THE FINAL REPORT OF
Page 58
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THE ROYAL COMMISSION
A Precis of Those Conclusions and Recommendations which Affect the Road-transport Industry
DINl G with the railways, the Commission points out that the present difficulties are due, in the main, to two causes, first the depression in trade, especially in the heavy industries ; and, second, to road competition, and that the former is the more important.
In view of the advent of road competition, the railway companies must meet the requirements of traders in every way possible if they are to retain their traffic. The chief method adopted against road competitors appears to be to "get on the road" themselves, but the Commission cannot refrain from expressing a doubt as to whether it is wise for the companies to expend large sums for establishing services which may be in direct competition with their business as railways. It feels that such capital might be better applied to the electrification of suburban lines. It states that there has been practically no improvement in locomotive speed in this country during the past 80 years. Special fares are too often hedged about with special conditions. The railway companies should be placed under a statutory obligation to provide a seat for each passenger who joins a main-line train at its starting point.
Arterial Roads and Road Improvements.
The Commission has come to the conclusion that it cannot support any scheme which would involve the expenditure of very large additional sums of public money on the provision of new arterial roads. There is immense scope for the improvement of existing highways. The provision of by-pass roads is important.
Weak Bridges.
The Ministry of Transport should formulate a special programme in respect to the strengthening of weak bridges. This should be done at the rate of not less than 1,000 bridges a year, and special sums from the Road Fund should be definitely set aside for this purpose. It is recommended that the private ownership of all bridges carrying public highways should be abolished.
The Commission is strongly opposed to the construction by private enterprise of toll roads for motors.
Motor Taxation.
The total contributions paid by motor users in vehicle and fuel taxation amounts to £40,000,000 per year, a sum equivalent to two-thirds of the annual cost of the highway system. Of this, only 120,000,000 is paid into the Road Fund, and the Commission recommends that no proceeds of taxation (including the petrol tax) on mechanically propelled vehicles should be diverted from the Road Fund, if such diversion involves a reduction in the amount contributed of less than two-thirds of the total annual cost of the road system. The normal rates of grant made from the Road Fund should be increased to 75 per cent, in the case of Class 1, and to 65 per cent, in the ease of Class 2 roads.
Vehicles Over Four Tons to be Discouraged.
The Commission is satisfied that users of road mechanical transport are not, as a class, paying too much towards the cost of the highway system. It recognizes that, in certain circumstances, heavy loads must be carried by road, but recommends that, as a general principle, the use of lighter motor vehicles—say, four c36
tons or less in weight unladen—should be encouraged, and the employment of vehicles weighing unladen in excess of four tons should be discouraged. It is further suggested that the amount of duty payable on these heavy vehicles should be increased and that on each step in weight there should be a substantial rise in the duty payable. It sees no reason why the amount paid in respect of a heavy motorcar weighing between 9 and 10 tons should not be as high as £120 per annum.
No heavy motorcar should be allowed to exceed 10 tons in weight unladen, and the existing legal maximum weight should not be increased, whilst the maximum weight on any wheel should not exceed four tons. In making these recommendations, the Commission has prominently in view the question of competition between road and rail. Whilst fully recognizing the convenience and facilities offered by the road vehicle, it is definitely of the opinion that it is not in the national interest to encourage further diversion of heavy goods traffic from the railways to the roads.
Tyres on Commercial Vehicles.
It is recommended that every mechanically propelled vehicle used on the roads, other than heavy and light locomotives (as defined by the Road Traffic Act) and steam rollers, should be equipped with pneumatic tyres. It is realized that it would not be practicable to equip all locomotives with pneumatics, but these vehicles should certainly have tyres of soft or elastic material. Steel tyres on vehicles or trailers should be abolished and made illegal on any vehicle, with the exception of road rollers and agricultural vehicles.
Licensing of Road Hauliers.
It is believed that it would be greatly to the advantage of the road-haulage industry itself if it were to be placed on an organized basis, whilst this is an essential precedent to any attempt at general co-ordination with other forms of transport. It, therefore, recommends that road hauliers should be licensed by the Area Road Traffic Commissioners.
The Traffic Commissioner should have regard only to (a) the fitness of the vehicle and (b) the wages and conditions of service of employees, and the Fair Wages clause should be applied.
A licensing fee of per vehicle is recommended. The licensing of clearing houses is unnecessary.
Tramways and Trolley-buses.
The Commission has been informed that trams are still necessary in certain large towns, but it maintains that there are many other towns where trams are definitely unnecessary. '
Rationalization.
Three members of the Commission recommend a policy of rationalization through the purchase of the properties of the railway companies, road-transport services and such canals as might be deemed essential parts of a national scheme, and the creation of a National Transport Trust to which should be delegated by the State the duty of management on commercial lines.