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Delivery Delays at the Docks.

31st July 1923, Page 1
31st July 1923
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Page 1, 31st July 1923 — Delivery Delays at the Docks.
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Keywords : Taxicab, Fare

HE REMARKS which have appeared in The Commercial Motor from time to time regard

ing terminal delays and delays at docks apply with particular emphasis to the unloading of vessels in London. The bad state of affairs is at present accentuated by the dockers' strike, but, even under normal conditions, the congestion and delays are extremely serious. They are such that no one can hope to make motor haulage pay its way in that particular branch of transport unless the whole system of delivery of goods at the docks can be revolution ized.

We were recently informed by a haulage contractor that it is only very seldom that a 3-ton lorry on dock work can get more than a single load in a working day. Added to this is thefact. that the length of haul is Usually short. Thus, the reason why dock work does not pay becomes obvious. It is these conditions which have led-to the retention of-dioraes by many contractors, and the reversion from motor

lorries to horses by others. •

Surely, in -these enlightened times, and with the volume of experience already gained in transport from the docks, something could be done to reform

the present conditions. It would" seem better to incur a few days' warehouse charges (in many cases only the minimum charge would be incurred) on the goods landed from a" ship, and to agree upon a definite time for delivery to lorry rather than to have vehicles waiting a whole day, and sometimes wasting lore than a day, for the receipt of a small parcel 6f cargo.

The Monetary Value of Courtesy.

THAT COURTESY in all public service Pays, in more ways than one,has been amply demetiStrated in the conduct of the bus service of the Metropolis. The London General Omnibus Co. has laid down a standard of behaviour for its outdoor staff which is not excelled by that of any service in this country or on the Continent, with which we have had experience, and we are not surprised to learn from Col. Ivor Fraser; chief of publicity for the L.G.O.C., who has reeelitly returned from a nine weeks' visit to the United States, that, introduced by Mr. C. A. Green, himself a Britisher, into the rules of behaviour of the operating staff of the Fifth Avenue Coach Co., of New York, courtesy en, ables that concern to fill its buses on a 10-cent fare as compared with the 5-cent fare charged on the tinderground, where politeness to passengers is by no means the rule. To the citizens of New York the courtesy extended to them by the conductors of the buses comes as an eternal surprise, and, when it takes the form of receiving, as a charge, a youngster, to be put off at a certain point of the journey, and the duty is unfailingly and accurately discharged, they are so " intrigued " at the novelty of the men's Lttitude that they seek a repetition of the experience.

The lesaon is one to be taken to heart at a time when there is a -change in the conditions of etreet passenger service in the Metropolis. Whatever may be the arguments for and against competition in London bus services, the one ever-present condition essential to the securing and retention of public goodwill is the maintenance Of courtesy and attention to the travelling Public.

The Question of Reducing the Fares on London's Taxicabs.

FOLLOWING the recent reduction in the price of petrol, the question of reducing the fares . of London's taxicabs was again brought into prominence.

If the chief reasons for not reducing the fares before the price of petrol dropped still exist, it is hardly just to make this demand on such small grounds for, if the average taxicab runs, say, 20 m.p.g. of fuel, the saving per Mile is of very little import, being considerably under id.

The present fares in London are only 50 per cent.. above pre-war. Even then the. operating companies met with very little success, and, now that the cost of living is still considerably more than 50 per cent. abeve the figure for '3914, we can hardly expect those who run cabs to reduce the fares to such a

figure that they will be far worse off than in prewar days. It must be remembered that the cot of fuel forms but a. small part of the total wet. There are increased garage fees, and the present expenditure necessary for the annual overhaul is, we believe, censiddrably greater than it was when the 6d. fare existed.

As it is,. the London fares are considerably below those obtaining in the provinces. For instance:, the Manchester. Watch Committee recently resolved to recommend the council to sanction an increase of 3d. per mile on present fares, bringing them up to Is. 6d. per mile, and 4s. per hour for waiting time The fare was reduced some months ago to is. 3d. per mile for a probationary period, but this proved unprofitable, and it is probable that similar 'results would occur in London if reductions were enforced.

We have every sympathy with the public in their wish to hire taxicabs at a reasonable figure, and if the fare could be reduced to, say, 10d. per mile without causing hardship to the c-wriers and drivers, we should be the first to advocate the reduction, bit it is our present belief that such a course would result in unduly -diminishing the already small balance of receipts over expenditure, which would not be connterbalanced by any increased hiring of the lvehicles due to the lower fare. The difference between Is. and 10d., although of considerable moment to those in the cab industry, would be too little to -make any. great appeal to the: public, • .. It is clear that little can be done in the. way of placing better cabs on our streets if the owners cannot make sufficient money to buy such vehicles, which, even now, has to be done on an extended instalment system.

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Locations: Manchester, New York, London

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