STANDARD HAULAGE RATES.
Page 17
If you've noticed an error in this article please click here to report it so we can fix it.
Liverpool Sets An Example in a Direction Where It Is Claimed That One Was Needed.
I T IS, PERHAPS, not unnatural that so important a centre of the road transport industry. as Liverpool should father two movements in organization which, if given the recognition they deserve, will he noted and emulated in all partipnf the country. The first of these recognizes the paramount need ofIsolidarity if the iitclustrytis "to climb the remote heights of success which idealists, claim it can do;. and the second insists upon the urgent and pressing neethof standardized rates for all local and distance haulage.
Both are highly commendable schemes for putting road transport on a proper 'basis of efficiency, and, so far from it beiriCthe inuention off the writer.to criticise, he ventures merely to co-ordinate the various helpful ideas which have been expressed to him with a view to presenting.suggestiona whichmight.be -considered as worthy* of attention by hauliers, organized and unorganized, in other parts of the country.
Readers of The Commercial Motor are well informed of the development of-the Liverpool Motor Haulage Contractors Association, which came into existence because it was alleged that neither, the Coralnervial MOtor Users Association:nor• the-Motor Transport Stction of the Liverpool Cartowners Association catered in the ways that they should have done for motor haulage contsactors, most of. whom were outside those organizations. , hence, Liverpool now has three organizations whose membership includes hauliers. A surfeit of organization...is a greater evil than too little, and, without wishing to elaborate the point, or to go into detail, one.trusts that, irrespective of the merits a,either association, they will soon find a, basis for unity, and, instead of acting as separate bodies, will act as one united and powerful organization.
Essential Co-operation on a National Basis.
It is a fact that the new Association intends to affiliate with one of the existing national associa: Vous. The necessities of the industry make it impera' tive that hauliers should be brought into line on a national basis, with district area committees, whose function should be to organize and to take such steps as may be necessary to deal with purely local issues, thus leaving the national council free to tackle what may be describedtas national questions.
The ability of the industry to make good will, in the long run, be determined by the balance sheet. No business can thrive at a loss.
Themanufacturer, or distributor, of proprietary , Themanufacturer, or distributor, of proprietary ,
articles, who has a fleet of motor transports, iscpaid. for the maintenance of his vehicles by. the prices realized by the sale of the goods-handled. Ilecloes not, therefore, come right up against the proposition which has to be solved by the contractor who carries loads for anyone, at the best price he can get; whatever that might be. Often enough his competitor is the merchant without a return load, who, having allowed for the expenses of the journey, looks at the return load as being saV" extra" worth picking up,
Consequently, haulage contractors have not only to contend with the competition amongst themselves. hut, as a body, are up against the competition of those whom they regard as " outsiders." It would be absurd to blink at the fact. that, with the trade being in its presenttdisorganized state the problems of the return load is fraught with danger.
Take Liverpool., for instance, cases innumerable could be supplied where, goods have been brought into the port from outside towns at a rate which does not cover the cost of the jiburney. Why? Because of the good prices which can be obtained for the
return journey: As a terminal thousands and -tens of thousands of tons of inward and outward tratlic pass through the port every week, and, becauseof the shortage of warehouse space, congested quays, etc., shippers% are compelled to clear the consignments immediately. They'use motor haulage. If they did not, they would have to pay demurrage; consequently, motor transport pays.
The 'scheme.of the Liverpool Motor Haulage Clearing House,Ltd., for the standardization of rates has now assurded definite form, and was put into operation on Monday, 'March 29th. It has been drafted in conjunction. with members of the Corn-' mercial Motor Users' Association, and represents whatris understood to be the first endeavour in this direction.
Extending Rate Standardisation to Other Centres. •
The complete success of the effort will not depend rnerely•upon the observance.of the rates, which are minimum, in the port of Liverpool only, but upon the wider recognition hoped for in other centres—Man: chestier, Leeds, Preston, etc.
There is no reason why each of the important road transport centres should:not have an active organization-to draft rates and,regulations:to be commonly. observed throughout the coinitrY.' •One local centre cannot performwhat is a national task, but many. can. It is in. their own interests that they should.
The ratesfa,pply to all goods; carried to and from Liverpool'and outlying towns within a 50-mile radius, and a scale of charges has been drawn up for transport between Liverpool and 'about 100 towns. In determining the rates, the Committee considered them. in conjunction with those charged by the railway companies for Class I. traffic, manufactured goods, plus an increase for terminal charges. These were worked out on the following basis:—
as. per ton up to 20 miles.
8s. per ton over 20 miles 10s. per ton over 40 miles. Other factors taken into consideration were :— (1 Mileage. :(2 Contour of cemintry traversed.
(3 Probability of return loads.
. (4 Competition of railways or, canals at various points.
(5) Ferriage and other charges. The tonnage rates are for three tons and over, and arc for general merchandise only to and from one consignee. They de• net refer to bulky articles, such as furniture, empty packing eases, wool not presspacked, earthenware, pieces of machinery, heavy lifts, etc.; for which special rates will be quoted.
. Arrangements for special traffic, such as a load, of feathers; would be on a carrying capacity basis. The rates work out between 71 and 9d. per mile, and while it is impossible to quote all the rates between Liverpool and other towns in the 60-mile radius, the following will give a good idea as to what is considered a fair and equitable minimum charge, for less than. which the Liverpool Motor Transport Clearing House trust no contractor will ply :—
Liverpool to Manchester, 22s ad. ; Chester
(inelliding ferriage); 22s. ad. ; Preston, S2s. ; Oldham, 30r.; Rochdale, 30s. ; Warrington,
15s.
The rates are subject to alteration in the 'event of anymaterial increase inthe cost of maintaining
motor transport. It is hoped that these rates will become generally recognized minima between Liverpool and other towns in the area.