Prominent Haulier's Views on a Rates Schedule
Page 20
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WiAT he termed surprising results f-ii-om tests of the rates schedule formulated by the Nottingham Area Management Committee of the Hauliers' National Traffic Pool were quoted by a widely experienced North of England haulier, Mr. Henry Burrill, of William Burrill, Ltd., Bradford and Littleborough, in an interview with our Yorkshire 3orrespondent.
Criticizing the Nottingham schedule. Mr. Burrill detailed the factors which he suggested should govern the constitution of a rates schedule for the road haulage industry.
As we have previously reported, the rates schedule which the Nottingham Committee has framed for application to the Pool traffic under its control is based on a charge per mile, plus an hourly charge, and with the railways' goods classification up to and including Class 20. Dead mileage in excess of .five miles is paid for. The basic rates are as follow:—
For the purpose of testing this schedule, Mr. Burrill applied it theoretically to three classes of vehicle carrying 6 tons, 11 tons and 14 tons
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over the same distances, and made a comparison of the resultant rates per
ton. He calculated loading time at 15 minutes per ton, and reckoned travelling time on the basis of 15 m.p.h. for the vehicles carrying 11-ton and 14ton loads, and 22-25 m.p.h. for vehicles carrying 6-ton loads. In the case of the latter types, some increase in average speed was allowed for in respect of longer distances.
The following is a summary of the results of Mr. Burrill's calculations to show the rate per ton for each load over each distance:—
Remarking that he had been surprised by the results of his tests of the Nottingham Schedule, Mr. Burrill said: " I fully agree that some rates schedule should he adopted so soon as possible, but I do not see this one fulfilling requirements.
" In making its differentiation as between one class of vehicle and another, the Nottingham Committee appears to have overlooked the fact that under this Schedule the rate per ton decreases from a 6-ton load to an 11-ton load, but it then increases to a I4-ton load," was a comment made by Mr. Burrill.
"In my view, road-transport operators will have to forget the railways' goods classification, and adopt rates principles which have regard to time taken in loading and unloading, mileage of lead, cubic capacity of load, value of load and liability to 'pilferage and damage, except in the case of Government traffic.
" To my mind," said Mr. Burrill, "these are the only factors which should govern the constitution of a rates schedule for, the road haulage industry."
Expressing his full agreement with the leading article entitled " Wanted— a Simple Rates Schedule," published in "The Commercial Motor" dated May 15, which urged that the industry should produce a national rates schedule of its own, free from the guidance or influence of the railways, Mr. Burrill said: " I consider it the best article on the road rates question I have ever read. It was straightforward and, what is still more to the point, its arguments were based on absolutely accurate statements of fact."