OPINIONS and Q UERIES DOES "FULL SWING' MEAN IDLE DRIVERS?
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THE M.O.W.T. Road Haulage Scheme is now • apparently in full swing, at least nearly all the under takings and units have been appointed. May I suggest, however, that the human aspect of things should now be given some attention.
Last week I visited a certain unit, and I counted five men, who had spent four 10-hour days sitting in their cabs, bored almost to distraction, and spending three parts of their 9s lodging allowance on tea and cakes to occupy their minds.
These long-distance men have , been the least con sidered, so far as the amenities are concerned. It would do someone in authority good to give this matter a little consideration, so that lorry drivers can now join in the plan for a better standard of living, otherwise they may develop an inclination towards indifference to their work, which would defeat the alleged objects of the scheme.
London, N.12. • R. Eimicx.
WHO EMPLOYED THE FIRST CONDUCTRESS?
YOUR readers may like to have, in addition to your own comments, other facts given .in answer to the inquiry which you published from me. The name of London's first " clippy" was Mrs. K. puncan. She first appeared on November 1, 1915, as you point" out; on
the tilling bus route 37. • The record for Britain as a whole appears to be held by Mrs. L. Gibson, who began with the Blue Motor Co., Wales, in September, • 1914, and, as you say, the Midland " Red" appointed bus conductresses (two
• sisters). on October 25, 1915.
A " clippy " was working on trams at Cambuslang, near Glasgow, in May, 1915; another at Nottingham on September '20, 1915; a third at Coatbridge on September 25, 1915; and another at Bristol on December 1, 1916.
Bromley. • F.' BICKNELL.
SOME OIL AND COAL COMPARISONS T FEEL that Mr. L.. Cole and I are taking up too much ▪ of your valuable space, and so this is my last contri
bution on the subject.
• Referring to Mr. Cole's remarks about my competence, he says in his letter published on September 10, "Has he, the authority and operating experience . . .? " In the matter of oil engines in road transport, modesty forbids me to go into details, but I would mention to Mr. Cole that in the years 1929-30 I happened to be the man who got the first oil-engined lorry and the first oiler bus on the road in regular service, and since that time have been intimately connected with the oil-engine business in road transport.
Mr. Cole then refers to the subject of oil engines on .the British railways. I thought we were dealing with road transport only, but since he raises this question, it may be Mentioned that several local trains on the G.W.R. are driven by oil engines very successfully and a great many shunting locos are now in use—a: good number of them in Leeds, which Mr. Cole can see any day in the .Hunslet yards of the L.M.S.
The reason why no main-line trains are yet driven by oil engines is •a matter of coal interests and railway "economics," and is a big subject to deal with briefly, but;-in the writer's opinion, the very wonderful results achieved in the U.S.A. with Diesel oil-engined mainline trains may, in the not-too-distant future, effect a change in Britain, although it will probably bevery gradual.
May I also remind Mr. Cole that our latest and 'very modern main-line steam locomotives are about as far advanced in efficiency over the Stephenson engines as the modern road oil engine is over the early petrol engine, Le., perhaps almost double. • We can leave the matter of oil and coal transport costs to the post-war era to work out its own salvation.
Leeds, 11. NORTHERN ENGINEER.
I WOULD like to comment on the letter from
"Northern Engineer" in your issue dated August 27, in which he seems to uphold the enormous taxation • and consequent repression of the steam wagon in favour of .investors in British shipping companies. The less strain placed upon shipping reserves in war-time the better, and what about the welfare and consideration of the British miner, not to mention those who have money invested in engineering firms making steam wagons? Not only have steam and oil relative advantages, but there is the aspect of preference which it is the right of every haulier to exercise..
Many interesting suggestions by your regular contributors and in your correspondence columns concerning the future of the road-transport industry have recently appeared. These show that the dire peril confronting road operators and the urgent need for them, to unite cannot be overstressed.
As an illustration of how easy, and sometimes almost imperceptibly, it is for the status of an industry to be completely changed by Government action and subsequent legislation, perhaps the point of view of a steam man would be appreciated. From 1930 to 1934,. by means of the drivers age limit, boiler insurance ,and terrific taxation passed into law in the short period of those four years, steam has been made almost to disappear from the agricultural and road transport spheres.
If the haulier considers, and realizes, the possible implication of fuel rationing, theGovernment Haulage Scheme and the perpetual opposition of monopolyminded railway companies, surely every reason for his strong united action and widespread publicity is very clearly shown. Sir Alfred Faul,kner ....says that war-time transpo▪ rt must
be carried on as far as possible with existing vehicles. then why not lower the. tax on existing steam wagons and thus free hundreds of these and tractors for useful
work? STEAMER.' Brighton.
OFFICIAL EXPRESSION OF PERSONAL, VIEWS 1\10 doubt many of your readers have noticed that tvvo 1 gentlemen prominent in road-transport circles have recently been active in putting forward certain views as to the future of that industry. On the one hand, Mr. Roger W. Sew-ill, Director and Secretary of Associated Road Operators, has issued a pamphlet which has received a not inconsiderable amount of public attention. Mr. Sewill was at some pains to declare that the proposals outlined in his pages were his own personal views. Since their publication, meetings of members of his Association are being held to discuss and, maybe, trldOrse
On the other hand, Major Crawfurd, the President of Associated Road Operators, has been addressing meetings of Rotary Clubs in various places, voicing opinions on future policy complementary, in many respects, to those of Mr, Sewill. He also declares that the staitements he makes represent • only his personal views.
Where does the A.R.O, come in? It is evident that publicity is given to both Mr. Sewill and Major Crawfurd on these Matters because of the positions they hold in A.R.O. The members, who comprise the Association, have not been consulted before their officers and officials commit them—for that is the effect in the public mind from the manner of presentation—to policies which may be contrary to their opinions and inimical to their interests.
Perhaps an Extraordinary General Meeting might give plain members of A.R.O. an opportunity of emphasizing that both Mr. Sewill and Major Crawfurd are quite correct in stating that what they have written and said must be understood in only the limited, personal sense.
Manchester. PROVINCIAL.