A RJE article on the need for developing transport networks in the then Rhodesia.The term “road transport” is very wide and includes not only both passenger and freight traffic, but a very wide range of organisations and an equaly wide range of traffic under both headings. It will however, I think, be your wish that I should confine my remarks on this occasion to dealing in the main with the transport of general goods and with some aspects of the relative position of rail and road carriers.
In the first place, perhaps I should remind you of a basic fact which is sometimes overlooked when transport matters are under consideration; namely that Transport is a service to the rest of the economy and is not an end in itself.
In order to be able to consider some of today’s problems in their proper perspective, it will perhaps be useful to review briefly the various stages in the development of transport. The earliest vehicle was probably a form of wheelbarrow, closely followed by the cart and wagon. Over the centuries these primitive units were not subject to any material change other than in relation to the carriage of passengers, eventually giving rise to a highly developed system of stage coaches supplemented, in the private sector, by many elegant equipages in the form of barouches, phaetons, post chaises and the like. All this development whether on the passenger or on freight side was however restricted by the motive unit, namely the horse

Wimbush, P.J.B.

English

The term â€œroad transportâ€ is very wide and includes not only both passenger and freight traffic, but a very wide range of organisations and an equaly wide range of traffic under both headings. It will however, I think, be your wish that I should confine my remarks on this occasion to dealing in the main with the transport of general goods and with some aspects of the relative position of rail and road carriers.

In the first place, perhaps I should remind you of a basic fact which is sometimes overlooked when transport matters are under consideration; namely that Transport is a service to the rest of the economy and is not an end in itself.

In order to be able to consider some of todayâ€™s problems in their proper perspective, it will perhaps be useful to review briefly the various stages in the development of transport. The earliest vehicle was probably a form of wheelbarrow, closely followed by the cart and wagon. Over the centuries these primitive units were not subject to any material change other than in relation to the carriage of passengers, eventually giving rise to a highly developed system of stage coaches supplemented, in the private sector, by many elegant equipages in the form of barouches, phaetons, post chaises and the like. All this development whether on the passenger or on freight side was however restricted by the motive unit, namely the horse

Wimbush,  P.J.B.

National Research Database of Zimbabwe

The Case for Road Transport in Rhodesia

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Volume Two, Number Four December, 1968
THE RHODESIAN JOURNAL
° f
ECONOMICS
The Quarterly Journal of the Rhodesian Economics Society
Editorial Board:
A. M. Hawkins (Editor), M. S. Brooks, M. L. Rule, P. J. Stanbridge
and P. Staub.
ARTICLES page
E duca tiona l D e v e lo p m e n t in  R hodesia R. C. Bone 5
M ajor In s titu tio n a l R e q u irem en ts  fo r  
S u c c e ss fu l E conom ic  D eve lo p m en t S. Pejovich 28
In dustr ia l C lassifica tions in N a tiona l A cco u n tin g E. Osborn 33
T he Case fo r  R oad  T ransport in R hodesia P. J. B. Wimbush 38
Review Article 43
M a rx is t T a x o n o m y  C om es to  R hodesia
Addresses
E m p lo y m e n t P roblem s in  R hodesia A. E. Abrahamson 50
D evelop ing  T h e  Triba l T ru s t L ands J. J. W rathall 54
Economic Diary 65
RHODESIAN ECONOMIC SOCIETY
Council Officers for the year 1968/69
President..........................
Honorary Vice-Presidents
Vice-President ...
Vice-President ...
Honorary Treasurer 
Honorary Secretary 
Members of Council
A. F. Hunt 
W. Margolis, O.B.E.
C. H. Thompson, O.B.E.
N. R. Bertram, C.M.G., M.B.E. 
J. H. West, M.B.E.
Dr. C. A. L. Myburgh 
E. Osborn 
P. Staub 
M. S. Brooks 
P. J. Stanbridge 
J. F. Handford 
J. A. C. Girdlestone 
A. M. Hawkins 
M. L. Rule 
J. C. Stock 
J. N. Staub
THE RHODESIAN JOURNAL OF ECONOMICS
The Rhodesian Journal of Economics is the quarterly publication of 
the Rhodesian Economic Society. It is published four times a year in 
March, June, September and December, by the Council of the Rhodesian 
Economic Society.
The subscription rate, including postage, for subscribers in Rhodesia 
and neighbouring territories is Rh. £2 per annum (10 shillings per single 
issue). There is an additional charge of 2 shillings per copy (Rhodesian 
currency) to subscribers abroad to cover postage expenses.
Suitable advertising is welcomed by the Editor and applications should 
be made to the Secretary, the Rhodesian Journal of Economics, the Depart­
ment of Economics, University College of Rhodesia, P.Bag 167.H., Salisbury.
Editorial communications, contributions and books for review should 
be sent to the Editor, Department of Economics, University College of 
Rhodesia, P.Bag 167.H., Salisbury.
Volume Two, Number Four December, 1968
THE RHODESIAN JOURNAL OF ECONOMICS
Educational Development in Rhodesia R. C. Bone
Professor Bone is Director of the In­
stitute of Education at the University 
College of Rhodesia.
Major Institutional Requirements tor 
Successful Econom ic Development.
S. J. Pejovich
Dr. Pejovich is Associate Professor in 
Economics at the University of Texas.
Industrial Classifications in National 
Accounting
E. Osborn.
Mr. Osborn is Chief Economist in the 
Rhodesian Treasury.
The C a se  for Road Transport in 
Rhodesia
P. J. B. Wimbush, F.C.A., M. Inst., 
C.A., (S.R.).
Mr. Wimbush is a former General 
Manager of Swift Transport.
A D D R E S S E S
Employment Problems In Rhodesia  
(Address to the Annual Dinner of the 
Rhodesian Econom ic Society).
A. E. Abrahamson.
The Hon. A. E. Abrahamson is a 
former Minister of Labour and a lead­
ing industrialist.
Developing the Tribal Trust Lands 
(address to the Annual Dinner of the 
Institute of Directors).
J. J. Wrathall.
The Hon. J. J. Wrathall is Minister of 
Finance.
THE CASE FOR ROAD TRANSPORT 
IN RHODESIA
SYNOPSIS OF ADDRESS TO THE RHODESIA ECONOMIC SOCIETY 
IN SALISBURY ON 24th OCTOBER, 1968 BY
P. J. B. WIMBUSH
The term “road transport” is very wide and includes not only both 
passenger and freight traffic, but a very wide range of organisations and 
an equaly wide range of traffic under both headings. It will however, I 
think, be your wish that I should confine my remarks on this occasion to 
dealing in the main with the transport of general goods and with some 
aspects of the relative position of rail and road carriers.
In the first place, perhaps I should remind you of a basic fact which 
is sometimes overlooked when transport matters are under consideration; 
namely that Transport is a service to the rest of the economy and is not an 
end in itself.
In order to be able to consider some of today’s problems in their proper 
perspective, it will perhaps be useful to review briefly the various stages 
in the development of transport. The earliest vehicle was probably a form 
of wheelbarrow, closely followed by the cart and wagon. Over the cen­
turies these primitive units were not subject to any material change other 
than in relation to the carriage of passengers, eventually giving rise to a 
highly developed system of stage coaches supplemented, in the private 
sector, by many elegant equipages in the form of barouches, phaetons, post 
chaises and the like. All this development whether on the passenger or on 
freight side was however restricted by the motive unit, namely the horse.
Railways
This was the position from earliest days up to 1814 when George 
Stephenson obtained permission to construct a travelling engine for the 
“trainway” at Killingworth Colliery in the north of England. This was 
followed in 1830 by the construction of the first railway between Stockton 
and Darlington and that marked the beginning of an entirely new era in 
transportation which was to grow, virtually unchecked for nearly 100 years; 
that is to say up to the first World War in 1914-1918. Although during this 
period the railways had grown into vast networks throughout the world 
because of the enormous advantages which they provided over all forms 
of animal drawn vehicles, the next phase in the development of transport 
had already begun in 1886 when Gottlieb Daimler constructed the first 
internal combustion engine which, by the end of the 1914-18 war had 
reached a stage of development which enabled road transport to provide 
a substantial competitive element to the railways in regard to certain cate­
gories of traffic. The general impetus to invention and development brought 
about by the second war of 1939-1945 provides the background to the situa­
tion that we find today in so far as road and rail transport is concerned.
38
THE CASE FOR ROAD TRANSPORT 39
From this point on, railways, in general, had become an outmoded form 
of transport although they retain a strong position in connection with the 
movement in particular, of bulk loads and can still render valuable service 
to the community in conveying the types of traffic for which they were 
originally designed and for which they are best suited.
That there was now an urgent need to reconsider transport organisation 
structures was recognised throughout the world, although the emphasis on 
the aspects concerned differ according to local circumstances. For instance, 
in Britain and West Germany a major problem arose from severe congestion 
on the roads which is not a matter for concern in this country. It should 
also be borne in mind that for a number of years many railways, realising 
the advantages which mechanical road transport had to offer in connection 
with certain types of traffic, had themselves begun to operate road transport 
vehicles. So far as the changed position of railway systems and organisa­
tions is concerned, perhaps the most candid survey to date is that produced 
by Dr. Beeching in regard to British Rail.
Advantages of Road Transport
Turning now to road transport as it has developed today perhaps its 
greatest single advantage is its flexibility. Sir Reginald Wilson a past Presi­
dent of the Institute of Transport recently had this to say on this subject: 
“Transport is primarily a service and therefore needs constant adjustment. 
It is doubtful whether the ordinary movement of goods could be planned 
to the extent some people thought. Flexibility is vital to transport and is 
the most important aspect of transport’s future”.
In general, road transport provides the cheapest and most practical 
basis upon which to open up undeveloped areas, varying capacity being 
easily provided at minimal cost according to the demand. Later, if the 
proved demand so warrants, a railway line can follow.
Because of its flexibility and relatively low capital cost road transport 
can rapidly be mobilised to deal with an emergency such as, for example, 
abnormal crops, to bridge a gap in a railway line caused by a wash-away, 
sabotage, etc. or to meet any other unforseen emergency as was exemplified 
by the Wankie-Livingstone coal lift or the General Strike in Britain in 1926.
There are of course, a number of features which usually apply with 
greater force to road transport than to rail, namely a higher degree of per­
sonal service, greater regard for the customer’s convenience, the competitive 
element and profit motive and a better record in respect of packing require­
ments and of claims arising from loss or damage, as well as, in many cases, 
a speedier door-to-door service.
I do not wish to be thought to be riding any hobby-horse so it will 
perhaps be appropriate if I read to you an extract from the memorandum 
submitted by the Transport Consultative Committee to the Commission of 
Enquiry into the co-ordination of Transport in the Republic of South Africa 
dated September 1965. The committee'had this to say on the role of Road 
Transport:
“Road transport offers many obvious advantages to commerce,
industry, mining and agriculture. It is fast, flexible, it offers door-to-
40 RHODESIAN JOURNAL OF ECONOMICS
door facilities, it minimizes handling, it reduces loss and breakage, and 
is often relatively cheap in cost. It reduces the work and expense 
involved in elaborate packaging so often required for rail transport, 
and in that and other ways it reduces the demand for scarce labour. 
While strategic or military considerations are outside the scope of this 
memorandum, it is desired to refer to the fact that, in time of national 
emergency, road transport, with its flexibility and its adaptability, 
would be of inestimable importance to the national welfare, and could 
be used, among other purposes, for the movement of commodities, for 
military and police requirements, and for the evacuation of civilians. 
Railways, on the other hand, are particularly vulnerable in time of 
emergency or war.
Road transport has many obvious advantages, and, through a system 
based upon private enterprise, should be enabled and encouraged to 
make a much bigger contribution to the transport requirements of the 
country than is the case today.”
Before considering the relationship of road and rail transport in Rho­
desia, it will be useful to take note also of the views of the South African 
Transport Consultative Committee on the role of the Railways, and I quote:
“The only sound basis on which the railway rating system should be 
devised is that of cost of conveyance. This is not to say that the “value 
of service” principle should be completely discarded; but there should 
be a far closer alignment of rates with cost than is the case today.
“If the Railways become less dependent upon a differential system of 
charging, that is to say, if rates approximate more closely to cost, 
then the Railways will be able to face competition with greater equani­
mity, because under such a rating system the incentive to use other 
means of transport will be greatly lessened.
“Wherever the Railways are required by the State to render uneconomic 
services, the loss to the Railways should be borne by the State, as is 
recognised in the Report of the Schumann Committee.
“When, through technical developments, an alternative form of trans­
port can offer a noticeably more efficient service than the railways, any 
restrictions upon such new form of transport should be removed, even 
though this implies the writing off of extant capital invested in the 
railways. No national loss will be involved in such a procedure; it is 
contrary to the national interest to continue to use less than the most 
efficient forms of transport—or of production of any type—merely 
because of the level of capital investment in older equipment. Apparent 
losses caused by writing off capital will ultimately be counter-balanced 
by the benefits conferred upon the economy through more convenient 
and efficient forms of transport. Railways are a means to an end, and 
should naturally not be allowed to become an end in themselves.
“The role of the Railways is likely to have to do more and more with 
bulk traffic. Road transport frequently offers a more efficient alterna­
tive for the conveyance of manufactured goods even over long
THE CASE FOR ROAD TRANSPORT 41
distances; and even bulk loads are often as efficiently conveyed by road 
over shorter hauls as they can be by rail.
“The point must further be made that, from the point of view of the 
Government, it is not only in the railways that the Government has a 
direct financial interest. Since all companies are taxed at a rate a little 
in excess of 30 per cent, it may be generally held that the Government 
has a 30 per cent or even greater interest in most other forms of econo­
mic activity in the Republic. Government revenues are likely to increase 
far more effectively if privately-owned forms of transport are developed 
rapidly in coming years than if they are neglected and the railways are 
unduly developed.”
It is worthwhile noting that although the views on the respective roles 
of road and rail transport which I have quoted were given some three years 
ago, similar opinions have recently been expressed and elaborated by Profes­
sor C. Verbergh, a well known authority on transport economics in the 
Republic.
The P osition  in  Rhodesia
Turning now to the position in Rhodesia, this is at present seriously 
complicated by recent political events and cannot be regarded as normal 
by any standards—assuming that there still exists such a thing as norm­
ality. There are however, certain basic facts relating to the railways which 
are unlikely to be materially changed in the foreseeable future—namely, 
in particular, that the system is of single track narrow gauge design and, 
in spite of improvements over recent years, is still handicapped by the num­
ber of severe gradients and numerous curves all of which militate against 
the operation of fast express services.
It would seem therefore, that the role best suited to rail transport in 
this country, so far as freight is concerned, is that for which the system 
was originally designed, namely bulk loads of basically non-urgent traffic 
such as minerals, agricultural produce and industrial goods, together with 
import and export traffic between the ports and Rhodesia.
It is true that a large amount of public money has been invested in 
the Railways, but the protection of the whole of this capital regardless of 
overall economic factors could well prove not to be in the best interests 
of the country. It would be more prudent to re-assess on a realistic basis, 
as soon as circumstances permit, the traffic potential of those goods best 
suited to rail which is likely to be or to become available and thereafter 
to adjust the railway organisation to meet these commitments—even if 
this process requires the writing off of a proportion of the existing capital 
investment. This would provide an opportunity to produce a revised rates 
structure based upon costs which themselves would be related to a more 
streamlined organisational structure. Moreover it should be fundamental 
that the Railways should not be required to carry any traffic at sub-economic 
rates and that in the event that subsidised transport is needed (particularly 
in the case of exports) such subsidies should be borne by the State as a 
charge against the commodity concerned.
42 RHODESIAN JOURNAL OF ECONOMICS
It has been argued that the Railways require protection from Road 
Transport because where the latter operates along the line of rail it tends 
to take “high rated” traffic upon which the railways rely to balance losses 
incurred on the carriage of low rated bulk traffic. While this is to some 
extent true the position has hitherto been safeguarded by an agreement 
between the Railways and the Road Operators concerned limiting the road 
capacity available to an agreed tonnage and guarding against rate cutting 
by the Road Transport Companies. This arrangement has provided the 
advantage of a stabilised rate structure but while affording protection to 
the railways has inhibited the expansion of road transport facilities along 
those routes covered by the agreement.
It has only been possible to touch upon a few aspects of my subject 
and to deal not at all with the large subject of passenger transport. It is, 
however, submitted that there is an unanswerable case for a healthy system 
of competitive road transport, not in substitution for the railways, but 
complementary to them and providing to commerce and industry as well 
as to the general public a service which is to a large extent tailor-made to 
meet their needs, as well as providing, at no cost to the state, a valuable 
national asset in a fleet of vehicles available to meet any emergency. The 
well-being of any country largely depends upon a good road network to 
facilitate the circulation of the life blood of goods and services and this is 
why we often refer—with good reason—to arterial roads.
DISCUSSION
The following points were made in reply to questions from the floor:
1. The railway track is a Capital asset which enables a railway to move 
large and heavy tonnages and the maintenance of this track is a normal 
operating expense.
Road transport has to share a public highway which imposes severe 
limitations on the tonnage which can be moved and towards the main­
tenance of which the operator contributes substantial sums by way 
of permit fees, vehicle licences and fuel tax.
2. The Railways should not be abolished as they still have a substantial 
role to play in the transport economy of the country. They should how­
ever, be re-organised to meet changed political and economic conditions 
and concentrate more on the type of traffic for which they were de­
signed and which they are best suited to carry.
3. A simplified railway rating structure more accurately related to costs 
would be desirable but consideration must be given to problems which 
would arise in regard to through rates over adjoining foreign railway 
systems.
4. Stabilised transport rates offer material advantages to commerce and 
industry and the existing agreement between the railways and road 
operators contributes towards this end.
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The Case for Road Transport in Rhodesia

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