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OPINIONS and QUERIES

24th April 1936, Page 52
24th April 1936
Page 52
Page 53
Page 52, 24th April 1936 — OPINIONS and QUERIES
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Which of the following most accurately describes the problem?

SHOULD ANCILLARY USERS AND HAULIERS OBSERVE THE SAME WAGES?

[4790] Unity of action is certainly ideal, worthy of every effort for achievement. I do not belong to any association in the merger, being well satisfied with a local association affiliated with the National Employers Federation and the Automobile Association, but I would certainly do all in my power to encourage working together in an effort to attain and maintain a clean, healthy industry, able and willing to go to the Ministry and demand a square deal.

I have no use for the man who will not pay his share and belong to an association, but I would not like to suggest that it be a condition of his licence that he belongs to an approved body. We have enough conditions already. One condition is fair wages. What a farce Have we 25 per cent. of operators observing wages and conditions and who cares? A look at many of the men and boys is sufficient to give an idea of their pay sheets. I suggest that the underpaid and overworked driver is responsible for the greater Share or the accidents that we hear so much about.

Our "Enemy No. 1" is still rate cutting. Rate cutting to any extent can be maintained only by low wages and long hours. Only when every employer is made to observe wages and conditions shall we start to solidify our ranks, put up a fight for better conditions, and get nearer unity. I would suggest that 100 per cent, of those operators outside associations are not observing the wages and conditions and are laughing at those who pay up and look as pleasant as possible. I say either get them in or freeze them out altogether.

We hear much of railway unity, but what is it? Four railways can easily be united. The railways have thousands of shareholders who have little say in the management. The road-haulage contractors are numbered in thousands of units, who have very varied ideas. To get unity among thousands of operators, large and small, is a very different matter.

Do not be gulled into helping the ancillary user to work against Aand B-licence holders. Remember that unity will be multiplied more than twofold if the ancillary user has to come under our banner. We can then fight and win. Perhaps I am selfish, but I welcome the threat to ancillary users. I hope that they get as much opposition as Aand B-licence holders and the same wages and conditions. They\ did not assist Aand B

JAN licence holders and, moreover, they are our employers. They have more favourable conditions of labour than we have and can get an additional vehicle when they want it. In some cases they have bought additional vehicles because the A-licence holder requires better rates, doing good work although going up hill most of the time.

I do not want to depreciate the work of the C.M.U.A., the A.R.O., etc. All are vitally necessary, but we still have some local associations which are not a potential danger. We shall make a big move towards unity when all, the ancillary user and Aand B-licence holders, observe the agreed wages and conditions. We can then unite for the final victorious fight against road oppression.

The railways have lost much traffic through their own indolence and the autocratic manner with which the business has been carried on. They effectively squealed to the Government and police for aid and had to unite for protection. Now it is our turn, and I believe that, in spite of the great number of individual operators, we shall unite for self preservation, brought about because of persecution, opposition and threatened annihilation. ALL PUT. Sheffield.

NORMAL OR FORWARD CONTROL?

[4791] I was very interested to read the provocative letter (No. 4780), by " Pro Bono Publico," in your issue dated April 3, on the subject of engine position in current commercial-vehicle chassis.

It would appear that your correspondent has overlooked some of the fundamental factors which govern commercial-vehicle design and use, when making such sweeping statements in regard to bonneted vehicles.

Years of experience have decreed that, for the present, the power unit is best placed at the front of the chassis, and the accepted design has provided it with a compartment of its own of sufficient size to ensure efficient cooling and accessibility. Side by side, of recent years, there has developed a number of overtyPe chassis, providing greater loading space, it is true, but at the sacrifice of, in many cases, the driver's comfort and engine accessibility.

There is no denying the fact that the accepted type of power unit does not lend itself to being housed in the centre of the driving compartMent, and so long as this type of unit is in use there would appear to be every argument in favour of the bonneted type of vehicle. Anyone who has had the misfortune to conduct repair and maintenance operations on forward-control vehicles votes overwhelmingly in favour of bonnets, so "Pro Bono Publico " must convince manufacturers that the advantages of the type he favours outweigh the manifest disadvantages of the overtype product.

The views of other operators would be extremely interesting. LOGIC. London, W.1.

NO BETTER METHOD OF TRANSPORT COSTING.

[4792] In my present position I am using, for transport castings, the method described and shown by you in The Commercial Motor dated January 18, 1935.

In its use so far it has been entirely satisfactory, except for one point upon which I am not quite clear.. Concerning the columns, "mileage charge" in respect of tyres and maintenance, did you intend these to serve as a guide or to be the actual charges to be included in the total—to the exclusion of the other charges continued under their respective headings?

I should like to take this opportunity to mention that nothing has ever before been used by my firm for transport costing which so clearly shows the actual facts as does this method, which is duly appreciated by

my superiors. J.F. London, N.7.

[The columns " mileage charge" in respect of tyres and maintenance are inserted to enable the operator to keep himself informed, from the commencement of use of a vehicle, of its probable total cost, which is something concerning which he would have no information for some time, not in fact, until he began to replace the tyres and pay for substantial overhauls. The general practice is to make use of those columns for the purpose of arriving at costs of operation, completing the other columns showing actual expenditure, but not making use of them except at intervals of a year, or sometimes two years, when they are totalled and the average figure " mileage charge " amended accordingly for the ensuing year or two years. Some operators make no amendment whatever until the vehicle is disposed of. They then check the actual expenditure against the estimated, so as to have the figures as a guide for future estimates. Again, in . presenting accounts for auditing at the end ol the year, the figures for actual expenditure and not the estimated would be used. I thank you for the kind things you have to say about this scheme of costing and am pleased to have been of service to you.—S.T.R.] MORE ABOUT THE POOLE HIGH-DRIVER BUS.

[4793] I would be grateful if you could explain how the driver of the Poole special double-decker bus would be able to see a private car from his elevated position, if it were closer than about 15 ft. from the back of his own vehicle, also how he would be able to give the " you may pass me on my. right" signal from his

central position. P . G. S. Epsom.

[No difficufty presents itself in connection with the driver in his central position noting advancing traffic from the rear—a suitable system of mirrors, or periscopes can easily be adapted clearly to transmit this to him. With reference to there being difficulty in giving the "came on " signal to overtaking traffic, the old and out-of-date method of waving the arm would, in any case, be discontinued on a modern vehicle of this, type—especially in view of the fact that it is well-nigh impossible to discern this action at night. Electrically illuminated signs under the control of the driver would be installed at the side and rear to warn other traffic of his full intentions.— J. A. POOLE.]


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