Report on the trade in refrigerated beef, mutton and lamb

Bibliographic data

Monograph

Identifikator:: 1800540760

URN:: urn:nbn:de:zbw-retromon-185131

Document type:: Monograph

Title:: Report on the trade in refrigerated beef, mutton and lamb

Place of publication:: London

Publisher:: Stat. Off.

Year of publication:: 1925

Scope:: vi, 65 Seiten; Ill., graph. Darst.

Digitisation:: 2022

Collection:: Economics Books

Usage license:: Get license information via the feedback formular.

Chapter

Document type:: Monograph

Structure type:: Chapter

Title:: Chapter V. The trade in Great Britain

Collection:: Economics Books

passenger train. Small orders, say, for a quarter of beef or for a few sheep, may be despatched in the guard’s van of a passenger train. Prices of frozen goods tend to one level throughout the sountry, allowing for variations due to rail or other haulage charges. This is only to be expected where so many traders have such widespread organisations, for if the market, say, in Manchester, is high on any day owing to short arrivals in Liverpool, ample supplies, from London or elsewhere, can be made available by the time that the market opens on the following morning. In times of superabundant supplies, prices throughout the country frequently do not even differ by the amount of the above charges, for pressure at the ports is relieved by consign- ment inland where prices fall in consequence. It frequently pays the importer to lose his haulage charges, if by so doing he can prevent a slump in any centre where he has large supplies awaiting sale. Although rail charges are a serious factor, meat traders are unable to take advantage of coastal steamers owing to the absence of refrigerated space. A good deal of the trade between British and Continental ports is done in non-refrigerator craft, particularly in cold weather. The reason for this absence of refrigerated space is that the movements of meat over short distances by sea are too irregular to justify its provision. If an importer requires meat at any port other than London, he endeavours to arrange for direct consignment to that port from the country of origin and so saves rail and handling charges, while the meat reaches its destination in better condition. There appears to be little logic in the distribution of supplies of imported meat in this country. Theoretically, at least, the meat ports are admirably placed for dealing efficiently with distribu- tion, for each is surrounded with important consuming areas. Newcastle, for instance, serves the coal and steel areas of the North Riding of Yorkshire, Northumberland, Durham and Cumberland ; Hull is well placed for the West Riding and the North-East Midlands; Manchester and Liverpool for Lancashire, Cheshire, the West Riding, the Midlands and North Wales; the Bristol Channel ports for South Wales and the lower Severn basin; Southampton for the Southern and Western Counties, and London for the Home and Eastern Counties and the South Midlands. Enquiry into the distribution of meat by rail from these points shows, however, that, though each of the meat ports is regularly used, to some extent, for the distribution of supplies in its own area, each also contributes to the areas of the others. From Newcastle, for example, apart from railages within its own area, meat is railed to Edinburgh and Glasgow, Lancashire (including Manchester and Liverpool), South Yorkshire, the Midlands, and occasionally to London; meat is received—in the order of tonnage—from Liverpool, London, Hull, Manchester and Glasgow. Hull sends supplies to Lancashire, Yorkshire, the

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