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,
Axle Weights on Surrey Roads.
The Editor, THE COMMERCIAL MOTOR.
[2378] Sir,—Those despatching lorries to Guildford and beyond should note that the weighbridge between Esher and Cobham has again been put into workisg order. Last Wednesday week the writer noticed three officials (complete with motorbicycle and sidecar) from the council busy smoking cigarettes and passing the time away as pleasantly as possible. Fortunately, there are plenty of lorries coming along the Ripley road, so that the officials soon became busy and were kept fully occupied.
Drivers whose vehle,les do not yet display correct axle weights may like to know that this time waster can be avoided by turning to the right opposite the " Bear " at Esher and by passing along through Hersham past the police station at the cross-roads, turning left towards the Portsmouth road. Coming from Ripley, at the 18th milestone the Walton turning on the left should be taken ; then follow the road over St. George's Hills, and after passing the Whiteley Homes at the cross-roads take the first turning to the right ; pass Hersham police station, go through Hersham and bear right and then straight on, coming out at Esher. on the Portsmouth Road.
This little clAtour adds not much more than a mile: and lorries passing along this way will he giving more time to the hard-working officials of the county. Operations were adjourned at one o'clock on the day of my "inspection," this being the local early closing day.—Yours faithfully, C. A. Si'.
[Limitations on axle weights with given sizes of road wheels are by no means unreasonable, for undue pressure at the point of contact with a road is admittedly destructive of both surface and foundation.
If one has reluctantly to agree that a means of weight checking is necessary, it is to be hoped that the business will be conducted in a reasonable manner. There is at present no assurance that a lorry which passes the weighbridge a dozen times :in a week will not be stopped and weighed perhaps every time it passes. The weighbridgeofficials should be content (so it is urged) if, in such a case, they weigh the vehicle once a week. In our opinion, it would be better to issue a certificate or pass to be carried on the vehicle and to hold good for that and any other weighbridge for three or six months.
. Owners of vehicles should have painted on the off side of each vehicle the actual unladen weight and the maximum legal axle weights. In the event of a weight restriction on vehicles crossing certain bridges the determining fact nsust be the actual weight discovered by placing the vehicle on a weighbridge should a driver be charged with loading beyond the permitted weight —ED., C.M.]
Running Buses to Schedule.
The Editor, THE COMMERCIAL MOTOR.
[23791 Sir,—Although not wishing further to encroach on your space, I feel that, in selfdefence, I should reply to "London Lorry Driver." In the first place, I have at least once in four (not three) letters in the last twelve months given the "usual disclaimer," which I repeat here. As to my occupation, having written as an omnibus user, I do not see how it affects the case, but since your correspondent uses the mask of •anonymity, prefer this point to remain in the dark ; I would mention, however, that I am a motorist in my leisure hours.
In relating his adventure with a No. 16 bus, "London Lorry Driver" appears to have mixed running scheduled services and running to strict schedule time : two quite distinct operations, and it was for the former that I was "crying alciud."
Might I, perhaps, give particulars of an adventure of my own with a further anonymous lorry driver? Last Friday afternoon, while motor cycling on the Portsmouth Road, this member of a usually careful and considerate class of driver approached me. In response to my signal to pass, he contented himself to slowing down to my pace and "hanging on to my tail." As the road was clear and the day hot, I merely wished to amble along at a low speed that would have caused even the Kingston police to smile, so I again repeated the signal without result. Becoming rather tired of the close proximity of the tive-tonner, I then decided to accelerate to draw ahead; he did the same. I again slowed; so did he. Thus we went on for some two miles or so, when I realized that I must either stop or become the unwilling participant in a game of "follow my leader." I chose the former alternative, and as the lorry passed I caught some remark about my non-sportsmanship in not racing!
To return to "London Lorry Driver" and the No. 16 bus :. if, as he says, he hung on to its tail until he ran it to earth in Victoria Station yard, he was himself in the wrong, since the bus entrance and that for other vehicles are at opposite ends of the yard.—Yours faithfully, D. GRAHAM DAVIS.
[ratiS correspondence • is now closed.—ED., C./11.] Russian Oil and Its Substitutes.
The Editor, TEE COMMERCIAL MOTOR.
[2380] Sir,—We have read with interest a letter from our friends, the Silvertown Lubricants, Ltd., in connection with Russian oil and its substitutes, and, as one of the oldest firms importins Russian oils, we should like to endorse the warping given by the Silvertown Lubricants, Ltd,, as to the desirability of buyers seeing that they obtain this class of oil from firms of standing only, to ensure that they are getting the correct article.—Yours faithfully, For and on behalf of STERNS, LTD„
H. BELL THOMPSoN, Director and General Manager. London, E.C.2.
Slippery Road -Surfaces.
The Editor, THE COMMERCIAL MOTOR.
[2381] Sir,—With reference to the leading article in your issue of June 16th under the heading of " SlIppery Roads," will you permit me to correct the statement regarding America that "no bituminous carpet is used there." Last year there was laid on the main roads of the -United States a total of 118,000,000 square yards of bituminous carpeting. This represented an increase of 10 per cent, over the total for the previous year, while this year's reports from State and city highway authorities showa still further increase in asphalt paving of all kinds.
The mileage of main roads constructed in asphalt in the United States up to the beginning of this year was 90,000, as against the 32,000 miles quoted for concrete. With regard to your assertion that the concrete roads in America stand up well to bad weather conditions and heavy traffic, the following extract from the report of Mr. Paul E. Green, who was specially commissioned to report on concrete roads in Mayne County, U.S.A., is of interest :— "Practically all cases of concrete pavements on city streets observed by the writer in the last five years have cracked badly before they are two years old. All streets and roads observed which have a considerable commercial traffic :Ind which are more than one year old are wearing badly."
Under these conditions it is obvious that the claim that concrete roads are dustless cannot be sustained. The disintegration of the concrete surface, causing dust and, eventually, potholes and ruts, has so far proved an insurmountable difficulty In concrete road construction. For this reason concrete roads which after a year or two show signs of breaking up are salvaged both in this country and in the United States bv covering them over with a protecting carpet of asphalt.
The suggestion that asphalt roads form dust under the grinding action of traffic is wholly incorrect. The complete absence of dust under all conditions has always been one of the outstanding advantages of the asphalt or bituminous road.— Yours faithfully, A. HUTCHINSON, Secretary, Asphalt Roads Association, Ltd. 40, Broadway, Westminster, S.W.1.
[Our correspondent has ignored the point that the cause of complaint against bituminous carpeting in this country and in our atmosphere 13 that it is prone to greasiness. The success cf the DorkingReigate concrete road shows that either there is less tendency for roads in our climate to crack or that the difficulty has been overcome. A glance at the rear of a car which has been driven over the carpeted roads shows that there is still enough dust about on the surface. It would be interesting to obtain an analysis of some of this dust. If there is any bituminous matter in the dust, the question of its effect when taken into the human system should be very carefully investigated, for it is believed that irritants of this nature lead to cancer.—ED., C.M.]
A Curious Wheel Trouble.
The I:ditty", DIE COMMERCIAL MOTOR.
[2382] Sir,—In reply to inquiry 2373 re Napier rear wheels, Mr. Guesdon states his wheel wobbks when the bolts come loose. This is the start of his trouble. The four bolts are only for retaining the wheel and cap from moving away from the huh and not for driving the wheel. The wheel should be a good driving fit on the hub and the squares on the cap a tight fit into the squares on the wheel. If this be done his broken bolt trouble will be finished. The bolts should be of good quality steel, and the nuts a good fit with a flat spring washer under the nut. Should Mr. Guesdon like any more details on the subject I should be pleased to answer any questions he would like to ask.— Tours faithfully, • W. J. HUNTER. Smethwick.
The Editor, THE COMMERCIAL MOTOR.
[2383] Sir,—In reply to Mr. James P. Guesdon's query re wheel trouble in the issue of The Commercial Motor for June 16th, page 566, I offer the following solution. I have had similar trouble with an Oakland car. It is due to the threaded end of the studs that screw into the side of the brake drum not being thick enough. The result is that the studs become loose owing to the threitd in the hole enlarging, or galling, thus throwing unequal stress upon other studs that are more ridged ; hence breakage. The remedy lies in having the stud holes retapped with a fine thread c44 and new studs fitted with lock-nuts on the back of the .plate into which the studs screw, and, if it is possible, to drill additional stud holes in the wheel, as four studs seem inadequate for the stress and vibrationwhich they have to withstand. It is usual to have si_x or eight studs for this purpose. I shall be pleased to know if the above remedy, if adopted, is successful or other wise.—Yours faithfully, H. MLPLETHORPE. West Bromwich.
Reflections from Windscreens.
The Editor, THE COMMERCIAL MOTOR.
12384] Sir,—I have noticed while on the road• jest lately, now the sun is bright and the motorists find it very hot in their cars, that they throw open their windscreens, which action I consider very dangerous to other road users, for, if opened far enough, the rays of sunlight are reflected from the glass and thrown forward, to the distress of anyone who is driving la the opposite direction. One is suddenly confronted with what is apparently a ball of fire, blinding in its effect. I am referring to cars with windscreens in two parts, the upper part opening outwards.—Yours faithfully, Wivelsfield, Sussex. CONSTANT READER.
How Railways are Rated—An Enviable Privilege.
The Editor, THE COMMERCIAL MOTOR.
[2385] Sir,—Your anonymous correspondent "Railways 7 has great temerity. He ignores the colliery, shipbuilding, engineering, cotton and Other great unsheltered industries, in which the incidence of local rates is not the 17i per cent. of profits which he cites for the railways, but illything between 30 per cent. and infinity—the latter where profits are nil. Many other traders are " living " and "paying rates" out of capital!
The enviable position enjoyed by the railways has become more and more incongruous since the war officially ended, having regard to their very high charges for services. I must recall, too, that during the war, whereas local rates levied on all British railways increased by less than 100 per cent., those levied on non-railway ratepayers increased by more than 110 per cent. But—and it is a large but—the railways' burden of local rates was, from August 5th, 1914, to August 15th, 1921-this being the period during which their 1913 net receipts were guaranteed—assumed by the State, whereas non-railway ratepayers looted their own bills !
The growing incongruity, to which I have referred as occurring since the foregoing termination of total escape, is well exemplified by the following extracts from data officially derived :— Those who have suffered by this shift of incidence against themselves and in favour of the railways will, I feel sure, be alarmed to know that the process of transference is being extended. Yours faithfully, London. EDWARD S. SHRAPNELL-SMITH.