Opinions and Queries
Page 48
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Another Parcels Van for 1968
DEFERRING to the article "The Parcels Vehicle of " 1968," by R. B. Brittain and John F. Moon, in your issue dated June 20, in addition to the somewhat small city parcels van that has been envisaged, I would suggest that there is a demand for an enlarged version to be used likewise on local deliveries.
The type of vehicle I have in mind is basically one with the same points as suggested by the authors but capable of carrying a body giving an internal load space 16-17 ft. long, 6 ft. 6 in. wide and 7 ft. high. The rear loading height should be as low as possible, but the load capacity need not exceed 2 tons, as with normal mixed deliveries from a departmental store it has been found that a body of such a size, fully loaded, would carry only 30 cwt., a considerable proportion of the load being furniture.
I would stress the need for a low rear loading height, as even if loading banks are to continue in use for some time, unloading banks do not exist when the vans have to deliver goods to private houses.
I would suggest that there should be provision for a door on the off side of the vehicle and that the exit on that side of the vehicle should not be obstructed by a hand-brake or any other similar lever.
Liverpool, 1. F. W. BARTLETT,
Transport Controller, Lewis's, Ltd.
[The design suggested could easily he made with a longer wheelbase, particularly as there is no complication caused by the transmission, and this would allow bodies up to the legal
• maximum length to be fitted. So far as loading height is concerned, the frame height of the projected design could be lowered by some 8 in. without using smaller tyres. It was originally envisaged, however, that deliveries should be made from the front of the vehicle, although this would not, perhaps, be practicable with bulky pieces of furniture. The off-side door was omitted as being unnecessary axid a possible source of danger to passing traffic.--ED.}
Thanks for the Memory
I WISH to thank you for the wonderful cup which was I presented to me on behalf of The Commercial Motor by Sir Henry Spurrier at the Spurrier Works at Faringdon on the occasion of our 1916 Foden steam wagon being first in its class at the Historic Commercial Vehicle Rally. I hope I will be able to hold it again next time, and shall have a good try.
I would like to point out that my name was included in the official programme as "M. J. Sparrow." This should be W. D. J. Sparrow, and the steam wagon is a 5-tonner, not a 3-tonner, as stated in that publication. Streetly, near Birmingham. W. D. J. SPARROW,
Streetly Garage, Ltd.
Black Smoke from Oil Engines
I WAS interested to read under "Opinions and Queries" I in your issue of May 2, the letter over the pseudonym " Trunkie." I agree with him that black-smoke emission is not only an indication of poor maintenance, but also constitutes a road hazard of no mean magnitude.
The Technical and Engineering Committee of the Royal Automobile Club commenced the study of this problem early in 1954, and following a series of meetings prepared a report, which was published last year. A copy is being sent with this letter.
London, S.W.1. • W. GREGSON, Chairman, Technical and Engineering Committee, The Royal Automobile Club.
[Many readers of The Commercial Motor will no doubt remember this R.A.C. report, the main findings in which were as follows:
That black-smoke emission, which is a symptom of incomplete combustion of the fuel, is most often caused by: (1) an incorrect air-fuel ratio and/or incomplete atomization of the fuel resulting from faulty injection; (2) poor engine condition, leading to loss of comptession; (3) obstruction of the air intake, usually as the result of dirty filters; (4) excessive engine speed through incorrect governor adjustment or governor defect; (5) improper use of the excess-fuel device fitted to certain engines to aid cold starting.
Recommendations were also made as to how these con ditions could he avoided. Possibly, copies of the full report could be obtained from the R.A.C.—ED.]
Which Bulk Milk Scheme was First?
ACLAIM that the bulk-milk farm-collection scheme instituted by Miers Transport, Ltd., was the first in the United Kingdom, which was made by Mr. R. P. Miers in an interview recorded in your issue dated June 27, is, in my view, incorrect. It may have been the first in England, but several have been in operation in Scbtland for a considerable time. The first was put into action at Kirkcudbright early in 1954, whilst another was inaugurated at Stranraer, as far as I can remember, about two years ago. Another scheme of this nature went into action in Angus on May 22, 1957. This included 14 farms, from which collections were made daily by a road tanker operated by Mr. David Malloch, of Coupar Angus, deliveries being to creameries at Brechin and Dundee. At its peak the quantity amounts to about 3,300 gallons daily.
At Kirkcudbright and Stranraer A.P.V. tank equipment is used on Foden chassis owned by the Scottish Milk Marketing Board. Similar equipment is employed on a Commer T.S.3 chassis on the Angus scheme.
Coupar Angus, G. ANDERSON,
Perthshire. Relief driver, Angus Scheme.
Are Drivers Under 21 Too Restricted?
AS a regular reader of your journal, I would like to know if something could be done regarding the weight of goods vehicles that can be driven by people over 17 but under 21 years of age.
I, for one, drove vehicles of 4 tons or over in the Army, and a great many others did likewise. In fact, in the Royal Army Service Corps a man under 21 can take out anything up to a Tank-transporter, yet when he returns to civilian life he may have to wait a year or so before controlling "heavies." • Would it not be possible for the limit to be raised to at least 4 tons, which would cover a great many more vehicles, and make the lot of many demobilized Army drivers a great deal happier.
Abergavenny. A. L. BEVAN.