Heavy Motor Business with Van and Wagon Builders.
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The time is near at hand when builders of vans and wagons must pay increasing heed to the commercial motor. The relatively few coach-builders who had turned their attention to the sale of private motorcars eight years ago have since reaped a rich harvest, and there are practically no members of that trade in existence to-day who are not most willing to develop their businesses in chassis and in bodies for them. An innovation which was originally regarded with feelings of apprehension has, in fact, proved the veritable salvation of an old-established, yet erstwhile decaying, industry. A new lease of life has, in short, been taken by the coach-maker and carriage-builder, while many who set out to curse have remained to bless—except in respect of their difficulties over the finding of enough upholsterers and other trained men.
Our passing reference to the experience and recent history of one division of a national craft is prompted by observations which we have made in regard to the trend of the van, cart and wagon sections of that craft. An intelligent appreciation of the parallel opportunities for the securing of new orders has been the exception, and a tone of sceptical indifference, if not of avowed opposition, has prevailed. May we remind all whose capital is invested in these important branches of a typical British trade, that their present failure to discern a future for themselves is exactly comparable with the views—since proved to be wholly erroneous—which were held, in reference to light motorcars, and until some five years ago, by the general body of their brethren whose customers are " the gentry and other carriage folk." It were an easy matter for us, did etiquette and space allow, to fill a column with the names of coach builders who have, after their early years of doubt and uncertainty, found a large accession of custom, both from old and new patrons, to date back to the occasion of their abandonment, in regard to self-propelled traffic, of an obstructionist or passive attitude, and of their adoption of a progressive spirit in substitution for the pre-obtaining, forced, and unnatural air of ponderous wisdom. We desire, by preference, to state a few facts which should help to enlist the active support of van and wagon-builders for the utility side of motoring, as we believe the necessary stage of development has been reached for them to " come in " with advantage to all concerned—to the purchaser, the motor manufacturer, and themselves.
There is no denying the indirect service that was rendered by many coach-makers, between the years 1896 and two, in saving the pockets of those to whom they effectively gave the advice not to buy "vet," and there has been, until a much more recent date, justification for the same class of warning on the part of builders of vans and wagons. This policy of aloofness, however, will not serve to-day, because the improvements that have been made in cornmercial motors, during the fast two years, with numerous " repeat orders " as the most striking result, indicate that a large amount of new business for builders of vans and wagons is ready to be booked. History is repeating itself, for it was the growing demands of the motorcar manufacturer and his agent which first impressed upon the carriagebuilder the fatuity of maintained hostility : he realised, as an increasing volume of instructions for the production cf bodies continued to -reach him in respect of chassis which he had not sold, that it was time to be " up and doing" himself, and he did not take long to become an advocate of the vehicle which" he had previously decried.
Commercial motoring, at the present juncture of events, may be said to stand in the same relative position that private motoring occupied in the year 1902. Sufficient evidence is available to insure that, once the proper con-. tracting parties are brought together, satisfactory vehicles can be provided to meet practically any specification of load or performance, and the established builder of vans and wagons has within his grasp, when all the circumstances are taken into account, opportunities which are unique for the purpose of enabling him to develop a new trade. Ho knows the requirements and traffic exigencies of each customer; he is acquainted with every special detail of desirable peculiarity in body-construction, painting, or lettering ; he is aware of theexact time when any question of extensions is under consideration ; he possesses the right of access to the working heads of his customers' establishments ; he is already equipped to argue on the subjects of the restricted mileage and heavy stabling expenses, which are so generally sore points with owners of horses and horse-drawn vehicles ; he enjoys the very groat advantage of being able to impart reliable information as to the financial standing and allround bona fides of local tradesmen or other intending purchasers who may want a little " humouring "; and he is, in some cases, able to enter into maintenance contracts. These considerations, of course, should appeal to the manufacturer as much as to the builder of vans or wagons who
revolves the possibilities in his mind, but, for the latter, there is also the certainty of commission on sales and, in addition, the necessarily greater maintenance account per vehicle by reason of the much-increased mileages.
Our exclusive programme in connection with the great demonstration run of the R.A.C. does not omit arrangements for directing the particular attention of the vanmaking and wagon-building trades to the merits of up-todate commercial motors, and, before the forthcoming trials are ended, the principal members of these trades, other than our existing subscribers, will receive a specially-narked copy of " THE COMMERCIAL MOTOR. '' A minimum of 5,oaacopies will be issued by us in this direction, together with a reprint of this Editorial reference.
Motorbuses Wanted : Indemnities Against Highway Claims Asked.
It is now by no means a novelty for the inhabitants of villages and isolated country districts to hold public meetings at which resolutions are passed in favour of motorbus services. The next step usually is to send a memorial, or a deputation, to the management of the nearest raihyav eornpony, arid there are many head-shaking grumblers. if a negative reply has to be returned. A Large number of people, who have hitherto been content to exist without travelling facilities other than those furnished by the halting and " mixed " conveyance of the local carrier, are giving signs, ia innumerable parts of rural Britain, of their restlessness under the knowledge that the population in other or neighbouring areas is better served than is that in their own districts. Local pride, if not jealousy, dictates the opinion that it is unbearable to continue without at least equal opportunities of access to the railway, market-town, or other point of attraction, and the genesis of another request quickly assumes concrete form in consequence.
The latest example to come under our notice is provided by the action of a committee of residents in the villages of Turriff, Cuminestown, New Byth, Strichen, and Brucklav. These gentlemen, according to the " Aberdeen Journal " (see page 565), recently urged the claims of the local communities before the directors of the Great North of Scotland Railway Company, and they were rewarded by a conditional promise upon lines which we regard as thoroughly sound. The railway board, while expressing a favourable inclination towards the proposed new service, asked inter alto for undertakings that the district highway authorities would treat the running of these motorbuses as ordinary road traffic. This interesting and, to our mind, most equitable proposition is now occupying the attention of two district committees in Aberdeenshire, and it surely is unreasonable to expect any company, no matter how great its resources, to embark upon such road enterprises in sparselypopulated areas, which offer no exceptional likelihood of high profits at the best, if it is at the same time to saddle itself with so great an uncertainty as the possible cost of defending an action-at-law for extraordinary traffic damage. We are glad to observe that, in the discussions before the Deer District Committee, the initial steps towards the giving of the desired guarantees were not vetoed, and we shall look for the ultimate decisions of this and the Turriff District Committee with great interest.
The R.A C. Demonstration Run.
Seven additional entries, as will be found recorded on page 569, have brought the total number of vehicles to the respectable figure of 62 : this constitutes a record, in respect of goods vehicles, whether in this country or out of it. Two years ago, when the French Automobile Club conducted a seven-stage road trial* along the route Paris-CompiegneAmiens-Dieppe-Le Havre-Rouen-Mantes-Paris, there were, it is true, 65 entries by 25 makers, but, as we pointed out at the time, to of the 16 passenger-carrying vehicles practically were touring motorcars, These French trials of 19o5, which series of tests was by far the most important of the kind that has been carried out on the Continent, the lighter classifications requiring journeys amounting to 555 miles, saw the course completed by 52 out of the 57 vehicles which were presented, seven constructors having failed to produce eight of the machines at the start. It is unlikely that we shall witness so many defections at Chiswick, by noon on
the 5th proximo, but it is interesting to note that our English trials are supported by 29 manufacturers, compared with, if we take out from the French list one maker (Mors),.. who entered only a passenger vehicle, a total of 24 for the next largest commercial motor trial. The cemparison should really be even more favourable to the R.. \C. as there was, in the French nompetition under notice, a special and well-supported class for military baggagewagons, as well as one for tricycle-carriers. It is gjathying to us, as it must be to the organisers, that so large and representative an entry has been obtained_ We had expected to see the names of at least another six manufacturers in the lists, but those who have decided to refrain front participation are no doubt satisfied that good reasons exist for their abstention. The " blanks " which_ we have in mind occur in all classes, from A to 14, hut we understand that certain non-competing makers intend to be very much " in evidence " along the routes, and this plan, whilst we do not essay to discuss it from the standpoint of good (or bad) taste, .may prove to be an effective set-off to some extent. Other absentees, as has been pointed out by us heretofore, believe that they can spend the same money more advantageously in other directions, whilst the stoutest and most determined " resisters '' are those whose orderLooks are so well tilled that they profess indifference to the results of the trials, conic what may
Our classified lists of towns and villages (page 572), and the general outline map of the main trials route will now show how competing vehicles cannot help but come under the most general notice at varied centres of interest : agriculture, commerce, manufacture, shipping, and transport will all be touched many times over during the itinerary. The writer has already made a series of excursions along a number of the roads, and he will start upon a further extended tour as soon as these lines go to press. It is hoped that personal touch with many new and important supporters of this journal will be secured in this manner, of which arrangements more anon.
An Unauthorised Deputation.
A position of affairs which amounts to little less than a scandal has come to light in connection with the wirepulling organisation of the recent deputation of borough councillors to the Chief Commissioner of Police, Sir E. R. Henry, and the public proceedings of which were reported in our issue of the 25th ultimo. As was pointed out by us at the time, 12 of the London Borough Councils were not represented, and we are much astounded to learn that a number of the other councils had absolutely no knowledge of the intentions of their members to be present. .
It will be within the recollection of our readers that a proor-ty-Convened conference of Metropolitan local authorities: was held in the Westminster City Hall, on the 12th December last, when 24 out of the 28 Metropolitan Borough Councils sent duly-appointed representatives. On this occasion, four resolutions of a most drastic character were brought. forward by a member of the Kensington Borough Council, and the said resolutions had to be discreetly dropped, much to the consternation of the instigators of an agitation which was then in progress: instead of damning motorbus services, this representative meeting was clearly in favour of such services. A sub-ccmmittee, consisting of one representative from each of the authorities which had nominated delegates, was then appointed for the purpose of reporting to the conference as to what steps should betaken to give effect to the one resolution that was passed, and Nvhich read that "in the opinion of this conference,. it is desirable that action should be taken without delay to, secure a more effective control and supervision of the motor traffic in London, more particularly the heavy locomotives and motors now used for haulage purposes." We gave a verbatim account of the sub-committee's report in our issue of the Toth January last, and we reported the proceedings of the adjourned conference, at which this report was adopted, in our following issue. A perusal of those re ports discloses the fart that no authority was given to any section of the delegates to wait upon the Commissioner of Police, and we can only repeat our astonishment that certain gentlemen from Paddington had the effrontery to take the matter into their own hands. We do net doubt that the Commissioner of Police will now enquire further into the behaviour of the gentlemen who came before him with all the air and circumstance of an authorised deputation.