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Steam Power for •Agriculture and Transport

6th February 1942
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Page 31, 6th February 1942 — Steam Power for •Agriculture and Transport
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Which of the following most accurately describes the problem?

RDEFERRING to the letter from "Sympathiser," in l‘your issue dated January 16, on the subject of the persecution of the steam-waton industry—both makers and operators—by excessive taxation and other methods, is it not time that something should be done to preserve what remains of this industry, in view of the conditions prevailing all over the world? A number of oil tankers has been lost, valuable oil fields have 'been ruined, and peace, when it comes, must result in a demand for oil fuel and petrol in all the countries now at war, as well 'as in others, and this may cause a shortage, possibly lasting for years.

We now hear with astonishment that the Government has decided to reintroduce grants amounting to over £60,000 to encourage the breeding of heavy horses. The benefits of such grants cannot be realized for a number of years. Meanwhile, the animals will' consume vital foodstuffs.

. This money would be of greater benefit to the community if it were used to put into operation again, or • even to manufacture, steam ploughing engines and tackle. I well remember the Mann light steam. agricultural tractors which were employed during the war of 1914-18 for ploughing on the two-engine system, and

something of the kind would prove very valuable in these days. [Most of the steam ploughing devices, of which we have knowledge, were manufactured by John Fowler and Co. (Leeds), Ltd.—En.]

It should not be very difficult to produce a light but powerful engine and boiler suitable for either a lorry , or a farm tractor, so that petrol and , oil fuel would. be saved, and many skilled motor mechanics would-be released for more vital work, as steam engines do not require so, much attention as do i.c. types.

Your correspondent refers to the host of makers of steam wagons and tractors. That was the trouble! There were too many different makes and types.

An association of steam-vehicle owners, and opportunities of obtainingWelsh steam coal of the right quality, together with a proper insurance scheme for boilers, would have greatly helped.

Many of the older types of steam Wagon could: with but little expense, have been greatly iniproved. EVen now, some of them are putting in very •useful work.

The use of pulverized coat has been .suggested in your columns, but I fear that this is hardly practicable at present, although it may be all right for firing cement kilns, the boilers of electric-power stations, etc. .

One well-known make of steam wagon, the Foden, iS often seen to-day; converted. into an agricultural traction engine with governors, larger flywheel and a bigger water tank. This Over-type was exceptionally light on coal, and its sound design and construction rendered repairs easy. Tn. my opinion, piston valves would have been an improvement, and a better feed pump.

It is not my opinion that the older types of steam wagon were purposely built to be illegal in thó hope that -they would pass muster, It was just conditions that were the canse. A good deal of overloading used to take place, and with the ever-willing power of the steam. engine, the chassis and transmission had to be made strong enough to stand up to the stress.

Anyway, I hope that We shall see a 'revival of the steam wagon and tractor industry. There are Still plenty of enthusiastic steam-wagon men. " ANGUS MACKAY.

Mannerston.

SHOULD MAKERS SUPPORT A

DRIVERS' -ASSOCIATION? "

AS one of the enthusiasts for the formation of an association for drivers, I was very sorry to see, from a note published recently in your journal, that comparatively little support had been received. Even the articles from the secretaries of the two unions did not seem to arouse much enthusiasm one Way or another, but there is a club the views of which would, I think, be very interesting matter—that is the one instituted. for drivers of Bedford vehicles. This, I believe, had some 15,000 pre-war members. There were no fees and a magazine was issued; also, the organizers had an excellent method of appointing cafés on most routes so that one could lodge complaints if there was any disservice or overcharge, when .the club officials would institute an investigation and, if the offence was considered sufficient to justify. the procedure, that café was struck off the list. I believe that an employment settion. was also in operation.

The club was, I understand, run and, financed by Vauxhall Motors, Ltd., and I _wondered if the scheme could not be made the basis of a national drivers' club or association, supported by other manufacturers, at least in the beginning,to get it on to its feet.

Should this idea prove to be.unworkable or unacceptable; I foresee that the Bedford Club, if it became active again, might be in opposition to: any national association

of the type contemplated. .A. A. WRIGHT. Southend-on-Sea.

AGRICULTURAL MECHANIZATION _. IN RUSSIA VOUR recent articles on the activities of the War I Agricultural Executive Committees hnd their use of Government-owned machinery have proved most interesting. They recall to me what was happening in Russia 10 years or more ago. There they had many hundreds of M.T.S. depots (Machine and Tractor Stations), which supplied tractors and implements, maintained and fuelled them. To each M.T.S.' depot a number of collective farms would he affiliated and they would sign agreements for hire of machinery as necessary. The farms elected representatives to a committee, which helped in the direction of the depot. Apart from not making capital expenditure and not needing to pay for fuel before gathering the harvest, the farm had an advantage in that payments for the services were made on the basis of the yield. Thus, a farm with natural advantages paid more than that which was not so well off in that respect. .

. In order to keep agricultural workers happy there was an outfit known as the Cultcombine. This consisted of a nymber of vehicles which travelled around to the various agricultural districts that were out of touch with ordinary cultural activities, The vehicles brought the people film shows, libraries, lecturers, and experts who would solve all kinds of problem. There were hundreds of such mobile culture centres, and quite a number of them 'carried printing presses, so that they could produce papers with the latest news right on the spot. The Russians certainly, knew, and know, how to -utilize to the utmost the benefits of road transport.

Manchester, TRAVELLER.

AMERICAN AN.D , BRITISH POLICY CONTRASTED

WHILST British policy favours railway monopoly, the vv United States Government is moving to preserve the independent road operator,' :I have just been informed. from Washington that the Anti-Trust Division of the U.S. Department of Justice has intervened to oppose an application of a railway company to broaden the scope of its road-transport powers.

In opposing the application the U.S. Assistant Attorney-General Wrote :— " This division is advised that railroad companies are seeking, through_ ownership and direct operation of truck lines and through operation jointlY between railroads of the Railway Express Agency, to bring about a monopoly and strangulation of the independent trucking industry."

The appointment by the railway companies of a strong Commission, presided over by Sir Ernest Lemon, should remind road operators in this country to get busy if they do not want to see the totalitarian railway interests extend their transport monopoly.

Wivelsfield W. REEs JEFFREYS. Sussex.

LEAVE HAULIERS TO 'WORK IT OUT

I DO not propose to reply in detail to the remarks I contained in Mr. Courtney Cramp's letter published last week. Suffice it to say that the point at issue is both clear and simple. It is a matter for the decision of the professional haulier—and for him alone—as to whether there should be established an organization catering exclusively for. his requirements. This is not a question for the C-licensee, whom, in fact, it does not concern. There Fain c:onfent to leave the matter.

London, TANTALUS.


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