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OPINIONS and QUERIES

12th October 1945
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Page 28, 12th October 1945 — OPINIONS and QUERIES
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Which of the following most accurately describes the problem?

IS GROUPING THE ALTERNATIVE TO NATIONALIZATION?

THE letter from Mr. Richardson to the Trade Press, to the effect that grouping will facilitate nationalization of road transport, calls for a reply.

By way of refreshing contrast, your readers will have observed the statement of a Labour spokesman that there is no intention to nationalize anything that is efficient.

No one who has read the Statement of Policy of the N.A.R.T.G. or followed the activities of its executive, -can fail to realize that the grouping movement aims at producing the highest degree of efficiency in the road transport industry, and that it has, indeed, made quite remarkable progress in this direction.

It should be obvious, therefore, that the most effective way of avoiding nationalization is for the industry to set up an acceptable alternative, by developing the grouping system to its utmost. This is, indeed, the answer, and probably the only effective answer, to the plea for

nationalization. J. L. WATCHURST, Secretary. (For National Association of Road Warrington (Transport Groups.) REQUISITIONED VEHICLES SELLING AT HUGE PROFIT

co September 25, at Hartley's Garage, Forest Hill, %--"London, by order of the L.C.C., several motor vehicles were sold by auction without price limit.

It was said, but I have no proof of this, that a Vauxhall car acquired by this particular requisitioning authority and for which compensation of 245 was paid to the original owner, sold for over £200. In any case, other vehicles fetched 1945 prices.

This is surely a gross injustice. When the vehicle was requisitioned the poor owner was paid 1939 prices, and informed that the Compensation Defence Act prescribed that no inflation on that price by reason of the existence of an emergency was to be taken into account in determining compensation.

The acquiring authority has the use of the vehicle for the period concerned and then sells at 1945 prices, 'which bring in a profit so fabulous that the motor trade itself is staggered. Surely any excess over the compensation figure should go to the person who was deprived of his property and 'granted most inadequate compensation. That person, to put himself in the same position as he was when the acquisition occurred, has to expend a very

considerable sum, and he, quite rightly, feels that he is being asked to pay for more than his fair share of the war.

Be it noted, too, that the Powers that be still possess the right to seize, and compensate at 1939 values. We may see them acquiring vehicles one week to put in an auction sale to fetch 1945 prices the next—it would be as justifiable as what they are now doing.

I admit to personal bias in such incidents. This company's seven touring coaches were acquired, and cal

culating the compensation offered, plus the depreciation fund built up during their ownership, it leaves a sum of £11,088 to be found to start up in business again on the same standard as we were before the acquisition occurred. It spoils entirely one's " enjoyment " of the peace. F. A. Elm, Director.

(For M.T. Co. (Motor Coaches), Ltd.) London, S.E.15.

COULD ARMY UNIT TAKE OVER CIVILIAN FLEET?

THERE is no doubt the appropriate ' army unit to I take over a road-transport fleet is the R.A.S.C., and a staff of about 60 officers and men suggests' the establishment of a platoon or more like a platoon than it half, of a transport company. A platoou -overs, y 30 or 33 vehicles of 3-tons capacity, and a zompany is several platoons and a headquarters platoon The need for this H.Q. staff is the nigger in the woodpile making the taking over of a civilian fleet wellnight impossible.

Think what the H.Q. provides—housing, including furniture, heating and light; all clothing, '.ncluding laundry, repair and renewal; rationing, including cooking and service; medical attention; facilities for religion; recreation; entertainment; sport; education; welfare; lega' advice, and, very important, wife or dependant allowances. The provision of these, their administration in an enlightened and disciplined way, are the essence of Army life, and the cost is not counted.

The result is immediate call on any man at any rime_ of the day or night—conditions of service with no appeal. Why is such service given. unstintingly? Surely because of the national aim of beating the enemy. and, again, the cost is not counted.

Now a civilian transport organization must count the cost. Whether it be raw material or finished products— elastic terms anyway—that are being moved, they have a "price," and in this price is the cost of transport. Also in this price is the profit to the employer, in fact this

as distinct from the more laudable and, indeed, true objective of service to the community—is generally looked upon as the aim, and it compares very poorly with that of a national emergency.

If the argument be that it is the efficiency of the Army methods that is required, irrespective of the economics of the Matter, it must be pointed out that the efficiency is a result of the H.Q. services enumerated. Let the men live at home, then, they will feed at home and the whole wages structure and consequent civilian regulation enters. And, most important, if the driver be not satisfied he is under no compulsion to stay. On the other • hand, if any employing 'organization thinkthey could provide the H.Q. services in these days of rationing and coupons, housing scarcity and the like, the least head,.ache they will experience is that half of their staff of 60 will be " making tea "for the other half.

Liverpool, 18. A.S.R. (CAPTAIN, R.A.S.C.) • • DANGERS OF OVERCROWDING THE HAULAGE INDUSTRY I HAVE read with interest the letter from "L. M.

Collyer (Ex-Service) "in the issue of " The Commer cial Motor" dated September 28. I suppose Mr. Collyer is entitled, to think that he• can express his opinions, tie they right or wrong, fair or unfair, true or untrue:

It is obvious, however, that Mr. Collyer has little or no knowledge of his subject, and I think it would be a good idea if you printed details of the Road and Rail Traffic Act of 1933, and emphasized the reason that Act was introduced, namely, the prevention of further expan sion of an industry already overcrowded and the resultant cut-throat competition.

. I consider Mr. Collyer's remarks about hauliers with eight or more vehicles retiring with comfortable life incomes to be just twaddle, and totally unjustifiable in the light of my own experience operating 20 vehicles and still having to work 55-60 hours a week, whether I like 7' it or not, and that goes for the majority of operators.

I must remind Mr. Collyer that the road transport industry was pioneered by we ex-Service men of the war of 1914-18, a-nd the problem of the ex-Service men of this war entering transport is giving us all much concern, especially in view of the fact that the Road and Rail Traffic Act is just as necessary to day as it was in 1933.

STEVE EASTMEA.D, Managing Director.

London, N.7. (For Steve Eastmead, Ltd.) THE PRESENT TYRE POSITION IS DRASTIC I F the tyre situation which applies to commercial-vehicle .users in London is the same in other parts of the country, the whole of England's transport does, in my view, face a very serious risk of complete immobilization.

The experience of my own company with regard to tyres is, I know, shared by a very large number of other transport concerns. Because of the shortage, and it is a very acute shortage, of either new or retread tyres, my company's fleet of 30 vehicles is to-day operating without spares. The fleet is engaged chiefly on carrying foodstuffs and industrial coal for delivery to hospitals and similar institutions, and one can readily understand and appreciate the effect of a breakdown in regular delivery.

When, as unfortunately frequently happens these days, a vehicle suffers a puncture, it has to be taken into a tyre depot, or a service van sent out to it, because no spares are available, and the time taken up in this way is simply .enormous. . just to give an instance : Recently we slatted a new contract for the delivery of foodstuffs, and on the very first morning the vehicle suffered a 'puncture. This was rectified, but it was quite late before the vehicle actually started work, and the trader

expressed the fervent hope that this course of events would not be followed with any frequency. The very next morning a similar occurrence took place, with a consequent delay in delivery once again, and on this particular occasion the vehicle finished up the day with a load that should have been delivered in the afternoon.

This situation is one which is quite outside the control of either the transport operator or the trader, and I feel that the time is not very far distant when, unless the tyre situation be substantially improved, a great part of every operator's fleet will be in the garage for want-of tyres. Even at this moment many vehicles—in London, at any rate—are immobilized for want of tyres.

The country must face this fact and the consequent disruption in supplies, and those responsible for the pro.. duction and distribution of tyres must make supplies available without a moment's delay.

• M. W. HARRIS, AlitInst.T., Managing Director. (For L.P.M. Transport Co., Ltd.) • London, We.

OUR local tyre depot has received no 34 by 7 covers for distribution in the past 10 weeks, and I am told that 32 by 6 and 36 by 8 covers are nearly as,scarce.

• I have three vehicles using 15 34 by 7 tyres between them, no stock (not even used covers),, and a large hope that nothing happens to the three sizes of tyre now in use, with particular stress on the 34 by 7, because an official of the M.O.S. Tyre Control in Manchester tells me:— That the 34 by 7 are so scarce that the above depot may get half a dozen soon. (I have had 10 on order for two months.) There is plenty of rubber and cotton available, but no labour to turn these materials into covers. Transport using this size may soon be at a

standstill. What an outlook! SMALL HAULIER. Lancaster.

• . WHO ORIGINATED THE RUN-FLAT TYRE?

NAAY I recall to you the correspondence by the Fire"'stone Co. and me on the subject of "run-flat tyres," to which reference was made in the March 30 and May 11 issues, and a subsequent issue of your journal.

I have since turned up the records of ray work for the Admiralty, and obtained from War Office sources information about their experiments, and I submit the following references:— July, 1937: Admiralty discussion on run-flat tyres, 13.50 by 20.

August 23, 1937: A set of bead spacers for 13.50 by 20 tyres ordered from the Dunlop Rubber Co., Ltd.

November 26, 1937: Mechanization Experimental Establishment, Farnborough (now W.V.E.E.), running tests on deflated tyres.

October 4, 1938: Dunlop run-flat tyre, 9.00 by 16, delivered to M.E.E. for trial.

October 10, 1938: Scammell-Admiralty tests of 13.50 by 20 tyres fitted with bead spacers. If the Firestone Co. can produce any evidence preceding the above-mentioned dates, it can regard itself as the originator of the run-flat tyre. Failing that, it would appear that the Dunlop Rubber Co., in conjunction with the Admiralty and War Office, can claim the honour. '

I do not wish in any way to under-estimate the excellent work of the Firestone Co., in producing tyres for D-day--the point at issue is: Who first produced the tyre?

Delay in sending this letter has been caused by veri fication of facts. P. G. HUGH, Chief Engineer..

Watford. • (For Scammell Lorries, Ltd.)


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