Opinions from Others.
Page 18
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Standardized Loading Systems.
The Editor, THE COMMERCIAL MOTOR.
[1196] Sir,—May I be allowed briefly to endorse the views you expressed in your leading article, which appeared in your issue of the 3rd April, under the above heading. With existing conditions, a plain lurry body, without any special fittings, is the only article that can prove serviceable to the general carrier.
Respecting the comparative merits of the truck and the " flat" systems, there can be no question that the " flat" system is preferable for general purposes. am afraid that the public is disinclined to play any part in a standardized loading system, which it is realized entails a capital outlay on their part, as well as that of the carrier. The more-experienced users of motor vehicles are also aware that every fitting on a vehicle implies an annual expense for upkeep.
The keynote of success is simplicity. The " flat " system, which is perhaps the simplest form possible. has only come into partial use, after an extended career, and then only for a very limited class of work. This fact must surely be a warning 'against any at tempts to introduce even more elaborate systems.— Yours faithfully,
"A LANCASHIRE .CARRIER." [We hope that some advDcate of rollers or rail, will come forwitril—al.:
Will the L.C.C. Buy Motorbuses ?
The Editor, TEE COMMERCIAL MOTOR.
[1197] Sir,— I hope that every possible effort will be made to prevent the purchase of motorbuses by the L. C. C. Why should the local authority rush in where commercial men are handling the passenger transport of London on sound lines, and are charging low fares It is ridiculous for the L.C.C. to complain about the higher fares which are obtainable per passenger-mile in the all-motorbus central area, If tramcars were to be used in that area, the frequency of short-distance trips would inevitably give a much-desired increase of revenue to the tramcars, but at an appalling cost in respect of track construction and of general disturbance to the rest of the community, both during installation and afterwards, which cannot be contemplated with equanimity.
I believe the L.C.C. cannot do anything of the kind —purchase or run motorbuses—without they secure special powers from Parliament, and the chances of their so being successful are, indeed, very small. If they choose, as a body, to purchase the motorbus and other undertakings .fiim the Underground Electric Railway Co., in my opinion they will have to pay a very high price, and the acquirement will he followed by services inferior to those which we now obtain from the tubes and the motorbuses under common and excellent administration.
The inner zones of London have no parallel in any Continental city of which I have knowledgeT have not visited the United States of America, and it is still a mystery to me how the L.C.C. managed to impose upon the committees of the House of Lords and the House of Commons which granted restricted powers to them in regard to the use of trailers and coupled vehicles, on the ground of such alleged similarity of conditions.
London ratepayers must not be subjected to the total disregard of ordinary trading rights, in a last gamble by the pro-tramcar party. If the tramcars were to be allowed in the central area. I doubt if they could carry as many passengers per hour along Oxford Street or the Strand as do the motorbuses at the present time, whilst the congestion would be almost inconceivable.—Yours faithfully, R. J. WILLIAMS. Clearing Depots for Motor-wagon Traffic.
The Editor, THE COMMERCIAL MOTOR.
[1198] Sir,—If motor-carrying firms intend seriously to compete with rail and canal carriers, they will have to deal with the difficulties of traffic organization, not by confining their attention to single deliveries and collections, but by dealing with broken consignments. Their competitors have already made arrangements that make it almost impossible for firms regularly forwarding their goods by road to fall back on the railway when the state of the roads prevents the running of motor vehicles. For a considerable time, there has been great difficulty in returning " empties" by rail that may possibly have come by road. Broken consignments, sent by rail to enable full loads to be taken by motor, will no doubt soon receive such treatment that motor carriers will have to take all a firm's traffic in order to get any of it.
As the railway companies and teamowners all work together, it seems evident that the motor carriers should be similarly joined for mutual assistance. I would suggest that those firms engaged in general carrying should form central receiving depots, the objects of each such depot to be 1.—A centre of information at which all motors should report either by calling or telephone.
2.—Orders for collection of goods could be sent there, and the actual position at docks or warehouse ascertained.
3.—Facilities should be provided to tranship all or part of a load, or to collect and transfer a load that a motor had not time to collect.
4.—A depot for supplies of fuel and water and for the night storage of motors.
No. 1 of the above means the partial time of a clerk and office boy, but the information obtained would be of great service to firms without town offices.
No. 2 could be worked by the same staff as No. 1.
No. 3 would require a covered tranship shed, with Preferably a traveller or lift crane to deal with ' flats," and arrangements would have to be made to provide the use of horse lurries (or old motors, not capable of full service, could be used) to collect or deliver loads.
No. 4, by reason of the supply of fuel, would prevent delays and, these being correctly booked against each vehicle, would remove the difficulty of purchase by drivers en route.
The expense of this scheme could be met by an annual subscription—sufficient to cover the fixed charges, i.e., rent, wages, telephone, etc. The transhipment and collection would be charged to each firm separately, at a price to give a good margin of profit. Fuel, supplies and ,storage would be similarly priced, so that those who made use of the extra facilities should pay their fair share. This revenue could be 'annually divided between the subscribers in equal proportions. With clearing depot, it would be quite possible to ascertain which warehouse was ready to receive a consignment. Or a warehouse that was wanting a particular load would ring up the depot and take care that no unnecessary delay in unloading occurred.
All rates and charges for carrying would be dealt with by each firm as at present., so that it would in no sense be a combine or ring of carriers. It would get over many difficulties, which are now .exceedingly awkward to cope with, and would expedite the terminal work with-out inconvenience to the customers. Any preferential treatment of motors against other means of transport will only result in worse troubles to motor carriers and their customers.—Yours faith
fully, D. H. SIMPSON. Manchester.