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Should Drivers' Hostels be Controlled ?

4th November 1949
Page 50
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Page 50, 4th November 1949 — Should Drivers' Hostels be Controlled ?
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Which of the following most accurately describes the problem?

1T is indeed heartening to read in your journal of the compliment that General Russell has paid to drivers after his trip from Birmingham to London. This is

not the first time that this has occurred .where the General is concerned, and he does not woery about losing a night's sleep. Evidently he does not merely sit

in his office and believe all that he is told. He finds out for himself.

I wonder whether the call he made at a certain café (and which is certainly well run) will lead to it becoming the custom of the Road Haulage Executive to nominate official halts, also whether this journey was a reaction to Mr. Stuart Pilcher's concern about catering facilities, which have, at times, given rise to some criticism. I rather feel that this may be the case, for few will disagree with me when I say that some of these places are deplorable. If nationalization is going to be a' success it might be .necessary • to carry out this procedure in connection with some of the cafes.

1 have gone into this question with many drivers, who have agreed that some legislation to control at least certain of these catering establishments is necessary.: There are places where the men have to climb over each other to get into bed, and a few have been .compared with the Black Hole of Calcutta.

Another thing that has found favour with drivers is the discontinuance of time recorders in the cabs of B.T.C. vehicles. Drivers are, in the main-, responsible, genial, resourceful men, who have 'proved in the past that they can see a job through in the allotted' time, often under the most appalling conditions, without supervision.

My suggestion is to keep drivers at work for 11 hours a day, and every day if necessary, but to cut out the bureaucrats and red tape, then certain dissatisfaction that exists may disappear.

After 27 years on the road, it is my opinion that if you give a driver reasonable hours he WM be found to arrive on tittle.

General Russell is on the right lines, and may I take this opportunity of wishing him every success. If he continues as he is doing now, it will be-impossible to say that it is his fault if nationalization fails.

Hounslow. W. YORA1

MORE REASONS FOR NOT KERBING BUSES

IN reply to your correspondents Mr. A. H. Price and A Mr L. Warnett, whose letters were published in your issues dated September 30 and October 21, Mr. Warnett has given some very good reasons for not kerbing buses, but has failed to provide the most important. All L.T.E. drivers, when being trained, are instructed to 'pull up 18 ins, from the kerb.. This is because the height of a London bus is about 14 ft.; it therefore needs little explanation to show that, if the road be cambered or a gulley be present, the upper part of the bus would be over the footway, perhaps fouling shop blinds or striking posts or standards.

Also, it must be realized that, if the driver have cause to pull out sharply, due to parked vehicles, the rear of the bus would cross the footway, again possibly fouling any blind or post.

Great loss in tyre mileage would also result if this B16

order were not enforced, by causing tyre-wall damage, and to a concern as big as the L.T.E. this item alone would amount to a considerable expense.

Having had considerable experience in training and supervising, I know these to be the main reasons.

Romford. L. C. WOOLLARD.

(Former inspector-instructor.) LET'S BE UP AND DOING

IN .view of the need for everyone to work ntore

diligently at their tasks in industry and to obtain mOre production per unit of time, I appeal to all concerned to support the demand for the raising of the speed limit on heavy vehicles.

Economic transport is vital to the Nation's industry, export and food supplies, and it is important for this service to be free from the bonds which keep it restricted to slower speeds than, in the majcirity of circumstances, are possible and quite safe.

i Those vehieles sivhich can_safely run ' at, say,. 25-30 mph., should be permitted to do so; instead of 'dawdling along at 20.: • .. .

• It woUld also be a, great; advantage if drivers 'could be permitted to work

It total_ of -14 hbtirs a day for a period of, say, one or two -years. Something must be squared mil in transporf if it is to 'remain the efficient servant of the Nation.: The people who .decry such efforts to reconstitute ourselves are merely .small-mirided.' The--fact is that the majority -of then in this industry would be willing to do .more.Triiles per day.. A large number of those who protest car( be found driving at 30 m.p.h., and even over the normal 11 hours, but this is just to suit their own convenience.

During the war years we were encouraged to put our backs into our jobs, travelling fast when we could and working long hours when required, so making our contribution to thecountry at a time of dire need. The situation to-day is just as important—in fact, in some respects, it may be even of greater consequence. In my view, even 14 hours on our class of work in a day is not half so fatiguing as was the time we operated before, plus three hours of Home Guard activities. Now, we can rest properly during our time off, whereas, previously, we were constantly disturbed by air raids when we tried to rest, but such hardships were then cheerfully endured. Let's then, again, be up and doing !

Bletehley. A. J. PARRIS.

HINTS ON OPERATING LUXURY COACH TOURS

A S a regular reader of your journal, and with 20 years' r-lexperience as a driver-courier on extended coach tours, I read with interest the article, " Mistaken Ideas about Coach Operation," by S.T.R., in your issue dated October 7.

I would like to give my advice on this matter. Provided that your reader who wishes to operate a luxurycoach business can acquire the licences to operate, there is the opportunity of building up a profitable business within a few years, but the difficulties are many.

New, luxury, oil-engined vehicles, with special attention to coachwork and comfort are essential. Routes embracing the prettiest roads and historical and other places of interest require careful planning and, most important of all, carefully selected hotel accommodation.

Rather than cater for tours which everyone can afford, I would suggest meeting the needs. of people who can pay a reasonable price for first-class tours, tising highquality hotels. When Mr. and Mrs. Everyman are mixed with a better class of client, they may not blend, whilst hotel proprietors may not be keen on accommodating all of them unless their . social standing 'be

reasonable. •

A Separate courier is not essential, provided that an efficient driver-courier be engaged,arid something less than £12 a week should secure a gOod one: This is where many operators fail. Drivel's are easily obtainable, but a driver-courier interested in his work,. with idded ability to attend to the comforts and requirements of the party en route and in the hotel,•and who, at the same time, can describe the country and places of interest, is a valuable asset. On him the success of the operator may

'depend. • A personal tour of various routes before the season commences is advisable, and if the hotels have not been inspected before making the contracts, complaints may be received regarding the accommodation.

As regards rates, a fare of about £2 10s. per passenger per day should show a reasonable profit.

Todmorden. . DRIVER-COURIER.

BOOKS OF BUS TICKETS SOLD : IN SHOPS

TN an article entitled • "The Obstacle Race Between I Work and Home," in the September 9 copy of your excellent journal, Mr. Ashley Taylor, A.I.R.T.E., refers to "the question of fares collection, that bogy which seems perpetually to hover in front Of many councillors 'and others" Here, in Nairobi, Kenya; Services, Ltd., a local subsidiary of the Overseas ,Motor Transport Co., sells tickets in books at a few shops in the town. These are bought by regular .travellers at a worthwhile discount and are merely handed to the African conductor to be punched. No time is wasted in handing over money or receiving change.

This seems to me to be a system capable ,of wide application in the U.K.

Nait'obi; Kenya. • J. J. CLARK.

MANY BRITISH VEHICLES IN HOLLAND THE article " Transport and the State Spectre in Holland," .which .appeared in your issue dated October 21, is an excellent:and well-informed. one

Although it did not deal with particular makes. of vehicle employed there, we would like to point out that nearly 1,200 Crossley road passenger vehicles have been supplied to the Netherlands Railways since the end of the war. At present there are a great many more Of our make than of any other in Holland.

Stockport A. P. WELLS, Sales Manager (For Crossley Motors. Ltd )

WANTED—A HIRE CAR • I T is gratifying to see that. sev,eral people -have written . to you since my original letter, agreeing with me that • the Austin lver limousine was a. most suitable car for

general hire work. • . • I am also grateful to the CorreSpondents • who have mentioned new Austin 'limousines, and no doubt these will be very effective. The only drawback appears to be the price, but perhaps the Austin concern could . product some cheaper. model "in its new range of such vehicles.

Rochdale. C. T. HLAVIDOE.,:

General Manager.s,

(For Rochdale Corporation Transport)


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