Opinions and
Page 23
If you've noticed an error in this article please click here to report it so we can fix it.
S.T.R.'s REVIEt, OF METROPOLITAN HAULAGE RATES CRITICIZED UNDOUBTEDLY S.T.R. 's last two lines on page 477 of your issue dated July 6 were intended as a challenge to me to enter the ring along with all corners, but after I had gone into his criticism of Metropolitan Haulage Board rates I was gratified to be able to come to the conclusion that he had felt he must do something to uphold his reputation, but that he had had some trouble in finding much to criticize.
His first point is that one section of the A.R.O. figures is too low and the other too high. A few pencilled figures made me smile, to find that he attains practically the same final result with his own figures as he would have done with those of A.R.O. Since he had talked of the 8-ton load I used the same rate and considered that such a vehicle might reasonably do 120 miles, with loading and unloading, for an 11-hour working day: One day, plus 70 miles and 21 hours gives me 28 14s. 2d. by A.R.O. and 28 14s. 6c1. by S.T.R.— hence the smile. A little more figuring, using the same basic facts for the various tonnages, showed me S.T.R. greater by 1 ls. 10d. for 30 cwt.; 5s. 11d. for 2 tons; 2s. 6d. for 3 tons; lower by 3s. 4d. for 4 tons and 3s. 9d. for 5 tons; higher by 4d. for 6 tons and lower by is. 8d. for 10 tons. With the exception of the 30 cwt., none of these differences is serious and the average shows S.T.R. to be higher than A.R.O. by the vast sum of Is. 5d. on the day's work.
I had better say that I am aware that different basic facts of time and mileage would show larger or smaller discrepancies, but the examples I have used are a fair average. Recognizing that some people are scared of an initial price which might sound high to many, I would sooner have a lower starting price and make a bit extra on the mileage if it has to be done. Please remember that the present emergency is increasing running costs much more quickly than standing charges. As the authorities are still being sticky about petrol for more than 35 miles I suppose I shall be accused of rate-cutting. Moreover, I would remind S.T.R. that his figures have been made up on the supposition that the vehicles will always do their full 50 miles per day, but there are many who can tell him that quite a proportion will do less mileage, but still collect the full day's pay. That is correct, too, for it should not be forgotten that small mileages mean expensive miles.
Before I point out why the actual figure difference is of little importance in the principle actuating the Metropolitan Area, A.R.O., I would like to deal with S.T.R. 's other criticism regarding its not being plain that the extra hours and miles are both to be charged. I can only say that if anyone wants it plainer, then the column headings had better be changed into a book of instructions for the kindergarten.
I do not think that the Metropolitan A.R.O. would have much objection to substituting S.T.R. 's figures for its own, although it might feel that; from a business point of view and having regard to the place where present increases will be most felt, its own way of reaching almost the same results may have advantages.
We should have a means for stopping all arguments between Government Departments, railways and all corners as to what should or should not bb paid; a means for detecting profiteering as well as rate-cutting. Some will remember that The Commercial Motor published correspondence to this effect at the commencement of the Road and Rail Rates Conference, which has not yet produced a schedule. ' It was then contended that an
involved schedule would be cumbersome and that it should immediately lay down a time-and-mileage schedule to serve as the foundation of all other rites.
Had the Rates Conference done that which The Commercial Motor correspondence recommended, the arguments over Army hire, council and A.R.P. hire; shelter delivery, etc., would have been forestalled.
Metropolitan Area, A.R.O., does not say that such a schedule will stop either rate-cutting or profiteering, but it does say that it can secure the approval of all responsible bodies, because its method can be proved just and capable of variation to existing conditions. It does visualize an official blessing, which, in time, may have as much force behind it as the wages schedules it incorporates.
So let us "Go to It" before we are "Gone With the Wind." T. A. McDowata., Chairman, London, S.E.5. South Met. Sub-Area, A.R.O.
[It was only to be expected that Mr. McDowall would be the first to answer the " challenge " with which my review of the Metropolitan Scale of Rates concluded. Whilst the points which Mr. McDowall makes are good, as they were bound to be, having in mind the source, I must ask him to bear in mind, with regard to the figures for charge for excess mileage, wherein is shown the maximum difference between the Metropolitan figures and mine, that, whenever any attempt is made to establish a standard rate, critics invariably seize upon any opportunity which is afforded by seemingly excessive charges. Such opportunity was afforded by the rates 'or excess mileages embodied in the Metropolitan Schedule. The possibility of increases in running costs must surely be covered by a provision that these rates are subject to modification, as and when such increases occur. Mr. McDowall should he equally aware, with myself, how very essential it is to explain any system of charging in such a way that there is no possible room for error, and I do not withdraw one ward of that part of my criticism of the schedule, wherein I state that it was not made sufficiently plain that the figures for excess mileage and excess time were to be independent. As regards the underlying principle on which this method of assessing rates is based, I must emphatically endorse Mr. McDowall's view that it is one which should be universally adopted,—S.T.R.]
SHOULD MORE COMMERCIAL VEHICLES BE MADE LESS DISTINCTIVE?
IT has been announced that some bus services, parAticularly those controlled by London Transport, will continue to operate unless an air raid in their immediate vicinity takes place. It seems to me, therefore, particula.rly important that the vehicles concerned should be suitably camouflaged where the routes cover open areas in which the ordinary colours employed on the vehicles are distinctive.
In an emergency it might take considerable time to finish the buses in, say, grey, and I suggest that this matter should receive attention immediately. In this colour the buses would also be more useful if suddenly required for military or evacuation purposes, when a bright finish would be asking for trouble.
The same remarks really apply to all commercial vehicles likely to be employed in similar circumstances.
London, W.I. REFUGEE ENGINEER.