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Steel Transport and Europe
. THE . discussion which followed the Presentation of a paper on Transport and Steel by Mr. W. F. Cartwright, managing director, The Steel Company of 'Wales; Ltd: (summarized in last week's iSsue of The Commercial Motor) revealed
• 'the difficulties for other forms Of 'transport to compete successfully with road operators for this type of traffic. Throughout his paper 'Mr. Cartwright 'had rhade slighting comparisons between the amount of ore carried in railway wagons in this countryand abroad, principally in the _United States.
'Referring to• statistics given in Mr. Cartwright's paper, Mr. E. G. Whitaker, transport adviser, Unilever, Ltd., said he ' was glad to have confirmation of the high proportion which. handling and transport could be of the total cost of production.On other occasions When he '-himself had mentioned figures ranging :from 25 per cent. to 75 per cent. some doubt . had been expressed' but" Ni'r: Cartwright now cOnfirmed his contention.
In his own industry, Mr. Whitaker agreed that a substantial amount of tinPlate was being sent by road since it was absolutely essential that it shotild arrive completely undamaged because of the type of processing it would then undergo.
Maj.-Gen. G. N. Russell," member, British Transport Commission, refuted the implication. that the Government was not playing its full part in planning a transport system for the country and that the modernization of the railways was being undertaken on the basis. of little more than a pious hope. In fact it was being done only 'after the 'most detailed examination of hard economic facts. Branch lines which were genuine feeders would be retained.
Regarding the implication in Mr. Cartwright's paper that there should be some form of integration, Maj.-Gen. Russell asked the speaker whether he wished the transport industry to go back to the integration of the Socialists or; if forward, what .type of integration he had in mind. Would it include the trader and industrialist operating vehicles on his own account as well as the professional operator and did he envisage the Government of the day achieving this objective by sanctions or some form of regulation?
In reply, Mr. Cartwright said that the concentration of population was an important factor in determining the siting of steel works, particularly as there was the double cost of transport of steel out to the user and scrap on return.
Integration in practice, he agreed, was a difficult problem but the possibility of this country's entry into the Common Market made it even more urgent. He hinted that voluntary action might be taken by the railways, Road Haulage Association and other interested bodies to reach a common policy in the national interest. Mr. Cartwright said that in his own industry there had been the tendency to over-compete on prices and if transport ran into the same trouble it could well result in • unnecessary expense to the country by the provision of surplus road and rail facilities. Because transport was vital to the life of the country the Government must accept overall responsibility for ensuring that an economic balance was maintained, although this would not entail a return to nationalization.
J--+ MPRAW,ING'pointS made in his
paper' (sintmarized last week) Mr. W; M.' Little; general' manager, Edinbiirgh CorporationTransport, said that it Was' not alwaYs appreciated how .much work'was already being undertaken towards standardization.-of vehicles and equipment and a variety of other factors contributing to safe driving, relative to this country's entry into the Common Market. As an example, nine countries were already in agreement as to the standardization of .such component parts as headlights, sidelights and reflectors so ant 04 would be interchangeable whatever' the country of manufacture.
Opening the .discussion, Mr. W. F. Quin-, chairman of the Scottish Traffic Commissioners, emphasized that the various Road Traffic Acts had given a Measure Of protection to operators in this country. But since 1953 there had been a steady growth of large undertakings and it was questionable whether anything less than such organizations could operate on the Continent successfully.
• Regarding the possibility of some form of integration, Mr. Little pointed out that the Treaty of Rome did stipulate that there should be no undue preference as regards rates for similar traffics and this requirement might ultimately, have other implications.
Commenting on Mr. Little's reference to decimalization, Mr. R. M. Robbins. chief commercial and public relations officer, London Transport, said that the question was not whether but how a decimal system could be introduced. The practical issue was whether the existing penny should be merely returned a cent, thus producing an 8s. 4d. unit. Much of a bus conductor's time was taken uri in giving change, and it Was therefore imperative that whatever method was adopted there should be no doubt as to the value of the silver coins. The present misunderstandings between the florin and the half-crown must not be repeated.
For this reason the apparent attractiveness of reterming a permy as a cent should 'be rejected in favour of a shilling consisting of 10 cents, although this could lead to some fare tables adjustments.
In reply, although agreeing with these comments, Mr. Little -pointed out that the Government had 'made theTeservation that if great difficulties were likely -they might have to reconsider the introduction
of a decimal system.
Regarding the .comparative merits of a bridge or tunnel providing the physical link with the Continent, Mr. F. G. Maxwell, operating manager, (railways), London Transport, said that the maintenance cost of a bridge wOuld undoubtedly. be substantial whilst front his experience the maintenance requited for tunnelswas virtually, nil. Mbreover :the. stringent vehicle examination,..requirements which would be n-ecessary before a road 'vehicle could be admitted onto'a bridge of this length might he such as to rnake it.quicker to transfer the vehicle on to rail CUT for such movements.
Mr. Whitaker said.that,on this question of the physical link. with the „continent he was speaking in a-dual .capaeity, .being a member of the Channel Tunnel Group. Despite all modern navigational _aids. ships still collided so -that any bridge would have to be constructed 'sufficiently strongly to provide for this contingency. Estimates ,already made in connection with the comparative' merits of a bridge or a tunnel indicated that 75 per cent, of the revenue would be provided by rbad transport., he himself had insisted that there must be, expeditious transfer of road vehicles if ,a tunnel was to be provided and for this reason be understood that it would not be a conventional rail service but more of a conveyor belt.
As an industrialist, Mr. Whitaker said that he would prefer a bridge if operational costs were simpler because of the greater flexibility it offered to road vehicles. But if prolonged discussion as to the relative advantages of either resulted in neither being provided in the immediate future then he would rather have a tunnel now. Trade with Europe had already increased substantially, to some extent in anticipation of entry into the Common Market and this country would miss many opportunities if all these factors had not been agreed unon when entry became an accomplished fact. It was therefore imperative that every influence should be brought to bear to ensure that this country's opinions and requirements received 'adequate 'attentiOn.—S.B