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Scope of R.H.A. Pension Scheme
Page 109
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MAY 1 congratulate you on the article about pensions "I for road transport workers (The Commercial -Motor, August 31). Your approach to the subject is objective and must, therefore, be of interest to the sponsors of the scheme.
As to whether a pension scheme attracts or retains employees, there is a tendency in insurance quarters unduly to emphasize this aspect, except, perhaps, where there is an excessive turnover Of employees, but it would be wrong to dismiss it. Until there is much more pensionable employment in the haulage industry, the employer operating a pension scheme must have an advantage in maintaining a staff of employees of the right type.
It is self-evident that the employee who values pension rights is more likely to remain in the same job than the one who does not, other conditions of employment, being equal. I agree with the employer who suggests that a pension scheme should be accompanied by good wages anti working conditions if the best employees are to be retained, but if the best conditions cannot be secured at once, surely the establishment of a pension scheme is :t step in the right direction?
The suggestion that a contributory pension scheme can have the opposite effect, by encouraging employees to leave service merely in order to withdraw their contributions, is not a serious factor, as such cases are negligible. It is, .however, an argument against (a) giving pension rights to those who are unlikely to remain in the. same job in any circumstances, and (b) the practice under some schemes of refunding, on withdrawal, the employees' contributions with compound interest.
It is interesting to read of the two employers who experienced entirely different reactions from their workers when offering them pension rights. The experience of the one who received an " overwhelming " response in favour conforms more nearly with that of the general experience. I am told that in cases where the scheme is explained to the employees by an insurance official the average proportion of acceptances is as high as 90 per cent.
On those points raised relating to the Road Haulage Association scheme I would like to point out;—
(I) Operators with 20 or more pensionable employees can have a scheme formulated to suit their particular requirements. If required, this can be designed on a salary and length-of-service basis.
(ii). I respectfully suggest that your informant overestimated the amount of administrative work involved on the part of the employer, even for 100 workers. Once the scheme is set up, the deduction of the employees' contributions of 3s. from wages each week is a simple routine matter, and the payment of total contributions to the insurers, if monthly, is by banker's order. Withdrawals, deaths and retirements take time to deal with (under the close guidance of the insurers or brokers), but these occur at infrequent intervals in the great majority of schemes with which we, as insurance brokers, are concerned.
OW As you rightly point out, to have fixed the normal retirement age at 60 years would have increased the cost beyond the, economic reach of most operators, but the scheme provides for reduced pensions to be taken
in individual cases on retirement before age 65, which should cover instances where alternative employment cannot be offered. In cases where the employment of drivers until age 65 may be out of the question, I suggest that the operators approach the R.H.A. for information as to a special type of scheme which is available.
would like to say in conclusion that the R.H.A. is most anxious to assist its members on the subject of pensions and will readily give impartial advice on any aspect of the problem.
London, E.C.2. A. L. EDWARDES, F.C.I.B., Director, Ernest A. Note utt and 'Co., Ltd
More Points on Oil-engine Reversals
I AM most grateful to G. Harding for contributing I further information, in your issue dated August 24, relating to the reverse running of oil engines. His figures obtained on an A.E.C. 9.6-litre engine serve to illustrate that there are two injection points on all injection-pumpcam forms, one for each direction of rotation. Consequently, even in the case of a symmetrical form, injection does not take place, as I stated in my article, at the same number of degrees before top dead centre when the engine is running in reverse. Nevertheless, an engine with a symmetrical pump-cam form will run in reverse, especially if it is designed with an air-cell combustion chamber.
The reason why oil engines do run backwards is the similarity in the sequence of events. if, when contrarotated, injection took place while the exhaust valve was open, the engine would not run in reverse.
In referring to the symmetry that exists in both directions of rotation, I was not suggesting that oil engines will run equally well in either direction. By accusing me of making this implication Mr. Harding is guilty of the failing of so many critics, of reading more into the author's words than was ever intended.
London. W.7. JOHN SAVAGE.
How to Stop a Runaway" Oil Engine
I WAS very interested in your article of August 3 on WAS
engines " revving " backwards, but believe that there are other reasons why oil engines may overrun or reverse.
I have found that the easiest and most practical way or overcoming this trouble is to .fit .an emergency tap at the inlet to the fuel pump, or at a point between the last strainer and the pump.
A small but prominent notice in the driver's cab. saying that an emergency tap is near the fuel pump, to be used if the engine becomes uncontrollable, would remind the driver of the action he could take in the event of such an emergency. It might help greatly in avoiding damage to the unit or its surroundings.
Great Yarmouth. C. W. NORMAN.