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Car transporters carried wool
Page 58
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• British Road Services objected to a variation application in Leeds last week whereby two double-deck car transporters would be substituted by four vehicles even though the total carrying capacity was halved, because it felt traffic had not increased and the haulier would be able to use the vehicles for general haulage.
James C. Ashworth Ltd., Allerton, was applying to replace a 9+-ton rigid doubledeck transporter with a 4-41-ton drawbar trailer by two artics weighing 8+ and 7 tons; and to substitute a double-deck articulated transporter with a 5-ton flat rigid and a 9-1-ton artic (flat or transporter).
For Ashworth, Mr. H. G. Hall said the application was made so two "old cart horses" could be replaced by modern vehicles, The retirement process had commenced and three artics had been running under short-term licences or temporary substitutions since the beginning of the year.
Total earnings of the 35 Aand six B-vehicles had increased from £163,083 in 1966 /67 to £188,211 the following year which was an average of £5,000 per vehicle over the whole A-licensed fleet which was fully occupied.
Mr. J. Ashworth, a director, said the tractors of its main customer, International Harvester, now had bigger tyres which could not be loaded on the transporters' lower decks. The old type used to carry 13 tractors each but the new vehicles would only take a total of 11 or maybe 12. However, greater flexibility could be achieved and 24-hour deliveries promised, as his customer required. The one rigid was needed where premises did not allow an artic sufficient manoeuvring space.
For BRS, Mr. J. W. Bosomworth pointed out that during an application in November 1966 figures submitted showed that in July 1966 15,809 tons had been carried with two vehicles less than were now in the fleet which had only hauled 12,382 tons in July this year. He contended that the two rates increases, which had been recommended in the ensuing period, accounted for the rise in revenue. There was no increase in International Harvester traffic and Ashworth was seeking to obtain more capacity for general haulage. During the quiet period for this customer, transporters had occasionally been used for the carriage of English wool, said Mr. Ashworth.
BRS was granted an adjournment by the Yorkshire deputy Licensing Authority to enable a representative from its Doncaster branch to attend, since much of the International Harvester traffic now emanated from the Doncaster factory.