OPINIONS FROM OTHERS.
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Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one Of the paper only and typewritten. by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted,
The side
Steam Wagon Regulations.
The Editor, THE COMMERCIAL MOTOR.
[2,062] Sir,—If there is one thing above all others 1 should like to sec the Roads Department of the Ministry of Transport get settled, it is the question of the linal regulations regarding weights and spu7ds of steam-wagons.
Just imagine a business firm taking over ..01.11' years to formulate modern regulations which, in the ordinary way, could be done by three or four retiresentative parties in practically as many hours.—
Yours faithfully, MANuTexcruniat.
Unsprung Weight.
The Editor, Tar COMMERCIAL MOTOR.
[2,063] Sir,—" C.M.L.," writing under the above heading, asked, in effect, whether any pneumatic tyre can run under the constant flexion set up in road travel when not inflated board-hard and yet last for a reasonable time.
The question is, what is a reasonable time? When
tyres are fitted with compression tidies, although inflated only to the extent of 15 lb. per in. of crosssection, the thickness of the tube takes much of the stress off the walls of the cover, and, by enabling it to hold its shape better and thus reducing excessive wall flexion, the wear on the cover is reduced considerably. So much BO that we are constantly receiving reports of distances exceeding 10,000 miles with touring car and light van tyres, and distances runring up to 18000. miles with giant truck tyres.
We think that, if such results as these can be obtained --as they can be—by a pneumatic tyre in commercial employment, the air tire becomes, in the fuller sense of the term, a commercial proposition from the point of view of tyre cost ; whilst it is an undoubted fact that not only do pneumatic tyres .impose less stress and wear on the road surface, but they save the chassis to which they are'fitted from a very considerable amount of destructive vibration.—Yours
BRAMCO (1920), LTD.
Coventry.
Assembled or Made Under One Roof,
The Editor, THE CommEsciAL MOTOR.
[2,064] Sir,-1 had not intended to add further to this correspondence, but, as it still appears to interest your readers, 1 should like to reply to one or two points.
It must be admitted by all that there are good and lia.d vehicles in each category, and a good " assembled " lorry is preferable to a poor " one roofer." Further, it appears to 'be assumed that had in mind the ineurporation of foreign units into English vehicles. This was not my intention And was not implied. There is a large number of English firms specializing in components, engines, axles and gearboxes, and I wonder some of them have not stated their own case before this.
When " C.M.L.,"•in your issue J›.1 November 28th, talks of bolters-up and nut-tighteners, he hits on the danger to which ' assembling "might lead, and Mr. Maughflingappears to have had: the same idea in mind in earlier letters. Mr. C. F. Cleaver states this is already very often the case in America. but such a method of " manufacture " would soon defeat itself, as it did in the cycle trade.
would go hack to my first letter regretting there was to be no Commercial Motor Exhibition in 1922, when wc could hate seen the trend of the trade.
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am not actively interested in private cars, but 1 went to Olympia once or twice, and the car to which general opinion assigned the most success (actual sales) was not a " one roofer."
Finally I would quote part of the presidential address of Lieut.-Col. D. J. Smith to the Institution of Automobile Engineers:—
" There is too much originality in design. PreVailing for commercial production in great Britain. Many parts, if not whole uwits, for cars of certain types could be standardized with the greatest advantage to manufacturer and user."
The italics are mine. Is not that my case in a nutshell from such an authority as the President of the
I.A.E. ?—Yours faithfully, R. P. BRADLEY, Sales Manager, BONALLACK AND HONS. Cable Street, London, E.
Tyre Running Costs.
The Editor, THE COMMERCIAL MOTOR.
[2,065] Sir,—The figures given with regard to pneumatic tyres on passenger machines in the table of " Operating Costs of all Types of Vehicles " in your " 1923 Outlook Number' " dated October 25th last., are so totally different from our own experience that we think you will be interested in the following: We were running, during last season, a. 25 b.p. 1921-type FR I)e Dion-Bouton 25-seater char-a-banes fitted with Michelin disc' wheels and 963 by 155 Michelin Cable tyres twin rear, and, of course, spare
wheel and tyre. A distance of 9,622 miles was
covered and, at the end of the season., all the tyres after careful examination were found to be in sound running order and apparently good for a distance of 12;000 miles in all.
Assuming that when the seven covers were completely Worn out, four tubes also needed renewal, the actual cost per tyre-mile woulki work out as below :— For a distance of 12,000 miles per act, 1.37d. per mile.
If only 11,000. miles per set, 1.49d. per mile. If only 10,000 miles per set, 1.64d. per mile_ The figures given in tables 5 and 8 of the issue referred to give the cost per vehicle tyre-mile of a 25-seater motor coach as 6d. per mile.
We are of the opinion that by purchasing four new covers for the rear wheels of this vehicle for next season we shall he able to complete another distance of 9,228 miles, using up the seven original covers on the front wheels. Assuming this to be correct, the cost per tyre-mile would be reduced to 133d., and we should have, in hand at the end of the season the four covers from the rear' wheels, each of them capable of a further 2,750 miles, which is equivalent io value to the purchase-price of anew cover.
The petrol consumption figures were 'satisfactory and were as below :—
Tune, .2,188 miles, 11.76 miles per gallon. July, '2,184 miles 11.86 miles per gallon. August:, 2,463 miles, 11.77 miles'per.gallon.
Another advantage was that no spring clips, bolts, etc., were shaken loose, as when .rimning: on solid tvres. and, no break-down or delay through any chassis failure was experienced throughout the season.
Although we cannot speak froin personal experience, we feel that., in the light of our results with pneumatic tyres on our 26-seater ehar-à-bancs, the
figure of 1.82 pence per vehicle tyro-mile for the 1-Lon Ford is most certainly a generrous, estimate. Or are we to conclude that we have been phenomenally lucky with large-sized pneumatic tyres'?
In conclusion, it is news to us that 56-seater pneumatic-tyred vehicles are operating either in London or in the provinees.—Yours faithfully, For PARR'S GARAGE, W. GERARD.
Absorption of Shock by the Tyres. , The Editor, TITE COMMERCIAL MOTOR.
[2066] Sir,—Referring to the absorption of shock by tyres, one has to face the fact that the right place to absorb shock is at the road surface, and, whether the companies referred to both by " Engineer " and your good selves have or have not been successful in
their experiments in axle suspension,can be little doubt that the tyres are the domnating factor, as emphasized by "Engineer." 17cre have no doubt that the experiments referred to have extended to the tyres, and that they will be continued. Our faith is that, in the ultimate, it is tyre development that will take place,whatever happens as regards suspension, and that theair-filled tyre will hold the field against all-corners. What else is there so elastic, adaptable, cheap, and universally available
as air 1—Yours faithfully, H.F.C., LTD.
The Haulier and the Clearing-house.
The Editor, THE COMMERCIAL MOTOR.
[2067] have read with interest the several letters published from time to time dealing with hauliers and clearing-houses, and I would ask your permission to say a few words on the subject. Perhaps I shall not express myself so clearly as if in speech, and I trust your readers will forgive any repetitions.
Primarily, I would state that I hold no brief for any company that I may refer to except my own, and any statements I may make are facts that can be sub-. stantiated and are not based on hearsay. There are several reasons why some of the clearinghouses do not meet with the haulier's approval, probably the most important one is the fact that often, after a job is completed, no money is forthcoming. The case I have in mind is a job I did for a provincial clearing-house in August last, and I am still waiting for the money. In another case,. I had to threaten legal proceedings before getting paid. The best illustration is afforded by the fact that, on one occasion, I demanded my money for a job a month after completion and was told that, so soon as the
original customer paid I would be paid. It was some concern that apparently could not finance a £7 deal.
If such clearing-houses go on in this way, living on the money that should be paid to the haulier and making the latter wait six months for his money, it is quite easy to see how so many " one-man-haulage-contractors " are forced out of business on to the dole.
With reference to rate cutting, I will be very brief and content myself with referring to an actual happening. One of my lorries was in Birmingham a few days before Christmas, and the driver was looking for a return load to town. He was offered a 5-ton load and, when inquiring the rate, was told it was 21 a ton. Politely, the driver suggested that a mistake was made and that 22 a ton was meant. But, no, "1 a ton, take it or leave it." On asking the reason for such a ridiculous offer, he was told that it was the surplus load from a couple of Scammells that had loaded that morning !
Personally, I have come to the conclusion that longdistance road transport work under present conditions is the most painful and direct road to the Bankruptcy Court. When some of the shameful price cutting, underhand dealing and long-distance credit is banished, perhaps things may brighten up. In the meantime, and while mentioning so much that is bad about the transport business, I would like to pay tribute to the fact that there is a number of clearing-houses with whom I have had fair dealings and who have paid promptly.—Yours faithfully, London, N. 4. F.L.T.
Taxation Must Be Fair.
The Editor, THE COMMERCIAL MOTOR.
[20681 Sir,—Your remarks in the issue of December 26th on the need for modern roads give point to the contention that, if we are to have new roads suitable for present-day traffic requirements, it is not unreasonable to expect that such traffic shall pay its quota towards the cost of building and maintaining them.
In our view, the only equitable means of accomplishing this end is to tax motor vehicles according to their weight., speed, and type of tyre ; but, be this so or not, we suggest that we of the motor industry would best serve our interests by recognizing the fundamental justice of payment according to road wear. Let us lead the way in advocating the only principle of taxation that is fair to the whole community and gives us the unquestionable right of demanding a national road policy adequate to the traffic needs of the times.—Yours faithfully, London. HARVEY 'FROST AND CO., LTD.