AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

Self Control in the Haulage Industry

27th March 1942, Page 30
27th March 1942
Page 30
Page 33
Page 30, 27th March 1942 — Self Control in the Haulage Industry
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?

Keywords : Haulage, Committee

A Review of the Work of the Standing Joint Committee of Road Hauliers' National Organizations and of a Plan for the Reconstitution of this Body to Meet National Requirements

• AN interesting report on the work of the Standing Joint Committee of Road Hauliers' National Organizations during 1939-41 was presented last week to the Committee by the chairman, Mr. J. H. Turner, 0.B.E., M.Inst.T. This, and a report of the sub-committee on long-term and short-term policy in respect of the organization of the industry, including a plan for the reorganization of the S.J.C., cart be dealt with only in precis form.

In the former, the chairman points out that the S.J.C. was formed in January, 1939, to consider all matters of common interest to the public road-carrying industry, to co-ordinate the views of the road-transport organizations in matters of common interest, to facilitate common action in the best interests of the haulage industry, and to provide a medium through which the views of hauliers could be expressed with greater emphasis. Thus, for the first time in the history of road transport, the Government and others were enabled to consult a single body with the assurance that the views expressed would be those of the professional side. '

It is appreciated that the S.J.C. does not constitute a final solution in respect of organization, but it 'Bridges the gap until the industry's affairs can be settled on a sound basis, and has produced a valuable measure,. of unity.

Numerous committees are created, and the tendency is for them to work independently, but if the industry is to have a sound and consistent policy, to be given effective force and direction, it is imperative that the work should be properly co-ordinated. Thus the S.J.C. effectively links the work of the following committees amongst others:— Central Road and Rail Conference, Road Haulage Consultative Committee, Road Haulage (Rates) Advisory Committee, Road Haulage (Operations) Advisory Committee, and the Road Haulage Central .Wages Board.

Some of the important matters dealt with by the executive committee are hire of vehicles by the Services, organization of transport for war, speed limit for heavy goods vehicles, alternative fuels, and the railways' application for the removal of statutory restrictions on charges.

It is difficult now, when the national worth of road transport is fully recognized, to realize how hard was the fight for its existence during the first months of the war. It ultimately needed a blitzkrieg to demonstrate the full measure of the country's need for road transport.

Official Hiring Charges Now Placed on a Firmer Basis At first, hiring charges for the War Office and Civil Defence were the subjects of private bargaining; later, a tendency developed to issue rates schedules, in most cases, without consultation with the industry. After nearly three years of persistence the matter has not been finally cleared up, but it is improving as a result of meetings which have taken place recently.

Hardship cases in respect of impressment and requisitioning have been taken up individually with the War Office, and satisfactory settlements have been obtained.

Evidence was submitted and proposals made for a revision of unladen-weight categories for taxation; for an increase if legal maximum weights; and for a vehicle up to 3 tons unladen to be permitted 30 m.p.h. A conceLnon, however, was granted only in connection with the lastmentioned request.

Representations as to the supply of spare parts for new vehicles helped in the formation of the Motor Vehicles Maintenance Advisory Committee, with Mr. W. E. Rootes as chairman; Messrs.. B. G. Turner and F. G. Bristow were also appointed to it. Since that Committee reported, Mr. F. G. Smith has become Repairs Adviser to the Ministry, and there has been a noticeable improvement in the situation. The labour-supply position has been under constant review, and it is hoped that the Ministry's arrangements for training and up-grading will ensure that this supply does not fall below minimum requirements.

The industry will have difficult problems to face when peace is restored. The report of a sub-committee contains a proposal for the setting up of a post-war planning committee to formulate a policy; to ascertain the effect on road transport of the Government's and other post-war plans; and to consider many matters which will be of vital importance to the industry during this period. These will include legislation, licences, road developments and town planning, and relations with other forms of transport, including air transport. [This savours much of a recent leader in " The Commercial Motor. "—ED.] The tremendous increase in pilferage and loss of goods in transit are matters which have also engaged the close attention of the executive committee.

Attention Paid to the Problem of Rates, Low and High This committee has been considering the problems of rates. Efforts will be made by the Central Road and Rail Conference to establish statutory minima, but this position is complicated by the Government's policy of stabilization, which may preclude the railways from increasing their rates to cover additions to the cost of operation. Attention has been given to a " %fling " for rates as well as a " floor," but there is little evidence of profiteering. The Road Haulage (Rates) Advisory Committee was formed to advise the Minister on this matter, and an Order has now been 'Issued. The Committee will, however, remain in being to advise on the operation of this Order and steps will be taken to see that the interests of carriers are safeguarded.

One of the most important tasks of the S.J.C. has been to establish, on a sound basis, the relationship between the Ministry and the industry, and progress has been made towards a greater degree of collaboration.

In August, 1990, as the result of a deputation to Lord Reith, the Road Haulage Consultative Committee was set up. This proved a most useful medium for the exchange of views between the Ministry and accredited representatives of A and B licensees, but last June it became apparent that the Government was developing its Road Haulage Scheme on lines not acceptable to the industry.

In May, 1940, the Garcke Committee submitted a report including full details of a comprehensive scheme for the pooling of vehicles and the organization of road transport to meet any emergency. Early in 1941, the Minister made a preliminary statement on the Government's plans, and details were submitted to the Consultative Committee.

The industry's representatives were gravely disturbed, and a deputation was received by Colonel Llewellin, the points submitted being that control of the Ministry's scheme should be exercised by a Board comprising industrialists and others, who would have directive control, subject to Government policy; that the nucleus or pool of vehicles should be kept to the minimum necessary, and should comprise only vehicles which could be almost fully engaged on Government work; that unnecessary competition with the industry should be avoided; and that the object should not be the creation of a transport undertaking, hut only a strategic unit to help the war effort. This led to the setting up of the Road Haulage (Operations) Advisory Committee, which move marked the beginning of close collaboration, and after several months the Ministry published its Road Haulage Scheme, the essence of which has been described as a complete partnership between the industry and the Ministry. It is , firmly believed that this will serve to meet the country's war-time transport needs in whatever way hostilities may develop. The main difficulties regarding this scheme having been disposed of, the Road Haulage Consultative Committee will soon resume its meetings.

As regards organization in the industry, in July of last year the conclusion was reached that whilst amalgamation in some form was desirable and, indeed, inevitable, the proposition was not a practical one at that stage. However, a plan was devised for A and B licence holders without

disturbing existing associations. This provided for the incorporation of the S.J.C. and its extension to the Areas: but certain trading clauses presented difficulty in some quarters,' and it was decided that they should be deleted. Still, the amended scheme failed to command unanimous support, and it was decided that no further action should be taken until a satisfactory solution to the further difficulties could be found.

Later, a sub-committee was appointed to consider the best means for proceeding with the task of promoting better organization, and the immediate steps to be taken in the interim to make the S.J.C. more effective nationally and locally.

As its report points out, the • underlying difficulty in respect of amalgamation of associations is the cleavage of opinion between those who insist that the professional carrier should have his own organization and those who would be content with an autonomous section of a larger body.

Other matters dealt with, although not mentioned in detail, are the position in respect of hire or reward work undertaken by C licensees, that with regard to the position of licences at the termination of the war, the pizrchase tax on tyres, excessive prices of used vehicles, and the suggested• partial restoration of signposts.

Points From the Report of the S.J.O. Sub-committee on Organization Now to turn to the report of the sub-committee. It was the unanimous opinion that difference in view should not stand in the way of complete collaboration to improve the present unsatisfactory position and consideration of long-term policy in respect of amalgamation with a view to ascertaining how the differences of opinion are to be resolved.

Steps must be taken immediately to make the S. J.C. more effective, and it is concluded that provision must be made for the rapid dispatch of business and for dealing immediately and effectively with matters when they arise. This cannot be achieved without the best possible use being made of all available personnel instead of leaving so much to the few.

Membership of the Committee is a privilege which carries an. obligation. This includes' the duty of studying fully the subjects coming before the Committee, and each member must prepare himself by reading and fully considering circulated documents. Delays result largely from lack of appreciation of this point.

The S.J.C. needs even greater vitality, a review of ita

membership, and modification of its constitution, function-, and rules in the light of experience.

The machinery must be extended to cover the Areas. so that the provinces may become active in, and more accustomed to, joint working. Before March 31, all members should retire, and the committee be reconstituted on the lines set out in an appendix. [Not reproduced.—En.] Further appendices give recommendations as to the constitution of sub-committees. To expedite business, it is suggested that regular meetings would prevent accumulation and the formation of bottle-necks, and that all members of the Committee should be fully informed of matters which come before the sub-committees and how they are disposed of. An appendix also gives lists of the sub-committees which are recommended, together with their terms of reference.

It is recommended that at 10 a.m, on the Friday following each monthly meeting of the executive, a Press conference should be held, attended by such members of the executive as care to do so.

Another appendix gives the list of regions, the associations which function in each, and the name of the person in each region who, it is recommended, should act as a convener and establish Area Standing Joint Committees.

How the S.J.O. Can be of Great Value in Unifying Policy

It is believed that the need for the S.J.C. is greater than it has ,ever been. It must not only link up the works of the associations, but also goods road-transport committees and bodies. Only in. this way can the -industry promote a sound and unified policy with force and direction, and real results be achieved from this. Canalizing the industry's work through the S.J.C. will result in the secretariat becoming, in addition to its prime function, a valuable statistical and general-information bureau.

Hitherto the expenses of the S.J.C. (apart from those directly out of pocket) have been borne by the London Association. They are not inconsiderable, and it is recommended that an annual contribution should be made by each of the constituent bodies.

The' end of the war should not find the S.J.C. unprepared and, apart from, other matters, full consideration must be given to relations with other forms of transport. In conclusion, it is the sub-committee's opinion that the industry needs a central secretariat to provide a service far more comprehensive than anything so far envisaged. Accredited representatives have insufficient time to run their own businesses efficiently and deal adequately with the ever-increasing problems of the industry. Whole-time professional experts could give uninterrupted thought to ascertaining, making public and furthering the best interests of the industry. Steady progress' should be made towards that end. It is felt that knowledge of deVelopments and participation in the work of the industry tend to centre in the hands of the few. Charges of secrecy must be avoided, and the best use made of available personnel.


comments powered by Disqus