How to Employ 250 People on the Salaries of Five
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[HAVE already discussed the representation of U.S. operators through the set-up of the American Trucking Associations, pointing out that there were three distinct organizational groups—the State association, the particular pecialist conference, and the A.T.A. itself. Each of the " groups " is elf-sufficient and they do not duplicate each other's work.
All this seemed to me, as I said last ime. an excellent system of represenation—clear, uncomplicated, yet allmbracing. I was less able to applaud he financial arrangements.
Operators, in fact, get three separate pills, one from each of the constituent !roups working on his behalf. I really lid not understand the need for this, and he official explanation (that the industry tad not yet developed a system under vhich the operator can receive one bill or the combined services he gets) seemed little thin.
However, despite its independence in inancial matters, A.T.A. is still conrolled by the State associations a najority vote from which can alter any ispect of A.T.A, policy or administration —theoretically, at least. Certainly, .TA. has not any power to control or liscipline an affiliated association or conerence except by terminating its affiliation to the national federation. This :ourse has never yet been forced upon he A.T.A. executive.
What would they do if a State associaion or conference withdrew from iffiliation? No one has tried, so no one tnows. However, the official A.T.A. view is that it would sponsor a competing )ody to " plug the gap" in its national Tread.
A.T.A. itself is governed by a board :If directors. Each State association :lects seven A.T.A. directors. Yes, I do realize how many directors A.T.A. therefore enjoys—and it's more than you
think! The 350 is just a start. The States can also each elect an ex officio vice-president. The 12 Councils each elect a vice-president. The total is usually more than 400 directors. How, with this top-heavy brass section, A.T.A. remains so dynamic and efficient I cannot imagine--but it does.
Obviously such a large number creates difficulties, so the whole board rarely meets more often than once a year. It appoints 94 of its directors to sit on the executive committee, which meets about three times a year and dictates all policy matters.
According to the A.T.A. its income is a few cents per year per vehicle. There were 12,840,615 registered commercial vehicles at the end of 1962, and it is probably nearer 14 million by now. As an income this works out at some $41,000 a year—and A.T.A. has a headquarters staff of 250. The 12 conferences pay A.T.A. for the rental of their office space in the headquarters building. But when you get down to it. A.T.A. could not function just on its general fund income alone. It also sells its services via a staff of district representatives who call on operators to sell specialized services such as documents, records, technical information, and so on.
I must admit I've never heard of a trade association which runs quite the same as A.T.A., but it undoubtedly thrives and " sells " a vast quantity of publications and services to truckers every year, on a non-profit-making basis. Thus you have the (to me) remarkable state of affairs whereby A.T.A., which is
entirely controlled by the State associations, goes round the country collecting a lot of money from operators (many of whom are not members of their State associations) for specific services.
When an operator donates to an A.T.A. service he gets a certificate to that effect. Critics of A.T.A. maintain that this gives the operator the impression he is a member of A.T.A.—which he is not unless he joins his State association.
A.T.A. answers that this is a device in fairly common usage; they do not seek to give -operators a wrong impression, The criticism may have some validity ", they say, "but we doubt that A.T.A. use of this certificate ever has results so serious as to offset the very real loss to A.T.A. and all its units if the certificate could not be used. Those who would deprive A.T.A. of this small sales device should also offer a workable plan under which A.T.A. can recoup the loss involved. The certificate is not a membership and does not so state ".
The $41,000 income from the State associations is used by A.T.A. directly to finance lobbying work in Washington. All the other services to State association members come " free " as a result of A.T.A.'s field force who sell its services.
They also print a weekly newspaper, Transport Topics.
Goodness only knows what their income is from the sales staff. But look at it this way. Say the average wage of the A.T.A. staff is $8,000 a year. There are 250 of them. They must get through a salaries bill approaching $2 m. a year —and "basic" income is $41,000.
If you think this is confusing, so do I. But it works. It works honestly, efficiently and to the tremendous benefit of the road transport industry.