An Arm of the Industry
Page 21
Page 22
If you've noticed an error in this article please click here to report it so we can fix it.
DESPITE some kind and often flattering comments which are made to us, both by letter and verbally. concerning this journal, we ourselves are not by any means satisfied with it. During the whole period of the war and since, it has, we are reliably informed, been more objective, virile and useful than in any previous stage of its career. Before victory came this condition was attained with a much-diminished staff, often fatigued by long and disturbed hours on other duties, which applied not only to the editorial staff, but to all those workers who contributed to its production.
Not once did it lose a day in leaving our works, and seldom was it more than a few hours late in going to press, although water, electricity and gas were frequently reduced to the lowest levels and, at times, unavailable. Bombs, flying bombs and rockets exploded in the vicinity—one of the last, in the air immediately above us—but the presses kept going, and ideas to help the industry, and often hundreds of its individual members, flowed freely. Important schemes were brought to fruition. Many consultations that had to be kept secret took place in our offices. Some concerned the rapid construction of armoured vehicles to repel possible invasion, following the evacuation of Dunkirk. Others were on the bombing of Germany, and its possible and probable effects upon transport there.
Visitors and Their Problems Then we had visitors who propounded difficult problems, such as the question of the types and capacities of vehicles most likely to be required by operators after the cessation of hostilities, the ways of overcoming damage to engines caused by over-leaded fuel, whether all engines in the future would have to be constructed to use petrol of highoctane value, the condition of after-the-war markets, and numerous others. We have referred previously to several important ways in which this journal helped, but they need not be reiterated.
The point we wish to make is that only a journal which had for years received the full confidence of its readers of all classes could have contributed so much and so authoritatively.
During the earlier stages of the war, one or two Of the present leaders of the Labour Party, amongst them Mr. Ernest Sevin, contributed to our pages, dealing at that time with the vital service which road transport was giving and could give because of its flexibility; they did not speak then, as they do now, of turning it into a ponderous and inflexible machine.
Thus "The Commercial Motor" proved itself to be part and parcel of the whole industry—an essential link between manufacturer and operator. It continues in this role. Many important manufacturers might be surprised if they realized how often the journal is consulted as to the types and makes of vehicle which should be purchased. Such queries come not only from potential buyers in Britain, but in many cases from overseas. Daily we are flooded with other inquiries of a surprising variety regarding operation, costing, legal matters and conditions of employment. These may be described almost as the penalty—withal a welcome one—of a wide and discriminating readership, even if temporarily circumscribed by the restrictions on our supply of paper.
A Few of Our Difficulties Some people appear to have little cognizance of the difficulties with which journals with relatively large circulations are faced. Others, produced less frequently and in much smaller numbers, may be able to obtain mei of a better quality. We would like to be in a position to do so, but the amount is strictly limited. We, of course, appreciate the value of presentation, and journals of foreign origin often "get away" with this rather than on the merits of the printed word. After all, the real value of a trade and technical publication lies in the utility of its contents and the service which it renders.
The allocation of paper is by weight, and to use high quality for this journal would more than halve its circulation, and that at a time when the demand from potential readers has never been greater. One of the present bars to the widespread use of colour printing is the shortage of workers skilled in the various branches of this highly specialized work. Entry to the printing trade is by a long apprenticeship, and war service has interrupted the • flow of new blood into the industry. On the other hand, the demand for colour in publications of all kinds is overwhelming. Additional colour-printing machines to meet a much increased need are almost impossible to obtain, whilst there is a great lack of skilled colour etchers in the process engraving industry.
Our readers may. however, rest assured that as and when conditions permit, improvements will be effected. Some have, indeed, already taken place and can easily be seen by comparing a war-time edition with one published recently. What is accepted both in America and here as the best printing type available is now employed. The paper used is of better quality, there are a few more pages and a greater number of illustrations, combined with improved make-up..
Reducing Unprofitable Time in Production
DURING the past few weeks, a surprising number of new trucks and tractors for transport in the works and warehouse has been introduced. This activity, at a period when the general tendency is for commercial-vehicle manufacturers to mark time is significant. It reflects the growing appreciation by industry of the importance of mechanizing handling to reduce the incidence of unprofitable time in the production cycle. Since 1939, great strides have been made in manufacturing technique, and a corresponding advance in the science of handling is necessary to avoid bottlenecks in processing.
An important article published in this issue draws attention to some of the ways in which industrial trucks and tractors can be employed to speed up production and distribution, and enumerates the makes of vehicle available to British and overseas users. Specifications differ widely and power units of every type are offered. All needs of the industrial user are anticipated in the design of the current range of internal-transport vehicles, which can be employed with equal facility as feeders for conveyor belts or, in conjunction with stillages. as substitutes for moving belts.
Apart from the obvious acceleration of handling and production brought about by the mechanization of internal transport, the use of industrial trucks and tractors has a sociological advantage. It enables men to be raised in status from labourer to semi-skilled operative, with an attendant increase in earning power and heightened interest in their work. Another benefit of mechanization is that female labour can be employed to drive trucks and tractors, whereas women are, generally, unsuitable for heavy manual duty.
Internal-transport vehicles also provide an economical service for passengers on large public recreational estates, such as zoological gardens and holiday camps. A small tractor can draw a train of trailers accommodating 30 or more people. at a fraction of the cost involved in operating a bus. This type of vehicle could also be used on large industrial estates to take workers from the main gates to their places of employment, wid would supply an amenity that might be expected to influence favourably the attitude of employees towards their work and, in the long run, assist in raising output.