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 type-written by preference. The right of abbreviation is reserved, and no responsibility for the views expressed is accepted. In the case of experiences, names of towns or localities may be withheld.
'The Inscrutable Taximeter.
The Editor, TELE COMMERCIAL MOTOR.
[1,069] Sir,-1 have recently observed that the number of complaints from motorcab users, with regard to supposed overcharge or inaccurate working of the fare-registering machine, is unnecessarily large. This is my experience, at any rate. It cannot be denied that a large section of the public distrusts the taximeter, almost as much as it distrusted—with reason it must be admitted— the nearly-defunct horse-cab driver. My opinion is that this distrust arises, almost entirely, from the fact that the public does not trouble to understand the principles upon which the taximeter works, and, moreover, seldom attempts to find out. The horo-kilometrque, or timeand-distance, mechanism is about as well understood by the man in the street as is, say, the composition of ether. He never guesses that time is an element of the bargain.— Yours faithfully, A. NOWN ER . Clapton.
A Fresh Body Annually.
The Editor, Tun COMMERCIAL MOTOR.
[1,070] Sir,—Your suggestion of last week may apply to London, but I think it cannot refer to the Provinces. The rich visitors, people who come to England to spend a feu months and lots of money, favour the Metropolis in the Season, and when, before or after, they tour about the country, they don't much mind, provided sufficient room and comfort exist, whether the coachwork is a year or two old. That is my experience, though I admit the exceptions. You name 30 per cent. as the proportion of London hirers which requires the latest ?noddle de luxe; well, I put it at about 5 per cent, out of London. The idea is, none the less, a good one, and I shall, in future, see if I can't make a little extra money by acting upon it : I agree that new paint and varnish do not make every customer happy. Some insist, already, upon the cabriolet. —Yours faithfully,
" 1910."
Tramcar Limitations.
The Editor, TICE COMMERCIAL MOTOR.
[1,071] Sir,—The following quotation must be a mostawkward admission from the tramway enthusiasts' point of view:— '
" The larger the number of tramway-cars on a given route, the less will be the average speed, owing to the stoppages for the exit or admission of passengers. If, then, this limit should be exceeded, it is highly probable there would be a diversion of traffic from the tramway. to the railways and the motor omnibuses."—" Engineer."
I suppose it accounts for the desperate schemes that we have heard of lately, for constructing double-decked bridges over the river Thames, and making two-storey thoroughfares through the City of London, the upper storey being, of course, intended solely for tramway-cars! Has it not occurred to the tramway lunatics to consider the superior advantages of a system of triple deeks? Thus, on the top storey. our L.C.C. passengers would be whizzed along in non-stop, or express, tramcars; on the first floor would be the " local " service of the same conveyances; whilst the miserable ordinary traffic of the highway would absolutely revel in the delights of journeying through secluded subways, well flanked and partitioned by the substantial supporting pillars, and where it would be perpetual night. In that way, many ends might be gained by one move. First and foremost, the hearts of certain contractors would be gladdened exceeding great; second, any adequate provision for renewals and depreciation would be further postponed; and, lastly, another salutary discipline inflicted on the aforesaid long-suffering ordinary users of the highway.—Yours faithfully,
Lambeth. F. GRUBB.
European Testimony Representation for Motorcabs in Brussels.
The Editor, THE COMMERCIAL MOTOR.
[1,072] Sir,—It will be interesting for you to know that the British commercial-motor industry has once more proved its value on the Belgian market. After a severe and long period of trials, where 14 French, German, and other Continental omnibus chassis entered in competition, the General Autobus Co. of Brussels passed, through me,
firsb order of 42 chassis to the Ryknield Motor Works, of Burton-on-Trent. this meaning the satisfactory running and the entire satisfaction that this brand has given here. OW noted this, five weeks ago.—En.] Availing myself of this opportunity, I would ask you if you would not indicate to me some good and reliable inotorcab builders, for which I see large supplies here on the Continent. " British made" is appreciated here, and I am willing to help a good brand, which might already refer to some experience in the British Isles.
Thanking you in advance, I am, dear Sir, yours faith
fully, M. VAN DER VOORT (Ingenieur Civil). 12, rue du GazonCetre, Brussels.
;A direct reply has been seuL-ED.
Motorbus and Tramcar Brakes.
The Editor, THE COMMERCIAL MOTOR.
[1,073] Sir,—I was greatly interested to read, in your issue of last Thursday, the results that have been obtained during the acceleration and braking tests, on various forms of mechanically-propelled vehicles, which have been conducted by a "Times " correspondent. So far as acceleration is concerned, the figures you gave do not permit of the making of a direct comparison of the relative rates between motorbuses and L.C.C. tramcars, but the rates of acceleration are of lesser importance, so far as the safety of the public is concerned, than are the relative rates of retardation, or braking. In this respect, the figures you publish show that the L.C.C. tramcars are more dangerous vehicles than their much-harassed competitors—the motorbuses. The rates of retardation given in your journal were: two feet per sec. per sec. for tramears; and three feet per sec. per sec. for motorbuse,s. Even if all the vehicles were of approximately the same weight, and if their speeds were equal, a tramcar would require a longer distance in which to pull up than would be required by a motorbus ; but, it must be remembered that a double-deck tramcar is about treble the weight of a double-deck motorbus, and, further, that the tramcar is allowed by law to travel at a speed some 30 per cent. in excess of the regulation 12 m.p.h. for the motorbus. Of eourse, the " Times " correspondent's figures could not have referred to the use of track brakes on tramcars, but the discomfort to the passengers, when brakes of that type are brought into operation, is so great, that they should only be used in cases of emergency.—Yours faithfully. ED. LA MBERT.
Tulse Hill, 27th November, 1909. Excessive Competition in Carrying :
the Making of Good Stokers. The Editor, THE COMMERCIAL MOTOR.
[1,074] Sir,—It seems pretty evident, that the winter feels it must make special efforts to distinguish itself from the past summer, if one can judge by the abrupt manner in which it has called our attention to its arrival. So far, we have been fortunate in having no snow to contend with, and, except at early morn and dowy eve, the ground has not been so bad to get over. Apropos my suggestion as to leaving supplies of ashes, etc., at the road side on steep hills during frosty weather, on a certain hill in this neighbourhood, there might have been seen, one day this week, seven steam motor-wagons, one petrol lorry, and three or four private cars all brought to a standstill through the rain's falling on a frozen surface. Sand had eventually to be brought some six miles, by a motor, before the weather-bound machines could proceed on their way.
I recently suggested that there is far too much competition taking place between motor-wagon carriers, and I am confident that trouble is brewing ahead for some of us if we do not close up our dissensions, stop cutting each others' rates and make an effort to pull together. I am confident that, once the public realized that we were united, they would respect us more and would offer us more reasonable terms. This reminds me that railway companies are also indulging in a little extra competition amongst themselves by means of motor lurries. In our district, a certain company is covering a radius of over 30 Miles through its carting agents; it is well known that the railway company, whose name occupies all the space at the sides of the lurries, has its fingers pretty deeply embedded in the pie, and I should imagine that the legal aspect of the case is full of interest.
I have been listening to a very pitiful tale of woe, from one of my drivers, about the shortcomings of his stoker. According to the driver, he had, without avail, exercised every trick imaginable to get his stoker to work satisfactorily. Now, this stoker happens to have been with me for a very long time, and if properly handled is quite a good man at his work, and I consequently had to invite the driver to indulge in a course of self-examination. I indicated a few points which he might bear in mind in the process, and I let him understand that these were essential to the case. The fact is, that a driver is, as often as not, to blame for the faults of his stoker, who is quick to appreciate a good point and to resent a fault ; the former invariably means getting smartly through the work, and the latter involves delays which encroach on the all-too-short hours which are left to a stoker after a day's work. If a driver wants to get the best out of his stoker, he must first obtain his confidence by showing a thorough grip of his work ; the driver must look out for opportunities of making the job go easily and smoothly, be ready to hind a hand himself, and keep up a cheerful tone; he does not want to exercise his authority over his stoker too often, but, when he does say anything, it must be decisive—cursing and swearing are of little account to a stoker, for familiarity with it has, in most cases, unfortunately, bred contempt. I have worked with several stokers. and know what I am writing about, and, in many cases, I have found them very intelligent men, who only lack initiative to fit them for better positions; indeed, to be frank, I have more than once had to admit to myself that the balance of brain power lay on the stoker's side of the wagon, and I wondered why the man sitting beside me had not found a means of turning his intelligence to better account. Experience leads me to he Here that a good driver will make a good stoker of any man who is willing to work at all, and that an indifferent driver will spoil the best material which is put under his charge. Our log sheet for the week is as follows: earnings, £52; mileage, 685; tonnage, 132 tons; percentage of work done, 90; coke used, 7 tons; gear oil, 10 gallons, cylinder oil, S gallons.—Yours faithfully, "MOTOR-WACON CARRIER:'
A New General Manager for Bombay.
The Editor, THE COMMERCIAL MOTOR.
[1,075] Sir,--We have pleasure in informing you that we have secured the services of Mr. James T. Vernon (late secretary and general manager to the Western India Motor Co., Ltd., Bombay) as general manager to this company. We shall esteem it a favour if you would be so good as to find space in your valuable journal, to state the fact of Mr. Vernon's appointment, and much oblige.— Yours faithfully, THE BOMBAY MOTOR CAR CO., LTD. Post Box No. 195.
Armstrong-Whitworth Concessionnakes for Commercial Vehicles.
The Editor, THE COMMERCIAL MOTOR.
[1,076J Sir,--Referring to your issue of 25th November, and the photograph on page 243, also to the short article headed "A caterer's motorvan " will you allow us the opportunity to point out that, While correct in all other respects, it was not supplied by Sir W. G. Armstrong, Whitworth and Co., Ltd., of 3, Blenheim Street, W., but by the subscribers, arrangements having been effected some months since with that eminent firm of manufacturers whereby the exclusive sale of these vehicles is vested in our hands.—Yours faithfully,
THE WILPLEY M.M. CO., LTD.
Salisbury House, E.C.
A Smart Traveller's Car.
The Editor, THE COMMERCIAL MOTOR.
[1,077] Sir,—Some little time since you were good enough to publish an illustration of a 15-cwt. Lotis standard van which we supplied to Messrs. Horleston Bros., wholesale confectioners, of Longton, Staffs. We now have pleasure in enclosing a photograph of a second vehicle with which we have supplied them, this being a commercial traveller's car built with duplex hood, either fore or aft of which can be erected at will. The car is fitted with a County screen, which is shown in the photograph in the raised position, and the wheels are, as in Messrs. Horlestoia's other vehicle, Lyntons. Repeat orders tell better than testimonials, and we understand that the firm is extremely pleased with the behaviour of the first vehicle.
The feature about this car is that it is built on the same chassis as the firm's delivery van.—Yours faithfully,
Coventry. . STURMEY MOTORS, LTD.