Operator Criticizes T.R.T.A. Policy
Page 50
If you've noticed an error in this article please click here to report it so we can fix it.
A LTHOUOH 1 have been a regular reader of your I-1 journal for over 20 years, 1 have never before
written to you. However, after reading the leading article, "Conflict on Hiring Allowances" and the report of the dispute between the Traders' Road
Transport Association and the Road Haulage Association, both in your issue dated May 25, I feel that I must have a say in this 'natter, as 1 am an operator and a user of both types of licence mentioned.
The first thing to strike home to me was that this was a typical example of the modern trend towards "yes men" whom we seem to have gathered around us in the past few years. The T.R.T.A. was formed to represent the trader-users, a class which was threatened with what would have been the crippling 40-mile radius on its own fleets. Many of these trader-users have been fighting tooth and nail to keep their section of the industry out of the jaws of that inefficient but greedy monster, nationalization. They have already fatted the effects of things to come from the service of the Road Haulage Executive, or, should I say, the lack of service.
Many traders lost good and reliable friends when their regular hauliers were acquired. After months of muddle and delay and greatly in_ creased expenses, many traders were keen to give the C-hiring allowance a trial, and in many cases have found that this gives them most satisfactory results. Surely, this being one freedom of choice left to both them and hauliers under the Transport Act, the T.R.T.A. does not wish to see this taken away?
The remarks made in the report concerning work given to vehicles under C-hiring allowances which would not be possible under an A or B licence, do not make sense to me. This seems to me the basis of the whole structure of the hiring allowance, i.e., the freedom of movement allowed to the user. I would go so far as to say that the members of the T.R.T.A. would do well to obtain from Mr. F. D. Fitz-Gerald and his executive officers a full statement of their integrity and principles in this matter. If we have more outbursts of a similar type we may find that there will be another closed shop.
Manchester, 15. A-C-UsEit. restriction of a SUGGESTION FOR RALLY IS APPRECIATED
I READ with great interest your article " Wanted—A I Fairy Godmother" in your issue dated May 18.
I think the suggestion put forward for holding a rally for commercial vehicles in this country is a good one. This would give an opportunity to all those people interested in the industry to examine the various types of vehicle used in the transport field.
As a cleansing and transport officer, I was particularly pleased to see your reference to the example set by the Institute of Public Cleansing, which makes arrangements annually for the various types of vehicle used in the service to be exhibited at the Public Cleansing Conference.
This exhibition has been held for a good many years and is looked forward to with enthusiasm by all interested, in the service. 1 think i am right in saying that all members of the Institute are very proud of this venture, the success of which increases yearly.
It was, however, very pleasing to me, and I think I is16
am expressing the feelings of all members, to find a compliment of this nature being expressed publicly by a journal of such high standing as "The Commercial Motor."
May 1 express the hope that your suggestions will bear fruit in the very near future.
JOHN AMES,
Cleansing, Salvage and Transport Officer. Sidcup, Kent.
MORE EFFECTIVE BRAKES REQUIRED WAS very interested in the article "Scientific Stopping," in your issue dated May 11, and particularly in your remarks that modern brakes are adequate for the speeds at which heavy vehicles are at present able to travel in Britain. One has, however, only to travel by coach or by car and endeavour to overtake some of this traffic on our main roads to feel some doubt about your statement.
From the review of road accidents in 1950 one learns that 31,435 P.S.V.s (about 1 in 4) and 46,601 goods vehicles (about I in 17). were involved in accidents. Whilst a very small number of these accidents may have been caused by inefficient brakes any development which will eliminate these is worth while.
Quite recently I had the pleasure of riding in several coaches on the Continent which were fitted with the Telma electro-magnetic retarder brake, and found this to be most efficient and smooth in operation, which added to the comfort of the passengers and eliminated any fear of brake fade on steep declines. Although such equipment may increase the chassis weight by 3 cwt., I contend that we would be very wrong to perpetuate the idea that we must build down to the minimum unladen weight instead of up to a safety factor.
I would be pleased to learn of your readers' views of the retarder brake or other braking systems.
Watford. "Sam-Y."
WHY "STAGGERING" OF HOLIDAYS FAILED AT NORTHAMPTON
wpm reference to Mr. Ashley Taylor's article " "Britain Needs a Staggering Crusader," in your issue dated May 18, I would like to point out one of the difficulties such a reformer would meet, by stating what happened a few years ago in Northampton.
A number of shoe manufacturers decided to work through the Easter, Whitsun and August Bank Holidays and to grant days off shortly before the general vacations. They reckoned, however, without the intractability of female employees, of whom a large proportion forms the labour force in the shoe-making factories. The women took the holidays granted by their employers and on the following Bank Holidays there was 80 per cent. absenteeism among them. Consequently the plan was abandoned.
Their excuse was that their husbands, who worked for other companies which recognized Bank Holidays, wanted to take them out and so they stayed away. It would seem, therefore, that any staggering of holidays among different companies would have to take account of combined suitability.
London, S.W.1. ALAN BEZZACTF.