When Low Rates are Justified
Page 59
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I HAVE read regularly, with great appreciation, S.T.R.'s articles ever since they began; they have been part a the education of most men in the transport industry who have had any interest in their profession. The article in your issue of March 13 is not only timely, but deals with facts of transport life which the politicians of the industry avoid like poison, for their whole policy for years has been directed to the maintenance of rates at the highest level.
It is a plain fact that costs vary enormously, as between one haulier and another, and as between a haulier's experiences one month and another. Technical reasons, such as S.T.R. quotes in connection with petrol versus oil, can make a great difference, but the incidence of traffic, as to quantity, distance, cubic content of goods, experience at terminals,. and so on, will account for even greater variations.
Not many years ago, a haulier quoted for contract traffic, substantial in tonnage, 555. a ton. Another haulier, equally reliable, quoted 18s. 6d. for precisely the same traffic. My own costings, which included the application of S.T.R.'s and other published tables as a check on my own detailed figures, suggested 15s. The 55s. man had not the right type and shape of vehicles for the traffic, and he had no alternative but to charge that high rate, but he felt aggrieved and regarded the other figures as " cut-throat " competition.
It is almost impossible to say what is an appropriate rate for general application; a general carrier, offering his services to all and sundry, is bound to require rates which are much higher than the carrier who specializes and shapes his vehicles and his operations to meet the specific needs of his customers—meaning, in regard to perhaps the greatest volume of tonnage available, those who can measure costs by their own operation.
Earlier in this letter, I used the word "timely." The Transport Bill, in my opinion, contains a clause which can easily destroy all the good intentions of the Government as to freedom in charging—quoting individual rates on the spot, as Lord Leathers described one of the important advantages of the Bill.
In Clause 8, Sub-section 3 (b), upon objection to an application for a licence, rates are to be taken into account. So far, so good, but such rates will be recorded, and objectors will be on the look-out for charges which differ from those reported to the Licensing Authority. Will the objections be to higher rates? Eliza Doolittle is the author of the classic answer to a question like that. It will, of course, be lower rates that will be the objectors' ground for an application to the Court for revocation of licences, and Clause 8 (4) of the Bill confers powers of revocation for false statements of intention or expectation. Although there is a right to appeal, the language of the Bill is so plain that even one case, carried through all the processes of law, will be sufficient to consign all the Government's good intentions to the usual destination.
Northwood, Middlesex. FREDERICK SMITH.
More on the Light Code
WITH regard to the letter from P. C. Mackessack, " dealing with the headlight code used by trunk drivers and published in your issue dated February 20, I would like to thank him for a very clear explanation. There is one point, however, upon which I should like a little further clarification. In daylight, when two vehicles meet and there is only room for one to overtake, a single flash of the headlights means "I am coming through ", whereas I find in this, and in most other parts of the country, that the meaning is the opposite, i.e., "Come through, I am giving way."
In my opinion and logically, this would appear to be the more likely meaning of the signal, as if both drivers flash no harm can result.
Nottingham. H. E. OXNARD.
A S an engineer engaged in the road transport industry
and a fellow townsman of your correspondent " Trunker Debunker ", who writes in your issue dated March 13, I would like to debunk his remarks on the safety aspect.
Rather than endanger the safety of the road user, I am sure that the use of the light code promotes safety, particularly to those who take the trouble to learn and employ it accordingly. Perhaps if this were done, we might be spared from the discourteous capers cut by so many motorists.
From my observations on four trunk roads running through the area I cover and on the hundreds of commercial vehicles that use them, day and night, I am of the opinion that the percentage of serious accidents with this type of vehicle is very low, and no small contribution to this result is the employment of the light code.
Your correspondent must be fully aware, as are many others, of the bottle-neck that this town and its neighbouring villages of Redbourn and Markyate constitute in the main road. I am certain that if there was no voluntary "policing through" by the aid of the light code, chaos would reign and the number of accidents would increase.
St. Albans, Herts. W. V. BATSTONE, A.M.T.R.T.E.
Must Freedom be Bought ?
WE agree with your correspondent, D. J. A. Beer, " whose letter appeared in your issue dated March 20. We also were driven as far out as possible, without compensation, and are now to be penalized if we want to attain equity with our new competitors.
It is a different matter when other national disasters come along. We can do the job and the compliments fly. We are then good boys. We are proud to do it, because we are Englishmen, but we are treated as pariahs at every other time. When shall we receive " English " treatment. I wonder!
Earl Shitton, near Leicester. P. W. CLARKE.
Are Long-distance Drivers Wanted ?
A LTHOUGH I have spent six years in delivering goods and stores all over Britain and can drive and do running repairs to all types of vehicle, I find it extremely difficult to return to long-distance work, yet I have
known of others with far less experience, if any, of heavy lorries who have gone straight into jobs of this kind. Perhaps someone can explain why this should be. Kidderminster. • R.W.