OPINIONS and
Page 35
If you've noticed an error in this article please click here to report it so we can fix it.
UERIES
QUANTITY v. QUALITY IN RELATION TO TYRES As I am most anxious that my series of articles on
" How Tyre Mileage is Wasted " shall be as helpful. and as accurate as possible; I feel that I ought to qualify a statement made in the introductory article. It was suggested that operators should regard 30,000 as a minimum economical mileage, and that all cases where smaller figures were obtained should be investigated with a view to discovering the cause. I do not wish to alter this statement, because I think that the figure given is a low enough aim for any operator to achieve—tyres well cared for will yield much higher mileages. But I would like to mention that there seems to be a possibility of tyre quality being slightly debased because of the rubber shortage, and this will naturally affect performance to some extent.
Manufacturers will probably be obliged to make tyres down to a Government-decreed-" utility" standard of quality.
Against this it may be argued that the greater economy is effected, in the long run, by making tyres of the very finest quality. This is undoubtedly true, but our need is temporary, rather than permanent, and the necessity is to save rubber now, rather than for the future. If, by a reduction in tyre quality, we can tide ourselves over until rubber substitutes are in production, our object will have been achieved. The present is of much more importance than the future.
There is another sound reason for the lowering of tyre quality. On the present limited stocks we are faced with these alternatives:—
(1) Either we can make a few tyres of " best " quality, or (2) we can make a lot of tyres of "not quite so good" quality. '
• Obviously, the latter is the fairer and the more practical course. It keeps more vehicles on the road and gives everyone a little, rather than giving all to a few.
Personally, I feel that, despite the possibility of this reduction of quality, the figure of 30,000 miles is still conservative. II operators will take the trouble to follow the suggestions made in this series of articles they will do much to offset the loss of quality in war-time tyres.
Birmingham. L .V. B.
A DRIVER'S VIEWS ON PRESENT CONDITIONS
NAY intention during the past month or two has been Ivito write to you about several subjects concemMg the present slackness in the road-haulage industry, but I think the articles by Mr. Pye, " Tantalus " and several other well-known persons have expressed my thoughts and opinions only too clearly. I have come to the conclusion, as undoubtedly have many others, that the present position is disgraceful.
However, now that I have started, I may as well bring out some of my points. Many opinions have been expressed as to the reason for the present depression. It is obvious that Government policy is partly to blame, and one needs only to go to any railway goods yard to see where the traffic is passing.
Another important factor—and this has been mentioned in your journal—is the large number of vehicles owned by Government and Service Departments. For example, one Naval dockyard had on hire a large number of civilian vehicles. It has recently disposed of the majority of these and replaced them by its own fleet, all the units of which are new. These vehicles very seldom run to anything like their fall capacity, and there are always some half a dozen men in attendance on them, so that it is obvious that most of the traffic conveyed would be more efficiently dealt with through, say, the Hauliers' National Traffic Pool, which could also, no doubt, arrange for return loads.
As a driver, I find it aggravating not to be able to pull my full weight in the war effort. Most of the men in my concern worked a great deal harder in pre-war days than they do at present, although we have an even better fleet of vehicles. Yet we are not allowed to handle anything like the same amount of traffic.
If any lorries are to he dispensed with, they should be those owned by ancillary operators which are still being employed for hire or reward. Also, many wholesale grocers and manufacturers who still deliver their own goods for quite long distances, often on small vehicles, could make more use of the carriers of " sinalls " and thus promote economy in transport. Many of these carriers, especially those operating on coastal runs, seldom have their vehicles loaded to capacity.
As regards the wages of drivers, there is still a certain amount of dissatisfaction. One point which annoys many of the men is that their wives and children working in local war factories often bring home twice as much money as they themselves are earning.
It would be very regrettable if the road-haulage industry were allowed to deteriorate until it could no longer give its previous excellent and efficient service to industry. We all hope that it will be allowed to play an even greater part in the remainder of this conflict. L.H.L.
Preston, Near Cambridge.
A PRIME CAUSE OF UNDERINFLATION OF TYRES
WITHOUT doubt, underinflation is the main reason " for the great majority of tyre troubles. I wonder if the M. of W.T. has given serious thought to the question of why this trouble is so prevalent.
As an operator and a long-distance driver for many years, I venture to voice my observations. Th facilities for obtaining air en route have never been so poor as they are now. In numerous instances, covering a period of 18 months or so, I have noticed a strong tendency amongst garage proprietors to exploit their compressors. The sign, "Free Air," is a thing of the past, and in its place there is a charge of anything varying from 3d. to ed. per wheel, and this no matter whether the additional pressure required be 5 lb. or 95 lb. per sq. in. Does this encourage drivers, never mind how conscientious they may be, to stop and check their tyre pressures and have deficiencies made good?
If garage and filling-station owners cannot be persuaded to do their share towards getting the best out of the Nation's tyres, then I suggest that their compressors and supply points be requisitioned for national service. The actual cost of an equipment of this nature and of its maintenance is easily covered by Id. per wheel. It is of real importance that when a vehicle leaves its depot on a long trip, which may extend to 1,000 miles, compressed air should be within easy reach at a reasonable figure throughout the journey.
I should be pleased to know from others of your readers if these remarks be of interest and whether they have fourtd any difficulty in this connection.
C. E. PARKER, Director,
Cleckheaton. for Fred Parker (Cleckheaton), Ltd.