'A sad reversion to the dark ages before the War'
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STUDIES of this, that and the other are as characteristic of Dr. Beeching as they were of Leonardo da Vinci. His progress towards the solution of a problem is usually marked by the successive findings of groups of experts called in to-deal With different aspects of the subject. The celebrated report on the re-shaping of British Railways was heralded by selected extracts from some of the things that the experts had discovered; and an appendix to the report summarizes the outcome of a whole group of studies which were said to be planned so that results could be integrated for the purpose of determining the shape and size of a railway fitted to present day conditions and
requirements. Such a consummation would justify any number of
• studies. Road operators may have regarded them as a harmless foible of Dr. Beeching's. They were prepared to shrug off statistics in a further study. in the very last appendix to the report which purported to show that liner train costs would fall below road costs for distances exceeding 100 miles. The figures quoted for road costs may have surprised some hauliers', but have not prevented them from ' assisting in a more recent study by a firm. of market research. consultants with the object of estimating the volume of traffic already carried on trunk routes which . might suitably be sub-contracted to the railways for carriage
by liner trains. .
Latest Investigation
More disquieting to road operators is the news of Dr. Beeching's latest investigation. The attempt is being made, according to report, " to establish the cost of trunk haulage by road, as distinct from the tax cost ". If this could he done, says Dr. Beeching, the break-even point for liner trains would be brought down from 100 miles to below 75 miles, perhaps as low as 50 miles. This is a different story, and a more alarming one than the previbusly announced intention of attracting traffic to liner trains, and perhaps reducing the break-even distance by making the service more efficient and more economical, so much so that hauliers themselves might prefer to use it.
' -Even if •Dr. Beeching has an irresistible 'urge to make studies, they are never set in motion purely for their own sake. There is always a clearly defined goal. It is not difficult to guess what he has in mind at the present time. Taxation paid by road users does not represent what he would call the "real cost ". He would prefer to see substituted (or added to the existing tax) the appropriate amount due in respect of each vehicle. .
As is well known, road users pay in aggregate over £750 m. per annum in special taxation, mostly fuel tax and vehicle licence duties, and the amount is increasing each year. However one manipulates the figures, the money spent each year on road building and maintenance, both from central funds and by local authorities, does not exceed one'third of the total tax. The Treasury appears to he well On the right side unless One accepts the reasoning of Lord Stonharn and believes that the other side of the scale should be weighted with such items as the cost of con
gestion, road accidents, . noise, vibration and fumes.
Dr. Beeching can hardly have in mind remitting the tax and charging the individual for his use of the road. The Treasury might find itself considerably worse off. What Dr. Beeching hopes to prove is that certain categories of user are getting more out of the roads than -they put in.
No great perspicacity is needed to realize that the main target is the long-distance goods vehicle.
At first sight the attempt may Seem ludicrous. The typical heavy goods vehicle earns for the Exchequer a sum probably in excess of £.1,000. per annum before it earns a penny for its owner who must also pay all the usual rates and taxes expected from a normal business, The licence duties increase steeply with the size of the vehicle and the amount of fuel tax is entirely dependent on the mileage covered. in short, the present tax system, as well as being easy to administer, provides at least a rough-and-ready method of equating contribution S with road use.
Not Universally Accepted
Not everybody accepts this. The objection most often made is that the heavy vehicle causes' more damage to a road surface than almost any number ofcars. An investigation into this aspect of road costs is now being made by the Road Research Laboratory, and there is no doubt that it will be prominent in Dr. Beeching's new study: With other points that may emerge; a strong case might be built up for suggesting that the long-distance operator is a state pensioner rather than the philanthropist he Has always believed himself, and the .case will go forward with the prestige behind the railways and the name of Dr. Beeching.
This may be the first point that occurs to operators, particularly hauliers. They offered their assistance to Dr. Beeching almost before he suggested it. He has made plain in his discussions with the National Union of Railwaymen that he regards the co-operation of hauliers as essential to the success of the liner train service, It is a sad reversion to the dark ages before the War that he should then plot their downfall.
Most of the railways' traditional grievances are past history. • They can even count some blessings for which they may not have dared to hope. Their historic debt has been written off and a good deal more besides. They have been given generous financial help in the task of bringing themselves up to date. They have almost complete commercial freedom, as well as considerable tax and rate privileges, including the waiving of fuel tax on the diesel oil which they now use in considerable quantities. What right have they now to demand more restrictions and heavier burdens on their competitors?
Dr. 13eecbing's study comes up. with the anticipated results he will not only have to face the opposition of hauliers and C licence holders—reinforced almost certainly by the Transport Holding Company on behalf of British Road Services. The whole of trade and industry will object to a proposal which can only have the effect of putting up the cost of transport with inevitable repercussions on the price of every commodity.