OPINIONS and QUERIES
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UNECONOMIC COMPETITION IN FURNITURE REMOVING.
The Editor, THE COMMERCIAL MOTOR.
[4322] Sir,—After reading a letter by "Harassed," Northamptonshire, in your journal dated June 1, I do not see any reason why he should not be like his name, as the writer of this letter is himself working at uneconomic rates, and how he can have been in business since 1905 with rates like those he mentions passes all powers of comprehension. 1 think that if he read your operating costs he would be inclined to favour higher rates.
We have at present a fixed rate for removals, which is 10s. per hour for a• 2-ton van and two men, which we find is a lot above other competitors' prices, but still we manage to get our business by giving service and satisfaction. " Harassed" talks about sweated labour, low wages, long hours and a lack of business morality; I should not think that he is over-troubled by these scruples. " Harassed" should put his own house in order and remember the old adage that it is better to play for nothing than work for nothing. UNHARASSED. Birmingham, 5.
The Editor, THE COMMERCIAL MOTOR, [1323] Sir,—With reference to the letter published in your issue of June 1, and headed "A Fight Against Uneconomic Competition in Furniture Removing." The little problem which is troubling the mind of " Harassed" has troubled the mind of the whole trade for 20 years and has almost broken the hearts of successive presidents of the Furniture Warehousemen and Removers Association. In this case, however, it would seem that your contributor has only himself to blame.
Before a Traffic Commissioner could reasonably take action on his behalf to check alleged price cutting the Commissioner would naturally find out what is a fair average charge for the particular service by reputable firms. " Harassed " says that he requires Ts. 6d. per hour for a van and two men, whereas his competitor's price is 6s. 6d. per hour.
The latter price would be nearer to the average than that of your correspondent, and innumerable removal firms of standing, with heavy overheads, work at the 6s. 6d. rate, but they certainly would not use a 5-ton lorry with a 650 cubic ft. body for local jobs. The cost of this equipment would be altogether excessive. A 2-ton chassis with 700 cubic ft. to 800 cubic ft. capacity would be better and cheaper in every way, and at Os. 6d. per hour would show a reasonable margin of profit.
My advice to " Harassed " is to invest in up-to-date plant, more suited to the work, and not waste time crying for the moon. He should study the problem of "cost cutting "• instead. of " price cutting."
• Warwickshire. REMOVAL CONTRACTOR.
VACUUM SERVOS FOR OPERATING TRAILER BRAKES.
The Editor, THE COMMERCIAL MOTOR l43241 Sir,—We have been studying very carefully letter No. 4311 from the Low Loading Trailer Co., of Bedford, which was published in your issue dated May 18. Whilst we are in agreement with the majority of the statements made therein, we would like to criticize some of the other points.
First, we much appreciate your correspondent's remarks, but definitely do not agree that the inherent lag in operation is necessary on the booster. We have had considerable experience during the past five year3 in fitting vacuum servos to operate the brakes on trailers, some of which we believe are beyond the legal limit as regards weight, and we have definitely proved to the satisfaction of our customers that with our system there is no time lag, provided that the outfit is properly applied and that the cams, levers and crossshaft bearings are properly lubricated.
There is no time lag in the operation of the power unit when the brake pedal is applied on the tractor vehicle. The test has been carried out in the following manner :--Two spring-loaded guns charged with red lead were fitted; one on the brake-cam lever on the trailer, and the other on the pedal, so that the movement of the pedal released the gun fitted to it and made a red mark on the ground. The servo released the gun on the trailer, this also making a red mark on the ground. When the vehicle was travelling at 20 m.p.h. and the pedal was depressed, the measurement taken between the two red marks was .exactly the same as the distance that the two guns were apart. Had there been a measurable time lag between the pedal and the brake operation, obviously the distance would have been greater than that on the two actual vehicles, which were rigidly connected.
We maintain that with our system, which can be fitted to either articulated vehicles or heavy separate trailers, there is no time lag, owing chiefly to the situB37 plicity of our control valve and the fact that we have no piston to start moving. In other words, the suction in the cylinder head of the servo has no inertia to overcome.
The ideal brake for trailers, to our mind, is to have a Lockheed system on the trailer operated by a Marelli vacuum servo. We have found after a tremendous lot of experimental work that it can be arranged for the brakes to operate either simultaneously with the tractor, or a fraction of a second before those on the tractor, which in our opinion is the correct thing to do.
We trust that this letter is mit too long, but we do feel that as the subject is so important, it should be thoroughly thrashed out.
M. E. JOHNSON, Director,
Wembley. For Feeny and Johnson, Ltd.
THE SUCCESS OF CONSOLIDATED EARTH ROADS.
The Editor, THE COMMERCIAL MOTOR.
14325.1 Slr,—On page 478 of your issue dated May 18, a brief description is given of a road-surfacing demonstration which took place at Aldershot recently. It is reported that the natural earth surface was treated with Terolas and that it is claimed that in a matter of a few days the surface is hard enough to stand up to pneumatic-tyred traffic for two years.
This is correct, so far as it goes, but two years should not be regarded as the limit of the life of roads so constructed. The period of two years was mentioned, no doubt, because this is the longest period for which a Ter°las-earth road surface has been opened to traffic. The road in question has been carrying solid as well pneumatic-tyred traffic and horsed traffic for two years and has every appearance of lasting almost indefinitely, provided it receives from time to time the maintenance which is usually given to roads carrying such traffic. E. G. WACE, Director, For Colas Products, Ltd.
London, S.W.1.
A HAWKER'S LICENCE NOT REQUIRED.
The Editor, THE COMMERCIAL MOTOR.
[4326] Sir,—With regard to a recent query in your journal regarding the name on a vehicle, will you please inform me as soon as possible whether a haulier hawking coal must have his name and address painted on his lorry.
Agin, what is the legal position with regard to mudguards on the rear wheels, are we compelled to have them? BEMBO. Rhondda.
[The need for showing the name and address of the owner and the axle weight on a goods vehicle was removed by the Road Traffic Act, 1930, except in respect of vehicles operating in Scotland. The Hawkers Act, 1888, pf ovides that every hawker shall keep his name and the words "licensed hawker" visibly and legibly written, painted or printed on every box, package and vehicle used for the carriage of his goods. A hawker's licence, bow, ever, is not required in the case of (1) a person who sells to or takes orders from a dealer who buys for re-sale;
(2) a person who sells goods which he makes himself ; (3) a person who sells fish, fruit, food or coal; (4) a person who sells goods in any public market. It appears that it is not necessary for a hawker to have his address painted on his vehicle. With reference to mudguards, there must be adequate protection against mud, so that mudguards are necessary unless the body effectively covers the wheels, so preventing mud-splashing.--ED.)