THE OPERATOR'S ANC E ON VITAL PROBLEMS
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Readers Express Strong Convictions Regarding Some of the Major Problems Affecting . the Fourth Largest
Industry in the Country Criticism of Administrative and Legislative Attacks on Both the Goods and Pas, senger.carrying Sides of the Transport Business
HURRY ON WITH C.M.U.A.R.H.A. AMALGAMATION
It is many months ago that I first heard of the suggested linking-up of the Road Haulage Association and the Commercial Motor Users Association with a view to securing single-voice representation for the roadtransport industry in its battle with officialdom. In the interim there has been ample evidence to show that our difficulties are far from being at an end, and one can foresee a further lightening of the vice in which our • interests are held, unless an early attempt be made to co-ordinate the isolated forces that can do battle on our behalf.
I daresay that all the different associations concerned with road transport have done good work in the past, but the political aspect of the industry is now so intriguingly complex that many of the smaller organizalions have lost touch with its aims and objects, so that they are no longer in a position to safeguard the interests of their members.
If only the largest two organizations will join forces, I feel that it will not be long before the other scattered units will express their willingness to become affiliated to the new body. It is very necessary, however, that time should not be lost. The past bears witness to the fact that apathy has been responsible for many of the troubles that are now our unfortunate lot. Let us see to it that the future shall not be branded with the same stigma. I am becoming a little impatient of the efforts to secure unity of action, for although they appear to be well conceived, they seem far too long in being brought to fruition.
If the C.M.U.A. and R.H.A. are to amalgamate let us hear all about it—and soon, before it is too late to be of any real value to an already badly shackled industry. GETAMOVEON. London, N.
BASIS OF COMMERCIALVEHICLE TAXATION
Your leading article entitled "The Pros and Cons of Vehicle Taxation," in your issue dated January 4, is of great interest, and opens up questions which merit close consideration.
It is time. I think, for a revision to be made of the taxes levied on the commercial motor industry. The present method is, I consider, most unsatisfactory—taxing the gross load would be better ; but, from all points of view, the fairest method of all is for a tax to be levied on pay-load. My reasim for making this statement is that, although one objects strongly to paying any tax at all, it is preferable, as taxes have to be paid, that they should be calculated on income or profit, etc. Pay-load definitely represents the earnings, income or profit (whichever way you like to calculate it) which an operator obtains from the use of his vehicles, and the operator or owner should be the authority to state the amount of load' he proposes carrying.
It wcnald be unfair for the manufacturer to have to 332
state the amount of tax that is to be paid on an individual vehicle. Under the present system of unladen weight, the design and equipment of vehicles are definitely restricted, as operators insist that the unladen weight of the machines must be as low as possible, and on account of this there is a tendency to use vehicles which are too light for the load that is imposed upon them. Hence the safety margin is often overstepped.
Whatever method is adopted, the time is ripe for a general reduction in tax. INTERESTED. Guildford.
IS CONCILIATION REPORT BEING FORCED ON USERS?
I should very much like to bring to the notice of your readers the exact position at the meeting of the employers to approve the wages and agreements for the future of the haulage industry in Bristol. There were 150 employers at this meeting, and when a member asked why the employers were not called together to protest against anything that might be considered unfair, the secretary replied that whatever anyone said at this meeting or at any other meeting was useless, as everything was all cut and dried and everyone had to comply with it whether they liked it or not.
I do not like this attitude at all, and I think that employers all over the country should have a voice in these matters, seeing that we have all to pay whatever is decided. The secretary of our area branch of the Road Haulage Association says that we must agree with the Unions, as we do not want friction with them. That is all right in a reasonable way,but several things have been passed here in Bristol in ignorance or in silent protest, as when a vote was taken to agree or not to agree with all the agreements for overtime, wages, etc., only about 30 to 40 voted for acceptance. These, I noticed, were people who had business at the docks, etc., hut the other 100 or more employers, representing between 1,000 and 2,000 drivers, did not agree, but remained silent, because they were informed that it was no good disagreeing. That is how the meeting broke up.
I am glad to see Manchester and othei4areas not giving in like lambs. I hope that they will continue to hold out to obtain terms a little better than we have, as when I told the people I contract for that prices may
rise, they informed me that, if that were the case, my lorries would not be wanted, as the railways had offered to do the work at much lower rates.
It is important to note that the railways are not going to pay these new rates or approve any agreement which is being made.
I should like to learn the views of other readers on the above subject. Many thanks to the Editor for printing this, my first letter to appear in my old favourite, The Commercial Motor. SOMERSET HAULIER. Bristol.
ORGANIZING EMPLOYEES AS PROPAGANDISTS
The short article, "Those Who Serve," by " Transex," in your issue dated December 28 was very interesting, because it was tackling the problems of organization and propaganda from an angle different from those of other writers in your. journal.
I would suggest that every worker, no matter what his occupation, if it be a decently paid job, is prepared to defend it, and generally does so with a definite bias if the material for argument be provided for him.
In the past the employers have not been sufficiently organized (they are now waking up) to provide that necessary material, and the employees' representatives, both in Parliament and out, put up a better fight against the destructive side of the new legislation than the employers themselves.
The railway employees, through their organizations, have maintained a continuous stream of resolutions to Ministers and M.P.s, demanding legislation against road transport. Every facility is given by the railway managements to their employees to become public representatives, consequently they become efficient propagandists for the railways and often use their votes to the advantage of the latter.
Road transport employers will have to allow the same facilities if they want their employees to become efficient propagandists.
I may mention that about six months ago, before commencing to read your journal, the whole of my material for propaganda against unfair legislation was obtained through the local branch of my trade union. .
Sheffield. FAIRPLAY.
A PLEA FOR QUALIFIED GOVERNMENT OFFICIALS
Noting a reference in your feature "Passing. Comments" to the Minister's problem of selecting from the huge number of applicants those who are suitable for testers, I feel sure that there must be many frivolous and entirely unsuitable people amongst those who have applied.
Would not the following conditions be good to impose upon applicants as a means for eliminating the undesirables, seeing that there is still a large number of traction engines—used by heavy haulage concerns as well as travelling showmen—steam rollers and steam wagons in regular use on our roads?
(1) Applicant must have held a motorcar driving licence for at least 10 years.
(2) Must show proof of sound practical knowledge of petrol, compression-ignition, steam and electric vehicles.
(3) Must show ability to dismantle and re-erect major units from any of the foregoing machines.
(4) Be competently able to drive for any distance all of the following vehicles :—Private cars, solo motorcycles and motorcycle combinations, light and heavy, commercial vehicles, including articulated multi-wheelers, and show ability to manceuvre them in reverse gear, steam wagons, traction engines and steam rollers.
This " tight little island" holds sufficient first-class men to fulfil the above requirements, stringent as they may seem, but greatly assisting towards ensuring merit, so why not let merit, so far as it is practicable, be the deciding factor?
Of course, there are many other requirements to be fulfilled, but I feel that those outlined are the most important and ought to have been applied to the vehicle examiners recently appointed. Nothing is more annoying to the better class of operator than to find himself subjected to the interference of hopelessly inefficient officials. But, so far, operators have had no voice in the matter of choosing suitable examiners, although they may feel that "ways and means" will soon have to be found to protect their own interests.
In many departments of the Government square pegs are to be found in round holes. Is it not possible, in dealing with the control of the motor industry, to ensure that each official is concerned only with the job with which he is absolutely "au fait "?
Burslem. A. WEDGWOOD.
PROTESTS AGAINST COACHDUPLICATION RESTRICTIONS
I appreciate the stand taken by The Commercial Motor, on behalf of long-distance coach operators,
against the limitation of duplication. From a preliminary study of the Minister's recent decisions on the subject, it would appear that he has followed his previous ideas, or those of his predecessor, on the question of duplication and in the matter of return fares.
Rightly, the North-Western Traffic Commissioners' decision to abolish return fares has again been over
ruled. I feel, however, that, in taking this step, the Minister has again left a loophole for a case seriously to be fought in the law courts, and it appears to me that the associations should consider the feasibility of supporting an action by a passenger, holding a return ticket, who has been seriously inconvenienced by the restric
tion of duplication. It may, however, be that the Minister is weakening in his attitude, for he states : "It will, of course, always be open to the Commissioners to adjust the number of duplications authorized on good reason being shown to them for so doing."
If there be any purpose . in that clause, operators should be able to approach the Commissioners if bookings suggest an insufficiency of vehicle journeys. When the difficulties arising from the present administration are considered, it might appear that the above clause is .of little value.
Although the services concerned are operated between industiial towns, the fact remains that, if, as has been proved in the Past to be the case, heavy duplication be necessary at holiday periods, the traffic is, ipso facto, mainly of an "excursion, touring or primarily holiday character." I fail to see any reasonable argument for suggesting, as the North-Western Commissioners do, that the regular traffic in the North-Western Area does not fall within that category. Surely, if a service carries, throughout the greater part of the year, an average of 30 persons daily to the Metropolis, and at Christmas, Easter and other holiday periods it takes an average of 300 passengers daily, and throughout the two holiday months an average of 200 persons daily, the traffic is mainly of a holiday character? Again, persons travelling to London for business purposes have not the time, except in a few cases, to travel by coach.
C. Y. LLOYD, Director,
Manchester. Fingland's Hire Cars, Ltd.
We thank you for the valuable assistance rendered by Your advocacy against the restriction applied in various Ways to long-distance services. The recent Orders 52 and 53 bestow upon my company the benefits which the Minister feels that Blackpool, as a terminal, is entitled to receive and, for this concession, we feel gratified.
This does'not,. however, deal with the subject as a ancls.ii can be taken only as an indication that the .Minister is Prepared to, and: does, consider reasoned advocacy. The road passenger-transport industry gene-rally feels that the restriction of . duplication, as applied by Order 54, of 1933, is a direct limitation of
desirable public facilities, whilst the limitation will exert the strongest effect when public transport facilities are most required. No operator who has the public interest at heart can be satisfied with the Minister's rulings. We must stress the point as to whether the public has a right to the transrport facilities of the country as a whole, and not to only a ration.
H. ALLEN, General Manager,
Rochdale. Yelloway Motor Services, Ltd.
DEPENDABLE TRANSPORT MANAGERS REQUIRED
May. I be allowed to make a reply to "Lancastrian's " letter No. 4,444 published in your issue dated December 21? I am in full accordance with "Lancastrian." He has summed up the haulage industry in a nutshell, also he has solved some of its problems and given the reason for the troublesome regulations, speed limits, Traffic Acts, etc.
If all traffic managers had graduated from the engineering side of the industry instead of the pen side, I think we would have had a much cleaner industry. They understand the possibilities and capabilities of the machines which are earning their salaries, also of the men who are handling the vehicles.
To illustrate these remarks, I would refer you to another article in the same issue of your most valued journal re a transport manager of a very important concern having a large transport organization who gets down to his job on occasions and does it himself. Having such knowledge, I think that his instructions and orders would bear scrutinizing.
Before clearing out the clerk-cum-traffic manager as is suggested, give him a vehicle for a month; if lie passes the test, retain him_ There are plenty of men capable of handling traffic jobs who, like myself, spent a few years before and after the war endeavouring to prove the value of motor vehicles as a means for transport. Now it has been proved, do not let us spoil the fruits of hard work and energy spent in building up a large industry by allowing this type of traffic manager to continue with gross overloading an,d speeding, also harassing a wonderful set of employees.
I have also been on the vehicle sale side and quite understand the complaints of vehicle owners and managers when things go wrong, especially during the
guarantee period. NORTHERNER. Durham.