Exceptional Prosperity for the Asking
Page 40
Page 41
If you've noticed an error in this article please click here to report it so we can fix it.
Motorways Create New Technical Problems.: Factual Information on C-licence Work Now Available : Three Urgent Matters Call for Attention by the Minister
By S. C. Bond, M. Inst. T., President, Traders Road Transport Association iENDED my message last year on an optimistic note. I said that I was sure that in 1959 trade and industry generally would become steadily better and that there would be an overwhelming upward thrust of progress. I forecast that commercial vehicle makers and operators would find themselves in the thick of the march forward, and would acquit themselves with credit, as they have always done. And so it proved to be.
Before passing straight on to the year before us, it is meet that we should glance back briefly over the road on which we have been travelling for the past 12 months. For unlike calendar years the progress of events is viol divided into periods of time or watertight compartments, and before we can look forward we must take stock of what has been done, and where we are at present. The year 1959 has not been an uneventful one and, although there may have been disappointments here and there, the good things have been immeasurably more numerous than the bad.
One of the good things that happened was the abolition, at long last, of the purchase tax on commercial-vehicle chassis. It had always been an irritant to the industry, which regarded it as thoroughly bad in principle and of small significance to the general revenue.
On the technical side, the manufacturers continued their constant efforts to improve their products, not only to meet general and specialized customer demand over a widening field, but also to hold and increase Britain's share of highly competitive export markets.
New Emphasis on Braking
Continual research goes on for technical improvements of all kinds, such as increases in engine-power output relative to size and fuel consumption, higher speed potentials and braking efficiency. Speed and braking now take on increased importance in the light of motorways. Braking efficiency is, of course, also related to hand brakes and there have been many discussions between manufacturers and operators on the subject. No doubt much will depend upon the eventual ruling of the Ministry of Transport on performance standards.
It has also become unmistakably clear that the heavyduty tyres of the future will have to be of the highest possible standard to meet the extra demands made by higher speeds under heavy loads for prolonged periods.
Another aspect of development which means a great deal to C-licence operators particularly is the growing demand for special bodies and equipment for handling and carrying different classes of goods. Manufacturers are cooperating. to the utmosi also in.this field.. This feature n6 was one of the notable points brought out by the C-licence survey made by the Traders Road Transport Association.
In July there was published the "Report of the Sample Survey on the Transport of Goods by Road" of the Ministry of Transport. The inquiry had followed very much the lines of the previous one, and, within the limits of its field, brought our knowledge up-to date. Of particular interest were the paragraphs relating to C-licence operation.
Publication of the survey taken by the T.R.T.A. about the same time, relating to C-licence operation generally, was held up through the printing dispute. In the end, in order that there might be no possible criticism on the grounds of timing, its publication was held over until after the General Election. It has been well received in all quarters and it will undoubtedly be a work of reference for the future for those students of transport, and others, who may be interested in learning something of the pattern and structure of the largest class of commercial road vehicle user in the country.
The Lie to False Claims
One thing we do hope—that we may now have allayed, once and for all, the criticisms that have been made that C-licence operators work inefficiently and uneconomically; that they deliberately cream traffic from the railways, and pay little heed to costs.
An event of outstanding importance took place towards the end of the year. On November 2 the first long stretch of motorway was opened (I ignore the Preston by-pass in this context) and a new era of road travel began. Unfortunately there were one or two accidents in the first few days that should never have occurred and the usbal panic cries went up for the imposition of speed limits. The position was not helped by what I thought were the rather incautious remarks of the Minister of Transport himself.
As though accidents were not also occurring on the other roads of the country at -the same time through the same causes—alas, •with all too distressing frequency! M1 is, of course, the safest trunk highway in the country, and I am glad that the Minister is allowing conditions to settle down properly before even thinking of taking any action to slow down traffic on a road which was designed precisely for the purpose of speeding it up.
Even more important as a single event than the construction of MI was the result of the General Election. To road operators of all classes—Glicence holders not the least of them—the result was gratifying. I am trying to say thiswithout any political bias; but it is a fact That with the. return of the present Governmentto :ritiwer,. the
doubts and fears of countless operators of all classes of road transport were allayed. I now hope that we shall hear no more about renationalization or the need for restrictions, or even for a review of the licensing system, and that transport as a whole will be kept out of the political field altogether.
On the other hand, as in so many other spheres of activity and in our social lives, the priceless•advantage . of freedom in matters of transport carries with it certain overall obligations, for the greatest good of the greatest number, and it is as well that we should always have this in mind.
This brings me to the present day. As I see the positico, Mr. Ernest Marples is faced with three major problems. These are: (a) The density and flow of urban traffic in large cities, particularly in London; (b) the urgent need for road reconstruction and development on a greater scale and at a vastly, increased tempo, and (c) the apparently almost insoluble financial difficulties in which the British Transport Commission find themselves.
Three Solutions Urgently Needed
Each of these in isolation would be sufficient to daunt a normal person, but the plain fact is that the difficulties must be overcome. Moreover, they must be tackled quickly and dealt with in the long term as well as the short, because the situation is .deteriorating all the time.
I hope that in Mr. Marples we have the right man to deal with the traffic problem, but in these matters, which are of high. national concern, almost everyone can play a part. We should ail, whether as individuals or as members of local or national associations and bodies, do everything in our. power to make the Minister's task easier rather than even more difficult than it already is.
It is always a delicate matter when the prerogatives or privileges of sectional interests are concerned, but in the end I think there may have to be a little give and take all round, with probably a little more give than take. For instance, at the time I am writing the "pink zone" scheme is in its early stages and it is, perhaps, too soon to say whether it will have the desired effect in the long run. The experiment will be watched with interest.
New Powers Required The Minister must have adequate powers if he is to stand any chance of success. These powers are not yet in his hands in many important ways. If new legislation is needed, let it be introduced without delay. Traffic must also be looked at as a whole, and not from the point et view of any particular class of user.
The relatively new science of traffic engineering should receive widespread support. New problems call for new methods. The problems of urban traffic congestion have developed so quckly and to such an alarming extent that only by the most urgent and intensive study on approved and consistent lines shall we be able to equip ourselves to face the ever-increasing difficulties.
A large body of trained and enthusiastic traffic engineers, free from other departmental entanglements or control and with the accessary authority behind them, should be attached to the principal local authorities. It is inherent in such a concept that adequate funds must be made available without the usual delays to carry out their plans, for regrettably all these things cost money. Whether or not the whole cost should fall on local authorities is a matter for Government decision. My own view is that they should have all reasonable assistance.
Trunk road development is, of cotirse, already a central responsibility. We have been given an idea in the building of M1 of what can be done. Let this work be pressed on with all speed. Where are all the magpificent equipment and the trained labour force that were so gainfully employed on Mi such a short time ago? I do not know, but what I do know is that equipment of this sort is expensive and must be kept in continual use if final costs are to be kept down. Major schemes should be progressed and dovetailed in such a way that the optimum use is made of all available resources. Wasted time is wasted money.
I know from my own industry how long it takes to conceive, develop and bring to fruition massive•schernes of this sort, but urgency is the watchword, and if it means doubling and trebling financial allocations, labour forces and technical stall's,, this should be done at all speed. The payoff will be prompt and rewarding. Unnecessary delays or halfhearted measures merely bring increasing frustrations and, eventually even higher costs. " The choice may not be an enviable one, but adequate funds are available for the asking if We go about things the right way, and there can be no doubt which is the 'right course to take.
I think the salient features of the Commission's financial position are well known to most people in the transport world and they do not make a happy 'picture. The Commission are placing a great deal of relianceand rightly so—on the success of their modernization scheme. The reappraisal published as a White Paper last July produced some impressive figures of work already done and of the other schemes and works that should be completed in the next five years.
Threat to Road Transport
Whether or not the Commission's optimism that the plan will restore their fortunes will be justified may be a matter for conjecture at this stage. Of one thing we can he quite certain. 13y the time the modernization scheme is complete we shall have a railway system second to none, and road transport will have to keep wide awake.
So far as C-licence operation is concerned; it may well be that as soon as rail transport can consistently offer the 'trader the cheapest and most efficient services available, using these terms in the broadest sense, traffic will start to return to the railways again. I need hardly emphasize how difficult it is to reverse a trend that has been going an for a long time, but we are in a completely competitive world and the final score will depend on the merits of the case. Would it be out of context if I were to wish the Commission good luck?
Optimism and Adventure
As for the general scene in 1960, the wind is set fair and a spirit of optimism and adventure is abroad. Provided we can remain free of political crises on the international front, and of labour troubles and increasing wage demands at home, there seems to be no reason why 1960 should not be an outstanding year for everyone. The one possible danger would be a renewal of inflationary pressure in the home market. The Chancellor of the Exchequer has already drawn attention to the need for price stability, and for moderation in wage demands. The Governor ofthe Bank of England has also given a somewhat oblique warning that the situation needs watching.
But, as I ended last year by saying, I am a confirmed optimist in these matters. I am convinced that the world in general is on the threshold of a period• of exceptional development and prosperity. There is no reason at all why we should not enjoy our full share of it, provided only that we keep pur heads and all pull together as a nation. So good luck and good fortune to everyone ii the coming year.