Mobilize Resistance to Oppression
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An Unfettered Road Transport Industry Is Essential to Trade and industry, Particularly in. Relation to Our Greatly Enlarged Export Requirements
TO-DAY it is almost impossible to read either a daily or Sunday newspaper which does not contain some reference to the need for a lead from the Government concerning post-war production plans. Industrialists with famous names, and manufacturers, large and small, who cover a wide field of production, have expressed their anxiety and deep concern regarding this matter. They are living in a world of doubt and uncertainty. In Many cases plans have already been prepared for the imminent changeover, and these are being held up; whilst those manufacturers who are still engaged on meeting war needs are not even able to plan in any way for the future.
Sooner or later, of course, an announcement will he forthcoming from the Government regarding the policy to be adopted in this connection. In the meantime members of the Government are stressing continually not only the vital necessity of recapturing but also of increasing our export trade to proportions hitherto unattained. This is regarded as a priority post-war item. That an industrial recovery is an essential mainspring of the Nation's post-war wellbeing is an understatement. Such recovery, however, cannot be realized unless industry generally be supported by an efficient and economical road-transport service. Manufacturers must have at their disposal a road-transport industry which is unfettered and, moreover, unhampered by hordes of officials upon whose money it is dependent. Essentially they must be freed from the yoke which restricts the freedom to choose the form of transport best suited to their needs. The industry itself must be permitted to operate freely and to full capacity in an endeavour to keep the lines of communication open to the factories and from the factories to the ports and consumers. Repression and restrictions, which have been accepted as war-time expedients, cannot be tolerated permanently. Any such continuance must necessarily act as a drag upon industrial recovery. At the same time, operators must be granted liberation from control and from the filling in of numerous forms connected with a bureaucratic system.
It is to be hoped that before final plans be decided upon for the futtire of the industry, both Government and the leaders will consider all aspects of the case and that they will not be concerned solely with those engaged in the industry. They must consider also the relaticrn which the removal of restrictions will bear towards industrial economy. There are so many issues wrapped up in the recovery position, affecting those engaged in industry, if the pre-war prerogative of choice of transport is again to be enjoyed by commerce and industry. It is inconceivable that, when they are free to operate post-war production plans, manufacturers and traders will tolerate an inadequate and unsatisfactory transport system.
Freedom of Choice to Traders Requires Less Haulage Restriction Assuming that freedom of choice be allowed to the trader, it will be of little value to him if road transport continues to be restricted by bureaucratic control. Logically, therefore, it follows that if the trader be given freedom of choice hauliers also must enjoy freedom of operation. It is imperative for the industry to obtain the support of chambers of commerce, chambers of trade and any other section of the trading community which participated in the pre-war advantages of an efficient and cheap roadtransport service. That the industry must face a hard fight combined with strong opposition in endeavouring to recapture its former freedom may well be assumed. Indeed, it will be necessary to marshal assistance from any and every quarter in order to fortify those individuals who may be charged with the responsibility of leading the campaign. That plans, complete in every detail, should be prepared in readiness for the struggle is a vital and urgent need. Then when " D-day " dawns they can be put into operation swiftly and efficiently. Such plans should be fostered with feverish energy and with a spirit of determination designed to overcome all opposition and to win the day.
Has the industry equipped itself with the essential plans in readiness for this contingency? Have the briefs been prepared and the personnel' selected? If the answers to these questions could be given confidently in the affirmative, then alarm and apprehension would quickly disappear. It is to be feared, however, that such a state of advanced preparedness does not exist. Unanimity of thought still has to be realized and singleness of purpose achieved. -Why is a fight envisaged?' Because of the opposing forces composed of political influence, vested interests, the railway companies and the bureaucrats. Any one of these is a potential danger to the future of the road-haulage industry. The strength of each singly cannot be underestimated, whilst collectively they form a most powerful coalition. As the industry has the advantage of knowing all its principal opponents there is no reason why it should not be fully prepared to meet the issue when the time arrives, as it surely will.
It'is Now Road Transport's Turn to Demand a Square Deal It cannot be imagined that the railway companies will surrender the traffics which they have enjoyed and have not had to seek in a competitive market. Instead of their pleading for a " square deal," as in the days gone by, there will be a reversal of matters, with road transport pleading
in a similar manner. In this connection the proposed. road-rail rates agreement is fraught with danger, and particularly so if made statutorily binding. It embodies a measure of surrender and, eventually, may lead the industry into a position from which it cannot extricate itself. Any proposals made for closer co-operative working should be regarded with the greatest caution.
The recent announcements made by the railway companies concerning the launching of air services operating / between London. Liverpool, the Isle of Man .and Ireland is an interesting development. The right to operate these services is unquestioned; but the fact that the railway companies are first in the field is significant and should be so regarded. It would be interesting to know if other undertakings have made applications for permission to own similar services and, in such event, whether their applications have been rejected. If this were the case it would indicate that continued preferential treatment is being extended to the railway companies. There may be nothing in this viewpoint; on the other hand, there may be a great deal.
Regarding post-war policy, a statement in the annual report of the S.J.C. should be noted, It is to the effect that the future of the industry is a matter of the greatest concern, and that the Government has given little indication of what it has in mind. Does not the last sentence put the whole position in a nutshell? Surely, if the S.J.C. is waiting for some revelation from the Government, the industry will awaken one fine day to find itself confronted with a post-war scheme which it will be forced to accept, as in the case of the present system of control. It is to avoid this possibility that these columns have been devoted, and that there has been stressed therein the vital importance of terms of policy being agreed, not by merely one association, but by the industry as a whole, There is sufficient latent power and strength which, if mobilized, would provide a driving force so powerful as to be able to penetrate completely the defences of the opposi lion.