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Lines of development
Page 47
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Fis fortuitous but very appropriate that the anriouncement of a range of new haulage models and a road test report on a semi-automatic tractive unit should coincide with the first full presentation of our plans for the 1967 Fleet Management Conference. For one of the aims of this conference has been to provide a forecast of design trends to assist operators in planning, and another has been to bring a closer understanding between manufacturers and operators.
Both the D.1000 and the two-pedal Beaver are good "trend" material. The one represents the highest grossweight level so far achieved by the large-volume manufacturers, and the other the first really largescale application of semi-automatic transmission in the heavy goods field in this country.
They both also show symptoms of closer understanding between operator and maker—for example in offering features which take much of the traditional effort and strain out of lorry driving. The use of twopedal control, which is tolerant of clumsy usage, can be a boon to operators when skilled first-line drivers are hard to get, while the shrewd offer of driver training which accompanies this week's new range is a move in the same direction.
Although the way in which the quantity producers are moving into the heavier ranges may seem to blur the traditional category divisions, existing and projected rises in the maximum-weight provisions are enabling the heavy-chassis makers to move yet higher up the scale and thus preserve something like the former g.v.w. differentials: certainly this will be true when the promised 49ft. attics, grossing probably 38 tons, are permitted.
But when legally enforceable plating arrives next year, we may see quite drastic changes in the pattern of the used-vehicle market. We can foresee a situation in which large numbers of last-generation vehicles have a minimal resale value, not least because even the one-man haulier will be forced to go for the highestplated, most productive vehicle he can afford in order to stay competitive.
Stand up and be counted
SOMEBODY ONCE said that all that was necessary for evil to succeed was for good men to do nothing. Transplanting the moral to the transport field, all that is necessary for unwanted measures to go through is for their opponents to say little and do nothing.
For example, those who oppose operating CTAs must not let complacency envelop them just because the GLC election results make an LTB take-over improbable. Be warned: the "noes" who say nothing may be mistaken for "ayes". Don't leave resistance until the Bill stage: framed legislation rarely gets overturned.