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Too Many A Licences

4th October 1957, Page 51
4th October 1957
Page 51
Page 51, 4th October 1957 — Too Many A Licences
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Which of the following most accurately describes the problem?

I HAVE been reading with interest the various I comments published recently relating to the unstable position (both as regards rates and in general) of the road haulage industry at the present time. The most realistic one in my view was the letter in The Commercial Motor dated September 6, from W. D. Oakley.

Admittedly, the road haulage industry has now reached a very trying period, but I doubt whether Mr. Oakky's remedy, namely "free for all," would help the situation.

The reasons for the present uncertain position should be only too obvious—they are repercussions of the Transport Act of 1953. An Act which was passed primarily to ease the restrictions previously applied to the licensing and operation of goods-carrying vehicles, also, for those concerning prospective entrants or applicants requiring additional facilities.

These objectives have now been fulfilled but, unfortunately, with more adverse effects upon the industry than were anticipated. Consequently, the road haulage industry has now been inundated with A-licence vehicles and, in many cases, new operators. The majority of these vehicles had previously been operating under other forms of restricted licences (C-hire and A-contract). These forms of licence are now, roughly speaking, being outmoded, as most hauliers today depend on return loads to make journeys really worthwhile.

This method of business, coupled with the many unbusinesslike hauliers who have been allowed to enter the road haulage industry over the past few years, through the purchasing of Special A licences, has enabled many unscrupulous clearing houses and "sharp-practice" hauliers to expand at the expense of other genuine operators and the industry as a whole. It has also encouraged the cutting of rates generally.

Reverting to the point raised by Mr. Oakley relating to the granting by the Licensing Authorities of A licences in substitution for vehicles previously operated under.. C-hire and A-contract licences. Unfortunately, Mr. Oakley seems to have overlooked the fact that the Licensing Authorities are not in a position to refuse applications of this nature, provided that the right evidence is adduced by the applicants in accordance with the Transport Act, 1953, and the various " appeals " that have been allowed by the Transport Tribunal concerning these types of application. Admittedly these appeals" are within the law as it stands, but for the operating side of the industry they are a farce and, in fact, dangerous to the whole industry, especially in the question of rates, as has now been realized too late.

As for the other point raised by Mr. Oakley, implying that British Road Services would benefit by the present state of affairs, this is ridiculous unless nationalization is reintroduced, because they are partially restricted as to their expansion and try to maintain steady rates. Even if work is sub-contracted a fair rate is generally offered.

The people most likely to benefit are those large industrial concerns who, by way of the Transport Act, 1953, now operate large subsidiary Special 'A and Alicence fleets. These fleets being used, in the main, to subsidize the transport of their parent companies' products. The return loads carried by these vehicles being a profitable haul at almost any rate. I would say that a start should now be made to re-establish the road haulage industry, rather than, as Mr. Oakley would like to see, the road haulage industry as a glorious free for all."

I suggest that a good way to re-establish the road haulage industry would be:—(a) The revision of the Transport Act, 1953, reverting, amongst other things, the onus of proof to the applicants. (b) That a minimum rates structure should be adopted. This would protect originating traffic from one area being carried as return loads by foreign-based hauliers at very low rates and would dispense with some of the more unscrupulous types of clearing house. (c) All applications of any substance by both R.H.A. and non-R.H.A. hauliers should be objected to, irrespective of both the applicants and the objectors being members of the same transport associations.

Relating to the present policy of objection by hauliers, the existing road operators, both R.H.A. and nonR.H.A., have not helped themselves in advertising this awkward situation that now confronts them, namely, the surplus of vehicles for the traffic available. The chief reason being that many of these operators revelled in the boom that the road haulage industry found itself in after the Transport Act, 1953, and unfortunately they did not look to the future.

During this period most of the objections to existing operators and, in many cases, prospective new entrants to the industry, were left either to British Railways, who are restricted to the conveyance of traffics to which they are best suited, or to British Road Services.

There should also be a more stringent watch kept for illegal working (carriage of goods), especially to that by C licensees and vehicles not licensed at all. Where illegalities are found, heavy lines should be imposed.

London, E.8. SPECTATOR.

Through Drive on Pre-war Tractor

win' reference to the letter from G. W. 131ackall Tv under the heading Fewer Lorries on Farms," in your issue dated September 20, mention is made of a land-speed power take-off and it was stated that such a device was first fitted to the latest Ferguson tractor.

I would like to point out that I made a tractor incorporating such a power take-off, 20 years ago, and some notes on this were published in your issue dated September 16, 1938.

Since the war, quite a number of devices has been claimed as new by some of the tractor makers, these including a device for land boring. The tractor which I built, not only had a three-speed pulley, but also a threespeed hoist. It had a mid-mounted mower and could carry out land boring and even pile driving. One of its features was a universally jointed drive for use with live-axle trailers. Had not the war stopped production the trailer drive would, no doubt, have been employed for forestry work.

In my viewthe tractor, with its lower taxation, is bound to supersede a considerable amount of lorry work. It also has the ability to get out of awkward places.

Durham. R. WOOD.

Tags

Organisations: Transport Tribunal
People: D. Oakley, Oakky
Locations: Durham, London

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