Oxygen and Champagne
Page 52
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VES! This is what I lived on for many weeks and it I• seems to me that this is practically what the inde-' Nrident public carrier and others have been living on for the past two months—gas, but without the bubbly. We want emancipation now and not the promise of it in a future that may never be ours. Of all the freedoms Of which the politician prates, we ask for only one. We seek again the freedom of operation. What good reason, logic or equity has there been in the imposition of a restricted radius on those whom we still regard as public carriers? The removal of this injuStice is not something . ,
on which we should be required to wait. It is said that such action will .disrupt national well-being. We read in the Press that 'certain trade unionists have been whipped into spurious opposition against any attempt to interfere with nationalization of transport. The greater the number of bogies presented, the weaker is the case of our enemies.
Thousands of independent public carriers, and their supporters, cast their net on the other side in the recent General Election because they believed • that by so doing they would recover their freedom. They believed that the attempt of Mr. Bevins to have the radius limit increased to 60 miles was not a solo effort, but had the whole
hearted backing bf a Party that now, at long last, has the power to do something. –
It is admitted that other matters must be handled with 'caution. It is admitted that haulage undertakings cannot be handed back to the original owners by a stroke of the pen, but there is no ieason at all why a cordon should still be drawn around every independent public carrier—a cordon within which he has had to re-orientate himself and been forced to enter into unbrotherly competition with his kind.
My insistence on the word public" is intentional. Thousands of hauliers became just this under the Road
and Rail Traffic Act (1933). They were granted the status of' public carrier, and as such they were free to operate for hire or reward regardless of radius. This• privilege has been .taken from them by the Transport Act (1947), an Act that is deliberately aimed at putting them out of business.
The public carrier is fighting the limited carrier for such work as there may he within a small radius, and those who have forced this position upon him now have the colossal nerve to oppose him in the Traffic Courts on the grounds of introducing wasteful competition.
1 know of more than one A licensee who has had to fight against the reduction of his fleet, claimed by the opposition as necessary because of the work he is no lodger allowed to do. And with this work, mind you, has been stolen some of his goodwill.
There are thousands of hauliers who have been courageous enough to hold on to their independence, despite the loss of large slices of work. Regardless of political creed they have looked for a change in Government. With them, the new Government is living on credit against which the payment of something on account is already overdue. All that has been done is a sort of delayed action in respect of the withdrawal of permits. But what about the thousands of permits that have gone with the wind?
Meanwhile, British Road Services and the Railway Road Services are still free to enlarge their unlicensed A34
?tit
t
fleets as and when they see tit. This privilege does not prevent them from figuring as objectors against any attempt by hauliers to meet increased demand.
The road and Rail Traffic. Act (1933) allowed for ,objections to applications in relation to A and B carriers' licences by those who are already providing suitable facilities. It also introduced compulsory licensing for all who carried by road for hire or reward. Today, thanks to a later Act, this privilege is allowed and greedily exercised by the two powerful unlicensed•
sections of the road haulage industry. '
London, SAVA!. E. H. B. PALMER.
SATISFIED TO WORK FOR I FEEL that I must reply to the criticism by "TEE. " 1 of My letter published in your issue dated November 30_ He asked if the drivers were consulted before nationalization arrived. The simpleanswer to the query is that, by the nature of their
votes, they created it. • I am amazed that " J.E.E. t' does not know for whom he works, if he be in British Road Services. The answer is again simple, " himself," for he is actually ii partowner. He need have no doubt as to who is the " boss." He is Major-General G. N. Russell, chairman of the Road Trans
port Executive, supported by a host
of others who once enjoyed directorships of some of the largest free-enter prise haulage concerns in the country.
It is not true to say that he cannot be approached. 1 had occasion to furnish an adverse report concerning
a depot superintendent. Present at the meeting were the chairman, the staff welfare officer and the manager of special' traffics." I was afforded a courteous and patient hearing and was satisfied with the result.
What of the fair play and hard work to which " J.E.E." refers? I know something of hard work, having been 30 years in road transport, sometimes not having my boots off for a. week when driving a steam wagon in the Manchester area, and loading and unloading 24 tons in a day with a shovel. In B.R.S. it is possible to complain to the local Joint committee.
Hounslow. W. F. YORATH.
AN ODD QUESTION ACERTAIN vehicle is operating with an odd nearside front wheel, which is one taken from an earlier model. This wheel is not dished so deeply as that on the off side and, consequently, adds H ins, to the track. wish to know what would be the likely effects upon steering, braking and tyre wear. As a driver I have experienced the results in connection with steering and braking, but the maintenance staff ridicule my comments. I am supported in my views by every driver who has controlled the vehicle.
Purley. "PUZZLED."
[In theory, because the addition of 1+ ins, to the track is at only one side, this should tend to pull on that side during braking. In addition, the steering would be affected, especially when riding over a bumpy surface or travelling on a road with a high crown. As a result of the additional pull, the tyre wear might be slightly greater, and the extra wear would probably be at the near side,
—ED.]