New Britain herald. [microfilm reel], March 26, 1926, Page 7, Image 7

About New Britain herald. [microfilm reel] (New Britain, Conn.) 1890-1976

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NEW BRITAIN DAILY HERALD, FRIDAY, MARCH . MM.
ATWATER OPPOSES
MOTORTRUCK BILL
Speaks Before Joint Senate and
House Committee
' 'A 5P"f u.rTTT' '7 7.J
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ol
Sptil"to The llari'4.)
Washington, D. C. March !8
.1, K. Atwater, traffic manager of the
American Hardware Corporation,
New Britain, Conn., appeared today
borore the Joint senate, and home of
representatives commute to testify
In the- Interests of the motor vehicle
commute of the Manufacturers' as
soclatlon of' Connecticut, Inc., of
ll irtford at the hearing on the bill
to regulate Interstate commerce hy
motor vehicles operating ni common
carriers on public highway.
Mr. Atwater will present the
manufacturers' side of the question
to a committee from a New England
standpoint and his testimony Is re
garded bh some of .the most Im
portant Information to come up at
the hearing. The committee has
heen In session In the national capi
tal sine last Monday.
Mr. Atwater's testimony before
the committee was as follows:
"A you take this hill under con
figuration, we ask you to think of
transportation as transportation and
not as railroad transportation.
"Every form of transportation has
its Individual characteristics. Before
any federal law of regulation is en
acted, congress should appoint a
committee to make . thorough
study and analysis of the Individual
employment, needs, and service of
the motor truck and the particular
requirements it offers to the Indus
tries, farmers, merchants, and those
employing thiB mode of transporta
tion. "Shippers, generally, have no ob
ieclion to regulation. In fact, regu
lation of the proper kind 1s recog
nized hy all business for successful
development, but It Is equally patent
that regulation, 111 conceived, will
just as effectively strangle promising
development.
"One mistake we believe Is that
this bill does not provide for the
separation of the bus from the truck.
The character of the work of each is
so different, we feel that they re
quire separate legislation.
, "1. The bus has its regular ter
minals and its passengers come to
those terminals, while the truck per
forms more of a taxi cab service.
'"2. On account of the require
ments of the manufacturer, trucks
,-annot be assigned to regular routes
or terminals. Such assignment will
eliminate, the flexibility.
"Section 4 Ninety days allowed
in which, to file application for
certificate.
"Under the wording of the act,
ihs fact that a truckman has been
in operation for years Is not prima
fala evidence of the existence of
public necessity for the trucks to
operate.' Under this act the board
can deny certificate and put the
motor carrier out of (service and de
stroy his business. There la not jus
tice )h such a law.
"Section 5. -Under this clause a
rahrosd owned, controlled or op
eiated trucking firm can obtain a
certificate for commercial trucking
between shipper consignee, and
common carrier station, arid once
obtained. U would practically be im
possible for any other operator to
obtain a similar permit for the
r.ame district, regardless of the di
versified type of service and tho
i.ecd for emergency service. This
would eliminate all competition.
"Section 6 Before Issuing permit,
bill says, the board must givo
icaaonablo consideration to avail
able transportation service by rail
:oad or other existing agencies. This
vould create a monopoly. No law
should be permitted that would tend
!o be monopolistic.
All this agitation find from all re
I orts, leads me to believe that the
i.romoters of inch legislation are of
the opinion that these motor truck
firms now In operation purchased
lv? trucks and then went out solicit
ing business. In the majority of
c,-.sen, this Is not true, j have In
mind motor truckmen operating In
Vmneetloul to whom the. long dis
tance service never entered their
tr.lnd until requests from manufac
turer came to them to handle their
Mods; Changed conditions brought
n')Oi!t In the last few years require
t.'iis f;ii'i-'iH and o'.i.r night service.
"It Is not customary for manufac
turers or shippers in general to hire
;) and that truckman, but you
ill find by studying the situation
;i.;H ucch Industry has its own In
dividual truckman, and you will
goiitrrlly find that tho truckman
only lias a few firms on his books
let whom he is hauilng goodj. The
truckman that might he called a
common carrier, ou will find In the
Minority.
"Ghltg consideration to available
transportation. Is bound to eliminate
competition and would seriously a,
teel not only our Industries, but
wholsale grocers, merchants, and
farmers, and you would be forcing
uhlppers to discontinue hiring out
side trucking ftrmo and to purchase
their own trucks. Those who favor
regulation of the tj pe set up In the
bill which T am discussing, would
tlnd that uron passage their objec
tion's were frustrated. In other
words, the manufacturer or the
large user of transportation would
be compelled to purchase his own
truck?, and In order to operate them
economical!;-, he would be compelled
to load them to maximum capacity
on delivery and return loads, so
that a great deal of the tonnage
which now moves via rail would be
diverted to truck movement in order
to make the purchased trucks proflr
nhle. "Section 7. Hearing must be
-niit.- l and evidence of convenience
atid ri"ces'i;y, before the authoriza
tion of a certificate to a truckman,
and no truckman would be per
mitted to operate without being In
possession of a certificate. With
such a law In frrce, where would
a shipper oer b" able to eecure a
Mr-d motor trick for Industrial
'frli or "niergeicy purposes?
"V"e malctalr that motor trucks
:. rfei-m a -T.ie hlch 1h rail
".:!! r;et title 10 phe. Certain
traffic Is hettir and more economl
'al!y handtM ! motor truck, and
fil
io lj tir i warn.
umMmsd mm
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The above Illustrations are only a few of the complete outfits v.e are felling io the homes of Connecticut.
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