liotous assemblies traffic courts?
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UGH FEATHERSTONE'S vision Licensing Authorities'
3arings of operators' licence 3plications being "besieged by Iarmy of environmentalists" is arming. The director-general the Freight Transport ssociation, in resisting the ause in the Transport Bill, 382, which allows the Secretary 'State for Transport to extend le right of objection to almost wone, doubtless has
lemories of the near-riots into hich some road inquiries have ?generated.
If heavier lorries are allowed y law, pressure groups might y to prevent their use by ajectilig to the grant or renewal 'operators' licences on wironmental grounds. A few iti-lorry fanatics could troduce a new and altogether ien atmosphere into traffic Rifts.
It would be ironical if, having iised lorry weights, the ecretary of State were to arm irrational zealot who was termined to frustrate his acision, instead of directing. asonable environmental ojections through responsible tannels, such as local
Jthorities or the police.
Royal Corps of Transport, found this venerable relic rotting at Moenchengladbach and put in motion the machinery, literal and figurative, for its removal to the ACT Historical Vehicle Museum at Leconfield, Yorkshire. Transport was the least of the problems.
Old Frog Eyes had been written off and technically ceased to exist, and almost a writ of habeas corpus was needed to prove its existence. Eventually the resurrected phantom was shipped free from Rotterdam to Hull by North Sea Ferries and is now happily ensconced at Leconfield.
Hair-brained scheme ... triumphant end
THE HANDING by Peter Thompson, chief executive of the National Freight Co, of a cheque for £53.5 million to David Howell, Secretary of State for Transport, for the purchase of the company from the Government, was the most dramatic ceremony I can recall in a long career as a transport journalist.
There have been more important events, such as the passing of the 1930, 1933, 1947 and 1953 Acts, but they lacked immediacy and a sense of occasion. Those qualities were abundant in the human as well as historic gesture of staff and pensioners in affirming their faith in the NFC by sinking their savings in it.
Three days earlier I was privileged to be a guest at a modest celebration for the head office staff held by John Farrant, managing director of Southern British Road Services, at Potters Bar. "A hair-brained scheme has," he said, "been brought to a triumphant conclusion."
Every customer who had been asked was enthusiastic about the staff consortium and, he added, competitors strongly favoured it. Indeed, one or two hauliers have told me they would have welcomed the opportunity to buy shares.
John also made the point, for the benefit of staff who had not invested in the consortium, that it is not a divided house. He added a warning that it is no longer possible to hide under the cloak of public ownership.
Life in future will be real and earnest and John for one would not have it otherwise.
ABOUT A THIRD of the 67 occupants of heavy lorries who died in accidents in 1976 might be alive today if they had worn seat belts to prevent their being thrown out. Another eight might have lived if, as well as wearing belts, they had been protected by stronger roofs and frames.
How far these statistics from the Transport and Road Research Laboratory will impress the driver who is more afraid of a load penetrating the rear of the cab than of death from other directions is doubtful.
Greater honour to the champions
THE ORGANISE-RS of
Commercial Motor Lorry Driver of the Year Competition have always leant over backwards to satisfy drivers. Now they have leant over forwards as well by inviting last year's final eight class champions, headed by Colin Burrows, twice supreme title holder, to meetings of the national council and the regulations committee.
The competitors were able to learn at first hand of the meticulous thought that goes into the organisation and the council had the benefit afthe star driver's frank opinions. It was a splendid idea and a pleasant and constructive occasion for everyone.
The general view is that the return of many drivers to the competition year after year does not discourage newcomers. Indeed, some of the champions believe the reverse is the case.
Moreover, the ratio of small to large companies has increased substantially since the tests at the final were kept secret until the day of the event and the opportunity of practising them, which favoured large firms, was denied. The myth that only competitors with wealthy backing stand a chance has been exploded.
Something I can safely predict is that class champions will receive more limelight in future finals. Everyone agrees that the supreme winner has been accorded glory disproportionate to the seven others who have so narrowly missed the bull's-eye. They are not to be allowed to feel, as the loser in the singles tennis finals at Wimbledon must feel, that there is no failure like near near-success.
Two pence too much for Teddy
THE CRAZE for outsize cuddly toys can be an embarrassment on buses. A Sheffield conductor raised the ire of a 20-year-old girl when he charged her a child's fare of 2p for a 4ft Teddy bear.
If it occupied a seat I sympathise with him, although the law may not have been on his side. In the end, his employers settled the argument by refunding the 2p.
The new tendency for operating staff in London and elsewhere to try to interfere in the fixing of economic fares is strongly to be discouraged but the Sheffield conductor was trying to do the undertaking a good turn.