Correspondence.
Page 23
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Care of Motor Omnibuses.
The Eaitor, "THE COMMERCIAL MOTOR."
should like to tender my congratulations to all concerned upon Me capital number wan which you faced the public for the test time upon tne teth inst.; the aim of thc paper as set out in your editorials shows that you mean it to till a real want.
I am sure that, if you keep up to the standard you have set before you, you will very materially advance the interests of the heavy motor industry.
While on the subject of the industry, I should like to suggest a subject upon which some authoritative information might, I think, be extremely useful; that is, the question of the treatment and care of motor vehicles, and more especially motor omnibuses, apart from the mere cleaning of the body portion. I take it that, so far at all events as the ccenmereial management is concerned, the motor omnibuses are under the same management as the horse 'buses run by the same companies; and while no better arrangement could be secured, so far as the commercial end is concerned, I have reason to believe that the technical side is not in all cases attended to so well. This subject has been forced upon my attention by .instances, within my own knowledge, of 'buses stranded (certainly in some cases) without adequate reason. One illustration will suffice to show what I mean :
A motor 'bus was, a couple of weeks or so ago, stranded and had to be taken to a motor-repairing place because the engine would not run. An examination showed nothing the matter with the engine beyond the face that the driver had failed to supply it with oil—a liberal supply of lubricant set the omnibus on the road again
It is quite well known to all those conversant with the running of railway locomotives that no engine is allowed to go out upon the road until it has been overhauled and cleaned, and all its wants attended to after its previous trip. Nevertheless, I fancy that motor 'buses sometimes do not have any such attention as this devoted to them, but are merely washed down as to their bodies and wheels, just as an ordinary horse-drawn omnibus is, and then left to take care of themselves.
Such treatment as this can only end in the continuous breakdown and entirely unsatisfactory running of motor 'buses, and the absurdity of such treatment is shown by the fact that the horses used for drawing omnibuses are most carefully fed, tended, and looked after in every way, yet the delicate machinery of a motor, which requires just as constant and just as intelligent care, is left to shift for itself.
My suggestion, therefore, would be that if you could see your way to a course of authoritative articles, written preferably by a locomotive engineer, but at all events by an engineer thoroughly accustomed to the care of motor vehicles, they would be of the greatest possible service to those who, though accustomed to horses, now for the first time suddenly find themselves called upon to take charge of costly machinery.
I hope this suggestion may commend itself to you. —Yours faithfully, ALFRED J, BOULT.
Motor Omnibus Services in the Home Counties.
The Editor, " Tim CommExem Wrote" Sir,—An interesting phase in the progress of the motor omnibus industry, and worthy of the attention of " Tax COMMERCIAL MOTOR," is its influence upon the development of the home counties for residential purposes. How many healthy, picturesque, and charming spots exist within 50 miles of London and are yet isolated by reason of little or no provision for reaching a distant railway station?
In Surrey, within the last few months, the application of a motor omnibus service to the needs of the district between Farnham and Haslernere has been brought about by the Seuth-Western Railway, as the outcome of a petition signed by some 700 residents, headed by the Right Hon. St. John Brodrick, M.P. for the division, and son of the Lord Lieutenant of the county. Messrs. Thornycroft and Co., of Chiswick, supplied the vehicle, but, unfortunately, after a Lew days on the route, it was found unsuitable for the work,. although the contractors write
le,e are confident that the service, with a more powerful 'bus of our standard type, would be much appreciated."
It would certainly be regrettable if the motor omnibus industry fell into discredit in Surrey from any inability to put a vehicle on this route capable of the work. The locality is one which is in every way suitable for development by motor. The distance between Farnham and Haslemere is about 12 miles, and at each eed is a station on a separate branch of the South-Western Railway, with direct trains to and from Waterloo. The route passes Shotter Mill, Hindhead, Grayshott, Beacon Hill, Churt, and Frensham, and, with a motor service, would open up a delightful trip for Londoners, and also give visitors to the Metropolis from the Colonies and abroad an opportunity of seeing, in a few hours, one of the most beautiful districts in England. After leaving quaint Farnham, with its Bishop's Castle and its memories of Cobbett and Dean Swift, one traverses a diversified and attractive country, which slowly culminatesin Hindhend, 895ft. above sea level, and made famous by former residents like Grant Allen and Baring Gould, and of which the late Professor Tyndall wrote :—" There is no other place in England to equal it either for health or scenery." Tyndall was acquainted with Switzerland as few other Englishmen have been, and he it was who called Hindhead its English prototype. Standing higher than Harrogate and many other elevated spots in the North, Hintihead, with its unequalled views, is said to have the finest sunshine record in this country. The journey concludes with a gentle descent into Haslemere, nestling in the commencement of the " fold " country, which here begins, and embraces a considerable part of Sussex. Yours faithfully,
J. LANDFEA1R LUCAS.
Needs of a Light Van User.
The Editor, "THE COMMERCIAL MOTOR."
Sot,--Re your article on the light delivery van in the first " Cometeacete MOTOR," I have for a long time been looking out for a van to take tocwt. and two passengers over rough country, but have hitherto been debarred from buying by the high prices asked (up to L:800) and the nature of the vanoffered, which is generally a van top fitted to an ordinary phasure-car chassis, which would not, in my opinion, stand the work. The speed also is too high, t2m.p.h. top direct drive is quite fast enough for commercial purposes. I am very much struck with the illustration of the Humber van in the same article. I should drive the van myself, and do not anticipate much trouble with it, as I am very mechanically inclined and used to machinery. Can you tell me of a van you think would suit ?—Yours faithfully,
Bideford, N. Devon. E. B. STAPLETON.
The Editor is happy to publish letters upon matters of interest, but is not responsible for the opinions expressed.