Opinions and Queries
Page 57
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B.R.S. Repair Methods
TOUR report of Mr. Woodburn's Commons statement
on B.R.S. comparative repair costs, which appeared in your issue dated November 28 under "Passing Comments," reveals figures which are interesting but not particularly illuminating. I especially liked your phrasing concerning A.C.V. units, ". . which were sent to London Transport for treatment."
How right you are—the " treatment " may consist of extreme methods of reclamation; crankcases planed off on the top and bottom surfaces and then packed with steel plates; A.E.C. 7.7-litre cylinder blocks, which are standard size at 105 mm., resleeved to 104 mm. to allow additional reboring life and use up worn 105-mm. pistons Machined down to 104 mm. and fitted with cast-iron ring inserts that have been known to work loose, resulting in a further strip-down with subsequent loss of "working time." Various other money-saving (?) devices may be adopted which, if practised by a specialist repairer, would lose him his customer's work for ever.
Without doubt London Transport have found such methods both practical and economical when applied to its fleet of passenger vehicles, but would the results stand up to hard trunking in a 12-15-tortner? Perhaps Mr. Woodburn will know the answer.
Obviously, the private haulier and C •licensee will assess the governing factors by the practical answers to such questions as: How are the repairs to be executed? Are the units to be reconditioned to maker's standards or are methods such as those outlined above to be adopted? How long is the vehicle to be laid up and how long is it expected to last after reconditioning? These are the considerations that come within the " organization " of the business man and these are the considerations that will persuade him to plump for "the best is cheapest" when it comes to overhauling his commercial vehicles. F. S. Hormv, London, S.E.8. Manager, Lawler Motors, Ltd. ,
Modern Buses Criticized
“AVING lived in the "large city in the West
" Country" referred to by E. J. Smith in your issue dated November 7, I was most interested in his comments about buses, particularly the five-cylinder types. It is probably true to state that with rigidly mounted units and possibly inadequate silencing the latter may lack the refinements of other models with six-Cyliudered engines. Nevertheless, I feel that it is too sweeping a generalization to condemn the five-cylindered units for these reasons. The coach versions and many of the single-deck buses have overdrive gearboxes and it is my experience that on long journeys travel is noticeably quiet and the engines quite lively. Naturally, with the bigger units—Gardner, A.E.C. or Bristol—in conjunction with the overdrive gearbox and improved braking, the performance is better. Many coach drivers have assured me that the particular vehicle embodying these features is the Rolls-Royce of coaches. Regarding the "Birmingham Corporation" style of front, this is now in two types and I prefer the one which leaves a good width of near-side wing, Le. the A.E.C.-Weymann for Devon General, seen recently at the Commercial Motor Show, instead of the highcapacity " cattle-trucks." 1 can also see no real reason why buses should not be permitted to haul trailers. Buses with trailers work most efficiently in narrow German and Austrian streets.
As regards modern designs of body, I feel that, with a few notable exceptions such as Plaxton and Burlingham, our leading coachbuilders are forgetting the good points learnt over a long period in order to create something new or in imitation of American styles. Squared mudguards, slab-sided window pillars, grotesque grilles and ungainly appearance seem to be receiving almost the whole attention of the designers; in fact, many of the 1936-39 designs by the same makers would Provide good supjects for a "renaissance" in this field.
I would also condemn the sliding-top window unless used in conjunction with a forced-ventilation system. Despite its attraction from the maintenance aspect, this type of window is insufficient for our hot days, whilst its control usually comes under the influence of a passenger who, in any case, would not receive any air through it. In addition, many examples effectively block the view of some of the passengers.
Bridgwater.. D. J. Smn-H.
Sauce for the Gander
111looks now as if the Government will definitely denationalize road haulage, but I think it would be only fair to allow those people whose businesses were taken over the first opportunity of buying them back.
I would like to know whether the same procedure will be used in selling as when the vehicles were taken over, or is it to be cash on delivery? If the former, I would be able to buy back my business and then in three years or more condescend to talk about the price, because that is how I have fared. My business was taken over in 1948 and I am still waiting to hear what the Road Haulage Executive proposes to pay me for it.
Clutton, near Bristol. Lnwis G. PRITCHARD.
Cartoonist's Licence Revoked
A S one who appreciates your weekly cartoon, perhaps may be permitted a small criticism. Cartoonists, like poets, must he given a certain amount of licence in cases where the end justifies the means. Therefore, the breach of the Construction and Use Regulations• depicted in your cartoon of November 21, by towing two trailers, is excusable, because it is essential to the meaning of the joke, but there seems to be no reason why. the trailer should not conform to these regulations as regards the " T " plate and the " 20 " plate. These are briefly that the " T " plate should be mounted centrally or to the off side of an independent trailer. The " 20 " plate is not necessary on an independent trailer, but is required on other vehicles limited to 20 m.p.h. and may be fitted centrally or to either side. My only reason for-writing is the hope that the widespread misunderstanding which seems to exist about these two familiar plates should not be added to. It is not at all uncommon to see trailers on the road with the strange layout shown in the cartoon (minus, of course, the fork-lift truck)! B. C. FARRINGTON,
Letchworth, Herts. Chief Engineer, Hands (Letchworth), Ltd.