OPINIONS and QUERIES The Editor invites correspondence on all subjects
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connected with the use of COMITIerdell majors. Letten 'ho aid be written on only one side of the pafrer. The right of abbreviation is reserved and no responsibility for views expressed is accepted. Queries mail be accompanied by a stamped, addressed envelope.
PRACTICAL EXPERIENCE WITH PRODUCERS-GAS PLANTS VOUR articles on producer gas are of particular interest to me as I have had the unhappy experience of attempting to mike several lorries run on this type of fuel.. Referring to that by Mr. A. C. Morrison, in your issue dated September 5, I must agree with him regarding the excessive wear and tear on engines, also the large amount of time spent on cleaning, but r do not agree that the Government should assist the manufacturers of these plants, for I think that concerns like my employer's should be entitled to any rebate which might be provided.
We have six plants now, which, in less than 12 months became absolutely out of date. These alone have cost nearly £1,000, added to which is the cost of repairing and converting back to petrol engines which have been ruined by unnecessary strain.
I do not say that producer gas is of no use; on -the other hand I would say that it is of value and that a lorry will (*rate on it, provided that a modern plant be used and the engine be correctly fitted.
I agree with Mr. Morrison that the plants which are now on the market are 100 per cent. more efficient, and as we are well aware that the petrol supply will be more difficult in the near future 1 can see that we shall again have to fall back on the plants.
I kave had experience in the production of coal gas which is very helpful, but unless we are equipped with the mit, type of plant it is useless to waste good material and time -by ruining more engines.
I would be pleased to receive any suggestions by any of your experts on matters relating to producer gas or plants for making this fuel.
I may also add that my employer (a gas company) is now producing fuel for plants which I think will
show very good results. GARAGE FOREMAN. Market Drayton.
HOW SHOULD DRIVERS BE GRADED?
THE views expressed by "Instructor," Manchester„ in your issue of September 5, with reference to the grading of drivers, are certainly interesting. He stated" that as a result of his experience as a driving examiner of the Ministry of Transport he feels that there should be four grades of driver:—(1) first-class h.g.v. driver: (2) second-class driver capable of handling a vehicle up to 3 tons; (3) moderate driver, safely able to do shortdistafice work, but probably of little use for trunk services; (.4) the man who could be trusted only with inferior vehicles, i.e., those practically on the point of
benig written off. • ' Whilst my experience leads me to be extremely critical of each of the suggested grades in the order given, I will confine my remarks to two grades, namely 3 and 4, taking 3 first. The majority of vehicles operating on short-distance work is to be found in • and arormd industrial towns, ports, quarries, brickworks, building sites, etc., where the very nature of the work entails a degree of skill in nianceuvring the vehicle and loading a2.8 and unloading by no means below the standard required in operating trunk services between distant points, where the job is mainly one of straight driving. Certain it is that the short-distance driver dodging around our industrial centres must be skilled, because of the congested and confined nature of the area to be traversed.
With regard to 4, it wobld appear quite definitely to requjre a driver of infinite skill to operate an inferior vehicle on the point of being written off. Surely a mechanically defective vehicle • in the hands of an unskilled driver would constitute a real menace, whether in a town or on a country Mad. Personally, I would rank drivers of this type of vehicle amongst the first grade and not at the bottom.
Regarding wages, the rates are already based on carrying capacity and locality grading,. so this point appears to be met. INTERESTED. London, S.W .16.
ARE DRIVERS' MATES SO EASY TO FIND.?
D EADING a iecent issue of The Commercial Motor," noticed that the Minister of WarTransport states that a youth or a pan over. military age would be suitable for a driver's mate on a heavy vehicle and trailer. How easy it seems ! -I would be pleaied to hear from him where they are, and if they will hanrlle hides ex docks and markets, wet or dry, and if they do not mind turning Out at 6.30 a.m. prompt. Also I hope that they do not expect more than E8 per
week--I have had some! L. J. W.R. Warrington.
TRANSMISSION UNIT FOR 'PETROL-ELECTRIC VEHICLE • DESCRIPTION of a transmission unit for petrol electric vehicles appeared in " The Commercial Motor dated August 15, and further points concerning this were raised under " Passing Comments " in your issue for September 12. As I have spent many years following the performance of petrol-electric and alternative methods of transmission, these interested me.
It would appear that-_the design referred to closely resembles the Entz systtm, offered for sale. in at least two types of vehicle in this country in 1922-3.
Both systems appear to, be similar, in that a single machine is expected to. perform the duties of a separate generator and motor, ,and it is in this respect that performance is limited. In the first place, because a com-, bined generator-motor is employed the propeller-shaft speed must, while the engine is pulling, always be lower than erigine speed, but in order partially to overcome this difficulty a high rear-axle ratio is selected.
This is satisfactory so far as it goes, until fairly steep hills are encountered, when the mad speed falls away rapidly and early stalling can be expected. To overcome this point it was usual to provide an emergency mechanical low gear, unless, of course, one -employed an engine so large as to be entirely out of proportion.
The ideal transmission calls for considerable variation
in engine-propeller-shaft epeed, but neither of these systems has the ability to apply torque to the propeller s:naft when it is revolving at above engine speed, therefore one of the main advantages of electric transmission is lost. It also appears necessary to provide a mechanical gear for reversing, so that, again, the full advantage of an all-electric transmission is absent.
I agree with Mr. C. K. Edwards that hundreds of these alternative transmission systems are put forward, but history indicates that comparatively few were ever constructed, whilst fewer still survived as commercial propositions.
There is, in my opinion, only one system of petrolelectric transmission, the Tilling-Stevens, which has survived and been copied, entirely upon the merits of its performance and its excellent reputation.
P. J. HUGHES, M.S.A.E., A.M.Inst.T. Ashford Road.
, EXEMPTION OF DRIVERS FROM FIRE-WATCHING THE present Fire-watching Order, covering all classes of men except those officially exempted, such as policemen, Home Guards, etc., is surely going to fall hard
on road-transport drivers. • When rest and sleep mean so much to the carrying out of their job efficiently they should certainly be included in the list of exemptions.
North Harrow. MAINTENANCE FOREMAN.
HELP OFFERED FOR A DRIVERS' ASSOCIATION WITH reference to the proposed drivers' assdciation, 4." I would like tooffer my services for the encouraging of membership in this district if the intended body meets with the success it deserves, and anyone decided to take the plunge. Personally, I would do all in my power to bring about the success of such a body, and have a certain amount of spare time available.
Willand, Devon. E. Msremses...
IS MAIN PROBLEM OF HAULAGE CAPITAL SHORTAGE?
A s it is not often that I contribute to your valuable 4—Ipaper, I trust that you will allow me a little space in which to comment on an article by " Tantalus" in your issue of September 12.
SO far as the Hindley scheme is concerned, this is not dead—it is only sleeping. The "square deal" and the imminence of war interfered with plans which were almost completed. The scheme is still being proceeded with, handicapped, naturally, by war restrictions and regulations. The near future and post-war positions of road haulage, in my opinion, not only require the fullest co-operation by associations but theY will need much more attention, to the financial and economic position than has hitherto been given to it. One great trouble in this great industry of haulage has always been the acute shortage of working capital, and in my opinion the industry will never be put on a sound basis until this question is faced. Future events will show whether I am right or wrong:
I feel proud of the fact that I was one of the promoters of Traffic • Movement, Ltd. The fine articles written by your well-known contributor, S.T.R., in the summer of 1940 are before me. In those he states: " It is what is vital if. the industry is going to succeed. It is what is absolutely necessary if most of what I have termed middle-class hauliers are to survive." The resuTts which Traffic Movement, Ltd., has achieved make it unnecessary for me to defend its existence. They are obvious
to any intelligent person and its performances might have been much greater had its full development not been arrested by the fact that other associations failed to co-operate in the movement, which might have been of tremendous glue this winter.
So far as the Standing joint Committee is concerned, am I to take this as a compliment? The facts are that I am not even on the committee; I have attended some of the meetings as a deputy, but I have never sought, nor have I been, asked, to occupy any position connected with the S.J.C. or the proposed new organization. I do think the time has come, however, when we must begin to face realities and cease to devote almost all of our time to matters which are more of a political nature. REGINALD HINDLEY. Manchester. 4. • A CHEAP AND SIMPLE . PREVENTIVE OF DERMATITIS DURING the process of manufacture and test in our works of oil-fuel-injection pumps and atomizers oil fuel is used, but despite the use of protective clothing and Rosalex slight dermatitis sometimes appears in the form of irritation.
It may interest your readers to ,lknow we have found that application of a solution of Epsom salts in warns water prevents the spreading of the irritation. In one, severe case continuous application effected a complete cure.
Epsom salts of the commercial grade, which can be purchased very cheaply from the chemist, are quite efficacious. R. BREALEY, Director and Secretary, London, N.2. for Simms Motor Units, Ltd.
[The suggestion contained in this note is of very considerable interest. it will he recalled that, for some few years now, Epsom salts, or magnesium sulphate, has, in the form of poultices, been extensively used for the treatment of bolls and carbuncles, which complaints are closely allied to the later stages of 'infection resulting from oil dermatitis. It would be of considerable value if scientifif or medical authorities, or literature, could be adduced in support of the efficacy of the treatment—ED.) SKILLED DRIVER FORCED TO WORK AS LABOURER ONE of my drivers had his licence suspended not long ago for not having an insurance certificate for his private car. Naturally, it was no good my retaining him in the circumstances.
For some time he has been engaged as a labourer, working' with an R.A.F. maintenance unit. Now, his licence has been regranted to him, but the Ministry of Labour refuses to release him for his ordinary work as a commercial-vehicle driver. Incidentally, he has lost over £1 per week in wages, besides having to pay bus fares, but this is not so important as the loss of his services to road transport, as I am in great need of lorry driver § for undertakings of great national importance.
He has been before a Board of Referees, but this Board will not permit his release.
I shall be glad to know if anything further can be
-done in the matter. G. RE. Mitcheldean.
[This is only one of many cases of round pegs in square holes. Why any Board of Referees or the Ministry of Labour should consider that a man can give more valuable service as a labourer, than as a driver leaves us in a state of amazement',. Almost anyone with sufficient strength, even with the poorest other qualifications, can do general labouring work, whereas drivers belong to a skilled occupation and are in great demand.—ED.1