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The Problem of Haulier versus Ancillary User

30th April 1943, Page 30
30th April 1943
Page 30
Page 33
Page 30, 30th April 1943 — The Problem of Haulier versus Ancillary User
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Which of the following most accurately describes the problem?

Both Have Been Subjected to Considerable Restriction During the War and the Question Arises as to How Far This Will be Carried in the Post-war Years

AGREAT deal has been said and written regarding the destiny of the haulier in a post-war transport system, particularly, as to what will be his ultimate position and whether he will play a greater or lesser part in fulfilling the national transport needs. So far there has been forthcoming no official indication and so, at this juncture, it is quite impossible to make any reliable assessment of the situation. .

These remarks apply Also to the C licensee, whose place in the post-war period is no less important than that -of the haulier. This section of the industry, too,

is left guessing as to its future lot. .

It is no use blinking the fact that since the passing of the Road and Rail Traffic Act of 1933 the freedom , of the .0 licensee-Las against the restrictions applied to the haulier—has invoked considerable dissatisfaction, which is-based upon a feeling of injustice. To a large extent the dissatisfaction was justified, owing to the fact that the C licensee could enlarge his fleet at his convenience without being called upon to establish a case of need, whilst the cost of his licence was only a fraction of that of the haulier In discussing this probilem—and before. attempting to offer a solution—it is necessary to review the pre-war operations of ancillary users' vehicles. In the main, *itch operations could be divided into three groups, viz. :—

. (1) The transport of bulk loads.

. (2) The transport of the distributive and allied trades.

(3) The delivery services of the retailer.

It will generally be agreed that it is in the first group —the transport of bulk loads by the C licensee—that there has arisen the chief cause of complaint amongst haulierS. Always it has been asserted that the transport of Milk' loads should be the legitimate traffic of the haulier. There is much to be said in support of this contention. Take the cotton industry of Lancashire and the woollen industry of Yorkshire as basic examples. As Is generally known, considerable quantities of materials are regularly conveyed from mill to mill; mill to warehouse; warehouse to mill; thence to the packers ancl`tO port for shipment.

How the Haulier Has Suffered

Prior to the passing of the 1933 Act the haulier carried most of this traffic, since which time, however, it has been transported, in a large measure, by the C licensee and, naturally, to the detriment of the haulier. For as the number of the vehicles of the C class increased, so did the traffic of the haulier correspondingly decrease. This factor, in turn, was mainly responsible for much of the rate cutting that became so prevalent. It also • encouraged a certain type of traffic manager to play oft one haulier against the other so as to obtain the lowest possible rate, although he must have known that such a rate was neither fair nor economic. In these matters little conscience was displayed. .

On balance there does not seem to be any sound argument against the haulier claiming bulk-foads traffic as rightly belonging to him; and, conversely, there does not appear to be ahy just cause why the C licensee should not admit this to be the case.

With regard to the transport of the distributive trades and the retailer, this is a field in which the C licensee obviously must retain freedom of operation. It is a type of service outside the realm of the haulier and in which, generally speaking, he has little or no interest.

In determining, therefore, the future of the C licensee, the powers that be will have to.concentrate their efforts upon finding an acceptable formula regarding the bulkloads problem. When considering this question . the interests of the haulier-must not be overlooked and any satisfactory solution must be on a basis mutually acceptable to both sections.'

Matters Which Require Attention

Before a satisfactory solution can be found, a'number of contentious matters. will have to be faced up to and dealt with accordingly. One qf the most important of these relates to the cases where the haulier has been discarded by the C licensee, of which many examples, could be quoted. The following will serve to illustrate this point. _A _concern had, for a number of years, employed a, milk carrier for the collection of milk. With but a few days' warning he was informed that his services no longer would he required. The haulier, upon ,asking the reason for this decision, was told that no dissatisfaction existed regarding his service, that, on the contrary, everything had been most satisfactory, but, as the concern had increased its fleet, the collection of milk in future would be undertaken by its own vehicles. For the carrier to lose this traffic at such short notice— through no fault of his own—was bad enough, but the story does not end there. The most serious part of the affair was when the haulier had to appear before the Licensing Authority for the renewal of his licences. Having lost the traffic for which the licences originally had been granted, he was unable to prove need. Consequently, he lost the right to continue to operate the vehicles concerned, and for this there was no redress and no compensation. Whatever may be the post-war system, such hardships as the one Cited should he eliminated. One section of the industry should not be permitted to enhance its material position at the expense of another.

By and large, the C licensee is friendly disposed towards the haulier and has always been a generous provider of traffic, with an appreciation of the position generally. Any differences, therefore, should not be regarded as insurmountable, but, rather, as problems which can be overcome with good-will and understanding. There will have to be a spirit of give-andtake on .both sides if, a satisfactory solution is to be found.

There is one aspect regarding the future of the C, licensee which has no relation to the haulier, but one that may have an influence on post-war planning. This refers to the war-time pooling of transport and deliveries within specified zones—an enforced expedient which has shown up with remarkable clearness the large extent to which the pre-war,. overlapping and duplica

tion of transport services operated by the C licensee had developed.

This war-time organization has ineant that many people have had to change their dairyman, baker, etc., which cannot be said to have caused undue hardThip. On the other hand, the cumulative saving in petrol, rubber and labour must have made a handsome contribution to the war effort. Having gained this valuable experience, it may be that the Government or private enterprise will embody some such system of rationalized transport in post-war planning. There is much to be said in support of this.

A further question surrounding the future of the C licensee is whether or not he should continue to enjoy the pre-war freedom of increasing his number of vehicles

without having to prove need. If any attempt be made to take away or curtail this right conferred by the 1933 Act, it would no doubt cause resentment and meet with muchopposition. Should it be decided, however, that such a step would be in the national interest, is it asking too much of the C licensee that he should acquiesce in making his contribution to a sound and economic national transport system,? For no post-war planning of ihe road-transport industry can be complete or successful without the co-operation and iiacluion of the ancillary operator. This being so, every effort should be made to bring about an amicable agreement concerning the various points at issue, particularly those between him and the haulier.

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Organisations: Licensing Authority

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