What Should R.H.A. Give ?
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MANY people seek my advice as to joining a trade
association and, invariably, I am strongly in favour of their doing so. The reason I give is that, whether or not direct benefit is likely to be enjoyed—and, for a few guineas per annum, there are those who expect the earth—if one belongs to a particular profession, trade or industry, there is every need to he a party man and to join the appropriate organization which has been established to protect one's interests.
There are, of course, two parties to consider. Obligations are mutual and if either fails in this respect there can he but one answer. The member,pays a subscription to the funds. By implication or otherwise he undertakes to respect the interests of his fellow members and he should comport himself generally in a way that supports the principles of his association.
The association are there to guard his interests as a member and the interests of the profession, trade or industry for which they act. It is their duty to debar from membership those whose conduct is prejudicial to their status as an accredited representative body.
Out of the common purse—the association's treasure chest—there must always be the wherewithal for aggressive propaganda and, one feels, that this is not always so, or else very little is heard of it and very little accrues from it. Some associations are more successful than others in this respect but, in the latter category, one has to include, regretfully, the Road Haulage Association From this direction, to be quite fair, there is an occasional rumble, such as a complaint to the Ministry regarding the retention by the British Transport Commission of more vehicles than we were led to expect. It is hoped that this rumble will go on rumbling, louder and louder, because here is a very real grievance and an unwarrantable change of policy.
The country-has been told of the need for control over certain Classes of transport. So far as the road is concerned, it has been inferred that this will be confined to long-distance traffic. Why then, when an independent haulier seeks to do work that is in no way related to trunk service Operation, is he opposed not only by British Road Services but also by British Railways?
One has known cluite ridiculous instances, such as when an application for a small vehicle, specially adapted for the carriage of Women's frocks, from workshops in one district to retailers in another, was hotly contested on the grounds that this was work 'within the orbit of the British Transport Commission.
Although this example may be quoted as the height of absurdity, as a waste of public money and as unnecessarily mischievous, there are many others equally so. Therefore, it is surely the paramount duty of the Road Haulage Association to discover where we are today and where we shall be tomorrow. It is up to the R.H.A. to extract from the B.T.C. an interpretation of their reasonable field of operation and to see that this is adhered to, not only in the interests of their present members but also on behalf of the haulage industry as a whole, including those who are not yet converted to membership.
The Road Haulage Association, very reasonably, invites practically every newcomer to the industry to join its ranks. How much more cOnvineing would this soliciting sound were it supported not only by the citation of achievements in the past but also by a promise of what will be done in the future.
Can we look forward to the day when the Road Haulage Association will encourage those members who are in a position to do so, to Oppose applications by the British Transport Commission, road or rail, which are likely to disturb the economic balance? If so, it is more than possible that a " full-house" notice will be required at many a public inquiry and we, in the gallery. will have much entertainment tax free. As an average adjuster, it would not be without value, London, S.W.11. E. H. B. PAt.smt.
Rubber Suspension in Britain
wE have noted with some interest an article entitled "Promising Rubber Suspension System," which appeared in the issue of your publication dated August 5, and would like to inform you that we are --the sole licensees in this country and the British Commonwealth for the patent rubber suspension referred to.
We would also point out that this new development has many applications in the field of rubber as applied to engineering as, apart from suspensions for passenger vehicles, goods vehicles, trailers, scooters and railways, it is also used for couplings, lift gear, anti-vibration mountings, fender-pile units, non-lubricated linkages, etc., and we have already applied it to many fields of engineering.
You may also be interested to know that we have already fitted up vehicles withthe suspension.
Surbiton, Surrey. S. W. MARSII, Technical Manager, Andre Robber Co., Ltd.
Are Disc Brakes Suitable for Buses?
REGARDING the article "Disc Brakes For Heavies Soon," publishedin your issue dated July 22,-I found this most interesting, but I still cannot believe that these brakes would be the complete answer in respect of bus operation, unless they could be completely enclosed. During the winter and wet weather, when often Our modern roads become flooded or retain a lot more water than they should, the disc and friction material would be liable to become wet, in which case much of the braking power would be lost.
Those of us who can remember a certain old 30-cwt. lorry with external-contracting brakes will realize the truth of this statement, as during bad weather conditions these brakes were of little use.
The problem of brakes in connection with the bus industry is, I believe, greater than in any other section of road transport, as the constant stops with heavy loads call for a most efficient system in which heat disposal is the premier factor.
The author of the above article, Mr. J. M. Simpson, calls the attention of the manufacturers to the importance of increasing braking ventilation, and I personally think that much more could be accomplished in this respect. Take the near-side rear brake drum of a modern bus as an example. This is practically masked by the
inner wheel of the twin rear wheels so far as one side is concerned and partially blanked off on the other by the differential. This drum, after long operation on a warm day, often attains a very high temperature. There are in my view two ways of improving this:— (a) by fluting.the near-side panel immediately in front of the wheel and (b) by fitting a six-bladed fan between the flange on the final drive and the rear universal coupling, making the blades as long as local clearances will permit. Many manufacturers of buses fit brake-drum shields which do not help to dissipate the internal heat, but admittedly they are essential, chiefly because of the way in which some councils carry out road repairs. This is mainly in respect of the practice of tarring roads and throwing down flint or loose stones on the tar which, instead of being rolled in, are expected to be pressed down by the traffic. When one of these stones becomes caught between the brake facing and a drum, a terrific screeching noise ensues and vehicles, for this reason alone, are often run into the garage for attention. Closer•attention to brake-shoe design would no doubt keep down the expense of the internal-expanding type
of brake. Often it seems that too many rivets are employed. 1 belie7e that nine would be ample, if the design was right. Each shoe could have gaps 1-in. wide sunk in .three places. There would be one gap at each end of the shoe and one in the centre. The moulded facing would be shaped to fit into those recesses and the deeply countersunk rivet heads would then always be below the normal level and so prevent scouring of the drums, which is so prevalent at present. Anchor pins with eccentric ends for the shoes could provide a rotary adjustment so that the shoes would always follow the contour of the drums. Many facings are removed before they are really worn out because of excessive toe and heel wear, I would like to give a word of warning concerning the cleaning of heavy vehicles by high-pressure steam. Often for even four miles after this operation, the brakes will not be up to standard, as a film of substance resembling black lead often settles between the drums and facings. Southend-on-Sea, Essex. E. GREENWOOD.
Clearing House Precautions Against Theft
I HAVE seen the article "How to Check the Theft Wave" in your issue of September 9 and I would like to say at once that this Conference is glad that you have called attention to the increase in loss by theft of goods in transit' by road.
The reference by your special correspondent to "the smaller clearing houses" cannot, however, be allowed to go without comment. All members of this Conference have been strongly and repeatedly advised by the national council to take the greatest precautions when unknown drivers present themselves for loads.
Only recently, as noted in your paper in the issue of August 19, the Conference has issued to all its haulier members a membership card for every vehicle which they operate. The presentation by the driver of the vehicle of this card—bearing the name of his firm, signed by .á director, partner or owner, together with the vehicle's registration number—to 'the clearing house member of the Conference, when calling for traffic, should be a satisfactory proof of identity.
The-Conference hope that this system will, at any rate so far as Conference members working with Conference members are concerned, reduce the chances of drivers obtaining loads by the trickery of false identity.
Whilst this method cannot be 100 per cent. effective, clearing house members of this Conference are taking further precautions, as described in the article, by photographing drivers and inspecting driving licences, an example which, no doubt, other members will follow.
I3ovo 'BOWMAN, Secretary,
The National Conference of Road Transport • Clearing Houses. London, S.W.1.
• The editor invites correspondence on all subjects connected with the use of commercial vehicles, Anonymous letters cannot be accepted for publication, but a nom de plume will be used with any letter printed if the Writer 'desires it.