Opinions and Queries
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Be Reasonable About Normal User
AMOST interesting subject was raised by Ralph
Cropper in his article "The Applicant's Dilemma," published in your issue dated August 16. The term "normal user" is widely 'misunderstood and the matter is particularly apposite just now, because A licences in Essex are falling due for renewal.
I do not think that there is any need to be unduly worried if one is reasonable about the matter and I am quite sure that the powers-that-be will interpret reasonably any declared normal user.
Admittedly, " General goods—Great Britain" sounds well, • but so far as the small operator is concerned, what does it really mean ? Just nothing, and it cannot, by the wildest stretch of imagination or the utmost exercise of sweet reasonableness, describe what goods the applicant normally carries, or where he normally carries them. That is what he is asked to describe. .
No conditions can be attached to an A licence which would tend to restrict its scope; but here again, one must be well balanced. If a licence holder obtained his A licence on the basis of tipping-vehicle work, it would be unreasonable for him to expect that one . bright morning he could suddenly dispose. of his tippers, buy a fleet of pantechnicons, burst into the furniture-removal business and think that he will get away with it.
On the other hand, the business of all hauliers may change little or much with the passing years. Customers go bankrupt or put their Own transport into commission;
new businesses start up in the district; new inventions• require new types of vehicle to deal with them. The
prime function of the A licensee is the movement of goods from where they are to where they are wanted, and no one can challenge the right of the established haulier to provide the service required of him by the community.
Mr. Cropper's article provides a warning against those who insist on "General goods—Great Britain." Not only do their applications attract objections, but as an
automatic corollary there is a much more detailed inquiry into their traffics and the districts which they serve—
even to appeals and all the expense and inconvenience that they involve. Much better to have been reasonable from the start and to have described what, in fact, they have carried and where they have normally carried it.
Even supposing that the holder of the A licence did wish to dispose of his business at some time; he cannot dispose of the licence. If, in fact, his business is covered by the normal user, say, "Mainly agricultural goods, 'Eastern Counties, London and Midlands," that normal user will allow the purchaser of the business to carry it on under the new licence. On the other hand, if it is the intention of the purchaser to abandon the customers and start up something quite different, then I think all will agree that he ought not to be granted the licence, nor will it be granted if the Licensing Authority learns of the intention.
It is, I think, unwise to describe the normal user in too much detail and, in the ordinary course, I do not think that the potential objectors or the Licensing Authority would require this, unless the applicant has shown signs of unreasonableness. I have seen some applications which read, "Agricultural produce, peas. beans, corn, hay, straw, potatoes, carrots and vegetables, Stow-on-the-Wold, Steeple Burnpstead, Nether Bagwash, Upper Gumtree and Ipswich," which, one feels, could have been condensed with advantage, rerriembering the high cost of Paper and printer's ink.
What, I think, is required is a fairly clear indication of the type of traffic for which the applicant mainly caters, and the districts which he regularly serves. Nothing is to be gained, and much may be lost, by being unreasonable and if applicants are not sure where they are in these matters, they should take sound .advice. Members of the Road Haulage Association can have this 'free, from officials who have handled thousands of applications and who have a fund of accumulated experience on the matter.
G. W. IRWIN,
Secretary, Cambridge. Eastern Area, Road Haulage Association.
The Psychology of Accidents
THE writer, E. C. Reed, of the letter under the heading "Safety is Our Problem," in your issue dated August 16, cannot be a close reader of The Commercial Motor. I have studied your journal regularly for some 40 years and I must say that you do frequently deal with the subject of safety an the roads. Also your publication is largely representative of the views of a trio of interests: manufacturers, operators and operatives, not, as Mr. Reed suggests, the employers' side only, but, naturally, the operators must be the principal readers for whom you cater. I am afraid that your correspondent is rath6r smallminded and feels that he is on another plane as compared with his employers. This is a wrong attitude to take. Operators and their personnel are both essential and there should be no barriers between them.. It is team work which, as in sport, counts. I do know, however, that this may be difficult „where there are perhaps half-a-dozen officials between the driver and the "governor."
I am one of the old brigade who, in earlier days, were regarded almost as part of a family. This. I believe, had wbearing on our road behaviour.
It is my belief that 75 per. cent, of road accidents are due to carelessness, added to which may be selfishness, irritation, frustration and fear of the consequences which may follow running late on schedules.
To be able to drive a vehicle safely it is important to control oneself and this is a quality which must be cultivated. It is also necessary to adjust one's driving to the particular circumstances.
A great deal is said about road safety yet there are many people who do exactly the opposite to what they are told and take unnecessary risks without regard for others on the road.
Cranfield, Bucks. A.J. PARRIS.
Silk-Screen Printing for All
YOUR article about my. company's methods of advertising tours, published on AuguSt 2, has resulted in my being inundated with requests for details of the silk-screen process for poster printing. I find it quite impossible to answer all the letters received, so perhaps you will allow me to describe the process in a little more detaiL
All the equipment can be obtained from either Dane and Co., Ltd., Sugar House Lane, London, E.15, or Screen Process Supplies, Ltd., Walharn House, Walham Grove, London, S.W.6. Dane's, by the way, run an advisory service.
Briefly, what is needed is a bench, roughly 6 ft. by 4 ft., and about waist height, with a smooth, flat top— ours is covered with plate glass. To one end of the bench screw two wooden blocks, the same thickness as the frame of your silk screen. Two 4-in. hinges will hold the silk-screen frame to the bench.
To one side of the frame, 20 in. from the hinged end, screw a strut 12 in long, making sure that it moves freely. Then mask the screen. This is done by marking out an oblong on the inside of the screen, 30-& in. by 2M in. Mask the screen along the outside of the oblong, at least! in. up the inside of the frame, making sure that the masking will not allow the ink through. Then you have a simple but effective silk-screen plant.
Instructions for making your stencils are readily given by the manufacturers. When they are prepared raise the screen and rest it on the strut while the poster paper is placed in position beneath the screen.
To print, pour about 4 lb. of ink on to the masking at the hinged end of the screen and draw it towards you with a squeegee across the screen and stencil. Lift the screen and your poster is ready. Any number can thus be produced.
We are operating a simple plant of this type, but we are unable to assist those who have asked us to undertake printing for them. However, although the process may appear difficult, it is, in fact, quite simple and could be set up and worked by a schoolboy.
London, S.E.I 3. . W. WOOTTEN.
Managing Director, W. Wootten and Sons, Ltd.
• Obviating Repairs During Peak Periods
FOR many smaller fleets Saturday morning has become I the " task " period, when general maintenance is oarried out. Similarly, this period is frequently used for putting vehicles into outside repair shops for work which cannot be undertaken within the transport organization. The larger fleets, with their own repair sections, can, of course, regulate repair periods to suit themselves.
That Saturday morning becomes a trifle hectic in some service stations and repair workshops is to be expected. Likewise, in the case of many retail delivery people, Wednesday, Thursday, or any other early-closing day, is frequently the time when vehicles are taken to service stations and workshops for repairs.
All this sort of thing is most desirable, but it often happens that "over-crowding" means that. vehicles cannot always be completed to time. They have to remain in the repair shops longer than anticipated, with consequent interruption to delivery schedules, particularly in the case of the really small fleet and the one-man concerns. In similar fashion, vehicles can be seen queued-up for first-aid repairs at the end of any weekday. Even if overtime work on them is forthcoming, there are often some vehicles which have to be
B20 held over until the following day, with consequent disorganization.
It would be asking the impossible to prevent having a vehicle off-the-road for an unexpected length of time on rare occasions. Even in the best-run fleet such occurrences must be expected. Further, accidents sometimes happen.
It is an established fact, however, that regular weekly or other recognized periods of maintenance by drivers or fitters can minimize the risk of breakdown. More important, the efficient and regular checkcan often reveal a weakness which may be developing in some part of the engine, chassis or body.
Frequently, the work required is delayed until the week-end, early-closing period Or some other convenient or slack time. All too often, however, this penny-wise procedure can be pound-foolish.
Contrary to the practice of some of the professional hauliers; whose vehicles I frequently hire, I have established a system whereby I do not always seek to beatthe-clock by putting a vehicle into a repair workshop at a time when many others do so. Instead, I endeavour to have the repair done during a normal working period..
I know that this may mean some lost revenue, possibly additional hiring in the case of a big job, but the economics of the practice have proved favourable to me rather than against me.
First, the repair work done does not entail the length of time waiting and hoping for it which occurs during a rush period. Secondly, this type of preventive maintenance often prevents a major repair becoming necessary.
I know that much. of this has been said before, and for many operators the idea may not be readily workable, but I believe that there are too many small fleet operators who try to be clever in minimizing off-road periods. This is an excellent aim, but sheer force of numbers often defeats it at peak times.
My rule now is to have all necessary work carried out as soon as it is needed, except in the case of minor jobs.
In the long run, I have found that this method pays off; hours off the road are minimized; overtime rates of pay for repair work do not arise. Drivers do not work under the strain of " nursing " vehicles unnecessarily. My garage people are grateful for the work at off-peak periods and consequently their service is really first-class.
Southend-on-Sea, Essex. G. H. WAGSTAFF.