Licensing system
Page 54
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With his usual clear and sensible approach Janus has drawn attention to the possible dangerous consequences of separating entirely from the licensing system nearly a million vehicles with an unladen weight not exceeding 30cwt. It is regrettable, as he says.. that the subject was not given much greater consideration in Parliament.
There was, however, a good deal of discussion on the subject outside Westminster. The dangers were stressed by RHA speakers at the meetings and rallies which took place all over the country and were put vigorously to politicians together with suggestions for amendments to the Bill. It was certainly not for lack of protest and publicity that the proposed amendments failed to have effect.
F. R. LYON, Public Relations Officer, Road Haulage Association
The trailer scene
I was more than pleased to see from Ron Cater's article (CM Oct. 25), that he has reached the conclusion that the SM MT categorization scheme is "the simplest way in which such a complex matter can be arranged".
Admittedly, on reading SMMT Information Sheets T-5A. and T-58., the scheme may appear to be complex, but this is because it has been both necessary and desirable for it to be presented in depth.
The Operators' Guide to Categorization of Articulated Vehicles Information Sheet T-5C., which is at present in draft form but soon to be published, will make for much easier understanding of the scheme. Basically, it is simple to understand once its various elements are appreciated.
The scheme has the advantage that it is entirely voluntary and need only be adopted to the degree which an operator finds necessary. For instance, if this is all that is wanted, a particular operator need only mark his tractors and semi-trailers with their category letters. At least, there would then be a visible indication of which units could safely and legally be coupled together. Surely, this is a very important and desirable first step in the rationalization of the present muddled position.
Clearly, even if it is not essential, it is beneficial for the category plates to give some indication of the load that can be carried and the permissible g.t.w. for any particular combination. Accordingly, the next step is to allocate class numbers to tractors and once this is done, an operator can easily work out the pay-load and g.t.w. information that he finds it desirable to have on the semi-trailer category plate.
The method of doing this is fully described in the Operators' Guide; the sums that have to be done are all very simple ones and most of the data upon which the sums are based will, in any case, be wanted for -plating".
I feel sure that operators eventually will find that categorization is extremely useful and relatively simple to apply once they get used to it. "Once they get used to it" are the key-words and so my advice to operators would be to obtain a copy of the Operators' Guide and after a few tries, I am sure that they will be surprised at the basic simplicity of the categorization procedure.
A. MAR ENBON. Technical and Sales Manager, R. A. Dyson and Co. Ltd., London, E.C.2.
Braking controversy
Little did I realize when I wrote my letter (Braking methods—September 20) just what a hornet's nest I was stirring up! I feel that I owe your correspondents who were sufficiently interested in the subject to reply, a word of explanation.
I must make it clear that the main point of my letter is that I object to the habit of some drivers of slowing down a vehicle by changing down and then letting the clutch up without revs, and none of my critics disagreed with this point.
A great deal of objection to my suggestion of slowing down and stopping on brakes came from heavy and artic drivers, who are somewhat reluctant to use their enormously powerful air bra kes as fitted to modern vehicles, and exception was taken to my phrase "gradually increasing pressure". I agree with them that it can be very dangerous indeed to bang on this type of brake. But you cannot have it both ways. Brakes that are efficient when the vehicle is fully loaded must require a certain delicacy of touch when the vehicle is empty.
Mr. Corke is unhappy about the introduction of load-sensing valves etc. and to a certain extent I share his views. The best load-sensing device is the experienced driver's right foot.
Two correspondents have taken me up on the quite erroneous assumption that I was advocating descending hills in top gear and solely using brakes as a means of retardation, This is not so. Certainly change down if the gradient and /or load demand it.
Another point raised was the assertion that the entire transmission would fall to the ground if a -heavy" was stopped on the brakes while in top gear. May I suggest that this correspondent tries it. Providing he uses his brakes with finesse and declutches before the engine starts to labour, I assure him no harm will come to the transmission. It must
be safer in any circumstances (including slippery roads) to retard all instead of just two wheels.
Two correspondents have raised the question of my experience with heavies. May I say that I have driven every type of vehicle there is on the road, including a 190? "Burrell" steam traction engine. (As its top speed was only 4 mph, it hardly presented the same stopping problem!) PHILIP SALTER, Cockfosters, Herts.
Busdriver USA
We noted with interest the photograph (CM Nov. 8, "Busdriver USA") of the ex-London Transport bus in the United States as it is one of several such vehicles exported to America and Canada by this company.
In answer to the request for its old fleet number, we would advise that it was formerly numbered RLH41 and was supplied by us to The Mariemont Inn in Cincinatti, Ohio, during 1967. It has since, in fact, been joined by a. sister vehicle, namely RLH8 (KYY 508).
Both vehicles are still owned by the Inn and are frequently used in various British Weeks, special promotions and other events of this nature as well as being used to publicize the Inn for its owners.
M. M. BATEMAN, Passenger Vehicle Sales (London) Ltd. (Other letters on this subject have been received, including one from Mr, Michael D. Mitchell, of Dorking, to remind us that two other RLHs have been sold to the USA, and another from Mr. M. King, of Seacroft, Leeds. Mr. King says that when new the MXX241 carried a Weyman Lowbridge 53-seater body (number 8052), but other R LH bodies may have been interchanged with R LH41 s while in for overhaul.—Ed.)
Tachographs
Re:—The numerous articles concerning tachographs, to promote efficiency and boost productivity standards. Are we once again putting the cart before the horse, bearing in mind that we are inundated with bottlenecks throughout the country, e.g. controlled crossings, road junctions, traffic congestions, accidents, etc. (sometimes causing detours) and general holdups along the routes, to name but a few of the innumerable problems of everyday transportation of goods.
A typical example of an everyday journey by a goods vehicle from a Purfleet depot to any part of the city centre of London:—
Journey started 8.00 a.m. from Purfleet Depot, after various traffic hold-ups apertaining to level-crossings, roundabouts, road junctions and traffic lights and others which are too numerous to mention, we arrive at our destination on having taken a ridiculous time of 24hours to cover a 20-mile journey.
To be sensible, does anyone believe that the installation of the tachograph into vehicles can make any difference to time taken on this particular journey, a daily occurrence for hundreds of heavy goods vehicles?
Example of how a driver will not benefit once this recording device is fitted: From the moment he steps into his cab, he is driving at an unfair disadvantage, namely if involved in an accident the evidence is there, miles per hour etc., recorded against you, the driver. Who assesses the speed of the private vehicle? The driver?
Can you blame the heavy goods vehicle drivers for their fight against these unfair odds of the tachograph. Why not a law passed to have all vehicles fitted with a tachograph or similar means?
THE FOUR JUST MEN, South Ocken don, Essex.