W or k Minister Reviews Department's
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MEMBERS' RESTRAINED ATTITUDE.
I N his first presentation of the Estimates of the Ministry of Transport, Captain Wallace made a successful appearance. As he has not been long in office Members refrained from attack, but promised that criticism would be forthcoming, a year hence, if it were merited.
MODERN VEHICLES SAFE AND EFFICIENT, Li EGINNING with road expenditure,
the Minister spoke of the appalling casualty list, which in 1938 was 6,648 killed and 226,711 injured. He said the only small modicum of comfort was that the number of killed in 1938 was slightly less than in 1929, despite an increase of 40 per cent, in the number of motor vehicles.
Three factors had to be considered— the vehicle, the road, and the user. The modern motor vehicle was extremely efficient, and, if properly handled, was remarkably safe. Motor manufacturers had always been ready to incorporate in their products the latest safety devices, and an analysis of some 200,000 accidents in 1937 showed that only 2.4 per cent. were ascribed to mechanical failure.
The same analysis gave as less than 2 per cent, the accidents attributable primarily to road conditions. .
Segregation of traffic was accepted by the Ministry for trunk roads.
COST OF ROAD IMPROVEMENTS.
KT) less than 90 per cent, of the acci1 4dents were attributed to the " human factor." He could not yet give a considered view on all the recommendations of the Select Committee on accidents. Of the 250 recommendations some were controversial, some would require legislation, and some would affect other Departments, notably the question of " courtesy cops." The Alness report obviously merited the most careful examination by the Government.
Turning to the highways themselves, he said that the Government policy was to have a number of major schemes worked out in detail for each of their trunk roads, and to have these schemes carried to such a stage that constructional work could be undertaken as money was available.
Good progress had been made during the past year. The total cost of the schemes which the Department took over represented an estimated liability through the Road Fund of about £4,750,000. The survey of the 4,500 miles of trunk roads had now been completed. The programme for some 3,000 miles being now ready.
In order to safeguard the line of pro
By Our Special Parliamentary Correspondent
posed road, it was announced in the year 1938-39 that it was intended to make 187 Orders. Actually 154 were made, which compared with 73 and 33, respectively, for the previous years.
In 1937-38 commitments wen, entered into to the extent of £5,500,000. ln the next year additional schemes were added costing about £6,700,000. For the current year provision was made for further commit , ments up to £15,000,000. He was, of course, referring to trunk roads.
A RIBBON DEVELOPMENT AMENDMENT BILL.
WITH regard to the Bressey report VV a number of important schemes among those recommended was now being carried out. Under the Restriction of Ribbon Development Act, protection had been given to over 70,000 miles of road. Experience had shown that all the objects of the Act were not being achieved, and this was partly due to its financial provisions.
So soon as parliamentary time permitted, the Government intended to introduce an amending Bill, GOOD PROGRESS IN GROUPING.
D EGARDING the railways and the square deal," it was intended to introduce appropriate legislation next Session. He was delighted to see that road and rail interests were progressing with the groundwork of co-ordination without waiting for the passage of an Act of Parliament.
Thereafter the Minister spoke of the part played by the Department in the present national effort. He mentioned the group scheme announced in February.
At the end of May over 316,000 vehicles had been included in about 7,000 groups representing approximately 65 per cent, of the vehicles to which the scheme applied; the grouping of the remaining 35 per cent. was pro gressing . well. At the end of May particulars of 441,770 vehicles were registered in traffic area offices, and these were estimated to represent 89 per cent, of all goods vehicles in the country.
He wished to pay a tribute to the public spirit, promptitude and efficiency with which these road-transport
people had come forward. Publicservice vehicles did not present the same problem as they ran on recognized routes, but a measure of control would be necessary, and he had just issued a pamphlet on the subject. A scheme of fuel rationing had been completed for both types of vehicle.
PROHIBITIVE COST OF BRESSEY SCHEMES.
IN the debate which followed, 1powerful pleas were made for an extended system of road improvement. Mr. Herbert Morrison referred specially to the Bressey report. He also desired the Minister to pay some attention to the staffing of public corporations for which the Ministry of Transport was responsible.
With regard to the Bressey report, Mr. Morrison said the negotiations could not be contemplated on the basis of a normal grant. The capital cost would be £80,000,000 to £120,000,000.
T.A.C. SEVERELY CRITICIZED.
IT was suggested by Mr. Higgs that some remission of taxation should be granted to experimental vehicles run on gas. Mr. Poole criticized the recommendations of the Transport Advisory Council regarding railway rates. The recommendations, he asserted, were most dangerous,
Colonel Sandeman Allen said he could not understand why the powers of reference of the Transport Advisory Council included the power to examine matters concerning a " square deal" for the railways, but none to examine the road restrictions, so that the latter could not be discussed.
Sir P. Harris stated that when the Labour Government intended to set up a complete monopoly of London's traffic he opposed a Bill by which trams, buses, district railways and tubes were all to come under one control in order to have cheaper fares, more efficiency and less overcrowding. In the past few years during this monopoly there had been fewer facilities, less study of the public, and now higher fares.
LOCAL AUTHORITIES BLAMED.
THE sincere hope was expressed by Capt. Hudson that a number of the recommendations of the Accident Committee might be adopted.
Most of the Bressey report schemes would have to be initiated by the local authorities, which in a majority of cases meant the London County Council. If they did not initiate the schemes, the Minister of Transport had no power to do so himself. The L.C,C. said it was unable to proceed and the Government could not increase the grant.
With regard to the five years programme, schemes had now been approved to the value of £106,000,000. The Government had offered the appropriate grants to those schemes and it really was not the fault of the Ministry of Transport if the local authorities were not now proceeding with their schemes.