OPINIONS FROM OTHERS
Page 70
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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, preferably, typewritten. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
How to Charge for Loads.
The Editor, THE COMMERCIAL MOTOR.
[2799] Sir,—I am thinking of starting in business. with a six-cylinder 30,cwt. Chevrolet lorry. I am considering taking loads, between Leicester, Hinckley, Coventry, Birmingham and London. What I want to know is what to charge by the hour or mile for such loads as stone, gravel, parcels, etc.—Yours faith fully, S.F.E.R. Leicester.
[If on long runs without a great deal of time lost in loading and unloading, charge by the mile, according to figures in our Tables. If the mileage be low then charge by the hour, basing the amount upon that part of the Table headed "Minimum Charge per Week." You will note that in both cases the amount of your charge is determined by the number of miles per week you can cover.-S.T.R.
Driving in the Middle of the Road.
The Editor, THE COMMERCIAL MOTOR.
[2800] Sir,—In your issne of April 23rd, on Page 353, appeared a short paragraph commencing with the following question: "Why is it -that so many drivers will cling to the centre of the road, or as close to it as they can get?"
I have heard the same question asked many times, and when I have heard it I have always come to the conclusion that the one who asks the question has had very little or no practical experience in driving vehicles, either in towns or on the open road.
Personally, I have had 13 years' experience in driving all types of mechanically propelledvehicle and previous to this was very fond of cycling, so that I can justly claim to have acquired a fair measure of "road sense."
Before going farther, permit me to put a question, i.e., Why are tram tracks constructed in the centre of roadways in towns wherever practicable?
Now to get. to the point that I wish to make. The reason . for having the track so, situated and the reason why drivers will cling to the centre of the road is the dominating factor of Safety First.
Long before the days of mechanical traction, if my own observations have not deceived Me, horsed vehicles, and particularly the faster types, always moved IUOng 'roads,whether in town or country, well
• removed from the sides; in fact, more in the -centre than otherwise. Certainly years ago the question of road camber,
• played a big part, but in my opinion the chief reason then, as now, was that of safety. '
When persons are concerned with driving a vehicle they have all their observation concentrated upon the front and side aspects of the road ; the possibility of following traffic does not enter their heads until they desire to make a turn to their right.
Now in explanation of why drivers cling to the centre, especially • in towns, you will agree, I think, that pedestrians (I am one myself often) have a very dangerous habit of stepping off the sidewalks with never a thought to vehicles approaching from the .rear; consequently if drivers are to comply with the request "keep. to the left" it will be obvious to all that our coroners will be kept much more busy than they are to-day.
If the general public could be educated to be as 544 careful in using the roads as is the majoety of drivers, then we could and would keep to the left.
Yet again, on approaching cross-roads in towns or country the driver, when in or near the centre, can often command a better view both to his right and left; also he has his vehicle in a better position for any manceuvring that circumstances may demand. .
So much for general driving. Let us now consider the commercial vehicle; great numbers of these ply from town to town, along the main highways. The majority of these roads is still cambered, certainly' not like they used to be, but the fact remains that they are; therefore, if again the driver is to comply' with "Keeping to the left," he himself will experience a trying time in -wrestling with his steering wheel to maintain a proper course. But think of the effect on the vehicle; the weight of the load will be thrown to the near' side'..
However, I think I ' have made the answer plain enough on behalf of drivers of all types of vehicle without entering into technical and mechanical pros and cons.—Yours faithfully, RICHARD S. JUDGE.
Manchester.
[Keeping to the centre ,of the road may be justified in certain circumstances, but it is far too apt to become a regiilar habit and with slow-moving vehicles it adds considerably both to road congestion and to the danger of driving. As to our corre-.
spondent's implication regarding our driving experience, we may mention that we have been using the road for over 25 years.—En.]
A Fuel to Suit Many Makes of Vehicle.
The ,Editor, THE COMMERCIAL MOTOR.
[2801] Sir,—We have a fleet of about 40 motor vehicles all engaged in our business. The fleet comprises about 20 touring cars, ranging from 8 h.p. to 15 h.p., and about 20 motor lorries, ranging from the Ford van to the 7-8-ton Maudslay. (These lorries include the 3-ton Daimler, the 6-ton Albion, and 5, 6 and 7-ton Maudslays.) Our difficulty has been to obtain a fuel at a commercial price suitable for all these vehicles. We have a large Bowser installation; but unless we construct another we have no facilities for stocking two kinds of petrol. The large lorries run better on a benzole mixture, whilst the lighter touring cars seem to thrive best on a No; 1 petrol. As a compromise we are using a mixture of one part No. 1 Shell and three parts henzole mixture, containing 40 per cent. benzole," the latter being supplied by the National I3enzole Co., Ltd. The two component fuels are poured into our I3owser plant, and are not disturbed by as in any way.
' We would like to know whether any intimate mixing of the two component motor fuels takes place, and whether you consider that by such a mixture we are likely to achieve the object we aim. at, namely, a good grade benzole mixture,. diluted for the benefit of the lighter cars with a high-grade petrol.—Yours faith faith
GEORGE COLLINS.
fully, Helens. For and W. Collins, Ltd.•
[As the only agitation of the two fuels occurs when one is poured into the tank containing the other, it appears to us that the mixing cannot be so intimate as is desirable and the resulting fuel is almost cer ' tain to be " patchy" in its constitution. It would be much preferable to arrange to have the two grades thoroughly mixed before they are poured into the storage tank.—En.]