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OPINIONS

10th July 1936, Page 46
10th July 1936
Page 46
Page 47
Page 46, 10th July 1936 — OPINIONS
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QUERIES

The Editor invites correspondence on all subjects connected with the use ol commercial motors. Letters should to written on only one side of lie paper. The right of abbreviation is reserved and no responsibility for views expressed is accepted.

HAULIERS MUST PUT THEIR OWN HOUSE IN ORDER.

[4829} To-day we find many such as A.I.T.A. (No. 4818, June 19) who feel compelled to protect the railways from such " slander" as mine. If A.I.T.A. occupies a position in industrial transport such as his cognomen suggests, then I am dumbfounded when he states that it is only because road hauliers are able to discriminate as to the traffic which they will accept and the fact that there is no control over road rates, that they can give the service and quote the rates which they do to-day. If he firmly believes this to be the case, then surely the position is an advantageous one, so far as men like himself are concerned, whose affirmed policy is pro-industry, not pro-road or pro-rail. In view of the manifest advantages that road transport has given to industry, it should receive the whole-hearted support of industrial traffic managers in its efforts to avert further deadening legislation.

It would be exceedingly interesting if A.I.T.A. would explain what the railways have done to secure the traffic for which they have quoted an agreed rate of which advantage was not taken. Have they pursued the matter further or have they been content to allow the traffic to pass through other channels of transport? If the latter, is it feasible to assume that the traffic was undesirable so far as the railways were concerned? The railways can and do offer increased facilities in the matter of rates under the powersconferred upon them by the Road and Rail Traffic Act, 1933, agreed charges and exceptional rates are capable of wide manipulation for the purpose of securing traffic, and the freedom allows them to quote rates which they know are unacceptable, which, of course, is tantamount to refusing traffic.

I would again like to quote Mr. Lampitt, of the G.W.R., who, in a paper read at the Birmingham Commercial College on March 9, stated that the railways were always prepared, within their powers, to quote a rate low enough to attract and develop business, provided it was sufficiently remunerative to them, not just remunerative, but sufficiently remunerative ; if the rate at which the traffic could be secured would not show a sufficient margin of profit, the railways did not want it.

Further, A.I.T.A. asks if I suggest that the railways should always quote a lower rate than the road rate merely to fulfil their statutory obligations. If he will peruse my letter No. 4800, May 15, he will find that B.36 I stated that traders would not send their goods by rail irrespective of the rates charged, merely to force the railways to carry out their statutory obligations, and his question is actually an admission that railway rates are capable of manipulation to lose certain traffics.

Before proceeding further, I would point out that I have always maintained that the railways of the country are essential to industry, but I have also stated that road transport is of equal importance. The railways ceuld not cater for the combined traffic of road and rail, and the growth of this new industry has been of inestimable importance to trade and industry.

His assertion that it is certain present rates which are the cause of all the trouble is incorrect ; those hauliers who are carrying at uneconomic rates are bound, sooner or later, to be eliminated under the administration of the 1933 Act. The cause of all the trouble is simply that the railways must, in their view, have a monopoly of inland transport, and they will make every effort to achieve this objective—the trader must do their bidding, not attempt to dictate to them.

My critic goes on to ask if I suggest that road rates should remain uncontrolled. I do plead for the Road and Rail Traffic Act to be given a thorough trial before rates control is introduced, and for further particulars as to my views on this subject I would refer him to an article of mine which was published on page 133 of The Commercial Motor dated September 13, 1935.

The railways' system of charging may have been a successful attempt to spread the burden of transport charges evenly over the whole of industry when they held a monopoly, but to-day it bears little resemblance to its original form. In the face of competition it has proved to be anything but satisfactory, as is evidenced by the fact that 85 per cent, of rail-borne traffic is conveyed under exceptional or agreed charges. No doubt it is presumptuous of the road-haulage industry to criticize railway rates, but after all it is presumptuous of the road haulage industry to be in existence at all, and as for the right of objection to agreed charges, we now have an Association with a membership of 18,000, why should it not be given the right to object on behalf of its members? I am afraid, however, that this also would be regarded as presumptuous.

Chester-le-Street. TRANSEX.

MEMBERSHIP OF THE C.M.U.A.—COST AND ADVANTAGES.

[4830} As a reader of The Commercial Motor for between 20 and 30 years, may I suggest that you insert the rules of membership, fees, etc., of the Commercial Motor Users Association for the benefit of those operators who are not fully conversant with them? In my opinion, this would result in a large increase of membership.

If the area representatives of the Association made a round of such districts as those surrounding Braintree, they could perhaps persuade hauliers to see the advantages of joining the Association and do a lot towards preventing the cutting of rates, which is so prevalent.

Braintree. A. DOVEY.

[The annual subscription for the C.M.U.A. is:—ordinary members, £2 2s. for one vehicle, plus 7s. 6c1. for each additional vehicle. There is also an entrance fee of £1 Is. For light-vehicle members (vehicles with a carrying capacity that• does not exceed 10 cwt., or, in the case of a passenger vehicle, has not more than eight seats) there is no entrance fee, but a subscription of £1 Is. for one vehicle and 7s. sa. for each additional vehicle of similar type. There is a third grade for associate (or personal) members who are non-operators; these pay an entrance fee of £1 Is, and an annual sub

scription of £2 2s. The benefits of membership include legal defence or representation in police courts without charge wherever the case is capable of being contested and in which the defendant attends to give evidence. Where cases are not of such a nature the Association advises members and, where a solicitor appears, bears part of the legal costs. The solicitor in charge of the legal department may be consulted free of charge on any legal matter concerning commercial-motor vehicles. Free advice is given concerning the running of members' vehicles. The services of the R.A.C. road guides are available; also the use of R.A.C. telephone boxes. There are special insurance facilities, road routes can be supplied and expert advice given in connection with the analysis and valuation of lubricants and motor spirits. For a small fee, oil will be tested and reported upon by an expert chemist. The monthly journal, sent free to all members, contains much useful information, particulady on motor lore. The Association does much valuable work in fighting against legal and other restrictions considered harmful to the interests of its members and the industry as a whole. Requests for forms of application for membership should be made to the general secretary, the Commercial Motor Users Association, 50, Pall Mall, London, S.W.I. With regard to the second suggestion made, we have forwarded this to the C.M.U.A., and the National Organizer now has the matter in hand.—E1).]

STAMPS TO FACILITATE THE PURCHASE OF TICKETS.

148311 For some time we have been considering a scheme whereby we sell to members of the public, through our conductors and booking offices, travel stamps valued at say 6d. or is. The idea is simply to sell our travel facilities by instalments. As you are no doubt aware, the railways are practising a similar scheme through the medium of bankers.

When purchased, these stamps would be affixed to a card supplied by us and each card would be accepted as part or full payment for 12 journey tickets, contract tickets, excursion and tour tickets or on any of our stage-carriage services, but we do not suppose that they could be used in connection with private-party work. We are of the opinion that such a scheme would be welcomed in this area, which is one of the most distressed in the country, but before proceeding -further in the matter I would much appreciate your observations on the legal aspects of the case.

Perhaps you would be good enough to give us your full comments on the scheme and whether you consider that it will be necessary to obtain the Traffic Commissioners' sanction before proceeding further in the matter.

Bishop Auckland. W.E.

[We see no reason, either from a legal or a practical point of view, why you should not issue travel stamps on the hues you suggest. We agree, however, that it would be as well not to use them in connection with private-party work, as this might be taken to involve the question of payment of individual• fares. We do not consider it necessary for you to obtain the Traffic Commissioners' sanction to the scheme as they are not concerned with the manner in which those who travel by your vehicles pay for their conveyance.—En.] •

OPERATOR'S COSTS FOR SECOND-HAND BUSES.

[48321 Being a regular reader of your journal for a good number of years and valuing the information contained therein, please be kind enough to furnish me with the actual running costs of a fleet of 6 TS 32-seater machines on service six days per week, each machine doing 48 miles per day. The machines are second-hand and bought at £250 each on the hire-purchase system. I take the life of machines to he three years.

Deal. H.C.

[The cost per vehicle for operating your 32-seater coaches will approximate to £16 10s., that will include the wages of a conductor as well as a driver. The details are as follow:—Running cost per mile, fuel 1.40d., lubricants 0.11d., tyres 0.85d., maintenance 1.70d., depreciation 1.22d. Total 5.28d, per mile. For 288 miles per week that will amount to £6 6s. 8d. The standing charges per week are, licence £1 3s. 3d., wages £7 2s. 10d., rent and rates 14s., insurance 19s., interest on first cost 4s. d. S.T.R.]


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