Bigger Buses Welcome
Page 65
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WE would welcome the increased dimensions both for " buses (particularly single-deck buses) and for coaches. The greater carrying capacity of the single-deck bus probably would affect the double-deck position generally. I would expect that the content of single-deck vehicles in our 'fleet would increase and the double-deck content decrease. Furthermore, it is quite likely that the fleet as a whole could be reduced in number. For coach operation, and particularly for express services, the increased dimensions would be invaluable.
Generally speaking, if the proposed new dimensions are agreed, as I hope they will be, it would help us considerably and make overall for more economical operation.
Birmingham, 16. D. M. SINCLAIR,
General Manager, Birmingham and Midland Red Motor Omnibus Co., Ltd.
More About Diesel Fumes
LONDON TRANSPORT does not wish to prolong the correspondence on diesel fumes and lung cancer, but would point out that the British Medical Association resolution to which " G.P." refers (The Commercial Motor, November 11) was passed in July, 1955, and the first results of investigations by the Medical Research Council's Group for Research on Atmospheric Pollution were published in September, 1956. The statement by the Minister of Health to which London Transport has referred was made in 1959.
Since this correspondence started, the Minister of Health has again mentioned the progress of research on air pollution (Hansard, November 14) and concluded that it was reasonable to deduce from the various findings that diesel fumes are not endangering health.
Broadway, S.W.1. R. M. ROBBINS,
Chief Public Relations Officer, London Transport.
Third-axle Conversions
mAy I reply to the armchair observations of "Minimog(The Commercial Motor, November 18)? He mentions a preference for an engine of 10 litres capacity, developing 125 b.h.p. I only wish I had that sort of power unit in my eight-wheeler. The engine I have endured for so long is of 8.4 litres developing 112 b.h.p., and since the raising of the speed limit and gross weight limit a few years ago, it is not the tool for the job.
I am not particularly a third axle fan—I prefer articulated vehicles—and the power unit of my choice is of 6.1 litres with a maximum torque of 285 lb.-ft. at 1,100 r.p.m. I have driven for a brief period a vehicle so powered and it was a pleasure to cross the Brecon Beacons without being overtaken by everything except the sheep—and being half-roasted into the bargain.
I have, I consider, good reason for preferring the medium-weight artic to the vehicle I drive at present. I drive a contract-licensed vehicle and approximately
50 per cent. of my running is unladen or lightly-laden with empty containers. Under these conditions the lively performance of the lighter vehicle would be of great benefit to me.
There is also the fact that on returning to base I sometimes have a long wait to get reloaded. This could be obviated by a shunting unit (unlicensed for internal work) and some spare trailers, enabling loading, which is by fork truck, to be a continuous spreadover process instead of a mad rush as at present, when several lorries return to the works within a short space of time.
In conclusion, may I say that the present product of the engine manufacturers, whose old " slogger " type has tormented me by its slow hill-climbing ability, leaves nothing to be desired on this same score.
Claverley, Wolverhampton. C. W. BOUCHER.
Short Stroke Shortcomings
WITH reference to the letter from Minimog " (The " Commercial Motor, November 18), it occurs to me that the alleged poor hill-climbing abilities of 7-tonner third-axle conversions arises more from the use of short stroke engines, which are notoriously affected by hills, and it has always been a source of surprise to me that, just for the sake of improved acceleration on the flat, the pulling power of the long stroke engine has been sacrificed by the designers.
Some years ago when I was in commercial service, covering vehicles with long stroke engines, whenever I was testing and came upon a certain short stroke rival, it was always good for a sarcastic wave to our enemy to slip our vehicle into third and leave him flat, roaring along in second.
Side to O.H.V.
More recently the lesson has been relearnt in changing from a side valve Morris Minor to a Minor 1000. With the side-valver the number of passengers made practically no difference to the performance, whereas with the modern shorter stroke engine, though possessing far greater acceleration with driver only, when four up the performance is little better than the older engine and on hills certainly no better.
If I were a commercial vehicle driver I would prefer the less noise and work of driving a long stroke engine, which is a good gear better on hills than one of the short stroke variety.
Alderney Gardens. R. B. DANIELL. NOEIhOli, M iddx.