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,
Economizing Oil Consumption.
Tice Editor, THE COMMERCIAL MOTOR.
[2493] Sir,—With regard to the inquiry from "Interested," No. 2486, in your "Opinions from Others," a simple dip-rod device for the Ford car can be made very easily from gas fittings, the following parts being required :—One elbow suitably threaded to take the place a the lower oil cock, a length of gas pipe sufficient to reach from the elbow through the valance and be brought about 1 in. outside this, one cap end drilled in the centre, and with a stout steel wire of suitable length soldered into place.
In fitting this device the valance should be drilled to allow the pipe to pass through it, and to prevent vibra tion a small piece of rubber can be wrapped round the pipe at the point where it passes through the hole.
To calibrate the dip-rod, the sump should be filled up to the level of the upper oil cock, and the rod marked at this position. The rod should reach to the lowest part of the elbow, and it will be found to promote c42 economy and efficiency if the oil level be kept 1 in. up the rod.
The cost of the whole outfit is negligible, and it can be fitted up in a quarter of an hour.
Tottenham, London, N. OWNER-DRIVER.
Side Entrances and Rear Entrances for Buses.
The Editor, THE COMMERCIAL MOTOR.
[2494] Sir,—As one who frequently rides on both side-entrance and rear-entrance buses, I should be glad if someone would enlighten me as to why side-entrance buses are used for certain routes and rear-entrance buses for other routes.
As I understand the matter, the side-entrance was originally introduced for thinly populated districts where one man had to act as driver and money taker. In that case the side entrance was situated near the front, so as to be handy for the driver. Where two men are employed, I can see no advantage in the side entrance, whether near the front or near the rear, but I can see many disadvantages, among which are the following:— The steps are awkward for entrance or exit, and in some cases passengers can easily stumble through missing the last step on a dark, night. They are slower to load and unload than the rear-entrance bus. There is less room for the conductor, who is often much in the way of passengers. On country roads there is always a chance of a bus getting ditched through the road crumbling away at the edge, and in some districts, where the roads are higher than the surrounding land, there is the risk of a bus toppling over on its side, and that side would always be the side where the entrance is; consequently, the passengers would be imprisoned.
As regards ventilation, there is no comparison between the two types. The side-entrance Ions is always stuffy, wAilst, with the rear-entrance, no matter how many poor specimens of humanity there are in the bus who cannot bear fresh air, there is always a certain amount of ventilation.
I have mentioned a few of the bad points of this class of bus; will those who favour them kindly give me a few points on the other side?
I have no interest in either kind of bus, but, having to spend a fair proportion of my time in bus riding, I know which type I-make for when both kinds are on the same route.—Yours faithfully, ROAD-USER. London.
Why Not Guards to All Rear Wheels ?
The Editor, THE COMMERCIAL MOTOR.
[2495j Sir,—Recently I saw for the first time, and I hope for the last time, a fatal accident with a commercial motor, and I also saw how this life could have been saved had side guards been fitted to the vehicle.
One hears and reads of accidents, but nothing brings the horrible reality home but actually seeing what happened. A light van was coming in the opposite direction to which I was walking, when two little girls ran out of a small turning with their backs towards the oncoming traffic.
Just as the van was upon them they separated, one running towards one pavement and the other making for the opposite side of the road. I saw that the Van must either hit one or both. The driver, with great promptitude, swung his van round to the right and applied his brakes, nearly turning it over; by this action he missed both children with his front wheels, but a slight skid caused the side of the van to hit one of them, knocking her down in front of the rear wheel, Which passed over her body. Had this van been fitted with side guards similar to those used on the buses the child would have been only knocked down.
In this case, and in three other fatal accidents caused by vans with which I have been associated, the driver was able to miss the person with his front wheels but was not able to miss them with his rear wheels. I do not know how far these four fatal accidents are typical of others, but to my knowledge four lives might have been saved had side guards been fitted. It is strange that so much attention should have been paid to attempts to provide a satisfactory guard for front wheels, which seems almost an impossibility, when we have ready to our hand a simple device which would save a large proportion of accidents, and yet for some unaccountable reason it is only applied to one class of veh ic]e—the bus.—Yours faithfully, M.J.C. London.
Concentration on Commercial Motor Sales and Service.
The Editor, THE COMMERCIAL MoTou.
124961 Sir,—Although, as manufacturers, we have noticed that there Is an increased interest taken in the development of the sales of commercial vehicles, we have found that in the case of the majority of motor agents it is difficult to arouse even the slightest interest in the sale of anything but pleasure ears and cycles, and it is, therefore, refreshing to record an instance where one agency is concentrating solely on commercial vehicle service and sales.
The agency we refer to is Messrs. W. reame and Sons, of Taunton. This firm is very energetic and it only undertakes commercial vehicle work and at the present time is building new premises on the main road through Taunton, where every convenience and service will be afforded commercial owners. For some years it has operated a fleet of lorries for all classes of haulage and furniture removals (long and short distance) and, therefore, it has had the personal experience in transport matters; it is placing its experience, which is very valuable, at the disposal of its clients.
A special feature will be night service, which will be invaluable to owners of heavy vehicles passing through Taunton who may require repairs exectited overnight.
Nothing seems to be too much trouble to Mr. Pearce, the managing director, and anyone who' calls at his premises is sure to get every satisfaction; because complete stocks of spares are available for Guy owners.— Yours faithfully, GUY MOTORS, LTD. Wolverhampton.
A Dennis Fleet Overseas.
The Editor, THE COMMERCIAL 1VIOTOR.
[2497] Sir,—In the issue of The Commercial Motor for April 22nd (page 312) there is a paragraph, accompanied by a photograph, showing a 2i-ton lorry in the service of Motor Transport (Uganda), Ltd., combined with a standard 40-50-cwt. Hie. truck. Your concluding comment on this aggregate calls for remark from us, in fairness to the " trailer " in question, which is of our special design and manufacture.
You state that "although the principle of overloading (the italics are ours) is not to be advocated, we think that the information supplied by the Dennis Company's agents in Kenya speaks well for the sturdiness and power of Dennis productions." We unreservedly endorse both opinions, but entirely demur to the implication that—whatever may be the case with " trailers " of ordinary construction—the H.I.C,. truck subjects either frame, engine or transmission to "overloading" or detrimental stressing.
We are assured that our clients, Messrs. Motor Transport (Uganda), Ltd., consider that the superiority of the H.I.C. truck, as compared with the performance of any other "trailer" vehicle, has contributed no less notably to their satisfaction in transport achievement and economy.
The growing preferenial adoption of H.I.C. trucks by the leading operators, not only in East Africa (and very notably in West Africa) but elsewhere overseas, Is sufficiently convincing endorsement of this. And we may add, that while H.I.C. trucks have been running in large fleets in Africa for continuous periods up to and over two years, in no single instance has any evidence developed of "overloading" or shock-damage to even the lightest motor lorry behind which they have been hauled.
Further, their use singly is by no means the most striking proof of the light tractive effort required.
It has been shown in practical demonstration that a 40-cwt. petrol lorry (itself unloaded) can act as "loco motive " to a train of no fewer than three H.I.C. trucks (of 30-cwt. capacity) in conveyance of a total of 4 tons 10 cwt. of paying load, or 225 per cent, more than the nominal capacity of the motor lorry itself I—Yours faithfully,
HAULAGE IMPROVEMENTS AND CONSTRUCTIONS, LTD.
London. E. J. WHELDON, Director.