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Hauliers Must be on Their Toes
Page 83
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Transport has a Big Part to Play in Bringing Perishable Produce to the Consumer in First-class Condition, and Farmers Demand Dependable, Flexible Service says H. M. Hughes
Editor, "Farm Mechanization" NEW developments in farming and the trend of food production will obviously affect the types of, vehicle used and the pattern of the haulier's trade. An expansion of production will increase the demands for transport through the various stages from the farmer to the consumer, but a decrease may cause more traffic in imported food from the docks.
The Government's major objective is still the expansion of net farm output to 60 per cent. above pre-war levels,. but it is not expected that this will be achieved before 1956. In the past year we have reached an output of 56 per cent. above the pre-war level, with particularly large increases in the production of eggs, pig meat,. calves and sheep. Crop yields were an all-time record, but increases in beef production and tillage were not so great as expected.
A White Paper recently issued by the Government emphasizes the future production of more beef, more sheep and a larger tillage acreage. Pig and milk production are to be stabilized. This is the broad pattern upon which consideration of transport trends may be based. The estimated output for 1953 of cereals was 7,325,000 tons, potatoes 5,824,000 tons. sugar-beet 5,101,000 tons. and milk 1,655m. gallons. Over half a million acres are growing vegetables and soft fruit, and the estimated livestock population comprises 4,023,000 pigs and 7,682,000 cattle and calves.
Already the bulk of farm transport is by road. In the past year the railways carried less than a quarter of the sugar-beet crop, about a third of the hop trade and a third of the fruit and vegetable produce.
Transport's Biggest Role
Transport will play its most important role in market ing, particularly in meeting the farmer's need to get perishable products into the hands of the consumer in first-class condition. With the end of food rationing, the farming industry has reverted to a free marketing policy and, if adequate transport facilities are available, the British farmer should be able to compete with foreign produce in quality and price.
In delivering to markets and getting unloaded, a few hours can make the difference between profit and loss to the grower. Delays which have been experienced are often not the fault of the carrier, but personal influence, plus a few half-crowns distributed by the farmer who uses his own transport, can often smooth the passage to an early sale before prices have settled down.
Such a situation is an inducement to growers to own lorries either individually or co-operatively. It is. therefore, up to the private haulier to organize his business to give the special services which farmers require. This is not an easy task. Markets and farms are widely dispersed, there are peak seasonal demands which are dependent upon the weather, and markets are not held every day.
Although the number of " F-licence " vehicles has increased from 10,4-00 in 1935 to 44.300 in 1953, of the total 102,000 vehicles owned by farmers. 70 per cent. are under 2 tons unladen and the farmer is not anxious to enter the business of road transport if he can avoid it. Some growers, however, have not welcomed denationalization, as they have experienced good service from British Road Services, and, rightly or wrongly, expect that hauliers will become selective.
It is true that the haulier in an area with marked seasonal fluctuations cannot employ a fleet to deal with one or two peaks, and it may be that arrangements between operators in different areas will be necessary to overcome this difficulty.
There has been some conjecture about the exact future of meat transport following upon the de-control of fatstock marketing, but the only clear indication so far emerging is that there will be less mileage in the carrying of livestock and an increase in carcase traffic. This arises from the Fat Stock Marketing Corporation's objective to get beasts killed as near as possible to the farm. The corporation expect to handle at first only a fifth of the trade, but the proportion is likely to be progressively increased whcn the scheme is working smoothly.
Free After 14 Years
From July 1, farmers will be free for the first time in 14 years to sell their fatstock to anyone they like, anywhere they like and in any way they like to get the best price. They may sell by auction at a fatstock market, by priate treaty or by grade and dead weight through the Fat Stock Marketing Corporation, who will announce prices in advance. A new Ministry scheme also allows selling through an official grader, who will obtain quotations from an approved wholesaler or by private sale to or through an approved wholesaler.
During the period of control, farmers were responsible for getting their live cattle to a grading centre. where the Ministry of Food took over further movement and employed the Meat Transport Organisation, Ltd., to distribute to retailers and cold stores. Under. the Fat Stock Marketing Corporation's scheme, arrangements will be made by 11 regional transport officers to collect livestock from the farm, deliver to the abattoir and thence to the wholesaler, retailer, or to storage.
There is a shortage of abattoirs in certain areas, where livestock will have to be carried over longer distances. This will apply particularly to Scotland and the western counties.
So far as milk is concerned, there is likely to be little opportunity for the private haulier to increase his turnover. The Government have cut the guaranteed price of milk by Id. per gallon. which, it is. expected, will eventually reduce output. On the other hand, the Milk Marketing Board visualize further expansion both in liquid milk sales and for manufacture, and have launched a "Drink more milk" campaign. The Board's fleet of 345 lorries and tankers carried 121m. gallons of milk during the past year.
Interest has been shown in the methods of bulk collection of milk widely practised in the U.S.A., Canada and New Zealand, and pilot schemes are being put into operation in Britain to test out the method. If proved practicable great economies will obviously result.
The milk will be held in cooled tanks on the farm and collection will be necessary only on alternate days, using 1,500-gallon bulk tankers in place of platform lorries and churns. There are, however, many problems arising from this method which make its future uncertain. Heavy capital expenditure on holding tanks and special vehicles will have to be met and the suitability of farm roads to carry the type of vehicle necessary needs to be investigated. In Ayrshire, where farms are large and situated close together, it is likely to prove more practical than in England, where experi
mental schedules are expected to operate in Cheshire and Buckinghamshire.
More grain is being handled each year in bulk, which means special transport that only grain merchants, millers, and hauliers who are guaranteed a certain flow of traffic, are in a position to provide.
In handling farm produce, rates are important, but not the sole criterion. A personal service and comprehension of the farmers' needs are of even greater consequence, and the haulier is in a strong position to supply thee needs if he studies local requirements.