OPINIONS and QUERIES What Purpose Can They Serve ?
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The Editor, THE COMMERCIAL MOTOR.
[3474] Sir,—About six firms of contractors throughout the country have equipped themselves with considerable numbers of Morris six-wheelers with a view to carrying out War Department contracts for the mechanization of Territorial artillery. Recently, however, the War Department has changed its policy and for the future it is carrying out practically all this work with its own vehicles.
Contractors generally are therefore left with a large number of vehicles on their hands, for which it is not easy to find suitable commercial work. Until the recent depression in the prices of all commodities a fairly large field of work undoubtedly existed abroad, but this has been considerably curtailed by present economic conditions.
This company and the other contractors with whom we are in close touch would be extremely grateful for any form of assistance which you could give us in trying to find other useful work or a reasonable market for our vehicles. We feel that the matter Is of some interest, and we should be glad to supply you with any further information which you may care to have.
We should like to add that whilst some of the contractors, and we are fortunately of this number, are' not too severely hit by the change of policy, yet other contractors are very gravely affected, some of them having bought considerable numbers of vehicles last year, which vehicles have not yet done any appreciable amount of work. The contractors feel that they are in a position of considerable hardship and we have taken very active measures, both directly with the War Department and through parliamentary channels, but we are afraid that we shall not receive much assistance from official quarters.
The vehicles in question are 2-ton six-wheelers with twin-tyred back wheels.
W. LAPPAN, Director, London. For G.N. TRANSPORT, LTD.
Co-operation Vital in the Future of Long-distance Coaching.
The Editor, THE COMMERCIAL MOTOR.
[3475] Sir,—Long-distance coach owners will have to do some hard thinking and planning during this next winter—industrial depression, the Road Traffic Act, the " come-back " that the railways have staged, the fierce fare cutting that is taking place, particularly in the north—all these factors are spoiling what might have been a reasonably profitable season.
In 1928, when the pioneers began this long-distance business; I ventured to suggest in your columns that the business could only be permanent if done on a large scale, with loyalty to "fares standards" and greater attention to organization.
In Liverpool, as an example, there should be an amalgamation of several firms now operating as separate entities, each incurring heavy rentals for booking offices, heavy advertising expense, and duplication of officials and services. Take the LiverpoolLondon service, which we pioneered in 1928, there are now seven distinct companies operating on this route, some offering several services a day, with traffic this year sufficient for two or three at the most.
Price-cutting, too, has been rampant. Imagine a seven-day coach tour, including some sort of accommodation in Devon and a week's use of coach, at an allin figure of £5. Think of a party of 300 being taken from Liverpool docks to a London hotel at less than two-thirds of the regular single fare, with coaches and men on duty from 8 am, one day until 1 a.m. the next (finding their own way back to Liverpool empty), 430 miles for a few shillings per head. All in the sacred name of competition.
Simultaneous with these crazy prices, the costs of operating are almost as high as ever—granted petrol is cheaper, but insurance in some cases I know has risen from £40 per vehicle per annum to £100—consequently there is an endeavour to make savings in the wrong direction. Vehicles are not kept anything like so clean—the operating personnel are shabby, with the ever-present cigarette, so dangerous in traffic, and so discourteous to passengers. Services are intermittent and not reliable, and everything points to the need for combination if the industry is to hold its own in the face of ever-increasing fierceness of railway competition.
In every department of life it is being proved that co-operation gives greater results than competition, and I commend this thought to the northern operator in particular, for quiet study in the coming winter
days. C. F. RYMER. Liverpool.
Sir Charles Burdett, Bart., Gives His Views on the Need for Safety Glass on Buses.
The Editor, THE COMMERCIAL MOTOR.
[3476] Sir,—In reports of accidents recently the phrase "injured by cuts from broken glass" is alarmingly common, and I wonder if the new safety glass requirements of the Minister of Transport are anything like adequate.
As everyone now knows the new regulations require the using of safety glass for the windscreen and lower front windows of new motor vehicles after January 1st, 3937.
It is generally realized, however, that in the event of an accident the greatest danger is from the side windows, and whilst the new regulations protect the driver, they leave the passengers in the same state of unprotection as they were before the new Act came into force.
The question of cost is one that discourages bus B35 owners from fitting safety glass all around ; but is this wise economy?
One of the greatest public prejudices against travel by bus is the supposed danger compared with the railways, and it would help to allay any fear on the part of the intending passenger if it were generally known that safety glass was part of the equipment of every coach and bus.
Whilst the L.G.O.C. has not yet considered fitting it in the side windows It is noteworthy that the L.C.C. has safety glass panels in a number of the newest
tramcars. C. C. BURDETT. London, ViT.C.2.
"We Recommend "The Commercial Motor' to Our Friends."
The Editor, THE COMMERCIAL MOTOR.
[3477] Sir,—We notice in the issue of The Commercial Motor dated July 14th, your admirable Tables of Operating Costs.
You state on the first page that "The Tables will be reprinted as a handy brochure, which will be issued free, and early applications for copies are invited." As we are regular subscribers and advertisers in your very valuable medium •we shall be pleased to have copies of these; if necessary, we shall be glad to pay for them.
We should like to add how much our principal and all our workmen appreciate The Commercial Motor. Every week they look forward to it with great pleasure and they like it better than any paper we subscribe to, and we subscribe to a good number.
Wishing you every success which you so richly deserve.
It is unnecessary to add that when we can speak a good word for The Commercial Motor to our commercial friends, and to anyone who is likely to be Interested, we are always pleased to do so.
A. STURDY, Director,
For STURDY POULTRY FOOD MILL CO., LTD. Easingwold.
[We thank Mr. Sturdy for his valued appreciation of our efforts to he of real service to all engaged in road transport. Such commendation is a direct encouragement to those concerned in the production of this journal and we shall continue to make every effort to meet the requirements of our readers, both in respect of the contents of the paper and by the numerous answers to queries which we send direct.—En.]
Driving with Smooth, Worn Tyres an Offence.
The Editor, THE COMMERCIAL MOTOR.
[3478] Sir,—I notice that a Welsh motor owner has been fined under the new Road Traffic Act for driving on smooth, worn tyres.
To those about to set out on a motoring holiday the news will be a timely reminder not to run the risk of adding a fine to their out-of-pocket expenses. Probably not two drivers in three are aware that to use worn tyres is now punishable by law.
London, W.1. R. D. BARRETT (Major).
Strong Support for Independent Wheel Suspension.
The Editor, THE COMMERCIAL MOTOR.
[3479] Sir,—I notice in The Commercial Motor dated July 7th a paragraph to the effect that "independent wheel springing may be ideal, but so far it has proved too expensive and complicated to be the vogue for commercial vehicles."
I take strong exception to the publication of such a categoric statement. We all know that independent wheel springing must come one day, and that the statement should read "the change over from established practice to rational construction and independent wheel springing is too expensive and complicated for manufacturers to take the plunge."
B36 It has got to be done, however, and the first manufacturer to adopt the principle in large series will reap a rich harvest.
There is not a single motor concern in the world which is not interested in the principle. We have ourselves been approached by some 20 firms in America and Europe, and we know that most of them have been working on the question and have evolved models in readiness for the day when the public will demand the comfort that only independent wheel springing can give.
• As for the question of expense and complication, in our own experience we have had a number of chassis
delivered to by various manufacturers for conversion to our system. In the smallest chassis so converted we have 181 fewer parts, and in the ease of costly and complicated cars the figure rises to nearly 500. In all cases there is a saving of weight, 7 kilos. in the case of the small car above-mentioned, ranging up to 28 kilos. for the larger vehicles.
The rubber we use for our springing requires no maintenance or care whatever, is unbreakable and is silent for the life of the vehicle; it must therefore be economical in upkeep and maintenance.
As for its springing qualities, accelerometer tests, made at the Dunlop factory at Birmingham, have proved its superiority beyond question; this in itself is a further economy, as all working parts of the chassis must be, therefore, better protected against strain.
I should be most happy to prove these statements to any concern interested. The great reduction in working parts and weight, coupled with economy of manufacture and upkeep, which we can prove, deals effectively with the statement that independent wheel springing is complicated and expensive.
M. G. HARRIS, Chairman,' Paris. For HARRIS LEON LAISEE.
Starting a Coach Service Next Year; When to Seek Licences.
The Editor, THE COMMERCIAL MOTOR.
[3480] anticipate buying a 20-seater Bedford
coach early next year and starting a private hire business, running excursions and tours, etc. This was planned last year, but not having the full capital I was forced to postpone it, and now the Road Traffic Act, coming into force, has rather complicated matters and caused me considerable doubt.
Could you advise me as to the best procedure to take regarding the licences? Should I apply for them now, while applications are still going through to the Commissioners, or should I wait until I have the coach, which will not be until February or March next year?
I intend to pick up only at the starting point, from where the load is booked, not at any point along the route.
No doubt I shall have to"fight hard for my licences, not having been an operator before, but I am confident of success if I can secure them.
I should greatly appreciate your advice on this matter, your journal having been invaluable to me at other times when I have wanted advice which I was not able to obtain elsewhere. PROSPECTOR. Bournemouth.
[We have taken up this matter with the Traffic Commissioners (Southern Area) and the following reply has been received :—I have to inform you that the Commissioners would, ,of course, consider any application such as you mention, but very careful scrutiny is given in all cases as to the " necessity " for any new service, so far as public requirements are concerned. I gather from your letter that the case you have in mind would be a new service, and a new (prospective) operator. If the proposed service breaks entirely new ground, and there is a proved demand for it, the application might carry some weight, but in any case no application would actually be granted unless or until the Commissioners were satisfied that the operator was in a position to carry out the ser
vice proposed. C. TILDEN SMITE, Reading. Clerk to the Commissioners.