DROP OR . DELAY ADDITIONAL COMMERCIAL-FUEL CUTS THE most recent
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cut in the allocation of petrol to commercial users is a very serious one indeed. Mention has already been made of the fact that the previous 10 .per cent. cut was accepted so calmly that it is not surprising that there has been a further one. I think the explanation for this acquiescence was that, due so the restriction in building and civil-engineering work, there has been a gradual falling off of traffic, which has made it possible in a great many cases for operators to manage on the allocation of petrol provided after the first cut became effective.
Whilst it is true to say that the volume of 'traffic available for Aand B-licensed operators still leaves much to be desired, I think that most operators will be quite unable to keep their fleets on the road, if this cut be continued.
It has already been recognized, and indeed in the report of the Russell-Vick Committee specific mention is made of this fact, that "the policy of the Ministry of Transport is and must be to keep the wheels of industry turning," sg that the only possible justification for a 10 per cent, cut, irrespective of individual requirements, is to combat the black market in petrol.
We already know, from the report of the Committee, that this black market was of much smaller proportions than had been generally assumed, and the scheme in regard to colouring commercial petrol, which has been enforced by the Minister of Transport, is serving to close the door quite effectively on commercial petrol as a source of supply to the black market. Surely the Minister should be satisfied to accept this, or at least to put the theory to the test over a reasonable period.
The amount of form-filling and the details that have to be supplied, also the time that must elapse before a supplementary grant of petrol can be obtained by a fleet operator, are so great that an extremely unfair burden is placed upon the already-harassed transport contractor. I know of cases where months have elapsed before the supplementary grant has been allowed, and then only after an enormous amount of detail has been supplied. If this is to apply to all operators, I think the position must be faced by the Ministry that if the demand for vehicles showed a sudden increase, that demand could not be met, and the country's transport would stagnate.
Another most important point, and one which operators must have well in mind, is that by restricting supplies of petrol the Ministry of Transport can exercise the most stringent control on operators' vehicles, and when one remembers that a section of road transport has already passed to the control of the Commission, one can see the possibilities of a reduction or elimination of competition by the simple expedient of withholding petrol supplies. The Ministry of Transport would surely want to be certain that such an allegation could never have any foundation, or the repeated promises it has given to the industry will have counted for nothing.
I urge you on behalf of all operators to have this matter publicized as widely as possible, so that the greatest amount of pressure be brought upon the Minister to reconsider the decision to cut the supplies to commercial users, or at least to stop the imposition of the cut for a few months, in order that he may be satisfied as to whether or not the other measures to be adopted to control the black market are in themselves effective.
H. J. JONES, Director.
(For Hammersmith Transport, Ltd.) London, E.C.3.
TRAMS NOT DANGEROUS OR OBSTRUCTIVE
IN my opinion, exactly the opposite applies to the editorial remarks in your issue of May -21, regarding trams. Steered vehicles which depend on both steering gear, which is capable of going wrong, and upon a driver to steer, can similarly become a danger to road users and pedestrians alike. Trams are automatically steered and everyone can see where they will travel next, even though he is not driving the vehicle or riding on it. The driver of a tram can devote his attention entirely to accelerating and braking the vehicle and is under much less strain.
Obstructions are caused mainly by the use of slow and obsolete vehicles, and on modern systems are practically non-existent, because modern trams can accelerate more rapidly and operate at higher speeds.
The fact that so many tramway systems have, and are, being replaced by buses and trolleybuses can be attributed to many reasons. Bad planning when the systems were first built, poor maintenance and the persistent use of obsolete rolling stock, which tend to make the tram unpopular with the public, are but a few of these. Many, too, have been abandoned against the managers' advice and have been badly missed since.
In Liverpool three schemes were submitted to the City Council, namely:— (I) Continuation of the modernization programme. (2) A system of high-speed light railways.
' (3) Bus substitution.
The Council chose the third and, initially, the cheapest, although the public will probably have to pay more in the long run. For instance, it was stated some time ago that Liverpool buses operated at higher fares as a " protection " measure to safeguard the trams, but when the buses replace the trams and such measures are no longer necessary, one would expect bus fares to be reduced to tram level. Instead, however, reports show that buses replacing trams will operate at bus fares and workmen's fares are to be abolished, the only concession offered being a reduced minimum fare.
In Sunderland, when approached by the City Council to prepare plans for the replacement of the trams, the manager's first remark was: "I can see no reason why Sunderland should wish to scrap its excellent trams, but should such a course be considered desirable.. . ."
I take it that the managers of Blackpool, Leeds, Sheffield, Glasgow, Aberdeen and Edinburgh, and those in charge of the many fine systems abroad who are successfully modernizing and extending tramway systems, cannot be described as fools, for they provide -the residents of their respective communities with comfortable, swift and safe transport at much lower fare levels than most all-bus towns. D. F. FErroN. Birmingham, 25.