Modern Garage Equipment.
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A Description of Waring and Gillow's New Premises at Notting Hill Gate.
Occasions for interviewing Mr. T. E. Harrison, of Waring and Gillow, Ltd., are always welcome, not-. withstanding that whenever we do visit the premises in Oxford Street, it always seems to U.S that his works and transport organizations are complete. Each visit discovers something new. At the central premises alone, his activities range from roof to cellar, and include all the safety arrangements in connection with possible outbreak of fire, the workshops, the lighting, and other related items. We invariably find it difficult to confine ourselves, in any article which we may he writing, to the mechanical transport section, which is, of course, all that is of direct interest to the majority of our readers, and it is so in this in stance as in others. However, needs must.
Waring and Gillow's mechanical transport organization has always been of particular interest_ It became almost of public importance when war broke out, and, as has frequently been mentioned, this well-kept, and one might almost say military, fleet was commandeered first of all. That this should have been was not surprising, bearing in mind the fact that the personnel had always been trained on military lines. Every driver was a member of the A.S.C., M.T. Reserve, Category C; every vehicle was subsidized, and by reason of the perfection of the organization for which Mr. Harrison was responsible, each one was in almost perfect condition. Our last reference of importance to this fleet was made on the 4th March of last year as one of a series of articles entitled " Lnpressme-nt Impressions." At that date Waring's mechanical transport was to all intents and purposes non-existent. It continued so until November of last year, the work meanwhile being. done by means of hired vehicles, a proceeding satisfactorily in itself but obvionily not well able to compare with the former method,
utilizing the company's own wagons. Consequently, about that time, the first six chassis for the new fleet were purchased. It shoukl be pointed out that the haulage activities of the company, far from being decreased by the insidenee of the war, had materially.
increased; not only was a large number of War Department contracts in hand, but the ordinary business was, in general, at the normal figure. These six chassis formed the nucleus of a new fleet which was added to from time to time, and it is surprising, in view of the times and circumstances, and perhaps not a little significant of the importance of the work which the company has in hand, that a fleet. of 17 lorries, 13 of which are of Leyland make, was collected during a period of eight months. The housing of this fleet in a new garage at Notting Hill Gate was the occasion for our visit. Obviously a description of the organization and system adopted by a concern with such long experience of mechanical transport, and one whose methods have always been such as to ensure such efficient results as are associated with the name of Waring and Gillow, Ltd.. must be of considerable interest to the majority of our readers. The new garage is situated in Ledbnry Road, Notting Hill Gate, and, together with the necessary subsidiary departments, is covered by one roof. The main department, the garage proper, is a well lighted and airy room with concrete floors and a minimum of pillars. It
is 150 ft. long by 80 ft. wide, and is approached along a rather narrow passage. One of the first difficulties to be encountered was that of entry. 'Those readers who are acquainted with the general design and appearance of Waring and Gil. low vehicles—those who are not will recollect that the company uses subsidy wagons—will appreciate the need for height in the main gateway. As the existing doorway did not afford facility for entrance, and an increase in the height was impossible, resort was had to the expedient of lowering the road. It was therefore cut away to a depth of one foot underneath the archway, and graded to the levels of the main road Without and the garage floor within.
The vehicles and trailers are parked on each side of the central gangway leading from the entrance. When both sides are filled, later corners take up a position by the end wall facing the entrance. Although the space is somewhat restricted considering the large number of vehicles, it is nevertheless found possible so to arrange them that the exit or entrance to any One vehicle from or to a. particular place is an easy matter. Round the building, at such a height as to be within easy reach, runs a pipe which is coupled up to the water supply. At suitable intervals along this pipe are placed taps, each of -Which is designed for .easy attachment to a hose-pipe, thus affording facilities for washing any of the vehicles in its accustomed place in the garage. The concrete flooring slopes from all parts of the building to the entrance where a suitable sump and drainage for the Water are provided.
Again, here and there, are small but complete sets of fire-extinguishing apparatus. We illustrate one of these, and it will be seen that there are two buckets, one containing water, the other full of sand ; a fire extinguisher of the new Era type, a spade, and a large box full of sand. Finally a notice in white letters on a red background, that vehicles are to be parked clear of the fire apparatus. It is interest
ing to note that this systematic organization for the prevention of fire is typical of that which is adopted throughout the whole of the various establishments of this company. Mr. Harrison informed us that no fewer than 3000 fire buckets similar to those we saw in the garage were in use, and in answer to a question of ours, advised us that the new Era extiguisher had also been selected, after tests, as being the most satisfactory for general purposes. Along the left-hand wall of the building are placed racks for the drivers' overcoats and caps, the spare-lamp storage bins, an other sundry fittings.
On our left hand, OA you are about to enter the garage, is Situated the office; on the right, the oil stores. Both of these are accessible from .within the garage as well as from without. The office is fitted up with one or two special items insignificant in themselves, but important as showing the thoroughness of the organization. A glass-covered case serves as a receptacle for all the various keys used in the building. Framed and hung in a conspicuous position are all the instruction and illustrations for the care of the Leyland chassis. There is also a first-aid cabinet. On the wall are illustrations of Waring's transport from the earliest days. The company was a pioneer in the use of commercial motors for transport.. One illustration depicts a 4-ton steamer and trailer used as early as 1903. The company was also particularly far-sighted in regard to the application of motors to war purposes. Warings actually formed a part of the Motor Transport Reserve attached to the County of London Territorial Force Association in 1910.
The oil and grease stores is not the kind of place one is accustomed to find designated by that title ; but for •the notice over the door and the names over each separate tank discriminating between engine oil, gear oil, pasaffin, etc., it, would be difficult correctly to estimate its utility, so clean and tidy and free from oil stains is it. A special cupboard just outside the entrance to the oil stores, but within the garage serves to contain what are described as the arti'ficers' stores.
Above the garage a flat has been rented and furnished by the company, containing a kitchen, bathroom and several bedrooms for the use of drivers who may have to start in the small hours on long journeys
In this respect, it may be pointed out that the company is doi,ng a lot of long-distance work. Recently it carried a load of 7 tons of canvas from somewhere in Lancashire to London, the conveyance being a Leyland 3ston lorry and trailer. This is a typical journey'. Turning now to the actual vehicles, the majority are Subsidy model Leylands, and as regards their fittings and bodywork, they are the same as those used by the R.F.c. They are painted in the usual Army colour, with the addition of the
company's name. The finish is, of course, up to Waring's standard, reflecting credit alike on them and J. Liversidge and Sons, Ltd. Each lorry carries besides the usual extincteur, two spare charges for the same and also a first-aid outfit.
The use of four-wheel trailers behind petrol wagons is unusual. The company claims to have been a pioneer in this respect, inasmuch as it used trailers in this manner in 1910. At the present time of course, trailers. are being used by the company to a considerablextent, and a much wider adoption of this device is expected. Those in use at present are in the main of substantial design and construction. We illustrate a typical one of these. The unusual arrangement of the canopied seat over the man in charge is worthy of note. Communicatipn is established between tne trailer and the (haver of the lorry by means of a cord and gong. It is .interesting, and worthy of note, that the present mechanical transport staff of Waring and GiBows, Ltd., is composed mainly of men discharged from the M.T., A.S.C., who have seen service. Mr. S. J. Waring takes a keen personal interest in the matter of the employment of discharged soldiers and sailors.