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The Future of Goods Road Transport
Page 75
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By E. C. Marston,
Chairman, Road Haulage Association
Every Haulier is Ccncerned as to What is in Store For the Industry, and. Here are the Opinions of a Well-informed Contributor WHEN the Editor of 7'he Commercial Motor invited me to write an article under the above title I felt that he Would be a bold man who, at the present time, attempted to prophesy the future of road haulage, because in the next year or two we are likely to see important changes, which may have a far-reaching effect on the whole industry. Indeed, I do not think that anybody will deny that the immediate future will be an extremely critical time for the industry. Therefore, rather than attempt to prophesy, I propose to seek safer ground by expressing my views on what may be achieved, in the future, by road haulage interests if a particular common policy be pursued.
The Troubles of the Industry.
It is not difficult • to set down the troubles which exist in the industry ; they all centre around lack of orgailization. Thousands of haulage contractors are seeking work— many with limited experience—during the general trade depression, with the result that rate-eating has become rampant, resulting in general uneconomic conditions. As a natural result, bitterness and suspicion have developed in the industry, and evils have appeared which would not have done so had the trade been conducted on businesslike lines.
No industry which lays claim to being a national necessity and uses the public highways can possibly continue on these lines. It is true that road transport has developed to an amazing extent in the past few years, in spite of the handicaps indicated above; that, howeVer, only proves its value to industry gener ally. The pioneer days are over, however, and road transport must put its house in order, either of its Own volition or, alternatively, by having regulation thrust upon it.
In my opinion, the problem of whether organization is to be voluntary or compulsory is the vital ma tier which faces road hauliers to-day, and must affect the future.
It seems to me that any compulsory means which may be taken by the Government must be of a restrictive nature, because such regulation as may be imposed will be framed on conditions as they exist to-day, and the railways will naturally use tlieir influence towards ensuring that such regulations are designed to assist them to the greatest possible extent. The Salter Conference Report indicates quite clearly the railway views in respect of licens
ing, and it is generally conceded by all hauliers that the recommendations contained therein would make the business extremely difficult to conduct and in many instances impossible. Present legislation affecting other road interests indicates a general policy on the part of the Government towards the elimination of the small operator, and in my opinion the greatest possible danger lying before the road haulage industry is enforced organization.
Let us examine what the alternative offers—that is, organization by the industry itself and within the industry. It is generally admitted that the road haulage contractor has not until recently had a national organization which applied itself solely to the interests of road hauliers, otherwise I feel sure it would not have developed into its present position. The Road Haulage Association, which caters exclusively for haulage contractors and clearing houses, has been brought into being specifically to fulfil this need, and the amazing growth of this association in so short a time has proved its value. There are no statistics yet available to show the number of haulage contractors in the country, but I do not think that I am far out when I put it down at 15,000.
The Road Haulage Association has a membership of between 1,300 and 1,400, which is extremely satisfactory in view of the short time it has been in existence, but according to the above estimate it is only just over 8 per cent. of those engaged in the trade. I do not hesitate to state that if the number were 80 per cent, of the total, pledged to a common policy for improving the conditions obtaining in road haulage, the business as a whole would immediately take on an entirely different aspect. Those engaged in it would receive a satisfactory return on their labour and capital; it would counter much of the railway propaganda, and the proposals we have heard for restrictive legislation would naturally disappear. I firmly believe that if such a policy could he pursued it could. not be other than welcomed
by the Government. • The matter is entirely in the hands of the operators themselves, because there is no difficulty in the Way of the Road Haulage Association organizing detail to improve conditions, and by conditions I mean rates, running times, etc., and consequent profit.
In this short article I have naturally not attempted to deal with the different classes of business undertaken by haulage contractors, and the effect any voluntary or compulsory organization would have on the respective classes of business, but have merely concerned myself with haulage contractors as a whole. It would seem, however, that specialized road transport conducted by hauliers, such as the collection and delivery of "smalls" within prescribed areas and short-distance haulage, both of which may also be ancillary to railways, abnormal traffic which cannckt travel by railway and similar interests, would Probably not be adversely affected in the long run by any scheme of regulation which may be imposed in the future. I think it will generally be agreed that the contractor applying himself to long-distance haulage will be the worst hit by any such regulation.
To sum up, therefore, I am of the opinion that the future of road haulage is entirely in the hands of the operators, provided that they, as a whole, be prepared to move quickly enough, and that this voluntary effort on their part is likely to result in freedom of action in the conduct of their businesses, improved rates and generally better conditions all round.
The Effects of Licensing.
The alternative must surely be restriction of the operator, immense difficulties created by bureaucratic Control, possibly licensing as to routes, and therefore time schedules and the consequent elimination of the small operator. This must also have a material effeot on the future of clearing houses, or at least that section of the clearing-house movement which depends on the small operator for its services.
As the future lies in the hands of the trade itself, and therefore in the hands of every individual engaged in it, it is the common duty of all those interested to do their utmost to support the Road Haulage Association in its fight for the organization of road hauliers.