Opinions from Others.
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on mu side of the paper only, and type-written by preference. The right of abbreviation is reserved, and no responsioility
for the views exPressed is accepted. In the case of experiences, names of towns or localities may be withheld.
The Consett Accident Inquest.
The Editor, THE COMMERCIAL MOTOR.
[1,416] Sir, — Having noticed a letter from " Kritikus " re Consett accident, I thought the opinion of a " Cosnmer-Car " driver would be of some interest to him. I have driven " Commer-Car " chars-a-bancs over some of the worst of roads, and I should nob hesitate to take a car of the same type over the very hill on which the accident occurred, I am sure that everyone who is familiar with Devonshire will admit that the hills are especially bad ; yet, driving a" Commer-Car " char-k-ba,ncs, I had no difficulty on hills either in climbing or descending. Both side brake and foot brake on " Commer-Cars ' are beautifully efficient, and it is only necessary to use
the brakes intelligently to keep out of trouble. I had many passengers express their entire satisfaction with the car, and one gentleman even asked me whether I had three brakes, because I came down Dartmeet Hill at such a slow pace. Everyone who knows this bill will have nothing but praise for a car which will come down it at seven miles per hour, and will also climb it at nine miles per hour.
The year previous, I drove a car of the same type between Killarney and Glengariff, and had no trouble on those hills. I myself have had the gears jump out, but I never attempt to desczmd hills on low gear as the brakes are quite reliable if properly used and periodically inspected. I am at present driving a three-ton " Commer-Car " in Canterbury, and occasionally I have to descend White Horse Hill, fully loaded. but T can always stop on this hill when I
like—Yours fait hfully, " CANTAB."
The Editor. THF. COMMERCIAL MOTOR.
[1.1171 Sir,I have read the letter signed by " Kritikus " which appeared in your issue of the 14th inst., and take the strongest possible exception to the remarks attributed to me when giving evidence at the inquest at Consett on the 30th ult. The context of my remarks on the question of running down a hill with the engine in gear has been grossly distorted. What I really said was " there was a certain amount of truth in the driver's rents.rk that his gear may have had a tendency to jump out if it were out of order, in which case he could not use it to retard the car." Your correspondent's version of the matter entirely misrepresents facts as well as my evidence, and his remarks in connection with the under-cutting of the claws tending to give them an easy "lead out" shows only his unfamiliarity with our gearbox : it should be perfectly obvious that in descending a hill with the gear in action the normal driving faces of the coupling are not in engagement at ail, the work being done by the rear portion of the dogs. The backing off of the metal on these dogs certainly reduces their depth of engagement., but if the couplings are correctly adlusted the amount is amply sufficient to prevent jumping out. There is not the slightest reason for assuming that the engine could be used as a brake only when the gear is fixed in "direct drive" position. The ar
rangement of all gear positions is equally effective, providing the dogs are in proper adjustment and condition.
My company will be glad at any time to demonstrate this fact to all interested.—Yours faithfully, C. M. LINLEV, Chief Engineer,
Luton. Commercial Cars, Ltd.
The Daimler Train: An Echo of the Strike.
The Editor, THE COMMERCIAL MOTOR.
[1,418] Sir,--During the strike and previous to same, one of the largest firms in Birmingham was hung up for the delivery of materials forming the basis of the goods they manufacture. The goods were in depot in Liverpool, and the problem was to get delivery at the rate of at least six tons a day. With commendable foresight this big Birmingham firm chartered the only possible means of hand]ing big loads available : this was one of the Daimler Co.'s road trains. The price paid for the hire of same was something like E25 per day, and the terms were agreed upon. Mind you, this was before the railway strike, and the big Birmingham firm were quite satisfied when they heard that during the railway strike as much as £100 per day was offered for the use of one of these trains.
In comparing the workshop costs of the Daimler road train with, say, a road locomotive and trucks, it is interesting to note the advantages of the road train. It can travel 100 miles without water and fuel, at a speed well above the limit, if desired. It can enter and back out of any yard where a horse and cart. can go. It can cross most bridges without fear of penalty or fine, and its inclusive running costs can be put at, say, not more than £3 10s. per day, so that, as a hiring proposition at ,C6 per day, there are good profits. The usual charge for a steam road locomotive and trucks is 23 per day. Now let me compare the output of each machine. In a day of 10 hours a Daimler road train will move 24 tons for a distance of 60 miles. The steam road locomotive will move 24 tons 30 miles in the same time. So that the cost of hiring both machines is practically similar. But the Daimler road train has many advantages in handling and travelling, and in comparing the weight of the two locos, a great advantage is shown in favour of the Daimler outfit. The steam road locomotive should weigh not more than 14 tons. It 15enerally weigh about 16 tons. The weight of the Daimler train locomotive is only some 4 to 6 tons, and no one axle of the train is of more than 6 tons weight.
Threepence a ton-mile is generally the lowest price that a contractor using a steam road locomotive and trucks will quote for haulage work, including empty return journey ; so that, in estimating, a delivery of 24 tons 15 miles, and returning 15 miles empty, will earn 24 10s. The Daimler road train, under the same conditions, will earn £9, due allowance being made for extra time in loading and unloading upon the two journeys.--Yours faithfully, Birmingham. T. C. AVELINO.
The Organization of Motor Transport.
The Editor, THE COMMERCIAL MOTOR.
[1,419.1 Sir,—If the late national strike has had no other beneficent effect, it has at least directed the attention of the public to the important part which motor transport is destined to play in the commercial life of the nation, and it is now freely admitted on all sides that motor transport possesses peculiar advantages which cannot be claimed by any other method.
The advantage which was most appreciated by the public during the past strike was that the employees of motor transport are not drawn from the ranks of trades unionism, and were therefore free to serve the public at a time when other branches of the transport world had withdrawn their labour from the market. This advantage, however, is rapidly diminishing, as trades union officials are busy canvassing this field of labour, and already have gathered in a fair percentage of drivers in the north. Having made a start, it may not be difficult to complete their task.
It may, therefore, be taken for granted that employers in the motor-transport field will before very long find that they will have to cease negotiations with individual employees and manage their men through the trades union officials. There are many reasons why such a change will be very unwelcome to employers. For instance, it is not comforting to feel that drivers in future will look to trade union officials to negotiate with their masters ; it removes the personal touch which means.so much for the success or failure of all motor-transport work. Then, again, there is the question of standard rate of pay. Any man who has dealt with drivers knows how vastly they vary in value. An average driver may be worth 30s. to 22 a week, but a good driver for long-distance work may be easily worth 12 10s., and, as the good man will always be in the minority and the inferior man in the majority, the latter will always be crying out for equal wages to the former.
The real difficulty, which will face the employer, unless steps are taken to avert it, is that be, representing an individual firm, will find himself negotiating with an organization which represents the whole of the labour of the transport world. Such a condition of things would not only greatly handicap the employer in insisting upon what was fair and reasonable, but the mere fact that he only represented one spot of the field of transport, whilst the other side represented the whole extent of that section of the labour world, would make negotiations practically impossible ; the two parties would have the greatest difficulty in making their respective arguments even intelligible to each other. It is of the first importance, therefore, that employers of motor transport should be brought together into an organization which can take a wide view of the conditions of labour required to serve the trade, and be able to negotiate with the representatives of labour on equal terms. There is also another reason why motor transport wants to be represented by a proper organization. The whole movement is entering a stage of abnormally-rapid development, and unless it be properly organized it will fail to take the best advantage of its unique opportunities. I have more than once suggested that. the Commercial Motor Users Association would be wise to recognize the needs of the industry which it professes to represent, and to work upon some scheme of organization. At present, it is content to confine its methods to those of the automobile clubs that cater for the pleasure car. Something more is required by users of commercial vehicles, and unless the C.M.U. A. sets about doing the work it will find itself left without, an occupation, for the future of motor tranenort lies in the hands of the professional and not the amateur carrier. There are already signs in Lancashire that carriers and private owners are adopting a policy of self-organization, but I believe a national organization will be required.
It would be interesting to have more "Opinions of others" on a subject which affects the interests of all users of commercial motor vehicles.—Yours faithfully, "A LANCASHIRE CARRIER."
[the General Committee of the C.M.U.A. ia not composed of amateurs This correspondent, we think, writes unintorniedly and somewhat unfairly on that point. The fact is that owners, so far, have not fell under any necessity to pay an adequate subscription to secure the organization and the man for the duties outlined. " Lancashire Carrier" may ha looking ahead, or for trouble. We are not sure which. A federation of employers, which he obviously suggests, is not, in our judgment, an expedient proposition now. The means to confer exist, if requisitionecl_En.]
Commercial Road Carrying.
The Editor, THE COMMERCIAL MOTOR.
[[,420] Sir,—I have read with interest the able contribution of " Reserve " on the much-debated ques tion of Motor Transport for the Regular and Terri torial Forces. The views advanced are evidently those of an experienced officer clearly understanding the problems to be solved in this complex matter. Dealing with seven of his ten suggestions : 1. Ownership by the War Office of Transport. Vehicles for the Regular Army (" Fleets in being ").—I would support " Reserve's ' contention to purchase motors for the Regular Forces, rather than to collect a number of lorries in varying degrees of effi ciency ; supposing the War Dept. purchased 250 motor lorries from a few well-known makers and drew (for a time only) on commercially-employed lorries for the remaining 750 (of similar makes only). This would form the nucleus of a Motor Transport, which could be developed annually, until the Estab lishment was reached. Another important factor would be the training of military motor drivers, who, on expiration of a period with the colours, could be enrolled as a Reserve. Further (although a side issue), it would enable discharged soldiers to transfer to commercial transport, where the services of highly trained men are always acceptable. Again, although the War Dept. have the power to impress vehicles, they would have to face the difficulty of providing drivers for foreign service, especially when the growing apathy of the people regarding military organization is considered.
2. Consideration of the Employment of Such Vehicles in Times of Peace.—This is certainly a difficult question, but the Government might arrange for much of the haulage of various Departments, as Office of Works, etc. to be done by the Motor Transport. 3. Organizat:ion by Fleets for the Territorial Army. —This has already been accomplished by Messrs.
Waring and Gillow_, whose motor wagons are en rolled as the No. 1 Company (without any cost to the Territorial Association). Surely so excellent an example could be developed'? Some day, probably sooner than we at present care to realise, this country may be engaged in a Continental war, and the spectre of invasion become a reality ; then, the advantage of a well-trained Motor Transport would be thankfully appreciated.
7. Consideration of Petroleum Spirit Supply.-(u) Command of the sea, if temporarily in the control of the enemy, would close down supplies ; (b) or the sources from which they are obtained might be impounded for other purposes ; (c) or war might be de clared after a grave dislocation of supplies due to disturbances in the labour market. These point to the neoassity of providing magazines of supply. 8. Consideration of the Supply of Spare Parts.— This is a nuestion of subsidy.
9. Consideration of Personnel.—T am sure that large numbers of men could be enrolled in the indus trial concerns for the Territorial Army. The heads of great transport undertakings might be granted honorary rank, to induce them to further the selection and enrolment of suitable men.
10. R.A.C., A.A. and M.U., and C.M.U.A., A ssistance.—A mostsexeellent suggestion to utilize the highest expert advice available.—Yours faithfully,
161, Oxford Street, W. T. E. HARRISON.