AN INTERESTING DAY AT LEYLAND.
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How the Important Lancashire Works has Once Again Reached the Level of a Large Output, Based Upon Mass Production of Standard Types.
THE YEAR which has just expired will, apparently, go down in history as the one which saw the corner turned in the commercial motor industry and the present year as the one which saw the industry truly set upon the course towards rehabilitation. We . could not help feeling this as, a few days ago, we were skilfully and comprehensively piloted over the extensive works of Leyland Motors, Ltd., at Leyland, Faringdon, and Chorley, and„ in the course of a. long day, found no suggestion of idleness except on the part of the dovetailing machine in the wood-working shop—a machine which in a week can cut all the dovetails required for a year's supply of battery boxes! Every departnient was virtually working a full shift, and, in many cases, overtime was the order of the day, whilst a strong night shift has to be employed.
As the director's report and !balance-sheet fall to be presented to the shareholders. in general meeting in the course of a few weeks, we should not be surprised then to learn that, as the result of the past year's trading, a better financial position than wits indicated a year ago will be disclosed. We have no inkling of the facts, but came to this conclusion on the further evidence which was before our eyes during our visit to the works.
A Firmer Basis of Standardization.
One remarkable change in the policy of the directors was obvious upon a careful scrutiny of the models and the production methods, and that is that Leylands are down to a firmer basis of standardization. At one time they would not only attempt to meet the wishes of the buyer, which is always a sound course to pursue, but they would endeavour to do so (and generally succeeded, let that be said), however unreasonable or totally unnecessary might be tE6 departure froni•the conventional type. One customer would accept the cast-steel spoke wheel on, we will say, a three-tonner, but the very next would like steel-plate wheels., and the next wood wheels. Amenability to demand had resulted in the design, and manufacture, of a30-32 ha]. engine and one of 34-36 h.p. This readiness to adapt themselves to everybody's requirements was all very well, but it was an extravagance.
To-day, what is made is a complete range of standard units, with no unnecessary steps in the range (for instance, the 34-36 h.p. engine is no more. the 30-32 h.p. engine having been slightly improved and covering all the demand at about that power). .Output of these units is arranged on mass-production lines, and the incorporation of these units in chassis construction gives quite • a remarkable range of machines—one which will meet the vast majority of requirements.
The first outcome of the adoption of this policy is an increase in productiveness and a lowering of the Cost of production. And it is generally found that customers are willing to waive minor predilections in favour of the standard vehicle upon which the makers have pinned their reputation_
As one result of this policy, the plate wheel has given way on the larger .models to the cast-spike wheel ; as another, the type of vehicle with the driver seated over the engine (a so-called overtype) has been displaced by the type in which the driver sits beside the engine . We spent some interesting hours in the machine shops and in the viewing rooms, going from tool to tool and from viewer to viewer, observing the carefulness of the work and the evident endeavour to secure accuracy and perfect interchangeability of parts. Various nice points in design and in production methods came up for study, helping to increase that pride which the Britisher must always feel for the commercial vehicles produced in this country.
In the coach shops one found the justification for the many long:wheeIbase and extended-frame chassis going through the assembling bays, for here were at least 50—probably considerably more—bus bodies an their trestles. The Croaville-type buses, to seat 40 people (and, incidentally, to carry, as they often do, another 40 or more standing I) and those of the York and Devon types devised for one-man control, were going through in goodly numbers, and there were other styles, all of which went to show that '-'us owners and operators thoroughly well knew all that was to 'be known about seating accommodation.
We were impressed with the quality of the material and workmanship, and said so, and we were told that in bus construction there is only one quality that is a any account—and that is the very best. Anything short of the best will not stand the strain. The astonishingly large demand for _buses allover the country confirms our own statedopinion that we are only on the fringe of a great era of passenger road travel.
We came across some 20-seater coach bodies mounted upon, or in the making for, the new Leyland Z-type or 30-cwt. chassis. This, with its half-of-theeight-eylindered engine, and equipped with pneumatic tyres, is a very interesting proposition. It was submitted for the War Office subsidy, but as the engine was not quite large enough, the model did not pass. The directors of the company, however, do not propose to improve upon that which they consider calls for no alteration, and, for the moment, do not propose to attempt to bring the model within the requirements.
The Faringdon steel works are most impressive, the very latest scientific methods of production and treatment being adopted and quite an enormous output of castings being the result. At the Charley works steam wagons and fire-engines were keeping the plant going night and day. One left the district feeling that here was a veritable hive of industry--a monument to pertinacity and patience during a difficult period and a credit to the directors and staff responsible for such activity.