Good Work by the Associations
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No industry in this country is better catered for by representative associations than is road transport in its many spheres. There is an inclination in some quarters to believe that their number is excessive, but it must always be remembered that the business of this industry is divided into several clearly defined sections and -Subsections.
The first big division is that between goodscarrying and passenger transport. In the case of the former, there are three branches, the largest being the .ancillary user, or the man or concern running vehicles purely in connection with the business of the operator. Next comes the true haulier, who carries entirely for, as it is termed, hire or reward, and, last, the B licensee, who endeavours to combine the functions of both.
There is a certain amount of overlapping in connection with the bodies representing users in the goods-transport field, and some be]ieve that, eventually, there will be either one large representative association with sections to cover the different interests, or two organizations, one for the ancillary user and the other for the haulage man_ On the passenger side, and apart from transport boards, the industry is split into private or com pany operation and municipal ownership. For these there are three main bodies, one of which, although mostly municipal, admits manufacturing and supplying concerns to membership.
Other Bodies With Road Interests.
In addition, industrial transport managers have their own organization, this being considered necessary becauSe such officials usually have to deal with all classes of transport and have to face problems out of the ordinary sphere of the operator who confines himself purely to road vehicles.
There are, of course, other associations which include road transport in their curriculum, but not as the predominant interest. There are also partic.itiar bodies concerned with the manufacturing, selling and engineering sides, but these are beyond the scope of our present remarks.
There is little doubt that it is through the co-operation and activities of these representatives of the industry that road transport, as a whole, has been able to maintain itself in a reasonably flourishing condition. One of the worst things that can happen to any business is for it to remain mute in the face of actual and potential difficulties and restrictions. It is only by constant hammering at grievances that exist and the putting forward of constructive suggestions, that such difficult matters as licensing, taxation, labour conditions and wages, and points in design can be more or less harmoniously co-ordinated.
In these and other respects such bodies have done excellent work. It may be that some of them might have done more, if they had received better support from those who, whilst not assisting their efforts by becoming members, have benefited by their labours.
Co-operation Means Additional Strength.
In dictatorship countries, all participants in an industry are forced to join their respective organizations, but in this country it is left to the initiative of the individual and, in many cases, it is only by proof of good work carried out that the latter can be induced to link up—and not always then.
On many occasions, members of various Governments, including successive Ministers of Transport, have pointed out the value to their departments of first-hand information regarding transport activities and their wish to co-operate so far as possible with the particular interests concerned.
The difficult times through which road transport is passing and the possible dangers that lie ahead of it make it all the more important that the associations should continue vigorously to press forward their views and, at the same time, to encourage additions to their ranks.
The cost of membership of most of such bodies is not excessive when considered in relation to the benefits — individual and general — which are obtained. This small expense should be looked upon as something akin to a business liability, or, perhaps better, as a form of insurance against possible restrictions.
Spare the Horse and Help the Road
ONE hot afternoon, when the tar was melting, we saw a once-noble steed fighting its way up a fairly steep acclivity against the cruel drag of an overladen cart. Our thoughts settled into a fantasy, in which we saw a Licensing Authority, a railway director and (we must admit it) a big road haulier, all harnessed to a cart which was full—and more than full—of sacks of cement. They were not happy.
This age is supposed to be civilized. Men are presumed to be refined and full of high ideals. So why do so many so-called sons of civilization still conspire to tolerate—yes, and almost encourage—a mode of transport which literally belongs to the bronze age ? What excuse can these people offer? The railways and certain transport contractors (nearly all of whom use motor vehicles as well, if they use horses) may say that the capital expenditure on replacement is too great for them, or they may claim that the horse and cart are more economical for certain work.
There are plenty of motor vehicles that can do the work of three horses and carts, let alone one, at less cost. " Do not forget the electric vehicle," we would say for the thousandth time.
As for the Licensing Authorities, they are good and conscientious, but, in the interests of road safety, national economy and—as a concession we will mention it last—humanity, they should take every opportunity they can to sanction replacement of horses by motor vehicles.
The horse as a means for vehicle haulage is now an anachronism. In busy thoroughfares it constitutes an important factor in congestion by restricting traffic flow, and the poor animal, half-gassed by its proximity to engine exhausts, is continually straining to stop and start its heavy load.
Should Buses Have Fixed Stops?
FOR a long time the buses of Paris have been losing considerable sums of money, and there has been much talk of a large increase in fares. Experience there and elsewhere has shown that additions to fares have not always meant a rise in revenue—in fact, the reverse has sometimes proved to be the case.
However, the increase has been obviated for the time being by an economy effected in an unusual way. This is by the suppression of all obligatory stops. This has not been done without a trial, but as a result of the success which has been achieved over a period by reducing the number of halts.
Now, the vehicles can travel from terminus to terminus and stop only when passengers wish to board or alight. It is estimated that this procedure will result in a considerable saving of fuel. Efforts are also being made to add to the attractiveness of the vehicles, as, for instance, by the addition of internal mirrors.
In London, also, there has been a tendency towards decreasing the number of fixed stops, by the institution of many more "request" stop signs. It seems to us that the Paris concern might have been better advised to have adopted this policy rather than to permit passengers to arrest the vehicle just where and when they please. It is most aggravating to a driver and other passengers when a bus is pulled up several times in, possibly, a few yards, and Londoners are becoming quite accustomed to making for the nearest request stop.
It is only a Ittle time since the days when, in the London area, any passenger or would-be fare could enforce the stopping of a bus at almost any point.