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"The Commercial Motor's" Design for a One-ton Van Chassis. R ECOGNIZING

5th September 1922
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Page 1, 5th September 1922 — "The Commercial Motor's" Design for a One-ton Van Chassis. R ECOGNIZING
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Which of the following most accurately describes the problem?

the importance of making every possible effort to keep trade within the Empire, and, in so doing, to relieve the industrial depression which is affecting us at the present moment, we have taken,what may be looked upon as a somewhat bold step. In view of the large sums which yearly leave. • the ., home country and our colonies for light motor vans, we have enlisted the services of our engineer-designer to prepare for us a specification for a one-ton van chassis, which shall have not only the selling points of the imported vans but advantages which will make it a more serviceable and more economical van to run.

We have discussed the details of this specifteation very fully with the designer, with a view to ensuring that it shall be free from untried methods, whilst, at the same time, any practicable means of reducing first cost to a point which shall enable the manufacturer to set the selling price at very little above that of the imported article, and, more important still, of effecting a substantial saving in the consumption 'of fuel and oil, have been adopted throughout-.

The plans are the copyright?of The Commercial Motor, but they are freely at the disposal of British manufacturers, to act as the basis of a set of working drawings, from which the maker's individuality shall not be excluded. But we do see that a substantial advantage would accrue if, say, half a dozen concerns manufactured this . type of chassis and would agree to a fairly full listof standard dimensions so that certain component parts of the different makes should be interchangeable. This would be equivalent to the establishment of a vast service system throughout the world, for it would not matter to the buyer in need of a replacement part who made it: what would matter (and would bring further business to the makers). would be that his vehicle could quickly be put into service again. Service is the point upon which American manufacturers score, and we are here suggesting a practical way in which the British makers can provide it.

With regard to the design itself, we have sketched, in our article on the centre pages, the outlines of the suggested model, but certain matters we have left open—such as whether the load shall be borne on the sleeves of the back axles or on the shafts, whether the drive shall be taken through the front halves of the springs, whether the wheels be discs or not and how they shall be tyred. For our part, we favour the cheapest methods and those which involve the least cost and the least trouble in replacement. Wherever possible, the capacity of the local blacksmith should be worked to in carrying out the design: In the production of this design, we have studied efficiency in transmission, economy of fuel and lubricants, the prevention of waste, accessibility, ease of driving, control, maintenance and replacement (the absence of rivets will be noticed, for example), and the possibility of reducing the need for keeping a large stock of spare parts. All these points will appeal to the overseas buyer, but they also concern users at home, and the vehicle designed to suit colonial conditions is none the worse for lbeing so construoted, as in such work as that of the farmer or builder very similar conditions have often to be contended with.

We cordially invite criticisms of and discussion upon the suggestion, because it is our earnest wish that the best possible design should be developed for a British one-ton van which, because of its extensive manufacture by a number of makers, and its equally extensive use., shall provide for users the fullest possible service . . facilities. We regard service as the key to success in the recovery by the British manufacturer of his lost trade in the one-ton van.

What is Your View on the Question of Taxation ?

AT PRESENT there is little to be heard in connection with the demand among motor vehicle owners and users for a revision in the methods of taxation, but we are probably only enjoying the lull before the storm.

As a result of arguments laid before the Ministry of Transport, Mr. Arthur Neal, M.P., has instructed the Departmental Committee to reconsider this question, and the Committee has asked for suggestions, each suggestion to be a complete scheme. The motor associations have g.ot together on the matter, and have, so we believe, prepared a scheme by which the tax would be levied partly as a registration fee, but mainly (to the extent of, say, four-fifths) as a tax on fuel. But seemingly, the heavy-mileage interests in the commercial vehicle world not only favour the retention of the present system of taxation, but they desire this to be received as the considered view of the whole of the commercial vehicle community. We doubt whether the vast majority of comm'ercial vehicle users prefer the, present system, which involves a. lump-sum tax payable whether a vehicle be in constant and regular use or not, and whether the distance covered in a year (or shorter licensing period) be short or long. We think they would prefer to pay their taxation dues through the medium of a duty on the fuel used. For this reason we have given space in this issue to the questionnaire circulated by the Automobile Association and Motor Union among all commercial vehicle users, and we shall watch with considerable interest the result of the Association's action. This question is so important. that we urge every user of commercial

vehiclea -to fill and despatch the forms appearing, in the advertisement supplement (pages 37 to 40 thereof) of this issue, so that their views on the matter may be communicated to the Departmental Committee when it sits to review the situation.

" Safety First" Still Needed in London.

THE statistics of .the street accidents for the three months from April to June last, recently issued by the Metropolitan Police, go to show that the liability of traffic components to mishaps is ever present, and to suggest that the risks attendant upon traffic can never entirely be eliminated. -We believe, from observation, that a great deal has been done in the schools towards making the children stop and think before crossing the road, but the lesson is, unfortunately, not remembered whilst, the children are indulging in their games. A few years hence, we shall find a playground for children as part of every group of dwellings, and that the children are kept out of the streets. The present adult population is probably too old to be taught to reform its habits !

The figures (which we reproduce on another page) are not convincing, nor can any reliable derby ton be drawn from them, because, unless one knows the relative volumes of the different kinds of traffic, it is not possible to institute useful comparisons. But, so far as the buses and tramcars are concerned, some deductions may be drawn. There are many more buses than tramcars operating in the Metropolitan area, but it will be seen that the total number ot accidents in connection with buses _ is smaller, although they show a higher percentage of fatalities. This is due to the fact that a bus is able to be navigated through the streets, and thus the driver has a greater opportunity to exercise his skill and judgment in averting a mishap. On the other hand the bus cannot be sothoroughly guarded and, without doubt, the catcher below the tramcar has saved many lives. Again, there is no doubt but that a blow from the smooth-fronted tramcar, spread over a large area of the victim's body, is less likely to be fatal than the" blow on a vital part from, say, a starting handle of a motor . vehicle.

The number of accidents arising in connection with commercial vehicles is high. This is probably due to the fact that the operationsof these vehicles are not confined to main roads, and that, in the streets where there is no regular stream of traffic. including buses and tramcars, there are more carelessness and irresponsibility on the part of children and others. Considering the relatively small volume of cycle traffic, the number of accidents arising therefrom is unduly high.

Taking the figures as a whole, it has to be admitted that there is, here, striking proof of the need for a vigorous pursuit of the Safety First " campaign which has been so ably instituted by the committee established for that purpose.


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