Road Transport Activities
Page 33
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IN PARLIAMENT
By Our Special Parliamentary Correspondent
SPECIAL SPEED LIMIT UNTIL 1939.
THE Standing Committee of the " House of Commons which is considering the Road Traffic Bill discussed a proposal by Colonel Moore-Brabazon that the speed limit of 30 m.p.h. in built-up areas should not continue beyond the end of 1937. He regarded the matter as experimental, and results, he said, could be ascertained only by experience.
Mr. 0. Stanley, Minister of Transport, agreed that everything being done to meet the existing situation of road traffic was experimental, as the conditions changed so rapidly. Although he had great confidence in the effect of the speed limit, he did not claim the knowledge of the future and the absolute certainty of those who, opposing the clause, said that it was bound to • fail altogether.
Three years, however, was too short a period in which to bring the speed limit into force and to map out the areas to which it should apply. He would he prepared to accept five years for the experimental period, which would thus end in 1939. The Government and the House of Commons would at that time be able to review the ref ults.' Colonel Moore Bralaazon agreed with this suggestion and the amendment applying the speed limit to the end of 1939 was agreed to.
A general discussion thereafter took place on the question that Clause 1 as amended should stand part of the Bill. The Clause was carried by 29 votes to 7.,
ENDORSEMENT OF LICENCES.
ON Clause 3, which exempts front the speed limit vehicles used for fire-brigade, ambulance or other public services, a proposal was made to exempt also doctors' cars, but it was withdrawn. Another amendment, which was negatived on Mr. Stanley promising to consult the Home Office, provided that exempted vehicles should be equipped with appliances for making a distinctive sound.
Some discussion ensued upon Clause 4, which requires a licence to be endorsed for breach of speed limit or for careless driving. Sir W. Brass moved that endorsement should not be enforced for exceeding the speed limit.
The Minister said he was prepared, at a later stage, to propose amendments which would allow the driver convicted. Of exceeding the speed limit to cleanse his record after a short probationary period, but he could not agree to complete exemption from endorsement, or even to optional endorsement. DRIVING TO TIME-TABLES.
Up. GRENFELL Moved an amend1V1ment providing that, in the case of a driver of a public-service or heavy goods vehicle who contravened the Clause, all the circusastances of the conviction should be forwarded to the authority responsible for the issue of the licence. He declared that many drivers had to drive to time-tables, and in that sense had not complete control over their speed.
Mr. Stanley, whilst sympathizing with the employed man, could not accept the assumption that every employed man who broke the speed limit did so because he had to observe a time-table. Mr. Stanley pointed out that under the Road and Rail Traffic Act it woniti he possible to impose severe penalties on employers who compelled drivers to drive to a time-table involving a breach of the law. The amendment was withdrawn and the Committee adjourned.
INQUIRIES INTO 'ACCIDENTS.
THE Minister stated that, under Seetion 23 of the Road Traffic Act,1930, he had directed special inquiries to be mad b into four road accidents during 1933. In one of these cases the inquiry was held in public.
In addition, less formal investigations were made by his officers into a substantial number of accidents in which defects of vehicles or of the road were alleged. Mr. Guy suggested that the holding of public inquiries would serve a useful purpose in focusing public attention on the causes of certain motor accidents but MI*. Stanley pointed out that a public inquiry was held by the coroner into every case of ' a fatal accident.
£37,000,000 REVENUE FROM MOTOR SPIRIT.
1N a statement of the approximate net revenue derived frcm the tax on oil during the year 1933-34, which was furnished by Mr. Hore-Belisha, Secretary to the Treasury, it was shown that, in the light-oil class, motor spirit brought in £36,910.000, whilst other spirit produced £596,000. In the heavy-oil category, the revenue from lubricating oil was £368,000 and from gas oil £297,000. These figures Are provisional and subject to correction.
MINISTER REFUSES FURTHER LEGISLATION.
ATTENTION was again called by Sir R. Gower to damage to buildings abutting on highways, owing, he alleged, to the excessive speed of heavy vehicles with solid tyres, and the proposal made that -further legislation should be introduced to prevent such cause of damage, or to provide for the payment of compensation to owners of buildings.
Mr. Stanley pointed out that the maximum speed permitted to heavy motorcars equipped with soft or elastic tyres was 16 m.p.h., and heavy motorcars, light locomotives and heavy locomotives having solid tyres were limited to 5 m.p.h. All new goods vehicles were required to be equipped with pneumatic tyres, and the system of taxation was framed to encourage the substitution of pneumatics for solids.
Further, local authorities had powers to make, subject to his confirmation, Orders prohibiting or restricting on specified roads the use of vehicles of any particular class on the ground that the roads to be used were unsuitable. He did not, therefore, think that further legislation was required.
INSURANCE COMPANIES' DEPOSIT.
THE Parliamentary Secretary to the Board of Trade, who was asked by Mr. Hall-Caine whether the Government would consider taking steps to increase to £100,000 the £15,000 deposit demanded by the Road Traffic Act, 1930, from insurance companies, said that the suggestion had been noted.
THE RIVER FORTH FERRY SERVICE.
UAR. GUY inquired as to the number litIof occasions, since the commencement of the new ferry system across the Forth at Queensferry, when the service of one or otlier of the feiry boats had been interrupted owing to tidal, weather or pier difficulties. Mr. Stanley said he was informed by the operators of the ferry that the full service was inaugurated on March 21 and provided for 64 crossings daily.
The total number of crossings up to and including May 6 should have been 3,008. The actual number fell short of this by 93, owing chiefly to heavy gales on four consecutive days in April. At no time during any day was the service entirely suspended, and on no day was the number of sailings less than the number required by the ferry contract. Mr.•Guy suggested that the ideal solution of the transport problem across the river was a road bridge.