'Industry has become ever more dependent on our roads'
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4 en years ago Margaret Thatcher
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opened the last stretch of the M25. The resultant steep rise in traffic density should have been expected but apparently surprised the planners, necessitating expensive widening at strategic points. A standard stretch of three-lane motorway is designed to carry 79,000 vehicles a day. On some parts of the M25 and M6 flows exceed 200,000 vehicles a day. In fact, traffic carried by all motorways has increased by 61% over 10 years— almost twice as much as all other roads.
At the same time, the number of private cars and light CVs has increased substantially (light CVs by some 26%) to 2.5 million. LGVs actually decreased by 20%, partly due to improvements in efficiency. However, all vehicles are travelling greater distances. Since 1984, goods vehicle traffic has increased by 44% overall and by 62% on motorways. This amounts to 42 billion vehicle-miles, and is expected to rise by a further 16% by 2000. From the economic viewpoint industry has become ever more dependent on our roads. Distribution accounts for 15% of all costs and 65% of all inland freight movement is carried by road. The remaining 35%, which includes coal and oil, goes by rail, sea and pipeline. Direct competition between road and rail is small because 50% of all road journeys are less than 30 miles. Only 18% are more than 100 miles.
The construction of the motorway network has, as intended, diverted longer distance freight traffic on to higher standard roads. Unfortunately as congestion increases some traffic is being forced back on to rural roads.
So do we need more motorways? In the absence of any sweeping changes to our transport philosophy, the answer is "Yes". We have 2,248 miles of motorway—just 0.9% of the total road network—carrying 15% of all traffic. Officially, only another 174 miles are planned, and most of this is an upgrade of existing dual carriageways. In contrast, Germany has 7,000 miles of motorway, with 2,000 more planned. Similarly, France has 5,600 miles with 3,500 more to build. The Netherlands— one sixth the size of Britain—already has 1,350 miles and plans to expand this by 17%. Traffic flow per kilometre per day in Germany and France averages 36,000 and 24,000, compared with the UK's 57,000, although car ownership in Britain is among the lowest in Western Europe. But what about the environment? Antiroad campaigners argue that, apart from the destruction of those parts of the countryside which the motorway itself requires, the knock-on effects are far more intrusive. Junctions with other major roads can soon become industrial sites with associated housing sprawl. A good example is the Crick interchange on the MI in Northants, where it crosses the A428: the original village has been swamped by factories, warehouses and a housing estate. Conversely, the roads lobby argues that the entire British road network covers only 2% of the land area. A moderate increase would hardly affect this. Some 10% of all tax revenue (about £25bn in 1995-96) was paid by road users, and less than 25% of this was spent on roads. The average goods vehicle contributes about £7,000 a year in fuel and duty. A modern, efficient society needs an efficient road system. Future planners should ensure that the roads which have to be built are put where they are most needed, and are sufficient to handle all foreseeable needs. A piecemeal approach will only add to the existing problems., • If you want to sound off about a road transport issue write to features editor Patric Cunnane or fax your views (up to 600 words) on 0181 652 8912.