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letters
Page 48
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We welcome letters for publication on transport topics. Address them to Commercial Motor, 40 Bowling Green Lane. London, EC1.
Hgv noise
From Sir Henry Lawson-Tancred Adam Fergusson's article in The Times of March 17 draws attention to a matter causing annoyance to more and more people, namely that of highway noise caused by heavy goods vehicles.
His statements that certain members of the manufacturing industry are pressing the MoT to increase the permitted noise levels must make a great many people hope that the Ministry will vehemently deny these requests and on the contrary, will insist on ever lower noise levels.
Recently I have compared heavy goods vehicle noise at the side of Al road at a point where there is considerable incline, and where vehicles are operating at or very near full throttle. It is sad to find out that speaking generally, both lorries and tractors of foreign manufacture are far better silenced than their British counterparts. Indeed, some of the foreign vehicles have achieved a very satisfactory level and some of these vehicles are in the top horse power rating, too. Far too many British vehicles leave a lot to be desired, in my opinion, especially when compared with the "foreigners".
One wonders if this isn't because the foreigners have given far closer attention to noise control in their research departments, than have their British competitors.
Could it not be that vehicle silence is going to be a very big selling factor, in the years ahead? It therefore seems to me that those British manufacturers trying to persuade us to accept higher noise levels as inevitable as vehicles become heavier, are cutting their own throats by their actions.
At all events, for the sake of those who live in an environment affected by lorry noise, and not to speak of those whose job it is to drive noisy vehicles, let us hope the Ministry stands firm on at least the existing programme of noise requirements.
H. LAWSON-TA NCR ED, Baroughbridge, Yorks.
330 problems
Readers may be interested in the problems which I came across in fitting a 330 cu.in. engine to a 1966 Ford D series 500; my vehicle is one of four specially ordered from Ford with a four-cylinder 240 cu. in. engine. Various Ford main agents were unable to impart much "know-how" although Godfreys of Cardiff were exceedingly helpful over the spare parts required.
Fitting a 330 engine involves many complications; the 330 is 6in. longer than the 240 and the front mountings are 1.75in. forward.
As my vehicle has a long wheelbase, there are two centre bearings in the transmission and that from the gearbox to the forward one has to be shortened by 6in. Also the gearchange rod has to be lengthened by 6.5in. or replaced.
The member carrying the rear engine mountings has to be drilled out. including the vertical rivets on the shackle hanger, otherwise the member does not slide back. Also, the brak1 rod has to be lengthened by 6in. The complet engine change took me five days.
would advise anyone against buying chassis for a 240 engine for fitting with • Luton or box van. The 240 engine and bo gear are superb for short runs with a fla platform, but the wind resistance on the fron of a Luton or box van can reduce the maxim un speed from 45 to 27 mph in third gear. D. DAVIES Davies's Transport St Athan, Glam
Drivers' medicals
I think this whole question of drivers having t pass a medical examination in order to get a h.g.v. driving licence needs looking at.
It seems that the authorities believe that lorry is hard to handle. If so, why do they nc make power steering compulsory? Why nc make the Hope anti-jack-knife device corr pulsory on all antics?
And what about visibility? Take a fel, modern vehicles—Bedford, Commer, Fort for example. Attach them to an 8ft-wide trailr and the rear-view mirrors are only useful whe the driver wants to comb his hair, as he caul( see behind the loading board. What does th MoT say about this safety point?
Another point: why are not windscree washers compulsory? If these are not fitte and you are driving on a motorway, or even clearway where no stopping is allowed, an it is not raining but is a damp day, then th windscreen becomes covered in grease fro! overtaking vehicles. To turn the windscree wipers on when there is no washer only make things worse. So you have no alternative but t stop, and break the law in the process!
The MoT says that any h.g.v. driver, wh may have many years of experience, mw take a medical, yet this does not apply toot drivers who, apart from salesmen, etc., ma only average one hour's driving a day. For a anyone knows the car driver may be subjec to fits, dizzy spells and blackouts—he ma even take drugs. What I am getting at is thir there is one law for the car driver and anothe for the lorry driver.
The p.s.v. field reveals another example c the sort of thing I am thinking about. 0 21-year-old lad who has never in his lit sat behind a wheel can be under tuition ft six weeks, at speeds no greater than 20 mph Yet the MoT may pass him as a driver etc only six weeks, with responsibility for up t 78 passengers. Under the new law, if h wishes to drive a 24-ton attic he must fin have six months' experience (according to th MoT, that's a long, long time).
On the other hand, a lorry driver who applie for a p.s.v. licence is asked whether he ha held an h.g.v. licence for at least five years.
I think these points call for an explanatio from the people who behave as though the know it all, but have no practical experienc at all.
LIVERPOOL H. G.V. DRIVEI (Name and address supplied.