OPINIONS
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• QUERIES
WHO INTRODUCED VACUUM BRAKES FOR TRAILERS?
15283) In your issue dated December 17 last you published an article under the title "Ingenious New Automatic Vacuum Brake for Trailers," which we read with considerable interest.
Our interest lies particularly in the fact that we have been supplying this system to our clients for the past 12 months, We also exhibited it at the Commercial Motor Exhibition at Earls Court last November, so that it is with some surprise that we hear it described as The purpose for which this system was evolved by us, its design and method of operation, are identical with the device described in your article.
Moreover, in your issue of January 28 (page 878) details of this system patented by us are given in the matter relating to new patent specifications.
We suggest, therefore, that any claim of novelty in connection with the device can justly be made by the Clayton Dewandre Co., Ltd.
JAS. A. WALKER, Sales Department,
London. for Clayton Devrandre Co., Ltd.
ALL DAIMLER VEHICLES HAVE FLUID. FLYWHEEL TRANSMISSION.
152841 In an excellent article entitled "Drivers Eased Means Passengers Pleased," in your issue of February 11. we are very interested to note that the author thinks that the ideal is reached when a hydraulic transmission is used in conjunction with a self-changing gearbox.
In view of the fact that you illustrate this arrangement on a London Transport chassis by A.E.C., we would like to remind your readers that the Daimler company was the original patentee of this as long ago as 1930, and since that time all Daimler vehicles, both buses and cars, have been equipped with the fluidflywheel transmission—surely a good indication of its popularity and usefulness.
F. G. COUCH, Sales Manager, for Transport Vehicles (Daimler), Ltd. Coventry.
DO NOT TRUST IN INSURANCE "DAYS OF GRACE."
[5285] We notice and thank you for the remarks concerning "days of grace" in your Transit Insurance Notes on page 57 of your issue dated February 18.
In our experience, the 15 days' cover given by the insurance company refers only to personal-injury claims under the Road Traffic Act, and does not cover the vehicle comprehensively, i.e., against injury to the vehicle itself or -against claims for damage to property not covered by the Act. This point is often overlooked by the user of the vehicle
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We also think it is quite common for the insurance company, when renewing the policy, to charge the full comprehensive premium as from the date of expiry. In other words, to charge this for the period during which the -machine was not covered comprehensively, and when either no claim would have been met or, if met, would only have been as an act of grace on the part of the company.
We are by no means certain that this is equitable, but we think it will be found to be the practice of most, or all, insurance companies.
G. ELISTACE, Secretary, for the British Motor Trust Co., Ltd. London, S.W.1.
AN EARLY FOUR-WHEEL-STEERING • TROLLEYBUS.
[52861 I have noticed, during the past two or three weeks, letters concerning the six-wheeled (four-wheel steering) trolleybus operated by Bradford Corporation. I enclose with my letter a photo taken from an old book (1925) of the vehicle in question. (Unsuitable for reproduction.—En.] I remember this bus very well, as when I lived in Bradford I used to travel to arid from school in it. The vehicle caused quite a stir in Bradford at the time. It ran on solid tyres, and I think I am right in saying that Mr. R. H. Wilkinson designed it.
The present-day trend of four-wheel steering goes a long way to show• the foresight and ability of that gentleman. I may add that The Commercial Motor has been continuously in our family for about 12 years, and I wish it all success in the future.
Leeds, S. T. D. FITZGERALD, STIRRED INTO ACTION BY "J.D.P.'s " ARTICLE.
[5287] As a regular reader of The Commercial Motor,
would like to take this chance of telling you how much I appreciated the article "Is Road Transport Lethargic?" by " J.D.P." in your issue dated February 4. As an ordinary -man in the street, I felt that he had hit the nail right on the head, and as a transport contractor it made me feel that I wanted to be up and doing something about it.
We in the transport world know only too well how our livelihood is jeopardized by all the rules and regulations laid down about licensing, etc., but the ordinary man in the street—the man in whose power it lies to alter these things when next he is asked to go to vote at a General Election—he knows little or nothing about these things, because they do not affect his everyday life.
He is a very fair-minded chap this "fellow in the street,and I cannot 'help but feel that if our case could only be brought home to him at the right time public Opinion would be such that no Government
would dare to do anything else but remove all the obstacles now in the way of a transport man running his business successfully.
I agree with " J.D.P." that we small haulage men are the people who must suffer most, and I say "leave the transport world alone to fight its own battles," give what licences it requires and let the best man win in his efforts for success.
I, like many more, have been content to do nothing and hope for the best, but that state of affairs has gone on long enough. I do not belong to any road-users' organization, but I would welcome the address of a secretary of such an organization so that in future I may be able to do my bit towards having matters altered. J. L. LONGHORN. West Hartlepool.
IS ROAD TRANSPORT LETHARGIC?
[5288] Your correspondent is right. The haulier is so busily engaged in his endeavour to make both ends meet, in view of the rates offered by most clearing houses, that there is little inclination to rush into print.
I am pleased to learn from Mr. Walter Gammons that the railway parlours are practically full. Thank heaven there is another parlour door wider open, where the haulier can get a square deal and have the opportunity of running his own business with the certain knowledge that the control of the industry will be in the hands of men of integrity chosen from within the industry.
The combining of units will prove the salvation of thousands of hauliers. Unity is strength, and if I can follow your correspondent into the realms of prophecy. then the voice from this particular parlour will be so strong that railway companies will have to cease their oppression.
I should have thought that traders were business men, and in view of the continued increase in the number of lorries purchased and used by them, could not accept the statement that they are paying exorbitant prices.
Wages will be made statutory, most probably, this year, and if road rates are to be fixed, then Mr. Gammons must allow the haulier a little common sense. Those working actively on his behalf will see that the railways will have to toe the line.
I would suggest that he comes out of his study and learns a little of what is going on, then puts his shoulder to the wheel. One ounce of help is worth a ton of
criticism. D. RICHARDSON, Managing Director,
Chatham. for Gammon and Dicker, Ltd.
ARE CO-ORDINATION SCHEMES SOUND?
[5289] This is neither attacking nor defending any particular financial scheme hovering over the roadtransport industry. It is intended to be a defence of the actions taken by the Associated Road Operators, with regard to .what I will call, for the purpose of identity, the £4,000,000 road-transport combine.
It is in order to dispel certain false reports that I would point out that both the Associated Road Operators and the Commercial Motors Users Association have, and are, working in very close conjunction on the vetting of this scheme. Similarly, both associations are severely scrutinizing other schemes that are in the offing.
It seems to me that the road-transport industry has now reached that stage of its development where the financiers will seek to participate, and, in my opinion, there is nothing that we hauliers can do to avoid this participation.. I submit, however, that if Associated Road Operators and the Commercial Motor Users Association be making an effort to ensure that our financial rationalization is developed along wholesome lines, they are doing only their duty. Surely the protection of our industry is their legitimate function?
Just as it has ruined other industries in the past, a bad financial influence controlling our industry now could ruin it for years to come. Let us profit by the unfortunate experience of those other industries and be determined to keep this stage of our development clean.
London, S.E.19. RUSHOLM BROWN, Director,
for Eltham Transport Co., Ltd.
ARE THERE 2,000 OFFENCES?
[5290] I see it is reported in your issue of February 18 that the Minister of Transport, referring to my speech at Winchester on February 14, denied that it was possible for a driver to commit 2,000 offences.
Actually one national journal misquoted me in its headlines, although not in the text, my actual statement was that there are now some 2,000 offences which motor drivers and manufacturers may commit. I respectfully maintain that this is a fair statement, seeing that there are now 210 Acts and Regulations governing road transport, covering over 600 pages of close print and containing 1,775-sections and 4,518 subsections, each section generally containing one or more Regulations, the breach of which is an offence.
A small example of the increasing complexity of the Regulations is made manifest by the Construction and Use Regulations published last April, wherein the definition of a pneumatic tyre takes no less than 12
lines. GASTON VINCENT, Public Relations Officer,
London, S.W.1. British Road Federation.
CRITICISM OF COST SYSTEM REQUIRED.
152911 We have noted with interest the helpful suggestions which have appeared from time to time in your paper regarding the various methods used for recording transport costs, and we would appreciate it very much if you would give us your views of the method employed by us, which is as follows We have a fleet of 23 lorries and 8 private cars. The lorries are of various makes and sizes, including Bedford; Fordson, Ford and Morris-Commercial of 3 tons, 24 tons, 5 tons, 2 tons, and 30 cwt. capacity.
The records we make are of all running costs, including repairs, licensing, taxation, petrol and oil, each lorry being kept on a separate record for these purposes.
We also keep a maintenance chart, consisting of a list af work to be carried out regularly each week on each lorry, including the general overhaul. Our workshop is well equipped and we employ three mechanics, but do not charge their wages to the running costs of the vehicles.
If you could offer any suggestions as to making our records even more accurate, we would appreciate them,
and thank you in anticipation. M.B. London, W.3.
[The impression I have from reading your letter is that. broadly speaking, your method of keeping track of the cost of operating your vehicles is likely to prove satisfactory. In particular I note with pleasure that you keep a separate record for each vehicle. The point I do not understand is that you do not charge your mechanics' time to the running cost of the vehicles. It seems to me that that is a mistake unless, as is possible, I have misunderstood your remarks. Would you like to send me a copy of one of your record sheets and maintenance charts which, of course, I should treat in confidence and which I could then criticize if criticism seemed desirable. —S. T . R. ]