OPINIONS FROM OTHERS.
Page 26
If you've noticed an error in this article please click here to report it so we can fix it.
The Editor invites correspondence on add subjects connected with the use of commercial motors. Letters should be on one side of the paper only arid typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
What is the Proper Depreciation Period ?
The Editor, THE COMMERCIAL 1410TOR.
[2353] Sir,—I am glad to see that in the issue of The Commercial Motor for May 5th you raise the above question, which li one of great importance to those 'who have to prepare figures of comparison of costs of transport by motor against other means of despatching goods.
It may be true that accountants are used to allowing seven years as the correct figure, but accountants, like other people, must listen to reason and be guided by facts. To regard a modern production of any British firm of repute as becoming scrap in seven years is simply absurd. Leaving out those vehicles which were made or used during war tinle, the vehicles of to-day are greatly improved in almost every detailwhich tends to affect the length of their useful life. Since the war almost every firm of manufacturers has had time to attend to the improvement of small details, which, although they may not be apparent to the Tasual observer, all go to make a more lasting vehicle. The .experience of the war has helped the designer to find out weak spots. I have heard it said that the vehicles made before the war were better in many ways than those of to-day, but this is not my experience. We have always heard this cry, and Punch has ever been a sufferer from this sort of comment, but it must be remembered that we are living DOW in what will some day be called " the good old times."
If I were asked to give a figum for the time to be allowed for depreciation I should go even farther than the figure recommended by you. of ten years, and should say without hesitation that fourteen years was not too long an expectation of life for a vehicle of good make which is properly handled.
Among the advances which have been recently made I might mention the use of improved steels for gearwheels, the better heat-treatment of parts subjected to severe stress, the replacing of cast parts by drop-forgings wherever possible, and the use of lighter reciprocating parts and many minor details. Another fact which must not be overlooked is that in the days when the seven years' standard was fixed there was a scarcity of efficient drivers, whereas to-day anyone who is prepared to pay a fair wage can obtain competent drivers. Nothing is more likely to shorten the life of a vehicle than the bad handling by an inexperienced driven—Yours faithfully, FLEET ENGINEER., London,
No. 1 Russian Oil and its Substitutes.
The Editor, THE COMMERCIAL MOTOR.
[2354] Sir,—We have been interested to see the letter on this subject in your issue of May 5th. Whilst having no interest at all in the advertisement 'which is appearing in your publication, may we be allowed to confirm the remarks made by Mr. Nickinson?
As the original refiners of Russian lubricating oils in this country we can claim a fairly wide knowledge of the subject. Our experience coincides with that of Mr. Nickinson, that a motor oil made from No. 1 Russian oil base is the most efficient and satisfactory lubricant obtainable. It is, however, certain that there are many oils on the market at present which do not conform to the standard of No. 1 Russian oil as maintained before the war, and we would certainly advise consumers 042 who are intending to use this type of oil to insist on its being of the recognized standard of No. 1 Russian and not to purchase oil as "Russian oil." —Yours faithfully, SILVERTOWN LUBRICANTS, LTD., ARTHUR STEPHENS, Managing Director. London.
Cheap and Worthless Tools. A Warning.
The Editor, TEE COMMERCIAL MOTOR.
[2355] Sir,—All motorists use some sort of an outfit of tools for small repairs, quite apart from the kit supplied with their ears. A new type of cheapjack shop is springing up in all directions, in the windows of which are displayed large numbers of tools at astoundingly low figures. Many of these tools are labelled " surplus Government stock," and are represented as tools left over from the war. I have before me several specimens of these utterly worthless productions, nearly all of which are of German origin. Among these are the following :—A hammetwith a cast-iron head. This broke on the first blow struck with it, and revealed the 'fact that, instead of being made of steel with hardened faces, It was only soft cast-iron—not even malleable iron. Another instance was a carpenter's brace, made in close imitation of a well-known American make. The jaws of this brace were of common cast-iron, and broke immediately a centre bit was tightened up, hand pressure alone being used.
In another case a centre punch, which was made to look exactly like the product of a well-known American firm, was found to be only useful when used on the softest metals, for when used on steel the point dubbed up immediately. Re-grinding proved it to be made of mild steel ease-hardened, so that, when the hard casino' was ground off, the tool was only scrap metal. Cast-iron pliers and even spanners are being foisted on untechnical users, who are tempted by a low price. I strongly advise those who want tools that will prove to be of use to buy only from tool shops with reputations and to make sure that they are made by British or American firms of repute.—Yours faithfully, London. WORKMAN,
The Chance for the Two-seater Cab.
The Editor, THE COMMERCIAL MOTOR.
[2350] Sir,—One of the chief planks in the arguments of the opponents of the proposal to admit two-seater cabs to London's service is that the present entangled state of traffic would be increased by the appearance of a large number of additional cabs' of a somewhat smaller type than those now in general use. Possibly this is so, but their use might result in many of the older-type four-seaters being displaced.
I think a solution of the problem is to be found in the licensing of a number of both two-seaters and four-seaters without increasing to any marked extent the total number of licences issued. In this way the requirements of all sections of the public will be met.
A wave of the wand will not accomplish this end, but, as some of the more antiquated models complete their term of active service, their places should be filled by suitable types of two-seater. Of their popularity I think there need be little doubt, particularly if fare charges be lower than those now prevailing.—Yours faithfully, • Cannon Street, E.C. DAILY USER.