Editorial | Own Trucks, Stronger Agriculture

Horticulture and agriculture are not just working industries. They are the props of our economy. From apple orchards to vegetable fields, they support families, provide jobs, and generate income. Both, nonetheless, are afflicted with a crisis over the long haul that has nothing to do with farming techniques or meteorology. It is transportation.

Every season of harvesting, farmers and farmers struggle to ship produce to marketplaces and storage centers such as Farrington Palace. The absence of transportation entails delayed delivery, higher cost, and lower profit. Perishable produce rots before reaching buyers. Middlemen exploit the gap by charging extra for trucks. Farmers are reduced to suffering losses. Buyers pay more at the market. This is an annual cycle.

The solution is not difficult. The Horticulture and Agriculture Department can have its own transport fleet. Not only will this solve the shortage, but it will be a new stream of government income.

First, economics. One hired truck from the private sector costs thousands per trip. Over several hundred trips in a harvesting season and the cost is into crores. It is an expense which the farmers must incur, and the government derives no return. If departments have their own trucks, that money stays in the system. Farmers’ transport charges can be used to maintain the fleet, pay the drivers, and increase cold storage space. Anything over and above that is exchequer revenue. This is the best example of making a cost into an investment.

Second, reliability. Presently, farmers rely on owners of individual trucks, some of whom make conditions. In times of peak demand, they increase charges or simply fail to offer adequate vehicles. A state-owned fleet obviates this risk. Farmers enjoy guaranteed transport at fixed prices. Departments can prescribe timetables, monitor routes, and see that goods are delivered to markets in time. The system is more planned and less exploitative.

Third, generate quality. A major proportion of horticultural losses are a consequence of improper in-transit handling. Produce like fruits and vegetables demand special conditions, such as refrigeration, air, and stacking. Government fleets can be constructed with refrigerated trucks, covered compartments, and sophisticated tracking systems. By reducing damage, the entire value of produce at markets will be greater. Farmers attain greater revenues. Consumers get fresher produce.

Fourth, employment generation. A department’s fleet will consist of drivers, mechanics, supervisors, and logistics staff. This creates secure jobs. Youths trained in transport management, IT, and supply chain systems can find employment close to their hometowns. Skilled drivers can be hired on fixed salaries rather than insecure daily wage. Each truck turns not just into a vehicle but into a source of income.

Fifth, strategic control. Agriculture and horticulture are too important to be entirely in the hands of private players. In times of crisis, such as natural disasters, road blockades, or petrol shortages, government fleets can be reserved in order to continue providing food supply. This ensures stability in markets and food security for citizens. A government fleet is not a service but a safety buffer.

Objectors may also say that it costs to operate a fleet and outside the government’s core function. But this is not about creating another bureaucracy department. The model can be run professionally with effective modern systems. Trucks may be leased, drivers hired, and technology used for real-time monitoring. Departments may even go into arrangement with cooperatives and farmer producer organizations to share the costs. Ownership and responsibility are what is needed.

Another problem is corruption or misappropriation. In order to counter this, there must be open booking procedures. The farmers can book transport times online or at local offices. The fees need to be fixed and disclosed. The payments must be online in order to prevent leakages. It will keep the system clean with continuous audits.

The benefits overshadow the drawbacks quite easily. Departments can provide for timely supply to Farrington Palace with their own transportation, and this is the focal point of storage and dispensing. When the goods reach on time, the entire process of grading, packing, and exportation becomes easier. Our economy is enhanced both domestically and internationally.

Small is beautiful. Even 50 trucks of horticulture and agriculture departments can show visible improvements in a harvest season. Over a period of years, the fleet can expand. Proceeds from initial operations can be used for expansion. Within a couple of years, the system may become self-supporting.

The message is simple. The horticultural and agricultural economy cannot wait for private lorries to make up their minds. It must intervene with government fleets. This would reduce losses, give growers fair returns, and yield steady revenue. Besides that, it would end the periodic crisis of transport shortage that harms growers and consumers alike.

If agriculture is our backbone, then transport is its lifeblood. It’s now the turn of shoring it up with vision and public ownership.