SHOULD THE CANALS BE RESUSCITATED?
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A Comparison of Railways, Roads and Canals. In the Opinion of Leading Traders, Road Transport Offers Superior Conditions for Handling General Traffic.
By a Traffic Expert.
ONE OF the must important of our local authorities (which has been considering the question of the resuscitation of canals) has recently invited the co-operation of trading organizations of the town in securing the considered opinions of leading traders upon the relative merits of the competitive forms of transport. The co-operation of 100 important firms has been seemed, and the statistics which have
been supplied are certainly illuminating. _ The tonnages involved for the period taken cover approximately 200,000 tons, which were distributed between the competitive transport services roughly in accordance with the following analysis :—
A questionnaire which was issued to the traders invited opinions as to whether (a) the substitution of mechanical haulage was desirable ; (b) whether an increase in the tonnage capacity, say, to 100 tons, was recommended ; (c) whether it was desirable to embark upon schemes of canal improvement or to foster road transport; and (d) what improvements were necessary to increase the volume of canal transport— and the replies to this questionnaire only serve to confirm what has'been the fairly general opinion of those -who study transport problems.
The replies have tended to divide themselves into two distinct categories—those interested in heavy traffic and those concerned in the transport of general goods. So far as the former are concerned (in which the elements of 'speed and regularity are not such important factors), there is a tendency to regard canals as an efficient instrument of transport if they could be made more suitable for modern conditions ; that is, the canals should be broadened and deepened to accommodate larger barges for transport, and efforts should be 'directed in tanking labour by mechanical effort, Whilst, additionally, improved facilities should be afforded at the locks. So far as the other replies are concerned (those covering general traffic), the general consensus of opinion is against the development of the canal, and it is expressed throughout the whole of the replies that the future lies with the railways or with the roads.
It would appear from the questionnaire that nothing short of a revolution would suffice to attract general merchandise to the canal systems, and this, in itself, is significant, because this type of traffic undoubtedly is more remunerative in that it is subject to considerably higher classification charges, and, if it could be secured, would do much to improve the financial position of the canals. The defects of the canals are set out fairly exhaustively. There are, first of all, the natural and the geographical defects which it is impossible to remove, the periods of inactivity due to frosts and bad weather on the one hand and to drought on the other, and the wastage of time and labour in working the boats through series of locks; but, even assuming that these natural defects could be removed or minimized, emphasis is laid upon other weaknesses in the canal system to which public attention has not been so clearly directed. From the statistics published by the Ministry of Transport recently for traffic carried, by English railways, it is clear that the average weight of consignments in this country is exceedingly small ; even 538 , allowing for the very considerable volume of heavy tonnages dealt with by English railways, the average weight per consignment dealt with in English yards and sheds is only 42cwt. This fact has a very direct bearing upon the value of canal transport.
So far as the railways are concerned, it is customary for the companies to give not only an inclusive service, but also an inclusive rate. The company will take the goods from the warehouse of the sender and deliver them to the address of the consignee Without any trouble or further anxiety on the part of the trader, who additionally knows the precise amount he will be required to pay. So far as canals are concerned, there are no equivalent services. It is not customary for the canal companies to act as carriers on their own canals, and there are no general collec tion and delivery services. Generally speaking, also, there are no through rates.
It is obvious that such methods of procedure are altogether impracticable where only small parcels are concerned, and there appears to be no future for the eanals unless and until they can be put under one authority, with fixed tolls, and with adequate facilities for dealing with the traffic in precisely the same way as the railway companies are prepared to do, addititmally providing suitable transhipment arrangements for points off the direct line of route.
But even these vital considerations do not remove the whole of the difficulties. The railway companies additionally have adequate terminal facilities for the use by traders of warehouses in which the goods can be stored, and, in the case of export traffic, the companies are in all instances able to give delivery to the ship's side. None of these is generally available on the canals. Apart, .however, from services and facilities, it appears to be an undoubted fact that, for general traffic, the railway companies and the road services are able, at the present time, to give a competitive rate with the canal companies, and not a few replies to the questionnaire indicate that there has been a drifting from the canals to the, railways and to the road on the question of . price alone, without any reference to the particular facilities afforded. An interesting feature of the above analysis is the extent to which road transport is being utilized on three important routes all of them representing considerable distances, ari'd many of the 'traders are quite frank in their assertion that steps should be taken, so far as possible; to increase the competition ba road. The points mentioned by those who have replied to the questionnaire have previously been given, and may, therefore, be just roughly enumerated. They are:— 1. Speedier transport.
2. Cheaper rates. 3. A considerable elimination of risk of both dantage and pilfering.
4. The avoidance of a considerable amount of 1111neeeiga,ry and costly packing which is required by the other forma of transport, with a eonse
• quent saving not only in despatch eon but also in the price charged for the conveyance of the material.
The general impression which one gains is that it is a pity that canals have been allowed to deteriorate during the course of the, years, but that the other forms of transport have now advanced to such; an extent that it is extremely doubtful whether 'the canal authorities will ever be able torepair the .mise chief which has been derie.