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WAS THERE A NATIONALIZATION MANDATE?

14th March 1947, Page 61
14th March 1947
Page 61
Page 61, 14th March 1947 — WAS THERE A NATIONALIZATION MANDATE?
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Which of the following most accurately describes the problem?

SOME time ago Mr. Maurice Webb, M.P , said, in a broadcast discussion with Mr. R. W. Sewill, that it would be dgficult to prove any needs for the nationalization of road transport, It is obvious, in my opinion, and I should think in that of anybody except a political maniac, that no genuine case for nationalization exists. It is interesting to note that, during recent months, at meetings on. this subject, many people have inquired what nationalization really means. This indicates the value of the •much-vaiinted "mandate" claimed by Government speakers.

Whilst it is said by the Government that it intends to take over long-distance transport, those hauliers on short-distance work should not be too hasty in congrahrlating themselves at escaping, even to a limited extent. The Government is obviously attempting to insert the thin edge of the wedge while the others "are not looking,and then to take over the rest.

It is my firm conviction that nationalization of transport can lead only to disaster, not only for transport operators, but for trade and industry as a whole.

Mickleover. MICHAEL A. WILLIS.

UNION DEMANDS v. PASSE NGER FARES

nN page 487 of your issue of December 20, 1946, is \-1am item headed "Municipal Bus Workers Ask for Shorter Hours," and a further note occurs under the heading of "Passenger Transport News" in your issue of January 31, 1947, relative to an application by the West Hartlepool Corporation drivers and conductors for a 40-hr. week.

This, to my mind, is a typical example of the frequently occurring method employed by the trades unions, whereby the wages or working conditions of one section of their memberships are amended in order to use this for barter purposes against another section of companyand privately owned undertakings. I consider this to be a highly irregular procedure, as I fail to see why the conditions of employment of, say, the West Hartlepool Corporation employees should be any different from those of any other corporationor company-owned undertaking.

Furthermore, it is my opinion that when wage increases are proved to be justified they should be made applicable to the industry as a whole, instead of to one particular settion, as seems to be indicated by the article to which I refer.

Although it is a well-known fact that the, trades unions are most anxious at all times to gain popularity by means of wage increases, etc., they do not appear to be at all concerned as to where the money is to come from, and they have apparently lost sight of the fact that—to quote an •example—we, as p.s.v. operators of 35 years' standing, are operating to-day at practically the same fates as those applicable in 1914. I have not, as yet, heard of any suggestion by the unions for any increase in fares to offset their frequent demands for higher wages. As a matter of fact, the reverse would seem to be their policy, as I note from your issue of February 7 the trades unions opposed recent increases in the trolleybus fares of the Mexborough and Swinton Traction Co. In this connection I would also be interested to learn what right the unions have to raise such opposition. W. EMMERSON, Proprietor.

Bishop Auckland. " 0.K " Motor Services.

BRITISH-BUILT DODGE HAS HYPOID AXLE WITH reference to the article, " Hypoid Gear and " Two-speed Axles," which appeared on page 47 of the issue of "The Commercial Motor" dated February 14, Mr. E. B Wilson, in the paper he read before members of the Institution of Automobile Engineers on March 4, mentions that there are no British vehicles at present fitted with the hypoid gear.

May we draw your attention to the fact that the British-built Dodge 2-3-ton' model has a hypoid rear axle. It is also interesting to recall that Dodge first fitted this design of rear axle to its trucks as far back as 1939, as reported in "The Commercial Motor" dated November 11, 1939 Kew Gardens, K W. UNDERWOOD.

Surrey For Dodge Brothers (Britain), Ltd.

IDENTIFYING VEHICLES BY THEIR LIG HTS •

I HAVE put forward to the Ministry of Transport one or two suggestions that might 'also interest your readers. The object is to render easier the identification of types of vehicle, particularly when meeting them.

The main idea is that all cars and light vans up to, say, 10-cwt. carrying capacity should be equipped with two side lamps with glasses of not less than 2-in, diameter, coloured amber; that no side lamps should be embodied in the head lamps, and, in fact, that all should be of an orthodox type. For heavier commercial vehicles of all classes, the side lamps might, perhaps, be a little larger, and should be coloured light mauve or purple. On the other hand, cycles, motorcycles and invalid chairs should retain the present system and show white lights to the front. All vehicles should have red rear lamps with a lighted area of not less than 6 sq. ins.

In a reasonably short time, most road users would become accustomed to recognizing the type of vehicle by the colour of its lights, and I claim that this would relieve the strain of night driving. At present, two cyclists riding side by side may be mistaken for one vehicle. T.. BLAKE. Lightwater.

[We are wondering whether the alleged advantages that might accrue from these suggestions would be worth the considerable changes in lighting which would be involved. Millions of lamp glasses and thousands of lamps would have to be changed unless the scheme were applied only to new vehicles, in which case it would take a long time to come into action. We do remember one case in France where a slightly inebriated peasant rode on a cycle straight into the radiator of the car we were driving, fortunately, without serious consequences. He explained that he thought he was proceeding between two cyclists, but did not give any other reason for what would, in any case, have been a curious procedure.—E0.1


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