Correspondence.
Page 17
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The Comfort of Motorbus Passengers.
The Editor, " THE COMMERCIAL MOTOR."
Sir :—I should like to point out to those in authority in the various motorbus companies, that the invariable manner of carrying the lids, or covers, of the acetylene generators, which are used to supply the gas for the interior lighting of the vehicles, is an intolerable nuisance to the passengers. These covers are placed beneath the seats and, when the vehicle is travelling, jump about and hit the heels, and ankles, of those sitting upon the seats. Surely, some better place could be found for these covers, say a box somewhere beneath the steps.—Yours faithfully. J. A. MARTIN. Finsbury, 7th May, 1907.
Are Speed Indicators Wanted?
The Editor, " THE COMMERCIAL MOTOR."
Sir :—Regarding the above question, I should like to relate my experience. Soon after I began driving, I was stopped by the police for exceeding the speed limit (viz., for travelling at 14 miles per hour, instead of 14. In the first place, I had no possible means of knowing at what speed I was travelling, but what followed was the trouble. The stoppage delayed me 15 minutes. Later in the day I was delayed, owing to ignition trouble, for 35 minutes, and, as I did not want to run the risk of another summons, I turned and did what we call a" short journey." For this, my company fined me 5s. 6d. Result of summons, I8s. and 25. costs. Later, I had another summons, and this time also I had no idea of the pace I was going. This latter cost me and zs costs. Now, Scotland Yard refuses me a renewal of my license, and all this is the result of wanting a speed indicator.—Yours faithfully, NIL DESPERANDUM."
Where will the Motorvan Pay?
The Editor, "THE COMMERCIAL Moron."
Sir :—Regularly reading "THE COMMERCIAL MOTOR" and other papers describing motors for goods' cartage, I constantly come across the prophecies that the horse will soon disappear from our roads. If soon, on what date? [We challenge our correspondent to quote any such statement from this journal—En.] Personally, I have watched closely the improvement of road engines, but 1 must admit that I do not see how the horse can be superseded by any motor invented up to date. I formerly lived thirty years in Wimborne, and during the whole of that time, a ton of coal, timber, or other goods, was loaded at Poole Quay, carted six miles over a hilly road, and delivered into a coal house or yard in Wimborne for 45. I am informed by a Wimborne resident that this is still done. Now, there is a large amount of this traffic on this road (which stands it very well) without going to the enormous expense which motorists say would be to our benefit, but I cannot conceive that the use of any motor would result in this job being done for 4s. There is traction-engine traffic on the same road, but this cannot be used for one-ton loads. Motorvan makers may argue about larger loads, and more speed, and back loads. This has nothing to do with the householder who only wants his one ton of seaborne coals from Poole, and and who would reap no advantage from big loads and more speed. No doubt many, besides myself, will be interested in reading replies from motor makers showing that this job can be done by motor for a less sum.—Yours faithfully, FRED PAGE.
Coronation Villa, Romsey, Hampshire, April 26th, 1907.
[We have always taken pains to make it clear to readers of "THE COMMERCIAL MOTOR" that the replacement of a onehorse van, in cases where loads are small and irregular, or where the possible mileage per day is low, presents the hardest of all problems for the maker of the mechanical vehicle to overcome. We do not think that makers of motorvans have any occasion to argue on the particular case cited above. It is obvious that, considered alone, or in conjunction with traffic of a similar character, involving, as coal delivery in one-ton lots does, not inconsiderable delays through the indifference of householders, or the waste of time in shovelling the coal into a cellar, or in carrying it up a garden walk, the motorvan could show little or no economy.. Were it possible, however, to do work of this kind in conjunction with longer trips on other days, a motorvan might show a very considerable economy. Further, we know dozens of cases where, if the loads were sufficiently frequent, as they are between Manchester and outlying towns, motor haulage contractors would jump at payment at the rate of four shillings per ton for six miles.—ED.] Business with Van Builders.
The Editor, 'THE COMMERCIAL MOTOR,"
Sir :—In reply to your correspondent, "Van Trader," who asks, "Why cannot motor manufacturers cultivate business with the van builders?", let us say that, so far as we are concerned, we are quite prepared to do so, and to work with the van builder, as we recognise that he i&
directly in touch with the class of customer for whom we are looking, but there is one thing we would like to say to. "Van Trader," when he speaks of the probability of having to give three or six months' credit. Of course, circumstances alter cases, but, in the motorcar business, customers are not offended if they are asked to pay cash for the vehicles, because they know that it is a custom of the motor trade that it should be so. If this is once made clear, then "Van Trader" will find no further difficulty. It is this intense unwillingness to chance offending a customer, in other words the want of backbone, which has brought the carriage-building trade of the country to such a position in. regard to the matter of extended credit. The buyer of a carriage apparently pays for his vehicle and its repairs just when he pleases, and may take a couple of years' credit. Such a state of affairs is most disastrous to any business, and the motor trade has started out doing its business on the cash basis. All entrants into the sphere of motorcar work will do well, in their own interests as well as those of the trade as a whole, not to depart from this principle, except under very special circumstances indeed.—Yours.
faithfully STURMEY MOTORS, LTD. Lotis Works, Coventry, April 22nd, 1907.
Edinburgh's Motorbus Undertakings.
The Editor," THE COMMERCIAL MOTOR."
Sir :—I noticed in your issue of April nth a reference to the Edinburgh and District Motor Omnibus Company, Limited, and also to the Scottish Motor Engineering Company, Limited, both of Edinburgh, and your reference to these two concerns might create in the mind of the general. public an impression that there were no successful motor enterprises in the Scottish capital.
I do not, of course, propose to say anything with regard, to the above-mentioned concerns, but I certainly wish to assist in removing any general impression that Edinburgh— so far as motor omnibuses are concerned—cannot show successful working. The Scottish Motor Traction Company, Limited, which now operates the only motorbuses running in Edinburgh, has gone on very quietly at work since its formation two years ago. It has made no great parade by way of inviting public capital or advertising large orders for rolling stock, or publishing abroad details of its. general operations. The directors delayed for six months at least (from the time of forming the company) the running of any petrol omnibuses on the Edinburgh roads, because they had decided to use nothing but what they thought could be relied upon for strength and power ; the consequence is, their vehicles have been on the road consistently since• starting, and are now maintaining services which I think can hardly be parallelled in the whole country, as the buses run over distances up to to or 15 miles from the city. The general results of working have, so far, been very en. couraging, and this year should show quite clearly that any. well-conceived and well-managed motorbus concern will not only prove of great public benefit, but will also give a reasonable return to those who invest money in it.
I trust, therefore, that, when visitors to Edinburgh, orthose living at a distance, hear of motorbus troubles in the district, they will remember that there is at least one sound/ concern there which is doing good and profitable work.— Yours faithfully, FRANK B. LEA. 92, Mitchell Street, Glasgow,. May 3rd, 1907.