London Division Organize Full Programme
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THE Common Market, Continental operation, road safety and vehicle construction and maintenance were the subjects of four papers presented on Friday and Saturday at the week-end conference of the Traders Road Transport Association at Bournemouth. This was the first event of its kind to be held by the T.R.T.A. and was organized by the London and Home Counties Division under the direction of its secretary. Mr. R. E. G. Brown.
"Every road transport debate in Parliament gives rise to criticism of heavy lorries emitting black smoke, or cluttering up the streets, or crawling along the trunk roads and causing traffic congestion," claimed the president of the T.R.T.A., Mr. K. C. Turner, in his opening address. The image Which road transport presented was not a happy one and it was a state of affairs which operators could not afford to ignore.
Much of the original criticism, Mr. Turner insisted, was prompted by vested interests who wished to see the railways preserved in their present form. Publicity on the theme was no longer scattered or isolated. It had reached such a pitch and intensity as to suggest that a concerted campaign was being directed against road transport.
In other circumstances such criticisms might be dismissed as minority opinions, but they fell on fertile ground, with 8m. owners of cars and motorcycles. Because of the irritation caused by slow-moving lorries emitting black smoke, motorists were receptive to suggestions that heavy traffic should be taken off the roads or otherwise restricted. In the current campaign against transport it was suggested that the railways had prescriptive right to certain types of goods traffic. But no form of transport, Mr Turner insisted, had a prescriptive right to do anything except that which it attracted on merit in a competitive market.
To correct this image was a serious and urgent problem, and it was easier to present the problem than to produce a solution. All members' vehicles and drivers should present the right public image by the avoidance of black.smoke emission, inconsiderate parking or disregard of reasonable loading and unloading times. Unfortunately, the offending minority gave the industry a bad name.
Additionally, members should arrange for greater publicity to be -given to the merits of road transport and, Mr. Turner added, "Our 11-rn. vehicles are a great national asset." It is time this was realized and the blunt fact that competitive transport would be impossible without the C licence vehicles. This should be stressed in public on every opportunity.
Although the work of the T.R.T.A. had expanded enormously in recent years and stretched into many new fields, its principal function was still to preserve the user's freedom of choice to operate C licence vehicles. If the right public image of transport as a vital industry can be properly presented, the T.R.T.A. would have done much to safeguard that freedom.
Several members claimed that the purpose and existence of T.R.T.A. were virtually unknown to the general public, and the employment of public relations specialists was mooted. Mr. H. D. Sparshatt suggested that the resulting unemployment. in road transport which would follow curtailment of C-licence operation should be stressed. Mr. L. A. Castleton insisted that drivers and vehicles were the industry's best—or worst—P.R.O.s.
"No better time could possibly have been chosen by T.R.T.A. for its first conference," said Mr. H. C. Chandler, divisional chairman, at the opening session, due to the increasing demands of industry on road transport. Transport was a service frequently taken for granted, but it played an essential part in trade relative to costs, prices and availability to the customer.
Unfortunately, nowadays everyone fancied himself as a transport expert. From letters in newspapers and comments on television and radio, it seemed one could write and say anything about transport and get away with it. But it was the job of transport managers to use whatever transport was available-including their own vehicles—to put their companies' products on home and world markets with the greatest efficiency and least cost. These were the only factors which impressed a board of directors. The presence of the modern lorry on British roads, Mr. Chandler added, was a sign of virility, flexibility and strength to be encouraged as a potent factor in the new economy.
Policy in the Common Market
The first paper was presented by Mr. J. W. Bannard, Unilever, Ltd., entitled "Transport Policy in the Common Market." It was an apposite survey of the origin of the European Economic Community (the Common Market) and the legal basis of its existence, namely. the Treaty of Rome. Reference was also made to the forma tion of the European Free Trade Association (E.F.T.A.) to develop trade within the area concerned and to strengthen the bargaining position with a view to achieving some form of association with the Common Market.
The institution of E.E.C., Mr. Bannard continued, consists of (I) a European Parliament, (2) a Council of Ministers, (3) a Commission and (4) a Court of Justice. The Council and the Commission are assisted by an Economic and Social Committee acting in a consultative capacity. There is also a consultative committee of experts appointed by the governments of Member States to advise the Commission on transport questions. Decisions of the Council of Ministers on transport need unanimity to be effective until December, 1965, after which date they will be by qualified majority votes.
Articles 74-84 in the Rome Treaty relating specifically to transport were then summarized by Mr. Bannard. He added that, whilst the Treaty laid down the requirements, it gave no help how they should be met. This was because on many vital transport questions substantial divergencies persisted. Thus, at one extreme is the Federal Republic of Germany, where transport is subordinated to general economic and social needs. In contrast, in Holland there is little control of rates, and transport undertakings arc expected to be financially viable. In Great Britain. Mr. Bannard added. the Transport Act. 1962, makes the national transport policy more liberal than in any other Western European country.
Comment was then made on the implications of E.E.C. Regulation II (which is designed to give effect to Article 79 of the Rome Treaty prohibiting a carrier from applying discriminatory rates), the Schaus Memorandum and "Action Programme."
Because many of the proposals applied to national as well as international traffic. British traders and carriers who do not send or carry goods to the Continern were mistaken if they thought they had no need to be concerned with E.E.C. transport developments. Mr. Bannard said he hoped that the U.K. entered into the Common Market in time for British
influence to affect the common transport policies. He then listed 12 ways in which British 'transport and practice would be affected by the proposed common transport policy if the U.K. joined the Common Market. One of these—the proposals on forked tariff system of charges with publication of minima and maxima rates—will probably be unacceptable to the great majority of British users and to British Railways. They would set a serious problem for the British Government.
As to the effect of E.E.C. proposals on general national transport policy, Mr. Bannard considered that it would he extremely difficult, if not impossible, for road transport in this country to be renationalized, or for C licence transport to be seriously restricted, since the proposals are directed towards the liberalization of transport. In no country of the Six is road transport nationalized at present.
Replying to Mr. Martin Brown, as to the probability of a supra-national transport body, Mr. Bannard said that if the U.K. joined the Common Market. a section of the Ministry of Transport might transfer to Brussels. The interest of E.E.C. in inter-freight depots could encourage formation of larger companies. Because industrialists had "very much bigger fish to fry" relative to E.E.C. problems generally, transport operators may have to accept compromise when entering the Common Market, Mr. Bannard added.
The practical problems of sending C licence vehicles to the Continent were then dealt with by Mr. H. E. Tackley, of Electrical and Musical Industries, Lid.
Because of the variety of means of shipping goods to Europe, each varying in cost, speed and suitability, specific inducements are necessary to dispatch C licence vehicles across the Channel. Examples were demonstration of goods involving propaganda value, with possible display layout inside the vehicle, dispatch in connection with exhibitions and specially fitted vehicles, such as recording and television broadcast vans. In most other instances. Mr. Tackley suggested that it is cheaperand easier to use the
established services. • But having decided to use an ancillary vehicle, the operator was then involved with the documentation of goods, vehicle and driver, and also the route to be used. Documentation of goods involved two procedures, dependent upon whether they were returnable after demonstration or exhibition or were for sale. Regarding returnable goods, the appropriate procedure is laid down in the Chamber of Commerce Service pamphlet, " E.C.S. Carnets. Guide to Procedure For Cornrnercial Travellers' Samples." If goods are to be sold or left in the country of destination, the appropriate document is the H.M. Stationery Office publication "Customs Convention of the International Transport of Goods by Road T.I.R. Carnet Command 1012."
Routeing of vehicles should be definite to ensure that Carnets contain the correct number of lists for handing over at each frontier crossing.
Vehicle Documents
Mr. Tackley then detailed the statutory documents required in connection with the vehicle, including the international motor insurance card (the "Green Card"), the "Carnet de Passages," and Customs Form 29C (Sale). The vehicle will require a G.B. badge, Continental headlights, manufacturer's recommended kit of parts dud T.I.R. plates if travelling under a T.I.R. Carnet. It cannot be too strongly emphasized, he added, that correct documentation is vital if delays and expense are to be avoided.
For the driver, passport, visas and international driving licence are required. Additionally, a letter authorizing, the vehicle leaving the country and insurance cover for health and accident treatment are necessary. Traveller's cheques would be convenient for the driver to meet subsistence expenses and other eventualities.
Instancing difficulties which could be experienced in Continental operation, a vehicle on the last leg of a tour arrived at the German/Belgian frontier on a Saturday afternoon on its way to Antwerp for return to the U.K. Because sufficient spare Carnet copies had not been provided for change of routeing, the Belgian Customs demanded a deposit of £3,000. Rather than cable this deposit, which would take many months to reclaim, the vehicle was held at the frontier until further copies could be got to the driver.
Whilst Customs posts are manned practically 24 hours a day for private cars, the hours of specially trained staff dealing with commercial vehicles are more limited. Arrival during their normal hours greatly facilitates harmonious passage through the Customs.
Road Safety "Does the cost of road accidents, assessed at between £300m. and £350m. per year (or about £30 per vehicle), really register with us? Is the flood of accident statistics, facts, propaganda and exaltations becoming more or less effective?" These were questions posed by. Mr. S. Hattan, Schweppes, Ltd., When presenting his paper "Road Safety B38 Pays." Moreover, those who treat the subject seriously and take notice of such public information are the careful drivers, whilst the careless ones are more likely to pass it off with a shrug.
But Mr. Hattan claimed that if the written approach to road safety tended to lose its impact it could be replaced or supplemented by direct personal advice and instruction. It was this belief that led his company to appoint a full-time road safety officer to concentrate exclusively on efforts to prevent road accidents. There were many sides of the safety problem and progress could only be made if it were tackled in all possible ways. The appointment of road safety officers was a new way of tackling the problem and could have a measurable effect.
Recent regrouping of commercial enterprises had concentrated control into fewer hands, and this applied also in transport. As a result, those responsible for the operation of car and commercial vehicle fleets could influence a greater number of drivers. Thus, in the T.R.T.A. London Division alone about 120 transport officers controlled 57,000 commercial vehicles and probably a similar number of cars.
The appointment of road safety officers, Mr. Hattan claimed, is in line with modern methods of specialization leading to greater efficiency and lower costs. Schweppes had already achieved this in the form of lower insurance premiums, less lost vehicle time and other, benefits resulting from improved driving standards. Moreover, these savings more than cover the cost of the " specialist " who, incidentally, had absorbed work previously done by others whilst the company was fulfilling an important duty to the community.
Officers Duties Mr. Hattan then detailed some of the duties and responsibilities of their road safety officer, Mr. A. E. Teer. These include inspection of all accident reports, judgment regarding responsibility and correspondence with drivers and representatives. Even the simplest noncontroversial type of accident has been found to involve over 20 documents and
letters.
In the case of serious accidents, the officer makes on-the-spot investigations. Contact is made with the police and insurance company assessors, whilst instruction and advice are given to drivers with poor records. Lectures and discussions with transport staff at branches and depots are arranged, and with all newly appointed representatives under training.
Mr. F. A. Harvey asked if physical checks of drivers and incentive payments had proved worth while. Mr. Hattan replied that whilst medical checks were effective, analysis of accident records did not reveal improvement relative to incentives. Mr. R. N. ,T. White said his experience was that car fleet drivers gave more trouble than commercial drivers, the most accident prone being those who had passed advanced tests. Problems arising from vehicle construction and maintenance were then discussed by Mr. F. K. Farquharson, Shell-Mex and B.P., Ltd.
On aspects of vehicle design he gave particular consideration to braking. Higher speeds and maximum gross weights require improved and possibly supplementary braking. But he considered that disc brakes had not made the expected progress. The possibility of greater heat generation with disc brakes might be aggravated by the discs of the rear axle being within the dish of the inner wheel out of the cooling airstream. But this latter aspect might be improved by the Duplex type of single tyre now in use in the U.S.A.
Regarding supplementary braking, Mr. Farquharson mentioned, in addition to exhaust brakes, the "Telma " electric retarder in use on the Continent. Whilst there was no frictional contact, there was a weight penalty of the order of 350 lb. for a 14-tanner. But future dire necessity, might make such weight increases palatable..
Mr. Farquharson doubted whether maintenance manuals had been revised to correspond with design improvements, such as longer engine life. Few Opera.tors were aware of the extent of defence coverage contained in maintenance manuals. Commenting on engine coolant temperature control, he said that under the " one way empty " conditions of oil . distribution engine temperature control . was . a greater problem, adding "We never seem to get the cylinder-bore life that haulage. contractors' identical vehicles show, and which are under load for most of their life."
Although the first cost of fitting automatic chassis lubrication—say, £200 for .a 63-point system on an eight-wheelerappeared impressive, many operators were proving the expenditure worth while. Moreover, even these amounts would not cover many expensive replacements of swivel pins and similar components, and the loss of vehicle service time,
Mr. F. R. L. Wentworth asked what considerations should determine the practical life of a vehicle. Replying as a member of the panel, Mr. L. J. Cotton said that in five years a vehicle could become outdated irrespective of its condition. Because drivers had little regard for outdated vehicles, breakdowns increased and operational efficiency decreased. Extended maintenance periods were to be encouraged so as to improve vehicle availability. Consultation on vehicle design between manufacturers and operators was helpful if limited to a few users. Otherwise individual requirements were too varied.
Agreeing with Mr. D. H. Joyce that obsolescence was often more important than depreciation, Mr. J. Lemmer said that competitions for the best maintained vehicle could be misleading. As an adjudicator he suggested the marking favoured old vehicles and the results were not necessarily reflected in operational practice.
S. BUCKLEY