OPINIONS and QUERIES
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be written on only one side of the paper. The right of abbreviation is reserved and no responsibility for views eipressed is accepted.
THE IRONY OF RAILWAY OBJECTIONS.
f 4961] We look forward every week to receiving your journal (which, by the way, would be better known as "our" journal), for it is something not only very interesting, but helpful in all the activities connected with our trade.
We think, however, that you established a record in your issue for last week, and, perhaps, of greatest importance in it is the matter concerning the Licensing Authority, who, whilst admitting the right of a claim to an extra vehicle, would not allow it because of the risk of injuring those dear, dear friends, the railways.
To .our mind, sir, this is something that our trade positively dare not take lying down. If those concerned in it do so, then they deserve to go down. We all know in which direction lies the sympathy of the majority of the Licensing Authorities, but to allow it to be made public in thiS manner, at the cost of a man's business welfare, is too much for us, and, if it be permitted to pass unchallenged, will be a far greater blow to our future than we have experienced so far.
We do not know the applicant concerned, and whether or not he be a member of an association, but if he be so and we can find out to which he belongs we shall make a demand on that association to take up the matter. Likewise we do not know the Licensing Authority concerned, and do not wish to. We are grateful that we have not one of that type in the West Midland area.
We call on all readers of your journal to make suggestions as to how this matter can be brought to the notice of the Minister of Transport.
What irony it is! We recently read in the daily Press of a threatened strike at a pit because the railways could not get the coal away,, thus causing the miners to lose time. We hauliers in this district were begged lijr the coal wholesale offices to fetch their coal from the pithead, because the railways could not get their supplies.
through in time. Three days before Christmas one could see vehicles of all sorts waiting at railway sidings for coal to be taken to the home fires. Wholesale coal and fuel agents dared not accept orders because the railways could not give them any date for delivery. Yet if a man wants to buy a lorry the railways have the audacity to object.
Wake up, road transport! How much longer are we to carry on like this? Let each one of us become imbued with the WalterGammons spirit and take the fight into the enemy's camp. If the Government, through its Licensing Authorities, desires to act as a Sunday School teacher to the railways, so be it, but there should be a limit to our sufferance.
Thank you for all that you are doing for us. We much appreciate. it and say, continue in the path you
are following. G. A. TAYLOR. Dudley.
GREETINGS FROM IRAQ.
[49621 I would like to wish you and the members ot your staff the Compliments of the Season.
I am an R.A.F. transport driver, and I find that the only way in which I can keep in touch with the English transport services is by reading your journal.
Basra. H. SUTCLIFFE.
THE NEED FOR A VIGOROUS CAMPAIGN FOR ROAD TRANSPORT.
[4963] The replies .made by .Captain Palmer to the ritics of his article, "Fiddling While Rome Burns," published in your issue dated October 23, 1936, which were included in his further article, "Representative Associations Needed," which appeared in your issue for December 25, 1936, made most interesting reading. I am really writiog to answer a question put by Captain Palmer as to why I am forming a local associa
then, and whether this procedure would have been adopted if an alternative had been available. ,
If it had not been for the Road and Rail Traffic Act it would have been impossible to have taken such a step, as it would seem, as Captain Palmer states, that operators could not, or would not, see the -breakers ahead. Now, however, the time is ripe for development, and we must all fight tooth and nail to obtain justice.
I cannot understand why road transport and the motor industry take this unfair legislation lying down. What we want are fighters, and in this respect I am trying to obtain recruits from the trade as a whole. We must get/together and petition against this disgraceful state of affairs.
The associations keep on talking as to what they are about to do. In effect, they can, in my opinion, do nothing. We must have action, and no round-table conferences week in and month out. I regret that it has been necessary to criticize the policy of the associa
tions in this way. There is no doubt, however, that they are meeting the situation only as it is, instead of getting to the bottom of it.
We are taxed and insured up to the hilt to use our roads. On top of this, we are told that we must not do this or that, and whether we may or may not use our vehicles to carry goods, etc. ; then, we are, perhaps, forced into accepting B licences and to work within a radius of from 10 to 25 miles.
Why is this? Because the railways and the powers that be say so ! We are told that the railways must be saved, that their shareholders' money is at stake. What about our money and our living as well? In most cases, a small man invests every penny in his business. Yet, we still put up with this persecution because we are not properly organized.
We must set the wheels in action to build up a national scheme of defence for the whole industry. The public does not realize the serious nature of the position, but the trader is beginning to find out that he is being told by the railways what form of transport he must use, for, as Mr, Ashton Davies says for the railways, they want a controlled monopoly, and agree that this would mean the complete destruction of trunk services.
I intend, in the near future, to organize a mass meeting in the Metropolitan area, when I hope to have the support, not only of the transport man, but of the trader and public.
Thank you, Captain Palmer, for your support. We need such men as you. D. K. KiNcH. .London, W.3. THE VALUE OF A HAULAGE BUSINESS.
[4964] As an old reader of your much-valued journal, I feel sure that I can again apply to you for youradvice. I have been in the haulage trade for several years, but feel that with the ever-increasing regulations, etc., that I would like to dispose of the business.
I have a large house, yard and garage, also a lock-up shop let off to a good tenant at £50 per annum. Property leasehold, 60 years unexpired. I have also three good vehicles with A licences for 9 tons unladen weight. The annual turnover is £12,000. I can obtain any desired amount of contract work from my clients to secure Contract A licences.
Could you advise me as the best way to set about disposing of the business and what would be a fair price for it? R.W. North Wales.
[It is practically impossible to suggest a figure for the value of a business without making a fairly close investigation into accounts. If, however, it be the case, as you state, that your annual turnover for only three vehicles, of a total unladen weight of nine tons be £12,000, and if there be no unusual expenses attaching to your business, I would say that the business is a very valuable one, worth about the equivalent of the annual turnover. The difficulty with all haulage businesses is that the goodwill depends to some extent upon the class of work being conducted, and that also I should have to take into consideration. The best way to dispose of it is to advertise and, having in view its value, I should think that a displayed advertisement in the small-advertisement section of The Commercial Motor would be an excellent medium.—S.T.R.]