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OPINIONS and QUERIES

8th November 1935, Page 196
8th November 1935
Page 196
Page 197
Page 196, 8th November 1935 — OPINIONS and QUERIES
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Which of the following most accurately describes the problem?

COMMENTS ON CAPT. PALMER'S ARTICLE.

[4664] I would like to thank Capt. Palmer for his article "Close the Door to Builders' Haulage," which was so deservedly published in your issue of October 11. There is no doubt whatever that builders' haulage is very overcrowded, and, what is more, it would appear that any Tom, Dick or Harry is granted a licence to carry out this work ; and why'? (1) Because this traffic affects the railways least of all ; (2) this section of the industry is the least organized, so objections are fewer.

Capt. Palmer mentions the possibility of a slump in the near future. I would go so far as to say that the slump has already started for the genuine builders' haulier, and, again, why? (1) Because the supply of vehicles exceeds the demand ; (2) because the genuine haulier cannot compete in price with those who pay no attention to regulations concerning drivers' hours, wages, or maintenance of vehicles, and their number is legion on this type of work.

He also goes on to say that a large number of B licences has been granted for this work. Here lies the root of the trouble, because the B-licence holder carries his own materials, and in nine cases out of 10 he will draw, say, 4 yds. at the pit and pay for 3 yds. He then takes it on to the job and delivers it as 5 yds. He can thus afford to cut the price to such a degree that the A-licence holder cannot get anywhere near it.

Further, the B-licence man is given a considerable amount of haulage from the pits because he is used to working on low rates, and can very often "make a bit on the side," and because he, in turn, purchases materials from the pit in question.

I do not wish it to be thought that I condemn all Blicence holders in this section of the industry, but there is no doubt that a large percentage of them is responsible for the present state of affairs, because if they observed regulations and traded honestly, they could not possibly work at such cut rates and survive.

Capt. Palmer also says that the pit-owners will support his scheme. I venture to say that few will, because it has been our experience that reliable service does not count with them ; all they require is cheap rates, and there are hundreds of B-licence holders who will work at the cut rates laid down by the pits. To quote an example ; we know of one so-called haulier who sends in his account and allows the concern for whom he works to price it for him.

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• We are in the middle of the Middlesex sand and ballast area, and the prices at most pits are about as follow, or even below :7-9d. per yd. for first two miles; 1s. per yd. for first four miles, plus 3d. per yd. per mile in excess. If anyone can show me how to make a profitable concern on these rates, allowing for bad weather, waste time, etc., I shall be very grateful.

I bring these facts forward to show how necessary it is for something to be done along the lines of Capt. Palmer's suggestion.

In conclusion, might I suggest to Capt. Palmer that he would collect a host of useful information re the difficulties besetting the ballast, sand and allied trades from Mr. Smith, the secretary of the association of that name. K. C. GREE.N. Ashford.

[4665] I have read Capt. Palmer's article with interest, and, although agreeing with the facts stated, I feel that it would be unwise to start another association to deal with the matters in question. It is necessary, however, to stress the fact that rates for the haulage of building material generally have fallen to a ridiculous extent, mainly due to the unscrupulous methods adopted by many traffickers.

Unfortunately, the Road and Rail Traffic Act, 1933, does not contain any regulation for bringing such offenders to book, and I do ask that a regulation under that Act be passed whereby the Traffic Commissioner has power to revoke or suspend licences where this particular method of trading is rife. It is absolutely necessary that something should be done to help bona fide hauliers engaged in the handling of building materials. E. CLIFFORD, Brentford. For Cliffords (Fulham), Ltd.

HOW TO DEAL WITH CUT RATES.

[4666j The knotty problem of rates, and how to deal with it, is one which most affects the road transport industry to-day. The operators are in a quandary, and unless some form of uniformity is shown throughout the country the operators will not be able to. derive the benefits that they should do out of the industry, now that it is a closed one.

How I would deal with the question of rates is one question I am often asked and my answer is, get organized, then deal with them locally as an association, after that submit them to a division, and the only division I should recognize is a traffic one under the Road and Rail Traffic Act, seeing that as the country is divided up into 12 Traffic Areas we have the nucleus of a good organization.

Now to deal with rates as a practical proposition. Let each town or district form a local rates committee and .fix rates on an economic basis, locally to begin with. Then let them fix the rates for all classes of goods that have to be carried out of that district to any other district. In the past the general principle has been to charge one rate out and another one back. This is entirely wrong, as the same principle should operate both 'ways, and the only variation I would allow is when traffic is indivisible; such as goods one way and empties back, or a flat rate for goods per-ton and empties free for only one firm, which is done with some of the firms to-day. Also all classes of goods should be classified, and this could be done under the classification of goods under the Rates Tribunal as issued by the Railway Clearing Houses. I would institute penalties against the operators who break these conditions. These could be by fines and by opposing

them during licensing renewals or variations of their licences. The penalties could be fixed by the Rates Tribunal, as set up in the district.

If operators would work on these lines the question of rates could be solved. The composition of any rates committee should comprise all sections of the industry, including all existing associations. We must tackle this question on the broadest possible basis, sinking all petty jealousies and moving forward with one common object—the emancipation of road transport.

Crewe, OPERATOR.

A QUESTION OF BIG MILEAGE AND LIMITED HOURS OF DRIVING.

[46671 May I offer you my congratulations on the Tables of Operating Costs published by you? To those who already maintain a proper costing system they will he of great value as a comparative medium; and to those who hope for the best, let us trust that it will be of even greater value as.an educative medium.

Unfortunately, there are many hauliers who fall into the latter category, and in pointing out what appears to me to be a flaw in the Tables, it is these people that I have in mind.

Now, as you are aware, the scale of wages and conditions of labour for A and B licence holders have been laid down by the National Conciliation Board, and provide (in England and Wales) for a guaranteed 48-hour week, with a graduated scale. of overtime payments thereafter, and time and one half extra for Sunday Work. In Scotland conditions vary, but not appreciably.

If. you refer to (say) Table I, Standing charges per week, you will see that Wages costs for a 6-ton or maximum-load vehicle for a 48-hour week are given as 66s. Then turn to minimum charges per week ( various mileage) on the next page and you will observe that the minimum charges for a 6-ton or maximurn-load vehicle for a 48-heur week are £33 18s. and £36 17s. respectively, for 1,000 miles per week.

Having regard to the speed limits applicable to vehicles of such carrying capacity, it is impossible for them to cover 1,000 miles in 48hours and the wages costs in the computation of the above figures are inaccurate.

This criticism may seem unreasonable, but if you bear in infnd the second paragraph of this letter you will appreciate why it is made, and, needless to say, I am confident that your sole desire in issuing these tables is to benefit the road transport industry generally.

E. W. MORRIS, For Film Transport Services (Cardiff), Ltd. Cardiff.

[Your letter touches on a matter which is not particularly susceptible to open discussion. In the first place you are, strictly speaking, correct. It is legally impossible to cover 1,000 miles with a maximum-load vehicle in a 48-hour week. On the other hand, it is a fact that there arc vehicles which are covering 1,000 miles in a 48-hour driver's week. Again, apart from the legal consideration, there is this : it is Very profitable in the case of vehicles on long-distance haulage, which, of course, is the only class of work in which 1,000 miles per week can be approached, to work the maximum possible hours, that is to .say, to provide for a reasonable amount of overtime. Overtime, to all intents and purposes. involves only the extra expense of the money paid to the driver for overtime. It is impossible in any sort of set of tables such as The Commercial Motor Tables of Operating Costs, to make provision for all contingencies, and the figures for the minimum charges for 1,000 miles per week do still show a profit, even making provision for a little overtime, that being _considered to be allowed for in the establishment charges.—S.T. R.]

MORE ABOUT STEAM-WAGON COSTS.

[4668] I wish to thank you for your courtesy in publishing my letter concerning steam-wagon costs.

May I ask your indulgence and answer a point which you raise at the end of your editorial note? My records for the years 1931-2-3 for a fleet of old-type steam vehicles, the average age of which was 15 years, show an average maintenance per annum per vehicle of £50. Other expenses relating to the operation of these vehicles were not appreciably higher than my existing returns, except that I am getting better fuel, oil and tyre consumption on the more modern vehicles.

I feel that I should clarify this statement in regard' to the depreciation in my fleet. For the purpose of comparison with The Commercial Motor figures, I reduced my depreciation to the basis of a 10-year life. In practice what happens is that the vehicles are depreciated on a six-year basis in order to provide for any years after that period. In'other words, whereas now, purely for domestic purposes, we may be bearing higher depreciation than necessary, this is counterbalanced by the lack of maintenance charges, and the situation is reversed after six years, when we have no depreciation and perhaps higher maintenance to bear. This method of domestic accountancy applies to any type of vehicle, steam, petrol and oil.

In regard to the general level of costs, it has occurred to me that the wide variation you obtain is due to the very long life of these machines, and that the average figures are not representative of modern conditions. Were the costs based solely on the results obtained from steamers of the latest type, a more consistent result would be shown and one more truly comparable with the present-day internal-combustion vehicles.

Manchester, 3. W. E. MACVE.

AN AMENDMENT TO OUR TABLES.

[4669] I am interested in the Tables of Operating Costs of commercial motor vehicles presented with a " recent issue of The Commercial Motor.

There appears to be a 'small error in Table 1; total cost of operation per week, 4-ton vehicle-400 miles per week. This is given as £11 and should; I believe, be £11 17a.

Perhaps you will kindly let me know on what total mileage the figures of depreciation are based.

G. FRITH, M.Inst.W.E.,

Chesterfield. Water Dept., Chesterfield R.D.C.

[Thank you for pointing out the slip in the figures for a 4-tanner in Table I. The average figures for depreciation of vehicles is 180,000 miles. The actual figure in the case of an individual machine varies chiefly according to the quality of the chassis, but also having in mind the conditions of use.—S.T.R.]

Tags

People: Smith, Palmer
Locations: Manchester, Cardiff

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