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MR. S. A. WALLACE'S NEW VENTURE.

15th June 1920, Page 13
15th June 1920
Page 13
Page 14
Page 13, 15th June 1920 — MR. S. A. WALLACE'S NEW VENTURE.
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Assembling 30-cwt. Chassis from American Components.

MR. S. A. WALLACE is not only one of the bestknown men in the commercial-vehicle trade, but is also well known by the general public —by the latter chiefly because of his,great and successful efforts to put the famouskSlough)Depot on a satisfactory working basis. Mr. Wallace first came into prominence in this country as chief engineer to the Associated Equipment Co., Ltd., at whose works he introduced, for the first tune in this country, the moving platform method of chassis erection. After this he devoted his efforts and astounding powers of organization to the development of International Motcrs, Ltd., who run the finest Ford service depot in this country. It is not so very long ago since Mr. Wallace figured prominently in the Slough Depot transaction, but since that time this energetic gentleman, with his wonderfully powerful personality, has been, so far as the general public is concerned, hiding his light under a bushel, but no one who knows him expected this state of affairs to last for any considerable length of time, so that we were not surprised to learn recently that be is actively engaged in the construction of a commereial-yehicle chassis, which is being assembled in this country from components manufactured in America. Mr. Wallace's right-hand man in this development is Major E. H. Allday, who is known by many in the trade as a man with an unlimited amount or push, and, therefore, a. man after Mr. Wallace's own heart..

The concern will be known as Richmond Motor Lorries, Ltd., 222, Great Portland Street, W., with works and service depot at 1, Bloemfontein Avenue, Shepherd's Bush, W. 12. We are informed by Mr. Wallace that he is arranging to construct 2,000 chassis per year.

The chast,is, which has a capacity of 30 cwt., is known as the Wallace. It has a four-cylinderedmonobloe Continental Red Seal engine, with a bore and stroke of 3$iins. and 5 ins, respectively, with three-point suspension, the rear supporting arms being provided with recoil springs. The flywheel is fitted with a ring gear, and a power starter can be supplied as an extra.

The three-speed-and-reverse gearbox is bolted gether with the casing of the multiple dry disc clutch, as a unit with the engine.

A nice appearance is ;given to the front of the vehicle by a built-ap cast-aluminium radiator with vertical tubes. The water circulation is by centrifugal pump. The rear axle is the well-known Clark, which is of the internal gear final drive type. Both brakes operate on the rear wheels. The steering gear is of the worm and adjustable split nut type. The usual I-beam forging is employed• for the front axle, and the Jront (wheels run on adjustable roller bearings. Control is by a centrallypositioned change-speed gear lever, .a hand throttle on the steering column, and afoot. accelerator ; there is also an ignition lever. The chassis price is £875. A demonstration of the reserve pulling powers of the engine of this chassis is being given to-day in the Dorking district before members of -lhe Press.

HAULAGE IN THE NORTH.

A Chat with Mr. R. C. Reynolds, the Manchester Chairman of the C.M.U.A.

N THE COURSE of a conversation with Mr. R. C. Reynolds, the Chairman of the Manchester branch of the Commercial Motor ricers Association, a representative of this journal asked him what was his opinion of the transport trade in the north at present.

" I am afraid that it is bad at the moment," he said. ".There are a good many surplus vehicles attempting to get work, and there does not seem enough to go round. You see, the owners of motor vehicles can be roughly divided into two c'esses—those Who have them for use in their own businesses, and thoee wan have a fleet with which they contract to do the necessary carrying for other persons. Now, if the owners in the first class have not enough work to eccupy their vehic'es all the week, they are naturally going to cut in and obtain outside contracts to prevent them etanding idle—in many cases they are prepared to -.accept competitive rates in order to obtain a load.'

" That is just the point," we remarked. " Do you consider it labto accept an unremunerative rate? That is one of the big troubles of the present time. If vehicle owners of either class aim going to accept leads which will not pay merely in order, in one case, to earn a little ,more with the vehicle, or, on the other hand, to obtain a return load at any cost, it is going to create chaos in the industry, and it is merely a case of cutting each other's throats.'

"I am afraid that I do not agree with you,' he replied. " It is no uae stifling competition. These matters will have to adjust themselves, and in the end things will eorneeright. Of course, speak from the point of view of the user, and, naturally, we want to obtain the lowest rates we can. I will admit that if I were engaged in the motor haulage business I should probably hold different views."

But do you not think that, after all, the haulier is entitled to a fair return for his work, and there should be a proper rate for haulage work on the ton-mile basis, which will allow the concern which works on proper lines and tries to obtain efficience to get a reasonabe return on their capital? "

" Yes, I quite see your point of view," Mr. Reynolds replied, " but you must remember that there are other factors, too, which tend to make Come men unsuccessful. Many people have plunged into the motor transport trade with only the vaguest ideas as to how it is' carried on and how to obtain contracts, and they have practically all had the mest, exaggerated ideas as to profits Organization has been an unknown word with many of them; working costs and efficiency have not been studied, and disillusionment was bound to follow."

Mr. Reynolds then gave some particulars of the vehicles used by the Bleachers Association,. whose transport he superintends. They have about 40 Foden and 8 Sentinel :steamers continually working between Manchester and

the mills or bleaching works. Each wagon has a trailer, and carries a total

load of about eight tons. Loads are transported to Salford, where the trailers are provided with shafts and horses while the wagon load is lifted bodily by a crane, and placed on a horse lerry. All

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movement in Manchester itself is done by homes. The steam wagons are used for journeys to Burnley, Bury, etc., and beck, a few Leyland-s are 'used for longer runs, such as to Preston or Blackburn, as the concern find the petrol vehicle. more useful on such wolle. Horses are used for distribution, as it enables the association to split up_ each 8 ton load and send it to two different warehouses, while the Podens can pick up two lorry loads as they arrive, and take them off' to one bleaching or printing works. This is found to be the most efficient method of working.

TRACTORS FOR CHILE.

The Forthcoming ExIiibition of. Agricultural Machinery at Santiago.

I T MAY INTEREST m.anufactozers and

others to know that an exhibition of agricultural machinery will be held in two or three months' time at Santiago, Chile, under the auspices of the Socieded Nacional do Agriculture, and the hope has been expressed by agriculturists and by the directors of the society that fully representative exhibits of British machinery and implements will be forthcoming. It is stated by the Department of Overseas Trade that tractors previously imported have given very unsatisfactory results' and it is considered that the British reputation for sound construction will enable them to End a ready market. The exact dateserpon which the proposed exhibition will take place have not yet been fixed, but interested British firms with agency arrangements in Chile will be able to fellow up the matter further from representatives, and firms not represented may apply for further particular tothe Commercial Secretary to ELM.Legation, Santiago, Chile, It is also suggested that, where possible, copies of catalogues should be submitted to the Commercial Secretary, printed preferably in the Spanish language.

The tractor considered to be most suitable for Chile is one of the general purposes type, capable of taking a three furrow plough, for each of which 10 lep. should be allowed. It is stated that, at the present time, the American 30 h.p. tractor is quoted at 2,000 American gold dollars f.o.b. New York, which works out about 2,700 American gold dollars c.i.f., and that a British tractor of approved model and similar horse-power, at the. same, or even a slightly-increased price, would always obtain preference. On a recent occasion, when an exhibitime was held, many agents did not-avail themselves of the opportunity of exhibiting British goods,„ On account of the cost involved, and it is suggested that manufacturers should contribute something towards the cost of exhibiting.

Perhaps, in this connection,one may take the opportunity of pointing out that, however desirable it may be for the development of the British tractor and implement trade abroad, it is necessary that the borne market should not be

• neglected. Many farmers who have paid a deposit on a British tractor are now complaining that they have been waiting for over 12 months, and they do not seem to be any nearer their machines than they were then.

If British manufacturers desire to maintain the home trade, they must __not neglect home customers for the sake of those abroad, even though, owing to the rate of exchange, foreign trade may favour them.

ASSISTING HAULIERS.

Eliminating the Evils of Rate-cutting in the, Haulage Business by Co-operation.

THE WARRINGTON Hauliers Asso

ciation, which is the outward and visible form of an inner and intense desire to maintain fair rates, by its decision to form a branch of the Liverpool Motor Haulage Contractors Association, • becomes an important connecting link between the two great Lancashire cities —Manchester and Liverpool. All vehicles to and from these two centres pass through the town, and the difficulties which hauliers have had to face are more than merely local-ones. Very of lorries from the cities mentioned have been stopped in the ceetral square and been offered loads to either destination at 6s. a tom Warrington hauliers have had similar offers made them, and it is because of their refusal, and that outside lorries have accepted, that the Warrington men are anxious to put their house in order. The mileage from Warrington to Liverpool is about 18 miles, therefore for a full four-ton mile the proceeds of the journey would be 24s., compaxed with the Liverpool Clearing House minimum of 15s. per ton, making £3. We have heard the actual_ running 'costs of a four-ton car variously stated at 3.S. 4d. to is. 6d. per mile. lo accept loads on such a basis can only ha..ve one ending. The co-operation of Warrington, Liverpool, and Manchester hauliers can eliminate the evils of rate etitting, and we are informed that plane are under Way which when carried through will effectively "nip in the bud" the merchants' ere:lee-yours to get cheap loads.

At the Liverpool end, for instance, an endeavour is being made to form a joint committee of the Liverpool Haulage Contractors Association, the Commercial Motor Users Aseociation, and the Liverpool Cartowners Association, and the objective, we understand, is to have a similar combination at the Manchester end, comprising the Teamownere' Association, Amalgamated Horse and Motor Association and the Conference of Carriers.

One has often heard the question asked: Why are the carrying rates to Liverpool from Manchester cheaper than vice versa? Both the railways and canals observe this distinction in rates but, many people cannot understand why it should apply to road vehicles. The answer has a basis on a point in economics. A merchant will send his goads by the cheapest.possible route. When -time is no consideration, he -would doubtless choose the less costly niethod, but if he had a consignment he -was anxious to have in Liverpool to catch a certain steamer, he probably would 11.ot mind paying the difference in order to effect is clearance. There is -not, as a rule, the same urgency about inward freight from Liverpool to Manchester.

" Warrington is in e very central position for making a strong branch of the Liverpool Haulage Contractors Assoeia-tian," said Mr, C. C. Morton at a meeting of Warrington hauliers.

It will be remembered that on itsformation the Liverpool Haulage Contractors Association fixed a minimum subscription of £1. Owners Of fleets, however, have felt it rather inequitable that there should not be a maximum, and we understand that a proposal to make £14 the largest sum to be paid by any one concern is under consideration,


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