OPINIONS and QUERIES
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The Dead Sea Neighbourhood as a Health Resort.
The Editor, THE COMMERCIAL MOTOR.
[4128] Sir, —You have been so kind in taking so much trouble over a recent inquiry that I sent you, that I really do not know how to thank you. The responses were so prompt that it implies that British concerns are not so lethargic as many would have us suppose, and the number of the communications has been so numerous and so representative that I must assume that every right-thinking manufacturer reads 7'he Commercial Motor.
Touching on the important matter of the progress of oil-engined lorries, it looks as if the legislation in various countries may act as a deterrent to their development. In Palestine, for example, the licence for runnlng such a vehicle is £175 pef annum against £24 for a similar machine using petrol. The argument of the Government is that the tax on petrol, which amounts to 1s. per gallon, is for the purpose of road upkeep, to which an oil-engined vehicle would be contributing nothing as it is claimed that it is impossible to collect a tax on oil fuel, which is used for so many other purposes not connected with road wear. This enormous licence fee takes no account of mileage; therefore, with oil-engined lorries it is essential to keep them in use every day.
It may interest you to learn that my scheme for making a seaside health resort on the shores of the much (and wrongly) maligned Dead Sea is succeeding beyond my wildest hopes. This Is the hot-weather season, but, in spite of it, hundreds of people come here daily by bus and car to Kallia to bathe in the lake, which has most astonishing rejuvenating effects, for not only does it contain 25 per cent. of various salts, but is found to be equal in radio activity to Franzenbad, the most famous radio-active spring in Europe. The cures that are effected in cams of rheumatism are almost unbelievable, sufferers of 20 years being made well after a few days of bathing.
So far there is accommodation for about 400 people, but on a recent Saturday, when there was a full moon and I had advertised that the new open-air dance floor would be available, the place was swamped by a crowd of nearly 2,000, of whom 500 came from Tel-Aviv, the purely Jewish town which has sprung up in the last 10 years to a population of nearly 70,000. It has great avenues, an opera house, and many cinemas, restaurants and clubs. 'Considering that it is 70 miles from Kallia, it was a sporting effort for 500 people to drive there and back just for a dance by moonlight on the Dead. Sea. Their transport consisted of 22 buses, which left for home at 2 a.m.
I am the only Englishman in Jericho and have my banana and orange groves, and a cow from which I make Devonshire cream to eat with my strawberries. In winter and spring, for eight months, the climate here and at Kallia is perfect. One day people will come to Kallia for the winter and it will be the most renowned place in the world for the cure of rheumatism, asthma and weak hearts.
All our vehicles give 6 per cent, more calorific efficiency, as there is 6 per cent. more oxygen in the air,
the place being 1,300 ft. below ocean level. This dense air is also the cause of its wonderfully healthy effect. There is no malaria, for there are no mosquitoes, and there has not been a single case of illness amongst our 600 workers, who are hard at it throughout the year. They never have to wear sun helmets, for sunstroke is unknown. I do not suppose that you have ever thought of the Dead Sea as a health resort. T. G. Turmoett (Major), " Kallia" Seaside and Health Resort, Ltd. Jericho, Palestine.
The Owner-driver Must Fight for His Livelihood.
The Editor, THE COMMERCIAL MOTOR.
[4129] Sit—In a recent issue appeared a letter in which the question of unemployment was raised. Comparison of man power was sought as between rail and road, ton for ton.
Some might argue that a return to prosperity for the railways would reflect its value on many industries, thereby creating employment that would absorb road-haulage personnel deprived of their own particular occupation.
Here, I admit, is a fallacious but specious argument that -unfortunately, finds favour in these days of theorists. Accepting it in measure, however, I still see poor comfort for the commercial owner-driver who is not inclined, by choice or circumstance, to lend himself kindly to such absorption. In many cases, I fear, deprivation of the only method of making a livelihood that is within his ken will simply force him into the ranks of not only the unemployed but, worse still, the unemployable.
Unless he bestirs himself, the commercial ownerdriver, like the one-man bus and coach operator, bids fair to be exterminated. , E. H. B. PALMER (Captain), Hon. Secretary, Alliance of Owner Drivers.
Are British Tractor Makers Devoid of Initiative ?
The Editor, THE COMMERCIAL MOTOR.
[4130] Sir,—I have to acknowledge your letter of ,Tuly 3 with enclosures resulting from the paragraph that you published in your issue dated June 30. I am indeed grateful for your courtesy and the noexpected kindness you have shown in assisting me in connection with the proposed overseas tractor-trailer scheme.
In view of the interest you have displayed, it is greatly to be regretted that your efforts towards the supply of a British tractor for this scheme have been, to a large extent, nullified by the apparent apathy of British manufacturers of such machines. Whilst the replies from trailer manufacturers were satisfactory. only two offers were received for the tractor people, and the only conclusion I can reasonably arrive at is that British manufacturers of tractors consider themselves to be so secure in their business that they have no desire to extend their sales.
In view of the facts that I have induced my friends abroad (from purely patriotic motives) to defer purchase of German tractors pending consideration of the British-made product, and that you have taken the trouble to assist in this endeavour, the indifference shown is greatly to be regretted.
You have my full permission to reproduce this letter should you consider that publication would do anything towards remedying this apparent lack of initiative. Again I would express my grateful thanks for your
help. TRACTOR-TRAILERS. Manchester.
The Ridiculous 16 m.p.h. Speed Limit on Light Tractor-trailers.
The Editor, THE COMMERCIAL MOTOR.
[41311 Sir,—We have read with interest the letters written by Mr. G. S. Baird and Messrs. T. Bates and Sons in your issues of July 14 and 28 re the unfair limiting of the speed of light articulated six-wheelers. We run several of these vehicles, some of which weigh under 2i tons unladen, and we feel the 16 m.p.h. is an absurd limit when other vehicles of this weight are allowed 30 m.p.h.
Under the Finance Act, 1931, Section 3, these vehicles are taxed as single vehicles, but when it comes to speed they are classified as lorries and trailers.
Our drivers have been summoned several times and in some police courts it is ruled that taxation classification is an indication of the class of vehicle and consequently its Speed limit, whilst other courts say that the limit is 16 m.p.h.
The speed limit of 30 m.p.h. is reasonable and we welcome police action if our lorries be caught exceeding this speed, but the ridiculous 16 m.p.h. limit appears to give the police an easy reward for their vigilance and consequently it receives their very careful attention.
We hope that The Commercial Motor will continue to air the views of transport contractors on this matter, which we consider to be of considerable importance to the industry.
A. W. D. ADAMS, Director.
For Adams Bros. (Super Transport), Ltd. Kingston-on-Thames.
The Use of Trailers for Agricultural Produce. The Editor, THE COMMERCIAL MOTOR.
[4132] Sir,—We have an inquiry for a number of trailers to be used entirely for agricultural purposes by a concern actually growing the crops to be transported.
Will it be legal, in these circumstances, for a Fordson tractor to haul two trailers with loads of two tons each, on pneumatic tyres, without springs? The vehicles will not be used for hire. TRAILERS. Manchester.
[Section 18 of the Road Traffic Act, 1930, provides that the number of trailers, if any, which may be drawn by a motor vehicle on a highway shall not exceed :—(a) in the case of a heavy locomotive, or light locomotive, three ; (b) in the case of a motor tractor one, if laden, or two if unladen ; (e) in the case of a motorcar, or heavy motorcar, one. For the purpose of the section " trailer " does not include any vehicle used solely for carrying water for the purposes of the drawing vehicle, or any agricultural vehicle not constructed to carry a load. It is, therefore, not permissible for a Fordson tractor to draw two laden trailers. With regard to springs, Regulation 7 of the Motor Vehicles (Construction and Use) Regulations, 1931, provides that every motor vehicle, other than a motorcycle or a mobile crane, and every trailer drawn thereby, shall be equipped with suitable and sufficient springs between each wheel and the frame of the vehicle. The Regulation does not apply (a) to any vehicle registered under the Roads Act, 1920, on or before January 1, 1932; (b) to any trailer constructed before June 1, 1931, until January 1, 1935; (c) to any motor tractor not exceeding 4 tons in weight unladen, if all unsprung wheels of such tractor be equipped with pneumatic tyres; (d) to any land locomotive, land tractor, land implement, agricultural trailer or trailer used solely for the haulage of felled trees ; (e) to any motor tractor not exceeding 4 tons in weight unladen used in connection with railway shunting operations which is used on the road only when passing from one portion of the railway track to another for the purpose of such operations. The expression "agricultural trailer" means a trailer the property of a person engaged in agriculture which is used on a road only for the conveyance of the produce of, or of articles required for, the purposes of agriculture.---En.] Fitting Vaporizers to Petrol Engines.
The Editor, THE COMMERCIAL MOTOR.
[4133] Sir,—We are contemplating the fitting of vaporizers on Ford vehicles and would value your advice on the matter, especially as to which make of attachment you can recommend.
J. J. ScARYTE.
Leicester. (For Scarffe Bros.).
[It is not so much a question of which make of vaporizer can be recommended, but more a question of carrying out the conversion under the supervision of a fully qualified engineer, in order to guard against possible errors in the matter of cold-air shields to obtain proper manifold temperatures, carburetter settings, choice of lubricant, etc. Such conversions, if carelessly carried out, may be the cause of bearing and other troubles, and, above all, a strict watch should be kept on the condition of lubrication oil. If it is being diluted by unburnt fuel, it must be changed so soon as its viscosity is doubted.—End The Interior Illumination of Coaches.
The Editor, THE COMMERCIAL MOTOR.
[4134] Sir,—After reading about a case in The Commercial Motor regarding the necessary interior illumination of public-service vehicles, I would like your opinion on my case and as to whether I and my driver are guilty of breaking the law.
The driver was bringing colliers home from their work at about 6.20 a.m. when a police car pulled up and the officer said that he would have to report both of us for not having an interior fight in the vehicle.
The type of vehicle is a sun saloon with a roll-back head, and, according to how the law reads, a vehicle with a movable head does not need interior lighting during the hours of darkness.
Wigan. H. WILSON.
[Paragraph 39 of the Public Service Vehicles (Conditions of Fitness) Provisional Regulations, 1931, dated March 13, 1931, provided that adequate artificial lighting shall be provided for the illumination of any deck fitted with a permanent top, and paragraph 7 of the Public Service Vehicles (Equipment and Use) Provisional Regulations (No. 2), 1931, dated July 4, 1931, provided that the lamps obtained in compliance with the above provision shall be kept lighted at all times during the hours of darkness when passengers are being carried. The above Conditions of Fitness Regulations were amended by the Public Service Vehicles (Conditions of Fitness (Amendment) (No. 2) Provisional Regulations, 1932, dated March 31, 1932, by the addition of the following definition ;—"` Permanent top' means any covering of a vehicle other than a hood of canvas or other flexible material which is capable of being readily folded back so that no portion of such hood or any fixed structure of the roof remains vertically above any part of any seat of the vehicle, or in the ease of a
• double-deck vehicle of any seat of the upper deck of the vehicle." From this you will see that interior lighting is necessary in the case of a vehicle with a roll-back head where any part of the head which is over the seats does not roll back.—Bn.]