OPINIONS and QUERIES • ARE THE HAULAGE LAMBS BEING LED?
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DECENTLY I happened to read a letter by "Bristol 1 • Haulier " in your issue dated February 23. I think that he is quite right when he remarks that the majority of haulage contractors is being led like lambs to the slaughter. It appears, also, to me that some of the members of the transport industry, including a few of those who assisted the M.O.W.T. to prepare the schemes for hired vehicles and controlled undertakings, have not helped to stop this movement. Of course, this is
• entirely my own view. I think that the little effort to combat restriction is due to fear .of competition after the war, also preparation for the nationalization of transport or some other Method of control, possibly in the belief that there will be some good positions available in the circumstances.
A further point that requires some explanation is the manner in which the controlled undertakings are hanging on to these ex-Army and other vehicles that were attached to their units some 12 months ago. in order to meet a so-called emergency. These, as the -author of the letter above referred to remarks, should be the first vehicles to have their licences revoked.
Melksha m. A. G. SPIERS.
WHY NOT LARGER BATTERIES ON TROLLEYBUSES ?
• IN your issue dated March 23, Mr. H. W. Heyman suggests fitting batteries of larger capacity to enable trolleybuses to carry on through a city centre to an outlying district, where they could pick up the overhead lines again.
The average battery now fitted would propel a fourwheeled trolleybus If to 2 miles at an average speed of 2.25 m.p.h. Trolleybuses are limited to a prescribed weight, and the unladen weight must be kept to the • minimum or seats and revenue sacrificed; additional weight of batteries automatically reduces both.
Any vehicle operating in the centre of a city must have sufficient speed to avoid congestion, and the additional weight of batteries to' give the required speed and power would mean the loss of at least 71 per cent. of the seating capacity and probably make the difference between profit and loss. The larger-capacity, batteries would, of course, also cost considerably more.
G. IklaTrnEws, Trolleybus Engineer.
Gorton. (For Crossley Motors, Ltd.) ONE PAPER VAN DRIVEN RECKLESSLY RECENTLY I was driving a 10-ton articulated wagon in London -when a newspaper van 'came up on my near side, although my mate had signalled that we were turning left. The driver of the van made no effort to stop, but continued, with the result that his van was somewhat bent.
When we were exchanging addresses, etc., I suddenly realized that the driver of the van, who wore thick glasses, had to place the particulars within 2 ins, of his eyes before he could read them, and when I asked him to take the' registered number-of the vehicle he had to kneel down in the road, with his nose against the plate, in order to read it.
-I duly received a claim for damages, etc., which has not been paid. W. G. SmERia, Managing Director.
Hambledon. (For S. Gwilt, Ltd.) ARE TWO-STROKE ENGINES MORE PRONE TO SMOKE?
[WRING the discussion which followed the reading before the I.A.E. of Engineer Commander Chapman's recent paper, "Petrol or Diesel? " Mr. E: C. Ottaway, of the L.P.T.B., stated that the Board's decision to concentrate upon oil engines for buses was taken some 12 years ago, and was largely based Upon the cost of fuel. He also remarked that, as to the future, no engine which gives difficulty with the emission of exhaust smoke could be considered, and in this respect the two-stroke-cycle oil engine of to-day was barred, as it was apt to smoke, and no compromise was permissible.
Coming as it does from an engineer whose experience is derived from the working of a fleet • of several thousand oil-engined buses, this statement is most significant and cannot be ignored. It seems to confirm other. reports that it is difficult to make this type of engine operate with a smokeless exhaust.
The technical explanation appears to be quite simple. It is that the evacuation of the burnt gases and the recharging of a cylinder with fresh air cannot yet'' be carried out to produce completely efficient combuStion when every clown stroke is a power one ' •
Leeds. NORTHERN ENGINEER. [There are several types of two-stroke-cycle oil engine, and we would be interested to know whether the 'solution of this problem of the emission of smoke has been found in the case of any of them. We quite realize that, particularly in passenger vehicles, it is most important that the exhaust should be comparatively clean, even if any fumes emitted be comparatively innocuous.—ED.] SOME CONSIDERATIONS ON BUS DIMENSIONS WITH great interest I read in your issue dated March 16 the "Open Letter to the Minister of Labour," and especially so the part dealing with the dimensions of p.s. -vehicles. '
Having been over 20 years in the industry and knowing at first hand the conditions of work for both drivers and conductors,, I confess that I was surprised that the trade unions concerned should oppose an increase in width, although I can well understand their objection to increased length.
Their point of view is that increased width would simply mean wider seats and not bore room for the conductor to work in. If it were accepted that the extra 6 ins, were to be included in the central gangway, then it is possible that union abjection might be withdrawn. There are several places in this district where the extra -width might make the passing of tranis difficult, but ordinary progress should see the .renloval of the trams before many new buses appear.
Regarding increased length and, presumably, more seats, surely this is governed entirely by the ability of conductors to collect all fares on short routes with frequent stops. A few 100-seater, buses have been built for special work, but they would not prove economic for short hauls, and even with the 70-seaters in use now it is possible that many passengers are on and off before 'the conductors get around to take their fares. Uncollected fares have always been a problem, and under present operating conditions may easily result in serious loss. The provision of two conductors for extra-large buses might solve the fares problem, but the cost would offset the revenue from the added seats.
If the extra length could be devoted to improving means for entry and exit„ ;hen it would be well worth while. Most people will agree that the present standard double-decker is hopelessly out of date in this respect.
In conclusion, permit me to .congratulate " The Commercial Motor" on its 40th -birthday. I do not think that I have missed an issue since No. 1, and now I have beund volumes Nos. I to 22, as well as numerous cuttings from other copies. L. REYNOLDS. South Croydon.
HOW TRAILERS ARE CONSIDERED FOR LICENSING
IHAVE been thinking of purchasing articulated vehicles with detachable trailers, which I think will be the most suitable for the type of haulage that. I am engaged in, bet there are some points that I am not clear on.
I understand that the tractor and trailer are classed
as two vehicles for licensing purposes. I want to replace three vehicles, each weighing 2 tons 16 cwt., by two tractors weighing, approximately, 38 cwt. each, and two trailers weighing 40 cwt. each Would this be permissible?
Can I purchase extra trailers for use with the tractors without surrendering further tonnage?
If I run four trailers in conjunction with two tractors, would the extra trailers require Road Fund licences? 'Supposing that a firm wished to hire from me one tractor and three trailers (these would be the BedfordScammell 8-ton type) how should I base my charges?
Colchester. TRAILER.
[ik tractor and trailer are classed as two vehicles for licensing purposes, so far as carrier's licences are concerned, that is to say, the A or B licence for which you propose to apply. As regards your desire to replace three vehicles by two tractors and two trailers, permission to do this would be required and must be obtained from the Regional Transport Commissioner. You cannot purchase extra trailers for use with the tractors without surrendering further tonnage: You may run as many trailers as you wish in conjunction with your tractors without paying extra Road FundTax. Permission to draw a trailer is included in the vehicle taxation, if you apply for it in the first place, and it does not matter how many trailers you have so long as you do not overlook the fact that you cannot draw more than one trailer at a time. Your charges to the firm who wish to hire from you one tractor and three trailers of the type named and .to carry 8 tons, would depend upon the mileage covered. Your best plan is to offer to run 300 miles per week for a charge of about £30 per week, with an additional charge of is. per mile .for any mileage in excess of 300.—S.T.R.]
BRITISH LEGION AND M.A.A. HELP FOR EX-SERVICEMEN
ANY man who wishes, on leaving the_ Services, to buy a motor business, or to work in one, should first get in touch with the British Legion headquarters for his area.
I have discussed with the Legion's President, MajorGeneral Sir Frederick Maurice, and its Director of Employment, Mr. A. G. Webb, the situation which will arise when the war ends, and they have readily accepted the suggestion that the Motor Agents' Association should set up throughout the country small liaison cOromittees -to give the British Legion in each area the best possible advice about any opening a demobilized man may have in mind.
Apart from men coming back to the jobs they held in peace-time, there must be many whose mechanized training in the Forces will have given them an interest in our trade, either as new employees or. as owners of businesses. The latter particularly will, I am sure, welcome an expert opinion that may well save many a hard-earned gratuity.
GEORGE W. LUCAS, President.
(For The Motor Agents' Association, Ltd.) London, W.11.
AN ECHO. OF THE SENTINEL ROAD TEST
I HAVE read with considerable interest, in your issue dated March 30, the details of road test No. 300; concerning the new Sentinel 6-7-tonner.
The specification on page 162 gives the total running weight of the vehicle tested as 9 tons 4i• cwt. The article, in my opinion, omitted one important item, i.e„ the size of the tyres.
Judging, from the photographs, it would appear that the vehicle is shod with 34-in. by 7-in. tyres, and if this assumption be correct, it would seem that, as the gross running weight permitted with war-time tyres is tons 5 cwt., the running weight of the vehicle tested means that it was 19i cwt. overladen. A. JOHN. London, S.E.
[This correspondent is correct in that the prototype machine, as:tested, was fitted with 34-in. by 7-in. tyres. The following technical data relative to the Sentinel was received too late for inclusion in the road-test article: valve timing, inlet valve opens 10 degrees before t.d.c. and closes 50 degrees after b.d.c.; exhaust valve opens 50 degrees beforeb.d.c. and closes 10 degrees after t.d.c.; order of firing, 1, 3, 4, 2; compression ratio, 6.5 to 1; R.A.C. rating, 34.2 h.p., maximum torque; 250 lb.-ft.; weight distribution, front axle 6,180 lb., rear axle 12,320 lb.; total frictional area of brake facings, front 155 sq. in.s., rear 217 sq. ins.; tyres, front 34-in. by 7-in.
single, rear 34-in. by 7-in. twin.—ED.] •
,DOES THE TYRE REST ON ITS RIM BASE?
WITH regard to patent No. 566,065 by Mr. F. Baker, vv I cannot agree with the assertions of this patentee, nor with the general comment of the writer of the résumé in your issue dated February 16.
A tyre cover is not secured solidly to its rim base. The fact is, it does not, provided the rim be in good condition, touch the base at all, its only points of contact being on the flanges. The air under pressure carries the load, except, of course, for that part virhich is taken by the cover by reason of its stiffness. • "
The only conclusion I can come to is that the patentee presupposes a type of cover which, to my knowledge, does not exist. Therefore, any theorizing on lateral stability ,is, I think, somewhat premature. Perhaps Mr Baker would like to comment upon this.
Ruislip W. L. BARNES.
A CURIOUS TROUBLE WITH ANTI-FREEZE
DURING the recent spell of told weather I had the engines of three tractors and a lorry " seize " up, one of the tractor units so badly that the cylinder block and base were damaged beyond repair.
After considerable research, involving the stripping down of one engine, the trouble was traced to the use of _an anti-freeze. Some of your readers may say that this was impossible, but I can assure them that, although caused indirectly, it is true.
In these days of make-do and mend, a considerable number of our cylinder blocks has been treated with a cold " welding " preparation, and the trouble was caused by the anti-freeze removing this material and allowing the solution and water to percolate into the interior of the cylinders.
After the engines had finished work, a film resembling hard varnish spread over the working parts, thus making the engine seize solid: Not having the time or labour to dismantle the other engines, I-took a chance, drained out the oil and water, inserted steam pipes into both radiator and sump, and blew the steam through until the crankshaft would turn. I then filled up again with oil and water and re-treated the cylinder blocks with the " welding" fluid. These engines have now run six weeks, at high pressure, with no further trouble.
I hope that this experience will prove of assistance to other operators who may, when they again have to use anti-freeze, find themselves faced with such seizures otherwise difficult to explain. E.H.W. Greenford.
IS MR. NOEL-BAKER WHITEWASHER" TO THE M.O.W.T.?
SC) some of the staff of "The Commercial Motor" were whitewashing along the Embankment years ago at a time when most people were abed Well, I was not even born then, so, perhaps, youwill excuse me if I ask whether Mr. P. J. Noel-Baker was included in the party? He seems to be an expert at whitewashing the M.O.W.T. in respect of some matters, which, if they could be thoroughly inveStigated, might prove to our
advantage. R.E. London, N.12.
• THE FARMER'S ASSISTANCE TO MILK TRANSPORT WITH reference to the article by S.T.R., "The
Problem of Milk Haulage Rates," published in your issue dated March 30, I feel that the author is not fully cognizant with the position as it concerns the landlord and farmer when he suggests compelling the farmer to do one of two things:' either himself to bring the churns to the side-of a hard road or to put into good condition the roads leading to the farm.
As regards the first, I suggest that in 80 per cent. of the cases the farmer does bring the churns to the roadside or lives close to it and has a hard-metalled surface to his yard. Where the surface is very poor, it is probable that milk is a new product of the farm concerned, so the need for the use of heavy motor traffic had not been considered before the war began, in which case all the farmer's effort was no doubt directed to
increasing production with, for a: time at any rate, an inadequate supply of suitable machinery and a• high percentage of unskilled labour.
In the circumstances, if metalling had been laid, perhaps S.T.R. will suggest who could roll it down; certainly, I think, not the County Council machines, for they would probably not be available. Possibly it would have to be the haulier's lorry, and then to what height would S.T.R.'s maintenance figures rise?
Where the farmer is not complying with the second suggestion there may be a special reason, and this should be inquired into. A.J.M.R. Lechlade, Glos.
[We would point out that it was not S.T.R. who suggested that the farmer should be compelled to do one or other of these two things. He as merely quoting views that had been given to him at various times by haulage contractors dealing with this class -of transport. We quite realize the difficulty in war-time of providing wellmetalled surfaces, but despite this the haulier is often put to considerable inconvenience and difficulty where his vehicles have to operate over comparatively soft and probably rough ground.—Eo.]
FELICITATIONS FROM PYRENE'S CHAIRMAN
SOMEWHAT belatedly, please allow me to offer my congratulations on the 40th anniversary of your journal, which is indeed a long and, for those connected
with it, a very proud record. • Owing to particular circumstances, I have been rather fully occupied recently. Nevertheless, one evening I was looking through"The Commercial Motor," and this was the first intimation I had received of your anniversary.
Kindest regards, and best wishes for your continued success. WALLACE B. PHILLIPS. London, S.W.I.
MR. J. F. E. PYE, J.P. M.INST.T.,
OFFERS CONGRATULATIONS imAY I be permitted to offer to the Editor and all his IVI colleagues, both past and present, my heartiest congratulations on the 40th birthday of "The Commercial Motor "?
• The development of transport during that time has been an evolution in the history of this country, and you have worthily followed this development in continually assisting in the guidance of its destinies.
Your help must be appreciated in every sphere of
transport. J. F. E. PYE, Managing Director.
London, S.E.5. (for Pye Group.)