Opinions and Queries
Page 55
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Is Private Enterprise Better?
REPLYING to the letter from R. L. May in your issue dated October 29, I would say let him have some private enterprise such as I have been used to in Somerset, where we get buses on an average of one every two hours.
For example, at Taunton the first bus arrives about 9 a.m. and the last leaves on ordinary days at 6 p.m. and on Saturdays at 9 p.m. This is coupled with the fact that one may have to stand and still pay 2s. 10d. return. I, for one, fail to see any difference between a big combine and the London Transport Executive.
As regards vehicles, can Mr. May name any better than A.E.C. or Leyland? As one who has travelled all over the British Isles, I have never ridden on better models than those used by the L.T.E. If there were better, I am sure that the L.T.E. would be pleased to use them.
Feltham, Middx. V. H. CLARKE.
[We would point out that this correspondent does not mention any other town than Taunton, although he refers to a return fare. The fact that one may have to stand in a bus does not entitle one to a reduction. Living at Feltham, he ought to know something of the crush loading in London on the Underground and the standing in buses, Many people would, no doubt, welcome a bigger number of standees in the buses if they could travel more rapidly. Local conditions often exert a greater influence on the efficiency of an operator's services than whether the managements are responsible to shareholders or the State. Where there is little traffic, few buses need be provided, but in busy cities the transport facilities may be almost overwhelmed at peak hours.—En.]
One Driver Who is Satisfied
WITH reference to the letter from T. P. Steele in your " issue dated October 22, no doubt underfloor engines are desirable from some points of view, but the engine in the front, next to the driver, has its advantages.
When a bus driver has to sit in the cab for perhaps two hours at a stretch in cold winter weather, without any opportunity of getting out to thaw his feet, he is more likely greatly to appreciate the heat that an engine in the cab would provide. This comfort can be increased by fitting a curtain over part of the radiator.
I know that one answer to cold in drivers' cabs is to fit heaters, but no doubt, after a few years, these would become "out of order" and they might not be spared the necessary attention to make them efficient again. Then I can imagine drivers remarking that "'there is something to be said for forward engines after all."
I am wondering what effect the underfloor engine will have on the steering of a double-decker. It seems to me that this ought to be much lighter. On the other hand, the probable reduction of weight on the front wheels might increase the tendency to skid on corners, particularly when the road surface is iced. This is only my view and perhaps other readers may have something to say on this matter.
Mr. Steele criticizes the lack pf attention paid to the driver in the design of some vehicles, pointing out that the seat is nearly on he floor, steering wheel under the chin and the top of the windscreen set so that it cuts off much of the driver's vision. This is not the case with the Bristol buses which I drive, for even on those which are 10 years old, the upper portion of the windscreen comes low enough to allow the smallest driver (out of the 90 in my depot) to see without any difficulty, whilst on later models it is even lower. The steering wheel is at the right height, the seat can be adjusted as required and the hand-brake lever is at the off side of the driver.
I am just a bus driver, but I would like to comment on the great reliability of Bristol buses when fitted with either Bristol or Gardner engines. The braking system can also be relied upon in any emergency, even after years -of hard work.
Reclean J. R. VASEY.
Another Answer to Dazzle
THEarticle "Standard Lamp Design the Answer to Dazzle," in your issue dated September 17, particularly interested us. We feel, however, that we have solved the problem of anti-dazzle by eliminating the strong contrast brought about between the differences of light and shade.
In this device, lights are fitted to the vehicle in such a way as to illuminate the off side of the road. These can be worked in conjunction with the headlights, or separately, in such a way that an oncoming vehicle equipped in this manner can switch out the headlight causing the glare and, at the same time, light up the road just where there is normally a dark patch—which is the .• cause of so many accidents.. Liverpool, 16.1. M. SHEPHERD, For the Patentees. H21