3ood and safe veration of orries
Page 47
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PINION is largely divided the merits of the 0:ence system.
The Green Paper states that e provisions of the Transport A 1968 strengthened by the )ad Traffic Act 1974 require iund operating standards, aintenance of vehicles, con)I of drivers' hours and safe ading. Safe operation is cured by the powers of r;ensing Authorities to revoke, Ispend or curtail a licence.
The Green Paper has welimed comments, however, on hether measures to tighten ■ ntrol of entry into the field are ipropriate.
The FTA feels that the -licensing system for goods hides has proved a signifiint success, but it thinks that improvement is possible rough administration an iforcement action rather than changing entry conditions. It ants national companies to be Ile to apply for a central licence.
The present system, it says, incomparably superior to the rmer carriers' licensing sysm and safety standards have 'en improved by it.
The RHA pointed out that e so-called quality system of ensing has failed to stem or scourage numerous hauliers ho lack the knowledge, iuipment or financial sources to sustain reliable rvices and who undermine e reputation and status of the dustry.
The RHA feels that there ould be sterner tests of the ness of applicants for an licence and less reliance ould be placed on the mere omise of applicants to conrm to legal requirements.
The system should be rengthened to curb the tivities of those who control lulage companies which fail t have no difficulty in obtaing a new licence to begin ain.
There is too much scope for maverick, says the NFC. This gives trunsiderable degree of instability to the industry, to pressure on margins, to preoccupation with evasion of obligation and to a general low-level of return on capital employed.
The NFC believes that there is considerable scope for requiring much higher standards of entry for own-account as well as hire and reward operation.
It supports measures to raise the operational and financial standards of new applicants for 0-licences; in particular, the availability and suitability of operating centres, the quality of working conditions for workers and maintenance facilities.
The NFC feels that the Government has lacked resolution in setting and enforcing standards in road transport. Our experience bears this out.
Numerous inquiries by phone and letter ask CM staff how to go about setting up in business as a road haulier. From their approach it is obvious that the callers have no idea what the law requires of them. Yet they have every chance of obtaining an operators' licence at this time. So that on this point FTA, RHA and CM are in accord; the system is better than pre 1 968, but far from perfect. '
While it is true that the proposed legislation on admission to the profession of road haulier will remedy this state of affairs as far as new entrants will be concerned from January, next year, this will still leave many already in the industry who are even now unaware of — or completely unresponsive to — their obligations under the law.
Therefore, while there is a proposal to tighten control of entry on which the Government invites comment, there is also room for tightening up the enforcement procedure to ensure that existing operators either fulfil their undertakings or are suspended sine die from the field.
The Minister is urged to tighten all controls.
Although not included in the Green Paper some consideration should be given to a structured 0-licence. A threetier system is suggested by CM.
A domestic licence should apply for UK operation only, a European licence for British operators wishing to operate to and from other EEC countries and an International licence for all other countries. Each licence would demand certain standards and require quite separate skills, experience, management and financial support. CM