IN YOUR OPINION
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Handbrakes are Poor WAVING read both parts of the "Any Complaints?" " feature published in your journal during December, I would like to associate myself with the many comments published. These endorse my own view that the condition of most handbrakes on commercial vehicles is extremely poor and incapable of producing a reasonable percentage of efficiency. This view is gained from personal experience and daily contact with the problem. The main reasons for poor handbrakes are lack of imagination, disregard of vehicle operators' requirements and cost.
Basically the problem is simplified as follows: produce a handbrake lever, either multi-pull or single stroke, capable, without deflection, of producing the necessary effort and movement that can be multiplied to give correct brake application.
Why then, you may ask, if the problem is so simple, are handbrakes so poor? A simple answer may be derived from manufacturers' observations. "We fit a lever that costs in the region of 20s. and wish to keep the chassis price down.
Efficiency, like everything else in this world, is the result of effort, and must be paid for. For an expenditure of 20s. you will produce only an effect consistent with input. This fact is more than confirmed in your articles.
We have, over a period of years, approached members of the R.H.A. and other transport -users, either directly or by post, placing before them details of our modern handbrake controls of varying types. Thus the knowledge that equipment is available to give guaranteed high handbrake efficiency cannot be denied. Apart from this method, extensive and consistent advertising in all journals is fed to all classes of heavy commercial vehicle users, including those running p.s.v. This means that hauliers can test and be certain our claims are true—then if satisfied can insist that such equipment be fitted as standard ex-works when purchasing. It may involve some slight extra cost, but the vehicles would still be under warranty and the extra cost would rapidly be offset in workshop tinne saved on adjustments that would not be needed. Added to this, the fear of a vehicle being taken off the road because of handbrake inefficiency would not arise.
• For the past 50 years we, as a firm, have snecialized in the manufacture and design of handbrake controls which do actually give a higher handbrake efficiency than that required by the M.o.T. Our experience in this field is offered freely to hauliers and manufacturers alike. We are more than ever being consulted at the design stage as well as remedying existing faulty equipment.
I feel that testers of vehicles, before making their observations, should be certain they are in possession of the facts. For instance, a Neate Multi-Pull Control which will have combined instant and gradual release mechanism is not a knock-off lever, and in common with all wellproduced equipment should be understood and used as designed and recommended. It is rarely understood also that our NBC/14 Control which is single-stroke operation, commences with a 71 to 1 advantage, rising to 274 to 1 advantage at the end of its stroke, and gives a higher handbrake efficiency than a power-assisted lever, at lower cost, and without the complicated maintenance that air assistance requires.
Whilst it is true to say that your article "Any Complaints? " does for the first time set out in print faults which must be remedied for safety's sake alone, it still does not go far enough. Complaining does not solve a problem. Once we complain we accept the fact we have a duty—this is inescapable—and the onus is on each of us to remedy the defect. I was told many years ago that action was the only prayer that was answered, and action is the only solution to the faults set down. It is not enough for leading operators and advisory committee members to voice complaints. Remedy by action is the solution.
How? Demand what you want, and what you pay for. Thus will you achieve success.
Hanworth, Middx. C. ERITH,
Technical Adviser, Neate Brake Controls Ltd.
Need for Power USERS of under-powered vehicles have a lot to answer for. Most of us are familiar with the chaos caused by such a vehicle almost beaten by some small gradient— and the frustration of those who cannot overtake.
Road safety demands plenty of power in reserve, for any vehicle with a slow get-away causes an eddy in the lines of traffic which is potentially dangerous. And, of course, braking power should match performance.
Enfield, Middx. R. S. GODFREY.
Lightweights Only in Thaw Periods THE haulage industry and trade generally are taking an increasing interest in effecting deliveries on the Continent. On recent visits to a small composite factory in France concerning transport problems I was told that heavy road transport was wellnigh impossible under severe winter conditions, therefore rail access was imperative. As one whose large fleet of heavy road vehicles managed to overcome last winter's hardships in England this statement was, to say the least, surprising, until finally we managed to get the answer: "Les Barrieres de Ddgel " (literally "thaw barriers ").
In France there is a regulation (Permanent Prefectorial Decree 1/1/48) which gives the Area Prefectures powers to restrict the use of roads to lightweight vehicles during the periods of thaw. The penalties for ignoring the regulations are most severe. The vehicle weight limits are 9 tonnes on roads classified "C ", 6 tonnes gross on roads classified "B ", and 3.5 tonnes gross on roads classified "A ", Thus heavy road vehicles are prohibited. Depending on weather conditions the restrictions might cover the equivalent of 14 non-consecutive days in a year. It is quite possible for the regulations to be lifted at night if it so happens that the temperature drops below freezing point. There is a central office in Paris where one can get up-to-date information on specific road closures and advice as to possible routes to avoid individual stretches of closed roads. Thus the haulier might be faced with a journey of 600 kilometres instead of 250 kilometres—if he could get through at all!
The obvious purpose of the regulation is to protect road foundations, which are subject to serious damage under conditions of thaw. Similar regulations are applied in Belgium, in certain areas of Italy, and have recently been introduced in Germany.
Saltburn-by-the-Sea, J. W. LAYFIELD. Yorks.
.[Since receiving this letter we note from a French source that the first " barrieres de &gel" of this winter were set up in the Aisne on December 26. Some days later further " barrieres " were brought into effect in the Marne, the Ardennes, the Aube and the Pas-de-Calais.—Eol In Praise of the Trolley
THE letter from "Expatriate Novocastrian " in your issue of January 3 is full of sound common sense. I have felt for some time that we are giving up trolleybuses without enough thought. In most towns the public, who use and pay for the means of transport, protest strongly when these vehicles are given up—but in Britain any protests that are made go unheeded.
have seen Atlanteans absolutely crawl up the steep hills of Hastings, where fast silent trolleybuses used to glide by. It would be interesting to know the difference in air pollution, especially in fog, which has occurred in towns where diesels have taken the place of electric traction.
A passenger transport journal reviewed transport in the U.S.S.R. recently and described the new trolleybuses which carry 120 and even 200 passengers at speeds .of up to 55 k.p.h. and 45 k.p.h. respectively, these operate in 58 major towns and more are planned.
Let us think again and get down to developing our trolleybuses before it is too late. If necessary we should import a Russian one—and let the travelling public judge for themselves.
Reading, Bei ks. K. WOODS, Southern Counties Car Services.
Fleet Management Conference . . .
AS founder and past president of the Institute of Road Transport Engineers, I heartily applaud your intention to hold a conference at which directors, managers, and engineers can discuss their problems. It is also most appropriate that this is to be held oh the day before the next Commercial Motor Show is to open. You will also have a first-rate chairman in our present president, Mr. Roger Gresham Cooke, C.B.E., M.P.
We may be just in, or out of, the thick of a general election at that tithe, but whatever occurs, there will be ample scope for cogent statements, both technical and political! You have made an excellent selection among the top experts, and their papers should attract many more to join in the discussions.
It may be significant that the luncheon at which the formation committee of the I.R.T.E. was elected was also held at the Connaught Rooms, and by The Commercial Motor.
Brighton, Sussex. G. MACKENZIE JUNNER, M.I.Mech.E., M.I.R.T.E.
. . . Instructive and Advantageous IT is appreciated that at long last a conference for fleet I managers is to be convened and that you have been instrumental in initiating a one-day conference. I sincerely trust that all persons undertaking similar work—whether A-, Bor C-licensed goods or bus management—will find time to spare for what will or should prove instructive and advantageous.'
Doncaster. Yorks. F. M. FIELDHOHSE, Group Traffic Manager, British Ropes Ltd.
[The Commercial Motor Fleet Management Conference was announced in our issue of January 3. It is to be held at the Connaught Rooms, London, on September 24, 1964.—En.]