Drivers Not Scarce in Scotland

11th November 1955, Page 128

11th November 1955

Page 128

Page 128, 11th November 1955 — Drivers Not Scarce in Scotland

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WITH great interest and some amazement, I have read your leading article headed "The Wheels Stop '-' in your issue dated October 21.

To me, the wages and conditions referred to are far superior than in this area. I am a married man with a family and my present wage is nothing near that given as the minimum of the particular driver mentioned

(£12 10s.). I am driving a lorry for one of the nationalized industries, my work also involving loading and unloading, and when not driving, I have to labour with the rest.

I would certainly willingly consider a job at £12 I0s. and would be glad to know the names of any concerns who would give consideration to a driver who is keen on the job and brought up on it.

In my case, there is a guaranteed 44-hour week and little chance of overtime. That is the reason I am writing to you.

I would like to add that I have been reading your journal every week for months past, but have never seen, under "Situations Vacant," requests for drivers. Surely if they are so scarce, the concerns needing them should advertise and I am certain that they would get many replies.

Castle Douglas, Scotland. WILLING HORSE.

Politicians Should Get On With the Roads

CONGRATULATIONS to Mr. A. R. Wilson (The Commercial Motor, October 28) for his wellreasoned reply to Mr. Ernest Davies' suggestions regarding the employment of C-licence vehicles for return loads (September 30).

Is it not time that politicians got on with the task of improving the roat'ways of this country and left the operational side to transport men? It seems to me that Sir Winston Churchill's famous slogan, "Give us the tools " should now be amended to "Give us the M.P.s who will give us the roads."

If our politicians do not get on with the tasks they are paid to do and stop interfering with private business, there will soon be no one left to pay, the fantastic taxes which are heaped upon us_

Trowbridge, Wilts. E. W. PRESTON,

M.I.R.T.E., M.I.Plant.E,

CONTRARY to what appears AO be a small amount of belief in some quarters, I cannot bring myself to consider the statement propounded by Mr. Ernest Davies concerning C-licence vehicles to be anything else than hare-brained.

I do not think that it will increase his popularity amongst the operators in this sphere, particularly as the scheme was coupled with an apparent personal threat that there would be no licensing of vehicles if there were no return loads.

It may not have occurred to Mr. Davies that the average C-licence holder keeps his vehicles for the following reasons:—(a) convenience, (b) expeditious +despatch of his commodities, (c) safe transit and protection from pilfering, (d) the right to use the transport of his choice at a moment's notice.

It is also possible that many private fleets of today owe their existence to the fact that when there was F14 almost full public ownership of long-distance vehicles, the service left so much to be desired that, in sheer desperation, many companies purchased their own vehicles and still have them.

Mr. Davies also refers to "public road haulage." Does this mean that he recommends a form of nationalization of the C licensee?

It would seem that if the C licensee is to be given .almost carte blanche to carry for hire or reward, the whole licensing system would break down and there would be no need for the traffic courts.

Mr. Davies must be patient until the next General Election, but even then it is to be hoped that his pipedreams will not become'reality.

Hounslow, Middx. W. F. YORALH.

Oil Engines for Local-delivery Work?

T. READ with interest the article in your issue dated September 9, dealing with the fleet of Bakers, Ltd., Durban, particularly as some of the problems there approach very closely to mine.

The average vehicle in my fleet is a 307ewt. van on local-delivery work, the total weekly mileage beIng between 200-250 for each vehicle. My problem is to discover whether an oil-engined van or one with a petrol unit would be the more economical for. this type of usage.

In the article referred to, the chief engineer of the company commended petrol vehicles for local-delivery work where the weekly mileage was low as in my case, but he gave no reasons. He admitted a saving in using oil fuel but said that an oil engine was not economical in this work for under 800 miles per month.

In your Tables of Operating Costs, you show that the total cost of operation per week for an oil-engined 2-tonner doing 200 miles is £14 Is., whilst the similar figure or a petrol vehicle is £16 8s. I presume that those for a 30-cwt. vehicle would be relative.

My difficulty is to obtain reliable and conclusive data for making a decision concerning these lighter vehicles on local-delivery work.

A survey by a local concern for a fleet owner gave the following results, they were for 26 miles per day, doorto-door delivery in a running time of eight hours:— Continental petrol van, 11 m.p.g.; Make X 30-cwt. oilengined van, 24 m.p.g.; Make Y 30-cwt. petrol van, 7 m.p.g. The corresponding figures for a normal long run should be 33 m.p.g., 38 m.p.g. and 18 m.p.g. respectively.

The consumption figures for the long runs are reasonable, but I did not realize that those for the oil engine on short running would not decrease in proportion to those for the petrol unit; is this the general experience?

In brief, my problem is whether a petrol or oil engine. is more economical in the lighter range of vehicles (1 to 2 tons), assuming a weekly mileage of 200-250 for (a) door-to-door delivery, and (b) deliveries to local branches and depots.

IRISH READER.

[There are many arguments for and against use of oil engines on such work and some operators have certainly achieved •a measure of economy With them. Perhaps readers who have operated both these and petrol. units for similar duties will give their. experiences.—Eo.]