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THE CLEANSING CONI RENCE in Retrospect
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Points from the Discus sions on Papers am Observations on the Nei4 Vehicles and Appliance. at the Demonstration Some Interesting Feature.
THE Institute of Public Cleansing Conference, held from June 18-22, at Southend, provided an enjoyable week for some 350 members, guests and ladies. The papers were of a high standard and the discussions following them gave an opportunity for many members to put forward their views. The social events were well attended, and the organization was excellent. The programme of events, resumes of the papers and descriptions of the vehicles and appliances demonstrated on the Thursday were given in our issue dated June 22.
The paper by Mr. R. Entwistle, M.R.San.I., director of public cleansing, Blackpool, was on "Public Cleansing Problems and Organization in Seaside Towns." In the discussion, Mr. W. Jameson, Southend-on-Sea, stated that he had found stand-by vehicles an asset in dealing with peak loads, due to the influx of visitors during the summer months and, particularly, during week-ends and holiday periods.
Referring to types of body for refuse, Mr. G. H. Smith, Clacton-on-Sea, favoured the rear-loading with movable floor. The good clearance available when tipping was one of the advantages claimed.
Mr. E. Bell, Walthamstow, referred to the effect of inside loading upon the health of the loader. Whilst internal loading was desirable from the public point of view, he did not approve of the type where the loader worked in a restricted space, and he hoped to see a vehicle which would provide automatic internal loading, the bin being placed on a platform from outside the vehicle.
Questions were asked regarding the possibilities of using sea water for street cleansing, and Mr. R. Caunce, Singapore, stated that the use of sea water had been discontinued in that city due to its corrosive effect on manhole covers and the metal parts of vehicles. .
In his reply to the discussion, the anther stated that no ill effects on manhole covers or the roads had been noticed D62. when using sea water, but the road-cleansing vehicles had been equipped with gunmetal parts where necessary. With regard to the flushing of drains, sea water appeared to have excellent deodorant and antiseptic properties.
In the discussion that followed the symposium of essays, Mr. B. B. Brown, Manchester, said that he looked forward to the time when cleansing departments would undertake the sterilization of ashbins, and that probably the best method would be the dual-bin system. It might, however, be necessary to have additional plant to undertake sterilization.
Mr. J. H. Codling, Birmingham, criticized the use of estimated weights in returns from cleansing departinents. An elaborate cost system based on estimates was a Waste of time and money. It was impossible to estimate weight at all accurately, as bulk gave no indication of actual load. Mr. A. W. Blake advocated electric vehicles. They were cleaner, less noisy and had better acceleration than other types. Careful investigation had shown, he said, that their maintenance costs were much less. They were eminently suited to short-distance work, and cleansing authorities should make careful investigations regarding their possibilities.
A suggestion that manufacturers should make every effort to produce lighter vehicles was put forward by Councillor R. Brown, M.B.E., Westminster. He was of the opinion that no particular type of vehicle was likely to become standardized, owing to the great variation of local conditions.
Mr. H. Gurney, East Ham, supported Councillor Brown's remarks.' Careful tests had shown that, in East Ham, the running. costs of electric, petrol-engined and oil-engined vehicles had proved to be nearly equal, and cleansing officers should be guided by the most suitable type to deal with local conditions.
In the discussion which followed Mr. A. R. Findlay's paper, "The Requirements of a Modern Street Cleansing Service," Mr. T. Robinson, Newcastle, said that the principle of gritting was wrong. • It meant littering the streets with grit, which churned up into mud, and this was blown about when drying. The correct way is to construct safe roads. This is done in some places and could be carried out elsewhere.
The washing of streets was very effective and economical when carried out by mechanical means.
Mr. W. H. Sagar, Dundee, pointed out the improvement in barrow receptacles. In the old days only cwt. was carried in a barrow weighing 4-5 cwt.
That traffic cleans the centres of the streets and, thaefore, it is only necessary to clean the sides, was the argu ment put forward by Mr. R. J. Watson, of Birkenhead, but the streets should be patrolled more °Ital. tie thought that it.would be better to guard against the over mechanization of sweeping. There was no need for a 6-ft. sweep when, often, 4 ft. was sufficient. There was no poesibility of over-mechanization in motor gully emptying. The cost per gully may be higher, but each is so well cleansed that it requires little attention, and the annual cost is actually less.
Mr. D. Grogan, Belfast, referring to slippery roads, said that if he purchased a suit of clothing from his tailor he did not expect him to keep it clean.
Mr. W. Kelso, M.B.E., Paisley, referring to mechanical street sweeping, said that by utilieing a mechanical sweeper in Paisley, the difficulty of Sunday employment had almost been overcome. It did more work than 14 men, and in five hours covered an area within a radius of three-quarters of a• mile from the centre of the town.
A strong plea that a paragraph in Mr. Findlay's paper, referring to the stamping of insurance cards for unemployed men engaged during snow storms, should be deleted was. put forward by Councillor J. Salmond, Wallsend, and this was heartily approved by the assembly. The author had suggested that it was unnecessary and a source of discontent to the men and employers that the cards had to be stamped.
The demonstration of municipal motors, although slightly marred by rain, was interesting and extensive, some 50 vehicles being present.
Demonstrations were given by many vehicles, including a Karrier Colt RSC-type sweeper-collector, operated by Southend for two years, which had already done 14,000 miles of sweeping,a,nd looked practically new.
The Karrier Bantam arotsed much favourable comment. It weighs 23 cwt., and will carry out a day's Work of refuse collection on ai gallons of petrol.
The Karrier Colt gully emptier is an entirely new machine with great mameuvrability. It showed that it can successfully work in a 9-ft. street. It is provided with . Take and Bell standard equipment, and can be employed for sewer-flushing, washing and street sprinkling.
The Thornycroft Handy, at £452, with a body by S. H. Bond, Ltd., is of particularly simple design, carrying cubic yds., and has Leason handoperated hydraulic tipping gear giving a 45-degree angle. The cab can be removed in five minutes complete with radiator, front wings, windscreen, etc. This model has metal covers on wooden frames with an eccentric arrangement of handles and levers to give a full opening with one movement. The wheelbase is 9 ft., and the front axle is set well back; this, combined with forward control, makes it compact and easy to manoeuvre.
The combined sweeper and collector shown by Johnston Brothers (Contractors), Ltd, London House, Crutched Friars, London, E.C.3, is built under S.O.M.U.A. licence. It IS taxed at E8, and proved to be a highly efficient machine. i
The Foden P.M. 4/3-type refuse collector, complete with treadle gee?, weighs only 2 tons 18 cwt., and can turn in a 37-ft. circle. It carries 7 cubic yds.
The Scammell mechanical horse is proving immensely popular, and 1,000 machines have been sold in the past few months. Coupled to a 750-gallon Fowler gully emptier, it showed its really extraordinary manoeuvrability in a comparatively narrow street, weaving its way backwards and forwards in almost snake-like manner.
The little Lister sweeper can run at 3-4 m.p.h. and is said to work for eight hours on a gallon of petrol.
Many improvements have been incorporated in the refuse collector on a Dennis chassis which was demonstrated by the Transport Engineering Co., Ltd., 561, Old Kent Road, London, S.E.1. This has a harrier secured to the floor and operating with it when discharging, a roller-shutter above the tailboard is raised, and the tailboard, which is mounted on neatly disposed chains at the side of the vehicle, is lifted clear of the load.
One. of the most novel of the machines is the Garner compressing-type dustless collector. The capacity of .the body is 11 cubicyds. after compression, and it can carry a 3-ton load, allowing for a body weighing up to 2 tons, although the total weight is under 4 tons, so that it is in the £50-tax category. It provides a full-width seat for three loaders and an extra seat over the engine.
The main part of the body is constructed of steel and presents a normal appearance externally, whilst the upper portion is set in to miss lamp-posts, and being above the loading line is built of sheet aluminium. The whole is buttressed by steel tees with a cross-section resembling a tramline.
Internally the body is curved inwards to form a pocket along each side to take a double conveyer chain of 1,000 lb. breaking strain, which is carried along a pair of rails. A well is also embodied; this reduces the centre of gravity and gives an extra 1 cubic yd. of loading space.
The two scoops are connected in line with their " centres of pressure" to travelling carriages mounted on upper and lower channels within the pockets. On the chains are secured catches which operate an ingenious engaging device on each carriage. When the carriage is disengaged rollers on two arms pivoted to it sink into slots in the guides and the first movement of the carriage raises these rollers and closes them together, so that teeth on their arms engage with the chain. At the rear end of the vehicle are tensioners for the chains, allowing travel equivalent to two In action the bins are emptied over the rear scoop, and to compress the refuse this scoop is wound towards the front of the body and returned for further loading.
To discharge the contents the rear scoop, which is balanced, is swung upwards and the front scoop wound to the back. Seven inches above the floor this scoop terminates in a hinged shovel which scrapes the floor and assists discharge, as when it reaches the end it drops to an angle of about 50 degrees. The gearing for the chain is operated by hand at the front end and affords two speeds, slow for compression and fast for return.
In the event of any refuse accumulating between the front scoop and the front end of the body, the hinged shovel can be raised and the refuse raked out. This should not be necessary more than once daily, because the shape of the scoop is such that ample space is provided behind it. The conveyer chains, carriages and gearing are enclosed by quickly detachable covers, so that accessibility is a marked feature. A rubber slatted curtain above the iear scoop assists in permitting dustless loading, whilst a convenient platform for the loaders can be drawn out from under the back of the body as required.