Twins or Singles for Buses?
Page 51
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SOME bus companies are getting into the habit of running 30-ft. underfloor-engined .buses on single rear tyres. This may or may not have some technical advantages and permit a financial saving, but from the .passengers' point of view, there is much to be said against the practice. It may be reasonably satisfactory on short journeys, in congested areas, where the average speed is normally low, but it is my opinion that where the journeys are longer, the discomfort caused to passengers does not justify the change from twins.
Recently, I was without my car for several days and travelled from Manchester to Bradford on a singledecker fitted with single 9.00 X 20.00 rear tyres. Going across the moors, the back half of the bus was like a spring board, it was so uncomfortable in fact that five of the passengers, including myself, changed our seats to the front end. This bouncing continued all the way through Sowerby Bridge and Halifax until we reached the congested part of Bradford.
The return was in another bus with twin rear tyres and carrying about the same number of passengers. In this case, the difference in comfort was most marked and although I was sitting on the seat immediately behind the rear wheelarch on the off side, I was able to read my evening paper quite comfortably.
Manchester. E.H.
Not So Many Vehicles Defective
NOTICED in The Commercial Motor of July 23, on page 773, a statement that 50-60 per cent, of goods vehicles in the West Midland Traffic Area werfe defective.
I think that there was a little misreporting here, because this figure does not relate to the total number of goods vehicles licensed in that area, but merely to the number inspected. This is a very different matter, as you will realize, because, due to several difficulties, it is usually the case that the worst vehicles are chosen for examination.
There are more than 90,000 goods vehicles licensed in this traffic area. During 1953, 4,720 were inspected and 2,670 were found defective.
London, W.2. R. A. LOVELL, Deputy Chief Engineer, Traffic and Mechanical Engineering Branch, Ministry of Transport.
Auxiliary Tank to Beat Fuel Racket
WITH reference to your leader "Fuel Racketeers " of " July 16 and to the letter on this subject from Robert H. French published on August 13, I feel that fleet owners recognize that some drivers are unscrupulous when obtaining fuel. Unfortunately, the methods employed in some instances of checking fuel consumption must leave a lot to be desired, otherwise it would not be possible for drivers to over-book large amounts over short distances.
The solution put forward by Mr. French is commendable, but I feel that it applies more to the large operators than the small fleet owners.
A satisfactory answer to the problem is provided if the operator fits a larger or auxiliary fuel tank to each of his vehicles. The modification would enable the majority of journeys to be made without refuelling and, assuming the operator does not purchase fuel through an agency, avoids his drivers being responsible for large sums of money.
To the owner who employs a fleet of vehicles for local deliveries, the suggestion made would not only considerably reduce the time occupied in refuelling but save money in this and possiblyother ways.
Birmingham, 6. D. C. C. BLACK, Works Manager.
Road Flares Are Available
FROM the point of view of road safety, I was particularly pleased to read in a leading article in The Commercial Motor dated August 27, a recommendation for the use of road flares.
It might interest you and your readers to know that we have been manufacturing such flares for a number of years, but unfortunately the response from drivers and road transport operators has not been encouraging.
On the other hand, we are doing well with authorities, who seem to have recognized their essential needs more rapidly.
I may add that the Ministry of Transport does not favour the use by operators of flashing flares, so in order toitcover the requirements of fire and police services as well as the general public, our flares are available as flashing or non-flashing units.
R. limos, Managing Director, Notek Electric Co., Ltd. Bromley, Kent.
[Although reference was made in the leader to the fact that the danger was fully recognized in America and that independent lamps, commonly called flares, were used there, it was quite understood that lamps of this type were available from manufacturers in Britain. Seldom, however, have these been observed in use and not many vehicles here are equipped with them. The type referred to by this correspondent is the Flaremaster. A single lamp of the non-flashing type costs 35s, or with flashing unit 45s., and a strong portable container 3s. extra. The lamp measures 5 in. x 61 in. and the red beam can be 'seen at 1,000 ft. or more. With a 4.5v. bulb and 6-volt battery, the consumption is 300 m.amp.—ED.]
Cost for A School Bus
WOULD you be good enough to advise me as to what " I should quote my local education authority for conveying up to 40 pupils, age 12-15 years, to their school from a point a maximum distance of 23 miles away. The total mileage involved would be 58 and the children would be picked up en route.
In the evening they would be collected and dropped in the same manner. The vehicle used would be a lighttype 30-seater.
The driver would be usefully employed for three hours, apart from the time engaged in the school runs.
Strachur, Argyllshire. J.M.
[A fair charge for your work, applying the principles of time and mileage, would be 10s. per hour, plus Is. bd. per mile. You do not say in your letter what time would be occupied by the bus in carrying out the job of conveying the schoolchildren, but I will assume that this is four hours. For that the charge should be £2, plus 58 miles at ls. 6d. per mile, £4 7s., making the total £6 7s.—S.T.R.1