OPINIONS FROM OTHERS.
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views
expressed is accepted,
From Four Wheels to Six.
The Editor, THE COMMERCIAL MOTOR.
12522] Sir,-With reference to the review of patent specification No. 254,829, covering a two-wheeled attachment to convert a four-wheeled vehicle into a sixwheeler, which appeared in the issue of The Commercial Motor for August 17th, I should like to be allowed to correct any impression that it is necessary for a special chassis to be used with this attachment.
It is intended that the attachment shall he used with any normal type of chassis, there being no necessity for the chassis wheels to be located at the end of the frame as mentioned. It so happened that the example illustrated represented a Ford pattern chassis, in which the axle and wheels are located at the frame end. For chassis of other types, where the frame projects beyond the wheel, I employ on the attachment quarter-elliptic springs looking forward.—Yours faithfully, Redhill, Surrey. W. ADAM WOODWARD.
One of Two Rear Plates Obscured.
The Editor, TEE COMMERCIAL MOTOR.
[25231 Sir,—We should like to call your attention, in the interest of other commercial vehicle owners, to the following case:— On June 24th, 1926, one of our six-wheel Scammell lorries was stopped by a police constable, who reported to the driver that our rear number plate was obscured by dirt and dust and could not be easily distinguished, in accordance with legal requirements. •
B42 Our driver pointed out to the police officer that, although the number which was underneath the body was somewhat obscured by dust, there was a further number plate on the rear door of the body which was quite clean and freshly painted and not obscured in any way. The police constable refused to take this into consideration and the driver was duly summoned.
We wrote to the clerk of the court, pointing out that, obviously, there was a mistake on the part of the police constable, and sent him a sketch photo of the position rif the number plates, and suggested that, in the circumstances, there was no need for us to attend, Notwithstanding this evidence our driver was fined 10s. It would, therefore, appear that in the case of a vehicle having two number plates, even though one is quite clear, should the second number plate be obscured an offence is committed.
We are advised that, legally, no offence has been committed, and we should like your views on the sub ject.—Yours faithfully, J. COVENTON MOTH, Managing Director, Coven ton's, Ltd. London, N.19.
Our reply :— Messrs. Coventon's, Ltd., 112a, Junction Road, N.19.
Dear Sirs,—With reference to your letter of the 13th Inst., the question raised is not at all an easy one. The Road Vehicles Registration and Licensing Regulations, 1924, simply provide that the identification mark shall be exhibited on the front and on the back of the vehicle in a vertical position so that every letter or figure is easily distinguishable. Taking these regulations alone, it appears to us that it might well be argued that where two identification plates are used on the rear of one vehicle it is a sufficient compliance with the regulations if either of these plates be clean and easily distinguishable. But if one plate be fixed to the portion of the vehicle to which rear plates are usually fixed it is essential that the second plate should be fixed in a position where it can easily be seen. Having regard, however, to the 1903 Order, to which we shall refer, we are very doubtful whether, legally, an owner is entitled to have more than one identification plate and to claim that if one plate be not easily distinguishable it is a sufficient compliance with the regulations if the second plate be easily distinguishable. The difficulty is that the following paragraph was included at the end of Article 8 of the Motor Car Registration and Licensing Order, 1903:— .
" So long as the provisions of this Order are complied with different identification plates may be used on a motorcar by day and night or on different occasions."
Part 1 of that Order which includes Article 8 was repealed by the Road,Vehicles Registration and Licensing Regulations, 1921, and the fact that the paragraph we have quoted was not included in the 1921 Regulations or in the 1924 Regulations appears to us to show that the Minister did not intend that it should be permissible to carry more than one identification plate. So far as we are aware, the point has never been raised in any decided case, nor have we heard it urged upon any other occasion.—Yours faithfully,
London, E.C.1. THE EDITOR.
The Editor, The Commercial Motor,
7-15, Rosebery Avenue, London, E.C.1. Sir,—We thank you for your letter of the 17th inst. and for the information contained therein.
It would appear that it is a moot point as to whether we were in order or not. There is no question as to whether our second number at the rear of the vehicle is easily distinguishable, as it is right on the top of the vehicle and perfectly plain for anyone to see. Apparently it would have been in order if we had removed the bottom plate when it became scratched and left the top plate to show, as, at one time we used to run these vehicles with nothing but the top plate in position.
We thank you for your trouble in the matter.—Yours
faithfully, J. B. PARRINGTON, Secretary,
London, N.19. Coventon's, Ltd.
Legalized Injustice.
The Editor, THE COMMERCIAL MOTOR.
[2524] Sir,—May we avail ourselves of your valuable space to protest against a most flagrant case of infringement of the rights of all users of a public service.
By the Economy Act (1926) the Postmaster-General is empowered to imprint upon our envelopes any advertisement he wishes, including publicity matter emanating from competitive firms.
Admittedly, immediately after posting, all letters despatched by us are, in transit, technically the property of the P.M.G.; actually, however, they belong to us. If we send matter through the post contrary to or in defiance of postal regulations, we and not the P.M.G. are proceeded against by the authorities. If documents valuable to us are lost in the post, we and not the P.M.G. are the losers. We, not the P.M.G., pay the cost of collection and delivery, at a rate which, if it be not the highest in Europe, is among the highest.
Why, then, must we submit to the defacement of our postal matter by any person, body or Government whose title to the property could not be upheld in any court?
Why must we submit to the decoration or utilization of our property by public servants in a manner which is distasteful to us and is calculated to result in financial loss to us? Why is the implied contract to deliver Our property in its original condition not respected?
Why must we, at the behest of the P.M.G., subsidize or pay for or facilitate the advertising of other people's goods? Why, for example, should our heavy, world wide mail be converted, without our permission, into an advertising medium from which we derive no benefit, and which may involve us in loss of business?
Why, in order to protect ourselves against unfair exploitation, must we rent or purchase a franking machine or, alternatively, be compelled by the P.M.G. to advertise in a manner which does not appeal to us and whose value is unknown and undeterminable?
May we hope that the wide publicity which this letter will receive will arouse long-suffering manufacturers and traders to combine and undertake concerted action to end this legalized injustice.—Yours faithfully, London. BARIMAR, LTD.
Motor Export Statistics.
The Editor, THE COMMERCIAL MOTOR.
[2525] Sir,—May I call your attention to one little matter ilr connection with the figures given in the issue of The Commercial Motor for-August 17th relative to the comparative exports of commercial vehicles from this and other countries to foreign markets?
Special reference is made to the vehicles exported to Australia, India and New Zealand, from the U.S.A. and this country for the period ending March 31st last, and the figures given agree with the quarterly summary issued by the statistical and information department of the society to which reference is made by you.
In arriving at the comparison between the vehicles exported from the U.S.A. and those of British manufacture, no reference is made in your notes to the number of chassis exported from this country, of which, undoubtedly, a considerable number would be used for commercial purposes on arrival at their destination. To take Australia for example, whilst the export of commercial vehicles from U.S.A. was 3,648, and the number of British-built commercial vehicles of the same type was only 68, this country also exported in that same period 3,336 chassis. When it is borne in mind that of these chassis a considerable number would be over 28 cwt. and would undoubtedly be used for the fitting of commercial vehicle bodies in Australia, I feel sure you .will appreciate that, unless reference be made in any comparison to the chassis exported from this country, a slightly incorrect view is given of the situation. The same remarks apply in the case of the other two markets referred to.—Yours faithfully,
A. HACKING, Secretary,
The Society of Motor Manufacturers and London. Traders.
Auxiliary Gears for Fords.
The Editor, THE COMMERCIAL MOTOR.
[2526] Sir,—We note that in the issue of The Commercial Motor for August 24th you publish our letter of the 18th inst. We very much appreciate this, of course, but might say we did not anticipate your doing so, or we should have taken the opportunity to enlarge upon the point as to braking effects as applied through auxiliary gears on the Ford tonner, the matter being of very considerable importance on this vehicle.
Our comment applied only to " over-drive " (increased road speed) forms of gears as used on the older standard (low-speed worm) truck. In practice, any driver who wants maximum brake power on this would obviously change down to his " direct " Ford top, this being rendered easy by the special positive gear-change feature we provide. But, in the case of Supaphords, used on the " high-speed " tonner, an under-drive" form of gear is employed, this effecting lower road speed and more power relatively in allowing the engine to 'rev." to its full capacity and actually increasing brake power. This is a point which might be advanced for the information of readers of your article " Opinions on Auxiliary Gears for the Ford," in connection with brakes, and we trust -you will consider it of sufficient Interest to publish our further note. It applies to any type of speed-relucing gear.—Yours faithfully,
ELM STREET ENGINEERING WORKS. London, W.C.1.