Leading haulier hits at wasteful own-account work
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Also criticized: manufacturers who won't help stamp out shop bribing
by John Darker • Last week's one-day conference "Freight Transport in a changing Metropolitan environment" arranged jointly by the Institute of Transport (Metropolitan section) and North Western Polytechnic, was notable for a very frank appraisal of the problems of a medium-sized parcels operator by Mr. J. Silbermann, managing director of the Brent Group of Companies. Mr. Silbermann stressed the wastefulness of own-account operators with national distribution problems attempting to deliver throughout the London area with 20-ton vehicles on a "milk round" basis. Unless this was on a carefully planned route—and this was an exception—such vehicle utilization was wasteful both to the operator, and socially.
The big worry of parcels hauliers was the lack of discipline of a vast number of small manufacturers and traders. Typically, such firms "economized" with second-hand cartons, often bearing a number of labels. Packing and documentation was frequently inadequate and it was common for the haulier to be given three parcels "with one to come", with the result that a decision had to be made as to whether to send the available consignments forward or to hold on for the outstanding parcel, with risks of complaints about delivery times.
Criticizing manufacturers who could not resolve the dilemma of trunking to London on uneconomic 6to 8-ton vehicles or sending a large vehicle to deliver to shops throughout London and the Home Counties, Mr. Silbermann urged the economy of trunk movements to a buffer depot close to the sales point.
His company carefully selected the traffics they handled for distribution to supermarkets, chemists, food stores, etc, and aimed to focus deliveries in particular dropping zones which were economical in vehicle utilization. Sometimes a day's work could be done delivering in two streets. The secret of commercial success was to marry-in the work of a number of customers with the minimum number of drops. Mixed traffics were fatal; Mr. Silbermann's organization was not geared to handling clothing or garage supplies and he made no secret of his readiness to exchange incompatible traffics with other hauliers on a reciprocal basis.
The influence of trading factors was a vital consideration. Retail deliveries measured in size of consignment had fallen considerably in recent years as a result of tighter credit; shelf space was now measured in terms of quick turnover of goods. Whereas drops used to average about 34-cwt, they were now down to 2cw t—often the same traffic to the same outlets. Who gained in the long run by the changing pattern?
Constraints on deliveries were another headache and these applied to about 20 per cent of deliveries. Some consignments needed to be delivered in multi-storey blocks; others involved specially briefing the driver about the use of bad language! Early closing days —often a different day in adjacent areas— were increasingly costly to the haulier because traders often refused deliveries on their halfday.
The alarming increase in attempted crime was highlighted by the speaker. He was not concerned with dramatic attempts to hijack vehicles—only one such incident had occurred in 22 years in his firm—but attempts by apparently "nice civilized shopkeepers" to cajole drivers into offering crates of goods for sale, cheap, were worrying. He was proud to say that the overwhelming proportion of his firm's drivers were honest; frequently drivers would provide chapter and verse in such detail that offending shopkeepers could be prosecuted. Unfortunately, he was advised by the police that it would not be practicable to set a trap for these unscrupulous shopkeepers unless the manufacturers would support the move. "In seven years, not one manufacturer has been ready to help us stamp out this terrible thing", said Mr. Silbermann. "If it goes on the problem will get infinitely worse."
Instancing the hazard when hauliers are asked to help manufacturers of, say, confectionery with national promotional campaigns, Mr. Silbermann described the consequences when his firm were given traffic for delivery to Underground kiosks! The police told one of his drivers, parked near a tube station, "next time deliver the . . . stuff by Underground!"
It is disturbing to learn that attempts by shopkeepers to suborn drivers into "selling" goods cheap are increasing. Why are the manufacturers concerned unwilling to join with hauliers in setting a trap for the corrupt shopkeepers? Is it because the insurance market is carrying the risk? II so, it is surely time for manufacturers, insurers and road hauliers to meet to devise a law-enforcement policy. It is grossly unfair to the often-maligned drivers that they should be subjected to frequent temptation by shopkeepers or their employees. As Mr. Silbermann said, if action is not taken matters will rapidly get out of hand, with no profi to anyone concerned.