N.A.F.W.R. Conference
Page 52
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Not a Job for the Office Boy
Importance of Accuracy in Completing A-licence Application Forms : Effect of Normal User
OPERATORS of A-licence vehicles were warned at Whitley Bay, last week, not to let their office boys fill in the forms for licence renewals. Mr. T. H. Campbell-Wardlaw reminded the conference of the National Association of Furniture Warehousemen and Removers that the answers given on these . forms decided whether or not they stayed in business as hauliers.
In his paper on "Licensing," Mr. Campbell-Wardlaw said the principles governing newcomers and established operators, which were laid down in the early days by the Enstone and Ridgewell appeals, had dominated the licensing scene, and the position was little changed.
More recently, the Knight appeal, dealing with normal user, had reaffirmed that on renewal operators had to show that their vehicles were regularly and fully employed, and that there was no material change in the business. How far changes of user would be investigated he could not forecast, but any fundamental departure from the declared user was a ground for refusing a renewal and would place the applicant virtually in the position of a newcomer. Particularly where the British Transport Commission had knowledge of such a change the haulier must be in a position to justify it.
C-licence operators were becoming interested in carrying for hire or reward to avoid empty running and on the face of it, it appeared common sense. But any wasteful competition was a serious matter for the haulage industry.
The Transport Tribunal had said that only if there were no reasonable facilities to carry a trader's goods outward could an application to bring back return loads on their own vehicles be justified. Otherwise, objections should be pressed.
Mr. E. White, Birmingham, said many special A-licence operators had bought Luton vans and had gone into the removal business. The trade would like to oppose many renewals, but he wondered where evidence could be obtained of the original user.
Mr. Campbell-Wardlaw replied that the position was still obscure and it was difficult to say whether objections to special-A renewals would he feasible. If it could be proved that there had been a complete change of normal user from the original there would be good grounds for objection. .
Making the Job Attractive
I N .a paper on "Labour Relations," Mr. D. R. Pearce, Army and Navy Stores, pointed out that furniture removals required experience and training, and were not like ordinary transport. There n18 were many important matters other than pay which affected labour relations, and greater attention should be paid to promoting pride in work, teamwork and enterprise.
Did the trade demand vehicles and equipment of which the men could be proud, he asked. Were offices and warehouses sufficiently attractive, and was the standard of service constantly being improved?
Statutory conditions of employment were a minimum, and employers still had freedom of action respecting such things as extra holidays, sickness payments, pensions, provision of protective clothing, and rewards in special circumstances.
Because of variations in the size, methods and work of member companies, and of the problems arising from the relationship between the unions and industry, it seemed impossible to arrive at a national arrangement covering all the points they would like.
Nevertheless, this might be to the public goad and to the advantage of employees, for it left room for movement and choice, according to efficiency, price and personal ability—important benefits which could arise only out of private enterprise.
Members' charges were reasonable, having regard to the complicated and expensive service provided. Costs had to be watched, however, and much could be done if prudence were exercised and if careful attention were paid to expenses. The matter of adequate costing, practical systems of accounting and reasonable charges were not by any means remote from labour relations. Indeed, they were pertinent factors.
Members could not ignore the tendency for regular wage increases in other industries, nor the repeated efforts of the unions for a 40-hour week. Bearing these factors in mind, it was obvious that in order to meet possible increases in labour costs they, as a trade, must considerably improve their interest in the problem of costing.
Mr. Pearce said they were greatly interested in pensions, but having regard to the long-term policies involved, and as there was a likelihood of Government action in this field, they proposed to take no further steps at present.
Oilers are a Good Investment
T"papers on oil engines by Mr. L. J. Cotton and Mr. C. J. Claridge, which were reported in The•Commercial Motor last week, brought comments from Mr. W. Izard, R. W. Weekes, Ltd., Tunbridge Wells.
He said that as chairman of the 1454 oil engine sub-committee, he had reported that up to 12,000 miles per annum, oil engines were of no advantage. However, the question of 30 m.p.h. for vehicles under 3 tons had a big bearing at that time, and it was difficult to get oil engines built into pantechnicons without interfering with makers' specifications.
Because of the nature of pantechnicon bodies, it was not advisable to depreciate over a longer period than 10 years, and with an oil engine operators should get 120,000 miles without major engine repairs. Oil engines could now be bought for as little as £.100 more than petrol engines, or up to £300 more, and it might well pay to get a more expensive body to last out the engine.
At present prices, at least £250 more capital outlay was needed, but it was a better investment and a more reliable mechanical unit. With 5-ton petrol vans, costing about £1,825, as against £2,025 for an oiler, the saving over 12,000 miles with an oil engine was in the region of l+cl. a mile.
[Papers by Mr. A. N. Blackwood on removals to the Scottish islands and by Mr. C. Fee on "Training Within Industry" were reported last week. They were not discussed.)