A Driver and His Views on Parade Polish.
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rr WO letters appear in our pages of "Opinions -L From Others," publicity having purposely been given to the first of them because therein the writer of the letter gives expression to a sentiment so often advanced in connection with parades of commercial motors, whilst the second letter is the outcome of our own suggestion that the owners of the winning fleet should at once reply to a criticism in the first letter, so saving the delay of a week between the appearance of the criticism and the explanation, which, whilst obvious 'to us, was better if it were to come from the people concerned.
We have some sympathy and understanding for the driver, a newcomer to parades, who, after making a special effolt to produce a clean vehicle, finds, when he has paraded his vehicle, that there is pitted against him evidences of " spit and polish " that strike him as being impracticable, and perhaps impossible of attainment under conditions of commercial working. He is, then, in a spirit of disappointment, inclined to underrate such efforts to secure ultra-cleanliness and metallic brilliance and to seek for flaws in the bases of the competition. He is forgetting tradition In the British Navy and in the Army cleanliness in equipment and kit is regarded as one of the absolute essentials making for orderliness, accuracy, efficiency and good discipline. He is evidently ignorant of the traditions of 'the London Horse and Van Parade, the worthy progenitor of the Commercial Motor Parade. Had he spent an Easter Monday at a horse-and-van parade, he would have said he did not know that such fine, sleek animals, such resplendent harness or such glistening vans were commercial use. And if he were to say the same of the c,ommercial motors he would be equally wrong, for the vehicles of the teams which every year take prizes at the C.M.T.T.A. Parades in London, Liverpool, Preston, Nottingham' and elsewhere can be seen on the roads all the year round--as well kept and appearing at any time in as fine a, condition as if they were on parade every other day. External cleanliness is not everything, but, once a man has learned to appreciate and to aim at it, he is keen to go farther and to ensure that what is below the surface and unseen shall be in as good a condition as what is exposed to view. And in the work of cleaning he is far more likely to uotic,e the beginning or the development of any mechanical defect. Thus, " spit and polish" has a real and a practical value. A little consideration would show that it would be very difficult to lay down a workable scheme whereby the
mechanical condition of a large number of vehicles could be assessed for the purposes of a prize award. A. thorough examination would be very costly, whilst an examination that was merely perfunctory would please neither the judges nor the competitors.
Commercial Vehicle Drivers and the Dazzle Question.
CONSIDERABLE rancour is being displayed, or, perhaps, it is 'more advisable to say, fomented, between the drivers of private cars and commercial vehicles in respect of dazzle. Unfortunately for the commercial man, he, while being the victim—for few of the lamps on heavy vehicles can be accused of being the cause of excessive dazzle—is often and, in our opinion, unjustly, also regarded as a road-hog because of a tendency on his part to cling to the crown of the road. It is quite probable that a few of the complaints lodged against heavy-vehicle drivers as a class are justified, but we believe that these drivers who, in the main, form a class possessing plenty of common sense, are seldom guilty of forcing private cars into the ditch, as has been commonly stated.
It must be remenabered that it is a most serious matter to risk running a lorry off the road, for, apart from the often considerable value of its contents, delays may have a serious effect upon trade and, perhaps, cause the cancellation of a contract ; apart from this, the driver who takes undue risks with his vehicle will probably not remain long in his position.
It is all very well to advise driving as close a,s possible to the side of the road, but, from our own road experience, we know that, with the searchlight headlamps often employed, the beams of light are so powerful that it is practically impossible even to see the near side of the road, let alone, what lies ahead.
The transport of goods by road is now one of the most important functions in the life of the community in general. Commercial vehicles may be looked upon as a nuisance by private users of the road, but from the ethical point of view the commercial vehicle has,, if anything, more right on the road than the private car, 'unless this be used for utility purposes..
Much has been written in the interests of the private owner on the subject of " blacking out," as it is called. This is certainly an exceedingly bad practice, but it is a comparatively simple matter to dim headlights to the desired extent without unduly affecting their capacity for lighting the road ahead for a distance sufficient to ensure safety at normal speeds, and there is no doubt, as has been shown in countless instances, that the heavy-vehicle driver guly appreciates the courtesy of dimming when this is extended to him.
Numerous 'devices have been invented with the object of obviating dazzle, and although some possess considerable merit2 yet the majority are practically useless, and it is hardly probable that any action to enforce the use of anti-dazzle means will be taken until stringent tests have proved conclusively that dazzle can effectually be overcome without greatly restricting the light and without incurring great expense. If dimming be not put into general practice, it appears that the only way of partially overcoming the difficulty will be to fit much more powerful lights on commercial vehicles, and perhaps some sort of spotlight in addition, which can be turned on to the roadside.
One of the dangerous effects caused bs, excessive dazzle is the intense blackness which appears to ensue after the lights causing the dazzle have passed. This is a, purely natural effect caused by the closing in of the iris of each eye, and it is sometimes a matter of a second or two before the iris
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again opens to accommodate itself to the lessened light. It is this after-period that is often feared more than the actual dazzle as, during it, objects in . front of a vehicle are for the moment almost blotted out.. Personally, we always pass dazzling lights driving with one eye closed, opening this directly the
lights have passed. This certainly provides a measure of safety.
Standard versus Non-standard Chassis.
ONE of the greatest difficulties which have to be contended with by the manufacturer of commercial vehicle chassis is the insistence by many potential buyers on small deviations from standard practice, many of Which, whilst being most annoying, as they upset routine and thus not only cause delays, but increase the cost, are so trivial as to lead us to ask why they are insisted upon.
Makers usually provide standard chassis having two or three lengths of wheelbase, thus rendering it suitable for large• bodies for light goods, or smallcapacity bodies for heavy goods, different sizes of passenger-vehicle body, etc. Often a chassis is designed with two ratios of gearing for the back axle, so that for very hilly country the buyer has the option of a low gear, or if a fast vehicle be desired, then the higher ratio can be selected. These may be looked upon as standard modifications, but requests are often made for many others. Instances occur of such demands being put forward just before delivery of a completed vehicle.
Some of these deviations from standard may be looked upon as being more in the nature of alterations in design than anything else, and what is most annoying is that if trouble eventually ensues through such modification, then the manufacturer is usually blamed.
We think it would be as well on the part of users to leave all matters of design entirely to the manufacturers, who also usually have the best knowledge as to the accessories, etc., most suited to their particular chassis. We have known cases where frames perhaps an inch or so away from the standard have been specified and enforced, although, in practice, the slight differences were not of the least import
Some users specify sizes of wheels or -tyres, although practically all makers now fit pneumatics or Belida optionally, and they can, in most instances, be left to judge the best sizes for their particular vehicles.
The most successful motor business in the world has been built up round a standard type of vehicle in which not the slightest deviation from standard would be made to the most exacting buyer, and although we do not suggest quite such a rigid adherence to standardization, yet we think that buyers should place a little more reliance upon the knowledge of the manufacturers and that there should be give-and-take on both sides.
In the end it is probable that such a reasonable attitude would reflect to the advantage of the buyer, for it is only by the curtailing of costs in such details that chassis can be sold at their present prices. Trifling alterations of no great importance in themselves may seriously impede output, and even an hour or two on a single chassis may, in the course of a year, amount to a considerable sum which will eventually have to be taken from the buyer.
It should, of course, be understood, that we do not suggest that potential buyers should altogether refrain from asking for special types of vehicle, as it is often only through such insistence on particular features that new and improved designs are evolved. Where ordinary models can be sold without 'difficulty there is little inducement for the maker .to produce others, such as multi-wheelers and vehicles with a lower load-line.