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FORD REFUSE TIPPERS.

12th April 1921, Page 8
12th April 1921
Page 8
Page 9
Page 8, 12th April 1921 — FORD REFUSE TIPPERS.
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Which of the following most accurately describes the problem?

The Macclesfield Corporation have decided to purchase two Ford 1 ton motor lorries, with hand tipping gear and special bodies, at an estimated cast of 2310 each, for the purpose of the collection and removal of domestic refuse in the borough. This decision has been arrived at after long and careful consideration, in the course of which the working results which have been obtained in other towns with similar and differeut types of petrol vehicles and steam wagons, came under review.

One ton Ford motors for this purpose have for some time been in use at Bury, and the Cleansing Superintendent of that town informed the Macclesfield authorities that one of the chief features of the vehicle was its low capital cost

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and upkeep. Further, they had a very low loading point, being only 4 ft. 9 ins. from the ground, and the motors can visit places previously inaccessible.

Bury has a population of 59,000, and an area of about 6,000 acres. The average mileage of each vehicle for each journey out and home is four to five 'miles, and the weekly work of each is from 160 to 200 miles. The amount of bin rause removed by one vehicle per week was 27 tons as compared with 19i tons by the horse-drawn vehicle, and the comparative costs were 108. 4kd. and

11s. 7d. per ton respectively. In the case of privy midden refuse the weekly totals removed were 41 tons and 25 tens, and the cost per ton 6s 10d. against 8s. lid On the collection of bin refuse the drivers work in pairs, one vehicle with the driver and two fillers will start out to work some time before the other vehicle, and by the time the former is filled the latter will have put in an appearance, so it will be seen that the two fillers are employed in loading one vehicle at one time. Both machines work the same length of time, the one starting first being the first to finish The capital cost of the motors was cleared off in the first year's working. Before coming to their decision, the Macclesfield authorities had before them comparative figures in the case of electric vehicles, a 5 ton steam wagon, a 3; ton petrol motor, and a 21 ton petrol vehicle. JOINING FORCES.

A Straight Talk About Labour Conditions in the Road Transport Industry.

ir HE QUESTION must frequently occur to ccenrnerei.al motor users in such important transport centres as Liverpoel : " Why is it necessary for us to belong to as many as three or four separate transport aesociationsl " At the present time in the Merseyside district there are no fewer than eight organizations, namely, the Liverpool Cart and Motor Owners Association, the Liverpool Short Cartowners' Association, the Liverpool Motor Haulage Contractors' Association, the Commercial Motor Users Association, the Birkenhead Road Transport Association, the Wallasey Cartowners' Association, the Motor Hirers' Association, and the Cher-a-bane's Owners' Association. Each of them fulfils 201110 useful function, but inevitably there is much duplication of effort.

Several of the Associations are affiliated with the newly-formed amalgamation of the National Alliance of Commercial Road Transport Associations and Federations and the National Union of Horse and Motor Vehicle Owners.' Associations, known as the National" Road Transport Employers' Federation, which, apparently, has somewhat overshadowed the the Motor Transport Employers' Federation hitherto, something in the nature of an appendage of the Commercial Motor Users Association, to deal with wages and labour conditions.

The question of wages is now uppermost in everyone's mind; road transport men are sitting fast and saying nothing, but vibe conecious of the fact that wages in practically every trade have been or are being reduced, whilst the employers know full well that sooner or later the wages question in their own industry will have to be tackled.

There be just been held in Liverpool e meeting of commercial motor users to decide the future of the Motor Transport Employers' Federation, whose continuance was decided upon, but a useful suggestion was made, and that was that an endeavour should be made to form a federated committee of two representatives of each of the six associations to deal with matters that were common to all. This proposition is to be borne in mind.

We are not oblivious of the fact that joint meetings have been held in Liverpool for some time past on subjects of vital concern to the transport industry, such as rates, the contentious principle of one clearing house for the city, etc., laut'a permanent and closer working relationship is eminently desirable in the interests of all. We are reminded of the strong advocaeiea of lahenr organizers for a " One-card Union." This means that the trade union movement is striving for a unity of organization in which each worker, no matter What his craft, will hold a triken of membership, which will be beyond questien in the wider trade union movement.

No useful purpose is to be served by emphasizing the difference between one transport employers' organization and another in dealing with such a common problem as labour conditions and wages. Labour has scored times without number, owing to the divisions in the ranks of the employers, and they will score again unless and until the employers have the means of attaining and maintaining a balance of power, not neceesadly for offensive purposes, but for the simple object of ensuring a square deal between the great public, they Nerve,' themaelvee, and their employees.

THAT BAD BILL.

What Liverpool Transport Associations are Doing to Defeat Audacious Corporation Proposal.

TEE GENERAL COMMITTEE of the LiVerpool Commercial Motor Users Association has been giving careful attention to the proposals contained in the Liverpool Corporation Bill, and with the Association's solicitor, Mr. Arthur Dean, has come to . the -unanimous decision that the Bill should • be opposed in the House of Lords, and that each member of the Association should be asked to Contribute a minimum of £1 to the fund for fighting the Rill. .

Shortly, the effect of the Bill, ect" far as it concerns the Commercial . Motor Users Association, is as follows :—The Bill proposes to consolidate all the Liverpool Acts from the year 1842 onwards. These Acts were obviously not intended to apply to metorcars, but they are now being applied to motor vehicles by the Corporation, and, if the Bill passes, the Corporation will apply them more strongly, becauee the powers will be contained in a modern Act of Parliament, dated 1921, instead of .a number of very old Acts of Parliament. Another objection is that motor law should now be uniform throughout the country, and net at variance in the different boroughs.

Moreover, since 1842, a large number of general Acts have been passed, giving the Corporation Wide powers to deal with motor vehicles of all descriptions.

In particular, the following clauses are opposed in the Bill :—(1) Clause 87, on the ground that it gives no legal right to the supply of water for trade purposes; (2) Clause 136, width enables it to carry, on its own tramways and motor omnibuses, goods up to any weight; (3) Clause 156, under which the Corporation can run private vehicle of their own for hirepurposes • (4) Clause 441, which says a vehicle ehal not remain etationary on the roadway at eight time; (5) Clause 445, which says, that anybody who accidentally damages a lamp Shell pay for it; (6) Clause 450,which gives the Corporation power to make very wide bylaws controlling motor vehicles; (7) Manse 503, Which makes an owner of a heavy motor vehicle liable for the careless stoking of one of his drivers"; (8) Clause 542, Which ineludes'all carte on lure within the expression of " hackney careiages." This means that the Corporation can control such, vehicles, and can fix the price they may. charge, license them, and withdraw the licence and prevent them running if they wish.

So serious does the Committee of the C.M,U.A. regard theSe clauses that they consider it vital that every member of the Association, whether in Liverpool or not, should oppose them, because, if Liverpool, obtains these powers., other boroughs and county councils are sure to apply for them.

The cost of opposing the Bill is estimated at 1,000. The amount .which is being asked per member of the C.M.U.A. is nominal compared with fines which might have to be paid to the Corporation if the Bill is passed.

SPLASHGUARD TRIALS.

The Report Shows That No Entirely Satisfactory Device Was Tested.

TEE FINAL report of the fudges on the Camberwell International Trial of anti-mud-splashing contrivances has now been issued.

In the main, the report corroborates the criticisms of the devices which we made in our article on the trial which appeared in our issue of March 22nd. The judges' remarks on the various tests were as follow:— . (1) Tinie occupied in fitting and un fitting. The scoring for thi& test was high. A considerable number of the competitors obtained the maximum, number of marks. It would appear, however, that insufficient attention was devoted to the question of stability, with the result that certain devices became detached during the tests.

(2) Fixing without alterations to any class of wheel. The results of this test were, on the whole, satisfactory.

(3) General appearance. While it cannot be stated that any one of the devices submitted improved the appearance a the vehicle to which -it was attached, there. wefe several which were quite unobjectionable from this point of view. On the other hand, there were several which were very objectionable in appearance.

(4) Weight of device. In many cases the devices submitted. were much heavier than desirable, and the average score was low.

(5) Price. In most cases no price was quoted, but, when given, was too costly for fitting to motor vehicles. (6) Efficiency. The results of this allimportant test were not satisfactory. (7) Endurance and stability. A large proportion of the devices submitted passed through this test satisfactorily. (8) Serb shock. The maximum number of marks was awarded in a very few cases, and there was a number of devices which entirely failed.

(9) Projections. In every case the device conformed with the widths as specified in the rules.

(10) Damage through fixing or use. No marks had to be deducted under this heading.

(11) Silence, in working. The greater proportion of the devices submitted was thoroughly satisfactory in this respect. The judges were unanimously of the opinion that no device Submitted can be considered efficient. from all points of view. The total number of marks which could have been gained were 475, and no competitor obtained 75 per cent. of this total.

Undoubtedly the trial has brought this question into prominence, and it should act as an incentive to the practical inventor and engineer' to study the location closely with a view to aecuring an appliance which will :— (a) Stop the splashing of mud by motor traffic.

(b) Give the user a safe and reliable appliance which can be used as a cone mercial proposition and be a part of the design of the car. (c) The prime cost should be a carefully-considered factor, arid renewals of all parte should be made standard if possible. The report, ended with appreciations of the promoters, competitors and, in particular, the chief marshal, Mr. C. W. Tagg.


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