.
H. R. Cobleigh, secretary, National Auto Chamber of Commerce.
CONSERVATION COMMITTEE.
W. C. Bills, chairman, Chevrolet Motor Company.
G. R. Lippard, Stewart Motors Corporation.
M. Cook, Service Motor Truck Company. .
F. 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. 1. Pulcher, Federal! Motor Truck Company.
R. H. Salmons, Selden Motor Vehicle Company.
D, C. Fenner, Mack Bros. Motor Car Company.
¥. W. Fenn, secretary, Nationat Auto Chamber of Commerce.
RURAL MOTOR EXPRESS COMMITTEE.
James L. Geddes, chairman, Kelly Springfield Motor Truck Co.
E. A. Willlams Jr., Garford Motor Truck Company.
O. H. Browning, International Harvester Corporation.
A. T. Murray, Bethlehem Motors Corporation,
George D. Wilcox, Commerce Motor Car Company.
¥. 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.
¥. A. Whitten, General Motors Truck Company.
B. M. Sternberg, Sterling Motor Truck Company,
¥. F. Beall, Packard Motor Car Company.
HAND BOOK COMMITTEE.
E. T. Strong, chairman, Buick Motor Company.
F. H. Akers, Reo Motor Car Company.
George A. Klssel, Kissel Motor Car Company.
Willlam T, White, Mercer Auto Company,
Charles Denby, Denby Motor Truck Company.
TRUCK COMMITTEE ON STANDARD REPAIR PARTS AND SERV
ICE POLICIES.
E. T. Herblg, chatrman, Service Motor Truck Company.
H. W. Drew, Packard Motor Car Company.
W. M. Ladd, Plerce-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 Motor
Comurx. Manufacturer of
auck Trucks,
‘Wlth the constantly increasing vol
ume of transportation upon our high.
ways, the problem Is one which will
have to be met with the devolopment'
of the future in mind, as well as the
needs of today. There is only one
thing we can assume as absolutely
e ——————————————————— —
tire sets. We have innumerable m-{
ters from users showing mileages of |
from 26,000 to 80,000 miles without a
puncture. Actual records ja the
fourth assistant postmaster meneral'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 no
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 be on the
order of the large passenger ocar
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
i tires, show & 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,
' 1 have noticed from time to time ar.
' ticles on pneumatic truck tires which
advocate the nse of pneumatic cord
truck tires enly 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 service 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 have pneumatie
tires as his tire equipment.
There has always been more or lese
overloading of trucks, There always
will be times when tires are abused
in such ways as driving In street car
tracks, in ruts and bumping against
curbs, and I 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
ease that practicAl results are what
count, and regardless of any theoret
jeal ideas that may be advanced, our
penumatic truck tires have far ex
ceeded anything that has ever been
claimed for them.
HEARST'S SUNDAY AMERICAN — A Newspaper for People Who Think — SUNDAY, AUGUST 31, 1919.
certain, and that is, the amount of
transportation will econtinue to in-
Crease at an enormous rate every
year, '
The problem before us is not pri
marily good roads or motor trucks,
but how shall we handle the enor
mous voiume of traffie 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 to 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 is to be the standard, our
highways must be constructed or re
built to carry satisfactorily huvy'
motor trucks of even larger capacity
than the largest now in use, |
It 1s not difficult to picture the!
economlic handlug to rallroad trans- |
portation, and with it the curtailment |
of the wonderful development of this |
country, if the railroads had been‘
forced to adhere to the forty-pound |
rail, instead of advancing steadily to
the seventy-pound, the eighty-pound
lund ninety-pound rails, which make
possible the huge and powerful loco
motives and heavy trains now in use. !
The onl§l difference in the situation’
is that the roads are publicly owned,
while the rallroads are privately
owned,
In the matter of initlal cost of mo
tor trucks there is marked gain in
economy with the larger cumcmn.'
The cost per ton capacity in the case |
of the average half-ton truck is!
$2,028; for the three-ton capacity
vehicle, $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
,and 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 materlally decrease the
ton-mile cost of transportation.
Comparing the two-ton cnpcclty‘
truck with the five-ton capacity, we
find that in increasing the load car
ried 150 per cent the oberating 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
capacity with a decrease of 22.8 per
cent in operating costs,
PLATING LO. HAs
GREAT REGORD
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 just after the Franco-Prussian
war, he made a study of chemistry in
Paris, later taking up electre plating,
which is a step farther than chem
istry, and which goes hand in hand
with chemistry. After coming te this
country Mr. Simmons settled in Fu
faula, Ala., which at that time wasn't
even on the map of Alabama. Later
Mr. Simmons moved to various points
in Georgia, finally settling in Atlanta,
which town he foresaw would be the
coming city of the South, and which
proved so beyond his expectations.
Soon after settling in Atlanta Mr.
Simmons entered upon the bidycle
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
cycle looked “jam up” except the
trimmings, which were rusty look
ing. So after looking the bicycle over,
et S ———— e ’-
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e Work has started on our new home to be e
T erected at 445 Peachtree street, When completed -m
this will be one of the handsomest and most mod- -—————————— _—_—————————————————————§
| ern automobile establishments in the South. It |
— eL e T will have a floor space of 38,000 square feet and R se il
| el e will be three stories in heighth with a mezzanine Bt e — e T
BEe————— floor in.addition . ——— ————
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B oot eo et s Lexington owners have become so numerous Y
————————————— || in Atlanta_and the State of Georgin thatwe |[EE——————H —
—— — found it necessary to have larger quarters in e e
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L L —_— order to give our owners maximum service. We e ———
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o Lexington Malor Cars ave distinguished by their beautiful thite-enamel wwhed' e
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e ————————— e ~ AN RN . .}:':l B e ———
> et ————————————
Founder and Present Mgr.
Of Simmons Plating Works
—— H. C. Simmons, on the left, who Is
“RE G PSS now manager of the Simmons Plat
ing Works, and his father, C. §|m-
A i o mons, who established the business
)/ EA over thirty years ago.
V 1' 4 P S N 4 T ,7’[,/(771)/, S
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e hls. o
Mr. Bimmons econcluded to nickel
plate them himself, and so this was
the beginning of his present busl-4
ness, where now a large amount es
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, ete., 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 plating, 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, and 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 Telephone 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.
ot ittty
Capt. B. J. Lemon of Kansas City,
who was attached to the research de
partment of the Motor Transport
Corps during the w% 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
Good Highways Cut
High Cogét of }Living
———
“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 Co,
Sandusky, Ohio.
“Years ago an automobile was
purely a luxury, later it became a
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 val
uable business hours.
health giving fresh air are provided
for himself and the whole family.
“The farmer who formerly had to
plan his trips to town in order not to
interrupt his scheduled work can now
run into town on a minute’s notice to
get needed supplies or for a bit of
}re(‘reation. Instead of being hours
;trom town he is now but a few min
vtes. It is just as good as moving
lfl\nser.
. “In order that it be a real economy,
of course, the motor 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
'Malbohm Six we endeavored to meet
this situation and have produced a
six cylinder ear with all the luxury
and driving satisfaction desired and
yvet 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.”