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Clerks can allay the fears of LAs
THE ANNUAL reports of the Licensing Authorities for 198182, published a few weeks ago, prompt a number of thoughts.
The first, if not the most profound, is wonder at the cost of this modestly produced 100page publication. Until a few years ago it was free. In the late 1970s those wanting a copy were asked to send a stamped addressed envelope, though if they did not they still received a copy.
The 1978-79 Report was the first to bear a price — £2.70. Since then the price has climbed steadily each year — 0.55, £5.75 and this year £6.65. In every case postage was extra. The varying typefaces used indicate that the published document is only a copy of each LA's report which he is statutorily bound to submit, so the charge should only relate to the cost of reproduction. The 1981-82 Reports work out at 61/2p per page. Is this a case for privatisation?
Of greater importance to the industry, however, is the possibility that the role of the LAs is gradually being diminished. Not, of course, their statutory licensing functions; indeed, these will be extended when the new environmental provisions of the 1982 Transport Act come into force.
But the LAs have always been much more than pure judicial beings. With very few exceptions they have always been highly visible to the road haulage industry, as well as to the bus and coach industry, wearing their other hats as Chairmen of Traffic Commissioners. Rarely does an industry dinner or other function take place without the presence of the LA. Quite often he is expected to "sing for his supper" by addressing the gathering on some relevant topic.
Less visible is the way in which they run their traffic areas, and in particular, the traffic area offices which are their headquarters. The Foster Committee shed some light on this in its report four-and-a-half years ago. It drew attention to the split role of the LAs. They can be compared to a pair of trousers. One leg is their judicial licensing functions. The other is their function of managing their areas, employing well over 4,000 staff in total. The two legs come together rather untidily in the august person of the LA.
Licensing Authorities are not civil servants, bound to respond to Ministerial priorities. The fact that few civil servants are sacked does not alter the fact that they can be (many more quietly resign). In the last resort this ensures that Ministerial wishes are carried out.
Licensing Authorities, on the other hand, have a statutory right to remain in office, subject to good behaviour, until the age of 70. This is obviously a welcome protection of their judicial independence against Ministerial pressure on them in their licensing role, but it puts them in a unique relationship with the Department of Transport when carrying out their management tasks.
The Foster Committee recommended the creation of a headquarters division with the specific task of co-ordinating the requirements of the traffic area offices. After a half-hearted start this was done last year.
By itself, the creation of the Traffic Area Co-ordination Division in Marsham Street would slightly alter the balance of power away from the LAs towards DTp headquarters. But two simultaneous developments seem likely to shift the balance still further towards the career civil servants.
Although the reduction in the number of traffic areas from the traditional 11 to nine has just been postponed for a year, this is because of legal technicalities, which need a little more time to sort out. In any event the number of LAs will soon be down to eight. Yet the 11 traffic area offices will remain, at least for the time being. This will inevitably weaken the links between the LA and a specific office and area.
At the same time a new system of management accounting is being introduced. Each traffic area is being made a cost centre, and will for the first time have to account to DTp headquarters, in very great detail, for the cost of all its junctions and the resources used in carrying them out.
All this is going on against the background of the severest pressure on civil service manpower since the last war, if not ever. If the Co-ordination Division does its job properly it is bound to discover that some areas use more resources than others to do the same thing. In some cases there will be good reasons -for this — for example the nature of its territory makes it seem reasonable that the Scottish Traffic Area should spend more on travel than, say, the Metropolitan Area.
But when an area's costs are higher than average because of some quirk of the individual LA — for example, a propensity to hold public inquiries more frequently than his brethren — he is liable to come under pressure to change his ways. In the last resort, the DTp will be able to restrict the resources available to him so that he would find it difficult to not to conform.
Looking further ahead, it seems at least possible that as more LAs reach retirement ag they will not be replaced, and that the practice of doublebanking — one LA responsible for two areas — will be extended. The use of deputies paid on a sessional basis, is much cheaper. So the links between LA and a particular a will be still further weakened.
In these circumstances, moi and more power would pass t the traffic area clerks. This should not worry operators. T clerks are all relatively senior civil servants, earning betwee £12,000 and £19,500 a year. (L get over £22,000.) Moreover, whereas a traffic area clerkship used to be a fin job for those nearing retireme younger clerks are now much more usual. The result seems likely to be a more tautly managed, and therefore chea and more efficient, system, w consequently better service al lower fees.
Even if in time the law was changed so that individual LA were no longer appointed to specific areas, but "floated" round the country, operators would have nothing to worry about. The essential safeguar to be preserved is the LA's independence in court, with o the Transport Tribunal to °yei rule him. So long as political considerations are kept total!) out of licensing all should be well.
On second thoughts, perha there is one snag. All this emphasis on what things cosi presumably what has led to ti decision to charge increasing high prices for the LAs Annw Reports complained about at start of this article. But if the management of the traffic are can be improved, £6.65 wou lc be a price well worth paying.