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OPINIONS and QUERIES

21st December 1934
Page 41
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Page 41, 21st December 1934 — OPINIONS and QUERIES
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Which of the following most accurately describes the problem?

THE USE OF OIL ENGINES FOR COACHES.

The Editor, THE COMMERCIAL MOTOR,

[4443] Sir,—May I be allowed to reply to Mr. G. A. Packwood's letter (NO. 4430) in your issue dated No‘'eraber 30? The oil engine is particularly suitable for long-distance coach work, particularly for those with all-the-year=round services, like the Newcastle to London, and South Wales to London, and many others. The actual saving in fuel costs works out at between 75 per cent. and 80 per cent.; there is also a saving in lubricating oil and in maintenance costs when the right engine is selected—direct injection being, in my opinion, the most economical type. .

There is greater reliability also, and less time lost in

refhelling, as 30-ga11on tank will easily take a 82'eater coach from 480 to 540 miles. A great advantage is gained by using a five-speed gearbox, the fourth speed being direct and about • 4.8-1, the fifth speed being an overdrive Of about 3.55-1. This results in a maximum speed of well over 50 m.p.h., and, most important of all, low engine revolutions (about 1,200 r.p.m.), at the allday cruising speed of, say, 30 m.p.h., with consequent long life of enginFand low maintenance costs.

There is less gear changing and this makes it easier for the drivers. On the South Wales to London service (Red and White) there is a large fleet of these coaches which has been running for a long time and showing very wonderful results.

There is a great deal more to be said on this subject, but space is valuable and I must close up, but I shall be very glad to give Mr. Packwood all the information he desires if he will write to me.

Beeston, Leeds. W. H. GODDARD.

TRAFFIC MANAGERS WITH DOUBTFUL TRAINING.

The Editor, THE COMMERCIAL MOTOR.

[4444] Sir,—In taking a survey of the haulage industry over a number of years one has never thought to ask where a very large peftentage of so-called traffic managers obtained their training or experience of the road and delivery difficulties which at times confront the drivers whom they send on journeys while they sit in their offices. I have a collection of written instructioas by one of this particular type of traffic man and they make interesting reading; sometimes a driver would 'iced a supercharged racer to get through the work stated in anything like the time given, not reckoning the difficulties he may come up against in the deliveries. I know one man of this type who was boasting what extra bonus he would receive from his firni because of the saving of transport costs by cutting rates unfairly and by 'certain nefarious means which I shall not mention here ; hi fact, a good clearing out of this type of clerk-cum-traffic manager would do the industry and the firms who employ such men a world of good, at the same time not forgetting a lot of the clearing-houses which wax fat on the industry.

I sometimes have occasion to hear overloaded sixwheelers descending a well-known long hill with the engine screaming in low gear ; even then there is a doubt as to whether some of themi could stop if the need arose, definitely through overload and the resulting inefficient brakes. It is grossly unfair on the makers of the towing vehicles, because the type of contractor who will treat a lorry that way as a rule is the first to run down the make if anything goes wrong.. LANCASTRIAN. Bolton.

THE BEST WAY TO KEEP RECORDS.

The Editor, THE COMMERCIAL MOTOR.

[4945] Sir,—With reference to your answer to Question 127 under the heading "Licensing Problems Elucidated," may I suggest that all hauliers would be well advised not to keep their drivers' records in book form, but to use a simple daily form which should be handed in each night and on no account be left on the lorry. There have already been cases of successful prosecutions which have occurred only because the official who examined the records was able to look back and see what had been done or omitted prior to the day of examination when the lorry was stopped.

If a particular day's record is apparently in order, it is a thousand to one that the official will not trouble to go along to the haulier's office and inspect the previous records, but if they are all put into his hand together, it is only human nature to look back and see if he cannot find something that isn't quite right.

G. W. InwiN, Hon. Sec.,

Linton. Cambs and Ely Sub-Area, R.H.A.

SAVE US FROM OUR ALLIES WHO SUPPORT THE ENEMY.

The Editor, THE COMMERCIAL MOTOR.

[4446] Sir,—We are sure you will allow us to deal with, the various points raised by your correspondents as a result of our letter published under the above heading. Mr. Flin's letter was the most reasoned statement from either our or the objector's point of view, and obviously Mr. Flin was not aware that we had been in touch with all the interested parties prior to the hearing.

We made it clear to all concerned that it was not intended to operate additional vehicles under the coordination scheme. So far as Mr. Pearson's company is concerned it meant a reduction of vehicles operating over his route, because during the period of the co-ordination the Majestic day route, which is the only service affecting Mr. Pearson, would be discontinued. .

We gave all operators to understand that the application was not framed in a way which would amount to a reduction of control upon our operation, any more than any practical scheme of co-ordination does, but as neither we nor the Majestic concern desired to bring upon our heads further duplication restrictions, the wording of the' applicationwas drawn up in a particular way, according to legal advice. This was explained to those interested, and the fact remains, taking it in its broader view, if long-distance coach services are to continue to exist there must be an effort made to reduce unremunerative running.

Co-ordination can be effectively carried out, from the point of view of the public as well as the operators, only between those services which have common running territory. Between Manchester and London this company 'and the Majestic are the only two services running twice daily in each direction throughout the year and with a more or less common route. The whole method of approach and agreement between this company and the Majestic has satisfied us that, so far as these services are concerned, the Majestic is as much concerned about the railway competition and opposition as we are, and as we have been as " independent " as anyone in the trade throughout its history, without definite proof to the contrary I think we might still have been allowed credit for the retention of the individuality which the directors hope shall remain in perpetunm.

Again it was obvious that the railway companies would raise objection to the scheme, and rather than give the appearance of disunity again in the industry we feel it would have been preferable to have allowed the railway companies to have set out objections to the scheme.

The additional picking-up points also appear to have caused trouble with other operators. So far as the points to the north Of Manchester are concerned, we have previously operated from these points before the 11930 Act, and before the hearing we did withdraw a point of great importance to ourselves in consideration of the objection from the Yelloway Company. One or two other points were withdrawn as an arrangement with others, but that we should be attacked for applying for additional picking-up points in the London Area is, we still feel, surprising.

Others besides ourselves have felt aggrieved with the paucity of the picking-up points in the London area, others have also made attempts to recover one or two points of importance to the individual services. We have no desire to obtain an advantage over them, but the fact remains that if we had been successful in obtaining further picking-up points others in the same direction could have applied in a like manner and the Commissioner must of a necessity have treated them in a like way. In effect, we were the first to test the Commissioner's feeling, and I do not think that there is any reason to withdraw the statements expressed in the first letter. I purposely avoided mentioning any specific objection; in fairness to Mr. Pearson, however, I must B2S point out that he did not object to the application dealing with the increased picking-up points.

Again, if Yelloway Motor Services felt there was a possibility of our gaining advantage, it would have been better to have made a representation to the Commissioner and for them to have stated in Court that they hoped, if consideration was going to be given to our application, that other companies affected might be treated in a similar manner, rather than raising a definite objection, querying various picking-up points used by the company concerned and using the occasion as an opportunity to suggest that the balance was unfair, without previously trying to correct the position by application in the ordinary way upon renewal.

The fact still remains that if the industry generally could conquer the jealousy prevalent in itself and search for fresh fields, instead of bristling with indignation at an individual effort to raise the flag a little higher, it would not be in the present condition. This company does not need any "cheap publicity," but the fact remains that the industry has swallowed many pills sugared by those outside it, and if the sugar has been poisonous have not many in the industry made the ingredients?

I thank Mr. Flin and Mr. Pearson for their reasoned arguments, but am sorry to say that I am still unrepentant, and I further feel that if Mr. Flin had known more of the facts, of which he was naturally unaware, he would sense the feeling behind my original letter.

CHARLES Y. LLOYD, Director, Manchester. Fingland's Hire Cars, Ltd.

CONVERTING PETROL VEHICLES TO OILERS.

The Editor, THE COMMERCIAL MOTOR.

[4447] Sir,—I always read with great interest S.T.R.'s " articles in your excellent journal.

I cannot see, however, in his article "Converting Petrol Vehicles to Oilers" in your issue dated Novem ber 30 how he obtains his figures as to per annum being saved in the second example he quotes as illustrating the advantage gained from conversion (penultimate paragraph on page 529).

He takes the vehicle as doing 20,000 miles per annum. From Table I I get a figure of £132 10s. saving per annum and from Table 11 £101 13s. 4d. cost per annum, both taken on the same basis of 20,000 miles per annum. The resultant saving shown being about £30.

His first example is perfectly clear ; but in the second he appears to have taken a 20,000 miles saving figure of £.132 10s. from Table I and a 10,000 miles cost figure of £68 6s. 8d. from Table II, which does give a saving of approximately 64 per annum, but, surely, if you take a 10,000 miles figure in one table you must take a 10,000 miles figure in the other?

A. N. TRAVERS ROWNTREE (Major), R.A.S.C.

[Thank you for your letter pointing out a slip in the calculations in the second example of the Use of the tables in the article " Converting Petrol to Oilers." The figures should be as you suggest.—S.T.R.] ANOTHER APPRECIATrON OF OUR SERVICE.

The Editor, THE COMMERCIAL MOTOR.

[4448] Sir,—It is with many thanks that we acknowledge your letter giving details of operating costs for our Fordson tractors, and replying to our query respecting the invoicing of transport to our subsidiary.

You have given us exactly the information we required, for which we again express our thanks.

Hull. TIMBER.


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