of the Fishery Board for Scotland. 29 



during which the railways were under Government control and the 

 period which has elapsed since the control was removed. 



In the Board's report for the year 1920 reference was made to 

 the marked all-round improvement which had been gradually effected 

 in the course of that year in the railway facilities for the transport 

 of fish from Scotland to the English markets. 



During the period now under review this improvement was 

 steadily continued, arrangements being made so far as possible to 

 speed up the running of the special fish trains, and to ensure their 

 arrival in time for the opening of the southern morning markets. It 

 is observed that the first effects of the introduction of the grouping 

 system has been to stimulate competition, canvassing for fish traffic 

 being now very active between the Eastern and Western Groups, and 

 this should certainly tend to benefit the fishing industry. 



The year 1921 was marked by a considerable increase in the 

 employment of motor road transport for fish, and it seems probable 

 that the competition between rail and motor transport will become 

 keener as time goes on. In many cases, of course, the motor lorry 

 is merely serving as the necessary link between the port of landing 

 and the nearest railway station, but on occasion this form of transport 

 has been introduced by way of experiment to compete with the 

 railways for the fish traffic, and here the relative cost, on which the 

 success of the venture must chiefly depend, can only be ascertained 

 by actual trial over a proloDged period. It is perhaps unnecessary 

 to emphasise the importance, in the interests of both the trade and 

 the public, of reducing to a minimum every expense in the handling 

 of fish from the time of capture until delivery to the consumer, and 

 this can be effected to some extent by greater co-operation. 



The increased producing capacity now existing calls for greater 

 efficiency in the organisation of distribution to the consumer. The 

 industry is passing through difficult times, and while the improve- 

 ment of the means of distribution is primarily a matter for the 

 wholesale and retail traders themselves, there may be found in some 

 cases scope for municipal enterprise, for example in the provision of 

 markets or improvement of existing accommodation, with a view to 

 ensuring that the local supply of fish may be ample, regular and 

 obtainable at the lowest price possible. 



During the period under review there was no appreciable 

 extension of the "small parcel " (by post) system or addition to the 

 number of hawkers and fish-frying establishments, both of which 

 would help materially in increasing the consumption of fish. Fish 

 hawking at the present time is rendered extremely difficult, as the 

 class for which it caters has little money to spend on fish, while the 

 initial cost and running expenses of the outfit are still heavy, and in 

 some cases the hawker has been compelled to turn for the time being 

 to other means of livelihood. It is hoped that with a revival of trade 

 generally, and with less unemployment and distress in the country, 

 rapid improvement may be seen in the directions indicated. 



As regards the question of railway rates, Scottish ports are 

 naturally handicapped in the matter of access to southern markets 

 by reason of their geographical position, which also has the effect 

 of restricting the use that can be made of goods trains for the con- 

 veyance of fish traffic from the ports. The high cost of carriage in 



