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Faster Commercials with Higher Power-to-weight Forecast

24th January 1964
Page 40
Page 40, 24th January 1964 — Faster Commercials with Higher Power-to-weight Forecast
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Which of the following most accurately describes the problem?

VVITHIN the next decade it is likely Vi' that road speeds of commercial vehicles will not be too far off those of cars. This forecast was made by Dr. E. Hundt, technical director, export division of Daimler-Benz A.G., Stuttgart, in a paper entitled "The International Application of Commercial Vehicles" which' he presented to a meeting of the Institute of Road Transport Engineers in London last week. Current legislation in Germany. he pointed out, demanded a power-to-weight ratio of 6 b.h,p. per ton and as most lorries were designed for use with trailers at the same gross weight as the prime mover, this meant that, when used solo. vehicles had a 12 b.h.p.-per-ton ratio at least. Cars had up to, and over 100 b.h.p. per ton, so it would be seen, said Dr. Hundt, that there was a long way for commercials to develop. Referring to a convention in America on future road needs, br. Hundt said it had been put forward that trunk routes would have maximum gradients of about 4 per cent in general and 6 per cent in areas such as the Rocky Mountains. Vehicles with 230 b.h.p. engines and train weights of 32 tons as at present would have a 40 m.p.h. minimum speed on these roads, but by the 1970s it was estimated that engines producing between 400 and 450 b.h.p. would be necessary. Vehicle dependability must be as near 100 per cent as possible, said Dr. Hundt, and went on to speak of starting difficulties in extreme cold. At this point Dr. Hundt referred to the new Mercedes-Benz direct-injection diesel (described on page 53 of this issue) and said this engine could be started in extremely low ambient temperatures. In last year's very severe winter, Mercedes-Benz had received complaints of bad starting and found that in many cases S.A.E. 30 engine oils were being used. Even Mercedes' own service department had been using S.A.E. 20 and now the company recommended S.A.E. 10 oil for use all the year, and only in The tropics S.A.E. 20 or 30. Great attention was needed, said Dr. Hundt, to driver comfort particularly in providing good seating and insulating the cab from the chassis. Instruments should be easy to read and a rev counter was an asset as it protected the engine and was essential on rear-engined vehicles. Braking was often a problem and would continue to be so especially when brakes were used continuously on long downhill runs. The major difficulty was getting cid of the heat in the drums and whilst exhaust brakes were an advantage on long descents, they could be dangerous if brought into operation suddenly. Automatic transmission for goods vehicles was felt to be inevitable in the future and Dr. Hundt said that a form of heat exchanger was needed with this

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type of unit because of the heat build-up. Attention to the design of engines for use with automatic transmission was needed to obtain a quick reduction in engine speed and so reduce the heat. Turning to vehicle requirements in countries having . poor roads and inexperienced drivers. Dr. Hundt said that there were many problems. The main one was overloading and its effect on suspensions, axles and so on. Many interesting and amusing stories were recounted to illustrate the difficulties which beset vehicle makers exporting to these countries and showed how different operating conditions there were from those on the Continent and the U.K. It was necessary to work continuously to find answers to these problems.

United Transport Expands

THE United Transport Co. Ltd., of Chepstow. has, through its subsidiary company, Bulwark United Transport Ltd., acquired for cash a minority interest in N.V. Reederij " West-Friesland " Smits, of Amsterdam. " West-Friesland " Smits in Holland," with its associated companies in Belgium, France and Germany, are European hauliers and already substantially engaged in U.K.-Continental movements in conjunction with the operating companies in the United Transport Group and other operators. Mr. F. W. Hodgkinson and Mr. D. H. Foulds, of the United Transport Co. Ltd., have been appointed to the board of N.V. Reederij " West-Friesland" Smits, parent company of the West-Friesland Group.

Haulage Federation Stabilizes Rates

AFTER being in action for three months the Bradford and District Hauliers' Federation claims to have stabilized wool import rates between that area and Hull, Goole, Liverpool, Salford and London. At an earlier stage fixed charges were set up for export traffic. Although at the outset some doubts were expressed about the feasibility of rates maintenance, all adherents are believed to have loyally honoured the agreement. One well-known Yorkshire operator told The Commercial Motor that for five years all he had been able to do was to achieve a marginal balance on wool transport. During the past quarter the position had improved greatly, although profits were still below the level that an accountant would assess as necessary for the provision of vehicle replacements. The operator mentioned expressed the opinion that all wool hauliers in the Bradford district had been losing money. As a result, prior to the advent of the Federation, certain businesses were known to be tottering. Members of the Federation have been encouraged by the fact that they have been joined by certain important operators on Humberside and Merseyside, whilst a measure of support is being given by certain clearing houses in London.

The situation is under constant review by the Federation executive, which is likely to consider taking action in certain other spheres.

T.R.T.A. Yearbook

THE 1964 edition of the T.R.T.A. C Licence Yearbook is now being distributed free to members of the Association. Additional copies can be obtained by members, price 10s. 6d. post paid.


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