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Winter Transport Plans Defended

25th December 1953
Page 45
Page 45, 25th December 1953 — Winter Transport Plans Defended
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Which of the following most accurately describes the problem?

I WOULD have thought that Janus could have found

a more suitable topic for: his facetious pen than to criticize the Winter Transport Central Joint Conference, in his article "No Enemy but the Winter," in your issue dated December 4.

His reference to representation on the Conference— apart from the British Transport Commission—as including "practically everybody with the exception of Father Christmas" is quite unwarranted because, in fact, trade and industry are adequately covered by only four bodies, of which the Federation of British Industries is one!

The arrangement is fundamentally previsional and precautionary. It is designed to achieve by foresight and collaboration at all levels and in all areas avoidance or mitigation of any likely disruption in transport services because of abnormal winter conditions. It is a good example of transport and industry working together in the national interest and we, as traders, value greatly the frank.„and friendly consultation with the British Transport Commission at which forwardproduction estimates, transport resources and prospects in all aspects are fully discussed.

Whilst the B.T.C. ordinarily maintain good contact with the user, it must be apparent—even to Janus— that winter conditions might produce serious problems of transport of essential materials required by industry and the public. Intensive " freeze-ups " and heavy snow can cause considerable disruption. Epidemics are not unknor in winter and even roads are sometimes impassable. A well-ordered system of liaison covering headquarters and local activities to help to, cope, if • required, with movement problems in such circrim,stances, is most desirable, and is wholeheartedly supported by the representatives of industry.

Again, it is recognized that limitations on capital investment and shortage of materials govern the railways! commendable efforts at rehabilitation. It is therefore more than ever necessary that we should be associated with the Commission and give all possible co-operation in measures designed to facilitate movement during the winter.

Your political correspondent is entirely wrong in saying "Would any but a nationalized organization dare to lecture their customers in this way?" Let me say unequivocally that there is no "lecturing" by the B.T.C. The request to industry was at the instigation of the trading bodies, who recognize that they can make a valuable contribution to fluid winter transport working.

Again, there is no question of "killing the bogey of winter by setting up a committee." On the contrary; it is a realistic acceptance of the fact that winter can produce problems; that the interests of transport and the trader in serving the nation are closely interwoven; and that consultation and collaboration are very desirable.

I am sure that Janus, assuming no Winter Transport Conference and if there were a disruption of transport, would, with equal fluency, have castigated the Commission and deplored the fact that they had not exercised elementary foresight in establishing direct liaison with the users! He says that in planning for winter the Commission "would hope for some co-operation from their customers." We all know the effect of "hope deferred . . . ." How much more commendable it is that positive, constructive steps to secure that co-operation have been taken by industry and the Commission.

M. F. BARNARD,. Chairman, Traders' Co-ordinating Committee on Transport, London, S.W.1.

British Buses in , Africa

A STATEMENT attributed ,to Mr. Sydney Guy in 11 your issue dated October 30 claimed that there are more Guy buses in Africa than those of any other

make. • I was so interested in this that I looked up a few statistics relating to the African market. It so happens that, for the first time since 1930, the current motor vehicle statistics for the year 1952, compiled by the Society of Automotive Importers of South Africa, include in amended form the registrations of motor vehicles by makes.

According to these figures, the total number of Guy commercial vehicles registered within the Union for the first time in 1952 was 37, as against, for instance, 169 Leyland, 255 Albion and 24 A.E.C. models. The number of commercial vehicle licences renewed in that year was: Guy 46, Leyland 924 and Albion 893, thus giving a total number of 83 Guy, 1,093 Leyland and 1,148 Albion vehicles. These figures do not include the Albion, Thornycroft and Leyland models operated by the South African Government.

Admittedly, these figures ' relate to all commercial vehicles and not only to buses, but it is difficult to believe that even if all the 83 Guy vehicles mentioned above were buses, they would exceed the number of Leyland models operated by South African municipalities such as Cape Town, Bloemfontein, Durban, Pretoria, etc., also by independent operators.

These published figures are not claimed to be IGO per cent. accurate for they are not completed under the provisions of the Statistics Act, but it can be assumed that any omissions or errors are distributed evenly ,throughout the various makes, so that the -figures will have a relative accuracy.

A number of vehicles within the Union is exempt from registration and licence, notably those of the South • African Railways and Harbours. There are upwards of 700 Leyland and Albion vehicles operated ny that Department alone.

Mr. Guy refers to Africa in his statement and not to the Union only; here, then, may be a clue to his remarks. East Africa cannot completely supply the solution, for in addition to possibly 100/200 Guy models in operation. there are many Leyland Royal Tiger buses in service in this area. It is understood that there is a small number of Guy vehicles in operation in the Sudan, but would not the Leylands in Egypt offset these? It is difficult, too, to find any large preponderance of Guy buses in West Africa or the Rhodesias.

It is therefore extremely difficult to find in the African Continent the number of Guy buses to reconcile with the statement. Possibly, Guy buses are being exported to some dark corner of darkest Africa where excellent use is being made of these modern vehicles, and if such is the case there is every reason for keeping it dark!

London, S.E.15. JOSEPH A. CUMMINS.


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