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ornmercial otor
Page 53
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The doors of Glasgow's Kelvin Hall open today on the traditional biennial Scottish Motor Show. Traditionally too, as befits a country renowned for hardheaded practical engineering, many of the commercial vehicle exhibits represent a year's sound development of models first revealed in the brighter glare of publicity at Earls Court.
But this year Kelvin Hall itself sees the public debut of some significant new models, ranging from one end of the weight scale to the other. From the 44 tonners with which some manufacturers are making a hopeful forecast of future limits, to the complete range of new light vans from Vauxhall.
With the present back-log of orders, operators are unlikely to delay the purchase of heavies simply to wait for 44 tonners (or whatever) to be authorized. But those who can make full use of really big vehicles may well be more encouraged to go for 32 tonners which are capable of being uprated later.
It is a good Show this year, but one at which manufacturers can expect operators to put particularly searching questions about the service and spares situation which lies behind the gleaming exhibits.
Out of balance
We join with many others in offering our congratulations to the Institute of Transport on its 50th birthday this week. The changes which it is promoting in its jubilee year are as welcome as they are overdue; significantly, in our view, they were initiated by a road haulier. If the Institute has seemed too remote to many road transport men, perhaps the real reason lies in the remark by the Minister of Transport at this week's anniversary luncheon: "Fifty years ago the railway was king; now the crown has passed to the automobile." That revolution has not been reflected in the membership of the IoT.
Now we learn of an encouraging wave of interest by hauliers in the arrangements whereby transport folk lacking the formal qualifications for entry may be admitted to the Institute in its jubilee year. Responsible road transport men should grasp this chance to have a say in the affairs of Britain's premier transport body in its second half century.
Time to talk tough
The farcical Italian road transport quota is already breeding chaos and threatens to damage British haulage businesses and hamper exports.
The scheme started on November 1 and already, we understand, there have been 400 applications for the 200 permits available for the first month. Not only is the total inadequate but the system is hopelessly wrong for a flexible service like road transport. Applications have to be made in the first fortnight of the month preceding the month in which the journeys are to be undertaken. This cannot work fairly. It rules out the urgent, last-minute load for which road transport is supremely suited, and will encourage wasteful advance applications for permits that may not be taken up.
If this is not a deliberate attempt to get traffic on to rail—or on to Italian vehicles—it seems strangely like it The Ministry of Transport has done its level best to improve the quota and the IRU is urgently setting up a working party to examine the problem—which affects other nations too. We repeat the view expressed in this column on September 26. This matter is so serious as to merit diplomatic action at a higher level than transport ministries.