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Removing "Down Under"
Page 63
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Vast Distances and Unbalanced Population Concentrations Complicate the Australian Remover's Operation, But Costs Remain Comparable to Other Countries
roSPITE the large mileages inevitably
involved in journeying across a country so large as Australia, there has surprisingly been an increasing preference for the petrol-cngined vehicle by local removers. This was stated by Mr. J. A. S. Warwick, of Perth, W. Australia, when addressing the British Association of Overseas Furniture Removers at their Annual Conference at Turnberry last Thursday.
Australian transport problems were complicated by a high proportion of their population being around the southeastern seaboards as well as by the size of the country with mileages of approximately 1.800 from north to south and 3.000 "from west to east. Nevertheless, Mr, Warwick .contended, there was no evidence to support the suggestion that Australian transport costs were higher than other comparable countries overseas. despite their comparatively limited population of 104m.
Industrial Expansion Australia was bustling through a period of industrial expansion. As an example. Mr. Warwick said that in Western Australia in the year 1947-48 primary industry comprised 75 per cent, of the total, and secondary industry the balance. Ten years later secondary industry was accounting for 45 per cent. To serve these industries Western Australia had 4.000 miles of permanent way and 8,900 miles of roads. This expansion continues. added Mr. Warwick.
Relative to the selection of vehicles, removers in Western Australia had much in common with those in • the United Kingdom. Austin and Bedford chassis were' popular, whilst the type of van varied. Some favoured the Luton type body, whilst both ramp tailboards or alternatively half goose-neck boards with chains were employed. For inter-state use, the heavier-type oil-engined vehicle such as Leylands or Fodens were operated and these were nearly always articulated.
Van packing involved the use of pads, quilts, blankets, etc. with straps and -trolleys. Vehicles used for intra-state work averaged around 29 tons, whilst those employed on inter-state removals would be about 40 tons.
Regarding, the organization of their transport associations, ,each state had its own autonomous state association and each of these has a furniture removal section. Each, state association revised costs yearly, said Mr. Warwick, and determined whether an increase was necessary. As to intra-state charges, the Australian Road Transport Federation was currently operating a system to ensure that costs were checked yearly on a routine basis.
Local removal rates were quoted in the majority of cases, either per hour. or per mile, with a ratio of 40 Cuft. per ton.
Relative to advertising, associations in Australia considered that the quality of the job performed. the appearance of vans and equipment, the courtesy of the men and the efficiency of the administration were the best means of publicity. Additionally, direct advertising to business houses, embassies, consulates and such institutions as banks was common in his state, Mr. Warwick revealed. Advertising in trade magazines including journals both in Australia and overseas was practised whilst the use of gimmicks was common.
They did, however, try to guard against the lack of impact, which expenditure on advertising in scattered magazines and radio could give, unless such a policy was conducted on a very large scale.
Most operators took out calamity cover insurance for their fleets and prepared separate declarations as and when required for local and inter-state operation. There was a swing, however, Mr. Warwick added, in favour of transit policies. In that event the amount of premium was based on the turnover and might be between two and three per cent. His own company bought at two per cent., and sold at five per cent. intra-state and at 20s. per cent, for inter-state and overseas removals.
Australian Prices
A pantechnicon van built on a quantityproduced chassis would cost 1A2,988 divided between body £A1,100 " and chassis (two-speed axle) £A1,888. Licence duty would cost LASS 13s. Restrictive licensing did not apply in Australia and any operator could increase or decrease his fleet or capacity. The Australian associations had considered this aspect but so far—rightly or wrongly—had sheIVed any decision. But in view of the adoption of a system of licensing both in the United Kingdom and other countries, Mr. Warwick considered that its application to Australian operators could be advantageously reviewed.
They did," however, have severalacts controlling transport in Australia including the Traffic Act and Regulations. Transport Co-ordination Act, Common Carriers Act and Warehougemen's Liens Act The Commonwealth Government of Australia imposes the following taxes on transport operators:— Petrol Is. 3d. a gallon, oil fuel Is. a gallon, parts 134 per cents., tyres 124 per cent, and vehicles 16iper cent.
Describing the problems of a long haul in Australia, Mr. Warwick said that where a removal was being undertaken between
Western Australia -and the eastern seaboard, the 375 miles from Perth to Kalgoorlie would be over a first-class bitumen road capable of carrying heavy traffic. Whilst desert crossings were not necessarily hazardous, the climatic conditions could have disastrous effects on tyres as well as causing breakdowns and delays and fantastic wage bills.
Desert Crossing
The majority of removers' vehicles making a similar journey now rolled their vehicles on to a railway wagon at Mile-end near Kalgoorlie and crossed the desert in 26 hours. Although the cost is relatively high—£A258—the saving in wages, tyres and vehicle wear and tear, together with the quicker turnround, paid off handsomely, Mr. Warwick said.
The Australian Road Transport Federation was keen to establish an organization comparable to the Institute of the Furniture Warehousing and Removing Industry with a view to raising the standard of their removal industry. This would involve the establishment of trade schools and particular attention to record analysis and costing, and the issue of a trade manual.
• Replying to a subsequent question by Mr. R. J. Murrin, the newly elected president of the B.A.O.F.R., as to why there was an increasing trend to purchase petrol-engined vehicles for removal work in Australia, Mr. Warwick said that in addition to the disadvantage of tht higher capital cost, long-distance operators found that there were many areas where they were unable to get maintenance facilities for oil-engined vehicles, although these were readily available for the petrol-engined version of similar type.
A review of the international renaoval scene was given in a paper prepared by Mr. L. 0 Woodbridge and read in his absence, owing to illness, by the president, Mr. R. 3, Murrin. After many months of negotiation it had been agreed that conditions relative to removals, as well as to merchandise should be included in the Convention which was to become operative on January 1, 1962, and it would he obligatory to the five signing nations. For British contractors there was some doubt as to the geographical limit of the Convention and whether members of the B.A.O.F.R. should continue to apply the existing conditions for countries outside Europe.
A discussion followed as to the possibility of the purchase in bulk by the Association of cartons. Central buying could reduce costs by 20 to 30 per cent., although some members doubted the practicability of such a scheme.