"Nationalized Transport Will Succeed"
Page 46
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ONE reads from time to time much criticism of the nationalized transport organizations, and, if I may say so, some of the attacks are made by people who are most likely bitter because they have not been able to , secure for themselves the many good positions which have at times been available.
I take a more or less neutral attitude towards the nationalization of transport, and although I do not agree wholeheartedly with all it has done or is doing, I do think that, given time to develop, it will become an efficient and profitable organization.
I am, naturally, sympathetic with individuals who have had their businesses acquired, and who have found themselves without similar positions under the Road Haulage Executive, but they must realize that just because at one time they successfully ran fleets of halfa-dozen or even a dozen vehicles, this does not mean that they are capable of running the much larger divisions of the R.H.E.
The people who are so ready to jump onto the least slip the R.H.E.
makes would do well to stop and think.
If we take a look around to find out about the people who are running iationalized transport, we will see that Most of them are men whose names have been, for years, by-words in the transport industry, imd who are without a shadow of doubt, men of proved ability.
There are people who are of the opinion that jobs are "cut and dried" by the Executive before they are advertised; I am not of that opinion, the situations are advertised, and are open to all corners, and no doubt the best-qualified men get the jobs. Applicants who are unlucky should take it like men, and not make allegations that are neither true, nor even well thought out.
I am not sufficiently experienced to go into the administrative side of all the problems, but I do know a good deal about the maintenance and repair side of the industry, and I have studied closely the problems confronting the Executive in this respect. It is quite true that some of the acquired fleets included wonderfully maintained vehicles, and their operators were in possession of excellent garage and workshop facilities; on the other hand some operators had nothing less than " mobile junk heaps." The Executive is going to some trouble and no little expense to get the latter vehicles up to a decent standard.
On the passenger side of the industry the Executive has been more fortunate, because it took over many of the finest buses in the world.
Those who dream that any government will give their businesses back are living in a fools' paradise, because national transport will pay its way in a short time, and it will not be handed back when it is working at a profit.
Keighley. T. D. FITZGERALD.
DO AWAY WITH FULL FRONTS
THERE is a tendency in modern bus design towards I the adoption of the underfloor engine; already several manufacturers have announced new single-deck vehicles of this type, whilst it is well known that A.E.C., Ltd., has a corresponding double-deck bus in experimental . service, embodying this major change in engine position.
With the prospect of universal adoption .of this design, drivers may wonder how such a change may affect them.
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Let us hope that we shall not witness the employment of full-fronted cabs. Although the bus referred to above has this feature, there is little to be said in favour of it. The conventional half-cab has stood the test of time and, for visibility alone, is much preferable.
It may be noted here that the London Transport T.F.type coaches, introauced before the war, set a lead in this matter, by retaining the half-cab. This design permits an excellent field of vision.
It may also be possible to effect a change in the position of the entrance door. There is no doubt that the off-side cab door is a potential source of danger, in that it opens into the traffic stream. With the removal of the usual radiator and bonnet, a near-side entrance becomes more practicable, with suitable steps arranged to give easy access.
A further problem that may be tackled is the cab floor. Most arrangements suffer from being far from level, due to the intrusion of bulky wheel-arches. It may be mentioned that new Dennis chassis have an all-level floor, which simplifies cleaning-out and allows of easier entrance and exit.
Although these remarks may seem to deal with relatively insignificant details, it is by attention to such points that the driver's job may be made easier.
Birmingham, 22A. R. A. Mitts.
WHO WOULD LIKE A BRAIN TONIC?
WE have recently been running an advertisement " campaign around the mythical figure of Dr. Laystall," who prescribes for ailing engines and the
like. His name and fame have penetrated even to Nigeria, it seems, for a student in lsheagu, presumably thinking that the doctor's advice comes under the National Health Scheme, has written as follows :—
" This is tjust to inform you that I am often hearing your news, and for that I want you to send me any suitable books that will help me for my study. The best thing I want is Catalogue which contains: Medicine for learning, or any suitable Medicines or Tablets or Braintonic, because I am nowhere in my Class. I am just going to School to see my neighbour and I am not doing well as I want. If you send me your Catalogue I must be glad and I have to order a great dear of things.
"It is because most of my Mates have gone to College but I am still in a low Class. I suplicated up to Gad so that yours work will progressing always. I beg to end with apology and Motion.—Yours Obediently, E. 0. Onyember."
If you care to comment on this, we suplicate you to mention that we do not make Braintonics or Medicine for learning, but can cope with the majority of internal
(combustion) complaints. B. DE MATIOS. (For The Laystall Engineering Co., Ltd.) London, S.E.1.
OLD LEYLANDS NEVER DIE
N page 560 of your issue dated June 23, you publish '-' under " Passing Comments," some details of a 1941 Leyland " Tiger " which is averaging about 100,000 miles per annum, I will agree—Leyland vehicles are a job! Evesham. J. BACON.