Government Hauliers Become "Tramps" A LMOST development major size, every
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.of and new any even those of smaller dimensions or Scheme in its importance, is almost bound to inspire a certain amount of criticism, and we, not being under despotic rule, 'are bound to hear some of these expressed in connection with the various matters in which we take an interest. Seldom, however, has there been a stronger chorus of complaint than that which is arising in connection with the Government Road Haulage Scheme. The criticism thus voiced does not come from any one particular area, but appears to be fairly general. One, the Eastern Area of A.R.O., 'has, in fact, gone so far as to send its own deputation direct to the Ministry of War Transport. This following tlie critical memorandum adopted by the Yorkshire Standing Joint Committee, and dealing with the detrimental effects of the operations of this scheme, helps to indicate the strength of the opposition to it, especially as the Eastern Area had no knowledge of the Yorkshire grievances at the time its deputation was being arranged. Some of the reasons for the objections which have been made to the operation of the scheme were given in last week's issue. What probably upsets, the provincial haulier more than anything else is, according to information in our possession, the way in which, it is suggested, the Reat Pool has manceuvred itself into a highly privileged position, for not only has it obtained the monopoly of meat haulage to the exclusion of the local meat carriers, btit, from the appearance of things, it seems to have obtained priority of loading, even before other vehicles in the Chartered Fleet.
Provincial Hauliers Have a Grievance It is also pointed out that London meat,carriers nave secured appointments as County Transport Officers—positions which should most certainly have been offered to established provincial hauliers. These officers are said to be abstracting traffic, right and left, from the old-established people, and all in the name of efficiency—an excuse which is becoming slightly monotonous.
Owing to the reduction in the meat ration, many A -the Meat-Pool vehicles are surplus to the need for which they were first brought into the pro ‘inces, being where but instead of their returned to London, they reallybelong, Present Fotm they are said to be used for _ abstracting general traffics at the expense of Ahe local people, in order to justify their continued existence. It is believed that it would be more in the interests of national economy if the barest minimum of such vehicles were left in the provinces and reliance placed on local hauliers to fill in any remaining gaps in the dis: tribution of meat during peak periods.
Only a few days ago, a well-known meat haulier in the Eastern Area was given notice that one of his vehicles would not be required after the end of July, as it was proposed to replace it by another London vehicle brought down specially for the purpose; yet this haulier has been in the meatcarrying trade since 1928.
Was the Industry Really Consuited?
Reverting to the subject matter placed before theMinistry by the deputation, it was claimed that the Government Scheme, as at present organiied, was largely the outcome of advice tendered by the Road Haulage Operations (Advisory) Committee, and that this Committee itself was not truly representative of the industry, in that of the original six members, excluding the chairman, half were drawn from the Metropolitan Area, one from Scotland, and two from the whole of the rest of England and, Wales. Of this Committee, two have resigned to take up appointments under the Operations Branch, one has been added as a representative of the Wholesale Meat Transport Association, and at present thtre is no representative of A.R.O., which is the largest organization of A and B operators in the country ; also the provincial representation is quite inadequate. At the commencement of the scheme, the industry was assured by the Advisory Committee, and by many others of its leaders, that there was to be a complete partnership between the industry and the Ministry, so far as the scheme was concerned: Consequently, whole-hearted co-operation was urged, and it is claimed that the industry did so co-operate, whereas events have shown that the original misgivings felt by some of its members were justified. The scheme was to be run by the industry, and this is no doubt the case, but only within a framework of rigid instructions, which, in the opinion of experienced operators, render economic road transport impossible.
. An undertaking was also given that, so far as possible, chartered vehicles would be kept on their normal routes so as to ease the difficulties of drivers and facilitate maintenance and inspection. In practice, however, a system of " tramp" operation has been allowed to develop, with the unfortunate result that men and vehicles are often away from their homes and bases for many days at a tiMe, whilst it has been found necessary to take traffics from other hauliers in order to balance loading, or, indeed,--to find loads at all.
A "General Post" in Goods Traffic Thus there has been instituted a kind of general post, and the whole industry, chartered and unchartered, has been compelled to relinquish traffics which it has handled efficiently for many years, and has had to transfer its attention to such other traffics as are available. Haulier 4 who have, hitherto, worked efficiently, cannot feel satisfied when they see small vehicles.pickin up part loads for long-distance delivery, or• others brought 10 or 20 miles, unladen, in order to lift a ton or two and delivef this quantity in the same locality. This inefficiency of the Government scheme is not only in the uneconomic use of vehicles. It was suggested by the deputation that the piesent duplication whereby separate staffs are necessary for the Ministry's organization and the Hauliers' National Traffic Pool makes the scheme far.more elaborate and expensive than is necessary. It results also in the constant passing and repassing of documents and orders, which can have only a detrimental effect on efficient handling and operation in general.
Chartered Fleet as General Carrier It is understood that the Minister was to retain a fleet of some 4,000 vehicles under direct charter, so that these would be available for any emergency that might arise. Instead of this, the chartered vehicles are to-day handling traffic taken from all and sundry, whilst vehicles of Pool operators are standing by as a reserve. Thus the position has really been reversed, and it is questionable as to how long the finances of the Pool operators can survive the strain. A recent example has been the loss of much of the traffic in eggs.
Various suggestions as to the way in which the Haulage Scheme might be modified were put forward, and, 'actually, the deputation would certainly have preferred the elimination of the chartered fleet and the handling of the traffic through the H.N.T.P.