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One good heave?
Page 17
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The complete re-appraisal of the EEC common transp policy, which the new Commissioner for Transport t promised, suggests that at long last the economic facts life are going to take precedence over bureaucratic COMF ment to a policy of detailed harmonization at any pri Because almost every such measure proposed by • Commission in the past has meant upsetting some natio applecart, there has always been at least one country oppose the move. And even where regulations have readh implementation, the results have not been the promised on for example, the Continent's industrial federation (UNIC which has been pressing for more liberal policies, says t bilateral tariffs have actually exaggerated the inequalities.
Now, it seems, there is a chance that the experimer compulsory rates system will be replaced by someth much more flexible; there is to be pressure Tor removal bilateral quotas and other restraints on international trE and there is to be a major effort aimed at promoting fr transit as a basis for EEC policy.
If and it is still a very big if member governments ( be persuaded to take as fresh and uncommitted a view the Commission is now promising for itself, we may se major swing away from proposals for rigid control to a qual based system a move for which the DoE's "Bayliss Rep( on operators' licensing (CM last week) was impeccablytim. But one early result is likely to be a softening of UK resistar to some of the tougher quality controls proposed by • Commission; indeed, one already gets the feeling that • DoE is now ready to go along with the EEC majority view introducing elaborate competence and viability tests aspiring hauliers. This, by omitting own-account m perpetuates the division between the two sectors. There also be stronger pressure for harsh road transport taxat -to -equalizereal or imagined inequalities. But even t[ perhaps, could be contained to an acceptable level in present fluid situation, by one more good heave. At least old order is changing.