Behind the Scenes of the Merger
Page 37
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HOW far are we removed from unity in the road-transport industry? Superficially, the answer appears to be "two months." It has already been announced that Associated Road Operators and the Commercial Motor Users Association will finally amalgamate, under the title of the C.M.U.A., on October 1. Efforts are being made at headquarters in London to speed up the arrangements and to secure unity throughout the industry. Thle truth is, however, that all is not well with the merger, although there is no danger of its collapse. The trouble appears to be due to the placing of certain local interests before the national issue.
All right-thinking operators are agreed that unity is essential to the well-being of the industry and they are ready—indeed, anxious—to persuade others to their way of thinking. But how far are they assisting in the fulfilment of the merger?
Personal Service.
In the past, local bodies have given excellent service to members and have justified the subscriptions levied. In many cases, the cost of membership of a local association is higher than that of a national body, but operators expect from the latter the same individual attention, in addition to national representation. It is doubtful whether, with subscriptions at the present level, national funds could withstand the stress.
It is vital, however, that the best possible service to individual members shall be given. The day is past when one can hope to appeal to the " patriotism " of road-transport operators on the broad issue of the safety and prestige of the industry. Experience has shown that a suitable return in • personal assistance must be rendered for the hard cash paid out in subscriptions.
The new association must be a business organization—not a society dependent on charity. Its success hangs upon the support given to each member, large or small. Special attention will have to be paid to the small man, for the myth still persists that the national associations are run by big operators for their own benefit.
Something more convincing than mere word of mouth will be necessary to dispel that fallacy. Substantial action, in the form of service, is the only, method of proving the
merits of association membership for every commercial-vehicle owner.
The question now arises as to how that service can be given on a limited subscription. If the national funds cannot meet the burden, the only course will be to require operators to pay to the local branch the difference between the fee required for national repsesentation and the subscription now payable to the district associations. If operators can be shown that their subscriptions will be devoted principally to local work, with only a nominal levy going to headquarters, they will, for the most part, probably accept a higher rate in order to ensure personal service.
At present, there is talk in Devon and Cornwall of admitting ancillary users to A.R.O. at a reduced subscription, the threat of opposition from a new local body being used as a lever. The point is : can operators who value their liberty at less than the annual subscription required by the C.M.U.A. or A.R.O. be regarded as desirable members?
-; A carrier ot passenger-vehicle owner who is unwilling to pay two or three guineas a year to a national association is not likely to exert him self to work for its benefit. The advantages of membership cannot be measured in strict terms of £ s. and the support of an operator who wants the maximum of service at less than minimum cost is hardly worth the effort required to secure it.
Apathetic Members.
This brings us to the second point. There are far too many association members who allow themselves to be led blindly by a handful of committeemen and permanent officials. They expect everything to be done for them and not to have to take any interest in the conduct of their organization. Consequently, the influential officials are able to implement their own opinions and to create the impression that they carry the considered support of members.
Those officials have, by their ability and personality, gained the confidence of members, and their services are needed in the new organization. Permanent officers must obviously be suitably recompensed as professional men, and this fact makes the careful consideration o the rate of subscription doubly important.
There is some slight fear that, unless sympathetic contact be established with headquarters, certain areas may break away and form new associations. Any move in this direction cannot be too strongly condemned. Provided that those in authority make best use of their ,opportunities of expediting the merger, every operator must give it a fair chance to prove itself.
The betrayal of unity on the threshold of its achievement would be one of the greatest tragedies that could befall the industry.
The question of service to members brings into prominence the need for efficient legal representation. Some time ago The Commercial Motor outlined a scheme whereby a resident solicitor would be appointed to each area of the national association, under the control of a chief legal officer in London. By this means, road-transport policy in presenting licence applications and objections could be co-ordinated on the lines of the railway system.
National Licensing. Scheme.
In our opinion, some such scheme as this is• necessary. to. combat. the vast legal power of the railways. It would be expensive to operate, but it would be worth every penny that it cost. The question is: should the licensing service be an integral part of association membership, or should it be run on a voluntary basis for the benefit of those enlightened operators who are prepared to pay a small supplementary charge?
The latter course is adopted in the North-Western Division of the C.M.U.A., where the licensing scheme in operation is a model which might well be followed throughout the country. But it is not certain that voluntary participation would be a successful method of conducting a national service.
The latter must be truly national and unless maximum support for it were obtained in every area, the cost might prove prohibitive.
Given the co-operation of every member of the new association, the merger should be the salvation of the road-transport industry. Let there be no suggestion of internal disruption in the combining organizations and the formation of new bodies.