THE PRICE OF EXPORT

22nd September 1950, Page 84

22nd September 1950

Page 84

Page 85

Page 84, 22nd September 1950 — THE PRICE OF EXPORT

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long ago as 1938 London Transport put into service its first TF type The modernization of our double-decker fleet has taken precedence over the replacement of our single-deckers, but we are proud that we were among the pioneers in underfloor-engine operation in this country After extensive trials, the oil engine was adopted in 1934 as the standard power unit for all buses and coaches in our fleet. London Transport was thus among the first to recognize the advantages of the oil engine over the petrol in performance and economy of operation and maintenance. The conversion to oil operation of London's pre-war petrol buses has been carried out as conditions have permitted and is virtually complete.

Whilst the econom y of the oil engine justified its use, it suffered the disadvantage of producing more noise and vibration than its petrol equivalent. By means of flexible mountings, London Transport has been able to overcome the vibration problems, and technical advance in design has considerably reduced noise. With a view, however, to making the oil engine comparable in quietness with the petrol engine, a new system of pilot injection is now being tested out on a large scale. The_ reduction in Diesel knock achieved by this patented arrangement has been marked.

London Transport also pioneered the large-scale use of easy-change gears, adopting the fluid transmission system, with a fluid flywheel and pre-selective gearbox. Efficient although this has proved, it has not entirely eliminated jerking during acceleration and, to this end, experiments are now being made to give a continuous drive throughout the gear range.

, Accent on Interchangeability One of the most important features of the post-war bus is its high degree of standardization. There was in the past interchangeability between chassis of the same make and type, but this could not be said of the body. The present structure was therefore designed for quantity production and was to a large extent based on experience gained by London Transport in the design and use of gauges and jigs for the production and assembly of Halifax bombers during the war. At the same time a comprehensive gauge was evolved to ensure the accurate positioning of structural parts of the chassis to be accommodated within the body. Interchangeability has thus been achieved both among component parts and among complete bodies.

The adoption of assembly-line methods initially caused a reduction in momentum of our bus-replacement programme white the necessary changeover was made. Now, however, we are reaping the benefit in both the present high rate of replacement and greater speed and economy in maintenance.

We are now engaged in replacing by buses the trams south of the Thames, and the first stage in the changeover is due to take place next month. The withdrawal of the remaining trams will give a greater flexibility in London's central road services and some integration of routes is planned as a result.

Thus it will be seen that this latest endeavour to facilitate the flow of traffic in the London streets is but a logical step in a process started by the London General Omnibus Co. nearly 100 years ago to improve the service to the public by co-ordination and the elimination of wasteful competition. But whereas the L.G.O.C. was then operating 600 buses on 66 routes and carrying an average of I m. passengers a week, London has today nearly 7,000 buses operating on 380 routes, and the number of oasseneers carried reaches 71 m. a day. E2

pOST-WAR export business for the heavy commercial vehicle manufacturer has taken on an entirely different aspect from that of pre-war days. Up to 1939, my own company (Leyland Motors, Ltd.) regarded export of its vehicles mainly as an outlet for any surplus production, enabling a reasonably steady output to be maintained. In general, the vehicles exported were models supplied to the home market.

Nevertheless, we laid ourselves out, particularly throughout the Commonwealth, to provide adequate sales and service facilities, and built and established many of our own depots and branches. These establishments wee manned by our own locally trained stall and proved to be invaluable during the war-time when they were able to give continuity of service to vehicles and maintain useful contact with overseas operators, assisting them in many ways during those difficult days.

When the war was over, those manufacturers who had made such arrangements found it a relatively easy task to re-establish thenexport trade: the demand was heavy, particularly for replacement of fleets, and a large percentage of the industry's output was sent overseas. The urge to export came not only from the Government but from the industry itself, which realized that a steady growth of exports would be essential if the increased productive capacity were to be fully used, having regard to the diminishing demands made by the home market.

It was found possible to design and build a limited range, which was of necessity a compromise made to suit as far as possible both the home and overseas markets. This policy resulted in a maximum output from the factories in the shortest time. The importance. however, of preparing to provide a new range to meet overseas conditions more adequately was not forgotten, and in about two years' time, new models were ready for delivery.

The Ministry Gives In

During this time of redesigning, manufacturers were confronted with the problem caused by the uncertainty of home. regulations, and much valuable time was expended and unnecessary cost incurred in providing practically a complete range of both goods and passenger vehicles suitable for the home market only. One by one, and obviously with reluctance, the Ministry of Transport has amended these out-of-date restrictions.

Over a long period, many requests have been made to allow the basic dimensions of passenger and goods chassis to be comparable with those generally recognized as overseas standards. The 8-ft. overall width of passenger vehicles is a striking example. For the past four or five years we have had the absurd situation of 8-ft.-wide vehicles being allowed only on certain roads and 7-ft. 6-in.-wide vehicles on others. Now, apparently, the Ministry is beginning to recognize the error of its ways and the 8-ft. width has become the standard.

There is no more reason why the 8-ft. width should be the standard to-day than there was in 1945. No noticeable improvements have been made to the width of roads; in fact, whilst good footpaths and kerbstones are being laid down, the width of the already narrow roads is being still further encroached upon.

A large percentage of an our passenger and goods vehicles shipped overseas is required to operate at speeds far in excess of the 20 m.p.h. and 30 m.p.h. limits imposed on the different types of commercial vehicle running in this country. it is common for overseas bus companies to demand speeds of 60 m.p.h. and, in some cases, 70 m.p.h. Lorries are required to run at similar speeds. As all goods vehicles having an unladen weight greater than 3 tons are not allowed to exceed 20 m.p.h. in this country, it is obvious that vehicles built under that restriction cannot be useful in the majority of overseas markets. Accordingly, our range must include vehicles with a greater capacity for speed, and with an 8-ft. overall width.

I refer to width again, as the Ministry did not see fit to extend its concession to goods vehicles when it altered the regulation for passenger vehicles. The public probably does not realize that many goods vehicles which are limited to 7 ft. 6 ins, in width are carrying loads exceeding that dimension: often such loads are 9 ft. wide. Many of the difficulties confronting us are artificial and could easily be removed.

Exports Must Be Maintained

What is the outlook for transport? With the rapid nationalization of road transport, there appears to be evidence that demands at home will diminish rather than increase. The present rate of export is therefore a necessity; manufacturers will have to look more and more to overseas markets if they want to keep their shops filled and their workpeople fully employed.

What can we do about this? Those who have a sense of responsibility for the future are already making the necessary preparations to meet the situation. Each market must be given special consideration and must be developed independently of others. A continuous and careful study on the spot by senior officials is required in every case. Currency regulations may alter overnight, either favourably or adversely; but the situation must be faced and the difficulties overcome. Perseverance alone can bring success.

Road transport overseas is growing and developing quickly, but the import of vehicles, bodies and allied products, is carefully watched by Empire and foreign Governments and, in many instances, import quotas are imposed and varied in accordance with the balance of trade. There is a distinct tendency to encourage local manufacture and assembly, thus building up secondary industries and providing employment for increasing populations, particularly in countries where immigration schemes are actively operating The British vehicle manufacturer must consider how best he can meet the changing conditions, and I feel that the wise one will provide his own assembly and manufacturing facilities wherever he can. By so d,oing he should be assured of a reasonably steady sale for his products. The problem is fraught with planning and production difficulties at the parent factory.

One by one, those items that represent the easi manufacturing problems will be taken from the ma works and dealt with locally in other parts of the won The larger and more complicated units, such as engine gearboxes and the like, will naturally be the last to I transferred. There are few countries to which export that are as yet capable of manufacturing suc units on an economic basis, but undoubtedly the dE will come when the offshoot of the main organizatic will, in many cases, be practically independent. Ti home organization will then be concerned mainly . supplying the market at home and giving technic: advice and practical assistance, in the form of skille personnel, to the satellite organizations wherever the may be.

Problems to be Faced

Export is to be won only at considerable cost an expenditure of energy, and success involves continuos study of world markets and statistics, a great deal c travelling, lengthy negotiations before securing ordei and careful selection of distributors Difficulties incluc higher cost of selling, growing international competitio and the necessity of holding larger stocks of spares i many places.

A much higher ratio of "special" models complyin with local needs and regulations is required, and har operating conditions lead to increased guarantee claim! Sometimes there is forced cessation of business becaus of unpredictable Government restrictions, quota: exhange hold-ups and the like. Manufacturers risk th cancellation of orders without redress and demands fc deferred payment are sometimes made The Government can help manufacturers by plannin, , and, as far as possible, insisting on other countrie planning industrial policy well ahead, and makin; strenuous efforts to avoid arbitrary and sudden change in trade policy. It should consult industry befon making treaties and ensure that an equitable share o exchange, provided by British purchases, is earmarkec for the buying of British manufactured goods.

It should recognize that home transport must he suet as to induce foreign countries to purchase similar equip meat and proceed with the plan for the construction oi modern roads as an item of economic necessity ark urgency.

This, then, is the price of export: it is difficult to fore tell how Britain will pay that price. Undoubtedly, the Dominions require more and more population we must hope that that increased population will he British and, as far as possible, will be trained and qualified to develop the manufacture and marketing of Britirhdesigned commercial vehicles in competition with all other producing countries.