Warning to the C Licensee
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ANYONE who has made a close study of the first British Transport Commission annual report of the Obviously Perturbed at Growth British Transport Commission of Ancillary Operation will have found therein some perturbing comments regarding C-licensed transport. These comments should not be casually dismissed, but their importance given due weight, for they are of assistance in forming an opinion as to the feelings in this connection of those responsible for organizing and operating nationalized transport.
Take, for example, the reference to the diversion of some railway traffic to road, following the exceptional winter of 1946-47. Although this precautionary measure did not have to be carried to extremes because of the mild winter which followed, the effect is said to have been that many traders were encouraged to use road transport, either in respect of their own vehicles or by employing those of independent hauliers. The B.T.C. is forced to the conclusion that this factor is one of the contributory causes of the unsatisfactory financial results of railway operation during 1948.
Even more direct is the reference to the fact that in the formulation of policy it is essential to remember that the Commission has no monopoly of inland transport, and that every trader remains free to carry his own goods, over any distance, in his own vehicles, operating under C licences.
Policy of Commission Affected Official figures, given by the Minister of Transport to show the remarkable increase-in the 'number of such vehicles, are quoted. The total at December, 1948, was nearly 600,000, representing an increase of over 100,000 in the year—practically the same as that for the previous year. Although, says the report, it would appear that sonic twothirds ,of these are under 30 cwt., and, presumably, therofore, engaged mainly in local retail distribution, it is plain that the increased use made of Clicensed vehicles is a circumstance which vitally affects the policy of the Commission in planning, fixing charges and in the eventual integration of its services.
In making comparisons of the total traffic carried by private and nationalized transport, mention is made that the volume of longdistance goods traffic carried by traders in their own vehicles is not known.
In the section of the report dealing with the Railway Executive and its operations, there is the significant statement that for general merchandise traffic, there was evidence, as the year developed, of an excess availability of inland transport to which a progressive growth of C-licensed vehicles contributed.
The increased competition for available traffic had its reactions upon railway tonnage, as did the incidence of the export drive—by reason of the shorter haul to the ports as compared with inland distribution, and by some preference for road transport services for this shorter-haul traffic.
Rates Schedule Difficulties There is evidence elsewhere that the Commission is gravely concerned regarding charges. It appreciates that if railway rates be raised this would merely tend to divert some of the remaining traffic to other means for transport. This might be either by the employment of more privately owned vehicles or by making use of the services of those free road hauliers who are still able to run on longdistance work, and may be able to continue to do so for some time under the temporary permits for which allowance was made in the Transport Act.
Almost similar will be the Commission's problem, at least until permission for this long-distance running be cancelled, if it endeavours to increase the freightage rates on its own road vehicles. In addition, it will working under the disadvantage that considerable sections of trade and industry may be averse to entrusting their, loads to nationalized transport.
Now C licensees have been warned not, in this case, by us but by the new Goliath of transport. Consequently, they must tread most warily. Cases of misbehaviour, such as illegally operating for hire or reward, or of showing definitely uneconomic operation by under-loading or running too many trips empty, may be seized upon by those only too willing to expose the " evils " of free transport.
Every ancillary operator of any standing should join an appropriate representative body, of which A27 the largest is the Traders Road Transport Association. In this way, the strength of the resistance to any encroachment on his freedom can be greatly increased, and any move on the part of the Government or, its servants which may be detrimental to the interest of the C licensee, individually or collectively, swiftly be countered. As an individual, the C licensee would have little or no chance of putting up an effective opposition. He might not even learn of a danger until it was too late to join effectively in any protest.
We are not in favour of schemes which, it is alleged, can be operated to "get round the Act." They are more likely to do harm than good—at least in the long run. It will be sufficient if the present position of the legitimate C licensee be maintained and secured. The Government must expect a natural growth of vehicles in this category, just as there have been increases in other classes of motor vehicle; but some pressure, possibly amounting to a form of restriction, may be applied if it becomes too obvious that any further growth is the result not of economic need but solely as a consequence of a, perhaps natural, dislike of State control by those sending loads.
Much will depend upon two Major factors. The first is the result of the General Election, and the second is whether, in the event of a Socialist Government being returned, the B.T.C. will be able to continue the expansion of its organization and —what is most important—balance its budget within a reasonable period.
The Transport Act demands that it shall do so, and no doubt if it be able to absorb what amounts to the whole passenger road transport system of the country, this will go a long way towards helping in that direction. Failure, however, would prove a grave danger not only to the C licensee but to every other form of " free" transport.
We are not great believers in promises made by Governments Or their. Ministers, particularly when they are in vague terms. It would be a mistake for ancillary operators, and even short-distance hauliers, to congratulate themselves on their escape from the nationalization net. Aots can be repealed or amended