AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

Plain Facts About The Haulage Industry

9th December 1932
Page 39
Page 39, 9th December 1932 — Plain Facts About The Haulage Industry
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

By

Capt. E. H. B. PALMER, O.B.E.

THESE are days for calling a spade exactly what it is, and I offer no apology for a few home truths. By now it is probably recognized by most of us that the conditions under which road transport in general and long-distance haulage in particular operate leave much to be desired. Economically, the position is quite as dire as that of some other industries.

A possible distinction is that some of the haulier's handicaps may have been self-imposed. There are contractors who have recognized this and have tried their utmost to counteract it. Some reformation might have been achieved, in the past, by co-operative effort, but isolated endeavour is seldom productive of success.

Let us examine, therefore, one or two features of haulage that definitely operate against the individual and the industry.

First, there is the super-optimist, who I have previously likened to d'Artagnan, that soldier of fortune so well portrayed by Dumas. Soldier of fortune he certainly is, adventuring much, but gaining little. Even his long-suffering machine reflects the inconsequent air of its pilot.

Pension Off the Veterans.

There is a home for aged persons, a retreat fOr decrepit horses and I am inclined to wonder why there should not be a shelf for these veteran vehicles. Certainly should they not be on the road and still more 4iMphatic.ally should they not be allowed to operate on longdistance and similarly arduous work.

The week's hard earnings may allow for something -for bread and butter. The haulier's arithmetic may be faulty. That margin counted on for personal needs is too often fictitious and actually represents an unfortunate disregard for certain essential items in the sum

total of operating costs. The day of reckoning is inevitable and our friend disappears from the road.

Is it altogether his fault, or his misjudgment, or even his incompetence? Rather should we dig deeper, for there is a combination of adverse circumstances set against him. In his small way, therefore, he unconsciously "'bears ' the market" and many suffer. His part in the piece is unintentional, He is reduced to accepting what he can get for what he can get, on the principle of Hobson's choice, and so we pass on.

Next, there is the customer who takes advantage of the situation to its limit and to his own discredit. He terms it "business," andno doubt it is, with a little impartial imagination, but I, for one, should hate to be a party to it. Why cannot trade competition be met in other ways, such as by economical production, keen buying, judicious publicity and acute salesmanship?

"A Bare Bone of a Living."

Instead, goods are often marketed at the lowest possible figure, largely by minhnizing transport and distribution costs. The haulier, having no rates' schedule or classification, and in fierce competition with his contemporaries, is invited to join in the feast, so he does, jostling with his kind for a bare bone of a living.

I am not speaking without my book, and my experience is that of many. As one-time manager of a well-known road-transport company, I was induced to tender more than once by a concern of no mean status. Each time this proved to be against the same hauliers and holders of the contract. Not until the third occasion, in fact, did I realize that we were merely being " used " to lower the other's terms.

Let us pass, now, to a minor character in this tragedy. Here we have the clearing house of the type that not only accepts, but actually solicits, tonnage at rates that can mean nothing short of a shameless exploitation of the haulier, left with no alternative to a belated return to his home town, or travelling light.

It is possible that, at first, such institutions made genuine attempts at maintaining rates at a reasonable level and that they adhered rigidly to the recognized 10 per cent, margin for commission, but some of them have fallen from grace and the haulier is the one who pays.

This bald criticism would not have found place here, were I not able to point out that there are other clearing houses to which it could not apply in the slightest degree at any stage of their existence. These, I feel sure, will prove a not unimportant factor in raising the haulage industry to the position of importance that none should deny it.

Incidentally, if there is to be any recognized schedule of rates for tonnage on long-distance haulage, surely their assessment is the business of the haulier and the clearing house alike. The former considers operating costs, whilst the latter is a judge of the market. Add to this council of opinion representation of the manufacturer and merchant and we have what I once more recommend, namely, a road-haulage rates tribunal.

Finally, there is that pernicious custom of passing along a job from one to another, until the net rate received by whoever carries it out is simply farcical. Why is it accepted? Once again let me remind you that, under the existing conditions, it is Hobson's choice.

The Professional Haulier.

Now, I hold to the definite opinion that, with few exceptions, longdistance haulage should be left to the professional, and I appeal for more general appreciation of this view.

Let the bootmaker keep to his last, the manufacturer to the task of production, and let every industry concerned encourage another industry—that is an essential factor in the scheme of things, to thrive and survive. The haulier has a right to his tonnage. His health and wellbeing as an industry are a national asset and a national responsibility.

I ask all ancillary users of road transport to consider the matter in this light, with the certainty that they will appreciate the equity of the claim. Few of them, surery, can justify the double journey on the basis of cost per ton-mile. I do not hesitate to suggest that there should he a general discontinuance of longdistance haulage, with their own vehicles, by ancillary users, and I ask them to leave as much as possible of this class of work to the professional haulier.

Tags


comments powered by Disqus