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, preferably, typewritten. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Our Municipal Number.
The Editor, THE COMMERCIAL MOTOR.
[2773] Sir,—I have in front of me a copy of The Commercial Motor special Municipal Number and I would like to congratulate, if I may, everyone concerned in the production of a very fine issue.—Yours faithfully,
W. J. RAND, for REDOUBT, Lin.
London, E.C.4.
Calculating Interest on First Cost.
The Editor, THE COMMERCIAL MOTOR.
[2774] Sir,—Please accept my thanks for the costing tables duly received from you. There is one point to which I -would like to draw your attention. It used to be our practice to charge 5 per cent, interest on the price paid for a new vehicle, and apparently the amount of 250d. per week interest on a 5-tonner in Table 2 is based on the actual cost of the machine.
We have now adopted another method, which we think is the proper and legitimate one, namely, to charge interest at the rate of 5 per cent, only on the actual value of a lorry as it stands on the books after the periodical depreciation. For instance, our average value at the present time is only a little over 1100, and this makes a difference of almost exactly £1 per week in the all-in costs.
Perhaps you will favour me with your views on the point?—Yours faithfully, TRANSPORT MANAGER. London, E:C.1.
[It is, in our opinion, wrong to calculate the interest on the first cost of a motor vehicle on a falling scale, as is suggested by this correspondent. The expenditure involved in' this particular item of operating cost may be described as the investment value of the money laid out on the vehicle in the first case. It is not in any way concerned with the actual value of the vehicle itself and does not depreciate in any way.
'To appreciate the point, consider what would have been the annual return if the money spent on the vehicle had been suitably invested or put to some reasonably profitable use in business. Only some serious error in selecting the investment, or mismanagement or misfortune in connection with the business, would have the effect of depreciating the capital sum involved and, on the other hand, a little good fortune attending either the investment or the business speculation would be as likely to appreciate the sum concerned.
In view of these facts it is clearly wrong to vary the item "interest on first cost" in any way pro rata to the age of the vehicle.—ED.1
Helping British Trade in Australia.
The Editor, THE COMMERCIAL MoToit.
[2775] Sir,—From time to time I notice little paragraphs about the various personnel connected with the British motor industry in Australia.
At one time I used to send you small items of news from different parts of the world, but for the past few years I have not done so as I have really not had time to tackle this kind of work.
You may, however, be interested to know that the Australian Association of British Manufacturers has a very influential section dealing with British motorcars and commercial vehicles, which is supported by the Society of Motor Manufacturers and Traders, London. There is a branch of the Motor Council established in Sydney, Melbourne, Brisbane, Adelaide and Perth, and these branch councils deal with all matters affecting English motor trade interests.
044 We have a Federal Council composed Of direct British factory representatives who are interested solely in British motor products. No member is eligible for the Federal Council unless his interests are entirely British. I am the chairman of the Federal Motor Council, and can assure you that some very good work has been done in British interests in Australia.
The association is commencing another twelve months' propaganda scheme, Which will be a great improvement upon what has taken place in the past, and a series of full-page newspaper advertisements will shortly be prepared for publication. .
Any motor manufacturer or factory representative coming out to Australia should make a point of calling upon the general secretary, Mr. J. S. Strong, Barrack House, Barrack Street, Sydney, when he will be able to obtain first-hand and valuable information if his company be a member of the Society of Motor Manufacturers and Traders in Great Britain.
I should be glad if you would abstract from this letter anything which may be of interest to your readers, and let them know that no effort is being spared to foster the British motor industry in Australia.
Except for the period of the war, I have been on the staff of Leyland Motors, Ltd., since 1905, and at present hold the position of Australian manager to this com pany.—Yours faithfully, A. E. PLANT. Sydney.
The Use of Foreign Road Material.
The Editor, THE COMMERCIAL MOTOR.
[27761 Sir,—According to information supplied by H.M. Customs and Excise, 74,675 tons of foreign roadstone, setts and kerbing were imported into this country during January, February and March this year.
The use of foreign stone for British roads has a special interest at the present time, and it would be interesting to know whether Mr. Lloyd George, in his claim to reduce unemployment to normal figures within a year, contemplates stipulating for British romistone and the exclusion of foreign material from his road scheme.
During 1928 nearly 500,000 tons of foreign roadstone, setts and kerb were imported into this country, and it is not generally realized that, had the orders for this foreign material been placed in this country, full time employment for a year would have been provided for several more thousands of British quarrymen, not to mention all the additional railwaymen, lorry drivers, miners, men engaged in explosive factories, engineering' ;works, cement works, etc.
In view, of the importance of this subject, perhaps the various Liberal candidates for Parliament will publish their views regarding the use of foreign stone in the construction of roads under the scheme outlined by Mr. Lloyd George, or, in default, they may, perchance,‘ be interrogated on the principle. Yours faith
fully, (Sir) COOPER RAwsox, M.P.
Washing Bus Floors.
The Editor, THE COMMERCIAL MOTOR.
[27771 Sir,---As a regular reader of The Commercial Motor, I have read with interest your article on busbody construction in the current issue.
As with all other body designs, I have yet to see one which makes any good provision for the washing of bus floors. In the interests of sanitation, floors must be washed over periodically. With the present type of floor, how long does this job take? It can only be done
with a bucket and scrubbing brush and the floor all rubbed over by hand Until it is almost dry. No provision is made for getting the water away, and in many cases it is impossible to dry the floor in the corners.
The provision of a floor where a hosepipe could be got to work and arrangements made for getting the water away would enable the job to be done more quickly and perhaps more often. The matter has long been overlooked by body builders and persons interested in the cleanliness and maintenance of public vehicles. You may publish this letter if you wish. I feel sure it will bring forward some comment—Yours faithfully,
A DEPOT FOREMAN.
Using Headlamps in Towns.
The Editor, THE COMMERCIAL MO TOR.
i 2778] Sir,—In The Commercial Motor of a few weeks ago I noticed that the anti-dazzle question was again brought forward. After all the experiments made and much money spent, so far nothing definite has been accomplished ; yet, about 18 or 20 years ago, before electric lighting was perhaps thought of for cars, there was an
acetylene headlamp, manufactured and on the market, which, I think, did really do all that was required in the way of an antidazzle lamp.
I was driving a private car on a very dark night, when a car with large headlamps came up . towards • me over a hill in front. The lamps were very brilliant at a distance, but as the car came nearer the lights grew dial, until, as it passed Me, they were very dim, yet froth the seat of the car there was no difference in the fine beam thrown ahead by the lamps ; it
was one of the finest anti-dazzle lamps I had ever seen. I made inquiries and found that the lamps were made • by the Bleriot Lamp Co. The device to blot out the direct rays to an oncoming car was, so far as I can remember, just a number of slats placed edgeways across the inside of the lamp against the glass,
about in. to in. apart; these were plated on the underside and black-painted on the top. . (I believe there is one of these lamps now on view at the National Exhibition, South Kensington.) It is really a very good lamp.
I wonder if anyone else has seen or used these lamps ; also, I wonder if they have been included in the experiments? If not, why not? Another question: Why on earth do so many drivers find it necessary to drive in a well-lighted town with the headlights full on? In the old days, when one had to stop to put them out, there was some excuse, but to-day, when it just means moving a switch, there is absolutely no excuse, and it is high time that the police took action and put a stop to this silly and highly, dangerous practice—dangerous not Only to anyone driving on the road but to people cross ing and meeting these cars. There are some side lamps also which are far too brilliant, without adding headlamps as well. Of course, anyone who has been driving for years would have more sense; but, again, there are drivers and drivers.
The use of headlamps in London, or any large town, should be strictly prohibited ; perhaps if more was said about the use of such lamps it might do some good. There are some people who do not think.---Yours faith
fully, Cr. FRANKLIN,
Engineer to J. G. Matthews and Son. , Willesden, N.W.10.
Pneumatic Beds for Ambulances.
The Editor, THE COMMERCIAL MOTOR.
[2779] Sir,—We are pleased to see, on page 297 of your issue for April .16th, a paragraph referring to pneumatic upholstery, mentioning our products.
We observe that in the paragraph you include motor ambulances as being a favourable field for the pneumatic system. We have, as you are no doubt aware, considerable experience in making ambulance and stretcher mattresses which have given wonderful results. On page 347 you deal with this very subject and mention a great many makes of ambulance, illustrating on page 348 one (a Crossley Six ambulance) which is fitted with a Float-on-Air bed.
Many letters say that various authorities have undertaken long-distance moves on Float-on-Air which would otherwise have been impossible. The advantages are so great that we feel a little bit more could be made of it when dealing with the subject of ambulances.— Yours faithfully, A. G. ABERCROMBIE,
Advertising Manager.
For DAVID MOSELEY AND SONS, LTD.