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OPINIONS FROM OTHERS.

31st March 1925, Page 26
31st March 1925
Page 26
Page 26, 31st March 1925 — OPINIONS FROM OTHERS.
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Which of the following most accurately describes the problem?

Keywords : Conductor, Truck, Bus

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 lor views

expressed is accepted,

London Street Traffic Problems.

The Editor, THE COMMERCIAL MOTOR.

[2331] Sir,—In the interesting article on the problem of London's Street Traffic by a "Leading Traffic Authority,' which appeared in the issue of The Commercial Motor for March 24th, no mention is made of one important fact—namely, that the recent Order of the Minister of Transport was promulgated on February 19th, but was made retrospective to January 1st. It is true that certain indefinite warnings were given earlier, but, as Scotland Yard went on taking chassis numbers and issuing licences and schedules, and in no way discouraged the owners of new vehicles, the omnibus proprietors certainly have a case for consideration.

The present dissatisfaction would largely have been avoided had the order applied from the date of promulgation and not retrospectively as from January lst.--Yours faithfully, TEE BRITISH MOTOR TRUST CO., LTD. , G. EUSTACE, Secretary.

Westminster, S.W.1.

A Strain on the Driver.

The Editor, THE COMMERCIAL MOTOR.

[2332] Sir,—Having been interested in motor haulage as a driver since "100 miles and deliver same day " was first coined as a slogan, I was much amused to see the account of two "typical" trips by Dennis lorries belonging to a Northampton firm (The Commercial Motor, March 3rd, 1925, page 70). Allowing for better-class and perhaps more up-to-date lorries, I should like to ask :—First, did the driver keep strictly to speed limit and how much time is to be allowed for unloading ?—f or you cannot unload furniture as one does ballast, by. turning a handle and tipping it off, whilst it would take longer to load. Again, does the driver stop for any meals? Twentyfour hours, one must admit, is a very long day. Do the driver and mate make any overtime? Of course, at times we cannot have it all our own way, but I think that a claim that such trips are typical is a bit out of the ordinary, and I feel glad I am not a driver under similar conditions. The average of 12 m.p.h. explains itself, for one must allow that it wants keeping up for 24 hours on end. Hoping you will excuse me for encroaching on your valuable space, but I felt that I could not let this go unchallenged.-

Yours faithfully, F. N. NEAL. London, W.

The Honesty of Bus Conductors.

The Editor, THE COMMERCIAL MOTOR.

[2333] Sir,—I observed that, in your editorial remarks upon losses of bus fares from pilfering, you very carefully limit your remarks to the few black sheep in our ranks, and I agree with you that bus conductors as a class enjoy normal honesty. " There is now none of that terrible underpayment which in the days of no tickets and no bell punches, caused the men to regard as their own all takings above 50s. per bus per day. Wage rates rose to a fairer level when the new system of checking takings was introduced, and none appreciated the change more than the men—or the better section of them, for men as a body have an innate sense of what is right, and even if a wrong become customary it goes against the grain in the majority of cases. If my laudation of the bus conductor should seem -overdone, may I ask whether it has not often been B42 noticed that when a passenger has paid his fare as he left the bus—perhaps only having had a short ride, during which the conduct-or has not had time to reach him—the conductor has punched a ticket and thrown it away ? The other day (being off duty and having a bus conductor's holiday on the bus) I saw a conductor do this, looking-aver the top of the bus at alighting passengers, and in such a position that he might reasonably have thought that no one could have observed the action. This showed that it was not mere ostentation but innate honesty that prompted him, without thinking, to do the right thing by his employers.—Yours faithfully,

London. OLD-TIME CONDUCTOR.

[We have often noticed this practice on the part of conductors of punching and throwing away tickets. Intact, se far as London is concerned, no` cases of dishonesty have been observed.—E.,

U.N.] Eliminating Vibration from Passenger Seats.

The Editor, THE COMMERCIAL MOTOR.

[2334] Sir,—Would you permit us to make certain remarks in reference to your very admirable article in the issue of The Commercial Motor for March 10th, on the subject of ambulances, calling your attention to the value of Float-on-air cushion specialities for this class of work ?

On page 108 you refer to the difficulty of giving complete comfort to passengers in a recumbent position. We have many testimonies from users of our Float-on-air beds which convince us that this is the only method for providing real -comfort to ambulance cases. On page 108 you state that 10 ins, is often occupied by a cushion of small springs and good upholstery; with 4 ins. to 5 ins. of Float-on-air cushion an absolute barrier against all vibration is provided. It is an absolute fact that perfectly healthy and strong people suffer a curious form of fatigue after long journeys in a motor vehicle, and this is scientifically explained to be the effect of a very fine form of vibration on the spinal column. Metal springs do not eliminate this since their rebound is uncontrolled, but the Moseley Float-on-air cushion, based, as it is, on a low air-pressure system, has been proved time after time to stop this vibration with complete relief of all ill-effects.—Yours faithfully, Manchester. DAVID MOSELEY AND SONS, LTD.

The Risks in All-night Haulage.

The Editor, THE COMMERCIAL MOTOR.

[2335] Sir,—I was very interested in your article in the issue of The Commercial Mo-ior for March 3rd on all-night haulage.Having been in the trade myself these past four years, I quite agree with you that two men should travel on each lorry engaged on all-night driving. I know of cases where one man is regularly in charge of a four-ton lorry, for 40 hours or more, without any provision being made for him to get any rest. He leaves a town in the North, nearly 150 miles from London, at 5 p.m., and arrives in London the next morning ; he is engaged all day delivering his load and picking up another one, and then starts straight away for home again.

One of these days there is bound to he a serious accident, with, perhaps, a loss of life. Who is going to be held responsible—the driver or his employer

I think the firms who expect their drivers to do this kind of thing are worse than those who cut the rates down, because they are a danger to both human life and property all along the road.—Yours faithfully,

A NORTH-COUNTRY OWNER-DRIVER.

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People: G. EUSTACE
Locations: Manchester, London

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