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Motorbus World.

11th May 1911, Page 8
11th May 1911
Page 8
Page 9
Page 8, 11th May 1911 — Motorbus World.
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Which of the following most accurately describes the problem?

News contributions are invited: payment trill be made on publication.

The East bourne Corpora ti in motorbuses are to be decorated during the Coronation week.

The Bristol Tramways Co. is to run late theatre motorbuses from Tramways Centre out on the Clifton route.

A private company is in course of formation at Hornsea, to run taxicabs, motor chars-k-hancs and motor lorries for carrier service.

The British Automobile Development Co., Ltd., Victoria Works, Belvedere Road, Lambeth, advises us that it specializes in the hiring of motor chars-h-bancs.

Inhabitants of certain old buildings on the Pantiles in Tunbridge Wells have complained to the Watch Committee that their houses are likely to collapse owing to the motorbus traffic in the vicinity.

London Developments.

Since the first page 'if this issue was sent to press, the public issue of capital by the new motorbus company has been fixed at R.300,000 (the whole of which has been underwritten), and Mr. H. C. Allen has joined the Board. The full title is the Premier Motor Omnibus Co, Ltd. The registered office is St. Stephen's House, 'Westminster, S.W., and the secretary (pro tempo) Mr. A. W. Davis. Mr, Frank Searle, the general manager, certifies to the ability of the Company to earn not less than £100,000 per annum with a fleet bought out of the present issue. The contracts provide for certain necessary arrangements with the Gearless Motor Omnibus Co., Ltd. On Tuesday last, L.G.O.C. ordinary stock, which had been offered down to 79 on Friday, recovered sharply ; it cicsed at 102-105.

The L.G.O.C. Engineers.

Mr. W. J. Men, the L.G.O.C. works manager, has been appointed engineer-in-chief in succession to Mr. Frank Searle.

The directors offered Mr. Searle a salary of 4000 a year, with an agreement for five years, in order to retain his services, but this offer was declined.

Mr. W. J. Men served his time in the Brighton works of the L.B. and S.C. Railway Co., and for six years subsequently he acted as locomotive inspector attached to the Brighton running sheds. During this period he had control of a large staff, and he had charge of 100 locomotives. In 1900 he became connected with the motor industry,

being engaged in manufacturing components for the trade ; he also became a director of the Coronet Motor Co., Ltd. Two-and-a-half years were then spent as manager of the motorcar department of Crossley Bros., Ltd., in Manchester. Joining the L.G.O. Co. as district engineer, he was soon appointed manager of the Walthamstow works of the company. It will, therefore, be realized that Mr. Iden brings to his duties ripe experience of a, very extensive nature ; he has our best wishes.

Mr. J. G. Brockbank, the late chief depot engineer at the L.G.O. Co., is to join. the new Premier Company as chief engineer. Mr. Searle is to be general manager.

We regret the accidental omission of the name of Mr. J. C. Mitchell, in a recent issue, from the list of those who participated in the C.M.U.A. deputation to Sir Edward Henry.

The S.M.M.T., largely on account of a suggestion on the part of the Editor of this journal, lodged a petition against the Rotherham and Maltby Trackless-Trolley Bill ; this Bill has now been withdrawn and the Society is to lodge another petition against another Bill.

Will E yentu illy Discard H 3rses.

We are informed that Tillings are not taking immediate steps to replace their remaining horse buses by motorbuses, although this step will eventually be taken. The notices, which have recently appeared in the daily Press with regard to Tillings intentions, probably arose from the knowledge t hat a small fleet of petrol-electric chassis is now completing in the Peckham shops of the company.

Gazette.

At. an extraordinary general meeting of the members of the National Steam Car Co., Ltd., held at the Great Eastern Hotel, Liverpool Street, E.C., a resolution was passed to the effect that the company e wound up voluntarily, Mr. A. G. Ma,skell, 12, London Road, Chelmsford, was appointed liquidator. This is merely a formal liqua

dation, a larger company, whose registration we reported five weeks ago, having taken over the company's assets, etc.

Official Objection to L.C.C.

a . Trams.

The L.C.C. Bill asking for powers to run tramways from Marble Arch to Cricklewood is meeting with such serious opposition from the police authorities on the score of probable. traffic obstruction, that this scheme, with one or two others, is likely to be abandoned.

A New Registratioe.

Bedfordshire Road Car Co., Ltd., with an authorized capital of £2,000 in 21 shares, by Jordan and Sons, Ltd., 116-7, Chancery Lane, W.C., to take over the business carried on by H. S. B. M. Jones as the Dunstable Road Car Co., also to carry on the business of motorcar and omnibus proprietors, etc. First directors, S. G. L. Egremont and H. S. B. M. Jones.

1 21I7Ca: Elbetrol Storage.

A gentleman who is well versed in the details of installations Connected with petrol storage. thinks that certain references, m last week's descriptive article anent a hydraulic system of storage, do not sufficiently take into account the particular system for which the Steel Barrel Co., Ltd., of Uxbridge, is responsible. After having had the advantage of an interchange of

views on the points he raises, we desire to indicate certain of the features in which he thinks the Steel Barrel Co.'s arrangements are undoubtedly proof against alleged deficiencies in general systems of the submerged-tank class. So far as concerns the question of dirt, mostefficient strainers are provided in the Uxbridge system, to prevent the ingress of any dirt to the plants ; secondly, it is generally possible to arrange that the filling pipe couples up direct to the hose of the tank wagon ; thirdly, the suction pipe from the storage tank does not go near enough to the bottom to draw up any dirt, and is also provided with a strainer. In odd cases, such as where the tanks are of a. type in which the suction pipe is very close to the bottom, this pipe terminates in a head of an enclosed bucket pattern. Another point is this : all the Uxbridge tanks are galvanized, and therefore do not allow the formation of rust. On the point of leakage, this m prevented both by welding the tanks and the pipe joints, whilst the cocks and pumps are all amply provided with glands suitably packed. In regard to alleged waste, the vent arrangements do not permit this and the marked excess density of petrol vapour, .compared with air, does not allow rapid admixture or diffusion, under the conditions of storage. The same reader has raised various objections to the hydraulic system, but we are asking him to put them into a• letter for later publication.


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