OPINIONS
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QUERIES
A WARNING TO ANCILLARY USERS.
[5514] The Road v. Rail War has again been resumed, this time with renewed vigour lBoth sides ask for fair play, both complain of too much legislativre restriction (in different complexions) and both lay claim to their responsibilities in the event of national necessity.
Now, however, that the gloves are off and even the sleeves rolled up, it is becoming more apparent, in statements made by both sides, that the public is the arch-enemy, or rather that section of the public which in business operates vehicles under C licences, in other words, the ancillary users of transport. These C-licence holders, operating --as they do about 60 per cent. of goods vehicles on the roads to-day, represent a menace which, the two sides aver, has to be faced and faced squarely.
And what of the C-licence holders themselves ? They have no protection as such and are meantime mainly represented by associations the interests of which lie
in the very reverse direction. Is it not time that C-licence holders realized this and did something about it ? In any case, I can repeat to them only, " You
have been warned," ANDREW HASTIE. London, S.W.I.
MORE SUGGESTIONS FOR PUBLICITY.
[5515] It is indeed inspiring to note the fighting spirit predominant in your correspondents letters of last week, Mr. Lewis Pritchard declares "War The gloves are off ; the fight is on," whilst Mr. E B. H. Palmer advocates the establishment of a fighting fund and urges the calling of mass meetings and even considers the possi. bilities of soap box oratory and loud speakervans.
It is now known that the A.R.O. has established a propaganda fund and embarked upon a campaign involving the distribution of leaflets to the trading community and the placarding of members' vehicles yaluable though such a nioNie may he, I would respectfully suggest that it does not go far enough. Whatever steps the A.R.O. may take in this direction, through being confined to its members only they cannot possibly have a large effect and will only be swamped by the intensive railway propaganda now flooding the country.
For some long time past the B.R.F. has circularized the trading community and there can be no doubt that we have its support, as witness the resolutions passed by the large number of Chambers of Commerce calling for the immediate amendment of the 1933 Act. , However, the railway companies have directed their appeal "to every member of the public," and:it is just this man in the street who does not know what our grievances are and who is being misled by the railways' statement that they " have no desire to interfere with other -transport services."
May I reiterate the suggestion put forward by Mr. F. G. Witcher at various drivers' meetings held under the auspices of the A.R,.0. some three years ago? Mr. Witcher suggested a series of lorry parades and demonstrations. thronghout London and the principal cities, calling attention to the injustices under which the industry labours and demanding some alleviation.
I. know definitely that such a scheme would receive the enthusiastic support of a large number of operators in this area, as it is their opinion that only by such methods can we expect to reach effectively the ears of the general public. Particularly is this necessary in view of the fact that a large section of the " national " Press has shown its railway bias by openly advocating "restoring the heavy long-.distance traffic to the rail. ways."
In Mr. Palmer's words, if we are to defeat any "new deal" for the railway companies that will strengthen their "hands against road transport, we must act now and without hesitation.
0. L. LEWIS, • Sutton. for 0. L. Lewis, Licensed Hauliers.
THAT SQUARE DEAL.
[55161 With the threat of further legislation hanging over us, together with the likelihood of additional reliefs for the railways—their freeing from rates control is timed to coincide with control measures for the road operator—it is absolutely. necessary to establish a publicity department in order to see that the road case is put fairly to the public.
The railway methods being employed to-day to present their case provide a warning and an example. We must ,advertise, and on a national scale. The associations are doing much excellent work in their way, but for this publicity an advertising expert, or advertising house must be called in to present our case. Could not a Publicity Council be formed, employing such a house ?
When the individual operator goes to the Traffic Court he employs counsel to present his application. Ho' Much more necessary is it then that we should employ a specialist to present our case to the general public, . .
and through them to Parliament ? Once we have gained the support of the public and stated our case, no -Government will dare to attempt our destruction as it is attempting at present ; the railways try to hold the public's attention and sympathies, and even if they fail in their attempt to free themselves of their own restrictions, their campaign will have paved the way to the imposition of further restsictions on road transport.
The man in the street says: "There must be some' thing in this business—the railways are losing money, their rates schedules must remain to protect the trader and the heavy industries. How then can they be helped ? Why, by the imposition of further restrictions on their, chief competitors, the wicked road-transport people." If the facts of the case be not placed before the country at once, the opportunity will be lost for all time.
Who is to pay for this, and how ? By a levy of £1•per vehicle on all operators of A and B licensed
vehicles, The area secretaries of the associations could arrange this collection from members and non-members alike. Every operator should be made to realize what the associations are doing. That they are veritably fighting for his existence and that if he does not help he will undoubtedly lose his work. Commercial-vehicle makers should also be asked to contribute, for they would certainly lose business with any reduction in road-transport facilities.
Slogans such as " A Square Deal for Road Transport Too " should be postered on the vehicles of every operator in the country, on hoardings, etc„ and printed on the letter headings and enveldpes of roadtransport concerns. We have got to fight for our very existence, and fight hard at that, handicapped as we are by lack of unity of policy and starting from scratch.
Newspapers must be made to examine the case for road transport and the reform of the Traffic Acts, and the result properly reported. More harm is being done to-day through ignorance of the true facts than by rail propaganda, which is discernible as such by most people. Failing this, operators should be informed of the names of the offending paper or papers and boycott . them, and induce their employees to do so too. Manufacturers and traders in the motor trade should be requested to refrain from advertising therein. The drop in advertising revenue so occasioned and the loss of 1,250,000 readers should take effect in this way we shall soon get a hearing and a square deal.
It is not impossible, so let the big men of the industry act, especially the big men of the associations, for by such action they will hot only save their livelihood, but teach the little men of the transport world that there is a good reason for belonging to an association.
E. G. MORRIS, Of Messrs. E. P. Morris, Leicester. Haulage Contractors.
J.D.P. OFFERS HIS SERVICES TO MR. McDOWALL.
[5517] I reply here to Mr. McDowall's article " Remedy Road Repression," because of reluctance further to encroach upon your space elsewhere.
First, I have to thank my godparents for giving me the initials J.D.P. instead of G.W.R. or L.M.S. the appearance of which, some nine times, would have given the page a strong and unwelcome resemblance to a railway time-table I
Mr. McDowall's ready-made come-back is returned with thanks. If it comes to analogy I could probably rake up something of 'my own—" Pretty Darn Querulous" for example—but my better nature forbids! Anyway, I had hoped that my own recurring theme was "Just Don't Procrastinate."
Now, do I appear, or am I likely to be, satisfied with the status quo ? Of courae not, but I do hold that road transport has no time kir remedying past deficiencies of justice while the risk of fresh penalties assails it, and white the vital need exists to resist them with a far greater militant attitude than has obtained in the past. Let this be done first, so that the work of resuscitation can proceed free from the fear of a flank attack.
Am I, either, likely to use the words "specious reasoning and misstatements" with any other application than to the railways ? I know your contributor dis a4fi claims such a motive, but I am only too happy personally to say so.
He states his agreement that road transport cannot be killed and adds that it can be filched from the pioneers. This is the very aspect upon which I feel so strongly and wish only that the C licensee-and private-car owner (the next in line of attack) could be jerked from their complacency before this fell design is successfully accomplished. My first article "Will the Crisis Terminate Restriction `I" was inspired by the following thoughts : The railways have shrieked three times. The first brought them balm in the shape of restriction on passenger transport by road. The second had the same effect on goods transport. The third (badly, planned, psychologically, after the Crisis) will bring, I seem to think, "the raspberry," with the inestimable value of road transport so recently thrust under the very . noses of those in authority.
But it is his very last paragraph which interests me. The "blind faith" I have is readily admitted to be "a poor thing, but mine own." Now he can turn this blind faith of mine to any and every use of which I am capable If I can show any ability to help in the work of giving road transport a " trip line" to use, lead -me to it; yea, even unto the menial task. of licking envelopes! I make this offer in all sincerity. The milk trader seems to be doing it; the railways indubitably
have done it with their protest pamphlets. So, Mr. McDowall, if you give the order: "Let go for-rard, let go aft. Full ahead ! " I am quite willing to serve under you, and this leaves positively the last word in
your hands! J.D.P. Bournemouth,
A SPECIAL VAN FOR LIBRARIES.
[55181 We are considering the purchase of a used vehicle for the purpose of carrying books to enable us to visit our agents each month and to service their libraries.
We shall be grateful if you will comment on soine of the questions which arise in connection with the choice of a suitable vehicle.
(1) Can you put us in touch with a concern . which specializes or has supplied bodies for this purpose?
(2) If we are to take a standard body, we have in mind a body with a low loading line, with sliding door at the back, a body tall enough to allow the service man 'to stand up in the normal way. The load to be about 12 cwt. in books. J. MACK, Perth. For Lexicon Libraries, Ltd.
[We regret that we are unable to give you the name of . a coachbuilder who specializes in bodywork for book-carrying vans. J. H. Jennings and Son, Ltd., Sandbach, Cheshire, has a wide experience in travelling shops of all kinds and we feel sure that this concern could give you every satisfaction if you would give them details of your requirements. A van with standing headroom, that is from 5 ft. 8 ins. to 6 ft., and to carry a net load of 12 cwt., is not a standardized pattern and you would have to purchase a larger vehicle suitable for a load of 25 cwt. to 30 cwt. in order to obtain sufficient headroom. On the other hand, you could buy a smaller van and have the headroom increased by rebuilding the upper part of the body. Presumably the van is to have shelves on each side of a central gangway, with a back door. If the van has a clerestory or lantern roof, this will provide natural lighting inside the body. You mention a sliding door, hut if this is to be in the middle of the back we would suggest either a hinged door or a roller shutter.— En.]