132 SECTIONAL ADDRESSES 
Turning next to consider the reasons why traffic hitherto rail-borne has 
been captured by other forms of transport, it is obvious that the effects of 
the war, though they gave the railways an advantage over canals and coast- 
wise shipping, were responsible for a setback to railway efficiency, and 
thus gave road transport an opportunity to develop in its initial stages. 
Next the strikes of 1919 and 1926 resulted in the loss of much traffic to 
the roads and it is certain that much of this was never regained. The 
question of relative cost to the user has naturally been an important factor 
in determining the distribution of traffic as between road and rail, though 
it has not been the only factor. For many kinds of traffic, especially those 
placed in the higher classes of the railway classification, road transport 
except over long distances has been cheaper. Here we are faced with a 
fundamental difference in principle. The railways base their classifica- 
tion in the main on the value of the commodity, while road transport 
bases its classification on the cost of the service. 
Relative costs to the user as between road and rail are affected by a 
variety of considerations such as transhipment, the degree of packing 
required, loading and unloading, the possibility of return loads, the 
volume of the traffic offering, distance, frequency of journeys, wage rates, 
and labour costs. 
Road transport generally has the advantage where the haul is for short 
or medium distances, where return loads are available, where the articles 
require careful handling, or where the traffic passes in quantities sufficient 
for a van or lorry load. ‘The advantages of road transport in regard to cost 
are, for example, well illustrated in the case of furniture removal, where road 
quotations in the past have often been very much below rail. ‘The railways 
are now, however, trying to regain this traffic by means of containers. 
Road transport has definite advantages for local deliveries and collec- 
tions and for transit up to a certain distance, which varies with the nature 
of the trafic. On the other hand, beyond a certain distance for most kinds 
of traffic, for transport in bulk, and where certain ancillary services have 
to be performed, the rail has a definite superiority. 
Cost, however, has not been the only factor in determining the relative 
economic spheres of the two forms of transport. As already indicated, 
speed, convenience, and incidental advantages have also to be taken into 
account. ‘The motor vehicle is at the direct command of the user; it 
can readily be adapted to suit special requirements; there is a lessened 
liability to damage and pilferage ; prompt service can be given ;_ the goods 
can be loaded and unloaded by men conversant with the special require- 
ments of the business. The location of the consignor’s or consignee’s 
premises may be a further factor affecting the choice of transport methods. 
Again, the motor vehicle has a considerable publicity value for certain 
traders. 
On the other hand, the dependability, reliability, and speed of the 
railway, especially on long distances, gives it an advantage. The relative 
advantages are well illustrated in the case of perishable commodities. 
Fish traffic, for instance, which often goes long distances, and which must 
arrive in time for the market, goes by rail; fresh fruit, which can be sent 
direct by road from the grower to nearby towns, goes by road. Again, 
