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HEAVY HAULAGE
Tlzi.b, past few years have witnessed remarkable strides in the development of the heavy-Unlage side of the commercial-motor industry and the transport of massive and unwieldy loads, such as boilers, girders, transformers, alternators, machine tools, rudder frames, stampings, colliery plant, locomotives, etc., which at one time were beyond the capacity of road motors, are now regularly being conveyed in their assembled forms, often over long distances, by special classes of motor vehicle and trailer.
Not that the tasks involved are simple of execution, for factors other than the mere conveyance (which is often a stupendous problem in itself) have to be consiOered and not only do the operations of loading and unloading invariably call for the employment of? special tackle, but the route over which the load is to be carried has to be carefully surveyed, so that bridges can be cleared in safety and road foundations and surfaces are not likely unduly to suffer by the passage of extraordinary traffic.
Many of the problems which are associated with this side of haulage were revealed at a meeting of the Liverpool Traffic Club by Mr. E. C. Marston, the chairman of directors of M.R.S., Ltd., of Liverpool, which has had unique and exceptional experience in the transport of unusual loads. At the outiet he made it clear that there appears to be considerable misunderstanding in regard to this class of traffic. It is looked npon by many as being something entirely new. The concerns which undertake the work are considered to go about the cotintry damaging the roads and generally making themselves public nuisances, all at the expense of the ratepayers. In Mr. Marston's opinion this impression has been largely fostered by certain railway interests.
Provisions for Exceptional Traffic.
Heavy haulage by road is not by any means new, and for many years such work has been carried on and is absolutely essential to the country. There have been Acts of Parliament since the year 1867 to allow and provide for such traffic, which is usually referred to in all the Acts as "exceptional traffic." The new Road 'Traffic Act also makes special provision for this class of traffic by road, and it is exempt from the general provisions laid down in that Act for ordinary traffic. The Minister of Transport also 'has the power to sanction the use of any special type of vehicle for such work.
Air. Marston went on to refer to the steady increase it the size and weight of industrial products of every description, which had given rise to many problems that had not to be considered in the past. The transport of heavy machinery, boilers, engines, mechanical plant, etc., always presented difficulties, so much so, in fact, that designers were forced more and more to curtail their activities in a variety of ways. Girders and braced sections of various types of bridge, crane and constructional steelwork, which, from a designer's point of view, would have been more satisfactory if built in one piece, had, perforce, to be capable of transport in sections and, in some cases, at the risk of weakening the structure.
Reviewing the progress which has been made in the past of vehicles emr played for heavy haulage tasks, Mr Marston said that until recently abnormal loads were conveyed on trailers constructed with east-iron wheels, openended straight axles, devoid of bearings and drawn by traction engines. M.R.S., Ltd., has in its possession several such vehicles, built to carry loads up to 100 tons. They were built about 25 years ago, but are not now used in the M.R.S. organization.
On the subject of vehicle design and the progress made, he had some interesting comments to make. Even eight or nine years ago every load consisting of a single piece in excess of eight tons or so was a traction-engine job; the
advent of the six-wheeler resulted in the weight of such loads being increased to about 12. tone. The advent of the eight-wheeler still further reduced the need for the employment of traction engines, but at this point Mr. Marston emphasized the fact that it was then thought finality had beeu reached, because there is a limit to the weights which can legally be carried on such vehicles under the Heavy Motor Car Acts.
He believed his company to be the first to operate a petrol lorry as a locomotive. There were considerable misgivings by the licensing authorities; a petrol lorry .registered as a locomotive seemed illogical, but, on the other hand, the machine was designed to Carry 25 tons and it was not permissible far it to be registered as a heavy motorcar. The licensing authorities in London would not give a decision in the matter and, finally, the vehicle was registered as a private motorcar.
The first pnoseeution in connection -with the use of this vehicle soon 'followed and, although the case was dismissed, during the ensiling few months the company spent considerable time in defending similar actions, until finally the lorry was recognized as coming
under the locomotive class. It had to carry three men, was restricted as to speed, but had no maximum restriction as to weight.
Haulage Only One Phase.
The actual transport of heavy goods is, said Mr. Marston, only one phase of the work. There.tare the attendant operations of loading and off-loading, dismantling of the plant, the provision of suitable seatings for boilers and the installation of them, the erection of machinery, chimneys and tanks, as well as heavy girder work and, in his opinion, any heavy haulage business must specialize in each and all of these distinct branches if success is to be achieved.
As an illustration of the jobs which have to be tackled by M.R.S., Ltd., Mr. Marston, cited the instance of a \special tank, measuring 48 ft. long and having a diameter of 15 ft. 3 ins., which had to be transported. Owing to the diameter, it was impracticable to load the tank on a low bogie, because the height would not clear bridges en route. Special axles, bent to the periphery of the tank, were made, so that the underside of it was only .10 ins, from the ground. The load weighed 34 tons and was hauled 130 miles.
The tank was too large to pass into the works, and the company undertook to lift it over a one-storey building 22 ft. c42 high, in order to get at the site of the installation. Ultimately, the tank was Placed in a vertical pesition with the lower end 7 ft. from the ground. Such a job, stressed Mr. Marston, required all manner of tackle and it is only by being able to draw upon supplies of timber, slings, chains, blocks, plates, jacke. etc., that any contractor can hope to perform the terminal tasks, which secure for him the haulage portion of the work.
Problems of Locomotive Transport.
Dealing with the transport of locomotives, Mr. Marston referred to the recent work of hauling 65-ton locomotives from Leeds to Manchester far shipment overseas, involving the negotiation 44 the Pennine Range. The Stalybridge-Ashton route was chosen, so as to avoid bad hills, but as the Manchester authorities would not permit a certain road to be used, it was necessary to travel over
steep gradients, and the task was made more difficult by bad weather. Mn Marston emphasized that it is quite a/problem to hold 90 tans by ordinary brakes for something like three miles on hills, as the brakes would burn out
The first four locomotives were safely carried in this way, but the weather became so bad that, finally, it was decided to station a traction engine on the hill, and the lorry carrying the locomotive was lowered down the gradient by a steel cable worked from the winding drum of the engine.
Another difficult operation occurred in getting out of the erection shop Of a certain works and it was necessary to skid the lorry and engine sideways for a distance of about 5 yds. The weight was 84 tons, the length being 71 ft., and the height 15 ft. 4 ins.
On all abnormal loads the draughtsman sets out the whole job to scale, showing all measurements. The quotations are made up by the haulage contractor after the draughtsman has completed his work or, if the load is particularly difficult, the route is traversed by a surveyor. As Mr. Marston emphasized, unless these important items are effectively carried out before pricing a job, any quotation can only be guesswork.
Mr. Marston rounded off his address by referring to an interesting boiler transport experiment which was recently carried out. Two second-hand boilers had to be taken out, loaded, transported about 130 miles, off-loaded and then nlaced on prepared seatings in a new boilerhouse. It was decided to haul one of the boilers to the nearest railway station and then to collect it upon arrival at the other end, whilst the other was to be conveyed by road for the whole distance. Each boiler weighed 30 tons and the railway company agreed toequote a special low. figure: The total cost of the rail-borne boiler, including haulage to the station, etc., was over £80, whilst the total cost of the road transport of the other boilei was £24. The latter figure is arrived at before charging any profit, but after including depreciation, establishment and other charges.
Such examples offerconvincing proof of the utility and economy of special road vehicles for the transport of exceptional loads and many more equally illuminating cases are referred to in an attractive brochure which has recently been issued dealing with the activities of M.R.S., Ltd.
In this publication mention is made of the fact that the M.R.S. fleet consists of well over 70 vehicles, which are cap able of dealing with loads from 12 tuns to 100 tons; many of them are of Scammell make. The majority has been specially designed for dealing, with the .utmost dispatch, with heavy and awkward loads. Both petrol lorries and steam tractors are employed, the latter including units equipped with powerful cranes.
Dealing with Bulk Loads.
In addition to its laeavy-ha'ulage activities, the company transports bulk loads between the principal ports and the industrial and distributive centres thronghout England, Scotland and Wales. Most of the, vehicles work a 24-hour day and relief crews are provided to ensure safe working.
So far as the larger loads are concerned, the company's own surveyors are responsible for selecting the best possible routes and, in this connection, it is noteworthy to learnthat a record is kept of every road width, tunnel and bridge height in the country and the maximum weight allowance of all viaducts and embankments. A pilot ear is always in attendance when heavy consignments are being transported and close communication is maintained with the company's depots and head office both night and day. An idea of the fleet's operations can be gathered from the fact that about 500,000 gallone of petrol are consumed per aanum.