OPINIONS and
Page 53
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UERIES
THE CAPACITY OF CUTHBERT MACHINES WE have read with interest, in your issue dated Novem" 22, Mr. Cuthbert's letter referring to the capacity
of Cuthbert machines, and we would most readily agree that they are capable of greater production than that quoted in "The Commercial Motor" Of November 1. The figures given were averages over a long period, and included various stoppages, such as absenteeism. There is also a system of inspection which includes testing and measuring bearings while the engine is still mounted on the machine, and this, of course, slows down production.
In fact, we can quote the following figures taken from our records: One experienced operator completed 94 engines during one month, working only five days per week, and another completed eight engines in one day 01 10 hrs. Engines included in these figures are of all types, both oil and petrol.
We have every confidence in recommending these machines, both the connecting-rod borer, of which we have five, and the main line borer, of which we own 13. In support of our recommendation we would point out that we have a further 10 machines on order.
J. M. TOLTON.
(For Phoenix Crankshaft and Bearing Co., Ltd.) Rickmansworth.
A VIEW ON THE CLOSED SHOP MANY people are agitated about the alleged dire
effects which would result from the principle of the 100 per cent, trade-union shop. One would think that some entirely new movement had arisen, instead of it being merely a step in the evolution of an old policy. As a matter of fact, this latest move may turn out to be the only way to check the deterioration that is creeping over the workers in all industries, with its serious threat to the standard of living.
The disquieting drop in the output per man is due to several factors, three of them outstanding. The first is the aftermath of the Essential Works Order, which made it almost. impossible for the employer to discharge an unsatisfactory worker. Anyone experienced in supervision knows how one lazy or awkward man can contaminate many, and once the rot sets in the remedy has to be drastic. It so happened that the one potent cure was, by this Order, formerly forbidden to employers.
The second cause of the lowering of output is undoubtedly the shortage of food, which, even if it can be supplemented by restaurant or canteen meals, leaves the workers listless and irritable. This has become a vicious circle, because unless the workers can produce more it will be difficult to improve the food position.
The last and most important cause of dissatisfaction amongst the workers is the feeling that they are being cheated out of the results of their labour through the operation of a second form of currency, in the shape of points, coupons and dockets; thus, having received their wages in cash, they are prevented from exercising a choice as to how they shall spend them. This is, of course, a passing phase, which will be rectified when more goods become available; but we cannot lose sight of the effect on the workers and their wives, who have to contend with all the difficulties.
War weariness also makes workers tend to reject all appeals. They ask, "What is the use?" As this question bears on the ultimate purpose of life, it is better left to the philosophers, who have pondered the subject for centuries without reaching a conclusion. It will be sufficient if we find the answer to our present perplexities in time to ensure our survival
It is more than possible that the move to insist on the closed shop may result in the trade unions becoming responsible for discipline in industry. While a minority was allowed to remain outside the unions; such action was obviously impossible, because the main efforts were directed to maintaining and increasing membership. Only trade-union officials know the struggles and compromises that have been made for that one purpose. Time and money have sometimes been used to screen undesirable members from the employers' one remedy of discharging them, merely because they could not bear to lose such members or allow their -prestige to suffer.
The new position would seem entirely to change the function of the unions, for they will no longer have to worry about lapsed members. Their main concern will, it is hoped, be the faithful carrying out of the agreements that have teen made with employers, and any member or group failing in this duty would then confront a more formidable discipline from fellow workers than even the employer has been able to inflict.
London, S.W.15. F. PLEDGER.
WANTS TO START A TAXI BUSINESS
WILL you please inform me as to how to start a small taxicab business, and if it will soon be possible to buy new streamlined cabs. Are there any special regulations connected with the starting of such a business?
B.A.O.R. D.C.
[We are afraid that it will be a considerable time before it will be possible for individual operators to purchase new streamlined cabs. This may be a matter of years, as undoubtedly many companies and other buyers have already placed orders. The regulations controlling these vehicles vary considerably in different parts of the country. There are special ones for London, and they are the concern of the Public Carriage Department, Scotland Yard, which also examines candidates in their knowledge of London. Individual cities and towns have their own, and you should apply to the chief constable of any particular area in which you wish to operate. In some places, cabs vary little from private cars except that they are equipped with taximeters. Herein lies another difficulty, for such meters are also in short supply.—ED.]
A SERVICE FOR SMALL TRADERS I AM starting a small transport business with an Austin I 10-cwt. van. It will be used for delivery work in connection with a number of small firms who have no transport of their own. Information concerning the position regarding licences is required. I have had a car driver's licence, group 1, for a number of years, but am wondering if anything else is necessary, also whether it will be possible to obtain the
necessary petrol. J.H.B. London, S.W.14.
[For this class of work you will probably require an A licence, although a B-type might suffice. For either you should apply to the Metropolitan Traffic Commissioner, Romney House, Tufton Street, London, SW. I. Your application will probably be heard in a Traffic Court. If it be sanctioned, the Commissioner will inform you as to where You must apply for your petrol supply. There is no difficulty in obtaining reasonable quantities. As regards the licence for driving, the one you have will suffice.—E1).]