OPINIONS FROM OTHERS.
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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 typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Giant Tyres and Running Costs.
The Editor, THE COMMERCIAL MOTOR.
[1816] Sir,—We have several times read with in.terest the very useful remarks published in your journal under the ,heading of " Hints for Hauliers."
We feel, however, that we must question the table in your issue of February 15th, giving a comparison of the working costs of solid-tyred chars-ii-basics and pneumatic-tyred chars-a-bancs in London and the provinces. We feel that, in estimating the cost of tyres per mile, the compiler has based his figures for pneumatic tyres on the mileages given by vehicles which are running on ordinary passenger ear tyres, either single or twin, and not on vehicles which are running on single giant pneumatics. Those cord tyres, specially built for motor lorry work, give mileages greatly in excess of those of the ordinary passenger car type. We have found that 15,000 miles is a conservative estimate of the average mileage of our Nobby Cord truck tyres. The compiler makes no allowance for saving in fuel or lubricants, nor for diminution of depreciation, and in this he is greatly at variance with the many reports we have received from users. We also feel.ithat the allowance made for diminished maintenance costs can hardly be said to do justice to the results actually 'obtained.
Comparative figures such as these sho-uld be of considerable use to owners of commerciat vehicles, but we feel that the reader who is interesrted in pneumatic tyres will be somewhat misled by the particular tabulation in question.—Yours faithfully, London. UNITED STATES RUBBER CO., LTD.
Which Should be the Emergency Brake ?
The Editor, THE COMMERCIAL MOTOR.
[1817] Sir,—In practically all the commercial vehicles produced in this country, in which one brake operates through the transmission whilst the other acts direct on the rear wheels,4tho latter is made the hand brake, or emergency brake, as it is often called.
Now, it is questionable whether this practice is the most satisfactory. In America it was followed until recently, but now the tendency is to connect the transmission brake to the hand lever, thus making it the emergency brake, and to utilize a pedal-operated brake acting direct on the rear wheels. The emergency brake is essentially a brake which must act very rapidly and be powerful enough to pull up a vehicle in the shortest possible distance, and, as the brake acting through the transmission meets these requirements far better than one acting direct on the wheel drums, it would appear that much can be said for the latest development. Also, the direct acting brake, being rather less powerful, works more smoothly, and the tyre wear and general stresses throughout the vehicle are Consequently reduced if the quicker acting brake is utilized in emergencies
only.—Yours faithfully, 'J. R. WITCHER. Wolverhampton.
Motor Coach Competition.
The Editor, THE COMMERCIAL MOTOR.
[1818] Sir' —Competition among motor coach proprietors in Bournemouth and the district surrounding that town is becoming cut-throat in its character, and looks like being maintained—in our opinion quite r nnece sea rily.
To give you some idea of the state of affairs in the coach hiring trade in that district, it is possible to i328
get a 28-seater coach for the day trip to Portsmou-t.h. and back for the small sum. of ±;8 10s. a, distance of 52 miles each way, and the run to dodder and return which is about 74 miles each way, is charged for
at upwards. Our contention is that such prices are at least 30 per cent, below what they should be. The facts are as we have stated and could easily be proved by writing to several of_tfie local firms asking forsquotations.—Yours faithfully, X.M.T. Bournemouth.
Reducing Accident Risks.
The Editor, THE COMMERCIAL MOTOR.
[1819] Sir,-1 am very glad to note that you are taking up the question of brake efficiency and the provision of sprags on chars-6,-laancs. The future of this type of vehicle depends upon its continued popularity with the public and its popularity will cer tainly wane if the public once gets hold of the idea that the char-it-bancs is not as safe as other means of locomotion..
Personally, I alWa,ys experience a nervous tremor when descending steep hills in one of these vehicles, whilst, when .ascanding a similar hill, I always have an objectionable feeling that, if the driver misses a gear, the vehicle may start running backwards. I most certainly believe that all public; passengercarrying vehicles should be equipped with. a third brake. At present, one brake alone is seldom sulift eient to hold a heavy vehicle on a, steep gradient, with the result that, if one of the two brakes should fail, an accident is very liable to occur.—Yours faith fully, NEnvous. Bristol.
Ministry's Help in Municipal Purchases.
The Editor, THE COMMERCIAL MOTOR.
[1820] Sir,—We note from a paragraph in a recent issue that the Borough Council of Southw.ark have, purchased a five ton steam wagon, at a cost of R1,430; to which the Ministry of Transport has contributed one-thi re..
The question naturally arises as to what is the precise object of the Ministry of Transport. in thus subsidizing the local authorities and whence comes the money for their contribution? If the money used is that collected by the newlyimposed tax an motor vehicles, it would be of interest to learn haw it is that the funds from this source can be diverted to the killing of private enterprise, by enabling the municipal authorities to compete on unfair terms with private haulage contractors, when the express purpose for which this tax was levied was alleged to be the improvement of the roads.
We consider that this matter requires immediate -and searching inquiry, in order that the abuse now started ma be checked before it spreads further.— Yours faith!ully,
EASTERN MOTOR TRANSPORT CO., LTD. Lowestoft.
[The object of the Ministry is,. obviously, to assist municipal authorities to replace and to add to their fleets of vehicles engaged on road work , and the handling of refuse. That the Ministry is prepared to give this assistance has long been known, and it seems to us that a local authority would not embark upon the purchaselof vehicles if it could do better through a contractor. No local authority would be empowered to compete with private enterprise for business outside of its own requirements.—En.
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