Haulage Problems Needing Attention
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SEVERAL months have passed since the official announcement of the end of the European War, and many persons engaged in the road-haulage industry are asking what. there is to show in the way of benefits. Can it be said that victory on the battle fronts has opened up the way to a fuller measure of freedom? Are haulage contractors—particularly the surviving smaller ones—more sure of economic security than they were before the holocaust was let loose? Are the community and industry better off for being subjected to the repressive control of road transport than they were in the pre-war days of reasonable freedom of operation and freedom of choice? To what extent has victory brought relief to sorely pressed operators? The answers given by balanced opinion to these questions are all in the negative.
So far, the victory gained by force of arms has meant little change with but few benefits. Whilst some of the larger haulage units, doubtless, have enjoyed a greater measure of prosperity, there is a far greater number which is considerably worse off in every way. Many of the smaller operators who have managed to survive have done so by 4 struggle which has been severe and long. To some operators the war has, in fact, been a good thing; but to others it has been a bitter and painful experience. No 'signal of help was flashed, no message of hope was sent out to those operators who, in the end, had to endure the ordeal of extinction. No practicalsteps were taken by any association to circumvent such a fate. There are many persons who believe, quite honestly, that a certain section of the industry did nothing about it and had no intention of doing anything, because the prospect of reducing the number of operating units was warmly welcomed.. Unhappily, victory has not ended the process of elimination by control.
This Year or Liberty!
Readers may, perhaps, recall a letter signed " Liberty," which appeared in the issue of " The Commercial Motor" dated July 27, in which was portrayed the fate of a haulage contractor. It described how three 10-ton lorries had been fully employed since 1942 on essential work—aerodromes, floating docks for a-Day, clearing bombed sites, etc. Subsequently a renewal application was rejected on the ground that, as the emergency no longer existed, the vehicles were redundant. It was further stated that the industry was closed to all newcomers after 1939. Admittedly the licences were granted to this particular haulier in 1942 because of the urgent need_ for road vehicles. Nevertheless the letter reveals a poor quality of gratitude for service rendered during the greatest hour of the country's need.
It seems hardly credible—having regard to the tasks that lie ahead and in which road transport must form a vital part—that there should be any question of redundancy. There are to be considered the needs of peace, which can be no less than the demands-of war.
The foregoing case calls for information regarding the authority which has laid down that newcomers since 1939 shall not be permitted to enter the• industry. Is this a ruling of the M.O.W.T., acting on its own responsibility, or has it been made in agreement with the R.H.A. and the N.R.T.F.?
Leaving, for a moment, the question as to whether this decision be right or wrong, the matter should be considered from the point of view of the general body of hauliers. Does it reflect the considered opinion of hauliers, after consultation, or is. it the outcome of a private agreement in respect of which they are in ignorance? If neither the R.H.A. nor the N.R.T.F. was consulted, has either silently accepted the decision? Clearly, an important point in policy is involved, for it raises the issue of the post-ivar status of operators, which, so far as is known, is still in suspense.
Position of New Licensees Enlightenment is needed regarding the attitude of the R.H.A. towards the position of men who were granted licences during the war, but, since VE-Day, have lost them. To such men the right or wrong aspect is a serious matter and one of major importance, for their future livelihood is at stake. In all probability they have financial commitments which presented no prbblem when the licences were granted. Work was plentiful and rates reasonably good, and there was apparent no indication that the licences would be withdrawn at the end. of the war in Europe. Such men had the right to believe that hard work and initiative would, in due course, bring a just reward. These cases, surely, should be considered with human understanding and not treated with cold indifference. It is the aloofness to these human problems surrounding hauliers which is the cause of grave concern.
Feeling is strong with regard to the attitude of the leaders in these matters. There is a current of uneasiness sweeping through the industry which is gaining momentum. The fruits of weakness instead of strength, and lassitude in place of virility, are dissatisfaction and disappointment. There is a widespread opinion that if the R.H.A. had devoted time and energy to the pressing problems of hauliers, such as have been given to the endless discussions with the railway companies, more profitable results might have been attained. The scanty concessions, granted grudgingly after much prodding, pale into insignificance beside the major problems of the hauliers.
In view of the changed scene on the political stage, the R.H.A. and the N.R.T.F, will have to do some serious thinking. To line up the definite proposal to nationalize the industry with the declared policy to safeguard free enterprise for operators will demand a higher quality of leadership than hitherto has been apparent. Is the R.H.A. preparing itself to fight to honour its pledge in this respect, or will history be repeated in the record of a weak surrender? Operators still remember the manner in which the industry was handed over to a system of bureaucratic control without a struggle. It remains to be seen what will be the attitude of the R.H.A. and the N.R.T.F. regarding the new and perplexing situation which now confronts thane