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OPINIONS and QUERIES

13th July 1945, Page 32
13th July 1945
Page 32
Page 35
Page 32, 13th July 1945 — OPINIONS and QUERIES
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Which of the following most accurately describes the problem?

" LET ROAD TRANSPORT SET A GOOD EXAMPLE

As a reader of your journal for 28 years, I would like to criticize the letter of Mr. E. Smith in your issue dated June 29.

I am sorry to sea politics enter the pages of " The Commercial Motor." I cannot see either totally free enterprise or complete State control being the ideal for road transport.

Surely the " pirate "-bus owners were compensated when their businesses were taken over by the London Passenger Transport Board? I have the feeling that, if State control were to be initiate& road transport owners would be sufficiently well organized to see that they received fair play. Mr. Smith says that some of their businesses have been built up by 25 years of hard work. I quite agree; but does he remember that at the beginning of that period we drivers slaved for 18-20hours a day, often for seven days a week, for a very small wage and under terrible conditions of employment? I myself then drove a lorry, the condition of which was far from good when I took it over, for less than £3 per week, working 16-18 hours daily.

Both State control and free enterprise are useless without good employers and employees. So let us all get together and make road transport the ideal in respect of employment and business. Let its set an example to other trades.

1 have in my possession a dozen or so copies of your journal which I would like to send to some Service man, so please send me a name and address. Following this, 1 shall be pleased to send him my copy each week.

As a lorry driver, I have learnt a lot from the journal, and more than once have been able to correct my chief in respect of operating costs, etc., because I have been able to refer to the " C.M." Tables and articles.

I will conclude by wishing good luck to all those who help to make yours the best motor journal ever printed. . Bromley. J. P. GLIESDON.

WHAT ARE THE OBJECTIONS TO WIDER BUSES?

I HAVE read with considerable interest your leading editorial on this subject in your issue dated June 15. The anomalies in the Construction and Use Regulations have been a headache for years. I was to some extent involved in efforts to get these removed in what was,. I believe, the last previous attempt to obtain the sympathetic ear of theMinistry of Transport, during the 12 months immediately preceding this war.

As I am at.present a free-lance in such matters, perhaps I may be permitted some comment without laying myself open to the accusation of having an axe to grind.

It is obvious to anybody engaged in any section of the road passenger transport industry, that common sense is not a strong point of the Construction and Use Regulations. In all fairness, however, it must be admitted that the industry itself is to blame to a very great extent for the anomalies existing therein. Many are the outcome of agitation for'concessions to meet conditions arising out of new developments. The ridiculous differences in the regulations as they affect four-wheeled and six

• wheeled buses may be quoted as an example.

I am surprised that you make no mention of the curious fact that the Minister of War Traits-port-has permitted an 8-ft.-overall width coupled with 30-it. overall length, in the case of trolleybuses., In many instances these vehicles are operating over the same roads as motdrbuses, in spite of their greater dimensions, whilst, so far as the London area isconcerned, parts of the trolleybus routes are tortuous in the extreme. It seems, therefore, that the crux of the whole matter rests in-the fact that the two vehicles are subject to two entirely different sets of regulations--the motorbus being subject to regulations as laid.down by the Road Traffic Act, whilst the trolleybus is governed by regulations laid down by the Light Railways and Tramways Act. In my Opinion, therefore, the &MALT. and other interested organizations should press for an amendment to'the Construction and Use Regulations. so as to bring these into line with those governing the construction-and use of trolleybuses, in respect of maximum overall dimensions and weights— the latter being as important as the former.

I am not well acquainted with the Light Railways and Tramways Act; and it may be that the regulations are too flexible to provide a sound argument; but if this be the case, the legality of the trolleybus on some scores may be in doubt, on the grounds that, unlike its predecessor, the tramcar, its line of travel is not confined to the one strip of road occupied by running rails, and is, in fact, free to move over the whole of the road surface =including the pavement—so long as that surface is within the radius of the trolley poles while they remain in contact with the overhead conductors. Be that as it may, the fact remains that these differences are most illogical, even to the extent of making the Construction and Use Regulations absurd, and it would seem that even the Ministry of War Transport might find an obstructive attitude untenable in the face of that absurdity. A. J. STUBINGS, M.I.A.E. .Aylesford.

[Vsrs.. do not think that Mr. Stubings is correct in stating that trolleybuses are governed entirely by regulations laid down in the Light Railways and Tramways Att. Actually, they have the same length and width limits' as motorbuses, and the total laden weights for the 'bigger models are the same as those for other road passenger vehicles, although the maximum weights are half a ton less in the case of the four-wheeled single and doubledeck types than those of the corresponding. motor • vehicles. Mr. Stubings is surprised that we make no mention of the increase to 8 ft. He need not be .so, because, even with trolleybuses, this width is not normally legal, but there are -a' few instances where special permission is given to employ such wide vehic]es, due to the fact that they were constructed for export, and during the war, apart from the difficulty of sending them overseas, they were more urgently required for duty here. The ordinary trolleybus must not have a width of more' than 7 ft. 6 ins.—ED.]

A SURVEY OF THE WORLD'S OIL POSITION •

FROM time to time in the past 10 to 15 years the experts have expressed considerable anxiety as to whether the world's oil production could keep pace with the great and ever-increasing demand—in' fact, some even predicted that the supply would definitely peter out in a given number of years.

This period has been safely passed and the following notes on the world's oil reserves and the production of varions countries enable us to take a much more satis-• factory view of the future prospects for our most vital commodity. .

The • total reservesare now estimated at about 54,000,000,000 barrels, which figure may be considered' most satisfactory. For the year 1944, final figures of

world production will probably-, be about 2,621;734,000 barrels, which is no less than 31.5 per cent, more than in 1938—a gratifying increase.

Of. the total reserves, the U.S.A: is credited with 39.6 per cent., a result due to intense exploration work, in spite of being handicapped considerably by scarcity of skilled labour, drilling materials and machinery.

Asia has 32.8 per cent. of the .reserves, some 30 per cent. being in Iran, Irak, Saudi Arabia, Bahrein and Qatar. This area could supply much of the needs of Europe and Africa and is, indeed, considered to be the great future oil-producing area of the world. Intense exploration work is now being carried out by powerful American and British interests with ample financial backing.

Although the British Empire is at present not a great factor in oil production, it is satisfactory to note that about one-third of the enormous area of Canada is considered to be a potential oil-bearing area. Canada has so far produced some 110,000,000 barrels. The 1944 production alone will exceed 10,000,000, but con sumption will probably be close to 60,000,000. One area, the Turner Valley, 22 miles long by 1-3 miles wide, is the greatest producing area and gives some 8,000,000 barrels per year. Other areas are very promising.

With their usual energy, clever organization and hard work, the Russians are pushing ahead fast with their oilproduction programme. Their share of the world's reserves is now about 11.3 per cent., mostly in Europe, but there are great possibilities in her Asiatic territory, so far tittle explored. Russia will be able to supply its

own needs, which will be very considerable. The U.S.S.R. production for 1944 will probably be about 273,000,000 barrels. The famous Baku oilfields are now giving 59 per cent, of the total Russian output. Litelise exploration work is going on in the area between the -Ural mountains in the east and the Volga, where about 100 new producing areas have been discovered. One great advantage is that oil is mostly found at only 300 to 1,000 ft. depth.

Venezuela now figures as one of the important producers. Its 1944 production figures are expected to be about 267,000,000 barrels, or 87,000,000 -more than in 1943. The ultimate goal is 1,000,000 barrels per day. and it looks as if this will soon be achieved.

South America, including Venezuela, is credited with reserves of about 7,000,000,000 barrels. Mexico, which was one of the greatest producers some years ago, is credited with Only 1.2 per Cent of the World's reserves, but it is hoped that in the near future this will be considerabty increaSed.

On the Continent, Rumania will be the most prolific producing area when the wells and refineries are once more in full working order. Is reserves are calculated at about 500,000,000 barrels.

Thus it is evident that, at any rate, for some years to come, WQ can be free of any anxiety about supplies of fuel for our internal-combustion engines for road-transport vehicles.

W. H. GODDARD, M.I.Petr., M.LR.T.E.

Leeds, 11.

MOTOR COACH WHICH CONQUERS THE DESERT, HAVING seen the article, "Passenger Transport in the Orient," which appeared your" issue dated March 2, there are one or two points which I would like

to raise. "

S/Sergt. Hirst stated that vehicles run by the Nairn company are of Budd and Mack manufacture. As have just returned from that area, I would like to point out that this concern also operates Marmon-Herringtons, articulated and otherwise, on its desert route. The largest of these vehicles has a most unusual trailer coupling, which, I believe, is of Nairn's own sdesign. -It allows ample movement mid prevents engine vibration from reaching the coach. -At the end of last year, Leyland Tigresses and Cubs were still being operated in

Alexandria, although they appeared to be badly in need of efficient maintenance.

CIM.F. A: H. KING, Lieut. R.E.M.E.

[Curiously enough, a photograph of the particular vehicle

• rnentioned by Mr. King has reached Us from another source. The coach was recently overhauled by a British Maintenance Unit of the R.A.F. under the command of F/Lt. G. K. Grahame-White, who sent the picture to the IeR.T.E. It usually operates between Habhainya and Damascus, the return distance being about 1,300 miles, and the time taken, including all stops, being 72 hours. It carries 44 people, cotnplete with all kit and rations. plus 14 days' reserve rations, the latter being in case of breakdown in the desert. Food is stored in special ice chests in the forward portion of the trailer, as the temperature often exceeds 125 degrees F. in the shade, when ,there is any of the Ittter. The vehicle is said to be 70 ft, long, weigh 28 tons, and be powered by an oil engine of 150 b.h.p. Only last month it was mentioned that the old track from Haifa to Baghdad, over, which the Nairn Brothers used to run this vehicle, was improved into a military highway abont 500 miles long.—En.]


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