OPINIONS and QUERIES
Page 32
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BUSES AMONGST BRITAIN'S MOST VALUABLE ASSETS WHILST nobody will question the value, under "V certain conditions, of the railways in the war, Britain's great rural population of these days can certainly testify that road transport is at least equally indispensable. The Eighth Army needed no railways in its epic advance from El Alamein to Tunis!
That excellent booklet, "Facts About British Railways in War-time," points the contrast in its description of the preparations involved by the running of a special train for 27 officers, 390 other ranks and 10 tons of equipment. The operating experts plotting with the utmost care it path from one line to another; the special train notices to control offices, station masters and signalmen in each of several areas on the route, the elaborate dislocation of freight, passenger and mail trains. The smallest country bus company could do such a job without any fuss and bother.
The bus has been one of Britain's most valuable assets in war-time, despite the rubber and the petrol shortage; and here again its operators are adapting themselves with stoicism. .1 see that London Transport is turning over 550 vehicles to producer gas and the Tilling group 100 more than that.
CHALMERS KEARNEY, M.I.StructE, Burgh Heath.
A SMALL HAULIER'S FUEL. TROUBLES TOWARDS the end of last month, while driving my Jowett 10-cwt. van from London to my country office in Sawbridgeworth, Herts, I was stopped by a police-officer, who filled nearly three pages of his notebook with particulars.
I had run into London with a load. Usually, after doing so, I manage to take one back, but on this occasion could not obtain one. As it happened, I had with me my wife and two daughte,rs, who help with my work and in making up my London accounts.
The matter was reported to my Regional Petroleum Officer, who telephoned to my London office, and was told that I would not be in London for four days, when I would be coming up with a load, which I did. When I telephoned the officer concerned, he said that he was going to reduce my fuel allowance. I get 80 gallons per month for two Bedford two-tonners and the Jowett, which hauls a trailer, but it would seem, according to the way the officer spoke, that I spend all •my time running to London and back empty to save railway fares.
I cannot carry on my business if my fuel be reduced any more, and it may mean that I shall have to shut down for good. It has taken me 15 years to get where I am, and I would like my sons to have a better start' than I had, without all the work of building up a business from nothing, which followed nine years in the Navy.
I have been known in my home town as a removals contractor for three years. It is very fully populated, and there is a demand for an experienced man in this work, my nearest competitor being six miles away.
I asked the police-officer why he did not stop private cars full of women and children, and his reply was that their turn would come. Yet I still see cars pulled up on the grass, whilst their occupants admire the scenery, and many cars used in country towns for shopping.
A30
I am not jealous, but all I want is sufficient fuel to enable me to carry on my work. It seems wrong that the hammer should be used only on the small man who has built road transport into what it now is. Incidentally, I sent a letter to the Petroleum Officer embodying the facts and enclosed with it the first page of your journal with the leader entitled "Ease Our Legal Burden."
Perhaps you can advise me as to anything further I can do, as I feel very hurt at being penalized when I was merely carrying on my business.
Sawbridgeworth. AGGRIEVED.
[We are afraid that you have done everything possible to overcome your difficulty, and we cannot suggest anything further. The great difficulty i3 that the carrying of three passengers, particularly ladies, takes some explaining and, sometimes, officialdom, in its haste to condemn, does not take into consideration all the circumstances. —En.] SOME VEHICLE NOTES FROM NORTH AFRICA
RECENTLY I received your issues for March, April i‘and May, and read with particular interest an article concerning driver's comfort, ventilation, etc.
In this connection, I would like to send you a few details of a vehicle which I am now driving. It is one captured from the enemy, a four-wheeled drop-sided lorry built by Renault of Paris.
The cab is a great improvement on any other lorry I have ever driven. It has a one-piece windscreen with moulded-plastic corner posts, and can be opened in the ordinary manner or hinged to fall down in front of the cab. This proves particularly useful if one is being attacked by S.A.A.
The seats are " telescopic," forward or rear movement being obtained by a simple cam arrangement. The construction of the cab is in steel, with stout ribs reinforcing the roof and welded on. A very useful addition to the equipment is an air cleaner, fitted within the cab.
The dashboard is mounted on the steering column and is most accessible. It is held in position by spring clips. The hand-brake lever is mounted horizontally, passing through the rear of th..: cab, and a thumbscrew provides adjustment without leaving the seat.
As regards the springs, three channels run down each leaf, and these allow oil to pass between the leaves, so greatly facilitating lubrication.
The tyres are of a synthetic rubber, andtaking the • 'kilometres on the speedometer as a guide, they seem to be doing fairly well.
I think I can honestly say that my copy of "The .Commercial Motor" does as good a duty as any in -the way of circulation. One copy, which I found in a padre's reading room, south of Arras, when I was in France, I traced as having passed through the hands of g7 soldiers.
I would like to wish you and your readers all the best from North Africa. G. W. B.N.A.F.