OPINIONS and QUERIES
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The Need for a National Haulage Association.
The Editor, THE COMMERCIAL Mo.roa.
[3694] Sir,—Having read with considerable interest and keen appreciation your recent articles dealing with certain phases of mechanical road transport, 1 am prompted to express a few observations.
As haulage contractors cannot feel too happy about the present state of affairs, I think it would be of material assistance if a national road transport association could be formed through the medium of your publication. You would doubtless receive co-operation to the full of the various small associations that have been formed and, possibly, they could all be amalgamated into one national association, thereby manifoldly increasing their strength.
You will doubtless agree that, during the past few years, the trade has been severely affected by the extreme taxation that has been imposed, and now that the railway compasies are clamouring for further assistance I think the time has come for united action, otherwise the consequences will be serious—nothing short of a national calamity.
The trade is being flooded with light transport, new men are daily coming into the business, and.with little or no experience of such matters they are upsetting things to a marked degree by rate-cutting, not knowing even if they can make it pay.
It cannot be disputed that the haulage trade is one of national importance, and one has only to recall the days of the general strike to verify this statement.
E. CLIFFORD.
For Cliffords (Fulham), Ltd. Brentford.
[We quite agree with Mr. Clifford that the formation of a national read transport association is most desirable and we have already assisted in negotiations between several existing associations. One difficulty is that the respective interests and problems are not closely akin. A solution might lie in the formation of a fully representative national
Bus Progress in Manchester.
The Editor, THE COMMERCIAL MOTOR.
[3695] Sir,-1 am in no way connected with the motor industry, yet I am a constant reader of your very interesting journal, and 1 should like to congratulate you on the excellence of last week's special Municipal Number, which contained some most interesting facts on the growth of the bus among the various local authorities in this country.
So far as I can see, however, very little mention has been made of its growth in the city of Manchester.
Municipal passenger transport by bus has greatly increased during the past 12 months, as can be seen by referring to your annual analysis of municipal bus services, and since the Municipal Number of last year over 70 machines have been added to the fleet, making a total of 330. lt is very interesting to note that the 1144 Manchester City Council has reserved the sum of £90,000 for the further development of the bus system this year, and it has been decided to construct no more tramcars in the future, the last 10 vehicles being now in course of assembly in the Hyde Road shops. Manchester itself stands in reality as the most important municipal bus centre in this country, as it is surrounded on almost every side by large towns, such as Salford, Oldham, Rochdale, Stockport, Bolton, Bury, etc., all of which operate buses into the city centre.
The most important outside authotity to operate buses into the central area of Manchester is Salford, the 94 machines of which bear a great deal of the heavy rush-hour traffic from the former city, whilst the vehicles of the Oldham, Rochdale, Stockport, Bolton and Bury authorities are more or less engaged in express-route traffic in conjunction with Manchester Corporation.
These express routes either pass through or terminate in the centre of Manchester, and form a very useful and rapid link between the city and surrounding towns.
Another important point relating to the Manchester Corporation bus undertaking is that during the past two years four tramway routes have been entirely abandoned and modern buses have taken up the duties of the tramcars. On two of the converted routes, to Sale Moor and Altrincham respectively, the majority of the vehicles employed is operated on oil, and Manchester claims to be the authority operating more oilengined buses than any other in this country.
Although the city of Birmingham is still the biggest operator of municipal buses in this country, it will have to keep a watchful eye on Cottonopolis, as the latter city is favouring buses to a very great extent indeed, and great extensions to the present fleet are bound to come in the near future. In the case of the midland city it must be remembered that it is about twice the area of Manchester and has a much greater field for its buses, yet the central area of that city is not a Quarter of that of Manchester, and has not half the rush-hour problems of the great northern city. Also the area around Manchester is much more thickly populated and the majority of this outer area is served by the Manchester Corporation Transport Department.
Manchester, S.W. CYRIL R. 0. SMITH.
Ridging or Grooving of Brake Drums.
The Editor, THE COMMERCIAL MOTOR.
[3696] Sir,—Whilst the assertions in Mr. Lake's letter (No. 3686) with regard to reduced-pressure areas of brake facings producing less scoring or wearing of brake drums, are correct, they form, perhaps, the least
important of the causes of scoring trouble. Brakedrum scoring has caused much concern in recent years. Investigations by brake-fixing manufacturers may be summarized as follows :—
1. Insufficient braking area, which necessitates unduly high pressures in, and temperatures of, the brake drums. 2. Poor-quality brake drums, 3. Unsuitable rivets.
4. Brake-facing troubles inherent in the facing owing to manufacturers not understanding the troubles to be avoided.
The explanations of these causes of scoring are as follow:
1. Brake drums of pressed steel are usually too soft and too thin. Under heavy loads they distort. Further, their temper is not controllable, owing to the `repeated heating by the brake facings. In brake facings which score soft drums the scoring usually Starts at about 425 degrees F., which is a fairly low teuverature.
2. The cure is to use sorbitic cast-steel brake drums or special cast-iron drums. We shall be pleased to give the names of recommended makers to anyone interested.
3. The question of rivets is not so important. The only point to watch is that the heads of the rivets should be well countersunk below the surface of the friction material. This point is in many cases neglected.
• 4. This is undoubtedly one cause of scoring troubles, and recently some manufacturers of brake facings have put across something of a "red herring" to help them cover up weaknesses in their materials. The "red herring" is the non-wire brake facing, which, it is claimed, does not score even soft brake drums. The inference is that brass wire in a friction material is the cause of scoring. As a matter of fact, if brass wire of the correct specification be used it does not score. The trouble attributed to the wire is caused by the chemical process; or dope, with which the facing is bonded. Many cases could be cited of non-wire material causing scoring. This shows that the Chemical bond is at fault. On the same brake drums, Properly manufactured, brake facings containing wire produced no scoring at all.
The cure for scored brake drums is to use the correct quality of brake-drum material and to fit friction material which is made on a quality and not a price basis.
M. BAILEY, Managing Director.
Buxton. For Brake Linings, Ltd.
Coal Gas as Motor Fuel.
The Editor, TEE COMMERCIAL Moron.
[3697] Sir,—I notice from the columns of recent issues of your journal that certain authorities are to experiment as to the suitability of coal gas as a fuel to replace petrol.
• At a time when designers of chassis and bodies are striving for lightness, surely the addition of heavy gas cylinders is likely to prove rather discouraging, whilst, in the event of an accident, one trembles to think of what might be the consequences should these cylinders burst.
I am sure many will agree that the money expended on these experiments would be better devoted to oilengine research, which type of engine, above all things, is practically free from fire, let alone explosion.
The only advantage that seems to favour the use of coal gas as a fuel for road work is that it is obtained from home-produced coal, but even that, considering the plans for producing fuel oil from coal, is likely to be counterbalanced in the near future.
Normau ton. W. G. MANNING-.
Dangerous Pedestrians.
The Editor, Tun CoMMEROIAL MOTOR.
[3698] Sir,—One day recently, while I was travelling towards Worthing on one of its many fine approaches, with a 6-ft. pavement at each side, I encountered a woman, pushing a perambulator, on my side of the road. As luck would have it, a bus came towards ine at that moment and we almost met in a bunch. B.y a tremendous effort I pulled up and just managed to miss this woman, In America these jay walkers are fined for walking in the public highway. Why should they go scot-free?
Why should these senseless people be allowed to wander all over the road when there are pavements provided for them by local councils? Motorists would be heavily fined if they careered along the pavements.
I am a regular reader of your journal and would be interested to read the views of other readers.
Worthing. Juno&
How Operating Costs Have Fallen.
The Editor, TEE COMMERCIAL MOTOR.
[3699] Sir,—With reference to "This Week's Problem" in your issue of February 16th regarding charges for a 30-cwt. motor lorry, I regret that I cannot agree with your figures, as stated.
I have compared these with your "Tables of Operating Costs" as published in July last, and find that a 30-cwt. motor lorry works out at 2.76d. per mile and £4 14s. 7d. per week for standing charges (exclusive of profits). The costs outlined in the "Problem" compare favourably with the charges for a 2-ton vehicle.
Could you explain why your costs are decidedly higher in this instance, as I maintain that the costs in your July Table are quite in order? Glasgow, W.1. W. TRITEMAN, 5E15E.
[Your query raises a most interesting point. On looking into the matter I find that the problem published in the issue of The Commercial Motor for February 16th was an out-of-date one, inadvertently made use of for this purpose and inserted without being brought up to date.
• The problem and its solution were brought to me about the middle of 1929, and the figures, therefore, relate to conditions and the costs at that time. It is most interesting, therefore, to read them in the light of that knowledge" and to realize that costs of operation have improved to the extent which your correction demonstrates, so that the figures Which were then applicable to a vehicle carrying loads of 30-cwt, now relate
to a machine for 2-ton loads.--S.T.R.I • Reduction in Tyre Cost.
The Editor, THE COMMERCIAL MOTOR. • [31OO] Sir,—We thank you for your "Tables of Operating Costs," which are useful and interesting.
The only serious discrepancy from our figures is the question of tyres. We use pneumatics, 32 ins. by 6 ins. for 31-tonners at a net cost of f-6 Sc. for covers and tubes. It is interesting to note that four ran for 31,188 miles and two for 43,791 miles before renewal, showing a cost of only .24d, per mile. You will see that there is a considerable difference from your figures, and we shall be glad to receive any comments you may have to make. A. M. HALL, Manager,
For James and Son (Grain Merchants), Ltd. London, S.E.1.
a am interested in what you state about the cost of tyres on your ai-tonners. The results of your, experience are very good indeed.
The figures for tyre costs in the Tables are admittedly high. This item in operating cost has rapidly decreased year by year since figures for pneumatic tyres on heavy vehicles were first included. In the beginning there were no average figures on which they could be based, and they were assessed at a high figure because of the lack of suitable information. Year by year, as experience has grown, they have been reduced, but each year we have, in pursuance of the conservative policy which has always been adopted in relation to these figures, altered them in proportion only to the average costs.
When the figures were revised last year, for example, the data showed economies of about 40 per cent., as compared with the figures for the year before; only half that was indicated. The past year has shown that the improvement indicated has been maintained, and, in the new set of Tables which is being prepared, proper appreciation of that fact will appear.
Roughly speaking, the average experience of users is round about 100 per cent. to 150 per cent. more than your own, and I should imagine that your conditions of use must be favourable,---S.T.R.1,