MANCHESTER HAULAGE.
Page 16
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Tonnage 'Charges Between Manchester and Other Northern Centres.
"rrHE COMMERCIAL MOTOR" has
I been favoured with a sight of the tonnage rates which have been fixed by the motor transport section of the Manchester, Teamowners' Association between Manchester and Altrineham, Ashton-under-Lyne, Broadheatn, Birkenhead, Bolton, Bradford (Yorks.), Bury, Chorley, Damen, Dukinfield, • Glossop, Godley, Hayfield, Halifax, Melaka Bridge, Heywood, Huddersfield, Hyde, Leeds, Leigh, Liyerpool, Middleton, Macclesfield. Oldham, Prescot, Preston, Rochdale, Sheffield, St. Helene, Staiylaridge, Stockport, Todinorden, Warrington, and Wigan.
The principal points of difference from the minimum standard rates fixed by the Liverpool Motor Haulage Clearing House lies in the fact that, -whilst the latter concern deals only with minimum three-ton loa,ds, the Manchester Association does not impose a limitation as to what shall 'constitute the smallest load. Possibly this is beeause more vehicles are offering , in 'Manchester than in Liverpool.
Roughly, the rates per ton for 4-ton .loads and over are just a little more than half of those quoted for 1 ton and less, the charge for loads of over 2 tons, bet less than 4 tolls shows an approximate increase of 25 per cent. upon the minimum rates, whilst loads of 1 ton and over would be calculated, again approximately, at a little over 50 per cent, of the minimum tonnage rates. Thus, take a load from Manchester to Liverpool. The Manchester charges
would be as follow •
4 tons 2 tons 1 ton Under and over, and over, and over. 1 ton,
s. d. s. d. s. d. s. d.
Per ton 22 0 27 6 34 6 43 0 ' The Liverpool Motor Haulage Clearing House charge 'would be 22s. 6d. per ton on minimum consignments of 3 tons, general traffic.
Here is a comparison of how these charges work out :
PRICES AND DELIVERIES.
The Explanation of the British Manufacturers' Present-day Position.
THE COMPLETE and 'closely-reasoned statement recently made by Mr. Frank Lanehestex as President of the S.M.M. and '1'. served to supplement very effectively the scimewhat similar statement made by Mr. Underdown as President of the A.B.M.A.M. in November last, and, in our opinion, completely disposes of any general accusation of profiteering levelled against the industry. It does not, however, completely dispose of certain real grievances of motor users both at home and overseas. As to prices, Mr. Lanchester pointed out that, ifwe take the items of wages, steel, . castings, aluminium, and timber and note tlje rises in price since 1914, we are apparently justified in anticipating a rise cdO
in price of motor vehicles to the tune of about 150 per cent. He then examines the actual rises as shown by the price lists of thirty representative manufacturers, and finds that the average is 95 per cent. Probably most, if not all, of these manufacturers are makers of touring cars. Our impression is that if the commercial vehicle industry -were considered alone, it would be found that the average rise in price would work out distinctly sower.
Thus, we are brought to the conclusion that, if the industr3, -had not expanded and reorganized itself, on more efficient lines, we should now have been. obliged to pay perhaps £1,300 or £1,400 'Ter a vehicle, actually obtainable at the moment for about £1,000. In respect, of prices, then, we have no more legitimate grounds for grumbling than has the consumer of any common commodity not controlled by a monopoly that is rigging prices. The motor industry is still strongly competitive and this, in itself, is a safeguard against profiteering.
On the question of delayed deliveries, we feel that, while the industry has made a good case, no case, however good, could really be regarded as neutralizing the grievances of the user. T-he representatives of the industry, in our opinion, have put themselves to some degree in the wrong by not sufficiently emphasizMg the fact that both their quoted prices raid their (looted dates of delivery were liable to change at any time. Naturally, the man who has something to sell is very reluctant to make any melt admission. If obliged to make it, he is inelined to do so in a manner the reverse of ostentatious.
Even so, we must sympathize with him to some extent when he complains of the treatment he actually receives. Manufacturers might, of course, 'have pre-, vented this rather awkward situation from arising by quoting prices and delivery dates, leaving an ample margin for all conceivableAisturbances in the in' terval. _This they probally feared ta do, partly because it would have handicapped them immediately in competition with foreign suppliers and partly because, if the rise in cost had not materialized, they might have been accused, with some apparent justice, of deliberate profiteering... We cannot help feeling that the user has some .grievance, inasmuch as the manufacturer s'hatild have taken a somewhat less optimistic view as to his delivery dates.
LORRY RUNNING COSTS.
An Instructive Analysis by a Northern Transport Organizathin.
PIA WELL-KNOWN northern transport organization has recently prepared the following cost analysis, -which contains details of working costa per day, 'reckoning five working days per week (3D0 working days per year), and a daily mileage of 50. It, is estimated that standing charges incurred when the vehicle is not working are approximately £2 8.1. per day:
COST PER DAY OF EIGHT HOURS.
4 ton 6 ton Petrol Steam Wagon. Wagon.
B s. d. £ a. d.
Depreciation ... 0 6 6 0 6 6 Petrol or Fuel ... 0 18 10 0 18 10 Oil ... ... 0 2 6 0 5 0
Wages ... 1 2 0 1 2 0
Tyres ... ... 0 8 4010 0 Repairs ... 010 0 0 10 0
Interest 0 6 0 0 6 0 Overhead Charges ... 0 10 0 0 10 0
Garage and 0 2 0 0 2 0 Insurance 0 1 9 0 2 0 Total Costs ... 4 7 11 4 12 4
Return 25 per cent. 1 2 0 1. 3 .0
• £5 9 -11 £5 15 4 Brought down to a mileage basis-,
these costs work out as follow :•
Pence per tonper mile... 6.567 5.52
Day-work rates, based on the above costs, would work out something as Two things, however, should be noted. The first -is, that if a maximum mileage is recognized, any distance in excess should be charged at either so much (1) per mile, or (2) per hour. The second is that. Sunday work should be charged at 50 per cent, above scheduled rates for all vehicles :