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Rates Schedules by Clearing Houses

14th November 1947
Page 29
Page 29, 14th November 1947 — Rates Schedules by Clearing Houses
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Which of the following most accurately describes the problem?

THE annual luncheon of the National Conference of Road Transport Clearing Houses, held on November 6, was somewhat marred by the restrictions on the number present,, and by two of the speakers being absent—Lord Llewellin, as the result of fog, and Mr_ E. C. G. Mills, vice-president, through illness. However, Mr, H. T. Dutfield, M.Inst.T., who Nas to have responded for the guests, instead, proposed the toast of the Conference, and the president, Col. E. J. Woolley, M.C., "took on" the guests, Mr. C. A. Birtchnell, C.B.E., responding.

"Supreme Foolishness" Col. Woolley, who is retiring from the presidency at the end of the year, said that at the beginning of his four years as president, the clouds of nationalization were looming; now they had burst, leaving an aftermath of doubt and indecision. The Road Haulage Association had put up a gallant fight against great odds. It was a supreme act of foolishness on the part of the Government.

Only leadership would get the country out of its troubles. It is the art of obtaining the best from everyone at all times. Many bad plans had been made

cent, cut in fuel, although they were told that transport would be in greater demand than ever during the winter. Tyres were still almost impossible to obtain, and some vehicles have been immobilized for weeks.

The Conference had closely studied the problem of rates and had almost completeJ a comprehensive schedule, with a minimum number of classifications. He nad hopes that it might be acceptable to the B.T.C. Efforts must be made to promote efficiency, rather than increase riles. The latter would further raise the number of C licensees, which had already grown by 100.000 since the war It would also aggravate illegal running oy that class. If petrol was to be saved. encouragement should be given to traders to use established hauliers rather than their own vehicles.

The Conference felt that it could help the B.T.C., as it has many members well trained in large-scale organization and the handling of blocks of traffic, as well as small units It can offer accommodation for vehicles, loading banks, drivers' quarters, etc.

Mr. Birtchnell said that to divert petrol from C licensees to hauliers might bring down more than the rates.

65,000 MORE GOODS VEHICLES THAN IN 1938

FIGURES just published by the Society of Motor Manufacturers and Traders show that 560.037 goods vehicles were in use in Great Britain during the quarter ended September, 1946, against 494.866 in 1938.

Agricuitural vans and lorries numbered 29,744: showmen's special vehicles, 3,718; local authorities' vehicles (watering and cleansing), 869; other vehicles not exceeding 2i tons, 408,576: 21-3 tons, 73,385; 3-4 tons, 20,767; 4-5-tons, 13,133; 5-6 tons, 4,261; exceed:ng 6 tons, 5,584.

The total of goods vehicles in England was 490,537, in Wales 23,567, and in Scotland 45,933. 1 he lasgest number of vehicles was in the county of London (70,927), Lancashire following with 52.542, and Yorkshire with 47.980.

MORE TIPPING-GEAR FACILITIES THE appointment of a main conces

sionnaire for -the whole of London and South-East England has been announced by Bromilow and Edwards, Ltd. It will deal with the products of Rromilow and Edwards, Ltd.. and Wood Hoists. Ltd The concern will be the Commercial Motor (]rage and Repair Co., Ltd. 255-265 Kingston Road. Merton Park London, S.W.19.

successful by teadership, and many good ones wrecked without it. We cannot afford to let the Transport Commission fail, otherwise we may go down permanently. No one was better fitted for his task than Sir Cyril Hnrcomb. The clearing houses could make a substantial contribution to smooth running, if used to the full.

Differences Removed

Mr. Duffield said that he had for a long time watched the Conference and had noted the link between that body and the R.H.A. The Transport Act was law, and we are law-abiding citizens. Sir Cyril had taken on one of the most difficult jobs possible, and he wished him success. Differences between the clearing houses and hauliers had been removed—thanks greatly to the chairman of the former, Mr, H. Rossington. He supported the licensing of clearing houses.

Replying, Mr. Rossington referred to the good work done by Lord Llewellin in obtaining recognition for clearing houses in the Transport Act and in connection with authorizing the British Transport Commission to deal with them as agents. He pointed out the difficulties caused by the recent 10 per


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