E Road Haulage Association has set up a committee to
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consider whether the present licensing system needs alteration, and to report recommendations to the national council. This was announced by the national chairman of the R.H.A., Mr. I. B. Mitchell, in answer to a question by The Commercial Motor on Monday evening, at the opening of the association's annual conference. A full report of the conference starts on page 376.
These were thc questions we put, and the answers received:—
There is increasing talk about the possibility of .altering the present licensing system. What is the R.H.A.'s official attitude?
In general, although not by any means in every particular, the present licensing system is not inimical to the interests of the greater part of the road haulage industry. The rigidity of the system as applied, however, has to some extent restricted the natural and orderly expansion of professional road haulage.
At present the R.H.A. has no specific plans for proposing major alterations in
the structure. Nevertheless, there are many possibilities (including, for example, the request to join the Common Market), which are bound to have licensing repercussions. For this and other reasons the national council of the R.HA. has decided to appoint an ad hoc committee, consisting of one representative from each area, with the following terms of reference:—
" To ascertain from area committees and functional groups the respects in which the licensing system should in their opinions and in the light of present and anticipated developments be amended; to consult with such interested parties as they may think proper on these matters; and to report, with recommendations, through the executive committee to the national council."
If, as a result of this country being accepted as a member of the Common Market, it became necessary to allow Continental hauliers to operate in Great Britain, what would he the R.H.A. policy on such a proposal?
There would be no objection in principle, provided there was full reciprocity so that what operators might lose on the domestic swings they would gain on the Continental roundabouts. Naturally, agreement would have to be established in advance on the terms and conditions under which operators in one country should be allowed to [Ay for hire and reward in another.
Would the R.H.A. like to see a 40 m.p.h. speed limit for all goods vehicles, thus bringing them into line with public service vehicles?
In an industry with such varied activities as road haulage there is no particular virtue in a specific figure for a speed limit. In making up their minds the Ministry of Transport have a wealth of technical knowledge at their disposal, and the R.H.A. are waiting for the proposals of the Ministry before mak ing their own decisions.
Is the R.H.A. in favour of a 28-ton gross vehicle weight for goods vehicles, instead of the present 24 tons?
Yes, in principle. We appreciate the problem presented by the weight limitations on bridges but look forward to a steady; if not rapid, improvement as the Government's road programme makes progress. On this point Britain. is well behind most Continental countries.
Is the Association considering promoting any further national advertising campaigns on behalf of private enterprise hauliers, as was carried out before the last General Election, in order to publicize the facilities offered?
A national advertising campaign is not ruled out, but is not contemplated at present.
Does the R.H.A. feel that movement of freight by air or hovercraft constitutes any sort of danger to the livelihoods of road hauliers?
The carriage of freight by air is now controlled by a licensing system and hauliers have the right to object if they choose to exercise it. In Britain, air goods transport seems unlikely to become a serious competitor to either road or rail. Hovercraft using waterways and special tracks would have to put up with the same disadvantages as the canals and the railways, and in particular would not be able to provide door-to-door delivery. If hovercraft were made so that they could use the roads, the operators would be hauliers and would presumably be subject to the licensing system.
Is rate-cutting at all prevalent, and is it any worse or any better than the situation that existed a year ago?
It is hardly possible to give a clear answer to this question. In a competitive society, and a highly competitive industry, a cut in rates may be no more than a sign of health. On the other hand, the operator who consistently charges less than a fair price will ultimately go out of business.
We believe that most of our members run efficient, well-maintained and wellmanned fleets. Our aim is to make this true of every haulier. Once this has been achieved, it will become apparent that the proper standard can be reached only by charging rates that do not fall below a certain minimum. In this way the rates problem could be solved to the satisfaction of everybody.
Americans Buy into Henschel
AN American consortium has taken over 44 per cent, of the capital of the West German goods vehicle manufacturer, Henschell Werke, GMBH. Henschel earns a third of its turnover from goods vehicle sales, and recently announced that it was linking with the French manufacturer, SAVIEM.
The American consortium consists of the Yale University Fund, the General Tire Pension Fund, the World Wide Fund, the Morgan Guaranty Trust, Burnham and Co. (a broker's firm) and the private firm of Joseph R. Nash, as well as others.
C-licensee and Drivers Fined
AN on-the-spot check of a van at Bridport led to examination of the records of the Somerset Bacon Co., Ltd., of Taunton, and the issue of 104 summonses against the company and 14 of the drivers.
The drivers were summoned for driving for an excessive number of hours, failing to keep proper records, and not having the necessary rest periods. Those allegations against the company were for permitting the irregularities.
After an all-day hearing at Taunton magistrates' court last week, 36 summonses, on which not guilty pleas had been entered, were dismissed. Fines in respect of the others amounted to £68 for the company and £34 for 13 drivers. The company was also ordered to pay £22 15s. costs.
For the Ministry of Transport, Mr. D. J. Cooper, said that it appeared that the secretary of the company, Mr. Charles Wright, had been ill at the time when the company was expanding and taking on new drivers and there had not been sufficient supervision. He had been "shocked " at the disclosures and had taken steps to see that records would be properly kept in future.
FEWER PICK-A-BACKS DICK-A-BACK services (semi-trailers mounted on railway wagons) in the U.S. during the year ended September 30 increased by only 4.1 per cent. In 1959-60 the increase was nearly 40 per cent.