OPINIONS and QUERIES
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Home-produced Fuel Supplies an Urgent National Need.
The Editor, THE COMMERCIAL MoTox.
[3980] Sir,—I was greatly interested in the editorial article in your issue of January 27, on the subject of national fuel supplies, and particularly in your suggestion of a national body to investigate the possibilities of home-produced supplies.
To my mind, this is at once‘ a most urgent national need, and a valuable means for co-operation with the railways in an investigation to promote the benefit of both sides of the transport industry.
It must be remembered that the railways consume annually about 13,000,000 tons of coal in its raw state, and if means can be perfected for firing locomotive boilers by spraying the heavier oils resulting from coal distillation, the problem of producing motor fuel at an economic figure assumes much easier proportions.
It is possible to state that experiments with motor spirit from coal have reached a very promising stage, as have those with creosote fuel, coal-gas and producer gas, and a determined concerted effort should produce valuable results.
The banking interests, too—to judge from recent speeches by their managing directors—are watching sympathetically efforts in scientific industrial research, so that the problem of finance should not be insuper able. E. S. CAPLIN, A.M.I.A.E. Greenford.
How Wood Should be Painted.
The Editor, THE COMISIERCIAL MOTOR.
[3987] Sir,—Your article "Pointers on Body Maintenance" in the issue dated December 30 contains the following statement:—" The underside of the floor is exposed to the weather. To make it waterproof, it should be well painted on the underside and edges, whilst similar treatment should be given to the supporting framework."
Now, if the inside of the floorboards is to be covered, or protected from the atmosphere, all is well. But if one side of a board be painted and the other side be left exposed to the atmosphere, whether indoors or outdoors, there is no better way of setting up warping. The fact of one side being exposed to the weather, and the other side being exposed inside the vehicle, makes no difference. When one side is painted and the other side left bare, the wood will warp and the joints go. Painting closes up all the pores and protects them from the atmosphere. If the pores on the other side be left bare, they will contract and the trouble start. Both sides should either be painted or not touched. It is this ignorance of the ways of wood that brings timber into disfavour.
I trust you will not mind me pointing this out to you, brut every timberman who read the article must have noticed at once your contributor's error.
London, W.8. TIMBERMAN.
[In his article "Pointers on Body Maintenance," our contributor mentions the painting of the underside and edges of the floorboards and the supporting framework, because they are apt to receive less attention than surfaces which are easy of access, his next sentence runs :—"IInder any maintenance scheme it is impossible to inspect hidden parts of the body framework and panelling." That is to saz, it is important to protect these parts while the body is being built, because, without dismantling, it must be assumed that they are in good order. He does not think that there is anything in his article to suggest that he advocates painting only the underside of the floor. He agrees with you that warping may be mused by painting one side of a board only, but considers that warping is also likely to be set up by moisture getting into the end grain, by improper seasoning, by the position which the board occupied in the log, and owing to the fact that the variety of timber concerned is naturally liable to warp. In many instances this tendency is restrained, because the board is securely fastened, or wearing slats and seat supports net as reinforcements. You also say that "If the pores on the other side are left bare they will contract." The pores would contract owing to the presence' of heat, or loss of moisture content in the wood, but they would expand if atmospheric conditions were favourable to the absorption of moisture. All timber is liable to take in or give up moisture when the moisture conditions of the dtmospbere and timber are not in equilibrium. One object of painting is to protect the timber as much as possible from these fluctuations.—En.]
The Positions of Bus Entrances and Exits.
The Editor, THE COMMERCIAL MOTOR.
[3088] Sir,—With reference to your coachbuilding expert's article, entitled the "Rapid Loading and Unloading of Buses," in your issue dated January 20, bas the front entrance any advantage over the rear entrance, or vice versa? For the rear entrance, the extension of the chassis is built out at a minimum height from the floor, on this the platform is built, and is so low that any passenger can jump on or off with ease. In the front, a step is needed, owing to the height of chassis. If a passenger fell at the rear he would be clear of the whole bus 4 so that the danger of serious injury would be lessened.
With a forward staircase the designer is putting the load to the rear. For comfort the average passenger prefers to sit anywhere between the axles, and not over the overhang.
A staircase built inside the body is a little unsightly and occupies valuable seating room, and I think that nothing will beat the circular staircase from the point
of view of safety. G. Foam. Hamel', W.7. Definite Prospects of an Owner-drivers Association.
The Editor, THE COMMERCIAL MOTOR.
[3989] Sir,—Regarding Mr. H. P. Green's letter in your issue dated February 3, the formation of an Alliance of Owner-drivers is definitely under consideration and has been discussed. Its aim is commercially to improve the status of the responsible owner-driver and contribute its influence towards the raising of rates to a reasonable level. The details would occupy more space than th'e writer should seek of these columns, but they are available to any owner-driver who cares to apply for them through you.
Care has been taken to avoid any indication of party spirit, and it is hoped that, should the Alliance become an established fact, it will be recognized by hauliers, as a whole, as a fair competitor and no more. Likewise, there is no intention to usurp the functions of such organizations as the R.H.A., but simply to complete the family circle. (An owner-driver is taken to be he who owns one vehicle only and drives it himself.) London, S.W.11. E. H. B. PALMER.
Legalized Blackmail: A Northern Concern's Experiences.
The Editor, THE COMMERCIAL MOTOR.
[3990] Sir,—" Scythe," in your issue dated February 3, deserves the congratulations and thanks of every employer engaged in road transport.
The term "legalized blackmail" is not a figment of the author's imagination, but a literal truth, which my experience will amply bear out. In the course of my activities as transport manager, I have reason to send drivers from the north to London, a distance, roughly, of 200 miles. Prior to starting, a driver and mate are allowed 10s. each to provide them with a night's eccommodation en route, so as to keep within the terms of Section 19 of the Road Traffic Act.
One driver habitually ran straight through to London, and lie and his mate pocketed the allowance provided for their lodgings. They also applied for board and lodging money for their return journey and acted in wecisely the same way. On one occasion they sold a portion of their return load, the value of which was the subject of a claim against the company. The men were discharged, following full and frank confession of having stolen the goods.
The consequences of this incident are almost beyond belief. Some three months later my company was prosecuted for "causing and permitting" a driver to work longer hours than those prescribed by Section 19. My company was represented by an extremely capable barrister; who thoroughly understood the Act, and in the course of the hearing he forced the plaintiff into the admission of the offence already referred to. Despite the fact that the plaintiff's statement to the police was uncorroborated, they secured a conviction. Pot the defence journey cards in the plaintiff's own handwriting were produced, to my mind the only piece of real evidence either for or against the company. If the presiding magistrate had examined them they would have proved to the hilt that the police had "no case." The result of this was fines and costs, amounting to £00, against the company.
Discussing the matter afterwards with the barrister who represented the company, he used the identical phrase used by "Scythe "—that it was legalized blackmail, because, as the law was framed, any discharged or disgrnntled servant could make an uncorroborated statement to the police and secure a conviction against his employer, even if it were a tissue of lies.
Quo TITRE.
The Editor, THE COMMERCIAL MOTOR.
[3991] Sir,—" Scythe" made some pertinent remarks and it may interest him to know that journeys can DOW be mechanically checked, and it is passible for the management to lay down a standard of operation for the vehicle and to ensure that it is maintained. For
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instance, on the run of 200 miles that he refers to, a schedule could be issued providing that, after a journey of 5i hours, the driver takes his full dinner
hour before continuing. These recorders are being used in large numbers, and they automatically show on a chart the exact period during which the vehicle was moving and when it was standing.
ND matter how objectionable Section 19 of the Road Traffic Act may be to certain operators, they must comply with it. Although the authorities may overlook occasional lapses, when they discover that it is being habitually broken, they take a serious view of it. By using a recorder, operators can have accurate time information showing exactly when the vehicle was running and when idle. This not only allows them to obtain the maximum amount of work from the vehicle, but it enables them to arrange and maintain their schedules within the provisions of Section 19.
T. V. REDETON, Managing Director, London, W.C.1. Servis Recorders, Ltd.
"The Ministry Needs Road-transport Experts, But . . . ."
The Editor, THE COMMERCIAL MOTOR.
[3992] Sir,—I was interested in the leader entitled "The Need for Transport Experts," in your issue dated February 3. I know of a case where application was made from a thoroughly practical, as well as theoretical, expert in mechanical road transport, whose services were offered unconditionally to the Ministry of Transport. The only acknowledgment received was as follows, with the usual line obliterated :— " which will receive attention. Men with a comprehensive grasp of road transport are needed at the Ministry, but are not wanted by the officials."
There is also need for those in an advisory capacity, se as to prevent the repetition of attempted rules and regulations which have defeated themselves, but which are irritating and subversive to a great industry.
Gloucester. EXPERTO CREDE.
How to Exist in the Face of Rate-cutting?
The Editor, THE COMMERCIAL MOTOR.
[3993] Sir,—I am an owner-driver of a furniture van, and would ask for your advice, or that of any of your readers, on the question of excessive ratecutting. I work for one firm, and of late have been troubled by being forced down, as it seems that my charges are too high, whilst, in my opinion, they are already too low, so I have either to lose work or "meet the customer."
have reason to believe that the customer's statement is correct, when I am told that "some contractors can do such and such a trip cheaper." I am suspicious of one competitor as being an offender, by the way he speaks to me, in the matter of obtaining return loads and dockets for petrol, because he would otherwise apparently not be able to get home. I feel sorry for him, because I think he has been seriously misinformed, or he lacks common sense, when it comes to running a lorry.
I am conscious that such contractors cannot last, but the main point that concerns me is, can I last until he goes out of business?
I was asked for a price for a 350-mile round trip, first and last deliveries to be made at points 100 miles from home on parallel roads, and I knew that to travel from one road to the other would not be easy going, not forgetting that loading time would probably be four hours. Aware of what I was up against, I priced the job at £7 10s., and this did not meet with the entire satisfaction of the client, who told me that it was not a full load. To my mind, only the tail-board would have been empty
What is one to do in these difficult times? The old proverb, "half a loaf is better than none," is quite all right, but I am beginning to think that there are many folk with very small appetites. HIRAM. London, E.3.