OPINIONS FROM OTHERS.
Page 24
Page 25
If you've noticed an error in this article please click here to report it so we can fix it.
The Editor invites correspondence on all subjects connected with the use of commercial motors, Letters should be on one side of the paper only 4114 typewritten by preference. The right of abbreOiation is reserved, and no responsibility for vines expressed is accepted.
A New Zealander Talks.
The Editor, THE COMMERCIAL MOTOR.
[2390] Sir,—We were interested and amused at an illustrated paragraph in the issue of The Commercial Motor for February 3rd, entitled Delivering a British-made Lorry in New Zealand."
The driver who took that lorry on the trip evidently lost his way and wandered some 50 miles off the main road, because the distance between Wellington and Napier is only 220 miles, and not 270 as mentioned in the article. It is quite true that the road is hilly in parts, with some twists and turns that have to be taken carefully, but this can also be truthfully said about the main roads of England or any other country ; thy are all good and bad in parts.
The article which we criticise would lead people to think that New Zealand is a wild country with bush tracks for main roads, but this is quite contrary to fact, as the map and time-table which are enclosed with this letter for editorial inspection will show, and educate the people on your side of the world to the fact that New Zealand has a few roads and some mechanical road transport (both passenger and goods). The railways here (which are State-owned) are making strenuous efforts to smother road transport competition, but nothing can stop the march of progress. New Zealand is now the second country in the world for ears per head of population, having one ear to every nine persons, and is only beaten by the United States haying several million " Lizzies."
It is true that there are not a large number of English cars out here (comparatively, speaking) the vast majority are American, such as Hudsons, Packards, Studebakers, Cadillacs, Dodges, Oaklands, etc., down to the universal Ford, and the reason for the successful American competition in the Colonial markets can be summed up in a few words, "They give us what we want, high power with medium weight at a medium price."
The writer is an English mechanic, who settled in New Zealand in 1911 after being in the motor trade in London since the opening run from London to Brighton (1899), when about one hundred cars left the Hotel Metropole for "London by the Sea" and only four reached there, and the mention of this fact should go to prove that we hold no unjust bias for Yankee goods, but we believe in giving credit where credit is due. We readily grant that some of the best cars in the world are made in England, but these high-grade high-priced cars cannot be used in the DOITItiliOHS for passenger transport as a payable business proposition, and no sane man would run his business at a loss for love of his mother country. Referring back to the enclosed time-table, this relates to a Sunday express passenger service run with seven-seater Hudsons and Packards between Wellington and Napier, 220 miles: also between Wellington and New Plymouth, 256 miles, and Napier and New Plymouth, 280 miles, the lastmentioned distance being covered in 111 hours, including stops for lunch and afternoon tea. Long stretches of the road are covered at well over 30 miles per hour, sometimes up to 40. This service has been in operation over 21 years and has peoved a great success, not a single service being missed all the year round, despite the weather.
We suggest that there is a good opening for a similar fast passenger service in England between London-Birmingham-Liverpool-Grimsby and all the main towns in the Midlands, north, north-east and
n40
north-west of Birmingham and within 120 miles of that city, all the cars to run on a time-table which will land them into a central junction and clearing-house in Birmingham about midday, so that passengers can have time for lunch and then change cars for anywhere on the circuit. The distances between the towns named are no greater than the mileage between the towns on the New Zealand service, and if such a scheme were put into operation we feel confident" that it would prove even more successful than the transport companies at home realize. We suppose that the
managers of transport companies at home will think it highly presumptuous on the part of a Colonial to broach' the subject of Luch an amalgamated service, but we'll take the risk of that and conclude by stating that If the job was given to a capable organizer such a service would be a great public benefit. —Yours faithfully.
F. L. FrrzGERALB, Vice-President, Aard Motor Services Assn. of N.Z. Wellington, New Zealand.
Standardization in Bus Bodies.
'The Editor. THE COMMERCIAL MOTOR.
1.2391] Sir,--With reference to the enormous increase in the number of motorbuses throughout the country, it is of interest to all those engaged in this business, either as users or manufacturers, to note the different styles of bodywork, and I feel sure it would be a benefit to all concerned if a standardized form of body and arrangement of seating was evolved.
am specially interested in the number and position of entrances to a vehicle. The one-manoperated bus, while apparently suitable in theory, does not seem very satisfactory in practice, as most of the buses carry a conductor wherever a road is at all busy, taking up and setting down passengers. The position of this entrance is a matter of controversy, some users advocating the front entrance because the driver himself can control the traffic better, with less risk to pas
sengers entering or alighting. Others consider the rear entrance under the control of the conductor is the better. The main objection to the latter seems to be dust entering the vehicle while travelling.
One large user, operating both trams and buses, made the interesting statement to me recently that buses with front entrances had fewer accidents than tramcars with rear entrances. Perhaps you might see your way to throw open your columns to a discussion, not only on the general design and seating arrangementi.. of buses, but to obtain opinions from users as to the position and number of doors.—Yours faithfully, ERn.f.
The Exhibition of Garage Equipment.
The Edito-r, THE COMMERCIAL MOTOR.
[2392] Sir,—It is now common knowledge that the S.M.M. and T. are prepared to set aside at the forthcoming Commercial Motor Exhibition a special section for the display of garage service equipment.
We feel that the trade will be gratified by this move, as it will enable them to inspect, under easy .conditions, the latest devices for making their work easier, quicker, better and more remitnerative. Moreover, adequate room is to be . allotted so that the various appliances may be properly demonstrated, a feature that is both attractive and important.
We need scarcely say that this special garage equipment section will have our hearty support, -and that. We shall do our utmost to make the H.F. exhibit a valuable one from the trader's view
point. .
If other Manufacturers do the same, there will be staged a complete exhibit that will greatly enhance the value of the Commercial Show to the motor trade of the conntry.—Yours faithfully,
• HARVEY FROST AND CO. (1924), LTD., WILLIAM FROST, Director and
London. General Manager.
A Curious Wheel Trouble—The Solution.
The Editor, THE COMMERCIAL MOTOR.
[2393] Sir,—In the issue of The Commercial Motor for June 16th you published a letter from me dealing with a curious wheel trouble on my Napier lorry. I am now pleased to say that I have cured the trouble at a small cost. I took the hub and four studs to Barimar, Ltd., and had the studs welded to the flange. This job took three days to do, and then I fitted the huh to the axle and fitted the wheel and driving cap. Instead of fitting the old nuts I used four new Vislok patent lock-nuts, and my trouble has entirely ceased. 1 have -covered about 400 miles since then and there is no sign of the old trouble. I would like to thank your two correspondents—W. J. Hunter (2382) and H. Maplethorpe (2383) for their kindness in answering my letter, and Messrs. D. Napier and Son for the offer contained in their letter published in your issue for July 14th. I also wish to thank you for your kindness in publishing the last letter for me.—Yours faithfully,
London, W.2. JKAtEs P. GuEsnox.
Russian Oil and Its Substitutes.
The Editor, THE COMMERCIAL MOTOR.
[2394] Sir,—With reference to the recent letters on this subject, although we feel sure that the warnings will have been duly taken to heart by your readers, may we, as one of the first firms handling Russian oil in this country (now about 40 years ago), add a few words?
It is certain that the great majority of buyers will not use No. 1 Russian engine oil straight, but require it blended with varying percentages of cylinder stock to increase viscosities ; it is then Impossible to tell from the appearance of the blends whether they contain No. 1 Russian oil or a substitute, and it is desirable, therefore, that buyers should obtain their supplies only from firms who are prepared to give them a written guarantee if required.
For our part, we make a special point of stating In our advertisements, such as appear in 772„: Corn mercial Motor, that our oils are based oe guaranteed No. 1 Russian engine oil.—Yours -faithfully,
For BARRETT, TAGANT AND GOTTS, LTD., London. H. D. GOTT'S, Director.
A Quick Method of Road Surfacing.
The Editor, THE COMMERCIAL MOTOR.
[2395] Sir,—The authorities who deal with the regulation of London's traffic and road repairs seem to be at their wits'-ends to ensure free movement of the traffic whilst giving proper attention to the necessary repairs of the roads. Hence a suggestion froin one who is merely an onlooker may be of some value. It is said to be a fact that when the concrete bed of a road, faced with wood or stone setts, has become uneven, the only wasy known at present to deal with it is to break up the concrete and to remake the bed. This process is not only an extremely costly one, but it holds up the road for a very long period. First, the concrete has to be broken out, and if done by pneumatic tools this job becomes a nuisance to occupants of business premises, whilst if carried out at night it would render sleep impossible in a residential neighbourhood.
When the concrete has been laid some time has to elapse before traffic can be allowed on it, as concrete should have time to mature, and in many cases the pressing need of opening a thoroughfare to traffic is so great that engineers yield to this pressure, with the consequence that traffic is allowed on the road too soon, the result being that the roadway is not so lasting as otherwise it would have been. That road repairs must be effected, and that such repairs are the greatest cause of traffic congestion is understood. The loss to the community from the closing, partially or Wholly, of a main traffic artery is under modern conditions so great that it is essential that every possible Means of mitigation be sought.
Now it is, I believe, recognized that, when a roadway has settled down into hollows, due to the subsidence of the concrete bed, as old roads do, there is little probability of such subsidences going farther, as they have found a firm bedding. Does it not seem that the solution of the road repair difficulty lies in the use of some form of covering (or " carpet," as I believe it is called), which will bring the upper surface to a level and even road,way, without interfering in any way with the old road which lies underneath it? Some may say that this is merely a tinkering method, but there are cases in which methods of the kind have proved very useful. A stretch of such " carpet" was laid in High Holborn. between Kingsway and Southampton Street, last summer. The road was one of granite Setts which had become very uneven. Nothing was done to the old setts. the carpet being merely spread on the old surface. The plan appealed to me so much that I obtained from the late Mr. Spurrell, engineer to the Borough of Holborn, the following facts :—The carpet only took four days to lay from the beginning of the work to the reopening of the road to traffic, and the work might even have been done in less time had better arrangements been made for handling the materials. The carpet varies in thickness from one inch where the setts are of normal level, to several inches thick in the deepest depressions. As to the comparative cost, I have no figures. but should imagine that it would be low in comparison with any other method. The traffic at this part is very severe, as buses stop and start on both sides of the way. I frequently pass the patch, which appears to be wearing well in spite of the period of hot weather we have had lately. T understand that the method is the subject of patent No. 233776. Naturally, I have no interest whatever in this patent.