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A Centenarian Lool orward

10th November 1961, Page 128
10th November 1961
Page 128
Page 129
Page 130
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Page 128, 10th November 1961 — A Centenarian Lool orward
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Which of the following most accurately describes the problem?

9unded in Glasgow in 360, John McIntosh ad Son, Ltd., Now perate a Fleet of 55 ehicles on Household emovals and Ancillary

Haulage By S. Buckley Associnst.T.

GOODWILL is a word not readily defined in specific terms. Accountants may quantify it with reasonable accuracy when applied to the ready sale of a wide range of products. The exercise becomes more difficult when the assessment relates to a service. Still more so when it concerns a service which may be performed only once or twice in a generation.

Yet it is precisely such remote goodwill that is the key to the continued success of many removal contractors. Inevitably under such conditions a remover has to be in existence for many years before individual recommendations have substantial effect on his prosperity. But even in an industry in which there is a high proportion of concerns which have been established for many years, the record of John McIntosh and Son, Ltd., of Argyle Street, Glasgow, is exceptional. Established in 1860, it has been controlled by one family from the outset and the present managing director, Mr. George M. McIntosh, is a grandson of the founder.

With over a century of operational experience behind them, Mr. McIntosh tells me that it is not unusual for them to receive what is apparently a request from a new customer only to learn subsequently that the recommendation which brought them to McIntosh came from a grandparent. Moreover, this long family connection within the company is especially reassuring to their customers for this reason, Mr. McIntosh suggests. A household removal is largely a woman's concern. Much more than in the case of the husband, it involves a complete upheaval for his wife, and at such times of stress the personal recommendation of relatives or friends is of vital commercial importance to the remover.

Valuable though such a long record of successful operation can prove, it is the continuing responsibility of the present controller to maintain and expand the goodwill of this family concern. The reconciling of long-established practices with the acceptance of modern developments of proven worth is a continuing process for such operators, demanding shrewd judgment. Moreover, in an age when advertising of goods and services of all types becomes more blatant, personal recommendation may prove insufficient. Publicity appropriate to this particular industry will also be increasingly necessary in the future, although there is the admitted difficulty of ensuring that it is correctly angled. In discussing the growth of the company, Mr. Mcl tells me that his grandfather was originally a merchant and market gardener, which led to him en into the cartage business in Glasgow. As a testa founder,was eventually responsible for all the piano tri and warehousing in Glasgow, a trade which still re with the company.

All this early work was, of course, done with hors( and the company had been in existence for over 50 before the first motor vehicle was purchased—an This was followed by the inevitable Model T Ford it 5-ton Halley, fitted with petrol engine and in Glasgow.

serving apprenticeships with Albion and ycroft, Mr. McIntosh joined the family ss in 1926 and took over control in 1935 on ith of his elder brother, Mr. John McIntosh. he has been joined by his son, Mr. Neil 3sh, who assists his father in the manage)f the company.

ut 60 per cent. of their work is removals, though committed to this extent in an oldshed industry, Mr. McIntosh tells me that .evertheless have to be prepared to adapt Ives to meet changing conditions. The high rd of living generally has resulted in a better )f furniture being involved in an average household move, with corresponding demands for a higher standard of service by the remover.

Conversely, however, there are fewer big removals to be undertaken following the decrease in the number of private tenants of large houses. A recent exception was a removal carried out by McIntoshs for the Duke of Argyle from Inveraray Castle to London.

In contrast to the decline in this type of work, the slumclearance policy which is now being implemented in Glasgow will provide a substantial amount of work for several years to come. In some instances, rehousing has been suggested as far away as 70 to 90 miles, following the creation of new towns.

A less favourable repercussion of the policy of slum clearance and subsequent redevelopment in the centre of Glasgow on the interests of removers is the substantial increase in rental charges which the civic authorities are proposing to levy. Mr. McIntosh tells Me that a figure of 8s. 6d. per ft. has been suggested, which would, of course, be totally uneconomic when applied to garages and warehouses. In anticipation of this situation arising, plans are being made for the ultimate transfer of the major portion of their headquarters from the centre of Glasgow. Another problem which McIntoshs,along with other operators in the area, will have to deal with in the near future is the direction of new industries to their district. These include the new factory of the British Motor Corporation at Bathgate and the branch of Rootes, Ltd., at Linwood. Obviously, when these and similar factories assume full production the already difficult labour problem affecting removers and hauliers will be increased. Mr. McIntosh tells me that, whilst they are fortunate in having a good proportion of experienced and long-serving staff, it is becoming more difficult to recruit men of the standard they require. In this connection the setting up of a pension scheme for their employees has been considered, but rejected as impracticable whilst the present high rate of staff turnover continues.

Referring to competition within the industry, and despite being an obvious and successful example of private enterprise, Mr. McIntosh considers that the continued existence of an organization of the size of British Road Services provides a valuable stabilizer to the industry. In particular, B.R.S. (Pickfords), are an efficiently run removal organization and must be accepted as a substantial competitor. It is, however, in Mr. McIntosh's view, the multiplicity of small men with little real knowledge of their true operating costs, who cause the greatest damage to the industry by running at totally uneconomic rates.

Expanding Company Whilst inspecting the depositories of the company with Mr. J. S. Stewart, director, further evidence of their ability to expand their activities to meet the requirements of modern trends was revealed. Adjacent to their 225,000cu-ft. depository situated on the banks of the Clyde at Centre Street, Glasgow, C.5, spare ground has recently been converted into a main filling station, with the pumps being rented by a leading oil company, whilst MeIntoshs provide a valeting service for vehicles, in addition to parking facilities.

Consistent with the extensive period of operation by this long-established remover, their transport manager, Mr. Arthur R. Wilson, has held that position for 35 years. He tells me that, in line with his own record, 15 of their employees have service records ranging from 15 to 35 years. Despite a higher rate of turnover than they would prefer, about 80 per cent. of their overall staff have been with the company for three years or more.

Relative to their future labour problems and elaborating on the continuing rehousing now being undertaken in the Glasgow area, Mr. Wilson anticipates that many of their own staff who are at present within reasonable distance of their employment may be compelled to undertake longer journeys. When such a situation arises it could IN such employees might find travel to the new factories as Bathgate and Linwood (25 and 10 miles respee from the centre of Glasgow), more convenient to particular needs. In the meantime, however, there N the problem of readjustment that will inevitably arisi the rehousing of the McIntosh concern itself in the ou of Glasgow.

At present, of the 55 vehicles which make up the 34 operate on A licence, two on contract .A, thr B licence and 16 on C hiring margin. Their own f. vehicle is also operated on C licence. As mention Mr. McIntosh, around 60 per cent. of their traffic ci of household removals whilst the balance is also I concerned with the movement of furniture and hou equipment.

Manufacturers' Storage In addition to the use of the depositories by j householders, manufacturers also make use of Ma warehouses for the initial storage of their produ, arrival from areas south of the border prior tc redistribution to retailers. In one instance a mantth also rents space in which to accommodate his department for Scotland.

Despite the almost universal acceptance of radi television in the home, there is still a surprising amc traffic to be done in the Movement of pianos wh already mentioned, has always formed part of Mel traffic.

The 16 vehicles operated under C hiring margin 5 central warehouse in Glasgow, three of them being in Glasgow itself and a further three in Hamilti vehicle is based in each of the following towns: Coat Dunfermline, Edinburgh, Falkirk, Galashiels, Gre Kilmarnock, Stirling, Paisley and Ayr. The work o vehicles consists in replenishing their own shop store which they then make local deliveries in their own at Because a remover's chief loading problem is capacity rather than weight, vehicles are usually I service for longer periods than would be normal in ; haulage. As a result, removers' fleets often include range of vehicles, both as regards make and type McIntosh fleet consists of 19 B.M.C. vehicles, 15 Be 13 Albions, 3 Seddons, 2 Fords, 2 Jensens Morris-Commercial. Of these, 52 are fitted wir bodies, whilst the remaining three are platform I used for the conveyance of lift vans to the Highlar Islands, and to the docks for export.

The carrying capacities of these vehicles rang 2 tons to 7 tons, most of the A-licence vehicles b arger type. Correspondingly, the cubic capacities of the vary from approximately 600 Cu. ft. to 1,600 cu. ft. 1st Mr. Wilson agrees that there is probably little tional increase in operating costs involved in running ,000-cu.-ft. van, it would not prove a practical losition for many of the removals which they have to Ttake. Within large areas of Scotland there are severe ations on the maximum height of a vehicle due to the ence of low bridges.

!spite this variety of types and makes, some standardiin has been achieved as regards the fuel used and 47 he 55 vehicles have oil engines, Bodies have been tructed mainly by John Gibson and Sons, Ltd., burgh, 6, and are largely of standard specification with transparent panels and artificial lighting in the roof. 'me of the chassis have been extended by approximately 9 in. by the Bramber Engineering Co., Ltd., Glasgow, involving the addition of an extra propeller shaft. Six Le latest B.M.C. vehicles have been fitted with Tecalemit matic chassis lubrication, involving the use of nylon ig, which is giving every satisfaction.

r. Wilson tells me that, rather surprisingly, the heavier.?.d vehicles employed on long-distance work return a T tyre mileage than smaller vehicles on local delivery, ite the former's higher average speed. The respective ige mileages are approximately 40,000 and 20,000, A the tyres used are mainly India and Michelin X. e mileages, however, are purposely kept to a conservafigure so as to provide adequate casings for their policy :moulding whenever possible. This is undertaken by soles and Regent, in addition to the tyre manufacturers.

e total labour force employed by McIntoshs includes -ivers and porters, five maintenance men (including a !nter engaged on body repairs) and 14 office staff. Jse of their long association with Glasgow, they have involved over many years in the migration of lation from Scotland to the south, and particularly to .ondon area. As a result, the concern of Conder and Lit, London, N.8, was acquired between the wars and operates under the name of McIntosh, Removers Ion), Ltd. This provides a convenient depot from 1 return loads can he arranged. Additionally, there is n London the associated companies of Alfred Bishop Son, Ltd., and Slemmings Depositories, Ltd., B services are available to facilitate the economic dination of traffic.

proximately 600 to 700 van loads are moved between rlasgow area and England during the course of a year n order to maintain a regUlar service approximately hides are involved at any one time.

Regarding the recruitment of drivers, Mr. Wilson prefers that they should not be too old as physical fitness must obviously be an essential requirement in the removing trade. Driving tests, as well as a thorough examination of an applicant's credentials, are made in every case, but it is becoming inCreasingly difficult, Mr. Wilson tells me, to obtain the right type of driver.

Because of the redevelopment now in progress of the central area of Glasgow, any modernization and re-equipment of the maintenance depot at present situated in Argyle Street, Glasgow, C.3, has had to be shelved until plans for the ultimate transfer of the McIntosh headquarters to the outskirts can be finalized. During the interim period bodies are nevertheless reconstructed in the existing maintenance shop, which measures approximately 120 ft. by 75 ft.

In addition to the depository at Centre Street, there is also one near the headquarters situated at McAlpine Street, Glasgow, C.3, with a capacity of 175,000 cu. ft., which houses the manufacturer's service depot already mentioned. Alongside this depository there is a large open yard approximately 80 yards square which can accommodate a good proportion of the fleet.

No mechanical handling equipment is employed at either of these depositories, as it is considered not readily adap:able to the furniture trade. Moreover, the loss of warehousing space through the widening of alleyways to permit the use of such equipment results in a loss of revenue which is not recouped by more efficient handling, even if this is, in fact, achieved.

Mr. Wilson insists that their whole approach to the policy of maintenance is that they are not in business as mechanics. Whilst it is his job to operate the vehicles as efficiently as possible as regards the loads they carry, they consider that it is in their best interest to do as little maintenance as possible themselves and make the maximum use of replacement units and outside services.

Considerable emphasis is, however, placed on regular and expert checking of vehicles to Ministry of Transport standards as a preventative in the interests of both safety and efficient operation. In this connection, long-distance vehicles have a complete examination every seven to 10 days. This, in turn, is dependent to a large degree on the accuracy of the driver's report which, 'again, is determined by the standard of labour it is possible to obtain.

According to the type of work on which they are employed, annual vehicle mileages range from 12,000 to 45,000. After a vehicle has spent approximately eight years on long-distance work it is transferred to local delivery, on which it completes its total Ilfe, varying from 10 to 15 years. Some of the Albions have now run over 1m. miles.

As an indication of how a sample load is dealt with by their traffic department, the originating instructions cauld be received from the customer either by letter, telephone or personal call. An entry is then made in the office diary and a suitable vehicle allocated to undertake the work.

When a driver's work has been made up for the following day, foul copies of his instructions are typed out and, assuming the load is bound south of the border, one copy is sent to the London. office, on which the leaving time is entered as an indication Of the probable arrival time. A copy is given to the driver and two retained at Glasgow.


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