CHAOS IN DRONFIELD

This is a photo of Coleg Harlech, with Harlech Castle in the background. Hardly a scene for the spread of CHAOS you might think.

















It is significant that Geoff Bratley-Kendall the speaker at the next meeting of the Dronfield Labour Party Discussion Group was today on a lobby of parliament pressing for significant improvements in Adult Education services. For he will lead a discussion on these matters at our next meeting. His talk is entitled "Adult Education : Experiences and Issues".

Geoff is the Secretary of the Coleg Harlech Association of Old Students (CHAOS) who have acted to work with other ex-students organisations from Adult Residential Colleges to influence public policy on adult education.

Geoff lives in Dronfield and attends our meetings. He knows that he will face a lively and firmly interested audience. Our regulars include former adult education students from the Northern College, Newbattle Abbey, the Co-op College, Ruskin, Coleg Harlech, University Access Courses and Industrial Day Release Classes. Some who have had a foot in more than one camp.

Why not use the comment box on this thread to get your tackle in first? There's CHAOS for you.

Our Submissions To Compass

In connection with the Compass project "How To Live In The 21st Century", two submissions have been made from the Dronfield Labour Party Discussion Group. These can be found on the appropriate Compass web-site if you click onto the following topics -"Political Education, Political Education, Political Education" and "Integrated Transport"

Background explanations of these two sets of proposals are provided below -


On "Political Education, Political Education, Political Education"


A vibrant and intelligent political culture requires issues to be debated openly (but not violently) within the context of widespread commitments to civil liberties, including those of free expression. In the modern Labour Party and often in the wider Labour Movement, a past tradition of considering practical political alternatives in the light of the concepts of social equality, collectivism and democratic participation has tended to be sidelined. This is not an argument for the adoption of a political dogma by today's movement; for core values themselves need to be under continual testing and re-examination and to be attuned to changing circumstances. But unfortunately in today's movement too often core values tend to have withered away, rather than being re-assessed and updated.

The Labour Party in particular needs to encourage and facilitate internal debate and discussion about our times. A key avenue to achieve such an approach is the establishment of a political education programme to stimulate debate and discussion amongst what could then become a growing and active membership.

Such an approach is likely to require a serious publications' avenue which the Labour Party membership could contribute to. This would require moves towards a weekly Labour Party newspaper, the establishment of a theoretical journal, the publication of discussion pamphlets, the running of discussion groups and study courses; plus the use of web-sites and other avenues of more modern technology. The Labour Party itself should aim at running such provisions, building upon the efforts (amongst others) of Tribune, Chartist, the Fabian Society and Compass.

Such forms of Political Education will, however, only achieve a living impact when the internal structure of the Labour Party is openly democratised - yet political education could also encourage such a development.

The TUC, individual Trade Unions and the Co-operative Movement form essential parts of our Movement. They have their own traditions of providing their own internal educational programmes. The focus of such activities are often centred around the practical needs of health and safety representatives, shop stewards and equivalents. These programmes need to be leavened with fuller investigations around the historical, political and core values of the Labour Movement.

Ways and means of re-establishing a pre-Thatcherite tradition of working class education centred on the earlier practices of Colleges such as Ruskin, Coleg Harlech, the Northern College and Newbattle Abbey need to be explored.


On "Integrated Transport"


A programme to move towards the effective use of an integrated public transport system; involving the establishment of a variety of forms of social ownership for the operations of buses, trams, taxis, aeroplanes, ships and lorries. In order to reduce congestion on our roads, priority will be given to public forms of transport over the use of private cars. A full use of an expanded rail network would be employed for the movement of goods as well as passengers. To maximize the use of public transport facilities, cheap and free fares would be extended, based on need. Current free and concessionary travel facilities for pensioners and others would provide a model for such schemes. Publicly run (or supported) taxi services, buses, trams, planes and ships would be linked whenever possible at bus and tram terminals, airports and ports. Entitlement to air travel would balance the needs of travellers with carbon footprint considerations.

When considering integrated transport policies, account should be taken of how transport effects climate change, and any decisions regarding integrated transport should include plans to reduce carbon emissions from future forms of transport. Consideration must therefore be given to future plans to convert the existing rail network to a completely electrical system of rail transport. An expanded rail network should also be fully electrified. An integrated transport policy should also include plans to develop road transport vehicles with greatly reduced carbon emissions. Types of electrically driven vehicles, which satisfy future transport requirements, will therefore have to be developed if this objective is to be realised. Electrifying the rail network and the provision of road vehicles, which depend on electrical power, will transfer demand from fossil fuels to electrical power and will place greater demands on the electricity supply industry. An integrated transport policy should therefore include plans to increase the amount of electricity produced by renewable sources and plans to replace the current generation of aging power stations with power stations with low carbon emissions.

The role of railways in an integrated transport system would require a curb being placed on the need for the use of heavy road transport with limits being placed on the use of lorries and huge pantechnicons. Their operations would need to be restricted, especially where alternative rail services are available. This could be achieved through the licencing of the giants of the road.

Whilst cheap public transport would attract many away from private car usage, it is likely that a programme of restraints on private car usage will need to be introduced to relieve major avenues of congestion. This will need to be done via a programme of restrictions rather than via a market policy involving the use of congestion charges.

Integrated Transport : Update

The Dronfield Labour Party Discussion Group's submission to Compass on "Integrated Transport" needs to be submitted on 23 February. In the light of points made in the appropriate Dronfield Blather comment box, I have amended our initial proposals as indicated below. Other changes have been made to fit in with the word-limits stipulated by Compass.

If you wish to see further amendments, then please give the details in the comment box on this thread over the week-end.

The "Political Education : Update" appears here.

Policy Name : Integrated Transport.

Policy Explanation

A programme to move towards the effective use of an integrated public transport system; involving the establishment of a variety of forms of social ownership for the operations of buses, trams, taxis, aeroplanes, ships and lorries. In order to reduce congestion on our roads, priority will be given to public forms of transport over the use of private cars. A full use of an expanded rail network would be employed for the movement of goods as well as passengers. To maximize the use of public transport facilities, cheap and free fares would be extended, based on need. Current free and concessionary travel facilities for pensioners and others would provide a model for such schemes. Publicly run (or supported) taxi services, buses, trams, planes and ships would be linked whenever possible at bus and tram terminals, airports and ports. Entitlement to air travel would balance the needs of travellers with carbon footprint considerations.

When considering integrated transport policies, account should be taken of how transport effects climate change, and any decisions regarding integrated transport should include plans to reduce carbon emissions from future forms of transport. Consideration must therefore be given to future plans to convert the existing rail network to a completely electrical system of rail transport. An expanded rail network should also be fully electrified. An integrated transport policy should also include plans to develop road transport vehicles with greatly reduced carbon emissions. Types of electrically driven vehicles, which satisfy future transport requirements, will therefore have to be developed if this objective is to be realised. Electrifying the rail network and the provision of road vehicles, which depend on electrical power, will transfer demand from fossil fuels to electrical power and will place greater demands on the electricity supply industry. An integrated transport policy should therefore include plans to increase the amount of electricity produced by renewable sources and plans to replace the current generation of aging power stations with power stations with low carbon emissions.

The role of railways in an integrated transport system would require a curb being placed on the need for the use of heavy road transport with limits being placed on the use of lorries and huge pantechnicons. Their operations would need to be restricted, especially where alternative rail services are available. This could be achieved through the licencing of the giants of the road.

Whilst cheap public transport would attract many away from private car usage, it is likely that a programme of restraints on private car usage will need to be introduced to relieve major avenues of congestion. This will need to be done via a programme of restrictions rather than via a market policy involving the use of congestion charges.

Note : The first paragraph is what originally appeared. The second paragraph is the submission from Jack Wearing in line with points also stressed by Ken Turton. The third paragraph is made up of extracts from Ken Turton's two submissions. Whilst the final paragraph is related to points Bob Heath made at our initial discussion and looks in the direction of comments from "Peezedtee". The word total for the section is 348. The word limit is 400.

Arguments In Favour

1. Freedom of movement for many currently isolated due to age, poverty and residence in isolated communities.

2. Tackling problems of traffic congestion and pollution, with cut backs for disruptive road building programmes.

3. Most travel would be in a social context, with people moving away from being isolated in their cars.

Arguments Against

1. The alienation of those committed to private car ownership and usage.

2. Job losses in the car industry, mitigated by more employment associated with public transport.

3. Current lack of a public service ethos throughout society.

Note : The above two sections go together in needing to be limited to a total of 100 words. They have been cut back from 154 in the original to 83.

How Does The Policy Relate To the Core Beliefs of Compass? (i.e. equality, collectivism, sustainability, democracy.)

An integrated transport system will radically extend equal access to convenient forms of transport to everyone. It will challenge the possessive individualism which arises from the current dominance of private car ownership and advance collective and co-operative forms of behavior. In reducing private car usage, congestion and pollution; a sustainable transport system would reduce the need for road building and disruption. To operate a widespread and interlinked public transport system, there would be the need for a variety of forms of municipal, co-operative, regional and national forms of ownership.

Note : As in the original. 89 words. 100 word limit.

How Does It Build The Institutions Of Social Democracy?

The variety of forms of public ownership mentioned above would require a range of forms of democratic control. Bus and tram companies would be subject to local government ownership. Taxi services could function under co-operative arrangements. Whilst an expanded rail service would function better under national or UK governmental controls. The structure for Air and Shipping Companies would depend on the scope of their operations. Scrutiny by elected representatives would be required at all levels, plus avenues of influence over policies by consumers and producers.

Note : This is a condensed version of the previous 136 words, reduced to 82 words to meet the 100 word limit.

What Are The Cost Implications?

Decisions will have to be made on compensation levels. The scale of compensation can differ between major investors on the one hand and on the other holdings by pensions funds, public bodies and small shareholders. The cut back in the use of private cars will save police and health service costs as accidents and pollution decline. Savings would be made in the decline in the need for road widening and construction programmes, whilst the costs of rail electrification and expansion (plus the need for anti-pollution power stations mentioned earlier) will need to be taken into account.

Note : The changes here arise (a) from the need to cut back on the number of words to fit the 100 word limit (they are down from 111 to 95), and (b) to meet points made by Blogger Brader, Ken Turton and Jack Wearing.

Who Wins And Loses Amongst The Electorate?

Resistance to aspects of the programme would come from many car owners, yet as individuals they would benefit from a more integrated transport system which would build a more civilised society. Strong support would come from many young people (in particular) who have commitments to environmental improvement.

Note : Unchanged. 47 words. Limit 100.

A Sound Bite For The Public?

We will be able to move around conveniently when we want at a cost we can afford.

Note : Unchanged. 17 words.Limit 25.

Where Has This Worked Before?

An aspect of the policy was run by the former South Yorkshire Metropolitan Council in relation to its bus services. It was possible to find buses easily and to interchange between services. Bus prices were held, becoming relatively cheap over time. It was popular and well used, until it was disbanded due to the actions of the Thatcher Government. British Rail also ran a fully (internally) integrated service of some significance prior to the Beeching cuts of the 1960s.

Note : This is the same as previously, plus an extra final sentence drawn from the case made by Ken Turton. 78 words. Limit 100.

Political Education : Update

The Dronfield Labour Party Discussion Group's submission to Compass on "Political Education" needs to be submitted on 23 February. In the light of points made in the appropriate Dronfield Blather comment box and in a phone message to me from Ken Curren, I have amended our initial proposals slightly as indicated below. Other changes have been made to fit in with the word-limits stipulated by Compass.

If you wish to see further amendments, then please give the details in the comment box on this thread over the week-end.

Policy Name : Political Education, Political Education, Political Education.

Policy Explanation

A vibrant and intelligent political culture requires issues to be debated openly (but not violently) within the context of widespread commitments to civil liberties, including those of free expression. In the modern Labour Party and often in the wider Labour Movement, a past tradition of considering practical political alternatives in the light of the concepts of social equality, collectivism and democratic participation has tended to be sidelined. This is not an argument for the adoption of a political dogma by today's movement; for core values themselves need to be under continual testing and re-examination and to be attuned to changing circumstances. But unfortunately in today's movement too often core values tend to have withered away, rather than being re-assessed and updated.

The Labour Party in particular needs to encourage and facilitate internal debate and discussion about our times. A key avenue to achieve such an approach is the establishment of a political education programme to stimulate debate and discussion amongst what could then become a growing and active membership.

Such an approach is likely to require a serious publications' avenue which the Labour Party membership could contribute to. This would require moves towards a weekly Labour Party newspaper, the establishment of a theoretical journal, the publication of discussion pamphlets, the running of discussion groups and study courses; plus the use of web-sites and other avenues of more modern technology. The Labour Party itself should aim at running such provisions, building upon the efforts (amongst others) of Tribune, Chartist, the Fabian Society and Compass.

Such forms of Political Education will, however, only achieve a living impact when the internal structure of the Labour Party is openly democratised - yet political education could also encourage such a development.

The TUC, individual Trade Unions and the Co-operative Movement form essential parts of our Movement. They have their own traditions of providing their own internal educational programmes. The focus of such activities are often centred around the practical needs of health and safety representatives, shop stewards and equivalents. These programmes need to be leavened with fuller investigations around the historical, political and core values of the Labour Movement.

Ways and means of re-establishing a pre-Thatcherite tradition of working class education centred on the earlier practices of Colleges such as Ruskin, Coleg Harlech, the Northern College and Newbattle Abbey need to be explored.

Note : the word limit for the above is 400 words, a sentence has been removed from the original in order to meet this limit. The section now totals 388 words.

Arguments In Favour

(1) An intelligent, questioning and democratic labour movement would help to raise the whole level of political debate and tackle the limitations of the ya-boo politics.

(2) It would help to make clearer and more coherent political choices for the electorate.

(3) It would improve the Labour Movements image, especially amongst young people and in its links with the International Labour Movement.

Arguments Against

(1) If it took the wrong turn, expanded political debate within the Labour Movement could lead to disruption and turmoil.

(2) It could encourage entrist techniques into the Labour Party.

(3) It could turn the Labour Party into merely a debating society.

Note : This section goes together with the one entitled "Arguments In Favour", the total has been cut back from 124 words to 98 words to meet the 100 word limit.


How Does The Policy Relate To The Core Beliefs Of Compass? (i.e. equality, collectivism, sustainability, democracy.)

This programme essentially caters for the extension of Compass style understandings into the wider labour movement, whilst guarding against any tendency of these to become dogmas.

Note : Unchanged, 26 words. The limit is 100.

How Does This Build The Institutions Of Social Democracy?

It will help to develop a labour movement which will press for (a) an internally democratic Labour Party, (b) the opening up of the democratisation of governmental, parliamentary and local authority institutions and (c) will encourage serious political debate within the popular media.

Note : Unchanged, 43 words. The limit is 100.

What Are The Cost Implications?

The start of a political education programme throughout the labour movement could initially be done at minimal cost. What is needed is encouragement from labour leaders and Labour's head office to participate in a range of voluntary political educational activities. This would begin to set up the structure for summer schools, courses and publications which would often be financed by those encouraged to participate in what they saw as meaningful political activities. Costs would mainly be related to scholarships and staff payments when voluntary course directors and tutors could not be attracted.

Note : Unchanged, 92 words. The limit is 100.

Who Wins And Loses Amongst The Electorate?

If political education within the labour movement operates in ways which encourages questioning and debate, it is likely to help develop a relevant and appealing political perspective for the Labour Party. This would provide clear and intelligent choices for the electorate. In such circumstances, it would be vested interests that would lose out. If, however, political dogma distorted the uses of such avenues, then this would alienate wide sectors of the electorate.

Note : Unchanged, 73 words. The limit is 100.

A Sound Bite For The Public?

Informing and understanding the political dimensions of everyday life.

Note : Fully changed, from suggestions in the comment box by Blogger Brader. 9 words. The limit is 25.


Where Has This Worked Before?

Although what has been suggested has never worked fully within the labour movement, aspects of this approach can be seen in the work of people such as the Webbs, the Coles and R.H. Tawney as well as in the past work of Workers' Educational Association, University Extension Courses and the residential Colleges for working people mentioned earlier. Given modern technology, use of Computer communication systems can now be employed. It is a practice we are developing with the Dronfield Labour Party Discussion Group and on this blog.

Note : The final sentence has been added, following a suggestion from Ken Curren. 91 words. The limit is 100.

Integrated Transport And Climate Change.

Rail Electrification


























This submission to our Integrated Transport Debate is from Jack Wearing who was one of the initiators of our group's discussion on the topic on 14 December, 2008.

When considering integrated transport policies, account should be taken of how transport effects climate change, and any decisions regarding integrated transport should include plans to reduce carbon emissions from future forms of transport. Consideration must therefore be given to future plans to convert the existing rail network to a completely electrical system of rail transport. An expanded rail network should also be fully electrified. An integrated transport policy should also include plans to develop road transport vehicles with greatly reduced carbon emissions. Types of electrically driven vehicles, which satisfy future transport requirements, will therefore have to be developed if this objective is to be realised. Electrifying the rail network and the provision of road vehicles, which depend on electrical power, will transfer demand from fossil fuels to electrical power and will place greater demands on the electricity supply industry. An integrated transport policy should therefore include plans to increase the amount of electricity produced by renewable sources and plans to replace the current generation of aging power stations with power stations with low carbon emissions.

JACK WEARING

Integrated Transport - Rectifying Blunders

Sheffield Victoria Railway Station, September 1969: 4 Months Before It Was Closed. Click onto it for a larger view.



















This submission to our Integrated Transport Debate is from Ken Turton. Earlier he made another major contribution, see here.

An integrated transport policy would begin with clear announcements. First through the Party's Manifesto, then through public pronouncements spelling out the policy. Whilst I agree that it would be difficult to wean dedicated car owners away from their cars, an integrated transport system would in time do exactly that and there would be no need to pursue a dogmatic approach in favour of what was taking place. This is because an integrated transport system can only be properly achieved through cheap fares. Such a policy would build its own support. If cheap fares are coupled with a reliable and plentiful service, then in time the problem will answer itself.

The only seemingly dogmatic approach would need to be about limits on the use of lorries and huge pantechnicons. Their operations would need to be restricted, especially where alternative rail services are available. This could be achieved through the licencing of the giants of the road and this would be very attractive to the general public.It appears to me that they would be fully in favour of the operation of such restrictions. Half of this problem will almost be solved as soon as such restrictions are introduced, the rest is easy meat when the Government is seen to be removing huge blockages from our roads.

An integrated transport policy would be introduced only after much explanatory work had been carried out, pointing for instance to the savings in road space which would occur with the moving to rail usage. More freight could be moved by rail as opposed to road with a massive 25% saving in land usage taking place. To which must be added a significant reduction in pollution.

If we look back to the time of the introduction of a national postal service at an old penny per letter, it was the railways which provided this. Posting a letter was guaranteed next day delivery. Since Beeching these services were lost and were transferred to road services. The time taken to deliver a letter was extended and can now take up to a week, even for some first class post.

What of compensation? No one compensated rail transport when matters were transferred to the roads. An example goes back to the 1955 ASLEF Strike when Lorry Drivers using C licences (which were unrestricted under the 1947 Transport Act) blackmailed their customers by taking their products only if they signed a long term contract. As a result conveying these products has been lost to rail transport ever since then. This was achieved via an extra-legal act, which was certainly immoral. So I am against compensation in any form, but would have to abide by any decision made. I have no sympathy, however, for the idea of giving compensation to railway owners. For me it would be "Goodbye - thank you for your lack of service to the industry".


The extended use of the car started in the early 1950s as a result of developments in World War 2 when huge vehicle plants were built at no small cost to make the army extremely mobile. Indeed this was VITAL to winning the war. For instance, Britain and Russia would not have been the challengers they were with only the land forces they had in 1940. For the transformation we have to thank the USA who provided us and Russia with all types of vehicles. Russian gold played a vital part in that scene.

The vehicle factories concerned were upgraded after the war to provide for the new demand from a populace who were becoming richer, thanks to full employment and long hours of work instigated during the war itself. The demand for cars led to the impositions we see today and a growth of anti-communal feelings. Neo-liberalism brought itself to prominence through car expansion, golf and the development of other middle-class practices.

The nationalisation programme was exploited by the car manufacturers who obtained cheap steel transported by cheap rail haulage. This provided cars at cheaper rates, with the manufacturers pocketing the profits.

The late 1950s were the times when the motorways came into use. They sort to meet, yet expanded car usage. The Tories had their own transport Guru in the shape of Ernest Marples - the Minister who employed Beeching. Holdings in road building firms and motorways sprouted, further feeding the car urge.

At the same time the railways were undermined when the railway timetables were altered and all over the country timings were altered and trains that were interconnected suddenly found themselves detached with passengers stood at draughty railway stations waiting for trains to carry on their journeys. Previously travelling through Sheffield Victoria on the line to Manchester from the south or east connecting trains would wait for arriving trains for periods of time. With the 1951 changes, trains to Manchester were timed to depart before what should have been connecting trains arrived. Passengers had to wait for the next hourly service to continue their journey. This practice occurred throughout the rail network.

The industry suffered and railwaymen have suffered for over 50 years of Toryism, initiated by Tory Governments and compound by Labour Governments. However, by good clean open Government the situation can be altered. By dismissing the huge road lobby and stressing the environmental issues, we would reap unheard of benefits. Massive savings would result and the general public would have its faith restored in Labour Governments. By turning to Labour's traditional values expressed in its former Clause 4, we can build a much better society. Otherwise we exacerbate the current situation.

KEN TURTON

Match Cancelled, Game Continues

A Dronfield Scene - The Morning After The Night Before























Yesterday evening's Dronfield Labour Party discussion meeting had to be cancelled due to heavy snow, which started to have a full impact just as we were due to assemble. This has meant that we were unable to have the planned discussion in order to finalise our two submissions to Compass as part of its programme "How To Live In The 21st Century"

As our submissions need to be in by 23rd February, we need to look for other means by which they can be finalised. One of those avenues is for readers of this blog to continue to make submissions in our relevant comment boxes. Please aim to do this by 18th February. Links to the appropriate threads are provided below. Contributions from those who normally attend our discussions will be especially welcome. But anyone can join in. Those who attend our meetings but don't operate personal computers, will be contacted by snail mail on how they can also be involved.

Weather permitting, I will also raise the issues concerned for discussion at the coming meeting of the Dronfield Labour Party.

To meet the deadline, Blogger Brader and myself will have to re-draft the submissions after 18 February. We will then place the re-draft on this blog. This will give people an opportunity to object via our comment box if they think that we have violated the spirit of the points that have been put to us. We will then take such points into account and publish the final version when this is submitted to Compass.

For our draft submission on "Integrated Transport" see here.

For responses to the above see the comment box attached to the above and also here and here.

For our draft response on "Political Education" see here and follow up via its comment box.

Transport And The Environment

The last item we posted from Ken Turton on the above topic has been responded to in this comment box by someone using the "anonymous" label. All the indications are that the comment is from B.B. Bunting the author of "The Power Play : To End The Car".

What Anonymous/B.B. Bunting has to say will be of great interest to our Discussion Group, who will again be tackling the topic on Sunday. Environmental concerns are always high on our agenda. In addition to the points made by Ken Turton in the last item we posted, concerns are also regularly brought forward by another Ken - Ken Curran. He also addressed one of our earlier meetings on the topic of "The Climate Change Crisis".

In the draft for our submission to Compass on "Integrated Transport" we include a statement claiming that "the cut back in the use of private cars will save police and health services as accidents and pollution decline". Perhaps we need to stress these implications more strongly.

Since I read the Penguin edition of E.J. Mishan's "The Costs Of Economic Growth" in 1969, I have always been aware that many of the growth items which we see as economic pluses are in fact serious minuses. Mishan called them diseconomies of scale. When the accident, pollution and road building costs for private car usage is statistically assessed; we add up the costs of the services provided by crematoriums, hospitals, salvage firms and the police as if they were economic pluses rather than arising from human losses. This means that we are liable to ignore what are massive problems.

When I provided responses for a Norman Geras profile recently, this is how I responded to one of his questions - Q. If you could effect one major policy change in the governing of your country, what would it be? A. To limit the use of private transport to emergency services, with public transport being publicly owned and freely available, whilst planning for the huge economic and social consequences which would follow.

My claim that public transport should (in general) replace private transport, led to this type of criticism, which is then debated on this thread. I was seen as being totalitarian.