AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

ROAD TRANSPORT IN FRANCE through the Eyes of an Englishman in Paris

24th December 1929
Page 62
Page 62, 24th December 1929 — ROAD TRANSPORT IN FRANCE through the Eyes of an Englishman in Paris
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

rillEIE development of the industrialJ. vehicle industry in France has proceeded on distinctly different lines from those followed in Great Britain. In the early days commercial-vehicle priigress did not keep pace with that of the private car and, even now, this leeway has not been made up. When it is stated that, in France, there are only two great concerns, of purely French origin, devoted solely to the manufacture of industrial chassis, the contrast between French .and British conditions becomes apparent.

"130,000 'Antiques' Still in Use."

There is little doubt that the enormous collection of army vehicles which was left in the country after the armistice had a retarding influence upon the industry, an effect, moreover, which lasted for many years. It may not be generally known that, in France, motor vehicles of all types over nine years old pay only half the normal tax, and the latest revenue returns show that there are 120,000 " antiques " still in use, 70,000 out of the total being industrial vehicles.

The French commercial-motor user, especially in the provinces, is thrifty, but he does not always possess the Quality of long-headedness. Lorries are retained in service until they fall to pieces on the road, regardless of the fact that, during their last declining years. running costs may be greatly in

144

excess of those fOr an up-to-date commercial-motor vehicle.

It is only some four years ago since the Compagnie Generale des Voitures withdrew the last batch of its famous old Renault two-cylinder taxicabs from the streets of Paris and replaced them by modern vehicles. The old taxicabs dated from the years 1905 to 1907, and thus, at the time of their withdrawal, they had been in daily service for about 18 years.

In general design many French industrial chassis often seem to British eyes to be rather on the light side ; some even look frail, an appearance which, it must be said in justice, is belied by their road performance. At the same time, light, fast commercial chassis are, at the moment, unquestionably the best sellers.

The expansion during the past few years of business in Normandy camionettes has been remarkable. The Normandy camionette is a generalservice vehicle, usually embodying a fairly fast chassis and, in some cases, a body which can be used for private as well as trade purposes. Many wellknown private-motorcar manufacturers equip their ordinary chassis with Normandy bodies, the frame being suitably strengthened to take the extra load, and, occasionally, gear ratios varied.

Several concerns, such as La Licorne, Termorel, etc., have specialized in lightdelivery-van work and thereby secured a substantial amount of business.

In the employment of larger industrial vehicles, whether for passenger or for goods transport, France actually lags behind the times. It is not that makers are Unable to supply the machines, for there are at least half-adozen companies .producing efficient large chassis, whilst the American exporter is only too willing to distribute big chassis in France. It is the buyers who are lacking.

France has the _finest main-road system in Europe, and a vast amount of road-improvement work has been carried out during the past few years.--,For all that, the question of inter-urban passenger and goods services has, as yet, scarcely been touched. It is true that certain well-organized longdistance coach trips may be made, but they are intended, solely for tourists and bear no relation to the regular all-the-year-round roadtransport services as known in England.

One long-distance goods service runs daily between Marseilles and Paris, this having been described recently in The Commercial Motor, whilst a few half-hearted services are in operation'betWeen Paris and Lyons, Paris and Strasbourg, Paris and l3rest, etc., but these run about twice per week.

In the case of heavy-duty vehicles, Irrench users show a marked preference for tractors and trailers„ and many satisfactory outfits of this type may be seen on the road. In this connection the transport of racehorses appears to have been studied possibly to du even greater extent than in England.

-Six-wheeled vehicles are rare, although at least two concerns, Renault and Berliet, make efficient chassis of this type. Renault six-wheelers are doing particularly well in the French colonies, but a comparatively small number is yet to be seen in the home country.

Motor-driven agricultural machines still make slow progress, although makers are given a remarkable amount of ,official encouragement.

Why the Agrimotor is Not Popular.

There are many reasons for this backwardness in taking to the agrimotor. One is to be found in the intense conservatism of the farmer, but, perhaps, the most important is the fact that, in certain large districts, special conditions would appear to make animal traction more economical. Over an extensive area of France oxen are used for ploughing and for general farm labour.

It is, however, in the matter of longdistance road transport, whether for goods or for passengers, that French lack of enterprise seems most marked. The writer has for many years lived in France and is convinced that any concern with large capital resources and experienced British direction could do exceedingly well with regular daily services, running over selected routes.

Tags


comments powered by Disqus