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 typewritten by Preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted, Weight of Passenger Vehicles.
The Editor, THE COMMERCIAL MOTOR, [23611 Sir,—Having read many practical and useful statements in articles signed with the nomde plume of "Engineer-Designer," I was frankly surprised at some of the inaccuracies which crept into his comments (pages 408-9 of the issue of The Commercial Motor for May 12th) on an article concerning the weight of passenger vehicles, which originally appeared in your issue dated April 21st.
" Engineer-Designer " talks rather glibly about recent work which has been done in connection with finding steels to resist fatigue stresses, but shows that he has not taken the trouble to follow such work very closely because he still emphasizes the entirely erroneous idea that metal crystalizes under the influence of prolonged shocks and vibration. Whatever the real cause of fatigue may be, It is at least 10 years since the idea that the structure of the metal changes from a fibrous to a crystalline character was proved to be false. Despite this fact, one sees it repeated again and again, even by one so well informed as "EngineerDesigner." , Another point relates to his statement regarding the use of rigid tubular cross-members. " EngineerDesigner " sees no advantage in cross-members of this type, but I would point out to him that wartime experience of chassis used under particularly strenuous conditions very definitely proved the advantages of tubular cross-members. It is also worth pointing out that a chassis which has a reputation for longetity second to none—the Albion —employs cross-members of this type and has done so for many years.
" Engineer-Designer " seems very dubious about the properties of duralumin and does not seem to be aware that this material has a particularly high resistance to fatigue. Consequently, one cannot see any need for those prolonged trials of vehicles fitted with solid tyres which he suggests to be necessary.
Lastly, " Engineer-Designer " states that when an engine is developing its full output of power there is no visible tendency for it to lean over to one side (under the influence of torque reaction). Apparently, Ile has never seen a flexibly mounted engine running on a test bed where the effect of each side thrust on the cyli,nder block at low speeds and full throttle very obviously produced shuddering of the whole unit in a transverse plane.—Yours faithfully, VERTEX, Operating Costs of Seaside Buses.
The Editor, THE COMMERCIAL MOTOR, [23621 Sir,—I have been very interested in an article in the issue of The Commercial Motor for May 19th as to whether the small or large bus is more profitable for seaside work. I have owned a number of single and double-deck buses for several years, bilt cannot understand how you rate the running expenses of a single bus doing approximately 500 miles per week at so high a figure as £30 per week. If any person can show me a district where £100 per week can be taken with, not one, but two buses, I would not only show a handsome profit for myself, hut also present the informant annually with sufficient to live on comfortably so long as the service existed.
It may be of some use to the person who originally questioned you on the matter of using the 56-seater double-deck bus to know that he would save a considerable amount during the winter months by licensing the bus as a, say, 32-seater and barricading off the remaining seats ; for example, the top portion of the bus could be shut off to the passengers during the winter. One need only pay tax for the number of seats in use. It should also be remembered that light loads do not cost so much to run as heavy ones. A 34-seater double-deck bus once owned by myself was transformed into a 22-seater singledecker. It averaged 2 miles more per gallon on petrol, saved tax and was considerably lighter on tyres and general wear and tear. A double-decker used all the year round has many points to be considered in its favour, to say nothing of the value of its advertising spaces, which-,bring in cash at any time of the year.—Yours faithfully, W.B.N.
Simplicity in Jack Design.
The Editor, THE COMMERCIAL MOTOR, [23631 Sir,—We observe that you refer on page 420 of the issue of The Commercial Motor for May 12th to a jack which we have patented, and you offer certain comments thereon. We would like to inform you that this design is now superseded by the type you have in mind, and we are enclosing. a drawing of the new jack, which is more simple and can be produced very much cheaper.—Yours faithfully, Braintree, Essex. LAIE AND ELLIOT, LTD, The Replenishing of Inside Fuel Tanks.
The Editor, Tx r COMMERCIAL MOTOR, • [2364] Sir,—I intend running a 14-seater bus and am waiting delivery. I had the idea of running a bus from seeing a copy of your paper, and. hope I enjoy the results of the venture as much as I appreciate your excellent articles on the subject, which I take good care to read every week.
My bus will have to be fined with petrol from inside the vehicle, as the tank is under the seat, but I'll let you off this time for your opening article in a recent edition !—Yours faithfully, A.D.
[We have replied to our correspondent to the effect that we regard inside filling as wrong and are endeavouring to secure official insistence onoutside filling orifices. We have urged our correspondent to lay down the regulation that the driver, before loading up for a journey, should see that he has sufficient petrol in the tank so as to avoid replenishing the tank en route. Let it not be forgotten that within a few months no fewer than three buses have caught fire whilst the driver was refilling his inside tank, and that one of the fires cost eight people their lives.— ED., C`