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We welcome letters for publication on transport topics. Address them to Commercial Motor, Dorset House, Stamford Street, London SE1.
Driver comfort and safety
I found the feature on "Driver comfort and safety" (CM, May 21) most interesting, but it amazes me—as a professional driver—that so much could be written without giving emphasis to what. in my opinion are the most important requisites for driver comfort and safety.
The modern ideal of almost perpendicular coachwork and, steering columns having scarcely any rake has certainly not helped matters, particularly as in this type of vehicle the pedals are almost invariably positioned too close to the driver's seat, making it impossible for him to stretch his legs and so forcing him to spend his working hours with legs bent at an uncomfortable angle.
A comfortable driving position is surely of more value than such gimmicks as radio or air conditioning, and far more important to health and safety than a wealth of fancy trim or extravagant instrumentation; yet few vehicles, at least in the heavier classes, at present in production, can honestly be described as being comfortable to drive.
I cannot help thinking that, were I a manufacturer of commercial vehicles, I would sooner employ a panel of experienced hgv drivers to advise on cab layout and driving position than call on the services of a Reader in Human Biology, no matter how brilliant he may be in his own field.
There is nothing like doing a trunk from London to Doncaster and back every night to give one an insight into ergonornics!
Another thing I seldom see mentioned in relation to driver comfort is the problem of fumes in the cab; some currently produced vehicles, particularly those fitted with Gardner engines, are notoriously bad in this respect, unless the engine is hosed down every week which can lead to electrical troubles, and the vehicles become completely uninhabitable in the event of broken fuel or injector pipes.
Surely, it is not unreasonable to ask for adequate sealing of the engine cover so that, in the event of a pipe fracture, one could get to a garage without being suffocated on the way.
In conclusion, I would like to inquire why the excellent driving position and comfortable seating of such mediumweight vehicles as the K.M. Bedford and D series Ford could not be provided in the 32-ton-class where many of us work in an environment that has scarcely improved in the 30 years I have been driving? E.G. CORKE, London, W13.
Lazy drivers
I am interested in the CM articles on gearboxes.
Nearly all commercial vehicle drivers are too lazy to use the gearbox as it should be used; most of them start off in second on a fourspeed box even when it is loaded, and this is why we have to replace so many clutches.
Eaton two-speed axles make all the difference, but even then most drivers only use them as an overdrive. Also, too many of themput the button down, start in third when empty, change up, then lift the button. This can cause failure on the third gear hub through overloading the gear. The Albion box with an overdrive top or similar is one of the best, especially with a hub reduction axle.
I am afraid that any box with more than six gears will never be used as it should be. D. V. BROWN, Tottenham.
Claims that don't count
Your excellent contributor, Mr John C. Vann, has, perhaps, been a little misleading in his article in your issue of April 23 1971. He has given the dual impression that the knockfor-knock agreement is designed to harm an operator and that motor insurers take advantage of this to the detriment of an operator's premium.
It might be as well to say, firmly, that the K /K agreements produce a vast saving in claims handling costs and prevent a lot of litigation. Without these agreements, the cost of motor insurance in the United Kingdom would be at least 50 per cent higher. In other countries (where these and similar agreements are not in force) motor premiums are considerably higher.
Given space, I am sure that Mr Vann would have added the following:—
"Let's take another example. Suppose one of your lorries is involved in an accident with a car, your lorry driver being 100 per cent to blame. Your lorry costs £100 to repair which your insurers pay and put on your record. The car, which was brand new, is a write-off at El ,600, which the car insurers pay but which they will be unable to recover from your lorry insurers due to the operation of the knockfor-knock agreement. Therefore, the £1,600 does not appear on your record. If you should have several such accidents in any insurance year, you can see the possible consequences you will get away with murder !"
Mr Vann also says "the only claims payments which normally should count are those made where the operator or his driver is at fault". Apart from, for example, fire claims or theft claims or the unidentified third party driver?
A. E. DONALD Director, Ernest A. Notcutt and Co Ltd, Beckenham, Kent. John Vann writes: My intention was not to "knock" the knock-for-knock and! do not feel I have done so. What I did try to stress was that some motor insurance underwriters misuse the figures thrown up by the knock-for-knock, and such misuse can work to the disadvantage of the operator who should thus be wary at renewal.
As to Mr Donald's example, have you ever come across any insurance company letting you get away with murder? Believe me, insurers are not daft.
Licensing irregularities
I was very interested to read in CM some time ago about West Lothian minibus operators who were prosecuted for running without road service licences. Now, with even greater interest, I have read in a later issue that they have had their application for such a licence refused.
Yet here in London this law is infringed every day, and running without psv and licences also occurs. In East London alon "pirate" operators go so far as openly to apr for hire regularly in the local Press.
It seems that it would be pretty safe advise these West Lothian operators who a trying to do the right thing and run und licences, to set up business here in Lond( and operate without any of the said licenc, at all—and run with impunity.
D. BAR psv operate London E.1
What support for Hgv Safari?
On the front cover of Commercial Mote May 14, is an advertisement, bearing tl legend "E.R.F. GT!" and below, at the botto of the page, is a very thought-provokir phrase: "Pity there's not a Truck Monte, or Truck Marathon "Why is this?
Such events as the Lorry Driver of t Year competition, and the National Coal Rally, are poor relations when compan to the London to Mexico, or the East Africi Safari.
Successive governments have bid us export, and surely the motor industry's ma export is that of commercial vehicles; tlbeing the case, why not offer a showroo to the world, where British vehicles can I seen in competitive motor sport, holding th4 own against the best of them.
Picture Scammell's, ER F's, and Volvc racing over the Alps, or thundering across tl tortuous roads of East Africa; or Graha Hill coming into the pits driving a Guy Big So come on Commercial Motor, or son enterprising body, how about sponsorir a marathon?
R. MITCHEL (Hgv driving instructo Northampto
Stop, halt, arra tez !
MANY users of Holmes equipment must ha' been highly amused to see the recen. published picture taken on our new Wreck Operators' Course, showing a wrecker with i side-leg badly bent. We were not amused, b it did go to prove beyond any shadow doubt what we have been saying for year that inexperience or a casual attitude operating a wrecker can be dangerous to si the least.
This mishap was caused while trying to c a recovery job with an Englishman in charg a German who spoke no English on tl controls, and a Swiss and Frenchman givir forth advice from time-to-tiMe.
While we are the first to admit that wreck signals are of international origin so that ti should be unnecessary, it's a trifle diffici when the German' on the controls sudder decides to hold a discourse on the Comm! Market with his French compatriot, with t back to the man-in-charge. It might ha improved things if the man-in-charge kric the German. for "stop" or even somethil more rude and to the point in internatior language.
We hope Holmes wrecker owne everywhere will be able to take this as pro of what we stressed so strongly during first instruction course.
Wm. C. JACKS01 Managing Direct( Dial-Holmes (England) Ltd, Heni