Opinions from Others.
Page 21
If you've noticed an error in this article please click here to report it so we can fix it.
Steam Wagons and Roadside Clinkering.
The Editor, THE COMMERCIAL MOTOR, D102] Sir,—I happen to live in a village situated on the high road between two important towns. We are about 12 miles from the nearest small town, and a picturesque stream running through the village is a favourite watering-place," as I believe it is known as, for the drivers of steam wagons. This stream seems to be quite arendezvous for wagon drivers. 1 suppose the journey between the two big towns occupies the best part of the day, as they seem to arrive here about lunch time. It is no uncommon sight for us to have three or four steam wagons in various stages of repair and cleanliness halted in our little village. This we do not object to in the least ; the drivers are perfectly welcome, as far as I can ascertain, to the use of the water. What we do object t,o, however, is the cleaning out of the fires and the depositing of ashes, grease, and other undesirable material on. the high road. Having some little influence on our village life, I am determined to put a stop to this nuisance. At the same time, I have no desire to inconvenience owners of steam wagons, who are, I believe, a very progressive class of business men. Perhaps you or some of your readers could give me a word of advice as to the best way to put an end to this nuisance.—Yours faithfully,
W. HIBBERT.
[We quite appreciate the feelings of our correspondent and advise him to move on the local council that a board be erected, adjoining the wa,tering.place, with a notice asking drivers to refrain from depositing ashes, Ste., on the road at that point, and indicating where such refuse may be put.—En.) Motor-transport Promotions.
The Editor, THE COMMERCIAL MOTOR.
[1103] Sir,—As a close reader of your journal for more than seven years, I have been impressed by the practical views to which you have given expression from time to time as to the need for skilful management in motor-transport undertakings. I observe that you have returned to this subject in your second leading article of last week's issue, and that you definitely state "that the investing public will have none of them (new promotions), unless certified profits for a working term of years be embodied in the prospectus to the exclusion of mere estimates." That dictum, in view of happenings during the past few years, all students of heavy motor conveyance will be prepared to endorse. It applies equally to flotations in the north and in the south.
The investing public, nowadays, looks askance at most industrial prospectuses. It is probably aware of the keen competition for which the transport world is notorious, and holds aloof more than ever. Furthermore, most business men know that they themselves have little if any morality in the matter of placing their haulage orders. Who will not change over from an old firm to a new one, without compunction, if he can save a few pence per ton on a trip from one town to another, or even one penny per ton in town cartage ? Nearly everybody, and that is why many new concerns come down with a crash. They have to work below cost, in order to get work. How long, Sir, do you think it will be before we see some of the transport companies which have working records and profit-and-loss accounts available coming to the promotion or re-selling stage ? Yours faithfully, R. J. WILLIAMS.
[We think that the undoubted hesitancy to support large-scale hehemes is on the whole a good feature where a prospectus is not based upon ascertained profits. It is better that a transport company should grow From small beginnings, and particularly that it should confine its operations to a single county in the first instance. We have no intimation before us at the moment of promotions under which it is immediately contemplated to take over concerns that have been estalliehed for some years. In particular, details of the proposed large company to acquire certain of London's principal carrying interests have not yet been com municated to the Press.—EP.]
Is he the Only Rag and Bone Merchant Who Uses a Motor ?
The Editor, THE COMMERCIAL MOTOR.
{1104j Sir,—As a regular reader of THE COMMERCIAL MOTOR, and looking through the issue of the 31st October, I notice you refer to the rag and bone merchant in the " One Hears " part.
As I claim to be the only one in England to be using a motor to do a rag and bone man's round, that is from door to door, I tell you this because I was told by many that I could never use a motor on account of so much stopping. I have now been using the motor about seven months.
If you think it would interest any of your readers, I would be pleased to forward a photo of the motorvan loaded with rags and bones. It was taken one day when we had finished the round. If you think it suitable, I will furnish you with the power and the make oi the chassis ; the body I had made myself.—Yours
faithfully, H. BUGBIRD. 9, Hamilton Road, West Norwood.
[We await the proffered further coinumnication with interest.—Eu.;
How the War Office Might Develop
Subsidized Motor Transport.
The Editor, THE COMMERCIAL MOTOR.
[1105] Sir,--As an interested visitor at the recent Army manceuvres, I am glad to have a further opportunity of bearing testimony to the remarkable results achieved by the mechanical branch of the Army Service Corps ; all ranks were notable for their keenness and enthusiasm. How much more they could have accomplished had the Treasury afforded adequate support I can only guess, but I feel that the A.S.C. already has the nucleus of the finest military transport.
IN Sir, I propose to touch on a few points, not in a spirit of carping criticism, but rather as a helper in a minor degree, for we of the commercial world are well aware of the difficulties, financial and otherwise. In my opinion, which is shared by many drivers, having regard to the possibilities of foreign service and the type of man required, the subsidy is too low ; it does not offer sufficientinducement, and it should be at least 25 per annum. Further, the medical examination has in some ca-sea been too severe ; it should be remembered that the enlistment is for 12 months only, and that men who are capable of excellent daily work, and of stress--the test of arduous conditions, should be good enough for enrolment. The form prepared for the information of intending officers appears to apply rather more to class exclusiveness than to the admission of men engaged in motor work who have excellent commercial and engineering qualifications. If I may add a suggestion, it would be that the War Office had a meeting of the heads of great commercial undertakings, as was done in the inauguration of the Territorial movement, and approached them on the question of auxiliary transport. Much good would result from this, more subsidized lorries could be obtained, further drivers would be recruited, and the details of the subvention scheme could be explained. After all, the success of this will depend on the purchasing class, and they must be won over.
I also think that next year, in hiring lorries, a serious effort should be made to have them manned by enrolled drivers. This would enable the men to have some definite idea of military conditions, and would be conducive to discipline and also to recruiting.—
Yours faithfully, "PATRIOT."
[Ts there mock to chooee between .E5 and f4 2 We think the treatment or the men and Et elr families on the War scale calls for attention.—En.]