OPINIONS and QUERIES
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Safety Features for Saloon Coaches. What a Driver Thinks of London's Buses. Appreciation f rot?. Overseas. Garages ano Derating Scheme, Coaches for Touring.
The Advantages of Renewable Brake-drum Liners,
The Editor, THE COMMERCIAL Moro.
[3194] Sir,—With reference to the question of renew able brake-drum liners, which is presenting an acute problem for designers of chassis which have to perform heavy duty, especially in hilly districts, it does not seem that the question of renewability of wearing • parts, except perhaps in the obvious case of tyres, has received the consideration it merits from designers of commercial vehicles. As makers of centrifugal castings for renewable brake-drum liners, cylinder liners and valve seats, we find many cases in which, with the existing design, renewal of the wearing parts by means of liners is very difficult.
• Brake drums in particular seem to be receiving a great deal of attention, for the wear on the steel drum appears to be very heavy, whatever the type of steel, and it seems that cast iron gives greatly superior results with a Ferodo-type facing. This being the case it is evident that provision should be made for a castiron lining in the steel drum. This practice is now being adopted by a few large fleet oween and it would no doubt be of great interest to have the opinions and experiences of your readers in this connection.
W. J. MCCARTHY, Technical Representative, For THE BRITISH PISTON BING CO., LTD. Coventry.
Safety in Enclosed Coaches.
The Editor, THE COMMERCIAL MOTOR.
[3195] Sir,—I have, for some time past, been considering the safety of the general public in connection with the growing demand for enclosed coaches all over the country, and I suggest a few, ideas that I think might save the lives of many people.
Should you approve of -.these I hope that you will endeavour to have them put into force, as this will not only give efficiency on the road, but find work for a number of people.
1. First-aid boxes.
2. Sliding doors instead of doors that open outward.
3. Fire extinguishers.
4. Safety glass. 5. An extra casing outside petrol tank. 6. All windows to drop.
7. Firemen's axes for use in case of emergency. 7. Driver's licence with photo and with certificate as to qualifications to drive. This to be pinned up in the bus.
a All bottom boards to have thin sheet-metal underneath them to prevent fire. 10. An extra man to be carried with each bus and an attachment by which he could apply the brakes should anything happen to the driver. J. B. HUXLEY. Whitchurch,
[Most of the suggestions made by Mr. Huxley have already received consideration, and in some instances provision has
been made for their incorporation in new vehicles. It is, we consider, quite unnecessary to have the driver's licence displayed in the vehicle. The provision of safety glass and the carrying of an extra man merely to apply the brakes would add considerably to the costs, although the former is being fitted where possible and its use is certain to he extended as circumstances permit.—En.]
A Driver's Criticism of London's Buses.
The Editor, TRH COMMERCIAL MoToa.
[3196] Sir,—I am a regular and appreciative reader of your valuable journal and I have noted with much interest the criticism of London's buses.
In reference to the windscreens, it appears to be commonly thought that these were discarded at the request of the drivers themselves. This statement has also appeared in the daily Press at different times, and it is liable to give readers a wrong impression of the actual situation.
Although it is almost unbelievable, I will admit that there are certain drivers who are prejudiced against windscreens ; but who are these men who do not possess the intelligence to see their virtues and who say "We don't want them ; take them down "? I might just as well say : " r will not drive this bus until it is fitted with a screen." No! The ultimate decision will he made by ballot.
We also hear that the company is still experimenting to find a satisfactory windscreen. Why, may I ask, is that necessary, considering that satisfactory screens have been fitted on buses in other towns and countries for years past?
The truth of the matter is this; whilst the company is quite prepared to fit them to the new type of bus, it is, for obvious reasons, very reluctant so to equip the older types. So, at the least excuse, the screens are taken down, the company much preferring to wait until the whole fleet consists of modern types.
One cannot blame the company for this point of view, as the buses should have been equipped with adequate protection for the driver when they were first built, years ago, but, of course, that was not allowed at the time, although permission has recently been given.
Now, anyone with intelligence and experience will agree with me that it should be compulsory, in the interest of "Safety First" alone, for windscreens to be fitted.
Your valuable journal has pointed out times enough (and who has -a greater knowledge and experience in such matters than the staff of The Commercial Motor?) that it is absolutely necessary for bus drivers to he adequately protected from inclement weather, but apparently the officials of the Public Carriage Department, who are responsible for the retention of numerous archaic laws and regulations on buses and taxicabs of the metropolis, and -who should really be the champions of the licensed drivers, have, until lately, refused their sanction. It does not concern them if a driver has to sit at the wheel partly blinded by rain or snow, or the incessant wind and dust, or that he is compelled to wear harmful goggles to protect his eyes and considerably narrow his vision, not to
mention the depression and inconvenience caused by wearing them for several hours.
It does not matter if the driver be suffering from the effects of rheumatism or neuralgia, which is often the case, or be smothered in filth thrown up from the City streets by preceding vehicles; be temporarily blinded by red-hot cinders while passing beneath-railway bridges, or unable to observe—owing to the metal shield on the canopy—the traffic signals of carmen who are seated high. All this is allowed by people who advocate "Safety First," but who are obviously prejudiced against everything that spells progress.
Now, supposing a driver collapses at the wheel, with disastrous results, owing to being exposed to severe weather. Who would be responsible?
The travelling public has a right to expect efficiency from the bus driver, but that is an impossibility under the conditions prevailing at present; also, why should a driver's health, which has to be Al on joining the company, be jeopardized quite unnecessarily? There is certainly no glory in sitting on the front of a bus in bad weather, looking an object of insignificance, misery and sometimes ridicule.
It is little wonder that some drivers lose pride in their appearance. Bus DRIVER.
London, N.13. IL.G.O.C.)
A Foreign Appreciation of Our Municipal Number.
The Editor, THE COMMERCIAL MOTOR.
[3197] Sir,—We have received the special number of The Commercial Motor dealing with municipal vehicles, etc., and thank you very much for having sent this. It is of great assistance in connection with the problems with which it treats.
This number is of special interest to us, and we congratulate you most sincerely on its production.
INTENDENCIA MUNICIPAL.
Buenos Aires.
No De-rating for Garages.
The Editor, THE COMMERCIAL MOTOR.
[3198] Sir,—I should be glad if you would advise me on the following point:— 1 have recently built, a garage and workshop for my vehicles; should this come under the de-rating scheme that came into force some time ago?
The garage is used solely for my own purpose and not for the sale of petrol, etc. Wishing your valuable journal every success. F. S. RISSBROOK, Willenhall. For J. Banvirr.
[In reply to your inquiry, our solicitor advises that your garage and workshop does not appear to come under the de-rating scheme which was introduced by the Rating and Valuation (Apportionment) Act, 1928. He bases his view on Section (2) of the Act, which provides that for the purposes of the Act any place used by the occupier for the housing or maintenance of his road vehicles shall, notwithstanding that it is situate within the close, curtilage or precincts forming a factory or‘workshop and used in connection therewith, be deemed not to form part of the factory or workshop.
A. somewhat similar point was recently decided in the above manner by the Court of Appeal .in the case of Stoke-on-Trent Revenue Officer v. Potteries Electric,
Traction Company. A short report of the judgment of Lord Justice Scrutton appears at the foot of column 4 of page 4 of The Times for July 12th, 1930. A fuller report appears inThe Times Law Reports.—ED.] Employing an Unlicensed Conductor.
The Editor, Tug COMMERCIAL MOTOR.
[3199] Sir,—As regular reader g of The Commercial • Motor 'cve . should a.steem . it a favour if you would answer _the following query.
With -the increased' traffic on Saturday nights we run a special bus as a duplicate to the ordinary, time table. • The mechanic who drives thisims sometimes has his son with him to take the fares and issue tickets. 044
The boy is not paid any wages of any description, nor is he compensated for his service. He goes when he likes and leaves when' he pleases. -He is-not employed by is, he siMply does it because, he likes the job.
The lad is 15years' of. age and is .attending the local secondary school.
We should like to know if this work which he is doing on the bus is illegal? BUSES. Halifax.
[By section 46 of the Town Police Clauses Act-1847, it is provided that no person shall act as a "driver of a hackney carriage without being licensed by the local authority, and by section 47 that any person who employs an unlicensed driver is guilty of an offence.
The Town Police Clauses Act, 1889, extended to buses the provision of many of the sections of the Act of 1847, including sections 46 and 47, and provided that the word " driver," when used in the specified sections, should be deemed to include every conductor of a bus.
It appears probable that if the question were raised it would be held that the boy acted as a conductor and, therefore, required to be licensed. It is also possible the local magistrates would hold that, by reason of your knowledge of the facts, the boy was employed by you, although actually he is not in your employ. it is also necessary for you to consider the terms of the policy under which you are insured in respect of your vehicles, as it may be they require that no one shall act as conductor unless duly licensed, in which case you might lose the benefit of the policy if an accident occurred for which the boy was in any way responsible.—ED.]
Coaches Used on Long-distance Tours.
The Editor, THE COMMERCIAL MOTOR.
[3200] Sir,—You _made an interesting suggestion in a leading_ article, in your issue of August 26th, as to the ability of a coach to pick up passengers near their own homes. What about the licensing laws?
My coaches have several times met passengers at certain points, in order to carry them on a sevendays' tour, and on doing so have been warned by constables that such is an infringement of the licensing laws, as my coaches are not licensed to ply for hire in that district. What does your legal adviser say?
In the new Road Traffic Act there does not seem to be any provision for coaches engaged in EloxnEgx-d.istance motor tours such as mine.
Manchester. , [Our solicitor advises that the mere picking up of passengers who have previously booked their seats does not in Itself amount to plying for hire. A licence to ply for hire might be necessary if your coaches were to stop regularly at certain points for the purpose of picking up passengers, although such passengers had previously booked their seats, but I understand that on the occasions mentioned in your letter you made special stops at points which were convenient to the particular passengers. With regard to the last paragraph of your letter, our solicitor cannot ,agree that no provision is made in the Road Traffic Act for coaches engaged in long-distance tours. Such vehicles appear to be "express carriages" as defined by section 61. and will require public-servicevehicle licences and road-service licences.—En.]
Advice on Egyptian Trade.
The Editor, THE COMMERCIAL MOTOR.
[32011 Sir,—An extended four of four months in Egypt has convinced me that there are splendid opportunities there for British manufacturers in various branches of industry. Interviews with government, bank and other officials, as well as buyers and traders of every-description, indicate a readiness to co-operate in developing British trade in Egypt, and the Egyptian Government is enthusiastically supporting a scheme now being inaugurated for that purpose. I shall be pleased to give the' benefit of my investigation, without obligation, to any British manufacturer or exporter desiring to extend his export trade in Egypt. LEO CHEEL London, W.C2.