Bert Kelly, The Bulletin, November 16, 1982, p. 139.
Giving evidence to the Woodward Royal Commission, Peter Nixon said that when he became Minister for Primary Production he found that his new department was far less professional than his old one. That was the Department of Transport (DOT). And this, he maintained, was one of the reasons why he was not alerted to bribery and corruption rife in meat inspection.
I was rather surprised at the smoothness with which Nixon passed the blame back to his department.
The standards have changed since Menzies’ time. From now on, ministers can be expected to take the credit when things go well and their departments the blame when things go badly.
Nixon’s tribute to the professionalism of DOT interested me. I agree that a department which presides over such a monumental mess as does DOT would be forced to learn to be very professional indeed to lull the community in general — and its minister, in particular — into thinking that all goes well in transport. Not many departments can chalk up such a score of failures as DOT.
DOT was administering, until recently, the two-airline policy, the feather bed that flies. Do you remember what the Holcroft inquiry into air fares said about DOT in its report?
The inadequacy of information on airline activities in Australia has frustrated analysis of operations and the impact of regulatory policies. One interpretation of this position, especially in the light of the workings of this inquiry, could be that the regulator (DOT) and the regulated (the airlines) have a mutual interest in minimising public analysis and discussion of their performance.
Behaviour of that kind does not look very professional to common people, however splendid it may appear to its minister.
DOT also cares for feather beds that float. It is a dedicated defender of overseas shipping conferences, against the restrictive trade practices legislation applying to overseas passenger shipping.
But DOT’s pride and joy surely must be the Navigation Act, which forces us to carry interstate cargo in Australian-manned ships with extravagant manning scales and 20 weeks holiday a year. This increases BHP’s costs by $25 million a year. It costs $17 a tonne to carry phosphate rock to Australia from Florida. From Christmas Island, which is much closer, the freight in Australian ships is $28 a tonne.
Recently I heard a Wheat Board official say that if they had to import wheat into Sydney it would be far cheaper to ship from the United States than from Western Australia.
DOT also has plenty to be guilty about when defending its creature the Australian National Line (ANL), under the control of the Australian Coastal Shipping Commission. I have been reading Sir Jon Williams’ book So Ends This Day (Globe Press, $19.95). You should grab a copy quickly, before it is sold out. The story of getting the gold out of the sunken Hiagara or righting the capsized Santhia at Calcutta would justify buying it.
In 1956, Williams was appointed chairman of the Shipping Commission on the clear understanding that the ANL was to be run as if it were a private business. It did this for many years and made money and kept freight rates down. Then, Ian Sinclair was made Minister for Transport and things changed. I quote from So Ends This Day:
Sinclair informed us that we should now regard the commission as what he termed a “political instrument,” subject to control by his departmental officers, overlooking the fact that it had been set up by Sir Robert Menzies to operate free of interference on a free enterprise basis … Some of the tactics employed by DOT were pretty beyond belief and it was my impression that Sinclair was involved in the meanest of them. There is little point in raking over the embers of long dead fires save for record purposes and the record shows that the “political instrument” policy put the commission in the red for the first time since its inception in 1956.
Sir John McEwen once said of me that he knew of no man who had more to be modest about. What would he say about his disciples’ DOT?