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Heavy Transport Requires Better Road Conditions
Page 88
Page 89
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by
C. W. Reeve, CB .E., Chairman and Managing Director, The Associated Equipment Co., Ltd.
A More Broad-minded Legislative Outlook, as well as Modern Highways, Needed to Ensure Safety and Permit Road Trans port Development
DURING the period of the Ummercial Motor Exhibition suitable opportunities will occur to everyone concerned with road transport to
review problems of the moment. Foremost among these, in my opinion, is the need for vastly improved highways conditions in this country.
Much thought has already been devoted to the subject, but immediate action is required to remove the many handicaps to progress that exist in our industry. Official figures issued by the Home Office in a White Paper dated March12, 1937, on the subject of road accidents, suggest that road travel is still a somewhat hazardous undertaking. The analysis of accidents published in the document reveals a variety of causes.
• Unsuitable Roads a
Its conclusions have been seriously challenged, as it appears to overlook causes attributable to " unsuitable roads and primitive highways conditions generally. Authorities responsible for highways development are, of course, finding it difficult to keep pace with the increasing output of the motor-manufacturing industry and the amazing progress of road transport during the past few years.
Compared with four years previously, the census in 1935 showed an increase of 35 per cent, in the number of vehicles passing 4,900 selected points on Class l roads. -Tonnage carried by goods vehicles has increased at a phenomenal rate and, since 1931, there has been a 25-per-cent. increase in the number of mechanically propelled vehicles.
Further statistics in great variety are available to emphasize this aspect of the road problem as it exists to-day; but, as road transport grows as a service of national importance, it is essential that highway progress should advance in like manner. In this connection, it is significant to observe that, in 25 years, the total road mileage in this country has increased by only 1.5 per cent. In the cIrresponding period, however, the number of vehicles operating on the roads has multiplied 19 times and British traffic is to-day the densest in the world.
The control of our national highways is a matter demanding far more serious attention than it receives under the present system of administration. Although the trunk roads now fall within the jurisdiction of the Minister of Transport, and we are hopeful that something practical will result, those sections passing through cities and leading boroughs are left in the charge of the local authorities to maintain or reconstruct, according to their individual interpretations of modern road-traffic requirements, and governed by the funds available for the purpose. This divided responsibility cannot augur well for road-transport users in general and, hitherto, has resulted in numbers of inadequate and dangerous roads being perpetuated, producing serious congestion and accounting for many accidents.
Actually, no fewer than 1,300 local authorities are responsible for the general road system of the country, which, according to modern conceptions of efficient administration, is a chaotic state of affairs. Such a condition compares most unfavourably with those applying in other countries.
For example, Germany proposes to constyuct 4,400 miles of new doubletrack roadways, employing 250,000 men and building at the rate of 650 miles per annum. At present, 620 miles of new, uniform concrete highways are in existence, designed for average speeds of 50-60 m.p.h. Their total width, inclusive of a green_ centre belt, is over 70 ft.
• Far-sighted •
The entire road system of Germany is controlled by an Inspector-General of Roads. Land for development is acquired by purchase, the Government having power to assess the land values. One is encouraged to believe that much valuable information will have been gathered by the Members of Parliament and others who have recently inspected the German system.
Progress on a similarly generous scale is now taking place in Italy, France and the U.S.A. Although the solution of highways problems is admittedly more difficult in this country than elsewhere, the foregoing particulars emphasize the urgent need for taking immediate steps towards road safety and improved travel facilities. In future road planning, it is considered that, whilst providing in every way for lighttraffic requirements, adequate attention should be devoted to the safe, easy and unrestricted passage of the heavier types. At present, many roundabouts, which are admirable
for smaller vehicles, offer unneces: sary obstruction, if not actual danger, to the larger types, by reason of the unduly small turning space.
Without suggesting that new roads should be designed and constructed to carry traffic that can be handled more economically by the railways, the roads of the future must ensure convenience and safety for heavy vehicles engaged in their legitimate functions of conveying goods and passengers.
Important as they are, improved roads alone will never bring about ideal conditions for industrial transport. Present-day legislation, affecting legal road speeds and taxation methods, for example, does not make sufficient allowances for mechanical improvements in vehicles of all types. Maximum-load goods vehicles of to-day are capable of much higher speeds, with safety, than those permitted at present.
The various speed limits of 16, 20 and 30 m.p.h. for heavy vehicles are in themselves, elements of danger, whereas a uniform maximum speed of, say, 30 m.p.h. for all types would reduce road congestion, obviate the need for frequent overtaking and facilitate the contioi . of traffic. Vehicle taxation on unladen, instead of laden, weight is illogical, en-. courages overloading as a form of tax evasion, and, limits improvement in design and development. For instance, the fitting of an oil engine very often involves a slight increase in unladen weight and brings heavier taxation in its train.
In conclusion, I would add that the Commercial Motor Exhibition, in revealing British manufacturers' progress, should offer considerable opportunities for reflection by those to whom the road-transport industry will look for prompt solutions of the above-mentioned problems. The powers must prepare now for continuous expansion—not wait and allow conditions to become serious.