Double-Deck Body Design Suggestion
Page 68
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WITH the introduction of rear-engined double-decker " bus chassis, accompanied by the increased demand for front-entrance bodies on half-cab chassis, I was looking forward to seeing the coachbuilders departing from the present plain box-type bodies being built on double-decker bus chassis.
The Commercial Motor Show has proved that, for the moment, this is not to be. I hope we will not have to continue looking at box bodies (that differ from one another in only the smallest details) for the next 25 years, as we have been compelled to do in the past 25.
Shown above is a small idea of my own, which may give you an idea of what might be done. I am sure much more could be done with the body of a half-cab double-decker.
I do not for one minute anticipate that any coachbuilder is going to build to such an unconventional design. Although, by using curved body panels, such a strong body frame is no longer necessary, it would obviously prove to be more expensive to build than a flat-panelled body of conventional design. I do hope however, that we will have a change which will bring more individuality and variety_ Glasgow, C.3. J. M. WATSON.
Renewal of Certificates Of Fitness
I N voicing complaints as to the requirements of vehicle examiners before re-issuing a Certificate of Fitness in respect of public service vehicles, Mr. A. G. Spiers (The Commercial Motor, October 21) is not only unfair, but is laying himself open to attack from other operators in his traffic area, who certainly do not share his views.
The complaints made by Mr. Spiers were the subject of discussion at a meeting last Wednesday in Oxford, when the policy of this Association and the action taken were outlined.
As a statement of fact, operators of public service vehicles, and most certainly the Association, can unhesitatingly confirm that the certification of vehicles since 1930 has raised the standard of fitness and the degree of safety of vehicles to such a level that the industry is now justly proud of its achievements and of its record. That level would be impossible to maintain without the fullest co-operation between operators and vehicle examiners. Common sense and a true realization by operators of the need for their vehicles to be maintained at a high standard of fitness may at times bring difficulties and give rise to some doubt, particularly as to the expense in preparing the vehicle for examination or of ultimate modifications deemed necessary by the examiner.
The negligible number of complaints raised by members over the years proves conclusively that the few difficulties that do arise are often encountered through misunderstanding, or perhaps too rigid an interpretation of the requirements laid down. Always, however, the underlying D20 principle of certifying officers and examiners is fitness and safety, even if at times the procedure which they require may appear to the operator to be unnecessary or too severe.
Certifying officers or examiners in all traffic areas are readily available for consultation, or to consider sympathetically any special circumstances. Their sole duty—and it is a very important one—is to maintain a high standard of fitness for public service vehicles. Whilst their decision is final, subject to any appeal to the Minister, they are ready to hear and try to understand the problems and difficulties of operators who they know share a common policy—fit vehicles. Any attempt to lower that standard of fitness, irrespective of the age of a vehicle, is a retrograde step and would do much harm to the industry.
London, W.1. F. A. WALKER, National Secretary, Passenger Vehicle Operators Association.
Third-axle Conversion Fan
AM sure that Mr. L. Little is mistaken in his opinions of I third-axle conversions of popular makes of 7-tormers (The Commercial Motor, October 21). It is my experience, as a driver, that most of the very slow hill-climbers are powered by one make of engine which, owing to its long life and reliability, is the firm favourite of many hauliers who are of the "Old School" and can remember how this particular engine stood out from all others during the transition period from petrol and steam to diesel.
Times, however, change, and now an engine of between five and six litres has nearly the same b.h.p. as the old slogger and, used in conjunction with a two-speed axle, will leave an eight-wheeler, old-slogger-powered, standing, with a payload not far short of the maximum.
I do not base my opinions on one journey; I have been overtaken on hills between South Wales and the Midlands for the past seven years by third-axle conversions or articulated units with similar power units. If I had any • influence with my employer I would be driving one.
Claverly, Wolverhampton. C. W. BOUCHER.
He Cannot Get His Van
ITH the motor industry in its present recession and the the prices of second-hand cars falling, could anyone please explain why it is possible to buy a new car at under list price immediately, yet impossible to buy a new van?
I have on order a new Austin 7 van. I have the money ready, I need no help from hire purchase, and I am not trading anything in. Yet I have had my van on order with a reputable firm in London, which claims to supply immediately any make of Austin, for over six weeks, and it seems likely I shall have to wait about another two months.
London, W.5. R. N. BLACHFORD.