Correspondence.
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Ignoring would-be Passengers.
The Editor, "TEE COMMERCIAL MOTOR."
Sir :-.-There is one point I would like to refer to in your article under the heading " Motor Omnibus World," in your issue of the 12111 instant, re complaints being made regarding the indifference of motor omnibus drivers to would-be passengers. I am much interested in commercial motors, though not financially, and especially in motor omnibuses, as 1 think there is quite a possibility of their superseding the trams both as regards speed and comfort. One very great advantage they have over the trams is that they pick up and land their passengers at the side of the road instead of the middle. As regards the drivers, I do not think they are to be blamed for not seeing would-be passengers. Driving a motor is very different from driving horses the driver has no Lane to be looking out for passengers. I have heard, and I can quite understand, that the drivers find their work very monotonous; they are boxed up in their small tammartments with no one to talk to all day, and in this they differ from the horse omnibus driver, who gets into conversation with the occupants of the front seats.
I would suggest as a remedy that a boy of 16 should be with the driver to look out for passengers; this boy would be learning the road, and would get accustomed to the traffic, so that by the time he was old enough to drive, he would know all that is necessary about the motor and traffic. I believe this would pay the motor omnibus companies by the increased number of passengers, and would make the drivers much more satisfied with their work.—Yours faith fully, FRANK F. Marcal.ra. Stonebridge Park, N.W., October 23rd, 1905.
[We fear that, in crowded cities especially, it would be generally disadvantageous if our correspondent's suggestion were followed. At the same time, our criticism of some motor omnibus drivers did not infer that their work was either monotonous or too absorbing. They merely push along to get in an extra trip or two.—ED.]
Broughams for Travellers.
The Editor," THE COMMERCIAL MOTOR."
Sir :—As suggested in your issue of the 12th instant, I should be glad if you will favour me with a complete list of manufacturers of commercial motor vehicles.
I am endeavouring to find a good car for commercial travellers' use over Irish roads and which would have accommodation for upwards of a ton weight of sample cases. It would be necessary to have a car capable of travelling up to 18 or 20 miles an hour with the minimum of expense and utmost reliability, and also well sprung to avoid excessive jolting. Possibly manufacturers are giving their attention to special bodies. for accommodating samples and cases, and if you can supply me with any information on these points I shall be obliged.—Yours faithfully, D. C. LINDSAY. 7 and 9, Donegan Place, Belfast.
The Lacre brougham, illustrated, on pages 70 and 71 ante, can be built to comply with the foregoing specification. We have sent Mr. Lindsay a suitable list of manufacturers as desired. Lists of makers are prepared to meet the evident requirements of each enquirer, as explained by us last week. Steam lorries, for example, have no interest for the particular purpose named by Mr. Lindsay.—Eo.
Motors and Middlemen.
The Editor, "THE COMMERCIAL MOTOR."
Sir :—I have read with pleasure your article on " Openings for Middlemen " in your last special issue, and should esteem it a favour if you will supply me with a directory of manufacturers. A matter of great surprise to me is the small number of strain wagons there are on the road (especially down south), considering the number of manufacturers and the advantages to be gained by their use. This state of affairs is brought about by two things-(I) the manufacturers in this country are 100 Slow in bringing the merits of their wagons before intending purchasers; and (2) there are a lot of men who have recently entered the field as middlemen whose knowledge of engineering does not extend beyond the class-room of a polytechnic, and whose knowledge of steam wagons is represented by the algebraical sign of X. Referring to my letter of June 29th, I may state I had two good offers front manufacturers to represent them, but both were from Germany. This practically damped my enthusiasm for a time. I am now thinking of extending my operations, and shall be pleased to hear from you either by post or through the columns of" 'Ina COMMERCIAL MOTOR." -Yours faithfully, STAND BY. London, October 2151, 1905.
reply has been sent by post.--ED.J
The Editor, "THE COMMERCIAL MOTOR."
Sir : --Referring to my letter of last May, I have now opened a repair works and garage at the appended address. I may add that I took premises in the High Street, but owing to unforeseen difficulties they had to be abandoned. I have now acquired the premises lately occupied by Messrs. Loder, coachbuilders, which have been used as such for over too years, and have had electric light installed throughout the ground floor, where there is also a pit and wash-down space. I have a lilt, for small cars, to first floor, on which my electrically-driven tools are placed, along with a steam vulcanising plant. I can supply water to steam lorries. King Street is on the main London to Folkestone road.— Yours faithfully, Watotaa W. BANNISTER. 62, King Street, Maidstone, October zoth, 1905.
Roadside Water Supplies.
The Editor, "THE Costello/tam. MOTOR."
Sir :--I am sending you a couple of photos of the interior of motor wagon boilers as opened out after use. They will, I think, show very clearly the advantage of using town's water, and the advisability of steps being taken to enable motor wagon users and drivers to get supplies of clean pure water for their motors. No. 1 shows a boiler after 11 months' hard work, the wagon having travelled approximately 204 miles per week, half this distance loaded and half light. The tubes have been in the boiler two years and nine months and have not had an expander near them during this time. They are, apparently, little the worse. This boiler had been using towel water exclusirely fcr the entire period. Previous to this, the wagon used half town's water, and the driver took the other half out of a brook in the country, the water of which was evidently contaminated from a chemical
works near by. During this time the tubes were a source of trouble, and had to be taken out and renewed at the end of nine months, although the wagon was on the same route and doing the same work as at present.
No. 2 shows the boiler of another wagon after six months' work, using water from ponds, brooks, etc. Comment, I
think, is needless.—Yours faithfully, SUMNER. Leyland, October 23rd, 1903.
The Editor, "THE COMMERCIAL MOTOR."
Sir :—I have been very interested in reading the articles and correspondence on the question of water supplies for steam wagons. As representing three water companies with upwards of two hundred miles of mains in the country districts of Kent, I am writing to say that we should be very happy to co-operate in any way in providing water supplies for steam wagons at convenient points. We use two steam lorries ourselves, and, therefore, appreciate what it means to have a proper water supply.-Yours faithfully, F. L. BALL. Mid-Kent Water Company's Offices, Snodland, Kent.
What's in a Name The Editor. "THE COMMERCIAL MOTOR."
Sir :have read with much interest the exceedingly full
and descriptive article in your issue of October 12fh on " Trawillers' Broughams on the Lacre Model." The vehicle illustrated should appeal to a large number of wholesale houses whose travellers have great distances to cover and often are delayed owing to inefficient railway or steamboat services. . By the use of such a vehicle the traveller could thoroughly do" any district, and no consideration of time spent on his customers need be taken into account. The space for samples seems ample for all ordinary requirements, and, indeed, the entire vehicle appears to be an ideal one for commercial work, and reflects great credit on its designer, Mr. Claude Browne.
It is less than a year since the announcement appeared stating that the Lacre Company had taken over the concession for England for the Alb-ion cars; these are among the well-known ears of Scottish origin, which include also the famous Argyll and Arrol-Johnston vehicles. In that short time the Lacre Company, from being a lirm of carriage builders, has apparently developed into a motorcar manufacturing company, the Lacre vehicles being the result ! To an outsider these vehicles present a marked similarity to those of the Albion make, and one can only conclude that the Scotch company has a very close connection with the London firm—in fact, the specification of the two vehicles appears almost exactly the same, and each is constructed for solid tyres.
There are a few points, however, in which I, as an outsider, but one who fellows the motor movement very closely, am not quite clear, and I shall be glad if any of your readers can enlighten me. In a contemporary of yours I read an account of Messrs. Shoolbred's experiences with motor vehicles, and it was there stated that they have in use "two Alien vans, purchased from the Lacre Motor Car Company, Limited." In your issue quoted, a Lacre van (belonging to Messrs. Shoolbred) is illustrated as an advertisement for that company, and appears to be very similar in general lines to the Albion vehicles. The question that occurs to an outsider is, what are the differences between these vehicles, or are they the same? If so, why should the actual manufacturer's name not appear? To us, the buying public, who wish as far as possible to buy direct from the manufacturers, it is most misleading to see two apparently similar vehicles appearing under different names. Perhaps some of your readers can enlighten me on this point.—Yours truly, SCOT. I" Albion" vehicles are known in England and Wales by the name" Lacre," and this nomenclature has, naturally, the approval of both contracting parties.—ED.1 Bravery on the Brighton Road.
The Editor, "THE COMMERCIAL MOTOR."
Sr :—I have received two letters, copies of which I enclose, referring to an incident that occurred on the Brighton Road on the iith instant. I have not given you the names and addresses of the writers of these letters, as the gentlemen do not wish their names published, but shall be pleased to show the letters to anyone who wishes to see them. My directors have rewarded the men for their plucky action, and think a is a matter which should be made public, as it proves that all the dangers of the road are not due to motor vehicles, but are chiefly caused by that dangerous animal— the horse.—Yours faithfully, THE LONDON MOTOR OMNIBUS CO., LTD. S. a GILBERT tSecretary).
Albany House, Albany Street, N.W., October i7th, reos.
[Copies of letters named above.1
To the Directors, LONDON MOTOR OMNIRUS CO., LTD.
"As a passenger by your Brighton omnibus yesterday, I desire to set before you the courage displayed by both your driver and guard, whose names I have ascertained to be T. H. Jones and G. B. Hilliar, in a moment of extreme peril te the occupants, both inside and out, as also to the pedestrians then on the road, and certainly to the omnibus, which must have suffered irreparably had not presence of mind been brought to bear at the critical moment.
" A wholesale grocer's vanman had left his van while he delivered goods at a shop, and a traction engine passing frightened the horses, which at once bolted. Our driver and guard, realising the imminent danger, ran at once at the risk of their lives and stopped the horses, averting a terrible catastrophe. We passengers all think that we owe our lives to the bravery of' these two men, and therefore desire that their directors should know of the act of courage have described."
To the Directors, LONDON MOTOR OMNIBUS CO., LTD.
" I wish to bring to your notice the admirable promptitude and presence of mind shown to-day by two of your servants, driver T. H. Jones and guard G. B. Hillier, of motor omnibus WC9129 running between London and Brighton.
" Shortly before we reached Crawley, a pair of horses. drawing a heavy van came galloping furiously towards us, :old a serious collision seemed inevitable. Jones, however, quickly drew close in to the side of the road, and, with guard Hilliar, dismounted, ran forward and, at considerable risk to themselves, seized the galloping horses heads. After a severe struggle they succeeded in stopping the van just short of the omnibus. It was a very plucky act, which probably prevented much damage and possibly saved life. In my opinion they both deserve very high commendation for their quick and courageous action, and it is therefore with much pleasure that I bring it before you."