OPINIONS FROM OTHERS.
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The Editor invites correspondence on all subjects connected with the use of commercial mors. Letters should be on one side of the paper only and typewritten by preference. The rioht of abbreviation is reserved, and no responsibility for views expressed is accepted.
Ruinous Taxation.
The Editor, THE COMMERCIAL MOTOR.
L2103) Sir,--We were much interested in a recent letter appearing in your correspondence columns from a " Yorkshire Owner," Harrogate, and can sympathise with him in his troubles ; he has certainly been badly hit by the present ruinous system of taxation. We can tell of many cases in this county of Durham where people invested their all in lorries, buses, and chars-i-bancs, and have found that quite 20 per cent. to 25 per cent. of their takings have gone in paying tax.
Of course, itashould be distinctly known that many owners can find only about two days' work per week for their machines; therefore, these are the people who are having no chance whatever. lf the system of taxation could be (or I might say ought to be), in fairness to all concerned, at the rate of dd. or 5d. per gallon on spirit used, the man or company using the roads most would pay accordingly. Then there would be no reason for complaint.
A tax on spirit would be a boon to owners, also to our British manufacturers, who also have-been nearly ruined.
We feel that the Ministry of Transport Would, on a fuel tax, raise more money for the roads than under the present system by at least another 20 per cent.— Yours faithfully,
For WESTWOOD MOTOR CO., LTD., JAMES -WELCH, Secretary. Bishop Auckland.
Competition of London Buses.
The Editor, THE COMMERCIAL MOTOR., [2109] Sir,—I was greatly interested in the article in The Commereini Motor for February 20th dealing with bus competition in London.
There is no place in the world that. can boast of such a good omnibus service as London at the present time. The first thing to be considered in a bus company is cleanliness, and there is no Bus company in existence that can show cleaner vehicles than the L.G,O.C.
Again, the men that operate them are absolutely the best. They are thoroughly schooled, and know their work well. Also they are the best-paid men, for the class of work they do, and, what is more, every man that works for the L.G.O.C. knows that whilst he abides by the set rules he has a life's job.
Regarding competition, it is only the man possessed of a fleet of buses who can possibly make things pay. The man with only one or two will carry on so long as all goes well ; it. is when things go wrong whilst the buses are on the road that tells. Tht. questionis, then, what to do with the passengers. It simply means that the travelling public have to rely upon the " Red General," both for pleasure and business.
The way the times, etc. are organized by the General are wonderful. • The running of a 72-mile service, with a bus every tWo and a half minutes, requires -a system, to say the least. A small man,. then, opines out. upon a route that the. General have already worked up and does his best to upset it. Naturally, he is promptly chased and has to endure such a severe gruelling that, within a few months. the bus is for sale, the makers requiring the sum of £200 for an overhaul.
How' different from the General. Their bus is taken to Chiswick, where it is dipped by the 1140 "physicians " into caustic soda. and within four days is again upon the road, smilingly awaiting the next corner.
But I feel that, when a small man opens up, it is not fair to endeavour to smash him. Scotland Yard authorities should see that thc same applies to the General, unless a working agreement has been arranged.
Lastly, my advice to the so-called " small owner" is :—Get a route of your own, and stick to it. Further, do not think it possible to "break " the General, as, in 20 years' time, Lord Ashfield will still be smoking a big cigar with a cheerful smile, but, if all opposition parties were to unite, more comfort and respect would be obtained, .and, what is more, more money would be made.—Yours faithfully,
Fusion of the Transport Associations in Manchester.
The Editor, THE COMMERCIAL MOTOR.
[2ilo] Sir,—My attention has been drawn to an article which appeared in your issue of January 30th respecting the new organization which has been established in the Manchester district, and whereunder a complete fusion of interests has been achieved as between the Commercial Road Transport Association and the Commercial Motor Users Association.
The .words in which the organization is described hardly convey a correct impression of the nature of the fusion, but I am less concerned with this than with the fact that your contributor has referred to the part played by certain individuals in securing the end which has been reached. It would, perhaps, have been better if the credit for this achievement had been given to the committees of the three associations concerned, who have worked so wholeheartedly to bring about the amalgamation, but, if individuals are mentioned, it must be a matter of regret to all those who know anything of the history of the subject to find that your contributor omitted any reference to the extraordinarily valuable services rendered in the matter by Mr. H. H. Robinson, of the Manchester Transport. Owners Association.
I am not over-stating the case when I say that without his assistance the scheme would never have reached finality.—Yours faithfully,
Manchester. R. C. REYNOLDS.
Projected New Bridges Across the Severn.
The Editor, THE COMMERCIAL MOTOR.
[21111 Sir,—In your issue of January 16th you had an article on the suggested new bridge across the Severn at Newuham, 12 miles from Gloucester.
May I call your attentign to the fact that there is also a suggestion to make a road and rail bridge across the Severn from Chepstow to Aust, some seven miles from Bristol? That such a•bridge is needed is unquestioned, but it is of the utmost importance that it should be constructed as far down the Severn as is possible, so as to shorten the route from South Wales to the West and South of England by the .greatest number of miles. A bridge across the river frem Chepstow would shorten the distance from South Wales to Bristol and the West and Southampton by about 70 miles, and to London by 30 miles to 40 miles. This would mean 2 hrs. to 3 hrs. saved every day on the immense amount of transport passing continually from one district to the other, apart from wear and tear to roads and vehicles There are good roads in every direction from Aust on the south side of the Severn, for this was the site of the crossing to South Wales in the old coaching days. It is rumoured that the Great Western Railway is contemplating a bridge at this point in the near future, and; if this be so, it is of importance that W the public bodies in South ales and the West should seriously consider the desirability of working in conjunction with the railway company to make a road and rail bridge, and of sharing the expense. Any grants that may be obtained from the Ministry of Transport should be applied to a bridge at this point rather than at Newnham, which is only about 12 mi!es from the Gloucester Bridge. As a glance at the map will show, this would not meet the requirements of the increasing road transport as would be done by a bridge at Chepstow. The railways are in close proximity on each side, and at Beachley is a large electric power station, also concrete huts that were built by the Government during the war for German prisoners and soldiers. These would house thousands of workmen. There are large shipbuilding works at Chepstow, which, in years past, had a big reputation for bridge-building, and could probably be used again with advantage for the same purpose. These points should all be taken into consideration, for they tend
to reduce costs.—Yours faithfully, J.N.S. Chepstow.
Mud-splash Prevention Test.
The Editor, THE COMMERCIAL MOTOR.
[2112] Sir,—Further to my letter in your issue o. f January !3rd, I beg to reply to your correspondent
(N i
o. 2099) re my inaccuracies n referring to 30-in. by 5-in, potholes at the Hendon tests, and wish to say that I obtained my measurements, in the first place, from your issue of October .24th last, which says, "the puddles took the form of a basin, filled with liquid mud, approximately some 30 ins. across"; and, in the second place, from The Atitoeor of October 27th last, giving the pothole depth at some 4 ins. or 5 ins. By putting both together these measurements work out at 30 ins by 5 ins., as per my statement to you.
Your other correspondent, the deputy secretary of the Royal Automobile Club, says that my letter may give the impression that these tests were not carried out under conditions approximating. to those found in normal use.
Is it contended that the potholes, even if dimen-, sioned, as is stated by the deputy secretary of the Club, 26 ins, long by 24 ins, wide by :3 ins, deep, are
normal potholes to be met with in our streets and roads?
By the Club's pothole dimensions there would be 1i ins, or more of rising, mud uP" the front of any guard once the wheel entered such a hole.
Therefore, I still maintain that, the mud splashguards being submerged both front and back, the guards themselves would splash the mud on to the screens instead of catching the mud splash on the back of guards, as is the case when tested on a natural potholed road.—Yours faithfully, Birmingham. E. E. ROGERS.
Road Camber and Tyre Wear.
The Editor, THE COMMERCIAL MOTOR.
[2113] Sir,—With regard to your article in the issue of February 13th, the best tyre we have so far seen, in the design of which road camber appears to have been considered, is the Pirelli G twin, which, as you are probably aware, has a higher sectioned tyre on the outside and rides in a somewhat similar manner on the road surface to the tyres shown in Fig. 4 of the article in question.
We are greatly interested in your remark as to the possibility of an independent yield on the wheels.— Yours faithfully,
p.p. THE SOUTH LONDON SOLID TYRE CO., THOMAS C. BULL.
New Cross Road, S.E. 14.
Rear Lights on Cycles and for Cattle.
The Editor, THE COMMERCIAL MOTOR.
[2114] Sir,—I notice the remark in your "One Hears" page about cyclists not feeling at all happy over the prospect of the rear light becoming compulsory. When a rear light regulation is enforced (which I hope it will be), they will feel more safe, and safety, comes first. Another point which I. have discussed with other commercial motor drivers is the need for a light to be shown by cattle drovers when on the roads at night. A green light is favoured by many, as it would be distinguishable from any other light, and one would know exactly what to expect and would slow down immediately. It is a common experienee to meet cattle either unindicated or with a drover showing a meagre white light. There would he no neeessity to wave a green light, as this waving is often too much trouble for drovers. One is apt to take a single white light, as is now used by drovers, for some stationary object or a cycle. I should like to know what other readers think of this mater,—
Yours faithfully, G.H.C.