Renewal of Certificates
Page 65
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of Fitness•
his reply to my letter of October 21, Mr. F. A. Walker las very much misunderstood the reason for our criticism the p.s.v. examiners in this traffic area. While there is doubt that Mr. Walker is a very efficient secretary, I can ly think that he is not too conversant with the practical le of certification, for I can assure him that we are not any way attempting to lower the present high standards. We are, in the main, objecting only to the particular thod that the new examiners are endeavouring to put er on us in order to prove a certain point that all previous aminers have been able to do in a much easier and npler manner. So far as I can ascertain no other area s so far requested this from operators, when they put !.ir coaches up for re-certification, so you will see we are finitely not attempting to reduce the previous standards certification.
I was rather surprised to read Mr. Walker's remarks It 1 was unfair and open to attacks from other operators, rticutarly in view of the good attendance at the Oxford !eting. From the remarks made there it was quite parent that most of the operators present were objecting the particular point in question. Furthermore, as I Id him at the time, I have received several letters from erators in other parts of this area who are similarly isatisfied.
I can assure Mr. Walker I have no wish to be unfair to yone. In fact the main object of my previous letter Ls to prove to Mr. Walker in particular that it was not ly one or two operators in this little corner of the area to were complaining about this.
Henley-on-Thames. A. G. SPIERS,
Director, A. G. and K. M. Spiers, Ltd. (Butler's Luxury Coaches),
Operator Replies to Mr. Walker
FEEL I must make a few remarks regarding the statements made by Mr. F. A. Walker (The Commercial otor, November 4) when he criticized Mr. A. G. Spiers' mplaints about the removal of parts for body framing ;pection prior to a Certificate of Fitness examination. The complaints made by Mr. Spiers were also the comlints of all operators in the East Midland Area who were esent at the meeting held at Oxford on October 26, rcry speaker I heard there agreed with Mr. Spiers and ten Mr. Spiers produced evidence to prove his point r. F. A. Walker almost ignored him.
No operator is questioning the standard of fitness inked, but how can operators co-operate with examiners 10 insist on such things as the removal of inside panels d mouldings just to satisfy themselves about damp or t of woodwork? This applies to every vehicle irrespec e of make or age when it is put up for Certificate of tness examination. It does not appear to be necessary other Licensing Areas—only the East Midland Area. by?
Common sense and a true realization by certifying officers and examiners of the high cost of vehicle preparation and lost earnings would do much to improve the feelings of the operators in our area.
Marlow, Bucks. L. A. TAYLOR, Taylor's Transport (Marlow), Ltd.
Third-axle Conversions
IT has been interesting to read the recent correspondence on third-axle conversions of 7-tonners. Mr. C. W. Boucher's letter (The Commercial Motor, November 4), giving a driver's point of view, came as rather a surprise to me, however, and from my own layman's observations 1 would disagree with a lot that he says.
My own observations are based on the fact that I live just off the A38 opposite a moderate gradient. It seems to me that a third-axle conversion's hill-climbing ability depends on its initial impetus on approach. On the flat these vehicles can reach 50 m.p.h. and when unladen overtake not only lorries but cars as well. But this is due not so much to the b.h.p. rating, as Mr. Boucher seems to suggest, but rather to the relatively high-governed engine speed coupled with a multiplicity of gears.
The "old slogger" type of engine which I think was referred to has been traditionally governed to 1,700 r.p.m., whereas many smaller units of 5to 7-litres are governed as high as 2,500 r.p.m. and one or two even faster than this. Accordingly our third-axle conversion has an impressive turn of speed but, alas, a hill and full load begin to tell.
Where I live the gradient produces a constant roaring of double-declutching with intermediate " snicks " from the two-speed axle. Drivers of these conversions seem to change down at about 1,500 r.p.m., hardly using the torque range of their engine and often holding up a "slogger" happily ticking over at 1,000 r.p.m. in third while they are blasting away at 2,600 r.p.m. in second low.
In my opinion b.h.p. figures are not as significant as torque figures in commercial vehicle engines and for this reason if I were a driver baulked on a bill with 25 tons of deadweight 1 would rather have a -10-litre 125 b.h.p. engine than a 6-litre 125 b.h.p. engine under the cowl.
Severn Stoke, Wares. MINIMOG.
Queue For Small Vans
ISHOULD like to emphasize the problems which R. N. Blachford (The Comlnercial Motor, November 4) has encountered in obtaining a small van. When the Austin 7 was first announced 1 placed an order for one and was told delivery was 6 to 8 weeks. After 8 to 9 weeks I was informed that delivery would be a further 6 to weeks.
This order was cancelled and I ordered a Ford Thames 7-cwt. van which I was informed by a reputable agency could be obtained near immediate." I have just taken delivery of this vehicle three months later.
G lo cester. M. J. AYLAND.