OPINIONS and
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UERIES
DRIVERS WHO SHOW A LACK OF APPRECIATION
VOUR leading article, "Homes from Home for I Drivers," in your -issue for Jube 30, dealt with quite a number of interesting points, but there is at least one ether which deserves attention.
Although I am a driver myself, I have found that some men—we may term them the black sheep—are spoiling what good-will exists between landladies and transport workers. This, in turn, is having a drastic effect on the services and facilities provided.
This does not always apply only to landladies. For example, at Shenstone, near Kidderminster, there IS a large W.L.A. hostel, with which arrangements were made so that road-transport drivers could participate in the facilities provided in the way of accommodation for the night and recreation. A whole block of rooms is, I believe, reserved for the use of those men who are required by the local unit controller to stand by for the night. The controller issues a pass to drivers wishing to use this hostel. The facilities afforded merit much praise. There are baths, lavatories, where even shaving ,mugs are provided, hot and cold water, and excellent food; entertainments are varied and are either low-priced or free. There are a cinema, facilities for dancing, restrooms, etc.
Unfortunately, some of the men have not properly appreciated what has been done for them, and have been keeping some of the girls out after the reasonable " curfew " of 11 p.m. This and other faults are the sort of behaviour which is damaging the reputation of transport men as a whole, and is likely to have a detrimental effect upon the service which may be given to them in the future.
I heard recently of a place which had closed its sleeping quarters because a few men, who should have known better, imbibed an excessive quantity of liquor and retired to bed in their dirty overalls. This makes it difficult for transport men as a whole, and for those who, like you, are trying hard to obtain more comfort for them. A.J.P. Bristol.
INSTRUCTION ON MAP READING FOR DRIVERS
NOT long ago I came across a copy of your journal in which there appeared an interesting article on map reading. [This article was entitled " Way-finding in War-time," and was published in our issue dated June 30.—ED.]
This put me in mind of some of the excellent training that Boy Scouts receive. I am glad that you gave us that article. Some of us, who are amongst the older drivers, are apt to forget that newcomers may not know the roads so well as we do; therefore, the information given is welcome and informative.
The author, who was no doubt quite sincere in suggesting that routes for drivers should be mapped out in the office before long journeys are commenced, deals with a subject which is rather a contentious one amongst many of us. It is one thing to look at a map, although it may be a good one, and to scheme things out, but quite another proposition to make a journey exactly to the map. As a matter of fact, many routes are already detailed by offices and have been almost from time immemorial, but they must be drawn up by people who not only understand the map but have a real work
ing knowledge of the roads and the vehicles concerned. As a rule, it is the head driver who attends to such matters, because, normally, he has had considerable experience on the roads before obtaining his position.
Most drivers can read maps intelligently, many are also able to draw them; in fact, quite a number of drivers ought to be able to qualify for Fellowship of the ROyal Geographical Soc iefy. MONARCII. Bletchley.
N.S. OFFICER FORBIDS EXTENSION OF HAULAGE ACTIVITY
AS a reader of " The Commercial Motor " for several years. I would like to take this opportunity of thanking you for the helpful information which I have noted on many occasions • Now, however, I have a "moan," which I would like to have ventilated in your columns.
Ever since I was a small boy my ambition has been to own a lorry of my own. After working for 10 years, five of which were spent in driving, I obtained a 3-ton tipper. This was some two months ago. I had it taxed and insured, and I found useful work carrying material for the R.A.S.C. For this I was granted a B licence covering six months, and a ration of fuel.
Unfortunately, work on sand and ballast is becoming slack owing to aerodromes nearing completion. Despite this, however, the National Service Officer refuses permission for me to give up my present work so that I can take on something which will continue to cover my outgoings and give a reasonable profit.
I wonder if any of your readers can give me some advice as to what to do in such a case.
Eastwood. W. H. LEWIS.
MORE ABOUT EARLY BATTERY ELECTRICS
D EGARDING your interesting article, " What Holds
‘Back the Battery-electric? " by Mr. W. J. Roberts, M your issue dated June 30, these vehicles have a much older history than the author suggests. So long ago as 1894, a battery-electric bus was run in London by a Mr. R. Ward, whilst an electric carriage was running between Birmingham and Coventry. In the field of smaller' vehicles, some of these were operating even before that time.
Major Volk was using an electrically driven dogcart and Professor Ayrter an electric tricycle in 1888. By 1902 a considerable number of electric taxis was plying in London, and Baker electric lorries, carrying up to two tons, were in service in 1903.
Shortly after the war of 1914-18 there was quite an important revival of interest in this type of vehicle. Such concerns as Hovis, Meux aria Watneys were running fairly heavy types, whilst lighter vehicles were being employed in the retail-distribution fields of the soft-goods
trade. (Capt.) R. W. KIDNER. Grinisslav.
WHY NOT ROAD TRAINS ON SUITABLE HIGHWAYS?
WHEN operators in this district have applied to the
R.T.C. for permission to acquire a new vehicle to replace an old worn-out one, the usual answer has been: " There are sufficient vehicles in the district to do the work.Yet I find that a big quarry company has been granted 12 additional vehicles.
Is this how the Governarent intends to solve the problem of the small operator in road transport? You have recently published some interesting articles on road and rail. Mr. Jordan has certainly covered a lot of ground in his recent communication; but is it necessary to have the railways? Could not road transport do the job much better? Let us look at the equipment the Americans have and its possibilities.
Why not have new roads and on them road trains carrying 100 tons of goods or 100 passengers? Is there any practical limit beyond foolish restrictions?
Why not pull up the rails and take them to Africa or some other place where there is room for them?
I imagine that if the public has any option it will, when this war is over, have something to say regarding the transport of both passengers and goods.
Clutton. L. G. PRITCHARD.
A MIXED GRILL OF COMMENTS AND QUESTIONS THEArticles in your journal concerning the proposed Institute of Road Transport Engineers, on ratecutting and, lastly, on the economic factors relating to the employment of haulage fleets of particular sizes, have been of great interest.
The idea for the new body is an excellent one that is long overdue, but will you get the right men on the job? The type I am thinking about is the 'man who goes out to a vehicle on the road which has, say, • a petrol-pump failure, and who will find out, when he has either burnt his hands on the exhaust pipe or has received an eyeful of petrol, that the pump could well have been put in a more accessible position.
There must be many men in the same category as the writer who have spent the past 20 years in servicing and driving all kinds of goods vehicle, and have thereby obtained much practical knowledge. Yet they may not hold any academic qualification which would enable them to take a part in the work of the new Institute.
The article, " Cleariqg Up Some Distorted Ideas on Rate-cutting," by "S.T.R.," in your issue dated June 2, contained some opinions which gave me quite a shock.
I had formed the impression for some years past that, as a journal, you had taken the view that stabilized rates were desirable. It now appears that " S.T.R." is advocating that the rate should be governed by the man who can operate his vehicle at the lowest cost. Surely this is not right' If an operator be able to work at a lower overall cost than his competitor, then he should receive the benefit of the increased profit that he can make and not bring his rates down so that he merely receives' the same amount as his competitor. The latter may, through no fault of his own, have higher operating costs. Perhaps he is using a different class of vehicle, or is situated in another area in respect of which the wages which must be paid are different.
It is, I believe, true to say that in the past road haulage has been run largely on overtime, and in planning for the future we would be well advised to take this into consideration.
Reverting to the question of establishment expenses. In the above-mentioned article, reference is made to a concern with 14 vehicles, which happens to be the same number that I operate. There, however, the similarity ends, for only in one case do the costs comeanywhere near to comparing with mine. It appears to me, therefore, that if I am in competition with the operator of two vehicles, as stated in your table, one of us must quickly come to an end.
As regards size of fleet, this is a question which each operator must answer for himself. First, he must decide what is his aim in life. Customs and ideals are changing
quickly, and the haulier who thinks that he will be able to return to his pre-war status is an opti,mist. Does anyone really•think that the M.O.W.T. will let go what it holds when the war is over? Did not the recent debate in Parliament show the weakness of our position? Do we wish to go on increasing our fleets, geftipg more and more for ourselves, or shall we say, when the lads who are fighting for us come back, " Now, boys, its your turn "? BRISTOL HAULIER. Clutton.
[We would point out to this correspondent that, whilst " S.T.R." is a constant contributor to this journal, the views he expresses may not always necessarily coincide with our own. At the same time, we take the view that the fixing of rates on a general basis is a problem presenting almost insuperable difficulties. Transport, like almost everything else, can be classified as a commodity, and although there is a tendency towards fixing the prices of certain, articles sold in shops, with the majority the charge varies according to the class of establishment and the district, and it is ieft to the buyer to decide where to make his purchases. It is not always price which he takes into consideration: it is quite often the individual attention and service which he receives. However, we have no doubt that "S.T.R." will himself reply to some of the queries which have been put in this letter. As regards your comments upon the proposed Institute, you will perhaps forgive us if we say that we do not want to have the type of man who burns his fingers or receives an eyeful of petrol, but the One who is clever enough to avoid " burning his fingers," and who can judge, without experiencing this and the other penalty mentioned, that the pump should be more accessible. We quite agree, however, that the members should have practical as well as theoretical experience.—.En.
AN ALLEGED CAUSE OF RATE-CUTTING IKNOW that the terms "short distance" and "long distance " are self-evident, but what puzzles me is why the M.O.W.T. and the A.R.O. make such a distinction.
Every A-licence operator before the war did both shortand long-distance journeys, otherwise he could not have existed. Those with B licences were limited to a radius, but in their case they were not primarily road hauliers.
Carrying for hire and reward by B-licence operators created a dangerous position for the legitimate A class carrier, as this let into the road-transport business the coal merchant, pit owner, greengrocer and any other trader. This condition was one of the chief causes of ratecutting before the war, as, obviously, the owner of a vehicle who had the profits of his own industry as a stand-by could undercut the haulier who had to obtain his living solely by working for hire or reward. No doubt it is these people who are complaining about the R.H.O. carrying out short-distance work.
Since the war hundreds of Defence Permits have been issued to people who were never in our industry before hostilities started, but have used road transport either. to make money or to obtain deferment. They should not be allowed to remain in this business once the pressure
of work is eased. C. A. KNIGHTS, Director,
Waterlooville. (For Edneys, Ltd.).