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12th June 1964, Page 77
12th June 1964
Page 77
Page 77, 12th June 1964 — 'Cut Customs Documents' Call from 1.11.11.
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From a Special Correspondent

AT its ninth Congress, in Cannes last week, the International Road Transport Union (l.R.U.) called for, among other matters, the scrapping of customs documentation, the ending of Sunday and holiday bans on lorry movements, and general freedom of movement for commercial vehicles.

The French Minister of Transport, M. Marc Jacquet, presided at the closing session, when the resolutions were passed. Some 350 delegates were present in 41 delegations from 26 European countries. Canada, Australia, India and Japan were also represented: Morocco and Turkey sent observers.

British organizations at the Congress included the Ministry of Transport, International Road Federation, British Road Federation, Road Haulage Association, Traders Road Transport Association, the Society of Motor Manufacturers and Traders, and the B.R.S. Federation.

Congress unanimously adopted its steering committee's resolutions which made the following appeals:— 1. Ending of all customs documentation concerning road vehicles, including trailers.

2. Effective priority for all vehicles working under the Tilt system, in view of the guarantees provided by the system signed by many countries, including Spain, who recently joined the scheme.

3. Ending of bans on heavy lorry movements on Sundays and public holidays.

4. Improved organization of transport bodies coupled with adequate training of personnel.

5. General freedom of transit throughout Europe.

6. Establishment of a European Highway Code to eliminate high risks consequent upon the diversity of traffic laws.

7, An increased number of by-passes.

8. Building of a motorway through the Brenner Pass.

The three sections of the I.R.U. met on this occasion. They cover respectively: passenger transport, public goods transport and own-account transport. Discussions were held in the framework of general policy outlined by the Union at the close of the last Congress in Munich, in 1962.

This policy has as its main objective: to meet users' needs, to lower progressively both operating costs and welfare costs, to ensure adequate profit for transport operators. Discussion stressed the need for free user choice, and for financial soundness for each category of transport and each operator. Need for healthy competition between modes of transport was stressed by delegates.

First speakers during general debate were from the European Economic Community (E.E.C.) Transport Corn

mittec; recommendations then followed from the European Transport Ministers' Conference, representing 17 European countries, Resolutions were put by European and other members of• the International Road Transport Union. Finally the work of U.N.O. specialized bodies was outlined.

An important point on Austria and Switzerland was put by M. LambertSchaus, Member of the E.E.C. Commission. He said: "There are continual talks between different stages of discussions. The common transport policy defined by the E.E.C. has no meaning if it remains limited to the Six and does not spread to Austria and Switzerland, and then to other European and non-European countries."

M. Le Vert, representing the U.N., illustrated the recent growth of international road transport, which had doubled in five years, he said, whilst other forms of traffic were doubling in 15 or 20 years. In a reference to the TIR system, set up in 1959 to reduce customs to the start and finish of journeys, M. Lc Vert estimated that one T1R carnet was now being issued every 2+ minutes.

A matter discussed at length during the Cannes Congress was that of obtaining uniform weights and dimensions for heavy lorries. It emerged that West Germany's viewpoint within the European Transport Ministers' Conference was currently causing some difficulty. Germany's view within the E.E.C. was also an obstacle to unification now being attempted at factory level, it was said.

Development and financing of road programmes were also dealt with at length. The Union's president, M. R ichardDeshais, said that private motorists and public carriers were not the only ones to benefit from road programmes. Areas bordering the new roads and the State itself reaped advantage.

M. Richard-Deshais also said that international road haulage would develop normally only if distortions to free competition were eliminated. Public authorities should avoid inequality of treatment and fiscal legislation should be strictly neutral. Tax laws should never falsify freedom of choice.

As to investment sharing, the basic problem was to envisage precisely the volume of various classes of traffic in terms of time and space. This was essential to the provision of adequate roads in good time, be said.

M. Jacquet, referring to future road programmes, said investment costs should be distinguished from maintenance and operating costs in any discussion. The latter, he said, should be shared between users in accordance with their various responsibilities.

Outlining France's plans, he said that if 1960 were an index of 100, then road traffic would be 220 in 1970 and 400 in 1985. To this was added the obligation of developing certain regions of the country, He estimated that 6,000 kilometres of main motorway would be needed in 1985 "to achieve a European and international road network worthy of the name ".

Studies abroad, as well as in France, he said, had shown that it was an urgent matter to provide rapid main throughways in urban areas.. In Paris alone, some 1,000 kilometres of express roads would be required in 1985.

The Minister also made the point: "It is agreed that light traffic, particularly private cars, will have to bear the brunt of operating and maintenance costs. But contributions by the road transport sector will not be reduced, for all that."


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