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Braking an h.g.v.

4th October 1968, Page 47
4th October 1968
Page 47
Page 47, 4th October 1968 — Braking an h.g.v.
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Which of the following most accurately describes the problem?

I have just read Philip Salter's letter on braking methods, and as a heavy goods vehicle driver of many years' experience, I am most surprised by his assertion that it is correct to bring a heavy vehicle to a complete stop while still remaining in top gear.

On the majority of vehicles fitted with fiveor six-speed gearboxes, the transmission gives audible sounds of protest at such treatment, and would undoubtedly suffer if regularly subjected to this style of driving.

I agree that in a case of dire emergency it is both unnecessary and time-wasting to attempt changing down, but for normal slowing and stopping if the gearbox is correctly used, surely the brakes are needed only to bring the vehicle to a final stop.

In bad weather, on wet or icy roads, I can only regard Mr. Salter's theories as downright dangerous, especially if applied to articulated vehicles, of which Mr. Salter as a policeman may not have had a great deal of practical driving experience.

Most artic drivers are not particularly happy about developments in braking, the loss of our principal safeguard, independent control of trailer brakes; and the increasing use of load-sensing valves, which, regardless of such theoretical advantages as they may offer, cause front-wheel locking on many vehicles, combine to make the footbrake something to be used with great discretion.

Mr. Salter writes of "gradually increasing pressure on the pedal", but with many vehicles the brake valve is too insensitive, and the ride so bumpy as to make such a suggestion virtually useless, E. G. CORKE, Ealing, W13

Catering at the Show

Why must catering arrangements at Earls Court continue to be so disgraceful.

On the opening day of the Commercial • Vehicle Show, when there was a strictly limited number of visitors present—many of them from overseas—there were long queues for the "restaurants" serving hot meals. Forced to use the one offering cold dishes only, we found an unimaginatively served salad, consisting of a slice of turkey, two small pieces of streaky pork, a tiny portion of potato salad and a minimum quantity of other decoration costing no less than 12s. There was no mayonnaise or salad dressing at the tables; when the watery, far too white coffee arrived, there was no sugar.This was presented when we had finished our coffee but was immediately removed because there was apparently not enough to go round. These motor shows are supposed to be showplaces for Britain; do the powers that be not realize how an outrageous "meal" like that can adversely affect an overseas buyer? PETER EASTON Peter Roderick Ltd., London, WC2

Ex-WD vehicles

I do not wish to start a controversy over the recent vehicle recovery articles in CM, but I believe Mr. Kristiansen (CM September 6} has misunderstood what "Handyman" meant by "phasing out". Ex-WD vehicles, like any others, have to be well ballasted in front for lifting heavy loads.

I think too many firms have bought ex-WD vehicles and set themselves up as "heavy recovery experts". exaggerating the lifting and winching capacities of their vehicles.

I enclose photographs of the rear tyres of a heavy tractive unit involved in an accident with a car. The damage had knocked the unit's rear axle out of line and this was not re-aligned before the vehicle was towed— with the result that new tyres were ruined. I might add that the tow was a relatively short one, and that the incident did not involve any recovery operator in this particular area, but was farther afield.

J BEARD, Bristol

Fascinating paper

I hope Mr. Quick Smith will forgive me for taking him up on a minor point in his fascinating paper on "Co-ordination and integration of transport," but I cannot let his remarks about co-ordination and competition pass.

Mr. Quick Smith suggests that the words are mutually contradictory, and I know this is the generally accepted view. I know too that economists are generally regarded as a bit odd because they seem to use ordinary words in special ways. But I suggest we shall understand the transport problem better if we accept the economists' interpretation of these two words and their relationship:

To the economist, co-ordination is a state of affairs that may be attained in various ways, one of which is by means of corn

petition. IT co-ordination means anything useful, it means surely the co-ordination of producers' supply with consumers' demand—to co-ordinate producers' activities with each other is of secondary importance. That the aim of co-ordination in either sense may be attained by direction from above; by agreement; or by the free working of the market is clear. The only argument is in terms of which method is most effective. For myself, I suspect it is a combination of all three, with the emphasis on the last.

JOHN HIBBS, Saffron Walden, Essex.

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Organisations: Earls Court
Locations: Bristol, London

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