Correspondence.
Page 13
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only, and type-written by preference. The right of abbreviation is reserved, and no responsibility for the views expressed is accepted.
Indian Motor Routes..
The Editor, "THE COMMERCIAL MOTOR."
Sir :—With reference to the above matter, I am informed from the same source as mentioned in my letter published in your issue of 24th October last, that the committee which had charge of the latest scheme has decided upon attempting a service of Renard motor trains in Mussoorie, and have sent a Mr. Read to England to make final arrangements, though up to November 27th no report had been received from him out there.—Yours faithfully, Omnibus Magnetos.
The Editor, " THE COMMERCIAL MOTOR."
Sir :—About three months ago, I had all leads from the magnetos to the bus bars taken off and replaced by trinch diameter brass wire (without any insulation) This wire was simply bent, so that it did not touch any part of the engine. I also had the leads from the bus bars to the plugs changed for switches. Since this alteration, we have had practically no trouble with the plugs and magneto. This shows that a great deal of the trouble which is supposed to be due to the plugs and magnetos is really caused by defective leads. Anyone making this alteration will never use leads
again.—Yours faithfully, J. S. WARWICK 6th January, 19°8.
Carbonaceous Deposits in Cylinders.
The Editor, " Tim COMMERCIAL MOTOR."
Sir :—I am carrying out some exhaustive experiments on the cause of so-called carbonaceous deposits in the cylinders of internal-combustion engines, and I should esteem it a great favour if you would allow me to appeal through your medium to motor vehicle users, in order that I may ask them to send me samples of the deposits which they have found in their engines, together with, if possible, particulars as to the make of car, type of lubrication, compression, and any other such points (for example, undue heating), which they might consider to have a bearing on the formation of deposit.
I may say that the result of my work will be made public, and I, therefore, venture to make this request.--Yours faith fully, A. DLICNIIAM. Vanbrugh House, Blackheath. 3rd January, Igo&
Dangerous Granite Roads.
The Editor, " THE COMMERCIAL MOTOR."
Eir :—It is obvious that the gritty, silica sand formed by the distintegration of flint surfaces is quite safe when wet, owing to the fact that silica (flint) does not weather, and, further, any mud carried on to such surfaces will have a high co-efficient of friction owing to the silica grit mixed with it.
Now, take the case of a plain granite road surface. Granite weathers directly into clay, owing to the hydration of the aluminous silicates, and the dust formed by the disintegration of a granite surface, therefore, turns into clay at a very rapid rate. As many flint roads, owing to rapid wear during drought, are now being faid over with a granite surface, is it not a matter of considerable importance that granite surfaces generally should be combined with sandstone, or gravel, or mixed with flint, instead of being bound with granite chippings which, under the combined influence of traffic and weathering, will probably soon turn into clay. Where granite has been put down on a road for many years, is it not also possible that a large part of the thick black mud formed on the surfaces is caused by the weathering of the lower layers of the stone, quite independently of the clay mud carried on to the surface? Water carts produce continuous weathering of the very fine dust formed from granite in the summer under certain conditions, namely, when the roads are drying off. A smooth, rubber tire cannot force its way through this layer of mud to the road surface below.
Motor vehicle users should see that a proportion of the taxes they already pay are used for making the roads safer, and, whilst I doubt whether steel-studded non-skids (which F.:7..-also used to avoid punctures where the roads are studded with bare flints) will be found to be more injurious than the rubber corrugations which will otherwise have to be adopted under present conditions, any tax on non-skids will be unjust, unless the road authorities concerned can be made liable for side-slips and their consequences, provided absolute negligence on the part of the driver cannot be proved. In fact, unless this liability is enforced on the road authorities, and the sanding of greasy surfaces is thus made imperative, a tax on non-skids would only increase their use by encouraging road authorities: to leave surfaces in a greasy condition, in the same way as non-skids are necessary at present in certain districts under certain conditions.—Yours
faithfully, " OBSERVER. "
[Our correspondent goes too far in classing all granites alike, but he raises several interesting points.—ED.]
Our Fortnightly Census.
The Editor, " THE COMMERCIAL MOTOR."
Sit" :-1 am keenly interested in the London traffic question,,'es-pecially as regards motorbuses. Your fortnightly census of owners and chassis is one upon which you are to be complimented, as it gives, in a concise form, a means of enabling periodical comparisons to be made. Petrol motorbuses are gradually being improved, but, to my mind, it will be a very long time before they can compete, in point of quietness and absence of vibration, with steam or electrically-propelled vehicles. The Electrobus is incomparably the most silent public-service vehicle on our streets at the present time, and I do not wonder that passang-ers board these vehicles in preference to the more noisy petrol vehicle.
for one, am in favour of the new, shorter-fare basis in the Metropolis, and I cannot put too strongly to those who use public-service vehicles, that it is in their own interests to pay a fair sum to be transported a certain distance. The " halfpenny " Press made a good deal of unnecessary fuss about the shortening of the historic Bank to Charing Cross fare for a penny, but which is the better—no Motorbuses (a dreadful contemplation) or a shorter penny fare? By the bye, where are the A.B.C. vehicles now? I hope they have not retired from the streets permanently.—Yours faithfully, Kensington. JAMES BLAIKP..
A Change of Title.
The Editor, "THE COMMERCIAL MOTOR."
Sir :—We beg to inform you that it has been decided to change the name of the celebrated "Simms-Bosch " magneto to the name of " Bosch " magneto. At the same time it has been decided to change the name of this company, and a meeting of the members of the company has been called for the purpose Of passing a special resolution for the adoption of the name, "The Bosch Magneto Company, Limited."
We wish to impress strongly on all our friends that the change is in the name only, and that the same high standard of work will be carefully maintained. . The same trade marks will be used upon the magnetos, but the description will be" Bosch "magnetos instead of "Simms-Bosch" magnetos, unless special orders are given by any of our friends for the retention of the former title.
We would mention that it is only in England and France that these machines have ever been styled " Simms-Bosch "; in all other countries they have always been known as " Bosch " magnetos, and were so named after the inventor and manufacturer.—Yours faithfully, COMPAGNIE DES MAGNETOS SIMMS-BOSCH, LTD.,
J. A. Stevens, Secretary.
23, Store Street, London, W.C.