Road Transport Must Have a Policy
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THE recent speech of the Home Secretary, Mr. Herbert Morrison, in which he attacked private enterprise, will have occasioned much serious speculation regarding the future position of industry.
Mr. Morrison did not mince words, and no one can remain in doubt as to the intention behind his statement; for whilst condemning private enterprise he extolled the virtues of nationalization or State control. The Home Secretary is by no means a back-bencher. On the contrary he is a prominent member of the Government—as also a leading and forceful political figure. His words carry weight, therefore, and should neither be disregarded nor ignored, but accepted as an indication of the Labour Party's post-war policy. He stated it to: be his belief that some industries are due and overdue for socialization as soon as the preoccupations of total war diminish sufficiently to clear the way for the necessary changes. It should be remembered, in this connection that, in a previous speech, Mr. Morrison declared that road transport would be included in this particular. category.
There is. ho finessing about the matter; there is, in fact, a clear and definite statement of purpose and intention. Strangely enough, Mr. Ralph Assheton, Financial Secretary to the Treasury, made a speech just prior to that of Mr. Morrison in which he championed the cause of private enterprise and said "There is far too much inclination to decry private enterprise." Thus there are two members of the Government expressing diametrically opposite views, but that is only to be expected in a national body which includes members of diametrically opposed political views.
What meaning does this strange position convey? If anything at all, sutely it indicates that the question of private enterprise versus nationalization or. a system of State control will be a predominant issue in post-war politics. It would seem that the arena is being prepared in advance by a softening process in an effort to render the country nationalization-minded. Thus when, at length, any such proposals are unfolded they may be expected to meet with •a more favourable reception. In thisrespect, and in view of the statement already quoted, it is safe to assume that the road-transport industry is one of the first which would be affected by any such change.
Industry Left In the Dark It is not proposed, in this article, to delve into details concerning the merits or demerits of socialization as affecting road transport. As matters stand, however, the members of the industry are completely in the dark as to the attitude and policy of the leaders who—having eyes to see and ears to hear—cannot be ignorant of the signs of the times. What plans have these sane leaders prepared to meet this particular situation? Has a definite policy been thought out and a plan of action been decided upon which can be put into operation from the word " go "?
Perhaps the foregoing rather puts the cart 'before the horse, and the first question to be asked should be: " Is there in existence a national corporate and representative body charged with the responsibility of formulating a policy on this -and other important issues affecting the roadhaulage industry? ". The answer is in the negative— lamentable but true.
There would have been real grounds for hope if the S.j.C. Federation Scheme had reached a more advanced stage of fruition and been in working order to go into action with arms at the ready. It is admitted that certain leading association personalities have expressed their individual views on the question of private 'enterprise. Such views, however, carry little weight unless they are the expression of agreed policy. At all events the fact remains that the members of the industry are left floundering and bewildered.
What action have the representative bodies taken with regard to the safeguarding of the interests of those members who lost their businesses on answering the Nation's call, and have faced the onslaughts of the enemy in blasting tip way to victory? For those who return there is, of course, the Public Assistance Board to consider their claims or they can appeal for charity. Is it right that they should have to submit to any such humiliation? Let it not be forgotten that amongst these numbers are those who were loyal association members and whose subscriptions were paid with commendable regularity to ensure, as they thonght, protection of their interests. Surely it is not a case of "out of sight, out of Mind " and that these fellows are_ written off the slate because they continue no longer to be a material asset.
Vastly different is the position of those leaders of the industry who are able to sit back in the full enjoyment of material' security and are spared the fear and anxiety suffered by their less fortunate fellows.
Obviously something is wrong fundamentally and it is not difficult to assess what will be the ultimate result of this state of affairs. Is it possible, by searching in other directions, to discover the eagerly sought succour and aid?
What Body Can Take the Lead?
So little has been heard of the S.J.C. Federation that by certain individuals it is regarded as a " non-starter." Many people who originally were staunch supporters of the proposals latterly have lost faith and abandoned hope. This is not sarprising if the result of more than two years' discussions and negotiations spells stagnation. [The latest news of the Road Transport Organization joint Conference is that a "Shadow Council" for each of the proposed three associations has been set up, also sub-committees constituted to deal with the affairs of the proposed Federation and with publicity.—ED.] There is yet another avenue which might be explored in an endeavour to meet the needs of the industry, so far as a national representative body is concerned. This particular avenue is the British Road Federation. which, before the war, had become a body firmly established as a power and influence. It spread the gospel of road-transport throughout the country, carrying its message to Charnbers of Commerce, Chambers of Trade, Rotary Clubs, etc., etc. In the history of road-transport the B.R.F. produced for the first time a high standard of impressive publicity matter which was presented in original form and widely distributed. Further, throughout the industry, the B.R.F. was regarded as 4 body actuated by the highest motives.
It is deplorable that for some time after the outbreak of war the B.R.F. virtually faded from the picture. This was due to lack of foresight by those responsible. However, the Federation now has resumed activity and it may ;se that it will provide the medium for dealing with at least some of the major problems of the industry. For any such purpose it might be necessary to amend the constitution to meet prevailing conditions. In any such event it would he essential for the B.R.F. to acknowledge the claims of the haulier as being equal to those of the other sectidna of the industry, and to accord to him the same measure of support, Formerly the haulier contended that, so far as the B.R.F. was concerned, he was distinctly in a minority as compared with other constituent members and, consequently. he felt himself to be overpowered numerically and financially. It is desirable that the haulier he reassured en this point.
In the -event of the -B.R.F. staking a claim to an important share in the national representation of the industry, it must be willing to provide adequate facilities which will satisfy the needs of the haulier. By so doing the claim can be amply justified and the longstanding impasse regarding representation might be ended satisfactorily.