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Sapping and Mining by Officials

20th September 1940
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Page 17, 20th September 1940 — Sapping and Mining by Officials
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Which of the following most accurately describes the problem?

ATTEMPTS on the part of prominent officials of the Ministry of Transport to gain control of our industry are causing perturbation amongst responsible operators. There is steadily growing apprehension upon the part of all thinking members of the road-haulage industry, that Ministry of Transport permanent officials are preparing to assume control of that industry at an early date, and are constantly devising schemes to that end. The devices they adopt, whilst petty almost to the point of insignificance when considered alone, become serious when their potentialities, as part of a large preconceived plan of absorption, are appreciated.

There is nothing spasmodic or even novel about these activities : the novelty lies in the realization, on the part of our industry, of the objective. It is now sincerely believed by some of the leaders of the industry that the original grouping scheme was planned so that, when the time came, and the opportunity arose, the Ministry of Transport officials would be able to step in and assume control in each area, ultimately to unite in a 'country-wide, self-contained organization.

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Why Grouping on Geographical Basis?

It is for that reason, it is ccnsidered by those who take this view, that there was so much insistence that the grouping should be on a geographical basis, rather than, as is most practical, according to the work for which the vehicles are most suited. The latter consideration was not ignored, but the former was made predominant. That the scheme so conceived has not become effective, when and where the opportunity has arisen, is due, not to lack of desire or intention on the part of these officials, but because their capabilities were not equal to the task and, for once, discretion took precedence of desire.

There seems to be little doubt that the opposition to the two principal schemes of co-ordination proposed by the industry: the Memorandum to the T.A.C. and the Garcke plan, had its origin in the determination that control, if any, was to be exercised by the Ministry rather than by those who have the right and ability to perform that function, namely, the operators What Lies Behind the Efforts themselves through their own Control Attempted by M. failed in that main assault, the of T. Bureaucrats ? Ministry is now following a policy of attrition, taking hold of a little here and a little there, increasing the tenacity of grip as opportunity arises, and doing so in a manner which, it is no doubt hoped, will ensure that its intentions escape the notice of those who are most concerned.

Examples of these pin-prick tactics are not far to seek. There was the attempt of the Ministry officials in the Eastern Area to fix pates for particular jobs of haulage; the determination by District Transport Officers in the West Midland Area of rates for the haulage of sugar beet and, most recent of all, the plan whereby the D.T.O. in Glasgow hopes to establish a clearing house for road transport within the offices of the Ministry.

There seems the risk too that these attempts will be successful. They are encouraged, and the Ministry officials were assisted in their plans, by the negative or supine attitude of hauliers themselves, as can be seen by their reaction to the three examples just described. There can be little doubt • that the traffic offered in the Eastern Area, at cutthroat . rates that must have staggered quite a number of those in the industry who are expert at rate cutting themselves, was carried by some haulier or other. , Interference with Rates for Haulage The D.T.O.s in the West Midland Area offered to take over the task of assessing sugar-beet rates, and were given tacit permission by the hauliers present, notwithstanding the fact that their leaders already had agreed a schedule of rates for that traffic and were approaching success in negotiating with the National Farmers' Union, by whom it was hoped the rates would be accepted for National application. So far as the Glasgow scheme is concerned we are informed on good authority, that this has developed because the sub-district leaders in that area are so ineffectual.

There is no need whatever for this sort of thing to happen. It is untrue, also, to state that lack of leadership is the cause. The leadership is there and the lead has been given both as to the compilation of schedules of fair rates for the traffics and by way of provision of a national clearing house: one which already has proved its worth in half-adozen different ways and has therefore established the right to take precedence over any Government Department in dealing with what is, after all, the business of the industry and of no one else.

A solution to these problems is improved unity amongst hauliers, greater faith in their leaders, and the elimination of that outstanding weakness which seems to have the effect of making a haulier imagine that his one salvation in business and elsewhere lies in submission either to some Government Department or to the wishes of the customers themselves.

Skimming the Milk Traffic?

THE arrangements of the Milk Marketing Board have often given transport operators cause for furious thinking in the past, and there are signs that another session of intense thought is due. When the infant milk-haulage industry was developing much hard labour and careful planning contributed to the growth of businesses up and down the country. Usually the haulier was on friendly terms with his farmer-customers and it might have been expected that his stake in the haulage world would be good for a lifetime.

Certainly it must be admitted that not all milk collection rounds were economically planned, but this situation improved as time went on, if anything because of internal competition. With the coming of the Milk Marketing Board, however, various problems began to face the operators concerned, but they were more or less satisfactorily settled. Since the commencement of the war increased costs have been such that one branch of the C.M.U.A. has recently carried out an investigation to show what milk-traffic charges would give a reasonable return—and the results are much higher than the figures actually prevailing in most districts. Far from anticipating better prices, many milk operators are reported to be seriously perturbed regarding the loss of trade to wholesale dairies that carry out their own collection. It is alleged that, being anxious to ensure themselves of their increased milk supplies, they " poach" on the rounds of the milk carrier, keeping to the correct contract prices with the farmers but offering an undue attraction by cutting to a quarter, a fifth, or even less, of the proper figure the carriage charge paid by the seller. However, the big dairies also have a number of arguments on their side.

Milk carriers of all kinds who bring a vital food direct from the farm to the city distribution points are an important factor, especially in time of emergency. If, on investigation, transport is found to be the subject of some sort of jugglery, then officialdom ought to waste no time in devising a system that will allow for proper variations in transport economy, but will be proof against any unfair manipulation.


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