OPINIONS and QUERIES
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MAINTAINING A SENSE OF BALANCE IN THE INDUSTRY
THANK you for the'very reasonable article by S.T.R. I on the Caxton Hall meeting. As a member of the
A.R.O.' and the former R.H.A., I can say. I think, that he made the best of an ill-advised. Meeting, for the Press representatives were treated badly. I think it ought to be said that they were present at the suggestion of a particular group, and let it also be stated that it was by these same people that they were sent out of the meeting —the raponsible people, so far as I could see or afterwards find out, had not any-opportunity of saying anything in the Matter.
Regarding the resolutions put to the meeting by that small but vociferous operator, Mr. Howes, from the report given to the meeting from the platform it transpired that a resolution in almost similar form had been• drafted by the executive of the A.R.O. some weeks before. In many ways, therefore, this meeting appears to have been trying to do work which, obviously, could be done better by those of greater experience and a greater senSe of responsibility.
I was also pleased to note how S.T.R. 'pew attention to the very bad publicity that these " hot-heads " have obtained for the industry; it will be more than, they can do to rectify the bad irnporession broadcast at a time when, if ever, the industry needed a friendly Press.
I de hope that, for the industry's sake, those lorry drivers' who, by some fortunate circumstance, have become owners of several lorries, will have it brought home to them that the possession of a lorry does not necessarily give them experience on national matters or
political sense. J. BROWN. Leicester.
A TRANSPORT MANAGER'S VIEWS ON GOVERNMENT HAULAGE
FrERE seems to be prevalent amongst transport undertakings the opinion that the Government Road Haulage Scheme han failed, although views as to action most advisable to remedy the defect seem varied.
The circumstances connected with the formation of the Scheme, and the existing state of affairs provide much food for thought; especially to unbiased but nevertheless interested outside parties such as myself.
Why Must the road industry hamper its own efforts and weaken its administrative structure by so repeatedly making it clear, that it presents a disunited front? In a letter published recently I ventured the opinion that the lack of co-ordination between the many various roadhaulage associations and like controlling bodies was a weak link in-'the chain. Can any deny the possibility that, had the industry, as a whole, been more united, the Ministry Scheme might never have come into operation, because, in effect, the introduction of this was a reflection on the efficiency of the industry? We who were in the know knew that it was an unjustifiable reflection, just as it was an unjust reflection on the industrial transport managers of the country.
We have various organizations representing the industry in agreement that the Scheme is a failure, yet at a30
least one suggests that the Ministry, having failed ti operate successfully the Chartered Fleet, should take over the H.N.T.P., whilst others think that the H.N.T.P. should take over the Chartered Fleet. ' In other words, part of the industry considers that the Government should take over hit Aand B-licensed hauliers and so lay the foundation stone for post-war 'nationalization, whilst the other part is still fighting for the right to be recognized as an independent industry, capable of managing its own affairs, by virtue of long experience of operational control and administrative supervision.
The B.R.F. attitude is the one which, in my opinion, should voice the feelings of the whole industry, viz.; " Abandon the Road Haulage Scheme and leave the operation of traffic to the experienced organizations of the road-transport industry "—and, if I may add my own postscript to the B.R.F.'s admirable observation" acting in full co-operation With the nation's industrialtransport managers."
This brings me to the crux of the whole situation— had the industrial-transport manager been recognized as being capable of dealing with the allocation of the traffic in which the Ministry was interested, there would have been no need for the Ministry's scheme, because the manager who knows his job (as most of them do) is, fully qualified to deal speedily with the movement. of traffic, but with a weather eye on costs, and I contend that the reasons given for the formation of the Government Road Haulage Scheme as "To move large blocks of Government traffic more efficiently and more cheaply" is nothing more or less than sheer bunkum.
A large proportion of the traffic moving on the Ministry's behalf originates from private trading firms, most of whom employ an expert transport executive to look after their traffic matters, including costs. If these • people be qualified to satisfy their boards of directors and to keep transport costs down to an economic level, surely they are just as capable of moving Government traffic cheaply and efficiently?
Abandon -the Road' Haulage Scheme, recognize the industrial-transport managers, and the road-haulage industry, and leave both to get on with their jobs.
Chelmsford. L. C. ANDERSON,
Transport Manager, The Hoffmann Manufacturing Co., Ltd.
MORE ON POSSIBLE
CONVERSIONS TO STEAM t, E letter from ".Bus Driver" in your issue of FSeptember 4, was of especial interat to me. It concerned the possibility of employing steam power units to replace i.e. engines, and it is a subject about which I have written to you on several occasions.
I can quite appreciate his apprehension as regards the loss of power experienced when working withproducer gas, particularly in hilly districts, as in the case of such places as Hudaersfield, also with the need for altering time schedules.
The idea of converting existing vehicles to steam operation might be practicable if there were plenty of labour and materials available, but, unfortunately, this is not the case. Such conversion must, therefore, be practically ruled out, but what I suggested some time ago as to conversion of existing i.e. engines, using the original transmission, etc., might be satisfactory.
As a matter of interest, I can state that a Ford petrol engine has been so converted and has given quite satisfactory results on the test bench, marked features being high engine revolutions, freedom from vibration, and notable economy. I cannot say much on this subject beyond the fact that things are moving in this direction, and that clever brains are at work on it. If some of these ideas come to fruition, your correspondent will not have many sleepless nights regarding loss of power and having to crawl many a weary mile on first and second gear when the vehicle should be on top.
These moves may come to pass without any Government subsidy. It geems extraordinary to me that the authorities appear to look askance at steam, although it is operated to nearly 100 per cent, on the railways now under their control. Strange, is it not? • Leeds, 7. W. COLE.
ANOTHER PROTAGONIST OF THE STEAM WAGON .
AS a regular reader of your journal, and with over 20 years' experience with Sentinel steam wagons, I cannot help laughing at the amount of red tape which is used in the lamentable efforts to control and restrict road transport. Already, under the new pooling systems, it is becoming more and more difficult to deliver goods sent by rail. Some of the men at the Ministry of War Transport would hold very different views if they spent a month driving a heavy lorry.
As to the quicker turnround, why does not some official visit railway goods yards and arrange for some better 'means for getting the lorries unloaded, instead of the vehicles having to line up and wait for long periods? It seems to me that the quickest turnround policy would be to send all goods by road.
During the previous world war, the Army had many Foden and Sentinel steam wagons running in France, doing heavy transport work, and despite the objections which have been made, I cannot see why the steam wagon should not again be built, provided, of course, that it be not too heavily taxed. Give me, say, a Sentinel S type, carrying 10 tons, and I would challenge any other heavy vehicle, not only in respect of speed, but after an extended trial. See which would cost more for
repairs and maintenance. j. PERODA. London, E.10.
THOUGHTS ON CATERING FOR DRIVERS
YOUR leader in " The Commercial Motor" dated September 4, dealing with the food situation as it concerns drivers, indicates its gravity. Surely it should be one of our basic principles that these men should have good food, even if there be not overmuch of it. All the Ministries in the world cannot persuade caterers how to cook the food, even if they do their best to see that the people concerned obtain the supplies that are needed.
Cafés and other feeding-places obtain increased rations if they cater for a certain percentage of transport workers (i.e., 60 per cent.), but it iS the long-distance drivers who are really most in need of better nourish.ment. The men on day work can usually obtain something at home, whilst tAse on trunk work are often engaged during the black-out and require the stimulus of good' and well-cooked food. They need such items as milk, good soups, carrots and other vegetables, but what they usually get are sausages and chips, and jam,
these being spread out amongst the customers as a whole.
Drivers for bakers, milkmen, drapers, builders, etc., are actually transport men, but, normally, their work entails .only the everyday labour of the ordinary citizen, whilst the work on long-distance vehicles is quite different. It should be classed as heavy transport. Trunk drivers cannot, to be healthy, exist for long periods on sausages, jam and doughnuts.
Perhaps it would be better if operators each contributed a little towards the rental of places for their men engaged on such work. I can state quite definitely that many men do not favour this work because of one reason—the difficulty of obtaining good food. Another point is that the men should not be herded together. They must be madeto feel more at home. That is one argument for catering establishments run at only a small profit and properly controlled.
I quite realize the difficulty in obtaining staff, and that this so often results in the men being given such items as tinned peas when fresh peas are in season, but the work of shelling the former cannot be undertaken.
In peace-time, Covent Garden porters usually have their dinners between 7 a.in. and 10 a.m., and it might be possible to supply drivers with their dinners at corresponding hours, at least, when they are night workers. It is much easier to eat a reasonably hearty meal then than when coming straight from heavy sleep.
London, N.12. R. ELwicK.
A FURTHER TRIBUTE TO STEAM TRACTION I T has indeed been nice to see the name of Allchin
mentioned in some of your recent issues, also the interesting letter from Mr. A. W. Darby in the number for August 21. It was very unfortunate and regrettable when this well-known and reputable firm ceased business, for all their products were thoroughly and soundly made, and economical of operation. For heavy haulage their three-speed road locomotives were well suited and very fast; one is tempted to say that, perhaps, they were too fast in the eyes of the powers that be!
I think that the present sorry and lamentable state of the steam-vehicle industry affords a typical example of the evil results caused by two actions which truly aggravate and impede the effective waging of this war, viz., first, the mismanagement of vested interests and the consequent taking of undue advantage of unsuspecting parties and people indirectly concerned; secondly, the treating of politics, beyond a justifiable extent, as a career. These two things go together; indeed, they would appear to be interdependent.
The Road and Rail Traffic Act of 1933 surely furnishes a good example of this undesirable policy at work. The vested interests of the railways were not so bad, provided that they were used to affect only the internal working of this formidable,and almost unwieldy organization. But something seems very wrong, and there appears to be even a lack of interest in Parliament, when an Act of this description is quickly rushed through at the instigation largely of the railway companies.
It is more than questionable, from the point of view of common sense, much less fairplay, when railway companies persuade the Government that they are able, and right, in expecting to be able to deal properly with the necessary traffic of sand and gravel merchants, quarries, etc. The haulage industry is undeniably the poorer and weaker for the lack of steam wagons, and the same applies to the agricultural industry and its traction and threshing engines, many good vehicles in both of which categories came to us from the Globe works of William Allchin, Ltd., at Northampton. OBSERVANT.
• Rottingdern.