Page:The Reshaping of British Railways (Beeching Report).pdf/95

 Over a period of seven years the tonnage of sundries traffic has declined as shown:—

Year 1954 1960 1961-2 Pons 5.5 m. 3.6 m. 3.4 m. 4

Consequently, the opportunity to make direct loads diminishes. This leads to increase in transhipment, which increases costs and extends transit times. It is estimated that on average the total volume of sundries—3·4 m. tons—is loaded into and unloaded from rail wagons at least twice.

Hitherto the pattern of sundries working throughout the country has been by hand-stowing in, and unloading from, 12-ton covered vans, with increasing frequency and radius of road collection and delivery as towns expanded. There has also been a willingness to serve almost every hamlet and no effective restriction, through charging or other means, on the nature of consignments carried, however awkward they might be.

The pattern of movement of railborne sundries traffic is shown in Map No. 7. As might be expected, it follows closely that of full load traffic and the movement of traffic by road.

If the Railway is to remain in the business of carrying freight sundries then it must be made to pay, and the study has shown that this objective may be achieved by a combination of cost reduction and charges revision, Reductions in cost should be attainable by:—


 * 1) Reduction in the number of places at which the traffic is handled.
 * 2) Reduction in the volume transhipped.
 * 3) Development and extended use of mechanical appliances.
 * 4) Overhaul of cartage operations.
 * 5) Greater use of containers and pallets.
 * 6) Planned freight services following the Liner Train principle.
 * 7) Simplified documentation.

From this study there has already emerged the outline of a National Plan which can be adopted, once it has been established, through the investigations now in progress, that the business can be made viable.

The problems of transhipment are being studied. Investigations into the possibility of extending mechanical bandling are proceeding. The need for so much documentation is being examined.

Subject to further study, and decision on the extent to which it is worthwhile staying in some parts of the business, it is envisaged that the number of main depots will ultimately be in the region of 100. As would be expected, they should be located on, or near to, the more densely occupied routes, and the anticipated locations are shown on Map. No. 8.

The capital expenditure envisaged might be of the order of £11 m. Possible reduction in working costs has been assessed at £20 m. Use of containers and the movement of sundries by Liner Trains could further improve the position and attract new traffic.

An Officer has been assigned full-time to development of all aspects of the plan on a national scale.