AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

ROAD TRANSPORT'S FUTURE POI .Y: RESTRICTION OR EXPANSION?

27th July 1945, Page 26
27th July 1945
Page 26
Page 27
Page 28
Page 26, 27th July 1945 — ROAD TRANSPORT'S FUTURE POI .Y: RESTRICTION OR EXPANSION?
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

A Striking and Provocative Contribution Minds of Many Hauliers, Both !Umbel ;ubject Which Is at Present Exercising the Non-members of the Various Associations

By J. A. Dunnage, I

M.I.I.A., A.M.Inst.T,

NATIONALIZATION of road passenger and goods transport may or may not be desirable—I have not yet read arguments in favour of road goods transport nationalization that carry conviction—but I suggest that to lay stress on this point just now, to the exclusion of more urgently pressing problems, savours of the " red herring " purveyor, and that we should look a little more closely into matters as they are, rather than concentrate all our.. attention on something that may or may not be seriously put before us in a practical shape at' some later date: Do not let us forget the conjuror who directs our attention somewhere, so that we may not see what he is doing at some.other point, or fake in its full importance,

' Opinions differ on whether nationalization is imminent, as well as on what exactly is meant by this term when applied to road transport, but there will be time later to go into those issues. To-day, matters of far more immediate moment shopld have the attention of all concerned in the welfare of British industry as a whole, and its very useful road transport adjunct. i It will be •a great pity if the conjuring trick works, and while the public has its eyes fixed elsewhere it has its pockets rifled yet again.

" The Commercial Motor" has always, in characteristically fair-minded manner; welcomed full ventilation of the pros and cons of these road transport policy problems. By way of,encouragernent and endorsement of the rightness of this policy I ask leave to summarize the present situation as I see it.

As always, there are permutations and ramifications, and some inconsistencies, hard to classify exactly, also there are new projects and new voices that may presently lean in one or other direction, proving to be apostles either of progress or of retrogression. Broadly, there are among road transport operators two main sets of ideas as to the proper course that road transport should pursue. To avoid personalities I shall keep to principles, and label them respectively the policy of restriction, and the policy of expansion.

The Policy of Restriction As It May Be Applied to Road Transport Certain ideas as to a policy of restriction have latterly been getting a good deal of attention. In essence they seem to be: Road and rail must bury the hatchet; competition between them should cease to be on price, although they should vie with each other to give the public gobd service; at the same time " wasteful competition " must cease, as must " cut rates " or " ruinous rates."

These ideas, when pieced together into a coherent whole, seem fairly summarized thus:—

(a) The existence and prosperity of British railways, run for private profit, although accepting public cash when they can get it; with their charging powers unimpaired; with their level of technical efficiency entirely at the discretion of railway managements, unspurred by competitive pressure; most be ensured and safeguarded against anything that may threaten them.

(b) The benefits the public has gained from the work of many British and other inventors who perfected the motor .vehicle shall continue to accrue to the public only so long as object (a) is first fully assured. So, whilst there shall be a lot of talk about the virtues of " free enterprise " it shall be allowed to exist only to• such limited extent as in no way interferes with this object.

(c) So, if the exercise of free competition might hurt the railways, that competition shall be artificially cramped by taxing the vehicle and fuel, by imposing on road transport charging agreements reached with railway managements. and by legal barriers that make it hard for a road business to expand ° if the railways do not wish it. Thus the pace of progress shall be made to fit that of the least efficient— a quaint application to modern days of our copybook maxim about helping lame dogs over stiles!

(d) Thus, with roar! transport progress held hack so that it fits in with the railways' lethargic rate of reform, most of the real incentive to true progress in railwayoperating methods shall be removed, which will make life lese irksome to responsible railway workers and less harassing to railway stockholders or stock gamblers.

(e) So that this happy state cannot be rudely disturbed by new entrants to road haulage, who might not like what had been done in their absence, all possible barriers shall be erected against newcomers who want to own and operate lorries. By legal machinery, plus an immense amount of " case law," the simple man who just wants to do a job of haulage of use to his neighbours shall be scared off, if possible, or made to spend his savings with lawyers and tied up so tight ,that he cannot do the business as he and his would-be clients want. (Query for research students: Is it better for the country's policy of " full employment " if 5,000 be spent with a lawyer or with a motor manufacturer?) (f) If trade expands, it will be particularly nice for to-day's big road concerns if the new trade opportunities become known to them, and not to newcomers. In that respect they already • have many natural advantages--of staff, of vehicle volume, of ability to quote competitively and in confidence if they wish—but in case these be not enough, there shall be a clamour for compulsory member. ship of a trade association. By appeal to the selfish instincts of existing hauliers, especially those who misdonbt their efficiency or energy and prefer subtlety to effort, this neo-Fascist principle might be put over. Then, by the device of a committee of stronger existing concerns, the would-be newcomer shall have to attend, explain fully his plans and, under questioning, defend the chances that the business he can do will keep him. What a convenient intelligence service a seat on such a committee might he. Thus, a newcomer's opportunities of getting started would depend entirely on the unselfish good will of his nearest competitors—which is putting quite a strain on huinan nature and is at variance from our general ideas of British justice.

(g) Thus, the share values of railway and some road transport stocks shall be safeguarded. Financiers to whom this is important shall thus have restored to them a better basis for their, gambles; indeed, they will be turned to gambols, for the railway financier will have fully covered himself both ways. If railways be nationalized, he will be financially secure for life. If they be not, he will have manoeuvred and got the best of what he still humorously calls a " private-enterprise " world. He may then leave the board room and attend, with full enjoyment, a rendering of "The Pirates of Penzance."

How Restrictive Measures Would Affect the Whole of Road Transport From this policy, outlined in my points (4 (g) two corollaries follow. Here they are, and they have an importance far beyond that of the parties whose attitude is considered above.

(h) With public transport charges fixed high, and competition non-existent, there will be a strong inducement to the further expansion of traders' private fleets, and some extra pull towards the purchase of private cars. This may not be entirely preventable, but it need not he ignored. So, in case unfettered operation of traders' vehicles endangers the compactness of the desired monopoly, then by easy stages (as much as the public will stand at a time), by first attacking the long-distance transpott of goods in private vehicles, the rights of those living in civilized states to Carry !awful goods in their own 'vehicles on the public roads shall be filched, or at least circurn scribed.

(i) Vigorous motorway construction is not needed, for without it the public may still be misled by old-faegled talk about " heavy lorries smashing up out roads " and islanders about " murderous lorry drivers' killing out innocent children. These may induce the public to acquiesce in continued restrictions and the hounding of the vehicle driver.

Not that all these points are explicit, determined policy in the minds of everyone who may be working towards them. It is possible to applaud a speaker who tickles the ear without satisfying the mind, or who appeals to the emotions of the moment without waiting for reason to assert Itself in discussion. Yet the main lines of this policy are before us, for all to see who will look, and the rest of my points are consequential and inseparable. II all fits together, and the fact that many who help on some part of this policy may not have seen its entirety does not prevent certain causes, having certain effects. As D'Oyly Carte 'fans recall, " encompassing the death of the Mikado is the crime; the law says nothing about " not knowing " or " not having any idea,' Is This Dangerous Policy Already Being Translated Into Some Action?

It ie not possible in' this article to prove each 0: these points in detail. Indeed, such is not the 'present purpose. But an interesting sidelight on the accuracy of my summary comes from noting " The Times of the past few weeks. On June 4 and 5 that journal printed, in. its middle pages, an important and most controversial article, unsigned, and dealing with somebody's ideas of transport policy. It was headed "Efficiency of Transport' and argued that injustice existed, in that railway-track costs fell on the railways, but road-track costs were not similarly met by road transport interests (sic). Except for two excellent short letters from individuals (Messrs. . Neave and Bonaliack) this very wrong allegation has gone unchal• lenged and is left to sink into the public consciousness, as truth, against the time when votes are wanted for some new oppressive measure against road transport. Where are the reasoned, factual denials that might well be produced by the associations' salaried staffs?

Either the road transport spokesmen sent a detailed and spirited reply which " The Times ' did not print—in which case public attention must be called to the unfairness of this important channel for expression of public opinion. Or, and the alternative is unpleasant to comtemplate, it is not desired publicly to dissent from the railway ease, which evidently was put over in these two articles. Why not? Your guess is as good as mine.

Indeed, once this whole picture is brought into focus. many signs of its probable accuracy can be seen on all sides.

Actually, the flagrant inequality between the two forms of transport lies all the other way. Do we realize enough that in normal times railway transport operates without the slightest interference from law makers on:—

(1) The number of trains it runs, or " vehicles ' it includes in a train.

(2) Without a smell of taxation on its vehicles.

(3) Without even a farthing of tax on its fuel or lubricants.

(4) With freedom, with the strength of a big buyer, to buy its fuel at the best price obtainable, in a competitive private-enterprise market.

In unfair contrast, toad haulage suffers interference an handicap on every one of these points, as witness:—

(1) The number of vehicles it may run is under close, constant scrutiny and it muet justify, against opposition. each new vehicle, paying the costs of pleading, and having to keep records in excess of its inherent needs so as to be ready with legal proofs at any time.

-(2) The vehicles themselves are heavily taxed, the steeper the More. they can earn; so handicapping efficiency, dragging against progress, and improperly loading the cost of every item or passenger carried.

(3) The fuels and lubricants used are heavily taxed, and every technical benefit that might flow from new inven tive skill is countered as soon as mai be by a fresh advance in taxation, (4) It has to buy its fuel in a market which evinces most of the characteristics of which the critics of monopolies so justly complain. Such competition as still remain: is probably of the phantom order, put up to amuse or beguile. The fact that, faced by these great handicaps, road transport can still so progress as to be thought a clanger to rail transport is a tribute to the amaeing degree to which it is intrinsically the more efficient for many purposes; or, at any rate, by comparison with the situation in which the railways find themselves as a legacy of past financial manipulators and administrative incompetents. • But why, in matters of industrial and social progress, do we have to accommodate ourselves "to the pace of the least efficient? Fortunately, for British industry and the public. I am by no means alone in seeing the unwisdom of this set-up, and regretting intensely that so much is said that obscures the true situation, also that those in the best positions to act are snot doing more .o protec: the general public at this time. Happily, as elieve, the

consumer is coming to life just about in time #o prevent himself being bound and betrayed body and oul to the big combine producers, and something like tin ie, •:o my great delight, happening also in transport circles.

Various resistance groups have been noted for some months past Some have been short-lived, or have tried to serve only a limited of temporary purpose. In some. individuals have worked well for a time, ano then apparently lost heart, or become confused in their sense of direction, or sought other avenues, perhaps to greater immediate prestige.

Some Early Efforts to Encourage the Survival of Independarit Groupings

Yet a situation on this scale is, happily, superb) to the vagaries of the individual. Now we can say, with due revereece and a full grasp of the comparison we ale implying, that although Frank Lucas has passed from us, like another pioneer who abhorred slavery, " his soul goes marching on.' The impulse that inspired that gallant man to work himself to premature death in the interests of his fellow independents ' is not lost. It has been a contribution of pivotal value. The founding of Hauliers Mutual Federation, although it did not at once get the vast numerical success hoped for by some early workers— perhaps they put their hopes too high, and were needlessly disappointed when they were not realized—did mean a rallying point for independent opinion, and provided moral support and encouragement for the survival and maintenance of other independent groupings.

It has not been so easy for these independents to impress their viewpoint nationally. Indeed, sonle did not try to, being content to carry on their own work, knowing it was understood and approved in their circles, and with the idea that opinion elsewhere mattered little. That reasoning has a flaw, however, for the validity of a policy depends in part on the extent to which the public see its fairness and will react against efforts to tamper with 'it.

Now there are welcome signs that, without sacrificing local autonomy, these indeppndent minds are finding means to co-operate. This is good, for when the ends to be served are to public advantage the more effective exponents there-,

are, acting freely and at their own discretion, the better. Only a policy with factors needing reticence or concealment, dare not trust local initiative, but must try to impose a central control can its henchmen's expressions of opinion.

or news releases. (Cf.. H. G. Wells, " The Open Conspiracy.")

So one can begin to discern lie main lines of a policy

radically different from that which I have outlined. It it one for which, as this article makes obvious, I personally have far more sympathy, but that is unimportant. What matters is that if I am reporting faithfully on to-day's -situation, there may, as a result of this effort, be a more rapid crystallizing of opinion on one side or the other. Thus the. fallacy of supposing that road transport could yet speak with One voice will he made quite clear to the Ministry of War Transport, and Lord Leathers's statement, that solutions reached by levelling road up to rail were unacceptable, -would seem not to have been uttered in a vacuum.

A Concise Explanation of How the Policy of Expansion Can he Applied The main lines of the alternative policy now shaping are these: (a) Knowledge that the facts about rail transport costs and rates deserve more impartial investigation, and that meantime nothing in that field has been proved, so that no valid deduetions with any policy slant can yet be made.

(b) Knowledge, therefore, that argnments that try to tie road rates to rail rates (either " level " or " in ratio ") are " off side." Still more inappropriate are warnings tocome to terms with railway financial leadership lest wore . befalls,. and so on. They ace alesigaed merely to daze or

stampede. .

(e) Realization of the inherent wrongness of the developinent of one form of transport being conditioned, cramped and twisted into accord with that Of an older form--olcler by a century. Grasp Of the truth that the benefits of scientific progress should accrue to the public as quickly and cheaply as the inherent facts of the situation permit. Fully carried out, this dearly means:— (1).No tax on a-road vehicle, except perhaps of a very nominal annual sum to cover the cost of an annual inspection and .grant of a licence to operate anywhere on the public roads.

(2) No tax on the fuel or lubricants used for what is no longer the luxury of a few, but the necessity of the entire public. As a first imperative .step, no taxation above what is -needed to raise the sum to cover the maintenance of nationalroads; that sum to be revised annually downwards, as the number of vehicles grows.

(3) No keeping up road fares and freight charges in the

interests of rail or air, (If we tie rates upwards to rail, in rail's interests, shall we not soon be asked to tie them still 'higher, to air rates, in rail-cum-air finance interests?) Instead, fair wages to employees and a fair price to the public, so giving the maximum of help to the widespread distribution of commodities, aiding full employment and adequate living standards.

(d) IaTo taking unfair advantage of 0111" happening to be born some years earlier than others and so were in business first, or that we stayed at home since 1939 and gained experience and contacts while others fought our joint battles against Naaism and .Fascism, so that we now survive to earn profits. Readiness to give others the same fair deal we hope to receive. If we can hardly acclaim each new competitor in coach, bus or lorry owning, we will not get to work in quiet selfishness to prevent his having any chance to build a business. On the contrary„ we will work to remove legal barriers that stand in his way to-day,

• and which hit him even Mader than Ourselves.

(e) Resistance to ideas, perhaps launched on behalf of selfish financiers, that any -business Which resists merging up to a certain theoretic " optimum ' size shall be so restricted in its sphere of activities as to be quietly throttled. Submission, on the contrary, that a strong case canbe made for breaking down overblown and unwieldy concerns to a size where working heads can keep close touch with their busiuess, and where talent is not stultified by a strait-jacket combine rOutine that, whilst giving great personal chances to certain types of mind, may cramp and de-limit' many original, vital, candid minds on which real progress depends: 1-do not assert that all who disagree with the first policy, that of restriction, accept in every detail-the second policy, that of expansion: or, indeed, that all have thought out the-entire situation in that framework. There is: notwithstanding, a broad division of opinion, and people with any social consciousness have a general quality of mind likely to put them mote in sympathy with the latter than the former pdlicy.

This analysis, too; if anywhere near faithful, shows that Britieh road transport cannot yet be adequately represented by any one voice, •nor can it by one voice and a .set of echoes, Many people, when they come to see the first-stated policy, the policy of restriction and control, in its naked selfishness and with its many anti-social characteristic, will from it, hut will be -a little nervous of the thorough-paced nature. of the second policy outlined, that of expansion and release from control.

That is inevitable. Some of us are born compromisers, and rationalizers. -Having seen the fierce logic of a situation, we shrink from facing fully up to. it.

Some Compromise Between These Conflicting Polidies May he Found

Actually, some form of compromise between the two policies May, as a matter of practical expediency, be our next step. If so-, let Us recognize it forwhat it is, and keep the whole policy clearly before our minds, in all its frankness. There need be no compromise with our social and personal conscience. A logical, bold and faithfully worked out policy which can weldome full publicity because it has no dark corners to hide, and can rely on the free expression of the minds of each exponent because it has no hods full .of " bricks " which it fears the incautious may drop, must win to itself, as it is rapidly doing, those thousands of decent, average people whose imaginations will be kindled by a stand for fair play for the public. From these a certain few will emerge—are, in fact, emerging —who will have the veritable " fire " that will compel them to fight without stint or thought of personal cost in the aid of the honest, unselfish solution of Britain's transport problems.

For that is what it comes to: no less. 'The two policies, stated in cruder form, amount to:— (1)Restricting the supply of transport service and keeping its Price high, so that the public which wants its benefits must pay a famine price and make do with such service as the combine allows—or do without, (To achieve this—and what a tribute this is to the average Briton— seems to need a costly bureaucratic machine and high-priced spellbinders Whose reward it is hoped to extract from constituents whose future is being tied up for them: a strangely perverse situation.) (2) Removing all artificial barriers to efficiency and economy, so that the public Obtains the benefits of adeqtiate service at low price,aancl the operators are content to take a moderate profit on a large turnover, and to do their hest to play fair as between themselves, and especially. to the new ex-Service and other entrants.


comments powered by Disqus