OPINIONS FROM OTHERS.
Page 36
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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 preferenceThe right of abbreviation is reserved, and no responsibility for views expres.,'sed is accepted.
The Passing of the Toll.
The Editor, THE COMMERCIAL MOTOR.
[1832] Sir,—We had certainly understood that when the new scale of taxation for hackney vehicles was brought into force, all other forms of taxation were to be abolished. But it Seems that the county and borough councils do not agree with this ruling (or mere statement, whichever it was). We arc proposing to establish a motor omnibus service in our district, and we are informed by the officials of one of the local authorities that we must agree to the payment of a toll or permission to run the service will not be granted: We .should be glad to know what is the experience of other applicants for such
permission.—Yours faithfully,
VINDEX.
[Our correspondent (whose name and address we suppress) is protected against the action of the local authority referred to by a Section (No. 14, SubSection 3) of the Roads Act, 1920, which reads as follows:—" Where, upon application for a licence to ply for hire with an omnibus, the licensing authority either refuses to grant a licence or grants a licence subject to conditions, in either case the applicant shall have a right to appeal to the Minister of Transport from the &gigots of the licensing authority, and the Minister shall have power to make such order thereon as he thinks fit, and sueli order shall be binding upon the licensing authority. An order made by the Minister under this sub-section shall bo final, and not subject to appeal to any court, and shall, on the application of the Minister, be enforceable by writ of mandamus." The word " omnibus " is defined as including every omnibus, char-hsbancs, wagonette, brake, stage coach, or other carriage plying for hire or used to carry passengers at separate fares.—ED., CM.]
Pneumatic Tyres and Running Costs.
The Editor, THE COMMERCIAL MOTOR.
[1833] .Sir,—In your issue of the 15th inst.I note that Mr. J. Ross Macmahon remarks that "I was never heard of again " ; this is no doubt correct, for the very good reason that Mr. Macmahon's letters appeared to be getting nearer abuse than argument.
I did assume that any of your readers interested would read the impact table, etc., with a willingness to understand their purport, and that it was not necessary for me to refute all distorted eriticism.
The test load carried and its distribution on the rear wheels with the sprang and unsprung weight were given in your issue dated November 30th, 1920. Mr. Maemahon Was good enough to state that a 3-ton truck with a 50 per cent, overload was used for these impact tests under the auspices of the Bureau of Public Roads, United States Department of Agriculture.. With this statement I am content ; the remainder of his remarks are but.his personal opinion, to say the least, peculiarly expressed—Yours faith fully, F. A. SESSIONS.
The Steam-driven Fire-engine. •
The Editor, THE COMMERCIAL MOTOR.
[1834] Sir,—With reference to the paragraph with regard to fire-engine progress, which appears on page 114 (March 15th issue), permit us to point out that the statement that steam-driven motor fireengines are not employed at the present time is not storrect. There are a large number of these engines C48 in active service both in this country and abroad. Wescan instance several towns where motor steamers have been in use for many years and where, as petrol . machines have not since been purchased, it is obvious that the steam-driven engine, must essentially be in service. Amongst these are Worcester, Brighton, Penarth, Reansey, Hungerford, Hounslow, etc. There are many instances, also, where, although petrol engines have since been purchased, the motor steamer is still retained on the active list.
Motor steamers at Liverpool, Plyinouth, Brighton, and Hounslow have turned out to fires quite recently, to our knowledge, and there must be many other instances of" turn-outs" which have not come to our notice.
In conclusion, we may mention that the Brimscombo Volunteer Fire Brigade have recently purchased a motor steam fire.-engine.—Yours faithfully, MERRYWEATHER AND SONS, LTD.
Steamer v. Petrol Wagon.
The Editor, Tax COMMERCIAL MOTOR.
[1835] Sir,—I notice that, in the issue of the G.M. for March 15th, insult has been added tia the injury which the petrol wagon has already reseived at the hands of the Sentinel Steam Waggon Co. I was pleased to read " 1805.'s " letter on the subject, also that of " Steampet,'? and now comes W. Rogers to talk about speed limits. Has he got any wagons of his own? If so, do they dare to exceed 12 m.p.h. or even 8 m.p.h. ? We will be hearing of Sentinels putting a steam char-a-hancs on the road which will outdo the petrol vehicles, so it's up to the petrol advocates to look after their laurels. Certainly, W. Rogers is quoting from " Stessnpet's " figures, but the crux of the situation is the Sentinel's run from Wakefield to Aston. If W. Rogers will look up the C.M. • for January 25th, page 774, be will find figures which will prove that the registered speed of tho Sentinel in question. if 8 m.p.h. was not necessarily the fastest, as this wagon (according to the report) did a little over 13 m.p.h., but, remember, it had been just overhauled, and the petrol—well, if 1 were the manufacturer of it. I•woulci make them run the whole, course over again and, if I could not beat that, well, I would start manufacturing steamers. Like" Steampet," I feel I ought to make a stand for the petrol wagon and challenge any steam vehicle manufacturer (especially Sentinels) to the following test. I will load seven tons, the steamer to load six tons, and start from Wakefield or elsewhere. I will give the steamer one minute's start for every mile in the journey and I guarantee to pass it on my return journey with its load still on. I have two wagons, both having been, branded with the mystic words "Load not to exceed 3 tens," one having seen service in France, and they are not just overhauled. The name of my wagons—well, it doesn't matter, suffice to say they are made in Coventry and the name begins with M." .1 have often wondered why the Sentinel on that test journey did not finish its run from . Barton to Aston, seeing they had 2 hours and 25 minutes to do a journey that only took them: 11. hours next morning ; they would certainly have established a record which would have made the firm who owned the petrol wagon sell all their petrol ve,hieles:and lany steam. I wonder what they think of it!—Yours faith ONE WHO WON'T BE BLUFFED.
Liverpool.
[We had no idea that so much acrimony eeuld be introduced into such a discussion 1'—En. C311,