Power Alcohol Exempted ,from Import Duties—A Great Concession.
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THE NEW Clause introduced by the. Chancellor of the Exchequer (whenithe Finance Billiwas again before the House of Commons sitting in Committee last -week), exempting from duty foreign spirits intended for making methylated spirits for transport or industrial purposes, calls for some explanation.
The import duty of 4d. per proof gallon on spirits derived from molasses and 5d. per proof gallon on spirits derived from cereals, whether imported from foreign countries or from within the Empire, is now cancelled under the terms of the new clause. The preference duty of 2s. 6d. per proof gallon on spirits from outside the Empire remains.
This throws us back on Empire-produced spirit, as, although the 2s. 6d. per gallon is termed a preference, it clearly amounts to prohibition of spirit produced outside of the Empire, because it equals no less than 4s. 2d. per bulk gallon.
Under the old arrangement, there was a drawback of ad. per proof gallon on all imported spirit which was used for industrial or power purposes, so that the net tax per bulk gallon was lid. (or, to be exact, 1.67d.) on spirit derived from molasses, and 3d. per gallon (to be exact 3.35d.) on spirit derived from cereals. Of course, as the main duty of 4d. or 5d., as the case may be, per proof gallon is cancelled, so are these drawbacks.
The effect on home producers is that the present bounty from the State of _3d. per gallon goes up to 5d. That means to say that every home producer of power alcohol, who markets the fuel at 95 per cent. by volume strength, will get asulsidy of 8.35d. per bulk gallon, and, if marketing a mixed fuel containing, say, 50 per cent. of alcohol, he would get half that amount, so that there is a direct bonus on home production.
We have to congratulate the motor organizations which participated in the deputation to Sir Robert Horne on June 29th under the leadership of the British Empire Producers Organization (when Mr. Ben H. Morgan spoke for Empire interests, Mr. Shrapnell-Smith for motorists, and Mr. MaysSmith for the S.M.M. and T.) upon the successful results of their efforts.
We, are informed that, at a very early date, modifications of the restrictions -will -be authorized by the Commissioners of Customs and Excise as regards impartation, storage, transit and sale of power
alcohol, and in this matter the British Empire Motor Fuels Committee is taking an active part
We regret to learn that none of the manufacturing restrictions is to be repealed, more particularly the rules that mashing and distilling must not proceed simultaneously in the same building, and that there may be no work on Sundays. Technical experts in the distilling industry contend that this interruption of processes—which processes in America and France are .allowed to proceed both simultaneously and continuously—are barely recouped by the Government subsidy.
The Coach for the Pirst-class Road Passenger.
RGUMENTS are freely advanced elsewhere in this issue for the improvement of the motor
coach (obviously we are not considering the present season, but the period of construction which will embrace the winter and spring in anticipation of the following season) ill order to retain and to extend the patronage which it is gaining from the refined classes. Our contention is that the present, or standardized, coach body and chassis are not good enough for what we would describe as the "first class" motorist. The Pullman" motorist (to take a railway analogy) is the owner and user of the private ear, with a vehicle at his absolute command an the matter of time, speed and direction. The "first class" motorist is willing to spend up to 12 or so per day on travelling by the motor coach de luxe : he wants the. hest hotel accommodation and desires such changes of clothing that he can dress for dinner on occasion, and he'travels for the love of the scenery and the freedom of the open road. The "second class" motorist is willing to take daily trips and does not mind being one of five on a seat, nor does he strongly object to solid tyres and springing more suitable for 3 or 4 ton loads. The "third 'class" motorist is the excursionist who likes his beer cn board the coach and sings songs and choruses with his mates.
Each of these classes is adequately catered for by the coach designer` except that which we call the "first clam" and, here, we think that the improvements will take the line of a smaller vehicle accommodating. say, 14 or 15 passengers, having ample room for luggage that will provide welcome changes of raiment, and capable of attaining the maximum speed allowable in circumstances when speed is desirable. Manufacturers. of chassis would do well to look into the possibilities of this class of Vehicle, and body makers should be given the opportunity to build comfortable vehicles affording easy entrance and exit—a point in which the standard coach is very deficient.
Interesting the Passengers on Coaches.
VARIOUS opinions maybe held concerning the competition of the railways, but whatever may be the result of this competition, it behoves the owners of motor coaches to counter any ill-effects which may, possibly arise and to emphasize to customers and would-be customers the advantages of the motor coach over the railway.
Without frankly acknowledging the possibilities of railway travel in dealing with customers, or in advertising, emphasis can be laid upon the advantages the motor coach possesses and, thus, road travel will be put in a brighter light than railway travel. Further, the journeys by coach should be made as attractive as possible, for it is in the .pleasures of the journey rather than the arrival at a fixed destination that constitutes the attraction for so many passengers by road. It is to be feared that too many coach proprietors consider that they have come to the end of their duty if they provide the vehicle and make every endeavour e4 to take the party out or to bring it home safely ; whereas, if a little care be taken, a. much more interesting holiday outing might be provided. Every driver has not the ability to make the most of a journey to a party, but a, driver who can point out the interesting spots is a valuable asset to a concern.
On the other hand, it would be possible to carry this matter too far until the guide becomes too pedantic and his explanations annoying to the party. Often, the driver is not in a position to explain much to the passengers, and it would be found 'to be an advantage if a series of printed or type-written iteneraries could be prepared for the journeys it is desired to encourage. Thee could be given away to those who purchase tickets and those making enquiries concerning tours. The work of preparation could be undertaken by some local schoolmaster or journalist, and the places worth looking for picked out and a bright little des' cription given of places of interest. A chatty informative style:should be adopted rather than that of the book-worm or antiquary, and there should be no such thing as wholesale quotations from guide books.
The way to get to pretty spots near places at which the coach stops should be indicated, because passengers have been known to hang about for want of knowing where to go when pretty places have been within easy distance. In this connection, however, it should be mentioned haw long the journey by foot will take, in order that the coach shall not be kept waiting by passengers getting too far away in the time at their disposal. The recommendation of places for meals might be made and, if printed route cards are prepared, some of the cost might be recovered by the printing of a,dvertiSements of café proprietors and others.
By the aid of these programmes passengers would be found to enjoy their outing much better, and if greater'enjoyment can be provided more passengers are sure to be secured. At the most thoae passengers who do not care to -trouble with the programmes can ignore them and nothing is lost, but a garrulous guide with a party is a nuisance.
The New Spirit in the Transport Industry.
QUITE APART from all questions of wages, their rise or fall, changes, which almOst amount to a, 'evolution, have taken place in recent years in working conditions in the industry. Stimulated by the war (which also provided in many cases-the means of carrying them out), welfare schemes and almost' utopian recreative facilities have been' established in the workers' interests in the great majority of the factories in which our heavy vehicles are built. Fostered often by a well-edited house organ, made successful by the unselfish cooperation of heads of departments in their leisure time, welfare departments have taken definite root in British works.
Welfare comes into the sphere of modern management.. Thus, the worker is enabled, at little expense, to engage in all -sorts of healthy_ outdoor pursuits and pastimes. In many eases his recreation Is sulasidized by his employers. On the employer's side, of course, such schemes ar2 not entirely altruistic. It is to his interest to have happy and healthy and contented workers. But, at the same time, much .credit is due which often we know to be withheld. Advantages which are obtained with little effort often are not valued at their proper worth, and the younger workers in the industry do not always realize how much greater privileges they enjoy to-day than was the ease 10 or 20 years ago. It is up to the older hands in the industry to point it out. The apprentice, for instance, of to-day lies on a bed of rosea compared with his prototype at the beginning of the century. He should be made to appreciate the fact.