Are There Still Neros with Us?
Page 70
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HISTORY records that Nero fiddled while Rome burned. A modern parallel might be the failure of the employers' association and the unions to reach agreement on implementing the provisions of the 30 m.p.h, speed limit for heavy goods vehicles. It is now two years since the higher limit became law, and apart from a reported settlement by British Road Services we are no further forward. It is not intended to discuss here the merits of the case from either side, but to theorize on a possible outcome of a continuing impasse.
Despite the many red herrings drawn across the debate, higher average speeds are practicable under modern conditions. Over 30 years ago I often punched a solid-tyre wagon and trailer of around 13 tons gross for 180 miles inside 11 hours, although there were no driving restrictions then. That was done with first World War W.D. Leylands nearing the end of their useful life. Some may also recall the sure but slow road progress of the 3-ton chain-driven Albion, and the tricks adopted with the balance weights of the governor to produce that extra knot. This type of vehicle did the London-Glasgow run in two and a half days of reasonable hours, as against the two days of this modern age.
Since that period, main and secondary roads have improved out of all recognition, despite the continuing call for more. There is, of course, no comparison in vehicle density, but that point is sometimes overplayed. Therefore 30 years of development in vehicle design and performance have been largely wasted effort, and even a fraction of the increased potential cannot be used.
It is generally conceded, however grudgingly, that no government of any political hue can allow the railways to languish and die. The first steps were taken in the 1933 Act. Whilst bringing regulations to goods vehicles, it was also designed to prevent free, unlimited assault on railway traffics. The new deal followed in the years before the last war. It was carried a stage further by partial nationalization. Now we have rail modernization, which may yet prove to be the most effective danger of all to long-distance hauliers.
Some people may have treated the remarks of Mr. T. H. Summerson, chairman of British Railways N.E. Area Board (The Commercial Motor, April 10, 1959) with some scepticism. He was reported as saying: "The railways are going to lick the pants off road haulage when their modernization scheme gets into its stride. They had been handicapped by having to use old equipment when their competitors were buying new vehicles, but now the tide was turning. Road transport would not stand a chance against railway competition for long distance. This plum would soon be recaptured, leaving hauliers to do their proper work of collection and delivery together with short hauls." (Perhaps Mr. Summerson had never heard of the term "normal user.") Just what truth was contained in that statement only the future can tell, but there is no denying the basic facts that some percentage will return to rail. I know of one small block of regularly recurring traffic, carried by road for many years, which now goes by rail. The determining factor was price, the rail rate being little over half that for the road. Whether it is an economic profit-making rate by rail is another matter and a point which should be strongly pursued in the country's interests.
As the widely advertised overnight rail services show, the main direction of attack is on the large industrial cities, a36 from which much of the existing volume of road haulage emanates. If the railways can improve and speed their terminal handling, and who would be dogmatic enough to say they cannot with capital to spend on improvements, the impact on road haulage may be greater than is imagined.
It is also obvious that the government, before allowing large capital sums to be expended on rail equipment, must have pondered the future pattern of results very carefully, before giving assent. To avoid another ground-nuts fiasco, they must, despite current trends, anticipate large blocks of goods and passenger traffic returning to rail. It could be that the nature of those results will determine the fiscal and legislative policies towards road transport.
It is against that background that road haulage should take stock for the future. Any measurable degree of success by rail will result in redundant licences and the staffs who operate them. And it is by no means certain that those licences will all be confined to the A category.
It is true that the solution of the 30-mph. limit will not in itself solve the problem, but at least it would show that employers and employees have drawn their heads out of the sand and are prepared to tackle the dangers ahead for their mutual welfare. .
Glasgow, W.4. ARTHUR R. WILSON,
An Eyeful From Gaza
COMMENTING on my article in the British Transport
Review, Janus wrote in The Commercial Motor on August 14: "As he is writing mainly for railwaymen, Mr. Hamilton skilfully avoids saying in so many words that they have been made slipshod, inefficient and unenterprising by attacks front Parliament, the Press and the public. There is little doubt, however, that this is what he means."
What nonsense. I mean what I say and not what I avoid saying, or what Janus decides to make me say. If I say --that Janus is being tendentious, I do not mean that he is being dishonest.
Janus wrote: " Get rid of the dejection, he suggests, and all the troubles of the railways will be over." 1 can find no such suggestion in my article. He also said: "He misses the obvious conclusion that the decline of the railways is inevitable." I miss the conclusion because I do not believe it exists.
Incidentally, I am public relations adviser to the Eastern Region of British Railways—not publication " relations adViser.
London, W.1, NORMAN HAMILTON.
Bus Operators in Pembrokeshire Area
N the August 14 issue of The Commercial Motor we note that you say that the Western Welsh Omnibus Co. is now the sole operator in the Pembrokeshire area. This is a misleading statement. There is still a number of independent .operators left in Pembrokeshire. We ourselves operate 42 vehicles in the south of Pembrokeshire, our main bases being at Tenby and Pembroke Dock. There is also a number of small operators in the north of the county, including Prescelly Motors, of Clynderwen, Jones, of Crymmych, Herbert, Maenciochog, and Pritchard, of Narberth.
Pembroke Dock. L. W. S'a.cox, W. L. Silcox and Son.