TOWN CARTING CHARGES

Te Awamutu Courier, Volume 55, Issue 3938, 11 August 1937, Page 7

TOWN CARTING CHARGES

PROPOSALS DISCUSSED. CARRIERS AND CHAMBER OF COMMERCE. A well attended conference of all interested in town cartage charges was held in the Borough Council Chambers on Tuesday evening, con vened by the Chamber of Commerce with a view to steps being taken to include in transport licenses a condition defining a fixed schedule of cartage rates. It was remarked at the outset by the chairman (Mr W. Jeffery) that the local branch of the Farmers’ Union has agreed to rates for country cartage, and the carriers had submitted a proposed schedule of town rates to the Chamber of Commerce as a basis for consideration and discussion. Hence the invitation to all interested to attend the meeting. Mr Jeffery referred to the great growth and development of the transport industry—one of the most important enterprises in the whole Dominion. Then he referred more particularly to local aspects, and the willingness of the Carriers’ Association to place their schedule open for criticism by the Chamber as representa five of the retailers and business men. If, he said, it was ultimately agreed that the charges were reasonable it would be a step towards their adoption generally for Te Awamutu. The Transport Authority had made it clear that it wanted the carriers and the business people to reach agreement. That done, the findings would be incorporated in the licenses issued to carriers. A PECULIAR POSITION. Mr R. G. Andrew, president of the Carriers’ Association, said at the outset that it was a rather peculiar position that the carriers had to go to their customers and seek confirmation of the charges. However, it was an instruction from the Government, and must be complied with. The position was singular, in that a prospective customer could go to a retailer, inquire the price of an article, and then r-ccept or decline to purchase. To get to the basis of agreement, lie quoted the following figures for parcels delivered in the borough: Weights up to 56 lbs, 6d per parcel; up to 84s lbs 9d, and up to 112 s lbs Is.

Answering a question, Mr Andrew said the suggestion that carriers take week about, or day about, in collecting and delivering all parcels was not viewed favourably by the Carriers’ Association. The amount ot parcels from or to the railway was negligible —too small to be a factor for special treatment along the lines suggested. To Mr Warburton: The weights and charges were not for each parcel. It may happen that one customer would have several small parcels aggregating in weight under 56 lbs. The charge for all would be a lump sum, not 6d each. The bulk charge would be reasonable; he would give his assurance as to that, though the Association had not yet considered it. THE CONSUMER PAYS. Mr A. T. Bryant, president of the Farmers’ Union, said it seemed to him that whatever charge was imposed it would be passed on to the consumer: hence the Farmers’ Union interest in the proceedings. What was needed was an economical service; there should be no need for half a dozen carriers to bring a parcel each from the station to the shops. He thought there was reason in the suggestion that all parcels from the railway should be carried by one carrier. That would be a step towards economic handling. Mr Andrew replied that there whs a good deal of talk about eliminating overlapping. IP that was to be applied to carrying, why not apply it also to butchers, bakers, grocers, etc., who all probably traverse one route day after day? The carriers were no more overlapping titan the purveyors of foodstuffs.

Mr Jeffery remarked that the amount of small parcels coming by- rail was certainly fewer than in former years—due to competition of road tiansport. The carriers were, he be ; iieved, desirous of meeting public demand.

As to general goods, said Mr Andrew, it was proposed to charge 5s per ton. Smaller amounts would cost: Up to 1 cwt Is, 2 cwt Is 3d, 3 cwt Is 6d, and so on in 3d rises up to 12 cwt. at Is. Then 13 cwt and 14 cwt 4s 3d, 15 and 16 cwt 4s 6d, 17 and IS cwt 4s. 9d, and 19 and 20 cwt ss. That was for general goods, and did not apply to fertiliser or grain. To a protest by Mr Bryant that the prices did not tally witli the charges to farmers one mile out of town, Mr Andrew said facilities did not compare.

Mr Parsons said the facilities were about fifty-fifty as between town and farm delivery. However, the farmer usually received larger quantities. Mr Baddeley said his experience and observation was that there should be consideration of the business firm which guarantees carriers a full load. The charge for full loads should be 'he same as to farmers receiving full loads. CHARGES PURELY LOCAL. To Mr Sinclair, Mr Andrew said the proposed charges were purely local. Tlie Association had not arrived at charges common to all other centres in South Auckland. Mr Gifford pointed out that if pollard etc, was to be carted in the country for 3s and in the town for ss, it may have an adverse bearing on local trade. It would seem that it would be cheaper to buy out of the town. To Mr Bevin, Mr Andrew said the borough charge was between any two points in the borough. The country charge was per mile up to a given distance; the charge was reduced for longer distances. To further questions, Mr Andrew said the present schedule was exactly the same as had been charged for some time past. The country charge was for a minimum of two tons, and in his. experience the' loads were usually greatly in excess of that minimum. Mr Bryant thought the smallest load was usually 30 cwt. If there was an opportunity to make up loads to 2 tons it would be appreciated by the farmers as an economical measure. After all, the charge is passed cn to the farmer in the ultimate. DELAYS AT RAILWAY' STATION. Mr Andrew told of delays in loading up at the railway, and asked who pays

for those delays—rarely less than one hour? • Then he mentioned the supplies of goods coming in to one merchant. He may get 5 cwt to-day, 10 cwt to-morrow, and ten tons the following day. The Association had to provide for handling these fluctuating quantities, and the total quantity was computed at the end of each month and charged for at 5s per ton. Mr Baddeley said if pollard is charged for at 5s per ton from railway to the merchant and 5s to the farm, it would probably result in the farmer ordering from city firms—to the detriment of the local trader.

Mr Andrew said his experience was that seldom was one ton of pollard received for one firm. Then he told how firms receive six or eight sacks of pollard for individual customers. The carrier picks up the lot, carries to his depot, puts each on its separate distributing unit, and the chapge is only for handling the six sacks’as one lot. Surely it would be conceded the carriers were not overcharging! FAIR AND REASONABLE. At this stage the chairman commented that he thought the charges mentioned so far were fair and reasonable. To Mr Spinley, Mr Andrew said practically all cream contractors carry small parcels daily without any charge at all. But there was surely a limit to that sort of thing! Mr Andrew said the carriers’ charges were being dissected. But why not ask the retailer or merchant what increase he charged to customers after the carrier had delivered the goods to the merchant? Where does the carrier’s responsibility end? inquired Mr Warburton, but the chairman said that aspect would be considered later. Mr Baddeley urged that pollard and meal, in guaranteed two ton lots, should be carried at prices below the schedule. Mr Bryant suggested that that apply to ali bagged goods. Consideration was next given to cement and fertilisers and Mr Andrew said the cartage charge was 4s per ton for cement and 3s for fertilisers. Mr Bryant said if that charge, were levied orders would be placed outside Te Awamutu. Mr Andrew said it was the usual practice to put part of the consignment into store. Occasionally the whole order was taken right from the truck to the farm. PART OF THE SERVICE. Mr Parsons said he frequently telephoned to ask the farmer what was to be done with his consignment. Much of it went into the carriers’ store for a more or less lengthy period, to await tlie convenience of the farmer. Mr Andrew: Yes, that is part of the service the carriers give the farmers. Seemingly it was not appreciated. Coal cartage charges came next. Mr Andrew said the carriers had not considered the schedule charge for loose coal from the railway to the household. Very few residents buy loose coal at per ton.

This subject was not further pur sued.

Mr Andrew said timber would be carted to any part of the borough al Is 6d per 106 feet. The borough rate for carting sand is 8s per cubic yard. For shingle the charge is 12s 6d per yard, including a royalty of 3s 6d. The shingle ’is carted 91 miles.

As to furniture, Mr Andrew said the rate was 10s per hour, with an extra man charged for at 3s per hour. A fiat charge of 10s is made for removing a piano, with an increase if it goes into or out of an upstairs room. Other bulky items of furniture were itemised.

Fruit arriving in quantities by rail would bo delivered at 2d to 3d petcase, and for bulk goods the charge would be on a per hour basis.

Several other articles were mentioned, but they were not frequently handled, and therefore were not included in the schedule. To a question, Mr Andrew said the Association would have to fix a price for carting field tiles for this season. There had been a great increase in quantities, of tiles coming to this district.

Continuing, the speaker said it was the carriers’ desire to reach agreement with the business people on all essentials without delay, so that the charges mutually agreed upon could be printed and distributed. RAILWAYS INSIST ON CASH. Then he referred to carriers paying rail freights for their customers, and told of the unfairness of having to pay the Railway Department cash each week and only collecting from customers six or seven weeks later. Bank finance had to be arranged for. He said the Association proposed to apply a surcharge on freight charges oi 5 per cent, less 21 per cent for payment by the 25th of the month following. Actually the carriers would prefer retailers opening a ledger account of their own or a deposit account with the Railway Department. Members agreed that it was fair and reasonable to apply a surcharge for railway freights on accounts not paid cash. To a question, Mr Andrew said he personally would like to see the Association offer a discount, however small, for prompt payment of carriers’ accounts. But at present he could not commit the Association.

Mr Spinley said a surcharge on freight charges was reasonable to ensure prompt settlement, of accounts. The carriers had to finance because the Railway Department would not give extended credit. The carriers obliged their customers. The chairman said the discussion was informative, and he believed Mr Andrew had justified all the charges in the schedule. SIGNED AGREEMENTS. To Mr Warburton. Mr Andrew said lie believed signed agreements between representatives of the Carriers' Association and ihe customers would be asked for by the Transport Authority. This was done by the carriers and the Farmers' Union in the country charges. Mr Warburton again raised the point as to where a carrier's obligation ended? Where was the point of delivery? If not defined, abuse could creep in. For instance, one carrier may deliver only to the door; another would carry the goods in and stack them in store. Mr Bryant, said the farmers held the view that where good unloading facilities were provided the charge should be less than for goods delivered at an unsuitable place. Mr Jeffery thought it would be difficult to stipulate such a point of delivery. Mr Andrew, appealed to, said he thought the schedule charge should- be

for delivery to store, but not for stacking. Mr Baddeley called attention to the lack of adequate accommodation for handling goods at the local railway. This provoked an animated commentary on the railway plans for improvement, and someone said plans were shown 16 or 17 years ago. A- carrier told of a shortage of railway men at the local station, which entailed carriers having to remove tarpaulins from goods trucks if they wanted to commence unloading before 8 a.m. If the Railway Department really desired to give service it should provide facilities to suit their customers, not adopt an arbitrary attitude that hampered business as between the carrier and the consignee. “A ROTTEN POSITION.” Referring to a local business man’s long distance road service, a member asserted that “they put him in the position of accepting the Department’s offer or being refused a license to operate.” “Yes, it is a rotten position,” agreed another business man. Mr Spinley said he understood “strangulation” had occurred in the South island on similar lines, and he wanted to know whether as good a service was being maintained by the Department of Transport as was given by private enterprise. It seemed to him the Department was acting against the best interests of the country centres and districts in an effort to get full control ot road transport and then wipe it out to enable the railways to carry on an inefficient service without opposition. It was high time a very strong protest was made. Mr Jeffery said the State railways had to compete with private road transport, and in some places freight rates had had to be varied to meet the competition. Te Awamutu must watch closely to sec that it is not unfairly treated by comparison with other commercial centres. KEEP THE ROAD SERVICE. Mr Bryant said he personally favoured retaining the most economical and convenient service. If road transport was better it should be retained and supported. A suggestion was made that if Te Awamutu does not object to the withdrawal of the long distance road transport the Government will go ahead with its plans. A loud and sustained protest should be made. Mr Oliphant, at this stage, suggested that all present enrol as members ol the Chamber of Commerce, and thus present a united front. Mr Spinley remarked that the lowered subscription (£1 Is to 10s 6d) was not so important as was attendance of members. (Hear, hear.) Mr Jeffery said the Chamber did not really need funds, but it did invite the co-operation of all concerned with the welfare of Te Awamutu and district.

Mr Spinley said the Chamber had sunk to a low level a couple of years ago, over tlie selection of a library site, and that is what crippled the Chamber's activities.

Mr Jeffery took strong exception to that statement, and contended that the Chamber and its members had a perfect right to differ with the Borough Council or any other constituted body, if it really held definite opinions.

Members suggested that there was no need to regard the past, but to work together for the present and future good ot Te Awamutu and district. Mr Baddeley said that in his experience successive Governments paid greater attention to views of Chambers of Commerce than to any other local or public bodies. Chambers were almost always representative of sound men in the commercial world, and therefore their views were worthy of careful consideration. SCHEDULE .APPROVED. At this stage the meeting gave general approval of the carriers' schedule, and a sub-committee was appointed, Messrs Jeffery, S. Baddeley and J. H. Burns, to ’ iron out” minor issues and sign the consequent agreement.

The motion to this effect was carried unanimously. When Mr Maxwell commented that the Farmers’ Union agreement bound all farmers, not merely members of tlie Union, Mr Andrew replied that all farmers were invited to attend the conference. Similarly the townspeople were invited to attend the present conference. If they chose to absent themselves they had only themselves to blame. LIKE DICTATORSHIP. Mr J. A. Maxwell strongly opposed tlie fixation ot prices, as “playing right into the hands of the Government!” There was too much savour of dictatorship. Tc Mr Spinley, Mr Warburton said the Transport Authority had indicated its intention to license town cartage next year. Mr Jeffery paid a tribute to the Carriers' Association as acting- fairly and with a due regard to giving the best service to the public at reasonable charges.