OPINIONS FROM OTHERS.
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The Editor invites correspondence on ald subjects connected with the use of commercial. motors. Letters should be on one side of the paper only and typewritten by preference, The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Calk the Undertype Steamer be Improved?
The Editor, THE CommEaciAr MOTOR.
[2243] react with much interest the article on undertype wagons in your issue of February 5th, but, as a firm believer in the undertype, I am unable to agree with certain statements therein. With respect to the inaecessibility of the engine and the fact that the driver cannot observe its running, I can mention a ease where an engine of this type was not opened up for over 10 years, at the end of which time the only replacements found to be needed were a new set of valves and new piston rings—the big and little ends had not required closing up for the above long period. As fo the absence of a low gear punishing the engine on hills, the saving of weight and parts enables the few remaining ones to be made amply strong for their work.
In any case, the practice of racing the engine in low gear is not to be recommended. The vibration caused by this type of engine when well balanced is almost negligible, and the riding of one example, the Super-Sentinel, has been described as equal to that of a first-class motorbus.
The vertical 'generator is lighter and is a quicker steamer than the loco. type, and in one well-known example the nearly vertical tubes give greatly increased circulation, thus reducing deposit and rendering it unnecessary to drop the firebox except at long intervals. The outsides of 'the tubes ean very easily be cleaned at any time by means of the steam jet provided, and the large blow-off cock keeps the boiler free from sediment. Moreover, many drivers maintain that this type will stand more punishing than any other.
As regards economy recent Commercial Motor teste of a " Super-Sentinel " gave a consumption of only 5.9 lb. coal per mile and 46.2 lb. water per mile, with a pay load of 7 tons 10 owl, in exceptionally hilly country. .
In determining the power ratio, I notice that a gear ratio of 3 to 1 has been taken, but 4 to 4i to 1 would be nearer the mark for the average 6-ton undertype. In this connection I mention the fact that a " SuperSentinel " has taken a load of 6 tons 7 cwts. up a gradient of 1 in 5—which, surely, is an indication of sufficient power for most work.
In conclusion. I am willing to believe that the undertype wagon as exemplified in the " SuperSentinel " can not only more than hold its own with any overtype, but also with any petrol wagon of like capacity.—Yours faithfully,
A. G. FaTzGariatn. Streatham Hill, London, 8.17i7.
Coping with Manchester's Traffic Problem.
The Editor, THE COMMERCIAL MOTOR.
[2244] Sir,—The letter from the Haulage Improvements and Constructions, Ltd., in the issue of The Commercial Motor for February 5th interests us, but -we would ask why retain the anachronism of the horse ? It is because of the presence of the horse, particularly the slow-moving van horse, on our streets that the congestion mainly occurs, beca,use, although stoppages and congestion may take place with any traffic, the horse is unable to take advantage of the removal of the cause of the stoppage.
We do not know what load a single horse deals with in the Manchester trade, but, on the aggregate of 6 tons to 9 tons which Messrs. 11.1.0. refer to, we suppose it would take at least four-horse wagons to deal with this.
Whilst agreeing with your correspondents on the a44 broad principle of their proposed organization we suggest that small industrial tractors like the flood should be employed for the, in-town work, instead of horses, because, not only can a single Hood tractor haul loads in one or snore connected units exceeding the maximum which Messrs. 11.I.0. mention, but it can haul its load up to a 10 m.p.h. speed and thus take advantage of the opportunities for greater speed which traffic presents. These little tractors are not expensive and not only would the horses be saved, but also the multiplication of drivers and drivers' Wages, No, we do not .think that the horse is the solution of the street congestion problem.—Yours
faithfully, 134tAmco (1920), LTD. Coventry.
Runaways that Should be Prevented.
The Editor, THE COMMERCIAL MOTOR.
[22451 Sir,—As large repairers of commercial vehicles, may -we be permitted to enlarge on this subject (dealt with in the issue of The Commercial.. Motor for February 5th)., and to state that no time should be lost in enforcing some standard of repair in vehicles using the public roadways ?
We notice vehiclesabout day after day in a serious state of disrepair; some with large sections missing from their tyres are allowed to bump along at 15 miles or so, without apparently anyone having the authority to stop them. There can be no excuse for running tyres in this condition, and, apart from the damage which they cause to the vehicle,. there is the road to be considered. Although the pollee pay considerable attention to the inoffensive motorcyclist—who, for his personal safety, has removed his front brake—the lorry driver can blissfully run about with his lorry in almost any condition. Presumably, the police have not yet realized the danger involved, and perhaps it is just as well, since, when once Robert does get busy, he, like most other amateurs, probably misses the substance and grasps the shadow: London has recently had a special officer appointed for traffic direction, and no one can say that this appointment has been made before it was necessary. We believe that we shall soon have a special staff of road police recruited from fully qualified engineers with powers to prohibit any vehicle using the public road in the event of their repairs and maintenance falling in arrears. The scheme would not be at all difficult to work, as, in case of persecution, expert witnesses could be called in on each side, and there could not possibly be any question of circumstantial evidence. However, in order to safeguard members, the C.1W.U.A. could appoint a consulting engineer to defend their members where it was considered injustice was involved. We think, however, that "runaways" are very fre quently caused by incorrect design rather than had maintenance, and, although maintenance is often shockingly bad, we are inclined to think that the design of brake gear is open to great improvement on many makes of lorries.
One has only to compare the braking surfaces provided on the various lorries to see that some are more liberal than others, and we consider that no lorry made to-day is braked to excess—in other words, many are insufficiently braked.
It is compulsory by law to fit two independent brakes, but only one of these need be direct on the road wheels. We have yet to find the 4-ton lorry which, when fully loaded, can be effectively controlled lay one brake on a falling gradient of, say, ' 1 in 7. The second brake, unless also on the road
wheels, is a snare and delusion, because, in the event of any breakage of the transmission mechanism, it becomes inoperative. For the same reason the braking power of the engine cannot be relied upon as a positive help for deceleration.
It makes one tremble when one realizes what a, multitude of things can happen to a chain-driven vehicle proceeding down a severe gradient with but one inefficient brake operating on the rear wheels. A broken shaft or other defect in the gearbox would render the retarding force of the engine inoperative, whilst a broken jack shaft or chain would cut out the second brake on the transmission gear. A torn universal joint on a live-axle lorry would have the same result. We would insist that at least two brakes operating on the rear wheels direct should be made compulsory by.law, and that these together should he capable of bringing a 25 per cent. overloaded lorry to a standstill within a reasonable distance on a gradient of 1 in 7.
Such a, test, although severe, would be some security against "runaways," and at the same time afford protection to the driver. Moreover, the public are entitled to reasonable protection from all road users. We are of the opinion that the first step should be taken by the police, who should be empowered to insist on the manufacturers supplying vehicles which are reasonably well equipped in the matter of brakes. We, unfortunately, only hear of the accidents which are accompanied by serious damage or loss of life ; whereas, if the number of unreported accidents was fully realized, the seriousness of the matter you raise would be better understood.—Youra faithfully,
For BREW BROTHERS, LTD. P. SPENCER, A. M. ch.E.
Old Brompton Road, London, S.W.7.
Short-term Motor Licences for Emergencies.
The Editor, THE COMMERCIAL MOTOR.
[2246] Sir,—In view of disorganization and prospects of further strikes, -which we hope will not. mature, is it not time that something was done to mitigate the system of red tapeisTn, which applies to the above.
During the recent railway strike I had three passenger vehicles lying up. I 'phoned the licensing department at Preston asking them if they were not in a position to grant permission for these vehicles to be used at once, or to issue a temporary permit for the duration of the strike. There were local firms wanting them for their workpeople. The reply was in the negative, and that the full quarter's licence Would have to be taken out.
I think you will agree with me that, in these particular cases coach owners ought to be able to go to the superintendent of police and to obtain a special permit. In fact, this should be so in any case, as coach owners can often pick up an odd trip, but cannot take it owing to not being able to obtain a temporary permit on the payment of a small fee or a proportional part of the licence duty. This matter could always be worked with a minimum of expense and need not entail a vast army of officials and clerks.
In addition to making the above inquiry, I -wired the Ministry of Transport about noon on January 21st as follows :—
Ministry of Transport, Whitehall, Londoii.
Have passenger vehicles lying up. Cannot you grant temporary licence to run for strike period! Local firms wanting vehicles for workpeople. Lancashire Licensing Authority, Preston, say cannot grant temporary licence or give permission to run without full licence. Wire your instructions urgent.
Simms CROSS MOTOR CO.,
• Salisbury Street, Widnes.
Reply received at 6.40 p.m. the day after :— Simms Cross Motor Co., Salisbury Street, Widnes.
No alterations as to registration and licensing of motor vehicles are being made at present.
TRANSLTIAN PM-M., London. Is not this scant consideration of the British public and the country in the throes of a railway strike 7- Yours faithfully, SIMMS CROSS MOTOR CO., Widnes, Lancs. J. LEE.
LEfforts have been made, and are being continued, by the Commercial Motor Users Association to obtain an amendment -of the law which would permit of the issue of short-term licences.—En., C.M.] Height of the Rear Light from the Ground.
The Editor, THE COMMERCIAL MOTOR.
[2247] Sir,—We seem to have regulations for most things in motor operation, but there does not seem to be any restriction on the height which a rear lamp should be from the ground on a motor vehicle.
We are, as a matter of habit, accustomed to expect that the rear light of a motor in front of us shall be somewhere within 2 ft. of the road, although quite a number of standard vans of a popular make have the rear light on the top of the van body, which may be 6 ft. 6 ms, from the ground.
Rounding a bend one dark night recently a huge van suddenly loomed up to the left of the headlight beams. The tail light was placed on the off side at the top of the body, between 1:1 ft. and 14 ft. from the ground, where one would never expect to look for it. On an open road these highly positioned red lights are puzzling enough, but on the occasion to which I have referred it proved almost useless. It would not cost any more to have them placed in the usual position of the generality of motors.--Yours
faithfully, VERITAS. Liverpool.