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Delivery Bans M ust Be Reasonable A LEADING article in this journal,

23rd September 1955
Page 39
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Page 39, 23rd September 1955 — Delivery Bans M ust Be Reasonable A LEADING article in this journal,
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Which of the following most accurately describes the problem?

last week, drew attention to various methods which have been put forward with the object of alleviating traffic congestion in cities and towns, both in Britain and many places abroad. It was then pointed out that any ban, or partial ban, on commercial vehicles, would have most serious effects and that it would be little use providing waiting facilities other than where goods have to be loaded or unloaded.

Since this was written, the Traders Road Transport Association, who represent nearly a million trader-owned vehicles operated under C licences, have addressed open letters to traders in every busy street, Chambers of Commerce, highway authorities, chief constables and others, as the start of a nation-wide ." be reasonable" campaign against moves to ban commercial vehicles from stopping to load or unload at shops, hotels and restaurants in congested areas.

Deliveries Must be Made Many people consider the delivery van as being something of a nuisance which could easily be barred, at least during the traffic-peak hours, amounting to perhaps four per day, or even be required to do their work only in the early morn ing and evening. They fail to realize that this would be no cure. The effect of shortening the hours during which deliveries could be made would involve the employment of far more vehicles, and these would be piling up as close as possible to their destinations while waiting for the ban to lift. Once this happened, there would be a tremendous influx, but meanwhile those other streets would become choked.

Assuming that .the transport could even be arranged, what about the shops themselves? There is a call for more reasonable hours for shop assistants and whilst large stores might possibly, at considerable expense, have staff available for loading and unloading outside normal shop hours, this. could not apply to the majority of the smaller establishments.

Many businesses, such as those concerned with catering and with the sale of quickly perishable goods, demand frequent deliveries, and this difficulty is often added to by the fact that many could not provide storage facilities for large quantities for more than a few hours.

The housewife expects to buy fresh food when, and where, she likes, and the increase of selfservice demands constant and regular supplies. With any extensive ban, there would also be ro conceivable method of conducting deliveries from shops to homes. Householders could not be expected to accept goods either very early in the morning or late at night, whilst many of the older people and those suffering from poor health might find it impossible to carry all that they buy.

Numerous other points could be advanced but they all amount to the fact that, in most instances, a trader's commercial vehicle has a most vital service to perform and its use must not be obstructed for the sake of less-important transport. Where partial bans have already been. imposed, many traders have been almost crippled and any extension of the restrictions might easily force the termination of shopping facilities in the areas concerned—and what would the "High Street" -think of that?

Give the Van Precedence It would be impracticable to force trade vehicles into parks or garages, for many of the loads are heavy and could not be manhandled for any considerable distance. If it comes to the choice, to remove private cars might involve only a short walk for their occupants.

In a census taken by the T.R.T.A., it was shown that, at Oxford, 168 firms made a total of nearly 16,000 deliveries, mostly food items, to the centre of the city in a month. The same vehicles, operating over the same routes, made a total of nearly 15,000 deliveries to other towns. The drivers had to load at places as far distant as Newcastle, Liverpool, Manchester, Bristol and London, so that a vehicle banned from deliveries at Oxford alone, would cripple many delivery and loading schedules over much of the country. Other statistical information indicates that in Central London, a delivery ban on lengths of streets at main traffic intersections, such as Piccadilly Circus, Oxford Circus and St. Giles Circus, would, in a week, affect nearly 13,000 deliveries, involving almost 2,000 tons of goods, including essential foodstuffs and other supplies to hotels and catering establishments The transport manager of an important firm has estimated that the whole of his large fleet supplying Central London would have to be concentrated on such prohibited zones, in the desperate hope of making sufficient deliveries within the "permitted hours."

Already the move to close shops for two days a week is presenting a difficult problem to those concerned with supplies. Transport enters largely into the prices of goods, and with added difficulties, more vehicles and extra overtime, operating cost would be greatly increased and would undoubtedly have a bad influence upon retail prices.

Traders and other owners of vehicles employed on this work must, however, do their utmost to expedite deliveries and avoid long waits at the kerb. There are undoubtedly many instances in which obstruction has been caused for excessive periods. In their own interest and that of other operators, this must be avoided. No excuse for further restriction should be afforded.


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