Christian Wolmar - Are Trams Socialist?: Why Britain Has No Transport Policy

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Rediscovering Growth: After the Crisis

Andrew Sentance

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Housing: Wheres the Plan? Kate Barker

Bad Habits, Hard Choices: Using the Tax

System to Make Us Healthier David Fell

A Better Politics: How Government Can Make

Us Happier Danny Dorling

Are Trams Socialist? Why Britain Has No

Transport Policy Christian Wolmar

Copyright 2016 Christian Wolmar

Published by London Publishing Partnership

www.londonpublishingpartnership.co.uk

Published in association with

Enlightenment Economics

www.enlightenmenteconomics.com

All Rights Reserved

ISBN: 978-1-907994-57-9 (epub)

A catalogue record for this book is

available from the British Library

This book has been composed in Candara

Copy-edited and typeset by

T&T Productions Ltd, London

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Gothenburg tram. Photo by Diane Coyle.

Transport was a bit of an afterthought in the creation of the UKs system of governance. There was no government department responsible for all aspects of transport until the creation of the Ministry of Transport in the aftermath of World War I, and in its various successive incarnations the transport ministry has never been granted the kind of importance that such weighty matters as finance, defence or home affairs have been accorded. Transport remains low on the list of government priorities a fact made clear by the small number of transport secretaries whose names have earned a place in the history books. Barbara Castle and possibly Alistair Darling are exceptions, but who, for example, knows that dear old Alfred Barnes, MP for the oddly named East Ham South constituency, held the post throughout the whole Attlee administration?

This lack of prominence for the transport ministry is politically significant. Sure, there is the occasional big scheme, such as the arrival of a new fleet of trains or the opening of a stretch of road, where ministers cut ribbons and give speeches emphasizing the importance of transport, but for the most part it is a backyard ministry populated by politicians on the way up or, more usually, on the way out. Yet transport is a key feature of almost everyones lives almost every day. Step outside your front door and you are faced with decisions determined by the policies of successive transport ministers, overseen, of course, by the Treasury. Transport, in other words, does not get the attention it deserves.

This short book, therefore, is an attempt to examine how this situation came about, and it considers why there has never been anything approaching a coherent transport policy in this country. By looking at the history of transport over the past century or so, I have tried to explain why there has been so little progress in establishing a policy that takes into account the importance for all of us of the accessibility of places of work, leisure or education and that takes into account the damaging effects of transport on the environment, and its potential negative impact on peoples lives, through air pollution, for example. Developing such a coherent policy is, of course, not an easy task, but some 200 years after the Industrial Revolution gave us the means, and created the need, for us to travel, we could have made a better fist of it by now. It is never too late to make a start.

Acknowledgements

My thanks to Jon Shaw, Ian Docherty and Peter Kain for reading through earlier drafts and making many useful suggestions.

Chapter 1

Mass transport is a relatively new phenomenon. For most of human existence, people remained near to where they were born for their entire lives. They might roam to hunt or to seek food, but as agriculture developed settled lives became the norm. Why face the dangers of wandering around if you had a stable food supply nearby and the support of your tribe? There were exceptions such as soldiers and sailors, and the occasional nomadic tribe but for the most part the sheer difficulty of travel meant that it posed an unnecessary and unwanted risk. Walking routes were crude or non-existent, the sea was dangerous and horses were only for the relatively affluent (and were not, in any case, suitable for all climates).

The Romans were keen on transport and created a system of roads across much of Europe including Britain, mostly for military reasons but also for trade. But after they left, in the fourth century, no one much bothered about the road network and precious little was done to maintain it during the subsequent 1,500 years.

The condition of the roads and the lack of any cheap and efficient means of undertaking journeys on them meant that travel was limited to the desperate and the affluent, and even the latter did not enjoy the experience. When Archduke Charles who later became the Holy Roman Emperor Charles VI visited England in December 1703, his journey from London to Petworth House in Sussex, a mere fifty miles, took a gruelling three days. Indeed, he was lucky to survive the experience as his carriage overturned a dozen times as it slithered and skidded in the icy mud. Conditions in towns were even worse. The Gentlemans Magazine described in 1756 how the Mile End Road in Londons East End resembled a stagnant lake of deep mud. It would have been a smelly one, too, as thousands of animals were driven along the main roads into central London to be slaughtered at Smithfield Market.

The inadequacy of the roads was partly due to the fact that they were the responsibility of local parishes, which had neither the money nor the will to keep them in good repair. In response to the dire state of the main roads, a system of toll roads, called turnpikes, emerged in the eighteenth century. The turnpike trusts were allowed by parliament to charge for the use of their roads and were supposed to ensure they were well kept, although the latter part of the deal was often not adhered to.

Stimulated by the continued inadequacy of the roads and created to serve the needs of the industrial revolution and carry its products the countrys system of canals had a brief heyday. The canal age effectively began in 1757 with the completion of the twelve-mile-long Sankey Brook Navigation (many canals consisted partly or even completely of rivers made navigable through dredging and the creation of stable banks). The purpose of this first canal was to move St Helens coal to Liverpool but other uses, such as giving Cheshire salt manufacturers access to a far larger market, soon began to emerge. The success of the Sankey Brook Navigation and, in particular, the Duke of Bridgewaters canal linking Manchester and Liverpool led to the first of two canal manias, which resulted in the creation of a national network of waterways. By reducing the cost of transport by as much as 75%, the system of canals, navigable rivers and coastal shipping that emerged widened the market for manufactured goods and consequently began the economic take-off that was greatly accelerated by the advent of the railways.