Farmers Profit by Mechanization
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DESPITE the fact 'that agriculture in this country has declined lamentabiy for many years, it is still one of the most important and vital of our major industries, employing a considerable proportion of our labour and representing no mean part of our national wealth.
It has, however; required a real emergency to impress the Government with the urgent necessity of giving impetus to this side of our productive capacity. Whether the measures already taken be sufficient is a matter of some doubt. That they will help is certain, for even the comparatively small subsidy which has been promised farmers for putting more acreage under the plough has promoted considerable interest and a certain amount of activity.
We have chatted with agriculturists who have scoffed at the idea that there is not money to be made in their sphere. Some sections are indeed almost flourishing.. It is mainly in the production of cereals that there is a measure of depression.
In almost any farming work, however, the power appliance, whether it be tractor, cultivator, or other important adjunct, is finding its place— and a most valuable one at that.
Not always is it possible for the smaller man to afford to replace his horses, but in such instances provision is being Made so that mechanization can be achieved cheaply on a hire basis.
Good Influence of ;fie Pneumatic Tyre.
There is little doubt that equipping tractors with pneumatic tyres has greatly added to their utility, and to the number of purposes to which they can be applied in the way of haulage, etc., which would have been difficult or impracticable with older types of machine.
The average fanner is also placing increasing reliance upon road transport for the carriage of his produce and for his requirements on the farm. As is stated elsewhere in this issue by the President of the National Farmers' Union, the relationship between the agriculturist and the haulier is, in ,general, most harmonious. By using the services of the professional carrier, the farmer avoids all capital outlay for vehicles, and can be certain of his transport costs, with the additional advantage that the produce is handled to the minimum degree, picked up at or near its source, and arrives at the markets in good time and with the least deterioration. This applies particularly to those items which are prone to damage through loss of freshness, bruising and the effect of heat. Enormous quantities of fruit, milk and fresh vegetables are now carried by road in a manner which is highly appreciated by those who make use of this form of transport.
Farmer and Haulier of Mutual Assistance.
The haulier has not been backward in catering for the particular requirements of the farmer. With the assistance of the manufacturers, he has put into service first-class vehicles, some with insulated bodies, others with large-capacity tanks, and yet more of special types developed in conjunction with the bodybuilders and peculiarly adapted to the needs of the industry.
In the transport of cattle and horses the road vehicle almost reigns supreme. With the former, condition and weight represent the equivalent of hard cash, and the loss of weight whe'n the animals are conveyed in well-sprung and carefully kept vehicles is virtually negligible.
There is a growing feeling, not only in agricultural circles but also amongst the general p,ublic, that the British farmer has hitherto not had—may we venture to borrow that muchabused phrase—a square deal. This means that "something has got to be done about it," and we are convinced that it will be done.
It has always appeared to us the height of folly to place so many of our eggs in baskets abroad— and golden eggs at that. We must, of course, encourage British producers overseas, but we must draw the line at purchasing huge quantities of food from foreign countries which do little or nothing to reciprocate, and flourish at the expense of our agriculture and the farming community.
Keep to Commercial Chassis Design
AT one time there were very definite distinctions between the chassis intended purely for commercial purposes and those designed for private cars. In recent years, however, there has, in some respects, been a lessening of the variation between the two types. In our view, this is not altogether to the good.
The first essentials of a commercial chassis should be strength of construction, economy in operation, ease of accessibility and, consequently, of maintenance, simplicity, powerful braking and longevity. We are not suggesting that there are not available chassis embodying all these desirable characteristics, but some others appear to simulate certain of the latest types of private car, particularly in respect of accessibility. Possibly the reason for any lack of this quality in cars is that the average private motorist has ceased to take any great interest in mechanical matters.
Examples have been brought to our notice where, to adjust tappets or even alter the mixture. it is necessary to remove the front wheels and special panels ; where clutches have had to be renewed in a few thousand miles; where front grilles have been so flimsy that a football has bent them in— possibly an advantage, in one instance, because the grille members were straightened by pulling them out with a piece of string.
Other cases which come to mind are dipsticks which cannot be used effectively in ordinary garage lighting, but require the use of a torch ; wings which, of little more than paper thickness, rip away from their fastenings as a result of quite a comparatively light pull. These are the sort of features which would be harmful to the reputation of the commercial vehicle.
Appearance is of some importance, but there is no need for the commercial chassis designer slavishly to copy those who build private cars, particularly if such a procedure detracts from accessibility. The average operator is more inclined to favour a machine of workmanlike appearance for goods transport.
The passenger chassis is, of course, in another category, and must make appeal to the xsthctic propensities of many of the travelling public, perhaps not so much in the case of buses as in respect of coaches.
Chatting with a commercial traveller, a little while ago, we were struck by his complaints that so little was done to cater for his requirements, so far as business cars are concerned. He stated that what he and his confreres require are longwearing vehicles of the simplest possible design, without elaborate excrescences of chromiumplated thin sheet, and preferably with sturdy sidevalved engines; also clutches, etc., which will stand up to, say, 40,000 miles, without causing undue trouble. Yet, so far as he could make out, there was nothing between the van chassis and the mass-produced car to cater for his needs.