By June Burnham, Stephen Glaister, Handley Stevens, Tony Travers
Delivery is excessive at the political schedule as Labour in place of work makes an attempt to redefine shipping coverage to fulfill environmental and social objectives. This paintings explains who takes the choices, how the corporations in and out executive paintings, and the making plans and monetary frameworks during which politicians, officers, and curiosity teams function.
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Extra info for Transport Policy in Britain
The attempt to privatize the whole of the British Road Service fleet was only abandoned when some vehicles found no buyers. But the 1953 Act left in place the quantity licensing regime in force since 1933 under the Area Traffic Commissioners. The Geddes Committee, appointed by a Conservative government to inquire into the way licensing was working, recommended the abolition of all restrictions on the capacity of the road haulage industry. Its report, Carrier Licensing (1965), was received by a Labour government, which passed the Transport Act 1968 abolishing capacity controls on all vehicles under 16 tons, but tightened the safety regulations and proposed to maintain control on heavy lorries.
The Railway Rates Tribunal, whose members were appointed by the Minister of Transport, the President of the Board of Trade and the Lord Chancellor, replaced the Railway and Canal Commission. The Act gave little incentive for rail companies to increase efficiency or improve services. Rules on revenue and prices meant companies would retain only a small proportion of any economies made. Employees could not be given a worse post in a new company than they held in a pre-war company, which resulted in over-manning at senior levels compared with firms in other sectors, according to Brunner, who campaigned against the railways, 'the proud monopolists of the transport world' (ibid.
The Underground was still a traditional nationalized industry, but ministers were reviewing a range of options for its privatization in the course of the next parliament. Even the network of national trunk roads was beginning to be privatized piecemeal as substantial stretches of road were mortgaged to the private sector under the new Design Build Finance and Operate (DBFO) contracts. The Labour government which took office in May 1997 has its own plans for injecting private finance into the London Underground, and although it is reviewing the roads programme in the context of its plans for an integrated transport policy, its review of the first dozen urgent cases led to the confirmation of at least one further major DBFO contract.