OPINIONS and QUERIES
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The Editor invites correspondowe on all subjects connected with the we of cornmercid motors. Letters should be written on only one side of the paper. The right of abbreoiation is reserved and no responsibility for views expressed is accepted.
FREE THE RAILWAY DOCKS.
[511511 have read with considerable interest in your issue dated August 6 Mr. H. Scott-Hall's article headed " Hull With the Lid Off," in which he sets out to show the abundant use which the City of Hull makes of road transport, despite the bureaucracy of the railways, for they have done their utmost during the past few years to limit road transport from the docks. The first step towards this end was made in 1931, when the railway company concerned prohibited any vehicle from bringing any substantial tonnage of grain from the docks withOut much transhipment and those who were interested or are interested in timber haulage have Hull Chamber of Commerce to thank that they are not debarred from their means for livelihood.
am also pleased to note that traders and others in Hull are making a move towards having the control of the docks and harbour transferred to the city authorities. You may, of course, remember that this course was suggested by me some 12 months ago, and I think that no time should be lost in making this change over and the docks modernized to ease traffic congestion. I think that the sooner this be done the better it will be for the Port of Hull. Many traders, rather than tolerate the " humbug " of the railway, are turning to other and more expensive ports for their supplies.
I read the other week that Mr. Winson, president of the C.M.0 A., prophesied the end of railway " agreed " charges. If these be abolished an excellent opportunity will, in my opinion, exist for the stabilization of haulage rates. H. W. Wren's. Derby, A POINT FOR DRIVING COURTESY.
151161 One of the greatest causes of road accidents between vehicles is undoubtedly that of side-road traffic swinging out on to a main thoroughfare in an incautious manner; but to a large extent this danger is being gradually eliminated by the increased use of the " Halt " sign.
That is to the good of all, but as an association representing courteous driving, we find cause to lament the complete lack of decency that many main-road drivers show to crossing or turning traffic from minor carriageways.
A far-too-common sight on our roads to-day is a vehicle held up for minutes on end while the primary traffic accelerates to make sure of not being stopped by the intruder from the side road or one who wishes to pass across the main road in making a right-hand turn.
Though such " intruders " have no reasonable right to interrupt the smooth flow of main-road traffic in an inconsiderate fashion, they have every right to use the road and to expect a degree of decency and courtesy from those with whom they share it.
H. R. HULL, Secretary, The Order of the Road.
London, W.C.2.
STILL CRITICAL OF RECORDERS.
[51171 The remarks of Mr. T. V. Redston in defence of recorders (Letter 5105, August 6) are outworn and threadbare.
The idea of pinning or otherwise attaching a disc to the driver's time sheet is a matter of system. Three concerns I know do this and another files them away in pigeon holes against the respective vehicle number.
It would be of interest to know what records Mr. Redston's company can show as to these discs being produced to defend drivers in police courts. Why, may ask, has it not become a more regular procedure throughout transport organizations to fit these recorders, so that drivers may have a chance of defending themselves if their vehicles be run to a proper schedule?
I am, indeed, indebted to Mr. Redston for his suggestion as to how I may better my position, but as I happen to look facts in the face and, I hope, have the normal intelligence to appreciate the gulf between theory and practice, it is my desire that I should be able to acknowledge the possibility of flaws and to correct them intelligently before I aspire to a company's directorate.
My statements on running recorders were based on the experience of one of the largest transport concerns in this country, and the "utility" of these instruments is shown by their declining popularity.
I would much have enjoyed a few hours' chat with Mr. Redston, but while he reads this letter I shall be checking over my trunks and belongings preparatory to taking up a position as works manager in Abadan. If I do not fall in love with the work, who knows? I may revert to a foreman.
I cannot say exactly the number of years that I have been a constant reader of The Commercial Motor, but I sincerely trust that I will be able to obtain it each week, eveli if it be late. At least I can be sure of having it posted out to me until I make other arrangements.
take this opportunity of bidding, fond farewell to transport in England and of wishing your journal and its
staff every success. Ex-FOREMAN MECHANIC. Swaythling.
A DRIVER'S PLEA TO THE MINISTER.
[5118] I read with interest recently that Mr. Burgin expressed his views on road transport at a luncheon, and they seemed favourable, to say the least.
A lorry driver on a trunk service between London and Devon wonders if he and his colleagues have found a champion at last. He has been penalized far too long through petty rules and regulations since the old days when it was a common occurrence not to have his boots off for a week.
The new Act allows a driver to work_ no morethan 11 hours; unlike the bus man, he does not have to suffer from indigestion or stomach troubles after driving seven or eight hours.
Legally, he can drive 66 hours a week, but he is not grumbling. If he undertakes to do a job he does it to the best of his ability. What I and thousands more are up in arms against is chiefly undue penalization by the
police; nine times out of 10 this is due to excessive zeal on the part of budding young officers whose enthusiasm often overcomes their sense of fairplay. The lorry driver is an easy target and I wonder if Mr. Burgin knows that a police car is often parked up a lane in the small hours of the morning, without lights. If he would ride with me I would prove this to him. You proceed along, around comes the patrol, a stop Watch is produced, and what chance have you? In due course you are hauled before the local Bench—a probably not-so-jolly old colonel, or a farmer and a couple of dear old ladies, who would be more efficient at a garden party or in the local schoolroom. With two or three endorsements you may lose your licence and, if unable to pay a heavy fine, you are committed to prison.
A man who has never been trained to do other than drive may, and has before now in such circumstances, turned to a life of crime, and his wife and children often suffer.
We have modern vehicles capable of high speeds with perfect safety, and drivers who are capable and licensed by the authorities. On trunk services, between the hours of, say, 10 p.m. and 7 a.m. or 7.30 a.m., give us a speed limit of 30 m.p.h. for heavy motorcars. If I could obtain the necessarY funds I -would organize a monster petition to every transport company and driver in the country.
With snow and ice for our worst enemy, our lot is not a happy one. We have also to guard against a few lunatics and "bright young things" who leave a road house or inn with headlights full 'on, and drive at 70 m.p.h., not 20 m.p.h., constituting a danger to themselves and to every other road user.
We pride ourselves on being able to avoid accidents. With a 30-m.p.h. limit we should have more time at our homes. Mr. Burgin has seen it by plane; if he would ride with me during the night I would endeavour to convince him that 30 m.p.h. is not an anachronism, and that there are truly some gentlemen of the road with a fine spirit of esprit de corps.
Road transport to-day plays a remarkable part in industry, but we have long wanted a Minister who can understand what could be achieved by this extra 10 m.p.h. on derestricted roads. A lot would be gained in
making our job a better one for employer and employee and easing the hostile feeling against the police which is now so rife. Stipendiary magistrates in London do give us a chance, and the Metropolitan Police in general know the difficulties we encounter in London streets, but country police are our chief worry. The methods employed are definitely unfair and do not tend to foster the good feeling which should exist to make our job better and help towards safety first. N, F. Lovarr. London, W .C.1.
A VAN BODY FOR A LIGHT AUSTIN CHASSIS.
151191 Being a regular reader of The Commercial Motor, would you kindly give me some dimensions and working drawings for a, van body? The chassis is an Austin Ten, 1936.
The distance between the front and rear wheel centre is 7 ft. 81 ins. What I should like is the width of the framework, and the thickness, and the various
parts, etc. T.R.E. Birmingham.
[As you require a working drawing of a van body, we would suggest that you communicate with Mr. H. J. Butler, 46, Hart Grove, Ealing Common, London, W.5, who will quote you for one. Let him have a rough sketch of the type of body required, with a few leading dimensions, also a bodybuilder's print of the chassis. B42
which may be obtained from the manufacturers. As a general rule, the bottom framework is cut from 2-in.
plank, the side and back framing from plank, the cab-door pillars from 2i-in. or 3-in, plank and the hoop-sticks from 1-in. to 1/-in. stuff. These are nominal sizes and the finished thickness is from in. to in, less, according to the dimensions concerned.—En.]
HOW TO CALCULATE ALLOWANCES FOR INCOME TAX.
[5120] I am in a difficulty as to what amount I can claim for depreciation for income tax purposes on a 24-ton petrol vehicle. It was bought new in January, 1933, for £280, and covers about 25,000 miles yearly.
I have based a claim on the amount in your Tables of Operating Costs for a 2-ton vehicle. Would the tax authorities accept such a claim? If not, could you inform me how they allow for depreciation?
London, S.E.16. W. R. S.
[The following is the method of calculation of depreciation for your vehicle to suit income-tax methods :
Full allowance.
April, 1933 to end March, 1934.
Value at start £280 — = £266. 20 per cent. per annum for one year 1-10th—£5
April, 1934, to end March, 1935.
Value at start £266 — £53 = £213. 20 per cent, per annum for one year 1-10th—£4 April, 1935, to end March, 1936.
Value at start £213 — £43 £170. 20 per cent, per annum for one year 1-10th--£3 10s.
April, 1936, to end March, 1937. Value at start £170 -£34 = £136. 20 per cent, per annum for one year 1-10th—£3 April, 1937, to end March, 1938. ' Value at start £136 — £27 = £109. 20 per cent, per annum for one year 1-10th—£2 And so on each year.
If the vehicle be sold at any time and replaced by another for the same work, the actual depreciation is evidenced by the price obtained on sale. Suppose it be sold next month for £50. Then in next year's accounts claim : £109 (the value at April 1 this year), minus £50 is £59 for the year, plus the depreciation on the new vehicle worked out again as in the first line of the above statement.—S.T.R.] ADVERTISING PASSENGER WORK.
151211 I have some sunshine-saloon coaches with which I run a regular service six days a week, finishing at 6.30 p.m. each day except Saturday, when I finish at 12.45 p.m.
I desire to fill in the remaining time with club work or any contract job. To what extent in the way of advertisement can I go to be on the right side of the law? I do not hold any licence except that for the express road service.
I was thinking of sending printed-matter to secretaries of clubs, such as cricket, tennis, etc. The question is,
what can I put in this printed matter? C.C. Reading.
[You are not allowed to advertise a particular contract outing, but you are quite at liberty to advertise facilities for handling this class of work. On your publicity matter it would be quite in order for you to point out that you cater for contract parties and give details of the coaches that you can offer for this purpose.—En.]