A Difficult and Momentous Year
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By S. C. Bond, M.Inst.T.
WHEN I was invited to express my views upon the special problems that were likely to be particularly pressing for C-licence operators in 1957, I thought that my task would be fairly easy. It seemed to me that the New Year was not likely to bring with it any trying new problem: although there might have been variations or intensifications of some of the old ones.
Over the years we have been used to receiving spasmodic criticisms and attacks. Sometimes these have come from not unexpected quarters, as, for instance, the sweeping assertions on the subject of the allegedly uneconomic use of C-licence vehicles which appeared in the report of the British Transport Commission for 1955. It was necessary to challenge these statements, as a great deal of harm can be done if inaccuracies are allowed to pass and it is difficult to overtake a wrong impression once created.
Conciliatory, But . . .
Sir Brian Robertson's reply to the T.R.T.A. was conciliatory but hardly satisfactory. He was good enough to say, however, that no attack on C-licence holders had been intended, and to admit that as a class they were among the best potential customers of the B.T.C. It is an important fact that should always.be borne in mind, particularly at the present time.
Nor are we surprised to be continually under fire from certain political groups, who shall be nameless, but who apparently think that if only C-licence holders could be put into an operational strait jacket everything in the transport garden would quickly blossom and flourish, and we should have no more troubles. But we do sometimes feel aggrieved when ill-informed statements are made in quite unexpected quarters by people who really should take a little trouble to acquaint themselves with the facts.
This is a problem which is always with us; to convince the obstinate, to convert the antagonistic and to educate the ignorant on the subject of C-licence operation. Traders and industrialists do not put down. large sums of money for their own road transport unless in their sober judgment such a step is justified economically, or for some other equally sound reason. Once this simple fact is accepted, we should be able to go about our lawful occasions without the continual pinpricks of criticism, or the apprehension of possible future legislation to restrict our activities.
Even so, but for the sudden intensification of the Suez crisis in November, 1957 might have been relatively peaceful for the vast body of traders and industrialists who carry their own goods, or a portion of them,
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in their own vehicles. So also it would have been for the T.R.T.A, We should still have had with us what are now regarded almost as perennial problems, such as the heavy tax on fuel and the purchase tax on commercial vehicles, and the ever-urgent need for extensive road development and improvements. But for the recent disastrous ,events we should no doubt have continued to press the Ministers concerned, first for some alleviation • in taxation, and, secondly, for a substantial increase in the Government's programme of road works, as it will be a long time before we are really satisfied in either direction.
Before saying any more on the subject of the present crisis, however, I will refer briefly to the 1956 Commercial Motor Show. Thefe were some outstanding examples at the Show of progressive thought in styling, particularly in the higher tonnage classes, incorporating such features as improved visibility and better seating for the driver, windscreen washers,. cab heaters; document racks and so on, all of which tend to greater efficiency in the long run.
As was to be expected, light alloys and plastics were much in evidence, thus continuing a trend of great importance.
Higher Performance: Lower Costs
There were more vehicles offered with additional or alternative transmission ratios, designed to give a higher standard of performance with a saving in running costs. Underfloor engines also appeared in greater numbers, particularly in the lighter vehicles, and, the range of oil engines offered included much smaller units.
The Show bore eloquent witness to the fact that the manufacturing side of the industry continues to play its full part in providing users, both at home and abroad, with reliable, efficient and economical road transport. It is a matter of great satisfaction to know that most of the companies still have full order books, particularly in the export markets.
Unfortunately, the world political scene changed completely in November last, when the Suez trouble came to a head. This has affected all other users of motor fuels, and indeed all industry itself, as much as C-licence operators..
The first impression was one of shock at the severity of the rationing scheme, which, it was clear, at least as far as the basic ration was concerned, would allow operators only abdut I to 2 days' normal work per week. At the time of writing the extent to which supplementary issues of fuel can be made is obscure. It is clear, however, from the provisional list of priorities issued by the Ministry of Transport, that the situation is more serious than many people even now imagine it to be, and the suddenness with which the crisis fell upon us served more drastically than anything else could have done to bring home to the nation the realization of its complete dependence upon Middle East oil for its existence.
The original consternation has not lessened in the past few weeks, although with the intervention of the Christmas holidays since rationing started it is difficult to see how it will work out in practice. Nor has the seriousness of the position been mitigated very much by the promise of American assistance, which, of course. will be forthcoming only at a price, not merely in dollars, but also in world prestige.
Many businesses will be in great difficulties, and some personal hardship may follow, particularly in the case of the smaller hauliers without strong financial resources. Industrial production also is bound to suffer to some degree, and the full consequences are impossible to measure at this stage. It will depend upon how long it takes to get oil flowing again, not only through the Suez Canal, but also through the pipeline in Syria.
The Syrian pipeline is sometimes partly overlooked in the general hubbub about Suez, but is really most important. Frequent lip service is paid to transport as being the lifeblood of industry. Only in 1957 are all of us likely to realize grimly that these words are literally and solemnly true.
As if to add insult to injury, on top of the actual shortage of motor fuels it was necessary for trade and industry to face a substantial increase in the price. The initial reaction was generally one of indignation at the extent of the increase, but I think that calm reflection will convince most people that neither the Chancellor of the Exchequer nor the oil companies had much choice.
Inflationary
It is only one of the consequences of this unfortunate business, and although it is undoubtedly inflationary in character at a time when alleir efforts should be used in the opposite direction, I do not think it will be as important or far-reaching as some of the other influences at work.
I was relieved to see that the Minister of Transport at once had the foresight to authorize the issue of temporary B licences to C-licence holders, so that wherever it is practicable, return loads can be carried for hire or reward. The T.R.T.A. feel that a general dispensation from all licensing procedure would have been justified in this crisis, as delays in securing B licences would appear to be inevitable in the circumstances. The concession will undoubtedly help, but it seems to me that its total effect on the general problem of fuel shortage is likely to be small.
I am also pleased to see that steps are being taken to set up local pools of vehicles, especially for retail deliveries, as was done so successfully during the war. Something on these lines is urgently necessary, and here perhaps lies our best chance of keeping things going, especially in the distributive trades and essential food supplies, on the meagre amounts of fuel available.
Even so, it is difficult to see how production generally can fail to be affected, because there is not enough fuel to meet essential needs, even allowing for a substantial diversion of traffics to the railways, where it is possible for this to be done.
Whilst it may be thought to be a golden opportunity for the railways to recoup part of the traffics lost over the years to their road competitors, it would be idealistic to suppose that the facilities, both in material and labour, are lying on tap. There is, indeed, a good deal of spare capacity on the railways, and in course of time this will probably be taken up to some extent. But since the 1930s many things have changed, entire new industries have been founded, and new thoughts and practices on transport and transport services have developed.
There are, however, such traffics as the millions of tons of coal, deep-mined as well as opencast, now passing annually by road, which could at once be Switched to rail. Many people have in any case deplored the tendency for some of the largest users of coal to bring it from the pits by road over quite long distances. If it were to be returned to the railways permanently, it would probably be a good thing.
Apart from this there will be some increase in general merchandise traffic, which will help the situation. But traders must not at once expect the same quick door-todoor delivery as they have received from road transport. although the B.T.C. have promised that every possible step will be taken to give first-class service.
I do think, however, that we may consider ourselves lucky, in the midst of our other misfortunes, that we have a railway system in this country which is capable of increasing substantially its service to trade and industry in the present difficult times.
A Long Crisis?
So it now looks as though 1957 is going to be a difficult and momentous year, for C-licence holders and for all other road users alike, and for industry itself. As I have already said, the full implications cannot yet be seen clearly, and the crisis may last longer than many people expect.
The long-term effects of the crisis are difficult to forecast. Internally, the railways may recover permanently some of the traffics lost to the roads. If their service is good, and at the right price, it is possible that many C-licence holders may even decide to continue to make use of them. The railways will be on test, possibly for the very last time.
Great impetus will also be given to the developments which are now proceeding apace for the provision of alternative sources of power and energy, for what can happen once can happen again. We should indeed be criminally foolish if we did not do everything now in our power to free ourselves from our almost complete dependence upon Middle East oil. Unhappily, we cannot look for any decisive results in this direction for a long time to come.
Externally, the development of probably the greatest significance will be the building of large-capacity tankers which will ply round the Cape, so that in time the canal will in any event be by-passed. This trend has already got well under way, and here also it will receive tremendous impetus from the recent events. The pipeline through Syria, however, will always be of major importance and one of our main tasks must be to ensure that it cannot again be put out of action by irresponsible nationalistic elements.
We are in trouble and difficulty, and 1957 will tax our resources and forbearance to the utmost. But one thing is crystal clear: this is not the time for carping criticisms or narrow sectional viewpoints. In common danger and adversity the order of the day should be to close the ranks, to co-operate patriotically in every way possible with Government Ministers and their advisers in their many difficult tasks, and to do our best to keep the wheels of industry and commerce turning.