"Terrifying Powers" for the Minister
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The Transport Bill Presages the Setting Up of a Dictatorship
in this "Land of Hope and Glory" and the Gagging By "Tantalus" of Parliament THERE can be few of the 60,000 hauliers, the large body of " C " licensees and public-service vehicle operators who, by this time, are not acquainted with the general provisions of the Transport Bill. To understand the 136 pages, 127 clauses and 13 schedules presents a difficult task for any ordinary person, and is one more suited to lawyers than to operators of road vehicles. The Bill has been referred to as one of the most complicated measures ever presented to any Parliament. Much study and debate will be necessary in an effort to discover whether the proposals contain sufficient practical quality to ensure that the future transport system of the country shall be "efficient, adequate. economical and properly interpreted."
The attainment of the objects enumerated in a project of such colossal dimensions is a work of great magnitude and will tax to the full the resources of those persons who will be appointed to shoulder the responsibility At this stage only first impressions can be formed, as it is not possible to deal with the proposals in detail because the terms of the Bill are so involved. Amid the mental confusion which arises from an endeavour to comprehend the full meaning of the text, there stand out some points which are prominent as signposts and convey their meaning with startling boldness.
Control by Dictatorship The most disturbing feature of the text concerns the dictatorial powers placed in the hands of the Minister of Transport by the Bill. The Minister wit( appoint all members of the Transport Commission, as of subservient executive bodies. In addition, he will give general directions to the Commission in respect of its functions, and, more important still, the Commission must obey these directions.
Moreover, the Minister can direct the Commission to discontinue any of its activities, can dispose of any part of its undertakings or any securities which it holds, and may call in any loan which has been made and revoke any 'guarantee which has been provided. It should be noted that, so far as the Commission's Annual Report is concerned, any one of the Minister's directions must be suppressed, should he consider that it is "against the national interest" to disclose it.
That is not all. In matters relating to training. education and research, and in framing plans of reorganization or development, the Commission must act on lines approved by the Minister.
Never, in the annals of English history, has a Minister of the Crown been invested with such terrifying powers. This entry into the realms of dictators marks a further advance in the march towards a Party State against traditional freedom and individual initiative.
Whatever may be the degree of ability enjoyed by the "Barnes' Boys," and whatever suitability for their appointment which they may possess, they will, nevertheless, have to dance to the tune of the Minister. This pinnacle of power is dangerous and demands the most serious reflection by all interested parties.
Unless the Minister uses his power with a generous measure of discretion, the Transport Commission will be denied a vigorous independence, and will, in fact,
become a mere puppet in his hands. This possibility follows too closely the line of the National Coal Board. A sharp contrast, happily, is provided by the members of the Steel Control Board, who, in effect, have said to the Government, "If you wafit us to do the job, hands off and leave us to it." Arising out of this, the steel industry has been granted two years' reprieve to enable the Board to carry out its onerous duties free from political interference.
Can there be raised in the human breast the hope that those persons called upon to serve as members of the Transport Commission will be endowed with a similar spirit of independence and strength of purpose? Will they condition their appointment so as to be free from political interference, with freedom to pursue their task on a practical and purely commercial basis? Time alone will reveal the answer.
Already theie is some speculation regarding the names of those persons likely to be appointed on the Commission. It can be assumed that the T.U.C. will claim at least one place out of the total of five. The remaining four may be chosen from the Civil Service, the railway companies, road transport (goods and passenger), with an independent chairman or an additional T.U.0 nominee.
To return to the general lines of the Bill, one is appalled by the size of the organization over which the Transport Commission will preside. The complex nature of the organization, together with its wide ramifications, gives an impression of unwieldiness and is likely to lead to a bureaucratic muddle, inefficiency and possible stagnation.
Let the Railways Try The grave problems and difficulties which, to-day, are impeding the operation of the railways would seem to have better prospects of solution by the railway companies themselves than by Whitehall. What the railways urgently require are new locomotives and rolling stock, track renewals and freedom for the companies to carry out the announced plans of post-war development and reorganization; not nationalization, which, in itself, will not bring any such benefit.
The part of the Bill that deals with road transport is sure to provide the most heated controversy and will be strongly contested in the Committee stage. It will also be the most difficult section to administer after the "take-over." Snags will appear in plenty, not least of which will be the problem of the enforcement of the mileage limit. There can be foreseen an army of official "snoopers." What a prospect to contemplate in this "Land of Hope and Glory "!
The Bill promotes no enthusiasm for a State-owned transport system, and it is difficillt to envisage a cheaper and more efficient service under. nationalization. What can be foreseen is that, in the event of operating losses, the taxpayer will have to foot the bill. So what hope can there be of cheaper consumer goods?
If this trend in legislation is to continue unabated, we shall become a nation of economic slaves. The road haulage industry now must decide whether the fight is to be continued and, if so, the means which shall be employed.