Opinions from Others.
Page 20
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flu Editor invites correspondence on all subjects connected with the use of commer ial motors. Letters shotild be on one side of the paper only, and type-written by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted. In the case of experiences, names of towns or localities may be withheld.
Net Useful Load, or Total Imposed Load?
The Editor, THE COMMERCIAL MOTOR.
[1262] Sir,—You recently made the following reply through your columns to a query of mine. "We should say you are overloading a 10-12 h.p.
chassis by carrying so much as 15 cwt. upon it. A machine of this kind is designed to carry an ordinary pleasure-car body and four or five people. A sufficient load would be between 5 and 7 cwt."
When I wrote you previously asking the above question, it would have been better if I had told you that the pleasure-car body which was taken off this chassis took at least six men to carry it about, and that the van body which we made for it, measuring 7 ft. 6 ins, long by 5 ft 1 in. wide, can easily be carried about by two men. So that taking the average load capable of being carried as five passengers, of about 10 stone each, plus the large difference in weight of bodies, I think you will agree with me that the chassis ought to be capable of carrying at least 12 to 15 cwt.-Yours faithfully,
" RECONSTRUCTOR."
We adhere to our view as to overloading. A total in poet load of 12 cwt. is quite enough_ED Wanted! A Man on the Trailer.
The Editor, THE COMMERCIAL MOTOR.
[1263] Sir,—The Local Government Board is to be petitioned, I understand, to alter the Motor Car Regulations so as to necessitate the presence of a man who shall travel upon the trailer. This gentleman is to be able to communicate with the driver by means of a cord, in order to acquaint the latter of the presence of overtaking traffic. How such a delightfully old-world and unmechanical idea should have found birth in 1913 is past my limited understanding—at least, it was for a time. Guided, however, by the good old maxim that history repeats itself, I began searching the pages of the past. There, I found that once on a time it was compulsory for all mechanically-propelled road vehicles to have a man to precede them, carrying a red flag, to warn all and sundry of their approach. The idea was, no doubt, copied from travelling shows and circuses, which sent heralds in advance to prepare the public for the wonders which were to follow. In time, the man with the red flag was no longer deemed necessary, and for many years he must have been swelling the ranks of the unemployed, or have entered the lists of the Marathon walkers, for which his oocupation eminently fitted him.
It has evidently occurred to some kindly soul that it is time our hero gave up taking so much pedestrian exercise, and the suggestion is therefore made that he should in future ride on the back of the trailer, and work his passage by pulling a string as and when required. It is conceivable that, through the busy thoroughfares of our busy cities, this occupation will prove both congenial and fairly constant. There will he a feeling on the part of the man who "pulls the strings" that for a brief interval at least he is master of the situation. That will, naturally, be the case. He will, therefore, demand a proper measure of respect from those who follow him, and wait upon his pleasure ! Moreover, "pulling his driver's leg" will prove an alternative source of joy. At times such as these, our friend on the trailer will suffer from no lack of amusements, but what will happen when his path is along the less-frequented country roads ?
Hope deferred rnaketh the heart sick, and sitting still doing nothing for hours at a time induces sleep— sleep which may cost anything up to £10 and costs, but nature will not be denied at any price. It is to be presumed, of course, that the driver can no longer be held responsible for creating an obstruction, when the duty of guarding against the offence is put into other hands ? There will be interesting discussions, no doubt, from time to time, as to the exact time of day, or the manner in which the communication cord was pulled, but these will be only of an academic nature, and they do not interest the lay mind.
The chief points of interest, and those upon which all congratulations are due to the author of the idea must be centred, are : that the man who walked in front of the road motor vehicle in the past has been reinstated at the rear of Operations; and that better facilities have been granted him for carrying out his duties, in conjunction with the driver, by furnishing him with a communication cord. By allowing him to ride upon the vehicle, instead of his having to walk in front of it, a direct saving will be effected in boot leather, which will no doubt help to comnensate him for the increased cost of living, since he last relinquished his duties.—Yours faithfully,
"THE FLAGMAN'S FRIEND."
Are Tractors Too Powerful ?
The Editor, THE COMMERCIAL Mo7oit.
[1264] Sir,— I have been reading lately in your correspondence column about trailers and the way in which they should be attached to the tractor. We have had in our possession for some time a timber carriage, consisting of two trailing wheels adjustable on a long pole with a bolster swivelling on top of steam trolley. The use of this, of course, allows very long material to be carried, arid at the same time gives the tractor whatever proportion of the load is necessary to ensure proper tractive effort.
If any of your readers are interested in carrying out any experiments on these lines, as we are not using the trailer possibly for a few months, we should be very pleased to loan it for a small consideration, and it would perhaps enable someone interested to test, motor haulage of such long material as telegraph poles, logs, and similar articles.—Yours faithfully,
WM. JENNINGS, For C. JENNINGS AND CO., Timber Merchants. Pennywell Road, Bristol.