Opinions from Others.
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be o one side of the paper only, and type-written by preference, The right of abbreviation is reserved, and no responsi n for the views expressed is accepted. In the case of experiences, names of towns or localities may be withheld.
The 0 ganizaticn of Motor Transport.
The Editor, Tax COMMERCIAL MOTOR.
[1,4241 Sir,---In your issue of 21st September you were good enough to publish a letter from me under this heading, but I was horrified to learn iron' the footnote you appended, that you construed my arguments as a reflection upon the experience of the members who form the general committee of the G.M.U.A. Nothing was further from my thoughts. The names of the members of the committee are for the most part the names which will be handed down to posterity as those of the men who made road-motor haulage the great factor in the life of the nation which it is fast becoming. I recognize, only too well, that my generation of carriers could never have existed under the same hopeful conditions we enjoy, had it not been for the sterling example set us by the pioneers who fought their way to victory under far more difficult circumstances than those with which we have to contend to-day. It is a source of encouragement to know that the veterans are willing to give their counsel and advice on the committee of the C.M.U.A.
My letter was intended to suggest that the future of motor transport lies more with the professional earner than with the amateur. That is to say with large fleets rather than with small ones. I suggested that the owners of these fleets would require to co-operate in order to decide upon a uniform rate of pay, and I expressed the hope that the C.M.U.A. would undertake the work of organizing motor haulage contractors, and I hinted that I believed the work would have to be done by someone, if not by this Association. I am quite aware that in making this suggestion I am inviting the C.M.U.A. to go further than have such associations as the R.A.C. or M.U. and A.A., but I believe it would eventually reap a benefit. You suggest, Sir, that I may be looking for trouble in suggesting that motor transport should organize. I assure you that I am not doing any such thing, but I readily admit that trouble is often found in the most unexpected places. That however is not likely to frighten either of us. I am quite con
vinced that it is idle for motor transport to hope to escape from industrial unrest ; it will sooner or later be met with demands as to the conditions under which it must employ labour. I maintain that it will give the best account of itself by being able to show that it has already given the matter its careful consideration. -Yours faithfully,
A LANCASHIRE CARRIER."
The Editor, THE COMMEROLLL MOTOR.
[1,42,.'5] Sir,—The letter published in your issue of the 21st September from "A Lancashire Carrier" gives, I believe, the opinion of a large majority of the owners of transport machines.
With all due respect for your valued opinion, I hardly think your footnote is quite fair to your correspondent. In the first place the subscription of one guinea per annum is all that is asked by the C.M.U.A., and I am not aware that any proposal has been put forward by the committee that it is inadequate.
With regard to the remark that "Lancashire Carrier" may be looking for trouble, my experience is that there is no need to look for it, as, during the recent strike, it was very much present, and to my certain knowledge it required very considerable tact in handling the drivers to prevent them joining forces with their colleagues of the railway. There is no doubt that a considerable number of the men have joined the "unions," and, in my opinion, it is not merely a question of policy but a necessity for the owners to have protection by having an association to allow them, in any dispute, to meet the trade union officials on equal terms. It is an altogether regrettable state of affairs when owners, whose men have no cause of complaint, should be threatened with an entire dislocation of their business, simply because their employees, at the call of the unions, have to cease work in sympathy with an entirely different branch of transport workers. Had the strike been prolonged for a few more days, a large number of drivers in the motor-transport industry would have come out. No fault could be found by the union officials with their wages or conditions of service. Had they come out, I venture to predict that, in the
event of their re-engagement, they would have found that belonging to the " unions " was not entirely an unmixed blessing. The fact, however, remains that a good proportion are members, and the owners are naturally at a disadvantage in dealing with them.
Whoever "Lancashire Carrier" may be, I think he deserves the thanks of motor transport owners generally for bringing forward a question which requires immediate and energetic treatment, and I think, with him, that it. is one which, it the C.M.U.A. has the interest of its members at heart, it should take up, and I have no hesitation in giving my opinion that any additional subscription, which may reasonably be required in order that the C.M.I.T.A. may find itself in a position to extend its present somewhat limited sphere of action, would readily be forthcoming from its present members, without regard to the almost certain large influx of new ones to whom the additional advantages would appeal.—Yours faithfully,
"TRANSPORTER,"
LWe hope that "A Lancashire Carrier " will give notice to the CM T:.A. Committee to consider this ID MAP or we she! he willing to take it up there_ED.; Re Milk Transport by Motor.
The Editor, DIE COMMERCIAL MOTOR.
[1,426] Sir,—I read with much interest Mr. Nixon's letter in your issue of 24th August. [No. 1,404.—Ed.] It so happens that I have recently spent a considerable time in a large milk-producing county, and have approached the surrounding farmers on the question of the conveyance of milk by motor. The British farmer is not an easy person to handle, and I did not find him in favour of the suggested innovation. One of the great objections was their fear that the vibration would churn the milk to such an extent as to render it unfit for use, except for butter and cheesemaking, especially in weather such as we have experienced this summer. My scheme was to establish a collecting depot on the main road at a place as near as possible equidistant from the various farms, and the farmers were to deliver their milk at that depot morning and afternoon. The farmer has ever an eye on his pocket, and I was asked what rebate from the rates they at present paid would be allowed on their delivering the milk at the depot. The question of convenience did not appear to weigh much. The allowance of any rebate would; in my opinion, be quite fatal to any chance of financial success, and, after travelling the by-roads to the farms, I came to the conclusion that a collecting machine would be useless, as the roads were quite unfitted for it, Without even considering any administration difficulties, I cannot foresee any margin of profit. Mr. Nixon states that the running costs of a four-ton petrol lorry would be about 8d. per mile. Personally, I cannot see how it can be managed on that figure. Accepting, however, that basis and the load at 3 tons 10 ewe of milk --but the return journey with free empties—for say a run of 30 miles; or 60 miles in all, we should have, at. the railway rate, 630 gallons of milk at id. Per gallon, which would work out to
about per return journey, or an average of 8d. per mile. There does not seem to be much profit here, and, even allowing that some earnings might be made along with the empty cans, there is still the fact that the winter supply of milk is only about half that for the rest of the year, and the running expenses are not likely to decrease in proportion to the lessened earnings.
It would he interesting to know how Mr. Nixon's finire of 8d. is arrived at, and whether it includes all management and establishment expenses.
It may be contended that 60 miles per day is too small a mileage, but it must be remembered that it would require I o be done on each of the seven days of the week, and 420 miles per week is not at all a small average. I naay add that I have for many years had an intimate connection with milk traffic, and have reluctantly come to the conclusion that, until motor transport can be run very much more cheaply than at present, it cannot be undertaken with success, at any rate, from a financial point of view.—Yours faith
fully, MIDLANDER
The Dearth of Salesmen.
The Editor, THE COMMERCIAL MOTOR.
L1,427.] Sir,—" The Extractor's" recent remarks re the dearth of suitable salesmen for commercial vehicles are very interesting, but so long as managing directors will look for young and cheap men, they must not be surprised when they get in touch with some whose qualifications appear to consist of the ability to drive a car, smoke Turkish cigarettes, talk golf, and to make a brave show of tasty socks, big neck bows, and hideous looking slouch hats generally of a very " green " appearance. These gentlemen are often given important positions as salesmen, etc., at a nominal salary and small commission, provided that the " Gov." or " Uncle " can take up a few shares or influence a little business through their f riends.
If the directors of companies would give real opportunities or chances—not promises—to engineers, men between 30 and 40 years of age, who have had good shop and drawing office experience, and pay them decent salaries, they could easily find a number of good reliable men who could be quickly trained to talk sensible business to prospective buyers.
Swank and bluff are very much in evidence in shows and hotel lounges but it does not often secure repeat orders from commercial-vehicle z iros.,—
Yours faithfully, , Standardization of Tires and Wheels.
The Editor, THE COMMERCIAL MOTOR.
[1,428] Sir,— I was delighted to read your able leader and also Mr. Murray's (Albion Motor Car Co.) contribution in your current issue on this most-important subject ; it calls, in my opinion, for the immediate consideration of all users, tire firms, and manufacturers. I am in entire agreement, Sir, with your suggestion that this matter should be at once taken in hand by the S.M.M.T., with a view of bringing about a more-satisfactory state of affairs in connection with this part of the industry : a solution of the problem must be found out, as it is to the interest and benefit of all concerned.
Before any substantial progress can be made, it appears to me that the first step must be taken by the tire manufacturers to decide upon "standard dimensions " for at least the sizes of tires mostly in demand, thus making one competitive tire interchangeable with another, without the expense and necessity of the alterations or conversions you refer to, in the event of the user desiring to fit "another make" of tire. This standardization being once agreed upon, manufacturers could cast their steel wheels without qualms and fears as to their being unsuitable for the make of tire finally decided upon by them or their prospective purchaser.
The S.M.M.T. might assist its members, by appointing a fully-competent official as adviser to their tire-section committee, and for the benefit of users and others who may desire information appertaining to particulars of wheels or tires, this official to obtain, either by personal interview or correspondence, the views of the recognized leading manufacturers, both of motor vehicles and tires, to be placed in due course before the Society, which would then be in possession of the facts and have sufficient substantial and reliable information to enable it to enforce such sizes as might be decided upon by the majority as standards.—Yours faithfully, 11 AN INTERESTED READER."