Freedom or Chains for Transport?
Page 33
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The Railways' Claim to Retain Their Businesses Applies Even More Fully to Road Operators and All Must Fight for Private Enterprise
By Tantalus
RARE indeed it is for a railway chief to -defend road transport. Such, however, was the case recently at a meeting of the Southern Railway Company, when the chairman declared his faith in the virtue of individual ownership and enterprise. Whilst this important leader did not vouchsafe his personal opinion regarding the postwar future of transport, he did indicate the desirability of some form of co-ordination with road transport. Then followed a most significant remark, to the effect that it is not for the State to exploit road transport at the expense of the railways, with the possibility—at some later date— of buying the railways at a sum below their real earning value.
What, apparently, is envisaged is a post-war system in which the railways will continue to function as separate entities. Certainly it is encouraging to find amongst the coterie of leading railway personalities champions of private enterprise, which asset this particular official describes as " that energetic and truly British contribution to world trade and prosperity." These are noble words and should be blazoned forth on every suitable occasion.
Such sentiments are particularly applicable to the roadhaulage industry, of which there is no finer example of individual ownership and enterprise. In fact there are few major industries that have achieved so much in so short a time. Nevertheless, many members of the industry are gravely perplexed regarding the future. They are unable to foresee what lies ahead, and there is no light to show the way. They are wondering, in fact, whether the growing tendency towards State control of the industry is to become permanent, or whether it is only a war-time expedient, and recent events in the aircraft industry have not lessened their doubts. What they do know is that individual enterprise and private ownership are passing away. But this fact does not answer the ever-recurring question " What of the future? " Hauliers should be given some enlightenment as to the future of private enterprise. Is it to regain its freedom, or is it ,to be shackled by the chains of bureaucratic control in the post-war period? Putting two and two together—and in the absence of any indication by the Government—it would appear that a return even to the pre-war limited freedom of operation .and expansion is a remote prospect.
All this, of course, is wrapped up in the question of policy. In this connection it must be admitted that the Government did formulate a policy by means of a' scheme which has been imposed upon the industry by instalments. Whether this scheme be good or bad is by the way; the fact remains that it is the outcome of a definite policy.
Powerful Leaders and a Strong• Policy are the Vital Factors On the other hand, what policy has been formulated for the road-haulage industry by its leaders? There is little evidence of any, and this is one of the main causes of dissatisfaction and unrest. Operators have been subjected to severe restrictions in various forms during the past three years. Some have been imposed as a necessity in the national interest, and accepted as such, but it is not measures like these which are the source of complaints; it is, rather, the lack of constructive policy, both present and future, for the road-haulage industry.
The separate associations have, no doubt, from time to time made representations to the M.O.W.T. on different matters. Whilst such efforts, so far as they go, are entirely praiseworthy, they do not represent or reflect a considered policy. They are concerned, rather, with what might best be described as day-to-day problems.
Failure of the leaders to promulgate a definite policy is difficult to comprehend. It would not be easy to name another single major industry -which has not framed a policy to meet changed war-time condition's, at the same time bearing in mind the post-war future. In fact, it is questionable whether there is a case parallel to that of the road-haulage' industry. Extenuating circumstances cannot be accepted as an excuse. There have been many opportunities of constructive planning since the outbreak of war, but they have been wasted. They have, in truth, been lost in the political whirlpool.
It may be asserted that the Road and Rail Conference was a progressive step forward and, as such, should be accepted a.s evidenceof.policy. Assuming this to be so, it cannot be said that the proposals did in fact represent the considered opinion of the haulage industry—of a section maybe, but certainly not the whole. The fact remains that during the war period the industry has been without a policy, and this cannot be denied. The national bodies have dealt independently with operators' problems such as petrol rationing, hiring rates, etc., it is true; but these have been tackled as current problems and not as a result of a considered policy.
The Industry Accorded an Opportunity of Displaying its Unity
As already stated, the leaders of the industry have had, numerous opportunities of proving the right to bear the title of " leader." Fate—or what you will—has placed their hands yet another chance to rise above party and sectional barriers and so ensure that the interests of the haulage industry shall be given first place. The S.J.C. Federation proposals provide the opportunity, and every effort should be made to ensure against disaster or failure. If the future leaders in the new Federation, whoever they may be, accept the responsibility of leadership with a sincere and honest determination to work solely for the good of the industry, they may raise a Permanent monument of service worthy of general acclamation.
. It is absolutely essential that future leaders shall enjoy the complete confidence of the, rank and file. Anything short of this will be not merely insufficient but will undermine success.
In the near future the S.J.C. Conference should receive the replies from the constituent bodies, after which there' should be no delay in announcing to the industry whether or not the proposals have been accepted. If the scheme does not receive unanimous approval the dissenting parties should be named and a statement made regarding the reasons for such dissension. There must be an end of the ,secrecy which, unfortunately, has been far too prevalent in the past and which has been the cause of considerable complaint and annoyance.
• In the event of the scheme becoming an accomplished fact, the first task to be undertaken is that of the announcement of policy. In detailing the policy it might be well to cover the specific items in order of priority. For example, there is the problem of the post-war status of operators who—through no fault of their own—are at the present time operating a fewer number of vehicles than in the prewar period. Alternatively, there are fleet owners who have added appreciably to their pre-war number of vehicles. Then there is the case of the small operator and his future place in the industry. There is also the relationship between road and rail with which, quite possibly, may be bound up the Licensing Court System and procedure.
It may be argued that this is not the time to pursue such questions as the foregoing for the reason that they relate to the post-war period. Any such argument, surely, is illogical and suggests something in the nature of timidity and lack nf vision.
The Federation must go all out to earn and retain the confidence and allegiance of the rank and file. To this end the democratic principles of the Federation must be faithfully adhered to, and must in no wise be supplanted by a bureaucratic machine.