Crucial Years in Road Transport D URING its vigorous career, the
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road trans port industry has passed ihrough many periods of anxiety and has engaged in many battles with those who sought to oppress it. The year 1950 has been one of the most anxious and bitter in the industry's history, and it draws to a close in a militant atmosphere.
Three years after the passing of the Transport Act, hauliers and trade and industry are beginning to understand its full implications, and stand dismayed. They are joining forces in a great outcry against the restrictions on free enterprise haulage which have been imposed under the Act, and are enlisting strong public sympathy. The campaign which ceased when the Act was passed has been reopened, although its immediate object is no longer to overthrow the forces arrayed behind nationalization.
The present aim is to ensure a fair living for those who still remain in the haulage industry, by preventing the British Transport Commission from squeezing them out of existence without compensation. To that end, the Transport.(Amendirnent) Bill has been promoted in the House of Lords. As an earnest of the desire of its sponsors to make it acceptable to all parties, two important safeguards for the B.T.C. were moved in the committee stage. These were, however, derided by Governtnent spokesmen, whose attitude made it clear that Socialism has no sympathy for the small man.
A Faint Ray of Hope A similar Bill has been introduced into the House of Commons and will shine a faint ray of hope on the New Year for the free haulier. Its second reading on February 23 will be accompanied by a vigorous publicity campaign by freeenterprise operators, which will point the campaign for justice started two months ago. The challenging note on which the Old Year recedes will sound even more loudly in the New.
The nationalization of road transport has created two separate anxieties for trade and industry. One springs from the inability of the Road Haulage Executive to collect and deliver merchandise with the expedition necessary to industrial efficiency. Some manufacturers have grave fears for the future of their export trade because of frequent failures of the R.H.E. to deliver consignments to the docks in time for shipment. The other anxiety arises from the possibility that. to make the State transport undertaking pay, despite its shortcomings, the Government will restrict the operation of C-licence vehicles. It is unlikely that, with its narrow majority, the present Administration would undertake so risky an adventure, but if the Socialists ever acquire more space .for manceuvre, the greatest solidarity will be required among C-licence holders to preserve their present freedom. Even with the existing constitution of Parliament, the risk of punitive action cannot be lightly dismissed and constant vigilance is necessary.
Bus Operators Stand Finn On the passenger side of the industry, 1950 has been relatively calm, although sound progress has been made in apprising the public of the inevitable consequences of nationalization. The year opened badly with the cession of two important independent groups owning between them about 1,000 vehicles. One was Red and White United Transport, Ltd., controlling 10 coach and bus companies among other interests, and the second was Enterprise (Scunthorpe) Passenger Services, Ltd. Since that time some small companies have voluntarily sold out to the B.T.C., but the bulk of operators stand firm in their resolve to preserve their indcpzndence until the last.
They are fortified in that attitude by the lack of progress with area schemes. The scheme for the Northern Area is little nearer fulfilment than it was two years ago, and in the Eastern Area the Road Passenger Executive, after a year's deliberation, has decided to start afresh on a much smaller venture. The terms in which the seotions of the Act dealing with passenger transport were prescribed made it clear that the Minister of Transport was uncertain of the wisdom of nationalizing it, and the difficulties which have beset the R.P.E. have confirmed his doubts.
Passenger operators will remember 1950 with pleasure as the year in which they were finally given permission to use freely single-deck vehicles. 30 ft. long and 8 ft. wide and double-deckers 27 ft. , 6 ins, long and 8 ft. wide. This long-overdue concession has done much to increase operating efficiency and promote passenger comfort.
Manufacturers have also benefited, because production for home and overseas has been simplified. The home market for buses has, however, declined, mainly on account of the lack of municipal orders. The home demand for heavy goods vehicles has also been killed by purchase tax and the partial nationalization of transport. and manufacturers view the future with increasing disquiet.
A marked rise in the export trade has so far kept most factories busy, but without a stable home market export becomes a highly problematical business. In the first nine months of this year. 196,021 units were produced. compared with 156,578 a year earlier. During that period the number of units exported increased from 73,703. valued at £32,314,193, to 114,729 units, valued at £47,670,857. Whether under present conditions. this can be maintained is far from certain. The New Year promises to be interesting. although it cannot be greeted with optimism. The security of the operating side of the industry depends on a change of Government. The prospects of manufacturers are also bound up with politics, as well as with national economics. Rearmament is unlikely to have an adverse effect on the fortunes of most of the makers of the lighter types of vehicle and some of them, indeed, will probably benefit by it. The producers of " heavies" have little to encourage them to enter 1951 with zest.
The bodybuilding side of the industry also faces a slump. The Road Haulage Executive's policy on permits has caused a sharp decline in orders for goods-vehicle bodies, and many makers of passenger-vehicle bodywork are now anxiously seeking work. Economic circumstances are bound to cause rises and falls_ in the prosperity of any industry, but, as always, political interference lies at the root of most of the difficulties of those associated with road transport.