Opinions from Others.
Page 23
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The Editor invites correspondence on all subjects connected with ;...e use of commerial motors. Letters should be on
one side of the paler only, and tyte-written by preference. The right of abbreviation is reserved, and no responsibility for views e2pressed is accepted, In the case of expetiences, names of towns or localities may be withheld.
Cannot Harm New Edison Plate.
The Editor, THE COMMERCIAL MOTOR.
[Hill Sir,—We are exceedingly glad to notice your optimistic remarks on the subject of electric vehicles. In the case, however, of the Edison accumulator, the strictures mentioned on page 271, lines 7, etc., do not hold ; the Edison accumulator can be short-circuited or discharged to any extent without being harmed in the least. We shall be glad to prove this to anybody who may be sufficiently interested.
Yours faithfully, W. H. L. WATSON Great Portland street, W.
The Control of the Machine.
The Editor, THE COMMERCIAL Mown._ [1212] Sir,—With reference to the illustration on page 274, accompanying the article on " The Control of the Machine," may I point out that a measurement of 24 in. is given from the chassis to the top of the cushion, and 29 in. to under the steering wheel. This leaves 5 in. between cushion and, wheel, which is hardly comfortable for the driver's knees. I would suggest 9 in. as being more suitable. The position of the driving cushion is decided by the position of the steering wheel, as well as its relationship to the pedals and hand levers.—Yours faithfully. London. H. J. BUTLER.
(We would draw attention to the fact that 6 in. is net the total clearance at the point in question. Our dimension not only shows that the front edge of the seat is 2 in. behind the steering-wheel rim, but the shape of the cushion itself, which perhaps' might have been accentuated aoinewhat in the drawing, will give still additional clearance for kneeroom. We fully appreciate that the dimensions are, shall we say, economical, hut, at any rate, we contend that they are adequate for commercial-vehicle purposes. -Er .1
Top Seats of Country Buses.
The Editor, THE COMMERCIAL MOTOR.
[1213] Sir,—We have sonic buses in operation which, in the first instance, were made with slatted oak seats so as to be absolutely sanitary. Owing to the very bad roads over which we are running we have to consider taking all possible steps to improve travelling. We have got shock absorbers fitted, and the leaf springs kept thoroughly lubricated ; we are now considering the fittings of the seats with cuahions, but we are asked such a high price for altering the seats and supplying the cushions that we are looking around for something more reasonable. The seats are practically identical with those on the top of a London motorbus. Can you or any of your readers tell us of any method of getting resiliency for the seats without cushions? We know that a patent was taken out by the L.G.O. Co. aome 12 months ago for fitting each seat on what practically amounts to a shock absorber, but we do not think that this has been developed to any extent.
Yours faithfully, L.R.C.
Pneumatics or Solids for IO-cwt. Vans.
The Editor, THE COMMERCIAL MOTOR.
[1214] Sir,—In your reply to 2154 (radeac,ter) in your AnS VS ens to Queries, you advise against his purchasing pleasure-ear chassis for loads of (say) 10 ewt., and
in favour of solid tires. Our experience is dead against solid tires for weights about 10 cwt. The vans are constantly in dock for repairs, and we find the pneumatic tires last longer ; we have some running tin to 10,000 miles.
We have found two second-hand Wolseley pleasure ear chassis with pneumatic tires, for vs eights up to 12 cwt. or so, quite satisfactory after several years of use. We scrapped a new special light commercial chassis on solid tires, after two years of work, and we use another commercial chassis on solid fires, for which we gave £400, as reserve—otherwise it is constantly in dock for repairs.
Drivers with a light load and travelling empty will drive fast, and the vibration knocks machinery to pieccs.—Yours faithfully, " COUNTRY DRAPERS."
flloasibIy these correspondents' requirements me very high in speed A solid-rubher-tired vehicle which is driven at high speed on had mai/ may cost a lot in repairs, and then pneumatics may be preferable, as thei experience has shown in their own case. Naturally, any pleasure-ca model will require to be run on pneumatic tires, but our experience o chassis which are specifically designed for commercial employmont upon bohd•rubber tires-which cost very much less per mile can than pneumatic tires-is in favour of the former-En.)
Motor v. Rail.
The Editor, THE COMMERCIAL MOTOR.
[1215] Sir,—Your recent articles on the alternative to railway transport which is offered by commercial motors are especially interesting in view of the increase ncrease of railway rates on goods. It so happens that I have been favoured by two members of the Manufacturing Confectioners' Alliance with the results of their experience, which testifies to the serious rivalry already existing.
Three typical deliveries of small consignments approximating to two tons of goods to places within Su miles or so of London may be taken. The rail cost of these consignments would be about Ws., 46s., and 40s respectively, as compared with 50r:-., IN., and 35s., the actual cost of delivery by motor. The motor figures take into account good wages and garage and all other charges, but even if these were underestimated, the manufacturers who use motors are saved the whole of the cost of packing the goods, which is a heavy item, and they are also saved the expense of paying railway rates on the heavy packing cases. When goods are delivered by motor there is little risk of breakages and none of pilfering, and empties can be collected free from the manufacturers'
enstomers. There are other advantages which can hardly be expressed in pounds, shillings, and pence, such as advertisement, convenience to customers, etc.
If the results are so satisfactory thus far, the temptation to manufacturers to prefer commercial motors to railways when railway rates are raised by the proposed 4 per cent. will be infinitely greater.
While the smaller manufacturers may have still to rely on the railway companies for the carriage of goods over long distances, the larger manufacturers, who would be those most missed 'by the railway companies, might very well arrange distributing centres not merely in distant big towns. but also in convenientplaces in districts rather too far to he profitably covered direct from the factory. As has been already widely reported. this Alliance has protested against the increase, of which notice has been given, as uninstifiable. At this stage manufacturers can only pass resolutions of protest. but when the increased rates arc in force it will be strange if many traders do not take the more effective stens allowed by the Act of Parliament, and if these fail. then generally make use of motors.
Yours faithfully.
THE SECRETARY OF THE MANUFACTURING CONFECTIONERS' ALLIANCE.
3, Oxford Court, Cannon Street. E.C.
We welcome tbis corresi ondeut's views _En.]