Further Freedom by Concerted Action
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FOR some time we have been following with interest the progress of road transport in the United States. The main reason for this is that whilst, undoubtedly, the haulage industry there has its peculiar problems, many of the major difficulties closely resemble those existing in Britain. Particularly is this the case in connection with the rivalry between road and rail interests. In fact, to read a leading article in, say, Transport Topics (the most important American trade paper devoted to haulage) might incline one to believe that it had appeared in The Commercial Motor.
Hauliers in the U.S.A. are, however, putting up a really good fight against railway monopoly and suppressive legislation inspired by pressure from forces outside the Government.
Now, however, the situation has changed for the better. According to our contemporary, for many years the railways had their own way. They were able to have laws passed in their own favour, which, at the same time, hampered their competitors. They had a free rein, probably because their competitors were not organized. Moreover, they knew the political game; but in recent years their efforts, and those of their paid lobbyists, have not been so successful.
Some of the Legislatures which were in session this year have adjourned without passing any Bill detrimental to haulage interests, although in other localities lobbying is still strong and has succeeded in preventing from being passed Bills that were designed to relieve commercial-vehicle operation from strait-jacket legislation.
U.S.A. Government Studies Transport In recent months the Federal Government has been closely examining the transport picture. It found that the railways, through concerted action, had refused to enter into joint rates with the road carriers. This, in the opinion of the Department of Justice, constituted a violation of the Sherman Anti-trust Act. It proceeded to gather the necessary evidence and was prepared to prosecute. The railways, however, anticipated the probable outcome of the suit, and changed their previous policy. For this reason the Government will probably drop the case. Now, it is looking into another phase of railway activity. It is attempting to learn to what extent barriers to inter-state trade have been erected and what influences have prompted the building of these barriers. Members of the haulage industry know full well that many of the difficulties with which they have been, and are being, confronted have been sponsored by the railways, and the latter do not welcome the Federal investigation, no doubt they have reason to fear it.
Obsolete Arguments by the Railways Recently the president of a large railway made a speech in which he minimized the importance of the agitation against trade barriers, which he described as propaganda. In the next breath, however, he condemned " the giant commercial freight truck," and proceeded to. employ the hackneyed propaganda theme of the railways, that lorries were subsidized and that the railways were not receiving a fair break—or, as our railways would put it, a "square deal," in connection with their competitors, so far as regulation was concerned, and that the commercial vehicles were destroying the highways.
All these arguments were exploded long ago. Yet, here is an important man in American railway circles, who is, to put it in the exact words of our contemporary, "so far behind in his economic reading that he still hopes to impress an intelligent shipper audience with statements that have no basis in fact."
Another encouraging phase of this campaign for justice is that several members of the Supreme Court, in a recent decision, pointed out that it was the duty of Congress to enact laws which would remove barriers to inter-state commerce.
We in Britain do not suffer quite so badly because, fortunately, county councils are not in a position to make their own laws regarding road traffic, but we can, to a certain extent, compare the States of the Union with our Regional Transport Areas.
We are, perhaps, not so fortunate in respect of the consideration given to road transport by our Government. In saying this, we are not castigating our present legislators alone, for it would certainly appear that all our Governments during recent years have been, perhaps it would be too much to say, under the thumb of the railways, but certainly unduly influenced by railway pressure.
It might be a fruitful field of research to discover why, in the past, and even now, so many Members of Parliament have been in the railway bloc, often against the best interests of very large numbers of their constituents. What have they gained, or what are they gaining from their, often blind, fidelity?
Cash for Petrol—Serious Situation
THE decision of the Petroleum Board, as reported in our news columns June 1, to withdraw credit facilities in connection with the provision of fuel from depots and supply stations is one which we think should be reconsidered. This step has been taken, we are told, because of shortage of staffs. We suggest that it is in the national interest that the shortage be made good, rather than to inflict on the highly important industry of road transport the inconveniences and risks which will be incurred if this arrangement be enforced.
It will mean that every driver of a vehicle on long-distance haulage will have to carry £3 or thereabouts in cash, so that, at a moderate estimate, there will be some £10,000 to £15,000 floating about the country in this manner. That is distinctly an inconvenience ; it might even become a danger in the event of a sudden development of Fifth Column activities here, for it provides a source of ready money which its members might find useful.
Even if this suggestion sounds, to some, fantastic or far reaching, there is still the fact that drivers, known to be regularly in the habit of carrying cash to that amount, are being laid open to the possibility of attacks by the smash-and-grab type of road pirate, of whom so much was heard but a short time ago, and who is even yet liable to return to his habits if the opportunity of illgotten gain presents itself
Fuel Supplies : Prevision Required
IT seems to be quite impossible to persuade 1Ministry of Transport officials that more than-ta last-minute allocation of petrol is needed if plans are to be made for essential road transport. A short time ago we investigated the situation in Wisbech and King's Lynn area and found unmistakable indications that, failing a positive announcement that fuel for the haulage of soft fruit would be forthcoming, hauliers were not going to have vehicles available for the work. They could not afford to prepare them without some assurance that use and fuel would be found for them.
Something was done. That something is particularly typical of the official mind. The Road Transport Commissioner intimated that it was desirable that means should be found for ensuring that fuel issued for the carriage of soft fruit should be used only for that purpose. The outcome is that yet another form must be completed by the haulier who wishes to engage in that traffic. In completing that form, however, he is not brought any nearer to the knowledge of the extent to which he will be able to operate. He is no wiser than he was before and has no more assurance that his vehicles will be used. He does not know for certain that he will be given that employment which is necessary if he is to repair and recondition his vehicles. He must still fill in the usual Z/F/5/1 and hope for the best.
So far as the soft-fruit season is concerned, the injury will, by the time these words appear in print, be beyond repair. There is still, however, the sugar-beet campaign before us, the collection of a vital food supply, and we once more urge that something positive be done, something now, not three months ahead, which will encourage hauliers to prepare their vehicles and have them ready when they are needed for that crop, and if, in emergency, they be needed for any other purpose.