Letters to the Editor
Page 67
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Fares: A Simpler System
I WAS interested in Mr. D. L. Munby's article on licensing matters (May 12), and I think that many of his remarks are not before their time. I was particularly interested in the reference to the method of fixing fares, and I would like to put forward the following points for consideration in this connection.
In a large number of cases, increases in stage carriage fares (and to some extent express and excursion fares) have been made by " blanket " applications. As a result badly sited stages or exceptionally low or high rates on particular sections have merely had an increase, without any rectification of the faults of the then existing fare tables. Under the present licensing procedures it appears impossible to put these matters right if such alterations would involve an increase in the fares concerned.
In a particular group of services with which I am personally connected, there are several instances of this type and one outstanding one can be quoted. In this case the route is 9 miles long and the original through fare was 8d., but the first 2.75 miles was 4d. With " blanket " increases, and " coming-into-line " applications, the first 2.75 miles is now 7d. but the through fare is still only I0d. In effect this means that passengers are being carried 6.25 miles for 3d.
The procedure of having to prove that the whole undertaking covering stage, express, school contracts, private hire, excursions and tours does not clear expenses (or only reaches a certain level of profit) seems to be quite wrong in principle. The complicated and detailed accountancy required to " back up" fare applications is quite beyond the capacity of a small concern and a waste of much valuable time and money for the medium or large undertakings. Even then the increased fares, if granted, usually do not enable the operator to wipe out what might be termed the hereditary inaccuracies of past years.
Also in some cases only certain routes or sections of routes require rectifications, and I know of instances where services are more or less patronized by the same group of people all the time, who would be willing to pay a little more rather than lose the service altogether.
In two cases, taking the total number of passengers carried annually, an average addition of about 1Id. per fare would make these services self-supporting, but such alterations would be unlikely to receive official sanction, at any rate without the full "procedure," and such trouble would not be justified.
Can we not, therefore, have some simpler system based on the merits of each case? Which operator would -price himself out of the market deliberately.
Crewe, Cheshire. D. RANDALL.
Shortage of Good Drivers
IAM a long-distance driver working for a very reputable firm in Nottingham. I would like to draw your attention to the following.
In the May 12 edition you remark on the fact that the R.H.A. had a rate increase of 10 per cent, last year, and that owing to a wage award some weeks later, they may have to increase rates again.
When the 10 per cent. increase in rates was announced last autumn, one of the reasons given for it was that the R.H.A. would shortly have to pay higher wages. Must they have two rate rises to cover a 6 per cent. wage increase? Your magazine continually bemoans the shortage of good driversConsidering the following, can you wonder why?
(I) A proposal at a fairly recent R.H.A. meeting to insist on heaters being standard fitting-in heavy goods vehicles was almost unanimously turned down—because drivers might doze off! How many R.H.A. members drive a car without a heater? How many American and Continental drivers have vehicles without heaters?
(2) I receive the same wage as a road-sweeper, less, than a dustman, less than an engine-driver, and yet I must be a skilful driver, courteous to my employer's customers, able to load and rope all sorts of loads, something of a mechanic, have initiative, and live in digs. I must be harried by the police, cursed at by private motorists—ill for £9 5s. 6d. for 44 hours. If you print this letter somebody is bound to say what about the 60 or 70 hours a week. Who wants to work overtime?
However, I like the job and that's all that 'really matters.
Bramcote. Notts. DAB IN.
A Little Bit of Devilery
"THE Things They Ask For," in your issue of May 5, reminds me of two 'instances which happened before the war.
A small haulage operator wrote to a firm of trailer Manufacturers for details of a pole trailer asking what DEVILERY they could give. .
Then there was' the Midlands branch of a London haulier who contacted London asking for a replacement cylinder head. They duly received a telegram saying: "Sending shilling per head Monday." I hope they got it. A shilling would buy something in those days!
Andover, Hants. B. C. FARRINGTON.