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Will Big-scale Haulage Continue?

9th October 1953, Page 40
9th October 1953
Page 40
Page 41
Page 40, 9th October 1953 — Will Big-scale Haulage Continue?
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Which of the following most accurately describes the problem?

Asks Ralph Cropper; M.Sc.(Econ.), B.A., A.M.Inst.T.

B.R.S. have Shown that there are Advantages in "Mass Production" in Transport : If this Method of Operation is to Continue, Large Units will be Essential

WHAT will be the shape of the road transport industry in the next year or two? What will be the picture arising from the split-up of British Road Services? At this stage there can be many answers, but there are two certainties. There will be no simple return to pre-1947 conditions, because Father Time can never be persuaded to go backwards. The experiences of nearly six years of B.R.S. have left indelible marks on the development of road transport.

The question whether nationalization was good or bad is inevitably obscured by the twilight of political prejudices. Its real assessment must be left to the historians of the future, who can look back comparatively uninfluenced by our current controversies. It is already clear that there have been good features of the nationalization experiment, whatever may have been its bad ones.

, For example, it has shown that there is a field for the application of large-scale methods to road transport. Most industries are made up of a mixture of large and

small undertakings.has been the boast of road transport that, it was te industry of small men and one

pre-eminently suited to small businesses. ,

Mass Production In Transport

B.R.S. have demonstrated that, under certain , conditions and in certain aspects of transport, a large organization can operate successfully. Their success has lain in fields where mass-production methods could be employed, and where there was regularity and repetition of work.

On the engineering and maintenance side this has been achieved by careful organization of workshops, so that work could as far as possible be conducted by routine. This principle was adopted by Pickfords and Carter Paterson before* 1947 in their workshops at Isleworth and Enfield, but it has been greatly extended by B,R.S. They have shown the savings in the cost of maintenance that can be secured by scientific planning.

In the operational field, too, regular services have been carefully planned and developed. Again, there is nothing new in this principle. Before nationalization, many of the larger operators had developed regular Services. The new feature is the extent to which they have increased under B.R.S. and the high degree of regularity achieved.

In the case of smalls, where the use of loading banks is essential and the bulk of the work consists in handling consignments of 5 cwt. and less, regular services between depots are always necessary. But the aspect to which attention should be drawn is the promotion of regular services for full loads, including Also part-loads which are picked up and delivered on the same vehicle without trans-shipment.

This method may include some trans-shipment from vehicle to vehicle, which is distinct from across-the-bank transfers by smalls operators. The main vehicle is assisted from time to time by a feeder, either for picking up or for' delivering, or for both. The same vehicle

a6 normally does the picking-up, trunking and deliverie which may conveniently be called "full loading," ev though a good proportion of the traffic may be less du the full load.

B.R.S. have pursued a persistent policy of organizii regular full-loading services. This has been especial marked in connection with traffic to and from t London area. Its advantages can be clearly seen if o studies the London-Manchester flow of traffic, which about 100 vehicles are allocated, with sinE control points in London and Manchester. There regularity of work for the staff and, more importai means for controlling and checking staff activities.

Full Loads Predominate

The percentage of full loads obtained is high and t cost per ton is consequently reduced. The system operated by overnight trunk drivers, with day driv( available at each end. The day men's task is to dri vehicles to their local destinations and then to relo them for the return trunk service.

The net result is the kind of vehicle operation tt every transport man dreams about and the studen manuals would describe as ideal Vehicles are worki the clock round, with an extremely high proportion fully loaded miles run. The final assessment depen substantially on how one looks at transport: whether an operator wanting a scientifically planned transpi system, or as a customer desiring transport to be t servant of industry.

B.R.S. have proved that mass production in transpi can be highly successful, at feast for the operator. T views of customers are not so easy to ascertain.

Reassembling The Jigsaw

It is reasonable to suppose that efforts will be ma in the future to continue to exploit this method operation. But one of the essentials is large un. The question arises whether the Road Haulage Dispo Board will permit some of the present operating sectic to be sold as units, even though a large number vehicles would have to be included. If the policy dividing B.R.S. into small units wins the day, prim arrangements would probably be attempted to putt pieces together again as soon as they had passed it private hands. .

The result of developing the regular service is reduce the number of tramp vehicles. The ideal I, of progress would be to extend the "regulars" s more and increasingly discontinue the tramps. I then one comes up against the real facts of commee traffic does not flow smoothly and steadily, and ran is it nicely balanced between two directions. ,

• This unbalance of traffic has to be covered by spec journeys by tramp vehicles. Such lorries can, of coin be operated by the large organizatien which runeregu services, as has been. the case with the B.R.S.:, but 1 big undertaking tends to be at a disadvanfageeitrt matter. The small firm has flexibility which the la] ndertaking cannot attain. This flexibility arises from a-the-spot management, which can make immediate irgains for loads, both as regards price and transit -rangements. It also stems from a greater adapt3ility on the part of the staff. Thus, tramp operation ill tend, as in the past, to become the sphere of the nail haulier.

Before nationalization there were many signs of a vergence in outlook between the regular and casual 3erators. The regular-service operators complained at the " tramps " abstracted traffic from services that ere run in good times and bad, and cut rates. The .sual operators replied that their services were essential

periods of heavy traffic and that they still had to make a living when conditions of operation became less favourable.

The jealousy and suspicion that so frequently broke out between the big and small men can readily be recalled. It may well be that the future will see this cleavage intensified, particularly if the system of regular services as developed by B.R.S. is continued.

One even wonders whether there can be sufficient amity between these opposing factions for them to continue in the same association together. It may be better to have separate associations enabling each section openly and honestly to follow the wishes and best interests of its members, rather than try to keep unity which would always be restless. The future will tell.


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