OPINIONS FROM OTHERS,
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The Editor invites correspoidenc4 on All subjects connected with the use of commercial motors. Letters should be on one side of the papc'r only and typewritCen by preference. The right of abbreviation is reserved, and no respownbility for views expressed is accepted,.
The "Free,Neutral" in Ford. Auxiliary Gearboxes.
The Editor, THE COMMERCIAL MOTOR.
[2024] Sir,—We are, naturally, greatly interested in your editorial offering "a caution" .regarding auxiliary gears for the Ford, and we—as the originators of the device—desire to express our complete accord with your warning. The jeopardy of the " free neutral "(or free " no-gear " position) presents 60 great a risk that your point cannot be too forcibly emphasized.
it behoves anyone considering the application of this very valuable-in-priocipIe addition to the Ford, to make sure that in no possible way under running conditions can the foot brake (the brake on the Ford) be cut out of action. The addition of anything in the way of extra brake mechanism would appear to import a very undesirable complication. For every ordinary purpose, if the foot brake is• kept in efficient working condition, this should be good enough, as most drivers find it to be.
The point in your leader which we wish to question is embodied in the one word "some "—in your last paragraph. This suggests that there is more than one auxiliary gear system for the job, which provides effectually (presumably by specially devised means) for gear engagement and, consequently, against the possibility of the gears getting into a "neutral " position while driving. It is, of course, our business to know, and we can definitely assure you that there is only the one equipment which affords the feature (either in this country or anywhere abroad): that one is the Supaphord.
We suggest that it might be interesting to the readers of your valuable editorial note if they were made aware of this fact when desiring to take advantage of your warning.—Yours faithfully, ELM STREET ENGINEER/NC WORKS. London, W.C. 1.
The Unfairness of Existing Methods of Taxation.
The Editor, THE COMMERCIAL MOTOR.
t20821 Sir,—We are entirely in accord with Mr. J. Harding's views as expressed in The Cotemereird Motor of January 16th. -Like that gentleman, we have ceased to be members of the C.1‘1.1:.A.
We take out a yearly licenee for only one of the three 2seater chars-a-bancs which we own, and for therst three weeks of the present year, after allowing for. tax, we are left with about £6 to cover three weeks' wages, petrol, insurance, depreciation, rent, etc.
The committee about to investigate the methods of taxation have our best wishes, and we are trusting that their findings will be in favour of a return to the petrol tax.—Yours faithfully, p.p. T. LONGHORN AND SONS, T. LONGHORN. New Washington, Co. Durham.
Fines in Bedfordshire.
The Editor, THE COMMERCIAL MOTOR, [2083] Sir,—We should like, through your columns, to suggest to the transport interests in and around London that a strongly supported complaint should be made to the Home Secretary with regard to the excessive, almost vindictive, fines levied by Justices of the Peace in Bedfordshire on motor lorry drivers for the offence' of exceeding the speed limit.
As examples, we may quote two recent fines levied c80 on drivers in our employ "for exceeding the speed limit of 12 miles per hour," amounting respectively to £3 3s. and ,E4 10s.
Are the Justices aware that, in the majority of instances, it is We unfortunate driver himself who has to -pay the fines out of his own wages? In one of the cases instanced above the amount of fine practically equalled the driver's weekly_ wage; in the other it exceeded it by 40 per cent.—Yours faithfully, KEITH AND BOYLE (LONDON), LTD., E. M. MONKMAN. London, S.E. 1.
The Projected Haulage Trade Association.
The Editor, THE COMMERCIAL MOTOR.
[20841 Sir,—We have read with interest the articles under the above heading. Do not waste any further time, the Association is badly needed—ask for subscriptions at once.—Yours faithfully, Per pro E.L.Y. TRANSPORT Co., London. E. L. YOUNGLESON.
The Editor, THE COMMERCIAL MOTOR.
[2085] Sir,—I have followed the recent. articles by your contributor " The Skoteh " with much interest, and his plea in your journal, endorsed by your leader, for the formation of a Haulage Trade .Association is worthy of the' serious attention of all concerned_ It is quite time that some steps were taken to stop the ruinous rate-cutting that is so rampant, the responsibility for w-hieli chiefly lies with the small contractor and some of the clearing-houses. For some time now I have strongly advocated a closer co-operation between the clearing-house and the contractor, and I am pleased that your contributor suggests that the former should be included in the proposed Association.
From my experience of the established contractor, I know that he will be only too glad to take part in any concerted movement for the stabilization of rates. The greatest difficulty will be to bring the small man into line, as this man to-day is proving to be the bugbear of the road transport industry. He has very little idea of his running costs, his establishment charges are practically nil, and he is willing to accept any ridiculous rate just to keep his wheels turning.
A fair rate commands reliability and good service, and this should be one of the strongest planks in the road transport platform to-day.
The clearing-house can do a good deal to educate and assist the small man, and, backed up by a strong Haulage Trade Association, its p.osition would be considerably strengthened. I have little doubt that the bulk -of the established Clearing-houses will be ready and willing to take part in a inevement on the lines suggested, but I do not know what is meant by the " municipally run ' clearing-houses. I was not aware that any such existed; if they do, I shall be glad to hear of them. •
It has always been the policy of the Nottingham Chamber of Commerce that its transport department should work in close co-operation with the haulage contractore. The local contractors have their own trade section within the Chamber, and this, in effect, acts as the local Association. The haulage trade section has no control over the .transport department, although the two work cordially side by side. The transport manager has full power as to the fixing of rates, but it is customary to consult the haulage committee-on matters of special policy.
The stabilization or standardization of rates for the whole of the country will be a stupendous task and must come by degrees, and it is imperative that some form of classification should be adopted. Let us make an effort to form our Association first, and then the larger task can be undertaken by a committee of experts.
The future of the road transport industry depends upon sound organization throughout the country, and the small man who cannot see farther than tomorrow must be brought into line, otherwise he will ruin a growing concern that has great potentialities for the future.—Yours faithfully, • W. DONALDSON WRIGHT, Transport Manager. Nottingham.
The Editor, THE COMMERCIAL MOTOR.
[2086] Sir,—I am quite convinced that the scheme for a Haulage Trade Association outlined in the "Hints for Hauliers" articles, is just what is wanted at the present time. My own firm is not a large one at present—we own three four-ton lorries, four lift furniture. vans, and three chars-h--banes—but it is a common experience, whenever we are so busy that we have to sub-let some of our work, to discover that we can hire at lower rates than we should ever dream of charging ourselves. We have wondered, tincie.and again, how it is that these people can keep on the road : they. are not getting a living wage for the work they do.
From what I have seen of some clearing-house methods it is obvious that few of the hauliers who work for them can know what it is like to sleep on a bed like any other working man, being more accustomed to getting what rest they can on the front of their lorries. Then) they have to put in an enormous amount of overtime, and when all is said and done, can hardly find the wherewithal to buy butter for their bread, let alone money for a few coats of paint. which would considerably enhance the, appearance of their vehicles, which, at present, as regards the majority of them, are veritable eyesores.
The majority of clearing-houses to-day do not take into consideration the nature of the load to carry for which they are quoting. They do not inquire whether it is bulky and light, or may tii dangerous to
handle. All their ideas are focused on the a ton per hundred miles. They do not apparently care whether it Lakes half a day to load, or what difficulties have to be faced at the delivery end. They have their 10 per cent. commission, and there—fort hem-the matter ends.
Now the railway company's driver, whether ofhorse or rnotorvan, says to the warehouse foreman, " Look sharp, I draw out at 5 p.m." At the other end of his journey, too, be will warn the man in charge of the warehouse that, after a given lapse of time occupied in unloading, or in waiting to unload, he will maks a charge for demurrage. If we had a Haulage Trade Association we could adopt the same tactics.
Finally, let, me say that if there is anything which can do to help forward this scheme of yours, you may certainly count on my doing so.—Yours Leicester. CHAS. BACON.
Trailers in South America.
The Editor, THE COMMERCIAL MOTOR.
[20871 Fir,—A municipality in South America has prohibited the use of motor lorry trailers for the following reasons :—(1) Too heavy ; (2) difficult to control in traffic ; (3) too slow ; (4) very dangerous ; (5) make too much dust; (6) damage the streets. The trailers in question are rubber-tyred, of construction very similar to the Carrimore, built light to carry a. load of 31 tons. They are towed by 5-ton petrol motor lorries.
Other vehicles used in the area of the said muiaici pality are 3, 5, and 6-ton motor lorries, and hundreds of two and four-wheeled carts drawn by two mules carrying 11 tons each, which, at times, make the streets very congested.
After these trailers have been running for 13 months without any accident whatever, the municipality referred to will not renew the licence.
The city governed by the municipality in question has no hills, and most of the streets are payed with stone setts, with the exception of two or three streets which are asphalted. It would be interesting to read the views of British municipal engineers and other experts on this matter.—Yours faithfully, COMPANHIA UNIAO DOS TRANSPORTES. Santos, Brazil.
Economy in Exhibition Displays.
The Editor, TEE COMMERCIAL Moroe.
[20331 Sir,—Seeing that the French and Belgians have each had an exhibition of commercial motors. in their eapitals,recently, it is probable that some of the more enterprising of our manufacturers will now be weighing over in their minds the danger of allowing their Continental rivals to. get too far ahead, and will wish to make the very best display at the proposed Show in London next October. It is true that the industry here is in a depressed state, but that must be the ease on the Continent also. Recognizing that economy has to be practised in these times, I venture to make the following suggestion which would, to some extent, reduce the cost to manufacturers, in connection with the commercial motor show.
My suggestion is that no show finish •should be allowed. The vehicles should be-of ordinary finish as regards the engine and all mechanical parts, and also as regards the body. No one should be allowed to leave off any part such as silencer, exhaust pipe or any other part which is necessary when running on the road. Quite apart from ally monetary consideration a chassis or body got up especially for the show is a ridiculous thing and not fair to the purchaser, who is, in common fairness, entitled to goods which are equal to the sample which attracted him and induced him to place his order. The practice of adopting special show finish savours of the shopkeeper's trick of putting a different article in the window from that which he actually gives to the unwary customer when he has got him inside his shop. A large sum is absolutely wasted, at every show by this ridiculous and unfair absurdity of show finish. It is ridiculous even where pleasure cars are concerned, but is even more so with commercial motors, which are evidently articles made for use and not as
ornaments.—Yqurs faithfully, DESIGNER. London.
Detachable Heads for Garford Cylinders. • The Editor, THE COMMERCIAL MOTOR.
[20381 Sir,—We note with interest your article No. 322, under the heading "Hints on Maintenance." on how to get over various difficulties with W.D. Garfords.
Very likely you will be interested to know that the fitting of detachable-type heads to Garford cylinder blocks is a new departure, and has been designed in our works, and we are at present turning out these in fairly large quantities. Some of your readers may be writing and asking you where these maybe obtained We also beg to inform you that the price of these compares very favourably with that of the original type, and nearly every one in the motor trade knows the advantage of being able to remove the head for decarbonization, and the grinding in of valves. Up to the present the demand for these blocks has been very good.—Yours faithfully,
THE SPENBOROIIGN ENGINEERING CO.
Heekmondwike, Yorks. W. PRES TON.