Contract-A Vehicles Are Struck Off .
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AHAULIER who had a number of convictions against him was last week refused a new contract-A licence by the East Midland Licensing Authority, Mr. A. G. Curtis, on the ground that his previous conduct had been unsatisfactory. He was Mr. E. E. Hopley, Markfield Lane, Markficld (Leics), who sought the licence for work with McDonald Muter and Co., Ltd.,• coal factors, London.
• At the same hearing, Mr. Hopley was ordered to show cause why another contract-A licence should not be suspended or revoked. This licence covered seven vehicles working for T. E. Jones (London), Ltd., coal factors. Warning Mr. Hopley that breaches of the regulations would be severely dealt with, Mr. Curtis, deleted three of the vehicles from midnight on July 26.
Mr. J. J. Henson, clerk to the Authority, said there was a number of convictions against the haulier. He had appeared before the Authority and had been warned about his future conduct. Since then, there had been no more breaches of the regulations.
Mr. H. A. Skinner, for Mr. Hopley, said he appreciated the seriousness of the position. Some of the offences had been committed by drivers, but Mr. Hopley, as their employer, had had to take full responsibility. The offences could be regarded as a human failing, and would not be repeated.
MORE TROUBLE FOR CEYLON TRANSPORT BOARD • OCAL bodybuilders have made such 1—+ slow progress in their work for the Ceylon Transport Board that the Board have now decided not to import any more chassis when present orders have been fulfilled. Instead, complete buses will be ordered from abroad.
When bus services were nationalized last January, the Board imported 325 chassis, but bodybuilders have so far completed work on only 73.
Meanwhile, the Board have £60,000 worth of bus windows and £11,250 worth of batteries on their hands.
OXFORD BY-PASS WORK I T is expected that work on the Oxford western by-pass will begin on November 1 and that the route will be completed by April, 1961, stated Lord Mancroft, Minister without Portfolio, in the House of Lords last week. The project will involve building a 116-ft. bridge over the Thames, and a 1,000-ft. viaduct spanning a railway, a canal and the A40 road.
FUEL PRICE CHANGES
FOLLOWING their announcement of increased prices for most grades of petrol, the major oil companies have adjusted retail rates for Dery fuel, vaporizing oil, gas oil and light fuel oil. Each of these grades has been increased by Jid. a gallon. The prices of heavy fuel oils remain unchanged at present. BECAUSE its full-forward-control cab occupies little more than 5 ft. of the total frame length, a maximum legal body space of 18 ft. 8 in. is available on the new Dodge long-wheelbase 6-tonner for an overall length of just under 24 ft., with further advantages in respect of manceuvrability. Furthermore, canpared with the semi-forward-control models which the new vehicles supersede, the new all-steel cab gives greatly improved visibility and better driving
base chassis, which has a legal body space of 15 ft. 101in.; and the 3123 9-ft. 51-in.-wheelbase tipper, which can be used as an 8-ton tractor also. each chassis can be supplied with the Perkins R6 oil engine as an alternative to the Dodge petrol engine or the Perkins P6 unit fitted to the test vehicle. The P6 as used in the Dodge has gross and net power ratings of 83 la.h.p. and 77 b.h.p. respectively, these outputs being developed at a governed speed of 2,400 r.p.rn. A five-speed constant-mesh gearbox is standard in all 6-ton chassis, and this has a direct top gear. The standard rear axle is a single-speed spiral-bevel unit which, in the case of the P6engined chassis, has a reduction ratio of 6.14 to I. Two-speed axles are offered, however, and to get the best performance out of the relatively small Perkins unit it is advisable to specify one of these unless it is known that the vehicle will be operated continuously in flat country.
The test chassis had the Eaton 1-350 two-speed unit, Which has ratios of 5.14 and 7.15 to 1. Alternatively, the Eaton Mark 11c axle can be fitted, this having lower ratios and being
ling 6 tons 51cwt. made up the test load, and these had been positioned in the body so as to ensure that all the tyres were equally loaded with nobody in the cab.
For the fuel-consumption tests, the vehicle was driven to a point on the west side of Egham, whence figures were taken over an undulating 11.3mile course which finished near Frimley. The outward run showed a consumption rate of 16.1 m.p.g., which is not unreasonable in view of the high average speed of 30.2 m.p.h. which Was achieved by driving at 35 m.p.h. wherever conditions would allow.
The return trip to Egharn produced exactly the same consumption figure, and the speed was almost the same,