U.S. Hauliers Close the Ranks
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fillE growing practice among American L industrialists of using their own ;hides to carry their goods, coupled with e newer forms of piggy-backing, is proding tough competition for road transn't concerns. Continuously rising aerating costs—mainly due to higher ages—are making it difficult for many ushers to cope with the private carriers I both long and short hauls.
Railways charge what amounts to a set e for piggy-backing a trailer, irrespecle of the type of cargo it contains. If e freight loaded would move at higher tes on the road, the dispatcher is in position to save money by virtue of the ilway flat rate, and, of course, will gard favourably the faster train hedules over longer distances.
Hauliers operating in the vicinity of arshalling yards are most hit by piggy'eking, for the point of dispatch must near the railway if additional money is )t to be found by the consignor to bring
his trailer to the piggy-back wagon. Another factor he must bear in mind— often beneficial to the haulier—is the time lag, sometimes considerable, necessary for train make-up.
Since the coming of the piggy-back era, many firms with small amounts of goods for dispatch have organized pooling arrangements with companies similarly placed, to take advantage of the fact that the piggy-back trailer travels at the same price whether it be loaded or merely partly loaded.
Amalgamation among contractors has been going on for some time in U.S. haulage circles, and the general feeling is that this voluntary evolution is in the best interests of the industry, for it is freely admitted that, in many areas at least, there are far too many hauliers for the amount of business, both current and in the foreseeable future. The alternative -cut-throat rate competition—has forced many a small carrier out of business.