OPINIONS and QUERIES
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Exhaust Gases of Oil Engines. Controversy on the Modern Fast Vehicle. " An 261bsolute Friend."
Accident Liability
The Oil Engine and Carbon Monoxide.
The Editor, THE COMMERCIAL MOTOR.
[3506] Sir,—The day may not be far distant when the freedom from carbon monoxide of the exhaust gases of oil engines will be a determining factor in favour of this prime mover. It is, of course, common knowledge that the exhaust of the petrol engine contains an appreciable quantity. of this dangerous constituent, particularly when working under variable-load conditions.
• Another point which deserves attention is that, the greater the number of cylinders in a petrol engine, the more likely the trouble t.s to occur owing to unequal mixture distribution. With the oil engine, however, whiCh has a perfectly equal distribution of its fuel, the trouble cannot arise.
It is interesting to note the results of some tests of the atmosphere in London. At Vauxhall, a range of 32 to 61 parts of carbon monoxide per 1,000,000 of air was disclosed. At Wellington Street. Strand, the figures were 37 to 68. As there are beCween 20,000 and 60,000 parts of carbon monoxide (by volume) in 1,000,000 parts of air, it shows the rapid dissipation of exhaust fumes, even in the comparatively calm air of London streets. It is, of course, principally in confined areas, such as docks and loading bays, and particularly in garages, that the danger from carbon monoxide is so prominent. Road tunnels also present a striking example of the danger of the situation.
.Shere. E. S. SHRAPNELL-SMITH.
Is the Modern Fast Vehicle an Improvement ?
The Editor, THE COMMERCIAL MOTOR.
[3597] Sir,—During the past few years many improvements have been snade in respect of speed and smoothness of running in both passenger and goods vehicles, and it is on the latter type I base my remarks as a small haulage contractor and owner-driver. I would ask, is the modern vehicle comparable with the old in soundness of structure, durability and economy? Personally, I do not think so. I have two modern vehicles of a well-known and well-advertised make, a 6-tonner and an 8-tonner, which are a year old. I have also two vehicles of the same make, one 13 and the other 14 years old. These " crocks " have been fairly well maintained, being overhauled, mostly at a general holiday time, whilst renewals have been made when necessary.
Before we decided on modern fast goods vehicles, we formed the opinion that these old vehicles cost too much to maintain, but my experience with the new vehicles has completely reversed this opinion. The inducement to go in for modern fast vehicles was that I would be able to move my loads quicker and get extra loads in. This is quite true, but the earnings of the new do not double those of the old, as was suggested to me before I came to a decision. I am, however, getting away from my argument. I submit that the modern, fast-moving vehicle is not in the same street for soundness and durability. Before I ventured on the new, I had five old vehicles of the same make as the new ones I intended to buy, and we had never to turn in on Sundays to keep up the maintenance. Not so with. the new models. We are compelled to remove cylinder heads every six weeks to grind in valves and decarbonize. The average weekly mileage is 600 for the new and 350 for the old. The two old vehicles are Still going strong, being brought home, filled with petrol and oil, and are no further trouble. They need no week-end attention, as do the new vehicles ; these must have it or be kept in •• on days when they should be on the road.
It is claimed by the manufacturers that the units of the modern vehicle are better treated, scientifically, than the old. Yet I have experienced breakages in many working parts that would take up too much space to tell here. Perhaps I expect too much for my speed, and my object in writing this is not to prejudice any progress in modern vehicles, but as a feeler as to the opinion of other users of the " speed-merchant " class, and as to whether their experience is the same as Irly Why British manufacturers copy the " Yanks " so ranch is a mystery to me and to many others. There is nothing to beat British ideas, so let us have them in all makes that bear British names. I can well imagine some of your readers saying, "This chap must have bought a couple of duds." Well, whether I have or not, other opinions would be interesting. I may add that I have read The Commercial Motor for 15 years, and am
always eager to see its contents, OLD AND NEW. Littleborough.
An Appreciation from a Reader.
The Editor, THE COMMERCIAL MOTOR.
[35981 Sir,—I am sending this letter as a mark of deep appreciation for the helpful reply that you so promptly sent me.
You can count on me, Sir, as being an absolute friend and if I can ever give the good old C.M. a wee push, or do you a good turn in any possible way, you may be sure I will do so. Thanking you most heartily again.
Oldham. Rcomer MELLOR.
Responsibility for a Collision.
The Editor, THE COMMERCIAL MOTOR.
• [3599] Sir,—We should be pleased if you would give us some advice regarding the following incident :— Recently, we were proceeding towards Basingstoke, and when coming down a hill we suddenly came upon a horse and cart without any light, and, having to brake suddenly, our van skidded and knocked cart and horse over, smashing up the cart. At the same time a car coming from the opposite direction also collided with us. The weather was wet and the road greasy.' We have been told to-day by a representative of our insurance company that the owner of the cart has committed only the technical offence of being without lights, and that legally we are to blame. Will you . please satisfy us on this point? GARAGE. Basingstoke.
[Our legal adviser does not agree with the view expressed by the representative of your insurance company to the effect that no legal blame attaches to the owner of the cart.
From the facts stated in your letter there appears to be little doubt but that the driver of the cart would be held to have been negligent in not having' any light, and it would also be held that there was negligence on the part of your driver in failing to be able to pull up without colliding with the cart. If you were to bring an action against the owner of the cart you would not succeed, because of the contributory negligence on the part of your driver. Equally, if the owner of the cart brought an action against you he would not succeed, because of the contributory negligence of his driver.
If, however, the car which was involved in the collision was damaged, the owner would be entitled to bring an action against you and the owner of the cart.
The point which the representative of the insurance company no doubt had in mind is that the mere fact that the driver of a vehicle has been guilty of some offence against the regulations is not necessarily evidence of negligence so as to make his employer liable in a civil action. That would not be the case where the omission which was a / breach of the regulations was in itself the cause of the accident. —ED.1
Amalgamate the Road Transport Associations.
The Editor, THE COMMERCIAL MOTOR.
[3600] Sir,—No one who has the interests of road transport truly at heart can read the article by your contributor Mr. 11. Scott Hall, entitled "A Plea for United Associations," without feeling that he has raised a matter which should have attention. There can be no doubt that there are too many sectional and little associations in the transport business.
Some are alive, some are just about dead, some even are jealous of others, and one now, unfortunately, is largely under the domination of interests inimical to road transport. The fact that there are so many associations does, indeed, represent the very-muchalive state of this industry, but as we are placed they are often pulling different ways, with unfortunate results to the industry as a whole.
There certainly could, with very great benefit, be one large association representing all those whose trade or business lies on the roads. There should be very definite sub-divisions representing the different sections of the industry, such as passenger, goods, ancillary users, etc., each under the charge of a capable secretary. Such an association, speaking with a united voice, would be a great power for good, and its utterances would be accepted by the Government, which is at present bewildered by the many opinions and differences of opinion which the various associations even now continue to submit to it.
I do think, however, that Mr. H. Scott Hall has somewhat mixed the functions of an association and of a business organization. His suggestion, if I read it aright, is that the associations should get together and take such steps as will help their members to develop their business, and, where necessary, to fight the competition of groups which are already very powerful.
I submit that this is not the business of an association at all, but of a company or, perhaps, a federation of companies. If such an organization should ever be formed it should, I think, not be Mainly with the idea of fighting railways, such as it appears to me your contributor suggests, but with the principal idea of giving better service to the public. It is by this only that road transport exists and has grown to be such a healthy child in so few years. Leave the railways to themselves. Their hopeless lack of organization and management is landing them where they belong.
But there ought certainly to be sought some friendly 3338 arrangement with railways, canals, airways and other forms of transport, so as to insure that there is as little overlapping between them all as possible, but whether it yet be practicable to find that via media is uncertain. At any rate, we have before us the utter failure of the railway scheme of "co-ordinating transport" for their own private and particular ends, by the purchase of bus companies, and we shall not make these mistakes over again. Nor, I fancy, will they.
We should all be thankful to your contributor for raising this matter, because it is undoubtedly a question of the greatest importance to road transport.
Leeds. E. B. HUTCHINSON.
Legislation to Protect the Haulier.
The Editor, THE COMMERCIAL MOTOR.
[8601] Sir,—" Northern Operator," in his reply to me, simply indulges in a mass of platitudes which will lead us nowhere. The fact I want to drive home to him; and those who think like him, is that we are faced with these optional courses :
(1) To let every Tom, Dick and Harry come on to the roads and try to obtain a living by cutting rates.
(2) To safeguard, by legislation, those already established in the industry.
In my opinion, we shall never obtain stabilization or security to develop our businesses without governmental interference. Those who place their hope in agreement between operators to protect rates are asking for trouble. Even if it were possible to secure agreement between all the existing operators, there is nothing whatever to stop another man starting up to-morrow and cutting the agreed rates.
What is wanted is not more lorries on the roads, but fewer. It is pathetic (and, at the same time, sickening) to be pursued, as I am, by an apparently endless number of hauliers, begging me ti give them work ; yet still more men are starting up
Mr. Marston fears the activities of the railways under my scheme, but I distinctly said that the road services of the railways would have to be licensed as well, and that, in the eventual partitioning out of areas, they would be compelled to withdraw from some and recognize the established hauliers as their agents.
In this connection, a friend of mine has been approached by one of the railway companies with an offer to undertake his haulage to places up to 100 miles away by road. Make no mistake; the railways are out to dominate the goods-carrying industry by road, and, with their tremendous resources, we are going to have a pretty rough time if we let things drift.
With regard to the Area Commissioners, I am against licensing by the present Commissioners, because :—(1) There is a clear distinction between the carriage by road of goods and the conveyance of passengers ; (2) the existing Commissioners are not sufficiently representative of the various interests concerned; (3) they have quite enough to do already.
Birmingham. TRAFFIC SUPERINTENDENT,
Labour for Spray Painting.
The Editor, THE COMMERCIAL MOTOR.
[3602] Sir,—Being interested in the spray painting of commercial vans and lorries, I shall be obliged if you will kindly inform me as to the conditions that obtain in England as regards the labour employed and the rates of pay. Are skilled trade unionists employed, and, if so, at what rates? Do any of the spraying contractors employ semi-skilled men exclusively, and, if so, at what remuneration? A. Q. MCPARLAND. Dublin,
[So far as the bodybuilding trade is concerned the introduction of spray painting has not made any material difference as to the conditions of employment and rates of pay. The men's union does not make any distinction between brush and spray painting. Rates of pay vary from is. 21d. for unskilled or semi-skilled workers, whilst the more experienced men are paid from is. old, to is. 8d. Spraying may be done entirely by youths and semiskilled men in such trades where only one or two coatings are required and no attempt is made at filling:up or rubbing-down. For cheap lorry work the same remarks would apply if the spray were used for applying either oil colours or cellulose.
However, taking the bodybuilding trade generally, the division of labour is much about the same as formerly, that is, the lower-paid men do the priming, filling and rubbing down, and the better-paid men the finishing coats and polishing.
There is no demand for special skill, such as is necessary for applying a final coat of varnish with the ,brush. Economy should result because spraying is a quicker process than brushing.
An experienced man is required for supervision work to see that right technique is adopted with each coat, that all apparatus is kept clean and that the right air pressure is maintained. The experienced man is also valuable for deciding on the course of action with repainting work, especially when the vehicle in questien has previously been painted in the traditional manner and has much exterior woodwork and applied mouldings.—En.]
Evidence in Cases of Exceeding the Speed Limits.
The Editor, THE COMMERCIAL PiloTon.
13603] Sir,—I am a regular reader of your journal, and would be very much obliged if you would enlighten me on one point. A lorry driver was overtaken by a policeman and accused of speeding. The driver denied speeding and his second man assured me they were not exceeding the limit allowed.
What I should very much like to know, is, does the word of a solitary policeman, unsupported by any witness, carry more weight than that of the man accused, whose word is backed by a witness? CONTRACTOR.
Hanley.
[With regard to speed prosecutions, section 10 (3) of the Road Traffic Act provides that a person charged with driving a motor vehicle at a speed exceeding the maximum for that particular vehicle, shall not be liable to he convicted of the offence solely on the evidence of one witness to the effect that, in the opinion of the witness, the person charged was driving the vehicle at such greater speed. Unfortunately, it has been held that the evidence of a police officer as to his opinion as to the speed of a vehicle, coupled with his evidence of the speed which was recorded by the speedometer on the vehicle which he• himself was driving, is not solely the evidence of the officer that in his opinion the person charged was driving at an excessive speed, but is sufficient to enable that person to be convicted.
Where a single police officer gives evidence of his opinion as to the speed of a defendant, also givinr,' evidence as to the speed recorded by the speedometer on the vehicle which he himself was driving, and evidence for the defendant is given by himself and one or more witnesses, it is entirely a matter for the magistrates to decide whether they will accept the evidence of the police officer or the evidence for the defence.—En.] A Driver's Views on the Road Traffic Act.
The Editor, THE COMMERCIAL MOTOR.
[3604] Sir,—I read with interest " Southern's " letter about the Road Traffic Act killing the transport industry. If it be out to kill this industry, why have the railway companies bought shares in all the large bus undertakings, even those belonging to some corporations,, and in certain instances have bought them completely? The Act is certainly being used to eliminate the small man.
As a bus driver, I am convinced that the section relating to drivers' hours, etc., IS ridiculous, as we are often at work for 14 hours, with 30-minute to threehour breaks between. These periods are intended for rest and refreshment but often no suitable place isavailable, and it means hanging around in the cold streets. It is like working longer hours with less pay.
I am sure that drivers were quite content before to work reasonable hours so long as they were paid for it.
I hope other bus drivers will give their views about the Act. At present many seem content to keep grumbling and carrying on until the services are stopped. Huddersfield. Bus DravRR.