Keep Mobile Shops Rate-free
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WE are writing to protest against the resolution of the " national executive of the National Union of Small Shopkeepers, advocating that—unlike any other type of delivery vehicle—mobile shops should pay rates (as reported in "The Commercial Motor" of December 12).
It should be remembered that most mobile shops are operated by traders who are already owners of one or more established business premises, and who are, therefore, already ratepayers. If they prefer to use a mobile shop for their retail deliveries, rather than an ordinary van, this is an indication of the efficiency and attractiveness of this method of retail distribution.
As with the self-service shop, but in its own way, the mobile shop reduces the cost of labour in relation to turnover, while enabling the housewife to have all the facilities of a fully stocked shop at her doorstep. It is a service appreciated by the public and, therefore, profitable to the trade.
It would serve only to hamper all progress in this country if we were to use our legislature to penalize those who are sufficiently farseeing to improve their methods and their efficiency. After all, it is open to any retailer, large or small, to follow the example now set by the progressive few.
H. W. HEYMAN, managing director, Smith's Electric Vehicles, Ltd. Gateshead-on-Tyne, 11.
Delay Not by B.T.C.
IN his letter which you published on December 12, I Lewis G. Pritchard stated that his road haulage business had been taken over in 1948 and that he is still waiting to hear what they propose to pay him for it. Mr. Pritchard implies that we have been holding up the settlement of his compensation for more than three years. As he has altogether misrepresented the position, I feel your readers should know the truth.
Mr. Pritchard's business was taken over under the present Act in August, 1949, not in 1948. He failed to supply us with the final accounts of his business until some three years after this had been transferred, and clearly any purchase of goodwill, etc., must be based on audited accounts. •As soon as these were received the necessary professional work and negotiations began, and Mr. Pritchard's solicitor wrote a month ago saying that his client would accept the sum suggested in full settlement of all claims.
J. H. BRUNER, British Transport Commission. London, S.W.1.
Value in "Scrap" Tyres
FOR some time I have been reading with much interest the series of articles entitled " Solving the Problems of the Carrier" by your contributor S.T.R., which series I find, as a C licensee and frequent user of public and private haulage services, of absorbing interest.
In a recent article S.T.R. dealt with the complicated -pioblern of assessing tyre cost and described several H16 methods, each of which appears to be designed for the specific needs of different business undertakings. To my surprise, however, I did not find any mention of scraptyre values. This figure should, in my opinion, be recorded, for it can play an important part in the total cost of tyres per vehicle over a given mileage, as well as in the operating cost of the vehicle or fleet.
Without wishing to advertise the fact, I feel bound to state, in support of my argument, that my company often pays as much as to £2 each for discarded tyres. Whilst it is true that, in some instances, used tyres are still disposed of to collectors at extremely low figures, the value of dealing with a concern which specializes in the collection of used and scrap tyres on a regional or national basis cannot be overemphasized.
London, E.C.2. D. It.Lovv, Director, Ferdix Rubber (London), Ltd.
A Question of Purchase Tax
LATE in 1950 we took delivery, for re-sale, of a new Leyland Comet and a Commer Q4 tractor chassis, on which we mounted ballast-box bodies.
Neither vehicle was of a load-carrying nature and both were to be used solely for pulling four-wheeled trailers— we would like to emphasize that the tractor units did not form parts of articulated vehicles, i.e. they did not pull semi-trailers. The two were duly delivered and a query has now arisen as to whether purchase tax should have been paid on them. in notice 78Q paragraph 5 (d), tractors are referred to as exempt, on the other hand in paragraph 9 (c), it says provision is made for remission of tax where a coachbuilder builds a vehicle which is wholly exempt (other than a tractor)." To us it, appears that one paragraph contradicts the other and we would appreciate your advice in this connection.
Liverpool. • J.M.D.
[Our legal adviser says it seems that the general and unalterable rule is that tractors -clo not bear any tax, i.e., are "wholly exempt from vehicle and chassis tax." 41t is po-ssible, however, for a vehicle of another kind to be wholly exempt when complete with body, but subject to chassis tax before a body has been fitted. Therefore, bodybuilders are enabled to recover any tax they may
. have paid out in respect of the chassis when they have finished turning it into a vehicle wholly exempt. Tractors and locomotives are not included in paragraph 9 (c) because at no stage do these bear tax, i.e., not as chassis or complete vehicles. Paragraph 9 cannot override paragraph 5, as 9 is merely of an advisory nature—ED.]
Low-height Double-deckers Unpopular '
I HAVE followed the correspondence about fivecylindered engines and I feel that, except for those" in the know," the average passenger does not worry about the number of cylinders for the engine.
One thing the passenger doe's complain about is the low-bridge double-decker, and I have seen many people wait for another bus rather than travel on a low-bridge type. I had hoped that the Bristol " Lodekka " would come into production, but it seems to be delayed, as, except for the two prototype chassis, nothing more has been heard of it.
I agree with your correspondents about the " improved " appearance that the full front is supposed to give to a single-deck coach. To my mind, the Duple body on a post-war Leyland or an A.E.C. Regal III was the acme of coach beauty.
The idea of hiding the post-war radiators behind "tin fronts" puzzles me, as it does nothing to improve visibility or ease maintenance, whilst it spoils the individual appearance of the handsome radiators fitted since the war by the leading manufacturers. In the case of the Leyland, Bristol, A.E.C. and Daimler, the post-war radiator was a shapely thing and an improvement on the pre-war version.
Can any of your readers tell me why Major Hayter asks for a lengthened wheelbase for double-deck buses, claiming that it would be more comfortable, and yet on the latest single-deckers the wheelbase of a 30-ft. coach is reduced from about 19 ft. to approximately 16 ft., which does nothing to make the vehicle more comfortable?
Park Hill Camp, A. T. BrALE. Oswestry.