Radical Shifts in Coal Transport
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'THE extent of far-reaching develop
1. in coal transport was outlined by Mr. H. A. Nettleship, deputy Transport Manager, National Coal Board' headquarters, at a meeting of the Institute of Traffic Administration in London on Monday.
One of the tables produced during the illustrated -talk gave an analysis of the mode of transport employed when coal leaves the colliery. In 1948, 149-3m. tons went by rail and 20.7m. tons by
road. In 1962, the respective amounts were 128-2m. by rail and 37-7m, by road.
Many changes in the methods of transport resulted from changes in the pattern of demand. Thus the electricity industry now prefers to transport electricity rather than the coal to produce it, and. large power stations are being constructed in coalfield areas.
Fully-mechanized plant, as at West Drayton, was only likely to be established in southern England or in coastal areas in Lancashire. Elsewhere, concentration with partial mechanization, or without mechanization, will be developed.
Commenting On the need for " merrygo-round " trains, Mr. Nettleship said thti in the immediate post-war years a power station was considered large when it had a coal consumption of m. tons a year. Many now to be Constructed will require 5m. tons a year, or approaching 20,000 tons a day. By traditional methods a 16-ton wagon carrying power-station' coal averaged three loaded journeys a month. By adoption of the " merry-goround " principle, 33-ton wagons will average three• loaded journeys a day. Because of the substantial savings resulting it seems likely that other large consumers will turn to this method of operation.
Although the N.C.B. has a fleet of 4,000 commercial vehicles, they were not substantially involved in retail delivery except in Lancashire and West Midland, continued Mr. Nettleship. The bulk of the 37-7m. tons moved by road was collected by distributors, merchants, hauliers or the users themselves. Subject to facilities being available, the .ahoice of method of transport was that of the buyer. Large users tended to choose the most economic form of transport, whilst the small industrial consumer gave prime consideration to convenience of delivery. To this end the Board had encouraged greater use of conveyor delivery vehicles and, within the past two years. pneumatic delivery vehicles. Graded coals up to 2 in. in size could now he discharged up to 100 ft. vertically and 200 ft. horizontally at rates of 30/40 tons per hour.
More recently still the N.C.B. had successfully developed the dual-purpose conveyor/pneumatic delivery, so affordihg greater flexibility and utilization. This arrangement was proving attractive for small industrial and quasi-industrial consumers such as hospitals, schools, hotels.
A revealing example of just how fast changes in coal transport are being made concerns the notable I08-mile coal pipe-. line in America connecting Georgetown with Eastlake. It is no longer working because the local railway has been able to undercut even the pipeline rate by application of the principle of continuously close-coupled trains.
As for packaged fuel, Mr. Nettleship said that the total demand for paper sacks was around 35-45m. during the current winter season, the equivalent of more than m. tons of solid fuel, and there was no doubt that furtherexpansion could be expected in the future.
Bridge Claim Fails A CLAIM for £297 12s. by John Pitt ri.Transport Ltd., Glasgow, against the Ministry of Transport and Whitehaven, Cumberland. Corporation was dismissed with costs at Whitehaven County Court on Wednesday.
One of the company's furniture vans had become wedged under the Victoria Road bridge, Whitehaven, last August and they were suing for the cost of repairs and loss of use. For the company, Mr. G. H. Spafford submitted that the low bridge constituted a nuisance and obstructed the road. He maintained the Ministry was responsible as owner of the bridge, and Whitehaven Corpn., as the highway authority, should have erected warning notices_ The Ministry admitted ownership of the road over the bridge but not of the road underneath, which had a sharp increase in gradient at that point. Whitehaven Corporation maintained it was under no obligation to erect signs to warn road users of the height of the bridge.