OPINIONS FROM OTHERS.
Page 29
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters shoidd be ON one side ol the paper • only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views
expressed is (accepted.
Motor Speeds in the Gold Coast Colony.
The Editor, THE COMMERCIAL MOTOR.
[24901 Sir,—As a constant _reader of The C 0771rnercial • Motor for the past 15 years, I am seeking the opportunity for putting before its readers an extraordinary state of affairs existing in the Gold Coast Colony. The Colony happens to be the world's largest producer of cocoa. This commodity being a monopoly of the native, a large proportion of the cash paid for it is returned to the largest cocoa-buying countries in the way of sales of motor lorries.
There are approximately 2,600 lorries running on • the 4,734 miles of motor roads, of which 1,800 are • 25-cwt. (pay-load) vehicles. These lorries are employed transporting cocoa from producing centres to sea ports and to inland railway stations ; also in carrying passengers solely during the periods March to May and July to October.
Among the provisions of the motor laws the following are the most important and are directly concerned with my subject : (a) If gross weight does not exceed 30 cwt., no engine governor is required.
(b) If gross weight does not exceed 50 cwt., engine to be governed down to a speed to give 25 m.p.h. at road wheels.
(c) If gross weight does not exceed 70 cwt., engine to be governed down to a speed to give 16 m.p.h. at road wheels.
(d) If gross weight does not exceed 2i tons per axle and one trailer is towed, engine to be governed down to give a speed of 12 m.p.h at road wheels.
(e) If gross weight does not exceed 21 tons per axle and two trailers are towed, engine to be • governed down to give a speed of 5 m.p.h. at road wheels.
All lorries must be fitted with single pneumatic tyres.
It will be clearly observed that 75 per cent. of the commercial vehicles of the Colony fall into category "b," and that these lorries, which are designed to carry 25-cwt. loads, are restricted to carry only 18-Mt. at 25 m.p.h.
The restrictions do not cease there, as only 12 passengers are allowed to be carried at 25 m.p.h. and 20 at 16 m.p.h. The former number, is unprofitable; therefore the lorry owner is forced to license his lorry at
• a governed speed of 16 m.p.h.
Here we have an unheard-of proposition ; first, a popular type of lorry restricted to carry three-quarters of its designed load, and, secondly, a lively engine designed to develop its -greatest efficiency at about 2,000 revs. labouring away at 1,000.
In previous laws every encouragement was given in this Colony for the development of the 25-cwt. lorry. Consider the uproar in England should the Home 'Government pass legislation which would make the owning of a 30-cwt. lorry an unprofitable proposition instead of the practical encouragement given in the way of a £40 per annum subsidy Taking the chassis weight of the average British 25-cwt. lorry to be about 32 cwt; add to this 8 cwt. for body, thus leaving the handsome load of 10 ewt., one wonders it this be the opposition given to British lorries in other Colonies I Pages could be written describing the difficulties encountered by the Government In the enforcement of Cis governed-engine law. The native lorry owner pay • ing 11 for having his engine governed, set and sealed, and, to his way of thinking, for the privilege of having his engine spoilt. I have never experienced much sue cess fitting governors to engines designed for high speeds.
One cannot help comparing the Gold Coast motor laws as an analogy to the obstructionist who, in the early days of mechanical transport, tried to retard progress by legislation.
In conclusion, 1 sincerely hope that, with the help of public opinion and by the formation of a Gold Coast Commercial Motor Users Association, a more satisfactory state of affairs will exist.—Yours faithfully, A SYMPATHIZER.
Accra, Gold Coast Colony.
Body Design.
The Editor, THE COMMERCIAL MOTOR.
[24911 Sir,—I am very much interested in the series of articles in The Commercial Motor on body design for motorbuses. I enclose a rough sketch of an idea for seating, with the driver beside the engine, the entrance door at the rear, and four sliding doors at sides
as emergency exits, to be opened only 'from the conductor's end of the bus. I do not know why this type of seating should not be adopted. The crosswise seats cause a dealof shock to the back of the, passenger especially on country roads. The seats face outwards (or, rather, to the side in each case), and the central gangway is for the conductor to pass along for fare collection... Each seat is 16 ins, wide and each gangway
' 14 ins. wide: G.J.G.
• Edinburgh. ts. The Tables of. Operating Casts. .
The Editor, THE, COMMERCIAL MOTOR. • [2492] Sir,-1 read Mr. . Pilkington's letter on this subject in your last issue, and was glad to have his opinion, because it supported a contention that I have . advanced in .connection with the fleet of motor lorries
• belonging to my firm, but which the accountants. dislike because, as they put it, if only-hypothetical figures are employed .they. do 'not agree with the figures in the books referring to actual outgoings.
It sems.to me that a comparison of costs is useless .1f5 in one year, the cost of repairs on a vehicle is £40 and in the next (because of a complete overhaul) 1160. The practical suggestion I made. to our accountants was . that a 'separate maintenance account be opened for each
• lorry, the outgoings being entered on one side "Whilst each year At, definite proportion be charged up to the vehicle. In this way the cost could be spread without offending the principles of an accountant. —Yours faith