How B.T.C. Posts are Filled
Page 55
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THE letter from "Transport Engineer," under the title "Jobs for the Boys," published in your issue dated December 2, stirred me deeply.
I have 35 years of road transport experience behind me, the last 20 as engineer and traffic supervisor. 1 could never, however, see any future for myself as an employee 6f the British Transport Commission, and I was fortunate, at the age of 52, to find an .entirely new occupation in the City.
I have many friends in road transport, and ran into one of them a few weeks ago. He is a man of first-class ability and about my own age. He had held the position of chief engineer to one of the best-known road transport concerns in the country, but he had • been dismissed as redundant.
I inquired as to who had his old job, and he replied: "You will remember —, well, he has it." I expressed my astonishment. as I did not believe that this man could tackle the work. My friend went on to say that he regarded him as a useful fellow to have about, but we both knew that his knowledge of transport maintenance would not have fitted him for a foremanship outside the B.T.C. 1 imagine that there are others who could give you similar experiences such as this. Although, as I have said, I am not now in transport, I would not dream of dropping The Commercial
Motor," having taken_ it since 1912. I still possess copies of articles of mine which you have printed over the course of years, mainly under the signature, " J.E."
London, E.10. • J. EMMETT.
SOME NOTABLE EXCEPTIONAL LOADS
THE illustration of the transport of a fractionating
I column, 84 ft. long, with the aid of three Scammell tractors, which was published in your issue dated November 25, interested me considerably.
Pickfords, Ltd., is always good at publicizing the haulage of heavy loads, and other concerns would do well to follow this example. For instance, about May last year, Edward Box, Ltd., hauled a similar column through London. This was practically of the same length and 12 ft. 6 ins, in diameter, with a weight of 103 tons. The tractor was one Scammell six-wheeler powered by a Gardner 6LW oil engine, with a 45-ton Scammell as a standby, which did not have to be used. The same concern moved a section of an oil refinery tower, 125 ft. long, through Liverpool recently.
Has, however, any other operator ever equalled the task of M.R.S., Ltd. (now absorbed into Edward Box, Ltd.), for, on December 23, 1935, it carried an indivisible load of 165 tons.
Regarding the letter from C. F. Bush, in the same issue, I believe the best modern engine in the petrol class to be the Guy four-cylindered, overhead-valve unit. Another good unit is the Dodge with six cylinders and side valves. The Ford V8 is reliable but seems to me to require more skill in driving to obtain the best results.
I also wish that the maker had stuck to the BB type and the Thames model with full forward control.
I should be glad if anybody could send me copies of issues containing a description of the Sentinel lightweight steam wagon and road tests of the S4 and S6 models of this make.. These appeared between 1932 and 1934. Single copies or bound volumes of "The Commercial Motor" prior to 1935 will also be welcomed, and I would be prepared to pay for them.
80, Woolfall 'Crescent, ES. Mi.isritt. Huyton, Lancs.
OBJECTIONS TO A REPORT ON AN ADDRESS
A SHORT paragraph published in "The Commercial I–I Motor "dated November 25, referred to an address made by myself to the Wirksworth Rotary Club.
May I say that the facts published are not a true reflection of the address in relation to the following points: (1) 'You refer to me as a divisional officer. I clearly introduced myself to the meeting as a group manager of the Notts/Derby District of Road Haulage Executive.
(2) That terms of transfer generally proved satisfactory. This comment was made in relation to acquisition of property and spare parts and the facts of the effect of the Act; from the point of vehicles written down in value, also the deduction of certain items from profit for the purpose of computation of goodwill were reterred to as not providing a very acceptable figure by the majority of operators.
(3) That no attempt had been made to establish a national rates schedule. This problem was explained by the continuance at present schedules in the initial stages with a view to not unsettling trade and industry, but quite clearly the Road Haulage Executive's desire and concern to establish a national schedule was clearly made known.
Hilton. D. DERT-IAM.
[A precis of what were alleged to be Mr. Derham's remarks was supplied to Us by a local correspondent, and we regret any misconstruction that may have been placed upon them.—ED.] WHICH ARE THE BEST-MAINTAINED BUS FLEETS?
WHEN I read the correspondence concerning best maintained fleets in your issue dated October 7, 1 smiled and dismissed the matter from my mind with the thought that obviously the author has not examined the fleet of buses operated by Oldham Corporation. Now, however, that A. A. Townsin has entered the controversy, in your issue of November 25, I feel I ought to say that, whilst Oldham Corporation makes no claim to possessing the best-maintained fleet, it does claim very emphatically that its standard of maintenance is not surpassed by any undertaking mentioned. It astonishes me to hear it said that such and such "a fleet is the best-maintained when it must be so apparent to anyone with any knowledge at all of the subject that the general standard of, maintenance is high in the majority of both municipal and company undertakings throughout the country.
If your correspondents are to be taken seriously, I must assume that they have made a careful investigation into each of the 94 municipal undertakings, also the much larger number of company undertakings throughout the country. If they have not, what is the value of their opinions?
Oldham. C. P. PAIGE.