From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Correspondence page from 'The Autocar' magazine discussing the Menai Bridge toll, giving lifts during wartime, and details on Bentley models.
| Identifier | ExFiles\Box 160\5\ scan0020 | |
| Date | 1st November 1940 | |
| 456 The Autocar November 1st, 1940. Correspondence MENAI BRIDGE Much-appreciated Announcement of its Being Freed from Toll Next Year [49832.]—All motorists were very pleased to hear the long-awaited announcement made by the new Minister of Transport that the tolls charged on the Menai Bridge will be abolished as from January 1st, 1941. No other decision could be justified on a 100 per cent. maintained bridge. It was the only toll bridge left on the national main road from Holyhead to London. It is the policy of the Ministry of Transport to free all new bridges from tolls; motorists and the motor trade agree with this principle. This will bring to an end a hard and continuous struggle for better conditions and traffic facilities on the bridge. These were very unsatisfactory, and did not meet with the wishes of the public and the demand of modern traffic. The new bridge is a wonderful achievement, carried out with the minimum delay and inconvenience. I have faithfully carried out my promise given to the petitioners on February 15th, 1934. There has been constant hammering and pressing until the ultimate goal has been reached. I wish to thank you and your staff, and all others, for the interest taken in the movement. WILLIAM JONES, Organiser of the Motorists' Petition. Llanfair P.G., Anglesey. [The freeing of the bridge from toll was referred to under "Here, There and Everywhere," in the last issue of The Autocar.—ED.{J. L. Edwards}] LIFTS Many Points Arise [49833.]—It is quite obvious from the correspondence appearing in many provincial newspapers that the matter of giving lifts is causing a deal of thought and some misgiving to drivers. Apart from the legal and insurance questions there are some elementary mechanical considerations that disincline many people from giving lifts promiscuously. New cars are not to be bought; second-hand prices are soaring, spares are "difficult," and repairs slow. Most cars to-day are run for business reasons and it is vital to keep them on the road. It is quite likely that at least half the drivers of otherwise unoccupied cars are very largely dependent upon those cars (often the property of their employers) for the earning of an income which may have shrunk and become precarious. They are certainly not "motoring" for enjoyment! With all these facts at the back of the mind they drive much more sedately than before the war, they avoid overloading, and they never do a mile more than is necessary. The average small car undoubtedly has seats for four people, but look at its lines and the clearance between its rear tyres and wings when those seats are full! And decide if it is really suitable for a full load of adults! So don't blame the driver—whose livelihood may depend upon his car—if he is not enthusiastic about filling it to capacity. One agrees that a soldier with kit needs a lift if it can be given, but two full-size men with rifles, tin hats, great-coats, kit bags and so on undoubtedly tell heavily on the springs of an 8 h.p. saloon. And with the best will in the world, rifles, "ammunition boots" and tin hats can knock quite a few spots off the interior embellishments or the doors during the somewhat complicated process of entering or leaving a vehicle not designed for passengers so equipped. Altogether it is a very thorny problem, not at all helped by the fact that in the piping days of peace the motorist has been "shot at" by the public at large from every conceivable angle. In real emergency no one worries much about a bit of damage to his car if it is a case of getting somebody out of a jam, but it is rather another matter if lifts are requested by people who merely wish to avoid waiting or paying for public transport by trading on the good nature of others. And there are many blatant examples of this in places where life is still quite normal. During or immediately after a raid things are different; but under such more or less normal conditions as still exist this matter of lifts would be all the better for a little realistic thinking. Let the "liftee" ask himself if he should beg the use of a stranger's property until he has exhausted every other means of achieving his object, and let the one approached be the sole judge of his ability to afford to give the service. Few people object to giving up time or convenience to help their fellows. But when it comes to out-of-pocket affairs it so happens that most ordinary people are not their own masters. The garage won't repair a broken spring as an act of good fellowship; the income-tax collector and the rates department take no cognisance of an inability to pay because one's substance has gone in good works. Even the Official Receiver would dub the man who jeopardised his earning capacity by devoting his equipment to charitable purposes as "imprudent." To lift or not to lift is a question tied up with far larger issues than simple good will. D.{John DeLooze - Company Secretary} H.{Arthur M. Hanbury - Head Complaints} S. Manchester. THE OLD-TYPE BENTLEY A 1925 “Blue Label” Converted to Practically “Red Label” Specification [49834.]—I, and no doubt many others, are greatly interested in your Correspondence columns. Lately the letter referring to the "old type" Bentleys have been of more than usual interest to me, as I still own a very good 3-litre "Blue Label" model of 1925 vintage (engine No. 1115). This car has at times been converted to practically "Red Label" specification, the axle ratio being raised, twin carburettors fitted, etc., and it gives me most enjoyable motoring. The maximum speed on Pool petrol is 75 m.p.h., and the consumption over the last three months' running is 19.8 m.p.g., this including all short runs and some third-gear work during air-raid warnings. Nothing ever seems to go wrong, and, provided that routine greasing and oiling of joints are regularly carried out, there will be several years more motoring from this car. In passing, I note that your correspondent Mr. A.{Mr Adams} S. Thwaites [49787] gives the chassis length of the "Blue Label" at 11 to 11 1/2 feet, when actually the correct length is 10ft. 10in., the "Red Label," of course, being 9ft. 9 1/2in. I enclose a few snaps, which include doggie motorist "Mick," and also speed model M.G., a car owned before the Bentley. "Mick," of course, belongs to the Bentley, and really objects if strangers approach too close. I hope to read more letters from owners of the old Bentleys and also other makes of that day. WM. H.{Arthur M. Hanbury - Head Complaints} ROSE. March. [Doggy Motorist "Mick" will be found in "Disconnected Jottings" (page 446).—ED.{J. L. Edwards}] Image Caption: The speed model M.G. (left) and 3-litre "Blue Label" Bentley mentioned by Mr. W. H.{Arthur M. Hanbury - Head Complaints} Rose in letter No. 49834. The Bentley has been converted to almost “Red Label” specification. More Facts and Figures [49835.]—In reply to Mr. Thwaites' letter [49787] I should like to correct him upon the tappet clearance of the 3-litre speed model Bentley. The .004in. and .006in. clearances apply to the "Blue Label" long chassis standard model, the clearance after 1926 on all speed models being .019in. all round. Some very early engines (up to engine No. 222, I believe) had a clearance of .015in. all round. These engines can usually be identified by the use of hardened caps on the valve stems. A26 | ||