OPINIONS FROM OTHERS
Page 25
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Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be ot, on of the paper only and typewritten by preference, The right, of abbreviation is reserved, and no responsibility for views expressed is accepted.
Dilution of Oil in Crankcase.
The Editor, THE COMMERCIAL MOTOR.
[2,052] Sir,—We have followed with much interest the various articles arid correspondence appearing in your pages in connection with the contribution of Mr. Lowe in the issue of November 14th. As might be anticipated, a considerable amount of controversy has raged around this subject, a controversy into which we do not propose to enter. On one point there -appears to be -something approaching unanimity of opinion, and that is that the alternative to frequent draining of the crankcase is the provision of a good system of lubrication.
Mr. .e'ergusson mentions the desirability of replenishment of the oil at regular intervals, and a contributor to a recent issue refers to the advantages of a fresh supply of oil in minute quantities so as to maintain the lubricant in good condition.
In the Saurer patent system small increments of fresh, clean oil are automatically fed into the supply so as to maintain not only the quantity, but also the quality of the oil. The system is thus constantly refreshed, and, in addition to making for great
i economy n the oil bill, the engine is always running
under ideal conditions of lubrication. The whole operation is automatic, and the reservoirs and pumps are self-contained within the crankcase. There are no external pipes to become blocked up or fouled, and the fresh oil in the auxiliary reservoir is free from any risk of contamination.—Yours faithfully, For the SAURER COMMERCIAL VEHICLE CO.,. LTD., RALPH E. WILSON, Sales Manager. London, N.W. 1.
Fines in Bedfordshire.
The Editor, THE COMMERCIAL MOTOR.
[2,053] Sir.,—When will the old-fashioned speed limit of 12 m.p.h. be abolished? Whilst I admit it is
not enforced in those counties where business and employment are considered good for the community, yet in such aristocratic counties as Bedford it is taking at least eight able-bodied men (who have to pass a physical test) to hide in the hedge bottom and to hold up unsuspecting drivers at the point of a stop-watch. Suffice it to say, the unlucky driver so caught is convicted and his savings for many months have to be handed over.
I calculate Bedfordshire has taken over 21,000 in these fines during the past month or two, and the majority from the, man. whose wages would average 23 per week.
Fines of '25 and 26 for the paltry offence of exceeding a 1903-made law are as ridiculous as the comparison of ears made then and now.
What are all the bus and transport services that are absolutely essential and a boon to the country going to do if this law is not altered? It means that a speed of not more than 8 mph: will be averaged, and therefore a journey to Bedford from Rushden, without stopping, would take about two hours for the 16 miles ; or a • journey to London, which can be accomplished normally in four hours without being in the least dangerous or' in any way objectionable to other members of the community, will take eight hours for the 65 miles.
Anyone used to driving or acquainted with traffic conditions knows how absurd it would be to enforce this law in London, or England 'generally, as road transport could not exist at would be the same as pitting 20-year-old rolling stock back on our railways of to-day).
Drivers who are unfortunate enough to have to use the Bedfordshire roads are either faced with losing
their jobs and being thrown on the country to draw the dole, or paying ridiculous fines for a still more ridiculous offence.
It stands to reason that a driver whose wages would average about 23 per week is not in a position to pay a fine of 25 or 26 for the merest technical infringement of an obsolete law, and he has not the slightest means of bringing any evidence forward that will tell against that put forward by the police. I know all drivers will endorse these remarks, and any fair-dealing person in this country also (as BedfordSh•ire authorities would if a railway strike oecurrec1).—Yours faithfully,
FAIRPLAY.
Rushden.
Brake Application on Tractor Lorries.
The Editor, THE COMMERCIAL MOTOR.
[2,054] Sir,—Should the rear wheels of a six-wheeled tractor-lorry be braked before the centre wheels, or should the application of the brake power come upon the centre wheels first? And, whichever may be the correct mode of applying the brakes, should the braking effort be continued upon the wheels first to be braked until they skid, whilst the wheels second to be braked are still revolving but restrained, or should (as it seems to me) the power first he applied to one pair of wheels until a certain braking effect is produced, and then the braking effort be applied to the other pair until it is equal on all four wheels?
In the course of an argument recently, one side took the view that the brakes on the rearmost wheels • should first be applied because the trailer then acted as a drag upon the tractor, but it seems to me that there is then a risk of the rearmost wheels being locked, when the trailer would be liable to swing about and, turning upon its pivot, sweep round and overtake the tractor, perhaps creating a dangerous situation.
if the first brake application came on the central pair of wheels and the second brake application came immediately upon the trailer wheels, surely the best and safest brake application would be secured. I would like to have the advice and hear the experiences of drivers of tractor lorries and others who can enlighten me upon the question.—Yours faithfully, London, E. ARTHLiR DUNCAN.
Headlight Switches-on Buses.
The Editor, THE COMMERCIAL MOTOR.
[2,055] Sir,—May venture, through, the medium of your " Opinions From Others page, to draw the attention of the persons responsible fel. the arrangements of electric light fittings in motorbuses to the rather annoying position of the lamp switches, particularly that for the headlights? It seems to be the practice to mount them on the dashboard as far away as possible from the wheel, and when the driver endeavours to use his foot for • switching his headlights an or off, he generally manages to switch on or off all the lot. I, Myself usually manage, when trying to switch off my headlights out of consideration for the driver of an approaching vehicle, to get my foot on one of the switches about the same time that the other man switches on again, so much time being lost in fumbling for the switch. Then, of course, rude remarks often emanate from the passing car or wagon, whichever it may be. I suggest that the "best position is on the front of t& driver's seat or on the side panel -of the cab, either position involving no aerobatics in reaching it. —Yours faithfully, Huddersfield. PUNCH.