OPINIONS and QUERIES AN OWNER-DRIVER'S THANKS TO WOULD-BE DICTATORS I
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AM an owner-driver, recently discharged from the I Army, and I have been following with great interest your articles concerning the smaller hauliers. I would like to take this opportunity of thanking the authors of
The Road Carrying Industry and the Future."' It is very comforting to know that while I have been abroad these men have so devotedly looked after my interests.
I do not know what all the other small owners will say, but I, for one, do not think it right that these philanthropists should go to all this inconvenience on our account. Why, it's more or less a super-Beveridge plan, and the opportunities it affords us are colossal I, however, would not like to take advantage of this golden opportunity—I thought that what we are fighting for in this war is to abolish dictators.
Chingford. JOHN J. LEONARD.
HOW DRIVING AFFECTS THE CONDITION OF VALVES A S one of the original supporters of the proposal for The Institute of Road Transport Engineers," it is pleasing to see the possibility of this materializing. So far back as October 24, 1941; a letter of mine wag published, supporting a.•leading article in the " in which I suggested that "many useful ideas might be had from such men as transport managers, engineers, bodybuilders, etc."
Apart from such a body advising the makers as to desirable •modifications, difficulties encountered and experiences, there are many ways in which we could assist each other by the exchange of ideas. We wouldalso•get to know one another and be in a better position to give mutual aid when in difficulties..
I can visualize differences of opinion on some things-, but the one thing we would all agree upon would be the urgent necessity of change in the present doped petrol. My experiences with a large fleet may be interesting to others. I have had very little trouble' with valves burning rapidly on 30-cwt. and 2-ton vans, whereas on heavier vehicles the life of valves seems to depend upon the type of driver. Thus, with two similar 5-ton vehicles, both pulling trailers and on like work, one required exhaust valves at intervals of 2-3,000 miles, the other.ran for some 10,000 miles. I have had similar experiences with other vehicles, with and without graphited upper-cylinder lubricant.
Muehseems, therefore, to depend upon how the engine is driven, and I imagine that the governing of 'engine speed may be the best compromise. The cure, of course, is to give us a fuel without the lead-dope content, or at 'least to reduce the percentage to a figure which will nof cause valve trouble so frequently. [The authorities claim that it is impossible to change the fuel at this juncture.—En.] Some people giving us advice do not appear to realize that the cost of a set of valves is quite small compared with the labour involved in fitting, and, more important still, the loss of time of the vehicle off the road.
The request for a "Quicker Turnround " cannot be complied with if the vehicle has to be garaged for valve trouble every few thousand miles. Had a transport engineers' institute been embodied before this, I feel sure that it would have been able to make those responsible realize the trouble caused by our present petrol.
London, W.C.2. J.H.V. HAULIERS MUST PRESS FOIL POLICY OF ASSOCIATIONS CONGRATULATIONS to " Tantalus " on his articles in your issues of January 14 and 21 on the future of the road carrying industry. '
It is now up to all hauliers, especially those owning small and medium-size fleets on long-distance work, to press their associations for an Immediate answer as to their policy on this proposed scheme, which, if allowed to proceed, will literally finish the small operator.
Dunsford. T. D. FursoRn.
WHY A UTOPIA FOR THE FEW IN THE INDUSTRY?
THROUGH your journal I would like to thank Mr. I E. B. Howes for showing us what to expect should some of the haulage industry's "big shots" have their way.
This try-on seems to be on a par with the idea put forward by those repairers. and agents who want to ensure their future cake by iffiposing a licensed stranglehold upon their branch of the industry.
After all, now is the best time to promote these monopolistic ideas, while countless small men, hauliers and repairers alike, are in the Forces—and, therefore, inarticulate. They have either volunteered or have had their businesses compulsorily closed dbwn (it does not matter which), but they are fighting or working for the future of this land. Is it too much to imagine that they might also be fighting for their own future and freedom?
The gentlemen before mentioned see little opposition to their schemes. It is good business and sound politics to strike while an opponent's back is turned, but what chivalry—what sportsmanship!
What curious mentalities this war, with all its opportunity of profiteering and monopoly, has produced. What a country this will be for the lads to return to should these people succeed. What a Utopia for the few to whom we owe precisely nothing.
At least. let us see to it that all men and women who have or have had any interest in haulage and repair shops are home, and again articulate, before these men are allowed to attempt to put their public-spirited and selfless ideas into practice. • G. PEDERSEN. Lancaster. .
AS a small operator of three vehicles, I should like, through the medium of your journal, to voice my protest against the proposals expounded in " The Road Carrying Industry and the Fu,ture." The history of this country proves, beyond all doubt, that private enterprise has been the mainspring in business and industry. In the transport world the owner-driver or small fleet operator can always give a better service to the public than any large combine which has lost its personal identity.
I will agree that quite a lot of owner-drivers may not have the administrative ability for big business, but at least they and the clients they serve are satisfied. Others may have the ability, but realize when headaches begin. I do know what my vehicles can do and should do; can any of the " eight " say honestly that they know where and what every vehicle of theirs is doing? I doubt if many shareholders in big concerns can do so.
Since 1933 we practical operators have experienced what blessings abound as the result of " controls." They have been nil, but there have been plenty of penalties in the offing. As you have so often pointed out in the " C.M.," the remedies can be applied if and when the individual owner-operator attends his local association meetings and makes his presence felt. If he be content to let others do what he should be helping to do, then he has no right to grumble at what takes place. I say, however, that my fellow operators can have the Medicine of their -own choosing by giving their representatives their full guidance and support. If it be found that these men do not properly represent the industry, then whatever body is concerned, put them out of office.
HENRY BROWNRIDGE, Managing Director, For Berm and Sons (Hx.), -Ltd.
INTERPRETING WHAT IS IN THE PUBLIC INTEREST?
I T would appear that the interpretation of " What is in the public interest? " will largely decide the means and methods used to transport the Nation's goods and population after the war. These means are rail, road, air and sea.,
Let us take each ahd examine its respective claims to serve the public. (1) The railways are owned by shareholders who, in the main, are the leaders of the country industrially and politically. Being under the direction of four big companies, they are able to speak with one voice in making agreements with employees or the Government. Their methods of operation are practically the, same now as they were 50 years ago. In general,' they cannot offer facilities for either passengers or goods' comparable with other forms of transport, the obvious reason being that if you want to send your goods by rail you first have to send them to the rail head, and if you want to travel by rail then you must go to the station. If it be raining and you have to walk, it is not very pleasant.
(2) Road transport is, generally, owned and operated by Jones or Smith. His voice is not often heard industrially or politically. He has, by his own endeavour, and probably against the wishes of the Government, built for himself a place and created a need in the life of the community. Road transport is able to pick up the traveller or his goods at his premises and take them to their destination. The methodsof operation are continually progressing, although hampered and retarded by restrictions. The operators of road transport have been• called by prominent speakers on occasions names which do not reflect credit, being termed, for example, " unruly rabble." This is because they are divided into small units.
(3) Air transport in 20 years' time will probably be encroaching on the sacred preserves of the winner of the road v. rail contest, and will present the same problems over again.
(4) Water transport offers cheap transport and cannot be left out, although its scope is somewhat limited. To summarize:—Is it in the public interest (a) to subsidize the existing railways and their out-of-date equipments, or tell them to reorganize by cutting out unprofitable services and reducing their costs' by cancelling a portion of their shares?
(b) Further restrict road• transport, including goods, and passengers by public service or private vehicles?
(c) Allow anybody to go anywhere and do anything, or restrict the use of vehicles by licence, including private cars, thus limiting the numbers to what the present roads will bear without undue congestion?
(d) Build new trunk roads between towns?
Let us digress for a moment and see what is happening. When the U.S. wanted to convey troops and materials to Alaska, 1,600 miles away, it built a road. When • General Montgomery conveyed his army across the desert from El Alamein it went mostly by road. From the Persian Gulf to Russia everything travels by road.
Is this a pointer that railways are being superseded?
Cl ifton. Brusroi..HAULIER.
EXPERIENCES WITH ARMY-TRAINED TECHNICIANS HAVING read your leader, "An Open Letter to the Forces," 'published in your' issue of August 27, 1413,. I must say that I was very impressed to find that at least someone at home is honestly endeavouring to .discover a way of weeding: Out the sudden influx of "automobile engineers " which the motor trade has had to incorporate during the war. Moreover, one Who has devised a method of returning to the trade at least some of the men who have joined the Services. Of course, I realize that each' case would req-uire'study.• In saying ‘this am not denouncing the methods of
training employed by the Government, but I must say that some Of the fitters, motor mechanics,' etc., who have passed through my hands during. three or four .Years have been of a. somewhat low standard—in most cases, not even practical experience could teach them the hundred and one things which are required on ordinary vehicle work.
I was a staff sergeant instructor in a military, training centre in the United Kingdom for two years, and ['can well remember some of those who passed through my hands for training as " fitter motor vehicle " and "fitter general." Some were just squeezed through when the need for what were then R.A.O.C. Personnel was urgent. Others I. have had the fortune to meet while serving abroad, and several are now senior N.C.O.s in my own unit.
It is for these reasons that it seems so necessary that a check should be made in connection with post-War arrangements, and having had some personal experience in this matter, I would be very pleased to contribute my assistance if andwhen it be required.
C.M.F. A. J. C. HoDps,