OPINIONS and QUERIES The Future Control of Road Haulage.
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The Editor, -THE COMMERCIAL MOTOR.
(3574] Sir,—I am not going to waste time arguing whether a. large degree of co-ordination in the roadhaulage industry is desirable or not, for I feel confident that the great majority of those engaged in the industry are agreed on that point. It seems to me that we cannot look to the hauliers themselves, and certainly not to the users of road haulage, for the achievement of unity. We can only look to the intervention of the State.
The key to the problem is licensing and registration. I suggest that all goods vehicles be licensed in three categories (1) Auxiliary vehicles.
(2) Trunk-service vehicles, (3) Local-service vehicles.
Auxiliary vehicles would be those employed by firms for the distribution of the goods they make or sell. They would merely be registered. The other two classes—those employed in carrying bulk loads from point to point and those engaged in local distribution— would be controlled by Area Commissioners in a similar way to public-service vehicles.
The Area Commissioners should definitely not be the same individuals as those who control the passenger vehicles, but the commission in each case should be larger. I think that there should be five members—a paid chairman and one representative each of local authorities, chambers of commerce, employers' associations and trade unions.
Routes and/or areas would have to be licensed as in the case of passenger vehicles.
foresee a great difficulty, I must admit, In regard to the large class of " tramp " lorries. These are the people who chiefly cut rates, and, however ruthless it may sound, one of the objects of co-ordination must be to eliminate the free-lance. For the first year or two after the passing of the new legislation such vehicles•might be controlled by attaching them to a recognized
clearing house, after which they would have to disappear.
With a properly organized national scheme, it should be possible to get any consignment anywhere in the country by road through the regular services.
Here I come to the question of clearing houses. The success of the whole scheme will largely depend on the operation of the clearing houses, and I can see nothing for it but the control of the clearing houses by the Commissioners and their rapid reduction to one per town or group of towns. In some cases, municipalization might be desirable; in others, administration by a public company on the same lines as the board of commissioners themselves. In any case, the fixing of rates, which would be done by the clearing houses, would be subject to the control of the commissioners.
What is likely to be the position of the road services run by the railways under this scheme of things? They would be placed in exactly the same position as a,ny other road haulier. They would, in course of time, be given certain areas in which they would have a monopoly, whilst in the others they would, perforce, have their cartage work done for them by the recognized carriers. There is just a faint hope that a measure of voluntary co-ordination could be achieved by a sacrifice of individuality on the part of the larger concerns, and particularly by the railways.
I have in mind the formation of companies in each of the large centres (London, Birmingham, Manchester, Glasgow, etc.) to take over the actual operation of the fleets of the co-ordinating concerns. In London, for example, such a subsidiary company might take over all the cartage fleets of the four railways and of Carter Paterson, Pickfords and Sutton. London, however, has peculiar problems, and it might be advisable to experiment first in the provinces. I can see no insurmountable difficulty in constructing an operating company for this purpose and arranging an equitable pooling system, great though the difficulties undoubtedly are. The real obstacle is likely to be the intransigent attitude of the railways.
I am quite aware, from actual experience, that the whole subject is a most intricate one—more difficult than these suggestions perhaps hint—but I am confident that it is only by some such bold measures as I have outlined that order will ever evolve out of the present chaos. TRAFFIC SUPERINTENDENT. Birmingham.
Over-caution in Adopting Oil Engines.
The Editor, TEE COMMERCIAL MOTOR.
[3575] Sir,—The Commercial Motor Show at Olympia gave the lie direct to those who asserted that oil engines are still too heavy and inflexible for use in road vehicles.
There is a natural hesitancy—and even timidity— on the part of purchasers to make any rapid move from spirit to oil. Mr. Shrapnell-Smith drew attention to this in his recent address to the Oil Industries Luncheon Club. Caution is not to be decried, but I am prompted to remind many who questioned the coming of, for example, the giant pneumatic and the rigid-frame six-wheeler, that over-caution may be disadvantageous.
Petrol will be much higher in price so soon as world normality of production and trading is reasserted. Oil will, no doubt, also go up in price, but not in ratio with the comparative ton-mile yields per unit of volume.
My advice to owners of fleets of either public passenger or goods vehicles is to authorize their engineers forthwith to make initial purchases of oil-engined chassis, or of an interchangeable engine for an existing chassis, and thus to become acquainted at first hand with a branch of transport which is bound to extend.
London, S.E,18. PROGRESS.
THE COMMERCIAL MOTOR Costs for Gravel Haulage.
The Editor, THE COMMERCIAL MOTOR.
[3576] Sir,—We are arranging to take over the haulage of sand and gravel, to cover a 12-miles radius, and we would be obliged by your advice as to what you consider to be the lowest rate per mile per ton at which this work could be carried out. The first rate is for any distance up to one mile, over one mile to count as two, over two as three, and so on.
We would use three lorries, viz., a Ford 30-cwt., carrying 2 tons; a Ford 30-cwt. with Baico extension, carrying 21 tons ; and a Ford 30-cwt. with six-wheel extension carrying 3 tons. Only the driver would be employed with each lorry.
What do you think that each of the above should earn per day? We have to hire only one driver, as my
partner and I drive vehicles,. GRAVEL. Durham.
[You will find data as to the operating cost of your vehicles in Table I of our Tables of Operating Costs. You may take it that the cost of your 21-tanner will come midway between those of 2 and 3-tonners.
• Lower down in the same table are given indications of establishment expenses which relate to costs of carrying on a haulage contractor's business, and expenditure not allowed for in the running costs and standing charges, If you will give me some idea • as to the leads which are likely to preponderate in the work you are going to do, that is to say, whether you are likely to be most engaged on short or long leads, then I can go more fully. into detail for you.--S.T.R.]
Starting a Parcel Service.
The Editor, THE COMilERCIAL MOTOR.
[3577] Sir,—I am thinking about starting parcel haulage with a 30-cwt. vehicle. The route will average around 30 miles, but I am at a loss to know how to charge. I am well acquainted with running expenses, etc., for such a vehicle, but how can a basis be arrived at for charges on goods carried?
I expect that the goods will be fairly light, as I intend collecting throughout the district on certain days of the week. I would be very much obliged if you could help me in the matter, The vehicle used will be a Kmeoflteyr. .
n 30-cwt. type. PARCELS.
[It is difficult to answer your question and to give you the figures for your charges without knowing how many rounds per week you will cover. If you do only one round per
, day, five rounds per week, that is only 150 miles, which will cost you, all in, about 16 10s., you must make 26s. per day. If on a round your vehicle be loaded to only half its capacity, that means you must make an average of at least 30s. per ton.
I suggest that you make a minimum charge of 3d. per parcel for any distance up to half way, which shall apply up to and including a weight of 4 lb.; for 6 lb. charge 4d. ; 9 lb., 5d.; 14 lb., 6d.; ; 28 lb., 9d. ; and 56 lb., 1s. 3d.
If the distance be over the half-way, charge 5d. for a 6 lb, parcel, 7d. for a 9 lb., 9d, for a 14 lb., 1s. for a 28 lb., and 1s. 6d. for a 56 lb. parcel. In parcels carrying_ it is difficult to ascertain the proper charge within close limits, but the above rates may be given a trial.—S.T.R.]