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"Who' s Who" at the Ministry of Munitions.

22nd February 1917
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Page 1, 22nd February 1917 — "Who' s Who" at the Ministry of Munitions.
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Which of the following most accurately describes the problem?

Where to go and how to get there, at the Ministry of Munitions and its various branches, are matters of considerable interest at the moment for Many supporters of THE COMMERCIAL MOTOR. The article which we have prepared after exhaustive inquiry, and which appears on page M7 ef the present issue, should prove helpful to all of them. We shall regard it as a favour, in the event of its being found by any reader who is concerned that anything has been omitted which might with advantage have been included, if he will be good enough to draw the attention of the Editor to it by letter.

The Era of the Agrirnotor.

Mr. John Allen, chairman af the Otford Steam Ploughing Co., Ltd., and president of the Stearn Cultivation Association, whose combined knowledge of farming and mechanical aids to agriculture is probably Second to that of no man in the country, replies this week, amongst "Opinions from Others," to certain challenges which have been thrown out by a newlyarrived Canadian in our midst. We have the greatest regard for the knowledge and application of Americans and Canadians in their own country, so far as agriculture goes, and for the skill with which many of their agridultural-machinery manufacturers have 'adapted their implements in the past to English con ditions. The large share of business which such manufacturers secure at the hands of British farmers alone furnishes undeniable testimony to the value' of the implements which they produce. We think, however, that Mr. Allen makes it amply clear that there are 'fundamental differences between English and over-Atlantic climatic conditions. The previous correspondent's suggestions concerning points which he had derived from experience of dry farming" appear peculiarly inapplicable to the United Kingdom in the light of Mr. Allen's criticism of them.

We in this journal have at all times approached the subject of mechanical aids to agriculture with that measure of caution which the subject demands, and not with any claim to expert knowledge of farming. ,We know a good design of agrimotor when we see one, from the purely mechanical point of view, and we are able, in many directions, to criticise estimates, or to draw conclusions, from data of h.p., weight, type of machine, absence or disposition of springing, structure of wheels, and like points. We cordially agree that there must be knowledge of conditions on the land, as well as not inconsiderable knowledge of mechanics, for the best results • to be. achieved. The more we hear from competent correspondents and friends, the more our earlier statement, that "The place from which to design an agrimotor is from behind the plough, and not in the drawing office," seems to fit the situation.

There is likely to develop a noteworthy controversy, for some years to come,. concerning the best types of agrimotors for use in competition with, or as supplementary to, the well-known steam-ploughing and cul

tivating sets. Steam cultivation is done at a greater speed on the cable than ploughing, and it demands more power. If tractor ploughs are to attempt to achieve an equal performance to the established record with steam-ploughing and cultivating sets, viz., 1,250,000 acres annually in the United Kingdom, it appears to us to be evident that not fewer than 5000 independent agrimotors will be needed. It must be admitted, from the standpoint of advocates of such independent units, amongst whom we are ourselves to be placed, that each of them is also extremely valuable in harvesting operations, and in some cases for haulage purposes on the highway. They are handy, quick and under their owners' direct control. They have their place in agriculture, but not to the exclusion of cable working.

London Taxicab Matters.

The state of affairs in the London taxicab trade has now reached such a pass that changes in several directions appear to be imminent. It has already been settled by the Home Secretary that the licensing of women drivers shall come into force immediately. The protests of the existing drivers in opposition has been ineffective.

We. see no reason at all why exploded ideas concerning the employment of Women for the driving of motor vehicles in such a light category as the one to which the motorcab properly belongs should hold sway in London. The professed unfavourable beliefs of the men are largely due to a desire to preserve their calling as though it were a close corporation. We do not wish to claim that this is the only motive, but we have no doubt whatever that this is the predominant one, and we dismiss the men's assertion regarding the undue risks to which women will be exposed as taxi-drivers in London, from any " traffic " point of view whatsoever, as being applicable only to a negligible percentage of the women who will qualify under the control of the Public Carriage Office. It seems to us that the present-day taxicabbies of London are seeking to make use of a mere pretext, the while their supposed case is really based upon solicitude for themselves. Those who are left are battening Upon the public.

The difficulties of effecting repairs do not grow less, but the suggestion that they are insuperable is inadmissible. Their execution has admittedly become more difficult for the owner-driver, which fact merely accentuates for that class of owner one of the problems which has existed since the outset of his employerextinguishing career. Repair facilities are availilble, but at enhanced rates. The man who makes a habit of'bumping into other vehicles, or who through his own errors of judgment—or those of others—has the frequent misfortune conversely, to be bumped, now finds the expense very nearly prohibitive. Margins shave disappearmi in this taxi business for every indi.vidual except the non-owner driver, who still draws all the extras, the tins, what he can persuade ignorant hirers to add, and 25 •per cent. a the taximeter records. He, at present, reigns triumphant.

The cost of living is a factor in the case which has its bearing upon both driving and repairing. This factor, too, is of double effect in other senses. Whilst adding to the cost of operation, it forces many prewar hirers of taxicabs to travel by cheaper Methods of locomotion, such as motorbuses and tube railways, both of which they will find at times to be nearly as expeditious. By reason, however, of the new activities of persons who are engaged in the discharge of urgent munition and other war service, and in part by reason •of the newly-found liking of some munition workers for taxicab trips, it cannot be pretended that the aggregate demand for taxicabs has fallen off, especially if regard be paid to the reduced number of those vehicles which remain upon the streets of the Metropolis. The average lowness of the numbers on any stand is testimony to the full occupation of the manned vehicles. The year 1916 witnessed a further reduction in the number of active motorcab licences; there were only 5361 in force in the Metropolitan Police area, at the 31st. January last, for which cabs there were 6894 licensed drivers.

• We hope to see our oft-repeated fare solution adopted. We refer to an increase of the initial hiring charge from 8d. to Is., and the basing of subsequent increments upon the threepenny scale instead of the present twopenny scale. It is not so hard as is popularly supposed to carry out this much-needed reform, and without the adoption of which, in our opinion, matters in the London taxicab trade will soon become insupportable. The sanctioning of a 50 per cent. war increase upon the indicated charges on the face of the taximeter is alone required. Will not Scotland Yard appreciate that this can be done I It is easy, even for a nervous woman, to add one-half to what is seen on the "clock." The existing mechanism and lettering need not be altered in any particular. There is no necessity for a new Act of Parliament, by way of sanction to an increase of fares, seeing that legislative effect can quickly be given to such an increase of fares by the Home Secretary, who has merely to vary the schedule to the existing Order,in whie.h the fares chargeable are prescribed. In these days of war legislation, little more than a stroke of the pen will effect such a change.

• The possibility of bringidg more motorcabs on to the streets of greater London during the present year is jointly dependent upon improvement in two directions—revenue per mile, and a fresh supply of drivers. We do not hesitate to aver that many of the existing drivers have allowed themselves to be thoroughly spoilt, both in manners and self-esteem, by their reversion to a state of prosperity, comparable with that of the years of 1907-1908, which has been thrust upon them, through no merits of their own, by the war. We wish again to make it clear that it is the nonowner drivers who are in this happy position, and able to snap their fingers at owners and public alike. There is, we gladly admit, a fair sprinkling of men who obseive the common decencies of relationship all round, in spite of temptations to behave contrariwise. It will be a good lesson. for these truculent drivers, if they find themselves checkmated in their little game by a revival of financial security for owners, by reason of an increased scale of fares, and on proof that they are not indispensable, by the advent of women drivers.

Our foregoing comment upon matters in the London taxicab world is, of course, dependent upon the all-dominant question of fuel supplies. We agree that it is out of the question to run cabs without fuel, but we contend that the maximum number of cabs, even on the above-indicated figures, is not kept on the streets now from causes other than fuel supply. This fact is patent to all who care to look closely into the depot " state " where the cabs are housed. It is undesirable to blame " fuel" until all remedial measures on the fare, labour and repairs sides have been taken, which certainly is not yet the case. c20

Reduced Dividends from London Passenger-transport Services.

The far-reaching -effects of war conditions are reflected in the latest returns of all the passengertransport undertakings in the Metropolis. Relative losses on working are alike apparent in the returns for the L.C.C. tramcars, the L.G.O.C. motorbuses, and the various tube undertakings. We have not space, to go into detail; it must suffice if we briefly touch upon the position as regards the half-yearly results for the joint-stock enterprises. "The results for the municipally-owned enterprise will not be announced for another four or five months. We give the L.G.O.C. figures on page 554.

The L.G.O.C. has earned a dividend which is onethird less than in the previous year ; the holding company for the whole of the tubes has distributed only two per cent. on its income bonds, for the past-halfyear, instead of three per cent., making five per cent. for the year (free of income tax), compared with six per cent. for the previous year (free of income tax).

The position, as to which fuller details will soon be available, is by no means an unpromising one. The exact position of the combined undertakings may be disclosed when the holding company issues its annual report, a few weeks hence. Comparison of the L.G.O.C. balance-sheet for 1916 with that for the year 1915 shows the strength of the company in the matter of reserves. The cash and investments have increased by no less a. sum. than £620,000. This is possibly due to the adjustment of outstanding financial matters with the Government, the elimination of this difficulty being reflected in the amount of , sundry debtors, which has fallen by £459,15—from £920,006 to 2460,854.

The income and expenditure account. shows a reserve of £175,000 for contingencies and renewals, which is the same as the allocation in 1915. There is, too, an increase of £128,000 in respect of plant, machinery, stores, and work in progress, which increase no doubt largely concerns materials which are held available against the day when they can be used by reason of easier labour and other conditions. These figures indicate considerable provision against deferred repairs, for it is notorious that the high standard of pre-war days has been impossible of attainment, on the maintenance side, due to a variety of causes. Such of the running repairs as have been done were only possible at a cost per mile which must compare, for the work done in the shops, most unfavourably with pre-war cost, having regard to the rates of wages and prices of materials. The ratio of these two important items, conversely to experience in the construction of new chassis, is enormously influenced by labour charges. The bad state of the. road surfaces is at the root of many troubles, to which overcrowding also contributes.

The maintenarce of London's passenger-transport services in a high state of efficiency is admitted to be one of_ vital moment from the national standpoint. Daily-increasing use .is being made of motorbuses. tramcars and tubes, as may be gathered from our preceding article, and as will be within the personal knowledge of thousands of our readers whose work calls them to, or keeps them in, London. These services are none the less stresseda-sometimes nearly to breaking point. A real break is at times witnessed, due to some temporary failure, and the seriousness of such failure is, of course, the more generally recognized when it occurs on any system which is dependent upon a central power-station for its energy. Breaks of another kind concern the inability of all the classes of conveyance at times to take the traffic flow_

There is and can be no shortening-down of London's interior passenger-transport facilities that is in any way comparable to the reduction of trains on railways which penetrate the country to considerable distances beyond London, or are themselves trunk lines. The reason for this absence of possibility of further economy is found in the fact that, whereas railway

Reduced Dividends from LondonPassenger-transport Services—con.

trains were, before January last, usually not more than two-thirds full, London motorbuses, tramcars and underground electric trains were even then practically always full. The business of the country cannot be conducted, in the absence of cheap means of locomotion for its capital.

It remains an open question, and one the settlement of which cannot be made clear for perhaps two or three years, whether the additional income from the overcrowded motorbuses, tramcars and electric trains in London will, or will not, balance the increased

working expenses. • Local fares have not been "increased, and we hope it will be possible for the companies which are concerned to preserve their existing schedules of charges. We expect soon to see halfpenny fares abandoned. The obvious and universal overcrowding is undoubtedly being offset by wages and abnormal maintenance conditions, but we have confidence that, in the end, the popular forms of transit in London, with the possible exception of the L.C.C. tramcars, will "win through" to the end of the war, and after it, without finding themselves on the wrong side. That result will certainly be obtained with motorbuses, for the revenue-earning capacity of the 2300 odd vehicles which are still left in London remains sound. '


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