,•We Do Not Curry Favour
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HINTS have reached us from various sources that wehave achieved a measure of unpopularity amongst certain sections of those who are "leading" the haulage industry. This is, apparently, because we have had the temerity to encourage a Federation intended to cover the grouping of hauliers who are in a coinparatively small way of business, or even the larger members of that section of the industry if they feel that any benefit to it or to them in particular might be derived by becoming members. It has even been suggested that we have deserted our old frjends.
Nothing of this has been said to us directly, but we can quite understand that thee may be some people who are annoyed at any suggestion that there are others in the industry who would like to have a say in its organization and who combine keenness with Clarity of vision. Brains and capacity are by no means confined to those who are, by some chance, placed it; temporary or semipermanent authority, nor to those.who happen to • be at the head of the larger businesses. In fact, the last position sometimes gives them an • unwarranted status in national affairs and in the control of _important sections of industry, conse • quently we are inclined to look with favour upon schemes of a truly democratic nature, which permit all those concerned to exercise reasonable direction or it least be able to decide whom they wish to • represent them in this manner. I . Greater Representation is Encouraged • Now, to proceed from the general to the particular. It is apparently thought by some operators, or those representing them, that any suggestion as to the formation of a, new body representative ofcertain interests makes for a, cleavage and a resultant decrease in strength.
This might, of course, be the case if any particular existing assoc4tion or other organization could truly claim to be fully representative of those haulage operators for whom it has laid itself out to cater, but at this juncture is there any body which could do so? The total number of individual hauliers must lie between 70,000 and 80,000, and no one associationhas a membership much greater than 10 per cent. of this total. Such, a situation cannot by any means be Con an Autocracy sidered as satisfactory ; even a figure of 25 per cent. could not be so regarded, although it would certainly provide a better working and more influential basis.
Road transport is sometimes accused of taking the cream of the traffic, and, possibly, the existing association t consider that they have amongst them the cream of the l;auliers ; but this does not get away from the fact that a great deal of useful and valuable work could be effected by bringing the remainder together in such a manner that they could put forward their views and endeavour to obtain solutions of their problems. Such a move is constructive, not destructive.
Unity Wanted—Not, Dictatorship We are always the first to avocate unity in the industry, but to us this term does not mean control of the many by the few—that is too much like dictatorship, the very thing against which the United Nations are fighting. If the exist.itig associations, or any particular body intended to unify them,. could have persuaded us that the majority of members in the haulage industry was in accord with their policy and ideals, we would have considered it our, duty to damp down any 'elements which might create discord, and it was for this reason that we went very carefully into the suggestions that were laid before us concerning a federation of haulage groups working on, a co-operative principle before deciding to give it any measure of support.
In our -issue for last week a correspondent criticized the co-operative movement as applied to hauliers, because he considered that this was a Utopian scheme and hauliers are anything but angels. Perhaps the writer, who represents a clearing house, considers that the members engaged in this form of business may have stronger claims to wings than have the hauliers. We note also that he does not feel very proud at occupying two reasonably important positions on One assoCiation. Surely no one who holds such a view should remain in these, unless he hopes thereby to bring his fellow-workers to a better understanding.
In the—we must say—pleasant task of editing this paper we naturally meet a great many people in all walks of life, and, despite occasional disappointments, we find that, 'taking the rough with the smooth, trust usually inspires trust, and that there are far more decent people than otherwise in every sphere of trade and industry, consequently properly arranged co-operation can do much to bring recalcitrants into the fold, or at least to eliminate the black sheep. In this respect the principle of co-operative grouping amongst hauliers is a measure which, if carried out on a really important scale, should have this effect. It would, to a large extent, eradicate what is often the main reason for unsatisfactory practices. That reason is fear—fear of not having enough business to keep the wheels turning, and which is such a prevalent cause of rate-cutting when traffic becomes scarce. If the haulier can be brought to realize that while he remains in a group he will have fair play and his proper share of the loads available, then the cause of much ill will and uneconomk operation will be removed.
Federation Will Encourage Unity At least give this Hauliers Mutual Federation an opportunity of showing its merits. If succeeds in obtaining a much fuller representation of the haulage industry as a whole than has existed hitherto, then it will have perfonhed a valuable service to road transport as well as to its own members, and, at a future date, it might be prepared to use its voice in conjuhction with others, but, for the time being, the revolutionary nature of its ideals compels it to stand alone. Whether it will be successful or not depends upon the measure of its reception and the help which it receives from the industry itself. Hauliers, large and small, should judge its policy and the articles of association for themselves, and not be swayed by self-seekers and those who have their own axes to grind.
It is our intention always to act, as we have done in .the past, for the benefit of the transport industry as a whole. In April, 1930, we instituted the first great movement towardsunity in the haulage industry, which was the forerunner of the largest haulage association in being, but we have never tied ourselves to any particular section, and we will continue to remain free to state our views frankly and without fear or favour.
Municipal Engineers Favour Road Development
OUR congratulations are extended to the Institution of Municipal and County Engineers upon its excellent memorandum on post-war planning and reconstruction, as‘ applied to thOse particular spheres which come within its province, which has been forwarded to the Ministry of Works and Planning via Lord Portal.
The work constitutes a correlation of the reports • of small committees of those members of this Institution who have special knowledge of the various aspects. It includes notes on enabling legislation ; national and regional communications ; the redevelopment of built-up areas and the establishment of satelite towns; the establishment of new industries in existing towns ; regional drainage ; water supplies, etc.
Several of these matters are outside our scope, but we are particularly interested in the remarks covering transport and travel by road. It is poinfed out that much road and railway legislation has aimed at restricting road-borne traffic, both passenger and goods; also road development has been hampered by consideration for the welfare of railways. If the railways must have financial or other assistance, this should be provided without restricting other forms of transport.
In post-war development roads must play a very important part, both in the physical planning and in the recovery and readjustment of industry. Other forms of transport are, with few exceptions, completely dependent upon roads for terminal services.
The chief advantages of road transport over other methods are given as :—Direct transport from point to point, speed and reliability in delivery, and the provision of many types of• vehicle suitable for various purposes and goods, also for passengers over other than long distances. During the war other advantages have become evident ; for example, the use of alternative routes to overcome disorganization due to air attack, and speed in the carriage of munitions and personnel.
The provision of exclusive motorways to promote safety and speed is strongly favoured, whilst increased air traffic would necessitate improved roads connecting airports and large towns.