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Is There a Railway Crisis?

11th November 1938, Page 135
11th November 1938
Page 135
Page 136
Page 135, 11th November 1938 — Is There a Railway Crisis?
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Which of the following most accurately describes the problem?

APTICLES attacking road transport and accusing this of being the chief cause of the reduction in railway receipts and profits have been published by the Evening Standard, the Sunday Express and the Daily Express.

The first says that the whole of the fall in revenue arises from the reduced carriage of coal and merchandise, and it offers as a practical solution of the problem the confining to the railways of the bulk of the country's goods traffic. In return for such monopoly rights the railways could, says that paper, fairly be required to maintain standards, of speed and economy comparable with the best obtainable on the roads.

The Sunday Express says that passenger traffic has been maintained, almost the whole of the decline being in freights. It gives the reasons for the position of the railways to be : (1) loss of long-distance traffic to roads ; (2) cutting of the rate for traffic as the result of road competition ; (3) bad trade ; (4) higher wages ; (5) higher costs of materials. Curiously enough, however, it states that the only one in which it is in the national interest to take action is that of " uncontrolled " road competition. • .

It points out that railway men hope for a revival of the steel trade and the export coal trade to help them in their difficulties, also that whilst the nation is not primarily concerned with the interests of the shareholders, these are not receiving a proper return on their investments.

Why Always Blame Road Transport ?

Why road transport should be selected as the only cause of the losses against which action should be taken is difficult to understand, although, perhaps, not so when it is realized that it has been the whipping boy of the transport world ever since it grew into a formidable competitor.

We regret the need for the so-called fight between railway 'and-road interests, but we are so convinced of the vital value of road transport and its essential place in the future of the nation that we cannot stand idly by and see it castigated and further restricted without making strong eliorts to justify and ensure its continued existence and expansion. It is particularly curious that these pleas on behalf of the railways should have been published so soon after road transport vindicated its position during the crisis.

Is the nation to permit a modem, virile and essential means for transport to be bound and delivered over to the railways because trade depression in certain fields, over-capitalization, and the results of less convenience and individual attention have hit the older means? Would it not be preferable to reorganize the railway system and its finances, bring them under a board of control, dispense with some of the dozens of directors and officials drawing high remuneration, and follow the example of all other business concerns by cutting their capital to reasonable figures? How can they expect, in these times, to provide a high rate of interest on £1,100,000,000? Shareholders may naturally object, but those who bought their stock at par no longer exist, and the majority has purchased it on a speculative basis, at probably well under half. of its face ,value.

Railway Official Disgusted by Inefficiency.

While we were chatting the other day with a railway official he expressed his disgust at' the inefficiency so .often founil. He quoted examples where the business of concerns which have quantities of materials to be transported had been lost merely because the railways had not carried out their promises. He mentioned, in particular, one brick-manufacturing combine, which is now running its own fleet of vehicles because loads which the railway concerned had agreed to deliver the same day had spent several days in sidings. Such dilatory methods are bound to result in loss of prestige and work, and it is important to observe that the haulier cannot be blamed in all instances of this kind, because often, as here, the manufacturing or trading concerns involved are forced into utilizing their own road vehicles. They simply cannot afford to put up with inefficiency and loss of time.

Even on the passenger-transport side the railways are not by any means up to scratch. Mainline services are generally good, but frequently connections between these and branch routes are lost through the lateness of traffic on the latter, although they are given in the time tables, and to wait an hour or so in a draughty, ill-lit station does not encourage the traveller to view railway efficiency in a favourable light. He is inclined to think that many of these local services could be much better performed by road or, perhaps, by railcar.

It must not be thought that we are unsympathetic towards the railways. We know that they have urgent problems to face, that they have to cope with the intensive competition of the private car, and that if it had not been for this comparatively new means for personal and family transport, the passenger side of their business would probably have compensated for any losses on the goods side; but would it be feasible to curtail the use of private cars merely for this reason? In our opinion and in that of leading transport authorities this would be quite impracticable, and would soon put out of office any Government which attempted to do so.

It may become just as dangerous for a Government to impose further restrictions upon commercial road transport, which has a huge live capital, affords employment to vast numbers of people, and provides facilities for trade and industry, the loss of which would be an incalculable blow to the country as a whole. One need look only at the list of members of the British Road Federation to realize that associations representing almost every sphere of business activity have rallied to the cause of the road. If it came to a real trial of strength we could, possibly, do without railway facilities, but the confusion which would arise if all road transport failed is almost beyond estimation.

Harder Fights to Come

THERE is some reason for satisfaction with the five-year currency for licences and in various ways the five-year " ticket " is going to be a valuable thing to have. Whilst contemplating this desirable vision, however, the operator must not allow himself to be blinded to the fact that the proving-up-to-the-hilt business is going to be proportionately harder when the sword he is being given is more than twice the size of that he previously owned. Objectors, the railway companies in particular, are not likely to be any less interested in the justification for their opponents' presence in the world of transport when they are to meet them only quinquennially for the future. The effect may be that they will have the leisure to become intimately acquainted with the affairs of still more road operators.

Meanwhile, fortunately for future evidence, traffic is improving, although recently there was a ' recession in keeping with the general trend of D14 trade. Unfortunately for many a small hauliet the two-wheeled trailer—towed by an ancient cat --has developed into something of a menace. Trailers have their place in the scheme of things and farmers especially have found them an asset. But to some folk the combings of the junk-yards have offered a means for escape from the responsibilities of commercial-vehicle ownership. In many instances, with not too close a regard for public safety, they have set about carrying their own goods, frequently causing serious difficulties to the small operators who had served them faithfully in the past. Where one trader uses a trailer successfully others will follow suit so that trouble develops quickly.

The Exhibition of the Year

THE Commercial-vehicle Exhibition at the Kelvin Hall, Glasgow, is the only one at which a really comprehensive selection of vehicles designed to carry goods and passengers is on view this year. Glasgow is an eminently suitable venue for such a Show, for it is the commercial capital of Scotland. During recent months it has drawn, by reason of the siting of the Empire Exhibition, millions of people, not only from Britain but from every part of the world. Those who had not visited Scotland before have found that this beautiful and attractive country is not "off the map," that it is fairly accessible, and can afford excellent accommodation and first-class travel facilities,in which the road plays a big part.

To-day, and until the close on November 19, visitors will have the opportunity of inspecting the products of some 40 important vehicle makers and leading bodybuilders, who are putting up a fine and representative exhibit, including a number of new models and a fine selection of equipment.

Scotland, with its excellent road system and comparatively few railways, is a particularly important centre of road transport, and, as a whole, possesses some of the finest vehicles which have been produced. The number of makes actually built in the country is not great, but this deficiency is compensated for by their quality.

As will be noted from an article which we publish in this issue, practically all the prominent makers and concessionnaires have established either their own depots or complete servicing arrangements north of the Tweed ; in some cases both they and their agents cover every essential part of the country, so that there shall be no undue delay in connection with maintenance work. Continued improvements are being made in the road system. The first real main roads were inaugurated by General Wade for the purpose of subduing the Scots; in point of fact, they have never been really subdued, although gracefully assenting to the control of the British Parliament and inspired by, the general spirit of camaraderie resulting from the placing of a Scottish King on the English throne, which is enhanced by the fact that Britain now has a Scottish Queen.

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Locations: Glasgow

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