Opinions and Queries
Page 57
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Stupid Driving Licence Regulations
BECAUSE of an anomaly in the driving-licence group
inging system, I, a transport manager, am unable to drive a pedestrian-controlled milk float. I tried to get my licence amended to include Group C (" Mowing machine or vehicle controlled by a pedestrian ") at the local examiner's office, but with no success. The only solution appears to be for me to take a test, but 1 object to this because of the time involved. Also, a lad of 17 whom I trained to drive a pedestriancontrolled vehicle obtained his Group C licence automatically.
On the reverse side of form D.L.1 it states that a Group A licence covers vehicles in Groups B and C. I pointed this out to the Glasgow Police Traffic Department, which admitted the anomaly but could not give a ruling. Surely if I can drive a 5-ton oiler, I am capable of controlling a milk float at 3 m.p.h. Glasgow. . JAMES CRAWFORD.
A PERSON who elects to be examined with an r-Ielectrically propelled vehicle is issued with a Group A driving licence if he passes. He is then able to drive any type of mechanically propelled vehicle included in that group.
Whilst appreciating that there are already sufficient regulations to be observed, it would appear that a revision of the grouping of driving licences, to ensure that persons are authorized to drive only those types of vehicle upon which they have proved their competence, is necessary in the interests of road safety. Plymouth. C. WARREN, A.I.R.T.E.
Thin Oils in Light Vehicles
I HAVE followed with interest the recent publicity I given to the use of low-viscosity lubricants, but have noted that most of the experiments seem to have been made with oil engines. It would be interesting to know whether any operator of a fleet of lightor medium-weight petrol vehicles has conducted tests. Stockport. W. R. THOMPSON, Transport Manager, Tyresoles, Ltd.
[The manager of a fleet of petrol-engined vans of l-3-ton capacity, operating mainly in London, was recently approached by a representative of an oil company and persuaded to try low-viscosity lubricants. He was advised, however, that they should be used only in new or reconditioned engines. The manager decided to go against this warning, replenished the sump of, his well-worn car with S.A.E. 10 and drove it hard for 400 miles. There were no ill effects, and he subsequently specified thin oils for all the vehicles in his fleet, regardless of the condition of their engines. No harm has resulted from this action, rash though it appeared in the light of the caution given him. On the contrary, the expected advantages have been real ized.—Eo.]
Support for the Low-bridge Bus
DO not wish to appear churlish in respect of the letter I of the Rev, C. I. G. Stobie, published in your issue of May 15; indeed, I realize that he is a man who understands what he is talking about.. But I cannot allow certain of his remarks to go unchallenged.
He states that conductors complain of having to reach over three passengers to ha,nd change to the fourth in a low-bridge double-decker, but would it not make the conductor's job easier if the passenger also stretched out his hand? I think it would, and I follow this practice. I consider that the conductor is safer on the upper deck of a low-bridge bus, because if the driver should brake suddenly in an emergency, the conductor can prevent himself from being thrown along the bus. The reason for this is that he is wedged between the seats and the side of the vehicle, whereas when both his hands are occupied while issuing tickets in a high-bridge vehicle, he has nothing to lean against.
However, the main advantage of the low-bridge bus, as compared with the high-bridge model, is its superior fuel return. The former is, in some cases, 10 cwt. lighter than the normal model, which gives an improvement of approximately 0.5 m.p.g. When one considers the mileage run by a double-decker and the number of low-bridge vehicles operated by certain large companies, this can result in useful economies.
In my previous letter I omitted one point. I consider that a person sitting on an outer seat on the upper deck of a high-bridge bus is liable to be thrown into the gangway when cornering, because of the swing of the vehicle. On the other hand, one occupying the gangway seat of a low-bridge bus can easily put his hand against the handrail. No one can dispute this fact. I agree with Mr. Stobie on the stuffy atmosphere in low-bridge vehicles and I consider that more sliding windows should be incorporated in this type, plus a sliding panel in the roof.
Mr. Stobie stated that Messrs. Young of Paisley refused to standardize on low-bridge buses in order that their passengers should receive full value of the beautiful scenery on the Glasgow to Largs via Paisley route. This is so, although, if my memory serves me correctly, they operated one of these vehicles (of Daimler manufacture) during the war. I would mention, however, that the most beautiful part of the run lasts for only 10 minutes or so. This is simply because the vehicle has to descend a hill which requires the use of first gear, whilst for 45 minutes it has to travel on what is practically a stopstart route through the dreary suburbs of Glasgow and Paisley. Dairy, Ayrshire. G. A. HAMILL.
Pickfords' Monopoly in Heavy Haulage
PURCHASERS of the Road Haulage Executive's assets will be given A licences on a platter. How different from the recent application of Wynn's, of . Newport, who were refused a licence to operate additional vehicles, yet the Licensing Authority was told that Pickfords heavy haulage service contemplated putting a 120-ton trailer on the road towards the end of the year.
It occurs to me, after considering this case and that of Annis, that the whole of the heavy haulage in this country should be specially reserved for Pickfords. It may be asked whether any of the low-loaders which Pickfords acquired will be put up for sale, or whether their present owners will hold on to what they have.
Hounslow, Middx. W. F. YORATI-I.