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Passing Comments

1st August 1958, Page 28
1st August 1958
Page 28
Page 29
Page 28, 1st August 1958 — Passing Comments
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A Nylon Tyre Trouble Overcome

I T is well known that one of the early difficulties with nylon tyres was that of growth, and, to obviate this, research by Goodyear developed their. 3T process, by which the nylon cord is fully controlled at its maximum strength and efficiency.

Another problem, however, reared its head. This was that after a tyre has been removed from the intense heat of its mould it has a tendency to shrink and thus cause a slight deformation of its shape. This has now been overcome by what is termed the post-cure inflation process. To effect this, immediately the tyre is removed from the vulcanizing unit it is inflated on a specially designed wheel while still hot, and kept at this relatively high pressure until it cools off.

incidentally, Goodyear tubeless nylon tyres are claimed to run 10-15 degrees cooler than ordinary types.

Encouraging Trade with Canada

INTRODUCING "'A Report to British Industry" pre

pared by the Dollar Export Council Delegation to Canada in April and May (obtainable at 5s. from the Council at 21 Tothill Street, London, W.I.), the chairman, Sir William Rootes, said that despite the big developmentS in the past few years, so far only the surface of the vast potential of this huge country—the size of a continent— had been scratched. The population was now just over 17m; but there were children today who would live to see it top the 75m. mark.

This and other factors made the Canadian market one of the most important and challenging in the world. There was every reason why the ties between the two countries should be strengthened in their mutual interests. One of the problems confronting British exporters was the fact that a whole post-war generation and a million immigrants, many of non-British nationalities, would no longer take for granted the conception of an earlier generation that British goods were necessarily best.

There was, continued Sir William, need for a campaign of re-education. If we were to achieve our object of redressing our adverse balance of trade with Canada, the need for aggressive salesmanship, comprehensive service, A26 advertising and sales promotion on an adequate scale had to be repeated almost to the point of becoming boring. The Report is a valuable document, but too lengthy to précis here. A few extracts from the summary of conclusions may, however, be of interest. The delegation received indelible impressions of great and universal friendship and goodwill, but they saw a tough and highly competitive market offering great and growing opportunities to courageous and enterprising British manufacturers. Canada's trading balance with the United States goes heavily against her, but that with Britain is in her favour, thus leaving room for Britain to compete for a higher proportion of imports and so earn the means for spending more there. There is -evidence that the prices of many British exports are near the borderline between success and failure, whilst there were cases of shading of prices and cuts in margins by American • makers. The favourable atmosphere in Canada was elooded by repeated references to strikes in Britain, particularly unofficial stoppages at the docks. Increased sales of British trade and technical magazines would help our exports.

As regards distribution methods it is stated that too many British exporters rely, for nation-wide distribution, on agents or brokers centred on one of the big cities, also too many areas are infrequently visited.

Metals Which May llfake Their Mark

THE continuous increase in the world requirements for the known commercial metals is turning attention to others, which • until recently have been considered too expensive. It is pertinent to observe. however, that' this expression might be applied to almost everything when it is new. We have only to think of aluminiuni, magnesium, and beryllium, as having once been in that category, but which are now marketed on a commercial basis at reasonable prices. There are still, however, at least seven metals in the commercially unavailable category which are receiving attention because of their own particular properties, as distinct from those obtained by alloying them with other metals. They are zirconium, hafnium, vanadium, columbium, tantalum, chromium, and rhenium. All these are becoming available in quantities sufficient for development.

New Coach and Car Ferry

EARLY in 1915 a young officer was appointed to the EARLY Heavy Repair Shop (MT., A.S.C.), which was then situated in a shipyard at Grand-Quevilly, Rouen. Last week the same man, now editor of this journal, was cruising in the Channel on the m.v. Compiegne—the latest and finest cross-Channel car ferry—built and designed by the Societe des Chantiers 'tennis " Loire-Normandie," which is the first passenger vessel to have been built at this same shipyard.

Taking 164 cars and half a dozen or so of the largest coaches, also 1,000 passengers, this ship will be able to make as many as three crossings in each direction daily, as traffic requires,at the same rates and fares as for other car ferries plying between Dover and Boulogne.

Powered by two 16-cylindered Diesel engines in V form, each, rated at 4,500 h.p. at 345 r.p.rn., drives direct on to an individual shaft carrying a Karnewa reversible propeller, these and the engines being controlled directly from the bridge, and giving a Service speed of 20 knots. Vehicle accommodation is on three decks, the largest, aft, being 12 ft. 6 in. high and accornmodating the biggest coaches, the other two, 7 ft. 4+ in. high being located forward, with access by ramps.

Movement of cars is one way, the first on being the last off. The embarkation door is at the stern and operated by hydraulic jacks with separate eiectro-hydraulic pump. The extensive fire precautions include fire-proof curtains, powerful water sprinklers and numerous foam hydrants.

Once aboard it is difficult to realize the extensive and concealed accommodation for vehicles, as there are wide promenade decks and a dining saloon seating 132, also a sun deck, snack bars and shops.

Control is by stern and bow rudders, also at the bows are transverse propulsion units to facilitate handling.

The main dimensions are overall length 377 ft., overall width 60 ft. 4 in., mean draught 13 ft. 1 in., and the estimated gross tonnage is 3,400. Receipts will be shared with the British Transport Commission.

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People: William Rootes
Locations: London

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