Road Transport's Fight for Life
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LAST week, Captain W. F. Strickland, M.P., gave an interesting address entitled " Road Transport and Its. Difficulties," before the Birmingham Branch of the Industrial Transport Association, of which the following is a precis.
With the advent of rail transport its advantages at that time became so obvious that it was not long before it led to the disappearance of the stage coach, and then the carrier's cart, particularly in the case of the longdistance vehicle. A network of railways grew up, and for many years enjoyed practically a monopoly. So firm did the position appear that even adequate depreciation to meet possible competition was considered to be unnecessary. Their stock was regarded as gilt-edged, and favoured as a proper investment for trustee security. Even now, the influence which they wield in all classes of society is enormous, and however inadequate is the service they give, they enjoy a unique position of power over any other form of competition.
Road Transport Prevents Stranglehold on Commerce. A few years ago the trader was able to benefit by the competition between one railway and another, but since the amalgamation this advantage has disappeared, and, were there no other means available, they would to-day, enjoy a stranglehold on commerce.
The deduction to be drawn from the steady progress of road transport, despite the crushing burden of taxation and all the restrictions and hindrances placed upon it, is the best answer to anyone who questions its superior service. From comparatively small beginnings, it finds employment for over 1,250,000 persons, as against 675,000 engaged in rail transport—practically twice as many. On the passenger side it carries nearly nine times as many people as do the railways. It is the author's opinion that these figures alone lead to the conclusion that road transport meets a public demand.
There would be no need for the intense railway opposition were the railways more efficient in service and adaptability than is road transport. The superior advantages of the latter lie briefly in its speed. How many traders can depend upon certain delivery of their goods by rail on the day following dispatch? Road transport has brought all main centres and most of the smaller districts within a day's reach of one another. Speaking a few days before to an important coal merchant, the author asked him what was the average loss, if any, on coal by rail. This was esti
mated to be 11 per cent in transit, representing about 51d. per ton, and was irrecoverable. Most users of both road and rail are in a position to make a comparison between them, not only as to the actual loss incurred, but as to delay in settling claims.
The speedy delivery of perishable goods is another advantage of road transport, particularly where damp
ness or careless handling may depreciate their value or freshness. A further advantage which it has brought to industry is that it permits traders to carry much smaller stocks of individual items which necessitate con
B4 stant replenishment. This undoubtedly means lower overhead costs.
The large increase in the use of road transport by traders, either by their own vehicles or by those of hauliers, has aroused the keenest opposition' of the-railways, which have adopted many methods to crush the activities of road operators, the most prominent being their opposition to the renewal of licences. The holders of A and B licences experience great difficulty in obtaining permission to increase their fleets, even if they can produce evidence of a public demand for their services.
Lately the railways have based their opposition on the ground that they can carry the whole of the traffic and that, consequently, with certain exceptions, road licences should now be refused. In view of this contention it is interesting to note that the four main railways themselves own over 8,000 goods motors, besides controlling other important transport concerns. They are also rapidly replacing their horse vehicles by motors. In addition, they own about 15,000 large passenger motor vehicles—about 30 per cent. of the total. Their contention, therefore, that it was, and is, the intention of the Government to decrease the use of the roads appears more ingenious than honest.
Road transport seeks no privileges over its competitors. It asks for no favours beyond fair comparison and equal treatment It exists to assist the trader in the efficient and speedy distribution of his goods, and is unquestionably a check on a monopoly which would otherwise exist.
Try to imagine the position in which any trader would be placed if, at any two-year period, despite public demand and an efficiently run business showing
reasonable profits, his business could be suddenly stopped, without any compensation, to bolster up a less efficient service. This is the actual position of road transport to-day.
Railway Attacks Acknowledge Inferior Service.
The whole of road transport is placed in jeopardy in the effort to compel traders to use the railways ; but why is it necessary to adopt such measures? If the railway service were superior, better adapted for traders, more efficient and more reliable than the road service, then it is certain that the railways would quickly eliminate their competitors. By their line of attack the railways acknowledge their inferior service, but they have the law, as at present constituted, behind them, and they mean to take advantage of it in their attempt to re-establish a monopoly.
The attack to-day on hauliers must inevitably lead to a similar attack on C-licensees, for of what use would it be if the success of their first efforts resulted merely in more traders carrying their own goods?
Another difficulty facing the operator is his responsibility for the actions of his drivers.
There are hosts of irritating and vexatious regulations which, in the main, appear to give little if any advantage to the public.