OPINIONS and QUERIES A Driver's Views on Present-day Economy.
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The Editor, THE 'COMMERCIAL MOTOR.
[3620] Sir,—In this time of economy we find many haulage contractors and others being hard hit in business. Cheese-paring here and there has been the practice lately, but it is sometimes found that a saving in one direction has been neutralized in another. I have seen, and still see, what to my mind is a false, in fact, a very bad system of economy, i.e., docking the employee of his overtime and reducing his rates of wages.
It is only human that a man who works for a wage is hardest hit when that wage is touched, and, no matter how good a man may be, he feels inwardly that his employer has not given him a square deal and the result is that his work suffers.
A conscientious driver treats his vehicle as a horse lover cares for his horse—knowing that this attention and care in driving are prolonging the life of his charge and, incidentally, practising economy for the owner. Make the man embittered by any of the so-called economies, especially those that directly touch him, and it may be found that the once reliable old bus is beginning to need attentions that previously were practically unknown.
I contend that this short-sightedness is in reality no economy where haulage is concerned, and the employer should recognize that his servants' services fire not in the nature of serfdom, but constitute one of the essen
ti'als to successful business building. Business and trade flourish with cheerfulness and trust, and wither if discouragement and distrust spring up between masters and men.
With encouragement and good remuneration the employer will find that his men will help him to practise economies and give his property their best attention and care. Every driver, if given the right encouragement, is a potential traveller and should be treated as such. The employer who treats his men rightly finds many a well-paying load coming his way. Lack of co-operation has the opposite result. The writer would welcome the views of others who have been touched by that canker, called economy, which seems to permeate the ranks of some employers.
Edinburgh. DRIVER OF HEAVIES.
Condensation on Sparking Plugs.
The Editor, TEE COMMERCIAL MOTOR.
[3021] Sir,—Can any of your readers tell us whether they have discovered a cure for the condensation of water on the sparking plugs? The chassis with which we are concerned is a Dennis 30-cwt. model.
The engine starts perfectly during warm weather, but in colder weather it is found that there is moisture on the plug points after leaving the vehicle overnight. If, of course, the plugs are removed each night the trouble does not arise. There is no doubt that the cylinder-head gasket is sbund; there is no trace of water in the cylinders in the morning when the plugs have been removed. The moisture is present on the plugs before any attempt is made to start the engine.
We should much appreciate any suggestion for a cure. USERS. Winchester.
The Value of our Tables of Operating Costs.
The Editor, THE COMMERCIAL MOTOR.
[3622] Sir,—I received your reply to my inquiry and I thank you for your prompt answer. The Tables of Operating Costs are just what I needed, as everything is clearly and carefully worked out. J. FERRIS. Edinburgh.
Agrimotor Investigations.
The Editor, THE COMMERCIAL MOTOR.
[3023] Sir,—In your issue dated December 29th, under the heading of "The Results of Recent Agrimotor Investigations," your agricultural correspondent remarks as follows:— " Another difficulty that the Germans are trying to overcome is that of adhesion. Track-laying machines afford quite sufficient trattive grip, but they are regarded as too expensive and costly in wear."
In this connection your correspondent does not seem to be aware of a British invention which has been upon the market now for over three years, namely, the rubber-jointed track. With this type of track not only are wear and tear of the joints eliminated for all practical purposes, but most remarkable results are obtained in the way of overall efficiency.
It is now more than three years since tractors embodying the rubber-jointed track were set to work and the track joints on these machines as yet show no symptoms of change which in any way affects the working of the machine. It is impossible yet to state the ultimate life of these track joints, and it will probably be many years before this can he done.
All the movements between the links which go to make up the endless track or chain are obtained by internal flexure of rubber under compression, there being no metallic contact between the links.
A test conducted by the National Physical Laboratory, under instructions from the Oversea Mechanical Transport Directing Committee, failed to destroy one of these joints after flexures under load in a bath of sand and water equivalent to 39,040 miles of running in the field. Moreover, these tests were conducted at speeds equivalent to road speeds of 10.65 and 32 miles per hour.
Recent comparisons in America between two machines, one fitted with a pin-jointed track and the other with a rubber-jointed track, showed an increase B27
in rolling resistance of the pin-jointed of no less than 41.5 per cent., indicating the immense superiority in efficiency of the rubber-jointed type.
Another feature of the rubber-jointed track is the remarkable adhesion factor. At some tests carried out in Paris a few months ago a machine equipped with it and weighing about 2,400 kilogs. gave a drawbar pull of 3,000 kilogs.
What is clearly brought out in the article by your agricultural correspondent referred to is the inefficiency of wheels in working over soft surfaces, although few farmers realize the extent to which power is absorbed in this way. Track-laying machines employing the pin-jointed types of track, whilst they overcome the inefficieneY due to sinkage of the wheels, are open, as your correspondent points out, to the objection of excessive wear of the track joints necessitating costly renewals. The rubber-jointed track provides the solution to this problem.
PHILIP JOHNSON, Hounslow. For Roadless Traction, Ltd.
[We are quite aware of the success achieved with the latest Itoadless Traction rubber-jointed track and, in fact, we have already dealt in our columns with the 'results obtained during the ' remarkable test at the National Physical Laboratory. Our agricultural correspondent was dealing with the experiences of certain other countries, particularly Germany, and not to any great extent with recent progress in Great Britain. The failure of Germany to End a really satisfactory form of track does, however, open up further possibilities for this highly successful British type.—En.]
Condensation on Panelling.
The Editor, THE COMMERCIAL MOTOR.
[3624] Sir,—Could you please inform us if it would be satisfactory, taking into consideration the condensation, to build a caravan with galvanized sheet tin or iron on the exterior and rot-proof canvas inside? We shall be obliged if you can. also advise us where we can obtain Petrawood.
Sudbury. COACHBUILDERS.
[Galvanized skeet metal should make a satisfactory exterior panel so Tong as it is painted, including a coat of priming, on the inside. Condensation takes place on the inner side with all kinds of panelling, this being due to variations of temperature. It should be allowed to disperse by ventilating the space between the inner and outer panels, either by holes in the inner panels or in the bottom side. If you attach the rot-proof canvas directly to the back of the galvanized iron it should be bedded in paint in the same manner as when covering a roof.
We have made inquiries regarding Petrawood, but up to the present have not been able to obtain any information concerning it. A plywood faced with galvanized steel may be obtained from Nachman, Kremer and Sons, Ltd., 10-11, Hill Street, Finsbury, London' E.C.2. Should the material required be Presdwood, this is supplied by Masonite, Ltd., 66a, Fenehurch Street, London,
En.]
Harsh Treatment by a Scottish Court.
The Editor, THE COMMERCIAL MOTOR.
[36251 Sir,—You have already rendered me a service, but I would be glad if you would kindly grant me space in your journal to bring before the notice of the commercial-motoring community a grave injustice which has been inflicted upon one of my drivers. The facts are as follow :—
When returning from Glasgow to Dumfries a short time ago, on the road between Newton Mearns and Kilmarnock, a small car had gone through the hedge and on the opposite side Stood a breakdown car. Two policemen stood by, and as I proceeded towards them the first one threw up his hand, which my driver and I understood to be the " proceed " signal. After going forward for about 10 yds. we were stopped by the second policeman and told that we had not had the signal to proceed, and so we were booked for "failing to obey a police signal."
1328 I would point out that the police wore capes, it being a wet night, and we assume that the first policeman threw back his cape, which act was mistaken for a signal by both of us. My vehicle being fully loaded and being the pulling one, I would say should have had preference, had any other vehicle been meeting us, but at this point the road was clear. For this minor offence my driver was convicted and a fine of £7 imposed for a first offence. I ask you, sir, if this be justice, as the many people to whom I have mentioned the matter are simply amazed?
I shall be glad to have your views on this matter either directly or through your columns.
Dumfries. WM. MoCoNNELL.
[It is impossible to give definite views in this matter without knowing all the facts, but it certainly would appear that your driver has been treated with unjustifiable severity. If you are a member of the Commercial Motor Users Association or of one of the special haulage associations, we would recommend that you should place the case before them,—En.]
Financing a Coach Fleet.
The Editor, THE COMMERCIAL MOTOR.
[3626] Sir,—Thanks very much for the copy of your Tables of Operating Costs which you forwarded to me some time ago. I have found them and The Commercial Motor most interesting and exceptionally useful.
Would you be good enough to let me have your advice on the following:— I intend to open up my business and run coach tours from Ardvasor during the coming season, but I have not sufficient capital. Where could I get a loan of £200 and what would be the approximate terms for the transaction?
What do you estimate as the value of my business? The particulars are as follow :—Garage capable of taking two lorries and two ears, with small office and store built of iron and wood, with cement floor ; petrol pump and tank ; two oil cabinets; usual garage tools, etc.; 1931 Morris 30-cwt. lorry with tipping gear, in very good condition; 1927 Ford ton lorry, in good condition; 1925 Star 7-seater tourer, in good condition. 1929 Morris-Oxford tourer, in good order. The turnover is about 11,500 per year. GARAGE. Skye.
[As regards the prospective loan of £200, there are only two courses open to you ; to go to the bank to see if It can assist you, or to get into touch with a local solicitor who may have a client who will be willing to interest himself in your business.
The following is our estimate for the value of your business. You will appreciate that it is, in any event, only approximate and might have to be corrected very considerably on personal inspection of the property. The total is £290, say £300.
Garage capable of garaging two lorries and two cars, with small office and store, L50; petrol pump and tank, £30; oil cabinets, £5; usual garage tools, etc., £5; 1931 Morris 30-cwt. lorry with tipping gear, in good condition, £100; 1927 Ford ton lorry, in good condition, £20; 1925 Star 7-seater tourer, in good condition, f_5; 1929 Morris-Oxford tourer in good order, £25; goodwill, £50; making a total of £290.—En.]
Waste Mileage to Have Vehicles Certified.
The Editor, THE COMMERCIAL MOTOR.
[3627] Sir,—As a regular reader of your journal, I am writing to ask if it is within the power of the vehicle certifying officer to compel me to take a vehicle for inspection to a garage nominated by him. My grievance is that, in the application form for a vehicle licence, I answered in the affirmative the question as to whether I had a garage with a pit where my vehicle could be inspected.
I was told to take one vehicle to another company's garage, which entailed a journey of 42 miles. The vehicle In question did not pass the certifying officer because, I was informed, of the brakes requiring adjustment.
The certifying officer told me that he would be in another town later and I would be required to take the vehicle there, thus entailing a further journey of 50 miles.
Can I be compelled to carry out such instructions, or can I explain that I have facilities for examination at my garage and make a request for the vehicle to be seen there? AGGRIEVED. Bucks.
[Upon receipt of your letter we at once communicated with our legal adviser, who pointed out that no provision is made, either in the Road Traffic Act or in the Regulations made thereunder, as to the place at which a vehicle is to
be inspected by the certifying officers. Consequently, whilst a certifying officer does not appear to have power to compel an applicant for a certificate of fitness to take his vehicle to any specified garage for examination, there is equally no provision requiring the officer to attend at a garage nominated by the applicant.
The difficulty, no doubt, is that there is only a certain number of certifying officers and they have to make the best arrangements they can for examining as many vehicles as possible at one town so as to get the maximum number examined during each day.—En.]
Paying Overhead Charges by Running a Double Contract.
The Editor, THE 'COMMERCIAL MOTOR.
[36281 Sir,—We should like your opinion on the rate which is charged by us for delivery work. Our van leaves the garage at 4.15 a.m. and makes a 40-mile tour with eight drops. The first three mornings the weight would not exceed 17 cwt., but on the remaining three mornings the weight increases to approximately 30 cwt.
We are running a Chevrolet 30-cwt., with two men, the finishing time varies from 7.15 a.m. to 8 a.m. We are at present charging £7 10s. for the work, and have been informed that we must make a reduction or lose the contract, as the firm concerned are in a position to get the work done elsewhere at 25 per cent, less.
We would like to add that we have. another contract to follow on with this one, thus keeping our van fully employed. CONTRACTORS. Coventry.
[According to calculations, which are based on the assumption that your vehicle is fully employed for practically 06 hours per week, the bare operating cost in connection
with the contract named in your letter totals 15 8s. 4d., so that in charging 1.7 10s. you are making a gross profit of barely two guineas per week on the contract. That is by no means excessive. It is, however, for you to consider whether you would prefer to cut that profit a little rather than lose the work and, in considering the latter, you should bear in mind that this contract helps you considerably with your overheads, so that even if you made a more moderate profit you would still be better off with the contract than without it and without one in its place.— S.T.R.]
Depreciation on Commercial Vehicles.
The Editor, THE COMMERCIAL MOTOR.
[3629] Sir,—There is a small error in your reply tb "Insurance Engineer," whose inquiry was published on page 753 of your issue of January 5th, 1932. It is slight in itself and does not materially affect the value of that reply to the correspondent. It might, however, cause inconvenience and involve extra work by assessors of income tax.
The inland revenue officials do not allow a period of five years as the life of a commercial-motor vehicle; far from it. In their view a commercial-motor vehicle lives for ever; like the proverbial old soldier, it never dies.
Depreciation, for purposes of assessment of tax (it is officially described as an allowance for wear and tear), is calculated at 20 per cent, per annum, but the basis of calculation is not the initial value of the vehicle, but its depreciated value at the commencement of the year of assessment, or at the beginning of the financial year of the assessee.
Thus, a vehicle which originally cost £1,000 would, on this basis, depreciate to the extent of 20 per cent. of £1,000—i.e., £200—in the first year. Its value would then be only £800, and the depreciation for the second year would be 20 per cent. of that—i.e., £160. At the end of the fifth year, therefore, this £1,000 vehicle would still be valued at £328, and it would never be assessed at nil.
The only way in which the user can escape this everlasting evaluation is by actual sale of the vehicle, in which case the assessor will allow the full amount of the loss as measured by the difference between the assessed value and the price actually obtained.
This matter of depreciation of motor vehicles, whilst in some ways a most simple affair, is, paradoxically, one of the most complicated. ASSESSOR. London, W.C.1.