Bus and Road Haulage Services in the Early 1930s - Essay Example

Q2 Explain why the introduced regulation of bus and road haulage services in the early 1930s and describe the main features of the relevant legislation. Introduction The introduction of regulations of bus and road haulage services in the early 1930’s were preceded by the Ministry of Transport Act of 1919 and the 1921 Railways Act. The movement towards a nationalized transportation model began previous to World War I. Post-war deflationary policies contributed to the creation of the Ministry of Transportation Act of 1919. The 1921 Railways Act grew from a “corporatist decision structure” (Lodge 2002, 34), however, that led to control of the railways by four main corporations. Continuing issues spurred The Road Traffic Act of 1930 and The Road and Rail Act of 1933. A volatile economy and restructuring of the way in which commerce was conducted led to the necessity of legislation in the early 1930’s to promote the healthy growth of the transportation industry. The way in which growth would best be achieved was in the nationalization of the responsibility of transportation. The 1919 Ministry of Transport Act Post World War I transportation issues were no minor detail within the urban landscape. The condition of the cities and the industrialization that had created jobs that might require travel promoted a stern need for a successful transportation system. Even more important, the railways were necessary in post-war reconstruction efforts and were a potential solution to the problem that some faced in imagining a system of “garden cities” that turned the squalor of the urban environments to a wealth of beauty for city dwellers (Lodge 2002, 35). The urgency in creating legislation to transfer the responsibility for the infrastructure of the railways to the state was defined by a need to ensure that improvements and investment was made so that the system could keep up with the needs of the cities in restructuring (Lodge 2002, 36). According to Lodge (2002), the 1919 Ministry of Transport Act is representative of two competing policies which resulted in a shift from the concept of nationalization that meant public ownership to a concept of nationalization towards government subsidies to corporation (39). The 1921 Railways Act The 1921 Railways Act was designed to put into place regulatory practices in regard to the railways. The Act provided that the corporations be forced to be regulated and standardized so that there was a public model from which the railways would practice (Callender 2008, 162). According to Grieves (1989), the Act was not intended to be a precursor for an intent for a nationalized railway system, but to help to stabilize the financial system. The central result of the Act stemmed from a recognition that there was a four part grouping that was needed within the railway system which amounted to the creation of four corporations that would control the different regions (92). As an example the resort industry was in dire need of this kind of regulation for the railway system. The populations in the city were going in large numbers to outlying resorts for holidays in the early part of the 20th century, but the railway systems were inconsistent and in need of great improvements. The 1921 Railways Act provided a much needed stability in the conduct of the railways (Ward 1998, 45). The Road Traffic Act of 1930 The Road Traffic Act of 1930 dealt with the licensing of vehicles (Checkland 1983, 323). Once the transportation industry was put into the hands of the government, it was necessary for the government to start taking broader strokes in the way in which people moved throughout the country. The laws provided legal frameworks for the use of motor vehicles. The Act required that an insurance deposit 15,000 be put into the Supreme Court so that any accidents would be covered for liabilities. Stipulations were made for the way in which the insurance would be covered, who could cover the driver and his vehicle, and how much liability would be assumed (Merkin, Herd, and Stuart-Smith 2003, 8). This act was significant as the responsibility of transportation issues were now fully being recognized as a public issue. The Road Traffic Act of 1934 further defined the insurance requirements and liabilities of the driver. The Road and Rail Act of 1933 The Road and Rail Act of 1933 was concerned with the type of goods hauled in comparison to the type of license required. An ‘A’ license was given for the hauling of passengers, the ‘B’ license was for those who carried both passengers and cargo, and a ‘C’ license deals with those who haul only cargo (Checkland 1983, 323). Licensing furthered the issue as the state now determined what qualified a transport for hauling either passengers or cargo. The Act was an admission by the government that the issue of transportation was not different where road transport or railway transport were concerned. The responsibility of how road and railway traffic in hauling both passengers and cargo was held landed squarely in the hands of the government. The institution of nationalized responsibility, regulations, and licensing meant that transportation was now subject to the needs of the public. Conclusion The events in the transportation industry in the early 20th century were defined for a need to centralize the responsibility of the national welfare to the government. The shift from the need for control to the need to help corporations through subsidies allowed for responsibility without direct control. However, the way in which the companies would utilize the infrastructure would be defined by licensing and responsibility for the regulatory systems to be enforced through legislative requirements that supported a systemized transportation industry. References Bagwell, Philip Sidney, and Peter J. Lyth. 2002. Transport in Britain, 1750-2000: from canal lock to gridlock. London: Continuum. Callender, Guy. 2008. Efficiency and management. East Sussex: Taylor and Francis. Checkland, Sydney. 1983. British public policy 1776-1939: an economic, social and political perspective. Cambridge: Cambridge U.P. Grieves, Keith. 1989. Sir Eric Geddes: business and government in war and peace. Manchester: Manchester University Press. Lodge, Martin. 2002. On different tracks: designing railway regulation in Britain and Germany. Westport (Conn.): Praeger. Merkin, Robert, Norma J. Hird, and Jeremy Stuart-Smith. 2003. The law of motor insurance. London: Sweet & Maxwell. Ward, Stephen Victor. 1998. Selling places: The marketing and promotion of towns and cities , 1850 - 2000. East Sussex: Taylor and Francis. Q3.Explain the linkages between transport and social exclusion and discuss the perceived need within transport planning to mitigate the transport impacts of social change. Introduction Social exclusion is a concept that is based on the idea that having less means that a person is deprived of advantages that may not be cost valued, but are not accessible from the class level in which the person is positioned. Transportation and social exclusion are linked in that the way and time of travel for an individual will determine much about some of his or her advantages within society. As well, access to many advantages of a city are restricted, thus denied to individuals with lowered financial advantages. Social Exclusion Social exclusion is a newer form of defining poverty. The concept is precipitated on the idea that deprivations that are based on economic, social and political exclusions form a type of poverty. Therefore, those with wealth have advantages that those without wealth have no access to, regardless of actual cost. The term came into popularity in the 1990’s as the problem of poverty was examined by the European Union. Social exclusion shuts individuals out of certain parts of society because of a lack of access (Munck 2005, 22). An example of this is as simple as not knowing the news because one has no access to a television. Services that many take for granted are inaccessible, thus shutting certain communities or individuals out of the processes of power and influence. Transportation and Social Exclusion The way in which social exclusion becomes part of the transportation system is a fairly new recognition and has yet to be considered fully for its importance. One of the ways in which social exclusions becomes relevant in the U.K. is in the access of local economic vectors, including job opportunities, shopping opportunities, and recreation. Without adequate access, communities and individuals with less economic advantages also lose out on a level of social interaction (Hine and Mitchell 2003, 1). The number of disadvantages that are experienced by those in a lowered socio-economic community can be staggering. Costs of goods can be increased as businesses know that there is little access to those goods outside of the neighborhood. Increased transportation costs can limit travel, thus limit opportunities that might otherwise improve the condition of the financial lives that are experienced in an area. As well, time becomes spent more liberally as public transportation is a time consuming process that can take hours away from time spent with family and in relaxation. The costs of doing any activity will increase with the number of people who are involved as each must pay for transportation, thus lowering the amount of recreation that can be experienced through a lack of access. Social Inclusion The study of social exclusion provides an incite into a city’s value placed on all its members of society. A city that values all its people will have structures in place that provide for the transportation needs of individuals in communities with lowered socioeconomic advantages, as well as maintain them at a high standard of quality. According to Raje and Grieco (2004), social inclusion is a process where “efforts are made to ensure that everyone, regardless of their experiences and circumstances, can achieve their potential in life” (6). This includes access to services and opportunities such as jobs, education, and recreation. A concerted effort to allow for these advantages for all its members will suggest that a city is interested in the equality that is experienced by its members. Raje and Grieco (2004) quotes an identification of five criteria for social inclusion as defined by Luxton in 2002. These five criteria include: valuing individuals and groups regardless of cultural, ethnic, age, or gender, allowing individuals to make life choices and contribute to society, the right to have input for social and political decision that will effect one’s life, a reduction of social distances that divide and deny opportunities, and provision of resources that allows for participation in community and society (6). Transportation advantages have the ability to close many of the gaps that can appear between social classes. The simple provision of access can close the distance between hope and opportunity in the lives of many who have fewer advantages due to socioeconomic depression. Conclusion One of the strongest ways that a community can support those in a less advantaged socioeconomic class is to provide a strong and solid structure of transportation to and from their communities. As well, having an understanding of how these needs are satisfied to the best advantage to those individuals will provide a framework within which to discuss and implement solutions. In closing the gaps between the social classes, the opportunities that are provided will create a betterment within society as those who have less can rise above their current status in order to more successfully contribute to society. The first way in which that gap is closed is through transportation to and from areas in order to have access to all the advantages that those with more means are able to access because of proximity and vehicle ownership. References Dudley, Geoffrey and Richarson, Jeremy John. 2000. Why does policy change? Lessons from British transport policy, 1945-99. East Sussex: Routledge. Hine, Julian, and Fiona Mitchell. 2003. Transport disadvantage and social exclusion: exclusionary mechanisms in transport in urban Scotland. Aldershot, Hants, England: Ashgate. Munck, Ronaldo. 2005. Globalization and social exclusion a transformationalist perspective. Bloomfield, CT: Kumarian Press. Raje, Fiona, and Margaret Grieco. 2004. Transport, demand management and social inclusion: the need for ethnic perspectives. Transport and society. Aldershot [u.a.]: Ashgate. Q6.Discuss the role of transport demand management as a solution to traffic congestion. Introduction Transport demand management (TDM) is a concept that is designed to provide solutions for traffic congestion through the use of related ideas that can control the use of transportation for travel. There are a great number of ways in which congestion can be controlled which include, but are not limited to pricing, road building, and communications. The way in which fuel is managed through availability and taxation can be a form of TDM. Congestion charging is a way to reduce the number of vehicles that travel through a certain area. The use of all related aspects of travel can provide methods from which to address the needs of a public that must get from one place to another with the least amount of delay from congestion. Transport Demand Management According to Ison and Rye (2008), the basic concept of transport demand management is the influence of travel habits (1). A more specific definition, as quoted by Ison and Rye is that transport demand management is “any action or set of actions aimed at influencing peoples’ travel behavior in such a way that alternative mobility options are presented and/or congestion is reduced” (1). Measures toward this goal can include economic measures, land use, information for travelers, substitution of communication for travel, and administration measures (Ison and Rye 2008, 1). Another example of TDM are initiatives to reduce the amount of dependence on personal transportation for travel. Green Transport Plans are put into place through companies and institutions that design methods of transportation that reduce the need for road vehicles. An example is to encourage bicycle or train usage (Organization for Economic Cooperation and Development 2002, 104). One of the ways in which companies attempt to encourage a lowered use of road vehicles is to create benefit packages that do not include cars, or include more attractive benefit packages if the employee finds an alternative method of transportation (Cullingworth and Nadin 2006, 344). According to Hargroves and Smith (2006), the secret to making a Green Transport Plan work is to create a strong, well crafted solution to vehicular road travel. Arranging discounts with public transportation or lowering the mileage reimbursement so that it covers the costs of operating a fuel efficient car are ways in which companies have created packages for their employees. The government utilized encouragement of these packages and incentives that promote their use as a way of promoting a lowered congestion rate on highways. Fuel and Economic Measures One of the ways in which TDM is utilized is through the purchase, distribution and taxation of fuel (Ison and Rye 2008, 3). When the price of fuel goes up, the demand is lowered. The economic response to higher fuel prices it to use less fuel. This also includes economic measures that promote incentives to the usage of public transportation in order to reduce the number of individual cars on the road. Non-motorized vehicular promotion is also included in TDM as a method of attempting to promote lowered vehicular usage (Faiz, Weaver, Walsh and Gautam 1996, xiv). While these methods promote the welfare of the public through the use of more environmentally healthy methods of transportation, thus reducing congestion, the primary problem with these methodologies is that it is difficult to convince people that the sacrifice of time and privacy is worth the green benefits. Congestion Charging Congestion charging is a method of charging a price for a vehicle to cross a certain cordon into the center of a city. This methodology was implemented in London with an estimated 15% reduction in congestion. The plan actually provided anywhere from a 20% to 26% reduction in congestion, increasing rate speeds and providing a better flow of traffic. Taxi usage has increased by 20% and the use of bicycles has increased by 30% (Ison and Rye 2008, 83). The overall result was better than expected and has provided a system of reduction that provides both revenue and TDM. However, this methodology must be examined for its discrimination against the working poor. Utilizing price increases in any form will penalize people with lesser incomes and will not affect the habits of those with larger incomes. Those who will benefit will be those who can afford the price to travel the road as they will see less congestion and still be able to utilize the road, while those with lower incomes will avoid using the area, but their increased travel time will be a penalty in regard to a loss of time in getting to a destination which might be work related in order to serve the people who benefit from the congestion charging. Conclusion TDM, or Transport Demand Management for road congestion, is the utilization of resources that promote less usage of road vehicles, thus diminishing congestion. There are many methods and approaches for reducing road congestion through TDM. A great many of these methods utilize green concepts through environmentally friendly approaches. The encouragement of the use of public transportation provides a framework for congestion reduction. As well, encouraging corporate involvement through incentives can also reduce congestion. However, some of the methods penalize the poor while benefiting the wealthy. One example of this is congestion charging that is intended to discourage the use of certain roads by charging a price to use them. However, the overall benefits of congestion control is to reduce vehicular usage, thereby reducing the number of cars that clog and slow roadways. References Cullingworth, Barry, and Vincent Nadin. 2006. Town and country planning in the UK. London [u.a.]: Routledge. Faiz, Asif, Christopher S. Weaver, Michael P. Walsh, and Surhid P. Gautam. 1996. Air pollution from motor vehicles; standards and technologies for controlling emissions. Washington, D.C.: The World Bank. Hargroves, Karlson, and Michael H. Smith. 2006. The natural advantage of nations: business opportunities, innovation and governance in the 21st century. London: Earthscan. Ison, Stephen, and Tom Rye. 2008. The implementation and effectiveness of transport demand management measures: an international perspective. Aldershot, England: Ashgate. Organization for Economic Cooperation and Development. 2002. Road travel demand: meeting the challenge. Paris: OECD. Read More