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F Licences A to North Wal Threat lauliers

20th December 1957
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Page 38, 20th December 1957 — F Licences A to North Wal Threat lauliers
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Which of the following most accurately describes the problem?

Illegal Working by Farmers May Ruin Genuine Hauliers Within Five Years Unless the Law Is Enforced to Protect Their Businesses

By

G. Duncan Jewell

N0 livestock hauliers will be left in North Wales five years from now unless something is done to curb farmers carrying for 'hire or reward under their so called F licences. This is a dismal outlook for members of the Road Haulage Association's livestock section, but it is they who have calculated the dangers.

When I toured the area to see what progress had been made since denationalization, the story was the same from every person depending on livestock carriage for a living. It was no idle grouse, for one of the men most aware of the problem was Maj. E. Williams, chairman of the Mont gomery Sub-area of the R.H.A.

Maj. Williams is with Messrs. J. R. Evans and Son, Trefeglwys, who are agricultural merchants as well as livestock hauliers. He told me the situation was rapidly becoming catastrophic. Farmers were allowed a lower rate of duty, and in many cases t hey were running haulage businesses in complete defiance of the law.

They could afford to undercut Aand B licence hauliers which meant that long-established businesses were being ruined. Livestock rates were 10-15 per cent. down since denationalization, but costs were up by 15-25 per cent.

Maj. Williams quoted an incident at Dolgelly market. A haulier's vehicle stood idle while an " Flicence " lorry shifted nine beasts in three separate loads. On another occasion, an A-licence haulier was asked to carry 60 ewes 12 miles for £2 10s., but IS minutes later he was told the work had been given to a farmer who had quoted £2.

Mr. A. J. Jones, an A-licence lives t ock carrier from Penyborfa, Caerfws, said there were nearly 50 livestock vehicles properly licensed in Montgomery, but there was a greater number of farmers' vehicles working for hire or 'reward. He had recently lost old-established work because a farmer had bought a new oil-engined

Lorry and was hauling livestock all over the county every day of the week.

Mr. Emrys Breeze, Springfields, Kerry, who runs four vehicles on A licence, said he had lost 24 customers in the past three years through " pirate " operations. One of his vehicles was now idle four months of the year.

Other operators who supported these views included Mr. D. P. Edwards, Dolgelly; Mr. Howell G. Evans, Dinas Mawddwy; Mr. J. M. Arthur, Aberhafesp; and Mr. Lewis Evans, Rhydymain.

The same story was repeated in agricultural Caernarvonshire, where Mr. H. Dwylan Griffiths, Tydweiliog, with four livestock vehicles, considered illegality was rife at the two biggest markets in the area, Brynkir and Llangefni (Anglesey).

Mr. R. H. Parry, of Messrs. J. H. Parry and Sons, Llanwnda, has 10 of his 14 vehicles on cattle haulage, including three deck A.E.C. sixwheelers. He said he knew a dozen or more "F licensees" carrying for all and sundry.

Parrys favour A.E.C. and oil engined vehicles. Eight mechanics are employed on maintenance and lorries a r e replaced every f our years, whilst complete overhauls take place during the slack period f r om December to March.

Since July 1, there has been increased competition from British Railways, and Mr. Parry believes much long distance cattle traffic has been lost. Present rail rates to Leicester work out at i14 10s. for a truck-load of 13-14, whereas by road the cost is £24. With sheep and pigs, 180 to a vehicle, he can hold his own, because by rail they require three trucks.

But although the railways can be accused of rate-cutting, and " foreign " operators of poaching at peak periods, there is no doubt that farmers are the main source of worry. The big question is—are they breaking the law? In most cases they are, because under their special licence, carriage for hire or reward is illegal.

They are allowed to use their vehicles occasionally for carrying other farmers' produce, but must accept no payment or reward. However, a farmer is permitted to charge for using his C-licence vehicle to carry agricultural produce, or for helping cut a neighbouring farmer.

A close look at the Road and Rail Traffic Act, 1933, shows that "the carriage by a person engaged in agriculture in any locality of goods for. or in connection with, the business of agriculture carried on by another person in that locality . . . shall not be deemed to constitute carrying of goods for hire or reward."

This applies "so long as the goods are carried in a vehicle which the person carrying them is authorized by a licence to use for the carriage of goods for, or in connection with, his agricultural business."

Despite its ,complicated wording, the law is vague, and controversy rages as to how it should be interpreted. The argument is, should the words " in any locality" be coupled with "engaged in agriculture "? If so, there would be no restriction on distance. However, if in any locality" is supposed to be read in conjunction with "the carriage," then a restriction could be implied—the restriction to carriage in a particular locality.

Even the Licensing Authorities cannot seem to make up their minds how to read the Act. For instance, Maj. F. S. Eastwood, Yorkshire Licensing Authority, threatened to prosecute a farmer if he used his C-licence vehicle for haulage outside a five-mile radius of his farm. On the other hand, Mr. Alex Robertson, Scottish Deputy Licensing Authority, told a farmer he could carry goods to and from London on C licence if he wished.

The R.H.A. in Wales arc alive to the situation, and they are planning to publicize the present unsatisfactory state of the-law where C-licence operations are concerned. When dealing with farmer-hauliers not even covered by a C licence, the biggest difficulty seems to be to obtain enough concrete evidence of illegality. Licensing enforcement staffs are inadequate and, in any case, " Flicence " irregularities are excise offences, dealt with by the police, in co-operation with the taxation authorities. But Licensing Authorities could take action for use of a vehicle without a carrier's licence.

There is no doubt that " F-licence " vehicles plying for hire at markets are operating illegally, and that C-licence vehicles often carry for dealers. It is in these directions that a tightening up of enforcement would be of great benefit to livestock hauliers.

The bugbear of the general haulier in Mid-Wales is empty running. Morgan Bros., Caerinion, hauliers and agricultural merchants, told me that livestock was the only major traffic out, requiring special vehicles for which there were few return loads. Platform lorries, on the other hand, often ran out empty to bring in coal, feeding stuffs and machinery. The company provide a regular daily service from Mid-Wales to Merseyside.

Evan Evans and Sons, Llanidloes, reported that they had been helped in this direction during the past six months by new work, carrying timber thinnings to South Wales, Manchester, Wrexham, and local railheads.' The projected atomic power station at Trawsfynydd was also expected to provide new work for many hauliers in the area.

Among the larger operators in

Caernarvonshire are Grey Motors. Bethesda, whose 14-vehicle fleet includes tippers, " flats " and tankers. During nationalization, five A-licence vehicles were retained on the 25-mile limit to keep the business going.

The company's present activities include regular weekly services to London and the South East. Four tar tankers collect crude tar in North Wales for the Midland Tar Distillery, Queensferry, and in the summer months obtain back-loads of refined tar from Liverpool.

Slate and slate products from North Wales quarries are carried throughout the country, with back-loads of feeding stuffs, machinery and farm tractors. Despite severe competition from British Railways this traffic has increased during the past three years, and two additional vehicles on B licence have recently been acquired.

Mr. L. Williams, who owns the business, is not worried by threats of renationalization, and says he has plans for expansion on both sides of the business.

At Wrexham, outside the agricultural area, I met Mr. Gordon Thomas, of Thomas Bros. (Removals), Ltd., whose mixed fleet of 35 vehicles is engaged on such varied work as furniture removals, bulk coal, and binder and baler twine deliveries.

Surplus of Vehicles

The company did a great deal of local meat and furniture carriage at the time of nationalization and were not taken over. The present fleet consists of 21 A, six B, and eight contract-A vehicles. Seven are furniture vans and 16 tippers. Since denationalization there has been a surplus of vehicles in the area, according to Mr. Thomas. He claims this is aggravated by foreign-based operators ratecutting for back-loads.

The company have been unable to increase their rates, although at least 5 per cent. extra is necessary to cover higher costs. Mr. Thomas also regards the purchase tax on commercial vehicles as iniquitous. Where a depreciation fund of £2,000 a year used to allow the replacement of four vehicles, 0,500 now purchased only one, he pointed out.

Nearly 20 per cent. of the company's work is furniture, and regular services are in operation to Liverpool. Warehousing includes furniture, steel shelving, and binder and baler twine—brought from the North East by British Road Services, and distributed by the company to farms in North Wales.

Typical of the smaller operators in the Wrexham area is Mr. Llewellyn Roberts, of Roberts Bros., Cern Mawr. Before nationalization, Mr. Roberts had a daily service to Liverpool, carrying bricks, quarry materials and chemicals, and back loading with feeding stuffs. Although his seven A-licence vehicles were not taken over, the Liverpool service was lost to B.R.S., and the present six Bedford tippers operate locally, with occasional journeys to Liverpool. Birmingham and Stourport.

• To cover increased *costs Mr. Roberts a6 has put up his rates by Is. 6d. an hour. and as a result some custom has been lost. Oil engines have doubled the fleet's mileage, but Mr. Roberts complains of cut-throat competition from other operators. He claims some drivers work excessive hours, whilst the abuse of contract and farmers' licences is also causing loss of traffic. Mr. Roberts also believes there are too many vehicles in the Wrexham area. He quoted an operator who had two vehicles before nationalization and now has 17.

At Queensferry, I visited Mr. Edgar Williams, a director of the associated companies, Williams Bros., Queensferry; Williams Bros. (Denbigh), Ltd.; and Williams Bros. (Treuddyn), Ltd. Together they form the biggest private haulage concern in North Wales.

Started by Mr. Williams. Snr., in the early 1920s, the present vehicle strength of the three companies is 66. His four sons, Edgar, John, Albert and Llewellyn. now run the business. During nationali zation, about 25 vehicles, mostly tippers, were engaged on local work, including dock deliveries and coal traffic between Liverpool and Flintshire. On denationalization, in order to safeguard their existing traffic by providing a long-distance service for established customers, it was decided to double the fleet.

Seven special A vehicles were acquired during the next two years and, in 1954, Williams Bros. acquired the 18-vehicle fleet of Brookes Bros., Rhyl. They also bought two A vehicles from Chas. Griffiths, Liverpool, and one from W. Roberts, Trefnant. After a period of consolidation, two livestock vehicles were bought from T. L. Parry, Corwen, and three from J. M. Stevenson, Treuddyn,

Tippers Favoured

Then, last May, they acquired the livestock fleet of five special A and four B vehicles and the Denbigh depot of Abel Roberts. Three further livestock vehicles were obtained from Gwyn Thomas, Trefnant, about the same time, and the company's livestock fleet of 17 vehicles is now based at Denbigh.

The Treuddyn company's fleet is predominantly Lipper, and is made up of ten A, four B, and six contract vehicles. Twenty-nine vehicles, 14 A, eight special A. two B, three contract, and two C, including those based at Rhyl and Liverpool, are administered from Queensferry, which is also used as a distribution centre.

Daily services are in operation to Liverpool and London, where there are reciprocal arrangements for back-loading. Smalls for the North Wales area are sorted at Queensferry and delivered daily. A specialized service for pig farmers in the Vale of Clwyd, is the carriage of whey, in 1,250-gal. tankers, from dairy to farm. One tanker is kept in reserve, because it is essential that regular supplies are maintained.

Tipping work is mainly coal, with a weekly average of about 20,000 tons. Large open-cast coal operations are undertaken in co-operation with small hauliers, and as much as 50 per cent, of the work is sub-contracted.

Increased coats, said Mr. Williams, had leen absorbed by increased efficiency and treater productivity. The companies' ipping rates had risen since denationaization by 5 per cent., and long-distance )), 7+ per cent. But costs were up by 15-20 per cent. Tippers were now loaded N)t. 98 per cent. of their running time, and flats for 80 per cent.

Livestock, he agreed, was a different proposition. There had been complaints from their market manager of " pirate " operations by farmers, and rates were extremely keen. Nevertheless, a typical month's operation for the livestock company included the carriage of 25,000 sheep, 8,000 pigs and 5,000 cattle.

Mr. Williams said the threat of renationalization was holding up depot expansion and the purchase of new vehicles, although they had commenced articulation. However, he regarded B.R.S. as essential to the economy of the haulage industry, for few private operators could afford to pioneer new methods and try out new types of vehicle.

The present North Wales operations of B.R.S. are interesting. After denationalization, depots at Abergele, Ruthin, Llanrwst, Bethesda and Trefnant were closed, and the remaining vehicles withdrawn to Bretton, near Chester. Wrexham and Mid-Wales are now administered by the Western division. Trunk services to the Midlands, the South and the Eastern counties are operated from Bretton, and important work is the distribution of smalls to North Wales coastal resorts. These services will shortly be moved to a moderr depot at Queensferry.

No longer interested in livestock traffic, B.R.S. are in the happy position of deal. ing mainly with large firms who hold ii fair balance between operators providing a first-class service. An executive told me that rates were largely static. The large steel and rayon firms in the area required good service and were not interested in low rates at the expense of satisfactory working.


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