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OPINIONS and

15th January 1943
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Page 33, 15th January 1943 — OPINIONS and
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Which of the following most accurately describes the problem?

UERIES

A WELCOME TO THE FEDERATION OF HAULAGE GROUPS

THERE have been many attempts to put road haulage

on a democratic footing, but, so far as I can see, these have met with little or no result. At last, however,, a potential saviour has arisen to bring order into the present chaos and attempt to regroup the forces. I allude to Mr. Scott Hall and the body which he represents.

The matter regarding the new Federation which you published in "The Commercial Motor ". gives some encouragement concerning twos points which I consider are truly democratic. The first is the ,promise to avoid secrecy. This wilk, beyond doubt, efface many misgivings which 'are prevalent amongst operators. The second is the breaking down of the intolerable barrier of vested interests. To carry this. outfully, however, needs perseverance and unity, because this is bound to be well fortified: Many haulage concerns are like human beings in that they become shaped to Their environment. This may not be their fault, but it adds to the difficulty. Now, however, comes a chance for all to break their bonds.

Some may not be interested in this stepping stone, this .governmenf of the hauliers by the hauliers. Many will net doubt expound about the new broom, but in this connection I may add that, according to the articles of the new body, the bristles are to be renewed automatically at_reasonable periods, so that the " broom " should be.

perpetually renewed. R. ELWICK. London, N.12.

HIGHER SPEED LIMIT WANTED FOR THE HEAVIES

S6.IE time ago, in a letter published in your pages, there was a statement in relation to a request for an increased speed limit for heavy vehicles, to the effect that if drivers were 'given an inch they would take a yard. This seems to be so poor an analogy that•it is

, difficult to take it seriously.

Surely it is evident that 'long-distance drivers of A-licence vehicles have comparative freedom of action for 23 hours out of 24. However, most of us know obscurantists who believe this kind of stuff, so it may be profitable to give some reasons • why we are mot the irresponsible people our police records would seem to indicate.

In the years before the war in the course of our work we were subjected to austere police discipline to an extent probably unknown by other civilians in this country—outside gaol. We were treated as a social menace and attendance at magistrates' courts became part of the day's work. This kind of thing has different effects, but one result common to all is cautiousness in regard to the law. If we be not always able to keep rigorously to the letter of the regillations, it does not by. any means' follow that we ignore them. Our complaint is that some regulations are out of date,, the most important being the 20-m.p.h. limit.

Then there is the frequency with which the variety of situations in which we find ourselves throws us back on our own resources; for example, breakdowns, in the. black-out, gettimg up ice-bound 'gradients, or dealing with contractors' tough foremen, who expect eight-. wheelers to perform on ploughed fields, do not make for irresponsibility.

In the past war a good many of us learned what it meant to be severely practical, and it is to be hoped that slifficient numbers will do the same in this one to turn the scale in favour of practical politics all round when it is won. People who agree with the gentleman who provided the subject of this letter will then, I suspect, be very unpopular.' In the meantime we pall continue

to press for 30 m.p.h. CHARLES W. CLARK,

Loughborough. For Clark Transport.

TEMPERATURE EFFECTS UPON TYRE WEAR

I WOULD like to comment upon the calculations reported on page 396 of your issue dated January 1, in the body of the very interesting article on the influences of weather and working heat on tyre mileage..

It is assumed that increasing the temperature from 40 degrees F. to 80 degrees F. represents an increase of • 100 per cent., and, in committing this fallacy, the author appears to overlook the opportunity of making his tell ing argumenf even more convincing. The temperature scale used (Fahrenheit) is, of course, purely arbitrary, and, whilst the temperature appears to have doubled itself, it is, in fact, not so,' as would be immediately apparent if the two temperatures .concerned were expressed as, say, 4 degrees C. and 27 degrees C. respectively.

I suggest that, as we are dealing with the temperature of the air inside the tyres, it would be more accurate to refer these to the absolute zero of 273 degrees C., when the temperatures of 40 degrees F. and 80 degrees F. become 313 degrees and 353 degrees respectively.

The percehtage increase -in the amount of wear thus becomes overwhelming, compared with the minor

inct-ement in the temperature of the air. . • The figures relating to the increase in speed are, of course, correctly deduced from the table in para. 1

Esher. C W G .1W .

GOVERNMENT HAULAGE SCHEME CAUSES ALARM

DOES the road haulage industry, short, medium and 1-"long-distance, really appreciate what the Government's new scheme could, and probably does, mean font?

There are some racist important points, the pogible implications of which should give cause for alarm. llr On paper, at any rate, it is easier for a concern to qualify' to be a "controlled undertaking" than to have its longdistance vehicles taken on hire.

I say "on paper" because the qualifications for a controlled undertaking, as made known to us, are quite nebulous. So much so in fact as to leave one wondering whether the deciding factors will relate to, the concerns chosen more than to the type of haulage they undertake. In any case, the Minister does not appear to have bound himself to confine appointment as controlled undertakings to concerns which have " been employed contihuously during the past 12 months wholly dr mainly on point-to-point movements of general traffic (not including parcels and smalls) for distances of not less than 60 road miles."

On the contrary, " each unit will be centred on a concern with experience in and facilities for dealing with longer-distance traffic.

I. cannot help asking myself: How much " expee

ence " Longer " than what? Longer than short distances? What " facilities "? • It is curious that the phrase " longer distance used, not "long distance,'.' In my opinion it amounts to this, The Minister not having bound himself in any real way, can appoint, let us say, a large combine to be not one, but a number of units. It could be a combine of subsidiary or associated concerns spread over the country, and they could be mainly engaged on...transport of a type which would not qualify them to have their vehicles taken in aS hired Vehicles.

Were this to happeis, and I fees it will, a genuine long-distance-haulier, based in the same locality as one of the " big ' concerns' subsidiaries or branches, will not be chosen as a controlled undertaking and might not even be considered.

We may well see, therefore, the spectacle, for such it would be, of medium-distance and walls, carriers (who admittedly could be engaged to a relatively minor extent in long-distance haulage as it has been defined for the scheme) operating as controlled undertakings and having attached to them, for operational purposes, the vehicles which had qualified to be hired.

The 'vehicles of the controlled undertaking would,. apparently, continue carrying the traffic which did not qualify them for hire, or conld the unit controller use for this work any vehicle attached to his, unit?

Also it .cannot be supposed that on 'return journeys, which otherwise would be made without return loads, the vehicles in

the scheme, would not be loaded back with medium-distance traffic for part of the kinn-ney. It is quite

true to say that whilst the vehicles of the medium-distance haulier (and snore so of the short-distance haulier) are not eligible for hire under the scheme, the traffic of such hauliers

o, will be, in many cases, very eligible..for carriage by vehicles in the scheme.

The medium-distance. operator must therefore expect loss of traffic, perhaps considerable, with nothing to compensate, and the short-distance man can expect increased couwetition from his unfortunate fellow.

./i'd wonder the Ministry did not consult the accredited representatives of the industry!

But one can suspect that the" big concern " section of the industry was not unaware of the trend of events. 'Otherwise why has the scheme, so nebulous in its • important details, been accepted so meekly by it? Willingness to save rubber and fuel would never have kept such cencerns quiet.

I hope this scheme does not harm the little man, but he must sealize that, in the circles where the real power and influence exist, he is not overloved.

• It will be interesting to see how many big concerns and combines supply the "units." One may not need

one's toes to count them on. HEAVY HAULAGE.

Rochester. . '2 • SATISFACTION GIVEN BY LIGHTMETAL BODY CARRYING CH URNS J UST before the war we purchased a Vulcan' 5-ton chassis, and decided to Ifave an aluminium body made

for it. Its ,duty was to be the collection of milk. Mr. J. H. Goddard, of Oadby, Leicester, was consulted, and he spent considerable time with us in planning the body. Assistance and advice were always available A32 • Irons the Northern Aluminium Co., Ltd. which supplied the materials. The result was a very fine truck, some features of which merit description.

The cross-bearers were made of i-in, plate riveted to a T-section member along the top, and to angle section below. Large holes were cut out of the centre to save weight, and the edges were folded over to give rigidity. Chock rails were of heavy-section angle, and the floor was "flat-corrugated," alternate flats being about 1 in. wide. Uprights and corner posts for chains were fixed by gusset plates, and an upper deck covering half the lower loading space was erected, with good gussets for stiffening. • The cab was of standard light timber and panel design. A very fine-looking truck, resulted, and this was put into commission on January 1, 1940. The only point which seemed doubtful was the floor. Milk churns are very hard on any type of floor, but after three years of wear, we are very satisfied. ,Wear is, of course, apparent, the top flats are thinner, and at some points the metal has worn right away on the corners. The corner posts have come loose, owing to the gusset plates being too small. The upper deck is, however, perfeof.

The main defect in the design lay in the cross-beasers.

These had to be about 12 ins. deep, 'for no longitudinal runners, were used on the chassis members. Alternate members were braced together by crossed-over angle sections: Vibration and fore-and-aft movement due to braking have loosened these, so that sway has become apparent. • We now propose to make some improvements. The body is to be lowered 9 ins, by removing the crossbearers ancrfitting 3-in, steel channels. Boxes will have , to be made to clear the wheels, and the result will be a much more rigid structure, which will also be-easier for loading ,and unloading. At the same time the floor' will be removed and replaced upside down, so that a new surface will 11 ready for wear. Detail improvements will, of course, be made where necessary.

We do not intend to use rivets this time, because we have found that it is better to use high-tensile bolts in holes drilled to a nice fit.

When new, the vehicle, plated to carry six 'tons, weighed, complete, under 2it tons. It has been satisfactory in every way. The chassis has never been off the road at all, and has worked 365 days each yeas for three years. It seems as good as new now after this gruelling work.

When supplies of aluminium become available again we intend to equip all our vehicles with this type of body. The, first cost is high, but the saving of weight constitutes a perpetual economy in running cost.

Leicester.. H. F. SMITH, Director, For KIRBY AND WEST, Lm.


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