Measures for Measures
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D.. you know that irregularities in the rate of the earth's rotation make it difficult to say how long a second lasts? Did you know that the yardstick on which linear measurements in this country are based has shortened by nearly two parts in mi. in the past half-century? Did you know also that the law prescribesmeasurement of the yardstick at "62 degrees of Fahrenheit's thermometer," although there is no known legal definition of the Fahrenheit scale?
Readers of the report of the Committee on Weights and Measures Legislation will soon get the impression that nothing is certain. The second is suspect, the yard stands convicted, the present system of weights and measures is confusing, and the committee recommends a change to the metric system over the next 20 years., .
Vehicle operators may feel that the present arrangement is to their advantage. The report says nothing about speedometers or recording clocks, but drivers may like to quote the capriciousness of time as a defence when charged with speeding or with exceeding the permitted number of hours. Nor will the haulier need his elastic tape-measure when accused of venturing outside the 25-mile limit, if he can maintain on the authority of the committee that the unit of measurement is two parts in I m. short and that the temperature would be well below 62 degrees of Fahrenheit's thermometer if anybody knew what that was.
Vital to Hauliers The importance of the report to goods carriers does not end here. They are vitally concerned with many of the recommendations, for although most commodities have transport problems peculiar to themselves, the haulier's task in general may be defined as taking a certain weight or volume from one place to another.
The committee has examined the existing legislation covering a wide range of commodities, beginning with groceries, provisions and household goods, with a chapter on such items as bread, milk, meat and fish, and another on fresh fruit and vegetables. The interval at the half-way mark is appropriately devoted to a learned discussion on the advantages of a precision tool for measuring the " nip " and the "reputed pint." Paint, knitting wool, tobacco and liquid fuel are next dealt with fairly briefly, and this part of the report concludes with chapters on solid fuel and on sand and ballast.
'Tightening the Law The committee apparently approves of the present weights and measures law in principle, but practically all the recommendations involve either tightening up the law or using more precise standards of measurement.
The most comprehensive recommendations concerning the haulier are those dealing with sand and ballast. At present, with few exceptions, sand and ballast must be sold or carried by weight or by cubic measure. Road vehicles may be approved as measures, provided that they conform to the regulations and are verified and stamped by an inspector. Carriage of sand and ballast in Scotland is free from any form of weights-andmeasures control.
The committee recommends the extension of the regulations to Scotland. Another recommendation is that it should be an offence in all circumstances to sell, or to have in possession for sale, delivery or conveyance, sand and ballast which is of less weight or measure than that represented. Under the existing law, it is held that the offence can be committed only at the place where the conveyance note is signed. The driver of the vehicle, also, is now responsible for the provisions of the conveyance note and is guilty of an offence if a note has not been provided for the delivery. It is recommended that responsibility should be shifted to the employer or the person undertaking the sale or conveyance.
Wider Exemption There is now an exemption from the usual requirements where the owner receives no payment for sand and ballast which is carted away from his property. This exemption has been held to apply where a third person contracts with the recipient to remove the sand and ballast at a price based on weight or measure, and the report recommends widening the scope of the present legislation so as to include such a transaction.
The pit-owners who gave evidence before the committee asked that every vehicle used for conveying sand and ballast bought by cubic measure should be calibrated, or that the Board of Trade should legalize suitable batch loaders. The committee accepted the second suggestion, rejecting the first on the ground that it would impose an unjustifiable obligation on the occasional buyer, such as the farmer wishing to carry away a load in one of his ordinary farm vehicles.
Further recommendations would make it illegal for a calibrated vehicle to carry more than the amount for which it is calibrated, and would make vehicles with completely removable boards ineligible for approval as legal measures. Railway wagons, states the committee, should no longer be excepted, but should be tared or calibrated in the same way as road vehicles.
Additional Powers Additional powers are proposed for inspectors. The committee wishes them to be allowed to stop vehicles in order to check deliveries, and to inspect vehicles both on the highway and on any premises in which trade in sand and ballast is being carried on. Finally, it is recommeaded that the sand and ballast provisions should be extended to cover not only moulding and refractory sands, but agricultural salt and chalk, lime, earth, chippings and all fertilizers sold in bulk.
If the report were put into effect, there would be a large increase in the number of calibrated vehicles and, presumably, in the number of inspectors. Operators should examine the proposals carefully, particularly those giving more power to inspectors, and be ready to deal with any new legislation that may be introduced. In fact, so wide is the range of the report...that every haulier will find something in it of interest to him.
As is natural, the members of the committee appear to have one-track minds. To them, such matters as speed, efficiency and economy are of little significance beside the question of whether the vehicle is carrying the exact load shown on the records. They are perfectionists; the ideal weight and the ideal measure are their goal. Operators should frame their policy accordingly, and oppose any extension of the law which serves merely a theoretical, and not kuseful, purpose. Suitable siting can do much to fset this defect if alternative posi 3ns be available. A cantilever elter with a tall building on its )en side will afford better shelter an one on an open site. Obviisly, it is impracticable to consider e prevailing wind and similar ctors as the most important in leiter siting, although sometimes a w yards in one direction or the her can improve the facility Tered.
It is important that a shelter be aced close to the kerb, because assengers will not remain in the shelter if there be a risk that a bus will pass them by. The best way to secure full use of shelters is to convince passengers that they can be seen by bus drivers. Failure to do this will MSC passengers to line the front of the shelter or even to stand some distance from it.
An interesting concrete cantilever shelter is made by Passenger Shelters, Ltd., Copthall House, Copthall Avenue, London, E.C.2. It is robustly built, requires minimum maintenance and is ,. intended to overcome some of the defects of this type. An accompanying illustration shows the kind with one end-closed, and although this restricts pavement
space, it does not impair visibility. A valance is built on to the top edge of the roof and although it is short, it forms a useful protection.
Advertisements. and traffic notices can. be shown in these shelters. Revenue from .advertisers quickly pays for the cost of the shelters and the cost of maintenance can be recouped in the same manner. One picture shows the shelter with its open side to the pavement and another arranged in the reverse way. A useful and inexpensive addition to. the shelter is a. barrier to assist queue formation and to promote safety.. ,
Shelter maintenances can be dial