OPINIONS FROM OTHERS.
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The Editor invites correspondence on all subjects connected with the use of commercial inotors. 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.
Parking of Vehicles and the Risk of Fire.
The Editor, This COMMERCIAL MOTOR.
L17541 Sir,—Referring to the remarks of "Coach Proprietor" in your issue of October 12th concerning the parking of coaches at Doncaster for the St. Leger Races, I think the experiences of a driver who was there will be interesting 1.0 your readers, and perhaps help to form the first step of the long ladder required to place the motor coach and its patrons in their proper positions at race meetings.
The present method of parking is a, disgrace to the trade and, should a. fire occur, an enormous quantity Of valuable machirlery would be imperilled, and I think the matter should be taken up by the C.M.U.A. before next year's racing commences, as the motor coach will very shortly be the leading mode of transport for this class of sport.
A few days before the Doncaster races, all the leading Yorkshire, papers published enthusiastic reports of the excellent parking arrangements made by the authorities responsible, but, in my opinion, the arrangements were very bad, as I will try to explain. On arriving at the park allotted, you were taken in hand by a mounted policeman, who galloped in front and directed you to your position in the " lane " as suggested by " Coach Proprietor (aa an apology for these lance did really exist, although they did not show in the photo. in your issue of October 5th). The vehicles were parked so close together that I saw several eases where the door of the back row of seats was the only one that would open wide enough to allow passengers to descend; therefore, they had to climb over all the other rows of seats and leave by this exit. This was not the driver's fault on the first day of the races, as, whilst parking, you were under the orders of the police, and were not, allowed to drop passengers until parked. On the remaining days, those of us who had been fooled the day before, failed to notice all the policeman's orders and waving Of arms. This close parking made it a work of art getting out again, as it was a case of inches between the back of your coach and the bonnet of the coach at the side of you and between your radiator and the one of the coach opposite you, awing to the lane being BO narrow.
On the first day of the races I was in a goesl position for getting out, being in the first lane and about 100 yds. from the gate—the only exit.. I was lucky enough to get my passengers aboard by 5.3O p.m., and, along with other coaches, I proceeded to the gate, yard by yard, but did hot get very far before we were stopped altogether by a patrol of police at the exit. After waiting patiently and burning petrol for some time, we asked the police why we were kept waiting. We were told that we could hot leave the park until the pedestrians had either Walked away or boarded tramcars and all the light cars had departed. Consequently, it was 6.40 p.m. before I was able to proceed on my journey, so it 'can be realized that there was some grumbling from my passengers, especially as tea was arranged at a village 12 miles away for 6.30 p.m. On the second day I was parked in the second-lane and further from the exit, and it was 8 p.m. before I reached the open road,. after having had my passengers seated over two hours—a gross injustice to the patrons of the motor coach The point I wish to emphasize is that the authorities should be conipelled to have more exits, as in theatres, etc., for public safety, as, on this day, I counted 15 coaches abreast and about
• 4C deep, with only inches to spare between and behind each coach, as each driver was trying to keep his radiator in front of the coaches on either side of him. Should a fire have occurred at this moment, a great number of passengers and a good deal of property must have been endangered, as the passengers could not have descended except by walking over the tops of the coaches, and thereby gaining the ground on the extreme outside away from the scene or the fire—an almost impossible undertaking.
I resolved not to enter the park again, so, on the third and fourth days of 'the meeting, I travelled five miles further round to get at the back of the police, dropped my party as near the course as.. possible, And parked on the side of the road on a vacant piece of ground, and arrived home on these nights 'before the time I left Doncaster on the St. Leger day.
I might remark that the whole of Doncaster's town rates are paid out of the proceeds of their race meetings, so a little expense should not be of any account where safety of the public is concerned.
Sheffield. COACH DRIVER.
Scotland Yard and the Giant Pneumatic.
The Editor, THE COMMERCIAL MOTOR.
[1755] Sir,—As one who has made a great study of the tyre problem, both for passenger and commercial vehicle use, I was intensely interested in the remarks of your correspondent " Inspector " in your issue of October 12th. That gentleman's views positively coincide with my own. There is no future in this country for the giant pneumatic. I think the decision of Scotland Yard not to license "giants for use on heavy hackney carriages in the Metropolitan Police area will open many people's eyes.
Recently I pulled up to see if I could be of any assistance to the driver of a heavy vehicle running on "giants." It appears the off-side rear rtyre had burst just as he was rounding a bend, clinging well to the side of the road. The force of the explosion had thrown the back of the car quite two feet sideways, and, had there been a ditch instead of a bank at that particular spot, in all probability the car wouldhave overturned.
However, the driver's difficulties were, first, the jack he was supplied with had not sufficient " lift " to provide the 9 ins, required to raise the wheel from deflated to wheel-changing clearance-; second, the foot-pump pressure was so feeble that, after a full hour's pumping, he had just begun to get pressure into it. What I rnea,n by pressure is sufficient pounds per, square inch to carry the load. His correct pressures were 130 lb. to 150 ll. per square inch, but both of us were so exhausted after pumping 70 lb. that he decided to risk running on that.
In my opinion, giant pneumatics require giant inflate
them and giant engine-operated pumps to them before the British driver will consent to seeing them fitted to the "bus" for which he is responsible. At least, the driver whom..I assisted declared, by all the oaths he could summon, that never would his take out the same vehicle again. I told him that, to return to solids, he would only be returning to the old-fashioned method of pounding the road and his chassis to pieces. That man replied : " There seems to be no alternative, guv'nor." From that moment I set mit to see if an alternaa tive could not be provided, an.d " Inspector" seems to be thinking exactly on the same lines as myself. for I have pow actually made, and have running, that which the hints at—a semi-pneumatio enshion tyre in an entirely new form.
It is far too early for me to make any positive claims. I want at least 10,000 miles on a heavy vehicle and bad roads before I know whether I have on or lost, butt whatever happens, I am quite certain now the " giant " will never provide the resilience of my semi-pneumatic cushion.
To carry, say, a two ton load, the former must be inflated to sueh a. degree that the " give " of the tyre must be very limited.
I eongratulate •" Inspector" for standing his ground and not being carried away by Yankee propaganda. What is needed in this country is an entirely new suspension system, combined with any form of resilient tyre other than the " giant."
Without taking a larger size in bonnets that I -am privileged to wear at the moment, I do not mind hinting that, within three months, such a suspension and such a tyre will be running on a Napier lorry in this country. Might I invite " Inspector" to be one of My first passengers? BRITISH LION.
The Problem of the Mersey Ferry Traffic.
The Editor, THE COMMERCIAL MOTOR.
[1,756] Sir,—I have read many tiring article's in your columns by" people endeavouring to eolve the great question of cross-river traffic between Lancashire and Cheshire at Liverpool, and, so far as I can see, _the solutions they have come" to are deplorably out of date and thoroughly inefficient.
It is quite unnecessary for me to quote many of these, but I do not think I have heard anything more amusing than the suggestion of having ferry boats with a dropped side, so that the traffic would not be confined to two small gangways. I have spent some years in Liverpool, and, during that time, I have seen very little delay. as far as the actual loading of the ferry boats is concerned, the chief delay being in waiting for a, boat to replace the one which has left, and waiting for the traffic to disembark when the boat does arrive. . Little time would be saved by employing more boats, as the same delays would occur, so on the whole I think the ferry means of transit is quite a thing of the past.
A tunnel has also been suggested, but this seems to be impracticable on. account of the steep gradient which would be necessary at either end • moreover, the ventilation problem would be difficult, especially with so much motor traffic.
Now, suppose we direct our thoughts seriously towards the possibility of a bridge. I think by so doing we shall find that there is an excellent chance of a way out of the difficulty. True, it will cost a good deal, but think of the money we are wasting every day by the present inefficient system! .Ao. far as the necessary capital is concerned, surely that might be raised by a small rate from the countiee whose populaces would benefit by it, together with a toll for every vehicle crossing the bridge ; at all events, ways and means are found to extend in other directions and to raise the necessary capital. Why not in this case?
Readers will no doubt ask whether a bridge would e32
inconvenience the shipping bound for the up-river docks also the .Manehester Ship Canal. I do not see Why n should -hinder them at. all. The bridge could be built from each side in arches, the centre span being at a considerably higher "level than the ends, sufficiently high to allow the ferry boats to Rock Ferry or New teerry, also-the smaller ship canal boats to pass under ; but, in the event of a larger boat, why not have the centre span in halves, and to Work in the same manner as the London Tower Bridge ?
In Taranto (Italy), at the entrance to . the harbour, they had a swing bridge, which opened twice a day, on each occasion for about half an -hour. No doubt this arrangement could be adopted in the case of the Mersey Bridge, a charge being made for each boat passing through—another source of revenue.
I. feel sure that many people wouldbe pleased to see this scheme come about, and agree that we were advancing in the right direction, as, if the Americans have been able to bridge a river over half a tile wide in a single span, surely we could manage three-quarters of a mile in five spans.
• I would niuch like to read some comments on this proposition. I din not a civil engineer nor, a bridge builder, just an ordinary ENGINEER.
The All-weather Motor Coach.
The Editor, .THE COMMERCIAL MOTOR.
[1,757] ir,—With regard to your remarks in the issue of The Commercial Motor for October 12th last, dealing with desirable char-h-bancs improvements, 1 am enclosing a photograph of a 20-seater which I have just completed for use in connection with my business, and it is remarkable how nearly it coincides with the ideas expressed by you. It is built to take glass for winter use and curtains' for summer use; it has pneumatics (6 in. cord),which I gather you would accept up to this-weight is the top is in plywood and is very light, whilst it gives perfect protection.
This is _my first attempt at building this class of vehicle, and I followed no previous design, but simply produced what I considered was required for all-round service. The petrol consumption of the vehicle on give-and-take roads is one gallon per, 1M miles. If I could have afforded it, 1 should have shown it at Olympia, for it attracts a great deal of attention wherever I take it.—Yours faith fully, J. W. ASHBY. t 53, Quarry Hill, Tanbridge.